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Commission Regulation (EU) No 582/2011 of 25 May 2011 implementing and amending Regulation (EC) No 595/2009 of the European Parliament and of the Council with respect to emissions from heavy duty vehicles (Euro VI) and amending Annexes I and III to Directive 2007/46/EC of the European Parliament and of the Council (Text with EEA relevance)
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THE EUROPEAN COMMISSION,
Having regard to the Treaty on the Functioning of the European Union,
Having regard to Regulation (EC) No 595/2009 of the European Parliament and of the Council of 18 June 2009 on type-approval of motor vehicles and engines with respect to emissions from heavy duty vehicles (Euro VI) and on access to vehicle repair and maintenance information and amending Regulation (EC) No 715/2007 and Directive 2007/46/EC and repealing Directives 80/1269/EEC, 2005/55/EC and 2005/78/EC(1), and in particular Articles 4(3), 5(4) and 6(2) and Article 12 thereof,
Having regard to Directive 2007/46/EC of the European Parliament and of the Council of 5 September 2007 establishing a framework for the approval of motor vehicles and their trailers, and of systems, components and separate technical units intended for such vehicles (Framework Directive)(2), and in particular Article 39(7) thereof,
Whereas:
(1) Regulation (EC) No 595/2009 is one of the separate regulatory acts under the type-approval procedure laid down by Directive 2007/46/EC.
(2) Regulation (EC) No 595/2009 requires new heavy duty vehicles and engines to comply with new emission limits and introduces additional requirements on access to information. The technical requirements will apply from 31 December 2012 for new types of vehicles and from 31 December 2013 for all new vehicles. The specific technical provisions necessary to implement Regulation (EC) No 595/2009 should be adopted. Therefore, the present Regulation aims at setting the requirements necessary for the type-approval of Euro VI specification vehicles and engines.
(3) Article 5(4) of Regulation (EC) No 595/2009 requires the Commission to adopt implementing legislation setting out specific technical requirements relating to the control of emissions from vehicles. Therefore, it is appropriate to adopt those requirements.
(4) Following the adoption of the main requirements for type-approval of heavy duty motor vehicles and engines by Regulation (EC) No 595/2009, it is necessary to establish administrative provisions for that EC type-approval. Those administrative requirements should include provisions for conformity of production and in-service conformity to ensure continued good performance of production vehicles and engines.
(5) In accordance with Article 6 of Regulation (EC) No 595/2009, it is also necessary to establish requirements to ensure that vehicle on-board diagnostic (hereinafter ‘OBD’) and vehicle repair and maintenance information is readily accessible, so as to ensure that independent operators have access to such information.
(6) In accordance with Regulation (EC) No 595/2009, the measures provided for in this Regulation regarding access to vehicle repair and maintenance information, information for diagnostic tools and the compatibility of replacement parts with vehicle OBD systems, should not be restricted to emission-related components and systems but cover all aspects of a vehicle subject to type-approval within the scope of this Regulation.
(7) In accordance with Article 5 of Regulation (EC) No 595/2009, the Commission should adopt measures for implementing the use of portable measurement systems for verifying the actual in-use emissions and verifying and limiting the off-cycle emissions. It is therefore necessary to set out, within an appropriate timeframe, provisions on off-cycle emissions both at type-approval and for verifying and limiting the off-cycle emissions in actual use of the vehicles. For the purpose of in-service conformity a procedure using portable emissions measurement systems (hereinafter ‘PEMS’) should be introduced. The PEMS procedures introduced through this Regulation should be subject to an assessment on the basis of which the Commission should be empowered to amend the in-use provisions.
(8) In accordance with Article 5(4)(d) of Regulation (EC) No 595/2009, it is necessary to establish requirements for type-approval of replacement pollution control devices so as to ensure that they function correctly.
(9) In accordance with Article 5(4)(d) of Regulation (EC) No 595/2009, it is necessary to establish requirements for determining deterioration factors to be used for verifying the durability of engine systems. In addition and subject to the results of research and development on methods for bench ageing of engine systems the Commission should be empowered to amend the provisions for determining deterioration factors.
(10) As provided for by Article 12(1) of Regulation (EC) No 595/2009, new limit values and a measurement procedure for the number of particles emitted should be introduced. The measurement procedure should be based on the work of the Particulate Measurement Programme (PMP) of the United Nations Economic Commission for Europe (hereinafter ‘UN/ECE’).
(11) In accordance with Article 12(2) of Regulation (EC) No 595/2009, limit values for the World Harmonized Transient Driving Cycle (hereinafter ‘WHTC’) and the Worldwide Harmonised Steady state Cycle (hereinafter ‘WHSC’) as specified in Annex 4B to Regulation No 49 of the Economic Commission for Europe of the United Nations (UN/ECE) — Uniform provisions concerning the measures to be taken against the emission of gaseous and particulate pollutants from compression-ignition engines for use in vehicles, and the emission of gaseous pollutants from positive-ignition engines fuelled with natural gas or liquefied petroleum gas for use in vehicles(3) should be introduced.
(12) The Commission should assess the need for specific measures regarding multi-setting engines, and should be empowered to amend the provisions in accordance with the results of that assessment.
(13) Regulation (EC) No 595/2009 and Directive 2007/46/EC should therefore be amended accordingly.
(14) The measures provided for in this Regulation are in accordance with the opinion of the Technical Committee – Motor Vehicles,
HAS ADOPTED THIS REGULATION:
This Regulation lays down measures for the implementation of Articles 4, 5, 6 and 12 of Regulation (EC) No 595/2009.
It also amends Regulation (EC) No 595/2009 and Directive 2007/46/EC.
For the purposes of this Regulation, the following definitions shall apply:
‘engine system’ means the engine, the emission control system and the communication interface (hardware and messages) between the engine system electronic control unit or units (hereinafter ‘ECU’) and any other powertrain or vehicle control unit;
‘service accumulation schedule’ means the ageing cycle and the service accumulation period for determining the deterioration factors for the engine-aftertreatment system family;
‘engine family’ means a manufacturers grouping of engines which, through their design as defined in Section 6 of Annex I, have similar exhaust emission characteristics; all members of the family shall comply with the applicable emission limit values;
‘engine type’ means a category of engines which do not differ in essential engine characteristics as set out in Appendix 4 to Annex I;
‘vehicle type with regard to emissions and vehicle repair and maintenance information’ means a group of vehicles which do not differ in essential engine and vehicle characteristics as set out in Appendix 4 to Annex I;
‘deNOx system’ means a selective catalytic reduction (hereinafter ‘SCR’) system, NOx adsorber, passive or active lean NOx catalyst or any other exhaust after-treatment system designed to reduce emissions of oxides of nitrogen (NOx);
‘exhaust after-treatment system’ means a catalyst (oxidation, 3-way or any other), particulate filter, deNOx system, combined deNOx particulate filter, or any other emission reducing device, that is installed downstream of the engine;
‘on-board diagnostic (OBD) system’ means a system on-board a vehicle or engine which has the capability:
of detecting malfunctions, affecting the emission performance of the engine system; and
of indicating their occurrence by means of an alert system; and
of identifying the likely area of the malfunction by means of information stored in computer memory and communicating that information off-board;
‘qualified deteriorated component or system’ (hereinafter ‘QDC’) means a component or system that has been intentionally deteriorated such as by accelerated ageing or by having been manipulated in a controlled manner and which has been accepted by the approval authority according to the provisions set out in Section 6.3.2 of Annex 9B to UN/ECE Regulation No 49 and point 2.2 of Appendix 3 of Annex X to this Regulation for use when demonstrating the OBD performance of the engine system;
‘ECU’ means the engine system electronic control unit;
‘diagnostic trouble code’ (hereinafter ‘DTC’) means a numeric or alphanumeric identifier which identifies or labels a malfunction;
‘portable emissions measurement system’ (hereinafter ‘PEMS’) means a portable emissions measurement system meeting the requirements specified in Appendix 2 to Annex II;
‘malfunction indicator’ (hereinafter ‘MI’) means an indicator which is part of the alert system and which clearly informs the driver of the vehicle in the event of a malfunction;
‘ageing cycle’ means the vehicle or engine operation (speed, load, power) to be executed during the service accumulation period;
‘critical emission-related components’ means the following components which are designed primarily for emission control: any exhaust after-treatment system, the ECU and its associated sensors and actuators, and the exhaust gas recirculation (hereinafter ‘EGR’) system including all related filters, coolers, control valves and tubing;
‘critical emission-related maintenance’ means the maintenance to be performed on critical emission-related components;
‘emission related maintenance’ means the maintenance which substantially affects emissions or which is likely to affect emissions deterioration of the vehicle or the engine during normal in-use operation;
‘engine aftertreatment system family’ means a manufacturer’s grouping of engines that comply with the definition of engine family, but which are further grouped into engines utilising a similar exhaust after-treatment system;
‘Wobbe index (lower Wl or upper Wu)’ means the ratio of the corresponding calorific value of a gas per unit volume and the square root of its relative density under the same reference conditions:
‘λ-shift factor’ (hereinafter ‘Sλ’) means an expression that describes the required flexibility of the engine management system regarding a change of excess-air-ratio λ if the engine is fuelled with a gas composition different from pure methane as specified in Section 4.1 of Annex 6 to UN/ECE Regulation No 49;
‘non-emission-related maintenance’ means the maintenance which does not substantially affect emissions and which does not have a lasting effect on the emissions deterioration of the vehicle or the engine during normal in-use operation once the maintenance is performed;
‘OBD engine family’ means a manufacturer’s grouping of engine systems having common methods of monitoring and diagnosing emission-related malfunctions;
‘scan-tool’ means an external test equipment used for standardised off-board communication with the OBD system in accordance with the requirements of this Regulation;
‘Auxiliary Emission Strategy’ (hereinafter ‘AES’) means an emission strategy that becomes active and replaces or modifies a base emission strategy for a specific purpose and in response to a specific set of ambient and/or operating conditions and only remains operational as long as those conditions exist;
‘Base Emission Strategy’ (hereinafter ‘BES’) means an emission strategy that is active throughout the speed and load operating range of the engine unless an AES is activated;
‘in-use performance ratio’ means the ratio of the number of times that the conditions have existed under which a monitor, or group of monitors, should have detected a malfunction to the number of driving cycles of relevance to that monitor or group of monitors;
‘engine start’ consists of the ignition-On, cranking and start of combustion, and is completed when the engine speed reaches 150 min-1 below the normal, warmed-up idle speed;
‘operating sequence’ means a sequence consisting of an engine start, an operating period (of the engine), an engine shut-off, and the time until the next start, where a specific OBD monitor runs to completion and a malfunction would be detected if present;
‘emission threshold monitoring’ means monitoring of a malfunction that leads to an excess of the OBD threshold limits (OTLs) and which consists of either or both of the following:
direct emissions measurement via a tailpipe emissions sensor(s) and a model to correlate the direct emissions to specific emissions of the applicable test-cycle;
indication of an emissions increase via correlation of computer input and output information to test-cycle specific emissions;
‘performance monitoring’ means malfunction monitoring that consists of functionality checks, and the monitoring of parameters that are not directly correlated to emission thresholds, that is done on components or systems to verify that they are operating within the proper range;
‘rationality failure’ means a malfunction where the signal from an individual sensor or component differs from that expected when assessed against signals available from other sensors or components within the control system including cases where all of the measured signals and component output data are individually within the range associated with normal operation of the associated sensor or component and where none of the sensors or components is individually indicating a malfunction;
‘total functional failure monitoring’ means monitoring in order to detect a malfunction which will lead to a complete loss of the desired function of a system;
‘malfunction’ means a failure or deterioration of an engine system, including the OBD system, that might reasonably be expected to lead either to an increase in any of the regulated pollutants emitted by the engine system or to a reduction in the effectiveness of the OBD system;
‘general denominator’ means a counter indicating the number of times a vehicle has been operated, taking into account general conditions;
‘ignition cycle counter’ means a counter indicating the number of engine starts a vehicle has experienced;
‘Driving cycle’ means a sequence consisting of an engine start, an operating period (of the vehicle), an engine shut-off, and the time until the next engine start;
‘group of monitors’ means, for the purpose of assessing the in-use performance of an OBD engine family, a set of OBD monitors used for determining the correct operation of the emission control system;
‘net power’ means the power obtained on a test bench at the end of the crankshaft or its equivalent at the corresponding engine or motor speed with the auxiliaries according to Annex XIV and determined under reference atmospheric conditions;
‘maximum net power’ means the maximum value of the net power measured at full engine load;
‘wall-flow diesel particulate filter’ means a diesel particulate filter (hereinafter ‘DPF’) in which all the exhaust gas is forced to flow through a wall which filters out the solid matter;
‘continuous regeneration’ means the regeneration process of an exhaust after-treatment system that occurs either permanently or at least once per World Harmonized Transient Driving Cycle (hereinafter ‘WHTC’) hot start test[F1;]
[F2‘ customer adaptation ’ means any change to a vehicle, system, component or separate technical unit made at the specific request of a customer and subject to approval;
‘ vehicle OBD information ’ means information relating to an on-board diagnostic system for any electronic system on the vehicle;
‘ carry-over system ’ means a system, as defined in Article 3(23) of Directive 2007/46/EC, carried over from an old type of vehicle to a new type of vehicles.]
Textual Amendments
1. Manufacturers shall put in place the necessary arrangements and procedures, in accordance with Article 6 of Regulation (EC) No 595/2009 and Annex XVII to this Regulation, to ensure that vehicle OBD and vehicle repair and maintenance information is accessible through websites using a standardised format in a readily accessible and prompt manner, and in a manner which is non-discriminatory compared to the provisions given or access granted to authorised dealers and repairers. Manufacturers shall also make training material available to independent operators and authorised dealers and repairers.
2. Approval authorities shall only grant type-approval after receiving from the manufacturer a Certificate on Access to Vehicle OBD and Vehicle Repair and Maintenance Information.
3. The Certificate on Access to Vehicle OBD and Vehicle Repair and Maintenance Information shall serve as the proof of compliance with Article 6 of Regulation (EC) No 595/2009.
4. The Certificate on Access to Vehicle OBD and Vehicle Repair and Maintenance Information shall be drawn up in accordance with the model set out in Appendix 1 of Annex XVII.
5. The vehicle OBD and vehicle repair and maintenance information shall include the following:
(a) an unequivocal identification of the vehicle, system, component or separate technical unit for which the manufacturer is responsible;
(b) service handbooks, including service and maintenance records;
(c) technical manuals;
(d) component and diagnosis information (such as minimum and maximum theoretical values for measurements);
(e) wiring diagrams;
(f) diagnostic trouble codes, including manufacturer specific codes;
(g) the software calibration identification number applicable to a vehicle type;
(h) information provided concerning, and delivered by means of, proprietary tools and equipment;
(i) data record information and two-directional monitoring and test data;
(j) standard work units or time periods for repair and maintenance tasks if they are made available to authorised dealers and repairers of the manufacturer either directly or through a third party;
(k) in case of multi-stage type-approval, the information required under Article 2b.
6. Authorised dealers or repairers within the distribution system of a given vehicle manufacturer shall be regarded as independent operators for the purposes of this Regulation to the extent that they provide repair or maintenance services for vehicles in respect of which they are not members of the vehicle manufacturer’s distribution system.
7. The vehicle repair and maintenance information shall always be available, except as required for maintenance purposes of the information system.
8. For the purposes of manufacture and servicing of OBD-compatible replacement or service parts and diagnostic tools and test equipment, manufacturers shall provide the relevant vehicle OBD and vehicle repair and maintenance information on a non-discriminatory basis to any interested component, diagnostic tools or test equipment manufacturer or repairer.
9. The manufacturer shall make subsequent amendments and supplements to vehicle repair and maintenance information available on its websites at the same time they are made available to authorised repairers.
10. Where repair and maintenance records of a vehicle are kept in a central data base of the vehicle manufacturer or on its behalf, independent repairers, who have been approved and authorised as required in Section 2.2 of Annex XVII, shall have access to such record free of charge and under the same conditions as authorised repairers in order to be able to enter information on repair and maintenance which they have performed.
11. The manufacturer shall make available to interested parties the following information:
(a) relevant information to enable the development of replacement components which are critical to the correct functioning of the OBD system;
(b) information to enable the development of generic diagnostic tools.
For the purposes of point (a) of the first subparagraph, the development of replacement components shall not be restricted by any of the following:
(a) the unavailability of pertinent information;
(b) the technical requirements relating to malfunction indication strategies if the OBD thresholds are exceeded or if the OBD system is unable to fulfil the basic OBD monitoring requirements of this Regulation;
(c) specific modifications to the handling of OBD information to deal independently with vehicle operation on petrol or on gas;
(d) the type-approval of gas-fuelled vehicles that contain a limited number of minor deficiencies.
For the purposes of point (b) of the first subparagraph, where manufacturers use diagnostic and test tools in accordance with ISO 22900 Modular vehicle communication interface (MVCI) and ISO 22901 Open diagnostic data exchange (ODX) in their franchised networks, the ODX files shall be accessible to independent operators via the website of the manufacturer.
Textual Amendments
1. In the case of multi-stage type-approval, as defined in Article 3(7) of Directive 2007/46/EC, the final manufacturer shall be responsible for providing access to vehicle OBD and vehicle repair and maintenance information regarding its own manufacturing stage(s) and the link to the previous stage(s).
In addition, the final manufacturer shall on its website provide independent operators with the following information:
(a) website address of the manufacturer(s) responsible for the previous stage(s);
(b) name and address of all the manufacturers responsible for the previous stage(s);
(c) type-approval number(s) of the previous stage(s);
(d) the engine number.
2. Each manufacturer responsible for a particular stage or stages of type-approval shall be responsible for providing through his website access to vehicle OBD and vehicle repair and maintenance information regarding the stage(s) of type-approval for which he is responsible and the link to the previous stage(s).
3. The manufacturer responsible for a particular stage or stages of type-approval shall provide the following information to the manufacturer responsible for the next stage:
(a) the Certificate of Conformity relating to the stage(s) for which he is responsible;
(b) the Certificate on Access to Vehicle OBD and Vehicle Repair and Maintenance Information, including its appendices;
(c) the type-approval number corresponding to the stage(s) for which he is responsible;
(d) the documents referred to in points (a), (b) and (c) as provided by the manufacturer(s) involved in the previous stage(s).
Each manufacturer shall authorise the manufacturer responsible for the next stage to pass the documents provided to the manufacturers responsible for any subsequent stages and the final stage.
In addition, on a contractual basis, the manufacturer responsible for a particular stage or stages of type-approval shall:
(a) provide the manufacturer responsible for the next stage with access to vehicle OBD and vehicle repair and maintenance information and interface information corresponding to the particular stage(s) for which he is responsible;
(b) provide, at the request of a manufacturer responsible for a subsequent stage of type-approval, with access to vehicle OBD and vehicle repair and maintenance information and interface information corresponding to the particular stage(s) for which he is responsible.
4. A manufacturer, including a final manufacturer, may only charge fees in accordance with Article 2f concerning the particular stage(s) for which he is responsible.
A manufacturer, including a final manufacturer, shall not charge fees for providing information relating to the website address or contact details of any other manufacturer.
Textual Amendments
1. By derogation from Article 2a, if the number of systems, components or separate technical units subject to a specific customer adaptation is lower than a total of 250 units produced worldwide, repair and maintenance information for the customer adaptation shall be provided in a readily accessible and prompt manner, and in a manner which is non-discriminatory compared to the provisions given or access granted to authorised dealers and repairers.
For the servicing and reprogramming of the electronic control units relating to the customer adaptation, the manufacturer shall make the respective proprietary specialist diagnostic tool or test equipment available to independent operators as provided to authorised repairers.
The customer adaptations shall be listed on the manufacturer’s repair and maintenance information website and mentioned in the Certificate on Access to Vehicle OBD and Vehicle Repair and Maintenance Information at the time of type-approval.
2. Until 31 December 2015 , if the number of systems, components or separate technical units subject to a specific customer adaptation is higher than 250 units worldwide, the manufacturer may derogate from the obligation under Article 2a to provide access to vehicle OBD and vehicle repair and maintenance information using a standardised format. Where the manufacturer makes use of such derogation, he shall provide access to vehicle OBD and vehicle repair and maintenance information in a readily accessible and prompt manner, and in a manner which is non-discriminatory compared to the provisions given or access granted to authorised dealers and repairers.
3. Manufacturers shall make the proprietary specialist diagnostic tool or test equipment to service the customer-adapted systems, components or technical units available to independent operators via sale and rent.
4. The manufacturer shall mention in the Certificate on Access to Vehicle OBD and Vehicle Repair and Maintenance Information at the time of type-approval the customer adaptations for which the obligation under Article 2a to provide access to vehicle OBD and vehicle repair and maintenance information using a standardised format is derogated from and any electronic control unit related to them.
Those customer adaptations and any electronic control unit related to them shall also be listed on the manufacturer’s repair and maintenance information website.
Textual Amendments
1. By derogation from Article 2a, manufacturers whose worldwide annual production of a type of vehicle, system, component or separate technical unit subject to this Regulation is less than 250 units, shall provide access to repair and maintenance information in a readily accessible and prompt manner, and in a manner which is non-discriminatory compared to the provisions given or access granted to authorised dealers and repairers.
2. The vehicle, system, component and separate technical unit subject to paragraph 1 shall be listed on the manufacturer’s repair and maintenance information website.
3. The approval authority shall inform the Commission of each type-approval granted to small volume manufacturers.
Textual Amendments
1. Until 30 June 2016 , with respect to the carry-over systems listed in Appendix 3 to Annex XVII, the manufacturer may derogate from the obligation to reprogramme the electronic control units in accordance with the standards mentioned in Annex XVII.
Such a derogation shall be indicated on the Certificate on Access to Vehicle OBD and Vehicle Repair and Maintenance Information at the time of type-approval.
The systems for which a manufacturer derogates from the obligation to reprogramme the electronic control units in accordance with the standards mentioned in Annex XVII shall be listed on its repair and maintenance information website.
2. For the servicing and reprogramming of the electronic control units in the carry-over systems for which the manufacturer derogates from the obligation to reprogramme the electronic control units in accordance with the standards mentioned in Annex XVII, manufacturers shall ensure that the respective proprietary tool or equipment can be purchased or rented by independent operators.
Textual Amendments
1. Manufacturers may charge reasonable and proportionate fees for access to the vehicle repair and maintenance information covered by this Regulation.
For the purposes of the first subparagraph, a fee shall be considered unreasonable or disproportionate if it discourages access by failing to take into account the extent to which the independent operator uses it.
2. Manufacturers shall make available vehicle repair and maintenance information, including transactional services such as reprogramming or technical assistance, on an hourly, daily, monthly, and yearly basis, with fees for access to such information varying in accordance with the respective periods of time for which access is granted.
In addition to time-based access, manufacturers may offer transaction-based access, for which fees are charged per transaction and not based on the time for which access is granted. Where both access systems are offered by manufacturers, independent repairers shall choose a preferred access system, either time-based or transaction-based
Textual Amendments
1. An approval authority may, at any time, whether on its own initiative, on the basis of a complaint, or on the basis of an assessment by a technical service, check the compliance of a manufacturer with Regulation (EC) No 595/2009, this Regulation, and the terms of the Certificate on Access to Vehicle OBD and Vehicle Repair and Maintenance Information.
2. Where an approval authority finds that the manufacturer has failed to comply with his obligations regarding access to vehicle OBD and vehicle repair and maintenance information, the approval authority which granted the relevant type-approval shall take appropriate measures to remedy the situation.
Those measures may include withdrawal or suspension of type-approval, fines, or other measures adopted in accordance with Article 11 of Regulation (EC) No 595/2009.
3. The approval authority shall proceed to an audit in order to verify compliance by the manufacturer with the obligations concerning access to vehicle OBD and vehicle repair and maintenance information, if an independent operator or a trade association representing independent operators files a complaint to the approval authority.
4. When carrying out the audit, the approval authority may ask a technical service or any other independent expert to carry out an assessment to verify whether these obligations are met.
Textual Amendments
The scope of application of the activities carried out by the Forum on Access to Vehicle Information established in accordance with Article 13(9) of Commission Regulation (EC) No 692/2008 (4) shall be extended to the vehicles covered by Regulation (EC) No 595/2009.
On the basis of evidence of deliberate or unintentional misuse of vehicle OBD and vehicle repair and maintenance information, the Forum shall advise the Commission on measures to prevent such misuse of information.]
Textual Amendments
[F11. In order to receive an EC type-approval of an engine system or engine family as a separate technical unit, EC type-approval of a vehicle with an approved engine system with regard to emissions and vehicle repair and maintenance information, or an EC type-approval of a vehicle with regard to emissions and vehicle repair and maintenance information the manufacturer shall, in accordance with the provisions of Annex I, demonstrate that the vehicles or engine systems are subject to the tests and comply with the requirements set out in Articles 4 and 14 and in Annexes III to VIII, X, XIII, XIV and XVII. The manufacturer shall also ensure compliance with the specifications of reference fuels set out in Annex IX.]
[F21a. If the vehicle OBD and vehicle repair and maintenance information is not available, or does not conform to Article 6 of Regulation (EC) No 595/2009, Article 2a and, where relevant, Articles 2b, 2c and 2d of this Regulation, and Annex XVII to this Regulation, when the application for type-approval is made, the manufacturer shall provide that information within six months of the date set out in Article 8(1) of Regulation (EC) No 595/2009 or within six months of the date of type-approval, whichever date is later.
1b. The obligations to provide information within the dates referred to in paragraph 1a shall apply only if, following type-approval, the vehicle is placed on the market.
Where the vehicle is placed on the market more than six months after type-approval, the information shall be provided on the date on which the vehicle is placed on the market.
1c. The approval authority may presume that the manufacturer has put in place satisfactory arrangements and procedures with regard to access to vehicle OBD and vehicle repair and maintenance information, on the basis of a completed Certificate on Access to Vehicle OBD and Vehicle Repair and Maintenance Information, providing that no complaint was made, and that the manufacturer provides the certificate within the periods referred to in paragraph 1a.
If the certificate of compliance is not provided within that period, the approval authority shall take appropriate measures to ensure compliance.]
2.In order to receive EC type-approval of a vehicle with an approved engine system with regard to emissions and vehicle repair and maintenance information, or an EC type-approval of a vehicle with regard to emissions and vehicle repair and maintenance information the manufacturer shall ensure compliance with the installation requirements set out in Section 4 of Annex I.
3.In order to receive an extension of the EC type-approval of a vehicle with regard to emissions and vehicle repair and maintenance information type-approved under this Regulation with a reference mass exceeding 2 380 kg but not exceeding 2 610 kg the manufacturer shall meet the requirements set out in Appendix 1 to Annex VIII.
4.The provisions for alternative approval specified in point 2.4.1 to Annex X and point 2.1 to Annex XIII shall not apply for the purpose of an EC type-approval of an engine system or engine family as a separate technical unit.
5.Any engine system and any element of design liable to affect the emission of gaseous and particulate pollutants shall be designed, constructed, assembled and installed so as to enable the engine, in normal use, to comply with the provisions of Regulation (EC) No 595/2009 and those of this Regulation. The manufacturer shall also ensure compliance with off-cycle requirements set out in Article 14 and Annex VI to this Regulation.
6.In order to receive an EC type-approval of an engine system or engine family as a separate technical unit or an EC type-approval of a vehicle with regard to emissions and vehicle repair and maintenance information the manufacturer shall ensure compliance with the requirements on fuel range for a universal fuel approval or in case of a positive-ignition engine fuelled with natural gas and LPG a restricted fuel range approval as specified in Section 1 of Annex I.
7.In order to receive an EC type-approval in the case of a petrol or E85 fuelled engine, the manufacturer shall ensure that the specific requirements for inlets to fuel tanks for petrol and E85 fuelled vehicles laid down in Section 4.3 of Annex I are fulfilled.
8.In order to receive an EC type-approval the manufacturer shall ensure that the specific requirements for electronic system security laid down in point 2.1 of Annex X are fulfilled.
9.The manufacturer shall take technical measures so as to ensure that the tailpipe emissions are effectively limited, in accordance with this Regulation, throughout the normal life of the vehicle and under normal conditions of use. Those measures shall include ensuring that the security of hoses, joints and connections, used within the emission control systems, are constructed so as to conform to the original design intent.
10.The manufacturer shall ensure that the emissions test results comply with the applicable limit value under the test conditions specified in this Regulation.
11.The manufacturer shall determine deterioration factors that will be used to demonstrate that the gaseous and particulate emissions of an engine family or engine-aftertreatment system family remain in conformity with the emission limits set out in Annex I to Regulation (EC) No 595/2009 over the normal useful life periods set out in Article 4(2) of that Regulation.
The procedures for demonstrating the compliance of an engine system or engine-aftertreatment system family over the normal useful life periods are set out in Annex VII to this Regulation.
12.For positive-ignition engines subject to the test set out in Annex IV, the maximum permissible carbon monoxide content in the exhaust gases at normal engine idling speed shall be that stated by the vehicle manufacturer. However, the maximum carbon monoxide content shall not exceed 0,3 % vol.
At high idle speed, the carbon monoxide content by volume of the exhaust gases shall not exceed 0,2 % vol., with the engine speed being at least 2 000 min-1 and Lambda being 1 ± 0,03 or in accordance with the specifications of the manufacturer.
13.In the case of a closed crankcase, manufacturers shall ensure that for the test set out in Annex V, the engine’s ventilation system does not permit the emission of any crankcase gases into the atmosphere. If the crankcase is of an open type the emissions shall be measured and added to the tailpipe emissions following the provisions set out in Annex V.
14.When applying for type-approval, manufacturers shall present to the approval authority information showing that the deNOx system retains its emission control function during all conditions regularly pertaining in the territory of the Union, especially at low temperatures.
In addition, manufacturers shall provide the approval authority with information on the operating strategy of any EGR system, including its functioning at low ambient temperatures.
This information shall also include a description of any effects on emissions of operating the system under low ambient temperatures.
F315.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Textual Amendments
F1 Substituted by Commission Regulation (EU) No 64/2012 of 23 January 2012 amending Regulation (EU) No 582/2011 implementing and amending Regulation (EC) No 595/2009 of the European Parliament and of the Council with respect to emissions from heavy duty vehicles (Euro VI) (Text with EEA relevance).
1.Manufacturers shall ensure that all engine systems and vehicles are equipped with an OBD system.
2.The OBD system shall be designed, constructed and installed on a vehicle in accordance with Annex X, so as to enable it to identify, record, and communicate the types of deterioration or malfunction specified in that Annex over the entire life of the vehicle.
3.The manufacturer shall ensure that the OBD system complies with the requirements set out in Annex X, including the OBD in-use performance requirements, under all normal and reasonably foreseeable driving conditions encountered in the Union, including the conditions of normal use specified in Annex X.
4.When tested with a qualified deteriorated component, the OBD system malfunction indicator shall be activated in accordance with Annex X. The OBD system malfunction indicator may also be activated at levels of emissions below the OBD thresholds limits specified in Annex X.
5.The manufacturer shall ensure that the provisions for in-use performance of an OBD engine family laid down in Annex X are followed.
6.The OBD in-use performance related data shall be stored and made available without any encryption through the standard OBD communication protocol by the OBD system in accordance with the provisions of Annex X.
7.If the manufacturer chooses, during a period of 3 years after the dates specified in Article 8(1) and (2) of Regulation (EC) No 595/2009 OBD systems may comply with alternative provisions as specified in Annex X to this Regulation and referring to this paragraph.
8.If the manufacturer chooses, until 1 September 2014 in the case of new types of vehicles or engines and until 1 September 2015 for all new vehicles sold, registered or put into service within the Union, he may use alternative provisions for the monitoring of the DPF as set out in point 2.3.3.3 of Annex X.
1.The manufacturer shall submit to the approval authority an application for EC type-approval of an engine system or engine family as a separate technical unit.
2.The application referred to in paragraph 1 shall be drawn up in accordance with the model of the information document set out in Appendix 4 to Annex I. For that purpose Part 1 of that Appendix shall apply.
3.Together with the application, the manufacturer shall provide a documentation package that fully explains any element of design which affects emissions, the emission control strategy of the engine system, the means by which the engine system controls the output variables which have a bearing upon emissions, whether that control is direct or indirect, and fully explains the warning and inducement system required by Sections 4 and 5 of Annex XIII. The documentation package shall consist of the following parts including the information set out in Section 8 to Annex I:
(a)a formal documentation package that shall be retained by the approval authority. The formal documentation package may be made available to interested parties upon request;
(b)an extended documentation package that shall remain confidential. The extended documentation package may be kept by the approval authority, or be retained by the manufacturer, at the discretion of the approval authority, but shall be made available for inspection by the approval authority at the time of approval or at any time during the validity of the approval. When the documentation package is retained by the manufacturer, the approval authority shall take the necessary measures to ensure that the documentation is not being altered after approval.
4.In addition to the information referred to in paragraph 3, the manufacturer shall submit the following information:
(a)in the case of positive-ignition engines, a declaration by the manufacturer of the minimum percentage of misfires out of a total number of firing events that either would result in emissions exceeding the limits set out in Annex X if that percentage of misfire had been present from the start of the emission test as set out in Annex III or could lead to an exhaust catalyst, or catalysts, overheating prior to causing irreversible damage;
(b)a description of the provisions taken to prevent tampering with and modification of the emission control computer(s) including the facility for updating using a manufacturer-approved programme or calibration;
(c)documentation of the OBD system, in accordance with the requirements set out in Section 5 to Annex X;
(d)OBD related information for the purpose of access to OBD and repair and maintenance information, in accordance with the requirements of this Regulation;
(e)a Statement of Off-Cycle Emission compliance with the requirements of Article 14 and Section 9 to Annex VI;
(f)a Statement of OBD in-use Performance compliance with the requirements of Appendix 6 to Annex X;
[F1(g) the Certificate on Access to Vehicle OBD and Vehicle Repair and Maintenance Information;]
(h)the initial plan for in-service testing according to point 2.4 of Annex II;
(i)where appropriate, copies of other type-approvals with the relevant data to enable extension of approvals and establishment of deterioration factors.
5.The manufacturer shall submit to the technical service responsible for the type-approval tests an engine or, as appropriate, a parent engine representative of the type to be approved.
6.Changes to the make of a system, component or separate technical unit that occur after a type-approval shall not automatically invalidate a type-approval, unless its original characteristics or technical parameters are changed in such a way that the functionality of the engine or pollution control system is affected.
Textual Amendments
1.If all the relevant requirements are met, the approval authority shall grant an EC type-approval of an engine system or engine family as a separate technical unit and issue a type-approval number in accordance with the numbering system set out in Annex VII to Directive 2007/46/EC.
Without prejudice to the provisions of Annex VII to Directive 2007/46/EC, Section 3 of the type-approval number shall be drawn up in accordance with Appendix 9 to Annex I to this Regulation.
An approval authority shall not assign the same number to another engine type.
2.When granting an EC type-approval under paragraph 1, the approval authority shall issue an EC type-approval certificate using the model set out in Appendix 5 to Annex I.
Textual Amendments
1.The manufacturer shall submit to the approval authority an application for EC type-approval of a vehicle with an approved engine system with regard to emissions and access to vehicle repair and maintenance information.
2.The application referred to in paragraph 1 shall be drawn up in accordance with the model of the information document set out in Part 2 of Appendix 4 to Annex I. This application shall be accompanied by a copy of the EC type-approval certificate for the engine system or engine family as a separate technical unit issued in accordance with Article 6.
3.The manufacturer shall provide a documentation package that fully explains the elements of the warning and inducement system that is on board the vehicle and required by Annex XIII. This documentation package shall be provided in accordance with Article 5(3).
4.In addition to the information referred to in paragraph 3, the manufacturer shall submit the following information:
(a)a description of the measures taken to prevent tampering with and modification of the vehicle control units covered by this Regulation including the facility for updating using a manufacturer-approved programme or calibration;
(b)a description of the OBD components on board of the vehicle, in accordance with the requirements of Section 5 of Annex X;
(c)information related to the OBD components on board the vehicle for the purpose of access to OBD and repair and maintenance information;
[F1(d) the Certificate on Access to Vehicle OBD and Vehicle Repair and Maintenance Information;]
(e)where appropriate, copies of other type-approvals with the relevant data to enable extension of approvals.
5.Changes to the make of a system, component or separate technical unit that occur after a type-approval shall not automatically invalidate a type-approval, unless its original characteristics or technical parameters are changed in such a way that the functionality of the engine or pollution control system is affected.
Textual Amendments
1.If all the relevant requirements are met, the approval authority shall grant an EC type-approval of a vehicle with an approved engine system with regard to emissions and access to vehicle repair and maintenance information and issue a type-approval number in accordance with the numbering system set out in Annex VII to Directive 2007/46/EC.
Without prejudice to the provisions of Annex VII to Directive 2007/46/EC, Section 3 of the type-approval number shall be drawn up in accordance with Appendix 9 to Annex I to this Regulation.
An approval authority shall not assign the same number to another vehicle type.
2.When granting an EC type-approval under paragraph 1, the approval authority shall issue an EC type-approval certificate using the model set out in Appendix 6 to Annex I.
1.The manufacturer shall submit to the approval authority an application for EC type-approval of a vehicle with regard to emissions and access to vehicle repair and maintenance information.
2.The application referred to in paragraph 1 shall be drawn up in accordance with the model of the information document set out in Appendix 4 to Annex I. For that purpose Parts 1 and 2 of that Appendix shall apply.
3.The manufacturer shall provide a documentation package that fully explains any element of design which affects emissions, the emission control strategy of the engine system, the means by which the engine system controls the output variables which have a bearing upon emissions, whether that control is direct or indirect, and fully explains the warning and inducement system required by Annex XIII. This documentation package shall be provided in accordance with Article 5(3).
4.In addition to the information referred to in paragraph 3, the manufacturer shall submit the information required by Article 5(4)(a) to (i) and Article 7(4)(a) to (e).
5.The manufacturer shall submit to the technical service responsible for the type-approval tests an engine representative of the type to be approved.
6.Changes to the make of a system, component or separate technical unit that occur after a type-approval shall not automatically invalidate a type-approval, unless its original characteristics or technical parameters are changed in such a way that the functionality of the engine or pollution control system is affected.
1.If all the relevant requirements are met, the approval authority shall grant an EC type-approval of a vehicle with regard to emissions and access to vehicle repair and maintenance information and issue a type-approval number in accordance with the numbering system set out in Annex VII to Directive 2007/46/EC.
Without prejudice to the provisions of Annex VII to Directive 2007/46/EC, Section 3 of the type-approval number shall be drawn up in accordance with Appendix 9 to Annex I to this Regulation.
An approval authority shall not assign the same number to another vehicle type.
2.When granting an EC type-approval under paragraph 1, the approval authority shall issue an EC type-approval certificate using the model set out in Appendix 7 to Annex I.
1.Measures to ensure the conformity of production shall be taken in accordance with the provisions of Article 12 of Directive 2007/46/EC.
2.Conformity of production shall be checked on the basis of the description in the type-approval certificates set out in Appendices 5, 6 and 7 to Annex I, as applicable.
3.Conformity of production shall be assessed in accordance with the specific conditions laid down in Section 7 of Annex I and the relevant statistical methods laid down in Appendices 1, 2 and 3 to that Annex.
1.Measures to ensure in-service conformity of vehicles or engine systems type-approved under this Regulation or Directive 2005/55/EC of the European Parliament and of the Council(5) shall be taken in accordance with Article 12 of Directive 2007/46/EC, and complying with the requirements of Annex II to this Regulation in the case of vehicles or engine systems type-approved under this Regulation and with the requirements of Annex XII to this Regulation in the case of vehicles or engine systems type-approved under Directive 2005/55/EC.
2.The technical measures taken by the manufacturer shall be such as to ensure that the tailpipe emissions are effectively limited, throughout the normal life of the vehicles under normal conditions of use. The conformity with the provisions of this Regulation shall be checked over the normal useful life of an engine system installed in a vehicle under normal conditions of use as specified in Annex II to this Regulation.
3.The manufacturer shall report the results of the in-service testing to the approval authority which granted the original type-approval in accordance with the initial plan submitted at type-approval. Any deviation from the initial plan shall be justified to the satisfaction of the approval authority.
4.If the approval authority which granted the original type-approval is not satisfied with the manufacturer’s reporting in accordance with Section 10 of Annex II, or has reported evidence of unsatisfactory in-service conformity, the authority may order the manufacturer to run a test for confirmatory purposes. The approval authority shall examine the confirmatory test report supplied by the manufacturer.
5.Where the approval authority which granted the original type-approval is not satisfied with the results of in-service tests or confirmatory tests in accordance with the criteria set out in Annex II, or based on in-service testing conducted by a Member State, it shall require the manufacturer to submit a plan of remedial measures to remedy the non-conformity in accordance with Article 13 and Section 9 of Annex II.
6.Any Member State may conduct and report its own surveillance testing, based on the in-service conformity testing procedure set out in Annex II. Information on the procurement, maintenance, and manufacturer’s participation in the activities shall be recorded. On request by an approval authority the approval authority that granted the original type-approval shall provide the necessary information about the type-approval to enable testing in accordance with the procedure set out in Annex II.
7.If a Member State demonstrates that an engine or vehicle type does not conform to the applicable requirements of this Article and Annex II, it shall notify through its own approval authority without delay the approval authority which granted the original type-approval in accordance with the requirements of Article 30(3) of Directive 2007/46/EC.
Following that notification and subject to the provision of Article 30(6) of Directive 2007/46/EC, the approval authority of the Member State which granted the original type-approval shall promptly inform the manufacturer that an engine or vehicle type fails to satisfy the requirements of these provisions.
8.Following the notification referred to in paragraph 7 and in cases where earlier in-service conformity testing showed conformity, the approval authority which granted the original type-approval may require the manufacturer to perform additional confirmatory tests after consultation with the experts of the Member State that reported the failing vehicle.
If no such test data is available, the manufacturer shall, within 60 working days after receipt of the notification referred to in paragraph 7, either submit to the approval authority which granted the original type-approval a plan of remedial measures in accordance with Article 13 or perform additional in-service conformity testing with an equivalent vehicle to verify whether the engine or vehicle type fails the requirements. In the case where the manufacturer can demonstrate to the satisfaction of the approval authority that further time is required to perform additional testing, an extension may be granted.
9.Experts of the Member State that reported the failing engine or vehicle type in accordance with paragraph 7 shall be invited to witness the additional in-service conformity tests referred to in paragraph 8. Additionally, the results of the tests shall be reported to that Member State and the approval authorities.
If these in-service conformity tests or confirmatory tests confirm the non-conformance of the engine or vehicle type, the approval authority shall require the manufacturer to submit a plan of remedial measures to remedy the non-conformity. The plan of remedial measures shall comply with the provisions of Article 13 and Section 9 of Annex II.
If those in-service conformity tests or confirmatory tests show conformity the manufacturer shall submit a report to the approval authority which granted the original type-approval. The report shall be submitted by the approval authority which granted the original type-approval to the Member State that reported the failing vehicle type and the approval authorities. It shall contain the test results according to Section 10 of Annex II.
10.The approval authority which granted the original type-approval shall keep the Member State which had established that the engine or vehicle type did not conform to the applicable requirements informed of the progress and results of the discussions with the manufacturer, the verification tests and the remedial measures.
1.On request of the approval authority and following in-service testing in accordance with Article 12 the manufacturer shall submit the plan of remedial measures to the approval authority no later than 60 working days after receipt of the notification from the approval authority. Where the manufacturer can demonstrate to the satisfaction of the approval authority that further time is required to investigate the reason for the non-compliance in order to submit a plan of remedial measures, an extension may be granted.
2.The remedial measures shall apply to all engines in service belonging to the same engine families or OBD engine families and be extended also to engine families or OBD engine families which are likely to be affected with the same defects. The need to amend the type-approval documents shall be assessed by the manufacturer and the result reported to the approval authority.
3.The approval authority shall consult the manufacturer in order to secure agreement on a plan of remedial measures and on executing the plan. If the approval authority which granted the original type-approval establishes that no agreement can be reached, the procedure set out in Article 30(1) and 30(5) of Directive 2007/46/EC shall be initiated.
4.The approval authority shall within 30 working days from the date on which it has received the plan of remedial measures from the manufacturer, approve or reject the plan of remedial measures. The approval authority shall within the same time also notify the manufacturer and all Member States of its decision to approve or reject the plan of remedial measures.
5.The manufacturer shall be responsible for the execution of the approved plan of remedial measures.
6.The manufacturer shall keep a record of every engine system or vehicle recalled and repaired or modified and of the workshop which performed the repair. The approval authority shall have access to that record on request during the execution and for a period of 5 years after the completion of the execution of the plan.
7.Any repair or modification referred to in paragraph 6 shall be recorded in a certificate supplied by the manufacturer to the owner of the engine or vehicle.
1.The manufacturer shall take all necessary measures, in accordance with this Regulation and Article 4 of Regulation (EC) No 595/2009, so as to ensure that the tailpipe emissions are effectively limited throughout the normal life of the vehicle and under all normal conditions of use.
Those measures shall take the following into account:
(a)the general requirements including the performance requirements and the prohibition of defeat strategies;
(b)the requirements to effectively limit the tailpipe emissions under the range of ambient conditions under which the vehicle may be expected to operate, and under the range of operating conditions that may be encountered;
(c)the requirements with respect to off-cycle laboratory testing at type-approval;
[F1(d) the requirements with respect to the PEMS demonstration test at type-approval and any additional requirements with respect to off-cycle in-use vehicle testing, as provided for in this Regulation;]
(e)the requirement for the manufacturer to provide a statement of compliance with the requirements limiting off-cycle emissions.
2.The manufacturer shall fulfil the specific requirements, together with the associated test procedures, set out in Annex VI.
3.Any additional requirements with respect to off-cycle in-use vehicle testing referred to in point (d) of paragraph 1 shall be introduced after the assessment of the PEMS procedures set out in Annex II. The assessment shall be finalised by 31 December 2014.
Textual Amendments
1.[F1The manufacturer shall ensure that replacement pollution control devices intended to be fitted to EC type-approved engine systems or vehicles covered by Regulation (EC) No 595/2009 are EC type-approved, as separate technical units in accordance with the requirements of this Article and of Articles 1a, 16 and 17.]
Catalytic converters, deNOx devices and particulate filters shall be considered to be pollution control devices for the purposes of this Regulation.
2.Original replacement pollution control devices, which fall within the type covered by point 3.2.12 of Appendix 4 to Annex I and are intended for fitment to a vehicle to which the relevant type-approval document refers, do not need to comply with all provisions of Annex XI provided that they fulfil the requirements of points 2.1, 2.2 and 2.3 of that Annex.
3.The manufacturer shall ensure that the original pollution control device carries identification markings.
4.The identification markings referred to in paragraph 3 shall comprise the following:
(a)the vehicle or engine manufacturer's name or trade mark;
(b)the make and identifying part number of the original pollution control device as recorded in the information referred to in point 3.2.12.2 of Appendix 4 to Annex I.
5.Replacement pollution control devices shall only be type-approved according to Regulation (EC) No 595/2009 and this Regulation once the specific testing requirements are introduced in Annex XI to this Regulation.
Textual Amendments
1.The manufacturer shall submit to the approval authority an application for EC type-approval of a type of replacement pollution control device as a separate technical unit.
2.The application shall be drawn up in accordance with the model of the information document set out in Appendix 1 to Annex XI.
[F13. The manufacturer shall submit the Certificate on Access to Vehicle OBD and Vehicle Repair and Maintenance Information.]
4.The manufacturer shall submit to the technical service responsible for the type-approval test the following:
(a)an engine system or engine systems of a type-approved in accordance with this Regulation equipped with a new original equipment pollution control device;
(b)one sample of the type of the replacement pollution control device;
(c)an additional sample of the type of the replacement pollution control device, in the case of a replacement pollution control device intended to be fitted to a vehicle equipped with an OBD system.
5.For the purposes of point (a) of paragraph 4, the test engines shall be selected by the applicant with the agreement of the approval authority.
The test conditions shall comply with the requirements set out in Section 6 of Annex 4B to UN/ECE Regulation No 49.
The test engines shall respect the following requirements:
(a)they shall have no emission control system defects;
(b)any malfunctioning or excessively worn emission-related original part shall be repaired or replaced;
(c)they shall be tuned properly and set to the manufacturer's specification prior to emission testing.
6.For the purposes of points (b) and (c) of paragraph 4, the sample shall be clearly and indelibly marked with the applicant's trade name or mark and its commercial designation.
7.For the purposes of point (c) of paragraph 4, the sample shall be a qualified deteriorated component.
Textual Amendments
1.If all the relevant requirements are met, the approval authority shall grant an EC type-approval for replacement pollution control devices as separate technical units and issue a type-approval number in accordance with the numbering system set out in Annex VII to Directive 2007/46/EC.
The approval authority shall not assign the same number to another replacement pollution control device type.
The same type-approval number may cover the use of that replacement pollution control device type on a number of different vehicle or engine types.
2.For the purposes of paragraph 1, the approval authority shall issue an EC type-approval certificate established in accordance with the model set out in Appendix 2 to Annex XI.
3.If the manufacturer is able to demonstrate to the approval authority that the replacement pollution control device is of a type referred to in point 3.2.12.2 of Appendix 4 to Annex I, the granting of a type-approval shall not be dependent on verification of compliance with the requirements set out in Section 4 of Annex XI.
Regulation (EC) No 595/2009 is amended in accordance with Annex XV to this Regulation.
Directive 2007/46/EC is amended in accordance with Annex XVI to this Regulation.
This Regulation shall enter into force on the 20th day following its publication in the Official Journal of the European Union.
This Regulation shall be binding in its entirety and directly applicable in all Member States.
A universal fuel range approval shall be granted subject to the requirements specified in points 1.1.1 to 1.1.6.1.
declare the fuels the engine family is capable to run on in point 3.2.2.2.1 of Part 1 of Appendix 4;
demonstrate the capability of the parent engine to meet the requirements of this Regulation on the fuels declared;
be liable to meet the requirements of in-service conformity specified in Annex II on the fuels declared including any blend between the declared fuels and the market fuels included in Directive 98/70/EC and the relevant CEN standards.
In the case of natural gas there are generally two types of fuel, high calorific fuel (H-gas) and low calorific fuel (L-gas), but with a significant spread within both ranges; they differ significantly in their energy content expressed by the Wobbe Index and in their λ-shift factor (Sλ). Natural gases with a λ-shift factor between 0,89 and 1,08 (0,89 ≤ Sλ ≤ 1,08) are considered to belong to H-range, while natural gases with a λ-shift factor between 1,08 and 1,19 (1,08 ≤ Sλ ≤ 1,19) are considered to belong to L-range. The composition of the reference fuels reflects the extreme variations of Sλ.
The parent engine shall meet the requirements of this Regulation on the reference fuels GR (fuel 1) and G25 (fuel 2), as specified in Annex IX, without any readjustment to the fuelling between the two tests. One adaptation run over one WHTC hot cycle without measurement is permitted after the change of the fuel. After the adaptation run the engine shall be cooled down in accordance with Section 7.6.1 of Annex 4B to UN/ECE Regulation No 49.
, or
, and
In the case of LPG there are variations in C3/C4 composition. These variations are reflected in the reference fuels. The parent engine shall meet the emission requirements on the reference fuels A and B as specified in Annex IX without any readjustment to the fuelling between the two tests. One adaptation run over one WHTC hot cycle without measurement is permitted after the change of the fuel. After the adaptation run the engine shall be cooled down in accordance with Section 7.6.1 of Annex 4B to UN/ECE Regulation No 49.
Fuel range restricted approval shall be granted subject to the requirements specified in points 1.2.1 to 1.2.2.2.]
The parent engine shall be tested on the relevant reference fuel, as specified in Annex IX, for the relevant range. The fuels are GR (fuel 1) and G23 (fuel 3) for the H-range of gases and G25 (fuel 2) and G23 (fuel 3) for the L-range of gases. The parent engine shall meet the requirements of this Regulation without any readjustment to the fuelling between the two tests. One adaptation run over one WHTC hot cycle without measurement is permitted after the change of the fuel. After the adaptation run the engine shall be cooled down in accordance with Section 7.6.1 of Annex 4B to UN/ECE Regulation No 49.
, or
, and
The parent engine shall meet the emission requirements on the reference fuels GR and G25 in the case of natural gas, or the reference fuels A and B in the case of LPG, as specified in Annex IX. Fine tuning of the fuelling system is allowed between the tests. This fine tuning will consist of a recalibration of the fuelling database, without any alteration to either the basic control strategy or the basic structure of the database. If necessary the exchange of parts that are directly related to the amount of fuel flow such as injector nozzles is allowed.
the trademark or trade name of the manufacturer of the engine;
the manufacturer's commercial description of the engine;
in case of an NG engine one of the following markings to be placed after the EC type-approval mark:
H in case of the engine being approved and calibrated for the H-range of gases;
L in case of the engine being approved and calibrated for the L-range of gases;
HL in case of the engine being approved and calibrated for both the H-range and L-range of gases;
Ht in case of the engine being approved and calibrated for a specific gas composition in the H-range of gases and transformable to another specific gas in the H-range of gases by fine tuning of the engine fuelling;
Lt in case of the engine being approved and calibrated for a specific gas composition in the L-range of gases and transformable to another specific gas in the L-range of gases after fine tuning of the engine fuelling;
HLt in the case of the engine being approved and calibrated for a specific gas composition in either the H-range or the L-range of gases and transformable to another specific gas in either the H-range or the L-range of gases by fine tuning of the engine fuelling.
A rectangle surrounding the lower-case letter ‘e’ followed by the distinguishing number of the Member State which has granted the EC separate technical unit type-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 EC type-approval mark shall also include in the vicinity of the rectangle the ‘base approval number’ contained in Section 4 of the type-approval number referred to in Annex VII to Directive 2007/46/EC, preceded by the two figures indicating the sequence number assigned to the latest technical amendment to Regulation (EC) No 595/2009 or this Regulation on the date EC type-approval for a separate technical unit was granted. For this Regulation, the sequence number is 00.
The EC type-approval mark shall be affixed to the engine in such a way as to be indelible and clearly legible. It shall be visible when the engine is installed on the vehicle and shall be affixed to a part necessary for normal engine operation and not normally requiring replacement during engine life.
Appendix 8 gives examples of the EC type-approval mark.
In the case of NG and LPG fuelled engines with a fuel range restricted type-approval, the following labels containing information provided in point 3.3.1 shall be affixed.
In the case of point 1.2.1.3, the label shall state ‘ONLY FOR USE WITH NATURAL GAS RANGE H’. If applicable, ‘H’ is replaced by ‘L’.
In the case of point 1.2.2.2, the label shall state ‘ONLY FOR USE WITH NATURAL GAS SPECIFICATION …’ or ‘ONLY FOR USE WITH LIQUEFIED PETROLEUM GAS SPECIFICATION …’, as applicable. All the information in the appropriate table in Annex IX shall be given with the individual constituents and limits specified by the engine manufacturer.
The letters and figures shall be at least 4 mm in height.
If lack of space prevents such labelling, a simplified code may be used. In this event, explanatory notes containing all the above information shall be easily accessible to any person filling the fuel tank or performing maintenance or repair on the engine and its accessories, as well as to the authorities concerned. The site and content of these explanatory notes shall be determined by agreement between the manufacturer and the approval authority.
Labels shall be durable for the useful life of the engine. Labels shall be clearly legible and their letters and figures shall be indelible. Additionally, labels shall be attached in such a manner that their fixing is durable for the useful life of the engine, and the labels cannot be removed without destroying or defacing them.
Labels shall be secured to an engine part necessary for normal engine operation and not normally requiring replacement during engine life. Additionally, these labels shall be located so as to be readily visible after the engine has been completed with all the auxiliaries necessary for engine operation.
Intake depression shall not exceed that declared for the engine type-approval in Part 1 of Appendix 4;
Exhaust back pressure shall not exceed that declared for the engine type-approval in Part 1 of Appendix 4;
Power absorbed by the auxiliaries needed for operating the engine shall not exceed that declared for the engine type-approval in Part 1 of Appendix 4;
The characteristics of the exhaust after-treatment system shall be in accordance with those declared for the engine type-approval in Part 1 of Appendix 4.
The installation of an engine type approved as a separate technical unit on a vehicle shall, in addition, comply with the following requirements:
as regard the compliance of the OBD system, the installation shall, according to Appendix 1 of Annex 9B to UN/ECE Regulation No 49, meet the manufacturer's installation requirements as specified in Part 1 of Appendix 4;
as regard the compliance of the system ensuring the correct operation of NOx control measures, the installation shall, according to Appendix 4 of Annex XIII, meet the manufacturer's installation requirements as specified in Part 1 of Appendix 4.
the vehicle is designed and constructed so that no device designed to control the emission of gaseous pollutants is adversely affected by leaded petrol;
the vehicle is conspicuously, legibly and indelibly marked with the symbol for unleaded petrol specified in ISO 2575:2004 in a position immediately visible to a person filling the fuel tank. Additional marking are permitted.
an automatically opening and closing, non-removable fuel filler cap;
design features which avoid excess evaporative emissions in the case of a missing fuel filler cap;
or in case of M1 or N1 vehicles, any other provision which has the same affect. Examples may include, but are not limited to, a tethered filler cap, a chained filler cap or one utilising the same locking key for the filler cap as for the vehicle’s ignition. In this case the key shall be removable from the filler cap only in the locked condition.
This Section sets out the specifications and tests of the ECU data at type-approval for the purpose of in-service testing.
7 % when determining the engine power according to Annex XIV;
10 % when performing the World Harmonised Steady state Cycle (hereinafter ‘WHSC’) test according to Annex III.
The UN/ECE Regulation No 85(7) allows the actual maximum load of the engine to differ from the reference maximum load by 5 % in order to address the manufacturing process variability. This tolerance is taken into account in the above values.
The engine family, as determined by the engine manufacturer, shall comply with Section 5.2 of Annex 4B to UN/ECE Regulation No 49.
The parent engine of the family shall be selected in accordance with the requirements set out in point 5.2.4 of Annex 4B to UN/ECE Regulation No 49.
The OBD engine family shall be determined by basic design parameters that shall be common to engine systems within the family in accordance with Section 6.1 of Annex 9B to UN/ECE Regulation No 49.
Measures to ensure conformity of production shall be taken in accordance with Article 12 of Directive 2007/46/EC. Conformity of production shall be checked on the basis of the description in the type-approval certificates set out in Appendix 4 to this Annex. In applying Appendices 1, 2 or 3, the measured emission of the gaseous and particulate pollutants from engines subject to checking for conformity of production shall be adjusted by application of the appropriate deterioration factors (DF’s) for that engine as recorded in the Addendum to the EC type-approval certificate granted in accordance with this Regulation.
The provisions of Annex X to Directive 2007/46/EC shall be applicable where the approval authorities are not satisfied with the auditing procedure of the manufacturer.
All engines subject to tests shall be randomly taken from the series production.
After submission of the engine to the authorities, the manufacturer may not carry out any adjustment to the engines selected.
Where the approval authority is not satisfied with the production standard deviation given by the manufacturer in accordance with Annex X to Directive 2007/46/EC, the tests shall be carried out according to Appendix 2 to this Annex.
At the manufacturer’s request, the tests may be carried out in accordance with Appendix 3 to this Annex.
When a pass decision has been reached for one pollutant, this decision may not be changed as a consequence of a result from any additional tests made in order to reach a decision for the other pollutants.
If a pass decision is not reached for all the pollutants and if no fail decision is reached for any pollutant, a test is carried out on another engine (see Figure 1).
If no decision is reached, the manufacturer may at any time decide to stop testing. In that case a fail decision is recorded.
all the engines that are tested;
the first engine tested, with the determination of an evolution coefficient as follows:
the pollutant emissions shall be measured both on the newly manufactured engine and before the maximum of 125 hours set in point 7.2.3.1 on the first engine tested;
the evolution coefficient of the emissions between the two tests shall be calculated for each pollutant:
Emissions on second test/Emissions first test
The evolution coefficient may have a value less than one.
The subsequent test engines shall not be subjected to the running-in procedure, but their emissions when newly manufactured shall be modified by the evolution coefficient.
In this case, the values to be taken shall be the following:
for the first engine, the values from the second test;
for the other engines, the values when newly manufactured multiplied by the evolution coefficient.
for H marked engines with a market fuel within the H-range (0,89 ≤ Sλ ≤ 1,00);
for L marked engines with a market fuel within the L-range (1,00 ≤ Sλ ≤ 1,19);
for HL marked engines with a market fuel within the extreme range of the λ-shift factor (0,89 ≤ Sλ ≤ 1,19).
However, at the manufacturer’s request, the reference fuels described in Annex IX may be used. This implies tests as described in Section 1 of this Annex.
An engine shall be randomly taken from series production and subjected to the tests described in Annex 9B to UN/ECE Regulation No 49. The tests may be carried out on an engine that has been run-in up to a maximum of 125 hours.
the ‘formal documentation package’ that may be made available to interested parties upon request;
the ‘extended documentation package’ that shall remain strictly confidential.
In Section 3 of Appendix 1 to UN/ECE Regulation No 49 the reference to Section 5.2.1 of that Appendix shall be understood as reference to the table of Annex I to Regulation (EC) No 595/2009.
In Section 3 of Appendix 1 to UN/ECE Regulation No 49, the reference to Figure 2 shall be understood as reference to Figure 1 of Annex I to this Regulation.
In Section 3 of Appendix 2 to UN/ECE Regulation No 49, the reference to Section 5.2.1 of that Appendix shall be understood as reference to the table of Annex I to Regulation (EC) No 595/2009.
In Section 3 of Appendix 3 to UN/ECE Regulation No 49 the reference to Section 5.2.1 of that Appendix shall be understood as reference to the table of Annex I to Regulation (EC) No 595/2009.
In Section 3 of Appendix 3 to UN/ECE Regulation No 49, the reference to Figure 2 shall be understood as reference to Figure 1 of Annex I to this Regulation.
In Section 5 of Appendix 3 to UN/ECE Regulation No 49, the reference to Section 8.3.1 shall be understood as reference to point 7.2.2 of this Annex.
relating to:
EC type-approval of an engine or engine family as a separate technical unit,
EC type-approval of vehicle with an approved engine with regard to emission and access to vehicle repair and maintenance information,
EC type-approval of a vehicle with regard to emissions and access to vehicle repair and maintenance information.
The following information shall be supplied in triplicate and include a list of contents. Any drawings shall be supplied in appropriate scale and in sufficient detail on size A4 or on a folder of A4 format. Photographs, if any, shall show sufficient detail.
If the systems, components or separate technical units referred to in this Appendix have electronic controls, information concerning their performance shall be supplied.
Letters A, B, C, D, E corresponding to engine family members shall be replaced by the actual engine family members’ names.U.K.
In case when for a certain engine characteristic same value/description applies for all engine family members the cells corresponding to A-E shall be merged.U.K.
In case the family consists of more than five members new columns may be added.U.K.
In the case of application for EC type-approval of an engine or engine family as a separate technical unit the general part and Part 1 shall be filled in.U.K.
In the case of application for EC type-approval of vehicle with an approved engine with regard to emissions and access to vehicle repair and maintenance information the general part and Part 2 shall be filled in.U.K.
In the case of application for EC type-approval of a vehicle with regard to emissions and access to vehicle repair and maintenance information the general part and Parts 1 and 2 shall be filled in.U.K.
Explanatory footnotes can be found in Appendix 10 to this Annex.U.K.
Parent Engine or Engine Type | Engine Family Members | ||||||
---|---|---|---|---|---|---|---|
A | B | C | D | E | |||
0. | GENERAL | ||||||
0.l. | Make (trade name of manufacturer): | ||||||
0.2. | Type | ||||||
0.2.0.3. | Engine type as separate technical unit/engine family as separate technical unit/vehicle with an approved engine with regard to emissions and access to vehicle repair and maintenance information/vehicle with regard to emissions and access to vehicle repair and maintenance information (1) | ||||||
0.2.1. | Commercial name(s) (if available): | ||||||
0.3. | Means of identification of type, if marked on the separate technical unit (b): | ||||||
0.3.1. | Location of that marking: | ||||||
0.5. | Name and address of manufacturer: | ||||||
0.7. | In the case of components and separate technical units, location and method of affixing of the EC approval mark: | ||||||
0.8. | Name(s) and address (es) of assembly plant(s): | ||||||
0.9. | Name and address of the manufacturer’s representative (if any): |
:
ESSENTIAL CHARACTERISTICS OF THE (PARENT) ENGINE AND THE ENGINE TYPES WITHIN AN ENGINE FAMILY
:
ESSENTIAL CHARACTERISTICS OF THE VEHICLE COMPONENTS AND SYSTEMS WITH REGARD TO EXHAUST-EMISSIONS
Appendix to information document: Information on test conditions
PHOTOGRAPHS AND/OR DRAWINGS OF THE PARENT ENGINE, ENGINE TYPE AND, IF APPLICABLE, OF THE ENGINE COMPARTMENT.
LIST FURTHER ATTACHMENTS IF ANY.
DATE, FILE
ESSENTIAL CHARACTERISTICS OF THE (PARENT) ENGINE AND THE ENGINE TYPES WITHIN AN ENGINE FAMILY
Parent Engine or Engine Type | Engine Family Members | ||||||||||||||||||||||||||||||||||
---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
A | B | C | D | E | |||||||||||||||||||||||||||||||
3.2. | Internal combustion engine | ||||||||||||||||||||||||||||||||||
3.2.1. | Specific engine information | ||||||||||||||||||||||||||||||||||
3.2.1.1. | Working principle: positive ignition/compression ignition (1) Cycle four stroke/two stroke/rotary (1): | ||||||||||||||||||||||||||||||||||
3.2.1.2. | Number and arrangement of cylinders: | ||||||||||||||||||||||||||||||||||
3.2.1.2.1. | Bore (l) mm | ||||||||||||||||||||||||||||||||||
3.2.1.2.2. | Stroke (l) mm | ||||||||||||||||||||||||||||||||||
3.2.1.2.3. | Firing order | ||||||||||||||||||||||||||||||||||
3.2.1.3. | Engine capacity (m) cm3 | ||||||||||||||||||||||||||||||||||
3.2.1.4. | Volumetric compression ratio (2): | ||||||||||||||||||||||||||||||||||
3.2.1.5. | Drawings of combustion chamber, piston crown and, in the case of positive-ignition engines, piston rings | ||||||||||||||||||||||||||||||||||
3.2.1.6. | Normal engine idling speed (2) min-1 | ||||||||||||||||||||||||||||||||||
3.2.1.6.1. | High engine idling speed (2) min-1 | ||||||||||||||||||||||||||||||||||
3.2.1.7. | Carbon monoxide content by volume in the exhaust gas with the engine idling (2): % as stated by the manufacturer (positive-ignition engines only) | ||||||||||||||||||||||||||||||||||
3.2.1.8. | Maximum net power (n) … kW at … min-1 (manufacturer's declared value) | ||||||||||||||||||||||||||||||||||
3.2.1.9. | Maximum permitted engine speed as prescribed by the manufacturer: min-1 | ||||||||||||||||||||||||||||||||||
3.2.1.10. | Maximum net torque (n) … Nm at … min-1 (manufacturer's declared value) | ||||||||||||||||||||||||||||||||||
3.2.1.11. | Manufacturer references of the Documentation package required by Articles 5, 7 and 9 of Regulation (EU) No 582/2011 enabling the approval authority to evaluate the emission control strategies and the systems on-board the engine to ensure the correct operation of NOx control measures | ||||||||||||||||||||||||||||||||||
3.2.2. | Fuel | ||||||||||||||||||||||||||||||||||
3.2.2.2. | Heavy duty vehicles Diesel/Petrol/LPG/NG-H/NG-L/NG-HL/Ethanol (ED95)/Ethanol (E85) (1) (6) | ||||||||||||||||||||||||||||||||||
3.2.2.2.1. | Fuels compatible with use by the engine declared by the manufacturer in accordance with point 1.1.2 of Annex I to Regulation (EU) No 582/2011 (as applicable) | ||||||||||||||||||||||||||||||||||
3.2.4. | Fuel feed | ||||||||||||||||||||||||||||||||||
3.2.4.2. | By fuel injection (compression ignition only): yes/no (1) | ||||||||||||||||||||||||||||||||||
3.2.4.2.1. | System description | ||||||||||||||||||||||||||||||||||
3.2.4.2.2. | Working principle: direct injection/pre-chamber/swirl chamber (1) | ||||||||||||||||||||||||||||||||||
3.2.4.2.3. | Injection pump | ||||||||||||||||||||||||||||||||||
3.2.4.2.3.1. | Make(s) | ||||||||||||||||||||||||||||||||||
3.2.4.2.3.2. | Type(s) | ||||||||||||||||||||||||||||||||||
3.2.4.2.3.3. | Maximum fuel delivery (1) (2) … mm3 /stroke or cycle at an engine speed of … min-1 or, alternatively, a characteristic diagram (When boost control is supplied, state the characteristic fuel delivery and boost pressure versus engine speed) | ||||||||||||||||||||||||||||||||||
3.2.4.2.3.4. | Static injection timing (2) | ||||||||||||||||||||||||||||||||||
3.2.4.2.3.5. | Injection advance curve (2) | ||||||||||||||||||||||||||||||||||
3.2.4.2.3.6. | Calibration procedure: test bench/engine (1) | ||||||||||||||||||||||||||||||||||
3.2.4.2.4. | Governor | ||||||||||||||||||||||||||||||||||
3.2.4.2.4.1. | Type | ||||||||||||||||||||||||||||||||||
3.2.4.2.4.2. | Cut-off point | ||||||||||||||||||||||||||||||||||
3.2.4.2.4.2.1. | Speed at which cut-off starts under load: min-1 | ||||||||||||||||||||||||||||||||||
3.2.4.2.4.2.2. | Maximum no-load speed: min-1 | ||||||||||||||||||||||||||||||||||
3.2.4.2.4.2.3. | Idling speed: min-1 | ||||||||||||||||||||||||||||||||||
3.2.4.2.5. | Injection piping | ||||||||||||||||||||||||||||||||||
3.2.4.2.5.1. | Length: mm | ||||||||||||||||||||||||||||||||||
3.2.4.2.5.2. | Internal diameter: mm | ||||||||||||||||||||||||||||||||||
3.2.4.2.5.3. | Common rail, make and type: | ||||||||||||||||||||||||||||||||||
3.2.4.2.6. | Injector(s) | ||||||||||||||||||||||||||||||||||
3.2.4.2.6.1. | Make(s) | ||||||||||||||||||||||||||||||||||
3.2.4.2.6.2. | Type(s) | ||||||||||||||||||||||||||||||||||
3.2.4.2.6.3. | Opening pressure (2): kPa or characteristic diagram (2): | ||||||||||||||||||||||||||||||||||
3.2.4.2.7. | Cold start system | ||||||||||||||||||||||||||||||||||
3.2.4.2.7.1. | Make(s): | ||||||||||||||||||||||||||||||||||
3.2.4.2.7.2. | Type(s): | ||||||||||||||||||||||||||||||||||
3.2.4.2.7.3. | Description | ||||||||||||||||||||||||||||||||||
3.2.4.2.8. | Auxiliary starting aid | ||||||||||||||||||||||||||||||||||
3.2.4.2.8.1. | Make(s) | ||||||||||||||||||||||||||||||||||
3.2.4.2.8.2. | Type(s) | ||||||||||||||||||||||||||||||||||
3.2.4.2.8.3. | System description | ||||||||||||||||||||||||||||||||||
3.2.4.2.9. | Electronic controlled injection: yes/no (1) | ||||||||||||||||||||||||||||||||||
3.2.4.2.9.1. | Make(s) | ||||||||||||||||||||||||||||||||||
3.2.4.2.9.2. | Type(s): | ||||||||||||||||||||||||||||||||||
3.2.4.2.9.3. | Description of the system (in the case of systems other than continuous injection give equivalent details): | ||||||||||||||||||||||||||||||||||
3.2.4.2.9.3.1. | Make and type of the control unit (ECU) | ||||||||||||||||||||||||||||||||||
3.2.4.2.9.3.2. | Make and type of the fuel regulator | ||||||||||||||||||||||||||||||||||
3.2.4.2.9.3.3. | Make and type of the air-flow sensor | ||||||||||||||||||||||||||||||||||
3.2.4.2.9.3.4. | Make and type of fuel distributor | ||||||||||||||||||||||||||||||||||
3.2.4.2.9.3.5. | Make and type of the throttle housing | ||||||||||||||||||||||||||||||||||
3.2.4.2.9.3.6. | Make and type of water temperature sensor | ||||||||||||||||||||||||||||||||||
3.2.4.2.9.3.7. | Make and type of air temperature sensor | ||||||||||||||||||||||||||||||||||
3.2.4.2.9.3.8. | Make and type of air pressure sensor | ||||||||||||||||||||||||||||||||||
3.2.4.2.9.3.9. | Software calibration number(s): | ||||||||||||||||||||||||||||||||||
3.2.4.3. | By fuel injection (positive ignition only): yes/no (1) | ||||||||||||||||||||||||||||||||||
3.2.4.3.1. | Working principle: intake manifold (single-/multi-point/direct injection (1)/other specify): | ||||||||||||||||||||||||||||||||||
3.2.4.3.2. | Make(s) | ||||||||||||||||||||||||||||||||||
3.2.4.3.3. | Type(s): | ||||||||||||||||||||||||||||||||||
3.2.4.3.4. | System description (In the case of systems other than continuous injection give equivalent details) | ||||||||||||||||||||||||||||||||||
3.2.4.3.4.1. | Make and type of the control unit (ECU) | ||||||||||||||||||||||||||||||||||
3.2.4.3.4.2. | Make and type of fuel regulator | ||||||||||||||||||||||||||||||||||
3.2.4.3.4.3. | Make and type of air-flow sensor | ||||||||||||||||||||||||||||||||||
3.2.4.3.4.4. | Make and type of fuel distributor | ||||||||||||||||||||||||||||||||||
3.2.4.3.4.5. | Make and type of pressure regulator | ||||||||||||||||||||||||||||||||||
3.2.4.3.4.6. | Make and type of micro switch | ||||||||||||||||||||||||||||||||||
3.2.4.3.4.7. | Make and type of idling adjustment screw | ||||||||||||||||||||||||||||||||||
3.2.4.3.4.8. | Make and type of throttle housing | ||||||||||||||||||||||||||||||||||
3.2.4.3.4.9. | Make and type of water temperature sensor | ||||||||||||||||||||||||||||||||||
3.2.4.3.4.10. | Make and type of air temperature sensor | ||||||||||||||||||||||||||||||||||
3.2.4.3.4.11. | Make and type of air pressure sensor | ||||||||||||||||||||||||||||||||||
3.2.4.3.4.12. | Software calibration number(s) | ||||||||||||||||||||||||||||||||||
3.2.4.3.5. | Injectors: opening pressure (2): … kPa or characteristic diagram (2) | ||||||||||||||||||||||||||||||||||
3.2.4.3.5.1. | Make | ||||||||||||||||||||||||||||||||||
3.2.4.3.5.2. | Type | ||||||||||||||||||||||||||||||||||
3.2.4.3.6. | Injection timing | ||||||||||||||||||||||||||||||||||
3.2.4.3.7. | Cold start system | ||||||||||||||||||||||||||||||||||
3.2.4.3.7.1. | Operating principle(s) | ||||||||||||||||||||||||||||||||||
3.2.4.3.7.2. | Operating limits/settings (1) (2) | ||||||||||||||||||||||||||||||||||
3.2.4.4. | Feed pump | ||||||||||||||||||||||||||||||||||
3.2.4.4.1. | Pressure (2): … kPa or characteristic diagram (2): | ||||||||||||||||||||||||||||||||||
3.2.5. | Electrical system | ||||||||||||||||||||||||||||||||||
3.2.5.1. | Rated voltage: … V, positive/negative ground (1) | ||||||||||||||||||||||||||||||||||
3.2.5.2. | Generator | ||||||||||||||||||||||||||||||||||
3.2.5.2.1. | Type: | ||||||||||||||||||||||||||||||||||
3.2.5.2.2. | Nominal output: VA | ||||||||||||||||||||||||||||||||||
3.2.6. | Ignition system (spark ignition engines only) | ||||||||||||||||||||||||||||||||||
3.2.6.1. | Make(s) | ||||||||||||||||||||||||||||||||||
3.2.6.2. | Type(s) | ||||||||||||||||||||||||||||||||||
3.2.6.3. | Working principle | ||||||||||||||||||||||||||||||||||
3.2.6.4. | Ignition advance curve or map (2): | ||||||||||||||||||||||||||||||||||
3.2.6.5. | Static ignition timing (2): … degrees before TDC | ||||||||||||||||||||||||||||||||||
3.2.6.6. | Spark plugs | ||||||||||||||||||||||||||||||||||
3.2.6.6.1. | Make: | ||||||||||||||||||||||||||||||||||
3.2.6.6.2. | Type: | ||||||||||||||||||||||||||||||||||
3.2.6.6.3. | Gap setting: … mm | ||||||||||||||||||||||||||||||||||
3.2.6.7. | Ignition coil(s) | ||||||||||||||||||||||||||||||||||
3.2.6.7.1. | Make: | ||||||||||||||||||||||||||||||||||
3.2.6.7.2. | Type: | ||||||||||||||||||||||||||||||||||
3.2.7. | Cooling system: liquid/air (1) | ||||||||||||||||||||||||||||||||||
3.2.7.2. | Liquid | ||||||||||||||||||||||||||||||||||
3.2.7.2.1. | Nature of liquid | ||||||||||||||||||||||||||||||||||
3.2.7.2.2. | Circulating pump(s): yes/no (1) | ||||||||||||||||||||||||||||||||||
3.2.7.2.3. | Characteristics: … or | ||||||||||||||||||||||||||||||||||
3.2.7.2.3.1. | Make(s) | ||||||||||||||||||||||||||||||||||
3.2.7.2.3.2. | Type(s) | ||||||||||||||||||||||||||||||||||
3.2.7.2.4. | Drive ratio(s) | ||||||||||||||||||||||||||||||||||
3.2.7.3. | Air | ||||||||||||||||||||||||||||||||||
3.2.7.3.1. | Fan: yes/no (1) | ||||||||||||||||||||||||||||||||||
3.2.7.3.2. | Characteristics … or | ||||||||||||||||||||||||||||||||||
3.2.7.3.2.1. | Make(s) | ||||||||||||||||||||||||||||||||||
3.2.7.3.2.2. | Type(s) | ||||||||||||||||||||||||||||||||||
3.2.7.3.3. | Drive ratio(s) | ||||||||||||||||||||||||||||||||||
3.2.8. | Intake system | ||||||||||||||||||||||||||||||||||
3.2.8.1. | Pressure charger: yes/no (1) | ||||||||||||||||||||||||||||||||||
3.2.8.1.1. | Make(s) | ||||||||||||||||||||||||||||||||||
3.2.8.1.2. | Type(s) | ||||||||||||||||||||||||||||||||||
3.2.8.1.3. | Description of the system (e.g. maximum charge pressure … kPa, wastegate, if applicable) | ||||||||||||||||||||||||||||||||||
3.2.8.2. | Intercooler: yes/no (1) | ||||||||||||||||||||||||||||||||||
3.2.8.2.1. | Type: air-air/air-water (1) | ||||||||||||||||||||||||||||||||||
3.2.8.3 | Intake depression at rated engine speed and at 100 % load (compression-ignition engines only) | ||||||||||||||||||||||||||||||||||
3.2.8.3.1 | Minimum allowable: … kPa | ||||||||||||||||||||||||||||||||||
3.2.8.3.2. | Maximum allowable: … kPa | ||||||||||||||||||||||||||||||||||
3.2.8.4. | Description and drawings of inlet pipes and their accessories (plenum chamber, heating device, additional air intakes, etc.) | ||||||||||||||||||||||||||||||||||
3.2.8.4.1. | Intake manifold description (include drawings and/or photos) | ||||||||||||||||||||||||||||||||||
3.2.9. | Exhaust system | ||||||||||||||||||||||||||||||||||
3.2.9.1. | Description and/or drawings of the exhaust manifold | ||||||||||||||||||||||||||||||||||
3.2.9.2. | Description and/or drawing of the exhaust system | ||||||||||||||||||||||||||||||||||
3.2.9.2.1. | Description and/or drawing of the elements of the exhaust system that are part of the engine system | ||||||||||||||||||||||||||||||||||
3.2.9.3. | Maximum allowable exhaust back pressure at rated engine speed and at 100 % load (compression-ignition engines only): … kPa (3) | ||||||||||||||||||||||||||||||||||
3.2.9.7. | Exhaust system volume: … dm3 | ||||||||||||||||||||||||||||||||||
3.2.9.7.1. | Acceptable Exhaust system volume: … dm3 | ||||||||||||||||||||||||||||||||||
3.2.10. | Minimum cross-sectional areas of inlet and outlet ports | ||||||||||||||||||||||||||||||||||
3.2.11. | Valve timing or equivalent data | ||||||||||||||||||||||||||||||||||
3.2.11.1. | Maximum lift of valves, angles of opening and closing, or timing details of alternative distribution systems, in relation to dead centres. For variable timing system, minimum and maximum timing | ||||||||||||||||||||||||||||||||||
3.2.11.2. | Reference and/or setting range (3): | ||||||||||||||||||||||||||||||||||
3.2.12. | Measures taken against air pollution | ||||||||||||||||||||||||||||||||||
3.2.12.1.1 | Device for recycling crankcase gases: yes/no (2) If yes, description and drawings: … If no, compliance with Annex V to Regulation (EU) No 582/2011 required | ||||||||||||||||||||||||||||||||||
3.2.12.2. | Additional pollution control devices (if any, and if not covered by another heading) | ||||||||||||||||||||||||||||||||||
3.2.12.2.1. | Catalytic converter: yes/no (1) | ||||||||||||||||||||||||||||||||||
3.2.12.2.1.1. | Number of catalytic converters and elements (provide this information below for each separate unit) | ||||||||||||||||||||||||||||||||||
3.2.12.2.1.2. | Dimensions, shape and volume of the catalytic converter(s) | ||||||||||||||||||||||||||||||||||
3.2.12.2.1.3. | Type of catalytic action | ||||||||||||||||||||||||||||||||||
3.2.12.2.1.4. | Total charge of precious metals | ||||||||||||||||||||||||||||||||||
3.2.12.2.1.5. | Relative concentration | ||||||||||||||||||||||||||||||||||
3.2.12.2.1.6. | Substrate (structure and material) | ||||||||||||||||||||||||||||||||||
3.2.12.2.1.7. | Cell density: | ||||||||||||||||||||||||||||||||||
3.2.12.2.1.8. | Type of casing for the catalytic converter(s) | ||||||||||||||||||||||||||||||||||
3.2.12.2.1.9. | Location of the catalytic converter(s) (place and reference distance in the exhaust line) | ||||||||||||||||||||||||||||||||||
3.2.12.2.1.10. | Heat shield: yes/no (1) | ||||||||||||||||||||||||||||||||||
3.2.12.2.1.11. | Regeneration systems/method of exhaust after-treatment systems, description: | ||||||||||||||||||||||||||||||||||
3.2.12.2.1.11.5. | Normal operating temperature range … K | ||||||||||||||||||||||||||||||||||
3.2.12.2.1.11.6. | Consumable reagents: yes/no (1) | ||||||||||||||||||||||||||||||||||
3.2.12.2.1.11.7. | Type and concentration of reagent needed for catalytic action | ||||||||||||||||||||||||||||||||||
3.2.12.2.1.11.8. | Normal operational temperature range of reagent … K | ||||||||||||||||||||||||||||||||||
3.2.12.2.1.11.9. | International standard: | ||||||||||||||||||||||||||||||||||
3.2.12.2.1.11.10. | Frequency of reagent refill: continuous/maintenance (1): | ||||||||||||||||||||||||||||||||||
3.2.12.2.1.12. | Make of catalytic converter | ||||||||||||||||||||||||||||||||||
3.2.12.2.1.13. | Identifying part number | ||||||||||||||||||||||||||||||||||
3.2.12.2.2. | Oxygen sensor: yes/no (1) | ||||||||||||||||||||||||||||||||||
3.2.12.2.2.1. | Make | ||||||||||||||||||||||||||||||||||
3.2.12.2.2.2. | Location | ||||||||||||||||||||||||||||||||||
3.2.12.2.2.3. | Control range | ||||||||||||||||||||||||||||||||||
3.2.12.2.2.4. | Type | ||||||||||||||||||||||||||||||||||
3.2.12.2.2.5. | Identifying part number | ||||||||||||||||||||||||||||||||||
3.2.12.2.3. | Air injection: yes/no (1) | ||||||||||||||||||||||||||||||||||
3.2.12.2.3.1. | Type (pulse air, air pump, etc.) | ||||||||||||||||||||||||||||||||||
3.2.12.2.4. | Exhaust gas recirculation (EGR): yes/no (1) | ||||||||||||||||||||||||||||||||||
3.2.12.2.4.1. | Characteristics (make, type, flow, etc.) | ||||||||||||||||||||||||||||||||||
3.2.12.2.6. | Particulate trap (PT): yes/no (1) | ||||||||||||||||||||||||||||||||||
3.2.12.2.6.1. | Dimensions, shape and capacity of the particulate trap | ||||||||||||||||||||||||||||||||||
3.2.12.2.6.2. | Design of the particulate trap | ||||||||||||||||||||||||||||||||||
3.2.12.2.6.3. | Location (reference distance in the exhaust line) | ||||||||||||||||||||||||||||||||||
3.2.12.2.6.4. | Method or system of regeneration, description and/or drawing | ||||||||||||||||||||||||||||||||||
3.2.12.2.6.5. | Make of particulate trap | ||||||||||||||||||||||||||||||||||
3.2.12.2.6.6. | Identifying part number | ||||||||||||||||||||||||||||||||||
3.2.12.2.6.7. | Normal operating temperature: … (K) and pressure range: (kPa) | ||||||||||||||||||||||||||||||||||
3.2.12.2.6.8. | In the case of periodic regeneration | ||||||||||||||||||||||||||||||||||
3.2.12.2.6.8.1.1. | Number of WHTC test cycles without regeneration (n) | ||||||||||||||||||||||||||||||||||
3.2.12.2.6.8.2.1. | Number of WHTC test cycles with regeneration (nR) | ||||||||||||||||||||||||||||||||||
3.2.12.2.6.9. | Other systems: yes/no (1) | ||||||||||||||||||||||||||||||||||
3.2.12.2.6.9.1 | Description and operation | ||||||||||||||||||||||||||||||||||
3.2.12.2.7. | On-board-diagnostic (OBD) system | ||||||||||||||||||||||||||||||||||
3.2.12.2.7.0.1. | Number of OBD engine families within the engine family | ||||||||||||||||||||||||||||||||||
3.2.12.2.7.0.2. | List of the OBD engine families (when applicable) | OBD engine family 1: … OBD engine family 2: … etc. … | |||||||||||||||||||||||||||||||||
3.2.12.2.7.0.3. | Number of the OBD engine family the parent engine/the engine member belongs to | ||||||||||||||||||||||||||||||||||
3.2.12.2.7.0.4. | Manufacturer references of the OBD-Documentation required by point 4(c) of Article 5 and point 4 of Article 9 of Regulation (EU) No 582/2011 and specified in Annex X to that Regulation for the purpose of approving the OBD system | ||||||||||||||||||||||||||||||||||
3.2.12.2.7.0.5. | When appropriate, manufacturer reference of the Documentation for installing in a vehicle an OBD equipped engine system | ||||||||||||||||||||||||||||||||||
3.2.12.2.7.2. | List and purpose of all components monitored by the OBD system (4) | ||||||||||||||||||||||||||||||||||
3.2.12.2.7.3. | Written description (general working principles) for | ||||||||||||||||||||||||||||||||||
3.2.12.2.7.3.1 | Positive-ignition engines (4) | ||||||||||||||||||||||||||||||||||
3.2.12.2.7.3.1.1. | Catalyst monitoring (4) | ||||||||||||||||||||||||||||||||||
3.2.12.2.7.3.1.2. | Misfire detection (4) | ||||||||||||||||||||||||||||||||||
3.2.12.2.7.3.1.3. | Oxygen sensor monitoring (4) | ||||||||||||||||||||||||||||||||||
3.2.12.2.7.3.1.4. | Other components monitored by the OBD system | ||||||||||||||||||||||||||||||||||
3.2.12.2.7.3.2. | Compression-ignition engines (4) | ||||||||||||||||||||||||||||||||||
3.2.12.2.7.3.2.1. | Catalyst monitoring (4) | ||||||||||||||||||||||||||||||||||
3.2.12.2.7.3.2.2. | Particulate trap monitoring (4) | ||||||||||||||||||||||||||||||||||
3.2.12.2.7.3.2.3. | Electronic fuelling system monitoring (4) | ||||||||||||||||||||||||||||||||||
3.2.12.2.7.3.2.4. | DeNOx system monitoring (4) | ||||||||||||||||||||||||||||||||||
3.2.12.2.7.3.2.5. | Other components monitored by the OBD system (4) | ||||||||||||||||||||||||||||||||||
3.2.12.2.7.4. | Criteria for MI activation (fixed number of driving cycles or statistical method) (4) | ||||||||||||||||||||||||||||||||||
3.2.12.2.7.5. | List of all OBD output codes and formats used (with explanation of each) (4) | ||||||||||||||||||||||||||||||||||
3.2.12.2.7.6.5. | OBD Communication protocol standard (4) | ||||||||||||||||||||||||||||||||||
3.2.12.2.7.7. | Manufacturer reference of the OBD related information required by of Article 5(4)(d) and Article 9(4) of Regulation (EU) No 582/2011 for the purpose of complying with the provisions on access to vehicle OBD and vehicle Repair and Maintenance Information, or | ||||||||||||||||||||||||||||||||||
3.2.12.2.7.7.1. | As an alternative to a manufacturer reference provided in point 3.2.12.2.7.7 reference of the attachment to this Appendix that contains the following table, once completed according to the given example: Component — Fault code — Monitoring strategy — Fault detection criteria — MI activation criteria — Secondary parameters — Preconditioning — Demonstration test Catalyst — P0420 — Oxygen sensor 1 and 2 signals — Difference between sensor 1 and sensor 2 signals — 3rd cycle — Engine speed, engine load, A/F mode, catalyst temperature — Two Type 1 cycles — Type 1 | ||||||||||||||||||||||||||||||||||
3.2.12.2.8. | Other system (description and operation): | ||||||||||||||||||||||||||||||||||
3.2.12.2.8.1. | Systems to ensure the correct operation of NOx control measures | ||||||||||||||||||||||||||||||||||
3.2.12.2.8.2. | Engine with permanent deactivation of the driver inducement, for use by the rescue services or in vehicles specified in point (3)(b) of Article 2 of Directive 2007/46/EC: yes/no | ||||||||||||||||||||||||||||||||||
3.2.12.2.8.3. | Number of OBD engine families within the engine family considered when ensuring the correct operation of NOx control measures | ||||||||||||||||||||||||||||||||||
3.2.12.2.8.4. | List of the OBD engine families (when applicable) | OBD engine family 1: … OBD engine family 2: … etc. … | |||||||||||||||||||||||||||||||||
3.2.12.2.8.5. | Number of the OBD engine family the parent engine/the engine member belongs to | ||||||||||||||||||||||||||||||||||
3.2.12.2.8.6. | Lowest concentration of the active ingredient present in the reagent that does not activate the warning system (CDmin): (% vol.) | ||||||||||||||||||||||||||||||||||
3.2.12.2.8.7. | When appropriate, manufacturer reference of the Documentation for installing in a vehicle the systems to ensure the correct operation of NOx control measures | ||||||||||||||||||||||||||||||||||
3.2.17. | Specific information related to gas fuelled engines for heavy duty vehicles (in the case of systems laid out in a different manner, supply equivalent information) | ||||||||||||||||||||||||||||||||||
3.2.17.1. | Fuel: LPG/NG-H/NG-L/NG-HL (1) | ||||||||||||||||||||||||||||||||||
3.2.17.2. | Pressure regulator(s) or vaporiser/pressure regulator(s) (1) | ||||||||||||||||||||||||||||||||||
3.2.17.2.1. | Make(s) | ||||||||||||||||||||||||||||||||||
3.2.17.2.2. | Type(s) | ||||||||||||||||||||||||||||||||||
3.2.17.2.3. | Number of pressure reduction stages | ||||||||||||||||||||||||||||||||||
3.2.17.2.4. | Pressure in final stage minimum: … kPa – maximum. kPa | ||||||||||||||||||||||||||||||||||
3.2.17.2.5. | Number of main adjustment points | ||||||||||||||||||||||||||||||||||
3.2.17.2.6. | Number of idle adjustment points | ||||||||||||||||||||||||||||||||||
3.2.17.2.7. | Type-approval number | ||||||||||||||||||||||||||||||||||
3.2.17.3. | Fuelling system: mixing unit/gas injection/liquid injection/direct injection (1) | ||||||||||||||||||||||||||||||||||
3.2.17.3.1. | Mixture strength regulation | ||||||||||||||||||||||||||||||||||
3.2.17.3.2. | System description and/or diagram and drawings | ||||||||||||||||||||||||||||||||||
3.2.17.3.3. | Type-approval number | ||||||||||||||||||||||||||||||||||
3.2.17.4. | Mixing unit | ||||||||||||||||||||||||||||||||||
3.2.17.4.1. | Number | ||||||||||||||||||||||||||||||||||
3.2.17.4.2. | Make(s) | ||||||||||||||||||||||||||||||||||
3.2.17.4.3. | Type(s) | ||||||||||||||||||||||||||||||||||
3.2.17.4.4. | Location | ||||||||||||||||||||||||||||||||||
3.2.17.4.5. | Adjustment possibilities | ||||||||||||||||||||||||||||||||||
3.2.17.4.6. | Type-approval number | ||||||||||||||||||||||||||||||||||
3.2.17.5. | Inlet manifold injection | ||||||||||||||||||||||||||||||||||
3.2.17.5.1. | Injection: single point/multipoint (1) | ||||||||||||||||||||||||||||||||||
3.2.17.5.2. | Injection: continuous/simultaneously timed/sequentially timed (1) | ||||||||||||||||||||||||||||||||||
3.2.17.5.3. | Injection equipment | ||||||||||||||||||||||||||||||||||
3.2.17.5.3.1. | Make(s) | ||||||||||||||||||||||||||||||||||
3.2.17.5.3.2. | Type(s) | ||||||||||||||||||||||||||||||||||
3.2.17.5.3.3. | Adjustment possibilities | ||||||||||||||||||||||||||||||||||
3.2.17.5.3.4. | Type-approval number | ||||||||||||||||||||||||||||||||||
3.2.17.5.4. | Supply pump (if applicable) | ||||||||||||||||||||||||||||||||||
3.2.17.5.4.1. | Make(s) | ||||||||||||||||||||||||||||||||||
3.2.17.5.4.2. | Type(s) | ||||||||||||||||||||||||||||||||||
3.2.17.5.4.3. | Type-approval number | ||||||||||||||||||||||||||||||||||
3.2.17.5.5. | Injector(s) | ||||||||||||||||||||||||||||||||||
3.2.17.5.5.1. | Make(s) | ||||||||||||||||||||||||||||||||||
3.2.17.5.5.2. | Type(s) | ||||||||||||||||||||||||||||||||||
3.2.17.5.5.3. | Type-approval number | ||||||||||||||||||||||||||||||||||
3.2.17.6. | Direct injection | ||||||||||||||||||||||||||||||||||
3.2.17.6.1. | Injection pump/pressure regulator (1) | ||||||||||||||||||||||||||||||||||
3.2.17.6.1.1. | Make(s) | ||||||||||||||||||||||||||||||||||
3.2.17.6.1.2. | Type(s) | ||||||||||||||||||||||||||||||||||
3.2.17.6.1.3 | Injection timing | ||||||||||||||||||||||||||||||||||
3.2.17.6.1.4. | Type-approval number | ||||||||||||||||||||||||||||||||||
3.2.17.6.2. | Injector(s) | ||||||||||||||||||||||||||||||||||
3.2.17.6.2.1. | Make(s) | ||||||||||||||||||||||||||||||||||
3.2.17.6.2.2. | Type(s) | ||||||||||||||||||||||||||||||||||
3.2.17.6.2.3. | Opening pressure or characteristic diagram (2) | ||||||||||||||||||||||||||||||||||
3.2.17.6.2.4. | Type-approval number | ||||||||||||||||||||||||||||||||||
3.2.17.7. | Electronic control unit (ECU) | ||||||||||||||||||||||||||||||||||
3.2.17.7.1. | Make(s) | ||||||||||||||||||||||||||||||||||
3.2.17.7.2. | Type(s) | ||||||||||||||||||||||||||||||||||
3.2.17.7.3. | Adjustment possibilities | ||||||||||||||||||||||||||||||||||
3.2.17.7.4. | Software calibration number(s) | ||||||||||||||||||||||||||||||||||
3.2.17.8. | NG fuel-specific equipment | ||||||||||||||||||||||||||||||||||
3.2.17.8.1. | Variant 1 (only in the case of approvals of engines for several specific fuel compositions) | ||||||||||||||||||||||||||||||||||
3.2.17.8.1.0.1. | Self adaptive feature? Yes/No (1) | ||||||||||||||||||||||||||||||||||
3.2.17.8.1.0.2. | Calibration for a specific gas composition NG-H/NG-L/NG-HL (1) Transformation for a specific gas composition NG-Ht/NG-Lt/NG-HLt (1) | ||||||||||||||||||||||||||||||||||
3.2.17.8.1.1. |
| ||||||||||||||||||||||||||||||||||
3.5.4. | CO2 emissions for heavy duty engines | ||||||||||||||||||||||||||||||||||
3.5.4.1. | CO2 mass emissions WHSC test: … g/kWh | ||||||||||||||||||||||||||||||||||
3.5.4.2. | CO2 mass emissions WHTC test: … g/kWh | ||||||||||||||||||||||||||||||||||
3.5.5. | Fuel consumption for heavy duty engines | ||||||||||||||||||||||||||||||||||
3.5.5.1. | Fuel consumption WHSC test: … g/kWh | ||||||||||||||||||||||||||||||||||
3.5.5.2. | Fuel consumption WHTC test (5) … g/kWh. | ||||||||||||||||||||||||||||||||||
3.6. | Temperatures permitted by the manufacturer | ||||||||||||||||||||||||||||||||||
3.6.1. | Cooling system | ||||||||||||||||||||||||||||||||||
3.6.1.1. | Liquid cooling Maximum temperature at outlet: … K | ||||||||||||||||||||||||||||||||||
3.6.1.2. | Air cooling | ||||||||||||||||||||||||||||||||||
3.6.1.2.1. | Reference point: | ||||||||||||||||||||||||||||||||||
3.6.1.2.2. | Maximum temperature at reference point: … K | ||||||||||||||||||||||||||||||||||
3.6.2. | Maximum outlet temperature of the inlet intercooler: … K | ||||||||||||||||||||||||||||||||||
3.6.3. | Maximum exhaust temperature at the point in the exhaust pipe(s) adjacent to the outer flange(s) of the exhaust manifold(s) or turbocharger(s): … K | ||||||||||||||||||||||||||||||||||
3.6.4. | Fuel temperature: Minimum: K – maximum: K For diesel engines at injection pump inlet, for gas fuelled engines at pressure regulator final stage. | ||||||||||||||||||||||||||||||||||
3.6.5. | Lubricant temperature Minimum: K – maximum: K | ||||||||||||||||||||||||||||||||||
3.8 | Lubrication system | ||||||||||||||||||||||||||||||||||
3.8.1. | Description of the system | ||||||||||||||||||||||||||||||||||
3.8.1.1. | Position of lubricant reservoir | ||||||||||||||||||||||||||||||||||
3.8.1.2. | Feed system (by pump/injection into intake/mixing with fuel, etc.) (1) | ||||||||||||||||||||||||||||||||||
3.8.2. | Lubricating pump | ||||||||||||||||||||||||||||||||||
3.8.2.1. | Make(s) | ||||||||||||||||||||||||||||||||||
3.8.2.2. | Type(s) | ||||||||||||||||||||||||||||||||||
3.8.3. | Mixture with fuel | ||||||||||||||||||||||||||||||||||
3.8.3.1. | Percentage | ||||||||||||||||||||||||||||||||||
3.8.4. | Oil cooler: yes/no (1) | ||||||||||||||||||||||||||||||||||
3.8.4.1. | Drawing(s) | ||||||||||||||||||||||||||||||||||
3.8.4.1.1. | Make(s) | ||||||||||||||||||||||||||||||||||
3.8.4.1.2. | Type(s) |
ESSENTIAL CHARACTERISTICS OF THE VEHICLE COMPONENTS AND SYSTEMS WITH REGARD TO EXHAUST-EMISSIONS
Parent Engine or Engine Type | Engine Family Members | ||||||
---|---|---|---|---|---|---|---|
A | B | C | D | E | |||
3.1 | Manufacturer of the engine | ||||||
3.1.1. | Manufacturer’s engine code (as marked on the engine or other means of identification) | ||||||
3.1.2. | Approval number (if appropriate) including fuel identification marking: | ||||||
3.2.2. | Fuel | ||||||
3.2.2.3. | Fuel tank inlet: restricted orifice/label | ||||||
3.2.3. | Fuel tank(s) | ||||||
3.2.3.1. | Service fuel tank(s) | ||||||
3.2.3.1.1. | Number and capacity of each tank | ||||||
3.2.3.2. | Reserve fuel tank(s) | ||||||
3.2.3.2.1. | Number and capacity of each tank | ||||||
3.2.8. | Intake system | ||||||
3.2.8.3.3. | Actual Intake system depression at rated engine speed and at 100 % load on the vehicle: kPa | ||||||
3.2.8.4.2. | Air filter, drawings: … or … | ||||||
3.2.8.4.2.1. | Make(s) | ||||||
3.2.8.4.2.2. | Type(s) | ||||||
3.2.8.4.3. | Intake silencer, drawings | ||||||
3.2.8.4.3.1. | Make(s) | ||||||
3.2.8.4.3.2. | Type(s) | ||||||
3.2.9. | Exhaust system | ||||||
3.2.9.2. | Description and/or drawing of the exhaust system | ||||||
3.2.9.2.2. | Description and/or drawing of the elements of the exhaust system that are not part of the engine system | ||||||
3.2.9.3.1 | Actual exhaust back pressure at rated engine speed and at 100 % load on the vehicle (compression-ignition engines only): … kPa | ||||||
3.2.9.7. | Exhaust system volume: … dm3 | ||||||
3.2.9.7.1. | Actual volume of the complete Exhaust system (vehicle and engine system): … dm3 | ||||||
3.2.12.2.7. | On-board-diagnostic (OBD) system | ||||||
3.2.12.2.7.0. | Alternative approval as defined in point 2.4 of Annex X to Regulation (EU) No 582/2011 used. Yes/No | ||||||
3.2.12.2.7.1. | OBD components on-board the vehicle | ||||||
3.2.12.2.7.2. | When appropriate, manufacturer reference of the documentation package related to the installation on the vehicle of the OBD system of an approved engine | ||||||
3.2.12.2.7.3. | Written description and/or drawing of the MI (6) | ||||||
3.2.12.2.7.4. | Written description and/or drawing of the OBD off-board communication interface (6) | ||||||
3.2.12.2.8. | Systems to ensure the correct operation of NOx control measures | ||||||
3.2.12.2.8.0. | Alternative approval as defined in point 2.1 of Annex XIII to Regulation (EU) No 582/2011 used. Yes/No | ||||||
3.2.12.2.8.1. | Components on-board the vehicle of the systems ensuring the correct operation of NOx control measures | ||||||
3.2.12.2.8.2. | Activation of the creep mode ‘disable after restart’/‘disable after fuelling’/‘disable after parking’ (7) | ||||||
3.2.12.2.8.3. | When appropriate, manufacturer reference of the documentation package related to the installation on the vehicle of the system ensuring the correct operation of NOx control measures of an approved engine | ||||||
3.2.12.2.8.4. | Written description and/or drawing of the warning signal (6) | ||||||
3.2.12.2.8.5. | Heated/non-heated reagent tank and dosing system (see point 2.4 of Annex XIII to Regulation (EU) No 582/2011) |
ACCESS TO VEHICLE REPAIR AND MAINTENANCE INFORMATION
16. | ACCESS TO VEHICLE REPAIR AND MAINTENANCE INFORMATION |
16.1. | Address of principal website for access to vehicle repair and maintenance information |
16.1.1. | Date from which it is available (no later than six months from the date of type-approval) |
16.2. | Terms and conditions of access to website |
16.3. | Format of the vehicle repair and maintenance information accessible through website] |
if auxiliaries/equipment required are not fitted to the engine; and/or
if auxiliaries/equipment not required are fitted to the engine.
Note: requirements for engine-driven equipment differ between emissions test and power test.U.K.
Table 1 | |||||
Power absorbed at engine speeds specific for emissions test | |||||
Equipment | Idle | Low Speed | High Speed | Preferred Speed (2) | n95h |
---|---|---|---|---|---|
Pa Auxiliaries/equipment required according to UN/ECE R 49, Annex 4B, Appendix 7 | |||||
Pb Auxiliaries/equipment not required according to UN/ECE R 49, Annex 4B, Appendix 7 |
Low speed (nlo) … rpm
High speed (nhi) … rpm
Idle speed … rpm
Preferred speed … rpm
n95h … rpm
Idle speed … rpm
Speed at maximum power … rpm
Maximum power … kW
Speed at maximum torque … rpm
Maximum torque … Nm
Alternative dynamometer load setting method used (yes/no)
Inertia mass (kg):
Effective power absorbed at 80 km/h including running losses of the vehicle on the dynamometer (kW)
Effective power absorbed at 50 km/h h including running losses of the vehicle on the dynamometer (kW)
Coast down information from the test track.
Tyres make and type:
Tyre dimensions (front/rear):
Tyre pressure (front/rear) (kPa):
Vehicle test mass including driver (kg):
Road coast down data (if used)
Table 2 | |||
Road coast down data | |||
V (km/h) | V2 (km/h) | V1 (km/h) | Mean corrected coast down time |
---|---|---|---|
120 | |||
100 | |||
80 | |||
60 | |||
40 | |||
20 |
Average corrected road power (if used)
Table 3 | |
Average corrected road power | |
V (km/h) | CP corrected (kW) |
---|---|
120 | |
100 | |
80 | |
60 | |
40 | |
20 |
Explanatory foot notes can be found in Appendix 10 to this Annex.
Maximum format: A4 (210 × 297 mm)
Communication concerning:
| Stamp of type-approval authority |
of a type of component/separate technical unit (1) with regard to Regulation (EC) No 595/2009 as implemented by Regulation (EU) No 582/2011.
Regulation (EC) No 595/2009 and Regulation (EU) No 582/2011, as last amended by …
EC type-approval number:
Reason for extension:
Location of that marking:
Attachments: Information package.
Test report.
Make of engine (name of undertaking):
Type and commercial description (mention any variants):
Manufacturer's code as marked on the engine:
Category of vehicle (if applicable) (b):
Category of engine: Diesel/Petrol/LPG/NG-H/NG-L/NG-HL/Ethanol (ED95)/Ethanol (E85) (1)
Name and address of manufacturer:
Name and address of manufacturer's authorised representative (if any):
Type-approval number of the engine/engine family (1):
Engine Control Unit (ECU) software calibration number:
Maximum and/or minimum intake depression:
Maximum allowable back pressure:
Exhaust system volume:
Restrictions of use (if any):
Deterioration Factor (DF): calculated/fixed (1)
Specify the DF values and the emissions on the WHSC (if applicable) and WHTC tests in the table below
If CNG and LPG fuelled engines are tested on different reference fuels, the tables shall be reproduced for each reference fuel tested.
WHSC test
WHSC test (if applicable) | ||||||
---|---|---|---|---|---|---|
DFMult/add (1) | CO | THC | NOx | PM Mass | NH3 | PM Number |
Emissions | CO(mg/kWh) | THC(mg/kWh) | NOx(mg/kWh) | PM Mass(mg/kWh) | NH3ppm | PM Number(#/kWh) |
Test result | ||||||
Calculated with DF | ||||||
CO2 emissions mass emission: … g/kWh Fuel consumption: … g/kWh |
WHTC test
WHTC test | ||||||
---|---|---|---|---|---|---|
DFMult/add (1) | CO | THC | NOx | PM Mass | NH3 | PM Number |
Emissions | CO(mg/kWh) | THC(mg/kWh) | NOx(mg/kWh) | PM Mass(mg/kWh) | NH3ppm | PM Number |
Cold start | ||||||
Hot start w/o regeneration | ||||||
Hot start with regeneration (1) | ||||||
kr,u (mult/add) (1) kr,d (mult/add) (1) | ||||||
Weighted test result | ||||||
Final test result with DF | ||||||
CO2 emissions mass emission: … g/kWh Fuel consumption: … g/kWh |
Idle test
Test | CO value(% vol.) | Lambda (1) | Engine speed (min–1) | Engine oil temperature (°C) |
---|---|---|---|---|
Low idle test | N/A | |||
High idle test |
PEMS demonstration test
Vehicle type (e.g. M 3 , N 3 and application e.g. rigid or articulated truck, city bus) | ||||||
Vehicle description (e.g. vehicle model, prototype) | ||||||
Pass-fail results ( 7 ) | CO | THC | NMHC | CH 4 | NO x | PM mass |
---|---|---|---|---|---|---|
Work window conformity factor | ||||||
CO 2 mass window conformity factor | ||||||
Trip information | Urban | Rural | Motorway | |||
Shares of time of the trip characterised by urban, rural and motorway operation as described in point 4.5 of Annex II to Regulation (EU) No 582/2011 | ||||||
Shares of time of the trip characterised by accelerating, decelerating, cruising and stop as described in point 4.5.5 of Annex II to Regulation (EU) No 582/2011 | ||||||
Minimum | Maximum | |||||
Work window average power (%) | ||||||
CO 2 mass window duration (s) | ||||||
Work window: percentage of valid windows | ||||||
CO 2 mass window: percentage of valid windows | ||||||
Fuel consumption consistency ratio | ] |
Engine power measured on test bench
Measured engine speed (rpm) | |||||||
---|---|---|---|---|---|---|---|
Measured fuel flow (g/h) | |||||||
Measured torque (Nm) | |||||||
Measured power (kW) | |||||||
Barometric pressure (kPa) | |||||||
Water vapour pressure (kPa) | |||||||
Intake air temperature (K) | |||||||
Power correction factor | |||||||
Corrected power (kW) | |||||||
Auxiliary power (kW) (1) | |||||||
Net power (kW) | |||||||
Net torque (Nm) | |||||||
Corrected specific fuel consumption (g/kWh) |
Explanatory foot notes can be found in Appendix 10 to this Annex.
Maximum format: A4 (210 × 297 mm)
Communication concerning:
| Stamp of type-approval authority |
of a type of a vehicle with an approved engine with regard to Regulation (EC) No 595/2009 as implemented by Regulation (EU) No 582/2011.
Regulation (EC) No 595/2009 and Regulation (EU) No 582/2011, as last amended by …
EC type-approval number:
Reason for extension:
Explanatory foot notes can be found in Appendix 10 to this Annex.
Maximum format: A4 (210 × 297 mm)
Communication concerning:
| Stamp of type-approval authority |
of a type of a vehicle with regard to a system with regard to Regulation (EC) No 595/2009 as implemented by Regulation (EU) No 582/2011.
Regulation (EC) No 595/2009 and Regulation (EU) No 582/2011, as last amended by …
EC type-approval number:
Reason for extension:
Attachments: Information package.
Test report.
Addendum
Make of engine (name of undertaking):
Type and commercial description (mention any variants):
Manufacturer’s code as marked on the engine:
Category of vehicle (if applicable):
Category of engine: Diesel/Petrol/LPG/NG-H/NG-L/NG-HL/Ethanol (ED95)/Ethanol (E85) (1)
Name and address of manufacturer:
Name and address of manufacturer's authorised representative (if any):
Type-approval number of the engine/engine family (1):
Engine Control Unit (ECU) software calibration number:
Maximum and/or minimum intake depression:
Maximum allowable back pressure:
Exhaust system volume:
Restrictions of use (if any):
Deterioration Factor (DF): calculated/fixed (1)
Specify the DF values and the emissions on the WHSC (if applicable) and WHTC tests in the table below
If CNG and LPG fuelled engines are tested on different reference fuels, the tables shall be reproduced for each reference fuel tested.
WHSC test
WHSC test (if applicable) | ||||||
---|---|---|---|---|---|---|
DFMult/add (1) | CO | THC | NOx | PM Mass | NH3 | PM Number |
Emissions | CO(mg/kWh) | THC(mg/kWh) | NOx(mg/kWh) | PM Mass(mg/kWh) | NH3ppm | PM Number(#/kWh) |
Test result | ||||||
Calculated with DF | ||||||
CO2 emissions mass emission: … g/kWh Fuel consumption: … g/kWh |
WHTC test
WHTC test | ||||||
---|---|---|---|---|---|---|
DFMult/add (1) | CO | THC | NOx | PM Mass | NH3 | PM Number |
Emissions | CO(mg/kWh) | THC(mg/kWh) | NOx(mg/kWh) | PM Mass(mg/kWh) | NH3ppm | PM Number |
Cold start | ||||||
Hot start w/o regeneration | ||||||
Hot start with regeneration (1) | ||||||
kr,u (mult/add) (1) kr,d (mult/add) (1) | ||||||
Weighted test result | ||||||
Final test result with DF | ||||||
CO2 emissions mass emission: … g/kWh Fuel consumption: … g/kWh |
Idle test
Test | CO value(% vol.) | Lambda (1) | Engine speed (min–1) | Engine oil temperature (°C) |
---|---|---|---|---|
Low idle test | N/A | |||
High idle test |
PEMS demonstration test
Vehicle type (e.g. M 3 , N 3 and application e.g. rigid or articulated truck, city bus) | ||||||
Vehicle description (e.g. vehicle model, prototype) | ||||||
Pass-fail results ( 7 ) | CO | THC | NMHC | CH 4 | NO x | PM mass |
---|---|---|---|---|---|---|
Work window conformity factor | ||||||
CO 2 mass window conformity factor | ||||||
Trip information | Urban | Rural | Motorway | |||
Shares of time of the trip characterised by urban, rural and motorway operation as described in point 4.5 of Annex II to Regulation (EU) No 582/2011 | ||||||
Shares of time of the trip characterised by accelerating, decelerating, cruising and stop as described in point 4.5.5 of Annex II to Regulation (EU) No 582/2011 | ||||||
Minimum | Maximum | |||||
Work window average power (%) | ||||||
CO 2 mass window duration (s) | ||||||
Work window: percentage of valid windows | ||||||
CO 2 mass window: percentage of valid windows | ||||||
Fuel consumption consistency ratio | ] |
Engine power measured on test bench
Measured engine speed (rpm) | |||||||
---|---|---|---|---|---|---|---|
Measured fuel flow (g/h) | |||||||
Measured torque (Nm) | |||||||
Measured power (kW) | |||||||
Barometric pressure (kPa) | |||||||
Water vapour pressure (kPa) | |||||||
Intake air temperature (K) | |||||||
Power correction factor | |||||||
Corrected power (kW) | |||||||
Auxiliary power (kW) (1) | |||||||
Net power (kW) | |||||||
Net torque (Nm) | |||||||
Corrected specific fuel consumption (g/kWh) |
The approval mark in this Appendix affixed to an engine approved as a separate technical unit shows that the type concerned has been approved in Belgium (e 6), pursuant to this Regulation. The first two digits of the approval number (00) indicate that this engine approved as a separate technical unit was approved according to this Regulation. The following four digits (0004) are those allocated by the type-approval authority to engine approved as a separate technical unit as the base approval number.
Table 1 | ||||||
Key: | ||||||
a ‘NOx OTL’ monitoring requirements as set out in Table 1 and 2 of Annex X. | ||||||
b ‘PM OTL’ monitoring requirements as set out in Table 1 of Annex X. | ||||||
c ‘Performance monitoring’ requirements as set out in point 2.3.3.3 of Annex X. | ||||||
d Reagent quality and consumption ‘phase-in’ requirements as set out in points 7.1.1.1 and 8.4.1.1 of Annex XIII. | ||||||
e Reagent quality and consumption ‘general’ requirements as set out in points 7.1.1 and 8.4.1 of Annex XIII. | ||||||
Character | NOx OTLa | PM OTLb | Reagent quality and consumption | Implementation dates: new types | Implementation dates: all vehicles | Last date of registration |
---|---|---|---|---|---|---|
A | Row ‘phase-in period’ of Tables 1 and 2 | Performance. Monitoringc | Phase ind | 31.12.2012 | 31.12.2013 | 1.9.2015 |
B | Row ‘phase-in period’ of Tables 1 and 2 | Row ‘phase-in period’ of Table 1 | Phase ind | 1.9.2014 | 1.9.2015 | 31.12.2016 |
C | Row ‘general requirements’ of Tables 1 and 2 | Row ‘general requirements’ of Table 1 | Generale | 31.12.2015 | 31.12.2016 |
The testing shall be repeated at least every 2 years for each engine family periodically on vehicles over their useful life period as specified in Article 4 of Regulation (EC) No 595/2009.
At the request of the manufacturer the testing may stop 5 years after the end of production.
if the test statistic is less than or equal to the pass decision number for the sample size given in Table 1, a pass decision is reached for the lot;
if the test statistic is greater than or equal to the fail decision number for the sample size given in Table 1, a fail decision is reached for the lot;
otherwise, an additional engine is tested according to this Annex and the calculation procedure is applied to the sample increased by one more unit.
In Table 1 the pass and fail decision numbers are calculated by means of the International Standard ISO 8422/1991.
Pass and fail decision numbers of the sampling plan
Minimum sample size: 3
Cumulative number of engines tested(sample size) | Pass decision number | Fail decision number |
---|---|---|
3 | — | 3 |
4 | 0 | 4 |
5 | 0 | 4 |
6 | 1 | 4 |
7 | 1 | 4 |
8 | 2 | 4 |
9 | 2 | 4 |
10 | 3 | 4 |
The approval authority shall approve the selected engines and vehicle configurations before the launch of the testing procedures. The selection shall be performed by presenting to the approval authority the criteria used for the selection of the particular vehicles.
Engines presenting a Class C malfunction shall not be forced to be repaired before testing. The Diagnostic Trouble Code (DTC) shall not be cleared.
Engines having one of the counters required by provisions of Annex XIII not at ‘0’ may not be tested. This shall be reported to the approval authority.
For the purpose of in-service conformity testing the payload may be reproduced and an artificial load may be used.
In the absence of statistics to demonstrate that the payload is representative for the vehicle, the vehicle payload shall be 50 to 60 % of the maximum vehicle payload.
The maximum payload is the difference between technically permissible maximum laden mass of the vehicle and the mass of the vehicle in running order as specified in accordance to Annex I to Directive 2007/46/EC.
The test shall be conducted under ambient conditions meeting the following conditions:
Atmospheric pressure greater than or equal to 82,5 kPa,
Temperature greater than or equal to 266 K (– 7 °C) and less than or equal to the temperature determined by the following equation at the specified atmospheric pressure:
T = – 0,4514 × (101,3 – pb) + 311
where:
T is the ambient air temperature, K
pb is the atmospheric pressure, kPa
The engine coolant temperature shall be in accordance with point 2.6.1 of Appendix 1.
Oil samples shall be taken.
The test fuel shall be market fuel covered by Directive 98/70/EC and relevant CEN standards or reference fuel as specified in Annex IX to this Regulation. Fuel samples shall be taken.
For exhaust after-treatment systems that use a reagent to reduce emissions, a sample of the reagent shall be taken. The reagent shall not be frozen.
The shares of operation shall be expressed as a percentage of the total trip duration.
The trip shall consist of urban driving followed by rural and motorway driving according to the shares specified in points 4.5.1 to 4.5.4 In the case another testing order is justified for practical reasons and after the agreement of the approval authority another order of urban, rural and motorway operation may be used.
For the purpose of this Section, ‘approximately’ shall mean the target value ± 5 %.
Urban operation is characterised by vehicle speeds between 0 and 50 km/h,
Rural operation is characterised by vehicle speeds between 50 and 75 km/h,
Motorway operation is characterised by vehicle speeds above 75 km/h.
accelerating: 26,9 % of the time;
decelerating: 22,6 % of the time;
cruising: 38,1 % of the time;
stop (vehicle speed = 0): 12,4 % of the time.
Maximum allowed conformity factors for in-service conformity emission testing
decide that the in-service conformity testing of an engine system family is satisfactory and not take any further action;
decide that the data provided is insufficient to reach a decision and request additional information and test data from the manufacturer;
decide that the in-service conformity of an engine system family is unsatisfactory and proceed to the measures referred to in Article 13 and in Section 9 of this Annex.
This Appendix describes the procedure to determine gaseous emissions from on-vehicle on-road measurements using Portable Emissions Measurement Systems (hereinafter ‘PEMS’). The gaseous emissions to be measured from the exhaust of the engine include the following components: carbon monoxide, total hydrocarbons and nitrogen oxides for diesel engines with the addition of methane for gas engines. Additionally, carbon dioxide shall be measured to enable the calculation procedures described in Sections 4 and 5.
The tests shall be carried out with a PEMS comprised of:
Gas analysers to measure the concentrations of regulated gaseous pollutants in the exhaust gas.
An exhaust mass flow meter based on the averaging Pitot or equivalent principle.
A Global Positioning System (hereinafter ‘GPS’).
Sensors to measure the ambient temperature and pressure.
A connection with the vehicle ECU).
The parameters summarised in Table 1 shall be measured and recorded:
Test parameters
a Measured or corrected to a wet basis. | ||
b Gas engines only. | ||
c Use the ambient temperature sensor or an intake air temperature sensor. | ||
d The recorded value shall be either (a) the net torque or (b) the net torque calculated from the actual engine percent torque, the friction torque and the reference torque, according to the SAE J1939-71 standard. | ||
Parameter | Unit | Source |
---|---|---|
THC concentrationa | ppm | Analyser |
CO concentrationa | ppm | Analyser |
NOx concentrationa | ppm | Analyser |
CO2 concentrationa | ppm | Analyser |
CH4 concentrationa b | ppm | Analyser |
Exhaust gas flow | kg/h | Exhaust Flow Meter (hereinafter ‘EFM’) |
Exhaust temperature | °K | EFM |
Ambient temperaturec | °K | Sensor |
Ambient pressure | kPa | Sensor |
Engine torqued | Nm | ECU or Sensor |
Engine speed | rpm | ECU or Sensor |
Engine fuel flow | g/s | ECU or Sensor |
Engine coolant temperature | °K | ECU or Sensor |
Engine intake air temperaturec | °K | Sensor |
Vehicle ground speed | km/h | ECU and GPS |
Vehicle latitude | degree | GPS |
Vehicle longitude | degree | GPS |
The preparation of the vehicle shall include the following:
the check of the OBD system: any identified problems once solved shall be recorded and presented to the approval authority;
the replacement of oil, fuel and reagent, if any.
Whenever possible, PEMS shall be installed in a location where it will be subject to minimal impact from the following:
ambient temperature changes;
ambient pressure changes;
electromagnetic radiation;
mechanical shock and vibration;
ambient hydrocarbons — if using a FID analyser that uses ambient air as FID burner air.
The installation shall follow the instructions issued by the PEMS manufacturer.
The exhaust flow meter shall be attached to the vehicle’s tailpipe. The EFM sensors shall be placed between two pieces of straight tube whose length should be at least 2 times the EFM diameter (upstream and downstream). It is recommended to place the EFM after the vehicle silencer, to limit the effect of exhaust gas pulsations upon the measurement signals.
The antenna shall be mounted at the highest possible location, without risking interference with any obstructions encountered during on-road operation.
A data logger shall be used to record the engine parameters listed in Table 1. This data logger can make use of the Control Area Network (hereinafter ‘CAN’) bus of the vehicle to access the ECU data broadcasted on the CAN according to standard protocols such as SAE J1939, J1708 or ISO 15765-4.
The sample line shall be heated according to the specifications of point 2.3 of Appendix 2 and properly insulated at the connection points (sample probe and back of the main unit), to avoid the presence of cold spots that could lead to a contamination of the sampling system by condensed hydrocarbons.
The sample probe shall be installed in the exhaust pipe in accordance with the requirements of Section 9.3.10 of Annex 4B to UN/ECE Regulation No 49.
If the length of the sample line is changed, the system transport times shall be verified and if necessary corrected.
The main units shall be warmed up and stabilised according to the instrument manufacturer specifications until pressures, temperatures and flows have reached their operating set points.
To prevent system contamination, the sampling lines of the PEMS instruments shall be purged until sampling begins, according to the instrument manufacturer specifications.
The zero and span calibration and the linearity checks of the analysers shall be performed using calibration gases meeting the requirements of Section 9.3.3 of Annex 4B to UN/ECE Regulation No 49.
The EFM shall be purged at the pressure transducer connections in accordance with the instrument manufacturer specifications. This procedure shall remove condensation and diesel particulate matter from the pressure lines and the associated flow tube pressure measurement ports.
Emissions sampling, measurement of the exhaust parameters and recording of the engine and ambient data shall start prior to starting the engine. The data evaluation shall start after the coolant temperature has reached 343K (70 °C) for the first time or after the coolant temperature is stabilised within +/– 2K over a period of 5 minutes whichever comes first but no later than 20 minutes after engine start.
Emission sampling, measurement of the exhaust parameters and recording of the engine and ambient data shall continue throughout the normal in-use operation of the engine. The engine may be stopped and started, but emissions sampling shall continue throughout the entire test.
Periodic checks of the PEMS gas analysers shall be conducted at least every 2 hours. The data recorded during the checks shall be flagged and shall not be used for the emission calculations.
At the end of the test, sufficient time shall be given to the sampling systems to allow their response times to elapse. The engine may be shut down before or after sampling is stopped.
The zero, span and linearity checks of the analysers as described in point 2.5.3 shall be performed using calibration gases meeting the requirements of Section 9.3.3 of Annex 4B to UN/ECE Regulation No 49.
Zero response is defined as the mean response, including noise, to a zero gas during a time interval of at least 30 seconds. The drift of the zero response 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 time interval of at least 30 seconds. The drift of the span response shall be less than 2 % of full scale on the lowest range used.
This shall apply only if, during the test, no zero drift correction was made.
As soon as practical but no later than 30 minutes after the test is complete the gaseous analyser ranges used shall be zeroed and spanned to check their drift compared to the pre-test results.
The following provisions shall apply for analyser drift:
if the difference between the pre-test and post-test results is less than 2 % as specified in points 2.7.2 and 2.7.3, the measured concentrations may be used uncorrected or may be corrected for drift according to point 2.7.5;
if the difference between the pre-test and post-test results is equal to or greater than 2 % as specified in points 2.7.2 and 2.7.3, the test shall be voided or the measured concentrations shall be corrected for drift according to point 2.7.5.
If drift correction is applied in accordance with point 2.7.4, the corrected concentration value shall be calculated according to Section 8.6.1 of Annex 4B to UN/ECE Regulation No 49.
The difference between the uncorrected and the corrected brake-specific emission values shall be within ± 6 % of the uncorrected brake-specific emission values. If the drift is greater than 6 %, the test shall be voided. If drift correction is applied, only the drift-corrected emission results shall be used when reporting emissions.
The final test result shall be rounded in one step to the number of places to the right of the decimal point indicated by the applicable emission standard plus one additional significant figure, in accordance with ASTM E 29-06b. No rounding of intermediate values leading to the final brake-specific emission result shall be allowed.
To minimise the biasing effect of the time lag between the different signals on the calculation of mass emissions, the data relevant for emissions calculation shall be time aligned, as described in points 3.1.1 to 3.1.4.
The data from the gas analysers shall be properly aligned using the procedure in Section 9.3.5 of Annex 4B to UN/ECE Regulation No 49.
The data from the gas analysers shall be properly aligned with the data of the EFM using the procedure in point 3.1.4.
The data from the PEMS (gas analysers and EFM) shall be properly aligned with the data from the engine ECU using the procedure in point 3.1.4.
The test data listed in Table 1 are split into 3 different categories:
:
Gas analysers (THC, CO, CO2, NOx concentrations);
:
Exhaust Flow Meter (Exhaust mass flow and exhaust temperature);
:
Engine (Torque, speed, temperatures, fuel rate, vehicle speed from ECU).
The time alignment of each category with the other categories shall be verified by finding the highest correlation coefficient between two series of parameters. All the parameters in a category shall be shifted to maximise the correlation factor. The following parameters shall be used to calculate the correlation coefficients:
To time-align:
categories 1 and 2 (Analysers and EFM data) with category 3 (Engine data): the vehicle speed from the GPS and from the ECU;
category 1 with category 2: the CO2 concentration and the exhaust mass;
category 2 with category 3: the CO2 concentration and the engine fuel flow.
The consistency of the data (exhaust mass flow measured by the EFM and gas concentrations) shall be verified using a correlation between the measured fuel flow from the ECU and the fuel flow calculated using the formula in Section 8.4.1.6 of Annex 4B to UN/ECE Regulation No 49. A linear regression shall be performed for the measured and calculated fuel rate values. The method of least squares shall be used, with the best fit equation having the form:
y = mx + b
where:
is the calculated fuel flow [g/s]
is the slope of the regression line
is the measured fuel flow [g/s]
is the y intercept of the regression line
The slope (m) and the coefficient of determination (r2) shall be calculated for each regression line. It is recommended to perform this analysis in the range from 15 % of the maximum value to the maximum value and at a frequency greater or equal to 1 Hz. For a test to be considered valid, the following two criteria shall be evaluated:
Tolerances
Slope of the regression line, m | 0,9 to 1,1 — Recommended |
---|---|
Coefficient of determination r2 | min. 0,90 — Mandatory |
The consistency of the ECU torque data shall be verified by comparing the maximum ECU torque values at different engine speeds with the corresponding values on the official engine full load torque curve according to Section 5 of Annex II.
The Brake Specific Fuel Consumption (BSFC) shall be checked using:
the fuel consumption calculated from the emissions data (gas analyser concentrations and exhaust mass flow data), according to the formulae in Section 8.4.1.6 of Annex 4B to UN/ECE Regulation No 49;
the work calculated using the data from the ECU (Engine torque and engine speed).
The distance indicated by the vehicle odometer shall be checked against the GPS data and verified.
The ambient pressure value shall be checked against the altitude indicated by the GPS data.
If the concentration is measured on a dry basis, it shall be converted to a wet basis according to the formula in Section 8.1 of Annex 4B to UN/ECE Regulation No 49.
The NOx concentrations measured by the PEMS shall not be corrected for ambient air temperature and humidity.
The mass emissions shall be determined as described in Section 8.4.2.3 of Annex 4B to UN/ECE Regulation No 49.
The emissions shall be integrated using a moving averaging window method, based on the reference CO2 mass or the reference work. The principle of the calculation is as follows: The mass emissions are not calculated for the complete data set, but for sub-sets of the complete data set, the length of these sub-sets being determined so as to match the engine CO2 mass or work measured over the reference laboratory transient cycle. The moving average calculations are conducted with a time increment Δt equal to the data sampling period. These sub-sets used to average the emissions data are referred to as ‘averaging windows’ in the following Sections.
Any Section of invalidated data shall not be considered for the calculation of the work or CO2 mass and the emissions of the averaging window.
The following data shall be considered as invalidated data:
the periodic verification of the instruments and/or after the zero drift verifications;
the data outside the conditions specified in points 4.2 and 4.3 of Annex II.
The mass emissions (mg/window) shall be determined as described in Section 8.4.2.3 of Annex 4B to UN/ECE Regulation No 49.
Figure 1
Vehicle speed versus time and Vehicle averaged emissions, starting from the first averaging window, versus time
The duration (t 2,i – t 1,i ) of the ith averaging window is determined by:
where:
W(tj,i ) is the engine work measured between the start and time tj,i , kWh;
Wref is the engine work for the WHTC, kWh;
t 2,i shall be selected such that:
Where Δt is the data sampling period, equal to 1 second or less.
The specific emissions e gas (mg/kWh) shall be calculated for each window and each pollutant in the following way:
where:
m is the mass emission of the component, mg/window
W(t2,i) – W(t1,i) is the engine work during the ith averaging window, kWh
The valid windows are the windows whose average power exceeds the power threshold of 20 % of the maximum engine power. The percentage of valid windows shall be equal or greater than 50 %.
The conformity factors shall be calculated for each individual valid window and each individual pollutant in the following way:
where:
e is the brake-specific emission of the component, mg/kWh;
L is the applicable limit, mg/kWh.
The duration (t2,i – t1,i ) of the ith averaging window is determined by:
where:
m CO2(tj,i ) is the CO2 mass measured between the test start and time tj,i , kg;
m CO2,ref is the CO2 mass determined for the WHTC, kg;
t 2,i shall be selected such as:
Where Δt is the data sampling period, equal to 1 second or less.
The CO2 masses are calculated in the windows by integrating the instantaneous emissions calculated according to the requirements introduced in point 3.5.
The valid windows shall be the windows whose duration does not exceed the maximum duration calculated from:
where:
D max is the maximum window duration, s;
P max is the maximum engine power, kW.
The conformity factors shall be calculated for each individual window and each individual pollutant in the following way:
where:
m is the mass emission of the component, mg/window;
m CO2(t 2,i ) – m CO2(t 1,i ) is the CO2 mass during the ith averaging window, kg;
m CO2,ref is the engine CO2 mass determined for the WHTC, kg;
mL is the mass emission of the component corresponding to the applicable limit on the WHTC, mg.
The gaseous emissions shall be measured according to the procedure set out in Appendix 1. The present Appendix describes the characteristics of the portable measurement equipment that shall be used to perform such tests.
The PEMS gas analysers specifications shall meet the requirements set out in Section 9.3.1 of Annex 4B to UN/ECE Regulation No 49.
The gases shall be analysed using the technologies specified in Section 9.3.1 of Annex 4B to UN/ECE Regulation No 49.
The oxides of nitrogen analyser may also be of the Non-Dispersive Ultra Violet (NDUV) type.
The sampling probes shall meet the requirements defined in Section 3.1.2 of Appendix 3 to Annex 4B to UN/ECE Regulation No 49. The sampling line shall be heated to 190 °C (+/– 10 °C).
The measuring instruments shall satisfy the requirements given in Table 7 and Section 9.3.1 to Annex 4B to UN/ECE Regulation No 49.
The installation of the EFM shall not increase the backpressure by more than the value recommended by the engine manufacturer, nor increase the length of the tailpipe by more than 1,2 m. As for the all the components of the PEMS equipment, the installation of the EFM shall comply with the locally applicable road safety regulations and insurance requirements.
The PEMS equipment shall be installed as specified in Section 2.4 of Appendix 1.
The PEMS equipment shall be powered using the method described in point 4.6.6 of Annex II.
The PEMS gas analysers shall be calibrated using gases meeting the requirements as set out in Section 9.3.3 of Annex 4B to UN/ECE Regulation No 49.
The PEMS leakage tests shall be conducted following the requirements defined in Section 9.3.4 of Annex 4B to UN/ECE Regulation No 49.
The response time check of the PEMS analytical system shall be conducted in accordance with the requirements set out in Section 9.3.5 of Annex 4B to UN/ECE Regulation No 49.
This Appendix describes in a non-detailed manner the method used to check the conformity of the ECU torque signal during ISC-PEMS testing.
The detailed applicable procedure is left to the engine manufacturer, subject to approval of the approval authority.
Table 1 | |||||||
Raw exhaust gas u values and component densities | |||||||
a depending on fuel. | |||||||
b at λ = 2, dry air, 273 K, 101,3 kPa. | |||||||
c u accurate within 0,2 % for mass composition of: C = 66 - 76 %; H = 22 - 25 %; N = 0 - 12 %. | |||||||
d NMHC on the basis of CH2,93 (for total HC the u gas coefficient of CH4 shall be used). | |||||||
e u accurate within 0,2 % for mass composition of: C3 = 70 - 90 %; C4 = 10 - 30 %. | |||||||
Fuel | ρ e | Gas | |||||
---|---|---|---|---|---|---|---|
NOx | CO | HC | CO2 | O2 | CH4 | ||
ρ gas [kg/m3] | |||||||
2,053 | 1,25 | a | 1,9636 | 1,4277 | 0,716 | ||
u gas b | |||||||
Diesel (B7) | 1,2943 | 0,001586 | 0,000966 | 0,000482 | 0,001517 | 0,001103 | 0,000553 |
Ethanol (ED95) | 1,2768 | 0,001609 | 0,00098 | 0,00078 | 0,001539 | 0,001119 | 0,000561 |
CNGc | 1,2661 | 0,001621 | 0,000987 | 0,000528d | 0,001551 | 0,001128 | 0,000565 |
Propane | 1,2805 | 0,001603 | 0,000976 | 0,000512 | 0,001533 | 0,001115 | 0,000559 |
Butane | 1,2832 | 0,0016 | 0,000974 | 0,000505 | 0,00153 | 0,001113 | 0,000558 |
LPGe | 1,2811 | 0,001602 | 0,000976 | 0,00051 | 0,001533 | 0,001115 | 0,000559 |
Table 2 | |||||||
Dilute exhaust gas u values and component densities | |||||||
a depending on fuel. | |||||||
b at λ = 2, dry air, 273 K, 101,3 kPa. | |||||||
c u accurate within 0,2 % for mass composition of: C = 66 - 76 %; H = 22 - 25 %; N = 0 - 12 %. | |||||||
d NMHC on the basis of CH2,93 (for total HC the u gas coefficient of CH4 shall be used). | |||||||
e u accurate within 0,2 % for mass composition of: C3 = 70 - 90 %; C4 = 10 - 30 %. | |||||||
Fuel | ρ de | Gas | |||||
---|---|---|---|---|---|---|---|
NOx | CO | HC | CO2 | O2 | CH4 | ||
ρ gas [kg/m3] | |||||||
2,053 | 1,25 | a | 1,9636 | 1,4277 | 0,716 | ||
u gas b | |||||||
Diesel (B7) | 1,293 | 0,001588 | 0,000967 | 0,000483 | 0,001519 | 0,001104 | 0,000553 |
Ethanol (ED95) | 1,293 | 0,001588 | 0,000967 | 0,00077 | 0,001519 | 0,001104 | 0,000553 |
CNGc | 1,293 | 0,001588 | 0,000967 | 0,000517d | 0,001519 | 0,001104 | 0,000553 |
Propane | 1,293 | 0,001588 | 0,000967 | 0,000507 | 0,001519 | 0,001104 | 0,000553 |
Butane | 1,293 | 0,001588 | 0,000967 | 0,000501 | 0,001519 | 0,001104 | 0,000553 |
LPGe | 1,293 | 0,001588 | 0,000967 | 0,000505 | 0,001519 | 0,001104 | 0,000553 |
The LDS employs the single line spectroscopy principle. The NH3 absorption line is chosen in the near infrared spectral range and scanned by a single-mode diode laser.
The analyser shall be installed either directly in the exhaust pipe (in-situ) or within an analyser cabinet using extractive sampling in accordance with the instrument manufacturers instructions. If installed in an analyser cabinet, the sample path (sampling line, pre-filter(s) and valves) shall be made of stainless steel or PTFE and shall be heated to 463 ± 10 K (190 ± 10 °C) in order to minimise NH3 losses and sampling artefacts. In addition, the sampling line shall be as short as practically possible.
Influence from exhaust temperature and pressure, installation environment and vibrations on the measurement shall be minimised, or compensation techniques be used.
If applicable, sheath air used in conjunction with in-situ measurement for protection of the instrument, shall not affect the concentration of any exhaust component measured downstream of the device, or sampling of other exhaust components shall be made upstream of the device.
The spectral resolution of the laser shall be within 0,5 cm-1 in order to minimise cross interference from other gases present in the exhaust gas.
The FTIR employs the broad waveband infrared spectroscopy principle. It allows simultaneous measurement of exhaust components whose standardised spectra are available in the instrument. The absorption spectrum (intensity/wavelength) is calculated from the measured interferogram (intensity/time) by means of the Fourier transform method.
The FTIR shall be installed in accordance with the instrument manufacturer's instructions. The NH3 wavelength shall be selected for evaluation. The sample path (sampling line, pre-filter(s) and valves) shall be made of stainless steel or PTFE and shall be heated to 463 ± 10 K (190 ± 10 °C) in order to minimise NH3 losses and sampling artefacts. In addition, the sampling line shall be as short as practically possible.
The spectral resolution of the NH3 wavelength shall be within 0,5 cm-1 in order to minimise cross interference from other gases present in the exhaust gas.
Prior to the emissions test, the analyser range shall be selected. Emission analysers with automatic or manual range switching shall be permitted. During the test cycle, the range of the analysers shall not be switched.
Zero and span response shall be determined, if the provisions of point 3.4.2 do not apply for the instrument. For the span response, a NH3 gas that meets the specifications of point 4.2.7 shall be used. The use of reference cells that contain NH3 span gas is permitted.
At the start of the test sequence, the NH3 data collection shall be started, simultaneously. The NH3 concentration shall be measured continuously and stored with at least 1 Hz on a computer system.
At the completion of the test, sampling shall continue until system response times have elapsed. Determination of analyser's drift according to point 3.4.1 shall only be required if the information in point 3.4.2 is not available.
if the zero and span drift specified by the instrument manufacturer in points 4.2.3 and 4.2.4 meets the requirements of point 3.4.1;
the time interval for zero and span drift specified by the instrument manufacturer in points 4.2.3 and 4.2.4 exceeds the duration of the test.
The average NH3 concentration (ppm/test) shall be determined by integrating the instantaneous values over the cycle. The following equation shall be applied:
where:
c NH3,i is the instantaneous NH3 concentration in the exhaust gas, ppm,
n is the number of measurements.
For the WHTC, the final test result shall be determined with the following equation:
c NH3 = (0,14 × c NH3,cold) + (0,86 × c NH3,hot)
where:
is the average NH3 concentration of the cold start test, ppm,
is the average NH3 concentration of the hot start test, ppm.
The analyser shall comply with the linearity requirements specified in Table 7 of Annex 4B to UN/ECE Regulation No 49. The linearity verification in accordance with Section 9.2.1 of Annex 4B to UN/ECE Regulation No 49, shall be performed at least every 12 months or whenever a system repair or change is made that could influence calibration. With the prior approval of the approval authority, less than 10 reference points are permitted, if an equivalent accuracy can be demonstrated.
For the linearity verification, a NH3 gas that meets the specifications of point 4.2.7 shall be used. The use of reference cells that contain NH3 span gas shall be permitted.
Instruments, whose signals are used for compensation algorithms, shall meet the linearity requirements specified in Table 7 of Annex 4B to the UN/ECE Regulation No 49. Linearity verification shall be done as required by internal audit procedures, by the instrument manufacturer or in accordance with ISO 9000 requirements.
The analyser shall have a measuring range and response time appropriate for the accuracy required to measure the concentration of NH3 under transient and steady state conditions.
The analyser shall have a minimum detection limit of < 2 ppm under all conditions of testing.
The accuracy, defined as the deviation of the analyser reading from the reference value, shall not exceed ± 3 % of the reading or ± 2 ppm, whichever is larger.
The drift of the zero response and the related time interval shall be specified by the instrument manufacturer.
The drift of the span response and the related time interval shall be specified by the instrument manufacturer.
The system response time shall be ≤ 20 s.
The rise time of the analyser shall be ≤ 5 s.
A gas mixture with the following chemical composition shall be available:
NH3 and purified nitrogen.
The true concentration of the calibration gas shall be within ± 3 % of the nominal value. The concentration of NH3 shall be given on a volume basis (volume per cent or volume ppm).
The expiration date of the calibration gases stated by the manufacturer shall be recorded.
Other systems or analysers may be approved by the approval authority, if it is found that they yield equivalent results in accordance with Section 5.1.1 of Annex 4B to UN/ECE Regulation No 49.
‘Results’ shall refer to average cycle specific NH3 concentrations.
The mass of the pollutants (g/test) shall be determined in accordance with Section 8.4.2.3 or 8.4.2.4 of Annex 4B to UN/ECE Regulation No 49 with the u values from Table 3.
Raw exhaust gas u values and component densities
The mass of the pollutants (g/test) shall be determined in accordance with Section 8.5.2.3 of Annex 4B to UN/ECE Regulation No 49 with the u values from Table 4.
Dilute exhaust gas u values and component densities
For systems with flow compensation, the u gas values given in Table 4, shall be inserted into equation 62 of Section 8.5.2.3.3 of Annex 4B to UN/ECE Regulation No 49.
The emissions shall be background corrected according to the requirements of Section 8.5.2.3.2 of Annex 4B to UN/ECE Regulation No 49. If the fuel composition is not known, the following stoichiometric factors may be used:
=
13,3
=
11,5
However, the test procedures in Section 7 of Annex 4B to UN/ECE Regulation No 49 and the emission calculations provided in Section 2.1 of this Appendix and in Section 8 of Annex 4B to UN/ECE Regulation No 49 shall apply.
Hcv = Atomic ratio of hydrogen to carbon |
|
Ocv = Atomic ratio of oxygen to carbon |
|
The definitions in Section 3 of Annex 10 to UN/ECE Regulation No 49 shall apply.
its operation is substantially included in the applicable type-approval tests, including the off-cycle test procedures under Section 6 of Annex VI to Regulation (EU) No 582/2011 and the in-service provisions set out in Article 12 to Regulation (EU) No 582/2011.
Exhaust emissions shall not exceed the applicable emission limits specified in point 4.1.3 of Annex VI to Regulation (EU) No 582/2011.
for CO: 2 000 mg/kWh;
for THC: 220 mg/kWh;
for NOx: 600 mg/kWh;
for PM: 16 mg/kWh.
To determine compliance with the WNTE emissions limits specified in Section 5.2, the engine shall be operated within the WNTE control area defined in Section 7.1 and its emissions shall be measured and integrated over a minimum period of 30 seconds. A WNTE event is defined as a single set of integrated emissions over the period of time. For example, if the engine operates for 65 consecutive seconds within the WNTE control area and ambient conditions this would constitute a single WNTE event and the emissions would be averaged over the full 65-second period. In the case of laboratory testing, the integrating period defined in Section 7.5 shall apply.
In-use testing
A PEMS demonstration test shall be performed at type-approval by testing the parent engine in a vehicle using the procedure described in Appendix 1 to this Annex.
Additional requirements with respect to in-use vehicle testing will be specified at a later stage in accordance with Article 14(3) to Regulation (EU) No 582/2011.]
The WNTE laboratory test shall meet the validation statistics of Section 7.8.7 of Annex 4B to UN/ECE Regulation No 49.
The measurement of the emissions shall be carried out in accordance with Sections 7.5, 7.7 and 7.8 of Annex 4B to UN/ECE Regulation No 49.
The calculation of the test results shall be carried out in accordance with Section 8 of Annex 4B to UN/ECE Regulation No 49.
Section 8 of Annex 10 to UN/ECE shall not apply.
Section 9 of Annex 10 to UN/ECE Regulation No 49 shall not apply.
Section 10 of Annex 10 to UN/ECE Regulation No 49 shall be understood as follows:
In the application for type-approval, the manufacturer shall provide a statement that the engine family or vehicle complies with the requirements of Regulation (EU) No 582/2011 limiting off-cycle emissions. In addition to this statement, compliance with the applicable emission limits and in use requirements shall be verified through additional tests.
The documentation shall be those specified in Section 11 of Annex 10 to UN/ECE Regulation No 49.
This Appendix describes the procedure for PEMS demonstration test at type-approval.
The vehicle payload shall be 50-60 % of the maximum vehicle payload in accordance with Annex II.
The test shall be conducted under ambient conditions as described in point 4.2 of Annex II.
The fuel, lubricating oil and reagent for the exhaust after-treatment system shall follow the provisions of points 4.4 to 4.4.3 of Annex II.
The trip and operational requirements shall be those described in points 4.5 to 4.6.8 of Annex II.
General information as described in points 10.1.1 to 10.1.1.14 of Annex II.
Explanation as to why the vehicle(s) (9) used for the test can be considered to be representative for the category of vehicles intended for the engine system.
Information about test equipment and test data as described in points 10.1.3 to 10.1.4.8 of Annex II.
Information about the tested engine as described in points 10.1.5 to 10.1.5.20 of Annex II.
Information about the vehicle used for the test as described in points 10.1.6 to 10.1.6.18 of Annex II.
Information about the route characteristics as described in points 10.1.7 to 10.1.7.7 of Annex II.
Information about instantaneous measured and calculated data as described in points 10.1.8 to 10.1.9.24 of Annex II.
Information about averaged and integrated data as described in points 10.1.10 to 10.1.10.12 of Annex II.
Pass-fail results as described in points 10.1.11 to 10.1.11.13 of Annex II.
Information about test verifications as described in points 10.1.12 to 10.1.12.5 of Annex II.]
Deterioration factors applicable to an engine-aftertreatment system family are developed from the selected engines based on a service accumulation schedule that includes periodic testing for gaseous and particulate emissions over the WHTC and WHSC tests.
Service accumulation schedules may be carried out at the choice of the manufacturer by running a vehicle equipped with the selected engine over an in-service accumulation schedule or by running the selected engine over a dynamometer service accumulation schedule.
Minimum service accumulation period
Category of vehicle in which engine will be installed | Minimum service accumulation period | Useful life (Article of Regulation (EC) No 595/2009) |
---|---|---|
Category N1 vehicles | 160 000 km | Article 4(2)(a) |
Category N2 vehicles | 188 000 km | Article 4(2)(b) |
Category N3 vehicles with a maximum technically permissible mass not exceeding 16 tonnes | 188 000 km | Article 4(2)(b) |
Category N3 vehicles with a maximum technically permissible mass exceeding 16 tonnes | 233 000 km | Article 4(2)(c) |
Category M1 vehicles | 160 000 km | Article 4(2)(a) |
Category M2 vehicles | 160 000 km | Article 4(2)(a) |
Category M3 vehicles of classes I, II, A and B as defined in Annex I to Directive 2001/85/EC, with a maximum technically permissible mass not exceeding 7,5 tonnes | 188 000 km | Article 4(2)(b) |
Category M3 vehicles of classes III and B as defined in Annex I to Directive 2001/85/EC with a maximum technically permissible mass exceeding 7,5 tonnes | 233 000 km | Article 4(2)(c) |
At the request of the manufacturer and with the prior approval of the approval authority a non-linear regression shall be permitted.
At the request of the manufacturer and with the prior approval of the approval authority, an additive deterioration factor for each pollutant may be applied. The additive deterioration factor shall be considered as the difference between the calculated emission values at the useful life end point and at the start of the service accumulation schedule.
If the calculation results in a value of less than 1,00 for a multiplicative DF, or less than 0,00 for an additive DF, then the deterioration factor shall be 1,0 or 0,00, respectively.
An example for determination of deterioration factors by using linear regression is shown in Figure 1.
Mixing of multiplicative and additive deterioration factors within one set of pollutants shall not be permitted.
In accordance with point 3.2.1.4, if it has been agreed that only one test cycle (hot WHTC or WHSC) be run at each test point and the other test cycle (hot WHTC or WHSC) run only at the beginning and end of the service accumulation schedule, the deterioration factor calculated for the test cycle that has been run at each test point shall be applicable also for the other test cycle.
Deterioration factors
Assigned additive deterioration factors are not given. It shall not be permitted to transform the assigned multiplicative deterioration factors into additive deterioration factors.
Multiplicative: (egas or ePM) x DF ≤ emission limit
Additive: (egas or ePM) + DF ≤ emission limit
For the purpose of the service accumulation schedule, maintenance shall be performed in accordance with the manufacturer’s manual for service and maintenance.
filters and coolers in the exhaust gas recirculation system;
positive crankcase ventilation valve, if applicable;
fuel injector tips (cleaning only);
fuel injectors;
turbocharger;
electronic engine control unit and its associated sensors and actuators;
particulate aftertreatment system (including related components);
deNOx system;
exhaust gas recirculation system, including all related control valves and tubing;
any other exhaust after-treatment system.
This Section shall apply, if CO2 is measured in the raw exhaust gas.
CO2 in the raw exhaust gas emitted by the engine submitted for testing shall be measured with a non-dispersive infrared (NDIR) analyser in accordance with Section 9.3.2.3 and Appendix 3 to Annex 4B to UN/ECE Regulation No 49.
The measurement system shall meet the linearity requirements of Section 9.2 and Table 7of Annex 4B to UN/ECE Regulation No 49.
The measurement system shall meet the requirements of Sections 9.3.1, 9.3.4 and 9.3.5 of Annex 4B to UN/ECE Regulation No 49.
The relevant data shall be recorded and stored in accordance with Section 7.6.6 of Annex 4B to UN/ECE Regulation No 49. The traces of the recorded concentrations and the trace of the exhaust gas mass flow rate shall be time aligned with the transformation time as defined in Section 3.1.30 of Annex 4B to UN/ECE Regulation No 49.
If measured on a dry basis, the dry/wet correction according to Section 8.1 of Annex 4B to UN/ECE Regulation No 49 shall be applied to the instantaneous concentration values before any further calculation is done.
The mass of CO2 (g/test) shall be determined by calculating the instantaneous mass emissions from the raw CO2 concentration and the exhaust gas mass flow, aligned with respect to their transformation times as determined in accordance with Section 8.4.2.2 of Annex 4B to UN/ECE Regulation No 49, integrating the instantaneous values over the cycle, and multiplying the integrated value with the u values of CO2 from Table 5 of Annex 4B to UN/ECE Regulation No 49.
The following equation shall be applied:
where:
is the ratio between CO2 density and density of the exhaust gas
is the instantaneous CO2 concentration in the exhaust gas, ppm
is the instantaneous exhaust mass flow, kg/s
is the data sampling rate, Hz
is the number of measurements
Optionally, the CO2 mass may be calculated in accordance with Section 8.4.2.4 of Annex 4B to UN/ECE Regulation No 49 by using a CO2 molar mass (M CO2) of 44,01 g/mol.
This Section applies, if CO2 is measured in the dilute exhaust gas.
CO2 in the dilute exhaust gas emitted by the engine submitted for testing shall be measured with a non-dispersive infrared (NDIR) analyser in accordance with Section 9.3.2.3 and Appendix 3 to Annex 4B to UN/ECE Regulation No 49. Dilution of the exhaust shall be done with filtered ambient air, synthetic air or nitrogen. The flow capacity of the full flow system shall be large enough to completely eliminate water condensation in the dilution and sampling systems.
The measurement system shall meet the linearity requirements of Section 9.2 and Table 7 of Annex 4B to UN/ECE Regulation No 49.
The measurement system shall meet the requirements of Sections 9.3.1, 9.3.4 and 9.3.5 of Annex 4B to UN/ECE Regulation No 49.
The relevant data shall be recorded and stored in accordance with Section 7.6.6 of Annex 4B to UN/ECE Regulation No 49.
If measured on a dry basis, the dry/wet correction according to Section 8.1 of Annex 4B to UN/ECE Regulation No 49 shall be applied.
For systems with constant mass flow (with heat exchanger), the mass of CO2 (g/test) shall be determined with the following equation:
where:
is the average background corrected CO2 concentration, ppm
is the ratio between CO2 density and density of air (u factor)
is the total diluted exhaust mass over the cycle, kg
For systems with flow compensation (without heat exchanger), the mass of CO2 (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 values. The following equation shall be applied:
where:
is the CO2 concentration measured in the diluted exhaust gas, ppm
is the CO2 concentration measured in the dilution air, ppm
is the ratio between CO2 density and density of air (u factor)
is the instantaneous mass of the diluted exhaust gas, kg
is the total mass of diluted exhaust gas over the cycle, kg
is the dilution factor
Optionally, the u factor may be calculated with equation 57 in Section 8.5.2.3.1 of Annex 4B to UN/ECE Regulation No 49 by using a CO2 molar mass (M CO2) of 44,01 g/mol.
CO2 background correction shall be applied in accordance with Section 8.5.2.3.2 of Annex 4B to UN/ECE Regulation No 49.
The cycle work needed for the calculation of brake specific CO2 emissions shall be determined in accordance with Section 7.8.6 of Annex 4B to UN/ECE Regulation No 49.
The brake specific emissions e CO2 (g/kWh) shall be calculated as follows:
where:
is the CO2 mass emissions of the cold start test, g/test
is the CO2 mass emissions of the hot start test, g/test
is the actual cycle work of the cold start test, kWh
is the actual cycle work of the hot start test, kWh
The brake specific emissions e CO2 (g/kWh) shall be calculated as follows:
where:
is the CO2 mass emissions, g/test
is the actual cycle work, kWh
Measurement of the instantaneous fuel flow shall be done by systems that preferably measure mass directly such as the following:
mass flow sensor;
fuel weighing;
Coriolis meter.
The fuel flow measurement system shall have the following:
an accuracy of ± 2 % of the reading or ± 0,3 % of full scale whichever is better;
a precision of ± 1 % of full scale or better;
a rise time that does not exceed 5 s.
The fuel flow measurement system shall meet the linearity requirements of Section 9.2 and Table 7 of Annex 4B to UN/ECE Regulation No 49.
Precautions shall be taken to avoid measurement errors. Such precautions shall at least include the following:
the careful installation of the device according to the instrument manufacturers’ recommendations and to good engineering practice;
flow conditioning as needed to prevent wakes, eddies, circulating flows, or flow pulsations that affect accuracy or precision of the fuel flow system;
account for any fuel that bypasses the engine or returns from the engine to the fuel storage tank.
The relevant data shall be recorded and stored in accordance with Section 7.6.6 of Annex 4B to UN/ECE Regulation No 49.
The mass of fuel (g/test) shall be determined by the sum of the instantaneous values over the cycle, as follows:
where:
is the instantaneous fuel flow, kg/s
is the data sampling rate, Hz
is the number of measurements
The cycle work needed for the calculation of the brake specific fuel consumption shall be determined in accordance with Section 7.8.6 of Annex 4B to UN/ECE Regulation No 49.
The brake specific fuel consumption e f (g/kWh) shall be calculated as follows:
where:
is the fuel mass of the cold start test, g/test
is the fuel mass of the hot start test, g/test
is the actual cycle work of the cold start test, kWh
is the actual cycle work of the hot start test, kWh
The brake specific fuel consumption e f (g/kWh) shall be calculated as follows:
where:
is the fuel mass, g/test
is the actual cycle work, kWh
density: measured on the test fuel according to ISO 3675 or an equivalent method. For petrol, diesel, ethanol (E85) and ethanol for dedicated C.I. engines (ED95) the density measured at 288 K (15 °C) shall be used; for LPG and natural gas/biomethane a reference density will be used, as follows:
0,538 kg/litre for LPG.
0,654 kg/m3 for NG.
hydrogen-carbon-oxygen ratio: fixed values shall be used which are:
C1H1,93O0,032 for petrol (E10),
C1H1,86O0,006 for diesel (B7),
C1H2,525 for LPG (liquefied petroleum gas),
CH4 for NG (natural gas) and biomethane,
C1H2,74O0,385 for ethanol (E85),
C1H2,92O0,46 for ethanol for dedicated C.I. engines (ED95).
The fuel consumption, expressed in litres per 100 km (in the case of petrol, LPG, ethanol (E85 and ED95) and diesel) or in m3 per 100 km (in the case of NG/biomethane) is calculated by means of the following formulae:
for vehicles with a positive-ignition engine fuelled with petrol (E10):
FC = (0,120/D) · [(0,831 · HC) + (0,429 · CO) + (0,273 · CO2)]
for vehicles with a positive-ignition engine fuelled with LPG:
FCnorm = (0,1212/0,538) · [(0,825 · HC) + (0,429 · CO) + (0,273 · CO2)]
If the composition of the fuel used for the test differs from the composition that is assumed for the calculation of the normalised consumption, on the manufacturer’s request a correction factor cf may be applied, as follows:
FCnorm = (0,1212/0,538) · (cf) · [(0,825 · HC) + (0,429 · CO) + (0,273 · CO2)]
The correction factor cf, which may be applied, is determined as follows:
cf = 0,825 + 0,0693 nactual
where:
nactual is the actual H/C ratio of the fuel used.
for vehicles with a positive-ignition engine fuelled with NG/biomethane:
FCnorm = (0,1336/0,654) · [(0,749 · HC) + (0,429 · CO) + (0,273 · CO2)]
for vehicles with a positive-ignition engine fuelled with ethanol (E85):
FC = (0,1742/D) · [(0,574 · HC) + (0,429 · CO) + (0,273 · CO2)]
for vehicles with a compression-ignition engine fuelled with diesel (B7):
FC = (0,1165/D) · [(0,859 · HC) + (0,429 · CO) + (0,273 · CO2)]
for vehicles with a dedicated compression-ignition engine fuelled with ethanol (ED95):
FC = (0,186/D) · [(0,538 · HC) + (0,429 · CO) + (0,273 · CO2)]
In these formulae:
is the fuel consumption in litre per 100 km (in the case of petrol, ethanol, LPG, diesel or biodiesel) or in m3 per 100 km (in the case of natural gas)
is the measured emission of hydrocarbons in g/km
is the measured emission of carbon monoxide in g/km
is the measured emission of carbon dioxide in g/km
is the density of the test fuel.
In the case of gaseous fuels this is the density at 288K (15 °C)’.
Type: Diesel (B7) | ||||
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 shall 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 whether a fuel meets the requirements of the specifications, the terms of ISO 4259 shall 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 Even though oxidation stability is controlled, it is likely that shelf life will be limited. Advice shall be sought from the supplier as to storage conditions and life. | ||||
d FAME content to meet the specification of EN 14214. | ||||
Parameter | Unit | Limitsa | Test method | |
---|---|---|---|---|
Minimum | Maximum | |||
Cetane index | 46,0 | — | EN ISO 4264 | |
Cetane numberb | 52,0 | 56,0 | EN-ISO 5165 | |
Density at 15 °C | kg/m3 | 833 | 837 | EN-ISO 3675 EN ISO 12185 |
Distillation: | ||||
—50 % point | °C | 245 | — | EN-ISO 3405 |
—95 % point | °C | 345 | 350 | EN-ISO 3405 |
—final boiling point | °C | — | 360 | EN-ISO 3405 |
Flash point | °C | 55 | — | EN 22719 |
CFPP | °C | — | –5 | EN 116 |
Viscosity at 40 °C | mm2/s | 2,3 | 3,3 | EN-ISO 3104 |
Polycyclic aromatic hydrocarbons | % m/m | 2,0 | 4,0 | EN 12916 |
Sulphur content | mg/kg | — | 10 | EN-ISO 20846/EN-ISO 20884 |
Copper corrosion (3h at 50 °C) | Rating | — | 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 |
Total contamination | mg/kg | — | 24 | EN 12662 |
Water content | % m/m | — | 0,02 | EN-ISO 12937 |
Neutralisation (strong acid) number | mg KOH/g | — | 0,1 | ASTM D 974 |
Oxidation stabilityc | mg/ml | — | 0,025 | EN-ISO 12205 |
Lubricity (HFRR wear scan diameter at 60 °C) | μm | — | 400 | EN ISO 12156 |
Oxidation stability at 110 °Cc | H | 20,0 | EN 15751 | |
FAMEd | % v/v | 6,0 | 7,0 | EN 14078 |
Type: Ethanol for dedicated compression-ignition engines (ED95) a | ||||
a Additives, such as cetane improver as specified by the engine manufacturer, may be added to the ethanol fuel, as long as no negative side effects are known. If these conditions are satisfied, the maximum allowed amount is 10 % m/m. | ||||
b 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 shall 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 whether a fuel meets the requirements of the specifications, the terms of ISO 4259 shall be applied. | ||||
c Equivalent EN/ISO methods will be adopted when issued for properties listed above. | ||||
d Should it be necessary to clarify whether a fuel meets the requirements of the specifications, the terms of EN 15489 shall be applied. | ||||
Parameter | Unit | Limitsb | Test methodc | |
---|---|---|---|---|
Minimum | Maximum | |||
Total alcohol (Ethanol incl. content on higher saturated alcohols) | % m/m | 92,4 | EN 15721 | |
Other higher saturated mono-alcohols (C3-C5) | % m/m | 2,0 | EN 15721 | |
Methanol | % m/m | 0,3 | EN 15721 | |
Density at 15 °C | kg/m3 | 793,0 | 815,0 | EN-ISO 12185 |
Acidity, calculated as acetic acid | % m/m | 0,0025 | EN 15491 | |
Appearance | Bright and clear | |||
Flashpoint | °C | 10 | EN 3679 | |
Dry residue | mg/kg | 15 | EN 15691 | |
Water content | % m/m | 6,5 | EN 15489d EN-ISO 12937 EN 15692 | |
Aldehydes calculated as acetaldehyde | % m/m | 0,0050 | ISO 1388-4 | |
Esters calculated as ethylacetat | % m/m | 0,1 | ASTM D1617 | |
Sulphur content | mg/kg | 10,0 | EN 15485 EN 15486 | |
Sulphates | mg/kg | 4,0 | EN 15492 | |
Particulate contamination | mg/kg | 24 | EN 12662 | |
Phosphorus | mg/l | 0,2 | EN 15487 | |
Inorganic chloride | mg/kg | 1,0 | EN 15484 or EN 15492 | |
Copper | mg/kg | 0,1 | EN 15488 | |
Electrical Conductivity | μS/cm | 2,5 | DIN 51627-4 or prEN 15938 |
Type: Petrol (E10) | ||||
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 shall 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 whether a fuel meets the requirements of the specifications, the terms of ISO 4259 shall be applied. | ||||
b Equivalent EN/ISO methods will be adopted when issued for properties listed above. | ||||
c A correction factor of 0,2 for MON and RON shall be subtracted for the calculation of the final result in accordance with EN 228:2008. | ||||
d The fuel may contain oxidation inhibitors and metal deactivators normally used to stabilise refinery gasoline streams, but detergent/dispersive additives and solvent oils shall not be added. | ||||
e Ethanol meeting the specification of EN 15376 is the only oxygenate that shall be intentionally added to the reference fuel. | ||||
f The actual sulphur content of the fuel used for the Type 1 test shall be reported. | ||||
g There shall be no intentional addition of compounds containing phosphorus, iron, manganese, or lead to this reference fuel. | ||||
Parameter | Unit | Limitsa | Test methodb | |
---|---|---|---|---|
Minimum | Maximum | |||
Research octane number, RON | 95,0 | 97,0 | EN-ISO 5164:2005c | |
Motor octane number, MON | 84,0 | 86,0 | EN-ISO 5163:2005c | |
Density at 15 °C | kg/m3 | 743 | 756 | EN-ISO 3675 EN-ISO 12185 |
Vapour pressure | kPa | 56,0 | 60,0 | EN-ISO 13016-1 (DVPE) |
Water content | % v/v | 0,015 | ASTM E 1064 | |
Distillation: | ||||
—evaporated at 70 °C | % v/v | 24,0 | 44,0 | EN-ISO 3405 |
—evaporated at 100 °C | % v/v | 56,0 | 60,0 | EN-ISO 3405 |
—evaporated at 150 °C | % v/v | 88,0 | 90,0 | EN-ISO 3405 |
—final boiling point | °C | 190 | 210 | EN-ISO 3405 |
Residue | % v/v | — | 2,0 | EN-ISO 3405 |
Hydrocarbon analysis: | ||||
—olefins | % v/v | 3,0 | 18,0 | EN 14517 EN 15553 |
—aromatics | % v/v | 25,0 | 35,0 | EN 14517 EN 15553 |
—benzene | % v/v | 0,4 | 1,0 | EN 12177 EN 238, EN 14517 |
—saturates | % v/v | Report | EN 14517 EN 15553 | |
Carbon/hydrogen ratio | Report | |||
Carbon/oxygen ratio | Report | |||
Induction periodd | minutes | 480 | — | EN-ISO 7536 |
Oxygen contente | % m/m | 3,7 | EN 1601 EN 13132 EN 14517 | |
Existent gum | mg/ml | — | 0,04 | EN-ISO 6246 |
Sulphur contentf | mg/kg | — | 10 | EN-ISO 20846 EN ISO 20884 |
Copper corrosion (3 h at 50 °C) | rating | — | Class 1 | EN-ISO 2160 |
Lead content | mg/l | — | 5 | EN 237 |
Phosphorus contentg | mg/l | — | 1,3 | ASTM D 3231 |
Ethanold | % v/v | 9,5 | 10,0 | EN 1601 EN 13132 EN 14517 |
Type: Ethanol (E85) | ||||
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 shall 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 whether a fuel meets the requirements of the specifications, the terms of ISO 4259 shall be applied. | ||||
b The actual sulphur content of the fuel used for the emission tests shall be reported. | ||||
c Ethanol to meet specification of EN 15376 is the only oxygenate that shall be intentionally added to this reference fuel. | ||||
d The unleaded petrol content can be determined as 100 minus the sum of the percentage content of water, alcohols, MTBE and ETBE. | ||||
e There shall be no intentional addition of compounds containing phosphorus, iron, manganese, or lead to this reference fuel. | ||||
Parameter | Unit | Limitsa | Test method | |
---|---|---|---|---|
Minimum | Maximum | |||
Research octane number, RON | 95,0 | — | EN-ISO 5164 | |
Motor octane number, MON | 85,0 | — | EN-ISO 5163 | |
Density at 15 °C | kg/m3 | Report | ISO 3675 | |
Vapour pressure | kPa | 40,0 | 60,0 | EN-ISO 13016-1 (DVPE) |
Sulphur contentb | mg/kg | — | 10 | EN 15485 or EN 15486 |
Oxidation stability | Minutes | 360 | EN-ISO 7536 | |
Existent gum content (solvent washed) | mg/100 ml | — | 5 | EN-ISO 6246 |
Appearance This shall be determined at ambient temperature or 15 °C whichever is higher. | Clear and bright, visibly free of suspended or precipitated contaminants | Visual inspection | ||
Ethanol and higher alcoholsc | % v/v | 83 | 85 | EN 1601 EN 13132 EN 14517 E DIN 51627-3 |
Higher alcohols (C3-C8) | % v/v | — | 2,0 | E DIN 51627-3 |
Methanol | % v/v | 1,0 | E DIN 51627-3 | |
Petrold | % v/v | Balance | EN 228 | |
Phosphorus | mg/l | 0,2e | EN 15487 | |
Water content | % v/v | 0,3 | EN 15489 or EN 15692 | |
Inorganic chloride content | mg/l | 1 | EN 15492 | |
pHe | 6,5 | 9,0 | EN 15490 | |
Copper strip corrosion (3 h at 50 °C) | Rating | Class 1 | EN ISO 2160 | |
Acidity, (as acetic acid CH3COOH) | % m/m (mg/l) | — | 0,005 (40) | EN 15491 |
Electric Conductivity | μS/cm | 1,5 | DIN 51627-4 or prEN 15938 | |
Carbon/hydrogen ratio | report | |||
Carbon/oxygen ratio | report |
Type: LPG | ||||
a Balance shall be read as follows: balance = 100 - C3 - < C3 - > C4. | ||||
b This method may not accurately determine the presence of corrosive materials if the sample contains corrosion inhibitors or other chemicals which diminish the corrosivity of the sample to the copper strip. Therefore, the addition of such compounds for the sole purpose of biasing the test method is prohibited. | ||||
c At the request of the engine manufacturer, a higher MON could be used to perform the type-approval tests. | ||||
Parameter | Unit | Fuel A | Fuel B | Test method |
---|---|---|---|---|
Composition: | EN 27941 | |||
C3-content | % v/v | 30 ± 2 | 85 ± 2 | |
C4-content | % v/v | Balancea | Balancea | |
< C3, > C4 | % v/v | Maximum 2 | Maximum 2 | |
Olefins | % v/v | Maximum 12 | Maximum 15 | |
Evaporation residue | mg/kg | Maximum 50 | Maximum 50 | EN 15470 |
Water at 0 °C | Free | Free | EN 15469 | |
Total sulphur content including odorant | mg/kg | Maximum 10 | Maximum 10 | EN 24260, ASTM D 3246 ASTM 6667 |
Hydrogen sulphide | None | None | EN-ISO 8819 | |
Copper strip corrosion (1 h at 40 °C) | Rating | Class 1 | Class 1 | ISO 6251b |
Odour | Characteristic | Characteristic | ||
Motor octane numberc | Minimum 89,0 | Minimum 89,0 | EN 589 Annex B |
Type: NG/Biomethane | |||||
a Inerts + C2+ | |||||
b Value to be determined at standard conditions 293,2 K (20 °C) and 101,3 kPa. | |||||
Characteristics | Units | Basis | Limits | Test method | |
---|---|---|---|---|---|
minimum | maximum | ||||
Reference fuel GR | |||||
Composition | |||||
Methane | 87 | 84 | 89 | ||
Ethane | 13 | 11 | 15 | ||
Balancea | % mole | — | — | 1 | ISO 6974 |
Sulphur content | mg/m3 b | — | 10 | ISO 6326-5 |
If such alternative approval is used, the information related to OBD systems in Sections 3.2.12.2.7.1 to 3.2.12.2.7.4 of Part 2 of Appendix 4 to Annex I is replaced by the information of Section 3.2.12.2.7 of Appendix 3 to Annex I to Regulation (EC) No 692/2008.
[F1The manufacturer may either apply the complete provisions of this Annex and Annex XIII to this Regulation or the complete provisions of Annexes XI and XVI to Regulation (EC) No 692/2008.]
As an alternative to the requirements set out in Section 4 of Annex 9B to UN/ECE Regulation No 49 and those described in this Annex, engine manufacturers whose world-wide annual production of engines within an engine type subject to this Regulation is less than 500 engines per year, may obtain EC type-approval on the basis of the other requirements of this Regulation when the emission control components of the engine system are at least monitored for circuit continuity, and for rationality and plausibility of sensor outputs, and when the aftertreatment system is at least monitored for total functional failure. Engine manufacturers whose world-wide annual production of engines within an engine type subject to this Regulation is less than 50 engines per year, may obtain EC type-approval on the basis of the requirements of this Regulation when the emission control components of the engine system are at least monitored for circuit continuity, and for rationality and plausibility of sensor outputs (component monitoring).
[F2A manufacturer shall not be permitted to use the alternative provisions specified in this point for more than 500 engines per year.]
The OBD system is subject to the requirements for conformity of production specified in Directive 2007/46/EC.
If the approval authority decides that verification of the conformity of production of the OBD system is required, the verification shall be conducted in accordance with the requirements specified in Annex I to this Regulation.
OTLs (Compression-ignition engines)
Limit in mg/kWh | ||
---|---|---|
NOx | PM Mass | |
Phase-in period | 1 500 | 25 |
General requirements | 1 200 | 25 |
OTLs (all gas fuelled engines and positive-ignition engines fitted to vehicles belonging to category M3, to N2 vehicles having a maximum permissible mass exceeding 7,5 tonnes, and to N3 vehicles)
a The OTL for CO shall be set at a later stage. | ||
Limit in mg/kWh | ||
---|---|---|
NOx | COa | |
phase-in period | 1 500 | |
general requirements | 1 200 |
Approval authorities may approve a manufacturer’s use of a type of performance monitoring technique other than the one referred to in Appendix 2. The chosen type of monitoring shall be demonstrated by the manufacturer by a robust technical case based upon the design characteristics, or by presentation of test results, or by reference to previous approvals, or by some other acceptable method, to be at least as robust, timely and efficient as the ones mentioned in Appendix 2.
The requirements of this Section shall apply to the OBD system monitors in accordance with the provisions of Annex 9C to UN/ECE Regulation No 49.
IUPRm = Numeratorm / Denominatorm
where:
‘Numeratorm’ means the numerator of a specific monitor m and is a counter indicating the number of times a vehicle has been operated in such a way that all monitoring conditions necessary for that specific monitor to detect a malfunction have been encountered; and
‘Denominatorm’ means the denominator of a specific monitor m and is a counter indicating the number of vehicle driving cycles that are of relevance to that specific monitor (or, ‘in which events occur that are of relevance to that specific monitor’).
IUPRg = Numeratorg / Denominatorg
where:
‘Numeratorg’ means the numerator of a group g of monitors and is the actual value (Numeratorm) of the specific monitor m that has the lowest in-use performance ratio as defined in Section 6.1.2 of all monitors within that group g of monitors on board a particular vehicle; and
‘Denominatorg’ means the denominator of a group g of monitors and is the actual value (Denominatorm) of the specific monitor m that has the lowest in-use performance ratio as defined in Section 6.1.2 of all monitors within that group g of monitors on board a particular vehicle.
the criteria used for incrementing the numerator and the denominator;
any criterion for disabling incrementation of the numerator or of the denominator.
In the case where the emissions would not exceed the OBD threshold limits even upon total failure of the EGR system's ability to maintain the commanded EGR flow rate (for example, because of the correct functioning of an SCR system downstream of the engine), then:
Where the control of the EGR flow rate is performed by means of a closed-loop system, the OBD system shall detect a malfunction when the EGR system cannot increase the EGR flow to achieve the demanded flow rate.
Where the control of the EGR flow rate is performed by means of an open-loop system, the OBD system shall detect a malfunction when the system has no detectable amount of EGR flow when EGR flow is expected.
[F1The qualification test is performed in the same way as specified in Section 6.3.2 of Annex 9B to UN/ECE Regulation No 49.
The decrease of performance of the component under consideration is measured and subsequently serves as the performance threshold for the parent engine of the OBD engine family.]
for vehicles of class N: long-haul vehicles, distribution vehicles, and others such as construction vehicles;
for vehicles of class M: coaches and inter-city buses, city buses, and others such as M1 vehicles.
the VIN (vehicle identification number);
the numeratorg and denominatorg for each group of monitors recorded by the system in accordance with the requirements of Section 6 of Annex 9C to UN/ECE Regulation No 49;
the general denominator;
the value of the ignition cycle counter;
the total engine running hours.
The manufacturer shall provide the approval authority with a report on the in-use performance of the OBD engine family that contains the following information:
The list of the engine families within the considered OBD engine family (Figure 1).
The following information concerning the vehicles considered in the demonstration:
the total number of vehicles considered in the demonstration;
the number and the type of vehicle segments;
the VIN, and a short description (type-variant-version) of each vehicle.
In-use performance information for each vehicle:
the numeratorg, denominatorg, and in-use performance ratio (IUPRg) for each group of monitors;
the general denominator, the value of the ignition cycle counter, the total engine running hours.
the IUPR data that manufacturers are required to supply in accordance with Section 6 of this Appendix;
additional OBD information that manufacturers are required to supply by this Regulation and that may or may not be considered to be confidential;
additional data provided voluntarily by the manufacturer as an aid to achieving the aim of the phase-in period, and which may be considered to be commercially sensitive by the manufacturer.
information that would permit the identity of either the vehicle or engine manufacturer, or of the vehicle operator, to be determined or to be inferred with reasonable confidence;
information on measurement techniques that are under development.
Notwithstanding the provisions of Section 5.1.2 of Appendix 4, the results from the group of monitors under evaluation shall be disregarded if a minimum value of 25 for its denominator has not been reached unless disregarding the data would result in there being fewer than 10 vehicles considered for the sampling in the survey during the 9 month survey duration.
For each survey performed in accordance with the provisions of this Appendix, the manufacturer shall provide the approval authority and the Commission with a report on the in-use performance of the OBD engine family that contains the following information:
The list of the engine families and OBD engine families considered for the survey.
Information concerning the vehicles considered in the survey including the following:
the total number of vehicles considered in the survey;
the number and the type of vehicle segments;
the VIN, and a short description (type-variant-version) of each vehicle;
the segment to which an individual vehicle belongs;
the usual type of duty or mode of operation of each individual vehicle;
the accumulated mileage of each individual vehicle and/or the accumulated operating hours of its engine.
In-use performance information for each vehicle including the following:
the numeratorg, denominatorg, and in-use performance ratio (IUPRg) for each group of monitors;
the general denominator, the value of the ignition cycle counter, the total engine running hours.
‘(Name of manufacturer) attests that the engines within this OBD engine family have been so designed and manufactured as to comply with all requirements of Section 6.1 and 6.2 of Annex X to Regulation (EU) No 582/2011.
(Name of manufacturer) makes this statement in good faith, after having performed an appropriate engineering evaluation of the OBD in-use performance of the engines within the OBD engine family over the applicable range of operating and ambient conditions.
[date]’
the manufacturer’s name or trade mark;
the make and identifying part number of the replacement pollution control device as recorded in the information document issued in accordance with the model set out in Appendix 1.
the vehicle or engine manufacturer’s name or trade mark;
the make and identifying part number of the original replacement pollution control device as recorded in the information referred to in point 2.3.
the manufacturer’s name or trade mark;
the make and identifying part number of the replacement pollution control device as recorded in the information document issued in accordance with the model set out in Appendix 1;
the vehicles or engines including year of manufacture for which the replacement pollution control device is approved, including, where applicable, a marking to identify if the replacement pollution control device is suitable for fitting to a vehicle that is equipped with an on-board diagnostic (OBD) system;
installation instructions.
The information referred to in this point shall be available in the product catalogue distributed to points of sale by the manufacturer of replacement pollution control devices.
the vehicle or engine manufacturer’s name or trade mark;
the make and identifying part number of the original replacement pollution control device as recorded in the information mentioned in Section 2.3;
the vehicles or engines for which the original replacement pollution control device is of a type covered by point 3.2.12.2.1 of Appendix 4 to Annex I, including, where applicable, a marking to identify if the original replacement pollution control device is suitable for fitting to a vehicle that is equipped with an on-board diagnostic (OBD) system;
installation instructions.
This information referred to in this point shall be available in the product catalogue distributed to points of sale by the vehicle or engine manufacturer.
This information shall contain the following:
make(s) and type(s) of vehicle or engine;
make(s) and type(s) of original replacement pollution control device;
part number(s) of original replacement pollution control device;
type-approval number of the relevant engine or vehicle type(s).
for Germany
for France
for Italy
for the Netherlands
for Sweden
for Belgium
for Hungary
for 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 EC type-approval mark shall also include in the vicinity of the rectangle the ‘base approval number’ contained in Section 4 of the type-approval number referred to in Annex VII to Directive 2007/46/EC, preceded by the two figures indicating the sequence number assigned to the latest major technical amendment to Regulation (EC) No 595/2009 or this Regulation on the date EC type-approval for a separate technical unit was granted. For this Regulation, the sequence number is 00.
The replacement pollution control device shall be durable, that is designed, constructed and capable of being mounted so that reasonable resistance to the corrosion and oxidation phenomena to which it is exposed is obtained, having regard to the conditions of use of the vehicle.
The design of the replacement pollution control device shall be such that the elements active in controlling emissions are adequately protected from mechanical shock so as to ensure that pollutant emissions are effectively limited throughout the normal life of the vehicle under normal conditions of use.
The applicant for type-approval shall provide to the approval authority details of the test used to establish robustness to mechanical shock and the results of that test.
The engines indicated in Article 16(4)(a) equipped with a complete emissions control system including the replacement pollution control device of the type for which approval is requested, shall be subjected to tests appropriate for the intended application as described in Annex 4B to UN/ECE Regulation No 49, in order to compare its performance with the original emissions control system according to the procedure described below.
The durability of a replacement pollution control device is determined from a comparison of the two successive sets of exhaust gas emissions tests:
the first set is that made with the replacement pollution control device which has been run in with 12 WHSC Cycles;
the second set is that made with the replacement pollution control device which has been aged by the procedures detailed below.
Where approval is applied for different types of engines from the same engine manufacturer, and provided that these different types of engines are fitted with an identical original equipment pollution control system, the testing may be limited to at least two engines selected after agreement with the approval authority.
The exhaust after-treatment system shall be preconditioned with 12 WHSC cycles. After this preconditioning, the engines shall be tested according to the WHDC test procedures specified in Annex 4B to UN/ECE Regulation No 49. Three exhaust gas tests of each appropriate type shall be performed.
The test engines with the original exhaust after-treatment system or original replacement exhaust after-treatment system shall comply with the limit values according to the type-approval of the engine or vehicle.
The replacement pollution control device to be evaluated shall be fitted to the exhaust after-treatment system tested according to the requirements of point 4.3.2.1, replacing the relevant original equipment exhaust after-treatment device.
The exhaust after-treatment system incorporating the replacement pollution control device shall then be preconditioned with 12 WHSC cycles. After this preconditioning, the engines shall be tested according to the WHDC procedures described in Annex 4B to UN/ECE Regulation No 49. Three exhaust gas tests of each appropriate type shall be performed.
The requirements regarding emissions of the engines equipped with the replacement pollution control device shall be deemed to be fulfilled if the results for each regulated pollutant (CO, HC, NMHC, methane, NOx, NH3, particulate mass and particle number as appropriate for the type-approval of the engine) meet the following conditions:
M ≤ 0,85S + 0,4G;
M ≤ G
where:
:
mean value of the emissions of one pollutant obtained from the three tests with the replacement pollution control device.
:
mean value of the emissions of one pollutant obtained from the three tests with the original or original replacement pollution control device.
:
limit value of the emissions of one pollutant according to the type-approval of the vehicle.
The exhaust after-treatment system tested in point 4.3.2.2 and incorporating the replacement pollution control device shall be subjected to the durability procedures described in Appendix 4.
The aged exhaust after-treatment system incorporating the aged replacement control device shall then be fitted to the test engine used in points 4.3.2.1 and 4.3.2.2
The aged exhaust after-treatment systems shall be preconditioned with 12 WHSC cycles and subsequently tested using the WHDC procedures described in Annex 4B to UN/ECE Regulation No 49. Three exhaust gas tests of each appropriate type shall be performed.
The aging factor for each pollutant shall be the ratio of the applied emission values at the useful life end point and at the start of the service accumulation. (e.g. if the emissions of pollutant A at the useful life end point are 1,50 g/kWh and those at the start of the service accumulation are 1,82 g/kWh, the ageing factor is 1,82/1,50 = 1,21).
The requirements regarding emissions of the engines equipped with the aged replacement pollution control device (as described in point 4.3.2.5) shall be deemed to be fulfilled if the results for each regulated pollutant (CO, HC, NMHC, methane, NOx, NH3, particulate mass and particle number as appropriate for the type-approval of the engine) meet the following condition:
M × AF ≤ G
where:
:
mean value of the emissions of one pollutant obtained from the three tests with the preconditioned replacement pollution control device before ageing (i.e. results from Section 4.3.2)
:
the aging factor for one pollutant
:
limit value of the emissions of one pollutant according to the type-approval of the vehicle(s).
The manufacturer may identify a replacement pollution control device technology family, to be identified by basic characteristics which shall be common to devices within the family.
To belong to the same replacement pollution control device technology family the replacement pollution control devices shall have the following:
the same emissions control mechanism (oxidation catalyst, three-way catalyst, particulate filter, selective catalytic reduction for NOx, etc.);
the same substrate material (same type of ceramic, or same type of metal);
the same substrate type and cell density;
the same catalytically active materials and, where more than one, the same ratio of catalytically active materials;
the same total charge of catalytically active materials;
the same type of washcoat applied by the same process.
Where the manufacturer has identified a replacement pollution control technology family, the procedures described in point 4.3.2 may be used to determine the Aging Factors (AFs) for each pollutant for the parent of that family. The engine on which these tests are conducted shall have a minimum engine displacement of [0,75 dm3] per cylinder.
A replacement pollution control device A within a family and intended to be mounted on an engine of displacement CA may be considered to have the same aging factors as the parent replacement pollution control device P, determined on an engine of displacement CP, if the following conditions are fulfilled:
VA/CA ≥ VP/CP
where:
:
Substrate volume (in dm3) of replacement pollution control device A
:
Substrate volume (in dm3) of the parent replacement pollution control device P of the same family; and
both engines use the same method for regeneration of any emissions control devices incorporated in the original exhaust after-treatment system. This requirement shall apply only where devices requiring regeneration are incorporated in the original exhaust after-treatment system.
If these conditions are fulfilled, the emissions durability performance of other members of the family may be determined from the emissions results (S) of that family member determined according to the requirements set out in points 4.3.2.1, 4.3.2.2 and 4.3.2.3 and using the Aging Factors determined for the parent of that family.
The back pressure shall not cause the complete exhaust system to exceed the value specified according to point 4.1.2 of Annex I.
relating to the EC type-approval of replacement pollution control devices
The following information shall be supplied in triplicate and include a list of contents. Any drawings shall be supplied in appropriate scale and sufficient detail on size A4 or on a folder of A4 format. Photographs, if any, shall show sufficient detail.
If the systems, components or separate technical units have electronic controls, information concerning their performance shall be supplied.
Commercial name(s) (if available): …
Number(s) and/or symbol(s) characterising the engine and vehicle type(s): …
Number(s) and/or symbol(s) characterising the original pollution control device(s) which the replacement pollution control device is intended to replace: …
Is the replacement pollution control device intended to be compatible with OBD requirements (Yes/No)(13)
Is the replacement pollution control device compatible with existing vehicle/engine control systems (yes/no)(13)
Date from which it is available (no later than six months from the date of type-approval)
Stamp of administrationU.K.
Communication concerning the:
EC type-approval (1) …,
extension of EC type-approval (1) …,
refusal of EC type-approval (1) …,
withdrawal of EC type-approval (1) …
of a type of component/separate technical unit(14)
with regard to Regulation (EC) No 595/2009, as implemented by Regulation (EU) No 582/2011.
Regulation (EC) No 595/2009 or Regulation (EU) No 582/2011, as last amended by …
EC type-approval number: …
Reason for extension: …
:
Information package.
Test report.
Minimum service accumulation period
Category of vehicle in which engine will be installed | Minimum service accumulation period |
---|---|
Category N1 vehicles | |
Category N2 vehicles | |
Category N3 vehicles with a maximum technically permissible mass not exceeding 16 tonnes | |
Category N3 vehicles with a maximum technically permissible mass exceeding 16 tonnes | |
Category M1 vehicles | |
Category M2 vehicles | |
Category M3 vehicles of classes I, II, A and B as defined in Annex I to Directive 2001/85/EC, with a maximum technically permissible mass not exceeding 7,5 tonnes | |
Category M3 vehicles of classes III and B as defined in Annex I to Directive 2001/85/EC with a maximum technically permissible mass exceeding 7,5 tonnes |
All references to the WHTC and WHSC shall be understood as references to ETC and ESC respectively as defined in Annex 4A to UN/ECE Regulation No 49.
Point 2.2 of Annex II to this Regulation shall not apply.
If the normal in-service conditions of a particular vehicle are considered to be incompatible with proper execution of the tests, the manufacturer or the approval authority may request that alternative driving routs and payloads are used. The requirements as specified in points 4.1 and 4.5 of Annex II to this Regulation shall be used as guideline to determine whether the driving patterns and payloads are acceptable for in-service conformity testing.
When the vehicle is operated by a driver other than the usual professional driver of the particular vehicle, this alternative driver shall be skilled and trained to operate heavy duty vehicles of the category subject to be tested.
Points 2.3 and 2.4 of Annex II shall not apply.
Point 3.1 of Annex II shall not apply.
The manufacturer shall perform in-service testing on this engine family. The test schedule shall be approved by the approval authority.
At the request of the manufacturer the testing may stop 5 years after the end of production.
At the request of the manufacturer the approval authority may decide on a sampling plan according to points 3.1.1, 3.1.2 and 3.1.3 of Annex II or according to Appendix 3 to Annex 8 to UN/ECE Regulation No 49.
Point 4.4.2 of Annex II to this Regulation shall not apply.
The fuel may be replaced with the appropriate reference fuel, on the request of the manufacturer.
The values in point 4.5 of Annex II may be used as guidance to determine whether the driving patterns and payloads are acceptable for in-service conformity testing.
Point 4.6.5 of Annex II shall not apply.
The minimum test duration shall be three times the work of the ETC or the CO2 reference mass in kg/cycle from the ETC as applicable.
Point 5.1.1.1.2 of Annex II shall not apply.
In the case the data stream information referred to in point 5.1.1 of Annex II cannot be retrieved in a proper manner from two vehicles with engines from the same engine family, while the scan-tool is working properly, the engine shall be tested following the procedures set out in Annex 8 to UN/ECE Regulation No 49.
Confirmatory testing may be performed on an engine test bench as defined in Annex 8 to UN/ECE Regulation No 49.
The manufacturer may request the approval authority to perform confirmatory testing on an engine test bench as defined in Annex 8 to UN/ECE Regulation No 49 if the following conditions are met:
a fail decision has been reached for the vehicles sampled according to point 2.3.7;
the 90 % cumulative percentile of the exhaust emission conformity factors from the engine system tested, determined in accordance with the measurement and calculation procedures specified in Appendix 1 to Annex II does not exceed the value of 2,0.
This Annex sets out the requirements to ensure the correct operation of NOx control measures. It includes requirements for vehicles that rely on the use of a reagent in order to reduce emissions.
Any engine system falling within the scope of this Annex shall be designed, constructed and installed so as to be capable of meeting these requirements throughout the normal life of the engine under normal conditions of use. In achieving this objective it is acceptable that engines which have been used in excess of the appropriate durability period referred to in Article 4 of Regulation (EC) No 595/2009 may show some deterioration in performance and sensitivity of the monitoring system.
If requested by the manufacturer, for vehicles of category M1, M2, N1 and N2 with a maximum permissible mass not exceeding 7,5 tonnes and M3 Class I, Class II and Class A and Class B as defined in Annex I to Directive 2001/85/EC with a permissible mass not exceeding 7,5 tonnes, compliance with the requirements of Annex XVI to Regulation (EC) 692/2008 shall be considered equivalent to the compliance with this Annex.
If such alternative approval is used, the information related to the correct operation of NOx control measures in Sections 3.2.12.2.8.1 to 3.2.12.2.8.5 of Part 2 of Appendix 4 to Annex I is replaced by the information of Section 3.2.12.2.8 of Appendix 3 to Annex I to Regulation (EC) No 692/2008.
[F1The manufacturer may either apply the complete provisions of this Annex and Annex X to this Regulation or the complete provisions of Annexes XI and XVI to Regulation (EC) No 692/2008.]
the detailed technical requirements including the provisions ensuring the compatibility with the monitoring, warning, and inducement systems present in the engine system for the purpose of complying with the requirements of this Annex;
the verification procedure to be complied with for installation of the engine in the vehicle.
The existence and the adequacy of such installation requirements may be checked during the approval process of the engine system.
The documentation referred to in points (a) and (b) shall not be required if the manufacturer applies for an EC type-approval of a vehicle with regard to emissions and access to vehicle repair and maintenance information.
at ambient temperatures between 266 K and 308 K (– 7 °C and 35 °C);
at all altitudes below 1 600 m;
at engine coolant temperatures above 343 K (70 °C).
This Section shall not apply in the case of monitoring for reagent level in the storage tank, where monitoring shall be conducted under all conditions where measurement is technically feasible including all conditions when a liquid reagent is not frozen.
Those instructions shall state that if the vehicle emission control system is not functioning correctly the driver will be informed of a problem by the driver warning system, and that operation of the driver inducement system as a consequence of ignoring this warning will result in the vehicle being unable to efficiently conduct its mission.
the remaining distance or time before activation of the low-level or severe inducements;
the level of torque reduction;
the conditions under which vehicle disablement can be cleared.
The system used for displaying the messages referred to in this point may be the same as the one used for OBD or other maintenance purposes.
[F1The low-level inducement system shall reduce the maximum available engine torque across the engine speed range by 25 % between the peak torque speed and the governor breakpoint as described in Appendix 3. The maximum available reduced engine torque below the peak torque speed of the engine before imposition of the torque reduction shall not exceed the reduced torque at that speed.]
The low-level inducement system shall be activated when the vehicle becomes stationary for the first time after the conditions specified in Sections 6.3, 7.3, 8.5, and 9.4, have occurred.
The vehicle or engine manufacturer shall incorporate at least one of the severe inducement systems described in Sections 5.4.1, 5.4.2 and 5.4.3 and the ‘disable on time limit’ system described in Section 5.4.4.
The vehicle shall include a specific indicator on the dashboard that clearly informs the driver of the level of reagent in the reagent storage tank. The minimum acceptable performance level for the reagent indicator is that it shall continuously indicate the reagent level whilst the driver warning system referred to in Section 4 is activated to indicate problems with reagent availability. The reagent indicator may be in the form of an analogue or digital display, and may show the level as a proportion of the full tank capacity, the amount of remaining reagent, or the estimated driving distance remaining.
The reagent indicator shall be placed in close proximity to the fuel level indicator.
When the monitoring systems detects or, as appropriate, confirms that the reagent quality is incorrect, the driver warning system described in Section 4 shall be activated. When the warning system includes a message display system, it shall display a message indicating the reason for the warning (for example. ‘incorrect urea detected’, ‘incorrect AdBlue detected’, or ‘incorrect reagent detected’).
the level of reagent in the on-vehicle storage tank;
the flow of reagent or quantity of reagent injected at a position as close as technically possible to the point of injection into an exhaust after-treatment system.
Impeding of the EGR valve operation;
failures of the anti-tampering monitoring system, as described in Section 9.2.1.
A non-exhaustive list of sensors that affect the diagnostic capability are those directly measuring NOx concentration, urea quality sensors, ambient sensors, and sensors used for monitoring reagent dosing activity, reagent level, or reagent consumption.
The driver warning system described in Section 4 shall be activated in the case where any of the failures specified in Section 9.1 occurs, and shall indicate that an urgent repair is required. When the warning system includes a message display system, it shall display a message indicating either the reason for the warning (for example, ‘reagent dosing valve disconnected’, or ‘critical emission failure’).
algorithms and decision charts;
tests and/or simulation results;
reference to previously approved monitoring systems etc.
a demonstration of the warning system activation;
a demonstration of the low-level inducement system activation;
a demonstration of the severe inducement system activation.
Illustration of the content of the demonstration process in accordance with the provisions in Sections 3, 4 and 5
The compliance of an engine family or an OBD engine family with the requirements of this Annex may be demonstrated by testing one of the members of the family under consideration, provided that the manufacturer demonstrates to the approval authority that the monitoring systems necessary for complying with the requirements of this Annex are similar within the family.
The manufacturer shall provide the approval authority with a list of such potential failures.
The failure to be considered in the test shall be selected by the approval authority from this list referred to in Section 3.2.3.1.
[F1the warning system has been activated with a reagent availability greater or equal to 10 % of the capacity of the reagent tank;
the ‘ continuous ’ warning system has been activated with a reagent availability greater or equal to the value declared by the manufacturer according to the provisions of Section 6 of this Annex.]
[F1the approval authority shall select, in addition to the lack of reagent, one of the failures defined in Section 7, 8 or 9 of this Annex that has been previously used in the demonstration of the warning system;]
the manufacturer shall be permitted to simulate, in agreement with the approval authority, the achievement of a certain number of operating hours;
the achievement of the torque reduction required for low-inducement may be demonstrated at the same time as the general engine performance approval process performed in accordance with this Regulation. Separate torque measurement during the inducement system demonstration is not required in this case. The speed limitation required for severe inducement shall be demonstrated in accordance with the requirements of Section 5.
All definitions used in Annex X are applicable to this Appendix.
Activation of the driver warning system
Failure type | DTC status for activation of the warning system |
---|---|
Poor reagent quality | confirmed and active |
Low reagent consumption | potential (if detected after 10 hours), potential or confirmed and active otherwise |
Absence of dosing | confirmed and active |
Impeded EGR valve | confirmed and active |
Malfunction of the monitoring system | confirmed and active |
an incorrect reagent quality;
an incorrect reagent consumption;
an interruption of reagent dosing activity;
an impeded EGR valve;
a failure of the monitoring system as defined in point (b) of Section 9.1.
A single counter may accumulate the number of hours of 2 or more different malfunctions relevant to that type of counter.
If starting from zero, the counter shall begin counting as soon as a malfunction relevant to that counter is detected and the corresponding diagnostic trouble code (DTC) has the status described in Table 1.
The counter shall halt and hold its current value if a single monitoring event occurs and the malfunction that originally activated the counter is no longer detected or if the failure has been erased by a scan-tool or a maintenance tool.
If the counter stops counting when the severe inducement system is active, the counter shall be kept frozen at the value defined in Table 2.
In the case of a single monitoring system counter, that counter shall continue counting if a malfunction relevant to that counter has been detected and its corresponding Diagnostic trouble code (DTC) has the status ‘confirmed and active’. It shall halt and hold the value specified in Section 4.2.1.2, or 4.2.1.2.1 as appropriate, if no malfunction that would justify the counter activation is detected or if all the failures relevant to that counter have been erased by a scan-tool or a maintenance tool.
Counters and inducement
DTC status for first activation of the counter | Counter value for low-level inducement | Counter value for severe inducement | Frozen value held by the counter during the period just after severe inducement | |
---|---|---|---|---|
Reagent quality counter | confirmed and active | 10 hours | 20 hours | 18 hours |
Reagent consumption counter | potential or confirmed and active (see Table 1) | 10 hours | 20 hours | 18 hours |
Dosing counter | confirmed and active | 10 hours | 20 hours | 18 hours |
EGR valve counter | confirmed and active | 36 hours | 100 hours | 95 hours |
Monitoring system counter | confirmed and active | 36 hours | 100 hours | 95 hours |
Once frozen, the counter shall be reset to zero when the monitors relevant to that counter have run at least once to completion of their monitoring cycle without having detected a malfunction and no malfunction relevant to that counter has been detected during 36 engine operating hours since the counter was last held (see Figure 1).
The counter shall continue counting from the point at which it had been held if a malfunction relevant to that counter is detected during a period when the counter is frozen (see Figure 1).
Figure 1
Reactivation and resetting to zero of a counter after a period when its value has been frozen
use case 1: the driver continues operating the vehicle in spite of the warning until vehicle operation is disabled;
repair case 1 (‘adequate’ refilling): the driver refills the reagent tank so that a level above the 10 % threshold is reached. Warning and inducement are de-activated;
repair cases 2 and 3 (‘inadequate’ refilling): The warning system is activated. The level of warning depends on the amount of available reagent;
repair case 4 (‘very inadequate’ refilling): The low-level inducement is activated immediately.
use case 1: the driver continues operating the vehicle in spite of the warning until vehicle operation is disabled;
repair case 1 (‘bad’ or ‘dishonest’ repair): after disablement of the vehicle, the driver changes the quality of the reagent, but, soon after, changes it again for a poor quality one. The inducement system is immediately reactivated and vehicle operation is disabled after 2 engine operating hours;
repair case 2 (‘good’ repair): after disablement of the vehicle, the driver rectifies the quality of the reagent. However, some time afterwards, he refills again with a poor quality reagent. The warning, inducement, and counting processes restart from zero.
Use case 1: the driver continues operating the vehicle in spite of the warning until vehicle operation is disabled.
Repair case 1 (‘good’ repair): after disablement of the vehicle, the driver repairs the dosing system. However, some time afterwards, the dosing system fails again. The warning, inducement, and counting processes restart from zero.
Repair case 2 (‘bad’ repair): during the low-level inducement time (torque reduction), the driver repairs the dosing system. Soon after, however, the dosing system fails again. The low-level inducement system is immediately reactivated and the counter restarts from the value it had at the time of repair.
This diagram illustrates the provisions of Section 5.3 on torque reduction.
This Appendix applies when the vehicle manufacturer requests EC type-approval of a vehicle with an approved engine with regard to emissions and access to vehicle repair and maintenance information in accordance with this Regulation and Regulation (EC) No 595/2009.
In this case, and in addition to the installation requirements of Annex I, a demonstration of the correct installation is required. This demonstration shall be performed by the presentation to the approval authority of a technical case using evidence such as engineering drawings, functional analyses, and the results of previous tests.
Where appropriate, and if the manufacturer chooses, the evidence presented may include installations of systems or components on real or simulated vehicles, provided that the manufacturer can present evidence that the presented installation properly represents the standard that will be achieved in production.
The demonstration shall address the conformity of the following elements to the requirements of this Annex:
the installation on board the vehicle as regards its compatibility with the engine system (hardware, software and communication);
the warning and inducement systems (for example, pictograms, activation schemes, etc.);
the reagent tank and the elements (for example, sensors) mounted on the vehicle for the purpose of complying with this Annex.
Correct activation of the warning and inducement systems, and of the information storage and on-board and off-board communication systems, may be checked. No check of these systems shall require the dismounting of the engine system or components, nor shall it generate unnecessary testing burden by requiring processes such as changing of the urea quality or running of the vehicle or engine for long periods of time. In order to minimise the burden upon the vehicle manufacturer, electric disconnections and simulation of counters with high operating hours shall be selected as checks on these systems if possible.
the VIN (vehicle identification number);
the status of the warning system (active; non-active);
the status of the low-level inducement system (active; enabled; non-active);
the status of the severe inducement system (active; enabled; non-active);
[F1number of warm-up cycles and number of engine operating hours since recorded ‘NO x control information’ was cleared due to service or repair;]
the types of the counters relevant to this Annex (reagent quality, reagent consumption, dosing system, EGR valve, monitoring system) and the number of engine operating hours indicated by each of the these counters; in the case of multiple counters being used, the value to be considered for the purposes of the ‘NOx control information’ is the value of each of the counters relative to the failure under consideration having the highest value;
the DTCs associated with the malfunctions relevant to this Annex and their status (‘potential’, ‘confirmed and active’, etc.).
The fuel used shall be the one available on the market. In any case of dispute the fuel shall be the appropriate reference fuel specified in Annex IX to Regulation (EU) No 582/2011. Instead of above mentioned reference fuels, the reference fuels defined by the Coordinating European Council for the Development of performance Tests for Lubricants and Engine Fuels (hereinafter ‘CEC’), for petrol fuelled engines in CEC documents RF-01-A-84 and RF-01-A-85 may be used.
In the case of an engine with self-adapting fuelling Section 5.2.3.2.1 of UN/ECE Regulation No 85 shall be understood as follows:
The fuel used shall be the one available on the market. In any case of dispute the fuel shall be the appropriate reference fuel specified in Annex IX to Regulation (EU) No 582/2011. Instead of above mentioned reference fuels, the reference fuels specified in Annex 8 to this Regulation may be used.
In the case of an engine without self-adaptive fuelling Section 5.2.3.2.2 of UN/ECE Regulation No 85 shall be understood as follows:
The fuel used shall be the reference fuel specified in Annex IX to Regulation (EU) No 582/2011 or the reference fuels specified in Annex 8 to this Regulation may be used with the lowest C3- content, or
In the case of an engine with self-adaptive fuelling Section 5.2.3.3.1 of UN/ECE Regulation No 85 shall be understood as follows:
The fuel used shall be the one available on the market. In any case of dispute the fuel shall be the appropriate reference fuel specified in Annex IX to Regulation (EU) No 582/2011. Instead of above mentioned reference fuels, the reference fuels specified in Annex 8 to this Regulation may be used.
In the case of an engine without self-adaptive fuelling Section 5.2.3.3.2 of UN/ECE Regulation No 85 shall be understood as follows:
The fuel used shall be the one available on the market with a Wobbe index at least 52,6 MJm-3 (20 °C, 101,3 kPa). In case of dispute the fuel used shall be the reference fuel GR specified in Annex IX to Regulation (EU) No 582/2011.
In the case of an engine labelled for a specific range of fuels Section 5.2.3.3.3 of UN/ECE Regulation No 85 shall be understood as follows:
The fuel used shall be the one available on the market with a Wobbe index at least 52,6 MJm-3 (20 °C, 101,3 kPa) if the engine is labelled for the H-range of gases, or at least 47,2 MJm-3 (20 °C, 101,3 kPa) if the engine is labelled for the L-range of gases. In case of dispute the fuel used shall be the reference fuel GR specified in Annex IX to Regulation (EU) No 582/2011 if the engine is labelled for the H-range of gases, or the reference fuel G23 if the engine is labelled for the L-range of gases, i.e. the fuel with the highest Wobbe index for the relevant range, or
The fuel used shall be the one available on the market. In any case of dispute the fuel shall be the appropriate reference fuel specified in Annex IX to Regulation (EU) No 582/2011. Instead of above mentioned reference fuels, the reference fuel defined by the CEC, for compression-ignition engines in CEC document RF-03-A-84 may be used.
The requirements on engine-driven equipment differ between UN/ECE Regulation No 85 (power testing) and UN/ECE Regulation No 49 (emissions testing).
Annex I to Regulation (EC) No 595/2009 is replaced by the following:
a The admissible level of NO2 component in the NOx limit value may be defined at a later stage. | ||||||||
b A new measurement procedure shall be introduced before 31 December 2012. | ||||||||
c A particle number limit shall be introduced before 31 December 2012. | ||||||||
PI = Positive Ignition. CI = Compression Ignition.’ | ||||||||
Limit values | ||||||||
---|---|---|---|---|---|---|---|---|
CO(mg/kWh) | THC(mg/kWh) | NMHC(mg/kWh) | CH4(mg/kWh) | NOx a(mg/kWh) | NH3(ppm) | PM mass(mg/kWh) | PMb number(#/kWh) | |
WHSC (CI) | 1 500 | 130 | 400 | 10 | 10 | 8,0 × 1011 | ||
WHTC (CI) | 4 000 | 160 | 460 | 10 | 10 | 6,0 × 1011 | ||
WHTC (PI) | 4 000 | 160 | 500 | 460 | 10 | 10 | c |
Directive 2007/46/EC is amended as follows:
Annex I is amended as follows:
the following point 3.2.1.11 is inserted:
point 3.2.2.2 is replaced by the following:
the following point 3.2.2.2.1 is inserted:
the following point 3.2.8.3.3 is inserted:
the following point 3.2.9.2.1 is inserted:
the following point 3.2.9.3.1 is inserted:
the following point 3.2.9.7.1 is inserted:
the following point 3.2.12.1.1 is inserted:
If yes, description and drawings:
If no, compliance with Annex V to Regulation (EU) No 582/2011 required’;
in point 3.2.12.2.6.8.1 the following wording is added;
‘(not applicable to Euro VI)’;
the following point 3.2.12.2.6.8.1.1 is inserted:
in points 3.2.12.2.6.8.2 the following wording is added:
‘(not applicable to Euro VI)’;
the following point 3.2.12.2.6.8.2.1 is inserted:
the following points 3.2.12.2.6.9 and 3.2.12.2.6.9.1 are inserted:
the following points 3.2.12.2.7.0.1 to 3.2.12.2.7.0.8 are inserted:
(Euro VI only) Number of OBD engine families within the engine family
List of the OBD engine families (when applicable)
Number of the OBD engine family the parent engine / the engine member belongs to:
Manufacturer references of the OBD-Documentation required by Article 5(4)(c) and Article 9(4) of Regulation (EU) No 582/2011 and specified in Annex X to that Regulation for the purpose of approving the OBD system
When appropriate, manufacturer reference of the Documentation for installing in a vehicle an OBD equipped engine system
When appropriate, manufacturer reference of the documentation package related to the installation on the vehicle of the OBD system of an approved engine
Written description and/or drawing of the MI (6)
Written description and/or drawing of the OBD off-board communication interface (6)’;
the following points 3.2.12.2.7.6.5, 3.2.12.2.7.7 and 3.2.12.2.7.7.1 are inserted:
Component — Fault code — Monitoring strategy — Fault detection criteria — MI activation criteria — Secondary parameters — Preconditioning — Demonstration test
Catalyst – P0420 — Oxygen sensor 1 and 2 signals — Difference between sensor 1 and sensor 2 signals — 3rd cycle — Engine speed, engine load, A/F mode, catalyst temperature — Two Type 1 cycles — Type 1’;
the following points 3.2.12.2.8.1 to 3.2.12.2.8.8.3 are inserted:
(Euro VI only) Systems to ensure the correct operation of NOx control measures
(Euro VI only) Engine with permanent deactivation of the driver inducement, for use by the rescue services or in vehicles specified in Article 2(3)(b) of this Directive: yes/no
(Euro VI only) Number of OBD engine families within the engine family considered when ensuring the correct operation of NOx control measures
(Euro VI only) List of the OBD engine families (when applicable)
(Euro VI only) Number of the OBD engine family the parent engine / the engine member belongs to
(Euro VI only) Lowest concentration of the active ingredient present in the reagent that does not activate the warning system (CDmin): (% vol.)
(Euro VI only) When appropriate, manufacturer reference of the Documentation for installing in a vehicle the systems to ensure the correct operation of NOx control measures
Components on-board the vehicle of the systems ensuring the correct operation of NOx control measures
Activation of the creep mode:
“disable after restart” / “disable after fuelling” / “disable after parking” (7)
When appropriate, manufacturer reference of the documentation package related to the installation on the vehicle of the system ensuring the correct operation of NOx control measures of an approved engine
Written description and/or drawing of the warning signal (6)’;
the following points 3.2.17.8.1.0.1 and 3.2.17.8.1.0.2 are inserted:
(Euro VI only) Self adaptive feature? Yes/No (1)
(Euro VI only) Calibration for a specific gas composition NG-H/NG-L/NG-HL (1)
Transformation for a specific gas composition NG-Ht/NG-Lt/NG-HLt (1)’;
The following points 3.5.4 to 3.5.5.2 are inserted:
CO2 emissions for heavy duty engines (Euro VI only)
CO2 mass emissions WHSC test … g/kWh
CO2 mass emissions WHTC test: … g/kWh
Fuel consumption for heavy duty engines (Euro VI only)
Fuel consumption WHSC test: … g/kWh
Fuel consumption WHTC test: … g/kWh’;
Part I, Section A of Annex III is amended as follows:
the following point 3.2.1.11 is inserted:
point 3.2.2.2 is replaced by the following:
the following point 3.2.2.2.1 is inserted:
the following point 3.2.8.3.3 is inserted:
the following point 3.2.9.2.1 is inserted:
the following point 3.2.9.3.1 is inserted:
the following point 3.2.9.7.1 is inserted:
the following point 3.2.12.1.1 is inserted:
If yes, description and drawings:
If no, compliance with Annex V to Regulation (EU) No 582/2011 required’;
the following points 3.2.12.2.6.9 and 3.2.12.2.6.9.1 are inserted:
the following points 3.2.12.2.7.0.1 to 3.2.12.2.7.0.8 are inserted:
(Euro VI only) Number of OBD engine families within the engine family
(Euro VI only) List of the OBD engine families (when applicable)
(Euro VI only) Number of the OBD engine family the parent engine / the engine member belongs to:
(Euro VI only) Manufacturer references of the OBD-Documentation required by Article 5(4)(c) and Article 9(4) of Regulation (EU) No 582/2011 and specified in Annex X to that Regulation for the purpose of approving the OBD system
(Euro VI only) When appropriate, manufacturer reference of the Documentation for installing in a vehicle an OBD equipped engine system
(Euro VI only) When appropriate, manufacturer reference of the documentation package related to the installation on the vehicle of the OBD system of an approved engine
(Euro VI only) Written description and/or drawing of the MI (6)
(Euro VI only) Written description and/or drawing of the OBD off-board communication interface (6)’;
the following points 3.2.12.2.7.6.5, 3.2.12.2.7.7 and 3.2.12.2.7.7.1 are inserted:
Component — Fault code — Monitoring strategy — Fault detection criteria — MI activation criteria — Secondary parameters — Preconditioning — Demonstration test
Catalyst — P0420 — Oxygen sensor 1 and 2 signals — Difference between sensor 1 and sensor 2 signals — 3rd cycle — Engine speed, engine load, A/F mode, catalyst temperature — Two Type 1 cycles — Type 1’;
the following points 3.2.12.2.8.1 to 3.2.12.2.8.8.3 are inserted:
(Euro VI only) Systems to ensure the correct operation of NOx control measures
(Euro VI only) Engine with permanent deactivation of the driver inducement, for use by the rescue services or in vehicles specified in Article 2(3)(b) of this Directive: yes/no
(Euro VI only) Number of OBD engine families within the engine family considered when ensuring the correct operation of NOx control measures
(Euro VI only) List of the OBD engine families (when applicable)
(Euro VI only) Number of the OBD engine family the parent engine / the engine member belongs to
(Euro VI only) Lowest concentration of the active ingredient present in the reagent that does not activate the warning system (CDmin): (% vol.)
(Euro VI only) When appropriate, manufacturer reference of the Documentation for installing in a vehicle the systems to ensure the correct operation of NOx control measures
Components on-board the vehicle of the systems ensuring the correct operation of NOx control measures
Activation of the creep mode:
“disable after restart” / “disable after fuelling” / “disable after parking” (7)
When appropriate, manufacturer reference of the documentation package related to the installation on the vehicle of the system ensuring the correct operation of NOx control measures of an approved engine
Written description and/or drawing of the warning signal (6)’;
the following points 3.2.17.8.1.0.1 and 3.2.17.8.1.0.2 are inserted:
(Euro VI only) Self adaptive feature? Yes/No (1)
(Euro VI only) Calibration for a specific gas composition NG-H/NG-L/NG-HL (1)
Transformation for a specific gas composition NG-Ht/NG-Lt/NG-HLt (1)’;
the following points 3.5.4 to 3.5.5.2 are inserted:
(Euro VI only) CO2 emissions for heavy duty engines
(Euro VI only) CO2 mass emissions WHSC test: … g/kWh
(Euro VI only) CO2 mass emissions WHTC test: … g/kWh
(Euro VI only) Fuel consumption for heavy duty engines
(Euro VI only) Fuel consumption WHSC test: … g/kWh
(Euro VI only) Fuel consumption WHTC test: … g/kWh’.
Those requiring the right to duplicate or republish the information shall negotiate directly with the manufacturer concerned. Information for training material shall also be available, but may be presented through other media than websites.
Information on all parts of the vehicle, with which the vehicle, as identified by the vehicle identification number (VIN) and any additional criteria such as wheelbase, engine output, trim level or options, is equipped by the vehicle manufacturer and which can be replaced by spare parts offered by the vehicle manufacturer to its authorised repairers or dealers or third parties by means of reference to original equipment (OE) parts number, shall be made available in a database which is easily accessible to independent operators.
This database shall comprise the VIN, OE parts numbers, OE naming of the parts, validity attributes (valid-from and valid-to dates), fitting attributes and, where applicable, structuring characteristics.
The information on the database shall be regularly updated. The updates shall include in particular all modifications to individual vehicles after their production if this information is available to authorised dealers.
data shall be exchanged ensuring confidentiality, integrity and protection against replay;
the standard https//ssl-tls (RFC4346) shall be used;
security certificates in accordance with ISO 20828 shall be used for mutual authentication of independent operators and manufacturers;
the independent operator’s private key shall be protected by secure hardware.
The Forum on Access to Vehicle Information referred to in Article 2h shall specify the parameters for fulfilling these requirements in accordance with the state of the art. The independent operator shall be approved and authorised for this purpose on the basis of documents demonstrating that he pursues a legitimate business activity and has not been convicted of any criminal activity.
(Manufacturer): …
(Address of the manufacturer): …
Certifies that
it provides access to vehicle OBD and vehicle repair and maintenance information in compliance with the provisions of:
Article 6 of Regulation (EC) No 595/2009 and Article 2a of Regulation (EU) No 582/2011,
Article 4(6) of Regulation (EU) No 582/2011,
Annex I, Appendix 4, Section 16 of Regulation (EU) No 582/2011,
Annex X, Section 2.1 of Regulation (EU) No 582/2011,
Annex XVII of Regulation (EU) No 582/2011,
with respect to the types of vehicle, engine, pollution control device listed in attachment to this Certificate.
The following derogations are applied: Customer adaptations (16) — Small volume (16) — Carry-over systems (16) .
The principal website address through which the relevant information may be accessed and which is hereby certified to be in compliance with the above provisions are listed in an attachment to this Certificate along with the contact details of the responsible manufacturer’s representative whose signature is below.
Where applicable: The manufacturer hereby also certifies that it has complied with the obligation provided for in Article 3(1a) of Regulation (EU) No 582/2011 to provide the relevant information for previous approvals of these vehicle types no later than six months after the date of type-approval.
Done at [Place]
On [Date]
[Signature] [Position]
Annexes:
Website addresses,
Contact details.
Website addresses referred to by this Certificate:
Contact details of the manufacturer’s representative referred to by this Certificate:
A description of the type and number of the preconditioning cycles used for the original type-approval of the vehicle.
A description of the type of the OBD demonstration cycle used for the original type-approval of the vehicle for the component monitored by the OBD system.
A comprehensive document describing all sensed components with the strategy for fault detection and MI activation (fixed number of driving cycles or statistical method), including a list of relevant secondary sensed parameters for each component monitored by the OBD system and a list of all OBD output codes and format used (with an explanation of each code and format) associated with individual emission-related power-train components and individual non-emission related components, where monitoring of the component is used to determine MI activation. In particular, in the case of vehicle types that use a communication link in accordance with ISO 15765-4 ‘ Road vehicles — Diagnostics on controller area network (CAN) — Part 4: Requirements for emissions-related systems ’ , a comprehensive explanation for the data given in service $ 05 Test ID $ 21 to FF and the data given in service $ 06, and a comprehensive explanation for the data given in service $ 06 Test ID $ 00 to FF, for each OBD monitor ID supported, shall be provided.
In case other communication protocols standards are used, equivalent comprehensive explanation shall be provided.
This information may be provided in the form of a table, as follows:
Component | Fault code | Monitoring strategy | Fault detection criteria | MI activation criteria | Secondary parameters | Preconditioning | Demonstration test |
Catalyst | P0420 | Oxygen sensor 1 and 2 signals | Difference between sensor 1 and sensor 2 signals | 3rd cycle | Engine speed, engine load, A/F mode, catalyst temperature | Two Type 1 cycles | Type 1 |
In order to facilitate the provision of generic diagnostic tools for multi-make repairers, vehicle manufacturers shall make available the information referred to in points 3.1, 3.2 and 3.3 through their repair information websites. That information shall include all diagnostic tool functions and all the links to repair information and troubleshooting instructions. The access to the information may be subject to the payment of a reasonable fee.
The following information shall be required indexed against vehicle make, model and variant, or other workable definition such as VIN or vehicle and systems identification:
Any additional protocol information system necessary to enable complete diagnostics in addition to the standards prescribed in Point 4.7.3 of Annex 9B to UN/ECE Regulation No 49, including any additional hardware or software protocol information, parameter identification, transfer functions, ‘ keep alive ’ requirements, or error conditions.
Details of how to obtain and interpret all fault codes which are not in accordance with the standards prescribed in Point 4.7.3 of Annex 9B to UN/ECE Regulation No 49.
A list of all available live data parameters, including scaling and access information.
A list of all available functional tests, including device activation or control and the means to implement them.
Details of how to obtain all component and status information, time stamps, pending DTC and freeze frames.
Resetting adaptive learning parameters, variant coding and replacement component setup, and customer preferences.
ECU identification and variant coding.
Details of how to reset service lights.
Location of diagnostic connector and connector details.
Engine code identification.
The following information shall be required:
A description of tests to confirm its functionality, at the component or in the harness.
Test procedure including test parameters and component information.
Connection details including minimum and maximum input and output and driving and loading values.
Values expected under certain driving conditions including idling.
Electrical values for the component in its static and dynamic states.
Failure mode values for each of the above scenarios.
Failure mode diagnostic sequences including fault trees and guided diagnostics elimination.
The following information shall be required:
ECU and component initialisation (in the event of replacements being fitted).
Initialisation of new or replacement ECU’s where relevant using pass-through (re-) programming techniques.
Directive 2001/85/EC of the European Parliament and of the Council of 20 November 2001 relating to special provisions for vehicles used for the carriage of passengers comprising more than eight seats in addition to the driver’s seat, and amending Directives 70/156/EEC and 97/27/EC (OJ L 42, 13.2.2002, p. 1).
[F2Vehicle or vehicles in the case of a secondary engine.]
The failure classification rules are specified in Annex 9B to UN/ECE Regulation No 49.
This Section is subject to review after the end of the phase-in period specified in Article 4(7).
Delete where not applicable.
Delete where not applicable.
If the means of identification of type contains characters not relevant to describe the vehicle, component or separate technical unit types covered by this type-approval certificate such characters shall be represented in the document by the symbol: ‘?’ (e.g. ABC??123??).
[F2Delete where not applicable.]
Textual Amendments
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