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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;
[F1‘ 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 in accordance with the provisions set out in Annex 9B to UN/ECE Regulation No 49 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;
‘[F1Wobbe index (lower W l or upper W u )’ 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:
Which can also be expressed as
‘ λ-shift factor ’ (hereinafter ‘ Sλ ’ ) means an expression, specified in Section A.5.5.1 of Appendix 5 of Annex 4 to UNECE Regulation No 49, 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;]
‘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[F2;]
[F3‘ 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 [F1;] ]
[F4‘ diesel mode ’ means the normal operating mode of a dual-fuel engine during which the engine does not use any gaseous fuel for any engine operating condition;
‘ dual-fuel engine ’ means an engine system that is designed to simultaneously operate with diesel fuel and a gaseous fuel, both fuels being metered separately, where the consumed amount of one of the fuels relative to the other one may vary depending on the operation;
‘ dual-fuel mode ’ means the normal operating mode of a dual-fuel engine during which the engine simultaneously uses diesel fuel and a gaseous fuel at some engine operating conditions;
‘ dual-fuel vehicle ’ means a vehicle that is powered by a dual-fuel engine and that supplies the fuels used by the engine from separate on-board storage systems;
‘ service mode ’ means a special mode of a dual-fuel engine that is activated for the purpose of repairing, or of moving the vehicle from the traffic when operation in the dual-fuel mode is not possible;
‘ Gas Energy Ratio (GER) ’ means in case of a dual-fuel engine, the energy content of the gaseous fuel divided by the energy content of both fuels (diesel and gaseous), expressed as a percentage, the energy content of the fuels being defined as the lower heating value;
‘ average gas ratio ’ means the average Gas Energy Ratio calculated over a driving cycle;
‘type 1A dual-fuel engine’ means a dual-fuel engine that operates over the hot part of the WHTC test-cycle with an average gas ratio that is not lower than 90 per cent (GER WHTC ≥ 90 %), and that does not idle using exclusively diesel fuel, and that has no diesel mode;
‘type 1B dual-fuel engine’ means a dual-fuel engine that operates over the hot part of the WHTC test-cycle with an average gas ratio that is not lower than 90 per cent (GER WHTC ≥ 90 %), and that does not idle using exclusively diesel fuel in dual-fuel mode, and that has a diesel mode;
‘type 2A dual-fuel engine’ means a dual-fuel engine that operates over the hot part of the WHTC test-cycle with an average gas ratio between 10 per cent and 90 per cent (10 % < GER WHTC < 90 %) and that has no diesel mode or that operates over the hot part of the WHTC test-cycle with an average gas ratio that is not lower than 90 per cent (GER WHTC ≥ 90 %), but that idles using exclusively diesel fuel, and that has no diesel mode;
‘type 2B dual-fuel engine’ means a dual-fuel engine that operates over the hot part of the WHTC test-cycle with an average gas ratio between 10 per cent and 90 per cent (10 % < GER WHTC < 90 %) and that has a diesel mode or that operates over the hot part of the WHTC test-cycle with an average gas ratio that is not lower than 90 per cent (GER WHTC ≥ 90 %), but that can idle using exclusively diesel fuel in dual-fuel mode, and that has a diesel mode;
‘type 3B dual-fuel engine’ means a dual-fuel engine that operates over the hot part of the WHTC test-cycle with an average gas ratio that does not exceed 10 per cent (GER WHTC ≤ 10 %) and that has a diesel mode.]
Textual Amendments
F1 Substituted by Commission Regulation (EU) No 133/2014 of 31 January 2014 amending, for the purposes of adapting to technical progress as regards emission limits, Directive 2007/46/EC of the European Parliament and of the Council, Regulation (EC) No 595/2009 of the European Parliament and of the Council and Commission Regulation (EU) No 582/2011 (Text with EEA relevance).
F2 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).
F3 Inserted 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).
F4 Inserted by Commission Regulation (EU) No 133/2014 of 31 January 2014 amending, for the purposes of adapting to technical progress as regards emission limits, Directive 2007/46/EC of the European Parliament and of the Council, Regulation (EC) No 595/2009 of the European Parliament and of the Council and Commission Regulation (EU) No 582/2011 (Text with EEA relevance).
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. In the case of dual-fuel engines and vehicles, the manufacturer shall, in addition, comply with the requirements set out in Annex XVIII.]
[F31a. 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.]
[F12. In order to receive an 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 and, in the case of dual-fuel vehicles, with the additional installation requirements set out in Section 6 of Annex XVIII.
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 Section 5 of Annex VIII.
4. The provisions for alternative type-approval specified in point 2.4.1 of Annex X and point 2.1 of 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. Those provisions shall not apply to dual-fuel engines and vehicles either.
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 the off-cycle requirements set out in Article 14 and Annex VI to this Regulation. In the case of dual-fuel engines and vehicles, the provisions of Annex XVIII shall also apply.
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 for the purposes of obtaining universal fuel-range type-approval, a restricted fuel-range type-approval or a fuel-specific type-approval, the manufacturer shall ensure compliance with the requirements set out 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.
F515.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Textual Amendments
F1 Substituted by Commission Regulation (EU) No 133/2014 of 31 January 2014 amending, for the purposes of adapting to technical progress as regards emission limits, Directive 2007/46/EC of the European Parliament and of the Council, Regulation (EC) No 595/2009 of the European Parliament and of the Council and Commission Regulation (EU) No 582/2011 (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.
[F68. At the request of the manufacturer, until 31 December 2015 in the case of new types of vehicles or engines and until 31 December 2016 for all new vehicles sold, registered or put into service within the Union, alternative provisions for the monitoring of the DPF as set out in point 2.3.3.3 of Annex X may be used.]
Textual Amendments
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;
[F2(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[F1;]
[F4(j) where appropriate, the documentation packages necessary for the correct installation of the engine type-approved as a separate technical unit.]
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
F1 Substituted by Commission Regulation (EU) No 133/2014 of 31 January 2014 amending, for the purposes of adapting to technical progress as regards emission limits, Directive 2007/46/EC of the European Parliament and of the Council, Regulation (EC) No 595/2009 of the European Parliament and of the Council and Commission Regulation (EU) No 582/2011 (Text with EEA relevance).
F2 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).
F4 Inserted by Commission Regulation (EU) No 133/2014 of 31 January 2014 amending, for the purposes of adapting to technical progress as regards emission limits, Directive 2007/46/EC of the European Parliament and of the Council, Regulation (EC) No 595/2009 of the European Parliament and of the Council and Commission Regulation (EU) No 582/2011 (Text with EEA relevance).
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.
[F41a. As an alternative to the procedure provided for in paragraph 1, the approval authority shall grant an EC type-approval of an engine system or engine family as a separate technical unit if all the following conditions are fulfilled:
(a) a type-approval of an engine system or engine family as separate technical unit has already been granted in accordance with UNECE Regulation No 49 at the moment of the application for EC type-approval;
(b) the requirements set out in Articles 2a to 2f of this Regulation on access to vehicle OBD and vehicle repair and maintenance information and applicable to the engine system or engine family are met;
(c) the requirements set out in point 6.2 of Annex X to this Regulation are met during the transitional period specified in Article 4(7);
(d) all other exceptions set out in points 3.1 and 5.1 of Annex VII to this Regulation, points 2.1 and 6.1 of Annex X to this Regulation, points 2, 4.1, 5.1, 7.1, 8.1 and 10 of Annex XIII to this Regulation, and point 1 of Appendix 6 to Annex XIII to this Regulation apply.]
[F12. When granting an EC type-approval under paragraphs 1 and 1a, the approval authority shall issue an EC type-approval certificate using the model set out in Appendix 5 to Annex I.]
Textual Amendments
F1 Substituted by Commission Regulation (EU) No 133/2014 of 31 January 2014 amending, for the purposes of adapting to technical progress as regards emission limits, Directive 2007/46/EC of the European Parliament and of the Council, Regulation (EC) No 595/2009 of the European Parliament and of the Council and Commission Regulation (EU) No 582/2011 (Text with EEA relevance).
F2 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).
F4 Inserted by Commission Regulation (EU) No 133/2014 of 31 January 2014 amending, for the purposes of adapting to technical progress as regards emission limits, Directive 2007/46/EC of the European Parliament and of the Council, Regulation (EC) No 595/2009 of the European Parliament and of the Council and Commission Regulation (EU) No 582/2011 (Text with EEA relevance).
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;
[F2(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.
[F41a. As an alternative to the procedure provided for in paragraph 1, 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 if all the following conditions are fulfilled:
(a) a type-approval of a vehicle with an approved engine system has already been granted in accordance with UNECE Regulation No 49 at the moment of the application for EC type-approval;
(b) the requirements set out in Articles 2a to 2f of this Regulation on access to vehicle OBD and vehicle repair and maintenance information are met;
(c) the requirements in point 6.2 of Annex X to this Regulation are met during the transitional period specified in Article 4(7);
(d) all other exceptions set out in points 3.1 and 5.1 of Annex VII to this Regulation, points 2.1 and 6.1 of Annex X to this Regulation, points 2, 4.1, 5.1, 7.1, 8.1 and 10 of Annex XIII to this Regulation, and point 1 of Appendix 6 to Annex XIII to this Regulation apply.]
[F12. When granting an EC type-approval under paragraphs 1 and 1a, the approval authority shall issue an EC type-approval certificate using the model set out in Appendix 6 to Annex I.]
Textual Amendments
F1 Substituted by Commission Regulation (EU) No 133/2014 of 31 January 2014 amending, for the purposes of adapting to technical progress as regards emission limits, Directive 2007/46/EC of the European Parliament and of the Council, Regulation (EC) No 595/2009 of the European Parliament and of the Council and Commission Regulation (EU) No 582/2011 (Text with EEA relevance).
F4 Inserted by Commission Regulation (EU) No 133/2014 of 31 January 2014 amending, for the purposes of adapting to technical progress as regards emission limits, Directive 2007/46/EC of the European Parliament and of the Council, Regulation (EC) No 595/2009 of the European Parliament and of the Council and Commission Regulation (EU) No 582/2011 (Text with EEA relevance).
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.
[F41a. As an alternative to the procedure provided for in paragraph 1, the approval authority shall grant an EC type-approval of a vehicle with regard to emissions and access to vehicle repair and maintenance information if all the following conditions are fulfilled:
(a) a type-approval of a vehicle has already been granted in accordance with UNECE Regulation No 49 at the moment of the application for EC type-approval;
(b) the requirements set out in Articles 2a to 2f of this Regulation on access to vehicle OBD and vehicle repair and maintenance information are met;
(c) the requirements set out in point 6.2 of Annex X to this Regulation are met during the transitional period specified in Article 4(7);
(d) all other exceptions set out in points 3.1 and 5.1 of Annex VII to this Regulation, points 2.1 and 6.1 of Annex X to this Regulation, points 2, 4.1, 5.1, 7.1, 8.1 and 10 of Annex XIII to this Regulation, and point 1 of Appendix 6 to Annex XIII to this Regulation apply.]
[F12. When granting an EC type-approval under paragraphs 1 and 1a, the approval authority shall issue an EC type-approval certificate using the model set out in Appendix 7 to Annex I.]
Textual Amendments
F1 Substituted by Commission Regulation (EU) No 133/2014 of 31 January 2014 amending, for the purposes of adapting to technical progress as regards emission limits, Directive 2007/46/EC of the European Parliament and of the Council, Regulation (EC) No 595/2009 of the European Parliament and of the Council and Commission Regulation (EU) No 582/2011 (Text with EEA relevance).
F4 Inserted by Commission Regulation (EU) No 133/2014 of 31 January 2014 amending, for the purposes of adapting to technical progress as regards emission limits, Directive 2007/46/EC of the European Parliament and of the Council, Regulation (EC) No 595/2009 of the European Parliament and of the Council and Commission Regulation (EU) No 582/2011 (Text with EEA relevance).
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;
[F2(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.[F2The 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.
[F23. 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.
[F1The test conditions shall comply with the requirements set out in Section 6 of Annex 4 to UNECE 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
F1 Substituted by Commission Regulation (EU) No 133/2014 of 31 January 2014 amending, for the purposes of adapting to technical progress as regards emission limits, Directive 2007/46/EC of the European Parliament and of the Council, Regulation (EC) No 595/2009 of the European Parliament and of the Council and Commission Regulation (EU) No 582/2011 (Text with EEA relevance).
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 compressed natural gas/biomethane (CNG) 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 (S λ ). Natural gases with a λ-shift factor between 0,89 and 1,08 (0,89 ≤ S λ ≤ 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 ≤ S λ ≤ 1,19) are considered to belong to L-range. The composition of the reference fuels reflects the extreme variations of S λ .
The parent engine shall meet the requirements of this Regulation on the reference fuels G R (fuel 1) and G 25 (fuel 2), as specified in Annex IX, without any manual readjustment to the engine fuelling system between the two tests (self-adaptation is required). 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 paragraph 7.6.1 of Annex 4 to UNECE Regulation No 49.
In the case of liquefied natural gas/biomethane (LNG) the parent engine shall meet the requirements of this Regulation on the reference fuels G R (fuel 1) and G 20 (fuel 2), as specified in Annex IX, without any manual readjustment to the engine fuelling system between the two tests (self-adaptation is required). 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 paragraph 7.6.1 of Annex 4 to UN/ECE Regulation No 49.]
or,
and,
In the case of LPG there are variations in C 3 /C 4 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 paragraph 7.6.1 of Annex 4 to UNECE Regulation No 49.]
A restricted fuel range type-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 G R (fuel 1) and G 23 (fuel 3) for the H-range of gases and G 25 (fuel 2) and G 23 (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 paragraph 7.6.1 of Annex 4 to UNECE Regulation No 49.]
, or
, and
The parent engine shall meet the emission requirements on the reference fuels G R and G 25 in the case of CNG, on the reference fuels G R and G 20 in the case of LNG, or on 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 a natural gas/biomethane 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;
H t 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;
L t 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;
HL t 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;
CNG fr in all other cases where the engine is fuelled with CNG/biomethane and designed for operation on one restricted gas fuel range composition;
LNG fr in the cases where the engine is fuelled with LNG and designed for operation on one restricted gas fuel range composition;
LPG fr in the cases where the engine is fuelled with LPG and designed for operation on one restricted gas fuel range composition;
LNG 20 in case of the engine being approved and calibrated for a specific LNG composition resulting in a λ-shift factor not differing by more than 3 per cent the λ-shift factor of the G 20 gas specified in Annex IX, and the ethane content of which does not exceed 1.5 per cent;
LNG in case of the engine being approved and calibrated for any other LNG composition;
for dual-fuel engines, the approval mark shall contain a series of digits after the national symbol, the purpose of which is to distinguish for which dual-fuel engine type and with which range of gases the approval has been granted. The series of digits will be constituted of two digits identifying the dual-fuel engine type as defined in Article 2, followed by the letter or letters specified in point (c) of this point, corresponding to the natural gas/biomethane composition used by the engine. The two digits identifying the dual-fuel engine types as defined in Article 2 are the following:
1A for dual-fuel engines of Type 1A;
1B for dual-fuel engines of Type 1B;
2A for dual-fuel engines of Type 2A;
2B for dual-fuel engines of Type 2B;
3B for dual-fuel engines of Type 3B;
for diesel fuelled CI engines, the approval mark shall contain the letter ‘ D ’ after the national symbol;
for ethanol (ED95) fuelled CI engines the approval mark shall contain the letters ‘ ED ’ after the national symbol;
for ethanol (E85) fuelled PI engines the approval mark shall contain ‘ E85 ’ after the national symbol;
for petrol fuelled PI engines the approval mark shall contain the letter ‘ P ’ after the national symbol.
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 Croatia]
for Slovenia
for Slovakia
for Estonia
for Latvia
for Bulgaria
for Lithuania
for Cyprus
for Malta
[F1The 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 letter indicating the emission stage for which the EC type-approval has been granted.
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.
In addition to the marking on the engine, the EC approval mark may also be retrievable via the instrument cluster. It shall then be readily available for inspection and the access instructions included in the user manual of the vehicle.]
Appendix 8 gives examples of the EC type-approval mark.
Textual Amendments
F7 Inserted by Commission Regulation (EU) No 519/2013 of 21 February 2013 adapting certain regulations and decisions in the fields of free movement of goods, freedom of movement for persons, right of establishment and freedom to provide services, company law, competition policy, agriculture, food safety, veterinary and phytosanitary policy, fisheries, transport policy, energy, taxation, statistics, social policy and employment, environment, customs union, external relations, and foreign, security and defence policy, by reason of the accession of Croatia.
In the case of natural gas/biomethane and LPG fuelled engines with a restricted fuel-range 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[F1;]
[F4the installation of a dual-fuel engine type-approved as a separate technical unit on a vehicle shall, in addition, meet the specific installation requirements set out in paragraph 6 of Annex 15 to UNECE Regulation No 49 and the manufacturer’s installation requirements set out in Section 7 of Annex XVIII to this Regulation.]
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 paragraph 5.2 of Annex 4 to UNECE Regulation No 49, and, in the case of dual-fuel engines and vehicles, with paragraph 3.1 of Annex 15 to UNECE Regulation No 49.
The parent engine of the family shall be selected in accordance with the requirements set out in paragraph 5.2.4 of Annex 4 to UNECE Regulation No 49 and, in the case of dual-fuel engines and vehicles, with paragraph 3.1.2 of Annex 15 to UNECE 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 ≤ S λ ≤ 1,00);
for L marked engines with a market fuel within the L-range (1,00 ≤ S λ ≤ 1,19);
for HL marked engines with a market fuel within the extreme range of the λ-shift factor (0,89 ≤ S λ ≤ 1,19).
However, at the manufacturer’s request, the reference fuels specified in Annex IX may be used. This implies tests as described in Section 1 of this Annex.
In the case of a dispute caused by the non-compliance of gas fuelled engines, including dual-fuel engines, when using a market fuel, the tests shall be performed with each reference fuel on which the parent engine has been tested, and with the possible additional third fuel as referred to in points 1.1.4.1 and 1.2.1.1 on which the parent engine may have been tested. Where applicable, the result shall be converted by a calculation applying the relevant factors ‘r’, ‘r a ’ or ‘r b ’ as described in points 1.1.5, 1.1.6.1 and 1.2.1.2. If r, ra or rb are less than 1, no correction shall take place. The measured results and, where applicable, the calculated results shall demonstrate that the engine meets the limit values with all relevant fuels (for example, fuels 1, 2 and fuel 3 in the case of natural gas engines and fuels A and B in the case of LPG engines).
An engine shall be randomly taken from series production and subjected to the tests described in Annex 9B to UNECE Regulation No 49. A dual-fuel engine shall be operated in dual-fuel mode and, where applicable, in diesel mode. 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.
information on the operation of all AES and BES, including a description of the parameters that are modified by any AES and the boundary conditions under which the AES operate, and indication of which AES and BES are likely to be active under the conditions of the test procedures set out in Annex VI;
a description of the fuel system control logic, timing strategies and switch points during all modes of operation;
a full description of the inducement system required by Annex XIII, including the associated monitoring strategies;
the description of the anti-tampering measures considered in point (b) of Article 5(4) and in point (a) of Article 7(4).]
[F1In paragraph A.1.3 of Appendix 1 to UNECE Regulation No 49, the reference to paragraph 5.3 shall be understood as reference to the table of Annex I to Regulation (EC) No 595/2009.
In paragraph A.1.3 of Appendix 1 to UNECE Regulation No 49, the reference to Figure 1 in paragraph 8.3 shall be understood as reference to Figure 1 of Annex I to this Regulation.]
[F1In paragraph A.2.3 of Appendix 2 to UNECE Regulation No 49, the reference to paragraph 5.3 shall be understood as reference to the table of Annex I to Regulation (EC) No 595/2009.]
[F1In paragraph A.3.3 of Appendix 3 to UNECE Regulation No 49, the reference to paragraph 5.3 shall be understood as reference to the table of Annex I to Regulation (EC) No 595/2009.
In paragraph A.3.3 of Appendix 3 to UNECE Regulation No 49, the reference to Figure 1 in paragraph 8.3 shall be understood as reference to Figure 1 of Annex I to this Regulation.
In paragraph A.3.5 of Appendix 3 to UNECE Regulation No 49, the reference to paragraph 8.3.2 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 | ||||||||||||||||||||||||||||||||||
[F13.2.1.1. | Working principle: positive ignition/compression ignition/dual-fuel ( 1 ) Cycle four stroke/two stroke/rotary ( 1 ): | ] | |||||||||||||||||||||||||||||||||
[F43.2.1.1.1. | Type of dual-fuel engine: Type 1A/Type 1B/Type 2A/Type 2B/Type 3B ( 1 ) ( d1 ) | ||||||||||||||||||||||||||||||||||
3.2.1.1.2. | Gas Energy Ratio over the hot part of the WHTC test-cycle: … % ( d1 ) | ] | |||||||||||||||||||||||||||||||||
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 | ||||||||||||||||||||||||||||||||||
[F43.2.1.6.2. | Idle on Diesel: yes/no ( 1 )( d1 ) | ] | |||||||||||||||||||||||||||||||||
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 | ||||||||||||||||||||||||||||||||||
[F13.2.2.2. | Heavy duty vehicles Diesel/Petrol/LPG/NG-H/NG-L/NG-HL/Ethanol (ED95)/Ethanol (E85)/LNG/LNG 20 ( 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 | ||||||||||||||||||||||||||||||||||
[F13.2.4.2. | By fuel injection (compression ignition or dual fuel 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) | ||||||||||||||||||||||||||||||||||
[ F8 ] | |||||||||||||||||||||||||||||||||||
[F13.2.9.7.1. | Acceptable exhaust system volume (vehicle and engine system): … dm 3 | ] | |||||||||||||||||||||||||||||||||
[F43.2.9.7.2. | Volume of the exhaust system that is part of the engine system: … dm 3 | ] | |||||||||||||||||||||||||||||||||
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 | ||||||||||||||||||||||||||||||||||
[F43.2.12.2.7.8.0. | Alternative approval as provided for in point 2.4.1 of Annex X to Regulation (EU) No 582/2011 used: yes/no ( 1 ) | ] | |||||||||||||||||||||||||||||||||
[F13.2.12.2.8. | Other systems (description and operation) | ] | |||||||||||||||||||||||||||||||||
3.2.12.2.8.1. | Systems to ensure the correct operation of NOx control measures | ||||||||||||||||||||||||||||||||||
[F13.2.12.2.8.2. | Driver inducement system | ] | |||||||||||||||||||||||||||||||||
[F43.2.12.2.8.2.1. | Engine with permanent deactivation of the driver inducement, for use by the rescue services or in vehicles specified in point (b) of Article 2(3) of Directive 2007/46/EC: yes/no ( 1 ) | ||||||||||||||||||||||||||||||||||
3.2.12.2.8.2.2. | Activation of the creep mode ‘disable after restart’/‘disable after fuelling’/‘disable after parking’ ( 7 ) ( 1 ) | ] | |||||||||||||||||||||||||||||||||
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 | ||||||||||||||||||||||||||||||||||
[F43.2.12.2.8.3.1. | List of the OBD engine families within the engine family considered when ensuring the correct operation of NO x control measures (where applicable) | OBD engine family 1: … OBD engine family 2: … Etc … | |||||||||||||||||||||||||||||||||
3.2.12.2.8.3.2. | Number of the OBD engine family the parent engine/the engine member belongs to | ] | |||||||||||||||||||||||||||||||||
[ F8 ] | |||||||||||||||||||||||||||||||||||
[F13.2.12.2.8.5. | Reference number of the OBD engine family considered when ensuring the correct operation of NO x control measures 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 | ||||||||||||||||||||||||||||||||||
[F43.2.12.2.8.8.4. | Alternative approval as provided for in point 2.1 of Annex XIII to Regulation (EU) No 582/2011 used: yes/no ( 1 ) | ||||||||||||||||||||||||||||||||||
3.2.12.2.8.8.5. | Heated/non-heated reagent tank and dosing system (see paragraph 2.4 of Annex 11 to UNECE Regulation No 49) | ] | |||||||||||||||||||||||||||||||||
[F13.2.17. | Specific information related to gas and dual fuel engines for heavy-duty vehicles (in the case of systems laid out in a different manner, supply equivalent information)(where applicable) | ] | |||||||||||||||||||||||||||||||||
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. |
| ||||||||||||||||||||||||||||||||||
[F43.2.17.9. | Where appropriate, manufacturer reference of the documentation for installing the dual-fuel engine in a vehicle ( d1 ) | ] | |||||||||||||||||||||||||||||||||
3.5.4. | CO2 emissions for heavy duty engines | ||||||||||||||||||||||||||||||||||
[F13.5.4.1. | CO 2 mass emissions WHSC test ( d3 ): … g/kWh | ||||||||||||||||||||||||||||||||||
3.5.4.2. | CO 2 mass emissions WHSC test in diesel mode ( d2 ): … g/kWh | ] | |||||||||||||||||||||||||||||||||
[F43.5.4.3. | CO 2 mass emissions WHSC test in dual-fuel mode ( d1 ): … g/kWh | ||||||||||||||||||||||||||||||||||
3.5.4.4. | CO 2 mass emissions WHTC test ( 5 )( d3 ): … g/kWh | ||||||||||||||||||||||||||||||||||
3.5.4.5. | CO 2 mass emissions WHTC test in diesel mode ( 5 )( d2 ): … g/kWh | ||||||||||||||||||||||||||||||||||
3.5.4.6. | CO 2 mass emissions WHTC test in dual-fuel mode ( 5 )( d1 ): … g/kWh | ] | |||||||||||||||||||||||||||||||||
3.5.5. | Fuel consumption for heavy duty engines | ||||||||||||||||||||||||||||||||||
[F13.5.5.1. | Fuel consumption WHSC test ( d3 ): … g/kWh | ||||||||||||||||||||||||||||||||||
3.5.5.2. | Fuel consumption WHSC test in diesel mode ( d2 ): … g/kWh | ] | |||||||||||||||||||||||||||||||||
[F43.5.5.3. | Fuel consumption WHSC test in dual-fuel mode ( d1 ): … g/kWh | ||||||||||||||||||||||||||||||||||
3.5.5.4. | Fuel consumption WHTC test ( 5 )( d3 ) … g/kWh | ||||||||||||||||||||||||||||||||||
3.5.5.5. | Fuel consumption WHTC test in diesel mode ( 5 )( d2 ): … g/kWh | ||||||||||||||||||||||||||||||||||
3.5.5.6. | Fuel consumption WHTC test in dual-fuel mode ( 5 )( d1 ): … 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) |
Textual Amendments
F8 Deleted by Commission Regulation (EU) No 133/2014 of 31 January 2014 amending, for the purposes of adapting to technical progress as regards emission limits, Directive 2007/46/EC of the European Parliament and of the Council, Regulation (EC) No 595/2009 of the European Parliament and of the Council and Commission Regulation (EU) No 582/2011 (Text with EEA relevance).
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 | ||||||
[F43.2.2.4.1. | Dual-fuel vehicle: yes/no ( 1 ) | ] | |||||
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 | ||||||
[F13.2.9.7. | Complete exhaust system volume (vehicle and engine system): … dm 3 | ||||||
3.2.9.7.1. | Acceptable exhaust system volume (vehicle and engine system): … dm 3 | ] | |||||
3.2.12.2.7. | On-board-diagnostic (OBD) system | ||||||
[ F8 | |||||||
F8 | |||||||
F8 | |||||||
F8 | |||||||
F8 ] | |||||||
[F43.2.12.2.7.8. | OBD components on-board the vehicle | ||||||
3.2.12.2.7.8.0. | Alternative approval as provided for in point 2.4.1 of Annex X to Regulation (EU) No 582/2011 used. yes/no ( 1 ) | ||||||
3.2.12.2.7.8.1. | List of OBD components on-board the vehicle | ||||||
3.2.12.2.7.8.2. | Written description and/or drawing of the MI ( 6 ) | ||||||
3.2.12.2.7.8.3. | Written description and/or drawing of the OBD off-board communication interface ( 6 ) | ] | |||||
[F13.2.12.2.8. | Other systems (description and operation) | ] | |||||
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 | ||||||
[F13.2.12.2.8.1. | Systems to ensure the correct operation of NO x control measures | ||||||
3.2.12.2.8.2. | Driver inducement system | ] | |||||
[F43.2.12.2.8.2.1. | Engine with permanent deactivation of the driver inducement, for use by the rescue services or in vehicles specified in point (b) of Article 2(3) of Directive 2007/46/EC: yes/no ( 1 ) | ||||||
3.2.12.2.8.2.2. | Activation of the creep mode ‘disable after restart’/‘disable after fuelling’/‘disable after parking’ ( 7 )( 1 ) | ] | |||||
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 | ||||||
[ F8 | |||||||
F8 ] | |||||||
[F43.2.12.2.8.8. | Components on-board the vehicle of the systems ensuring the correct operation of NO x control measures | ||||||
3.2.12.2.8.8.1. | List of components on-board the vehicle of the systems ensuring the correct operation of NO x control measures | ||||||
3.2.12.2.8.8.2. | Where appropriate, manufacturer reference of the documentation package related to the installation on the vehicle of the system ensuring the correct operation of NO x control measures of an approved engine | ||||||
3.2.12.2.8.8.3. | Written description and/or drawing of the warning signal ( 6 ) | ||||||
3.2.12.2.8.8.4. | Alternative approval as provided for in point 2.1. of Annex XIII to Regulation (EU) No 582/2011 used: yes/no ( 1 ) | ||||||
3.2.12.2.8.8.5. | Heated/non heated reagent tank and dosing system (see paragraph 2.4 of Annex 11 to UNECE Regulation No 49) | ] |
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.
[F1Table 1 | |||||
Equipment | Idle | Low Speed | High Speed | Preferred Speed( 2 ) | n95h |
---|---|---|---|---|---|
P a Auxiliaries/equipment required according to UNECE Reg. 49, annex 4, appendix 6 | |||||
P b Auxiliaries/equipment not required according to UNECE Reg. 49, annex 4, appendix 6 | ] |
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):
[F1Category of engine: Diesel/Petrol/LPG/NG-H/NG-L/NG-HL/Ethanol (ED95)/Ethanol (E85)/LNG/LNG 20 ( 1 ):]
[F4Type of dual-fuel engine: Type 1A/Type 1B/Type 2A/Type 2B/Type 3B ( 1 )( d1 ):]
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]
WHSC test
WHSC test (if applicable) ( 10 )( d5 ) | |||||||
---|---|---|---|---|---|---|---|
DF | CO | THC | NMHC ( d4 ) | NO X | PM Mass | NH 3 | PM Number |
Mult/add ( 1 ) | |||||||
Emissions | CO (mg/kWh) | THC (mg/kWh) | NMHC ( d4 ) (mg/kWh) | NO x (mg/kWh) | PM Mass (mg/kWh) | NH 3 ppm | PM Number (#/kWh) |
Test result | |||||||
Calculated with DF | |||||||
CO 2 mass emission: … g/kWh | |||||||
Fuel consumption … g/kWh] |
WHTC Test
WHTC test ( 10 )( d5 ) | ||||||||
---|---|---|---|---|---|---|---|---|
DF | CO | THC | NMHC ( d4 ) | CH4 ( d4 ) | NO x | PM Mass | NH 3 | PM Number |
Mult/add ( 1 ) | ||||||||
Emissions | CO (mg/kWh) | THC (mg/kWh) | NMHC ( d4 ) (mg/kWh) | CH4 ( d4 ) (mg/kWh) | NO x (mg/kWh) | PM Mass (mg/kWh) | NH 3 ppm | PM Number (#/kWh) |
Cold start | ||||||||
Hot start w/o regeneration | ||||||||
Hot start with regeneration ( 1 ) | ||||||||
k r,u (mult/add) ( 1 ) | ||||||||
k r,d (mult/add) ( 1 ) | ||||||||
Weighted test result | ||||||||
Final test result with DF | ||||||||
CO 2 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):
[F1Category of engine: Diesel/Petrol/LPG/NG-H/NG-L/NG-HL/Ethanol (ED95)/Ethanol (E85)/LNG/LNG 20 ( 1 ):]
[F4Type of dual-fuel engine: Type 1A/Type 1B/Type 2A/Type 2B/Type 3B ( 1 )( d1 ):]
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]
WHSC test
WHSC test (if applicable) ( 10 )( d5 ) | |||||||
---|---|---|---|---|---|---|---|
DF | CO | THC | NMHC ( d4 ) | NO X | PM Mass | NH 3 | PM Number |
Mult/add( 1 ) | |||||||
Emissions | CO (mg/kWh) | THC (mg/kWh) | NMHC ( d4 ) (mg/kWh) | NO x (mg/kWh) | PM Mass (mg/kWh) | NH 3 ppm | PM Number (#/kWh) |
Test result | |||||||
Calculated with DF | |||||||
CO 2 mass emission: … g/kWh | |||||||
Fuel consumption: … g/kWh] |
WHTC test
WHTC test ( 10 )( d5 ) | ||||||||
---|---|---|---|---|---|---|---|---|
DF | CO | THC | NMHC ( d4 ) | CH4 ( d4 ) | NO x | PM Mass | NH 3 | PM Number |
Mult/add ( 1 ) | ||||||||
Emissions | CO (mg/kWh) | THC (mg/kWh) | NMHC ( d4 ) (mg/kWh) | CH4 ( d4 ) (mg/kWh) | NO x (mg/kWh) | PM Mass (mg/kWh) | NH 3 ppm | PM Number (#/kWh) |
Cold start | ||||||||
Hot start w/o regeneration | ||||||||
Hot start with regeneration( 1 ) | ||||||||
k r,u (mult/add)( 1 ) | ||||||||
k r,d (mult/add)( 1 ) | ||||||||
Weighted test result | ||||||||
Final test result with DF | ||||||||
CO 2 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 is a 2B dual-fuel, designed for operation on both the H-range and the L-range of gases, that has been approved in Belgium (e6) according to the emission stage C, as set out in Appendix 9 of this Annex.]
[F6Table 1 | ||||||||
Key: | ||||||||
a ‘NO x 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 2.1.1 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. | ||||||||
f ‘ CO OTL ’ monitoring requirements as set out in Table 2 of Annex X. | ||||||||
g IUPR ‘ Phase-in ’ requirements as set out in points 6.4.4, 6.5.5 and 6.5.5.1 of Annex X. | ||||||||
h IUPR ‘ General ’ requirements as set out in Section 6 of Annex X. | ||||||||
i For positive-ignition engines and vehicles equipped with such engines. | ||||||||
j For compression-ignition engines and vehicles equipped with such engines. | ||||||||
l Only applicable to positive-ignition engines and vehicles equipped with such engines.] | ||||||||
Character | NO x OTL a | PM OTL b | CO OTL f | IUPR | Reagent quality and consumption | Implementation dates: new types | Implementation dates: all vehicles | Last date of registration |
---|---|---|---|---|---|---|---|---|
A | Row ‘ phase-in period ’ of Table 1 or Table 2 | Performance monitoring c | Phase-in g | Phase in d | 31.12.2012 | 31.12.2013 | 31.8.2015 i 30.12.2016 j | |
B l | Row ‘ phase-in period ’ of Table 2 | Row ‘ phase-in period ’ of Table 2 | Phase-in g | Phase in d | 1.9.2014 | 1.9.2015 | 30.12.2016 | |
C | Row ‘ general requirements ’ of Table 1 or Table 2 | Row ‘ general requirements ’ of Table 1 | Row ‘ general requirements ’ of Table 2 | General h | General e | 31.12.2015 | 31.12.2016 |
A PEMS tests shall be performed in dual-fuel mode.
In the case of Type 1B, Type 2B and Type 3B dual-fuel engines, an additional PEMS test shall be performed in Diesel mode on the same engine and vehicle immediately after, or before, a PEMS test is performed in dual-fuel mode.
In that case, the pass or fail decision of the lot considered in the statistical procedure specified in this Annex shall be based on the following:
a pass decision is reached for an individual vehicle if both the PEMS test in dual-fuel mode and the PEMS test in Diesel mode have concluded a pass;
a fail decision is reached for an individual vehicle if either the PEMS test in dual-fuel mode or the PEMS test in Diesel mode has concluded a fail.]
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 [F1The recorded value shall be either (a) the net brake engine torque in accordance with point 2.4.4 of this Appendix or (b) the net brake engine torque calculated from the torque values in accordance with point 2.4.4 of this Appendix.] | ||
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 (CAN) bus of the vehicle to access the ECU data specified in Table 1 of Appendix 5 of Annex 9B to UNECE Regulation No 49 and broadcasted on the CAN according to standard protocols, such as SAE J1939, J1708 or ISO 15765-4. It may calculate the net brake engine torque or perform unit conversions.]
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.
[F1The sample probe shall be installed in the exhaust pipe in accordance with the requirements set out in paragraph 9.3.10 of Annex 4 to UNECE 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 set out in paragraph 9.3.3 of Annex 4 to UNECE Regulation No 49. A linearity check shall have been performed within three months before the actual test.]
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 set out in paragraph 9.3.3 of Annex 4 to UNECE 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.
[F1If drift correction is applied in accordance with point 2.7.4, the corrected concentration value shall be calculated in accordance with paragraph 8.6.1 of Annex 4 to UNECE 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 laid down in paragraph 9.3.5 of Annex 4 to UNECE 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.
[F1The 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 paragraph 8.4.1.6 of Annex 4 to UNECE 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:
[F1the fuel consumption calculated from the emissions data (gas analyser concentrations and exhaust mass flow data), in accordance with the formula provided for in point 8.4.1.6 of Annex 4 to UNECE 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 in accordance with the formula provided for in paragraph 8.1. of Annex 4 to UNECE 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 paragraph 8.4.2.3 of Annex 4 to UNECE 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.
[F1The mass emissions (mg/window) shall be determined as described in paragraph 8.4.2.3 of Annex 4 to UNECE 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.
[F1The gases shall be analysed using the technologies specified in paragraph 9.3.2 of Annex 4 to UNECE 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 set out in paragraphs A.2.1.2 and A.2.1.3 of Appendix 2 to Annex 4 to UNECE Regulation No 49. The sampling line shall be heated to 190 °C (+/– 10 °C).
The measuring instruments shall satisfy the requirements set out in Table 7 and paragraph 9.3.1 of Annex 4 to UNECE 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 in accordance with the requirements set out in paragraph 9.3.3 of Annex 4 to UNECE Regulation No 49.
The PEMS leakage tests shall be conducted in accordance with the requirements set out in paragraph 9.3.4 of Annex 4 to UNECE Regulation No 49.
The response time check of the PEMS analytical system shall be conducted in accordance with the requirements set out in paragraph 9.3.5 of Annex 4 to UNECE 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.
However, the test procedures provided for in paragraph 7 of Annex 4 to UNECE Regulation No 49 and the emission calculations provided for in paragraph 8 of Annex 4 to UNECE 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.
the engine always remains in the dual-fuel type that has been declared for type-approval;
in case of a Type 2 dual-fuel engine, the resulting difference between the highest and the lowest GER WHTC within the family shall never exceed the percentage specified in paragraph 3.1.1 of Annex 15 to UNECE Regulation No 49;
these strategies are declared and satisfy the requirements set out in this Annex.]
its operation is substantially included in the applicable type-approval tests, including the off-cycle test procedures provided for in paragraph 6 of Annex VI to this Regulation and the in-service provisions set out in Article 12 of this Regulation.]
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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 of this Annex.’ ]
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The PEMS demonstration test at type-approval required by Annex 10 to UNECE Regulation No 49 shall be performed by testing the parent engine of a dual-fuel engine family when operating in dual-fuel mode.
In that case, certification can only be granted if both the PEMS demonstration test in dual-fuel mode and the PEMS demonstration test in diesel mode have concluded to a pass.
In the application for type-approval, the manufacturer shall provide a statement that the engine family or vehicle complies with the requirements set out in this Regulation 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.’ ]
Paragraph 11 of Annex 10 to UNECE Regulation No 49 shall be understood as follows:
The Approval Authority shall require that the manufacturer provides a documentation package. This should describe any element of design and emission control strategy of the engine system and the means by which it controls its output variables, whether that control is direct or indirect.
The information shall include a full description of the emission control strategy. In addition, this could include information on the operation of all AES an BES, including a description of the parameters that are modified by any AES and the boundary conditions under which the AES operate, and indication of which AES and BES are likely to be active under the conditions of the test procedures in this annex.
This documentation package shall be provided in accordance with the provisions of Section 8 of Annex I to this Regulation.]
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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.]
The emission values at the start point and at the useful life end point calculated in accordance with paragraph 3.5.2 shall meet the limit values specified in the table of Annex I to Regulation (EC) No 595/2009, but individual emission results from the test points may exceed those limit values.’
The service accumulation schedule may be shortened by accelerated ageing on a fuel consumption basis. This shall be based on the ratio between the typical in-use fuel consumption and the fuel consumption on the ageing cycle. The service accumulation schedule shall not be reduced by more than 30 per cent, even if fuel consumption on the ageing cycle exceeds the typical in-use fuel consumption by more than 30 per cent.’
For each pollutant measured on the hot WHTC and WHSC tests at each test point during the service accumulation schedule, a “ best fit ” linear regression analysis shall be made on the basis of all test results. The results of each test for each pollutant shall be expressed to the same number of decimal places as the limit value for that pollutant, as shown in the table of Annex I to Regulation (EC) No 595/2009, plus one additional decimal place. In accordance with paragraph 3.2.1.4 of Annex 7 to Regulation UNECE No 49, 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 at the end of the service accumulation schedule, the regression analysis shall be made only on the basis of the test results from the test cycle run at each test point.
At the request of the manufacturer and with the prior approval of the approval authority a non-linear regression shall be permitted.’
The engines shall meet the respective emission limits for each pollutant, as given in the table of Annex I to Regulation (EC) No 595/2009, after application of the deterioration factors to the test result as measured in accordance with Annex III (e gas , e PM ). Depending on the type of deterioration factor (DF), the following provisions shall apply:
multiplicative: (e gas or e PM ) * DF ≤ emission limit
additive: (e gas or e PM ) + DF ≤ emission limit’
Conformity of production for emissions compliance shall be checked on the basis of the requirements set out in Section 7 of Annex I to this Regulation.’
For the purposes of type-approval, only the deterioration factors provided for in paragraphs 3.5 or 3.6 of Annex 7 to UNECE Regulation No 49 shall be specified in points 1.4.1 and 1.4.2 of the Addendum to Appendix 5 and in points 1.4.1 and 1.4.2 of the Addendum to Appendix 7 of Annex I to this Regulation.’ ]
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The requirements on maintenance shall be those set out in paragraph 4 of Annex 7 to UNECE Regulation No 49.]
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This Appendix sets out the provisions and test procedures for reporting CO 2 emissions and fuel consumption for extension of an EC type-approval for a vehicle type-approved under Regulation (EC) No 595/2009 and this Regulation, to a vehicle with a reference mass exceeding 2 380 kg but not exceeding 2 610 kg.’
In order to receive an extension of an EC type-approval for a vehicle in respect of its engine type-approved under Regulation (EC) No 595/2009 and this Regulation to a vehicle with a reference mass exceeding 2 380 kg but not exceeding 2 610 kg, the manufacturer shall meet the requirements of UNECE Regulation No 101, with the exceptions provided for in paragraphs A.1.2.1.2 and A.1.2.1.3.’
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[F9Type: 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 | Limits a | Test method | |
---|---|---|---|---|
Minimum | Maximum | |||
Cetane Index | 46,0 | EN ISO 4264 | ||
Cetane number b | 52,0 | 56,0 | EN ISO 5165 | |
Density at 15 °C | kg/m 3 | 833,0 | 837,0 | EN ISO 12185 |
Distillation: | ||||
— 50 % point | °C | 245,0 | — | EN ISO 3405 |
— 95 % point | °C | 345,0 | 360,0 | EN ISO 3405 |
— final boiling point | °C | — | 370,0 | EN ISO 3405 |
Flash point | °C | 55 | — | EN ISO 2719 |
Cloud point | °C | — | – 10 | EN 23015 |
Viscosity at 40 °C | mm 2 /s | 2,3 | 3,3 | EN ISO 3104 |
Polycyclic aromatic hydrocarbons | % m/m | 2,0 | 4,0 | EN 12916 |
Sulphur content | mg/kg | — | 10,0 | EN ISO 20846 EN ISO 20884 |
Copper corrosion 3hrs, 50 °C | — | 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 | mg/kg | — | 200 | EN ISO 12937 |
Acid number | mg KOH/g | — | 0,1 | EN ISO 6618 |
Lubricity (HFRR wear scan diameter at 60 °C) | μm | — | 400 | EN ISO 12156 |
Oxidation stability at 110 °C c | h | 20,0 | EN 15751 | |
FAME d | % 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 |
Textual Amendments
F9 Substituted by Commission Regulation (EU) No 136/2014 of 11 February 2014 amending Directive 2007/46/EC of the European Parliament and of the Council, Commission Regulation (EC) No 692/2008 as regards emissions from light passenger and commercial vehicles (Euro 5 and Euro 6) and Commission Regulation (EU) No 582/2011 as regards emissions from heavy duty vehicles (Euro VI) (Text with EEA relevance).
[F9Type: 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 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. | ||||
c 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. | ||||
d Ethanol is the only oxygenate that shall be intentionally added to the reference fuel. The ethanol used shall conform to EN 15376. | ||||
e The actual sulphur content of the fuel used for the Type 6 test shall be reported. | ||||
f There shall be no intentional addition of compounds containing phosphorus, iron, manganese, or lead to this reference fuel. | ||||
( 2 ) Equivalent EN/ISO methods will be adopted when issued for properties listed above.] | ||||
Parameter | Unit | Limits a | Test method | |
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Minimum | Maximum | |||
Research octane number, RON b | 95,0 | 98,0 | EN ISO 5164 | |
Motor octane number, MON b | 85,0 | 89,0 | EN ISO 5163 | |
Density at 15 °C | kg/m 3 | 743,0 | 756,0 | EN ISO 12185 |
Vapour pressure (DVPE) | kPa | 56,0 | 60,0 | EN 13016-1 |
Water content | max 0,05 % v/v Appearance at – 7 °C: clear and bright | EN 12937 | ||
Distillation: | ||||
— evaporated at 70 °C | % v/v | 34,0 | 46,0 | EN ISO 3405 |
— evaporated at 100 °C | % v/v | 54,0 | 62,0 | EN ISO 3405 |
— evaporated at 150 °C | % v/v | 86,0 | 94,0 | EN ISO 3405 |
— final boiling point | °C | 170 | 195 | EN ISO 3405 |
Residue | % v/v | — | 2,0 | EN ISO 3405 |
Hydrocarbon analysis: | ||||
— olefins | % v/v | 6,0 | 13,0 | EN 22854 |
— aromatics | % v/v | 25,0 | 32,0 | EN 22854 |
— benzene | % v/v | — | 1,0 | EN 22854 EN 238 |
— saturates | % v/v | report | EN 22854 | |
Carbon/hydrogen ratio | report | |||
Carbon/oxygen ratio | report | |||
Induction Period c | minutes | 480 | — | EN ISO 7536 |
Oxygen content d | % m/m | 3,3 | 3,7 | EN 22854 |
Solvent washed gum (Existent gum content) | mg/100 ml | — | 4 | EN ISO 6246 |
Sulphur content e | mg/kg | — | 10 | EN ISO 20846 EN ISO 20884 |
Copper corrosion 3hrs, 50 °C | — | class 1 | EN ISO 2160 | |
Lead content | mg/l | — | 5 | EN 237 |
Phosphorus content f | mg/l | — | 1,3 | ASTM D 3231 |
Ethanol d | % v/v | 9,0 | 10,0 | EN 22854 |
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 | |
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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 |
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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 |
[F1Type: Natural gas/biomethane | |||||
Notes: | |||||
a Inerts + C 2+ | |||||
b Value to be determined at standard conditions 293,2 K (20 °C) and 101,3 kPa. | |||||
Characteristics | Units | Basis | Limits | Test method | |
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minimum | maximum | ||||
Reference fuel G R | |||||
Composition: | |||||
Methane | 87 | 84 | 89 | ||
Ethane | 13 | 11 | 15 | ||
Balance a | % mole | — | — | 1 | ISO 6974 |
Sulphur content | mg/m 3 b | — | 10 | ISO 6326-5 | |
Notes: | |||||
a Inerts (different from N 2 ) + C 2 + C 2+ | |||||
b Value to be determined at 293,2 K (20 °C) and 101,3 kPa. | |||||
Reference fuel G 23 | |||||
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Composition: | |||||
Methane | 92,5 | 91,5 | 93,5 | ||
Balance a | % mole | — | — | 1 | ISO 6974 |
N 2 | % mole | 7,5 | 6,5 | 8,5 | |
Sulphur content | mg/m 3 b | — | — | 10 | ISO 6326-5 |
Notes: | |||||
a Inerts (different from N 2 ) + C 2 + C 2+ | |||||
b Value to be determined at 293,2 K (20 °C) and 101,3 kPa. | |||||
Reference fuel G 25 | |||||
---|---|---|---|---|---|
Composition: | |||||
Methane | % mole | 86 | 84 | 88 | |
Balance a | % mole | — | — | 1 | ISO 6974 |
N 2 | % mole | 14 | 12 | 16 | |
Sulphur content | mg/m 3 b | — | — | 10 | ISO 6326-5 |
Notes: | |||||
a Inerts (different from N 2 ) + C 2 + C 2 +. | |||||
b Value to be determined at 293,2 K (20 °C) and 101,3 kPa. | |||||
c Value to be determined at 273,2 K (0 °C) and 101,3 kPa.] | |||||
Reference fuel G 20 | |||||
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Composition: | |||||
Methane | % mole | 100 | 99 | 100 | ISO 6974 |
Balance a | % mole | — | — | 1 | ISO 6974 |
N 2 | % mole | ISO 6974 | |||
Sulphur content | mg/m 3 b | — | — | 10 | ISO 6326-5 |
Wobbe Index (net) | MJ/m 3 c | 48,2 | 47,2 | 49,2 |
The performance of the particulate after treatment device, including the filtration and continuous regeneration processes, shall be monitored against the OBD threshold limit specified in Table 1 of this Annex.
Before the dates specified in Article 4(8) of this Regulation and in the case of a wall-flow diesel particulate filter (DPF), the manufacturer may choose to apply the performance monitoring requirements set out in Appendix 8 of Annex 9B to UNECE Regulation No 49 instead of the requirements set out in paragraph 2.3.2.1, if he can demonstrate with technical documentation that in case of deterioration there is a positive correlation between the loss of filtration efficiency and the loss of pressure drop (delta pressure) across the DPF under the operating conditions of the engine specified in the tests described in Appendix 8 of Annex 9B to UNECE Regulation No 49.’ ]
The OTL’s and dates referred to in Table 1 of Appendix 9 of Annex I to this Regulation and relevant to the assigned character for which the type-approval is sought shall apply.
The requirements on NO x control measures set out in points 2.1.2.2.1 to 2.1.2.2.5 of Annex XIII shall apply.]
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).
[F3A 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, including dual-fuel engines)
Limit in mg/kWh | ||
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NO x | PM Mass | |
phase-in period | 1 500 | 25 |
general requirements | 1 200 | 25 |
OTLs (positive ignition engines)
a The limit shall apply as from the dates set out in row B of Table 1 in Appendix 9 to Annex I.] | ||
Limit in mg/kWh | ||
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NO x | CO | |
phase-in period | 1 500 | 7 500 a |
general requirements | 1 200 | 7 500 |
Paragraph 6.2.2 of Annex 9A to UNECE Regulation No 49 shall be understood as follows:
‘The value of minimum in-use performance ratio IUPR(min) is 0.1 for all monitors.’
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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.
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
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
[F7for Croatia]
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 point (a) of Article 16(4) 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 4 to UNECE Regulation No 49, in order to compare its performance with the original emissions control system in accordance with the procedure described in points 4.3.1.1 and 4.3.1.2.]
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.
[F1The exhaust after-treatment system shall be preconditioned with 12 WHSC cycles. After this preconditioning, the engines shall be tested in accordance with the WHDC test procedures described in Annex 4 to UNECE 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.
[F1The 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 in accordance with the WHDC procedures described in Annex 4 to UNECE 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
[F1The aged exhaust after-treatment systems shall be preconditioned with 12 WHSC cycles and subsequently tested using the WHDC procedures described in Annex 4 to UNECE Regulation No 49. Three exhaust gas tests of each appropriate type shall be performed.]
The ageing factor for each pollutant shall be the ratio of the applied emission value at the useful life end point and that at the start of the service accumulation (e.g., if the emissions of pollutant A at the start of the service accumulation are 1.50 g/kWh and those at the useful life end point 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)(10)
Is the replacement pollution control device compatible with existing vehicle/engine control systems (yes/no)(10)
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(11)
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 |
[F1All references to WHTC and WHSC shall be understood as references to ETC and ESC, respectively, as defined in Annex 4A to UNECE Regulation No 49, amendment 5.]
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.
[F1At the request of the manufacturer the approval authority may decide on a sampling plan in accordance with points 3.1.1, 3.1.2 and 3.1.3 of Annex II or in accordance with Appendix 3 of Annex 8 to UNECE Regulation No 49, amendment 5.]
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.
The general requirements shall be those set out in paragraph 2 of Annex 11 to Regulation UNECE Regulation No 49, with the exceptions provided for in paragraphs 2.1 to 2.1.5 of this Regulation.
The information related to the correct operation of NO x control measures in points 3.2.12.2.8.1 to 3.2.12.2.8.5 of Part 2 of Appendix 4 to Annex I to this Regulation is replaced by the information in point 3.2.12.2.8 of Appendix 3 of Annex I to Regulation (EC) No 692/2008.
The following exceptions shall apply regarding the application of the requirements set out in Annex XVI to Regulation (EC) No 692/2008 and those of this Annex:
The provisions on reagent quality monitoring set out in points 7.1 and 7.2 of this Annex shall apply, instead of Section 4 of Annex XVI to Regulation (EC) No 692/2008.
The provisions on reagent consumption monitoring set out in points 8.3 and 8.4 of this Annex shall apply, instead of Section 5 of Annex XVI to Regulation (EC) No 692/2008.
The driver warning system referred to in Sections 4, 7 and 8 of this Annex shall be understood as the driver warning system in Section 3 of Annex XVI to Regulation (EC) No 692/2008.
Section 6 of Annex XVI to Regulation (EC) No 692/2008 shall not apply.
The provisions set out in point 5.2 of this Annex shall apply, in the case of vehicles for use by the rescue services, or engines or vehicles specified in Article 2(3)(b) of Directive 2007/46/EC.
Information that fully describes the functional operational characteristics of an engine system covered by this Annex shall be provided by the manufacturer in the form set out in Appendix 4 of Annex I to this Regulation.’
When a manufacturer applies for an approval of an engine or engine family as a separate technical unit, it shall include in the documentation package referred to in Articles 5(3), 7(3) or 9(3) of this Regulation, the appropriate requirements that will ensure that the vehicle, when used on the road or elsewhere as appropriate, will comply with the requirements set out in this Annex. This documentation shall include the following:’
Any engine system falling within the scope of this Annex shall retain its emission control function during all conditions regularly pertaining in the territory of the Union, especially at low ambient temperatures, in line with Annex VI to this Regulation.’ ]
A facility to permit the driver to dim the visual alarms provided by the warning system may be provided on vehicles for use by the rescue services or on vehicles in the categories defined in point (b) of Article 2(3) of Directive 2007/46/EC.’ ]
The requirement for a driver inducement system shall not apply to engines or vehicles for use by the rescue services or to engines or vehicles specified in point (b) of Article 2(3) of Directive 2007/46/EC. Permanent deactivation of the driver inducement system shall only be done by the engine or vehicle manufacturer.’ ]
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
[ F8. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
The manufacturer shall specify a minimum acceptable reagent concentration CD min , which results in tailpipe emissions not exceeding the limit values specified in Annex I to Regulation (EC) No 595/2009.’]
During the phase-in period specified in Article 4(7) of this Regulation and upon request of the manufacturer for the purpose of point 7.1, the reference to the NO x emission limit specified in Annex I to Regulation (EC) No595/2009 shall be replaced by the value of 900mg/kWh.’
The correct value of CD min shall be demonstrated during type-approval by the procedure provided for in Appendix 6 of Annex 11 to UNECE Regulation No 49 and recorded in the extended documentation package as specified in Article 3 and Section 8 of Annex I to this Regulation.’]
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Until the end of the phase-in period specified in Article 4(7) of this Regulation, the driver warning system described in Section 4 of Annex 11 to UNECE Regulation No 49 shall be activated if a deviation of more than 50 % between the average reagent consumption and the average demanded reagent consumption by the engine system over the period to be defined by the manufacturer, which shall not be longer than the maximum period specified in paragraph 8.3.1 of Annex 11 to UNECE Regulation No 49, is detected.’ ]
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
The requirements to ensure the correct operation of NO x control measures of dual-fuel engines and vehicles shall be those set out in paragraph 8 of Annex 15 to UNECE Regulation No 49, with the exceptions provided for in point 10.1 of this Regulation:
Paragraph 8.1 of Annex 15 to UNECE Regulation No 49 shall be understood as follows:
Sections 1 to 9 of this Annex shall apply to HDDF engines and vehicles, whether operating in dual-fuel or diesel mode.’
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 set out in Section 5 of this Annex.’
‘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 Regulation (EC) No 595/2009 and this Regulation.
In this case, and in addition to the installation requirements set out in Annex I to this Regulation, 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.’ ]
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Point A.6.3 shall be understood as follows:
The pollutant emissions resulting from this test shall be lower than the emission limits specified in paragraphs 7.1.1. and 7.1.1.1. of this Annex’ ]
‘The fuel used shall be the one available on the market. In case of dispute, the fuel shall be the appropriate reference fuel specified in Annex IX to this Regulation. Instead of the reference fuels specified in Annex IX to this Regulation, 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, paragraph 5.2.3.2.1 of UNECE Regulation No 85 shall be understood as follows:
‘The fuel used shall be the one available on the market. In case of dispute, the fuel shall be the appropriate reference fuel specified in Annex IX to this Regulation. Instead of the reference fuels specified in Annex IX to this Regulation, the reference fuels specified in Annex 8 to UNECE Regulation No85 may be used.’
In the case of an engine without self-adaptive fuelling, paragraph 5.2.3.2.2 of UNECE Regulation No 85 shall be understood as follows:
‘The fuel used shall be the reference fuel specified in Annex IX to this Regulation or the reference fuels specified in Annex 8 to UNECE Regulation No85 may be used with the lowest C 3 -content, or’
In the case of an engine with self-adaptive fuelling, paragraph 5.2.3.3.1 of UNECE Regulation No 85 shall be understood as follows:
‘The fuel used shall be the one available on the market. In case of dispute the fuel shall be the appropriate reference fuel specified in Annex IX to this Regulation. Instead of the reference fuels specified in Annex IX to this regulation, the reference fuels specified in Annex 8 to UNECE Regulation No85 may be used.’
In the case of an engine without self-adaptive fuelling, paragraph 5.2.3.3.2 of UNECE 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 G R specified in Annex IX to this Regulation.’
In the case of an engine labelled for a specific range of fuels, paragraph 5.2.3.3.3 of UNECE 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 G R specified in Annex IX to this Regulation if the engine is labelled for the H-range of gases, or the reference fuel G 23 if the engine is labelled for the L-range of gases, that is 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 this Regulation. Instead of the reference fuels specified in Annex IX to this Regulation, 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 (13) — Small volume (13) — Carry-over systems (13) .
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.
This Annex shall apply to the dual-fuel engines and dual-fuel vehicles covered by this Regulation and sets out the additional requirements and exceptions applicable to the manufacturer for the type-approval of dual-fuel engines and vehicles.
For Type 2A and Type 2B dual-fuel engines operating in both diesel and dual-fuel mode, the exhaust emission limits, including the PM number limit, over the WHSC test-cycle are those applicable to CI engines over the WHSC test-cycle as set in Annex I to Regulation (EC) No 595/2009.
The CO, NO x , NH 3 and PM mass emission limits over the WHTC test-cycle applicable to Type 2A and Type 2B dual-fuel engines operating in dual-fuel mode are those applicable to both CI and PI engines over the WHTC test-cycle as set in Annex I to Regulation (EC) No 595/2009.
The THC, NMHC and CH 4 emission limits over the WHTC test-cycle applicable to Type 2A and Type 2B dual-fuel engines operating with Natural Gas/Biomethane in dual-fuel mode are calculated from those applicable to CI and PI engines over the WHTC test-cycle as set in Annex I to Regulation (EC) No 595/2009, in accordance with the calculation procedure specified in paragraph 5.2.3 of Annex 15 to UNECE Regulation No 49.
The THC emission limits over the WHTC test-cycle applicable to Type 2A and Type 2B dual-fuel engines operating with LPG in dual-fuel mode are those applicable to CI engines over the WHTC test-cycle as set in Annex I to Regulation (EC) No 595/2009.
The PM number limit over the WHTC test-cycle applicable to Type 2A and Type 2B dual-fuel engines operating in dual-fuel mode are calculated from those applicable to CI and PI engines over the WHTC test-cycle as set in Annex I to Regulation (EC) No 595/2009, in accordance with the calculation procedure specified in paragraph 5.2.4 of Annex 15 to UNECE Regulation No 49.
The emission limits, including the PM number limit, over the WHTC test-cycle applicable to Type 2B dual-fuel engines operating in diesel mode are those set for CI engines in Annex I to Regulation (EC) No 595/2009.
The emissions limits applicable to Type 3B dual-fuel engines whether operating in dual-fuel mode or in diesel mode are the exhaust emission limits applicable to CI engines as set in Annex I to Regulation (EC) No 595/2009.
detailed technical requirements, including the provisions ensuring the compatibility with the OBD system of the engine system;
the verification procedure to be completed.
The existence and the adequacy of such installation requirements may be checked during the approval process of the engine system.
GER WHTC | Idle on diesel | Warm-up on diesel | Operation on diesel solely | Operation in absence of gas | Comments | |
---|---|---|---|---|---|---|
Type 1A | GER WHTC ≥ 90 % | NOT Allowed | Allowed only on service mode | Allowed only on service mode | Service mode | |
Type 1B | GER WHTC ≥ 90 % | Allowed only on Diesel mode | Allowed only on diesel mode | Allowed only on diesel & service modes | Diesel mode | |
Type 2A | 10 % < GER WHTC < 90 % | Allowed | Allowed only on service mode | Allowed only on service mode | Service mode | GER WHTC ≥ 90 % allowed |
Type 2B | 10 % < GER WHTC < 90 % | Allowed | Allowed only on diesel mode | Allowed only on diesel & service modes | Diesel mode | GER WHTC ≥ 90 % allowed |
Type 3A | NEITHER DEFINED NOR ALLOWED] |
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).
[F3Vehicle or vehicles in the case of a secondary engine.]
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??).
[F3Delete where not applicable.]
Textual Amendments
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