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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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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.]
Textual Amendments
F1 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).
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.
Textual Amendments
F2 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).
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.
Textual Amendments
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 [F2The 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 |
Emission values as well as any other relevant parameters shall be reported and exchanged as csv-formatted data file. Parameter values shall be separated by a comma, ASCII-Code #h2C. The decimal marker of numerical values shall be a point, ASCII-Code #h2E. Lines shall be terminated by carriage return, ASCII-Code #h0D. No thousands separators shall be used.]
Textual Amendments
F4 Inserted by Commission Regulation (EU) 2016/1718 of 20 September 2016 amending Regulation (EU) No 582/2011 with respect to emissions from heavy-duty vehicles as regards the provisions on testing by means of portable emission measurement systems (PEMS) and the procedure for the testing of the durability of replacement pollution control devices (Text with EEA relevance).
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.
[F2The 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.
[F2If 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.
[F2The 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:
[F2the 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.
[F2The 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.
[F2The 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.
Textual Amendments
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).
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