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

The instantaneous PM number (PNi) emissions [#/s] shall be determined by multiplying the instantaneous concentration of the PM number [#/cm³] with the instantaneous exhaust mass flow rate [kg/s], both corrected and aligned for the transformation time, according to paragraph 1.4.3. of Appendix 3. All negative instantaneous emissions values shall enter subsequent data evaluations as zero. All significant digits of intermediate results shall enter the calculation of the instantaneous emissions. The following formula shall apply for the purposes of determining the instantaneous PM number emissions:

Image omitted; see official source

where:

• PNi is the instantaneous PM number emissions [#/s]

• cPNi is the measured PM number concentration [#/m³] normalised at 273 K (0 °C) including internal dilution and particle losses

• qmewi is the measured exhaust mass flow rate [kg/s]

• ρe is the density of the exhaust gas [kg/m³] at 273 K (0 °C).

4. DETERMINATION OF EMISSIONS AND CONFORMITY FACTORS

4.1.   Averaging window principle

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 points.

Any 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 not valid data:

• (a) zero drift check of the instruments;

• (b) the data outside the conditions specified in points 4.2 and 4.3 of Annex II.

The mass emissions (mg/window) shall be determined as described in paragraph 8.4.2.3 of Annex 4 to UN/ECE Regulation No 49.

Figure 1

Vehicle speed versus time and vehicle averaged emissions, starting from the first averaging window, versus time

Image omitted; see official source

Text of image

Averaging window emissions

Time

Duration of the first window

Vehicle speed

Emissions of the first window

4.2.   Work based method

Figure 2

Work based method

Image omitted; see official source

Text of image

Work based method

Work [kWh]

Emissions [g]

The duration (t 2,i – t 1,i) of the i^th averaging window is determined by:

Image omitted; see official source

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: Image omitted; see official source

Where Δt is the data sampling period, equal to 1 second or less.

4.2.1.   Calculation of the specific emissions

The specific emissions e ([mg/kWh] or [#/kWh]) shall be calculated for each window and each pollutant in the following way:

Image omitted; see official source

where:

• m is the mass emission of the pollutant [mg/window] or the PM number [#/window]

• W(t2,i) – W(t1,i) is the engine work during the i^th averaging window [kWh].

4.2.1.1.   Calculation of the specific emissions for a declared market fuel

If a test pursuant to this Annex was performed with a market fuel declared in point 3.2.2.2.1 of Part 1 in Appendix 4 to Annex I, the specific emissions e ([mg/kWh] or [#/kWh]) shall be calculated for each window and each pollutant by multiplying the specific emissions determined in accordance with point 4.2.1. with the power correction factor determined pursuant to point 1.1.2 (a1) of Annex I.

4.2.2.   Selection of valid windows

• 4.2.2.1. Before the dates referred to in Article 17a, points 4.2.2.1.1 to 4.2.2.1.4 shall apply.

• 4.2.2.1.1. 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 %.

• 4.2.2.1.2. If the percentage of valid windows is less than 50 %, the data evaluation shall be repeated using lower power thresholds. The power threshold shall be reduced in steps of 1 % until the percentage of valid windows is equal to or greater than 50 %.

• 4.2.2.1.3. In any case, the lower threshold shall not be lower than 15 %.

• 4.2.2.1.4. The test shall be void if the percentage of valid windows is less than 50 % at a power threshold of 15 %.

• 4.2.2.2. From the dates referred to in Article 17a, points 4.2.2.2.1 and 4.2.2.2.2 shall apply.

• 4.2.2.2.1. The valid windows are the windows whose average power exceeds the power threshold of 10 % of the maximum engine power.

• 4.2.2.2.2. The test shall be void if the percentage of valid windows is less than 50 % or if there are no valid windows in respect of nitrogen oxides (NOx) left in urban only operations after the 90 percentile rule has been applied.

4.2.3.   Calculation of the conformity factors

The conformity factors shall be calculated for each individual valid window and each individual pollutant in the following way:

Image omitted; see official source

where:

• e is the brake-specific emission of the gaseous pollutant [mg/kWh] or [#/kWh];

• L is the applicable limit [mg/kWh] or [#/kWh].

4.3.   CO2 mass based method

Figure 3

CO2 mass based method

Image omitted; see official source

Text of image

CO2 mass based method

CO2 emissions [kg]

Emissions [g]

The duration (t2,i – t1,i) of the i^th averaging window is determined by:

Image omitted; see official source

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: Image omitted; see official source

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.

4.3.1.   Selection of valid windows

• 4.3.1.1. Before the dates referred to in Article 17a, points 4.3.1.1.1 to 4.3.1.1.4 shall apply.

• 4.3.1.1.1. The valid windows shall be the windows whose duration does not exceed the maximum duration calculated from:

Image omitted; see official source

where:

• — D max is the maximum window duration, s,

• — P max is the maximum engine power, kW.

• 4.3.1.1.2. If the percentage of valid windows is less than 50 %, the data evaluation shall be repeated using longer window durations. This is achieved by decreasing the value of 0,2 in the formula given in point 4.3.1 by steps of 0,01 until the percentage of valid windows is equal to or greater than 50 %.

• 4.3.1.1.3. In any case, the lowered value in above formula shall not be lower than 0,15.

• 4.3.1.1.4. The test shall be void if the percentage of valid windows is less than 50 % at a maximum window duration calculated in accordance with points 4.3.1.1, 4.3.1.1.2 and 4.3.1.1.3.

• 4.3.1.2. From the dates referred to in Article 17a, points 4.3.1.2.1 and 4.3.1.2.2 shall apply.

• 4.3.1.2.1. The valid windows shall be the windows whose duration does not exceed the maximum duration calculated from:

Image omitted; see official source

where:

• — D max is the maximum window duration, s,

• — P max is the maximum engine power, kW.

• 4.3.1.2.2. The test shall be void if the percentage of valid windows is less than 50 %.

4.3.2.   Calculation of the conformity factors

The conformity factors shall be calculated for each individual valid window and each individual pollutant in the following way:

Image omitted; see official source

Where:

Image omitted; see official source

where:

• m is the mass emission of the gaseous pollutant [mg/window], or the PM number [#/window];

• mCO2(t2,i) – mCO2(t1,i) is the CO2 mass during the i^th averaging window [kg];

• mCO2,ref is the engine CO2 mass determined for the WHTC [kg];

• mL is the mass emission of the gaseous pollutant or the PM number corresponding to the applicable limit on the WHTC [mg] or [#] respectively].

4.4.   Calculation of the final conformity factor for the test

4.4.1.   The final conformity factor for the test (CFfinal) for each pollutant shall be calculated as follows:

Image omitted; see official source

where:

• CFcold is the conformity factor of the period of cold operation of the test, which shall be equal to the highest conformity factor of the moving averaging windows starting below 343 K (70 °C) coolant temperature, determined for that pollutant in accordance with the calculation procedures specified in points 4.1. and either 4.2. or, as applicable, 4.3.;

• CFwarm is the conformity factor of the period of warm operation of the test, which shall be equal to the 90^th cumulative percentile of the conformity factors determined for that pollutant in accordance with the calculation procedures specified in points 4.1 and either 4.2. or, as applicable, 4.3., when the data evaluation is started after the coolant temperature has reached 343 K (70 °C) for the first time.

Appendix 2

Portable measurement equipment

1. GENERAL

The gaseous emissions and the PM number shall be measured according to the procedure set out in Appendix 1. This Appendix describes the characteristics of the portable measurement equipment that shall be used to perform such measurement tests.

2. MEASURING EQUIPMENT

2.1.   Gas analysers general specifications

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.

2.2.   Gas analysers technology

The 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.

2.3.   Sampling of gaseous emissions

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).

2.4.   Other instruments

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.

2.5.   PM number analysers

2.5.1   General

2.5.1.1.   The PM number analyser shall consist of a pre-conditioning unit and a particle detector (see Figure 1). The particle detector may also pre-condition the aerosol. The analyser’s sensitivity to shocks, vibrations, aging, variations in temperature and air pressure, electromagnetic interferences and other things that could affect the operation of the vehicle or the analyser shall be kept to a minimum as far as possible and shall be clearly stated in the supporting documentation produced by the instrument manufacturer. The PM number analyser shall fulfil the requirements of this Regulation and the specifications of the instrument manufacturer.

Figure 1

Example of a PM number analyser setup

(dotted lines depict optional parts)

EFM: Exhaust mass Flow Meter

d: inner diameter

PND: PM Number Diluter

Image omitted; see official source

2.5.1.2.   The PM number analyser shall be connected to the sampling point via a sampling probe which extracts a sample from the centreline of the tailpipe tube. If particles are not diluted at the tailpipe, the sampling line shall be heated to a minimum temperature of 373 K (100 °C) until the point of first dilution of the PM number analyser or the particle detector of the analyser. The residence time of the sample in the particle sampling line shall be less than 3 seconds to the point of first dilution or to the particle detector.

2.5.1.3.   All parts in contact with the sampled exhaust gas shall be always kept at a temperature that avoids condensation of any compound in the device. That may be achieved e.g. by heating to a higher temperature and diluting the sample or oxidising the (semi)volatile species.

2.5.1.4.   The PM number analyser shall include a heated section at wall temperature ≥ 573K (300 °C). The pre-conditioning unit shall control the heated stages to constant nominal operating temperatures, within a tolerance of ± 10 K and provide an indication of whether or not heated parts are at their correct operating temperatures. Lower temperatures are acceptable as long as the volatile particle removal efficiency meets the specifications set out in point 2.5.4.

2.5.1.5.   Pressure, temperature and other sensors shall monitor the operation of the instrument during its operation and shall trigger a warning or message in case of malfunction.

2.5.1.6.   The delay time inside the PM number analyser shall be < 5 s. Delay time means the time difference between a change of concentration at the reference point and a system response of 10 % of the final reading.

2.5.1.7.   The PM number analyser (and/or particle detector) shall have a rise time of < 3,5 s.

2.5.1.8.   Particle concentration measurements shall be reported normalised to 273 K (0 °C) and 101,3 kPa. If considered necessary using best engineering judgement, the pressure and/or temperature at the inlet of the detector shall be measured and reported for the purposes of normalising the particle concentration.

2.5.1.9.   PM number analysers that comply with the calibration requirements of UNECE Regulation No 83 or 49 or GTR 15 shall be deemed to comply with the calibration requirements of this Annex.

2.5.2.   Efficiency requirements

2.5.2.1.   The complete PM number analyser system and the sampling line, shall meet the efficiency requirements of Table 1:

Table 1

PM number analyser system (and sampling line) efficiency requirements

dp [nm]	sub-23	23	30	50	70	100	200
E(dp)	-- [^E0037]	0,2-0,6	0,3-1,2	0,6-1,3	0,7-1,3	0,7-1,3	0,5-2,0

Will be defined at a later stage.

2.5.2.2.   Efficiency E(dp) is the ratio in the readings of the PM number analyser system to a reference Condensation Particle Counter (CPC)’s (d50 = 10 nm or lower, checked for linearity and calibrated with an electrometer) or an Electrometer’s number concentration measuring in parallel monodisperse aerosol of mobility diameter dp and normalised at the same temperature and pressure conditions. The material shall be thermally stable and soot-like (e.g. spark discharged graphite or diffusion flame soot with thermal pre-treatment). If the efficiency curve is measured with a different aerosol (e.g. NaCl), the correlation to the soot-like curve shall be provided in the form of a chart which compares the efficiencies obtained using both test aerosols. The differences in the counting efficiencies shall be taken into account by adjusting the measured efficiencies based on that comparison chart to give soot-like aerosol efficiencies. Any correction for multiple charged particles shall be applied and documented, but it shall not exceed 10 %. The final efficiencies (e.g. adjusted for the different material and multiple charged particles) shall cover the PM number analyser and sampling line. The PM number analyser may alternatively be calibrated in parts (i.e. the pre-conditioning unit separately from the particle detector) provided that the PM number analyser and the sampling line together meet the requirements of Table 1. The signal measured from the detector shall be > 2 times the limit of detection (here defined as the zero level plus 3 standard deviations).

2.5.3.   Linearity requirements

2.5.3.1.   The linearity requirements shall be verified whenever damage is observed, as required by internal audit procedures or by the instrument manufacturer, at least once within the 12-month period leading up to a test.

2.5.3.2.   The PM number analyser, and the sampling line, shall meet the linearity requirements set out in Table 2.

Table 2

Linearity requirements of PM number analyser (and the sampling line)

Measurement parameter/instrument	|χmin× (a1 - 1)+ a0|	Slope a1	Standard error SEE	Coefficient of determination r2
PM number analyser	≤ 5 % max	0,85-1,15	≤ 10 % max	≥ 0,950

2.5.3.3.   The PM number analyser system and the sampling line, shall meet the linearity requirements of Table 2 using monodisperse or polydisperse soot-like particles. The particle size (mobility diameter or count median diameter) shall be larger than 45 nm. The reference instrument shall be an Electrometer or a Condensation Particle Counter (CPC) with d50 = 10 nm or lower, verified for linearity. Alternatively, the reference instrument may be a particle number system that complies with the requirements of UNECE Regulation No 49.

2.5.3.4.   In addition, the differences between the PM number analyser and the reference instrument at each of the points that are checked (except the zero point) shall be within 15 % of their mean value. At least 5 points equally distributed (plus the zero point) shall be checked. The maximum checked concentration shall be the maximum allowed concentration of the PM number analyser.

• If the PM number analyser is calibrated in parts, the linearity may be checked only for the detector, but the efficiencies of the other parts and the sampling line shall be taken into account in the slope calculation.

2.5.4.   Volatile removal efficiency

2.5.4.1.   The PM number analyser system shall achieve > 99 % removal of ≥ 30 nm tetracontane (CH3(CH2)38CH3) particles with an inlet concentration of ≥ 10 000 particles per cubic centimetre at the minimum dilution.

2.5.4.2.   Additionally, the PM number analyser system shall also achieve a > 99 % removal efficiency of polydisperse alcane (decane or higher) or emery oil with count median diameter > 50 nm and an inlet concentration of ≥ 5 × 10⁶ particles per cubic centimetre at the minimum dilution (equivalent mass > 1 mg/m³).

2.5.4.3.   The volatile removal efficiency with tetracontane and/or polydisperse alcane or oil need to be proven only once for the PEMS family. A PEMS family is considered to be a group of instruments with the same analysers, sample and thermal conditioning and software compensation algorithms. The instrument manufacturer shall provide the maintenance or replacement interval that ensures that the removal efficiency does not drop below the technical requirements. If such information is not provided by the instrument manufacturer, the volatile removal efficiency shall be checked yearly for each instrument.

3. AUXILIARY EQUIPMENT

3.1.   Exhaust gas flow meter (EFM) tailpipe connection

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 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.

3.2.   PEMS location and mounting hardware

The PEMS equipment shall be installed as specified in Section 2.4 of Appendix 1.

3.3.   Electrical power

The PEMS equipment shall be powered using the method described in point 4.6.6 of Annex II.

Appendix 3

Calibration of portable measurement equipment

1. EQUIPMENT CALIBRATION AND VERIFICATION

1.1.   Calibration gases

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.

1.2.   Leakage test

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.

1.3.   Response time check of the analytical system

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.

1.4.   PM number analyser calibration and verification

1.4.1.   The PEMS leakage test shall be conducted either in accordance with the requirements set out in paragraph 9.3.4 of Annex 4 to UNECE Regulation No 49 or in accordance with the instrument manufacturer’s instructions.

1.4.2.   The response time check of the PM number analyser shall be conducted in accordance with the requirements set out in paragraph 9.3.5 of Annex 4 to UNECE Regulation No 49 using particles if gases cannot be used.

1.4.3.   The transformation time of the PM number analyser system and its sampling line, shall be determined in accordance with paragraph A.8.1.3.7. of Appendix 8 to Annex 4 to UNECE Regulation No 49. “Transformation time” means the time difference between a change of concentration at the reference point and a system response of 50 % of the final reading.

Appendix 4

Method to check the conformity of the ECU torque signal

1. INTRODUCTION

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.

2. THE ‘MAXIMUM TORQUE’ METHOD

• 2.1.The ‘maximum torque’ method consists of demonstrating that a point on the reference maximum torque curve as a function of the engine speed has been reached during vehicle testing.

• 2.1.1.If a market fuel declared in point 3.2.2.2.1 of Part 1 in Appendix 4 to Annex I is used for the test, the ECU torque signal shall be divided by the correction factor prior to the verification with the reference maximum torque curve performed with that market fuel.

• 2.2.If a point on the reference maximum torque curve as a function of the engine speed has not been reached during the ISC PEMS emissions testing, the manufacturer is entitled to modify the load of the vehicle and/or the testing route as necessary in order to perform that demonstration after the ISC PEMS emissions test has been completed.

ANNEX III

VERIFYING EXHAUST EMISSIONS

1. INTRODUCTION

• 1.1.This Annex sets out the test procedure for verifying exhaust emissions.

2. GENERAL REQUIREMENTS

• 2.1.The requirements for conducting the tests and interpreting the results shall be those set out in Annex 4 to UNECE Regulation No 49, using the appropriate reference fuels as specified in Annex IX to this Regulation.

• 2.2.In the case of dual-fuel engines and vehicles, the additional requirements and exceptions set out in Appendix 4 to Annex 15 to UNECE Regulation No 49 when performing an emission test shall apply.

• 2.3.For testing positive ignition engines by using an exhaust dilution system, it is permitted to use analyser systems that meet the general requirements and calibration procedures provided for in UNECE Regulation No 83. In this case, the provisions of paragraph 9 and Appendix 2 to Annex 4 to UNECE Regulation No 49 shall not apply.

• 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.

ANNEX IV

EMISSIONS DATA REQUIRED AT TYPE-APPROVAL FOR ROADWORTHINESS PURPOSES

Measuring carbon monoxide emissions at idling speeds

1. INTRODUCTION

• 1.1.This Annex sets out the procedure for measuring carbon monoxide emissions at idling speeds (normal and high) for positive ignition engines installed in vehicles of category M1 with a technically permissible maximum laden mass not exceeding 7,5 tonnes, as well as in vehicles of categories M2 and N1.

• 1.2.This Annex does not apply to dual-fuel engines and vehicles.

2. GENERAL REQUIREMENTS

• 2.1.The general requirements shall be those set out in Sections 5.3.7.1 to 5.3.7.4 of UN/ECE Regulation No 83, with the exceptions set out in Sections 2.2, 2.3 and 2.4.

• 2.2.The atomic ratios set out in Section 5.3.7.3 shall be understood as follows:

Hcv = Atomic ratio of hydrogen to carbon	— for petrol (E10) 1,93 — for LPG 2,525 — for NG/biomethane 4,0 — for ethanol (E85) 2,74
Ocv = Atomic ratio of oxygen to carbon	— for petrol (E10) 0,032 — for LPG 0,0 — for NG/biomethane 0,0 — for ethanol (E85) 0,385

• 2.3.The table in point 1.4.3 of Appendix 5 to Annex I to this Regulation shall be completed on the basis of the requirements set out in points 2.2 and 2.4 of this Annex.

• 2.4.The manufacturer shall confirm the accuracy of the Lambda value recorded at the time of type-approval in point 2.1 of this Annex as being representative of typical production vehicles within 24 months of the date of the granting of type-approval. An assessment shall be made on the basis of surveys and studies of production vehicles.

3. TECHNICAL REQUIREMENTS

• 3.1.The technical requirements shall be those set out in Annex 5 to UN/ECE Regulation No 83, with the exception set out in point 3.2.

• 3.2.The reference fuels specified in Section 2.1 of Annex 5 to UN/ECE Regulation No 83 shall be understood as referring to the appropriate reference fuel specifications set out in Annex IX to this Regulation.

ANNEX V

VERIFYING EMISSIONS OF CRANKCASE GASES

1. INTRODUCTION

• 1.1. This Annex sets out the provisions and test procedures for verifying emissions of crankcase gases.

2. GENERAL REQUIREMENTS

• 2.1. No crankcase emissions shall be discharged directly into the ambient atmosphere, with the exception given in point 3.1.1.

3. SPECIFIC REQUIREMENTS

• 3.1. Point 3.1.1. and 3.1.2. shall apply to compression-ignition engines, dual-fuel engines and to positive-ignition engines fuelled with natural gas/biomethane or LPG.

• 3.1.1. Engines equipped with turbochargers, pumps, blowers, or superchargers for air induction may discharge crankcase emissions to the ambient atmosphere if the emissions are added to the exhaust emissions (either physically or mathematically) during all emission testing in accordance with paragraph 6.10 of Annex 4 to UNECE Regulation No 49.

• 3.1.2. Crankcase emissions that are routed into the exhaust upstream of any exhaust after-treatment device during all operation are not considered to be discharged directly into the ambient atmosphere.

• 3.2. Points 3.2.1 and 3.2.2 shall apply to positive-ignition engines fuelled with petrol or E85.

• 3.2.1. The pressure in the crankcase shall be measured over the emission test cycles at an appropriate location. It shall be measured at the dip-stick hole with an inclined-tube manometer.

• 3.2.1.1. The pressure in the intake manifold shall be measured to within ± 1 kPa.

• 3.2.1.2. The pressure measured in the crankcase shall be measured to within ± 0,01 kPa.

• 3.2.2. Compliance with point 2.1 shall be deemed satisfactory if, in every condition of measurement set out in point 3.2.1, the pressure measured in the crankcase does not exceed the atmospheric pressure prevailing at the time of measurement.

ANNEX VI

REQUIREMENTS TO LIMIT OFF-CYCLE EMISSIONS (OCE) AND IN-USE EMISSIONS

1. INTRODUCTION

• 1.1. This Annex sets out the performance requirements and prohibition of defeat strategies for engines and vehicles type-approved according to Regulation (EC) No 595/2009 and this Regulation so as to achieve effective control of emissions under a broad range of engine and ambient operating conditions encountered during normal in-use vehicle operation. This Annex also sets out the test procedures for testing off-cycle emissions during type-approval and in actual use of the vehicle.

2. DEFINITIONS

The definitions in Section 3 of Annex 10 to UN/ECE Regulation No 49 shall apply.

3. GENERAL REQUIREMENTS

• 3.1. The general requirements shall be those set out in paragraph 4 of Annex 10 to UNECE Regulation No 49.

• 3.2. In the case of dual-fuel engines, adaptive strategies are allowed provided that all of the following conditions are met:

• (a) the engine always remains in the dual-fuel type that has been declared for type-approval;

• (b) in case of a Type 2 dual-fuel engine, the resulting difference between the highest and the lowest GERWHTC within the family shall never exceed the percentage specified in paragraph 3.1.1 of Annex 15 to UNECE Regulation No 49;

• (c) these strategies are declared and satisfy the requirements set out in this Annex.

4. PERFORMANCE REQUIREMENTS

• 4.1. The performance requirements shall be those set out in paragraph 5 of Annex 10 to UNECE Regulation No. 49, with the exceptions provided for in point 4.1.1 of this Regulation.

• 4.1.1.Point (a) of paragraph 5.1.2 of Annex 10 to UNECE Regulation No 49 shall be understood as follows:

• (a) 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.

5. AMBIENT AND OPERATING CONDITIONS

• 5.1. The ambient and operating conditions for the purpose of this Annex shall be those set out in Section 6. of Annex 10 to UN/ECE Regulation No 49.

6. OFF-CYCLE LABORATORY TESTING AND IN-USE VEHICLE TESTING AT TYPE-APPROVAL

• 6.1. The off-cycle test procedure during type-approval shall follow the off-cycle laboratory testing and in-use vehicle testing of engines at type-approval as described in paragraph 7 of Annex 10 to UNECE Regulation No 49 with the exception provided for in point 6.1.1.

• 6.1.1.The first subparagraph of paragraph 7.3 of Annex 10 to UNECE Regulation No 49 shall be understood as follows:

‘In-use testing

A PEMS demonstration test shall be performed at type-approval by testing the parent engine in a vehicle using the procedure described in Appendix 1 of this Annex.’

• 6.2. Dual-fuel engines and vehicles

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.

• 6.2.1.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 the PEMS demonstration test performed 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.

• 6.3. Additional requirements with respect to in-use vehicle testing will be specified at a later stage in accordance with Article 14(3) of this Regulation.

7. STATEMENT OF OFF-CYCLE EMISSION COMPLIANCE

• 7.1. The statement of off-cycle emission compliance shall be drawn up in accordance with paragraph 10 of Annex 10 to UNECE Regulation No 49, with the exception set out in point 7.1.1.

• 7.1.1.The first subparagraph of paragraph 10 of Annex 10 to UNECE Regulation No 49 shall be understood as follows:

‘Statement of off-cycle emission compliance

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.’

8. DOCUMENTATION

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 shall include 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 in this Annex.

This documentation package shall be provided in accordance with the provisions of Section 8 of Annex I to this Regulation.

The methodology for the assessment of AES is described in Appendix 2 to this Annex.

Appendix 1

PEMS demonstration test at type-approval

1. INTRODUCTION

This Appendix describes the procedure for PEMS demonstration test at type-approval.

2. TEST VEHICLE

• 2.1. The vehicle used for demonstrating the PEMS demonstration test shall be representative for the vehicle category intended for the installation of the engine system. The vehicle may be a prototype vehicle or an adapted production vehicle.

• 2.2. The availability and conformity of the ECU data-stream information shall be demonstrated (for example following the provision of Section 5 of Annex II to this Regulation).

• 2.3. Manufacturers shall ensure that vehicles can be tested with PEMS by an independent party on public roads by making available suitable adapters for exhaust pipes, granting access to ECU signals and making the necessary administrative arrangements. The manufacturer may charge a reasonable fee as set out in Article 7(1) of Regulation (EC) No 715/2007.

3. TEST CONDITIONS

3.1.   Vehicle payload

For the purpose of the PEMS demonstration test, the payload may be reproduced and an artificial load may be used.

The vehicle payload shall be 50-60 % of the maximum vehicle payload. A deviation from that range may be agreed with the approval authority. The reason for such a deviation shall be indicated in the test report. The additional requirements set out in Annex II shall apply.

3.2.   Ambient conditions

The test shall be conducted under ambient conditions as described in point 4.2 of Annex II.

• 3.3. The engine coolant temperature shall be in accordance with point 4.3 of Annex II.

• 3.4. Fuel, lubricants and reagent

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.

• 3.5. Trip and operational requirements

The trip and operational requirements shall be those described in points 4.5 to 4.6.8 of Annex II.

4. EMISSIONS EVALUATION

• 4.1. The test shall be conducted and the test results calculated in accordance with Section 6 of Annex II.

5. REPORT

• 5.1. A technical report describing the PEMS demonstration test shall show the activities and results and give at least the following information:

• (a) General information as described in points 10.1.1 to 10.1.1.14 of Annex II.

• (b) Explanation as to why the vehicle(s) ([^E0038]) used for the test can be considered to be representative for the category of vehicles intended for the engine system.

• (c) Information about test equipment and test data as described in points 10.1.3 to 10.1.4.8 of Annex II.

• (d) Information about the tested engine as described in points 10.1.5 to 10.1.5.20 of Annex II.

• (e) Information about the vehicle used for the test as described in points 10.1.6 to 10.1.6.18 of Annex II.

• (f) Information about the route characteristics as described in points 10.1.7 to 10.1.7.7 of Annex II.

• (g) Information about instantaneous measured and calculated data as described in points 10.1.8 to 10.1.9.24 of Annex II.

• (h) Information about averaged and integrated data as described in points 10.1.10 to 10.1.10.12 of Annex II.

• (i) Pass-fail results as described in points 10.1.11 to 10.1.11.13 of Annex II.

• (j) Information about test verifications as described in points 10.1.12 to 10.1.12.5 of Annex II.

• (k) Information about instantaneous measured OBFCM values as described in point 10.1.8a.1 to 10.1.8a.5 of Annex II, and averaged and integrated OBFCM values as described in points 10.1.10a.1 to 10.1.10a.7 of Annex II.

Appendix 2

Methodology for the assessment of AES

For the purposes of assessing the AES, the approval authority shall verify at least whether the requirement laid down in this Appendix are fulfilled.

• (1) The increase of emissions induced by the AES shall be kept at the lowest possible level:
• (a) The increase of total emissions when using an AES shall be kept at the lowest possible level throughout the normal use and life of the vehicles;
• (b) Whenever a technology or design that would allow for improved emission control is available on the market at the time of the AES preliminary assessment it shall be used with no unjustified modulation.

• (2) When used to justify an AES, the risk of sudden and irreparable damage to the engine, shall be appropriately demonstrated and documented, including the following information:
• (a) Proof of catastrophic (i.e. sudden and irreparable) engine damage shall be provided by the manufacturer, along with a risk assessment which includes an evaluation of the likelihood of the risk occurring and severity of the possible consequences, including results of tests carried out to this effect;
• (b) When a technology or design is available on the market at the time of the AES application that eliminates or reduces that risk, it shall be used to the largest extent technically possible (i.e. with no unjustified modulation);
• (c) Durability and the long-term protection of the engine or components of the emission control system from wear and malfunctioning shall not be considered an acceptable reason to accept an AES.

• (3) An adequate technical description shall document why it is necessary to use an AES for the safe operation of the vehicle:
• (a) Proof of an increased risk to the safe operation of the vehicle should be provided by the manufacturer along with a risk assessment which includes an evaluation of the likelihood of the risk occurring and severity of the possible consequences, including results of tests carried out to this effect;
• (b) When a different technology or design is available on the market at the time of the AES application that would allow for lowering the safety risk, it shall be used to the largest extent technically possible (i.e. with no unjustified modulation).

• (4) An adequate technical description shall document why it is necessary to use an AES during engine start or warm up:
• (a) Proof of the need to use an AES during engine start shall be provided by the manufacturer along with a risk assessment which includes an evaluation of the likelihood of the risk occurring and severity of the possible consequences, including results of tests carried out to this effect;
• (b) Where a different technology or design is available on the market at the time of the AES application that would allow for improved emission control upon engine start, it shall be used to the largest extent technically possible.

ANNEX VII

VERIFYING THE DURABILITY OF ENGINE SYSTEMS

1. INTRODUCTION

• 1.1. This Annex sets out the procedures for selecting engines to be tested over a service accumulation schedule for the purpose of determining deterioration factors. The deterioration factors shall be applied in accordance with the requirements of point 3.6 of this Annex to the emissions measured according to Annex III.

• 1.2. This Annex also sets out the emission and non-emission-related maintenance carried out on engines undergoing a service accumulation schedule. Such maintenance shall conform to the maintenance performed on in-service engines and shall be communicated to owners of new engines and vehicles.

• 1.3. In the case of dual-fuel engines, paragraph 6.5 of Annex 15 to UNECE Regulation No 49 shall also apply.

2. SELECTION OF ENGINES FOR ESTABLISHING USEFUL LIFE DETERIORATION FACTORS

• 2.1. The selection of the engines shall be carried out in accordance with paragraph 2 of Annex 7 to UNECE Regulation No 49.

3. ESTABLISHING USEFUL LIFE DETERIORATION FACTORS

• 3.1. The requirements for the establishment of useful life deterioration factors shall be those set out in paragraph 3 of Annex 7 to UNECE Regulation No 49, with the exceptions provided for in points 3.1.1 to 3.1.6.

• 3.1.1. Paragraph 3.2.1.3 of Annex 7 to UNECE Regulation No 49 shall be understood as follows:

• ‘3.2.1.3. 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.’

• 3.1.2. Paragraph 3.2.1.9 of Annex 7 to UNECE Regulation No 49 shall be understood as follows:

• ‘3.2.1.9. 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.’

• 3.1.3. Paragraph 3.5.1 of Annex 7 to UNECE Regulation No 49 shall be understood as follows:

• ‘3.5.1. 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.’

• 3.1.4. Paragraph 3.7.1 of Annex 7 to UN/ECE Regulation No 49 shall be understood as follows:

• ‘3.7.1. 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 (egas, ePM). Depending on the type of deterioration factor (DF), the following provisions shall apply:
• (a) multiplicative: (egas or ePM) * DF ≤ emission limit
• (b) additive: (egas or ePM) + DF ≤ emission limit’

• 3.1.5. Paragraph 3.8.1 of Annex 7 to UNECE Regulation No 49 shall be understood as follows:

• ‘3.8.1. 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.’

• 3.1.6. Paragraph 3.8.3 of Annex 7 to UNECE Regulation No 49 shall be understood as follows:

• ‘3.8.3. 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.’

• 3.2. The use of market fuels is allowed for conducting the service accumulation schedule. A reference fuel shall be used to carry out the emission test.

4. MAINTENANCE

The requirements on maintenance shall be those set out in paragraph 4 of Annex 7 to UNECE Regulation No 49.

4.1.   Emission-related scheduled maintenance

ANNEX VIII

CO2 EMISSIONS AND FUEL CONSUMPTION

1. INTRODUCTION

• 1.1. This Annex sets out the provisions and test procedures for reporting CO2 emissions and fuel consumption.

2. GENERAL REQUIREMENTS

• 2.1. The general requirements shall be those set out in paragraph 2 of Annex 12 to UNECE Regulation No 49.

3. DETERMINATION OF CO2 EMISSIONS

• 3.1. The requirements for the determination of CO2 emissions shall be those set out in paragraph 3 of Annex 12 to UNECE Regulation No 49, with the exception provided for in point 3.1.1.

• 3.1.1. Paragraph 3.1 and Appendix 1 of Annex 12 to UNECE Regulation No 49 shall not apply to dual-fuel engines and vehicles. Paragraph 10.3 of Annex 15 to UNECE Regulation No 49, which provides additional dual-fuel specific CO2 determination requirements, shall apply instead.

4. DETERMINATION OF FUEL CONSUMPTION

• 4.1. The requirements for the determination of fuel consumption shall be those set out in paragraph 4 of Annex 12 to UNECE Regulation No 49.

• 1. Provisions on CO2 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 with a reference mass exceeding 2 380  kg but not exceeding 2 610  kg.

• 5.1. The provisions on CO2 emissions and fuel consumption for extension of a type-approval for a vehicle type-approved under this Regulation with a reference mass exceeding 2 380  kg but not exceeding 2 610  kg, shall be those set out in Appendix 1 of Annex 12 to UNECE Regulation No 49, with the exceptions provided for in points 5.1.1 and 5.1.2 of this Regulation.

• 5.1.1. Paragraph A.1.1.1 of Appendix 1 of Annex 12 to UNECE Regulation No 49 shall be understood as follows:

• ‘A.1.1.1. This Appendix sets out the provisions and test procedures for reporting CO2 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.’

• 5.1.2. Paragraph A.1.2.1 of Appendix 1 of Annex 12 to UNECE Regulation No 49 shall be understood as follows:

• ‘A.1.2.1. In order to receive an extension of an EU 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 relating to the measurement of CO2 emissions and fuel consumption established by the type 1 emissions test procedures set out in sub-annex 6 to Annex XXI to Commission Regulation (EU) 2017/1151 with only speed trace and RCB corrections. The CO2 emissions shall be determined in accordance with table A6/2 not taking into account the criteria emission test results, where the vehicle during testing shall apply no AES and be considered as VH. The test reports specified in Appendices 8a part I until point 2.1. included and 8b of Annex I, to Commission Regulation (EU) 2017/1151, shall be submitted to the type approval authorities including the results of pollutant emissions. The manufacturer shall provide the type approval authority with a signed declaration that all variants and versions for which this extension is requested are in conformity with the type-approval emission requirements in Regulation (EC) No 595/2009 and that the type 1 test was performed in compliance with the previous paragraph. Existing EU type-approvals for a vehicle with a reference mass exceeding 2 380 kg but not exceeding 2 610 kg, in respect of its engine type-approved under Regulation (EC) No 595/2009, may be extended at the latest by the application date of this Regulation. For dedicated compression ignition engines fuelled with ethanol (ED95), a fixed carbon-hydrogen-oxygen ratio shall be used for the purposes of calculating fuel consumption values, which shall be C1H2,92O0,46.’

• 5.2. Extension of a type-approval under this Section shall not be possible for dual-fuel vehicles.

ANNEX IX

SPECIFICATIONS OF REFERENCE FUELS

Technical data on fuels for testing compression ignition and dual-fuel engines

Type: Diesel (B7)

Parameter	Unit	Limits [^E0042]	Limits [^E0042]	Test method
Parameter	Unit	Minimum	Maximum	Test method
Cetane Index		46,0		EN ISO 4264
Cetane number [^E0043]		52,0	56,0	EN ISO 5165
Density at 15 °C	kg/m3	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	mm2/s	2,30	3,30	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	—	0,20	EN ISO 10370
Ash content	% m/m	—	0,010	EN ISO 6245
Total contamination	mg/kg	—	24	EN 12662
Water content	mg/kg	—	200	EN ISO 12937
Acid number	mg KOH/g	—	0,10	EN ISO 6618
Lubricity (HFRR wear scan diameter at 60 °C)	μm	—	400	EN ISO 12156
Oxidation stability at 110 °C [^E0044]	h	20,0		EN 15751
FAME [^E0045]	% v/v	6,0	7,0	EN 14078

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.

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.

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.

FAME content to meet the specification of EN 14214.

Type: pure Biodiesel (B100) for compression ignition engines

Parameter	Unit	Limits	Limits	Test method
Parameter	Unit	Minimum	Maximum	Test method
FAME content	% (m/m)	96,5	–	EN 14103
Density at 15 °C	kg/m3	860	900	EN ISO 3675 EN ISO 12185
Viscosity at 40 °C [^E0046]	mm2/s	3,50	5,00	EN ISO 3104 EN 16896
Flash point	°C	101	–	EN ISO 2719 EN ISO 3679 [^E0047]
Cetane number [^E0048]	–	51,0	–	EN ISO 5165 EN 15195 EN 16715 EN 17155
Copper strip corrosion (3 h at 50 °C)	Rating	class 1	class 1	EN ISO 2160
Oxidation stability (at 110 °C)	h	8,0	–	EN 14112 EN 15751
Acid value	mg KOH/g	–	0,50	EN 14104
Iodine value	g iodine/100 g	–	120	EN 14111 EN 16300
Linolenic acid methyl ester	% (m/m)	–	12,0	EN 14103
Polyunsaturated (≥ 4 double bonds) methyl esters	% (m/m)	–	1,00	EN 15779
Methanol content	% (m/m)	–	0,20	EN 14110
Monoglyceride content	% (m/m)	–	0,70	EN 14105
Diglyceride content	% (m/m)	–	0,20	EN 14105
Triglyceride content	% (m/m)	–	0,20	EN 14105
Free glycerol	% (m/m)	–	0,02	EN 14105 EN 14106
Total glycerol	% (m/m)	–	0,25	EN 14105
Water content	% (m/m)	–	0,050	EN ISO 12937
Total contamination	mg/kg	–	24	EN 12662
Sulphated ash content	% (m/m)	–	0,02	ISO 3987
Sulphur content	mg/kg	–	10,0	EN ISO 20846 EN ISO 20884 EN ISO 13032
Group I metals (Na+K)	mg/kg	–	5,0	EN 14108 EN 14109 EN 14538
Group II metals (Ca+Mg)	mg/kg	–	5,0	EN 14538
Phosphorus content	mg/kg	–	4,0	EN 14107 EN 16294

If CFPP is – 20 °C or lower, the viscosity shall be measured at – 20 °C. The measured value shall not exceed 48 mm²/s. In this case, the standard test methods are applicable without the precision data owing to non-Newtonian behaviour in a two-phase system.

A 2 ml sample and apparatus equipped with a thermal detection device shall be used.

The determination of derived cetane number for FAME is not included in the precision determinations of some test methods.

Type: Ethanol for dedicated compression-ignition engines (ED95) [^E0049]

Parameter	Unit	Limits [^E0050]	Limits [^E0050]	Test method [^E0051]
		Minimum	Maximum	Test method [^E0051]
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	Bright and clear
Flashpoint	°C	10		EN 3679
Dry residue	mg/kg		15	EN 15691
Water content	% m/m		6,5	EN 15489 [^E0052] 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		0,20	EN 15487
Inorganic chloride	mg/kg		1,0	EN 15484 or EN 15492
Copper	mg/kg		0,100	EN 15488
Electrical Conductivity	μS/cm		2,50	DIN 51627-4 or prEN 15938

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.

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.

Equivalent EN/ISO methods will be adopted when issued for properties listed above.

Should it be necessary to clarify whether a fuel meets the requirements of the specifications, the terms of EN 15489 shall be applied.

Technical data on fuels for testing positive ignition and dual-fuel engines

Type: Petrol (E10)

Parameter	Unit	Limits [^E0053]	Limits [^E0053]	Test method
Parameter	Unit	Minimum	Maximum	Test method
Research octane number, RON [^E0054]		95,0	98,0	EN ISO 5164
Motor octane number, MON [^E0054]		85,0	89,0	EN ISO 5163
Density at 15 °C	kg/m3	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	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	—	1,00	EN 22854 EN 238
—  saturates	% v/v	report	report	EN 22854
Carbon/hydrogen ratio		report	report
Carbon/oxygen ratio		report	report
Induction Period [^E0055]	minutes	480	—	EN ISO 7536
Oxygen content [^E0056]	% m/m	3,3	3,7	EN 22854
Solvent washed gum (Existent gum content)	mg/100 ml	—	4	EN ISO 6246
Sulphur content [^E0057]	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 [^E0058]	mg/l	—	1,3	ASTM D 3231
Ethanol [^E0056]	% v/v	9,0	10,0	EN 22854
(2)  Equivalent EN/ISO methods will be adopted when issued for properties listed above.	(2)  Equivalent EN/ISO methods will be adopted when issued for properties listed above.	(2)  Equivalent EN/ISO methods will be adopted when issued for properties listed above.	(2)  Equivalent EN/ISO methods will be adopted when issued for properties listed above.	(2)  Equivalent EN/ISO methods will be adopted when issued for properties listed above.

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.

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.

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.

Ethanol is the only oxygenate that shall be intentionally added to the reference fuel. The ethanol used shall conform to EN 15376.

The actual sulphur content of the fuel used for the Type 6 test shall be reported.

There shall be no intentional addition of compounds containing phosphorus, iron, manganese, or lead to this reference fuel.

Type: Ethanol (E85)

Parameter	Unit	Limits [^E0059]	Limits [^E0059]	Test method
Parameter	Unit	Minimum	Maximum	Test method
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	Report	ISO 3675
Vapour pressure	kPa	40,0	60,0	EN-ISO 13016-1 (DVPE)
Sulphur content [^E0060]	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	Clear and bright, visibly free of suspended or precipitated contaminants	Visual inspection
Ethanol and higher alcohols [^E0061]	% 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		1,00	E DIN 51627-3
Petrol [^E0062]	% v/v	Balance	Balance	EN 228
Phosphorus	mg/l	0,20  [^E0063]	0,20  [^E0063]	EN 15487
Water content	% v/v		0,300	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)	—	0,0050 (40)	EN 15491
Electric Conductivity	μS/cm	1,5	1,5	DIN 51627-4 or prEN 15938
Carbon/hydrogen ratio		report	report
Carbon/oxygen ratio		report	report

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.

The actual sulphur content of the fuel used for the emission tests shall be reported.

Ethanol to meet specification of EN 15376 is the only oxygenate that shall be intentionally added to this reference fuel.

The unleaded petrol content can be determined as 100 minus the sum of the percentage content of water, alcohols, MTBE and ETBE.

There shall be no intentional addition of compounds containing phosphorus, iron, manganese, or lead to this reference fuel.

Type: LPG

Parameter	Unit	Fuel A	Fuel B	Test method
Composition:				EN 27941
C3-content	% v/v	30 ± 2	85 ± 2
C4-content	% v/v	Balance [^E0064]	Balance [^E0064]
< 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 6251 [^E0065]
Odour		Characteristic	Characteristic
Motor octane number [^E0066]		Minimum 89,0	Minimum 89,0	EN 589 Annex B

Balance shall be read as follows: balance = 100 - C3 - < C3 - > C4.

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.

At the request of the engine manufacturer, a higher MON could be used to perform the type-approval tests.

Type: Natural gas/biomethane

Characteristics	Units	Basis	Limits	Limits	Test method
Characteristics	Units	Basis	minimum	maximum	Test method
Characteristics	Units	Basis	Reference fuel GR	Reference fuel GR	Reference fuel GR	Reference fuel GR	Reference fuel GR	Reference fuel GR
Composition:					Test method
Methane		87	84	89
Ethane		13	11	15
Balance [^E0067]	% mole	—	—	1	ISO 6974
Sulphur content	mg/m3 [^E0068]	—		10	ISO 6326-5

Inerts + C2+

Value to be determined at standard conditions 293,2 K (20 °C) and 101,3 kPa.

Reference fuel G23	Reference fuel G23	Reference fuel G23	Reference fuel G23	Reference fuel G23	Reference fuel G23
Composition:
Methane		92,5	91,5	93,5
Balance [^E0069]	% mole	—	—	1	ISO 6974
N2	% mole	7,5	6,5	8,5
Sulphur content	mg/m3 [^E0070]	—	—	10	ISO 6326-5

Inerts (different from N2) + C2+ C2+

Value to be determined at 293,2 K (20 °C) and 101,3 kPa.

Reference fuel G25	Reference fuel G25	Reference fuel G25	Reference fuel G25	Reference fuel G25	Reference fuel G25
Composition:
Methane	% mole	86	84	88
Balance [^E0071]	% mole	—	—	1	ISO 6974
N2	% mole	14	12	16
Sulphur content	mg/m3 [^E0072]	—	—	10	ISO 6326-5

Inerts (different from N2) + C2+ C2+

Value to be determined at 293,2 K (20 °C) and 101,3 kPa.

Reference fuel G20	Reference fuel G20	Reference fuel G20	Reference fuel G20	Reference fuel G20	Reference fuel G20
Composition:
Methane	% mole	100	99	100	ISO 6974
Balance [^E0073]	% mole	—	—	1	ISO 6974
N2	% mole				ISO 6974
Sulphur content	mg/m3 [^E0074]	—	—	10	ISO 6326-5
Wobbe Index (net)	MJ/m3 [^E0075]	48,2	47,2	49,2

Inerts (different from N2) + C2 + C2+.

Value to be determined at 293,2 K (20 °C) and 101,3 kPa.

Value to be determined at 273,2 K (0 °C) and 101,3 kPa.

ANNEX X

ON-BOARD DIAGNOSTICS

1. INTRODUCTION

• 1.1. This Annex sets out the functional aspects of on-board diagnostic (OBD) systems for the control of emissions from engine systems which are covered by this Regulation.

2. GENERAL REQUIREMENTS

• 2.1. The general requirements shall be those set out in paragraph 2 of Annex 9A to UNECE Regulation No 49, with the exceptions provided for in point 2.2.1 of this Regulation.

• 2.1.1. Paragraphs 2.3.2.1 and 2.3.2.2 of Annex 9A to UNECE Regulation No 49 shall be understood as follows:

• ‘2.3.2.1. 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.