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

• 2.3.2.2. 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.’

• 2.2. The Commission shall conduct a review of the monitoring requirements set out in point 2.3.2.1 of Annex 9A to UNECE Regulation No 49 by 31 December 2012. In case the technical non-feasibility of the respective requirements by the dates specified in Article 4(8) of this Regulation is demonstrated, the Commission shall make a proposal for amending those dates accordingly.

• 2.4. Alternative approval

• 2.4.1. If requested by the manufacturer, for vehicles of categories M2 and N1, for vehicles of categories M1 and N2 with a technically permissible maximum laden mass not exceeding 7,5 tonnes, and for vehicles of category M3 Class I, Class II and Class A and Class B as defined in Annex I to Directive 2001/85/EC with a permissible mass not exceeding 7,5 tonnes, compliance with the requirements set out in Annex XI to Regulation (EC) No 692/2008 shall be considered equivalent to the compliance with this Annex, in accordance with the following equivalences:

• 2.4.1.1.The OBD standard Euro 6 – plus IUPR in Table 1 of Appendix 6 of Annex I to Regulation (EC) No 692/2008 shall be considered equivalent to the character A of Table 1 of Appendix 9 of Annex I to this Regulation.

• 2.4.1.2.The OBD standard Euro 6 – 1 in Table 1 of Appendix 6 of Annex I to Regulation (EC) No 692/2008 shall be considered equivalent to the character B of Table 1 of Appendix 9 of Annex I to this Regulation.

• 2.4.1.3.The OBD standard Euro 6-2 in Table 1 of Appendix 6 of Annex I to Regulation (EC) No 692/2008 shall be considered equivalent to the characters C and D of Table 1 of Appendix 9 of Annex I to this Regulation.

• 2.4.1.4.The OBD standard Euro 6-2 in Table 1 of Appendix 6 to Annex I to Commission Regulation (EU) 2017/1151 shall be considered equivalent to the character E of Table 1 of Appendix 9 to Annex I to this Regulation.

• 2.4.1.a.If such alternative approval is used, the information related to OBD systems in points 3.2.12.2.7.1 to 3.2.12.2.7.4 of Part 2 of Appendix 4 to Annex I is replaced by the information in point 3.2.12.2.7 of Appendix 3 to Annex I to Regulation (EC) No 692/2008.

• 2.4.1.b.The equivalences set out in point 2.4.1. shall apply in the following manner:

• 2.4.1.b.1. 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.

• 2.4.1.b.2. The requirements on NOx control measures set out in points 2.1.2.2.1 to 2.1.2.2.5 of Annex XIII shall apply.

• 2.4.2. 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).

A manufacturer shall not be permitted to use the alternative provisions specified in this point for more than 500 engines per year.

• 2.4.4. The approval authority shall inform the Commission of the circumstances of each type-approval granted under Sections 2.4.1 and 2.4.2.

• 2.5. Conformity of production

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.

• 2.6. Dual-fuel engines and vehicles

• 2.6.1. Dual-fuel engines and vehicles shall comply with the requirements applicable to diesel engines specified in this Annex, regardless of whether operating in dual-fuel or diesel mode.

• 2.6.2. In addition to point 2.6.1, dual-fuel engines and vehicles shall comply with the OBD requirements set out in paragraph 7 of Annex 15 to UNECE Regulation No 49.

• 2.6.3. The provisions for alternative approval set out in point 2.4.1 shall not apply in the case of dual-fuel vehicles and engines.

3. PERFORMANCE REQUIREMENTS

• 3.1. The performance requirements shall be those set out in Section 5 of Annex 9B to UN/ECE Regulation No 49.

• 3.2. OBD threshold limits

• 3.2.1. The OBD threshold limits (hereinafter ‘OTLs’) applicable to the OBD system are those specified in the rows ‘general requirements’ of Table 1 for compression ignition engines and of Table 2 for positive ignition engines.

• 3.2.2. Until the end of the phase-in period set out in Article 4(7), the OBD threshold limits specified in rows ‘phase-in period’ of Table 1 for compression ignition engines and of Table 2 for positive ignition engines shall apply.

Table 1

OTLs (compression ignition engines, including dual-fuel engines)

	Limit in mg/kWh	Limit in mg/kWh
	NOx	PM Mass
phase-in period	1 500	25
general requirements	1 200	25

Table 2

OTLs (positive ignition engines)

	Limit in mg/kWh	Limit in mg/kWh
	NOx	CO
phase-in period	1 500	7 500  [^E0077]
general requirements	1 200	7 500

The limit shall apply as from the dates set out in row B of Table 1 in Appendix 9 to Annex I.

4. DEMONSTRATION REQUIREMENTS

• 4.1. The demonstration requirements shall be those set out in paragraph 4 of Annex 9A to UNECE Regulation No 49.

5. DOCUMENTATION REQUIREMENTS

• 5.1. The documentation requirements shall be those set out in paragraph 5 of Annex 9A to UNECE Regulation No 49. The documentation package shall be provided in accordance with the provisions of Article 5(3) and Section 8 of Annex I to this Regulation.

6. IN-USE PERFORMANCE REQUIREMENTS

• 6.1. The in-use performance requirements shall be those set out in paragraph 6 of Annex 9A to UNECE Regulation No 49, with the exceptions set out in points 6.1.1 to 6.1.3 of this Regulation.

• 6.1.1. The documentation package shall be provided in accordance with the provisions of Article 5(3) and Section 8 of Annex 1 to this Regulation.

• 6.1.2. Minimum in-use performance ratio

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.’

• 6.1.3. The conditions set out in paragraph A.1.5 of Appendix 1 of UNECE Regulation No 49 shall be subjected to review after the end of the phase-in period specified in Article 4(7) of this Regulation.

• 6.2. Assessment of the in-use performance during the phase-in period

• 6.2.1. During the phase-in period set out in Article 4(7) the assessment of the in-use performance of OBD systems shall be conducted in accordance with the provisions set out in Appendix 5 of this Annex.

• 6.2.2. During the phase-in-period set out in Article 4(7), compliance of the OBD systems with the requirements set out in paragraph 6.2.3 of Annex 9A to UNECE Regulation No 49 is not mandatory.

Appendix 5

Assessment of the in-use performance of the on-board diagnostic system during the phase-in period

1. GENERAL

• 1.1. This Appendix specifies the process to be followed for the in-use performance assessment of the OBD system as regards the provisions set out in Section 6 during the phase-in period set out in Article 4(7).

2. PROCEDURE FOR OBD IN-USE PERFORMANCE ASSESSMENT

• 2.1. The in-use performance assessment during the phase-in period set out in Article 4(7) shall consist of a survey programme including at least two in-use performance surveys, each of 9 months duration. These two surveys shall be completed not later than by 1 July 2015.

• 2.2. Each manufacturer’s first survey shall start when the first complete or completed vehicle fitted with an engine produced by that manufacturer and type-approved according to this Regulation is put into service.

• 2.3. The surveys shall be organised and conducted by each manufacturer, in close cooperation with the approval authority that granted the type-approval of the vehicles or engines concerned.

• 2.4. Data Handling During the Phase-In Period set out in Article 4(7)

• 2.4.1.In order to achieve the aim of the phase-in period set out in Article 4(7) with respect to improvements in the assessment of the OBD in-use performance requirements set out in Appendix 4 of this Annex, manufacturers shall provide approval authorities and the Commission with following information:

• (a) the IUPR data that manufacturers are required to supply in accordance with Section 6 of this Appendix;

• (b) additional OBD information that manufacturers are required to supply by this Regulation and that may or may not be considered to be confidential;

• (c) 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.

• 2.4.2.The passing of information considered confidential or commercially sensitive under the terms of this Regulation falling into the category referred to in points (b) or (c) of Section 2.4.1 to third parties other than those mentioned in Section 2.4.1 and 2.4.3 shall be subject to the manufacturer’s agreement.

• 2.4.3.Examples of the kinds of aspects of the complementary data within the category defined in point (c) of Section 2.4.1 that might reasonably be thought to be commercially sensitive include the following:

• (a) 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;

• (b) information on measurement techniques that are under development.

• 2.5. Section 2.4 of Appendix 4 shall apply to the problems posed by faulty or non-conformant communication interfaces.

• 2.6. Engines or vehicles where the collection of in-use performance data influences the OBD monitoring performance shall be considered to be non-compliant.

3. OBD IN-USE PERFORMANCE DATA

• 3.1. The OBD in-use performance data to be considered for assessing the conformity of an OBD engine family shall be those recorded by the OBD system in accordance with Section 6 of Annex 9C to UN/ECE Regulation No 49, and made available in accordance with the requirements of Section 7 of that Annex.

4. VEHICLE AND ENGINE SELECTION

4.1.   Engine selection

• 4.1.1.In each of the two surveys required by Section 2.1 only one engine family and one OBD engine family shall be considered.

• 4.1.2.If before 1 July 2015 a manufacturer has placed more than one engine family or OBD engine family on the market, the two surveys shall cover different engine families or OBD engine families, respectively.

• 4.1.3.One of the surveys undertaken shall be performed using vehicles equipped with engines belonging to the engine family with the highest sales volume reasonably expected after 31 December 2013, considering information provided by the manufacturer.

• 4.1.4.Engines of a single engine family or OBD engine family may continue to be included in the same survey even if the monitoring systems with which they are equipped are of different generations or modification states.

4.2.   Vehicle selection

• 4.2.1.The vehicle selection rules shall be those defined in Section 4.2 of Appendix 4 to this Annex.

5. IN-USE PERFORMANCE SURVEYS

5.1.   Collection of in-use performance data

• 5.1.1.The rules concerning the collection of in-use performance data shall be those specified in Section 5.1 of Appendix 4.

• 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.

5.2.   Assessment of the in-use performance

• 5.2.1.An assessment of the in-use performance shall be made for each group of monitors within the OBD engine family considered in a vehicle segment.

• 5.2.2.The actual performance ratio per group of monitors for an individual engine (IUPRg) shall be calculated from the numeratorg and denominatorg retrieved from the OBD system of the vehicle in which it is fitted.

• 5.2.3.The assessment of the in-use performance of the OBD engine family shall be made for each group of monitors within the OBD engine family considered in a vehicle segment in accordance with the provisions of Section 6.5.1 of this Annex

• 5.2.4.If any of the conditions mentioned in Section 6.5.1 of this Annex is not met, this shall be reported to the approval authority together with the manufacturer’s assessment of the reason for this situation arising and, if applicable, a plan of the work that the manufacturer will undertake with the aim of correcting the issue at latest for all vehicles registered for the first time in the Union after the end of the phase-in period.

6. REPORT TO THE APPROVAL AUTHORITY AND THE COMMISSION

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:

• 6.1. The list of the engine families and OBD engine families considered for the survey.

• 6.2. Information concerning the vehicles considered in the survey including the following:
• (a) the total number of vehicles considered in the survey;
• (b) the number and the type of vehicle segments;
• (c) the VIN, and a short description (type-variant-version) of each vehicle;
• (d) the segment to which an individual vehicle belongs;
• (e) the usual type of duty or mode of operation of each individual vehicle;
• (f) the accumulated mileage of each individual vehicle and/or the accumulated operating hours of its engine.

• 6.3. In-use performance information for each vehicle including the following:
• (a) the numeratorg, denominatorg, and in-use performance ratio (IUPRg) for each group of monitors;
• (b) the general denominator, the value of the ignition cycle counter, the total engine running hours.

• 6.4. The results of the in-use performance statistics including the following:
• (a) the average value Image omitted; see official source of the IUPRg values of the sample;
• (b) the number and the percentage of engines in the sample that have an IUPRg equal to or above IUPRm(min).

ANNEX XI

EC TYPE-APPROVAL OF REPLACEMENT POLLUTION CONTROL DEVICES AS SEPARATE TECHNICAL UNIT

1. INTRODUCTION

• 1.1. This Annex contains additional requirements for the type-approval of replacement pollution control devices as separate technical units.

2. GENERAL REQUIREMENTS

2.1.   Marking

• 2.1.1. Each replacement pollution control device shall bear at least the following identifications:

• (a) the manufacturer’s name or trade mark;

• (b) 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.

• 2.1.2. Each original replacement pollution control device shall bear at least the following identifications:

• (a) the vehicle or engine manufacturer’s name or trade mark;

• (b) the make and identifying part number of the original replacement pollution control device as recorded in the information referred to in point 2.3.

2.2.   Documentation

• 2.2.1. Each replacement pollution control device shall be accompanied by the following information:

• (a) the manufacturer’s name or trade mark;

• (b) 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;

• (c) 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;

• (d) 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.

• 2.2.2. Each original replacement pollution control device shall be accompanied by the following information:

• (a) the vehicle or engine manufacturer’s name or trade mark;

• (b) the make and identifying part number of the original replacement pollution control device as recorded in the information mentioned in Section 2.3;

• (c) 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;

• (d) 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.

• 2.3. For an original replacement pollution control device, the vehicle or engine manufacturer shall provide to the approval authority the necessary information in electronic format which makes the link between the relevant part numbers and the type-approval documentation.

This information shall contain the following:

• (a) make(s) and type(s) of vehicle or engine;

• (b) make(s) and type(s) of original replacement pollution control device;

• (c) part number(s) of original replacement pollution control device;

• (d) type-approval number of the relevant engine or vehicle type(s).

3. EC SEPARATE TECHNICAL UNIT TYPE-APPROVAL MARK

• 3.1. Every replacement pollution control device conforming to the type approved under this Regulation as a separate technical unit shall bear an EC type-approval mark.

• 3.2. This mark shall consist of a rectangle surrounding the lower-case letter ‘e’ followed by the distinguishing number of the Member State which has granted the EC type-approval:

• 1. for Germany

• 1. for France

• 1. for Italy

• 1. for the Netherlands

• 1. for Sweden

• 1. for Belgium

• 1. for Hungary

• 1. for Czech Republic

• 1. for Spain

• 1. for the United Kingdom

• 1. for Austria

• 1. for Luxembourg

• 1. for Finland

• 1. for Denmark

• 1. for Romania

• 1. for Poland

• 1. for Portugal

• 1. for Greece

• 1. for Ireland

• 1. for Croatia

• 1. for Slovenia

• 1. for Slovakia

• 1. for Estonia

• 1. for Latvia

• 1. for Bulgaria

• 1. for Lithuania

• 1. for Cyprus

• 1. 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.

• 3.3. The EC type-approval mark shall be affixed to the replacement pollution control device in such a way as to be clearly legible and indelible. It shall, wherever possible, be visible when the replacement pollution control device is installed on the vehicle.

• 3.4. An example of the EC type-approval mark for a separate technical unit is given in Appendix 8 to Annex I.

4. TECHNICAL REQUIREMENTS

4.1.   General requirements

• 4.1.1. The replacement pollution control device shall be designed, constructed and capable of being mounted so as to enable the engine and vehicle to comply with the rules with which it was originally in compliance and that pollutant emissions are effectively limited throughout the normal life of the vehicle under normal conditions of use.

• 4.1.2. The installation of the replacement pollution control device shall be at the exact position of the original equipment pollution control device, and the position on the exhaust line of the exhaust gas, temperature and pressure sensors shall not be modified.

• 4.1.3. If the original equipment pollution control device includes thermal protections, the replacement pollution control device shall include equivalent protections.

• 4.1.4. Upon request of the applicant for the type-approval of the replacement component, the approval authority that granted the original type-approval of the engine system shall make available on a non-discriminatory basis, the information referred to in points 3.2.12.2.6.8.1 and 3.2.12.2.6.8.2 in Part 1 of the information document contained in Appendix 4 to Annex I for each engine to be tested.

4.2.   General durability requirements

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.

4.3.   Requirements regarding emissions

4.3.1.   Outline of procedure for evaluation of emissions

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.

• 4.3.1.1. Where the replacement pollution control device does not comprise the complete emissions control system, only new original equipment or new original replacement pollution control components shall be used to provide a complete system.

• 4.3.1.2. The emissions control system shall be aged according to the procedure described in point 4.3.2.4 and retested to establish the durability of its emissions performance.

The durability of a replacement pollution control device is determined from a comparison of the two successive sets of exhaust gas emissions tests:

• (a) the first set is that made with the replacement pollution control device which has been run in with 12 WHSC Cycles;

• (b) 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.

4.3.2.   Procedure for evaluation of emissions performance of a replacement pollution control device

• 4.3.2.1. The engine or engines shall be fitted with a new original equipment pollution control device according to Article 16(4).

The 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.

• 4.3.2.2. Exhaust gas test with replacement pollution control device

The replacement pollution control device to be evaluated shall be fitted to the exhaust after-treatment system tested according to the requirements of point 4.3.2.1, replacing the relevant original equipment exhaust after-treatment device.

The exhaust after-treatment system incorporating the replacement pollution control device shall then be preconditioned with 12 WHSC cycles. After this preconditioning, the engines shall be tested 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.

• 4.3.2.3. Initial evaluation of the emission of pollutants of engines equipped with replacement pollution control devices

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:

• (1) M ≤ 0,85S + 0,4G;

• (2) M ≤ G

where:

M	:	mean value of the emissions of one pollutant obtained from the three tests with the replacement pollution control device.
---	---	---
S	:	mean value of the emissions of one pollutant obtained from the three tests with the original or original replacement pollution control device.
---	---	---
G	:	limit value of the emissions of one pollutant according to the type-approval of the vehicle.

• 4.3.2.4. Durability of emissions performance

The exhaust after-treatment system tested in accordance with point 4.3.2.2 and incorporating the replacement pollution control device shall be subjected to the durability procedures described in Appendix 3.

• 4.3.2.5. Exhaust gas test with aged replacement pollution control device

The aged exhaust after-treatment system incorporating the aged replacement control device shall then be fitted to the test engine used in points 4.3.2.1 and 4.3.2.2

The aged exhaust after-treatment systems shall be preconditioned with 12 WHSC cycles and subsequently tested using the WHDC procedures described in Annex 4 to UNECE Regulation No 49. Three exhaust gas tests of each appropriate type shall be performed.

• 4.3.2.6. Determination of ageing factor for the replacement pollution control device

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).

• 4.3.2.7. Evaluation of the emission of pollutants of engines equipped with replacement pollution control devices

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:

M	:	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)
---	---	---
AF	:	the aging factor for one pollutant
---	---	---
G	:	limit value of the emissions of one pollutant according to the type-approval of the vehicle(s).

4.3.3.   Replacement pollution control device technology family

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:

• (a) the same emissions control mechanism (oxidation catalyst, three-way catalyst, particulate filter, selective catalytic reduction for NOx, etc.);

• (b) the same substrate material (same type of ceramic, or same type of metal);

• (c) the same substrate type and cell density;

• (d) the same catalytically active materials and, where more than one, the same ratio of catalytically active materials;

• (e) the same total charge of catalytically active materials;

• (f) the same type of washcoat applied by the same process.

4.3.4.   Assessment of the durability of emissions performance of a replacement pollution control device by use of a technology family aging factor

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.

4.3.4.1.   Determination of durability performance of family members

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:

VA	:	Substrate volume (in dm3) of replacement pollution control device A
---	---	---
VP	:	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.

4.3.5.   Fuels

In the case described in point 1.1.2 of Annex I, the test procedure laid down in points 4.3.1 to 4.3.2.7 of this Annex shall be conducted with the fuels declared by the manufacturer of the original engine system. However, in agreement with the type-approval authority, the durability procedure set out in Appendix 3 and referred to in point 4.3.2.4 may be performed only with the fuel which represents the worst case in terms of ageing.

4.4.   Requirements regarding exhaust back-pressure

The back pressure shall not cause the complete exhaust system to exceed the value specified according to point 4.1.2 of Annex I.

4.5.   Requirements regarding OBD compatibility (applicable only to replacement pollution control devices intended to be fitted to vehicles equipped with an OBD system)

• 4.5.1. OBD compatibility demonstration is required only when the original pollution control device was monitored in the original configuration.

• 4.5.2. The compatibility of the replacement pollution control device with the OBD system shall be demonstrated by using the procedures described in Annex X to this Regulation and Annex 9B to UN/ECE Regulation No 49 for replacement pollution control devices intended to be fitted to engines or vehicles type-approved in accordance with Regulation (EC) No 595/2009 and this Regulation.

• 4.5.3. The provisions in UN/ECE Regulation No 49 applicable to components other than pollution control devices shall not apply.

• 4.5.4. The replacement pollution control device manufacturer may use the same preconditioning and test procedure as used during the original type-approval. In this case, the approval authority which granted original type-approval of an engine of a vehicle shall provide, on request and on a non-discriminatory basis, Appendix on test conditions to Appendix 4 to Annex I which contains the number and type of preconditioning cycles and the type of test cycle used by the original equipment manufacturer for OBD testing of the pollution control device.

• 4.5.5. In order to verify the correct installation and functioning of all other components monitored by the OBD system, the OBD system shall indicate no malfunction and have no stored fault codes prior to the installation of any of the replacement pollution control device. An evaluation of the status of the OBD system at the end of the tests described in points 4.3.2 to 4.3.2.7 may be used for this purpose.

• 4.5.6. The malfunction indicator shall not activate during vehicle operation required by points 4.3.2 to 4.3.2.7.

4.6.   Requirements regarding compatibility with the NOx control measures (applicable only to replacement pollution control devices to be fitted to vehicles equipped with sensors directly measuring NOx concentration in the exhaust)

• 4.6.1. NOx control measures compatibility demonstration is required only when the original pollution control device was monitored in the original configuration.

• 4.6.2. The compatibility of the replacement pollution control device with the NOx control measures shall be demonstrated by using the procedures described in Annex XIII to this Regulation, for replacement pollution control devices intended to be fitted to engines or vehicles type-approved in accordance with Regulation (EC) No 595/2009 and this Regulation.

• 4.6.3. The provisions in UN/ECE Regulation No 49 applicable to components other than pollution control devices shall not apply.

• 4.6.4. The replacement pollution control device manufacturer may use the same preconditioning and test procedure as used during the original type-approval. In that case, the approval authority which granted original type-approval of an engine of a vehicle shall provide, on request and on a non-discriminatory basis, an information document presented as an appendix to the Information Document provided for in Appendix 4 to Annex I, which contains the number and type of preconditioning cycles and the type of test cycle used by the original equipment manufacturer for NOx control measures testing of the pollution control device.

• 4.6.5. Point 4.5.5 shall apply to NOx control measures monitored by the OBD system.

5. CONFORMITY OF PRODUCTION

• 5.1. Measures to ensure the conformity of production shall be taken in accordance with Article 12 of Directive 2007/46/EC.

• 5.2. Special provisions

• 5.2.1. The checks referred to in Section 2.2 of Annex X to Directive 2007/46/EC shall include compliance with the characteristics as defined under ‘type of pollution control device’ in Article 2(8) of Regulation (EC) No 692/2008.

• 5.2.2. For the application of Article 12(2) of Directive 2007/46/EC, the tests described in Section 4.3 of this Annex (requirements regarding emissions) may be carried out. In this case, the holder of the approval may request, as an alternative, to use as a basis for comparison not the original equipment pollution control device, but the replacement pollution control device which was used during the type-approval tests (or another sample that has been proven to conform to the approved type). Emissions values measured with the sample under verification shall then on average not exceed by more than 15 % the mean values measured with the sample used for reference.

Appendix 1

MODEL

Information document No …

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.

0. GENERAL

• 0.1.Make (trade name of manufacturer): …

• 0.2.Type …

• 0.2.1. Commercial name(s) (if available): …

• 0.3.Means of identification of type: …

• 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): …

• 0.9Name and address of the manufacturer’s authorised representative (if any): …

1. DESCRIPTION OF THE DEVICE

• 1.1.Type of the replacement pollution control device: (oxidation catalyst, three-way catalyst, SCR catalyst, particulate filter, etc.) …

• 1.2.Drawings of the replacement pollution control device, identifying in particular all the characteristics referred to under ‘type of pollution control device’ of Article 2 of Regulation (EU) No 582/2011: …

• 1.3.Description of the engine and vehicle type or types for which the replacement pollution control device is intended: …

• 1.3.1. Number(s) and/or symbol(s) characterising the engine and vehicle type(s): …

• 1.3.2 Number(s) and/or symbol(s) characterising the original pollution control device(s) which the replacement pollution control device is intended to replace: …

• 1.3.3. Is the replacement pollution control device intended to be compatible with OBD requirements (Yes/No) ([^E0079])

• 1.3.4. Is the replacement pollution control device compatible with existing vehicle/engine control systems (yes/no) (12)

• 1.4.Description and drawings showing the position of the replacement pollution control device relative to the engine exhaust manifold(s): …

Appendix 2

MODEL EC TYPE-APPROVAL CERTIFICATE

(Maximum format: A4 (210 mm × 297 mm))

EC TYPE-APPROVAL CERTIFICATE

Stamp of administration

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 ([^E0080])

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: …

SECTION I

• 0.1.Make (trade name of manufacturer): …

• 0.2.Type: …

• 0.3.Means of identification of type marked on the component/separate technical unit ([^E0081]) (Identifying Part Number): …

• 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 and address(es) of assembly plant(s): …

• 0.9.Name and address of manufacturer’s representative: …

SECTION II

• 1.Additional information

• 1.1.Make and type of the replacement pollution control device: (oxidation catalyst, three-way catalyst, SCR catalyst, particulate filter, etc.) …

• 1.2.Engine and vehicle type(s) for which the pollution control device type qualifies as replacement part: …

• 1.3.Type(s) of engine on which the replacement pollution control device has been tested: …

• 1.3.1.Has the replacement pollution control device demonstrated compatibility with OBD requirements (yes/no) (13) : …

• 2.Technical service responsible for carrying out the tests: …

• 3.Date of test report: …

• 4.Number of test report: …

• 5.Remarks: …

• 6.Place: …

• 7.Date: …

• 8.Signature: …

Attachments	:	Information package. Test report.

Appendix 3

Durability procedure for evaluation of emissions performance of a replacement pollution control device

• 1. This Appendix sets out the durability procedure referred to in point 4.3.2.4 of Annex XI, for the purpose of evaluating the emissions performance of a replacement pollution control device.

• 1. DESCRIPTION OF THE DURABILITY PROCEDURE

• 2.1. The durability procedure shall consist of a data collection phase and a service accumulation schedule.

• 2.2. Data collection phase

• 2.2.1. The selected engine, equipped with the complete exhaust after-treatment system incorporating the replacement pollution control device, shall be cooled down to ambient temperature and run one cold start WHTC test-cycle in accordance with paragraphs 7.6.1 and 7.6.2 of Annex 4 to UN/ECE Regulation No 49.

• 2.2.2. Immediately after the cold start WHTC test-cycle, the engine shall be run for nine consecutive hot start WHTC test-cycles in accordance with paragraph 7.6.4 of Annex 4 to UN/ECE Regulation No 49.

• 2.2.3. The test sequence set out in points 2.2.1 and 2.2.2 shall be carried out in accordance with the instructions laid down in paragraph 7.6.5 of Annex 4 to UN/ECE Regulation No 49.

• 2.2.4. Alternatively, the relevant data can be collected by driving a fully loaded vehicle equipped with the selected exhaust after-treatment system incorporating the replacement pollution control device. The test can be carried out either on the road following the trip requirements of points 4.5 to 4.5.5 of Annex II to this Regulation with comprehensive recording of the driving data, or on a suitable chassis dynamometer. If an on-road test is chosen, the vehicle shall be driven over a cold test-cycle, as set out in Appendix 5 to this Annex, followed by nine hot test-cycles, identical to the cold one, in a way that the work developed by the engine is the same as the one achieved under points 2.2.1 and 2.2.2. If a chassis dynamometer is chosen, the simulated road gradient of the test-cycle in Appendix 5 shall be adapted to match the work developed by the engine over the WHTC.

• 2.2.5. The type-approval authority shall refuse the temperature data obtained under point 2.2.4 if it deems those data to be unrealistic and shall request either the repetition of the test, or the carrying out of a test pursuant to points 2.2.1, 2.2.2 and 2.2.3.

• 2.2.6. Temperatures in the replacement pollution control device shall be recorded during the whole test sequence, at the location with the highest temperature.

• 2.2.7. In cases where the location with the highest temperature varies over time, or where that location is difficult to define, multiple bed temperatures should be recorded at suitable locations.

• 2.2.8. The number and locations of the temperature measurements shall be selected by the manufacturer, in agreement with the type-approval authority, based on best engineering judgement.

• 2.2.9. With the agreement of the type-approval authority, a single catalyst bed temperature or the catalyst inlet temperature may be used if measuring multiple bed temperatures is proven to be unfeasible or too difficult.

Figure 1

Example of temperature sensors location in a generic after-treatment device

Image omitted; see official source

Text of image

radial inlet

inlet

Figure 2

Example of temperature sensors location for DPF

Image omitted; see official source

Text of image

Inlet

Outlet

Radial Outlet

• 2.2.10. The temperatures shall be measured and recorded at a minimum rate of once every second (1 Hz) during the test sequence.

• 2.2.11. The measured temperatures shall be tabulated into a histogram with temperature bins no larger than 10 °C. In the case mentioned in point 2.2.7, the highest temperature each second shall be the one recorded in the histogram. Each bar of the histogram shall represent the cumulated frequency in seconds of the measured temperatures falling in the specific bin.

• 2.2.12. The time in hours corresponding to each temperature bin must be determined and then extrapolated to the useful life of the replacement pollution control device, in accordance with the values specified in Table 1. The extrapolation shall be based on the assumption that one WHTC cycle corresponds to 20 km driving.

Table 1

Useful life of the replacement pollution control device for each vehicle category, and equivalent WHTC test-cycles and hours of operation

Vehicle category	Mileage (km)	Equivalent number of WHTC test-cycles	Equivalent number of hours
Engine systems fitted to vehicles of category M1, N1 and N2	114 286	5 714	2 857
Engine systems fitted to vehicles of category N2, N3 with a maximum technically permissible mass not exceeding 16 tonnes and M3 Class I, Class II and Class A, and Class B with a maximum technically permissible mass exceeding 7,5 tonnes	214 286	10 714	5 357
Engine systems fitted to vehicles of category N3 with a maximum technically permissible mass exceeding 16 tonnes, and M3, Class III and Class B with a maximum technically permissible mass exceeding 7,5 tonnes	500 000	25 000	12 500

• 2.2.13. It is allowed to perform the data collection phase for different devices at the same time.

• 2.2.14. In the case of systems operating in the presence of active regeneration, the number, length and temperatures of the regenerations occurring during the test sequence defined in points 2.2.1 and 2.2.2 shall be recorded. If no active regeneration has occurred, the hot sequence defined in point 2.2.2 shall be extended in order to include at least two active regenerations.

• 2.2.15. The total lubricant consumed during the data collection period, in g/h, shall be recorded, using any suitable method, as for example the drain and weigh procedure described in Appendix 6. For this purpose, the engine shall be run during 24 hours, performing consecutive WHTC test-cycles. In cases where an accurate measurement of oil consumption cannot be obtained, the manufacturer, in agreement with the type-approval authority, may use the following options for the determination of the lubricant consumption:

• (a) a default value of 30 g/h;

• (b) a value requested by the manufacturer, based on sound data and information, and agreed with the type-approval authority.

• 2.3. Calculation of the equivalent ageing time corresponding to a reference temperature

• 2.3.1. The temperatures recorded pursuant to points 2.2 to 2.2.15 shall be reduced to a reference temperature Tr, requested by the manufacturer in agreement with the type-approval authority, within the range of the temperatures recorded during the data collection phase.

• 2.3.2. In the case specified in point 2.2.13, the value of Tr for each one of the devices may vary.

• 2.3.3. The equivalent ageing time corresponding to the reference temperature shall be calculated, for each bin referred to in 2.2.11, in accordance with the following equation:

Equation 1:

Image omitted; see official source

Where:

R

=

thermal reactivity of the replacement pollution control device.

The following values shall be used:

• — Diesel oxidation catalyst (DOC): 18 050

• — Catalysed DPF: 18 050

• — SCR or ammonia oxidation catalyst (AMOX) based on iron-zeolite (Fe-Z): 5 175

• — SCR copper-zeolite (Cu-Z): 11 550

• — SCR Vanadium (V): 5 175

• — LNT (lean-NOx trap): 18 050

Tr = reference temperature, in K.

Image omitted; see official source = mid-point temperature, in K, of the temperature bin i to which the replacement pollution control device is exposed during the data collection phase, registered in the temperature histogram.

Image omitted; see official source

= the time, in hours, corresponding to the temperature

Image omitted; see official source

, adjusted to a full useful life basis e.g. if the histogram represented 5 hours, and useful life is 4 000 hours according to Table 1, all histogram time entries would be multiplied by

Image omitted; see official source

.

Image omitted; see official source = the equivalent ageing time, in hours, needed to achieve, by exposing the replacement pollution control device at the temperature Tr, the same amount of ageing as the one that would result from exposure of the replacement pollution control device at the temperature

Image omitted; see official source during the time

Image omitted; see official source .

i = bin number, where 1 is number for the bin with the lowest temperature and n the value for the bin with the highest temperature.

• 2.3.4. The total equivalent ageing time shall be calculated in accordance with the following equation:

Equation 2:

Image omitted; see official source

Where:

AT = total equivalent ageing time, in hours, needed to achieve, by exposing the replacement pollution control device at the temperature Tr, the same amount of ageing as the one that would result from exposure of the replacement pollution control device, over its useful life, to the temperature

Image omitted; see official source during the time

Image omitted; see official source of each one of the i bins registered in the histogram.

Image omitted; see official source = the equivalent ageing time, in hours, needed to achieve, by exposing the replacement pollution control device at the temperature Tr, the same amount of ageing as the one that would result from exposure of the replacement pollution control device at the temperature

Image omitted; see official source during the time

Image omitted; see official source .

i = bin number, where 1 is number for the bin with the lowest temperature and n the value for the bin with the highest temperature.

n = Total number of temperature bins.

• 2.3.5. In the case referred to in point 2.2.13, AT shall be calculated for each device.

• 2.4. Service accumulation schedule

2.4.1.   General requirements

• 2.4.1.1. The service accumulation schedule shall allow acceleration of the ageing of the replacement pollution control device, using the information gathered during the data collection phase set out in point 2.2.

• 2.4.1.2. The service accumulation schedule shall consist of a thermal accumulation schedule and a lubricant consumption accumulation schedule in accordance with point 2.4.4.6. The manufacturer, in agreement with the type-approval authority, may not have to carry out a lubricant consumption accumulation schedule in case the replacement pollution control devices are placed downstream of an after-treatment filter component (e.g. diesel particulate filter). Both the thermal accumulation schedule and the lubricant consumption accumulation schedule shall consist of a repetition of, respectively, a series of thermal and lubricant consumption sequences.

• 2.4.1.3. In the case of replacement pollution control devices operating in the presence of active regeneration, the thermal sequence shall be complemented with an active regeneration mode.

• 2.4.1.4. For service accumulation schedules consisting of both thermal and lubricant consumption accumulation schedules, their respective sequences shall be alternated, so that for each thermal sequence that has to be performed, the following sequence corresponds to lubricant consumption.

• 2.4.1.5. It is allowed to perform the service accumulation schedule at the same time for different devices. In that case, a single service accumulation schedule shall be set for all the devices.

2.4.2.   Thermal accumulation schedule

• 2.4.2.1. The thermal accumulation schedule shall simulate the effect of thermal ageing on the performance of a replacement pollution control device until the end of its lifetime.

• 2.4.2.2. The engine used for the performance of the service accumulation schedule, fitted with the exhaust after-treatment system incorporating the replacement pollution control device, is operated for a minimum of three consecutive thermal sequences, as set out in Appendix 4.

• 2.4.2.3. The temperatures shall be recorded over a minimum of two thermal sequences. The first sequence, conducted for warming up, shall not be taken into account for the purpose of temperature gathering.

• 2.4.2.4. The temperatures shall be recorded at suitable locations, chosen in accordance with points 2.2.6 to 2.2.9, at a minimum rate of once every second (1 Hz).

• 2.4.2.5. The effective ageing time corresponding to the thermal sequences referred to in point 2.4.2.3, shall be calculated in accordance with the following equations:

Equation 3:

Image omitted; see official source

Equation 4:

Image omitted; see official source

Where:

Image omitted; see official source = the effective ageing time, in hours, needed to achieve, by exposing the replacement pollution control device at the temperature Tr, the same amount of ageing as the one that would result from exposure of the replacement pollution control device at the temperature Ti during the second i.

Ti = the temperature, in K, measured in the second i, in each one of the thermal sequences.

R

=

thermal reactivity of the replacement pollution control device. The manufacturer shall agree with the type-approval authority on the R value to be used. It will also be possible, as alternative, to use the following default values:

• — Diesel oxidation catalyst (DOC): 18 050 .

• — Catalysed DPF: 18 050

• — SCR or ammonia oxidation catalyst (AMOX) based on iron-zeolite (Fe-Z): 5 175

• — SCR copper-zeolite (Cu-Z): 11 550

• — SCR Vanadium (V): 5 175

• — LNT (lean-NOx trap): 18 050

Tr = reference temperature, in K, being the same value as in equation 1.

AE = Effective ageing time, in hours, needed to achieve, by exposing the replacement pollution control device at the temperature Tr, the same amount of ageing as the one that would result from exposure of the replacement pollution control device during the duration of the thermal sequence.

AT = total equivalent ageing time, in hours, needed to achieve, by exposing the replacement pollution control device at the temperature Tr, the same amount of ageing as the one that would result from exposure of the replacement pollution control device, over its useful life, to the temperature

Image omitted; see official source during the time

Image omitted; see official source of each one of the i bins registered in the histogram.

i = number of temperature measurement.

p = total number of temperature measurements.

nc = thermal sequence number, of those conducted for the purpose of temperature gathering, in accordance with point 2.4.2.3.

C = total number of thermal sequences conducted for the purpose of temperature gathering.

• 2.4.2.6. The total number of thermal sequences to be included in the service accumulation schedule shall be determined by applying the following equation:

Equation 5:

NTS = AT/AE

Where:

NTS = total number of thermal sequences to be carried out during the service accumulation schedule

AT = total equivalent ageing time, in hours, needed to achieve, by exposing the replacement pollution control device at the temperature Tr, the same amount of ageing as the one that would result from exposure of the replacement pollution control device, over its useful life, to the temperature

Image omitted; see official source during the time

Image omitted; see official source of each one of the i bins registered in the histogram.

AE = Effective ageing time, in hours, needed to achieve, by exposing the replacement pollution control device at the temperature Tr, the same amount of ageing as the one that would result from exposure of the replacement pollution control device during the duration of the thermal sequence.

• 2.4.2.7. It is allowed to reduce NTS and, consequently the service accumulation schedule, by increasing the temperatures at which each device is exposed at each mode of the ageing cycle through the application of one or several of the following measures:

• (a) insulating the exhaust pipe;

• (b) moving the replacement pollution control device closer to the exhaust manifold;

• (c) artificially heating up the temperature of the exhaust;

• (d) optimising the engine settings without substantially changing the emission behaviour of the engine.

• 2.4.2.8. When applying the measures referred to in points 2.4.4.6 and 2.4.4.7, the total ageing time calculated from NTS shall not be less than 10 % of the useful life listed in Table 1, e.g. the vehicle category N1 shall not have an NTS of less than 286 thermal sequences, assuming that each sequence is 1 hour long.

• 2.4.2.9. It is allowed to increase NTS and, consequently, the duration of the service accumulation schedule, by lowering the temperatures at each mode of the ageing cycle through the application of one or several of the following measures:

• (a) moving the replacement pollution control device further away from the exhaust manifold;

• (b) artificially cooling down the temperature of the exhaust;

• (c) optimising the engine settings.

• 2.4.2.10. In the case referred to in point 2.4.1.5, the following shall apply:

• 2.4.2.10.1. NTS shall be the same for each device, so that a single service accumulation schedule can be set up.

• 2.4.2.10.2. In order to achieve the same NTS for each device, a first NTS value shall be calculated for each device, with its own AT and AE values.

• 2.4.2.10.3. If the calculated NTS values are different, one or more of the measures set out in points 2.4.2.7 to 2.4.2.10 may be applied on the device or devices for which NTS needs to be modified, over the thermal sequences referred to in point 2.4.2.3, in order to influence the measured Ti and therefore conveniently speed up or slow down the artificial ageing of the targeted device or devices.

• 2.4.2.10.4. The new NTS values corresponding to the new temperatures Ti obtained in point 2.4.2.10.3 shall be calculated.

• 2.4.2.10.5. The steps set out in points 2.4.2.10.3 and 2.4.2.10.4 shall be repeated until the NTS values obtained for each device in the system match.

• 2.4.2.10.6. The Tr values used for obtaining the different NTS in points 2.4.2.10.4 and 2.4.2.10.5 shall be the same ones as those used in points 2.3.2 and 2.3.5 for calculating AT for each device.

• 2.4.2.11. In the case of an assembly of replacement pollution control devices constituting a system within the meaning of Article 3(25) of Directive 2007/46/EC, one of the following two options may be considered for the thermal ageing of the devices:

• 2.4.2.11.1. The devices within the assembly may be either separately or jointly aged, in accordance with point 2.4.2.10.

• 2.4.2.11.2. If the assembly is built in such a way that it is not possible to decouple the devices (e.g. DOC + SCR in a can), the thermal ageing of the assembly shall be carried out with the highest NTS.

2.4.3.   Modified thermal accumulation schedule for devices operating in the presence of active regeneration

• 2.4.3.1. The modified thermal accumulation schedule for devices operating in the presence of active regeneration shall simulate the effect of ageing due to both thermal load and active regeneration on a replacement pollution control device at the end of its lifetime.

• 2.4.3.2. The engine used for the service accumulation schedule, fitted with the exhaust after-treatment system incorporating the replacement pollution control device, is operated for a minimum of three modified thermal sequences, consisting each sequence of a thermal sequence as set out in Appendix 4, followed by a complete active regeneration, during which the peak temperature reached in the after-treatment system should be not lower than the peak temperature recorded in the data collection phase.

• 2.4.3.3. The temperatures shall be recorded over a minimum of two modified thermal sequences. The first sequence, conducted for warming up, shall not be taken into account for the purpose of temperature gathering.

• 2.4.3.4. In order to minimise the time elapsed between the thermal sequence as set out in Appendix 4 and the subsequent active regeneration, the manufacturer may artificially trigger the active regeneration by running, after each thermal sequence as set out in Appendix 4, the engine at a steady mode that enables a high production of soot by the engine. In that case, the steady mode shall also be considered as part of the modified thermal sequence set out in point 2.4.3.2.

• 2.4.3.5. The effective ageing time corresponding to each modified thermal sequence shall be calculated using equations 3 and 4.

• 2.4.3.6. The total number of modified thermal sequences to be conducted during the service accumulation schedule shall be calculated using equation 5.

• 2.4.3.7. It is allowed to reduce NTS, and consequently the duration of the service accumulation schedule, by increasing the temperatures at each mode of the modified thermal sequence, applying one or several of the measures set out in point 2.4.2.7.

• 2.4.3.8. In addition to the measures referred to in point 2.4.3.7, NTS can also be reduced by increasing the peak temperature of the active regeneration within the modified thermal sequence, without exceeding a bed temperature of 800 °C under any circumstances.

• 2.4.3.9. NTS shall never be less than 50 % of the number of active regenerations to which the replacement pollution control device is subjected during its useful life, calculated in accordance with the following equation:

Equation 5:

Image omitted; see official source

Where:

NAR = number of active regeneration sequences over the useful life of the replacement pollution control device.

tWHTC = equivalent number of hours corresponding to the vehicle category for which the replacement pollution control device is intended, obtained from Table 1.

tAR = duration, in hours, of an active regeneration.

tBAR = time, in hours, between two consecutive active regenerations.

• 2.4.3.10. If, as consequence of the application of the minimum number of modified thermal sequences as set out in point 2.4.3.9, AE × NTS calculated using equation 4 exceeds the AT calculated using equation 2, the time of each mode of the thermal sequence set out in Appendix 4, and embedded in the modified thermal sequence as set out in point 2.4.3.2, may be reduced in the same proportion, in order to make AE × NTS = AT.

• 2.4.3.11. It is allowed to increase NTS and consequently the duration of the service accumulation schedule, by lowering the temperatures at each mode of the thermal-active regeneration sequence by applying one or several of the measures set out in point 2.4.2.9.

• 2.4.3.12. In the case referred to in point 2.4.1.5, points 2.4.2.10 and 2.4.2.11 shall apply

2.4.4.   Lubricant consumption accumulation schedule

• 2.4.4.1. The lubricant consumption accumulation schedule shall simulate the effect of ageing due to chemical poisoning or deposit formation as a result of lubricant consumption, on the performance of a replacement pollution control device at the end of its lifetime.

• 2.4.4.2. The lubricant consumed, in g/h, shall be determined over a minimum of 24 thermal sequences or a corresponding number of modified thermal sequences, using any suitable method, as for example the drain and weigh procedure described in Appendix 6. Fresh lubricant shall be used.

• 2.4.4.3. The engine shall be equipped with a constant volume oil sump in order to avoid the need of ‘top-offs’, since oil level influences the oil consumption rate. Any suitable method, as for example the one described in the ASTM standard D7156-09, may be used.

• 2.4.4.4. The theoretical time, in hours, that the thermal accumulation schedule or modified thermal accumulation schedule, as it corresponds, would have to be conducted, in order to obtain the same lubricant consumption as the one corresponding to the useful life of the replacement control device, shall be calculated by applying the following equation:

Equation 6:

Image omitted; see official source

Where:

tTAS = theoretical duration, in hours, of the service accumulation schedule required to obtain the same lubricant consumption as the one corresponding to the useful life of the replacement pollution control device, provided that the service accumulation schedule is only made up of a series of consecutive thermal sequences or consecutive modified thermal sequences.

LCRWHTC = lubricant consumption rate, in g/h determined as set out in point 2.2.15.

tWHTC = equivalent number of hours corresponding to the vehicle category for which the replacement pollution control device is intended, obtained from Table 1.

LCRTAS = lubricant consumption rate, in g/h, determined as set out in point 2.4.4.2.

• 2.4.4.5. The number of thermal sequences or modified thermal sequences corresponding to tTAS shall be calculated by applying the following ratio:

Equation 7:

Image omitted; see official source

Where:

N = number of thermal sequences or modified thermal sequences corresponding to tTAS.

tTAS = theoretical duration, in hours, of the service accumulation schedule required to obtain the same lubricant consumption as the one corresponding to the useful life of the replacement pollution control device, provided that the service accumulation schedule was only made up of a series of consecutive thermal sequences or consecutive modified thermal sequences.

tTS = duration, in hours, of a single thermal sequence or modified thermal sequence.

• 2.4.4.6. The value of N shall be compared to the value of NTS calculated in accordance with point 2.4.2.6 or, for devices operating in the presence of active regeneration, in accordance with point 2.4.3.5. If N ≤ NTS, it is not necessary to add a lubricant consumption accumulation schedule to the thermal accumulation schedule. If N > NTS, a lubricant consumption accumulation schedule shall be added to the thermal accumulation schedule.

• 2.4.4.7. A lubricant consumption accumulation schedule may not have to be added if, by increasing the lubricant consumption as described in point 2.4.4.8.4, the needed lubricant consumption is already achieved with the conduction of the corresponding thermal accumulation schedule consisting of the performance of NTS thermal sequences or modified thermal sequences.

• 2.4.4.8. Development of the lubricant consumption accumulation schedule

• 2.4.4.8.1. The lubricant consumption accumulation schedule shall consist of a number of lubricant consumption sequences repeated several times, each lubricant consumption sequence being alternated with each thermal sequence or each modified thermal sequence.