LegalizeCommission Delegated Regulation (EU) No 134/2014 of 16 December 2013 supplementing Regulation (EU) No 168/2013 of the European Parliament and of the Council with regard to environmental and propulsion unit performance requirements and amending Annex V thereof Text with EEA relevance
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with
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where:
mr1 may be measured or calculated, in kilograms, as appropriate. As an alternative, mr1 may be estimated as 4 percent of m.
4.5.6.2. Running resistance force derived from a running resistance table
- 4.5.6.2.1. The chassis dynamometer may be set by the use of the running resistance table instead of the running resistance force obtained by the coast-down method. In this table method, the chassis dynamometer shall be set by the mass in running order regardless of particular L-category vehicle characteristics.
Note 6: Care shall be taken when applying this method to L-category vehicles with extraordinary characteristics.
- 4.5.6.2.2. The flywheel equivalent inertia mass mfi shall be the equivalent inertia mass mi specified in Appendix 5, 7 or 8 where applicable. The chassis dynamometer shall be set by the rolling resistance of the non-driven wheels (a) and the aero drag coefficient (b) specified in Appendix 5 or determined in accordance with the procedures set out in Appendix 7 or 8 respectively.
- 4.5.6.2.3 The running resistance force on the chassis dynamometer FE shall be determined using the following equation:
Equation 2-14:
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- 4.5.6.2.4. The target running resistance force F* shall be equal to the running resistance force obtained from the running resistance table FT, because the correction for the standard ambient conditions is not necessary.
4.5.7. Measurement accuracies
Measurements shall be taken using equipment that fulfils the accuracy requirements in Table 1-7:
Table 1-7
Required accuracy of measurements
| Measurement items | At measured value | Resolution |
|---|---|---|
| (a) Running resistance force, F | + 2 percent | — |
| (b) Vehicle speed (v1, v2) | ± 1 percent | 0,2 km/h |
| (c) Coast-down speed interval (Image omitted; see official source) | ± 1 percent | 0,1 km/h |
| (d) Coast-down time (Δt) | ± 0,5 percent | 0,01 s |
| (e) Total vehicle mass (mk + mrid) | ± 0,5 percent | 1,0 kg |
| (f) Wind speed | ± 10 percent | 0,1 m/s |
| (g) Wind direction | — | 5 deg. |
| (h) Temperatures | ± 1 K | 1 K |
| (i) Barometric pressure | — | 0,2 kPa |
| (j) Distance | ± 0,1 percent | 1 m |
| (k) Time | ± 0,1 s | 0,1 s |
5. Test procedures
5.1. Description of the type I test
The test vehicle shall be subjected, according to its category, to test type I requirements as specified in this point 5.
5.1.1. Type I test (verifying the average emission of gaseous pollutants, CO2 emissions and fuel consumption in a characteristic driving cycle)
- 5.1.1.1. The test shall be carried out by the method described in point 5.2. The gases shall be collected and analysed by the prescribed methods.
- 5.1.1.2. Number of tests
- 5.1.1.2.1. The number of tests shall be determined as shown in figure 1-5. Ri1 to Ri3 describe the final measurement results for the first (No 1) test to the third (No 3) test and the gaseous pollutant, carbon dioxide emission, fuel / energy consumption or electric range as laid down in Annex VII. ‘Lx ’ represents the limit values L1 to L5 as defined in Parts A, B and C of Annex VI to Regulation (EU) No 168/2013.
- 5.1.1.2.2. In each test, the masses of the carbon monoxide, hydrocarbons, nitrogen oxides, carbon dioxide and the fuel consumed during the test shall be determined. The mass of particulate matter shall be determined only for those (sub-)categories referred to in Parts A and B of Annex VI to Regulation (EU) No 168/2013 (see explanatory notes 8 and 9 at the end of Annex VIII to that Regulation).
Figure 1-5
Flowchart for the number of type I tests
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5.2. Type I tests
5.2.1. Overview
- 5.2.1.1. The type I test consists of prescribed sequences of dynamometer preparation, fuelling, parking, and operating conditions.
- 5.2.1.2. The test is designed to determine hydrocarbon, carbon monoxide, oxides of nitrogen, carbon dioxide, particulate matter mass emissions if applicable and fuel / energy consumption as well as electric range while simulating real-world operation. The test consists of engine start-ups and L-category vehicle operation on a chassis dynamometer, through a specified driving cycle. A proportional part of the diluted exhaust emissions is collected continuously for subsequent analysis, using a constant volume (variable dilution) sampler (CVS).
- 5.2.1.3. Except in cases of component malfunction or failure, all emission-control systems installed on or incorporated in a tested L-category vehicle shall be functioning during all procedures.
- 5.2.1.4. Background concentrations are measured for all emission constituents for which emissions measurements are taken. For exhaust testing, this requires sampling and analysis of the dilution air.
- 5.2.1.5. Background particulate mass measurement
The particulate background level of the dilution air may be determined by passing filtered dilution air through the particulate filter. This shall be drawn from the same point as the particulate matter sample, if a particulate mass measurement is applicable according to Annex VI(A) to Regulation (EU) No 168/2013. One measurement may be performed prior to or after the test. Particulate mass measurements may be corrected by subtracting the background contribution from the dilution system. The permissible background contribution shall be ≤ 1 mg/km (or equivalent mass on the filter). If the background contribution exceeds this level, the default figure of 1 mg/km (or equivalent mass on the filter) shall be used. Where subtraction of the background contribution gives a negative result, the particulate mass result shall be considered to be zero.
5.2.2. Dynamometer settings and verification
5.2.2.1. Test vehicle preparation
- 5.2.2.1.1. The manufacturer shall provide additional fittings and adapters, as required to accommodate a fuel drain at the lowest point possible in the tanks as installed on the vehicle, and to provide for exhaust sample collection.
- 5.2.2.1.2. The tyre pressures shall be adjusted to the manufacturer’s specifications to the satisfaction of the technical service or so that the speed of the vehicle during the road test and the vehicle speed obtained on the chassis dynamometer are equal.
- 5.2.2.1.3. The test vehicle shall be warmed up on the chassis dynamometer to the same condition as it was during the road test.
5.2.2.2. Dynamometer preparation, if settings are derived from on-road coast-down measurements
Before the test, the chassis dynamometer shall be appropriately warmed up to the stabilised frictional force Ff. The load on the chassis dynamometer FE is, in view of its construction, composed of the total friction loss Ff, which is the sum of the chassis dynamometer rotating frictional resistance, the tyre rolling resistance, the frictional resistance of the rotating parts in the powertrain of the vehicle and the braking force of the power absorbing unit (pau) Fpau, as in the following equation:
Equation 2-15:
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The target running resistance force F* derived from Appendix 5 or 7 for a vehicle equipped with one wheel on the powered axle and Appendix 8 for a vehicle with two or more wheels on the powered axles, shall be reproduced on the chassis dynamometer in accordance with the vehicle speed, i.e.:
Equation 2-16:
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The total friction loss Ff on the chassis dynamometer shall be measured by the method in point 5.2.2.2.1. or 5.2.2.2.2.
5.2.2.2.1. Motoring by chassis dynamometer
This method applies only to chassis dynamometers capable of driving an L-category vehicle. The test vehicle shall be driven steadily by the chassis dynamometer at the reference speed v0 with the drive train engaged and the clutch disengaged. The total friction loss Ff (v0) at the reference speed v0 is given by the chassis dynamometer force.
5.2.2.2.2. Coast-down without absorption
The method for measuring the coast-down time is the coast-down method for the measurement of the total friction loss Ff. The vehicle coast-down shall be performed on the chassis dynamometer by the procedure described in Appendix 5 or 7 for a vehicle equipped with one wheel on the powered axle and Appendix 8 for a vehicle equipped with two or more wheels on the powered axles, with zero chassis dynamometer absorption. The coast-down time Δti corresponding to the reference speed v0 shall be measured. The measurement shall be carried out at least three times, and the mean coast-down time
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Equation 2-17:
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5.2.2.2.3. Total friction loss
The total friction loss Ff(v0 ) at the reference speed v0 is calculated using the following equation:
Equation 2-18:
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5.2.2.2.4. Calculation of power-absorption unit force
The force Fpau(v0) to be absorbed by the chassis dynamometer at the reference speed v0 is calculated by subtracting Ff(v0) from the target running resistance force F*(v0) as shown in the following equation:
Equation 2-19:
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5.2.2.2.5. Chassis dynamometer setting
Depending on its type, the chassis dynamometer shall be set by one of the methods described in points 5.2.2.2.5.1. to 5.2.2.2.5.4. The chosen setting shall be applied to the pollutant and CO2 emission measurements as well as for the energy efficiency measurements (fuel /energy consumption and electric range) laid down in Annex VII.
5.2.2.2.5.1. Chassis dynamometer with polygonal function
In the case of a chassis dynamometer with polygonal function, in which the absorption characteristics are determined by load values at several speed points, at least three specified speeds, including the reference speed, shall be chosen as the setting points. At each setting point, the chassis dynamometer shall be set to the value Fpau (vj) obtained in point 5.2.2.2.4.
5.2.2.2.5.2. Chassis dynamometer with coefficient control
In the case of a chassis dynamometer with coefficient control, in which the absorption characteristics are determined by given coefficients of a polynomial function, the value of Fpau (vj) at each specified speed shall be calculated by the procedure in point 5.2.2.2.
Assuming the load characteristics to be:
Equation 2-20:
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where:
the coefficients a, b and c shall be determined by the polynomial regression method.
The chassis dynamometer shall be set to the coefficients a, b and c obtained by the polynomial regression method.
5.2.2.2.5.3. Chassis dynamometer with F* polygonal digital setter
In the case of a chassis dynamometer with a polygonal digital setter, where a central processor unit is incorporated in the system, F*is input directly, and Δti, Ff and Fpau are automatically measured and calculated to set the chassis dynamometer to the target running resistance force:
Equation 2-21:
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In this case, several points in succession are directly input digitally from the data set of F* j and vj, the coast-down is performed and the coast-down time Δtj is measured. After the coast-down test has been repeated several times, Fpau is automatically calculated and set at L-category vehicle speed intervals of 0,1 km/h, in the following sequence:
Equation 2-22:
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Equation 2-23:
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Equation 2-24:
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5.2.2.2.5.4. Chassis dynamometer with f 0, f 2 coefficient digital setter
In the case of a chassis dynamometer with a coefficient digital setter, where a central processor unit is incorporated in the system, the target running resistance force
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is automatically set on the chassis dynamometer.
In this case, the coefficients f 0 and f 2 are directly input digitally; the coast-down is performed and the coast-down time Δti is measured. Fpau is automatically calculated and set at vehicle speed intervals of 0,06 km/h, in the following sequence:
Equation 2-25:
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Equation 2-26:
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Equation 2-27:
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5.2.2.2.6. Dynamometer settings verification
5.2.2.2.6.1. Verification test
Immediately after the initial setting, the coast-down time ΔtE on the chassis dynamometer corresponding to the reference speed (v0) shall be measured by the procedure set out in Appendix 5 or 7 for a vehicle equipped with one wheel on the powered axle and in Appendix 8 for a vehicle with two or more wheels on the powered axles. The measurement shall be carried out at least three times, and the mean coast-down time ΔtE shall be calculated from the results. The set running resistance force at the reference speed, FE (v0) on the chassis dynamometer is calculated by the following equation:
Equation 2-28:
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5.2.2.2.6.2. Calculation of setting error
The setting error ε is calculated by the following equation:
Equation 2-29:
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The chassis dynamometer shall be readjusted if the setting error does not satisfy the following criteria:
ε ≤ 2 percent for v0≥ 50 km/h
ε ≤ 3 percent for 30 km/h ≤ v0< 50 km/h
ε ≤ 10 percent for v0< 30 km/h
The procedure in points 5.2.2.2.6.1. to 5.2.2.2.6.2. shall be repeated until the setting error satisfies the criteria. The chassis dynamometer setting and the observed errors shall be recorded. Specimen record forms are provided in the template of the test report laid down in accordance with Article 32(1) of Regulation (EU) No 168/2013.
5.2.2.3. Dynamometer preparation, if settings are derived from a running resistance table
5.2.2.3.1. The specified vehicle speed for the chassis dynamometer
The running resistance on the chassis dynamometer shall be verified at the specified vehicle speed v. At least four specified speeds shall be verified. The range of specified vehicle speed points (the interval between the maximum and minimum points) shall extend either side of the reference speed or the reference speed range, if there is more than one reference speed, by at least Δv, as defined in Appendix 5 or 7 for a vehicle equipped with one wheel on the powered axle and in Appendix 8 for a vehicle with two or more wheels on the powered axles. The specified speed points, including the reference speed points, shall be at regular intervals of no more than 20 km/h apart.
5.2.2.3.2. Verification of chassis dynamometer
- 5.2.2.3.2.1. Immediately after the initial setting, the coast-down time on the chassis dynamometer corresponding to the specified speed shall be measured. The vehicle shall not be set up on the chassis dynamometer during the coast-down time measurement. The coast-down time measurement shall start when the chassis dynamometer speed exceeds the maximum speed of the test cycle.
- 5.2.2.3.2.2. The measurement shall be carried out at least three times, and the mean coast-down time ΔtE shall be calculated from the results.
- 5.2.2.3.2.3. The set running resistance force FE(vj) at the specified speed on the chassis dynamometer is calculated using the following equation:
Equation 2-30:
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- 5.2.2.3.2.4. The setting error ε at the specified speed is calculated using the following equation:
Equation 2-31:
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- 5.2.2.3.2.5. The chassis dynamometer shall be readjusted if the setting error does not satisfy the following criteria:
ε ≤ 2 percent for v ≥ 50 km/h
ε ≤ 3 percent for 30 km/h ≤ v < 50 km/h
ε ≤ 10 percent for v < 30 km/h
- 5.2.2.3.2.6. The procedure described in points 5.2.2.3.2.1. to 5.2.2.3.2.5. shall be repeated until the setting error satisfies the criteria. The chassis dynamometer setting and the observed errors shall be recorded.
- 5.2.2.4. The chassis dynamometer system shall comply with the calibration and verification methods laid down in Appendix 3.
5.2.3. Calibration of analysers
- 5.2.3.1. The quantity of gas at the indicated pressure compatible with the correct functioning of the equipment shall be injected into the analyser with the aid of the flow metre and the pressure-reducing valve mounted on each gas cylinder. The apparatus shall be adjusted to indicate as a stabilised value the value inserted on the standard gas cylinder. Starting from the setting obtained with the gas cylinder of greatest capacity, a curve shall be drawn of the deviations of the apparatus according to the content of the various standard cylinders used. The flame ionisation analyser shall be recalibrated periodically, at intervals of not more than one month, using air/propane or air/hexane mixtures with nominal hydrocarbon concentrations equal to 50 percent and 90 percent of full scale.
- 5.2.3.2. Non-dispersive infrared absorption analysers shall be checked at the same intervals using nitrogen/ CO and nitrogen/ CO2 mixtures in nominal concentrations equal to 10, 40, 60, 85 and 90 percent of full scale.
- 5.2.3.3. To calibrate the NOX chemiluminescence analyser, nitrogen/nitrogen oxide (NO) mixtures with nominal concentrations equal to 50 percent and 90 percent of full scale shall be used. The calibration of all three types of analysers shall be checked before each series of tests, using mixtures of the gases, which are measured in a concentration equal to 80 percent of full scale. A dilution device can be applied for diluting a 100 percent calibration gas to required concentration.
- 5.2.3.4. Heated flame ionisation detector (FID) (analyser) hydrocarbon response check procedure
5.2.3.4.1. Detector response optimisation
The FID shall be adjusted according to the manufacturer’s specifications. To optimise the response, propane in air shall be used on the most common operating range.
5.2.3.4.2. Calibration of the hydrocarbon analyser
The analyser shall be calibrated using propane in air and purified synthetic air (see point 5.2.3.6.).
A calibration curve shall be established as described in point 5.2.3.1 to 5.2.3.3.
5.2.3.4.3. Response factors of different hydrocarbons and recommended limits
The response factor (Rf) for a particular hydrocarbon species is the ratio of the FID C1 reading to the gas cylinder concentration, expressed as ppm C1.
The concentration of the test gas shall be at a level to give a response of approximately 80 percent of full-scale deflection for the operating range. The concentration shall be known to an accuracy of 2 percent in reference to a gravimetric standard expressed in volume. In addition, the gas cylinder shall be pre-conditioned for 24 hours at a temperature of between 293,2 K and 303,2 K (20 °C and 30 °C).
Response factors shall be determined when introducing an analyser into service and thereafter at major service intervals. The test gases to be used and the recommended response factors are:
Methane and purified air: 1,00 < Rf < 1,15
or 1,00 < Rf < 1,05 for NG/biomethane-fuelled vehicles
Propylene and purified air: 0,90 < Rf < 1,00
Toluene and purified air: 0,90 < Rf < 1,00
These are relative to a response factor (Rf) of 1,00 for propane and purified air.
- 5.2.3.5. Calibration and verification procedures of the particulate mass emissions measurement equipment
5.2.3.5.1. Flow meter calibration
The technical service shall check that a calibration certificate has been issued for the flow meter demonstrating compliance with a traceable standard within a 12-month period prior to the test, or since any repair or change which could influence calibration.
5.2.3.5.2. Microbalance calibration
The technical service shall check that a calibration certificate has been issued for the microbalance demonstrating compliance with a traceable standard within a 12-month period prior to the test.
5.2.3.5.3. Reference filter weighing
To determine the specific reference filter weights, at least two unused reference filters shall be weighed within eight hours of, but preferably at the same time as, the sample filter weighing. Reference filters shall be of the same size and material as the sample filter.
If the specific weight of any reference filter changes by more than ± 5 μg between sample filter weighings, the sample filter and reference filters shall be reconditioned in the weighing room and then reweighed.
This shall be based on a comparison of the specific weight of the reference filter and the rolling average of that filter’s specific weights.
The rolling average shall be calculated from the specific weights collected in the period since the reference filters were placed in the weighing room. The averaging period shall be between one day and 30 days.
Multiple reconditioning and reweighings of the sample and reference filters are permitted up to 80 hours after the measurement of gases from the emissions test.
If, within this period, more than half the reference filters meet the ± 5 μg criterion, the sample filter weighing can be considered valid.
If, at the end of this period, two reference filters are used and one filter fails to meet the ± 5 μg criterion, the sample filter weighing may be considered valid provided that the sum of the absolute differences between specific and rolling averages from the two reference filters is no more than 10 μg.
If fewer than half of the reference filters meet the ± 5 μg criterion, the sample filter shall be discarded and the emissions test repeated. All reference filters shall be discarded and replaced within 48 hours.
In all other cases, reference filters shall be replaced at least every 30 days and in such a manner that no sample filter is weighed without comparison with a reference filter that has been in the weighing room for at least one day.
If the weighing room stability criteria outlined in point 4.5.3.12.1.3.4. are not met but the reference filter weighings meet the criteria listed in point 5.2.3.5.3, the vehicle manufacturer has the option of accepting the sample filter weights or voiding the tests, fixing the weighing room control system and re-running the test.
Figure 1-6
Particulate sampling probe configuration
| Image omitted; see official source | Image omitted; see official source |
- 5.2.3.6. Reference gases
5.2.3.6.1. Pure gases
The following pure gases shall be available, if necessary, for calibration and operation:
Purified nitrogen: (purity: ≤ 1 ppm C1, ≤ 1 ppm CO, ≤ 400 ppm CO2, ≤ 0,1 ppm NO);
Purified synthetic air: (purity: ≤ 1 ppm C1, ≤ 1 ppm CO, ≤ 400 ppm CO2, ≤ 0,1 ppm NO); oxygen content between 18 and 21 percent by volume;
Purified oxygen: (purity > 99,5 percent vol. O2);
Purified hydrogen (and mixture containing helium or nitrogen): (purity ≤ 1 ppm C1, ≤ 400 ppm CO2, hydrogen content between 39 and 41 per cent volume);
Carbon monoxide: (minimum purity 99,5 percent);
Propane: (minimum purity 99,5 percent).
5.2.3.6.2. Calibration and span gases
Mixtures of gases with the following chemical compositions shall be available:
- (a) C3H8 and purified synthetic air (see point 5.2.3.5.1.);
- (b) CO and purified nitrogen;
- (c) CO2 and purified nitrogen;
- (d) NO and purified nitrogen (the amount of NO2 contained in this calibration gas shall not exceed 5 percent of the NO content).
The true concentration of a calibration gas shall be within ± 2 percent of the stated figure.
- 5.2.3.6. Calibration and verification of the dilution system
The dilution system shall be calibrated and verified and shall comply with the requirements of Appendix 4.
5.2.4. Test vehicle preconditioning
- 5.2.4.1. The test vehicle shall be moved to the test area and the following operations performed:
- — The fuel tanks shall be drained through the drains of the fuel tanks provided and charged with the test fuel requirement as specified in Appendix 2 to half the capacity of the tanks.
- — The test vehicle shall be placed, either by being driven or pushed, on a dynamometer and operated through the applicable test cycle as specified for the vehicle (sub-)category in Appendix 6. The vehicle need not be cold, and may be used to set dynamometer power.
- 5.2.4.2. Practice runs over the prescribed driving schedule may be performed at test points, provided an emission sample is not taken, for the purpose of finding the minimum throttle action to maintain the proper speed-time relationship, or to permit sampling system adjustments.
- 5.2.4.3. Within five minutes of completion of preconditioning, the test vehicle shall be removed from the dynamometer and may be driven or pushed to the soak area to be parked. The vehicle shall be stored for between six and 36 hours prior to the cold start type I test or until the engine oil temperature TO or the coolant temperature TC or the sparkplug seat/gasket temperature TP (only for air-cooled engine) equals the air temperature of the soak area within 2 K.
- 5.2.4.4. For the purpose of measuring particulates, between six and 36 hours before testing, the applicable test cycle from Part A of Annex VI to Regulation (EU) No 168/2013 shall be conducted on the basis of Annex IV to that Regulation. The technical details of the applicable test cycle are laid down in Appendix 6 and the applicable test cycle shall also be used for vehicle pre-conditioning. Three consecutive cycles shall be driven. The dynamometer setting shall be indicated as in point 4.5.6.
- 5.2.4.5. At the request of the manufacturer, vehicles fitted with indirect injection positive-ignition engines may be preconditioned with one Part One, one Part Two and two Part Three driving cycles, if applicable, from the WMTC.
In a test facility where a test on a low particulate emitting vehicle could be contaminated by residue from a previous test on a high particulate emitting vehicle, it is recommended that, in order to pre-condition the sampling equipment, the low particulate emitting vehicle undergo a 20 minute 120 km/h steady state drive cycle or at 70% of the maximum design speed for vehicles not capable of attaining 120 km/h followed by three consecutive Part Two or Part Three WMTC cycles, if feasible.
After this preconditioning, and before testing, vehicles shall be kept in a room in which the temperature remains relatively constant between 293,2 K and 303,2 K (20 °C and 30 °C). This conditioning shall be carried out for at least six hours and continue until the engine oil temperature and coolant, if any, are within ±2 K of the temperature of the room.
If the manufacturer so requests, the test shall be carried out not later than 30 hours after the vehicle has been run at its normal temperature.
- 5.2.4.6. Vehicles equipped with a positive-ignition engine, fuelled with LPG, NG/biomethane, H2NG, hydrogen or so equipped that they can be fuelled with either petrol, LPG, NG/biomethane, H2NG or hydrogen between the tests on the first gaseous reference fuel and the second gaseous reference fuel, shall be preconditioned before the test on the second reference fuel. This preconditioning on the second reference fuel shall involve a preconditioning cycle consisting of one Part One, Part Two and two Part Three WMTC cycles, as described in Appendix 6. At the manufacturer’s request and with the agreement of the technical service, this preconditioning may be extended. The dynamometer setting shall be as indicated in point 4.5.6 of this Annex.
5.2.5. Emissions tests
5.2.5.1. Engine starting and restarting
- 5.2.5.1.1. The engine shall be started according to the manufacturer’s recommended starting procedures. The test cycle run shall begin when the engine starts.
- 5.2.5.1.2. Test vehicles equipped with automatic chokes shall be operated according to the instructions in the manufacturer’s operating instructions or owner’s manual covering choke-setting and ‘kick-down’ from cold fast idle. In the case of the WMTC set out in Appendix 6, the transmission shall be put in gear 15 seconds after the engine is started. If necessary, braking may be employed to keep the drive wheels from turning. In the case of the ECE R40 or 47 cycles, the transmission shall be put in gear five seconds before the first acceleration.
- 5.2.5.1.3. Test vehicles equipped with manual chokes shall be operated according to the manufacturer’s operating instructions or owner’s manual. Where times are provided in the instructions, the point for operation may be specified, within 15 seconds of the recommended time.
- 5.2.5.1.4. The operator may use the choke, throttle, etc. where necessary to keep the engine running.
- 5.2.5.1.5. If the manufacturer’s operating instructions or owner’s manual do not specify a warm engine starting procedure, the engine (automatic and manual choke engines) shall be started by opening the throttle about half way and cranking the engine until it starts.
- 5.2.5.1.6. If, during the cold start, the test vehicle does not start after ten seconds of cranking or ten cycles of the manual starting mechanism, cranking shall cease and the reason for failure to start determined. The revolution counter on the constant volume sampler shall be turned off and the sample solenoid valves placed in the ‘standby’ position during this diagnostic period. In addition, either the CVS blower shall be turned off or the exhaust tube disconnected from the tailpipe during the diagnostic period.
- 5.2.5.1.7. If failure to start is an operational error, the test vehicle shall be rescheduled for testing from a cold start. If failure to start is caused by vehicle malfunction, corrective action (following the unscheduled maintenance provisions) lasting less than 30 minutes may be taken and the test continued. The sampling system shall be reactivated at the same time cranking is started. The driving schedule timing sequence shall begin when the engine starts. If failure to start is caused by vehicle malfunction and the vehicle cannot be started, the test shall be voided, the vehicle removed from the dynamometer, corrective action taken (following the unscheduled maintenance provisions) and the vehicle rescheduled for test. The reason for the malfunction (if determined) and the corrective action taken shall be reported.
- 5.2.5.1.8. If the test vehicle does not start during the hot start after ten seconds of cranking or ten cycles of the manual starting mechanism, cranking shall cease, the test shall be voided, the vehicle removed from the dynamometer, corrective action taken and the vehicle rescheduled for test. The reason for the malfunction (if determined) and the corrective action taken shall be reported.
- 5.2.5.1.9. If the engine ‘false starts’, the operator shall repeat the recommended starting procedure (such as resetting the choke, etc.)
5.2.5.2. Stalling
- 5.2.5.2.1. If the engine stalls during an idle period, it shall be restarted immediately and the test continued. If it cannot be started soon enough to allow the vehicle to follow the next acceleration as prescribed, the driving schedule indicator shall be stopped. When the vehicle restarts, the driving schedule indicator shall be reactivated.
- 5.2.5.2.2. If the engine stalls during some operating mode other than idle, the driving schedule indicator shall be stopped, the test vehicle restarted and accelerated to the speed required at that point in the driving schedule, and the test continued. During acceleration to this point, gearshifts shall be performed in accordance with point 4.5.5.
- 5.2.5.2.3. If the test vehicle will not restart within one minute, the test shall be voided, the vehicle removed from the dynamometer, corrective action taken and the vehicle rescheduled for test. The reason for the malfunction (if determined) and the corrective action taken shall be reported.
5.2.6. Drive instructions
- 5.2.6.1. The test vehicle shall be driven with minimum throttle movement to maintain the desired speed. No simultaneous use of brake and throttle shall be permitted.
- 5.2.6.2. If the test vehicle cannot accelerate at the specified rate, it shall be operated with the throttle fully opened until the roller speed reaches the value prescribed for that time in the driving schedule.
5.2.7. Dynamometer test runs
- 5.2.7.1. The complete dynamometer test consists of consecutive parts as described in point 4.5.4.
- 5.2.7.2. The following steps shall be taken for each test:
- (a) place drive wheel of vehicle on dynamometer without starting engine;
- (b) activate vehicle cooling fan;
- (c) for all test vehicles, with the sample selector valves in the ‘standby’ position, connect evacuated sample collection bags to the dilute exhaust and dilution air sample collection systems;
- (d) start the CVS (if not already on), the sample pumps and the temperature recorder. (The heat exchanger of the constant volume sampler, if used, and sample lines shall be preheated to their respective operating temperatures before the test begins);
- (e) adjust the sample flow rates to the desired flow rate and set the gas flow measuring devices to zero;
- — For gaseous bag (except hydrocarbon) samples, the minimum flow rate is 0.08 litre/second;
- — For hydrocarbon samples, the minimum flame ionisation detection (FID) (or heated flame ionisation detection (HFID) in the case of methanol-fuelled vehicles) flow rate is 0.031 litre/second;
- (f) attach the flexible exhaust tube to the vehicle tailpipes;
- (g) start the gas flow measuring device, position the sample selector valves to direct the sample flow into the ‘transient’ exhaust sample bag, the ‘transient’ dilution air sample bag, turn the key on and start cranking the engine;
- (h) put the transmission in gear;
- (i) begin the initial vehicle acceleration of the driving schedule;
- (j) operate the vehicle according to the driving cycles specified in point 4.5.4.;
- (k) at the end of part 1 or part 1 in cold condition, simultaneously switch the sample flows from the first bags and samples to the second bags and samples, switch off gas flow measuring device No 1 and start gas flow measuring device No 2;
- (l) in case of vehicles capable of running Part 3 of the WMTC, at the end of Part 2 simultaneously switch the sample flows from the second bags and samples to the third bags and samples, switch off gas flow measuring device No 2 and, start gas flow measuring device No 3;
- (m) before starting a new part, record the measured roll or shaft revolutions and reset the counter or switch to a second counter. As soon as possible, transfer the exhaust and dilution air samples to the analytical system and process the samples according to point 6., obtaining a stabilised reading of the exhaust bag sample on all analysers within 20 minutes of the end of the sample collection phase of the test;
- (n) turn the engine off two seconds after the end of the last part of the test;
- (o) immediately after the end of the sample period, turn off the cooling fan;
- (p) turn off the constant volume sampler (CVS) or critical-flow venturi (CFV) or disconnect the exhaust tube from the tailpipes of the vehicle;
- (q) disconnect the exhaust tube from the vehicle tailpipes and remove the vehicle from the dynamometer;
- (r) for comparison and analysis reasons, second-by-second emissions (diluted gas) data shall be monitored as well as the bag results.
6. Analysis of results
6.1. Type I tests
6.1.1. Exhaust emission and fuel consumption analysis
6.1.1.1. Analysis of the samples contained in the bags
The analysis shall begin as soon as possible, and in any event not later than 20 minutes after the end of the tests, in order to determine:
- — the concentrations of hydrocarbons, carbon monoxide, nitrogen oxides and carbon dioxide in the sample of dilution air contained in bag(s) B;
- — the concentrations of hydrocarbons, carbon monoxide, nitrogen oxides and carbon dioxide in the sample of diluted exhaust gases contained in bag(s) A.
6.1.1.2. Calibration of analysers and concentration results
The analysis of the results has to be carried out in the following steps:
- (a) prior to each sample analysis, the analyser range to be used for each pollutant shall be set to zero with the appropriate zero gas;
- (b) the analysers are set to the calibration curves by means of span gases of nominal concentrations of 70 to 100 percent of the range;
- (c) the analysers’ zeros are rechecked. If the reading differs by more than 2 percent of range from that set in (b), the procedure is repeated;
- (d) the samples are analysed;
- (e) after the analysis, zero and span points are rechecked using the same gases. If the readings are within 2 percent of those in point (c), the analysis is considered acceptable;
- (f) at all points in this section the flow-rates and pressures of the various gases shall be the same as those used during calibration of the analysers;
- (g) the figure adopted for the concentration of each pollutant measured in the gases is that read off after stabilisation on the measuring device.
6.1.1.3. Measuring the distance covered
The distance (S) actually covered for a test part shall be calculated by multiplying the number of revolutions read from the cumulative counter (see point 5.2.7.) by the circumference of the roller. This distance shall be expressed in km.
6.1.1.4. Determination of the quantity of gas emitted
The reported test results shall be computed for each test and each cycle part by use of the following formulae. The results of all emission tests shall be rounded, using the ‘rounding-off method’ in ASTM E 29-67, to the number of decimal places indicated by expressing the applicable standard to three significant figures.
6.1.1.4.1. Total volume of diluted gas
The total volume of diluted gas, expressed in m3/cycle part, adjusted to the reference conditions of 273,2 K (0 °C ) and 101,3 kPa, is calculated by
Equation 2-32:
Image omitted; see official source
where:
V0 is the volume of gas displaced by pump P during one revolution, expressed in m3/revolution. This volume is a function of the differences between the intake and output sections of the pump;
N is the number of revolutions made by pump P during each part of the test;
Pa is the ambient pressure in kPa;
Pi is the average under-pressure during the test part in the intake section of pump P, expressed in kPa;
TP is the temperature (expressed in K) of the diluted gases during the test part, measured in the intake section of pump P.
6.1.1.4.2. Hydrocarbons (HC)
The mass of unburned hydrocarbons emitted by the exhaust of the vehicle during the test shall be calculated using the following formula:
Equation 2-33:
Image omitted; see official source
where:
HCm is the mass of hydrocarbons emitted during the test part, in mg/km;
S is the distance defined in point 6.1.1.3.;
V is the total volume, defined in point 6.1.1.4.1.;
dHC is the density of the hydrocarbons at reference temperature and pressure (273,2 K and 101,3 kPa);
| dHC | = | 0,631 · 103 mg/m3 for petrol (E5) (C1H1,89O0,016); = 932 · 103 mg/m3 for ethanol (E85) (C1H2,74O0,385); = 622 · 103 mg/m3 for diesel (B5) (C1Hl,86O0,005); = 649 · 103 mg/m3 for LPG (C1H2,525); = 714 · 103 mg/m3 for NG/biogas (C1H4); = Image omitted; see official source mg/m3 for H2NG (with A = NG/biomethane quantity within the H2NG mixture in (volume %)). |
HCc is the concentration of diluted gases, expressed in parts per million (ppm) of carbon equivalent (e.g. the concentration in propane multiplied by three), corrected to take account of the dilution air by the following equation:
Equation 2-34:
Image omitted; see official source
where:
HCe is the concentration of hydrocarbons expressed in parts per million (ppm) of carbon equivalent, in the sample of diluted gases collected in bag(s) A;
HCd is the concentration of hydrocarbons expressed in parts per million (ppm) of carbon equivalent, in the sample of dilution air collected in bag(s) B;
DiF is the coefficient defined in point 6.1.1.4.7.
The non-methane hydrocarbon (NMHC) concentration is calculated as follows:
Equation 2-35:
CNMHC = CTHC – (Rf CH4 · CCH4)
where:
CNMHC = corrected concentration of NMHC in the diluted exhaust gas, expressed in ppm carbon equivalent;
CTHC = concentration of total hydrocarbons (THC) in the diluted exhaust gas, expressed in ppm carbon equivalent and corrected by the amount of THC contained in the dilution air;
CCH4 = concentration of methane (CH4) in the diluted exhaust gas, expressed in ppm carbon equivalent and corrected by the amount of CH4 contained in the dilution air;
Rf CH4 is the FID response factor to methane as defined in point 5.2.3.4.1.
6.1.1.4.3. Carbon monoxide (CO)
The mass of carbon monoxide emitted by the exhaust of the vehicle during the test shall be calculated using the following formula:
Equation 2-36:
Image omitted; see official source
where:
COm is the mass of carbon monoxide emitted during the test part, in mg/km;
S is the distance defined in point 6.1.1.3.;
V is the total volume defined in point 6.1.1.4.1.;
dCO is the density of the carbon monoxide, dCO = 1,25 · 106 mg/m3 at reference temperature and pressure (273,2 K and 101,3 kPa);
COc is the concentration of diluted gases, expressed in parts per million (ppm) of carbon monoxide, corrected to take account of the dilution air by the following equation:
Equation 2-37:
Image omitted; see official source
where:
COe is the concentration of carbon monoxide expressed in parts per million (ppm), in the sample of diluted gases collected in bag(s) A;
COd is the concentration of carbon monoxide expressed in parts per million (ppm), in the sample of dilution air collected in bag(s) B;
DiF is the coefficient defined in point 6.1.1.4.7.
6.1.1.4.4. Nitrogen oxides (NOx)
The mass of nitrogen oxides emitted by the exhaust of the vehicle during the test shall be calculated using the following formula:
Equation 2-38:
Image omitted; see official source
where:
NOxm is the mass of nitrogen oxides emitted during the test part, in mg/km;
S is the distance defined in point 6.1.1.3.;
V is the total volume defined in point 6.1.1.4.1.;
Image omitted; see official source
is the density of the nitrogen oxides in the exhaust gases, assuming that they will be in the form of nitric oxide,
Image omitted; see official source
= 2,05 · 106 mg/m3 at reference temperature and pressure (273,2 K and 101,3 kPa);
NOxc is the concentration of diluted gases, expressed in parts per million (ppm), corrected to take account of the dilution air by the following equation:
Equation 2-39:
Image omitted; see official source
where:
NOxe is the concentration of nitrogen oxides expressed in parts per million (ppm) of nitrogen oxides, in the sample of diluted gases collected in bag(s) A;
NOxd is the concentration of nitrogen oxides expressed in parts per million (ppm) of nitrogen oxides, in the sample of dilution air collected in bag(s) B;
DiF is the coefficient defined in point 6.1.1.4.7.
Kh is the humidity correction factor, calculated using the following formula:
Equation 2-40:
Image omitted; see official source
where:
H is the absolute humidity in g of water per kg of dry air:
Equation 2-41:
Image omitted; see official source
where:
U is the humidity as a percentage;
Pd is the saturated pressure of water at the test temperature, in kPa;
Pa is the atmospheric pressure in kPa.
6.1.1.4.5. Particulate matter mass
Particulate emission Mp (mg/km) is calculated by means of the following equation:
Equation 2-42:
Image omitted; see official source
where exhaust gases are vented outside the tunnel;
Equation 2-43:
Image omitted; see official source
where exhaust gases are returned to the tunnel;
where:
| Vmix | = | volume V of diluted exhaust gases under standard conditions; |
| --- | --- | --- |
| Vep | = | volume of exhaust gas flowing through particulate filter under standard conditions; |
| --- | --- | --- |
| Pe | = | particulate mass collected by filter(s) in mg; |
| --- | --- | --- |
| S | = | is the distance defined in point 6.1.1.3.; |
| --- | --- | --- |
| Mp | = | particulate emission in mg/km. |
Where correction for the particulate background level from the dilution system has been used, this shall be determined in accordance with point 5.2.1.5. In this case, the particulate mass (mg/km) shall be calculated as follows:
Equation 2-44:
Image omitted; see official source
where exhaust gases are vented outside the tunnel;
Equation 2-45:
Image omitted; see official source
where exhaust gases are returned to the tunnel;
where:
Vap = volume of tunnel air flowing through the background particulate filter under standard conditions;
Pa = particulate mass collected by background filter;
DiF is the coefficient defined in point 6.1.1.4.7.
Where application of a background correction results in a negative particulate mass (in mg/km), the result shall be considered to be zero mg/km particulate mass.
6.1.1.4.6. Carbon dioxide (CO2)
The mass of carbon dioxide emitted by the exhaust of the vehicle during the test shall be calculated using the following formula:
Equation 2-46:
Image omitted; see official source
where:
CO2m is the mass of carbon dioxide emitted during the test part, in g/km;
S is the distance defined in point 6.1.1.3.;
V is the total volume defined in point 6.1.1.4.1.;
Image omitted; see official source
is the density of the carbon monoxide,
Image omitted; see official source
= 1,964 · 103 g/m3 at reference temperature and pressure (273,2 K and 101,3 kPa);
CO2c is the concentration of diluted gases, expressed as a percentage of carbon dioxide equivalent, corrected to take account of the dilution air by the following equation:
Equation 2-47:
Image omitted; see official source
where:
CO2e is the concentration of carbon dioxide expressed as a percentage of the sample of diluted gases collected in bag(s) A;
CO2d is the concentration of carbon dioxide expressed as a percentage of the sample of dilution air collected in bag(s) B;
DiF is the coefficient defined in point 6.1.1.4.7.
6.1.1.4.7. Dilution factor (DiF)
The dilution factor is calculated as follows:
For each reference fuel, except hydrogen:
Equation 2-48:
Image omitted; see official source
For a fuel of composition CxHyOz, the general formula is:
Equation 2-49:
Image omitted; see official source
For H2NG, the formula is:
Equation 2-50:
Image omitted; see official source
For hydrogen, the dilution factor is calculated as follows:
Equation 2-51:
Image omitted; see official source
For the reference fuels contained in Appendix x, the values of ‘X’ are as follows:
Table 1-8
Factor ‘X’ in formulae to calculate DiF
| Fuel | X |
|---|---|
| Petrol (E5) | 13,4 |
| Diesel (B5) | 13,5 |
| LPG | 11,9 |
| NG/biomethane | 9,5 |
| Ethanol (E85) | 12,5 |
| Hydrogen | 35,03 |
In these equations:
| Image omitted; see official source | = | concentration of CO2 in the diluted exhaust gas contained in the sampling bag, expressed in percent by volume, |
| --- | --- | --- |
| CHC | = | concentration of HC in the diluted exhaust gas contained in the sampling bag, expressed in ppm carbon equivalent, |
| --- | --- | --- |
| CCO | = | concentration of CO in the diluted exhaust gas contained in the sampling bag, expressed in ppm, |
| --- | --- | --- |
| Image omitted; see official source | = | concentration of H2O in the diluted exhaust gas contained in the sampling bag, expressed in percent by volume, |
| --- | --- | --- |
| Image omitted; see official source | = | concentration of H2O in the air used for dilution, expressed in percent by volume, |
| --- | --- | --- |
| Image omitted; see official source | = | concentration of hydrogen in the diluted exhaust gas contained in the sampling bag, expressed in ppm, |
| --- | --- | --- |
| A | = | quantity of NG/biomethane in the H2NG mixture, expressed in percent by volume. |
6.1.1.5. Weighting of type I test results
- 6.1.1.5.1. With repeated measurements (see point 5.1.1.2.), the pollutant (mg/km), and CO2 emission results obtained by the calculation method described in point 6.1.1. and fuel / energy consumption and electric range determined according to Annex VII are averaged for each cycle part.
6.1.1.5.1.1 Weighting of results from ECE R40 and ECE R47 test cycles
The (average) result of the cold phase of UNECE regulation No 40 and of regulation No 47 test cycle is called R1; the (average) result of the warm phase of UNECE regulation No 40 and of regulation No 47 test cycle is called R2. Using these pollutant (mg/km) and CO2 (g/km) emission results, the final result R, depending on the vehicle class as defined in point 6.3., shall be calculated using the following equations:
Equation 2-52:
Image omitted; see official source
where:
| w1 | = | weighting factor cold phase |
| --- | --- | --- |
| w2 | = | weighting factor warm phase |
6.1.1.5.1.2 Weighting of WMTC results
The (average) result of Part 1 or Part 1 reduced vehicle speed is called R1, the (average) result of Part 2 or Part 2 reduced vehicle speed is called R2 and the (average) result of Part 3 or part 3 reduced vehicle speed is called R3. Using these emission (mg/km) and fuel consumption (litres/100 km) results, the final result R, depending on the vehicle category as defined in point 6.1.1.6.2., shall be calculated using the following equations:
Equation 2-53:
Image omitted; see official source
where:
| w1 | = | weighting factor cold phase |
| --- | --- | --- |
| w2 | = | weighting factor warm phase |
Equation 2-54:
Image omitted; see official source
where:
| wn | = | weighting factor phase n (n=1, 2 or 3) |
- 6.1.1.6.2. For each pollutant emission constituent, the carbon dioxide emission weightings shown in Tables 1-9 (Euro 4) and 1-10 (Euro 5) shall be used.
- 6.1.1.6.2.1. Table 1-9
Type I test cycles (also applicable for test types VII and VIII) for Euro 4 compliant L-category vehicles, applicable weighting equations and weighting factors
| Vehicle category | Vehicle category name | Test cycle | Equation number | Weighting factors |
|---|---|---|---|---|
| L1e-A | Powered cycle | ECE R47 | 2-52 | w1 = 0,30 w2 = 0,70 |
| L1e-B | Two-wheel moped | ECE R47 | 2-52 | w1 = 0,30 w2 = 0,70 |
| L2e | Three-wheel moped | ECE R47 | 2-52 | w1 = 0,30 w2 = 0,70 |
| L6e-A | Light on-road quad | ECE R47 | 2-52 | w1 = 0,30 w2 = 0,70 |
| L6e-B | Light quadri-mobile | ECE R47 | 2-52 | w1 = 0,30 w2 = 0,70 |
| L3e L4e | Two-wheel motorcycle with and without side-car vmax < 130 km/h | WMTC, stage 2 | 2-53 | w1 = 0,30 w2 = 0,70 |
| L5e-A | Tricycle vmax < 130 km/h | WMTC, stage 2 | 2-53 | w1 = 0,30 w2 = 0,70 |
| L7e-A | Heavy on-road quad vmax < 130 km/h | WMTC, stage 2 | 2-53 | w1 = 0,30 w2 = 0,70 |
| L3e L4e | Two-wheel motorcycle with and without side-car vmax ≥ 130 km/h | WMTC, stage 2 | 2-54 | w1 = 0,25 w2 = 0,50 w3 = 0,25 |
| L5e-A | Tricycle vmax ≥ 130 km/h | WMTC, stage 2 | 2-54 | w1 = 0,25 w2 = 0,50 w3 = 0,25 |
| L7e-A | Heavy on-road quad vmax ≥ 130 km/h | WMTC, stage 2 | 2-54 | w1 = 0,25 w2 = 0,50 w3 = 0,25 |
| L5e-B | Commercial tricycle | ECE R40 | 2-52 | w1 = 0,30 w2 = 0,70 |
| L7e-B | All-terrain vehicles | ECE R40 | 2-52 | w1 = 0,30 w2 = 0,70 |
| L7e-C | Heavy quadri-mobile | ECE R40 | 2-52 | w1 = 0,30 w2 = 0,70 |
- 6.1.1.6.2.2. Table 1-10
Type I test cycles (also applicable for test types VII and VIII) for Euro 5 compliant L-category vehicles, applicable weighting equations and weighting factors
| Vehicle category | Vehicle category name | Test cycle | Equation # | Weighting factors |
|---|---|---|---|---|
| L1e-A | Powered cycle | WMTC stage 3 | 2-53 | w1 = 0,50 w2 = 0,50 |
| L1e-B | Two-wheel moped | WMTC stage 3 | 2-53 | w1 = 0,50 w2 = 0,50 |
| L2e | Three-wheel moped | WMTC stage 3 | 2-53 | w1 = 0,50 w2 = 0,50 |
| L6e-A | Light on-road quad | WMTC stage 3 | 2-53 | w1 = 0,50 w2 = 0,50 |
| L6e-B | Light quadri-mobile | WMTC stage 3 | 2-53 | w1 = 0,50 w2 = 0,50 |
| L3e L4e | Two-wheel motorcycle with and without side-car vmax < 130 km/h | WMTC stage 3 | 2-53 | w1 = 0,30 w2 = 0,70 |
| L5e-A | Tricycle vmax < 130 km/h | WMTC stage 3 | 2-53 | w1 = 0,30 w2 = 0,70 |
| L7e-A | Heavy on-road quad vmax < 130 km/h | WMTC stage 3 | 2-53 | w1 = 0,30 w2 = 0,70 |
| L3e L4e | Two-wheel motorcycle with and without side-car vmax ≥ 130 km/h | WMTC stage 3 | 2-54 | w1 = 0,25 w2 = 0,50 w3 = 0,25 |
| L5e-A | Tricycle vmax ≥ 130 km/h | WMTC stage 3 | 2-54 | w1 = 0,25 w2 = 0,50 w3 = 0,25 |
| L7e-A | Heavy on-road quad vmax ≥ 130 km/h | WMTC stage 3 | 2-54 | w1 = 0,25 w2 = 0,50 w3 = 0,25 |
| L5e-B | Commercial tricycle | WMTC stage 3 | 2-53 | w1 = 0,30 w2 = 0,70 |
| L7e-B | All-terrain vehicles | WMTC stage 3 | 2-53 | w1 = 0,30 w2 = 0,70 |
| L7e-C | Heavy quadri-mobile | WMTC stage 3 | 2-53 | w1 = 0,30 w2 = 0,70 |
7. Records required
The following information shall be recorded with respect to each test:
- (a) test number;
- (b) vehicle, system or component identification;
- (c) date and time of day for each part of the test schedule;
- (d) instrument operator;
- (e) driver or operator;
- (f) test vehicle: make, vehicle identification number, model year, drivetrain / transmission type, odometer reading at initiation of preconditioning, engine displacement, engine family, emission-control system, recommended engine speed at idle, nominal fuel tank capacity, inertial loading, reference mass recorded at 0 kilometre, and drive-wheel tyre pressure;
- (g) dynamometer serial number: as an alternative to recording the dynamometer serial number, a reference to a vehicle test cell number may be used, with the advance approval of the Administration, provided the test cell records show the relevant instrument information;
- (h) all relevant instrument information, such as tuning, gain, serial number, detector number, range. As an alternative, a reference to a vehicle test cell number may be used, with the advance approval of the Administration, provided test cell calibration records show the relevant instrument information;
- (i) recorder charts: identify zero point, span check, exhaust gas, and dilution air sample traces;
- (j) test cell barometric pressure, ambient temperature and humidity; Note 7: A central laboratory barometer may be used; provided that individual test cell barometric pressures are shown to be within ± 0,1 percent of the barometric pressure at the central barometer location.
- (k) pressure of the mixture of exhaust and dilution air entering the CVS metering device, the pressure increase across the device, and the temperature at the inlet. The temperature shall be recorded continuously or digitally to determine temperature variations;
- (l) the number of revolutions of the positive displacement pump accumulated during each test phase while exhaust samples are being collected. The number of standard cubic meters metered by a critical-flow venturi (CFV) during each test phase would be the equivalent record for a CFV-CVS;
- (m) the humidity of the dilution air. Note 8: If conditioning columns are not used, this measurement can be deleted. If the conditioning columns are used and the dilution air is taken from the test cell, the ambient humidity can be used for this measurement;
- (n) the driving distance for each part of the test, calculated from the measured roll or shaft revolutions;
- (o) the actual roller speed pattern for the test;
- (p) the gear use schedule for the test;
- (q) the emissions results of the type I test for each part of the test and the total weighted test results;
- (r) the second-by-second emission values of the type I tests, if deemed necessary;
- (s) the emissions results of the type II test (see Annex III).
Appendix 1
Symbols used in Annex II
Table Ap 1-1
Symbols used in Annex II
| Symbol | Definition | Unit |
|---|---|---|
| a | Coefficient of polygonal function | — |
| aT | Rolling resistance force of front wheel | N |
| b | Coefficient of polygonal function | — |
| bT | Coefficient of aerodynamic function | Image omitted; see official source |
| c | Coefficient of polygonal function | — |
| CCO | Concentration of carbon monoxide | percent vol. |
| CCOcorr | Corrected concentration of carbon monoxide | percent vol. |
| CO2c | Carbon dioxide concentration of diluted gas, corrected to take account of diluent air | percent |
| CO2d | Carbon dioxide concentration in the sample of diluent air collected in bag B | percent |
| CO2e | Carbon dioxide concentration in the sample of diluent air collected in bag A | percent |
| CO2m | Mass of carbon dioxide emitted during the test part | g/km |
| COc | Carbon monoxide concentration of diluted gas, corrected to take account of diluent air | ppm |
| COd | Carbon monoxide concentration in the sample of diluent air, collected in bag B | ppm |
| COe | Carbon monoxide concentration in the sample of diluent air, collected in bag A | ppm |
| COm | Mass of carbon monoxide emitted during the test part | mg/km |
| d0 | Standard ambient relative air density | — |
| dCO | Density of carbon monoxide | mg/m3 |
| dCO2 | Density of carbon dioxide | mg/m3 |
| DiF | Dilution factor | — |
| dHC | Density of hydrocarbon | mg/m3 |
| S / d | Distance driven in a cycle part | km |
| dNOX | Density of nitrogen oxide | mg/m3 |
| dT | Relative air density under test condition | — |
| Δt | Coast-down time | s |
| Δtai | Coast-down time measured in the first road test | s |
| Δtbi | Coast-down time measured in the second road test | s |
| ΔTE | Coast-down time corrected for the inertia mass | s |
| ΔtE | Mean coast-down time on the chassis dynamometer at the reference speed | s |
| ΔTi | Average coast-down time at specified speed | s |
| Δti | Coast-down time at corresponding speed | s |
| ΔTj | Average coast-down time at specified speed | s |
| ΔTroad | Target coast-down time | s |
| Image omitted; see official source | Mean coast-down time on the chassis dynamometer without absorption | s |
| Δv | Coast-down speed interval (Image omitted; see official source) | km/h |
| ε | Chassis dynamometer setting error | percent |
| F | Running resistance force | N |
| F* | Target running resistance force | N |
| F*(v0) | Target running resistance force at reference speed on chassis dynamometer | N |
| F*(vi) | Target running resistance force at specified speed on chassis dynamometer | N |
| f*0 | Corrected rolling resistance in the standard ambient condition | N |
| f*2 | Corrected coefficient of aerodynamic drag in the standard ambient condition | Image omitted; see official source |
| F*j | Target running resistance force at specified speed | N |
| f0 | Rolling resistance | N |
| f2 | Coefficient of aerodynamic drag | Image omitted; see official source |
| FE | Set running resistance force on the chassis dynamometer | N |
| FE(v0) | Set running resistance force at the reference speed on the chassis dynamometer | N |
| FE(v2) | Set running resistance force at the specified speed on the chassis dynamometer | N |
| Ff | Total friction loss | N |
| Ff(v0) | Total friction loss at the reference speed | N |
| Fj | Running resistance force | N |
| Fj(v0) | Running resistance force at the reference speed | N |
| Fpau | Braking force of the power absorbing unit | N |
| Fpau(v0) | Braking force of the power absorbing unit at the reference speed | N |
| Fpau(vj) | Braking force of the power absorbing unit at the specified speed | N |
| FT | Running resistance force obtained from the running resistance table | N |
| H | Absolute humidity | mg/km |
| HCc | Concentration of diluted gases expressed in the carbon equivalent, corrected to take account of diluent air | ppm |
| HCd | Concentration of hydrocarbons expressed in the carbon equivalent, in the sample of diluent air collected in bag B | ppm |
| HCe | Concentration of hydrocarbons expressed in the carbon equivalent, in the sample of diluent air collected in bag A | ppm |
| HCm | Mass of hydrocarbon emitted during the test part | mg/km |
| K0 | Temperature correction factor for rolling resistance | — |
| Kh | Humidity correction factor | — |
| L | Limit values of gaseous emission | mg/km |
| m | Test L-category vehicle mass | kg |
| ma | Actual mass of the test L-category vehicle | kg |
| mfi | Flywheel equivalent inertia mass | kg |
| mi | Equivalent inertia mass | kg |
| mk | Kerb mass (L-category vehicle) | kg |
| mr | Equivalent inertia mass of all the wheels | kg |
| mri | Equivalent inertia mass of all the rear wheel and L-category vehicle parts rotating with wheel | kg |
| mref | Mass in running order of the L-category vehicle plus mass of driver (75 kg) | kg |
| mrf | Rotating mass of the front wheel | kg |
| mrid | Rider mass | kg |
| n | Engine speed | min–1 |
| n | Number of data regarding the emission or the test | — |
| N | Number of revolution made by pump P | — |
| ng | Number of forward gears | — |
| nidle | Idling speed | min–1 |
| n_max_acc (1) | Upshift speed from gear 1 to gear 2 during acceleration phases | min–1 |
| n_max_acc (i) | Up shift speed from gear i to gear i+1 during acceleration phases, i > 1 | min–1 |
| n_min_acc (i) | Minimum engine speed for cruising or deceleration in gear 1 | min–1 |
| NOxc | Nitrogen oxide concentration of diluted gases, corrected to take account of diluent air | ppm |
| NOxd | Nitrogen oxide concentration in the sample of diluent air collected in bag B | ppm |
| NOxe | Nitrogen oxide concentration in the sample of diluent air collected in bag A | ppm |
| NOxm | Mass of nitrogen oxides emitted during the test part | mg/km |
| P0 | Standard ambient pressure | kPa |
| Pa | Ambient/atmospheric pressure | kPa |
| Pd | Saturated pressure of water at the test temperature | kPa |
| Pi | Average under-pressure during the test part in the section of pump P | kPa |
| Pn | Rated engine power | kW |
| PT | Mean ambient pressure during the test | kPa |
| ρ0 | Standard relative ambient air volumetric mass | kg/m3 |
| r(i) | Gear ratio in gear i | — |
| R | Final test result of pollutant emissions, carbon dioxide emission or fuel consumption | mg/km, g/km, 1/100 km |
| R1 | Test results of pollutant emissions, carbon dioxide emission or fuel consumption for cycle part 1 with cold start | mg/km, g/km, 1/100 km |
| R2 | Test results of pollutant emissions, carbon dioxide emission or fuel consumption for cycle part 2 with warm condition | mg/km, g/km, 1/100 km |
| R3 | Test results of pollutant emissions, carbon dioxide emission or fuel consumption for cycle part 1 with warm condition | mg/km, g/km, 1/100 km |
| Ri1 | First type I test results of pollutant emissions | mg/km |
| Ri2 | Second type I test results of pollutant emissions | mg/km |
| Ri3 | Third type I test results of pollutant emissions | mg/km |
| s | Rated engine speed | min–1 |
| TC | Temperature of the coolant | K |
| TO | Temperature of the engine oil | K |
| TP | Temperature of the spark-plug seat/gasket | K |
| T0 | Standard ambient temperature | K |
| Tp | Temperature of the diluted gases during the test part, measured in the intake section of pump P | K |
| TT | Mean ambient temperature during the test | K |
| U | humidity | percent |
| v | Specified speed | |
| V | Total volume of diluted gas | m3 |
| vmax | Maximum design speed of test vehicle (L-category vehicle) | km/h |
| v0 | Reference vehicle speed | km/h |
| V0 | Volume of gas displaced by pump P during one revolution | m3/rev. |
| v1 | Vehicle speed at which the measurement of the coast-down time begins | km/h |
| v2 | Vehicle speed at which the measurement of the coast-down time ends | km/h |
| vi | Specified vehicle speed selected for the coast-down time measurement | km/h |
| w1 | Weighting factor of cycle part 1 with cold start | — |
| w1hot | Weighting factor of cycle part 1 with warm condition | — |
| w2 | Weighting factor of cycle part 2 with warm condition | — |
| w3 | Weighting factor of cycle part 3 with warm condition | — |
Appendix 2
Reference fuels
1. Specifications of reference fuels for testing vehicles in environmental tests, in particular for tailpipe and evaporative emissions testing
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