Legalize
Legalize / European Union / Delegated Regulation

Commission Delegated Regulation (EU) 2017/654 of 19 December 2016 supplementing Regulation (EU) 2016/1628 of the European Parliament and of the Council with regard to technical and general requirements relating to emission limits and type-approval for internal combustion engines for non-road mobile machinery

Type Delegated Regulation
Publication 2016-12-19
Last updated 2021-09-13
State In force
Department European Commission, GROW
Source EUR-Lex
articles 22
Reform history JSON API
11.2. Activation and deactivation mechanisms of the warning system11.2.1. The operator warning system shall be activated when the diagnostic trouble code (DTC) associated with a NCM justifying its activation has the status defined in Table 4.2. Table 4.2 Activation of the operator warning system Failure type DTC status for activation of the warning system Poor reagent quality confirmed and active Interruption of dosing confirmed and active Impeded EGR valve confirmed and active Malfunction of the monitoring system confirmed and active NOx threshold, if applicable confirmed and active 11.2.2. The operator warning system shall be deactivated when the diagnosis system concludes that the malfunction relevant to that warning is no longer present or when the information including DTCs relative to the failures justifying its activation is erased by a scan tool. 11.2.2.1   Requirements for erasing ‘NOx control information’ 11.2.2.1.1.   Erasing/resetting ‘NOx control information’ by a scan-tool On request of the scan tool, the following data shall be erased or reset to the value specified in this Appendix from the computer memory (see Table 4.3). Table 4.3 Erasing / resetting ‘NOx control information’ by a scan-tool NOx control information Erasable Resetable All DTCs X The value of the counter with the highest number of engine operating hours X The number of engine operating hours from the NCD counter(s) X 11.2.2.1.2. NOx control information shall not be erased by disconnection of the non-road mobile machinery's battery(s). 11.2.2.1.3. The erasing of ‘NOx control information’ shall only be possible under ‘engine-off’ conditions. 11.2.2.1.4. When ‘NOx control information’ including DTCs are erased, any counter associated with these failures and which is specified in this Appendix shall not be erased, but reset to the value specified in the appropriate section of this Appendix.
11.2.1. The operator warning system shall be activated when the diagnostic trouble code (DTC) associated with a NCM justifying its activation has the status defined in Table 4.2. Table 4.2 Activation of the operator warning system Failure type DTC status for activation of the warning system Poor reagent quality confirmed and active Interruption of dosing confirmed and active Impeded EGR valve confirmed and active Malfunction of the monitoring system confirmed and active NOx threshold, if applicable confirmed and active
Failure type DTC status for activation of the warning system
Poor reagent quality confirmed and active
Interruption of dosing confirmed and active
Impeded EGR valve confirmed and active
Malfunction of the monitoring system confirmed and active
NOx threshold, if applicable confirmed and active
11.2.2. The operator warning system shall be deactivated when the diagnosis system concludes that the malfunction relevant to that warning is no longer present or when the information including DTCs relative to the failures justifying its activation is erased by a scan tool. 11.2.2.1   Requirements for erasing ‘NOx control information’ 11.2.2.1.1.   Erasing/resetting ‘NOx control information’ by a scan-tool On request of the scan tool, the following data shall be erased or reset to the value specified in this Appendix from the computer memory (see Table 4.3). Table 4.3 Erasing / resetting ‘NOx control information’ by a scan-tool NOx control information Erasable Resetable All DTCs X The value of the counter with the highest number of engine operating hours X The number of engine operating hours from the NCD counter(s) X 11.2.2.1.2. NOx control information shall not be erased by disconnection of the non-road mobile machinery's battery(s). 11.2.2.1.3. The erasing of ‘NOx control information’ shall only be possible under ‘engine-off’ conditions. 11.2.2.1.4. When ‘NOx control information’ including DTCs are erased, any counter associated with these failures and which is specified in this Appendix shall not be erased, but reset to the value specified in the appropriate section of this Appendix.
NOx control information Erasable Resetable
All DTCs X
The value of the counter with the highest number of engine operating hours X
The number of engine operating hours from the NCD counter(s) X
11.2.2.1.2. NOx control information shall not be erased by disconnection of the non-road mobile machinery's battery(s).
11.2.2.1.3. The erasing of ‘NOx control information’ shall only be possible under ‘engine-off’ conditions.
11.2.2.1.4. When ‘NOx control information’ including DTCs are erased, any counter associated with these failures and which is specified in this Appendix shall not be erased, but reset to the value specified in the appropriate section of this Appendix.
11.4. Counter mechanism11.4.1.   General 11.4.1.1. To comply with the requirements of this Appendix, the system shall contain counters to record the number of hours during which the engine has been operated while the system has detected any of the following NCM: (a) an incorrect reagent quality; (b) an interruption of reagent dosing activity; (c) an impeded EGR valve; (d) a failure of the NCD system. 11.4.1.1.1. The manufacturer may use one or more counters for grouping the NCMs indicated in point 11.4.1.1. 11.4.1.2. Each of the counters shall count up to the maximum value provided in a 2 byte counter with 1 hour resolution and hold that value unless the conditions allowing the counter to be reset to zero are met. 11.4.1.3. A manufacturer may use a single or multiple NCD system counters. A single counter may accumulate the number of hours of 2 or more different malfunctions relevant to that type of counter, none of them having reached the time the single counter indicates. 11.4.1.3.1. When the manufacturer decides to use multiple NCD system counters, the system shall be capable of assigning a specific monitoring system counter to each malfunction relevant according to this Appendix to that type of counters. 11.4.2.   Principle of counters mechanism 11.4.2.1. Each of the counters shall operate as follows: 11.4.2.1.1. If starting from zero, the counter shall begin counting as soon as a malfunction relevant to that counter is detected and the corresponding diagnostic trouble code (DTC) has the status defined in Table 4.2. 11.4.2.1.2. In case of repeated failures, one of the following provisions shall apply at the choice of the manufacturer. (a) If a single monitoring event occurs and the malfunction that originally activated the counter is no longer detected or if the failure has been erased by a scan tool or a maintenance tool, the counter shall halt and hold its current value. If the counter stops counting when the severe inducement system is active, the counter shall be kept frozen at the value defined in Table 4.4 or a value of greater than or equal to the counter value for severe inducement minus 30 minutes. (b) The counter shall be kept frozen at the value defined in Table 4.4 or a value of greater than or equal to the counter value for severe inducement minus 30 minutes. 11.4.2.1.3. In the case of a single monitoring system counter, that counter shall continue counting if a NCM relevant to that counter has been detected and its corresponding Diagnostic trouble code (DTC) has the status ‘confirmed and active’. It shall halt and hold one of the values specified in point 11.4.2.1.2, if no NCM that would justify the counter activation is detected or if all the failures relevant to that counter have been erased by a scan tool or a maintenance tool. Table 4.4 Counters and inducement DTC status for first activation of the counter Counter value for low-level inducement Counter value for severe inducement Frozen value held by the counter Reagent quality counter confirmed and active ≤ 10 hours ≤ 20 hours ≥ 90 % of counter value for severe inducement Dosing counter confirmed and active ≤ 10 hours ≤ 20 hours ≥ 90 % of counter value for severe inducement EGR valve counter confirmed and active ≤ 36 hours ≤ 100 hours ≥ 95 % of counter value for severe inducement Monitoring system counter confirmed and active ≤ 36 hours ≤ 100 hours ≥ 95 % of counter value for severe inducement NOx threshold, if applicable confirmed and active ≤ 10 hours ≤ 20 hours ≥ 90 % of counter value for severe inducement 11.4.2.1.4. Once frozen, the counter shall be reset to zero when the monitors relevant to that counter have run at least once to completion of their monitoring cycle without having detected a malfunction and no malfunction relevant to that counter has been detected during at least 36 engine operating hours since the counter was last held (see Figure 4.4). 11.4.2.1.5. The counter shall continue counting from the point at which it had been held if a malfunction relevant to that counter is detected during a period when the counter is frozen (see Figure 4.4).
--- --- ---
11.4.1.1. To comply with the requirements of this Appendix, the system shall contain counters to record the number of hours during which the engine has been operated while the system has detected any of the following NCM: (a) an incorrect reagent quality; (b) an interruption of reagent dosing activity; (c) an impeded EGR valve; (d) a failure of the NCD system. 11.4.1.1.1. The manufacturer may use one or more counters for grouping the NCMs indicated in point 11.4.1.1.
11.4.1.1.1. The manufacturer may use one or more counters for grouping the NCMs indicated in point 11.4.1.1.
11.4.1.2. Each of the counters shall count up to the maximum value provided in a 2 byte counter with 1 hour resolution and hold that value unless the conditions allowing the counter to be reset to zero are met.
11.4.1.3. A manufacturer may use a single or multiple NCD system counters. A single counter may accumulate the number of hours of 2 or more different malfunctions relevant to that type of counter, none of them having reached the time the single counter indicates. 11.4.1.3.1. When the manufacturer decides to use multiple NCD system counters, the system shall be capable of assigning a specific monitoring system counter to each malfunction relevant according to this Appendix to that type of counters.
11.4.1.3.1. When the manufacturer decides to use multiple NCD system counters, the system shall be capable of assigning a specific monitoring system counter to each malfunction relevant according to this Appendix to that type of counters.
11.4.2.1. Each of the counters shall operate as follows: 11.4.2.1.1. If starting from zero, the counter shall begin counting as soon as a malfunction relevant to that counter is detected and the corresponding diagnostic trouble code (DTC) has the status defined in Table 4.2. 11.4.2.1.2. In case of repeated failures, one of the following provisions shall apply at the choice of the manufacturer. (a) If a single monitoring event occurs and the malfunction that originally activated the counter is no longer detected or if the failure has been erased by a scan tool or a maintenance tool, the counter shall halt and hold its current value. If the counter stops counting when the severe inducement system is active, the counter shall be kept frozen at the value defined in Table 4.4 or a value of greater than or equal to the counter value for severe inducement minus 30 minutes. (b) The counter shall be kept frozen at the value defined in Table 4.4 or a value of greater than or equal to the counter value for severe inducement minus 30 minutes. 11.4.2.1.3. In the case of a single monitoring system counter, that counter shall continue counting if a NCM relevant to that counter has been detected and its corresponding Diagnostic trouble code (DTC) has the status ‘confirmed and active’. It shall halt and hold one of the values specified in point 11.4.2.1.2, if no NCM that would justify the counter activation is detected or if all the failures relevant to that counter have been erased by a scan tool or a maintenance tool. Table 4.4 Counters and inducement DTC status for first activation of the counter Counter value for low-level inducement Counter value for severe inducement Frozen value held by the counter Reagent quality counter confirmed and active ≤ 10 hours ≤ 20 hours ≥ 90 % of counter value for severe inducement Dosing counter confirmed and active ≤ 10 hours ≤ 20 hours ≥ 90 % of counter value for severe inducement EGR valve counter confirmed and active ≤ 36 hours ≤ 100 hours ≥ 95 % of counter value for severe inducement Monitoring system counter confirmed and active ≤ 36 hours ≤ 100 hours ≥ 95 % of counter value for severe inducement NOx threshold, if applicable confirmed and active ≤ 10 hours ≤ 20 hours ≥ 90 % of counter value for severe inducement 11.4.2.1.4. Once frozen, the counter shall be reset to zero when the monitors relevant to that counter have run at least once to completion of their monitoring cycle without having detected a malfunction and no malfunction relevant to that counter has been detected during at least 36 engine operating hours since the counter was last held (see Figure 4.4). 11.4.2.1.5. The counter shall continue counting from the point at which it had been held if a malfunction relevant to that counter is detected during a period when the counter is frozen (see Figure 4.4).
DTC status for first activation of the counter Counter value for low-level inducement
Reagent quality counter confirmed and active ≤ 10 hours
Dosing counter confirmed and active ≤ 10 hours
EGR valve counter confirmed and active ≤ 36 hours
Monitoring system counter confirmed and active ≤ 36 hours
NOx threshold, if applicable confirmed and active ≤ 10 hours

12. Illustration of the activation and deactivation and counter mechanisms

12.1. This section 12 illustrates the activation and deactivation and counter mechanisms for some typical cases. The Figures and descriptions given in points 12.2, 12.3 and 12.4 are provided solely for the purposes of illustration in this Appendix and should not be referenced as examples of either the requirements of this Regulation or as definitive statements of the processes involved. The counter hours in Figures 4.6 and 4.7 refer to the maximum severe inducement values in Table 4.4. For simplification purposes, for example, the fact that the warning system will also be active when the inducement system is active has not been mentioned in the illustrations given. Figure 4.4 Reactivation and resetting to zero of a counter after a period when its value has been frozen Where ‘x’ is not less than 36 operating hours

12.2. Figure 4.5 illustrates the operation of the activation and deactivation mechanisms when monitoring the reagent availability for four cases: Figure 4.5 Reagent availability

12.3. Figure 4.6 illustrates three cases of wrong reagent quality: Figure 4.6 Filling with poor reagent quality Where ‘x’ is not less than 36 operating hours

12.4. Figure 4.7 illustrates three cases of failure of the urea dosing system. This Figure also illustrates the process that applies in the case of the monitoring failures described in section 9: Figure 4.7 Failure of the reagent dosing system Where ‘x’ is not less than 36 operating hours

13. Demonstration of the minimum acceptable reagent concentration CDmin

13.1. The manufacturer shall demonstrate the correct value of CDmin during EU type-approval by performing the hot-start NRTC cycle for engines of sub-category NRE-v-3, NRE-v-4, NRE-v-5 NRE-v-6 and the applicable NRSC for all other categories using a reagent with the concentration CDmin.

13.2. The test shall follow the appropriate NCD cycle(s) or manufacturer defined pre-conditioning cycle, permitting a closed loop NOx control system to perform adaptation to the quality of the reagent with the concentration CDmin.

13.3. The pollutant emissions resulting from this test shall not exceed the NOx threshold specified in point 7.1.1.

Appendix 2

Additional technical requirements on NOx control measures for engines of categories IWP, IWA and RLR, including the method to demonstrate these strategies

1. Introduction

This Appendix sets out the additional requirements to ensure the correct operation of NOx control measures for engines of categories IWP, IWA and RLR.

2. General requirements

The requirements of Appendix 1 apply to engines in scope of this Appendix, except as set out in points 3 and 4 of this Appendix.

3. Exceptions to the requirements of Appendix 1

In order to account for safety concerns the operator inducement system set out in points 5 and 11.3 of Appendix 1 shall not apply to engines under the scope of this Appendix. The requirement to store data in an on-board computer log set out in point 4 of this Appendix shall apply wherever the inducement would have been activated in accordance with points 2.3.2.3.2, 6.3, 7.3, 8.4 and 9.4 of Appendix 1.

4. Requirement for storing incidents of engine operation with inadequate reagent injection or reagent quality

4.2. The duration of an incident of inadequate reagent level recorded in the on-board computer log as specified in point 4.1, in place of an inducement in accordance with point 6.3 of Appendix 1, shall commence when the reagent tank becomes empty, that is, when the dosing system is unable to draw further reagent from the tank, or at any level below 2,5 % of its nominally full capacity at the discretion of the manufacturer.

4.3. The duration of an incident recorded in the on-board computer log as specified in point 4.1, in place of the inducement specified in points 6.3, 7.3, 8.4 and 9.4 of Appendix 1, shall commence when the respective counter reaches the value for severe inducement in Table 4.4 of Appendix 1.

4.4. The duration of an incident recorded in the on-board computer log as specified in point 4.1, in place of the inducement specified in point 2.3.2.3.2 of Appendix 1, shall commence when inducement would have commenced.

4.5. The duration of an incident recorded in the on-board computer log as specified in point 4.1 shall end when the incident has been remedied.

4.6. When conducting a demonstration pursuant to section 10.4 of Appendix 1, the demonstration shall be conducted in accordance with the requirements applicable to demonstration of the severe inducement system, but the demonstration of severe inducement system shall be replaced by a demonstration of the storage of an incident of engine operation with inadequate reagent injection or reagent quality.

Appendix 3

Additional technical requirements on NOx control measures for engines of category RLL

1. Introduction

This Appendix sets out the additional requirements to ensure the correct operation of NOx control measures for engines of category RLL. It includes requirements for engines that rely on the use of a reagent in order to reduce emissions. The EU type-approval shall be made conditional upon the application of the relevant provisions on operator instruction, installation documents and operator warning system that are set out in this Appendix.

2. Required information

2.1. The manufacturer shall provide information that fully describes the functional operational characteristics of the NOx control measures, in accordance with point 1.5 of Part A of Annex I to Implementing Regulation (EU) 2017/656.

2.2. If the emission control system requires a reagent, the characteristics of that reagent, including the type of reagent, information on concentration when the reagent is in solution, operational temperature conditions and reference to international standards for composition and quality must be specified by the manufacturer, in the information document set out in Appendix 3 of Annex I to Implementing Regulation (EU) 2017/656.

3. Reagent availability and operator warning system

When a reagent is used the EU type-approval shall be conditional upon providing indicators or other appropriate means, according to the configuration of the non-road mobile machinery, informing the operator on:

(a) the amount of reagent remaining in the reagent storage container and by an additional specific signal, when the remaining reagent is less than 10 % of the full container's capacity;

(b) when the reagent container becomes empty, or almost empty;

(c) when the reagent in the storage tank does not comply with the characteristics declared and recorded in the information document set out in Appendix 3 of Annex I to Implementing Regulation (EU) 2017/656, in accordance with the installed means of assessment.

(d) when the dosing activity of the reagent is interrupted, in cases other than those executed by the engine ECU or the dosing controller, reacting to engine operating conditions where the dosing is not required, provided that these operating conditions are made available to the approval authority.

4. Reagent quality

By the choice of the manufacturer the requirements of reagent compliance with the declared characteristics and the associated NOx emission tolerance shall be satisfied by one of the following means:

(a) direct means, such as the use of a reagent quality sensor.

(b) indirect means, such as the use of a NOx sensor in the exhaust system to evaluate reagent effectiveness.

(c) any other means, provided that its efficacy is at least equal to the one resulting by the use of the means of points (a) or (b) and the main requirements of this section 4 are maintained.

Appendix 4

Technical requirements on particulate pollutant control measures, including the method to demonstrate these measures

1. Introduction

This Appendix sets out the requirements to ensure the correct operation of particulate control measures.

2. General requirements

The engine shall be equipped with a Particulate Control Diagnostic system (PCD) able to identify the particulate after-treatment system malfunctions considered by this Annex. Any engine covered by this section 2 shall be designed, constructed and installed so as to be capable of meeting these requirements throughout the normal life of the engine under normal conditions of use. In achieving this objective it is acceptable that engines which have been used in excess of the emission durability period as specified in Annex V to Regulation (EU) 2016/1628 show some deterioration in the performance and the sensitivity of the PCD.

2.1.1. If the emission control system requires a reagent e.g. fuel borne catalyst, the characteristics of that reagent, including the type of reagent, information on concentration when the reagent is in solution, operational temperature conditions and reference to international standards for composition and quality must be specified by the manufacturer, in the information document set out in Appendix 3 to Annex I to Implementing Regulation (EU) 2017/656.

2.1.2. Detailed written information fully describing the functional operation characteristics of the operator warning system in section 4 shall be provided to the approval authority at the time of EU type-approval.

2.1.3. The manufacturer shall provide installation documents that, when used by the OEM, will ensure that the engine, inclusive of the emission control system that is part of the approved engine type or engine family, when installed in the non-road mobile machinery, will operate, in conjunction with the necessary machinery parts, in a manner that will comply with the requirements of this Annex. This documentation shall include the detailed technical requirements and the provisions of the engine (software, hardware, and communication) needed for the correct installation of the engine in the non-road mobile machinery.

2.2.1. The PCD system shall, at a minimum, be operational at the applicable control conditions set out in point 2.4 of Annex IV for each engine category. The diagnostic system shall remain operational outside of this range where technically possible.

2.3.1. The PCD system shall be able to identify the particulate control malfunctions (PCM) considered by this Annex by means of Diagnostic Trouble Codes (DTCs) stored in the computer memory and to communicate that information off-board upon request.

2.3.2. Requirements for recording Diagnostic Trouble Codes (DTCs)2.3.2.1. The PCD system shall record a DTC for each distinct PCM. 2.3.2.2. The PCD system shall conclude within the periods of engine operation indicated in Table 4.5 whether a detectable malfunction is present. At this time, a ‘confirmed and active’ DTC shall be stored and the warning system specified in section 4 shall be activated. 2.3.2.3. In cases where more than the period of running time indicated in Table 4.5 is required for the monitors to accurately detect and confirm a PCM (e.g. monitors using statistical models or with respect to fluid consumption on the non-road mobile machinery), the approval authority may permit a longer period for monitoring provided the manufacturer justifies the need for the longer period (for example by technical rationale, experimental results, in-house experience, etc.). Table 4.5 Monitor types and corresponding period within which a ‘confirmed and active’ DTC shall be stored Monitor type Period of accumulated running time within which a ‘confirmed and active’ DTC shall be stored Removal of the particulate after-treatment system 60 minutes of non-idle engine operation Loss of function of the particulate after-treatment system 240 minutes of non-idle engine operation Failures of the PCD system 60 minutes of engine operation
2.3.2.1. The PCD system shall record a DTC for each distinct PCM.
2.3.2.2. The PCD system shall conclude within the periods of engine operation indicated in Table 4.5 whether a detectable malfunction is present. At this time, a ‘confirmed and active’ DTC shall be stored and the warning system specified in section 4 shall be activated.
2.3.2.3. In cases where more than the period of running time indicated in Table 4.5 is required for the monitors to accurately detect and confirm a PCM (e.g. monitors using statistical models or with respect to fluid consumption on the non-road mobile machinery), the approval authority may permit a longer period for monitoring provided the manufacturer justifies the need for the longer period (for example by technical rationale, experimental results, in-house experience, etc.). Table 4.5 Monitor types and corresponding period within which a ‘confirmed and active’ DTC shall be stored Monitor type Period of accumulated running time within which a ‘confirmed and active’ DTC shall be stored Removal of the particulate after-treatment system 60 minutes of non-idle engine operation Loss of function of the particulate after-treatment system 240 minutes of non-idle engine operation Failures of the PCD system 60 minutes of engine operation
Monitor type Period of accumulated running time within which a ‘confirmed and active’ DTC shall be stored
Removal of the particulate after-treatment system 60 minutes of non-idle engine operation
Loss of function of the particulate after-treatment system 240 minutes of non-idle engine operation
Failures of the PCD system 60 minutes of engine operation

2.3.3. Requirements for erasing Diagnostic trouble codes (DTCs):

2.3.4. A PCD system shall not be programmed or otherwise designed to partially or totally deactivate based on age of the non-road mobile machinery during the actual life of the engine, nor shall the system contain any algorithm or strategy designed to reduce the effectiveness of the PCD system over time.

2.3.5. Any reprogrammable computer codes or operating parameters of the PCD system shall be resistant to tampering.

2.3.6. The manufacturer is responsible for determining the composition of a PCD engine family. Grouping engines within a PCD engine family shall be based on good engineering judgment and be subject to approval by the approval authority. Engines that do not belong to the same engine family may still belong to the same PCD engine family. 2.3.6.1.   Parameters defining a PCD engine family A PCD engine family is characterised by basic design parameters that shall be common to engines within the family. In order that engines are considered to belong to the same PCD engine family, the following list of basic parameters shall be similar: These similarities shall be demonstrated by the manufacturer by means of relevant engineering demonstration or other appropriate procedures and subject to the approval of the approval authority. The manufacturer may request approval by the approval authority of minor differences in the methods of monitoring/diagnosing the PCD monitoring system due to engine configuration variation, when these methods are considered similar by the manufacturer and they differ only in order to match specific characteristics of the components under consideration (for example size, exhaust gas flow, etc.); or their similarities are based on good engineering judgment.

3. Maintenance requirements

3.1. The OEM shall provide to all end-users of new non-road mobile machinery written instructions about the emission control system and its correct operation as required in Annex XV.

4. Operator warning system

4.1. The non-road mobile machinery shall include an operator warning system using visual alarms.

4.2. The operator warning system may consist of one or more lamps, or display short messages. The system used for displaying these messages may be the same as the one used for other maintenance or NCD purposes The warning system shall indicate that an urgent repair is required. When the warning system includes a message display system, it shall display a message indicating the reason of the warning (for example ‘sensor disconnected’, or ‘critical emission failure’)

4.3. At the choice of the manufacturer, the warning system may include an audible component to alert the operator. The cancelling of audible warnings by the operator is permitted.

4.4. The operator warning system shall be activated as specified in point 2.3.2.2.

4.5. The operator warning system shall be deactivated when the conditions for its activation have ceased to exist. The operator warning system shall not be automatically deactivated without the reason for its activation having been remedied.

4.6. The warning system may be temporarily interrupted by other warning signals providing important safety related messages.

4.7. In the application for EU type-approval under Regulation (EU) 2016/1628, the manufacturer shall demonstrate the operation of the operator warning system, as specified in Section 9.

5. System to store information on operator warning system activation

5.1. The PCD system shall include a non-volatile computer memory or counters to store incidents of engine operation with a DTC confirmed and active in a manner to ensure that the information cannot be intentionally deleted.

5.2. The PCD shall store in the non-volatile memory the total number and duration of all incidents of engine operation with a DTC confirmed and active where the operator warning system has been active for 20 hours of engine operation, or a shorter period at the choice of the manufacturer.

5.3. It shall be possible for national authorities to read these records with a scan tool.

5.4. A description of the connection for, and method to read, these records shall be included in the information folder as set out in Part A of Annex I of Implementing Regulation (EU) 2017/656.

6. Monitoring for removal of the particulate after-treatment system

6.1. The PCD system shall detect the complete removal of the particulate after-treatment system inclusive of the removal of any sensors used to monitor, activate, de-activate or modulate its operation.

7. Additional requirements in the case of a particulate after-treatment system that uses a reagent (e.g. fuel-borne catalyst)

7.1. In the case of a confirmed and active DTC for either removal of the particulate after-treatment system or loss of the particulate after-treatment system function the reagent dosing shall be immediately interrupted. Dosing shall re-commence when the DTC is no longer active.

7.2. The warning system shall be activated if the reagent level in the additive tank falls below the minimum value specified by the manufacturer.

8. Monitoring failures that may be attributed to tampering

8.1. In addition to monitoring for removal of the particulate after-treatment system the following failures shall be monitored because they may be attributed to tampering:

8.2. The PCD shall detect the complete removal of the particulate after-treatment system substrate (‘empty can’). In this case the particulate after-treatment system housing and sensors used to monitor, activate, de-activate or modulate its operation are still present.

9. Demonstration requirements

The compliance to the requirements of this Appendix shall be demonstrated during EU type-approval by performing, as illustrated in Table 4.6 and specified in this section 9 a demonstration of the warning system activation.

Mechanism Demonstration elements
Warning system activation specified in point 4.4. — 2 activation tests (incl. loss of the particulate after-treatment system function) — Supplementary demonstration elements, as appropriate

9.2.1. In the case where engines of an engine family belong to a PCD engine family that has already been EU type-approved, in accordance with point 2.3.6 (Figure 4.8), the compliance of that engine family is deemed to be demonstrated without further testing, provided the manufacturer demonstrates to the authority that the monitoring systems necessary for complying with the requirements of this Appendix are similar within the considered engine and PCD engine families. Figure 4.8 Previously demonstrated conformity of a PCD engine family

9.3.1. The compliance of the warning system activation shall be demonstrated by performing two tests: loss of the particulate after-treatment system function and one failure category considered in point 6 or point 8.3 of this Annex.

9.3.3. Demonstration9.3.3.1. For the purpose of this demonstration, a separate test shall be performed for the loss of the particulate after-treatment system function set out in point 8.2 and for the failures laid down in points 6 and 8.3. The loss of the particulate after-treatment system function shall be created by a complete removal of the substrate from the particulate after-treatment system housing. 9.3.3.2. During a test, no failure shall be present other than the one addressed by the test. 9.3.3.3. Prior to starting a test, all DTC shall have been erased. 9.3.3.4. At the request of the manufacturer, and with the agreement of the approval authority, the failures subject to testing may be simulated. 9.3.3.5. Detection of failures9.3.3.5.1. The PCD system shall respond to the introduction of a failure selected as appropriate by the approval authority in accordance to the provisions of this Appendix. This is considered to be demonstrated if activation occurs within the number of consecutive PCD test-cycles given in Table 4.7. When it has been specified in the monitoring description and agreed by the approval authority that a specific monitor needs more PCD test-cycles to complete its monitoring than indicated in Table 4.7, the number of PCD test-cycles may be increased by up to 50 %. Each individual PCD test-cycle in the demonstration test may be separated by an engine shut-off. The time until the next start-up shall take into consideration any monitoring that may occur after engine shut- off and any necessary condition that must exist for monitoring to occur at the next start-up. Table 4.7 Monitor types and corresponding number of PCD test cycles within which a ‘confirmed and active’ DTC shall be stored Monitor type Number of PCD test cycles within which a ‘confirmed and active’ DTC shall be stored Removal of the particulate after-treatment system 2 Loss of function of the particulate after-treatment system 8 Failures of the PCD system 2 9.3.3.6. PCD test cycle9.3.3.6.1. The PCD test cycle considered in this Section 9 for demonstrating the correct performance of the particulate after-treatment system monitoring system is the hot-start NRTC cycle for engines of sub-category NRE-v-3, NRE-v-4, NRE-v-5, NRE-v-6 and the applicable NRSC for all other categories. 9.3.3.6.2. On request of the manufacturer and with approval of the approval authority, an alternative PCD test- cycle (e.g. other than the NRTC or the NRSC) can be used for a specific monitor. The request shall contain elements (technical considerations, simulation, test results, etc.) demonstrating: (a) the requested test-cycle results in a monitor that will run in real world operation conditions; and (b) the applicable PCD test-cycle specified in point 9.3.3.6.1 is less appropriate for the considered monitoring. 9.3.3.7 Configuration for demonstration of the warning system activation9.3.3.7.1. The demonstration of the warning system activation shall be done by tests performed on an engine test bench. 9.3.3.7.2. Any components or subsystems not physically mounted on the engine, such as, but not limited to, ambient temperature sensors, level sensors, and operator warning and information systems, that are required in order to perform the demonstrations shall be connected to the engine for that purpose, or shall be simulated, to the satisfaction of the approval authority. 9.3.3.7.3. If the manufacturer chooses, and subject to the agreement of the approval authority, the demonstration tests may be performed, notwithstanding point 9.3.3.7.1, on a complete non-road mobile machinery or machinery either by mounting the non-road mobile machinery on a suitable test bed or by running it on a test track under controlled conditions.
9.3.3.1. For the purpose of this demonstration, a separate test shall be performed for the loss of the particulate after-treatment system function set out in point 8.2 and for the failures laid down in points 6 and 8.3. The loss of the particulate after-treatment system function shall be created by a complete removal of the substrate from the particulate after-treatment system housing.
9.3.3.2. During a test, no failure shall be present other than the one addressed by the test.
9.3.3.3. Prior to starting a test, all DTC shall have been erased.
9.3.3.4. At the request of the manufacturer, and with the agreement of the approval authority, the failures subject to testing may be simulated.
9.3.3.5. Detection of failures9.3.3.5.1. The PCD system shall respond to the introduction of a failure selected as appropriate by the approval authority in accordance to the provisions of this Appendix. This is considered to be demonstrated if activation occurs within the number of consecutive PCD test-cycles given in Table 4.7. When it has been specified in the monitoring description and agreed by the approval authority that a specific monitor needs more PCD test-cycles to complete its monitoring than indicated in Table 4.7, the number of PCD test-cycles may be increased by up to 50 %. Each individual PCD test-cycle in the demonstration test may be separated by an engine shut-off. The time until the next start-up shall take into consideration any monitoring that may occur after engine shut- off and any necessary condition that must exist for monitoring to occur at the next start-up. Table 4.7 Monitor types and corresponding number of PCD test cycles within which a ‘confirmed and active’ DTC shall be stored Monitor type Number of PCD test cycles within which a ‘confirmed and active’ DTC shall be stored Removal of the particulate after-treatment system 2 Loss of function of the particulate after-treatment system 8 Failures of the PCD system 2
9.3.3.5.1. The PCD system shall respond to the introduction of a failure selected as appropriate by the approval authority in accordance to the provisions of this Appendix. This is considered to be demonstrated if activation occurs within the number of consecutive PCD test-cycles given in Table 4.7. When it has been specified in the monitoring description and agreed by the approval authority that a specific monitor needs more PCD test-cycles to complete its monitoring than indicated in Table 4.7, the number of PCD test-cycles may be increased by up to 50 %. Each individual PCD test-cycle in the demonstration test may be separated by an engine shut-off. The time until the next start-up shall take into consideration any monitoring that may occur after engine shut- off and any necessary condition that must exist for monitoring to occur at the next start-up. Table 4.7 Monitor types and corresponding number of PCD test cycles within which a ‘confirmed and active’ DTC shall be stored Monitor type Number of PCD test cycles within which a ‘confirmed and active’ DTC shall be stored Removal of the particulate after-treatment system 2 Loss of function of the particulate after-treatment system 8 Failures of the PCD system 2
Monitor type Number of PCD test cycles within which a ‘confirmed and active’ DTC shall be stored
Removal of the particulate after-treatment system 2
Loss of function of the particulate after-treatment system 8
Failures of the PCD system 2
9.3.3.6. PCD test cycle9.3.3.6.1. The PCD test cycle considered in this Section 9 for demonstrating the correct performance of the particulate after-treatment system monitoring system is the hot-start NRTC cycle for engines of sub-category NRE-v-3, NRE-v-4, NRE-v-5, NRE-v-6 and the applicable NRSC for all other categories. 9.3.3.6.2. On request of the manufacturer and with approval of the approval authority, an alternative PCD test- cycle (e.g. other than the NRTC or the NRSC) can be used for a specific monitor. The request shall contain elements (technical considerations, simulation, test results, etc.) demonstrating: (a) the requested test-cycle results in a monitor that will run in real world operation conditions; and (b) the applicable PCD test-cycle specified in point 9.3.3.6.1 is less appropriate for the considered monitoring.
9.3.3.6.1. The PCD test cycle considered in this Section 9 for demonstrating the correct performance of the particulate after-treatment system monitoring system is the hot-start NRTC cycle for engines of sub-category NRE-v-3, NRE-v-4, NRE-v-5, NRE-v-6 and the applicable NRSC for all other categories.
9.3.3.6.2. On request of the manufacturer and with approval of the approval authority, an alternative PCD test- cycle (e.g. other than the NRTC or the NRSC) can be used for a specific monitor. The request shall contain elements (technical considerations, simulation, test results, etc.) demonstrating: (a) the requested test-cycle results in a monitor that will run in real world operation conditions; and (b) the applicable PCD test-cycle specified in point 9.3.3.6.1 is less appropriate for the considered monitoring.
9.3.3.7 Configuration for demonstration of the warning system activation9.3.3.7.1. The demonstration of the warning system activation shall be done by tests performed on an engine test bench. 9.3.3.7.2. Any components or subsystems not physically mounted on the engine, such as, but not limited to, ambient temperature sensors, level sensors, and operator warning and information systems, that are required in order to perform the demonstrations shall be connected to the engine for that purpose, or shall be simulated, to the satisfaction of the approval authority. 9.3.3.7.3. If the manufacturer chooses, and subject to the agreement of the approval authority, the demonstration tests may be performed, notwithstanding point 9.3.3.7.1, on a complete non-road mobile machinery or machinery either by mounting the non-road mobile machinery on a suitable test bed or by running it on a test track under controlled conditions.
9.3.3.7.1. The demonstration of the warning system activation shall be done by tests performed on an engine test bench.
9.3.3.7.2. Any components or subsystems not physically mounted on the engine, such as, but not limited to, ambient temperature sensors, level sensors, and operator warning and information systems, that are required in order to perform the demonstrations shall be connected to the engine for that purpose, or shall be simulated, to the satisfaction of the approval authority.
9.3.3.7.3. If the manufacturer chooses, and subject to the agreement of the approval authority, the demonstration tests may be performed, notwithstanding point 9.3.3.7.1, on a complete non-road mobile machinery or machinery either by mounting the non-road mobile machinery on a suitable test bed or by running it on a test track under controlled conditions.

9.3.4. The demonstration of the warning system activation is deemed to be accomplished if, at the end of each demonstration test performed in accordance with point 9.3.3 the warning system has been properly activated and the DTC for the selected failure has a ‘confirmed and active’ status.

9.3.5 Where a particulate after-treatment system that uses a reagent is subjected to a demonstration test for loss of the particulate after-treatment system function or removal of the particulate after-treatment system it shall also be confirmed that reagent dosing has been interrupted.

ANNEX V

Measurements and tests with regard to the area associated with the non-road steady-state test cycle

1. General requirements

This Annex shall apply for electronically controlled engines of categories NRE, NRG, IWP, IWA, and RLR, complying with ‘Stage V’ emission limits set out in Annex II to Regulation (EU) 2016/1628 and using electronic control to determine both the quantity and timing of injecting fuel or using electronic control to activate, de-activate or modulate the emission control system used to reduce NOx.

This Annex sets out the technical requirements relating to the area associated with the relevant NRSC, within which the amount by which the emissions shall be permitted to exceed the emission limits set out in Annex II to Regulation (EU) 2016/1628 is controlled.

When an engine is tested in the manner set out in test requirements of section 4 the emission of gaseous and particulate pollutants sampled at any randomly selected point within the applicable control area set out in section 2 shall not exceed the applicable emission limit values in Annex II to Regulation (EU) 2016/1628 multiplied by a factor of 2,0.

Section 3 sets out the selection by the technical service of additional measurement points from within the control area during the emission bench test, in order to demonstrate that the requirements of this section 1 have been met.

The manufacturer may request that the technical service excludes operating points from any of the control areas set out in section 2 during the demonstration set out in section 3. The technical service shall grant this exclusion, upon agreement of the approval authority, if the manufacturer demonstrates that the engine is never capable of operating at such points when used in any non-road mobile machinery combination.

The installation instructions provided by the manufacturer to the OEM in accordance with Annex XIV shall identify the upper and lower boundaries of the applicable control area and shall include a statement to clarify that the OEM shall not install the engine in such a way that it constrains the engine to operate permanently at only combinations of speed and torque outside of the control area for the torque curve corresponding to the approved engine type or engine family.

2. Engine control area

The applicable control area for conducting the engine test shall be the area identified in this section 2 that corresponds to the applicable NRSC for the engine being tested.

These engines operate with variable-speed and load. Different control area exclusions apply depending upon the (sub-)category and operating speed of the engine.

These engines are mainly operated very close to their designed operating speed, hence the control area is defined as:

These engines are mainly operated slightly above and below a fixed pitch propeller curve. The control area is related to the propeller curve and has exponents of mathematical equations defining the boundaries of the control area. The control area is defined as follows:

where:

1 Lower speed limit

2 Upper boundary curve

3 Lower boundary curve

4 Full load power curve

5 Governor maximum speed curve

6 Engine Control Area

3. Demonstration requirements

The technical service shall select random load and speed points within the control area for testing. For engines subject to point 2.1 up to three points shall be selected. For engines subject to point 2.2 one point shall be selected. For engines subject to points 2.3 or 2.4 up to two points shall be selected. The technical service shall also determine a random running order of the test points. The test shall be run in accordance with the principal requirements of the NRSC, but each test point shall be evaluated separately.

3.1. For the purpose of the random selections required in point 3, acknowledged statistical methods of randomization shall be used.

4. Test requirements

The test shall be carried out immediately after the applicable NRSC as follows:

(a) the test of the randomly selected torque and speed points shall either be carried out immediately after the discrete-mode NRSC test sequence described in points (a) to (e) of point 7.8.1.2 of Annex VI but before the post test procedures (f) or after the ramped modal non-road steady- state test cycle (‘RMC’) test sequence described in points (a) to (d) of point 7.8.2.3 of Annex VI but before the post test procedures (e) as relevant;

(b) the tests shall be carried out as required in points (b) to (e) of point 7.8.1.2 of Annex VI using the multiple filter method (one filter for each test point) for each of the test points chosen in accordance with section 3;

(c) a specific emission value shall be calculated (in g/kWh or #/kWh as applicable) for each test point;

(d) emissions values may be calculated on a mass basis using section 2 of Annex VII or on a molar basis using section 3 of Annex VII, but shall be consistent with the method used for the discrete-mode NRSC or RMC test;

(e) for gaseous and PN, if applicable, summation calculations, Nmode in equations (7-64) or (7-131) and (7-178) shall be set to 1 and a weighting factor of 1 shall be used;

(f) for PM calculations the multiple filter method shall be used; for summation calculations, Nmode in equations (7-67) or (7-134) shall be set to 1 and a weighting factor of 1 shall be used.

5. Regeneration

In the case that a regeneration event occurs during or immediately preceding the procedure set out in point 4, upon completion of that procedure the test may be voided at the request of the manufacturer, irrespective of the cause of the regeneration. In this case the test shall be repeated. The same torque and speed points shall be used although the running order may be changed. It shall not be deemed necessary to repeat any torque and speed points for which a pass result has already been obtained. The following procedure shall be used for repeating the test:

(a) The engine shall be operated in a manner to ensure that the regeneration event has completed and, where applicable, the soot load in the particulate after-treatment system has been re-established;

(b) The engine warm-up procedure shall be performed in accordance with point 7.8.1.1 of Annex VI;

(c) The test procedure specified in point 4 shall be repeated commencing at the stage referred to in point 4(b).

ANNEX VI

Conduct of emission tests and requirements for measurement equipment

1. Introduction

This Annex describes the method of determining emissions of gaseous and particulate pollutants from the engine to be tested and the specifications related to the measurement equipment. As from section 6, the numbering of this Annex is consistent with the numbering of the Global technical regulation No 11 (4) (GTR No 11) and UNECE Regulation No 96.04 series of amendments (5), Annex 4B. However, some points of the GTR No 11 are not needed in this Annex, or are modified in accordance with the technical progress.

2. General overview

This Annex contains the following technical provisions needed for conducting an emissions test. Additional provisions are listed in point 3.

— Section 5: Performance requirements, including the determination of tests speeds

— Section 6: Test conditions, including the method for accounting for emissions of crankcase gases, the method for determining and accounting for continuous and infrequent regeneration of exhaust after-treatment systems

— Section 7: Test procedures, including the mapping of engines, the test cycle generation and the test cycle running procedure

— Section 8: Measurement procedures, including the instrument calibration and performance checks and the instrument validation for the test

— Section 9: Measurement equipment, including the measurement instruments, the dilution procedures, the sampling procedures and the analytical gases and mass standards

— Appendix 1: PN measurement procedure

— Data evaluation and calculation: Annex VII

— Test procedures for dual-fuel engines: Annex VIII

— Reference fuels: Annex IX

— Test cycles: Annex XVII

4. General requirements

The engines to be tested shall meet the performance requirements set out in section 5 when tested in accordance with the test conditions set out in section 6 and the test procedures set out in section 7.

5. Performance requirements

The pollutants are represented by:

(a) Oxides of nitrogen, NOx;

(b) Hydrocarbons, expressed as total hydrocarbons, HC or THC;

(c) Carbon monoxide, CO;

(d) Particulate matter, PM;

(e) Particle number, PN.

The measured values of gaseous and particulate pollutants and of CO2 exhausted by the engine refer to the brake-specific emissions in grams per kilowatt-hour (g/kWh), or number per kilowatt-hour (#/kWh) for PN.

The gaseous and particulate pollutants that shall be measured are those for which limit values are applicable to the engine sub-category being tested as set out in Annex II to Regulation (EU) 2016/1628. The results, inclusive of:

(a) the crankcase emissions determined in accordance with section 6.10, if relevant,

(b) the adjustment factors for infrequent regeneration of the after-treatment system determined in accordance with section 6.6, if relevant, and

(c) as the final step of the calculation, the deterioration factor determined in accordance with Annex III,

shall not exceed the applicable limit values.

The CO2 shall be measured and reported for all engine sub-categories as required by Article 43(4) of Regulation (EU) 2016/1628.

The mean emission of ammonia (NH3) shall additionally be measured, as required in accordance with section 3 of Annex IV, when the NOx control measures that are part of the engine emission control system include use of a reagent, and shall not exceed the values set out in that section.

The emissions shall be determined on the duty cycles (steady-state and/or transient test cycles), as described in section 7 and in Annex XVII. The measurement systems shall meet the calibration and performance checks set out in section 8 with the measurement equipment described in section 9.

Other systems or analysers may be approved by the approval authority if it is found that they yield equivalent results in accordance with point 5.1.1. The results shall be calculated according to the requirements of Annex VII.

The determination of system equivalency shall be based on a seven-sample pair (or larger) correlation study between the system under consideration and one of the systems of this annex. ‘Results’ refer to the specific cycle weighted emissions value. The correlation testing is to be performed at the same laboratory, test cell and on the same engine, and is preferred to be run concurrently. The equivalency of the sample pair averages shall be determined by F-test and t-test statistics as described in Appendix 3 of Annex VII, obtained under the laboratory, test cell and the engine conditions described above. Outliers shall be determined in accordance with ISO 5725 and excluded from the database. The systems to be used for correlation testing shall be subject to the approval by the approval authority.

5.2.1. The EU type-approval test shall be conducted using the appropriate NRSC and, where applicable, NRTC or LSI-NRTC, as specified in Article 24 and Annex IV to Regulation (EU) 2016/1628.

5.2.2. The technical specifications and characteristics of the NRSC are set out in Annex XVII, Appendix 1 (discrete-mode NRSC) and Appendix 2 (ramped-modal NRSC). At the choice of the manufacturer, a NRSC test may be run as a discrete-mode NRSC or, where available, as a ramped-modal NRSC (‘RMC’) as set out in point 7.4.1.

5.2.3. The technical specifications and characteristics of the NRTC and LSI-NRTC are set out in Appendix 3 of Annex XVII.

5.2.4. The test cycles specified in point 7.4 and in Annex XVII are designed around percentages of maximum torque or power and test speeds that need to be determined for the correct performance of the test cycles: The determination of the test speeds is set out in point 5.2.5, the use of torque and power in point 5.2.6.

5.2.5. Test speeds5.2.5.1.   Maximum test speed (MTS) The MTS shall be calculated in accordance with point 5.2.5.1.1 or point 5.2.5.1.3. 5.2.5.1.1.   Calculation of MTS In order to calculate the MTS the transient mapping procedure shall be performed in accordance with point 7.4. The MTS is then determined from the mapped values of engine speed versus power. MTS shall be calculated by means of one of the following options: (a) Calculation based upon low speed and high speed values MTS = n lo + 0,95 · (n hi – n lo) (6-1) where: n hi is the high speed as defined in Article 1(12), n lo is the low speed as defined in Article 1(13). (b) Calculation based upon the longest vector method MTS = ni (6-2) where: n i is the average of the lowest and highest speeds at which (n 2 norm i + P 2 norm i) is equal to 98 % of the maximum value of (n 2 norm i + P 2 norm i) If there is only one speed at which the value of (n 2 norm i + P 2 norm i) is equal to 98 % of the maximum value of (n 2 norm i + P 2 norm i): MTS = n i (6-3) where: n i is the speed at which the maximum value of (n 2 norm i + P 2 norm i) occurs. where: n is the engine speed i is an indexing variable that represents one recorded value of an engine map n norm i is an engine speed normalized by dividing it by P norm i is an engine power normalized by dividing it by Pmax is the average of the lowest and highest speeds at which power is equal to 98 % of P max. Linear interpolation shall be used between the mapped values to determine: (i) the speeds where power is equal to 98 % of P max. If there is only one speed at which power is equal to 98 % of Pmax, shall be the speed at which Pmax occurs; (ii) the speeds where (n 2 norm i + P 2 norm i) is equal to 98 % of the maximum value of (n 2 norm i + P 2 norm i). 5.2.5.1.2.   Use of a declared MTS If the MTS calculated in accordance with point 5.2.5.1.1 or 5.2.5.1.3 is within ± 3 % of the MTS declared by the manufacturer, the declared MTS may be used for the emissions test. If the tolerance is exceeded, the measured MTS shall be used for the emissions test. 5.2.5.1.3.   Use of an adjusted MTS If the falling part of the full load curve has a very steep edge, this may cause problems to drive the 105 % speeds of the NRTC correctly. In this case it is allowed, with prior agreement of the technical service, to use an alternative value of MTS determined using one of the following methods: (a) the MTS may be slightly reduced (maximum 3 %) in order to make correct driving of the NRTC possible. (b) Calculate an alternative MTS by means of equation (6-4): MTS = ((n max – n idle)/1,05) + n idle (6-4) where: n max = is the engine speed at which the engine governor function controls engine speed with operator demand at maximum and with zero load applied (‘maximum no-load speed’) n idle = is the idle speed 5.2.5.2.   Rated speed The rated speed is defined in Article 3(29) of Regulation (EU) 2016/1628. Rated speed for variable-speed engines subject to an emission test other than those tested on a constant-speed NRSC defined in Article 1(31) of this Regulation shall be determined from the applicable mapping procedure set out in point 7.6 of this Annex. Rated speed for variable-speed engines tested on a constant-speed NRSC shall be declared by the manufacturer according to the characteristics of the engine. Rated speed for constant-speed engines shall be declared by the manufacturer according to the characteristics of the governor. Where an engine type equipped with alternative speeds as permitted by Article 3(21) of Regulation (EU) 2016/1628 is subject to an emission test, each alternative speed shall be declared and tested. If the rated speed determined from the mapping procedure in section 7.6 is within ± 150 rpm of the value declared by the manufacturer for engines of category NRS provided with governor, or within ± 350 rpm or ± 4 % for engines of category NRS without governor, whichever is smaller, or within ± 100 rpm for all other engine categories, the declared value may be used. If the tolerance is exceeded, the rated speed determined from the mapping procedure shall be used. For engines of category NRSh the 100 % test speed shall be within ± 350 rpm of the rated speed declared by the manufacturer. Optionally, MTS may be used instead of rated speed for any steady state test cycle. 5.2.5.3.   Maximum torque speed for variable-speed engines Where required, the maximum torque speed determined from the maximum torque curve established by the applicable engine mapping procedure in point 7.6.1 or 7.6.2 shall be one of the following: (a) The speed at which the highest torque was recorded; or, (b) The average of the lowest and highest speeds at which the torque is equal to 98 % of the maximum torque. Where necessary, linear interpolation shall be used to determine the speeds at which the torque is equal to 98 % of the maximum torque. If the maximum torque speed determined from the maximum torque curve is within ± 4 % of the maximum torque speed declared by the manufacturer for  engines of category NRS, or ± 2,5 % of the maximum torque speed declared by the manufacturer for all other engine categories, the declared value may be used for the purpose of this regulation. If the tolerance is exceeded, the maximum torque speed determined from the maximum torque curve shall be used. 5.2.5.4.   Intermediate speed The intermediate speed shall meet one of the following requirements: (a) For engines that are designed to operate over a speed range on a full load torque curve, the intermediate speed shall be the maximum torque speed if it occurs between 60 % and 75 % of rated speed; (b) If the maximum torque speed is less than 60 % of rated speed, then the intermediate speed shall be 60 % of the rated speed; (c) If the maximum torque speed is greater than 75 % of the rated speed then the intermediate speed shall be 75 % of rated speed. Where the engine is only capable of operation at speeds higher than 75 % of rated speed the intermediate speed shall be the lowest speed at which the engine can be operated; (d) For engines that are not designed to operate over a speed range on a full-load torque curve at steady-state conditions, the intermediate speed shall be between 60 % and 70 % of the rated speed. (e) For engines to be tested on cycle G1, except for engines of category ATS, the intermediate speed shall be 85 % of the rated speed. (f) For engines of category ATS tested on cycle G1 the intermediate speed shall be 60 % or 85 % of rated speed based on which is closer to the actual maximum torque speed. Where the MTS is used in place of rated speed for the 100 % test speed, MTS shall also replace rated speed when determining the intermediate speed. 5.2.5.5.   Idle speed The idle speed is the lowest engine speed with minimum load (greater than or equal to zero load), where an engine governor function controls engine speed. For engines without a governor function that controls idle speed, idle speed means the manufacturer-declared value for lowest engine speed possible with minimum load. Note that warm idle speed is the idle speed of a warmed-up engine. 5.2.5.6.   Test speed for constant-speed engines The governors of constant-speed engines may not always maintain speed exactly constant. Typically speed can decrease (0,1 to 10) % below the speed at zero load, such that the minimum speed occurs near the engine's point of maximum power. The test speed for constant-speed engines may be commanded by using the governor installed on the engine or using a test-bed speed demand where this represents the engine governor. Where the governor installed on the engine is used the 100 % speed shall be the engine governed speed as defined in Article 1(24). Where a test-bed speed demand signal is used to simulate the governor, the 100 % speed at zero load shall be the no-load speed specified by the manufacturer for that governor setting and the 100 % speed at full load shall be the rated speed for that governor setting. Interpolation shall be used to determine the speed for the other test modes. Where the governor has an isochronous operation setting, or the rated speed and no-load speed declared by the manufacturer differ by no more than 3 %, a single value declared by the manufacturer may be used for the 100 % speed at all load points.
MTS = n lo + 0,95 · (n hi – n lo) (6-1)
n hi is the high speed as defined in Article 1(12),
n lo is the low speed as defined in Article 1(13).
MTS = ni (6-2)
n i is the average of the lowest and highest speeds at which (n 2 norm i + P 2 norm i) is equal to 98 % of the maximum value of (n 2 norm i + P 2 norm i)
MTS = n i (6-3)
n i is the speed at which the maximum value of (n 2 norm i + P 2 norm i) occurs.
n is the engine speed
i is an indexing variable that represents one recorded value of an engine map
n norm i is an engine speed normalized by dividing it by
P norm i is an engine power normalized by dividing it by Pmax
is the average of the lowest and highest speeds at which power is equal to 98 % of P max.
MTS = ((n max – n idle)/1,05) + n idle (6-4)
n max = is the engine speed at which the engine governor function controls engine speed with operator demand at maximum and with zero load applied (‘maximum no-load speed’)
n idle = is the idle speed

5.2.6. 5.2.6.1   Torque The torque figures given in the test cycles are percentage values that represent, for a given test mode, one of the following: 5.2.6.2.   Power The power figures given in the test cycles are percentage values that represent, for a given test mode, one of the following:

6. Test Conditions

The absolute temperature (T

a)

of the engine air at the inlet to the engine expressed in Kelvin, and the dry atmospheric pressure (p

s), expressed in kPa shall be measured and the parameter f a shall be determined in accordance with the following provisions and by means of equation (6-5) or (6-6). If the atmospheric pressure is measured in a duct, negligible pressure losses shall be ensured between the atmosphere and the measurement location, and changes in the duct's static pressure resulting from the flow shall be accounted for. In multi-cylinder engines having distinct groups of intake manifolds, such as in a ‘V’ engine configuration, the average temperature of the distinct groups shall be taken. The parameter fa shall be reported with the test results.

Naturally aspirated and mechanically supercharged engines:

(6-5)

Turbocharged engines with or without cooling of the intake air:

(6-6)

6.1.1. For the test to be considered valid both the following conditions must be met:

6.1.2. Where the altitude of the laboratory in which the engine is being tested exceeds 600 m, with the agreement of the manufacturer f a may exceed 1,07 on the condition that p s shall not be less than 80 kPa.

6.1.3. Where the power of the engine being tested is greater than 560 kW, with the agreement of the manufacturer the maximum value of intake air temperature may exceed 303 K (30 °C) on the condition that it shall not exceed 308 K (35 °C).

6.1.4. Where the altitude of the laboratory in which the engine is being tested exceeds 300 m and the power of the engine being tested is greater than 560 kW, with the agreement of the manufacturer f a may exceed 1,07 on the condition that p s shall not be less than 80 kPa and the maximum value of intake air temperature may exceed 303 K (30 °C) on the condition that it shall not exceed 308 K (35 °C).

6.1.5. In the case of an engine family of category NRS less than 19 kW exclusively consisting of engine types to be used in snow throwers, the temperature of the intake air shall be maintained between 273 K and 268 K (0 °C and – 5 °C).

6.1.7. It is allowed to use:

A charge-air cooling system with a total intake-air capacity that represents production engines' in-use installation shall be used. Any laboratory charge-air cooling system shall be designed to minimize accumulation of condensate. Any accumulated condensate shall be drained and all drains shall be completely closed before emission testing. The drains shall be kept closed during the emission test. Coolant conditions shall be maintained as follows:

(a) a coolant temperature of at least 293 K (20 °C) shall be maintained at the inlet to the charge-air cooler throughout testing;

(b) at the rated speed and full load, the coolant flow rate shall be set to achieve an air temperature within ± 5 K (± 5 °C) of the value designed by the manufacturer after the charge-air cooler's outlet. The air- outlet temperature shall be measured at the location specified by the manufacturer. This coolant flow rate set point shall be used throughout testing;

(c) if the engine manufacturer specifies pressure-drop limits across the charge-air cooling system, it shall be ensured that the pressure drop across the charge-air cooling system at engine conditions specified by the manufacturer is within the manufacturer's specified limit(s). The pressure drop shall be measured at the manufacturer's specified locations.

When the MTS defined in point 5.2.5.1 is being used in place of rated speed to run the test cycle then this speed may be used in place of rated speed when setting the charge air temperature.

The objective is to produce emission results that are representative of in-use operation. If good engineering judgment indicates that the specifications in this section would result in unrepresentative testing (such as overcooling of the intake air), more sophisticated set points and controls of charge-air pressure drop, coolant temperature, and flow rate may be used to achieve more representative results.

The basis of specific emissions measurement is uncorrected net power as defined in Article 3(25) of Regulation (EU) 2016/1628.

During the test, the auxiliaries necessary for the engine operation shall be installed on the test bench according to the requirements of Appendix 2.

Where the necessary auxiliaries cannot be fitted for the test, the power they absorb shall be determined and subtracted from the measured engine power.

Certain auxiliaries whose definition is linked with the operation of the non-road mobile machinery and which may be mounted on the engine shall be removed for the test.

Where auxiliaries cannot be removed, the power they absorb in the unloaded condition may be determined and added to the measured engine power (see note g in Appendix 2). If this value is greater than 3 % of the maximum power at the test speed it may be verified by the technical service.  The power absorbed by auxiliaries shall be used to adjust the set values and to calculate the work produced by the engine over the test cycle in accordance with point 7.7.1.3 or point 7.7.2.3(b).

Where applicable as per point 6.3.2 and 6.3.3, the values of auxiliary power and the measurement/calculation method for determining auxiliary power shall be submitted by the engine manufacturer for the whole operating area of the applicable test cycles, and approved by the approval authority.

The calculation of reference and actual cycle work (see point 7.8.3.4) shall be based upon engine power in accordance with point 6.3.1. In this case, P f and P r of equation (6-7) are zero, and P equals P m.

If auxiliaries/equipment are installed in accordance with points 6.3.2 and/or 6.3.3, the power absorbed by them shall be used to correct each instantaneous cycle power value P m,i, by means of equation (6-8):

P i = P m,i – P f,i + P r,i (6-7)
P AUX = P r,i – P f,i (6-8)

Where:

P m,i is the measured engine power, kW

P f,i is the power absorbed by auxiliaries/equipment to be fitted for the test but that were not installed, kW

P r,i is the power absorbed by auxiliaries/equipment to be removed for the test but that were installed, kW.

The intake-air system installed on the engine or one that represents a typical in-use configuration shall be used. This includes the charge-air cooling and exhaust gas recirculation (EGR).

An engine air intake system or a test laboratory system shall be used presenting an intake air pressure restriction within ± 300 Pa of the maximum value specified by the manufacturer for a clean air cleaner at the rated speed and full load. Where this is not possible due to the design of the test laboratory air supply system a pressure restriction not exceeding the value specified by the manufacturer for a dirty filter shall be permitted subject to prior approval of the technical service. The static differential pressure of the pressure restriction shall be measured at the location and at the speed and torque set points specified by the manufacturer. If the manufacturer does not specify a location, this pressure shall be measured upstream of any turbocharger or exhaust gas recirculation (EGR) connection to the intake air system.

When the MTS defined in point 5.2.5.1 is being used in place of rated speed to run the test cycle then this speed may be used in place of rated speed when setting the intake air pressure restriction.

The exhaust system installed with the engine or one that represents a typical in-use configuration shall be used. The exhaust system shall conform to the requirements for exhaust emissions sampling, as set out in point 9.3. An engine exhaust system or a test laboratory system shall be used presenting a static exhaust gas back-pressure within 80 to 100 % of the maximum exhaust gas pressure restriction at the rated speed and full load. The exhaust gas pressure restriction may be set using a valve. If the maximum exhaust gas pressure restriction is 5 kPa or less, the set point shall not be more than 1,0 kPa from the maximum. When the MTS defined in point 5.2.5.1 is being used in place of rated speed to run the test cycle then this speed may be used in place of rated speed when setting the exhaust gas pressure restriction.

If the engine is equipped with an exhaust after-treatment system that is not mounted directly on the engine, the exhaust pipe shall have the same diameter as found in-use for at least four pipe diameters upstream of the expansion section containing the after-treatment device. The distance from the exhaust manifold flange or turbocharger outlet to the exhaust after-treatment system shall be the same as in the non-road mobile machinery configuration or within the distance specifications of the manufacturer. Where specified by the manufacturer the pipe shall be insulated to achieve an after-treatment inlet temperature within the specification of the manufacturer. Where other installation requirements are specified by the manufacturer these shall also be respected for the test configuration. The exhaust gas back-pressure or pressure restriction shall be set according to point 6.5. For exhaust after-treatment devices with variable exhaust gas pressure restriction, the maximum exhaust gas pressure restriction used in point 6.5 is defined at the after-treatment condition (degreening/ageing and regeneration/loading level) specified by the manufacturer. The after-treatment container may be removed during dummy tests and during engine mapping, and replaced with an equivalent container having an inactive catalyst support.

The emissions measured on the test cycle shall be representative of the emissions in the field. In the case of an engine equipped with an exhaust after-treatment system that requires the consumption of a reagent, the reagent used for all tests shall be declared by the manufacturer.

For engines of category NRE, NRG, IWP, IWA, RLR, NRS, NRSh, SMB, and ATS equipped with exhaust after-treatment systems that are regenerated on an infrequent (periodic) basis, as described in point 6.6.2, emission results shall be adjusted to account for regeneration events. In this case, the average emission depends on the frequency of the regeneration event in terms of fraction of tests during which the regeneration occurs. After-treatment systems with a regeneration process that occurs either in a sustained manner or at least once over the applicable transient (NRTC or LSI-NRTC) test cycle or RMC (‘continuous regeneration’) in accordance with point 6.6.1 do not require a special test procedure.

For an exhaust after-treatment system based on a continuous regeneration process the emissions shall be measured on an after-treatment system that has been stabilized so as to result in repeatable emissions behaviour. The regeneration process shall occur at least once during the hot-start NRTC, LSI-NRTC or NRSC test, and the manufacturer shall declare the normal conditions under which regeneration occurs (soot load, temperature, exhaust gas back-pressure, etc.). In order to demonstrate that the regeneration process is continuous, at least three hot-start runs of the NRTC, LSI-NRTC or NRSC shall be conducted. In case of hot-start NRTC, the engine shall be warmed up in accordance with point 7.8.2.1, the engine be soaked according to point 7.4.2.1(b) and the first hot-start NRTC.

The subsequent hot-start NRTC shall be started after soaking according with point 7.4.2.1(b). During the tests, exhaust gas temperatures and pressures shall be recorded (temperature before and after the exhaust after-treatment system, exhaust gas back-pressure, etc.). The exhaust after-treatment system is considered to be satisfactory if the conditions declared by the manufacturer occur during the test within a sufficient time and the emission results do not scatter by more than ± 25 % from the mean value or 0,005 g/kWh, whichever is greater.

This provision only applies to engines equipped with an exhaust after-treatment system that is regenerated on an infrequent basis, typically occurring in less than 100 hours of normal engine operation. For those engines, either additive or multiplicative factors shall be determined for upward and downward adjustment as referred to in point 6.6.2.4 (‘adjustment factor’).

Testing and development of adjustment factors is only required for one applicable transient (NRTC or LSI-NRTC) test cycle or RMC. The factors that have been developed may be applied to results from the other applicable test cycles including discrete-mode NRSC.

In case that no suitable adjustment factors are available from testing using transient (NRTC or LSI-NRTC) test cycle or RMC then adjustment factors shall be established using an applicable discrete-mode NRSC test. Factors developed using a discrete-mode NRSC test shall only be applied to discrete-mode NRSC.

It shall not be required to conduct testing and develop adjustment factors on both RMC and discrete-mode NRSC.

The emissions shall be measured on at least three hot-start runs of the NRTC, LSI-NRTC or RMC, one with and two without a regeneration event on a stabilized exhaust after-treatment system. The regeneration process shall occur at least once during the NRTC, LSI-NRTC or RMC with a regeneration event. If regeneration takes longer than one NRTC, LSI-NRTC or RMC, consecutive NRTC, LSI-NRTC or RMC shall be run and emissions continued to be measured without shutting the engine off until regeneration is completed and the average of the tests shall be calculated. If regeneration is completed during any test, the test shall be continued over its entire length.

An appropriate adjustment factor shall be determined for the entire applicable cycle by means of equations (6-10) to (6-13).

Starting with a stabilized exhaust after-treatment system the emissions shall be measured on at least three runs of each test mode of the applicable discrete-mode NRSC on which the conditions for regeneration can be met, one with and two without a regeneration event. The measurement of PM shall be conducted using the multiple filter method described in point 7.8.1.2(c). If regeneration has started but is not complete at the end of the sampling period for a specific test mode extend the sampling period shall be extended until regeneration is complete. Where there are multiple runs for the same mode an average result shall be calculated. The process shall be repeated for each test mode.

An appropriate adjustment factor shall be determined by means of equations (6-10) to (6-13) for those modes of the applicable cycle for which regeneration occurs.

The manufacturer shall declare the normal parameter conditions under which the regeneration process occurs (soot load, temperature, exhaust gas back-pressure, etc.). The manufacturer shall also provide the frequency of the regeneration event in terms of number of tests during which the regeneration occurs.  The exact procedure to determine this frequency shall be agreed by the approval authority based upon good engineering judgement.

For a regeneration test, the manufacturer shall provide an exhaust after-treatment system that has been loaded. Regeneration shall not occur during this engine conditioning phase. As an option, the manufacturer may run consecutive tests of the applicable cycle until the exhaust after-treatment system is loaded. Emissions measurement is not required on all tests.

Average emissions between regeneration phases shall be determined from the arithmetic mean of several approximately equidistant tests of the applicable cycle. As a minimum, at least one applicable cycle as close as possible prior to a regeneration test and one applicable cycle immediately after a regeneration test shall be conducted.

During the regeneration test, all the data needed to detect regeneration shall be recorded (CO or NOx emissions, temperature before and after the exhaust after-treatment system, exhaust gas back-pressure, etc.). During the regeneration process, the applicable emission limits may be exceeded. The test procedure is schematically shown in Figure 6.1.

The average specific emission rate related to the test runs conducted according to points 6.6.2.1 or 6.6.2.2 [g/kWh or #/kWh] shall be weighted by means of equation (6-9) (see Figure 6.1):

(6-9)

Where:

n is the number of tests in which regeneration does not occur,

n r is the number of tests in which regeneration occurs (minimum one test),

is the average specific emission from a test in which the regeneration does not occur [g/kWh or #/kWh]

is the average specific emission from a test in which the regeneration occurs [g/kWh or #/kWh]

At the choice of the manufacturer and based on upon good engineering judgment, the regeneration adjustment factor k r, expressing the average emission rate, may be calculated either multiplicative or additive for all gaseous pollutants, and, where there is an applicable limit, for PM and PN, by means of equations (6-10) to (6-13):

(upward adjustment factor) (6-10)
(downward adjustment factor) (6-11)
(upward adjustment factor) (6-12)
--- --- ---
(downward adjustment factor) (6-13)

Upward adjustment factors are multiplied with or added to measured emission rates for all tests in which the regeneration does not occur. Downward adjustment factors are multiplied with or added to measured emission rates for all tests in which the regeneration occurs. The occurrence of the regeneration shall be identified in a manner that is readily apparent during all testing. Where no regeneration is identified, the upward adjustment factor shall be applied.

With reference to Annex VII and Appendix 5 of Annex VII on brake specific emission calculations, the regeneration adjustment factor:

(a) When established for an entire weighted cycle, shall be applied to the results of the applicable weighted NRTC, LSI-NRTC and NRSC;

(b) When established specifically for the individual modes of the applicable discrete-mode NRSC, shall be applied to the results of those modes of the applicable discrete-mode NRSC for which regeneration occurs prior to calculating the cycle weighted emission result. In this case the multiple filter method shall be used for PM measurement;

(c) May be extended to other members of the same engine family;

(d) May be extended to other engine families within the same engine after-treatment system family, as defined in Annex IX to Implementing Regulation (EU) 2017/656, with the prior approval of the approval authority based on technical evidence to be supplied by the manufacturer that the emissions are similar.

The following options shall apply:

(a) A manufacturer may elect to omit adjustment factors for one or more of its engine families (or configurations) because the effect of the regeneration is small, or because it is not practical to identify when regenerations occur. In these cases, no adjustment factor shall be used, and the manufacturer is liable for compliance with the emission limits for all tests, without regard to whether a regeneration occurs;

(b) Upon request by the manufacturer, the approval authority may account for regeneration events differently than pursuant to point (a). However, this option only applies to events that occur extremely infrequently, and which cannot be practically addressed using the adjustment factors described in point 6.6.2.3.

An engine cooling system with sufficient capacity to maintain the engine, with its intake-air, oil, coolant, block and head temperatures, at normal operating temperatures prescribed by the manufacturer shall be used. Laboratory auxiliary coolers and fans may be used.

The lubricating oil shall be specified by the manufacturer and be representative of lubricating oil available in the market; the specifications of the lubricating oil used for the test shall be recorded and presented with the results of the test.

The reference fuels to be used for the test are specified in Annex IX.

The fuel temperature shall be in accordance with the manufacturer's recommendations. The fuel temperature shall be measured at the inlet to the fuel injection pump or as specified by the manufacturer, and the location of measurement recorded.

This section shall apply to engines of category NRE, NRG, IWP, IWA, RLR, NRS, NRSh, SMB, & ATS complying with Stage V emission limits set out in Annex II to Regulation (EU) 2016/1628.

Crankcase emissions that are discharged directly into the ambient atmosphere shall be added to the exhaust emissions (either physically or mathematically) during all emission testing.

Manufacturers taking advantage of this exception shall install the engines so that all crankcase emission can be routed into the emissions sampling system. For the purpose of this point, crankcase emissions that are routed into the exhaust gas upstream of exhaust after-treatment system during all operation are not considered to be discharged directly into the ambient atmosphere.

Open crankcase emissions shall be routed into the exhaust system for emission measurement, as follows:

(a) The tubing materials shall be smooth-walled, electrically conductive, and not reactive with crankcase emissions. Tube lengths shall be minimized as far as possible;

(b) The number of bends in the laboratory crankcase tubing shall be minimized, and the radius of any unavoidable bend shall be maximized;

(c) The laboratory crankcase exhaust tubing shall meet the engine manufacturer's specifications for crankcase back-pressure;

(d) The crankcase exhaust tubing shall connect into the raw exhaust gas downstream of any exhaust after-treatment system, downstream of any installed exhaust emissions restriction, and sufficiently upstream of any sample probes to ensure complete mixing with the engine's exhaust system before sampling. The crankcase exhaust tube shall extend into the free stream of exhaust system to avoid boundary-layer effects and to promote mixing. The crankcase exhaust tube's outlet may orient in any direction relative to the raw exhaust gas flow.

7. Test procedures

This chapter describes the determination of brake specific emissions of gaseous and particulate pollutants on engines to be tested. The test engine shall be the parent engine configuration for the engine family as specified Annex IX to Implementing Regulation (EU) 2017/656.

A laboratory emission test consists of measuring emissions and other parameters for the test cycles specified in Annex XVII. The following aspects are treated:

(a) The laboratory configurations for measuring the emissions (point 7.2);

(b) The pre-test and post-test verification procedures (point 7.3);

(c) The test cycles (point 7.4);

(d) The general test sequence (point 7.5);

(e) The engine mapping (point 7.6);

(f) The test cycle generation (point 7.7);

(g) The specific test cycle running procedure (point 7.8).

To measure the brake-specific emissions, the engine shall be operated over the test cycles defined in point 7.4, as applicable. The measurement of brake-specific emissions requires the determination of the mass of pollutants in the exhaust emissions (i.e. HC, CO, NOx and PM), the number of particulates in the exhaust emissions (i.e. PN), the mass of CO2 in the exhaust emissions, and the corresponding engine work.

The total mass of each constituent shall be determined over the applicable test cycle by using the following methods:

Reading this document does not replace reading the official text published in the Official Journal of the European Union. We assume no responsibility for any inaccuracies arising from the conversion of the original to this format.

This text is published under EUR-Lex's own terms of reuse, not a Legalize or public-domain licence. EUR-Lex
Creative Commons Attribution 4.0 International (CC BY 4.0)
© European Union, https://eur-lex.europa.eu — Source: EUR-Lex (Publications Office of the European Union). Reused under the Creative Commons Attribution 4.0 International (CC BY 4.0) licence. Only EU legislation published in the printed Official Journal of the European Union is deemed authentic; consolidated texts are reproduced here for documentation purposes and have been reformatted to Markdown.