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

For the purpose of demonstrating the activation of the warning system in case of lack of reagent availability, the engine shall be operated over one or more NCD test cycles at the discretion of the manufacturer.

• 10.3.3.6.1. The demonstration shall start with a level of reagent in the tank to be agreed between the manufacturer and the approval authority but representing not less than 10 % of the nominal capacity of the tank.

• 10.3.3.6.2. The warning system is deemed to have performed in the correct manner if the following conditions are met simultaneously:

• (a) the warning system has been activated with a reagent availability greater or equal to 10 % of the capacity of the reagent tank; and

• (b) the ‘continuous’ warning system has been activated with a reagent availability greater or equal to the value declared by the manufacturer in accordance with the provisions of section 6.

• 10.3.3.7. NCD test cycle

• 10.3.3.7.1 The NCD test cycle considered in this section 10 for demonstrating the correct performance of the NCD 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.

• 10.3.3.7.2 On request of the manufacturer and with approval of the approval authority, an alternative NCD test-cycle can be used (e.g. other than the NTRC or the NRSC) 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 operations; and

• (b) the applicable NCD test-cycle specified in point 10.3.3.7.1 is shown to be less appropriate for the considered monitoring.

- 10.3.4. The demonstration of the warning system activation is deemed to be accomplished if, at the end of each demonstration test performed according to point 10.3.3, the warning system has been properly activated.

10.4.   Demonstration of the inducement system

• 10.4.1. The demonstration of the inducement system shall be done by tests performed on an engine test bench.

• 10.4.1.1. Any components or sub-systems 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.

• 10.4.1.2. If the manufacturer chooses, and subject to the agreement of the approval authority, the demonstration tests may be performed on a complete non-road mobile machinery or machinery either by mounting the non-road mobile machinery on a suitable test bed or, notwithstanding point 10.4.1, by running it on a test track under controlled conditions.

• 10.4.2. The test sequence shall demonstrate the activation of the inducement system in case of the failure selected by the approval authority from the list as referred to in point 10.3.2.1 for the test of the warning system.

• 10.4.3. For the purpose of this demonstration,

• (a) the manufacturer shall, in agreement with the approval authority, be permitted to accelerate the test by simulating the achievement of a certain number of operating hours,

• (b) the achievement of the torque reduction required for low-level inducement may be demonstrated at the same time as the general engine performance approval process performed in accordance with this Regulation. A separate torque measurement during the inducement system demonstration is not required in this case,

• (c) the low-level inducement, if applicable, shall be demonstrated in accordance with the requirements of point 10.4.5,

• (d) the severe inducement shall be demonstrated in accordance with the requirements of point 10.4.6.

• 10.4.4. The manufacturer shall, in addition, demonstrate the operation of the inducement system under those failure conditions defined in sections 7, 8 or 9 which have not been chosen for use in demonstration tests described in points 10.4.1 to 10.4.3.

These additional demonstrations may be performed by presentation to the approval authority of a technical case using evidence such as algorithms, functional analyses, and the result of previous tests.

• 10.4.4.1. These additional demonstrations shall in particular demonstrate to the satisfaction of the approval authority the inclusion of the correct torque reduction mechanism in the engine ECU.

• 10.4.5. Demonstration test of the low-level inducement system

• 10.4.5.1. This demonstration starts when the warning system or when appropriate ‘continuous’ warning system has been activated as a result of the detection of a failure selected by the approval authority.

• 10.4.5.2. When the system is being checked for its reaction to the case of lack of reagent in the tank, the engine shall be run until the reagent availability has reached a value of 2,5 % of the tank nominal full capacity of the tank or the value declared by the manufacturer in accordance with point 6.3.1 at which the low-level inducement system is intended to operate.

• 10.4.5.2.1. The manufacturer may, with the agreement of the approval authority, simulate continuous running by extracting reagent from the tank, either whilst the engine is running or is stopped.

• 10.4.5.3. When the system is checked for its reaction in the case of a failure other than a lack of reagent in the tank, the engine shall be run for the relevant number of operating hours indicated in Table 4.3 or, at the choice of the manufacturer, until the relevant counter has reached the value at which the low-level inducement system is activated.

• 10.4.5.4. The demonstration of the low level inducement system shall be deemed to be accomplished if, at the end of each demonstration test performed according to points 10.4.5.2 and 10.4.5.3, the manufacturer has demonstrated to the approval authority that the engine ECU has activated the torque reduction mechanism.

• 10.4.6. Demonstration test of the severe inducement system

• 10.4.6.1. This demonstration shall start from a condition where the low-level inducement system has been previously activated and may be performed as a continuation of the tests undertaken to demonstrate the low-level inducement system.

• 10.4.6.2. When the system is checked for its reaction in the case of lack of reagent in the tank, the engine shall be run until the reagent tank is empty, or has reached the level below 2,5 % of nominal full capacity of the tank at which the manufacturer has declared to activate the severe inducement system.

• 10.4.6.2.1. The manufacturer may, with the agreement of the approval authority, simulate continuous running by extracting reagent from the tank, either whilst the engine is running or is stopped.

• 10.4.6.3. When the system is checked for its reaction in the case of a failure that is not a lack of reagent in the tank, the engine shall then be run for the relevant number of operating hours indicated in Table 4.4 or, at the choice of the manufacturer, until the relevant counter has reached the value at which the severe inducement system is activated.

• 10.4.6.4. The demonstration of the severe inducement system shall be deemed to be accomplished if, at the end of each demonstration test performed according to points 10.4.6.2 and 10.4.6.3, the manufacturer has demonstrated to the approval authority that the severe inducement mechanism considered in this Appendix has been activated.

• 10.4.7. Alternatively, if the manufacturer chooses, and subject to the agreement of the approval authority, the demonstration of the inducement mechanisms may be performed on a complete non-road mobile machinery in accordance with the requirements of points 5.4 and 10.4.1.2, either by mounting the non-road mobile machinery on a suitable test bed or by running it on a test track under controlled conditions.

- 10.4.7.1. The non-road mobile machinery shall be operated until the counter associated with the selected failure has reached the relevant number of operating hours indicated in Table 4.4 or, as appropriate, until either the reagent tank is empty or, has reached the level below 2,5 % of nominal full capacity of the tank at which the manufacturer has chosen to activate the severe inducement system.

10.5.   Documentation of the demonstration

• 10.5.1. A demonstration report shall document the demonstration of the NCD system. The report shall:

• (a) identify the failures examined;

• (b) describe the demonstration performed including the applicable test cycle;

• (c) confirm that the applicable warnings and inducements were activated as required by this regulation; and

- (d) be included in the information folder as set out in Part A of Annex I of Implementing Regulation (EU) 2017/656.

• 11.1 To complement the requirements specified in this Appendix concerning the warning and inducement activation and deactivation mechanisms, this section 11 specifies the technical requirements for an implementation of those activation and deactivation mechanisms.

• 11.2. Activation and deactivation mechanisms of the warning system

• 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

• 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.

• 11.3. Activation and deactivation mechanism of the operator inducement system

• 11.3.1. The operator inducement system shall be activated when the warning system is active and the counter relevant to the type of NCM justifying their activation have reached the value specified in Table 4.4.

• 11.3.2. The operator inducement system shall be deactivated when the system no longer detects a malfunction justifying its activation, or if the information including the DTCs relative to the NCMs justifying its activation has been erased by a scan tool or maintenance tool.

• 11.3.3. The operator warning and inducement systems shall be immediately activated or deactivated as appropriate according to the provisions of section 6 after assessment of the reagent quantity in the reagent tank. In that case, the activation or deactivation mechanisms shall not depend upon the status of any associated DTC.

• 11.4. Counter mechanism

11.4.1.   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).

• 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

Image omitted; see official source

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:

• (a) use case 1: the operator continues operating the non-road mobile machinery in spite of the warning until non-road mobile machinery operation is disabled;

• (b) refilling case 1 (‘adequate’ refilling): the operator refills the reagent tank so that a level above the 10 % threshold is reached. Warning and inducement are de-activated;

• (c) refilling cases 2 and 3 (‘inadequate’ refilling): The warning system is activated. The level of warning depends on the amount of available reagent;

• (d) refilling case 4 (‘very inadequate’ refilling): The low level inducement is activated immediately.

Figure 4.5

Reagent availability

Image omitted; see official source

• 12.3. Figure 4.6 illustrates three cases of wrong reagent quality:

• (a) use case 1: the operator continues operating the non-road mobile machinery in spite of the warning until non-road mobile machinery operation is disabled.

• (b) repair case 1 (‘bad’ or ‘dishonest’ repair): after disablement of the non-road mobile machinery, the operator changes the quality of the reagent, but soon after, changes it again for a poor quality one. The inducement system is immediately reactivated and non-road mobile machinery operation is disabled after 2 engine operating hours.

• (c) repair case 2 (‘good’ repair): after disablement of the non-road mobile machinery, the operator rectifies the quality of the reagent. However some time afterwards, he refills again with a poor quality reagent. The warning, inducement and counting processes restart from zero.

Figure 4.6

Filling with poor reagent quality

Image omitted; see official source

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:

• (a) use case 1: the operator continues operating the non-road mobile machinery in spite of the warning until non-road mobile machinery operation is disabled.

• (b) repair case 1 (‘good’ repair): after disablement of the non-road mobile machinery, the operator repairs the dosing system. However some time afterwards, the dosing system fails again. The warning, inducement and counting processes restart from zero.

• (c) repair case 2 (‘bad’ repair): during the low-level inducement time (torque reduction), the operator repairs the dosing system. Soon after, however, the dosing system fails again. The low-level inducement system is immediately reactivated and the counter restarts from the value it had at the time of repair.

Figure 4.7

Failure of the reagent dosing system

Image omitted; see official source

Where ‘x’ is not less than 36 operating hours

• 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.

• 13.4. Documentation of the demonstration

• 13.4.1. A demonstration report shall document the demonstration of the minimum acceptable reagent concentration. The report shall:

• (a) identify the failures examined;

• (b) describe the demonstration performed including the applicable test cycle;

• (c) confirm that the pollutant emissions arising from this demonstration did not exceed the NOx threshold specified in point 7.1.1;

- (d) be included in the information folder as set out in Part A of Annex I to Implementing Regulation (EU) 2017/656.

Appendix 2

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

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

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.

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.

• 4.1. The on-board computer log must record in non-volatile computer memory or counters the total number and duration of all incidents of engine operation with inadequate reagent injection or reagent quality in a manner to ensure that the information cannot be intentionally deleted.

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

• 4.1.2. 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.

• 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

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.

• 2.1. 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.

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.

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

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

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.   Required information

• 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.   Operating conditions

- 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.   Diagnostic requirements

• 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

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

• (a) DTCs shall not be erased by the PCD system itself from the computer memory until the failure related to that DTC has been remedied;

• (b) the PCD system may erase all the DTCs upon request of a proprietary scan or maintenance tool that is provided by the engine manufacturer upon request, or using a pass code provided by the engine manufacturer.

• (c) the record of incidents of operation with a DTC confirmed and active that are stored in non-volatile memory as required by point 5.2 shall not be erased.

• 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. PCD engine family

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:

• (a) working principle of particulate after-treatment system (e.g. mechanical, aerodynamic, diffusional, inertial, periodically regenerating, continuously regenerating, etc.)

• (b) methods of PCD monitoring;

• (c) criteria for PCD monitoring;

• (d) monitoring parameters (e.g. frequency).

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.

- 3.1. 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.

• 4.1. 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.

• 5.1. 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.

- 6.1. 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.

• 7.1. 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.

• 8.1. 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:

• (a) loss of the particulate after-treatment system function,

• (b) failures of the PCD system, as described in point 8.3.

• 8.2. Monitoring of loss of the particulate after-treatment system function

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.

• 8.3. Monitoring of failures of the PCD system

• 8.3.1. The PCD system shall be monitored for electrical failures and for removal or deactivation of any sensor or actuator that prevents it from diagnosing any other failures mentioned in point 6.1 and 8.1(a) (component monitoring).

A non-exhaustive list of sensors that affect the diagnostic capability are those directly measuring differential pressures over the particulate after-treatment system and exhaust gas temperature sensors for controlling the particulate after-treatment system regeneration.

- 8.3.2. Where the failure, removal or deactivation of a single sensor or actuator of the PCD system does not prevent the diagnosis within the required time period of the failures mentioned in point 6.1 and 8.1(a) (redundant system), the activation of the warning system and storage of information on operator warning system activation shall not be required unless additional sensor or actuator failures are confirmed and active.

9. Demonstration requirements

9.1.   General

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.

Table 4.6

Illustration of the content of the demonstration process in accordance with the provisions in point 9.3.

| 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.   Engine families and PCD engine families

• 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

Image omitted; see official source

9.3.   Demonstration of the warning system activation

• 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.

• 9.3.2. Selection of the failures to be tested

• 9.3.2.1. The manufacturer shall provide the approval authority with a list of such potential failures.

• 9.3.2.2. The failure to be considered in the test shall be selected by the approval authority from this list referred to in point 9.3.2.1.

• 9.3.3. Demonstration

• 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 failures

• 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

• 9.3.3.6. PCD test cycle

• 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 activation

• 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.

• 9.3.6. Documentation of the demonstration

• 9.3.6.1. A demonstration report shall document the demonstration of the PCD system. The report shall:

• (a) identify the failures examined;

• (b) describe the demonstration performed including the applicable test cycle;

• (c) confirm that the applicable warnings were activated as required by this regulation;

- (d) be included in the information folder as set out in Part A of Annex I to Implementing Regulation (EU) 2017/656.

ANNEX V

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

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.

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.

2.1.   Control area for engines tested on NRSC cycle C1

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

• 2.1.1. Variable-speed engines of category NRE with maximum net power ≥ 19 kW, variable-speed engines of category IWA with maximum net power ≥ 300 kW, variable-speed engines of category RLR and variable-speed engines of category NRG.

The control area (see Figure 5.1) is defined as follows:

upper torque limit : full load torque curve;

speed range : speed A to n hi;

where:

speed A = n lo + 0,15 × (n hi – n lo);

n hi	=	high speed [see Article 1(12)];
---	---	---
n lo	=	low speed [see Article 1(13)].

The following engine operating conditions shall be excluded from testing:

• (a) points below 30 % of maximum torque;

• (b) points below 30 % of maximum net power.

If the measured engine speed A is within ± 3 % of the engine speed declared by the manufacturer, the declared engine speeds shall be used. If the tolerance is exceeded for any of the test speeds, the measured engine speeds shall be used.

Intermediate test points within the control area shall be determined as follows:

%torque = % of maximum torque;

Image omitted; see official source

;

where: n100 % is the 100 % speed for the corresponding test cycle.

Figure 5.1

Control area for variable-speed engines of category NRE with maximum net power ≥ 19 kW, variable-speed engines of category IWA with maximum net power ≥ 300 kW and variable-speed engines of category NRG

Image omitted; see official source

• 2.1.2. Variable-speed engines of category NRE with maximum net power < 19 kW and variable-speed engines of category IWA with maximum net power < 300 kW

The control area specified in point 2.1.1 shall apply but with the additional exclusion of the engine operating conditions given in this point and illustrated in Figures 5.2 and 5.3.

• (a) for particulate matter only, if the C speed is below 2 400 r/min, points to the right of or below the line formed by connecting the points of 30 % of maximum torque or 30 % of maximum net power, whichever is greater, at the B speed and 70 % of maximum net power at the high speed;

• (b) for particulate matter only, if the C speed is at or above 2 400 r/min, points to the right of the line formed by connecting the points of 30 % of maximum torque or 30 % of maximum net power, whichever is greater, at the B speed, 50 % of maximum net power at 2 400 r/min, and 70 % of maximum net power at the high speed.

where:

speed B = n lo + 0,5 × (n hi – n lo);

speed C = n lo + 0,75 × (n hi – n lo).

n hi	=	high speed [see Article 1(12)],
---	---	---
n lo	=	low speed [see Article 1(13)],

If the measured engine speeds A, B and C are within ± 3 % of the engine speed declared by the manufacturer, the declared engine speeds shall be used. If the tolerance is exceeded for any of the test speeds, the measured engine speeds shall be used.

Figure 5.2

Control area for variable-speed engines of category NRE with maximum net power < 19 kW and variable-speed engines of category IWA with maximum net power < 300 kW, speed C < 2 400 rpm

Image omitted; see official source

Key

• 1 Engine Control Area

• 2 All Emissions Carve-Out

• 3 PM Carve-Out

• ^a % of maximum net power

• ^b % of maximum torque

Figure 5.3

Control area for variable-speed engines of category NRE with maximum net power < 19 kW and variable-speed engines of category IWA with maximum net power < 300 kW, speed C ≥ 2 400 rpm

Image omitted; see official source

Key

• 1 Engine Control Area

• 2 All Emissions Carve-Out

• 3 PM Carve-Out

• ^a Percent of maximum net power

- ^b Percent of maximum torque

2.2.   Control area for engines tested on NRSC cycles D2, E2 and G2

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

speed	:	100 %

| | | |

| --- | --- | --- | | torque range | : | 50 % to the torque corresponding to maximum power. |

2.3.   Control area for engines tested on NRSC cycle E3

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:

Lower speed limit	:	0,7 × n 100 %
---	---	---
Upper boundary curve	:	%power = 100 × (%speed/90)3,5;
---	---	---
Lower boundary curve	:	%power = 70 × (%speed/100)2,5;
---	---	---
Upper power limit	:	Full load power curve
---	---	---
Upper speed limit	:	Maximum speed permitted by governor

where:

%power is % of maximum net power;

%speed is % of n 100 %

n

100 % is the 100 % speed for the corresponding test cycle.

Figure 5.4

Control area for engines tested on NRSC cycle E3

Image omitted; see official source

Key:

• 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

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.

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.

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

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 ([^E0004]) (GTR No 11) and UNECE Regulation No 96.04 series of amendments ([^E0005]), 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.

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

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

5.1.   Emissions of gaseous and particulate pollutants and of CO2 and NH3

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.

5.1.1.   Equivalency

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.   General requirements on the test cycles

• 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:

• (a) 100 % speed (maximum test speed (MTS) or rated speed)

• (b) Intermediate speed(s) as specified in point 5.2.5.4;

• (c) Idle speed, as specified in point 5.2.5.5.

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 speeds

5.2.5.1.   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 Image omitted; see official source P norm i is an engine power normalized by dividing it by Pmax Image omitted; see official source 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,

Image omitted; see official source 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