Commission Regulation (EU) No 582/2011 of 25 May 2011 implementing and amending Regulation (EC) No 595/2009 of the European Parliament and of the Council with respect to emissions from heavy duty vehicles (Euro VI) and amending Annexes I and III to Directive 2007/46/EC of the European Parliament and of the Council Text with EEA relevance

• 1.1.4.In the case of an engine fuelled with CNG which is self-adaptive for the range of H-gases on the one hand and the range of L-gases on the other hand, and which switches between the H-range and the L-range by means of a switch, the parent engine shall be tested on the relevant reference fuel as specified in Annex IX for each range, at each position of the switch. The fuels are GR (fuel 1) and G23 (fuel 3) for the H-range of gases and G25 (fuel 2) and G23 (fuel 3) for the L-range of gases. The parent engine shall meet the requirements of this Regulation at both positions of the switch without any readjustment to the fuelling between the two tests at each position of the switch. One adaptation run over one WHTC hot cycle without measurement is permitted after the change of the fuel. After the adaptation run the engine shall be cooled down in accordance with paragraph 7.6.1 of Annex 4 to UNECE Regulation No 49.

• 1.1.4.1.At the manufacturer's request the engine may be tested on a third fuel instead of G23 (fuel 3) if the λ-shift factor (Sλ) lies between 0,89 (that is the lower range of GR) and 1,19 (that is the upper range of G25), for example when fuel 3 is a market fuel. The results of this test may be used as a basis for the evaluation of the conformity of the production.

• 1.1.5.In the case of natural gas/biomethane engines, the ratio of the emission results ‘r’ shall be determined for each pollutant as follows:

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• or

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• and

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• 1.1.6.In the case of LPG the manufacturer shall demonstrate the parent engines capability to adapt to any fuel composition that may occur across the market.

• In the case of LPG there are variations in C3/C4 composition. These variations are reflected in the reference fuels. The parent engine shall meet the emission requirements on the reference fuels A and B as specified in Annex IX without any readjustment to the fuelling between the two tests. One adaptation run over one WHTC hot cycle without measurement is permitted after the change of the fuel. After the adaptation run the engine shall be cooled down in accordance with paragraph 7.6.1 of Annex 4 to UNECE Regulation No 49.

• 1.1.6.1.The ratio of emission results ‘r’ shall be determined for each pollutant as follows:

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1.2.   Requirements on restricted fuel range type-approval in case of engines fuelled with natural gas/biomethane or LPG, including dual-fuel engines

A restricted fuel range type-approval shall be granted subject to the requirements specified in points 1.2.1 to 1.2.2.2.

• 1.2.1.Exhaust emissions type-approval of an engine running on CNG and laid out for operation on either the range of H-gases or on the range of L-gases.

• The parent engine shall be tested on the relevant reference fuel, as specified in Annex IX, for the relevant range. The fuels are GR (fuel 1) and G23 (fuel 3) for the H-range of gases and G25 (fuel 2) and G23 (fuel 3) for the L-range of gases. The parent engine shall meet the requirements of this Regulation without any readjustment to the fuelling between the two tests. One adaptation run over one WHTC hot cycle without measurement is permitted after the change of the fuel. After the adaptation run the engine shall be cooled down in accordance with paragraph 7.6.1 of Annex 4 to UNECE Regulation No 49.

• 1.2.1.1.At the manufacturer's request the engine may be tested on a third fuel instead of G23 (fuel 3) if the λ-shift factor (Sλ) lies between 0,89 (that is the lower range of GR) and 1,19 (that is the upper range of G25), for example when fuel 3 is a market fuel. The results of this test may be used as a basis for the evaluation of the conformity of the production.

• 1.2.1.2.The ratio of emission results ‘r’ shall be determined for each pollutant as follows:

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• , or

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• , and

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• 1.2.1.3.On delivery to the customer the engine shall bear a label as specified in Section 3.3 stating for which range of gases the engine is approved.

• 1.2.2.Exhaust emissions type-approval of an engine running on natural gas/biomethane or LPG and designed for operation on one specific fuel composition.

• The parent engine shall meet the emission requirements on the reference fuels GR and G25 in the case of CNG, on the reference fuels GR and G20 in the case of LNG, or on the reference fuels A and B in the case of LPG, as specified in Annex IX. Fine-tuning of the fuelling system is allowed between the tests. This fine-tuning will consist of a recalibration of the fuelling database, without any alteration to either the basic control strategy or the basic structure of the database. If necessary, the exchange of parts that are directly related to the amount of fuel flow such as injector nozzles is allowed.

• 1.2.2.1.In the case of CNG, at the manufacturer’s request the engine may be tested on the reference fuels GR and G23, or on the reference fuels G25 and G23, in which case the type-approval is only valid for the H-range or the L-range of gases respectively.

• 1.2.2.2.On delivery to the customer the engine shall bear a label as specified in point 3.3 stating for which fuel-range composition the engine has been calibrated.

1.3.   Requirements on fuel-specific type-approval

• 1.3.1.A fuel specific type-approval may be granted for LNG fuelled engines, including dual-fuel engines, labelled with an approval mark containing the letters ‘LNG20’ in accordance with point 3.1 of this Annex.

• 1.3.2.The manufacturer can only apply for a fuel specific type-approval in the case of the engine being calibrated for a specific LNG gas composition resulting in a λ-shift factor not differing by more than 3 per cent from the λ-shift factor of the G20 fuel specified in Annex IX, and the ethane content of which does not exceed 1.5 per cent.

• 1.3.3.In the case of a dual-fuel engine family where the engines are calibrated for a specific LNG gas composition resulting in a λ-shift factor not differing by more than 3 per cent from the λ-shift factor of the G20 fuel specified in Annex IX, and the ethane content of which does not exceed 1.5 per cent, the parent engine shall only be tested on the G20 reference gas fuel, as specified in Annex IX.

1.4.   Requirements on B100 type-approval

• 1.4.1.The type-approval of a B100 family with a parent engine tested on FAME B100 shall be extended to all family members and biodiesel blends with a FAME content that exceeds that of FAME B30 (CEN standard EN 16709), without further testing. The type-approval may be extended to biodiesel blends with a lower FAME content, if the requirements of this regulation are also satisfied for these blends without making any adjustments to the vehicle. In such a case the manufacturer shall declare the biodiesel blends the engine family is capable of running on in point 3.2.2.2.1 of the Information Document as set out in Part 1 of Appendix 4. If the approval authority determines that the submitted application is not fully representative, biodiesel blends other than FAME B100 may be selected by the approval authority and tested.

2. EXHAUST EMISSIONS TYPE-APPROVAL OF A MEMBER OF A FAMILY

• 2.1.With the exception of the case mentioned in point 2.2, the type-approval of a parent engine shall be extended to all family members, without further testing, for any fuel composition within the range for which the parent engine has been approved (in the case of engines described in point 1.2.2) or the same range of fuels (in the case of engines described in either point 1.1 or 1.2) for which the parent engine has been type-approved.

• 2.2.If the technical service determines that, with regard to the selected parent engine the submitted application does not fully represent the engine family defined in Part 1 of Appendix 4, an alternative and if necessary an additional reference test engine may be selected by the technical service and tested.

3. ENGINE MARKINGS

• 3.1. In the case of an engine type-approved as a separate technical unit or a vehicle type-approved with regard to emissions, the engine shall bear:

• (a) the trademark or trade name of the manufacturer of the engine;

• (b) the manufacturer's commercial description of the engine.

• 3.2. Every engine type approved under this Regulation as a separate technical unit shall bear an EC type-approval mark. This mark shall consist of:

• 3.2.1. A rectangle surrounding the lower-case letter ‘e’ followed by the distinguishing number of the Member State which has granted the EC separate technical unit type-approval: 1 for Germany 2 for France 3 for Italy 4 for the Netherlands 5 for Sweden 6 for Belgium 7 for Hungary 8 for the Czech Republic 9 for Spain 11 for the United Kingdom 12 for Austria 13 for Luxembourg 17 for Finland 18 for Denmark 19 for Romania 20 for Poland 21 for Portugal 23 for Greece 24 for Ireland 25 for Croatia 26 for Slovenia 27 for Slovakia 29 for Estonia 32 for Latvia 34 for Bulgaria 36 for Lithuania 49 for Cyprus 50 for Malta

• 3.2.1.1. In case of a natural gas/biomethane engine one of the following markings to be placed after the EC type-approval mark:
• (a) H in case of the engine being approved and calibrated for the H-range of gases;
• (b) L in case of the engine being approved and calibrated for the L-range of gases;
• (c) HL in case of the engine being approved and calibrated for both the H-range and L-range of gases;
• (d) Ht in case of the engine being approved and calibrated for a specific gas composition in the H-range of gases and transformable to another specific gas in the H-range of gases by fine tuning of the engine fuelling;
• (e) Lt in case of the engine being approved and calibrated for a specific gas composition in the L-range of gases and transformable to another specific gas in the L-range of gases after fine tuning of the engine fuelling;
• (f) HLt in the case of the engine being approved and calibrated for a specific gas composition in either the H-range or the L- range of gases and transformable to another specific gas in either the H-range or the L-range of gases by fine tuning of the engine fuelling;
• (g) CNGfr in all other cases where the engine is fuelled with CNG/biomethane and designed for operation on one restricted gas fuel range composition;
• (h) LNGfr in the cases where the engine is fuelled with LNG and designed for operation on one restricted gas fuel range composition;
• (i) LPGfr in the cases where the engine is fuelled with LPG and designed for operation on one restricted gas fuel range composition;
• (j) LNG20 in case of the engine being approved and calibrated for a specific LNG composition resulting in a λ-shift factor not differing by more than 3 per cent the λ-shift factor of the G20 gas specified in Annex IX, and the ethane content of which does not exceed 1,5 per cent;
• (k) LNG in case of the engine being approved and calibrated for any other LNG composition;

• 3.2.1.2. For dual-fuel engines, the approval mark shall contain a series of digits after the national symbol, the purpose of which is to distinguish for which dual-fuel engine type and with which range of gases the approval has been granted. The series of digits will be constituted of two digits identifying the dual-fuel engine type as defined in Article 2, followed by the letter or letters specified in point 3.2.1.1 corresponding to the natural gas/biomethane composition used by the engine. The two digits identifying the dual- fuel engine types as defined in Article 2 are the following:
• (a) 1A for dual-fuel engines of Type 1A;
• (b) 1B for dual-fuel engines of Type 1B;
• (c) 2A for dual-fuel engines of Type 2A;
• (d) 2B for dual-fuel engines of Type 2B;
• (e) 3B for dual-fuel engines of Type 3B;

• 3.2.1.3. For diesel-fuelled CI engines, the approval mark shall contain the letter ‘D’ after the national symbol;

• 3.2.1.4. For ethanol (ED95)-fuelled CI engines the approval mark shall contain the letters ‘ED’ after the national symbol;

• 3.2.1.5. For ethanol (E85)-fuelled PI engines the approval mark shall contain ‘E85’ after the national symbol;

• 3.2.1.6. for petrol-fuelled PI engines the approval mark shall contain the letter ‘P’ after the national symbol;

• 3.2.1.7. In the case of a B100 type-approval, the approval mark shall contain ‘B100’ after the national symbol.

• 3.2.2. The EC type-approval mark shall also include in the vicinity of the rectangle the ‘base approval number’ contained in Section 4 of the type-approval number referred to in Annex VII to Directive 2007/46/EC, preceded by the letter indicating the emission stage for which the EC type-approval has been granted.

• 3.2.3. The EC type-approval mark shall be affixed to the engine in such a way as to be indelible and clearly legible. It shall be visible when the engine is installed on the vehicle and shall be affixed to a part necessary for normal engine operation and not normally requiring replacement during engine life. In addition to the marking on the engine, the EC approval mark may also be retrievable via the instrument cluster. It shall then be readily available for inspection and the access instructions included in the user manual of the vehicle.

• 3.2.4. Appendix 8 gives examples of the EC type-approval mark.

• 3.3. Labels for natural gas/biomethane and LPG fuelled engines

In the case of natural gas/biomethane and LPG fuelled engines with a restricted fuel-range type-approval, the following labels containing information provided in point 3.3.1 shall be affixed.

• 3.3.1. The following information shall be given on the label:

In the case of point 1.2.1.3, the label shall state ‘ONLY FOR USE WITH NATURAL GAS RANGE H’. If applicable, ‘H’ is replaced by ‘L’.

In the case of point 1.2.2.2, the label shall state ‘ONLY FOR USE WITH NATURAL GAS SPECIFICATION …’ or ‘ONLY FOR USE WITH LIQUEFIED PETROLEUM GAS SPECIFICATION …’, as applicable. All the information in the appropriate table in Annex IX shall be given with the individual constituents and limits specified by the engine manufacturer.

The letters and figures shall be at least 4 mm in height.

If lack of space prevents such labelling, a simplified code may be used. In this event, explanatory notes containing all the above information shall be easily accessible to any person filling the fuel tank or performing maintenance or repair on the engine and its accessories, as well as to the authorities concerned. The site and content of these explanatory notes shall be determined by agreement between the manufacturer and the approval authority.

• 3.3.2. Properties

Labels shall be durable for the useful life of the engine. Labels shall be clearly legible and their letters and figures shall be indelible. Additionally, labels shall be attached in such a manner that their fixing is durable for the useful life of the engine, and the labels cannot be removed without destroying or defacing them.

• 3.3.3. Placing

Labels shall be secured to an engine part necessary for normal engine operation and not normally requiring replacement during engine life. Additionally, these labels shall be located so as to be readily visible after the engine has been completed with all the auxiliaries necessary for engine operation.

• 3.4. In the case of an application for EU type-approval of a vehicle with an approved engine with regard to emissions or for EU type-approval of a vehicle with regard to emissions, the label specified in Section 3.3 shall also be placed close to the fuel filling aperture.

4. INSTALLATION ON THE VEHICLE

• 4.1. The engine installation on the vehicle shall be performed in such a way as to ensure that the type-approval requirements are met. The following characteristics in respect to the type-approval of the engine shall be taken into consideration:

• 4.1.1. Intake depression shall not exceed that declared for the engine type-approval in Part 1 of Appendix 4;

• 4.1.2. Exhaust back pressure shall not exceed that declared for the engine type-approval in Part 1 of Appendix 4;

• 4.1.3. Power absorbed by the auxiliaries needed for operating the engine shall not exceed that declared for the engine type-approval in Part 1 of Appendix 4;

• 4.1.4. The characteristics of the exhaust after-treatment system shall be in accordance with those declared for the engine type-approval in Part 1 of Appendix 4.

• 4.2. Installation of a type-approved engine on a vehicle

The installation of an engine type approved as a separate technical unit on a vehicle shall, in addition, comply with the following requirements:

• (a) as regard the compliance of the OBD system, the installation shall, according to Appendix 1 of Annex 9B to UN/ECE Regulation No 49, meet the manufacturer's installation requirements as specified in Part 1 of Appendix 4;

• (b) as regards the compliance of the system ensuring the correct operation of NOx control measures, the installation shall, according to Appendix 4 of Annex 11 to UN/ECE Regulation No 49, meet the manufacturer's installation requirements as specified in Part 1 of Annex 1 to that Regulation;

• (c) the installation of a dual-fuel engine type-approved as a separate technical unit on a vehicle shall, in addition, meet the specific installation requirements set out in paragraph 6 of Annex 15 to UNECE Regulation No 49 and the manufacturer’s installation requirements set out in Section 7 of Annex XVIII to this Regulation.

• 4.3. Inlet to fuel tanks in the case of a petrol or E85 fuelled engine

• 4.3.1.The inlet orifice of the petrol or E85 tank shall be designed so it prevents the tank from being filled from a fuel pump delivery nozzle that has an external diameter of 23,6 mm or greater.

• 4.3.2.Point 4.3.1 shall not apply to a vehicle for which both of the following conditions are satisfied:

• (a) the vehicle is designed and constructed so that no device designed to control the emission of gaseous pollutants is adversely affected by leaded petrol;

• (b) the vehicle is conspicuously, legibly and indelibly marked with the symbol for unleaded petrol specified in ISO 2575:2004 in a position immediately visible to a person filling the fuel tank. Additional marking are permitted.

• 4.3.3.Provision shall be made to prevent excess evaporative emissions and fuel spillage caused by a missing fuel filler cap. This may be achieved by using one of the following:

• (a) an automatically opening and closing, non-removable fuel filler cap;

• (b) design features which avoid excess evaporative emissions in the case of a missing fuel filler cap;

• (c) or in case of M1 or N1 vehicles, any other provision which has the same affect. Examples may include, but are not limited to, a tethered filler cap, a chained filler cap or one utilising the same locking key for the filler cap as for the vehicle’s ignition. In this case the key shall be removable from the filler cap only in the locked condition.

5. REQUIREMENTS AND TESTS FOR IN-SERVICE TESTING

5.1.   Introduction

This Section sets out the specifications and tests of the ECU data at type-approval for the purpose of in-service testing.

5.2.   General Requirements

• 5.2.1.For the purpose of in-service testing, the calculated load (engine torque as a percentage of maximum torque and the maximum torque available at the current engine speed), the engine speed, the engine coolant temperature, the instantaneous fuel consumption, and the reference maximum engine torque as a function of engine speed shall be made available by the ECU in real time and at a frequency of at least 1 Hz, as mandatory data stream information.

• 5.2.2.The output torque may be estimated by the ECU using built-in algorithms to calculate the produced internal torque and the friction torque.

• 5.2.3The engine torque in Nm resulting from the above data stream information shall permit a direct comparison with the values measured when determining the engine power according to Annex XIV. In particular, any eventual corrections as regards auxiliaries shall be included in the above data stream information.

• 5.2.4.Access to the information required in point 5.2.1 shall be provided in accordance with the requirements set out in Annex X and with the standards referred to in Appendix 6 to Annex 9B to UN/ECE Regulation No 49.

• 5.2.5.The average load at each operating condition in Nm calculated from the information requested in point 5.2.1 shall not differ from the average measured load at that operating condition by more than:

• (a) 7 % when determining the engine power according to Annex XIV;

• (b) 10 % when performing the World Harmonised Steady state Cycle (hereinafter ‘WHSC’) test in accordance with Annex III, except for mode 1 and 13 (idle modes).

• The UN/ECE Regulation No 85 ([^E0011]) allows the actual maximum load of the engine to differ from the reference maximum load by 5 % in order to address the manufacturing process variability. This tolerance is taken into account in the above values.

• 5.2.6.External access to the information required in point 5.2.1 shall not influence the vehicle emissions or performance.

• 5.2.7.If the difference between the measured torque value obtained with a declared market fuel and the torque calculated from the information requested in point 5.2.1 exceeds any of the values specified in point 5.2.5, a power correction factor for each additional market fuel permitted by the manufacturer in accordance with point 1.1.2 shall be determined for the engine family. The correction factor shall be calculated as the ratio between average measured peak torque [Nm] on the reference fuel according to Annex IX, and average measured peak torque [Nm] on the market fuel declared.

5.3.   Verification of the availability and conformity of the ECU information required for in-service testing

• 5.3.1.The availability of the data stream information required in point 5.2.1 according to the requirements set out in point 5.2.2 shall be demonstrated by using an external OBD scan-tool as described in Annex X.

• 5.3.2.In the case where this information cannot be retrieved in a proper manner, using a scan-tool that is working properly, the engine is considered as non-compliant.

• 5.3.3.The fulfilment of the requirement referred to in point 5.2.5 shall be demonstrated for the parent engine of an engine family when determining the engine power in accordance with Annex XIV and when performing the WHSC test in accordance with Annex III and off-cycle laboratory testing at type-approval in accordance with Section 6 of Annex VI.

• 5.3.3.1.The fulfilment of the requirement referred to in point 5.2.5 shall be demonstrated for each engine family member when determining the engine power in accordance with Annex XIV. For that purpose, additional measurements shall be performed at several part load and engine speed operating points (for example at the modes of the WHSC and some additional random points).

• 5.3.3.2.If applicable, the power correction factor for the engine family, as referred to in point 5.2.7, shall be determined with the parent engine of the engine family.

• 5.3.4.In the case where the engine under test does not match the requirements set out in Annex XIV concerning auxiliaries, the measured torque shall be corrected in accordance with the correction method set out in Annex 4 to UNECE Regulation No 49.

• 5.3.5.The conformity of the ECU torque signal is considered to be demonstrated if the torque signal remains within the tolerances set out in point 5.2.5.

6. ENGINE FAMILY

6.1.   Parameters defining the engine family

The engine family, as determined by the engine manufacturer, shall comply with paragraph 5.2 of Annex 4 to UNECE Regulation No 49, and, in the case of dual-fuel engines and vehicles, with paragraph 3.1 of Annex 15 to UNECE Regulation No 49.

6.2.   Choice of the parent engine

The parent engine of the family shall be selected in accordance with the requirements set out in paragraph 5.2.4 of Annex 4 to UNECE Regulation No 49 and, in the case of dual-fuel engines and vehicles, with paragraph 3.1.2 of Annex 15 to UNECE Regulation No 49.

6.3.   Parameters for defining an OBD engine family

The OBD engine family shall be determined by basic design parameters that shall be common to engine systems within the family in accordance with Section 6.1 of Annex 9B to UN/ECE Regulation No 49.

6.4.   Extension to include a new engine system into an engine-family

• 6.4.1.At the request of the manufacturer and upon approval of the approval authority, a new engine system may be included as a member of a certified engine family if the criteria referred to in point 6.1 are met.

• 6.4.2.Where the elements of design of the parent engine system correspond to those of the new engine system in accordance with point 6.2 or, in the case of a dual-fuel engine, in accordance with paragraph 3.1.2 of Annex 15 to UNECE Regulation No 49, the parent engine system shall remain unchanged and the manufacturer shall modify the information document specified in Annex I.

• 6.4.3.Where the elements of design of the new engine system do not correspond to the parent engine system in accordance with point 6.4.2, but is representative of the whole family, the new engine system shall become the new parent engine. In this case, it shall be demonstrated that the new elements of design comply with the provisions of this Regulation and the information document specified in Annex I shall be modified.

7. CONFORMITY OF PRODUCTION

7.1.   General requirements

Measures to ensure conformity of production shall be taken in accordance with Article 12 of Directive 2007/46/EC. Conformity of production shall be checked on the basis of the description in the type-approval certificates set out in Appendix 4 to this Annex. In applying Appendices 1, 2 or 3, the measured emission of the gaseous and particulate pollutants from engines subject to checking for conformity of production shall be adjusted by application of the appropriate deterioration factors (DF’s) for that engine as recorded in the Addendum to the EC type-approval certificate granted in accordance with this Regulation.

The provisions of Annex X to Directive 2007/46/EC shall be applicable where the approval authorities are not satisfied with the auditing procedure of the manufacturer.

All engines subject to tests shall be randomly taken from the series production.

7.2.   Emissions of pollutants

• 7.2.1.If emissions of pollutants are to be measured and an engine type-approval has had one or more extensions, the tests shall be carried out on the engines described in the information package relating to the relevant extension.

• 7.2.2.Conformity of the engine subjected to a pollutant test:

• After submission of the engine to the authorities, the manufacturer may not carry out any adjustment to the engines selected.

• 7.2.2.1.Three engines shall be taken from the series production of the engines under consideration. Engines shall be subjected to testing on the WHTC, and on the WHSC if applicable, for the checking of the production conformity. The limit values shall be those set out in Annex I to Regulation (EC) No 595/2009.

• 7.2.2.2.Where the approval authority is satisfied with the production standard deviation given by the manufacturer in accordance with Annex X to Directive 2007/46/EC, the tests shall be carried out according to Appendix 1 to this Annex.

• Where the approval authority is not satisfied with the production standard deviation given by the manufacturer in accordance with Annex X to Directive 2007/46/EC, the tests shall be carried out according to Appendix 2 to this Annex.

• At the manufacturer’s request, the tests may be carried out in accordance with Appendix 3 to this Annex.

• 7.2.2.3.On the basis of tests of the engine by sampling as set out in point 7.2.2.2, the series production of the engines under consideration is regarded as conforming where a pass decision is reached for all the pollutants and as non-conforming where a fail decision is reached for one pollutant, in accordance with the test criteria applied in the appropriate Appendix.

• When a pass decision has been reached for one pollutant, this decision may not be changed as a consequence of a result from any additional tests made in order to reach a decision for the other pollutants.

• If a pass decision is not reached for all the pollutants and if no fail decision is reached for any pollutant, a test is carried out on another engine (see Figure 1).

• If no decision is reached, the manufacturer may at any time decide to stop testing. In that case a fail decision is recorded.

Figure 1

Schematic of production conformity testing

Image omitted; see official source

Text of image

Computation of the test statistic result

Test of three engines

According to the appropriate appendix does the test statistic result agree with the criteria for failing the series for at least one pollutant?

According to the appropriate appendix does the test statistic result agree with the criteria for passing the series for at least one pollutant?

A pass decision is reached for one or more pollutants

Is a pass decision reached for all pollutants?

Test of an additional engine

Series rejected

Series accepted

YES

YES

YES

NO

NO

NO

• 7.2.3.The tests shall be carried out on newly manufactured engines.

• 7.2.3.1.At the request of the manufacturer, the tests may be carried out on engines which have been run-in up to a maximum of 125 hours. In this case, the running-in procedure shall be conducted by the manufacturer who shall undertake not to make any adjustments to those engines.

• 7.2.3.2.When the manufacturer requests to conduct a running-in procedure in accordance with point 7.2.3.1, it may be carried out on either of the following:

• (a) all the engines that are tested;

• (b) the first engine tested, with the determination of an evolution coefficient as follows:
• (i) the pollutant emissions shall be measured both on the newly manufactured engine and before the maximum of 125 hours set in point 7.2.3.1 on the first engine tested;
• (ii) the evolution coefficient of the emissions between the two tests shall be calculated for each pollutant: Emissions on second test/Emissions first test The evolution coefficient may have a value less than one.

• The subsequent test engines shall not be subjected to the running-in procedure, but their emissions when newly manufactured shall be modified by the evolution coefficient.

• In this case, the values to be taken shall be the following:

• (a) for the first engine, the values from the second test;

• (b) for the other engines, the values when newly manufactured multiplied by the evolution coefficient.

• 7.2.3.3.For diesel, ethanol (ED95), petrol, E85, LNG20, LNG and LPG fuelled engines, including dual-fuel engines, all those tests may be conducted with the applicable market fuels. However, at the manufacturer’s request, the reference fuels specified in Annex IX may be used. This implies tests, as described in Section 1 of this Annex, with at least two of the reference fuels for each LPG or LNG engine, including dual-fuel engines.

• 7.2.3.4.For CNG engines, including dual-fuel engines, all those tests may be conducted with market fuel in the following way:

• (a) for H marked engines with a market fuel within the H-range (0,89 ≤ Sλ ≤ 1,00);

• (b) for L marked engines with a market fuel within the L-range (1,00 ≤ Sλ ≤ 1,19);

• (c) for HL marked engines with a market fuel within the extreme range of the λ-shift factor (0,89 ≤ Sλ ≤ 1,19).

• However, at the manufacturer’s request, the reference fuels specified in Annex IX may be used. This implies tests as described in Section 1 of this Annex.

• 7.2.3.5.Non-compliance of gas and dual-fuel engines

• In the case of a dispute caused by the non-compliance of gas fuelled engines, including dual-fuel engines, when using a market fuel, the tests shall be performed with each reference fuel on which the parent engine has been tested, and with the possible additional third fuel as referred to in points 1.1.4.1 and 1.2.1.1 on which the parent engine may have been tested. Where applicable, the result shall be converted by a calculation applying the relevant factors ‘r’, ‘ra ’ or ‘rb ’ as described in points 1.1.5, 1.1.6.1 and 1.2.1.2. If r, ra or rb are less than 1, no correction shall take place. The measured results and, where applicable, the calculated results shall demonstrate that the engine meets the limit values with all relevant fuels (for example, fuels 1, 2 and fuel 3 in the case of natural gas engines and fuels A and B in the case of LPG engines).

• 7.2.3.6.Tests for conformity of production of a gas fuelled engine laid out for operation on one specific fuel composition in accordance with Section 1.2.2 of this Annex shall be performed on the fuel for which the engine has been calibrated.

7.3.   On-board diagnostics (OBD)

• 7.3.1.When the approval authority determines that the quality of production seems unsatisfactory, it may request a verification of the conformity of production of the OBD system. Such verification shall be carried out in accordance with the following:

• An engine shall be randomly taken from series production and subjected to the tests described in Annex 9B to UNECE Regulation No 49. A dual-fuel engine shall be operated in dual-fuel mode and, where applicable, in diesel mode. The tests may be carried out on an engine that has been run-in up to a maximum of 125 hours.

• 7.3.2.The production is deemed to be in conformity if this engine complies with the requirements of the tests prescribed in Annex 9B to UNECE Regulation No 49 and, in the case of dual-fuel engines, complies with the additional requirements set out in paragraph 7 of Annex 15 to UNECE Regulation No 49.

• 7.3.3.If the engine taken from the series production does not comply with the requirements set out in point 7.3.2, a further random sample of four engines shall be taken from the series production and subjected to the tests referred to in point 7.3.1.

• 7.3.4.The production is deemed to conform if at least three engines out of the further random sample of four engines meet the requirements of the tests described in Annex 9B to UN/ECE Regulation No 49.

7.4.   ECU information required for in-service testing

• 7.4.1.The availability of the data stream information requested in point 5.2.1 according to the requirements of point 5.2.2 shall be demonstrated by using an external OBD scan-tool as described in Annex X.

• 7.4.2.In the case where this information cannot be retrieved in a proper manner while the scan-tool is working properly according to Annex X, the engine shall be considered as non-compliant.

• 7.4.3.The conformity of the ECU torque signal with the requirements of points 5.2.2 and 5.2.3 shall be demonstrated by performing the WHSC test according to Annex III.

• 7.4.4.In the case where the test equipment does not comply with the requirements specified in Annex XIV concerning auxiliaries, the measured torque shall be corrected in accordance with the correction method set out in Annex 4 to UNECE Regulation No 49.

• 7.4.5.The conformity of the ECU torque signal shall be considered sufficient if the calculated torque remains within the tolerances specified in point 5.2.5.

• 7.4.6.The availability and conformity checks of the ECU information required for in-service testing shall be performed by the manufacturer on a regular basis on each produced engine type within each produced engine family.

• 7.4.7.The results of the manufacturer’s survey shall be made available to the approval authority at its request.

• 7.4.8.At the request of the approval authority, the manufacturer shall demonstrate the availability or the conformity of the ECU information in serial production by performing the appropriate testing referred to in points 7.4.1 to 7.4.4 on a sample of engines selected from the same engine type. The sampling rules including sampling size and statistical pass-fail criteria shall be those specified in this Annex for checking the conformity of emissions.

8. DOCUMENTATION

• 8.1.The documentation package required by Articles 5, 7 and 9 enabling the approval authority to evaluate the emission control strategies and the systems on-board the vehicle and engine to ensure the correct operation of NOx control measures, as well as the documentation packages required by Annex VI (off-cycle emissions), Annex X (OBD) and Annex XVIII (dual-fuel engines) shall include the following information:

• (a) a full description of the inducement system required by Annex XIII, including the associated monitoring strategies;

• (b) the description of the anti-tampering measures considered in point (b) of Article 5(4) and in point (a) of Article 7(4).

Appendix 1

Procedure for production conformity testing when standard deviation is satisfactory

• 1.This Appendix describes the procedure to be used to verify production conformity for the emissions of pollutants when the manufacturer's production standard deviation is satisfactory. The applicable procedure shall be the one set out in Appendix 1 to UN/ECE Regulation No 49, with the following exceptions:

• 1.1. In paragraph A.1.3 of Appendix 1 to UNECE Regulation No 49, the reference to paragraph 5.3 shall be understood as reference to the table of Annex I to Regulation (EC) No 595/2009.

• 1.2. In paragraph A.1.3 of Appendix 1 to UNECE Regulation No 49, the reference to Figure 1 in paragraph 8.3 shall be understood as reference to Figure 1 of Annex I to this Regulation.

Appendix 2

Procedure for production conformity testing when standard deviation is unsatisfactory or unavailable

• 1.This Appendix describes the procedure to be used to verify production conformity for the emissions of pollutants when the manufacturer's production standard deviation is either unsatisfactory or unavailable. The applicable procedure shall be the one set out in Appendix 2 to UN/ECE Regulation No 49, with the following exceptions:

• 1.1. In paragraph A.2.3 of Appendix 2 to UNECE Regulation No 49, the reference to paragraph 5.3 shall be understood as reference to the table of Annex I to Regulation (EC) No 595/2009.

Appendix 3

Procedure for production conformity testing at manufacturer’s request

• 1.This Appendix describes the procedure to be used to verify, at the manufacturer's request, production conformity for the emissions of pollutants. The applicable procedure shall be the one set out in Appendix 3 to UN/ECE Regulation No 49, with the following exceptions:

• 1.1. In paragraph A.3.3 of Appendix 3 to UNECE Regulation No 49, the reference to paragraph 5.3 shall be understood as reference to the table of Annex I to Regulation (EC) No 595/2009.

• 1.2. In paragraph A.3.3 of Appendix 3 to UNECE Regulation No 49, the reference to Figure 1 in paragraph 8.3 shall be understood as reference to Figure 1 of Annex I to this Regulation.

• 1.3. In paragraph A.3.5 of Appendix 3 to UNECE Regulation No 49, the reference to paragraph 8.3.2 shall be understood as reference to point 7.2.2 of this Annex.

Appendix 4

Models of information document

relating to:

EU type-approval of an engine or engine family as a separate technical unit,

EU type-approval of a vehicle with an approved engine with regard to emissions,

EU type-approval of a vehicle with regard to emissions.

The following information shall be supplied in triplicate and include a list of contents. Any drawings shall be supplied in appropriate scale and in sufficient detail on size A4 or on a folder of A4 format. Photographs, if any, shall show sufficient detail.

If the systems, components or separate technical units referred to in this Appendix have electronic controls, information concerning their performance shall be supplied.

Explanatory notes (regarding filling in the table):

Letters A, B, C, D, E corresponding to engine family members shall be replaced by the actual engine family members’ names.

In case when for a certain engine characteristic same value/description applies for all engine family members the cells corresponding to A-E shall be merged.

In case the family consists of more than five members new columns may be added.

In the case of application for EU type-approval of an engine or engine family as a separate technical unit the general part and Part 1 shall be filled in.

In the case of application for EU type-approval of a vehicle with an approved engine with regard to emissions the general part and Part 2 shall be filled in.

In the case of application for EU type-approval of a vehicle with regard to emissions the general part and Parts 1 and 2 shall be filled in.

Explanatory footnotes can be found in Appendix 10 to this Annex.

		Parent Engine or Engine Type	Engine Family Members	Engine Family Members	Engine Family Members	Engine Family Members	Engine Family Members
		Parent Engine or Engine Type	A	B	C	D	E
0.	GENERAL	GENERAL	GENERAL	GENERAL	GENERAL	GENERAL	GENERAL
0.l.	Make (trade name of manufacturer):	Parent Engine or Engine Type
0.2.	Type
0.2.0.3.	Engine type as separate technical unit/engine family as separate technical unit/vehicle with an approved engine with regard to emissions/vehicle with regard to emissions (1)
0.2.1.	Commercial name(s) (if available):
0.3.	Means of identification of type, if marked on the separate technical unit (b):
0.3.1.	Location of that marking:
0.5.	Name and address of manufacturer:
0.7.	In the case of components and separate technical units, location and method of affixing of the EC approval mark:
0.8.	Name(s) and address (es) of assembly plant(s):
0.9.	Name and address of the manufacturer’s representative (if any):
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Part 1	:	ESSENTIAL CHARACTERISTICS OF THE (PARENT) ENGINE AND THE ENGINE TYPES WITHIN AN ENGINE FAMILY
---	---	---
Part 2	:	ESSENTIAL CHARACTERISTICS OF THE VEHICLE COMPONENTS AND SYSTEMS WITH REGARD TO EXHAUST-EMISSIONS

Appendix to information document: Information on test conditions

PHOTOGRAPHS AND/OR DRAWINGS OF THE PARENT ENGINE, ENGINE TYPE AND, IF APPLICABLE, OF THE ENGINE COMPARTMENT.

LIST FURTHER ATTACHMENTS IF ANY.

DATE, FILE

PART 1

ESSENTIAL CHARACTERISTICS OF THE (PARENT) ENGINE AND THE ENGINE TYPES WITHIN AN ENGINE FAMILY