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

Character	NOx OTL [^E0012]	PM OTL [^E0013]	CO OTL [^E0014]	IUPR [^E0015]	Reagent quality	Additional OBD monitors [^E0016]	Power threshold requirements [^E0017]	Cold start and PM number	Implementation dates: new types	Implementation dates: all vehicles	Last date of registration
A [^E0018] [^E0019] B [^E0019]	Row ‘phase-in period’ of Table 1 or Table 2	Performance Monitoring [^E0020]	[^E0027]	Phase-in [^E0021]	Phase-in [^E0022]	[^E0027]	20 %	[^E0027]	31.12.2012	31.12.2013	31.8.2015 [^E0018] 30.12.2016 [^E0019]
B [^E0023]	Row ‘phase-in period’ of Tables 1 and 2	[^E0027]	Row ‘phase-in period’ of Table 2	[^E0027]	Phase-in [^E0022]	[^E0027]	20 %	[^E0027]	1.9.2014	1.9.2015	30.12.2016
C	Row ‘general requirements’ of Table 1 or Table 2	Row ‘general requirements’ of Table 1	Row ‘general requirements’ of Table 2	General [^E0024]	General [^E0025]	Yes	20 %	[^E0027]	31.12.2015	31.12.2016	31.8.2019
D	Row ‘general requirements’ of Table 1 or Table 2	Row ‘general requirements’ of Table 1	Row ‘general requirements’ of Table 2	General [^E0024]	General [^E0025]	Yes	10 %	[^E0027]	1.9.2018	1.9.2019	31.12.2021
E	Row ‘general requirement’ of Table 1 or Table 2	Row ‘general requirements’ of Table 1	Row ‘general requirements’ of Table 2	General [^E0025]	General [^E0026]	Yes	10 %	Yes	1.1.2021 [^E0027]	1.1.2022 [^E0027]	28.5.2029 [^E0027]
E+	Row ‘general requirements’ of Table 1 or Table 2	Row ‘general requirements’ of Table 1	Row ‘general requirements’ of Table 2	General [^E0025]	General [^E0026]	Yes	10 %	Yes	—	1.7.2027 [^E0028]	28.5.2029

‘NOx OTL’ monitoring requirements as set out in Table 1 of Annex X for compression ignition and dual-fuel engines and vehicles and Table 2 of Annex X for positive ignition engines and vehicles.

‘PM OTL’ monitoring requirements as set out in Table 1 of Annex X for compression ignition and dual-fuel engines and vehicles.

‘CO OTL’ monitoring requirements as set out in Table 2 of Annex X for positive ignition engines and vehicles.

IUPR specifications are set out in Annex X. Positive Ignition engines and vehicles equipped with such engines are not subjected to IUPR.

Additional provisions concerning monitoring requirements as set out in paragraph 2.3.1.2 of Annex 9A to UNECE Regulation No 49.

ISC requirement set out in Appendix 1 to Annex II.

For positive-ignition engines and vehicles equipped with such engines.

For compression-ignition and dual-fuel engines and vehicles equipped with such engines.

‘Performance monitoring’ requirements as set out in point 2.1.1 of Annex X.

IUPR ‘Phase-in’ requirements as set out in Section 6 of Annex X

Reagent quality ‘phase-in’ requirements as set out in point 7.1 of Annex XIII.

Only applicable to positive-ignition engines and vehicles equipped with such engines.

IUPR ‘General’ requirements as set out in Section 6 of Annex X.

Reagent quality ‘general’ requirements as set out in point 7.1.1 of Annex XIII.

Subject to transitional measures laid down in Article 17a.

Not applicable.

For vehicles falling in the scope of Implementing Regulation (EU) 2025/2161.

Appendix 10

Explanatory notes

• (1)Delete where not applicable (there are cases where nothing needs to be deleted when more than one entry is applicable).

• (2)Specify the tolerance.

• (3)Please fill in here the upper and lower values for each variant.

• (4)To be documented in case of a single OBD engine family and if not already documented in the documentation package(s) referred to in line 3.2.12.2.7.0.4.

• (5)Value for the combined WHTC including cold and hot part in accordance with Annex VIII to this Regulation.

• (6)To be documented if not documented in the documentation referred to in point 3.2.12.2.7.1.1.

• (7)Delete as appropriate.

• (8)Information concerning engine performance shall only be given for the parent engine.

• (9)Specify the tolerance; to be within ± 3 % of the values declared by the manufacturer.

• (10)In the case of engines included in points 1.1.3. and 1.1.6. of Annex I to this Regulation, repeat the information for all fuels tested, where applicable.

• (11)CFfinal needs to be stated, if applicable.

• (a)If the means of identification of type contains characters not relevant to describe the vehicle, component or separate technical unit types covered by this information document, such characters shall be represented in the documentation by the symbol ‘?’ (e.g. ABC?123??).

• (b)Classified according to definitions listed in Section A of Annex II to Directive 2007/46/EC.

• (d)Dual-fuel engines.

• (d1)In case of a dual-fuel engine or vehicle.

• (d2)In the case of dual-fuel engines of Type 1B, Type 2B and Type 3B.

• (d3)Except for dual-fuel engines or vehicles.

• (d4)In the cases laid down in Table 1 of Annex 15 to UNECE Regulation No 49 for dual-fuel, and in Annex I to Regulation (EC) No 595/2009 for positive ignition engines.

• (d5)In the case of dual-fuel engines of Type 1B, Type 2B, and Type 3B, repeat the information in both dual-fuel and diesel mode.

• (l)This figure shall be rounded off to the nearest tenth of a millimetre.

• (m)This value shall be calculated and rounded off to the nearest cm³.

• (n)Determined in accordance with the requirements of Annex XIV.

Appendix 11

AES Documentation Package

The AES documentation package shall include the following:

(A) information on all AES:

• (a) a declaration of the manufacturer that the engine system or engine family type approved as a separate technical unit, or the vehicle with an approved engine system with regard to emissions, or an vehicle type approved with regard to emissions, does not contain any defeat strategy;

• (b) a description of the engine and the emission control strategies and devices employed, whether software or hardware, and any condition(s) under which the strategies and devices will not operate as they do during testing for Type Approval;

• (c) a declaration of the software versions used to control the AES/BES, including the appropriate checksums of these software versions and instructions to the authority on how to read the checksums; the declaration shall be updated and sent to the approval authority that holds this documentation package each time there is a new software version that has an impact to the AES/BES;

• (d) detailed technical reasoning of any AES including a risk assessment estimating the risk with and without the AES, and including the following:
• (i) information on the hardware element(s) that need to be protected by the AES, where applicable;
• (ii) proof of sudden and irreparable engine damage that cannot be prevented by regular maintenance and would occur in the absence of the AES, where applicable;
• (iii) a reasoned explanation on why there is a need to use an AES upon engine starting or warm up, where applicable;

• (e) a description of the fuel system control logic, timing strategies and switch points during all modes of operation;

• (f) a description of the hierarchical relations among the AES (i.e., when more than one AES can be active concurrently, an indication of which AES is primary in responding, the method by which strategies interact, including data flow diagrams and decision logic and how does the hierarchy assure emissions from all AES are controlled to the lowest practical level;

• (g) a list of parameters which are measured and/or calculated by the AES, along with the purpose of every parameter measured and/or calculated and how each of those parameters relates to engine damage; including the method of calculation and how well these calculated parameters correlate with the true state of the parameter being controlled and any resulting tolerance or factor of safety incorporated into the analysis;

• (h) a list of engine/emission control parameters which are modulated as a function of the measured or calculated parameter(s) and the range of modulation for each engine/emission control parameter; along with the relationship between engine/emission control parameters and measured or calculated parameters;

• (i) an evaluation of how the AES will control real-driving emissions to the lowest practical level, including a detailed analysis of the expected increase of total regulated pollutants and CO2 emissions by using the AES, compared to the BES;

The AES documentation package shall be limited to 100 pages and shall include all the main elements to allow the approval authority to assess the AES (according to the requirements of Annex VI, appendix 2), the effectiveness of the inducement system and the anti-tampering measures. The package may be complemented with annexes and other attached documents, containing additional and complementary elements, if necessary. The manufacturer shall send a new version of the AES documentation package to the approval authority every time changes are introduced to the AES. The new version shall be limited to the changes and their effect. The new version of the AES shall be evaluated and approved by the approval authority.

The AES documentation package shall be structured as follows:

AES Documentation Package No YYY/OEM

Parts	paragraph	point	Explanation
Introduction documents		Introduction letter to TAA	Reference of the document with the version, the date of issuing the document, signature by the relevant person in the manufacturer organisation
Introduction documents		Versioning table	Content of each version modifications: and with part is modified
Introduction documents		Description of the (emission) types concerned
Introduction documents		Attached documents table	List of all attached documents
Introduction documents		Cross references	Link to paragraph (a) to (i) of Appendix 11 (where to find each requirement of the regulation)
Introduction documents		Absence of defeat device declaration	+ Signature
Core document	0	Acronyms/abbreviations
Core document	1	GENERAL DESCRIPTION
Core document	1.1	Engine general presentation	Description of main characteristics: displacement, after treatment,…
Core document	1.2	General system architecture	System bloc diagram: list of sensors and actuators, explanation of engine general functions
Core document	1.3	Reading of software and calibration version	E.g. scan-tool explanation
Core document	2	Base Emission Strategies
Core document	2.x	BES x	Description of strategy x
Core document	2.y	BES y	Description of strategy y
Core document	3	Auxiliary Emission Strategies
Core document	3.0	Presentation of the AESs	Hierarchical relations among AES: description and justification (e.g. safety, reliability, etc.)
Core document	3.x	AES x	3.x.1 AES justification 3.x.2 measured and/or modelled parameters for AES characterization 3.x.3 Action mode of AES — Parameters used 3.x.4 Effect of AES on pollutants and CO2
Core document	3.y	AES y	3.y.1 3.y.2 etc.
Core document	4.	Description of the inducement system, including the associated monitoring strategies
Core document	5.	Description of the anti-tampering measures
Core document	100 page limit ends here	100 page limit ends here	100 page limit ends here
Core document	Annex		List of types covered by this BES-AES: including Type Approval reference, software reference, calibration number, checksums of each version and of each electronic control unit (engine and/or after-treatment if any)
Attached documents		Technical note for AES justification noxxx	Risk assessment or justification by testing or example of sudden damage, if any
Attached documents		Technical note for AES justification noyyy
Attached documents		Test report for specific AES impact quantification	Test report of all specific tests done for AES justification, test conditions details, description of the vehicle/date of the tests emission/CO2 impact with/without AES activation

ANNEX II

CONFORMITY OF IN-SERVICE ENGINES OR VEHICLES

1. INTRODUCTION

• 1.1. This Annex sets out requirements for checking and demonstrating the conformity of in-service engines and vehicles.

2. PROCEDURE FOR IN-SERVICE CONFORMITY

• 2.1. The conformity of in-service vehicles or engines of an engine family shall be demonstrated by testing vehicles on the road operated over their normal driving patterns, conditions and payloads. The in-service conformity test shall be representative for vehicles operated on their real driving routes, with their normal payload and with the usual professional driver of the vehicle. When the vehicle is operated by a driver other than the usual professional driver of the particular vehicle, the alternative driver shall be skilled and trained to operate vehicles of the category subject to be tested.

• 2.2. If the normal in-service conditions of a particular vehicle are considered to be incompatible with the proper execution of the tests, the manufacturer or the approval authority may request that alternative driving routes and payloads are used.

• 2.3. The manufacturer shall demonstrate to the approval authority that the chosen vehicle, driving patterns and conditions are representative for the engine family. The requirements as specified in point 4.5 shall be used to determine whether the driving patterns are acceptable for in-service conformity testing.

• 2.4. The manufacturer shall report the schedule and the sampling plan for conformity testing at the time of the initial type-approval of a new engine family.

• 2.5. Vehicles without a communication interface which permits the collection of the necessary ECU data as specified in points 5.2.1 and 5.2.2 of Annex I, with missing data or with a non-standard data protocol shall be considered as non-compliant.

• 2.6. Vehicles where the collection of ECU data influences the vehicle emissions or performance shall be considered as non-compliant.

• 2.7. Dual-fuel engines or vehicles

• 2.7.1. Dual-fuel engines and vehicles shall comply with the following additional requirements:

• 2.7.1.1. A PEMS tests shall be performed in dual-fuel mode.

• 2.7.1.2. In the case of Type 1B, Type 2B and Type 3B dual-fuel engines, an additional PEMS test shall be performed in Diesel mode on the same engine and vehicle immediately after, or before, a PEMS test is performed in dual-fuel mode. In that case, the pass or fail decision of the lot considered in the statistical procedure specified in this Annex shall be based on the following:
• (a) a pass decision is reached for an individual vehicle if both the PEMS test in dual-fuel mode and the PEMS test in Diesel mode have concluded a pass;
• (b) a fail decision is reached for an individual vehicle if either the PEMS test in dual-fuel mode or the PEMS test in Diesel mode has concluded a fail.

3. ENGINE OR VEHICLE SELECTION

• 3.1. After the granting of type-approval for an engine family the manufacturer shall perform in-service testing on this engine family within 18 months from first registration of a vehicle fitted with an engine from that family. In case of multistage type-approval first registration means first registration of a completed vehicle.

The testing shall be repeated at least every 2 years for each engine family periodically on vehicles over their useful life period as specified in Article 4 of Regulation (EC) No 595/2009.

At the request of the manufacturer the testing may stop 5 years after the end of production.

• 3.1.1. With a minimum sample size of three engines the sampling procedure shall be set so that the probability of a lot passing a test with 20 % of the vehicles or engines defective is 0,90 (producer’s risk = 10 %) while the probability of a lot being accepted with 60 % of the vehicles or engines defective is 0,10 (consumer’s risk = 10 %).

• 3.1.2. The test statistic quantifying the cumulative number of non-conforming tests at the n-th test shall be determined for the sample.

• 3.1.3. The pass or fail decision of the lot shall be made according to the following requirements:

• (a) if the test statistic is less than or equal to the pass decision number for the sample size given in Table 1, a pass decision is reached for the lot;

• (b) if the test statistic is greater than or equal to the fail decision number for the sample size given in Table 1, a fail decision is reached for the lot;

• (c) otherwise, an additional engine is tested according to this Annex and the calculation procedure is applied to the sample increased by one more unit.

In Table 1 the pass and fail decision numbers are calculated by means of the International Standard ISO 8422/1991.

Table 1

Pass and fail decision numbers of the sampling plan

Minimum sample size: 3

Cumulative number of engines tested (sample size)	Pass decision number	Fail decision number
3	—	3
4	0	4
5	0	4
6	1	4
7	1	4
8	2	4
9	2	4
10	3	4

The approval authority shall approve the selected engines and vehicle configurations before the launch of the testing procedures. The selection shall be performed by presenting to the approval authority the criteria used for the selection of the particular vehicles.

• 3.2. The engines and vehicles selected shall be used and registered in the Union. The vehicle shall have been in service for at least 25 000  km.

• 3.3. Each vehicle tested shall have a maintenance record to show that the vehicle has been properly maintained and serviced in accordance with the manufacturer’s recommendations.

• 3.4. The OBD system shall be checked for proper functioning of the engine. Any malfunction indications and the readiness code in the OBD memory shall be recorded and any required repairs shall be carried out.

Engines presenting a Class C malfunction shall not be forced to be repaired before testing. The Diagnostic Trouble Code (DTC) shall not be cleared.

Engines having one of the counters required by provisions of Annex XIII not at ‘0’ may not be tested. This shall be reported to the approval authority.

• 3.5. The engine or vehicle shall exhibit no indications of abuse (such as overloading, misfuelling, or other misuse), or other factors (such as tampering) that could affect emission performance. OBD system fault code and engine running hours information stored in the computer shall be taken into account.

• 3.6. All emission control system components on the vehicle shall be in conformity with those stated in the applicable type-approval documents.

• 3.7. In agreement with the approval authority, the manufacturer may run in-service conformity testing comprising fewer engines or vehicles than the number given in point 3.1, if the number of engines manufactured within an engine family is less than 500 units per year.

4. TEST CONDITIONS

4.1.   Vehicle payload

Normal payload is a payload between 10 and 100 % of the maximum payload.

The maximum payload is the difference between technically permissible maximum laden mass of the vehicle and the mass of the vehicle in running order as specified in accordance to Annex I to Directive 2007/46/EC.

In case the legally permissible maximum vehicle weight is lower than the technically permissible laden mass of the vehicle, it is permitted to use the legally permissible maximum vehicle weight to determine the vehicle payload for the test run.

For the purpose of in-service conformity testing, the payload may be reproduced and an artificial load may be used.

Approval authorities may request to test the vehicle with any payload between 10 and 100 % of the maximum vehicle payload. In case the mass of the PEMS equipment needed for operation exceeds 10 % of the maximum vehicle payload this mass may be considered as minimum payload.

Vehicles of category N3 shall be tested, when applicable, with a semi-trailer.

4.2.   Ambient conditions

The test shall be conducted under ambient conditions meeting the following conditions:

Atmospheric pressure greater than or equal to 82,5 kPa,

Temperature greater than or equal to 266 K (– 7 °C) and less than or equal to the temperature determined by the following equation at the specified atmospheric pressure:

T = – 0,4514 × (101,3 – pb) + 311

where:

• — T is the ambient air temperature, K

• — pb is the atmospheric pressure, kPa

4.3.   Engine coolant temperature

The engine coolant temperature shall be in accordance with point 2.6.1 of Appendix 1.

• 4.4. The lubricating oil, fuel and reagent shall be within the specifications issued by the manufacturer.

• 4.4.1. The test lubricating oil shall be market oil and must comply with the specifications of the engine manufacturer.

Oil samples shall be taken.

• 4.4.2. Fuel

The test fuel shall be market fuel covered by Directive 98/70/EC and the relevant CEN standards, or reference fuel as specified in Annex IX to this Regulation.  In the case of a B100 type-approval, approval authorities may request to test the vehicle on biodiesel with any FAME content.

• 4.4.2.1. If the manufacturer has, in accordance with Section 1 of Annex I to this Regulation, declared the capability to meet the requirements of this Regulation on market fuels declared in point 3.2.2.2.1 of the Information Document as set out in Appendix 4 to Annex I to this Regulation, at least one test shall be conducted on each of the declared market fuels.

• 4.4.2.2. Fuel samples shall be taken.

• 4.4.3. For exhaust after-treatment systems that use a reagent to reduce emissions, the reagent shall be market reagent and must comply with the specifications of the engine manufacturer. A sample of the reagent shall be taken. The reagent shall not be frozen.

• 4.5. Trip requirements

The shares of operation shall be expressed as a percentage of the total trip duration.

The trip shall consist of urban driving followed by rural and motorway driving according to the shares specified in points 4.5.1 to 4.5.4. Where another testing order is justified for practical reasons and after the agreement of the approval authority another order may be used, however, the test shall always start with the urban driving.

For the purpose of this Section, ‘approximately’ shall mean the target value ± 5 %.

Urban, rural and motorway parts can be determined either on the basis of:

• — geographical coordinates (by means of a map), or

• — first acceleration method.

In case the trip composition is determined on the basis of geographical coordinates, the vehicle should not exceed, for a cumulative period longer than 5 % of the total duration of each part of the trip, the following speed:

• — 50 km/h in the urban part,

• — 75 km/h in the rural part (90 km/h in the case of vehicles of categories M1 and N1)

In case the trip composition is determined by means of the first acceleration method, the first acceleration above 55 km/h (70 km/h in the case of vehicles of categories M1 and N1) shall indicate the beginning of the rural part and the first acceleration above 75 km/h (90 km/h in the case of vehicles of categories M1 and N1) shall indicate the beginning of the motorway part.

The criteria for differentiation between urban, rural and motorway operation shall be agreed with the approval authority prior to the beginning of the test.

Average speed in urban operation shall be between 15 and 30 km/h.

Average speed in rural operation shall be between 45 and 70 km/h (60 and 90 km/h in the case of vehicles of categories M1 and N1).

Average speed in motorway operation shall be above 70 km/h (90 km/h in the case of vehicles of categories M1 and N1).

• 4.5.1. For M1 and N1 vehicles the trip shall consist of approximately 34 % urban, 33 % rural and 33 % motorway operation.

• 4.5.2. For N2, M2 and M3 vehicles the trip shall consist of approximately 45 % urban, 25 % rural and 30 % motorway operation. M2 and M3 vehicles of Class I, II or Class A as defined in UN/ECE Regulation 107 shall be tested in approximately 70 % urban and 30 % rural operation.

• 4.5.3. For N3 vehicles the trip shall consist of approximately 30 % urban, 25 % rural and 45 % motorway operation.

• 4.5.4. For the purpose of the assessment of the trip composition, the duration of the share shall be calculated from the moment when the coolant temperature has reached 343 K (70 °C) for the first time or after the coolant temperature is stabilised within +/– 2 K over a period of 5 minutes whichever comes first but no later than 15 minutes after engine start. In accordance with paragraph 4.5 the period elapsed to reach the coolant temperature of 343 K (70 °C) shall be operated under urban driving conditions.

Artificial warming-up of the emission control systems prior to the test is prohibited.

• 4.5.5. The following distribution of the characteristic trip values from the WHDC database may serve as additional guidance for the evaluation of the trip:

• (a) accelerating: 26,9 % of the time;

• (b) decelerating: 22,6 % of the time;

• (c) cruising: 38,1 % of the time;

• (d) stop (vehicle speed = 0): 12,4 % of the time.

• 4.6. Operational requirements

• 4.6.1. The trip shall be selected in such a way that the testing is uninterrupted and the data continuously sampled to reach the minimum test duration defined in point 4.6.5.

• 4.6.2. Emissions and other data sampling shall start prior to starting the engine. Cold start emissions shall be included in the emissions evaluation, in accordance with point 2.6.1. of Appendix 1.

• 4.6.3. It shall not be permitted to combine data of different trips or to modify or remove data from a trip.

• 4.6.4. If the engine stalls, it may be restarted, but the sampling shall not be interrupted.

• 4.6.5. The test duration shall be long enough to complete between four and eight times the work performed during the WHTC or produce between four and eight times the CO2 reference mass in kg/cycle from the WHTC as applicable.

• 4.6.6. The electrical power to the PEMS system shall be supplied by an external power supply unit, and not from a source that draws its energy either directly or indirectly from the engine under test, except in the cases set out in points 4.6.6.1 and 4.6.6.2.

• 4.6.6.1. As an alternative to point 4.6.6, the electrical power to the PEMS system may be supplied by the internal electrical system of the vehicle as long as the power demand for the test equipment does not increase the output from the engine by more than 1 % of its maximum power and measures are taken to prevent excessive discharge of the battery when the engine is not running or idling.

• 4.6.6.2. In case of a dispute the results of measurements performed with a PEMS system powered by an external power supply shall prevail over the results acquired in accordance with the alternative method provided for in point 4.6.6.1.

• 4.6.7. The installation of the PEMS equipment shall not influence the vehicle emissions and/or performance.

• 4.6.8. It is recommended to operate the vehicles under normal daytime traffic conditions.

• 4.6.9. If the approval authority is not satisfied with the data consistency check results according to Sections 3.2 of Appendix 1 to this Annex, the approval authority may consider the test to be void.

• 4.6.10. If the particle exhaust after-treatment system undergoes a non-continuous regeneration event during the trip or an OBD class A or B malfunction occurs during the test, the manufacturer can request the trip to be voided.

5. ECU DATA STREAM

• 5.1. Verification of the availability and conformity of the ECU data stream information required for in-service testing.

• 5.1.1. The availability of the data stream information according to the requirements of point 5.2 of Annex I shall be demonstrated prior to the in-service test.

• 5.1.1.1. If that information cannot be retrieved by the PEMS system in a proper manner, the availability of the information shall be demonstrated by using an external OBD scan-tool as described in Annex X.

• 5.1.1.1.1. In the case where this information can be retrieved by the scan-tool in a proper manner, the PEMS system is considered as failing and the test is void.

• 5.1.1.1.2. In the case where that information cannot be retrieved in a proper manner from two vehicles with engines from the same engine family, while the scan-tool is working properly, the engine is considered as non-compliant.

• 5.1.2. Torque signal

• 5.1.2.1. The conformity of the torque signal calculated by the PEMS equipment from the ECU data-stream information required by point 5.2.1 of Annex I shall be verified at full load.

• 5.1.2.1.1. The method used to check this conformity is described in Appendix 4.

• 5.1.2.2. The conformity of the ECU torque signal is considered to be sufficient if the calculated torque remains within the full load torque tolerance specified in point 5.2.5 of Annex I.

• 5.1.2.3. If the calculated torque does not remain within the full load torque tolerance specified in point 5.2.5 of Annex I, the engine is considered to have failed the test.

• 5.1.2.4. Dual-fuel engines and vehicles shall, in addition, comply with the requirements and exceptions related to the torque correction set out in paragraph 10.2.2. of Annex 15 to UNECE Regulation No 49.

6. EMISSIONS EVALUATION

• 6.1. The test shall be conducted and the test results shall be calculated in accordance with the provisions of Appendix 1 to this Annex.

• 6.2. The conformity factors shall be calculated and presented for both the CO2 mass based method and the Work based method. The pass/fail decision shall be made on the basis of the results of the Work based method.

• 6.3. The final conformity factor for the test (CFfinal) for each pollutant calculated in accordance with Appendix 1 shall not exceed the maximum allowed conformity factor for that pollutant set out in Table 2.

Table 2

Maximum allowed conformity factors for in-service conformity emission testing

Pollutant	Maximum allowed conformity factor
CO	1,50
THC [^E0029]	1,50
NMHC [^E0030]	1,50
CH4 [^E0030]	1,50
NOx	1,50
PM number	1,63 [^E0031]

For compression-ignition engines.

For positive-ignition engines.

Subject to transitional measures laid down in Article 17a

• 6.3.1. In the case of a type 2A and type 2B dual-fuel vehicle operating in dual-fuel mode, the emission limit applicable for applying the conformity factors used when performing a PEMS test shall be determined on the basis of the actual GER calculated from the fuel consumption measured over the on-road test.

• 6.3.2. As an alternative point 6.3.1., in absence of a robust way to measure the gas or the diesel fuel consumption during the PEMS test, the manufacturer is allowed to use the GER WHTC determined on the hot part of the WHTC.

7. EVALUATION OF IN-SERVICE CONFORMITY RESULTS

• 7.1. On the basis of the in-service conformity report referred to in Section 10, the approval authority shall either:

• (a) decide that the in-service conformity testing of an engine system family is satisfactory and not take any further action;

• (b) decide that the data provided is insufficient to reach a decision and request additional information and test data from the manufacturer;

• (c) decide that the in-service conformity of an engine system family is unsatisfactory and proceed to the measures referred to in Article 13 and in Section 9 of this Annex.

8. CONFIRMATORY VEHICLE TESTING

• 8.1. Confirmatory testing is done for the purpose of confirmation of the in-service emission functionality of an engine family.

• 8.2. Approval authorities may conduct confirmatory testing.

• 8.3. The confirmatory test shall be performed as vehicle testing as specified in points 2.1 and 2.2. Representative vehicles shall be selected and used under normal conditions and be tested according to the procedures defined in this Annex.

• 8.4. A test result may be regarded as non-satisfactory when, from tests of two or more vehicles representing the same engine family, for any regulated pollutant component, the limit value as determined according to Section 6 is exceeded significantly.

9. PLAN OF REMEDIAL MEASURES

• 9.1. The manufacturer shall submit a report to the approval authority of the Member State where the engines or vehicles subject to remedial action are registered or used when planning to conduct remedial action, and shall submit this report when deciding to take action. The report shall specify the details of the remedial action and describe the engine families to be included in the action. The manufacturer shall report regularly to the approval authority after the start of the remedial action.

• 9.2. The manufacturer shall provide a copy of all communications related to the plan of remedial measures, and shall maintain a record of the recall campaign, and supply regular status reports to the approval authority.

• 9.3. The manufacturer shall assign a unique identifying name or number to the plan of remedial measures.

• 9.4. The manufacturer shall present a plan of remedial measures which shall consist of the information specified in points 9.4.1 to 9.4.11.

• 9.4.1. A description of each engine system type included in the plan of remedial measures.

• 9.4.2. A description of the specific modifications, alterations, repairs, corrections, adjustments, or other changes to be made to bring the engines into conformity including a brief summary of the data and technical studies which support the manufacturer’s decision as to the particular measures to be taken to correct the non-conformity.

• 9.4.3. A description of the method by which the manufacturer informs the engine or vehicle owners about the remedial measures.

• 9.4.4. A description of the proper maintenance or use, if any, which the manufacturer stipulates as a condition of eligibility for repair under the plan of remedial measures, and an explanation of the manufacturer’s reasons for imposing any such condition. No maintenance or use conditions may be imposed unless it is demonstrably related to the non-conformity and the remedial measures.

• 9.4.5. A description of the procedure to be followed by engine or vehicle owners to obtain correction of the non-conformity. This description shall include a date after which the remedial measures may be taken, the estimated time for the workshop to perform the repairs and where they can be done. The repair shall be done expediently, within a reasonable time after delivery of the vehicle.

• 9.4.6. A copy of the information transmitted to the engine or vehicle owner.

• 9.4.7. A brief description of the system which the manufacturer uses to assure an adequate supply of components or systems for fulfilling the remedial action. It shall be indicated when there will be an adequate supply of components or systems to initiate the campaign.

• 9.4.8. A copy of all instructions to be sent to those persons who are to perform the repair.

• 9.4.9. A description of the impact of the proposed remedial measures on the emissions, fuel consumption, driveability, and safety of each engine or vehicle type, covered by the plan of remedial measures with data, technical studies, etc., which support these conclusions.

• 9.4.10. Any other information, reports or data the approval authority may reasonably determine is necessary to evaluate the plan of remedial measures.

• 9.4.11. Where the plan of remedial measures includes a recall, a description of the method for recording the repair shall be submitted to the approval authority. If a label is used, an example of it shall be submitted.

• 9.5. The manufacturer may be required to conduct reasonably designed and necessary tests on components and engines incorporating a proposed change, repair, or modification to demonstrate the effectiveness of the change, repair, or modification.

10. REPORTING PROCEDURES

• 10.1. A technical report shall be submitted to the approval authority for each engine family tested. The report shall show the activities and results of the in-service conformity testing. The report shall include at least the following:

10.1.1.   General

• 10.1.1.1.Name and address of the manufacturer.

• 10.1.1.2.Address(es) of assembly plant(s).

• 10.1.1.3.The name, address, telephone and fax numbers and e-mail address of the manufacturer’s representative.

• 10.1.1.4.Type and commercial description (mention any variants).

• 10.1.1.5.Engine family.

• 10.1.1.6.Parent engine.

• 10.1.1.7.Engine family members.

• 10.1.1.8.The vehicle identification number (VIN) codes applicable to the vehicles equipped with an engine that is part of the in-service conformity check.

• 10.1.1.9.Means and location of identification of type, if marked on the vehicle.

• 10.1.1.10.Category of vehicle.

• 10.1.1.11.Type of engine: petrol, ethanol (E85), diesel/NG /LPG/ethanol (ED95) (Delete as appropriate).

• 10.1.1.12.The numbers of the type-approvals applicable to the engine types within the in-service family, including, where applicable, the numbers of all extensions and field fixes/recalls (reworks).

• 10.1.1.13.Details of extensions, field fixes/recalls to those type-approvals for the engines covered within the manufacturer’s information.

• 10.1.1.14.The engine build period covered within the manufacturer’s information (e.g. ‘vehicles or engines manufactured during the 2014 calendar year’).

10.1.2.   Engine/vehicle selection

• 10.1.2.1.Vehicle or engine location method.

• 10.1.2.2.Selection criteria for vehicles, engines, in-service families.

• 10.1.2.3.Geographical areas within which the manufacturer has collected vehicles.

10.1.3.   Equipment

• 10.1.3.1.PEMS Equipment, brand and type.

• 10.1.3.2.PEMS calibration.

• 10.1.3.3.PEMS power supply.

• 10.1.3.4.Calculation software and version used (e.g. EMROAD 4.0).

10.1.4.   Test data

• 10.1.4.1.Date and time of test.

• 10.1.4.2.Location of test including details information about the test route.

• 10.1.4.3.Weather/ambient conditions (e.g. temperature, humidity, altitude).

• 10.1.4.4.Distances covered per vehicle on the test route.

• 10.1.4.5.Test fuel specifications characteristics.

• 10.1.4.6.Reagent specification (if applicable).

• 10.1.4.7.Lubrication oil specification.

• 10.1.4.8.Emission test results according to Appendix 1 to this Annex.

10.1.5.   Engine information

• 10.1.5.1.Engine fuel type (e.g. diesel, ethanol ED95, NG, LPG, petrol, E85).

• 10.1.5.2.Engine combustion system (e.g. compressed ignition or positive ignition).

• 10.1.5.3.Type-approval number.

• 10.1.5.4.Engine rebuilt.

• 10.1.5.5.Engine manufacturer.

• 10.1.5.6.Engine model.

• 10.1.5.7.Engine production year and month.

• 10.1.5.8.Engine identification number.

• 10.1.5.9.Engine displacement [litres].

• 10.1.5.10.Number of cylinders.

• 10.1.5.11.Engine rated power [kW @ rpm].

• 10.1.5.12.Engine peak torque [Nm @ rpm].

• 10.1.5.13.Idle speed [rpm].

• 10.1.5.14.Manufacturer supplied full-load torque curve available (yes/no).

• 10.1.5.15.Manufacturer supplied full-load torque curve reference number.

• 10.1.5.16.DeNOx system (e.g. EGR, SCR).

• 10.1.5.17.Type of catalytic converter.

• 10.1.5.18.Type of Particulate trap.

• 10.1.5.19.After-treatment modified with respect to type-approval? (yes/no)

• 10.1.5.20.Engine ECU information (Software calibration number).

10.1.6.   Vehicle information

• 10.1.6.1.Vehicle owner.

• 10.1.6.2.Vehicle type (e.g. M3, N3) and application (e.g. rigid or articulated truck, city bus).

• 10.1.6.3.Vehicle manufacturer.

• 10.1.6.4.Vehicle Identification Number.

• 10.1.6.5.Vehicle registration number and country of registration.

• 10.1.6.6.Vehicle model.

• 10.1.6.7.Vehicle production year and month.

• 10.1.6.8.Transmission type (e.g. manual, automatic or other).

• 10.1.6.9.Number of forward gears.

• 10.1.6.10.Odometer reading at test start [km].

• 10.1.6.11.Gross vehicle combination weight rating (GVW) [kg].

• 10.1.6.12.Tire size [Not mandatory].

• 10.1.6.13.Tail pipe diameter [mm] [Not mandatory].

• 10.1.6.14.Number of axles.

• 10.1.6.15.Fuel tank(s) capacity [litres] [Not mandatory].

• 10.1.6.16.Number of fuel tanks [Not mandatory].

• 10.1.6.17.Reagent tank(s) capacity [litres] [Not mandatory].

• 10.1.6.18.Number of reagent tanks [Not mandatory].

10.1.7.   Test route characteristics

• 10.1.7.1.Odometer reading at test start [km]

• 10.1.7.1a.Odometer reading at test end [km].

• 10.1.7.2.Duration [s]

• 10.1.7.3.Average ambient conditions (as calculated from the instantaneous measured data)

• 10.1.7.4.Ambient conditions sensor information (type and location of sensors)

• 10.1.7.5.Vehicle speed information (for example cumulative speed distribution)

• 10.1.7.6.Shares of the time of the trip characterised by urban, rural and motorway operation as described in point 4.5.

• 10.1.7.7.Shares of the time of the trip characterised by accelerating, decelerating, cruising and stop as described in point 4.5.5.

• 10.1.7.8.Actual mass of the vehicle for the PEMS test with payload (kg).

10.1.8.   Instantaneous measured data

• 10.1.8.1.THC concentration [ppm].

• 10.1.8.2.CO concentration [ppm].

• 10.1.8.3.NOx concentration [ppm].

• 10.1.8.4.CO2 concentration [ppm].

• 10.1.8.5.CH4 concentration [ppm] for P.I. engines only.

• 10.1.8.5a.PM number concentration [#/cm³].

• 10.1.8.6.Exhaust gas flow [kg/h].

• 10.1.8.7.Exhaust temperature [°C].

• 10.1.8.8.Ambient air temperature [°C].

• 10.1.8.9.Ambient pressure [kPa].

• 10.1.8.10.Ambient humidity [g/kg] [Not mandatory].

• 10.1.8.11.Engine torque [Nm].

• 10.1.8.12.Engine speed [rpm].

• 10.1.8.13.Engine fuel flow [g/s].

• 10.1.8.14.Engine coolant temperature [°C].

• 10.1.8.15.Vehicle ground speed [km/h] from ECU and GPS.

• 10.1.8.16.Vehicle latitude [degree] (Accuracy needs to be sufficient to enable the traceability of the test route).

• 10.1.8.17.Vehicle longitude [degree].

10.1.8a.   OBFCM instantaneous measured data (if applicable)

• 10.1.8a.1. Total fuel consumed (lifetime) (kilograms).

• 10.1.8a.2. Total distance travelled (lifetime) (kilometres).

• 10.1.8a.3. Engine fuel rate (g/s).

• 10.1.8a.4. Vehicle fuel rate (g/s).

• 10.1.8a.5. Vehicle total mass (kg).

10.1.9.   Instantaneous calculated data

• 10.1.9.1.THC mass [g/s].

• 10.1.9.2.CO mass [g/s].

• 10.1.9.3.NOx mass [g/s].

• 10.1.9.4.CO2 mass [g/s].

• 10.1.9.5.CH4 mass [g/s] for P.I. engines only.

• 10.1.9.5a.PM number flux [#/s].

• 10.1.9.6.THC cumulated mass [g].

• 10.1.9.7.CO cumulated mass [g].

• 10.1.9.8.NOx cumulated mass [g].

• 10.1.9.9.CO2 cumulated mass [g].

• 10.1.9.10.CH4 cumulated mass [g] for P.I. engines only.

• 10.1.9.10a.PM number [#].

• 10.1.9.11.Calculated fuel rate[g/s].

• 10.1.9.12.Engine power [kW].

• 10.1.9.13.Engine work [kWh].

• 10.1.9.14.Work window duration [s].

• 10.1.9.15.Work window average engine power [%].

• 10.1.9.16.Work window THC conformity factor [-].

• 10.1.9.17.Work window CO conformity factor [-].

• 10.1.9.18.Work window NOx conformity factor [-].

• 10.1.9.19.Work window CH4 conformity factor [-] for P.I. engines only.

• 10.1.9.19a.Work window PM number conformity factor [-].

• 10.1.9.20.CO2 mass window duration [s].

• 10.1.9.21.CO2 mass window THC conformity factor [-].

• 10.1.9.22.CO2 mass window CO conformity factor [-].

• 10.1.9.23.CO2 mass window NOx conformity factor [-].

• 10.1.9.24.CO2 mass window CH4 conformity factor [-] for P.I. engines only.

• 10.1.9.24a.CO2 mass window PM number conformity factor [-].

10.1.10.   Averaged and integrated data

• 10.1.10.1.Average THC concentration [ppm] [Not mandatory].

• 10.1.10.2.Average CO concentration [ppm] [Not mandatory].

• 10.1.10.3.Average NOx concentration [ppm] [Not mandatory].

• 10.1.10.4.Average CO2 concentration [ppm] [Not mandatory].

• 10.1.10.5.Average CH4 concentration [ppm] for gas engines only [Not mandatory].

• 10.1.10.6.Average Exhaust gas flow [kg/h] [Not mandatory].

• 10.1.10.7.Average Exhaust temperature [°C] [Not mandatory].

• 10.1.10.8.THC emissions [g].

• 10.1.10.9.CO emissions [g].

• 10.1.10.10.NOx emissions [g].

• 10.1.10.11.CO2 emissions [g].

• 10.1.10.12.CH4 emissions [g] for gas engines only.

• 10.1.10.12a.PM number [#].

10.1.10a.   OBFCM values (if applicable)

• 10.1.10a.1. Total fuel consumed (lifetime) (kilograms) at test start.

• 10.1.10a.2. Total fuel consumed (lifetime) (kilograms) at test end.

• 10.1.10a.3. Total distance travelled (lifetime) (kilometres) at test start.

• 10.1.10a.4. Total distance travelled (lifetime) (kilometres) at test end.

• 10.1.10a.5. Accumulated Engine fuel rate (g).

• 10.1.10a.6. Accumulated Vehicle fuel rate (g).

• 10.1.10a.7. Average of vehicle total mass.

10.1.11.   Pass-fail results

• 10.1.11.1.Minimum, maximum, and 90 % cumulative percentile for:

• 10.1.11.2.Work window THC conformity factor [-].

• 10.1.11.3.Work window CO conformity factor [-].

• 10.1.11.4.Work window NOx conformity factor [-].

• 10.1.11.5.Work window CH4 conformity factor [-] for P.I. engines only.

• 10.1.11.5a.Work window PM number conformity factor [-].

• 10.1.11.6.CO2 mass window THC conformity factor [-].

• 10.1.11.7.CO2 mass window CO conformity factor [-].

• 10.1.11.8.CO2 mass window NOx conformity factor [-].

• 10.1.11.9.CO2 mass window CH4 conformity factor [-] for P.I. engines only.

• 10.1.11.9a.CO2 mass window PM number conformity factor [-].

• 10.1.11.10.Work window: Minimum and maximum average window power [%].

• 10.1.11.11.CO2 mass window: Minimum and maximum window duration [s].

• 10.1.11.12.Work window: Percentage of valid windows.

• 10.1.11.13.CO2 mass window: Percentage of valid windows.

10.1.12.   Test verifications

• 10.1.12.1.THC analyser zero, span and audit results, pre and post test.

• 10.1.12.2.CO analyser zero, span and audit results, pre and post test.

• 10.1.12.3.NOx analyser zero, span and audit results, pre and post test.

• 10.1.12.4.CO2 analyser zero, span and audit results, pre and post test.

• 10.1.12.4a.PM number analyser zero, pre and post test.

• 10.1.12.5.Data consistency check results, according to Section 3.2 of Appendix 1 to this Annex.

• 10.1.12.5.1.Results of the linear regression described in point 3.2.1 of Appendix 1 to this Annex including the slope of the regression line, m, coefficient of determination, r² and the intercept, b, of the y-axis of the regression line.

• 10.1.12.5.2.Result of the consistency check of the ECU data in accordance with point 3.2.2 of Appendix 1 to this Annex.

• 10.1.12.5.3.Result of the consistency check of the Brake-specific fuel consumption in accordance with point 3.2.3 of Appendix 1 to this Annex, including the calculated Brake-specific fuel consumption and the ratio of the calculated Brake-specific fuel consumption from the PEMS measurement and the declared Brake-specific fuel consumption for the WHTC test.

• 10.1.12.5.4.Result of the consistency check of the Odometer in accordance with point 3.2.4 of Appendix 1 to this Annex.

• 10.1.12.5.5.Result of the consistency check of the ambient pressure in accordance with point 3.2.5 of Appendix 1 to this Annex.

• 10.1.13. List of further attachments where these exist.

Appendix 1

Test procedure for vehicle emissions testing with portable emissions measurement systems

1. INTRODUCTION

This Appendix describes the procedure to determine pollutant emissions from on-vehicle on-road measurements using Portable Emissions Measurement Systems (hereinafter ‘PEMS’). The pollutant emissions to be measured from the exhaust of the engine include the following components: carbon monoxide, total hydrocarbons, nitrogen oxides and PM number for compression ignition engines and carbon monoxide, non-methane hydrocarbons, methane, nitrogen oxides and PM number for positive ignition engines. Additionally, carbon dioxide shall be measured to enable the calculation procedures described in Section 4.

For engines fuelled with natural gas, the manufacturer, technical service or approval authority may choose to measure the total hydrocarbon (THC) emissions only instead of measuring the methane and non-methane hydrocarbon emissions. In that case, the emission limit for the total hydrocarbon emissions is the same as the one specified in Annex I to Regulation (EC) No 595/2009 for methane emissions. For the purposes of the calculation of the conformity factors pursuant to points 4.2.3 and 4.3.2 of this Appendix, the applicable limit shall be the methane emission limit only.

For engines fuelled with gases other than natural gas, the manufacturer, technical service or approval authority may choose to measure the total hydrocarbon (THC) emissions instead of measuring the non-methane hydrocarbon emissions. In that case, the emission limit for the total hydrocarbon emissions is the same as the one specified in Annex I to Regulation (EC) No 595/2009 for non-methane hydrocarbon emissions. For the purposes of the calculation of the Conformity Factors pursuant to points 4.2.3 and 4.3.2 of this Appendix, the applicable limit shall be the non-methane emission limit.

2. TEST PROCEDURE

2.1.   General requirements

The tests shall be carried out with a PEMS comprised of:

• 2.1.1. Gas analysers and PM number analysers to measure the concentrations of regulated pollutants in the exhaust gas.

• 2.1.2. An exhaust mass flow meter based on the averaging Pitot or equivalent principle.

• 2.1.3. A Global Positioning System (hereinafter ‘GPS’).

• 2.1.4. Sensors to measure the ambient temperature and pressure.

• 2.1.5. A connection with the vehicle ECU).

2.2.   Test parameters

The parameters as specified in Table 1 shall be measured and recorded at a constant frequency of 1,0 Hz or higher. The original raw data shall be kept by the manufacturer and shall be made available, upon request, to the approval authority and the Commission:

Table 1

Test parameters

Parameter	Unit	Source
THC concentration [^E0032]	ppm	Gas analyser
CO concentration [^E0032]	ppm	Gas analyser
NOx concentration [^E0032]	ppm	Gas analyser
CO2 concentration [^E0032]	ppm	Gas analyser
CH4 concentration [^E0032] [^E0033]	ppm	Gas analyser
PM number concentration	#/cm3	PM number analyser
Dilution setting (if applicable)	-	PM number analyser
Exhaust gas flow	kg/h	Exhaust Flow Meter (hereinafter ‘EFM’)
Exhaust temperature	K	EFM
Ambient temperature [^E0034]	K	Sensor
Ambient pressure	kPa	Sensor
Engine torque [^E0035]	Nm	ECU or Sensor
Engine speed	rpm	ECU or Sensor
Engine fuel flow	g/s	ECU or Sensor
Engine coolant temperature	K	ECU or Sensor
Engine intake air temperature [^E0034]	K	Sensor
Vehicle ground speed	km/h	ECU and GPS
Vehicle latitude	degree	GPS
Vehicle longitude	degree	GPS
Total fuel consumed (lifetime) [^E0036]	kg	OBFCM device or ECU
Total distance travelled (lifetime) [^E0036]	km	OBFCM device or ECU
Engine fuel rate [^E0036]	g/s	OBFCM device or ECU
Vehicle fuel rate [^E0036]	g/s	OBFCM device or ECU
Vehicle total mass [^E0036]	kg	OBFCM device or ECU

Measured or corrected to a wet basis.

Gas engines only.

Use the ambient temperature sensor or an intake air temperature sensor.

The recorded value shall be either (a) the net brake engine torque in accordance with point 2.4.4 of this Appendix or (b) the net brake engine torque calculated from the torque values in accordance with point 2.4.4 of this Appendix.

Where applicable, for vehicles equipped with an engine with an on-board fuel and/or energy monitoring device in accordance with the requirements under Article 2 of Implementing Regulation (EU) 2025/2161.

The original raw data read out from the OBFCM device or ECU shall be made available to the approval authority and, upon request, to the Commission.

2.2.1.   Data reporting format

Emission values as well as any other relevant parameters shall be reported and exchanged as csv-formatted data file. Parameter values shall be separated by a comma, ASCII-Code #h2C. The decimal marker of numerical values shall be a point, ASCII-Code #h2E. Lines shall be terminated by carriage return, ASCII-Code #h0D. No thousands separators shall be used.

2.3.   Preparation of the vehicle

The preparation of the vehicle shall include the following:

• (a) the check of the OBD system: any identified problems once solved shall be recorded and presented to the approval authority;

• (b) the replacement of oil, fuel and reagent, if any.

2.4.   Installation of the measuring equipment

2.4.1.   Main Unit

Whenever possible, PEMS shall be installed in a location where it will be subject to minimal impact from the following:

• (a) ambient temperature changes;

• (b) ambient pressure changes;

• (c) electromagnetic radiation;

• (d) mechanical shock and vibration;

• (e) ambient hydrocarbons — if using a FID analyser that uses ambient air as FID burner air.

The installation shall follow the instructions issued by the PEMS manufacturer.

2.4.2.   Exhaust flow meter

The exhaust flow meter shall be attached to the vehicle’s tailpipe. The EFM sensors shall be placed between two pieces of straight tube whose length should be at least 2 times the EFM diameter (upstream and downstream). It is recommended to place the EFM after the vehicle silencer, to limit the effect of exhaust gas pulsations upon the measurement signals.

2.4.3.   Global Positioning System

The antenna shall be mounted at the highest possible location, without risking interference with any obstructions encountered during on-road operation.

2.4.4.   Connection with the vehicle ECU

A data logger shall be used to record the engine parameters listed in Table 1. This data logger can make use of the Control Area Network (CAN) bus of the vehicle to access the ECU data specified in Table 1 of Appendix 5 of Annex 9B to UNECE Regulation No 49 and broadcasted on the CAN according to standard protocols, such as SAE J1939, J1708 or ISO 15765-4. It may calculate the net brake engine torque or perform unit conversions.

2.4.5.   Sampling of gaseous emissions

The sample line shall be heated according to the specifications of point 2.3 of Appendix 2 and properly insulated at the connection points (sample probe and back of the main unit), to avoid the presence of cold spots that could lead to a contamination of the sampling system by condensed hydrocarbons.

The sample probe shall be installed in the exhaust pipe in accordance with the requirements set out in paragraph 9.3.10 of Annex 4 to UNECE Regulation No 49.

If the length of the sample line is changed, the system transport times shall be verified and if necessary corrected.

2.4.6.   Installation of PM number analyser

The installation and operation of the PEMS shall be leak-tight and minimise heat loss. To avoid the generation of particles, connectors shall be thermally stable at the exhaust gas temperatures expected during the test. Where elastomer connectors are used to connect the vehicle exhaust outlet and the connecting tube, those connectors shall have no contact with the exhaust gas to avoid artefacts at high engine load.

2.4.7.   Sampling of PM number emissions

Emissions sampling shall be representative and conducted at locations of well-mixed exhaust gas where the influence of ambient air downstream of the sampling point is minimal. Where applicable, emissions shall be sampled downstream of the exhaust mass flow meter, respecting a distance of at least 150 mm to the flow sensing element. The sampling probe shall be fitted at least 3 times the inner diameter of the exhaust pipe upstream of the point at which the exhaust exits into the environment. The exhaust shall be sampled from the centre of the exhaust stream. Where several probes are used for emissions sampling, the particle sampling probe shall be placed upstream of the other sampling probes. The particle sampling probe shall not interfere with the sampling of gaseous pollutants. The type and specifications of the probe and its mounting shall be documented in detail, either in the test report of the Technical Service (in the case of testing at type approval) or in the vehicle manufacturer’s own documentation (in case of in-service conformity testing).

Where particles are sampled and not diluted at the tailpipe, the sampling line from the raw exhaust sample point to the point of dilution or particle detector shall be heated to a minimum of 373 K (100 °C).

All parts of the sampling system, from the exhaust pipe to the particle detector, which are in contact with raw or diluted exhaust gas, shall be designed to minimise the deposition of particles. All parts shall be made from anti-static material to prevent electrostatic effects.

2.4.8.   OBFCM device

If an engine of the engine family is installed in a vehicle equipped with an on-board device for the monitoring and recording of fuel and/or energy consumption and mileage of motor vehicles in accordance with the requirements referred to in Article 2 of Implementing Regulation (EU) 2025/2161, then the test engine shall be equipped with that on-board device.

2.5.   Pre-test procedures

2.5.1.   Starting and stabilising the PEMS instruments

The main units shall be warmed up and stabilised according to the instrument manufacturer specifications until pressures, temperatures and flows have reached their operating set points.

2.5.2.   Cleaning the sampling system

To prevent system contamination, the sampling lines of the PEMS instruments shall be purged until sampling begins, according to the instrument manufacturer specifications.

2.5.3.   Checking and calibrating the analysers

The zero and span calibration and the linearity checks of the analysers shall be performed using calibration gases meeting the requirements set out in paragraph 9.3.3 of Annex 4 to UNECE Regulation No 49. A linearity check shall have been performed within three months before the actual test.

2.5.4.   Cleaning the EFM

The EFM shall be purged at the pressure transducer connections in accordance with the instrument manufacturer specifications. This procedure shall remove condensation and diesel particulate matter from the pressure lines and the associated flow tube pressure measurement ports.

2.5.5.   Checking the PM number analyser

The PEMS shall function free of errors and critical warnings. The zero level of the PM number analyser shall be recorded by sampling high efficiency particulate filtered ambient air (HEPA) at the inlet of the sampling line in the 12 hour-period before test start. The signal shall be recorded at a constant frequency of at least 1,0 Hz averaged over a period of 2 minutes. The final absolute concentration shall be within the manufacturer’s specifications and, in addition, shall not exceed 5 000 particles per cubic centimetre.

2.6.   Emissions test run

2.6.1.   Test start

For the purposes of the test procedure, ‘test start’ shall mean the first ignition of the internal combustion engine.

Emissions sampling, measurement of the exhaust parameters and recording of the engine and ambient data shall commence prior to the test start. Artificial warming up of the emission control systems of the vehicle prior to the test start shall be prohibited.

At test start, the temperature of the coolant shall not exceed the ambient temperature by more than 5 °C, and shall not exceed 303 K (30 °C). The data evaluation shall start once the coolant temperature has reached 303 K (30 °C) for the first time or once the coolant temperature is stabilised within +/– 2 K over a period of 5 minutes, whichever occurs first, but in any event no later than 10 minutes after test start.

Where applicable, the recording of the parameters set out in Table 1 as determined by the OBFCM device shall start at the test start.

2.6.2.   Test run

Emission sampling, measurement of the exhaust parameters and recording of the engine and ambient data shall continue throughout the normal in-use operation of the engine. The engine may be stopped and started, but emissions sampling shall continue throughout the entire test.

Periodic zero-checks of the PEMS gas analysers may be conducted every 2 hours and the results may be used to perform a zero drift correction. The data recorded during the checks shall be flagged and shall not be used for the emission calculations.

In case of interrupted GPS signal the GPS data may be calculated based on the ECU vehicle speed and a map, for a consecutive period of less than 60 s. If the cumulative loss of GPS signal exceeds 3 % of the total trip duration, the trip should be declared void.

Where applicable, the recording of the parameters set out in Table 1 as determined by the OBFCM device shall continue throughout the normal in-use operation of the engine.

2.6.3.   Test end

Test end is reached when the vehicle has completed the trip and the internal combustion engine is switched off.

The internal combustion engine shall be switched off as soon as practicable at the end of the trip. Data shall continue to be recorded until the response time of the sampling systems has elapsed.

Where applicable, the recording of the parameters set out in Table 1 as determined by the OBFCM device shall end at the test end. The odometer reading shall be recorded at test end.

2.7.   Verification of the measurements

2.7.1.   Checking of the analysers

The zero, span and linearity checks of the analysers as described in point 2.5.3. shall be performed using calibration gases meeting the requirements set out in paragraph 9.3.3 of Annex 4 to UNECE Regulation No 49.

2.7.2.   Zero drift

Zero response is defined as the mean response, including noise, to a zero gas during a time interval of at least 30 seconds. The drift of the zero response shall be less than 2 % of full scale on the lowest range used.

2.7.3.   Span drift

Span response is defined as the mean response, including noise, to a span gas during a time interval of at least 30 seconds. The drift of the span response shall be less than 2 % of full scale on the lowest range used.

2.7.4.   Drift verification

This shall apply only if, during the test, no zero drift correction was made.

As soon as practical but no later than 30 minutes after the test is complete the gaseous analyser ranges used shall be zeroed and spanned to check their drift compared to the pre-test results.

The following provisions shall apply for analyser drift:

• (a) if the difference between the pre-test and post-test results is less than 2 % as specified in points 2.7.2 and 2.7.3, the measured concentrations may be used uncorrected or shall, at the request of the manufacturer, be corrected for drift according to point 2.7.5.

• (b) if the difference between the pre-test and post-test results is equal to or greater than 2 % as specified in points 2.7.2 and 2.7.3, the test shall be voided or the measured concentrations shall be corrected for drift according to point 2.7.5.

2.7.5.   Drift correction

If drift correction is applied in accordance with point 2.7.4, the corrected concentration value shall be calculated in accordance with paragraph 8.6.1 of Annex 4 to UNECE Regulation No 49.

The difference between the uncorrected and the corrected brake-specific emission values shall be within ± 6 % of the uncorrected brake-specific emission values. If the drift is greater than 6 %, the test shall be voided. If drift correction is applied, only the drift-corrected emission results shall be used when reporting emissions.

2.7.6.   Checking the PM number analyser

The zero level of the PM number analyser shall be checked before test start and after test end and recorded in accordance with the requirements of point 2.5.5.

3. CALCULATION OF THE EMISSIONS

The final test result shall be rounded in one step to the number of places to the right of the decimal point indicated by the applicable emission standard plus one additional significant figure, in accordance with ASTM E 29-06b. No rounding of intermediate values leading to the final brake-specific emission result shall be allowed.

3.1.   Time alignment of data

To minimise the biasing effect of the time lag between the different signals on the calculation of mass emissions, the data relevant for emissions calculation shall be time aligned, as described in points 3.1.1 to 3.1.4.

3.1.1.   Analysers data

The data from the gas analysers shall be properly aligned using the procedure laid down in paragraph 9.3.5 of Annex 4 to UNECE Regulation No 49. The data from the PM number analyser shall be time aligned with its own transformation time, according to the instrument manufacturer’s instructions.

3.1.2.   Analysers and Exhaust Flow Meter (EFM) data

The data from the gas analysers and the PM number analysers shall be properly aligned with the data of the EFM using the procedure in point 3.1.4.

3.1.3.   PEMS and engine data

The data from the PEMS (gas analysers, PM number analyser and EFM) shall be properly aligned with the data from the engine ECU using the procedure in point 3.1.4.

3.1.4.   Procedure for improved time-alignment of the PEMS data

The test data listed in Table 1 are split into 3 different categories:

1	:	Gas analysers (THC, CO, CO2, NOx concentrations) and PM number analyser;
---	---	---
2	:	Exhaust Flow Meter (Exhaust mass flow and exhaust temperature);
---	---	---
3	:	Engine (Torque, speed, temperatures, fuel rate, vehicle speed from ECU).

The time alignment of each category with the other categories shall be verified by finding the highest correlation coefficient between two series of parameters. All the parameters in a category shall be shifted to maximise the correlation factor. The following parameters shall be used to calculate the correlation coefficients:

To time-align:

• (a) categories 1 and 2 (Analysers and EFM data) with category 3 (Engine data): the vehicle speed from the GPS and from the ECU;

• (b) category 1 with category 2: the CO2 concentration and the exhaust mass;

• (c) category 2 with category 3: the CO2 concentration and the engine fuel flow.

3.2.   Data consistency checks

3.2.1.   Analysers and EFM data

The consistency of the data (exhaust mass flow measured by the EFM and gas concentrations) shall be verified using a correlation between the measured fuel flow from the ECU and the fuel flow calculated using the formula in paragraph 8.4.1.7 of Annex 4 to UN/ECE Regulation No 49. A linear regression shall be performed for the measured and calculated fuel rate values. The method of least squares shall be used with the best fit equation having the form:

y = mx + b

where:

• y is the calculated fuel flow [g/s]

• m is the slope of the regression line

• x is the measured fuel flow [g/s]

• b is the y intercept of the regression line

The slope (m) and the coefficient of determination (r²) shall be calculated for each regression line. It is recommended to perform this analysis in the range from 15 % of the maximum value to the maximum value and at a frequency greater or equal to 1 Hz. For a test to be considered valid, the following two criteria shall be evaluated:

Table 2

Tolerances

Slope of the regression line, m	0,9 to 1,1 — Recommended
Coefficient of determination r2	min. 0,90 — Mandatory

3.2.2.   ECU torque data

The consistency of the ECU torque data shall be verified by comparing the maximum ECU torque values at different engine speeds with the corresponding values on the official engine full load torque curve according to Section 5 of Annex II.

3.2.3.   Brake-Specific Fuel Consumption

The Brake Specific Fuel Consumption (BSFC) shall be checked using:

• (a) the fuel consumption calculated from the emissions data (gas analyser concentrations and exhaust mass flow data), in accordance with the formula provided for in point 8.4.1.6 of Annex 4 to UNECE Regulation No 49;

• (b) the work calculated using the data from the ECU (Engine torque and engine speed).

3.2.4.   Odometer

The distance indicated by the vehicle odometer shall be checked against the GPS data and verified.

3.2.5.   Ambient pressure

The ambient pressure value shall be checked against the altitude indicated by the GPS data.

3.3.   Dry-Wet correction

If the concentration is measured on a dry basis, it shall be converted to a wet basis in accordance with the formula provided for in paragraph 8.1. of Annex 4 to UNECE Regulation No 49.

3.4.   NOx correction for humidity and temperature

The NOx concentrations measured by the PEMS shall not be corrected for ambient air temperature and humidity.

3.5.   Calculation of the instantaneous gaseous emissions

The mass emissions shall be determined as described in paragraph 8.4.2.3 of Annex 4 to UNECE Regulation No 49.

3.6.   Calculation of the instantaneous PM number emissions