LegalizeCommission Delegated Regulation (EU) No 134/2014 of 16 December 2013 supplementing Regulation (EU) No 168/2013 of the European Parliament and of the Council with regard to environmental and propulsion unit performance requirements and amending Annex V thereof Text with EEA relevance
In order to prove that a L7e-B all-terrain quad is designed for and capable of driving in off-road conditions and can therefore develop sufficient torque, the representative test vehicle shall be capable of climbing a gradient ≥ 25 % calculated for a solo vehicle. Before start of the verification test, the vehicle shall be parked on the slope (vehicle speed = 0 km/h).
Appendix 2.1
Determination of the maximum torque and maximum net power of spark-ignition engines for vehicle categories L1e, L2e and L6e
Accuracy of maximum torque and maximum net power measurements under full load
1.1.Torque: ± 2 % of torque measured.
1.2.Rotational speed: the measurement shall be accurate to ± 1 % of the full-scale reading.
1.3.Fuel consumption ± 2 % for all the devices used.
1.4.Temperature of engine induction air: ± 2 K.
1.5.Barometric pressure: ± 70 Pa.
1.6.Pressure in the exhaust and under pressure of the intake air: ± 25 Pa.
Test for the measurements of maximum torque and maximum net engine power
During the test, the accessories needed for operation of the engine in the application in question (as set out in Table Ap2.1-1) shall be located on the test bench as far as possible in the position they would occupy for that application.
| 2.1.2. | Table Ap2.1-1 Accessories to be fitted during the propulsion unit performance test in order to determine torque and net engine power No Accessories Fitted for the torque and net power test 1 Air intake system — Induction manifold — Air filter — Induction silencer — Crankcase emission-control system — Electrical control device, where fitted If series-mounted: yes 2 Exhaust system — Manifold — Pipe work (1) — Silencer (6) — Exhaust pipe (7) — Electrical control device, where fitted If series-mounted: yes 3 Carburettor If series-mounted: yes 4 Fuel injection system — Upstream filter — Filter — Fuel supply pump and high pressure pump if applicable — Compressed air pump in the case of DI air assist — Pipe work — Injector — Air inlet flap (2), where fitted — Fuel pressure/flow regulator, where fitted If series-mounted: yes 5 Maximum rotational speed-or power governors If series-mounted: yes 6 Liquid-cooling equipment — Radiator — Fan (3) — Water Pump — Thermostat (4) If series-mounted: yes (5) 7 Air cooling — Cowl — Blower (7) — Cooling temperature-regulating device(s) — Auxiliary bench blower If series-mounted: yes 8 Electrical equipment If series-mounted: yes (6) 9 Pollution-control devices (7) If series-mounted: yes 9 Lubrication system — Oil feeder If series-mounted: yes (1) If it is difficult to use the standard exhaust system, an exhaust system causing an equivalent pressure drop may be fitted for the test with the agreement of the manufacturer. In the test laboratory when the engine is in operation, the exhaust gas extraction system shall not cause in the extraction flue at the point where it is connected to the vehicle's exhaust system a pressure differing from atmospheric pressure by ± 740 Pa (7,40 mbar), unless, before the test, the manufacturer accepts a higher back pressure. (2) The air inlet flap shall be that which controls the pneumatic inject pump regulator. (3) Where a fan or blower may be disengaged, the net engine power shall first of all be stated with the fan (or blower) disengaged, followed by the net engine power with the fan (or blower) engaged. Where a fixed electrically or mechanically-operated fan cannot be fitted on the test bench, the power absorbed by that fan shall be determined at the same rotational speeds as those used when the engine power is measured. That power is deducted from the corrected power in order to obtain the net power. (4) The thermostat may be locked in the fully open position. (5) The radiator, fan, fan nozzle, water pump and thermostat shall, on the test bench, occupy as far as possible the same position relative to each other as if they were on the vehicle. If the radiator, fan, fan nozzle, water pump or thermostat have a position on the test bench which is different from that on the vehicle, this shall be described and noted in the test report. The liquid coolant shall be circulated solely by the water pump for the engine. It may be cooled either by the engine radiator or by an outside circuit, provided that the pressure drops within that circuit remain substantially the same as those in the engine cooling system. If fitted, the engine blind shall be open. (6) Minimum generator output: the generator supplies the current that is strictly needed to supply the accessories that are essential to the operation of the engine. The battery shall not receive any charge during the test. (7) Anti-pollution provisions may include, for example, exhaust-gas recirculation (EGR) system, catalytic converter, thermal reactor, secondary air-supply system and fuel-evaporation protecting system. | |
|---|---|---|
| No | Accessories | Fitted for the torque and net power test |
| 1 | Air intake system — Induction manifold — Air filter — Induction silencer — Crankcase emission-control system — Electrical control device, where fitted | If series-mounted: yes |
| 2 | Exhaust system — Manifold — Pipe work (1) — Silencer (6) — Exhaust pipe (7) — Electrical control device, where fitted | If series-mounted: yes |
| 3 | Carburettor | If series-mounted: yes |
| 4 | Fuel injection system — Upstream filter — Filter — Fuel supply pump and high pressure pump if applicable — Compressed air pump in the case of DI air assist — Pipe work — Injector — Air inlet flap (2), where fitted — Fuel pressure/flow regulator, where fitted | If series-mounted: yes |
| 5 | Maximum rotational speed-or power governors | If series-mounted: yes |
| 6 | Liquid-cooling equipment — Radiator — Fan (3) — Water Pump — Thermostat (4) | If series-mounted: yes (5) |
| 7 | Air cooling — Cowl — Blower (7) — Cooling temperature-regulating device(s) — Auxiliary bench blower | If series-mounted: yes |
| 8 | Electrical equipment | If series-mounted: yes (6) |
| 9 | Pollution-control devices (7) | If series-mounted: yes |
| 9 | Lubrication system — Oil feeder | If series-mounted: yes |
| (1) If it is difficult to use the standard exhaust system, an exhaust system causing an equivalent pressure drop may be fitted for the test with the agreement of the manufacturer. In the test laboratory when the engine is in operation, the exhaust gas extraction system shall not cause in the extraction flue at the point where it is connected to the vehicle's exhaust system a pressure differing from atmospheric pressure by ± 740 Pa (7,40 mbar), unless, before the test, the manufacturer accepts a higher back pressure. (2) The air inlet flap shall be that which controls the pneumatic inject pump regulator. (3) Where a fan or blower may be disengaged, the net engine power shall first of all be stated with the fan (or blower) disengaged, followed by the net engine power with the fan (or blower) engaged. Where a fixed electrically or mechanically-operated fan cannot be fitted on the test bench, the power absorbed by that fan shall be determined at the same rotational speeds as those used when the engine power is measured. That power is deducted from the corrected power in order to obtain the net power. (4) The thermostat may be locked in the fully open position. (5) The radiator, fan, fan nozzle, water pump and thermostat shall, on the test bench, occupy as far as possible the same position relative to each other as if they were on the vehicle. If the radiator, fan, fan nozzle, water pump or thermostat have a position on the test bench which is different from that on the vehicle, this shall be described and noted in the test report. The liquid coolant shall be circulated solely by the water pump for the engine. It may be cooled either by the engine radiator or by an outside circuit, provided that the pressure drops within that circuit remain substantially the same as those in the engine cooling system. If fitted, the engine blind shall be open. (6) Minimum generator output: the generator supplies the current that is strictly needed to supply the accessories that are essential to the operation of the engine. The battery shall not receive any charge during the test. (7) Anti-pollution provisions may include, for example, exhaust-gas recirculation (EGR) system, catalytic converter, thermal reactor, secondary air-supply system and fuel-evaporation protecting system. |
2.1.3. Certain vehicle accessories which are needed only for use of the vehicle itself, but which are likely to be mounted on the engine, shall be removed for the tests. The power absorbed by fixed equipment under no load may be determined and added to the power measured.
2.1.4. The radiator, fan, fan nozzle, water pump and thermostat shall, on the test bench, occupy as far as possible the same position relative to each other as if they were on the vehicle. If the radiator, fan, fan nozzle, water pump or thermostat have a position on the test bench which is different from that on the vehicle, the position on the test bench shall be described and noted in the test report.
The conditions applying to settings during the tests to determine maximum torque and maximum net power are set out in Table Ap2.1-2.
| 1 | Setting of carburettor(s) | Setting carried out in accordance with the manufacturer’s specifications for series production applied, without any other change, to the use under consideration |
|---|---|---|
| 2 | Setting of fuel injection pump flow-rate | |
| 3 | Ignition or injection setting (advance curve) | |
| 4 | (Electronic) Throttle Control | |
| 5 | Any other rotational speed governor setting | |
| 6 | (Noise and tailpipe) emission abatement system settings and devices |
2.3.1. The tests to determine maximum torque and maximum net power shall be carried out at full throttle, with the engine equipped as specified in Table Ap2.1-1.
2.3.2. The measurements shall be carried out under normal, stable operating conditions and the air supply to the engine shall be adequate. The engine shall have been run in under the conditions recommended by the manufacturer. The combustion chambers may contain deposits, but in limited quantities.
2.3.3. The test conditions selected, such as the temperature of the induction air, shall resemble the reference conditions (see point 3.2.) as closely as possible in order to reduce the correction factor.
2.3.4. The temperature of the engine induction air (ambient air) shall be measured at the most 0,15 m upstream of the air filter inlet or, if there is no filter, 0,15 m from the inlet air trumpet. The thermometer or thermocouple shall be protected against heat radiation and be placed directly in the airstream. It shall also be protected against vaporised fuel. An adequate number of positions shall be used in order to yield a representative average inlet temperature.
2.3.5. No measurement shall be taken until the torque, rate of rotation and temperatures have remained substantially constant for at least 30 seconds.
2.3.6. Once a rate of rotation has been selected for the measurements, its value shall not vary by more than ± 2 %.
2.3.7. Observed brake load and inlet-air temperature data shall be taken simultaneously and shall be the average of two stabilised consecutive values. In the case of the brake load, these values shall not vary by more than 2 %.
2.3.8. Where an automatically triggered device is used to measure rotational speed and consumption, the measurement shall last for at least ten seconds; if the measuring device is manually controlled, that period shall be at least 20 seconds.
2.3.9. The temperature of the liquid coolant recorded at the engine outlet shall be maintained at ± 5 K of the upper thermostat setting temperature specified by the manufacturer. If the manufacturer does not indicate any values, the temperature shall be 353,2 K ± 5 K. In the case of air-cooled engines, the temperature at a point specified by the manufacturer shall be maintained at + 0/– 20 K of the maximum temperature intended by the manufacturer under the reference conditions.
2.3.10. The fuel temperature shall be measured at the carburettor or injection system inlet and kept within the limits laid down by the manufacturer.
2.3.11. The temperature of the lubricating oil measured in the oil sump or at the outlet from the oil cooler, if fitted, shall be maintained within the limits established by the engine manufacturer.
2.3.12. The outlet temperature of the exhaust gases shall be measured at right angles to the exhaust flange(s) or manifold(s) or orifices.
2.3.13. The test fuel to be used shall be the reference fuel referred to in Appendix 2 of Annex II.
Measurements shall be taken at a sufficient number of engine speeds to define correctly the complete power curve between the lowest and the highest governed engine speeds recommended by the manufacturer. This range of speeds shall include the speeds of revolution at which the engine produces its maximum torque and at which it produces its maximum power. For each speed, the average of at least two stabilised measurements is to be determined.
2.5. The data to be recorded shall be those set out in the template of the test report referred to in Article 32(1) of Regulation (EU) No 168/2013
Power and torque correction factors
3.2.1. Temperature: 298,2 K (25 °C)
3.2.2. Dry reference pressure (pso): 99 kPa (990 mbar) Note: the dry reference pressure is based on a total pressure of 100 kPa and a water vapour pressure of 1 kPa.
Equation Ap2.1-2:
where:
3.3.1. Equation Ap2.1-2 applies only if: 0,93 ≤ α1 ≤ 1,07 If the limit values are exceeded, the corrected value obtained and the test conditions (temperature and pressure) shall be stated exactly in the test report.
Where:
— the measuring point is the output side of the crankshaft, this factor is equal to 1;
— the measuring point is not the output side of the crankshaft, this factor is calculated using the formula:
Equation Ap2.1-3: where nt is the efficiency of the transmission located between the crankshaft and the measuring point. This transmission efficiency nt is determined from the product (multiplication) of efficiency nj of each of the components of the transmission: Equation Ap2.1-4: nt = n1 · n2 · … · nj
| 3.4.1. | Table Ap2.1-3 Efficiency nj of each of the components of the transmission Type Efficiency Gear wheel Spur gear 0,98 Helical gear 0,97 Bevel gear 0,96 Chain Roller 0,95 Silent 0,98 Belt Cogged 0,95 Vee 0,94 Hydraulic coupling or convertor Hydraulic coupling (1) (1) 0,92 Hydraulic convertor (1) (1) 0,92 (1) The test may be carried out in temperature-controlled test chambers where the atmospheric conditions can be controlled. (2) If not locked up. | |
| --- | --- | --- | | Type | Efficiency | | | Gear wheel | Spur gear | 0,98 | | Helical gear | 0,97 | | | Bevel gear | 0,96 | | | Chain | Roller | 0,95 | | Silent | 0,98 | | | Belt | Cogged | 0,95 | | Vee | 0,94 | | | Hydraulic coupling or convertor | Hydraulic coupling (1) (1) | 0,92 | | Hydraulic convertor (1) (1) | 0,92 | | | (1) The test may be carried out in temperature-controlled test chambers where the atmospheric conditions can be controlled. (2) If not locked up. | | |
4. Maximum torque and maximum net power measurement tolerances
The maximum torque and the maximum net power of the engine as determined by the technical service to the satisfaction of the approval authority shall have a maximum acceptable tolerance of:
| Measured power | Acceptable tolerance maximum torque and maximum power |
|---|---|
| < 1 kW | ≤ 10 % |
| 1 kW ≤ measured power ≤ 6 kW | ≤ 5 % |
Engine speed tolerance when performing maximum torque and net power measurements: ≤ 3 %
Appendix 2.2
Determination of the maximum torque and maximum net power of spark-ignition engines for vehicle categories L3e, L4e, L5e and L7e
Accuracy of the measurements of maximum net power and maximum torque at full load
1.1.Torque: ± 1 % of the torque measured (11).
1.2.Rotational speed: the measurement shall be accurate to +/– 1 % of the full-scale reading.
1.3.Fuel consumption: ± 1 % overall for the apparatus used.
1.4.Engine inlet air temperature: ± 1 K.
1.5.Barometric pressure ± 70 Pa
1.6.Exhaust pressure and drop in intake air: ± 25 Pa
Tests to measure the maximum torque and maximum net engine power
During the test, it shall be possible to locate the accessories needed for operation of the engine in the application in question (as referred to in Table Ap2.2-1 on the test bench as far as possible in the positions that they would occupy for that application.
| 2.1.2. | Table Ap2.2-1 Accessories to be fitted during the propulsion unit performance test in order to determine torque and net engine power No Accessories Fitted for the torque and net power test 1 Air intake system — Induction manifold — Air filter — Induction silencer — Crankcase emission-control system — Electrical control device, where fitted If series-mounted: yes 2 Induction manifold heater If series-mounted: yes (if possible, it shall be set in the most favourable position) 3 Exhaust system — Exhaust manifold — Exhaust clean-up system (secondary air system) (where fitted) — Pipe work1 — Silencer1 — Exhaust pipe1 — Electrical control device, where fitted If series-mounted: yes 4 Carburettor If series-mounted: yes 5 Fuel injection system — Upstream filter — Filter — Fuel supply pump and high pressure pump if applicable — High-pressure lines — Injector — Air inlet flap2, where fitted — Fuel pressure / flow regulator, where fitted If series-mounted: yes 6 Maximum rotational speed-or power governors If series-mounted: yes 7 Liquid-cooling equipment — Engine bonnet — Radiator — Fan3 — Fan cowl — Water pump — Thermostat4 If series-mounted: yes5 8 Air cooling — Cowl — Blower3 — Cooling temperature-regulating device(s) — Auxiliary bench blower If series-mounted: yes 9 Electrical equipment If series-mounted: yes6 10 Super-charger or turbocharger, where fitted — Compressor driven directly by the engine or by the exhaust gases — Charge air cooler (1) — Coolant pump or fan (engine driven) — Coolant flow control device, where fitted. If series-mounted: yes 11 Pollution-control devices7 If series-mounted: yes 12 Lubrication system — Oil feeder — Oil cooler, where fitted. If series-mounted: yes (1) Charge air-cooled engines shall be tested with charge air cooling, whether liquid or air-cooled, but if the manufacturer prefers, a test bench may replace the air-cooled cooler. In either case, the measurement of power at each speed shall be made with the same pressure drop of the engine air across the charge air cooler on the test-bench system as those specified by the manufacturer for the system on the complete vehicle. | |
|---|---|---|
| No | Accessories | Fitted for the torque and net power test |
| 1 | Air intake system — Induction manifold — Air filter — Induction silencer — Crankcase emission-control system — Electrical control device, where fitted | If series-mounted: yes |
| 2 | Induction manifold heater | If series-mounted: yes (if possible, it shall be set in the most favourable position) |
| 3 | Exhaust system — Exhaust manifold — Exhaust clean-up system (secondary air system) (where fitted) — Pipe work1 — Silencer1 — Exhaust pipe1 — Electrical control device, where fitted | If series-mounted: yes |
| 4 | Carburettor | If series-mounted: yes |
| 5 | Fuel injection system — Upstream filter — Filter — Fuel supply pump and high pressure pump if applicable — High-pressure lines — Injector — Air inlet flap2, where fitted — Fuel pressure / flow regulator, where fitted | If series-mounted: yes |
| 6 | Maximum rotational speed-or power governors | If series-mounted: yes |
| 7 | Liquid-cooling equipment — Engine bonnet — Radiator — Fan3 — Fan cowl — Water pump — Thermostat4 | If series-mounted: yes5 |
| 8 | Air cooling — Cowl — Blower3 — Cooling temperature-regulating device(s) — Auxiliary bench blower | If series-mounted: yes |
| 9 | Electrical equipment | If series-mounted: yes6 |
| 10 | Super-charger or turbocharger, where fitted — Compressor driven directly by the engine or by the exhaust gases — Charge air cooler (1) — Coolant pump or fan (engine driven) — Coolant flow control device, where fitted. | If series-mounted: yes |
| 11 | Pollution-control devices7 | If series-mounted: yes |
| 12 | Lubrication system — Oil feeder — Oil cooler, where fitted. | If series-mounted: yes |
| (1) Charge air-cooled engines shall be tested with charge air cooling, whether liquid or air-cooled, but if the manufacturer prefers, a test bench may replace the air-cooled cooler. In either case, the measurement of power at each speed shall be made with the same pressure drop of the engine air across the charge air cooler on the test-bench system as those specified by the manufacturer for the system on the complete vehicle. |
2.1.3. Certain accessories which are necessary only for the operation of the vehicle itself, and which may be mounted on the engine, shall be removed for the test. Where accessories cannot be removed, the power absorbed by them under no load may be determined and added to the engine power measured.
The conditions applying to settings during the tests to determine maximum torque and maximum net power are set out in Table Ap2.1-2.
| 1 | Setting of carburettor(s) | Setting carried out in accordance with the manufacturer’s specifications for series production applied, without any other change, to the use under consideration |
|---|---|---|
| 2 | Setting of injection pump flow-rate | |
| 3 | Ignition or injection setting (advance curve) | |
| 4 | (Electronic) Throttle control | |
| 5 | Any other rotational speed governor setting | |
| 6 | (Noise and tailpipe) emission abatement system settings and devices |
2.3.1. The maximum-torque and net-power tests shall be conducted at full throttle, the engine being equipped as specified in Table Ap2.2-1.
2.3.2. The measurements shall be carried out under normal, stabilised operating conditions with an adequate fresh-air supply to the engine. The engine shall have been run in accordance with the manufacturer’s recommendations. Combustion chambers may contain deposits, but in limited quantities.
2.3.3. The test conditions selected, such as air inlet temperature, shall resemble reference conditions (see point 3.2.) as closely as possible in order to minimise the magnitude of the correction factor.
2.3.4. Where the cooling system on the test bench meets the minimum conditions for proper installation but nevertheless does not enable adequate cooling conditions to be reproduced and thus the measurements to be carried out in normal, stable operating conditions, the method described in Appendix 1 may be used.
2.3.5. The minimum conditions which shall be fulfilled by the test installation and the scope for conducting the tests in accordance with Appendix 1 are laid down as follows:
2.3.6. The temperature of the (ambient) inlet air to the engine shall be measured at no more than 0,15 m upstream from the point of entry into the air cleaner or, if no air cleaner is used, within 0,15 m of the air-inlet trumpet. The thermometer or thermocouple shall be shielded from radiant heat and be placed directly in the airstream. It shall also be shielded from fuel spray-back. A sufficient number of locations shall be used to give a representative average inlet temperature.
2.3.7. No data shall be taken until torque, speed and temperature have remained substantially constant for at least 30 seconds.
2.3.8. The engine speed during a run or reading shall not deviate from the selected speed by more than ± 1 % or ± 10 min–1, whichever is greater.
2.3.9. Observed brake load and inlet-air temperature data shall be taken simultaneously and shall be the average of two stabilised consecutive values. In the case of the brake load, these values shall not vary by more than 2 %.
2.3.10. The temperature of the coolant at the outlet from the engine shall be kept within ± 5 K of the upper thermostatically controlled temperature specified by the manufacturer. If no temperature is specified by the manufacturer, the temperature shall be 353,2 ± 5 K. For air-cooled engines, the temperature at a point indicated by the manufacturer shall be kept between + 0/ – 20 K of the maximum temperature specified by the manufacturer under the reference conditions.
2.3.11. The fuel temperature shall be measured at the inlet of the carburettor or injection system and be maintained within the limits set by the manufacturer.
2.3.12. The temperature of the lubricating oil measured in the oil sump or at the outlet from the oil cooler, if fitted, shall be maintained within the limits stipulated by the engine manufacturer.
2.3.13. The outlet temperature of the exhaust gases shall be measured at right angles to the exhaust flange(s), manifold(s) or orifices.
2.3.14. Where an automatically triggered device is used to measure engine speed and consumption, the measurement shall last at least ten seconds; if the measuring device is manually controlled, it shall measure for at least 20 seconds.
2.3.15. The test fuel to be used shall be the reference fuel referred to in Appendix 2 of Annex II.
2.3.16. If it is not possible to use the standard exhaust silencer, a device shall be used for the test that is compatible with the engine’s normal operating conditions, and specified by the manufacturer. During the laboratory tests in particular, when the engine is running, the exhaust gas extractor shall not, at the point where the exhaust system is connected to the test bench, give rise in the exhaust-gas extraction duct to a pressure differing from the atmospheric pressure by more than ± 740 Pa (7,4 mbar) unless the manufacturer has deliberately specified the back pressure existing before the test; in this case, the lower of the two pressures shall be used.
Measurements shall be taken at a sufficient number of engine speeds to define correctly the complete power curve between the lowest and the highest engine speeds recommended by the manufacturer. This range of speeds shall include the speeds of revolution at which the engine produces its maximum torque and at which it produces its maximum power. For each speed, the average of at least two stabilised measurements is to be determined.
The data to be recorded shall be those set out in the template of the test report referred to in Article 32(1) of Regulation (EU) No 168/2013.
Power and torque correction factors
3.2.1. Temperature: 298,2 K (25 °C)
3.2.2. Dry reference pressure (pso): 99 kPa (990 mbar) Note: the dry reference pressure is based on a total pressure of 100 kPa and a water vapour pressure of 1 kPa.
3.2.3. 3.2.3.1.During the test, the atmospheric conditions shall lie within the following range: 283,2 K < T < 318,2 K where T is test temperature (K).
Equation Ap2.2-2:
where:
3.3.1. Equation Ap2.2-2 applies only if: If the limit values are exceeded, the corrected value obtained shall be stated and the test conditions (temperature and pressure) stated exactly in the test report.
Where:
— the measuring point is the output side of the crankshaft, this factor is equal to 1;
— the measuring point is not the output side of the crankshaft, this factor is calculated using the formula:
Equation Ap2.2-2:
where nt is the efficiency of the transmission located between the crankshaft and the measuring point.
This transmission efficiency nt is determined from the product (multiplication) of efficiency nj of each of the components of the transmission:
Equation Ap2.2-3:
| 3.4.1. | Table Ap2.1-3 Efficiency nj of each of the components of the transmission Type Efficiency Gear wheel Spur gear 0,98 Helical gear 0,97 Bevel gear 0,96 Chain Roller 0,95 Silent 0,98 Belt Cogged 0,95 Vee 0,94 Hydraulic coupling or convertor Hydraulic coupling9 0,92 Hydraulic convertor9 0,92 | |
| --- | --- | --- | | Type | Efficiency | | | Gear wheel | Spur gear | 0,98 | | Helical gear | 0,97 | | | Bevel gear | 0,96 | | | Chain | Roller | 0,95 | | Silent | 0,98 | | | Belt | Cogged | 0,95 | | Vee | 0,94 | | | Hydraulic coupling or convertor | Hydraulic coupling9 | 0,92 | | Hydraulic convertor9 | 0,92 | |
4. Maximum torque and maximum net power measurement tolerances
The maximum torque and the maximum net power of the engine as determined by the technical service to the satisfaction of the approval authority shall have a maximum acceptable tolerance of:
| Measured power | Acceptable tolerance maximum torque and maximum power |
|---|---|
| ≤ 11 kW | ≤ 5 % |
| > 11 kW | ≤ 2 % |
Engine speed tolerance when performing maximum torque and net power measurements: ≤ 1,5 %
Appendix 2.2.1
Measurement of maximum torque and maximum net engine power by means of the engine-temperature method
Test conditions
1.1.The tests to determine maximum torque and maximum net power shall be carried out at full throttle, the engine being equipped as specified in Table Ap2.2-1
1.2.The measurements shall be taken under normal operating conditions and the supply of induction air to the engine shall be adequate. Engines shall have been run in under the conditions recommended by their manufacturer. The combustion chambers of spark-ignition engines may contain deposits, but in limited quantities.
The test conditions selected, such as the temperature of the induction air, shall resemble the reference conditions (see point 3.2.) as closely as possible in order to reduce the magnitude of the correction factor.
1.3.The temperature of the air ingested into the engine shall be measured at a maximum distance of 0,15 m from the air filter inlet or, if there is no filter, 0,15 m from the air inlet trumpet. The thermometer or thermocouple shall be protected against radiant heat and placed directly in the air stream. It shall also be shielded from fuel spray-back. A sufficient number of locations shall be used to give a representative average inlet temperature.
1.4.The engine speed during a measurement run shall not deviate by more than ± 1 % from the selected speed while readings are taken.
1.5.The brake load readings for the test engine shall be taken from the dynamometer when the temperature of the engine monitor has reached the set value, the speed of the engine being held virtually constant.
1.6.Brake load, fuel consumption and inlet air-temperature readings shall be taken simultaneously; the reading adopted for measurement purposes is the average of two stabilised values. For brake load and fuel consumption, these values shall differ by less than 2 %.
1.7.The fuel consumption readings shall begin when it is certain that the engine has reached a specific speed.
Where an automatically triggered device is used to measure rotational speed and consumption, the measurement shall last at least ten seconds; if the measuring device is manually controlled, it shall last at least 20 seconds.
1.8.Where the engine is liquid-cooled, the temperature of the coolant at the outlet from the engine shall be kept within ± 5 K of the upper thermostatically controlled temperature specified by the manufacturer. If no temperature is specified by the manufacturer, the temperature recorded shall be 353,2 ± 5 K.
Where the engine is air-cooled, the temperature recorded at the spark-plug washer shall be the temperature specified by the manufacturer ± 10 K. If the manufacturer has not specified any temperature, that recorded shall be 483 ± 10 K.
1.9.The temperature of the spark-plug washers on air-cooled engines shall be measured with a thermometer incorporating a thermocouple and a seal ring.
1.10.The fuel temperature at the inlet of the injection pump or carburettor shall be maintained within the limits set by the manufacturer.
1.11.The temperature of the lubricating oil, measured in the oil sump or at the outlet from the oil cooler, if fitted, shall be within the limits set by the manufacturer.
1.12.The exhaust gas temperature shall be measured at a point at right angles to the exhaust orifice flange(s) or manifold(s).
1.13.The fuel used shall be that referred to in appendix 2 of Annex II.
1.14.If it is not possible to use the standard exhaust silencer for the test, a device shall be used that is compatible with the normal speed of the engine as specified by its manufacturer. In particular, when the engine is operating in the test laboratory, the exhaust gas extraction system shall not cause a pressure differing from atmospheric pressure by ± 740 Pa (7,40 mbar) in the extraction flue at the point of connection with the exhaust system of the vehicle, unless the manufacturer has deliberately specified the back pressure existing before the test, in which case the lower of the two pressures shall be used.
Appendix 2.3
Determination of the maximum torque and maximum net power of L-category vehicles equipped with a compression ignition engine
Accuracy of the measurement of full load torque and power
1.1. Torque: ± 1 % of measured torque
1.2. The measurement shall be accurate to within ± 1 % of the full-scale reading. Engine speed shall be measured preferably with an automatically synchronised revolution counter and chronometer (or counter-timer).
1.3. Fuel consumption: ± 1 % of measured consumption.
1.4. Fuel temperature: ± 2 K.
1.5. Engine inlet air temperature: ± 2 K.
1.6. Barometric pressure: ± 100 Pa.
1.7. Pressure in inlet manifold (12): ± 50 Pa.
1.8. Pressure in vehicle exhaust pipe: 200 Pa.
Tests to measure the maximum torque and maximum net engine power
During the test it is possible to locate the accessories needed for operation of the engine in the application in question (as referred to in Table Ap2.3-1 on the test bench as far as possible in the positions that they would occupy for that application.
| 2.1.2. | Table Ap2.3-1 Accessories to be fitted during the propulsion unit performance test in order to determine torque and net engine power No Accessories Fitted for the torque and net power test 1 Air intake system — Induction manifold — Air filter (1) — Induction silencer — Crankcase emission-control system — Electrical control device, where fitted If series-mounted: yes 2 Induction manifold heater If series-mounted: yes (if possible, it shall be set in the most favourable position) 3 Exhaust system — Exhaust purifier — Exhaust manifold — Pipe work (2) — Silencer (2) — Exhaust pipe (2) — Exhaust brake (3) — Electrical control device, where fitted If series-mounted: yes 5 Fuel injection system — Upstream filter — Filter — Fuel supply pump (4) and high pressure pump if applicable — High-pressure lines — Injector — Air intake valve (5), where fitted — Fuel pressure / flow regulator, where fitted If series-mounted: yes 6 Maximum rotational speed-or power governors (1) If series-mounted: yes 7 Liquid-cooling equipment — Engine bonnet — Bonnet air outlet — Radiator — Fan (3) — Fan cowl — Water pump — Thermostat (4) If series-mounted: yes (5) 8 Air cooling — Cowl — Blower (6) (7) — Cooling temperature-regulating device(s) — Auxiliary bench blower If series-mounted: yes 9 Electrical equipment If series-mounted: yes (8) 10 Super-charger or turbocharger, where fitted — Compressor driven directly by the engine or by the exhaust gases — Charge air cooler (2) — Coolant pump or fan (engine driven) — Coolant flow control device, where fitted. If series-mounted: yes 11 Pollution-control devices (7) If series-mounted: yes 12 Lubrication system — Oil feeder — Oil cooler, where fitted. If series-mounted: yes (1) The complete air intake system shall be fitted as provided for the intended application: — where there is a risk of an appreciable effect on the engine power, — in the case of two-stroke engines, — when the manufacturer requests that this should be done. In other cases, an equivalent system may be used and a check should be made to ascertain that the intake pressure does not differ by more than 100 Pa from the limit specified by the manufacturer for a clean air filter. (2) The complete exhaust system shall be fitted as provided for the intended application: — where there is a risk of an appreciable effect on the engine power, — in the case of two-stroke engines, — when the manufacturer requests that this should be done. In other cases an equivalent system may be installed provided the pressure measured at the exit of the engine exhaust system does not differ by more than 1 000 Pa from that specified by the manufacturer. The exit of the engine exhaust system is defined as a point 150 mm downstream from the termination of the part of the exhaust system mounted on the engine. (3) If an exhaust brake is incorporated in the engine, the throttle valve shall be held in the fully open position. (4) The fuel-feed pressure may be adjusted, if necessary, to reproduce the pressures existing in the particular engine application (particularly when a ‘fuel-return’ system is used). (5) The air-intake valve is the control valve for the pneumatic governor of the injection pump. The governor or the fuel-injection equipment may contain devices which can affect the amount of injected fuel. (6) The radiator, fan, fan nozzle, water pump and thermostat shall, on the test bench, occupy as far as possible the same position relative to each other as if they were on the vehicle. If any of them have a position on the test bench which is different from that on the vehicle, this shall be described and noted in the test report. The cooling-liquid circulation shall be operated by the engine water pump only. Cooling of the liquid may be produced either by the engine radiator or by an external circuit, provided that the pressure loss of this circuit and the pressure at the pump inlet remain substantially the same as those of the engine cooling system. The radiator shutter, if incorporated, shall be in the open position. Where the fan, radiator and cowl system cannot conveniently be fitted to the engine, the power absorbed by the fan when separately mounted in its correct position in relation to the radiator and cowl (if used) shall be determined at the speeds corresponding to the engine speeds used for measurement of the engine power either by calculation from standard characteristics or by practical tests. This power, corrected to the standard atmospheric conditions defined in point 4.2, shall be deducted from the corrected power. (7) Where a disconnectable or progressive fan or blower is incorporated, the test shall be carried out with the disconnectable fan (or blower) disconnected or with the progressive fan or blower running at maximum slip. (8) Minimum power of the generator: the power of the generator shall be no more than that required to operate accessories which are indispensable for the operation of the engine. If the connection of a battery is necessary, a fully-charged battery in good order shall be used. | |
|---|---|---|
| No | Accessories | Fitted for the torque and net power test |
| 1 | Air intake system — Induction manifold — Air filter (1) — Induction silencer — Crankcase emission-control system — Electrical control device, where fitted | If series-mounted: yes |
| 2 | Induction manifold heater | If series-mounted: yes (if possible, it shall be set in the most favourable position) |
| 3 | Exhaust system — Exhaust purifier — Exhaust manifold — Pipe work (2) — Silencer (2) — Exhaust pipe (2) — Exhaust brake (3) — Electrical control device, where fitted | If series-mounted: yes |
| 5 | Fuel injection system — Upstream filter — Filter — Fuel supply pump (4) and high pressure pump if applicable — High-pressure lines — Injector — Air intake valve (5), where fitted — Fuel pressure / flow regulator, where fitted | If series-mounted: yes |
| 6 | Maximum rotational speed-or power governors (1) | If series-mounted: yes |
| 7 | Liquid-cooling equipment — Engine bonnet — Bonnet air outlet — Radiator — Fan (3) — Fan cowl — Water pump — Thermostat (4) | If series-mounted: yes (5) |
| 8 | Air cooling — Cowl — Blower (6) (7) — Cooling temperature-regulating device(s) — Auxiliary bench blower | If series-mounted: yes |
| 9 | Electrical equipment | If series-mounted: yes (8) |
| 10 | Super-charger or turbocharger, where fitted — Compressor driven directly by the engine or by the exhaust gases — Charge air cooler (2) — Coolant pump or fan (engine driven) — Coolant flow control device, where fitted. | If series-mounted: yes |
| 11 | Pollution-control devices (7) | If series-mounted: yes |
| 12 | Lubrication system — Oil feeder — Oil cooler, where fitted. | If series-mounted: yes |
| (1) The complete air intake system shall be fitted as provided for the intended application: — where there is a risk of an appreciable effect on the engine power, — in the case of two-stroke engines, — when the manufacturer requests that this should be done. In other cases, an equivalent system may be used and a check should be made to ascertain that the intake pressure does not differ by more than 100 Pa from the limit specified by the manufacturer for a clean air filter. (2) The complete exhaust system shall be fitted as provided for the intended application: — where there is a risk of an appreciable effect on the engine power, — in the case of two-stroke engines, — when the manufacturer requests that this should be done. In other cases an equivalent system may be installed provided the pressure measured at the exit of the engine exhaust system does not differ by more than 1 000 Pa from that specified by the manufacturer. The exit of the engine exhaust system is defined as a point 150 mm downstream from the termination of the part of the exhaust system mounted on the engine. (3) If an exhaust brake is incorporated in the engine, the throttle valve shall be held in the fully open position. (4) The fuel-feed pressure may be adjusted, if necessary, to reproduce the pressures existing in the particular engine application (particularly when a ‘fuel-return’ system is used). (5) The air-intake valve is the control valve for the pneumatic governor of the injection pump. The governor or the fuel-injection equipment may contain devices which can affect the amount of injected fuel. (6) The radiator, fan, fan nozzle, water pump and thermostat shall, on the test bench, occupy as far as possible the same position relative to each other as if they were on the vehicle. If any of them have a position on the test bench which is different from that on the vehicle, this shall be described and noted in the test report. The cooling-liquid circulation shall be operated by the engine water pump only. Cooling of the liquid may be produced either by the engine radiator or by an external circuit, provided that the pressure loss of this circuit and the pressure at the pump inlet remain substantially the same as those of the engine cooling system. The radiator shutter, if incorporated, shall be in the open position. Where the fan, radiator and cowl system cannot conveniently be fitted to the engine, the power absorbed by the fan when separately mounted in its correct position in relation to the radiator and cowl (if used) shall be determined at the speeds corresponding to the engine speeds used for measurement of the engine power either by calculation from standard characteristics or by practical tests. This power, corrected to the standard atmospheric conditions defined in point 4.2, shall be deducted from the corrected power. (7) Where a disconnectable or progressive fan or blower is incorporated, the test shall be carried out with the disconnectable fan (or blower) disconnected or with the progressive fan or blower running at maximum slip. (8) Minimum power of the generator: the power of the generator shall be no more than that required to operate accessories which are indispensable for the operation of the engine. If the connection of a battery is necessary, a fully-charged battery in good order shall be used. |
2.1.3. Certain vehicle accessories necessary only for the operation of the vehicle and which may be mounted on the engine shall be removed for the test. The following non-exhaustive list is given as an example: Where accessories cannot be removed, the power absorbed by them in the unloaded condition may be determined and added to the measured engine power.
2.1.4. For the accessories used in starting compression-ignition engines, the two following cases shall be considered: In either case, the system for producing and accumulating the energy necessary for starting is fitted and operated in the unloaded condition.
The conditions applying to settings during the tests to determine maximum torque and maximum net power are set out in Table Ap2.3-2.
| 1 | Setting of injection pump delivery system | Setting carried out in accordance with the manufacturer’s specifications for series production applied, without any other change, to the use under consideration |
|---|---|---|
| 2 | Ignition or injection setting (timing curve) | |
| 3 | (Electronic) Throttle control | |
| 4 | Any other rotational speed governor setting | |
| 5 | (Noise and tailpipe) emission abatement system settings and devices |
2.3.1. The maximum-torque and net-power tests shall be conducted at full load fuel-injection pump setting, the engine being equipped as specified in Table Ap2.3-1.
2.3.2. The measurements shall be carried out under normal, stabilised operating conditions with an adequate fresh-air supply to the engine. The engine shall have been run in accordance with the manufacturer’s recommendations. Combustion chambers may contain deposits, but in limited quantities.
2.3.3. The test conditions selected, such as air inlet temperature, shall resemble reference conditions (see point 3.2.) as closely as possible in order to minimise the magnitude of the correction factor.
2.3.4. The temperature of the (ambient) inlet air to the engine shall be measured at no more than 0,15 m upstream from the point of entry into the air cleaner or, if no air cleaner is used, within 0,15 m of the air-inlet trumpet. The thermometer or thermocouple shall be shielded from radiant heat and be placed directly in the airstream. It shall also be shielded from fuel spray-back. A sufficient number of locations shall be used to give a representative average inlet temperature.
2.3.7. No data shall be taken until torque, speed and temperature have remained substantially constant for at least 30 seconds.
2.3.8. The engine speed during a run or reading shall not deviate from the selected speed by more than ± 1 % or ± 10 min–1, whichever is greater.
2.3.9. Observed brake-load and inlet-air temperature data shall be taken simultaneously and shall be the average of two stabilised consecutive values. In the case of the brake load, these values shall not vary more than 2 %.
2.3.10. The temperature of the coolant at the outlet from the engine shall be kept within ± 5 K of the upper thermostatically controlled temperature specified by the manufacturer. If no temperature is specified by the manufacturer, the temperature shall be 353,2 ± 5 K. For air-cooled engines, the temperature at a point indicated by the manufacturer shall be kept between + 0 / – 20 K of the maximum temperature specified by the manufacturer under the reference conditions.
2.3.11. The fuel temperature shall be measured at the inlet of the injection system and maintained within the limits set by the manufacturer.
2.3.12. The temperature of the lubricating oil measured in the oil sump or at the outlet from the oil cooler, if fitted, shall be maintained within the limits established by the engine manufacturer.
2.3.13. The outlet temperature of the exhaust gases shall be measured at right angles to the exhaust flange(s), manifold(s) or orifices.
2.3.14. An auxiliary regulating system may be used if necessary to maintain the temperature within the limits specified in points 2.3.10., 2.3.11 and 2.3.12.
2.3.15. Where an automatically triggered device is used to measure engine speed and consumption, the measurement shall last at least ten seconds; if the measuring device is manually controlled, it shall measure for at least 20 seconds.
2.3.16. The test fuel to be used shall be the reference fuel referred to in Appendix 2 of Annex II.
2.3.17. If it is not possible to use the standard exhaust silencer for the test, a device shall be used that is compatible with the engine’s normal operating conditions, and specified by the manufacturer. During the laboratory tests in particular, when the engine is running, the exhaust gas extractor shall not, at the point where the exhaust system is connected to the test bench, give rise in the exhaust-gas extraction duct to a pressure differing from the atmospheric pressure by more than ± 740 Pa (7,4 mbar) unless the manufacturer has deliberately specified the back pressure existing before the test; in this case, the lower of the two pressures shall be used.
Measurements shall be taken at a sufficient number of engine speeds to define correctly the complete power curve between the lowest and the highest engine speeds recommended by the manufacturer. This range of speeds shall include the speeds of revolution at which the engine produces its maximum torque and at which it produces its maximum power. For each speed, the average of at least two stabilised measurements is to be determined.
In the case of compression-ignition engines, the exhaust gases shall be examined during the test for compliance with the requirements for test type II.
The data to be recorded are those set out in the template of the test report referred to in Article 32(1) of Regulation (EU) No 168/2013.
Power and torque correction factors
3.2.1. Temperature: 298,2 K (25 °C)
3.2.2. Dry reference pressure (pso): 99 kPa (990 mbar) Note: the dry reference pressure is based on a total pressure of 100 kPa and a water vapour pressure of 1 kPa.
Equation Ap2.3-2:
The power correction factor (αd) for compression-ignition engines at constant fuel rate is obtained by applying the formula:
where:
This factor indicates the effects of environmental conditions (pressure, temperature and humidity) on the air drawn in by the engine. The atmospheric factor formula differs according to type of engine.
Equation Ap2.3-3:
where:
Equation Ap2.3-4:
fm is a function of qc (fuel flow corrected) as follows:
Equation Ap2.3-5:
where:
Equation Ap2.3-6:
where:
3.3.2.1. This formula is valid for a value interval of qc included between 40 mg/(litre · cycle) and 65 mg/(litre · cycle). For qc values lower than 40 mg/(litre · cycle), a constant value of fm equal to 0.3 (fm = 0.3) will be taken. For qc values higher than 65 mg/(litre · cycle), a constant value of fm equal to 1.2 = (fm = 1.2) will be taken (see the figure).
3.3.2.2. Figure Ap2.3-1
Characteristic parameter fm for each type of engine and adjustment as function of corrected fuel flow
For a test to be valid, the correction factor αd shall be such that:
0,9 αd ≤ 1.1
If these limits are exceeded, the corrected value obtained shall be given and the test conditions (temperature and pressure) stated precisely in the test report.
Measuring maximum torque and maximum net power tolerances
The tolerances set out in point 4 of Appendix 2.2 shall apply.
Appendix 2.4
Determination of the maximum torque and maximum power of L-category vehicles equipped with a hybrid propulsion
Requirements
The maximum total torque and maximum total power of the hybrid propulsion assembly of combustion engine and electric motor shall be measured according to the requirements of Appendix 2.2.
The maximum total torque and maximum total power of the hybrid propulsion assembly of combustion engine and electric motor shall be measured according to the requirements of Appendix 2.3.
Paragraph 1.1. or 1.2. shall apply and, in addition, the maximum torque and maximum continuous rated power of the electric motor shall be measured according to the requirements of Appendix 3.
1.4. If the hybrid technology used on the vehicle allows multi-mode hybrid running conditions, the same procedure shall be repeated for each mode and the highest measured propulsion unit performance value shall be taken as the final test result of the propulsion unit performance test procedure.
Manufacturer’s obligation
The vehicle manufacturer shall ensure that the test set-up of the test vehicle equipped with a hybrid propulsion shall result in the maximum attainable total torque and power being measured. Any series-mounted feature resulting in a higher propulsion unit performance in terms of maximum design vehicle speed, maximum total torque or maximum total power shall be regarded as a defeat device.
Appendix 3
Requirements concerning the methods for measuring the maximum torque and maximum continuous rated power of a pure electric propulsion type
Requirements
1.1.L-category vehicles equipped with a pure electric propulsion shall meet all the relevant requirements with regard to the measurements of the maximum torque and the maximum thirty minute power of electric drive trains set out in UNECE regulation No 85.
1.2.By means of derogation if the manufacturer can prove to the technical service to the satisfaction of the approval authority that the vehicle is physically not capable of achieving the thirty minutes speed the maximum fifteen minute speed may be used instead.
Appendix 4
Requirements concerning the method for measuring the maximum continuous rated power, switch-off distance and maximum assistance factor of an L1e category vehicle designed to pedal referred to in Article 3(94)(b) and pedal cycles as referred to in Article 2(2)(h) of Regulation (EU) No 168/2013
1. Scope
1.1.Sub-category L1e-A vehicle;
1.2.Sub-category L1e-B vehicle equipped with pedal assistance referred to in Article 3(94b) of Regulation (EU) No 168/2013;
1.3.Pedal cycles with pedal assistance as referred to in Article 2(2)(h) of Regulation (EU) No 168/2013.
Exemption
L1e vehicles within the scope of this Appendix shall be exempted from the requirements of Appendix 1.
3. Test procedures and requirements
3.1. Test procedure to measure the maximum design vehicle speed up to which the auxiliary motor provides pedal assist.
The test procedure and measurements shall be performed in conformity with appendix 1 or alternatively with point 4.2.6.2. of EN 15194:2009.
3.2. The maximum continuous rated power shall be measured in accordance with Appendix 3 or, alternatively, in accordance with the test procedure set out in Section 4.2.7 of EN 15194:2009.
3.3. After stopping with pedalling, the assistance of the motor shall switch off in a driving distance ≤ 3 m. The testing vehicle speed is 90 % of the maximum assistance speed. The measurements shall be taken in accordance with EN 15194:2009. For vehicles fitted with an assistance modulator, it shall not be activated during the test. —————
| 3.4. | Test procedure to measure the maximum assistance factor3.4.1.The ambient temperature shall be between 278,2 K and 318,2 K. 3.4.2.The test vehicle shall be powered by its corresponding propulsion battery. The propulsion battery with maximum capacity shall be used for this test procedure. 3.4.3.The battery shall be fully charged using the charger to be specified by the vehicle manufacturer. 3.4.4.One motor of the test bench shall be attached to the crank or crank axis of the test vehicle. This test bench crank motor shall simulate the driving action of the rider and shall be capable of running variable rotation speeds and torques. It shall reach a rotation frequency of 90 rpm and a maximum continuous rated torque of 50 Nm. 3.4.5.A brake or a motor simulating the losses and inertia of the vehicle shall be attached to a drum below the rear wheel of the test vehicle. 3.4.6.For vehicles equipped with a motor driving the front wheel, an additional brake or an additional motor shall be attached to a drum below the front wheel, simulating the losses and inertia of the vehicle. 3.4.7.If the assistance level of the vehicle is variable, it has to be set to maximum assistance. 3.4.8.The following points of operation shall be tested: Table Ap4-1 operation points to test the maximum assistance factor Point of operation Simulated rider input power (+/– 10 %) in (W) Target vehicle speed () (+/– 10 %) in (km/h) Desired pedalling cadence () in (rpm) A 80 20 60 B 120 35 70 C 160 40 80 (1) If the target vehicle speed cannot be reached, the measurement shall be performed at the maximum vehicle speed reached. (2) Select gear closest to required rpm rate for the point of operation. 3.4.9.The maximum assistance factor shall be calculated according to the following formula: Equation Ap4-1: where: The mechanical motor power of the test vehicle shall be calculated from the sum of the mechanical brake motor power minus the mechanical input power of the test bench crank motor (in W). | ||
|---|---|---|---|
| Point of operation | Simulated rider input power (+/– 10 %) in (W) | Target vehicle speed () (+/– 10 %) in (km/h) | Desired pedalling cadence () in (rpm) |
| A | 80 | 20 | 60 |
| B | 120 | 35 | 70 |
| C | 160 | 40 | 80 |
| (1) If the target vehicle speed cannot be reached, the measurement shall be performed at the maximum vehicle speed reached. (2) Select gear closest to required rpm rate for the point of operation. |
ANNEX XI
Vehicle propulsion family with regard to environmental performance demonstration tests
Introduction
1.1. In order to alleviate the test burden on manufacturers when demonstrating the environmental performance of vehicles these may be grouped as a vehicle propulsion family. One or more parent vehicles shall be selected from this group of vehicles by the manufacturer to the satisfaction of the approval authority that shall be used to demonstrate environmental performance test types I to VIII. Parent vehicles to demonstrate test type IX on sound level shall follow the requirements set out in the UNECE regulations referred to in point 2 of Annex IX.
1.2. An L-category vehicle may continue to be regarded as belonging to the same vehicle propulsion family provided that the vehicle variant, version, propulsion, pollution-control system and OBD parameters listed in Table 11-1 are identical or remain within the prescribed and declared tolerances.
1.3. For the environmental test types I to XIII a representative parent vehicle shall be selected within the boundaries set by the classification criteria laid down in point 3.
Definitions
2.1. ‘variable cam phasing or lift’ means allowing the lift, the opening and closing duration or timing of the intake or exhaust valves to be modified while the engine is in operation;
2.2. ‘communication protocol’ means a system of digital message formats and rules for messages exchanged in or between computing systems or units;
2.3. ‘common rail’ means a fuel supply system to the engine in which a common high pressure is maintained;
2.4. ‘intercooler’ means a heat exchanger that removes waste heat from the compressed air by a charger before entering into the engine, thereby improving volumetric efficiency by increasing intake air charge density;
2.5. ‘electronic throttle control’ (ETC) means the control system consisting of sensing of driver input via the accelerator pedal or handle, data processing by the control unit(s), resulting actuation of the throttle and throttle position feedback to the control unit in order to control the air charge to the combustion engine;
2.6. ‘boost control’ means a device to control the boost level produced in the induction system of a turbocharged or supercharged engine;
2.7. ‘SCR system’ means a system capable of converting gaseous pollutants into harmless or inert gases by injecting a consumable reagent, which is a reactive substance to reduce tailpipe emissions and which is adsorbed onto a catalytic converter;
2.8. ‘lean NOx adsorber’ means a storage of NOx fitted into the exhaust system of a vehicle which is purged by the release of a reactant in the exhaust flow;
2.9. ‘cold-start device’ means a device that temporarily enriches the air/fuel mixture of the engine, thus assisting the engine to start;
2.10. ‘starting aid’ means a device which assists engine start up without enrichment of the air/fuel mixture such as glow plugs, injection timing and spark delivery adaptations; ‘exhaust gas recirculation (EGR) system’ means part of the exhaust gas flow led back to or remaining in the combustion chamber of an engine in order to lower the combustion temperature;
3. Classification criteria
| # | Classification criteria description | Test type I | Test type II | Test type V | Test type VII | Test type VIII (1) | |
| --- | --- | --- | --- | --- | --- | --- | --- | | | Stage I | Stage II | | | | | | | 1. | Vehicle | | | | | | | | 1.1. | category; | X | X | X | X | X | X | | 1.2. | sub-category; | X | X | X | X | X | X | | 1.3. | the inertia of a vehicle variant(s) or version(s) within two inertia categories above or below the nominal inertia category; | X | | X | X | X | X | | 1.4. | overall gear ratios (+/– 8 %); | X | | X | X | X | X | | 2. | Propulsion family characteristics | | | | | | | | 2.1. | number of engines or electric motors; | X | X | X | X | X | X | | 2.2. | hybrid operation mode(s) (parallel/sequential/other); | X | X | X | X | X | X | | 2.3. | number of cylinders of the combustion engine; | X | X | X | X | X | X | | 2.4. | engine capacity (+/– 2 %) (2) of the combustion engine; | X | X | X | X | X | X | | 2.5. | number and control (variable cam phasing or lift) of combustion engine valves; | X | X | X | X | X | X | | 2.6. | monofuel/bifuel/flex fuel H2NG/multifuel; | X | X | X | X | X | X | | 2.7. | fuel system (carburettor/scavenging port/port fuel injection/direct fuel injection/common rail/pump-injector/other); | X | X | X | X | X | X | | 2.8. | fuel storage (3); | | | | | X | X | | 2.9. | type of cooling system of combustion engine; | X | X | X | X | X | X | | 2.10. | combustion cycle (PI/CI/two-stroke/four-stroke/other); | X | X | X | X | X | X | | 2.11. | intake air system (naturally aspirated/charged (turbocharger/super-charger)/intercooler/boost control) and air induction control (mechanical throttle/electronic throttle control/no throttle); | X | X | X | X | X | X | | 3. | Pollution control system characteristics | | | | | | | | 3.1. | propulsion exhaust (not) equipped with catalytic converter(s); | X | X | X | X | | X | | 3.2. | catalytic converter(s) type; | X | X | X | X | | X | | 3.2.1. | number and elements of catalytic converters; | X | X | X | X | | X | | 3.2.2. | size of catalytic converters (volume of monolith(s) +/– 15 %); | X | X | X | X | | X | | 3.2.3. | operation principle of catalytic activity (oxidising, three-way, heated, SCR, other.); | X | X | X | X | | X | | 3.2.4. | precious metal load (identical or higher); | X | X | X | X | | X | | 3.2.5. | precious metal ratio (+/– 15 %); | X | X | X | X | | X | | 3.2.6. | substrate (structure and material); | X | X | X | X | | X | | 3.2.7. | cell density; | X | X | X | X | | X | | 3.2.8. | type of casing for the catalytic converter(s); | X | X | X | X | | X | | 3.3. | propulsion exhaust (not) equipped with particulate filter (PF); | X | X | X | X | | X | | 3.3.1. | PF types; | X | X | X | X | | X | | 3.3.2. | number and elements of PF; | X | X | X | X | | X | | 3.3.3. | size of PF (volume of filter element +/– 10 %); | X | X | X | X | | X | | 3.3.4. | operation principle of PF (partial/wall-flow/other); | X | X | X | X | | X | | 3.3.5. | active surface of PF; | X | X | X | X | | X | | 3.4. | propulsion (not) equipped with periodically regenerating system; | X | X | X | X | | X | | 3.4.1. | periodically regenerating system type; | X | X | X | X | | X | | 3.4.2. | operation principle of periodically regenerating system; | X | X | X | X | | X | | 3.5. | propulsion (not) equipped with selective catalytic converter reduction (SCR) system; | X | X | X | X | | X | | 3.5.1. | SCR system type; | X | X | X | X | | X | | 3.5.2. | operation principle of periodically regenerating system; | X | X | X | X | | X | | 3.6. | propulsion (not) equipped with lean NOx trap/absorber; | X | X | X | X | | X | | 3.6.1. | lean NOx trap/absorber type; | X | X | X | X | | X | | 3.6.2. | operation principle of lean NOx trap/absorber; | X | X | X | X | | X | | 3.7. | propulsion (not) equipped with a cold-start device or starting aid device(s); | X | X | X | X | | X | | 3.7.1. | cold-start or starting aid device type; | X | X | X | X | | X | | 3.7.2. | operation principle of cold start or starting aid device(s); | X | X | X | X | X | X | | 3.7.3. | Activation time of cold-start or starting aid device(s) and/or duty cycle (only limited time activated after cold start/continuous operation); | X | X | X | X | X | X | | 3.8. | propulsion (not) equipped with O2 sensor for fuel control; | X | X | X | X | X | X | | 3.8.1. | O2 sensor types; | X | X | X | X | X | X | | 3.8.2. | operation principle of O2 sensor (binary/wide range/other); | X | X | X | X | X | X | | 3.8.3. | O2 sensor interaction with closed-loop fuelling system (stoichiometry/lean or rich operation); | X | X | X | X | X | X | | 3.9. | propulsion (not) equipped with exhaust gas recirculation (EGR) system; | X | X | X | X | | X | | 3.9.1. | EGR system types; | X | X | X | X | | X | | 3.9.2. | operation principle of EGR system (internal/external); | X | X | X | X | | X | | 3.9.3. | maximum EGR rate (+/– 5 %); | X | X | X | X | | X | | (1) The same family criteria also apply to functional on-board diagnostics set out in Annex XII of Regulation (EU) No 44/2014. (2) maximum 30 % acceptable for test type VIII (3) Only for vehicles equipped with storage for gaseous fuel | | | | | | | | | # | Classification criteria description | Test type III | Test type IV | | --- | --- | --- | --- | | 1. | Vehicle | | | | 1.1. | Category; | X | X | | 1.2. | Subcategory; | | X | | 2. | System | | | | 2.1. | propulsion (not) equipped with crankcase ventilation system; | X | | | 2.1.1. | crankcase ventilation system type; | X | | | 2.1.2. | operation principle of crank case ventilation system (breather / vacuum / overpressure); | X | | | 2.2. | propulsion (not) equipped with evaporative emission control system; | | X | | 2.2.1. | evaporative emission control system type; | | X | | 2.2.2. | operation principle of evaporative emission control system (active / passive / mechanically or electronically controlled); | | X | | 2.2.3. | identical basic principle of fuel/air metering (e.g. carburettor / single point injection / multi point injection / engine speed density through MAP/ mass airflow); | | X | | 2.2.4. | identical material of the fuel tank and liquid fuel hoses is identical; | | X | | 2.2.5. | the fuel storage volume is within a range of +/– 50 %; | | X | | 2.2. | the setting of the fuel storage relief valve is identical; | | X | | 2.2.6. | identical method of storage of the fuel vapour (i.e. trap form and volume, storage medium, air cleaner (if used for evaporative emission control) etc.); | | X | | 2.2.7. | identical method of purging of the stored vapour (e.g. air flow, purge volume over the driving cycle); | | X | | 2.2.8. | identical method of sealing and venting of the fuel metering system; | | X |
5. Extension of type-approval regarding test type IV
5.1. The type-approval shall be extended to vehicles equipped with a control system for evaporative emissions which meet the evaporative emission control family classification criteria listed in point 5.3. The worst-case vehicle with regard to the cross-section and approximate hose length shall be tested as a parent vehicle.
5.2. The manufacturer may request to use one of the following approaches based on a ‘certification by design’ strategy to extend the approval for evaporative emissions: 5.2.1. Carry-across approach 5.2.2. Worst-case configuration approach If the vehicle manufacturer has successfully carried out permeability or permeation testing on a worst-case fuel tank configuration, these test data may be used to certify by design other fuel tanks which are otherwise similar in terms of material (including additives), fuel pump plate and filler cap/neck. The worst-case configuration shall be the fuel tank design with the thinnest walls or the smallest interior surface area.
ANNEX XII
Amendment of part A of Annex V to Regulation (EU) No 168/2013
1.Part A of Annex V to Regulation (EU) No 168/2013 is replaced by the following:
‘(A) Environmental tests and requirements
L-category vehicles may be type-approved only if they comply with the following environmental requirements:
| Test type | Description | Requirements: limit values | Subclassification criteria in addition to Article 2 and Annex I | Requirements: test procedures |
|---|---|---|---|---|
| I | Tailpipe emissions after cold start | Annex VI (A) | Point 4.3 of Annex II to Commission Delegated Regulation (EU) No 134/2014 | Annex II to Commission Delegated Regulation (EU) No 134/2014 |
| II | — PI or Hybrid (5) equipped with PI: emissions at idling and increased idling speed — CI or Hybrid with CI engine: free acceleration test | Directive 2009/40/EC (6) | Point 4.3 of Annex II to Commission Delegated Regulation (EU) No 134/2014 | Annex III to Commission Delegated Regulation (EU) No 134/2014 |
| III | Emissions of crankcase gases | Zero emission, closed crankcase. Crankcase emissions shall not be discharged directly into the ambient atmosphere from any vehicle throughout its useful life. | Point 3.2 of Annex XI to Commission Delegated Regulation (EU) No 134/2014 | Annex IV to Commission Delegated Regulation (EU) No 134/2014 |
| IV | Evaporative emissions | Annex VI (C) | Point 3.2 of Annex XI to Commission Delegated Regulation (EU) No 134/2014 | Annex V to Commission Delegated Regulation (EU) No 134/2014 |
| V | Durability of pollution control devices | Annexes VI and VII | SRC-LeCV: point 2 of Appendix 1 to Annex VI to Commission Delegated Regulation (EU) No 134/2014 USA EPA AMA: point 2.1 of Appendix 2 to Annex VI to Commission Delegated Regulation (EU) No 134/2014 | Annex VI to Commission Delegated Regulation (EU) No 134/2014 |
| VI | A test-type VI has not been attributed | Not applicable | Not applicable | Not applicable |
| VII | CO2 emissions, fuel and/or electric energy consumption and electric range | Measurement and reporting, no limit value for type- approval purposes | Point 4.3 of Annex II to Commission Delegated Regulation (EU) No 134/2014 | Annex VII to Commission Delegated Regulation (EU) No 134/2014 |
| VIII | OBD environmental tests | Annex VI (B) | Point 4.3 of Annex II to Commission Delegated Regulation (EU) No 134/2014 | Annex VIII to Commission Delegated Regulation (EU) No 134/2014 |
| IX | Sound level | Annex VI (D) | When UNECE regulations Nos 9, 41, 63 or 92 replace the EU proprietary requirements set out in the delegated act on environmental and propulsion performance requirements, the (sub-) classification criteria laid down in those UNECE regulations (Annex 6) shall be selected with reference to test type IX sound level tests. | Annex IX to Commission Delegated Regulation (EU) No 134/2014’ |
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