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
- 3.5.3.3.This test is carried out by measuring the engine power curve. The net maximum power and the top speed measurements with the replacement silencer shall not deviate by more than ±5 % from those taken under the same conditions with the original equipment silencer.
- 3.5.4. Additional provisions relating to silencers as separate technical units containing fibrous material
Fibrous material may not be used in the construction of such silencers unless the requirements set out in point 2.4.1 are met.
- 3.5.5. Evaluation of the pollutant emissions of vehicles equipped with a replacement silencer system.
The vehicle referred to in point 3.2.3.3, equipped with a silencer of the type for which approval is requested, shall undergo a type I, II and V test under the conditions described in the corresponding Annexes to this Regulation according to the type-approval of the vehicle.
The requirements regarding emissions shall be deemed to be fulfilled if the results are within the limit values according to the type-approval of the vehicle
Appendix 4
Test track specification
0. Introduction
This Appendix lays down specifications relating to the physical characteristics and the layout of the test track paving.
Required characteristics of surface
A surface is considered to conform to this Regulation if its texture and void content or noise absorption coefficient have been measured and found to fulfil the requirements of points 1.1 to 1.4 and the design requirements (point 2.2) have been met.
1.1. Residual void content
The residual void content, Vc, of the test track paving mixture shall not exceed 8 %. The measurement procedure is set out in point 3.1.
1.2. Noise absorption coefficient
If the surface fails to comply with the residual void content requirement, it is acceptable only if its noise absorption coefficient, α ≤ 0,10. The measurement procedure is set out in point 3.2.
The requirement of points 1.1 and 1.2 is also met if only noise absorption has been measured and found to be: α ≤ 0,10.
1.3. Texture depth
The texture depth (TD) measured according to the volumetric method (see point 3.3) shall be:
TD ≥ 0,4 mm.
1.4. Homogeneity of the surface
Every practical effort shall be made to ensure that the surface is as homogenous as possible within the test area. This includes the texture and void content, but it shall be noted that if the rolling process results in more effective rolling in some places than others, the texture may be different and unevenness causing bumps may occur.
1.5. Period of testing
In order to check whether the surface continues to conform to the texture and void content or noise absorption requirements of this specification, periodic testing of the surface shall be performed at the following intervals:
- (a) for residual void content or noise absorption:
- — when the surface is new; if the surface meets the requirements when new, no further periodical testing is required,
- — if the surface does not meet the requirement when new, it may do so subsequently because surfaces tend to become clogged and compacted with time;
- (b) for texture depth (TD):
- — when the surface is new,
- — when the noise testing starts (NB at least four weeks after laying),
- — every twelve months thereafter.
Test surface design
2.1. Area
When designing the test track layout, it is important to ensure that, as a minimum requirement, the area traversed by the vehicles running through the test strip is covered with the specified test material with suitable margins for safe and practical driving. This will require that the width of the track is at least 3 m and the length of the track extends beyond lines AA and BB by at least 10 m at either end. Figure Ap4-1 shows a plan of a suitable test site and indicates the minimum area which shall be machine-laid and machine-compacted with the specified test surface material.
Figure Ap4-1
Minimum requirements for test surface area
Image omitted; see official source
2.2. Design requirements for the surface
The test surface shall meet four design requirements:
- (a) it shall be a dense asphaltic concrete;
- (b) the maximum chipping size shall be 8 mm (tolerances allow from 6.3 to 10 mm);
- (c) the thickness of the wearing course shall be ≥ 30 mm;
- (d) the binder shall be a straight penetration-grade bitumen without modification.
As a guide to the test surface constructor, an aggregate grading curve which will give the desired characteristics is shown in Figure Ap4-2. In addition, Table Ap4-1 gives guidelines for obtaining the desired texture and durability. The grading curve fits the following formula:
Equation Ap4-1:
Image omitted; see official source
where:
- d square mesh sieve size, in mm
- dmax 8 mm for the mean curve
- dmax 10 mm for the lower tolerance curve
- dmax 6,3 mm for the upper tolerance curve
In addition:
- — the sand fraction (0,063 mm < square mesh sieve size < 2 mm) shall include no more than 55 % natural sand and least 45 % crushed sand,
- — the base and sub-base shall ensure good stability and evenness, according to best road construction practice,
- — the chippings shall be crushed (100 % crushed faces) and of a material with a high resistance to crushing,
- — the chippings used in the mix should be washed,
- — no extra chippings shall be added onto the surface,
- — the binder hardness expressed as PEN value shall be 40 to 60, 60 to 80 or 80 to 100, depending on climatic conditions. As hard a binder as possible shall be used, provided this is consistent with common practice,
- — the temperature of the mix before rolling shall be such as to achieve the required void content by subsequent rolling. In order to satisfy the specifications of points 1.1 to 1.4 as regards compactness, attention shall be paid to an appropriate choice of mixing temperature, an appropriate number of passes and the choice of compacting vehicle.
Figure Ap4-2
Grading curve of the aggregate in the asphaltic mix, with tolerances
Image omitted; see official source
Table Ap4-1
Design guidelines
| Target values | Target values | Tolerances | |
|---|---|---|---|
| By total mass of mix | By mass of the approcase | Tolerances | |
| Mass of stones, square mesh sieve (SM) > 2 mm | 47,6 % | 50,5 % | ± 5 |
| Mass of sand 0,063 < SM < 2 mm | 38,0 % | 40,2 % | ± 5 |
| Mass of filter SM < 0,063 mm | 8,8 % | 9,3 % | ± 2 |
| Mass of binder (bitumen) | 5,8 % | N.A. | ± 0,5 |
| Maximum chipping size | 8 mm | 8 mm | 6,3-10 |
| Binder hardness | (see below) | (see below) | |
| Polished stone value (PSV) | > 50 | > 50 | |
| Compactness, relative to Marshall compactness | 98 % | 98 % |
Test methods
3.1 Measurement of the residual void content
For the purpose of this measurement, cores are taken from at least four different points of the track which are equally distributed in the test area between lines AA and BB (see Figure Ap4-1). In order to avoid creating a lack of homogeneity and unevenness in the wheel tracks, cores shall not be taken in the tracks themselves, but close to them. At least two cores shall be taken close to the wheel tracks and at least one approximately midway between the tracks and each microphone location.
If there is a suspicion that the homogeneity requirement is not met (see point 1.4), cores shall be taken from more points in the test area.
The residual void content must be determined for each core. The average value for all cores is calculated and compared with the requirement of point 1.1. In addition, no single core shall have a void value of over 10 %.
The test surface constructor is reminded that problems may arise where the test area is heated by pipes or electrical wires. Cores shall be taken from this area and such installations shall be carefully planned with respect to future core drilling locations. It is recommended that a few areas of approximately 200 × 300 mm be left where there are no wires or pipes, or where the latter are located deep enough not to be damaged by cores taken from the surface layer.
3.2. Noise absorption coefficient
The noise absorption coefficient (normal incidence) is measured by the impedance tube method using the procedure specified in ISO 10534-1:1996: ‘Determination of sound absorption coefficient and impedance in impedance tubes – Part 1: Method using standing wave ratio’.
The same requirements apply to test specimens as to residual void content (see point 3.1).
The noise absorption is measured in the range 400 to 800 Hz and in the range 800 to 1 600 Hz (at least at the centre frequencies of third octave bands) and the maximum values shall be identified for both of these frequency ranges. The values for all test scores are averaged to constitute the final result.
3.3. Volumetric macro texture measurement
Texture depth measurements are taken from at least ten points evenly spaced along the wheel tracks of the test strip and the average value is compared with the specified minimum texture depth. See Annex F to ISO 10844:2011 for a description of the procedure.
Stability in time and maintenance
4.1. Age influence
It is expected that the tyre/road noise levels measured on the test surface may increase slightly in the first 6 to 12 months after construction.
The surface will achieve its required characteristics at least four weeks after construction.
Stability over time is determined mainly by the polishing and compaction caused by vehicles driving on the surface. It shall be periodically checked as stated in point 1.5.
4.2. Maintenance of the surface.
Loose debris or dust which could significantly reduce the effective texture depth shall be removed from the surface. Salt may alter the surface temporarily or even permanently in such a way as to increase noise and it is therefore not recommended that it be used for de-icing.
4.3. Repaving the test area
It is not necessary to repave more than the test strip (3 m wide in Figure Ap4-1) where vehicles are driving provided the area outside the strip met the residual void content or noise absorption requirements when it was measured.
Documentation of the surface and of tests performed on it
5.1. Documentation of the test surface
The following data shall be given in a document describing the test surface:
- (a) the location of the test track;
- (b) type of binder, binder hardness, type of aggregate, maximum theoretical density of the concrete (‘DR’), thickness of the wearing course and grading curve determined from cores from the test track;
- (c) method of compaction (e.g. type of roller, roller mass, number of passes);
- (d) temperature of the mix, temperature of the ambient air and wind speed during laying of the surface;
- (e) date when the surface was laid and identity of contractor;
- (f) all, or at least the latest, test results, including:
- (i) the residual void content of each core;
- (ii) the locations in the test area from which the cores for void measurement were taken;
- (iii) the noise absorption coefficient of each core (if measured), specifying the results both for each core and each frequency range as well as the overall average;
- (iv) the locations in the test area from which the cores for absorption measurement were taken;
- (v) texture depth, including the number of tests and standard deviation;
- (vi) the institution responsible for tests (i) and (iii) and the type of equipment used;
- (vii) date of the test(s) and date when the cores were taken from the test track.
5.2. Documentation of vehicle noise tests
In the document describing the vehicle noise test(s), it shall be stated whether all the requirements were fulfilled or not. Reference shall be made to a document in accordance with point 5.1.
ANNEX X
Testing procedures and technical requirements as regards propulsion unit performance
| Appendix Number | Appendix title |
| --- | --- | | 1. | Requirements concerning the method for measuring the maximum design vehicle speed | | 1.1 | Procedure for defining the correction coefficient for the annular vehicle speed-test track | | 2. | Requirements concerning the methods for measuring the maximum torque and maximum net power of a propulsion containing a combustion engine or a hybrid propulsion type | | 2.1 | Determination of the maximum torque and maximum net power of spark-ignition engines for vehicle categories L1e, L2e and L6e | | 2.2 | Determination of the maximum torque and maximum net power of spark-ignition engines for vehicle categories L3e, L4e, L5e and L7e | | 2.2.1. | Measurement of maximum torque and maximum net engine power by means of the engine-temperature method | | 2.3. | Determination of the maximum torque and maximum net power of L-category vehicles equipped with a compression ignition engine | | 2.4. | Determination of the maximum torque and maximum power of L-category vehicles equipped with a hybrid propulsion | | 3. | Requirements concerning the methods for measuring the maximum torque and maximum continuous rated power of a pure electric propulsion type | | 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 |
Introduction
- 1.1.In this Annex requirements are set out with regard to the output performance of the propulsion units of L-category vehicles, in particular with regard to measurement of the maximum design vehicle speed, the maximum torque, the maximum net power or maximum continuous rated power. In addition for L1e category vehicles designed to pedal specific requirements are set out to determine the switch-off distance and maximum assistance factor of the propulsion units.
- 1.2.The requirements are custom tailored for L-category vehicles equipped with propulsion units referred to in Article 4(3) of Regulation (EU) No 168/2013.
Test procedures
The test procedures set out in appendices 1 to 4 shall be used for the type-approval of L-category vehicles.
Appendix 1
Requirements concerning the method for measuring the maximum design vehicle speed
Scope
Measurement of the maximum design vehicle speed is obligatory for L-category vehicles that are limited in maximum design vehicle speed in accordance with Annex I to Regulation (EU) No 168/2013, which concerns (sub-)categories L1e, L2e, L6e and L7e-B1 and L7e-C.
Test vehicle
- 2.1. The test vehicles used for propulsion unit performance tests shall be representative of the vehicle type with regard to the propulsion unit performance produced in series and placed on the market.
- 2.2. Preparation of the test vehicle
- 2.2.1.The test vehicle shall be clean and only those accessories needed to enable the vehicle to undergo the test shall be in operation.
- 2.2.2.The fuel-supply and the ignition settings, the viscosity of the lubricants for the mechanical parts in motion, and the tyre pressures shall be as required by the manufacturer.
- 2.2.3.The engine, drive train and tyres of the test vehicle shall have been properly run-in in accordance with the manufacturer’s requirements.
- 2.2.4.Before the test, all parts of the test vehicle shall be in a thermally stable state, at their normal operating temperature.
- 2.2.5.The test vehicle shall be submitted at its mass in running order.
- 2.2.6.The distribution of the loadings across the wheels of the test vehicle shall be as intended by the manufacturer.
Driver
3.1. Uncabbed vehicle
- 3.1.1.The driver shall have a mass of 75 kg ± 5 kg and be 1,75 m ± 0,05 m tall. For mopeds, these tolerances are reduced to ± 2 kg and ± 0,02 m respectively.
- 3.1.2.The driver shall wear an adjusted one-piece suit or equivalent item of clothing.
- 3.1.3.The driver shall be seated on the driver’s seat with his feet on the pedals or footrest and his arms extended normally. Where vehicles achieve a maximum speed of more than 120 km/h when their rider is in a seated position, the rider shall be equipped and positioned as recommended by the manufacturer and shall be in full control of the vehicle throughout the test. The driving position shall be the same throughout the test and described or represented by photographs in the test report.
3.2. Cabbed vehicle
- 3.2.1.The driver shall have a mass of 75 kg ± 5 kg. For mopeds, this tolerance is reduced to ± 2 kg.
Characteristics of the test track
- 4.1.The tests shall be carried out on a road:
- 4.1.1. which allows the maximum vehicle speed to be maintained along a measurement base as defined in point 4.2. The acceleration track preceding the measuring base shall be of the same type (surface and longitudinal profile) and be sufficiently long for the vehicle to reach its maximum speed;
- 4.1.2. that is clean, smooth, dry and asphalted or surfaced in an equivalent manner;
- 4.1.3. having a longitudinal gradient of not more than 1 % and a degree of banking of not more than 3 %. The variation in altitude between any two points on the test base shall not exceed 1 m.
- 4.2.The possible configurations for the measuring base are illustrated in points 4.2.1., 4.2.2. and 4.2.3.
- 4.2.1. Figure Ap1-1
Type 1 Image omitted; see official source
- 4.2.2. Figure Ap1-2
Type 2 Image omitted; see official source
- 4.2.3. Figure Ap1-3
Type 3 Image omitted; see official source - 4.2.3.1. The two measuring bases L shall be equal in length and virtually parallel to each other. - 4.2.3.2. If both measuring bases are curvilinear in shape despite the requirements of point 4.1.3., the effects of centrifugal force shall be compensated for by the cross-section of the bends. - 4.2.3.3. Instead of the two bases L (see point 4.2.3.1.), the measuring base may coincide with the overall length of the annular test track. In this case, the minimum radius of the bends shall be 200 m and the effects of centrifugal force compensated for by the cross-section of the bends.
- 4.3.Length L of the measuring base shall be selected in conjunction with the accuracy of the equipment and the methods used to measure testing time t so that the value for actual vehicle speed can be plotted to within ± 1 %. If the measuring equipment is of the manual type, length L of the measuring base shall not be less than 500 m. If a type 2 measuring base has been selected, electronic measuring equipment shall be used in order to determine time t.
Atmospheric conditions
Atmospheric pressure: 97 ± 10 kPa.
Ambient temperature: between 278,2 K and 318,2 K.
Relative humidity: 30 to 90 %.
Average wind speed, measured 1 m above the ground: < 3 m/s, permitting gusts of < 5 m/s.
Test procedures
- 6.1. L1e vehicles equipped with power-controlled pedal assistance shall be tested according to the test procedure set out in point 4.2.6 of EN 15194:2009, on the maximum speed of a vehicle assisted by an electric motor. If the L1e vehicle is tested according to that test procedure, points 6.2 to 6.9. may be omitted.
- 6.2. The gear ratio used during the test shall enable the vehicle to reach its maximum vehicle speed on level ground. The throttle control shall be kept fully open and any user-selectable propulsion operation mode shall be activated so as to deploy maximum propulsion unit performance.
- 6.3. Drivers of uncabbed vehicles shall maintain their driving position as defined in point 3.1.3.
- 6.4. The vehicle shall arrive at the measuring base at a constant vehicle speed. Type 1 and type 2 bases shall be travelled along in both directions in succession.
- 6.4.1. Testing in a single direction may be accepted on a type 2 measuring base if, owing to the characteristics of the circuit, it is not possible to reach the maximum speed of the vehicle in both directions. In this case:
- 6.4.1.1. the test run shall be repeated five times in immediate succession;
- 6.4.1.2. the speed of the axial wind component shall not exceed 1 m/s.
- 6.5. Both bases L on a type 3 measuring base shall be travelled along consecutively in a single direction, without interruption.
- 6.5.1. If the measuring base coincides with the total length of the circuit, it shall be travelled along in a single direction at least twice. The difference between the extremes of the time measurements shall not exceed 3 %.
- 6.6. The fuel and lubricant shall be those recommended by the manufacturer.
- 6.7. The total time t needed to travel along the measuring base in both directions shall be determined to an accuracy of 0,7 %.
- 6.8. Determination of average speed
Average speed V (km/h) for the test is determined as follows:
6.8.1. Type 1 and type 2 measuring base
Equation Ap1-1:
Image omitted; see official source
where:
| L | = | length of measuring base (m) |
| --- | --- | --- |
| t | = | time (s) taken to travel along measuring base L (m). |
6.8.2. Type 2 measuring base, travelled along in a single direction
Equation Ap1-2:
v = va
where:
Equation Ap1-3:
Image omitted; see official source
where:
| | | |
| --- | --- | --- | | L | = | length of measuring base (m) | | | | | | --- | --- | --- | | t | = | time (s) taken to travel along measuring base L (m). |
6.8.3. Type 3 measuring base
6.8.3.1. Measuring base consisting of two parts L (see point 4.2.3.1.)
Equation Ap1-4:
Image omitted; see official source
where:
| L | = | length of measuring base (m) |
| --- | --- | --- |
| t | = | total time (s) needed to travel along both measuring bases L (m). |
6.8.3.2. Measuring base coinciding with the total length of the annular test track (see point 3.1.4.2.3.3)
Equation Ap1-5:
Image omitted; see official source
where:
Equation Ap1-6:
Image omitted; see official source
where:
| | | |
| --- | --- | --- | | L | = | length of trajectory actually followed on the annular speed-test track (m) | | | | | | --- | --- | --- | | t | = | time (s) needed to complete a full lap |
Equation Ap1-7:
Image omitted; see official source
where:
| n | = | number of laps |
| --- | --- | --- |
| ti | = | time (s) needed to complete each lap |
| --- | --- | --- |
| k | = | correction factor (1,00 ≤ 1,05); this factor is specific to the annular test track used and is determined experimentally in line with Appendix 1.1. |
- 6.9. The average speed shall be measured at least twice in succession.
Maximum vehicle speed
The maximum vehicle speed of the test vehicle shall be expressed in kilometres per hour by the figure corresponding to the closest whole number to the arithmetical mean of the values for the vehicle speeds measured during the two consecutive tests, which shall not diverge by more than 3 %. If this arithmetical mean lies exactly between two whole numbers, it shall be rounded up to the next highest number.
8. Maximum vehicle speed measurement tolerances
- 8.1.The maximum vehicle speed, as determined by the technical service to the satisfaction of the approval authority, may differ from the value in point 7 by ± 10 % for vehicles with a Vmax ≤ than 30 km/h, and by ± 5 % for vehicles with a Vmax > 30 km/h.
Appendix 1.1
Procedure for defining the correction coefficient for the annular vehicle speed-test track
- 1.Coefficient k relating to the annular test track shall be plotted up to the maximum permitted vehicle speed.
- 2.Coefficient k shall be plotted for several vehicle speeds in such a way that the difference between two consecutive vehicle speeds will not be more than 30 km/h.
- 3.For each vehicle speed selected, the test shall be carried out in line with the requirements of this Regulation, in two ways:
- 3.1. Vehicle speed measured in a straight line vd.
- 3.2. Vehicle speed measured on the annular test track va.
- 4.For each vehicle speed measured, values va and vd shall be entered on a diagram similar to that in Figure Ap1.1-1, with the successive points linked by a segment of a straight line.
- Figure Ap1.1-1
Image omitted; see official source
- 5.The coefficient k is given by the following formula for each vehicle speed measured:
- Equation Ap1.1-1:
Image omitted; see official source
Appendix 2
Requirements concerning the methods for measuring the maximum torque and maximum net power of a propulsion containing a combustion engine or a hybrid propulsion type
General requirements
- 1.1.Appendix 2.1. shall apply for the purpose of determining the maximum torque and maximum net power of (spark-ignition) engines for vehicle categories L1e, L2e and L6e.
- 1.2.Appendix 2.2. shall apply for the purpose of determining the maximum torque and maximum net power of (spark-ignition) engines for vehicle categories L3e, L4e, L5e and L7e.
- 1.3.Appendix 2.3. shall apply for the purpose of determining the maximum torque and maximum net power of L-category vehicles equipped with a compression-ignition engine.
- 1.4.Appendix 2.4. shall apply for the purpose of determining the maximum total torque and maximum total power of L-category vehicles equipped with a hybrid propulsion.
- 1.5.The torque measuring system shall be calibrated to take friction losses into account. The accuracy in the lower half of the measuring range of the dynamometer bench may be ± 2 % of measured torque.
- 1.6.The tests may be carried out in air-conditioned test chambers where the atmospheric conditions can be controlled.
- 1.7.In the case of non-conventional propulsion types and systems, and hybrid applications, particulars equivalent to those referred to in this Regulation shall be supplied by the manufacturer.
Torque verification requirement for L7e-B heavy all-terrain quads
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
1. 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
2.1. Accessories
2.1.1. Accessories to be fitted
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 [^E0056] — Silencer [^E0061] — Exhaust pipe [^E0062] — 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 [^E0057], 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 [^E0058] — Water Pump — Thermostat [^E0059] | If series-mounted: yes [^E0060] |
| 7 | Air cooling — Cowl — Blower [^E0062] — Cooling temperature-regulating device(s) — Auxiliary bench blower | If series-mounted: yes |
| 8 | Electrical equipment | If series-mounted: yes [^E0061] |
| 9 | Pollution-control devices [^E0062] | If series-mounted: yes |
| 9 | Lubrication system — Oil feeder | If series-mounted: yes |
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.
The air inlet flap shall be that which controls the pneumatic inject pump regulator.
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.
The thermostat may be locked in the fully open position.
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.
[^E0061]: (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.
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. Accessories not to be fitted
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.
2.2. Setting conditions
The conditions applying to settings during the tests to determine maximum torque and maximum net power are set out in Table Ap2.1-2.
Table Ap2.1-2
Setting conditions
| 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 | Setting carried out in accordance with the manufacturer’s specifications for series production applied, without any other change, to the use under consideration |
| 3 | Ignition or injection setting (advance curve) | Setting carried out in accordance with the manufacturer’s specifications for series production applied, without any other change, to the use under consideration |
| 4 | (Electronic) Throttle Control | Setting carried out in accordance with the manufacturer’s specifications for series production applied, without any other change, to the use under consideration |
| 5 | Any other rotational speed governor setting | Setting carried out in accordance with the manufacturer’s specifications for series production applied, without any other change, to the use under consideration |
| 6 | (Noise and tailpipe) emission abatement system settings and devices | Setting carried out in accordance with the manufacturer’s specifications for series production applied, without any other change, to the use under consideration |
2.3. Test conditions
- 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. Test fuel
The test fuel to be used shall be the reference fuel referred to in Appendix 2 of Annex II.
2.4. Test procedure
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
3. Power and torque correction factors
3.1. Definition of factors α1 and α2
- 3.1.1. α1 and α2 shall be factors by which the torque and power measured are to be multiplied in order to determine the torque and power of an engine, taking account of the efficiency of the transmission (factor α2) used during the tests and in order to bring them within the reference atmospheric conditions specified in 3.2.1 (factor α1). The power correction formula is as follows:
Equation Ap2.1-1:
Image omitted; see official source
where:
| P0 | = | the corrected power (i.e. the power under the reference conditions at the end of the crankshaft); |
| --- | --- | --- |
| α1 | = | the correction factor for reference atmospheric conditions; |
| --- | --- | --- |
| α2 | = | the correction factor for the efficiency of the transmission; |
| | | |
| --- | --- | --- | | P | = | the power measured (power observed). |
3.2. Reference atmospheric conditions
- 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. Atmospheric test conditions
- 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 the test temperature (K).
3.3. Determination of the correction factor α1 ([^E0063])
Equation Ap2.1-2:
Image omitted; see official source
where:
| T | = | the absolute temperature of the ingested air |
| --- | --- | --- |
| ps | = | the dry atmospheric pressure in kilopascals (kPa), i.e. the total barometric pressure minus the water vapour pressure. |
- 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.
3.4. Determination of the correction factor for mechanical efficiency of the transmission α2
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: Image omitted; see official source 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 | Type | Efficiency |
|---|---|---|
| Gear wheel | Spur gear | 0,98 |
| Gear wheel | Helical gear | 0,97 |
| Gear wheel | Bevel gear | 0,96 |
| Chain | Roller | 0,95 |
| Chain | Silent | 0,98 |
| Belt | Cogged | 0,95 |
| Belt | Vee | 0,94 |
| Hydraulic coupling or convertor | Hydraulic coupling [^E0064] [^E0064] | 0,92 |
| Hydraulic coupling or convertor | Hydraulic convertor [^E0064] [^E0064] | 0,92 |
The test may be carried out in temperature-controlled test chambers where the atmospheric conditions can be controlled.
[^E0065]: (2)
If not locked up.
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:
Table Ap2.1-4
Acceptable measurement tolerances
| 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 ([^E0066]).
- 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
2.1. Accessories
2.1.1. Accessories to be fitted
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 [^E0067] — 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 |
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. Accessories to be removed
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.
2.2. Setting conditions
The conditions applying to settings during the tests to determine maximum torque and maximum net power are set out in Table Ap2.1-2.
Table Ap2.2-2
Setting conditions
| | | |
| --- | --- | --- | | 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 | Setting carried out in accordance with the manufacturer’s specifications for series production applied, without any other change, to the use under consideration | | 3 | Ignition or injection setting (advance curve) | Setting carried out in accordance with the manufacturer’s specifications for series production applied, without any other change, to the use under consideration | | 4 | (Electronic) Throttle control | Setting carried out in accordance with the manufacturer’s specifications for series production applied, without any other change, to the use under consideration | | 5 | Any other rotational speed governor setting | Setting carried out in accordance with the manufacturer’s specifications for series production applied, without any other change, to the use under consideration | | 6 | (Noise and tailpipe) emission abatement system settings and devices | Setting carried out in accordance with the manufacturer’s specifications for series production applied, without any other change, to the use under consideration |
2.3. Test conditions
- 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:
- 2.3.5.1. v1 is the maximum speed of the vehicle; v2 is the maximum velocity of the cooling air flow at the fan delivery side; Ø is the cross-section of the cooling air flow.
- 2.3.5.2. If v2 ≥ v1 and Ø ≥ 0,25 m2, the minimum conditions are fulfilled. If it is not possible to stabilise the operating conditions, the method described in Appendix 1 shall apply.
- 2.3.5.3. If v2 < v1 or Ø < 0,25 m2:
- 2.3.5.3.1. if it is possible to stabilise the operating conditions, the method described in point 3.3. shall be applied;
- 2.3.5.3.2. if it is not possible to stabilise the operating conditions:
- 2.3.5.3.2.1. if v2 ≥ 120 km/h and Ø ≥ 0,25 m2, the installation fulfils the minimum conditions and the method described in Appendix 1 may be applied;
- 2.3.5.3.2.2. if v2 ≥ 120 km/h or Ø < 0,25 m2, the installation does not fulfil the minimum conditions and the test equipment cooling system shall be improved.
- 2.3.5.3.2.3. However, in this case, the test may be carried out by means of the method described in Appendix 1, subject to approval by the manufacturer and the approval authority.
- 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. Test fuel
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.
2.4. Test procedure
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.
2.5. Data to be recorded
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
3.1. Definition of factors α1 and α2
- 3.1.1. α1 and α2 shall be factors by which the torque and power measured are to be multiplied in order to determine the torque and power of an engine, taking account of the efficiency of the transmission (factor α2) used during the tests and in order to bring them within the reference atmospheric conditions specified in point 3.2.1 (factor α1). The power correction formula is as follows:
Equation Ap2.2-1:
Image omitted; see official source
where:
| P0 | = | the corrected power (i.e. the power under the reference conditions at the end of the crankshaft); |
| --- | --- | --- |
| α1 | = | the correction factor for reference atmospheric conditions; |
| --- | --- | --- |
| α2 | = | the correction factor for the efficiency of the transmission; |
| --- | --- | --- |
| P | = | the power measured (power observed). |
3.2. Reference atmospheric conditions
- 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. Atmospheric test conditions
- 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).
3.3. **Determination of the correction factor α1
8**
Equation Ap2.2-2:Image omitted; see official source
where:
| T | = | the absolute temperature of the ingested air |
| --- | --- | --- |
| ps | = | the dry atmospheric pressure in kilopascals (kPa), i.e. the total barometric pressure minus the water vapour pressure. |
- 3.3.1. Equation Ap2.2-2 applies only if:
Image omitted; see official source
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.
3.4. Determination of the correction factor for mechanical efficiency of the transmission α2
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:
Image omitted; see official source
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:
Image omitted; see official source
- 3.4.1. Table Ap2.1-3
Efficiency nj of each of the components of the transmission
| Type | Type | Efficiency |
| --- | --- | --- | | Gear wheel | Spur gear | 0,98 | | Gear wheel | Helical gear | 0,97 | | Gear wheel | Bevel gear | 0,96 | | Chain | Roller | 0,95 | | Chain | Silent | 0,98 | | Belt | Cogged | 0,95 | | Belt | Vee | 0,94 | | Hydraulic coupling or convertor | Hydraulic coupling9 | 0,92 | | Hydraulic coupling or convertor | 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:
Table Ap2.2-4
Acceptable measurement tolerances
| 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. Engine speed
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 ([^E0068]): ± 50 Pa.
- 1.8. Pressure in vehicle exhaust pipe: 200 Pa.
Tests to measure the maximum torque and maximum net engine power
2.1. Accessories
2.1.1. Accessories to be fitted
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 [^E0069] — 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 [^E0070] — Silencer [^E0070] — Exhaust pipe [^E0070] — Exhaust brake [^E0071] — Electrical control device, where fitted | If series-mounted: yes | | 5 | Fuel injection system — Upstream filter — Filter — Fuel supply pump [^E0072] and high pressure pump if applicable — High-pressure lines — Injector — Air intake valve [^E0073], where fitted — Fuel pressure / flow regulator, where fitted | If series-mounted: yes | | 6 | Maximum rotational speed-or power governors [^E0069] | If series-mounted: yes | | 7 | Liquid-cooling equipment — Engine bonnet — Bonnet air outlet — Radiator — Fan [^E0071] — Fan cowl — Water pump — Thermostat [^E0072] | If series-mounted: yes [^E0073] | | 8 | Air cooling — Cowl — Blower [^E0074] [^E0075] — Cooling temperature-regulating device(s) — Auxiliary bench blower | If series-mounted: yes | | 9 | Electrical equipment | If series-mounted: yes [^E0076] | | 10 | Super-charger or turbocharger, where fitted — Compressor driven directly by the engine or by the exhaust gases — Charge air cooler [^E0070] — Coolant pump or fan (engine driven) — Coolant flow control device, where fitted. | If series-mounted: yes | | 11 | Pollution-control devices [^E0075] | If series-mounted: yes | | 12 | Lubrication system — Oil feeder — Oil cooler, where fitted. | If series-mounted: yes |
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.
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.
If an exhaust brake is incorporated in the engine, the throttle valve shall be held in the fully open position.
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).
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.
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.
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.
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. Accessories to be removed
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:
- — air compressor for brakes,
- — power-steering compressor,
- — suspension compressor,
- — air-conditioning system.
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. Compression-ignition engine starting accessories
For the accessories used in starting compression-ignition engines, the two following cases shall be considered:
- (a) electrical starting: the generator is fitted and supplies, where necessary, the accessories indispensable to the operation of the engine;
- (b) starting other than electrical: if there are any electrically-operated accessories indispensable to the operation of the engine, the generator is fitted to supply these accessories. Otherwise it is removed.
In either case, the system for producing and accumulating the energy necessary for starting is fitted and operated in the unloaded condition.
2.2. Setting conditions
The conditions applying to settings during the tests to determine maximum torque and maximum net power are set out in Table Ap2.3-2.
Table Ap2.3-2
Setting conditions
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