Commission Regulation (EU) 2017/2400 of 12 December 2017 implementing Regulation (EC) No 595/2009 of the European Parliament and of the Council as regards the determination of the CO2 emissions and fuel consumption of heavy-duty vehicles and amending Directive 2007/46/EC of the European Parliament and of the Council and Commission Regulation (EU) No 582/2011 (Text with EEA relevance. )

• (3) ‘NCV’ means net calorific value of a fuel as specified in paragraph 3.2;

• (4) ‘specific mass emissions’ means the total mass emissions divided by the total engine work over a defined period expressed in g/kWh;

• (5) ‘specific fuel consumption’ means the total fuel consumption divided by the total engine work over a defined period expressed in g/kWh;

• (6) ‘FCMC’ means fuel consumption mapping cycle;

• (7) ‘Full load’ means the delivered engine torque/power at a certain engine speed when the engine is operated at maximum operator demand;

• (8) ‘Waste Heat Recovery system’ or ‘WHR system’ means all devices converting energy from the exhaust gas or from operating fluids in engine cooling systems into electrical or mechanical energy;

- (9) ‘WHR system with no external output’ or ‘WHR_no_ext’ means a WHR system which generates mechanical energy and is mechanically connected to the engine crankshaft in order to feed its generated energy directly back to the engine crankshaft;

• (10) ‘WHR system with external mechanical output’ or ‘WHR_mech’ means a WHR system which generates mechanical energy and feeds it to other elements in the vehicle’s drivetrain than the engine or to a rechargeable storage;

• (11) ‘WHR system with external electrical output’ or ‘WHR_elec’ means a WHR system which generates electrical energy and feeds it to the vehicle’s electric circuit or to a rechargeable storage;

- (12) ‘P_WHR_net’ means the net power generated by a WHR system in accordance with point 3.1.6;

• (13) ‘E_WHR_net’ means the net energy generated by a WHR system over a certain amount of time determined by integrating P_WHR_net;

The definitions set out in paragraphs 3.1.5 and 3.1.6 of Annex 4 to UN Regulation No. 49 shall not apply.

The calibration laboratory facilities shall comply with the requirements of either IATF 16949, ISO 9000 series or ISO/IEC 17025. All laboratory reference measurement equipment, used for calibration and/or verification, shall be traceable to national or international standards.

Engines shall be grouped into engine CO2-families defined in accordance with Appendix 3. Paragraph 4.1 explains which testruns shall be performed for the purpose of certification of one specific engine CO2-family.

3.1   Test conditions

All testruns performed for the purpose of certification of one specific engine CO2-family defined in accordance with Appendix 3 to this Annex shall be conducted on the same physical engine and without any changes to the setup of the engine dynamometer and the engine system, apart from the exceptions defined in paragraph 4.2 and Appendix 3.

3.1.1   Laboratory test conditions

The tests shall be conducted under ambient conditions meeting the following conditions over the whole testrun:

- (1) The parameter ‘fa’ describing the laboratory test conditions, determined in accordance with paragraph 6.1 of Annex 4 to UN Regulation No. 49, shall be within the following limits: 0,96 ≤ fa ≤ 1,04.

• (2) The absolute temperature (Ta) of the engine intake air expressed in Kelvin, determined in accordance with paragraph 6.1 of Annex 4 to UN Regulation No. 49 shall be within the following limits: 283 K ≤ Ta ≤ 303 K.

• (3) The atmospheric pressure expressed in kPa, determined in accordance with paragraph 6.1 of Annex 4 to UN Regulation No. 49 shall be within the following limits: 90 kPa ≤ ps ≤ 102 kPa.

If tests are performed in test cells that are able to simulate barometric conditions other than those existing in the atmosphere at the specific test site, the applicable fa value shall be determined with the simulated values of atmospheric pressure by the conditioning system. The same reference value for the simulated atmospheric pressure shall be used for the intake air and exhaust path and all other relevant engine systems. The actual value of the simulated atmospheric pressure for the intake air and exhaust path and all other relevant engine systems shall be within the limits specified in subpoint (3).

In cases where the ambient pressure in the atmosphere at the specific test site exceeds the upper limit of 102 kPa, tests in accordance with this Annex may still be performed. In this case tests shall be performed with the specific ambient air pressure in the atmosphere.

In cases where the test cell has the ability to control temperature, pressure and/or humidity of engine intake air independent of the atmospheric conditions the same settings for those parameters shall be used for all testruns performed for the purpose of certification of one specific engine CO2-family defined in accordance with Appendix 3 to this Annex.

3.1.2   Engine installation

The test engine shall be installed in accordance with paragraphs 6.3 to 6.6 of Annex 4 to UN Regulation No. 49.

If auxiliaries/equipment necessary for operating the engine system are not installed as required in accordance with paragraph 6.3 of Annex 4 to UN Regulation No. 49, all measured engine torque values shall be corrected for the power required for driving these components for the purpose of this Annex in accordance with paragraph 6.3 of Annex 4 to UN Regulation No. 49.

Such corrections of engine torque and power values shall be performed if the sum of absolute values of additional or missing engine torque required for driving these engine components in a specific engine operation point exceeds the torque tolerances defined in accordance with paragraph 4.3.5.5 (1) subparagraph (b). Where such an engine component is operated in an intermittent manner, the engine torque values for driving the respective component shall be determined as average value over an appropriate period, reflecting the actual operating mode based on good engineering judgement and in agreement with the approval authority.

For the purpose of determining whether such a correction is required or not, as well as for deriving the actual values to perform the correction, the power consumption of the following engine components, resulting in the engine torque required for driving these engine components, shall be determined in accordance with Appendix 5 of this Annex:

• (1) fan;

• (2) electrically powered auxiliaries/equipment necessary for operating the engine system

If an engine of the engine CO2 family, defined in accordance with Appendix 3, is installed in a vehicle equipped with an on-board device for the monitoring and recording of fuel and/or energy consumption and mileage of motor vehicles, in accordance with the requirements referred to in point (b) of Article 5c of Regulation (EC) No 595/2009, the test engine shall be equipped with this on-board device.

3.1.3   Crankcase emissions

In the case of a closed crankcase, the manufacturer shall ensure that the engine's ventilation system does not permit the emission of any crankcase gases into the atmosphere.  If the crankcase is of an open type, the emissions shall be measured and added to the tailpipe emissions, following the provisions set out in paragraph 6.10 of Annex 4 to UN Regulation No. 49.

3.1.4   Engines with charge air-cooling

During all testruns the charge air cooling system used on the test bed shall be operated under conditions which are representative for in-vehicle application at reference ambient conditions. The reference ambient conditions are defined as 293 K for air temperature and 101,3 kPa for pressure.

The laboratory charge air cooling for tests according to this Regulation should comply with the provisions specified in paragraph 6.2 of Annex 4 to UN Regulation No. 49.

3.1.5   Engine cooling system

- (1) During all testruns the engine cooling system used on the test bed shall be operated under conditions which are representative for in-vehicle application at reference ambient conditions. The reference ambient conditions are defined as 293 K for air temperature and 101,3 kPa for pressure.

• (2) The engine cooling system should be equipped with thermostats according to the manufacturer specification for vehicle installation. If either a non-operational thermostat is installed or no thermostat is used, subpoint (3) shall apply. The setting of the cooling system shall be performed in accordance with subpoint (4).

• (3) If no thermostat is used or a non-operational thermostat is installed, the test bed system shall reflect the behavior of the thermostat under all test conditions. The setting of the cooling system shall be performed in accordance with subpoint (4).

• (4) The engine coolant flow rate (or alternatively the pressure difference across the engine side of the heat exchanger) and the engine coolant temperature shall be set to a value representative for in-vehicle application at reference ambient conditions when the engine is operated at rated speed and full load with the engine thermostat in fully open position. This setting defines the coolant reference temperature. For all testruns performed for the purpose of certification of one specific engine within one engine CO2-family, the cooling system setting shall not be changed, neither on the engine side nor on the test bed side of the cooling system. The temperature of the test bed side cooling medium shall be kept reasonably constant by good engineering judgement. The cooling medium on the test bed side of the heat exchanger shall not exceed the nominal thermostat opening temperatur downstream of the heat exchanger.

• (5) For all testruns performed for the purpose of certification of one specific engine within one engine CO2-family the engine coolant temperature shall be maintained between the nominal value of the thermostat opening temperature declared by the manufacturer and the coolant reference temperature in accordance with subpoint (4) as soon as the engine coolant has reached the declared thermostat opening temperature after engine cold start.

• (6) For the WHTC coldstart test performed in accordance with paragraph 4.3.3, the specific initial conditions are specified in paragraphs 7.6.1 and 7.6.2 of Annex 4 to UN Regulation No. 49. If simulation of the thermostat behaviour in accordance with subpoint (3) is applied, there shall be no coolant flow across the heat exchanger as long as the engine coolant has not reached the declared nominal thermostat opening temperature after cold start.

3.1.6   Set up of WHR systems

The following requirements shall apply where a WHR system is present on the engine.

3.1.6.1   For parameters listed in 3.1.6.2. installation on the test bed shall not result in better performance of the WHR system related to generated power by the system as compared to the specifications for in-use installation in a vehicle. All other WHR related systems used on the test bed shall be operated under conditions which are representative for in-vehicle application at reference ambient conditions. The WHR related reference ambient conditions are defined as 293 K for air temperature and 101.3 kPa for pressure.

3.1.6.2   The engine test setup shall reflect the worst-case condition with regards to temperature and energy content transferred from excess energy to the WHR system. The following parameters have to be set to reflect the worst-case condition and need to be recorded in accordance with Figure 1a and have to be reported in the information document drawn up in accordance with the model set out in Appendix 2 of this Annex:

- (a) The distance between the last after treatment system and the heat exchangers for evaporation of working fluids of WHR systems (boilers), measured in the direction downstream of the engine (LEW), shall be equal to or greater than the maximum distance (LmaxEW) specified by the manufacturer of the WHR system for in-use installation in vehicles.

• (b) In the case of WHR systems with turbine(s) in the exhaust gas flow, the distance between the engine outlet and the entry into the turbine (LET) shall be equal or larger than the maximum distance (LmaxET) specified by the manufacturer of the WHR system for in-use installation in vehicles.

• (c) For WHR systems operated in a cyclic process using a working fluid:
• (i) The total pipe length between evaporator and expander (LHE) shall be equal or longer than defined by the manufacturer as maximum distance for in-use installation in vehicles (LmaxHE);
• (ii) The total pipe length between expander and condenser (LEC) shall be equal or shorter than defined by the manufacturer as maximum distance for in-use installation in vehicles (LmaxEC);
• (iii) The total pipe length between condenser and evaporator (LCE) shall be equal or shorter than defined by the manufacturer as maximum distance for in-use installation in vehicles (LmaxCE);
• (iv) The pressure pcond of the working fluid before entering the condenser shall correspond to the in-use application in vehicles at reference ambient conditions but shall in any case not be lower than the ambient pressure in the test cell minus 5 kPa, unless the manufacturer demonstrates that a lower pressure can be maintained over vehicle lifetime in-use;
• (v) The cooling power on the test bed for cooling the WHR condenser shall be limited to a maximum value of Pcool = k × (tcond - 20 °C). Pcool shall be measured either on the working fluid side or on the test bed coolant side. Where tcond is defined as the condensation temperature (in °C) of the fluid at pcond. k = f0 + f1 × Vc. With: Vc is the engine displacement in litres (rounded to 2 places to the right of the decimal point) f0 = 0,6 kW/K f1 = 0,05 kW/(K*l);
• (vi) For cooling the WHR condenser on the test bed either liquid-cooling or air-cooling is allowed. In the case of an air-cooled condenser, the system shall be cooled with the same fan (if applicable) as installed on the vehicle and under the reference ambient conditions stated in subpoint 3.1.6.1. above. In the case of an air-cooled condenser, the limitation for cooling power stated in subpoint (v) above shall apply, where the actual cooling power shall be measured on the working fluid side of the heat condenser. Where the power for driving such a fan is provided from an external power source, the respective actual power consumed by the fan shall be considered as power delivered to the WHR system when determining the net power in accordance with subpoint (f) below. Figure 1a Definitions of minimum and maximum distances for WHR components for engine tests Image omitted; see official source

• (d) Other WHR systems taking heat energy from the exhaust or cooling system shall be set up in accordance with the provisions in subpoint (c). The “evaporator” in subpoint (c) refers to the heat exchanger to transfer excess heat to the WHR device. The “expander” in subpoint (c) refers to the device converting the energy.

• (e) All pipe diameters of WHR systems shall be equal or smaller than the diameters defined for in-use.

• (f) For WHR_mech systems the net mechanical power shall be measured at the rotational engine speed expected at 60 km/h. If different transmission ratios are expected to be used, the rotational speed shall be calculated with the average over these transmission ratios. The mechanical or electrical power generated by a WHR system shall be measured with measurement equipment meeting the respective requirements set out in Table 2.
• (i) The net electric power is the sum of the electric power delivered by the WHR system to an external power sink or rechargeable storage, minus the electric power delivered to the WHR system from an external power source or rechargeable storage. The net electric power shall be measured as DC power, i.e. after the conversion from AC to DC.
• (ii) The net mechanical power is the sum of the mechanical power delivered by the WHR system to an external power sink or rechargeable storage (if applicable), minus the mechanical power delivered to the WHR system from an external power source or rechargeable storage.
• (iii) All transmission systems for electrical and mechanical power necessary for the vehicle in-use shall be set up for the measurement during the engine testing (e.g. cardan shafts or belt drives for mechanical connection, AC/DC converters and DC/DC voltage transformers). If a transmission system applied in the vehicle is not part of the test set up the net electrical or mechanical power measured shall be decreased accordingly by multiplication by a generic efficiency factor for each separate transmission system. The following generic efficiencies shall be applied for transmission systems not included in the set up: Table 1a

Generic efficiencies of transmission systems for WHR power Type of transmission Efficiency factor for WHR power Gear stage 0,96 Belt drive 0,92 Chain drive 0,94 DC/DC converter 0,95

3.2   Fuels

The respective reference fuel for the engine systems under test shall be selected from the fuel types listed in Table 1 and shall be the same as the reference fuel used for the EC type-approval in accordance with Regulation (EU) No 582/2011. The fuel properties of the reference fuels listed in Table 1 shall be those specified in Annex IX to Commission Regulation (EU) No 582/2011 and for hydrogen in Annex 5 of UN Regulation No 49.

To ensure that the same fuel is used for all testruns performed for the purpose of certification of one specific engine CO2-family no refill of the tank or switch to another tank supplying the engine system shall occur. Exceptionally a refill or switch may be allowed if it can be ensured that the replacement fuel has exactly the same properties as the fuel used before (same production batch).

The NCV for the fuel used shall be determined by two separate measurements in accordance with the respective standards for each fuel type defined in Table 1. The two separate measurements shall be performed by two different labs independent from the manufacturer applying for certification. The lab performing the measurements shall comply with the requirements of ISO/IEC 17025. The approval authority shall ensure that the fuel sample used for determination of the NCV is taken from the batch of fuel used for all testruns.

If the two separate values for the NCV are deviating by more than 440 Joule per gram fuel, the values determined shall be void and the measurement campaign shall be repeated.

The mean value of the two separate NCV that are not deviating by more than 440 Joule per gram fuel shall be documented in MJ/kg rounded to 2 places to the right of the decimal point in accordance with ASTM E 29-06.

For gas and hydrogen fuels the standards for determining the NCV according to Table 1 contain the calculation of the calorific value based on the fuel composition. The gas or hydrogen fuel composition for determining the NCV shall be taken from the analysis of the reference fuel batch used for the certification tests. For the determination of the gas or hydrogen fuel composition used for determining the NCV only one single analysis by a lab independent from the manufacturer applying for certification shall be performed. For gas or hydrogen fuels the NCV shall be determined based on this single analysis instead of a mean value of two separate measurements.

For gas and hydrogen fuels, switches between fuel supply tanks of different production batches are allowed exceptionally. In that case, the NCV of each used fuel batch shall be calculated and the highest of those values shall be documented.

Table 1

Reference fuels for testing

Fuel type / engine type	Reference fuel type	Standard used for determination of NCV
Diesel / CI	B7 or B100	at least ASTM D240 or DIN 59100-1 (ASTM D4809 is recommended)
Ethanol / CI	ED95	at least ASTM D240 or DIN 59100-1 (ASTM D4809 is recommended)
Petrol / PI	E10	at least ASTM D240 or DIN 59100-1 (ASTM D4809 is recommended)
Ethanol / PI	E85	at least ASTM D240 or DIN 59100-1 (ASTM D4809 is recommended)
LPG / PI	LPG Fuel B	ASTM 3588 or DIN 51612
Natural gas / PI or Natural Gas / CI	G25 or GR	ISO 6976 or ASTM 3588
Hydrogen / PI or Hydrogen / CI	Hydrogen	ISO 6976 or ASTM 3588

3.2.1   For dual-fuel engines the respective reference fuels for the engine systems under test shall be selected from the fuel types listed in Table 1.  One of the two reference fuels shall always be B7 or B100 and the other reference fuel shall be G25, GR, LPG Fuel B or Hydrogen.

The basic provisions stated in point 3.2 shall be applied for each of the two selected fuels separately.

3.3   Lubricants

The lubricating oil for all test runs performed in accordance with this Annex shall be a commercially available oil with unrestricted manufacturer approval under normal in-service conditions as defined in paragraph 4.2 of Annex 8 to UN Regulation No. 49. Lubricants for which the usage is restricted to certain special operation conditions of the engine system or having an unusually short oil change interval shall not be used for the purpose of testruns in accordance with this Annex. The commercially available oil shall not be modified by any means and no additives shall be added.

All testruns performed for the purpose of certification of the CO2 emissions and fuel consumption related properties of one specific engine CO2-family shall be performed with the same type of lubricating oil.

3.4   Fuel flow measurement system

All fuel flows consumed by the whole engine system shall be captured by the fuel flow measurement system. Additional fuel flows not directly supplied to the combustion process in the engine cylinders shall be included in the fuel flow signal for all testruns performed. Additional fuel injectors (e.g. cold start devices) not necessary for the operation of the engine system shall be disconnected from the fuel supply line during all testruns performed.

3.4.1   Special requirements for dual-fuel engines

For dual-fuel engines the fuel flow in accordance with point 3.4 shall be measured for each of the two selected fuels separately.

3.5   Measurement equipment specifications

The measurement equipment shall meet the requirements of paragraph 9 of Annex 4 to UN Regulation No. 49.

Notwithstanding the requirements defined in paragraph 9 of Annex 4 to UN Regulation No. 49, the measurement systems listed in Table 2 shall meet the limits defined in Table 2.

Table 2

Requirements of measurement systems

	Linearity	Linearity	Linearity	Linearity
Measurement system	Intercept | xmin × (a1 – 1) + a0 |	Slope a1	Standard error of estimate SEE	Coefficient of determination r2	Accuracy [^E0035]	Rise time [^E0036]
Engine speed	≤ 0,2 % max calibration [^E0037]	0,999 - 1,001	≤ 0,1 % max calibration [^E0037]	≥ 0,9985	0,2 % of reading or 0,1 % of max. calibration [^E0037] of speed whichever is larger	≤ 1 s
Engine torque	≤ 0,5 % max calibration [^E0037]	0,995 - 1,005	≤ 0,5 % max calibration [^E0037]	≥ 0,995	0,6 % of reading or 0,3 % of max. calibration [^E0037] of torque whichever is larger	≤ 1 s
Fuel mass flow for liquid fuels	≤ 0,5 % max calibration [^E0037]	0,995 - 1,005	≤ 0,5 % max calibration [^E0037]	≥ 0,995	0,6 % of reading or 0,3 % of max. calibration [^E0037] of flow whichever is larger	≤ 2 s
Fuel mass flow for gaseous and hydrogen fuels	≤ 1 % max calibration(3)	0,99 – 1,01	≤ 1 % max calibration (3)	≥ 0,995	1 % of reading or 0,5 % of max. calibration (3) of flow whichever is larger	≤ 2 s
Electrical Power	≤ 1 % max calibration [^E0037]	0,98 - 1,02	≤ 2 % max calibration [^E0037]	≥ 0,990	n.a.	≤ 1 s
Current	≤ 1 % max calibration [^E0037]	0,98 - 1,02	≤ 2 % max calibration [^E0037]	≥ 0,990	n.a.	≤ 1 s
Voltage	≤ 1 % max calibration [^E0037]	0,98 - 1,02	≤ 2 % max calibration [^E0037]	≥ 0,990	n.a.	≤ 1 s
Temperature relevant for WHR system	≤ 1,5 % max calibration (3)	0,98 - 1,02	≤ 2 % max calibration (3)	≥ 0,980	n.a.	≤ 10 s
Pressure relevant for WHR system	≤ 1,5 % max calibration(3)	0,98 - 1,02	≤ 2 % max calibration (3)	≥ 0,980	n.a.	≤ 3 s
Electrical power relevant for WHR system	≤ 2 % max calibration (3)	0,97 - 1,03	≤ 4 % max calibration (3)	≥ 0,980	n.a.	≤ 1 s
Mechanical power relevant for WHR system	≤ 1 % max calibration (3)	0,995 - 1,005	≤ 1,0 % max calibration (3)	≥ 0,99	1,0 % of reading or 0,5 % of max. calibration (3) of power whichever is larger	≤ 1 s

‘Accuracy’ means the deviation of the analyzer reading from a reference value which is traceable to a national or international standard.

‘Rise time’ means the difference in time between the 10 percent and 90 percent response of the final analyzer reading (t90 – t10).

[^E0037]: (³)

The ‘max calibration’ values shall be 1,1 times the maximum predicted value expected during all testruns for the respective measurement system.

In the case of dual-fuel engines, the ‘max calibration’ value applicable for the measurement system for fuel mass flow for both liquid and gaseous fuels shall be defined in accordance with the following provisions:

• (1) The fuel type for which the fuel mass flow shall be determined by the measurement system subject to verification of the requirements defined in Table 2 shall be the primary fuel. The other fuel type shall be the secondary fuel.

- (2) The maximum predicted value expected during all test runs for the secondary fuel shall be converted to the maximum predicted value expected during all test runs for the primary fuel by application of the following equation:

mf mp,seco = mfmp,seco × NCVseco / NCVprim where: mf mp,seco = maximum predicted massflow value of the secondary fuel converted to the primary fuel mfmp,seco = maximum predicted massflow value of the secondary fuel NCVprim = NCV of the primary fuel determined in accordance with point 3,2 [MJ/kg] NCVseco = NCV of the secondary fuel determined in accordance with point 3,2 [MJ/kg]

• (3) The maximum predicted overall value, mfmp,overall, expected during all test runs shall be determined by application of the following equation: mfmp,overall = mfmp,prim + mf mp,seco where: mfmp,prim = maximum predicted massflow value of the primary fuel mf mp,seco = maximum predicted massflow value of the secondary fuel converted to the primary fuel

- (4) The ‘max calibration’ values shall be 1.1 times the maximum predicted overall value, mfmp,overall, determined in accordance with subpoint (3) above.

‘xmin ’, used for calculation of the intercept value in Table 2, shall be 0,9 times the minimum predicted value expected during all test runs for the respective measurement system. The signal delivery rate of the measurement systems listed in Table 2, except for the fuel mass flow measurement system, shall be at least 5 Hz (≥ 10 Hz recommended). The signal delivery rate of the fuel mass flow measurement system shall be at least 2 Hz.

All measurement data shall be recorded with a sample rate of at least 5 Hz (≥ 10 Hz recommended).

3.5.1   Measurement equipment verification

A verification of the demanded requirements defined in Table 2 shall be performed for each measurement system. At least 10 reference values between xmin and the ‘max calibration’ value defined in accordance with paragraph 3.5 shall be introduced to the measurement system and the response of the measurement system shall be recorded as measured value.

For the linearity verification the measured values shall be compared to the reference values by using a least squares linear regression in accordance with paragraph A.3.2 of Appendix 3 to Annex 4 to  UN Regulation No. 49.

4. Testing procedure

All measurement data shall be determined in accordance with Annex 4 to  UN Regulation No. 49, unless stated otherwise in this Annex.

4.1   Overview of testruns to be performed

Table 3 gives an overview of all testruns to be performed for the purpose of certification of one specific engine CO2-family defined in accordance with Appendix 3.

The fuel consumption mapping cycle in accordance with paragraph 4.3.5 and the recording of the engine motoring curve in accordance with paragraph 4.3.2 shall be omitted for all other engines except the CO2-parent engine of the engine CO2-family.

In the case that upon request of the manufacturer the provisions defined in Article 15(5) of this Regulation are applied, the fuel consumption mapping cycle in accordance with paragraph 4.3.5 and the recording of the engine motoring curve in accordance with paragraph 4.3.2 shall be performed additionally for that specific engine.

Table 3

Overview of testruns to be performed

Testrun	Reference to paragraph	Required to be run for CO2-parent engine	Required to be run for other engines within CO2-family
Engine full load curve	4.3.1	yes	yes
Engine motoring curve	4.3.2	yes	no
WHTC test	4.3.3	yes	yes
WHSC test	4.3.4	yes	yes
Fuel consumption mapping cycle	4.3.5	yes	no

4.2   Allowed changes to the engine system

Changing of the target value for the engine idle speed controller to a lower value in the electronic control unit of the engine shall be allowed for all testruns in which idle operation occurs, in order to prevent interference between the engine idle speed controller and the test bed speed controller.

4.2.1   Special requirements for dual-fuel engines

• Dual-fuel engines shall be operated in dual-fuel mode during all test runs performed in accordance with point 4.3. If a switch to service mode occurs during a test run, all recorded data during the respective test run shall be void.

4.3   Testruns

4.3.1   Engine full load curve

The engine full load curve shall be recorded in accordance with paragraphs 7.4.1. to 7.4.5. of Annex 4 to  UN Regulation No. 49.

4.3.2   Engine motoring curve

The recording of the engine motoring curve in accordance with this paragraph shall be omitted for all other engines except the CO2-parent engine of the engine CO2-family defined in accordance with Appendix 3. In accordance with paragraph 6.1.3 the engine motoring curve recorded for the CO2-parent engine of the engine CO2-family shall also be applicable to all engines within the same engine CO2-family.

In the case that upon request of the manufacturer the provisions defined in Article 15(5) of this Regulation are applied, the recording of the engine motoring curve shall be performed additionally for that specific engine.

The engine motoring curve shall be recorded in accordance with option (b) in paragraph 7.4.7. of Annex 4 to  UN Regulation No. 49. This test shall determine the negative torque required to motor the engine between maximum and minimum mapping speed with minimum operator demand.

The test shall be continued directly after the full load curve mapping according to paragraph 4.3.1. At the request of the manufacturer, the motoring curve may be recorded separately. In this case the engine oil temperature at the end of the full load curve testrun performed in accordance with paragraph 4.3.1 shall be recorded and the manufacturer shall prove to the satisfaction of the an approval authority, that the engine oil temperature at the starting point of the motoring curve meets the aforementioned temperature within ± 2 K.

At the start of the testrun for the engine motoring curve the engine shall be operated with minimum operator demand at maximum mapping speed defined in paragraph 7.4.3. of Annex 4 to  UN Regulation No. 49. As soon as the motoring torque value has stabilized within ± 5 % of its mean value for at least 10 seconds, the data recording shall start and the engine speed shall be decreased at an average rate of 8 ± 1 min^– 1/s from maximum to minimum mapping speed, which are defined in paragraph 7.4.3. of Annex 4 to  UN Regulation No. 49.

4.3.2.1   Special requirements for WHR systems

For WHR_mech and WHR_elec systems the data recording for the engine motoring curve shall not start before the reading of the value of mechanical or electrical power generated by the WHR system has stabilised within ± 10 % of its mean value for at least 10 seconds.

4.3.3   WHTC test

The WHTC test shall be performed in accordance with Annex 4 to UN Regulation No. 49. The weighted emission test results shall meet the applicable limits defined in Regulation (EC) No 595/2009.

Dual-fuel engines shall meet the applicable limits in accordance with Annex XVIII, point 5, to Regulation (EU) No 582/2011.

The engine full load curve recorded in accordance with paragraph 4.3.1 shall be used for the denormalisation of the reference cycle and all calculations of reference values performed in accordance with paragraphs 7.4.6, 7.4.7 and 7.4.8 of Annex 4 to UN Regulation No. 49.

4.3.3.1   Measurement signals and data recording

In addition to the provisions defined in Annex 4 to UN Regulation No 49, the actual fuel mass flow consumed by the engine in accordance with paragraph 3.4 and the data referred to in point 4.3.5.3(5)(a) in application to the WHTC test shall be recorded.

4.3.3.2   Special requirements for WHR systems

For WHR_mech systems the mechanical P_WHR_net and for WHR_elec systems the electrical P_WHR_net in accordance with point 3.1.6 shall be recorded.

4.3.4   WHSC test

The WHSC test shall be performed in accordance with Annex 4 to UN Regulation No. 49. The emission test results shall meet the applicable limits defined in Regulation (EC) No 595/2009.

Dual-fuel engines shall meet the applicable limits in accordance with Annex XVIII, point 5, to Regulation (EU) No 582/2011.

The engine full load curve recorded in accordance with point 4.3.1 shall be used for the denormalisation of the reference cycle and all calculations of reference values performed in accordance with paragraphs 7.4.6, 7.4.7 and 7.4.8 of Annex 4 to UN Regulation No. 49.

4.3.4.1   Measurement signals and data recording

In addition to the provisions defined in Annex 4 to UN Regulation No 49, the actual fuel mass flow consumed by the engine in accordance with paragraph 3.4 and the data referred to in point 4.3.5.3(5)(a) in application to the WHSC test shall be recorded.

4.3.4.2   Special requirements for WHR systems

For WHR_mech systems the mechanical P_WHR_net and for WHR_elec systems the electrical P_WHR_net in accordance with point 3.1.6 shall be recorded.

4.3.5   Fuel consumption mapping cycle (FCMC)

The fuel consumption mapping cycle (FCMC) in accordance with this paragraph shall be omitted for all other engines except the CO2-parent engine of the engine CO2-family. The fuel map data recorded for the CO2-parent engine of the engine CO2-family shall also be applicable to all engines within the same engine CO2-family.

In the case that upon request of the manufacturer the provisions defined in Article 15(5) of this Regulation are applied, the fuel consumption mapping cycle shall be performed additionally for that specific engine.

The engine fuel map shall be measured in a series of steady state engine operation points, as defined according to paragraph 4.3.5.2. The metrics of this map are the fuel consumption in g/h depending on engine speed in min^-1 and engine torque in Nm.

4.3.5.1   Handling of interruptions during the FCMC

If an after-treatment regeneration event occurs during the FCMC for engines equipped with exhaust after-treatment systems that are regenerated on a periodic basis defined in accordance with paragraph 6.6 of Annex 4 to  UN Regulation No. 49, all measurements at that engine speed mode shall be void. The regeneration event shall be completed and afterwards the procedure shall be continued as described in paragraph 4.3.5.1.1.

If an unexpected interruption, malfunction or error occurs during the FCMC, all measurements at that engine speed mode shall be void and one of the following options how to continue shall be chosen by the manufacturer:

• (1) the procedure shall be continued as described in paragraph 4.3.5.1.1

• (2) the whole FCMC shall be repeated in accordance with paragraphs 4.3.5.4 and 4.3.5.5

4.3.5.1.1   Provisions for continuing the FCMC

The engine shall be started and warmed up in accordance with paragraph 7.4.1. of Annex 4 to  UN Regulation No. 49. After warm-up, the engine shall be preconditioned by operating the engine for 20 minutes at mode 9, as defined in Table 1 of paragraph 7.2.2. of Annex 4 to  UN Regulation No. 49.

The engine full load curve recorded in accordance with paragraph 4.3.1 shall be used for the denormalization of the reference values of mode 9 performed in accordance with paragraphs 7.4.6, 7.4.7 and 7.4.8 of Annex 4 to  UN Regulation No. 49.

Directly after completion of preconditioning, the target values for engine speed and torque shall be changed linearly within 20 to 46 seconds to the highest target torque setpoint at the next higher target engine speed setpoint than the particular target engine speed setpoint where the interruption of the FCMC occurred. If the target setpoint is reached within less than 46 seconds, the remaining time up to 46 seconds shall be used for stabilization.

For stabilization the engine operation shall continue from that point in accordance with the test sequence specified in paragraph 4.3.5.5 without recording of measurement values.

When the highest target torque setpoint at the particular target engine speed setpoint where the interruption occurred is reached, the recording of measurement values shall be continued from that point on in accordance with the test sequence specified in paragraph 4.3.5.5.

4.3.5.2   Grid of target setpoints

The grid of target setpoints is fixed in a normalized way and consists of 10 target engine speed setpoints and 11 target torque setpoints. Conversion of the normalized setpoint definition to the actual target values of engine speed and torque setpoints for the individual engine under test shall be based on the engine full load curve of the CO2-parent engine of the engine CO2-family defined in accordance with Appendix 3 to this Annex and recorded in accordance with paragraph 4.3.1.

4.3.5.2.1   Definition of target engine speed setpoints

The 10 target engine speed setpoints are defined by 4 base target engine speed setpoints and 6 additional target engine speed setpoints.

The engine speeds nidle, nlo, npref, n95h and nhi shall be determined from the engine full load curve of the CO2-parent engine of the engine CO2-family defined in accordance with Appendix 3 to this Annex and recorded in accordance with paragraph 4.3.1 by applying the definitions of characteristic engine speeds in accordance with paragraph 7.4.6. of Annex 4 to  UN Regulation No. 49.

The engine speed n57 shall be determined by the following equation:

n57 = 0,565 × (0,45 × nlo + 0,45 × npref + 0,1 × nhi – nidle) × 2,0327 + nidle

The 4 base target engine speed setpoints are defined as follows:

• (1) Base engine speed 1: nidle

• (2) Base engine speed 2: nA = n57 – 0,05 × (n95h – nidle)

• (3) Base engine speed 3: nB = n57 + 0,08 × (n95h – nidle)

• (4) Base engine speed 4: n95h

The potential distances between the speed setpoints shall be determined by the following equations:

• (1) dnidleA_44 = (nA – nidle) / 4

• (2) dnB95h_44 = (n95h – nB) / 4

• (3) dnidleA_35 = (nA – nidle) / 3

• (4) dnB95h_35 = (n95h – nB) / 5

• (5) dnidleA_53 = (nA – nidle) / 5

• (6) dnB95h_53 = (n95h – nB) / 3

The absolute values of potential deviations between the two sections shall be determined by the following equations:

• (1) dn44 = ABS(dnidleA_44 – dnB95h_44)

• (2) dn35 = ABS(dnidleA_35 – dnB95h_35)

• (3) dn53 = ABS(dnidleA_53 – dnB95h_53)

The 6 additional target engine speed setpoints shall be determined in accordance with the following provisions:

• (1) If dn44 is smaller than or equal to (dn35 + 5) and also smaller than or equal to (dn53 + 5), the 6 additional target engine speeds shall be determined by dividing each of the two ranges, one from nidle to nA and the other from nB to n95h, into 4 equidistant sections.

• (2) If (dn35 + 5) is smaller than dn44 and also dn35 is smaller than dn53, the 6 additional target engine speeds shall be determined by dividing the range from nidle to nA into 3 equidistant sections and the range from nB to n95h, into 5 equidistant sections.

• (3) If (dn53 + 5) is smaller than dn44 and also dn53 is smaller than dn35, the 6 additional target engine speeds shall be determined by dividing the range from nidle to nA into 5 equidistant sections and the range from nB to n95h, into 3 equidistant sections.

Figure 1 exemplarily illustrates the definition of the target engine speed setpoints according to subpoint (1) above.

Figure 1

Definition of speed setpoints

Image omitted; see official source

Text of image

4 equidistant sections

4 equidistant sections

Engine speed

Engine torque

n95h

nB

nA

nidle

Tmax_overall

4.3.5.2.2   Definition of target torque setpoints

The 11 target torque setpoints are defined by 2 base target torque setpoints and 9 additional target torque setpoints. The 2 base target torque setpoints are defined by zero engine torque and the maximum engine full load of the CO2-parent engine determined in accordance with paragraph 4.3.1. (overall maximum torque Tmax_overall). The 9 additional target torque setpoints are determined by dividing the range from zero torque to overall maximum torque, Tmax_overall, into 10 equidistant sections.

All target torque setpoints at a particular target engine speed setpoint that exceed the limit value defined by the full load torque value (determined from the engine full load curve recorded in accordance with point 4.3.1) at this particular target engine speed setpoint minus 5 % of Tmax_overall, shall be replaced by one single target torque setpoint at full load torque at this particular target engine speed setpoint. Each of these replacement setpoints shall be measured only once during the FCMC test sequence defined in accordance with paragraph 4.3.5.5. Figure 2 exemplarily illustrates the definition of the target torque setpoints.

Figure 2

Definition of torque setpoints

Image omitted; see official source

Text of image

10 equidistant sections

Target torque points set to full load torque (within full load torque minus 5% of Tmax_overall)

Engine speed

Engine torque

Tmax_overall

4.3.5.3   Measurement signals and data recording

The following measurement data shall be recorded:

• (1) engine speed

• (2) engine torque corrected in accordance with paragraph 3.1.2

• (3) fuel mass flow consumed by the whole engine system in accordance with paragraph 3.4

• (4) Gaseous pollutants according to the definitions in  UN Regulation No. 49.  Particulate pollutants, methane and ammonia emissions are not required to be monitored during the FCMC test run.

• (5) If the test engine is equipped with an on-board device for the monitoring and recording of fuel and/or energy consumption and mileage of motor vehicles, according to point 3.1.2:
• (a) the information described in points 8.13.15.3 to 8.13.15.8 of Annex Xa;
• (b) for each point of the fuel mass flow recorded according to point (3) the OBFCM instantaneous value of the engine fuel rate referred to in point 5.13 of Annex Xa;
• (c) the time intervals between the different points of the fuel mass flow recorded according to point (3).

The measurement of gaseous pollutants shall be carried out in accordance with paragraphs 7.5.1, 7.5.2, 7.5.3, 7.5.5, 7.7.4, 7.8.1, 7.8.2, 7.8.4 and 7.8.5 of Annex 4 to  UN Regulation No. 49.

For the purpose of paragraph 7.8.4 of Annex 4 to  UN Regulation No. 49, the term ‘test cycle’ in the paragraph referred to shall be the complete sequence from preconditioning in accordance with paragraph 4.3.5.4 to ending of the test sequence in accordance with paragraph 4.3.5.5.

4.3.5.3.1   Special requirements for WHR systems

For WHR_mech systems the mechanical P_WHR_net and for WHR_elec systems the electrical P_WHR_net in accordance with point 3.1.6 shall be recorded.

4.3.5.4   Preconditioning of the engine system

The dilution system, if applicable, and the engine shall be started and warmed up in accordance with paragraph 7.4.1. of Annex 4 to  UN Regulation No. 49.

After warm-up is completed, the engine and sampling system shall be preconditioned by operating the engine for 20 minutes at mode 9, as defined in Table 1 of paragraph 7.2.2. of Annex 4 to  UN Regulation No. 49, while simultaneously operating the dilution system.

The engine full load curve of the CO2-parent engine of the engine CO2-family recorded in accordance with point 4.3.1 shall be used for the denormalisation of the reference values of mode 9 performed in accordance with paragraphs 7.4.6, 7.4.7 and 7.4.8 of Annex 4 to UN Regulation No. 49.

Directly after completion of preconditioning, the target values for engine speed and torque shall be changed linearly within 20 to 46 seconds to match the first target setpoint of the test sequence according to paragraph 4.3.5.5. If the first target setpoint is reached within less than 46 seconds, the remaining time up to 46 seconds shall be used for stabilization.

4.3.5.5   Test sequence

The test sequence consists of steady state target setpoints with defined engine speed and torque at each target setpoint in accordance with paragraph 4.3.5.2 and defined ramps to move from one target setpoint to the next.

The highest target torque setpoint at each target engine speed shall be operated with maximum operator demand.

The first target setpoint is defined at the highest target engine speed setpoint and highest target torque setpoint.

The following steps shall be performed to cover all target setpoints:

• (1) The engine shall be operated for 95 ± 3 seconds at each target setpoint. The first 55 ± 1 seconds at each target setpoint are considered as a stabilization period,.  During the following period of 30±1 seconds the engine shall be controlled as follows:
• (a) The engine speed mean value shall be held at the target engine speed setpoint within ± 1 percent of the highest target engine speed.
• (b) Except for the points at full load, the engine torque mean value shall be held at the target torque setpoint within a tolerance of ± 20 Nm or ± 2 percent of the overall maximum torque, Tmax_overall, whichever is greater. The recorded values in accordance with paragraph 4.3.5.3 shall be stored as averaged value over the period of 30 ± 1 seconds. The remaining period of 10 ± 1 seconds may be used for data post-processing and storage if necessary. During this period the engine target setpoint shall be kept.

• (2) After the measurement at one target setpoint is completed, the target value for engine speed shall be kept constant within ± 20 min^– 1 of the target engine speed setpoint and the target value for torque shall be decreased linearly within 20±1 seconds to match the next lower target torque setpoint. Then the measurement shall be performed according to subpoint (1).

• (3) After the zero torque setpoint has been measured in subpoint (1), the target engine speed shall be decreased linearly to the next lower target engine speed setpoint while at the same time the operator demand shall be increased linearly to the maximum value within 20 to 46 seconds. If the next target setpoint is reached within less than 46 seconds, the remaining time up to 46 seconds shall be used for stabilisation. Then the measurement shall be performed by starting the stabilisation procedure in accordance with subpoint (1) and afterwards the target torque setpoints at constant target engine speed shall be adjusted in accordance with subpoint (2).

Figure 3 illustrates the three different steps to be performed at each measurement setpoint for the test according to subpoint (1) above.

Figure 3

Steps to be performed at each measurement setpoint

Image omitted; see official source

Text of image

Transition period (ramp)

Transition period (ramp)

Post-processing period

55 ± 1 seconds

10 ± 1 s.

30 ± 1 seconds

Measurement period

(Data recording)

Stabilization period

Phase end

95 ± 3 seconds

Phase start

Figure 4 exemplarily illustrates the sequence of steady state measurement setpoints to be followed for the test.

Figure 4

Sequence of steady state measurement setpoints

Image omitted; see official source

Text of image

Finish

Start

Engine torque

Engine speed

Tmax_overall

4.3.5.6   Data evaluation for emission monitoring

Gaseous pollutants in accordance with paragraph 4.3.5.3 shall be monitored during the FCMC. The definitions of characteristic engine speeds in accordance with paragraph 7.4.6. of Annex 4 to  UN Regulation No. 49 shall apply.

4.3.5.6.1   Definition of control area

The control area for emission monitoring during the FCMC shall be determined in accordance with paragraphs 4.3.5.6.1.1 and 4.3.5.6.1.2.

4.3.5.6.1.1   Engine speed range for the control area

• (1) The engine speed range for the control area shall be defined based on the engine full load curve of the CO2-parent engine of the engine CO2-family defined in accordance with Appendix 3 to this Annex and recorded in accordance with paragraph 4.3.1.

• (2) The control area shall include all engine speeds greater than or equal to the 30^th percentile cumulative speed distribution, determined from all engine speeds including idle speed sorted in ascending order, over the hotstart WHTC test cycle performed in accordance with paragraph 4.3.3 (n30) for the engine full load curve referred to the subpoint (1).

• (3) The control area shall include all engine speeds lower than or equal to nhi determined from the engine full load curve referred to in the subpoint (1)

4.3.5.6.1.2   Engine torque and power range for the control area

• (1) The lower boundary of the engine torque range for the control area shall be defined based on the engine full load curve of the engine with the lowest rating of all engines within the engine CO2-family and recorded in accordance with paragraph 4.3.1.

• (2) The control area shall include all engine load points with a torque value greater than or equal to 30 percent of the maximum torque value determined from the engine full load curve referred to in subpoint (1).

• (3) Notwithstanding the provisions of subpoint (2), speed and torque points below 30 percent of the maximum power value, determined from the engine full load curve referred to in subpoint (1), shall be excluded from the control area.

• (4) Notwithstanding the provisions of subpoints (2) and (3), the upper boundary of the control area shall be based on the engine full load curve of the CO2-parent engine of the engine CO2-family defined in accordance with Appendix 3 to this Annex and recorded in accordance with paragraph 4.3.1. The torque value for each engine speed determined from the engine full load curve of the CO2-parent engine shall be increased by 5 percent of the overall maximum torque, Tmax_overall, defined in accordance with paragraph 4.3.5.2.2. The modified increased engine full load curve of the CO2-parent engine shall be used as upper boundary of the control area.

Figure 5 exemplarily illustrates the definition of the engine speed, torque and power range for the control area.

Figure 5

Definition of the engine speed, torque and power range for the control area exemplarily

Image omitted; see official source

Text of image

control area

n30

nhi

lower boundary (based on full load curve of lowest rating in CO2-family)

original full load curve of CO2-parent engine

upper boundary (defined by increased full load curve)

Engine speed

Engine torque

Tmax_overall

4.3.5.6.2   Definition of the grid cells

The control area defined in accordance with paragraph 4.3.5.6.1 shall be divided into a number of grid cells for emission monitoring during the FCMC.

The grid shall comprise of 9 cells for engines with a rated speed less than 3 000 min^– 1 and 12 cells for engines with a rated speed greater than or equal to 3 000 min^– 1. The grids shall be defined in accordance with the following provisions:

• (1) The outer boundaries of the grids are aligned to the control area defined according to paragraph 4.3.5.6.1.

• (2) 2 vertical lines spaced at equal distance between engine speeds n30 and nhi for 9 cell grids, or 3 vertical lines spaced at equal distance between engine speeds n30 and nhi for 12 cell grids.

• (3) 2 lines spaced at equal distance of engine torque (i.e. 1/3) at each vertical line within the control area defined in accordance with point 4.3.5.6.1.

All engine speed values in min^-1 and all torque values in Newtonmeters defining the boundaries of the grid cells shall be rounded to 2 places to the right of the decimal point in accordance with ASTM E 29-06.

Figure 6 exemplarily illustrates the definition of the grid cells for the control area in the case of 9 cell grid.

Figure 6

Definition of the grid cells for the control area exemplarily for 9 cell grid

Image omitted; see official source

Text of image

lower boundary (based on full load curve of lowest rating in CO2-family)

original full load curve of CO2-parent engine

nhi

n30

Engine speed

upper boundary (defined by increased full load curve)

Engine torque

Tmax_overall

4.3.5.6.3   Calculation of specific mass emissions

The specific mass emissions of the gaseous pollutants shall be determined as average value for each grid cell defined in accordance with paragraph 4.3.5.6.2. The average value for each grid cell shall be determined as arithmetical mean value of the specific mass emissions over all engine speed and torque points measured during the FCMC located within the same grid cell.

The specific mass emissions of the single engine speed and torque points measured during the FCMC shall be determined as averaged value over the 30±1 seconds measurement period defined in accordance with point 4.3.5.5., subpoint (1)

If an engine speed and torque point is located directly on a line that separates different grid cells from each other, this engine speed and load point shall be taken into account for the average values of all adjacent grid cells.

The calculation of the total mass emissions of each gaseous pollutant for each engine speed and torque point measured during the FCMC, mFCMC,i in grams, over the 30 ± 1 seconds measurement period in accordance with subpoint (1) of paragraph 4.3.5.5 shall be carried out in accordance with paragraph 8 of Annex 4 to  UN Regulation No. 49.

The actual engine work for each engine speed and torque point measured during the FCMC, WFCMC,i in kWh, over the 30 ± 1 seconds measurement period in accordance with subpoint (1) of paragraph 4.3.5.5 shall be determined from the engine speed and torque values recorded in accordance with paragraph 4.3.5.3.

The specific mass emissions of gaseous pollutants eFCMC,i in g/kWh for each engine speed and torque point measured during the FCMC shall be determined by the following equation:

eFCMC,i = mFCMC,i / WFCMC,i

4.3.5.7   Validity of data

4.3.5.7.1   Requirements for validation statistics of the FCMC

A linear regression analysis of the actual values of engine speed (nact), engine torque (Mact) and engine power (Pact) on the respective reference values (nref, Mref, Pref) shall be performed for the FCMC. The actual values for nact, Mact and Pact shall be the determined from the values recorded in accordance with paragraph 4.3.5.3.

The ramps to move from one target setpoint to the next shall be excluded from this regression analysis.

To minimize the biasing effect of the time lag between the actual and reference cycle values, the entire engine speed and torque actual signal sequence may be advanced or delayed in time with respect to the reference speed and torque sequence. If the actual signals are shifted, both speed and torque shall be shifted by the same amount in the same direction.

The method of least squares shall be used for the regression analysis in accordance with paragraphs A.3.1 and A.3.2 of Appendix 3 to Annex 4 to  UN Regulation No. 49, with the best-fit equation having the form as defined in paragraph 7.8.7 of Annex 4 to  UN Regulation No. 49. It is recommended that this analysis be performed at 1 Hz.

For the purposes of this regression analysis only, omissions of points are permitted where noted in Table 4 (Permitted point omissions from regression analysis) of Annex 4 to  UN Regulation No. 49 before doing the regression calculation. Additionally, all engine torque and power values at points with maximum operator demand shall be omitted for the purposes of this regression analysis only. However, points omitted for the purposes of regression analysis shall not be omitted for any other calculations in accordance with this Annex. Point omission may be applied to the whole or to any part of the cycle.

For the data to be considered valid, the criteria of Table 3 (Regression line tolerances for the WHSC) of Annex 4 to  UN Regulation No. 49 shall be met.

4.3.5.7.2   Requirements for emission monitoring

The data obtained from the FCMC tests is valid if the specific mass emissions of the regulated gaseous pollutants determined for each grid cell in accordance with point 4.3.5.6.3 meet the following limits for gaseous pollutants:

• (a) Engines other than dual-fuel shall meet the applicable limit values in accordance with paragraph 5.2.2 of Annex 10 to UN Regulation 49.

• (b) Dual-fuel engines shall meet the applicable limits defined in Annex XVIII to Regulation (EU) No 582/2011, where reference to a pollutant emission limit defined in Annex I to Regulation (EU) 595/2009 shall be replaced by reference to the limit of the same pollutant in accordance with paragraph 5.2.2 of Annex 10 to UN/ECE Regulation 49.

In the case that the number of engine speed and torque points within the same grid cell is less than 3, this point shall not apply for that specific grid cell.

All calculations defined in this paragraph shall be performed specifically for each engine within one engine CO2-family.

5.1   Calculation of engine work

Total engine work over a cycle or a defined period shall be determined from the recorded values of engine power determined in accordance with paragraph 3.1.2 of this Annex and paragraphs 6.3.5 and 7.4.8 of Annex 4 to  UN Regulation No. 49.

The engine work over a complete testcycle or over each WHTC-sub-cycle shall be determined by integrating of recorded values of engine power in accordance with the following formula:

Image omitted; see official source

where:

Wact, i	=	total engine work over the time period from t0 to t1
---	---	---
t0	=	time at the start of the time period
---	---	---
t1	=	time at the end of the time period
---	---	---
n	=	number of recorded values over the time period from t0 to t1
---	---	---
Pk [0 … n]	=	recorded engine power values over the time period from t0 to t1 in chronological order, where k runs from 0 at t0 to n at t1
---	---	---
h	=	interval width between two adjacent recorded values defined by Image omitted; see official source

5.2   Calculation of integrated fuel consumption

Any recorded negative values for the fuel consumption shall be used directly and shall not be set equal to zero for the calculations of the integrated value.

The total fuel mass consumed by the engine over a complete testcycle or over each WHTC-sub-cycle shall be determined by integrating recorded values of fuel massflow in accordance with the following formula:

Image omitted; see official source

where:

Σ FCmeas, i	=	total fuel mass consumed by the engine over the time period from t0 to t1

| | | |

| --- | --- | --- | | t0 | = | time at the start of the time period | | | | | | --- | --- | --- | | t1 | = | time at the end of the time period | | | | | | --- | --- | --- | | n | = | number of recorded values over the time period from t0 to t1 | | | | | | --- | --- | --- | | mffuel,k [0 … n] | = | recorded fuel massflow values over the time period from t0 to t1 in chronological order, where k runs from 0 at t0 to n at t1 | | | | | | --- | --- | --- | | h | = | interval width between two adjacent recorded values defined by Image omitted; see official source |

5.3   Calculation of specific fuel consumption figures

The correction and balancing factors, which have to be provided as input for the simulation tool, are calculated by the engine pre-processing tool based on the measured specific fuel consumption figures of the engine determined in accordance with paragraphs 5.3.1 and 5.3.2.

5.3.1   Specific fuel consumption figures for WHTC correction factor

The specific fuel consumption figures needed for the WHTC correction factor shall be calculated from the actual measured values for the hotstart WHTC recorded in accordance with paragraph 4.3.3 as follows:

SFCmeas, Urban = Σ FCmeas, WHTC-Urban / Wact, WHTC-Urban

SFCmeas, Rural = Σ FCmeas, WHTC- Rural / Wact, WHTC- Rural

SFCmeas, MW = Σ FCmeas, WHTC-MW / Wact, WHTC-M)

where:

SFCmeas, i	=	Specific fuel consumption over the WHTC-sub-cycle i [g/kWh]
---	---	---
Σ FCmeas, i	=	Total fuel mass consumed by the engine over the WHTC-sub-cycle i [g] determined in accordance with paragraph 5.2

| | | |

| --- | --- | --- | | Wact, i | = | Total engine work over the WHTC sub-cycle i [kWh] determined in accordance with paragraph 5.1 |

The 3 different sub-cycles of the WHTC – urban, rural and motorway – shall be defined as follows:

• (1) urban: from cycle start to ≤ 900 seconds from cycle start

• (2) rural: from > 900 seconds to ≤ 1 380 seconds from cycle start

• (3) motorway (MW): from > 1 380 seconds from cycle start to cycle end

5.3.1.1   Special requirements for dual-fuel engines

For dual-fuel engines the specific fuel consumption figures for WHTC correction factor in accordance with point 5.3.1 shall be calculated for each of the two fuels separately.

5.3.2   Specific fuel consumption figures for cold-hot emission balancing factor

The specific fuel consumption figures needed for the cold-hot emission balancing factor shall be calculated from the actual measured values for both, the hotstart and coldstart WHTC test recorded in accordance with paragraph 4.3.3. The calculations shall be performed for both, the hotstart and coldstart WHTC separately as follows:

SFCmeas, hot = Σ FCmeas, hot / Wact, hot

SFCmeas, cold = Σ FCmeas, cold / Wact, cold

where:

SFCmeas, j	=	Specific fuel consumption [g/kWh]
---	---	---
Σ FCmeas, j	=	Total fuel consumption over the WHTC [g] determined in accordance with paragraph 5.2 of this Annex
---	---	---
Wact, j	=	Total engine work over the WHTC [kWh] determined in accordance with paragraph 5.1 of this Annex

5.3.2.1   Special requirements for dual-fuel engines

For dual-fuel engines the specific fuel consumption figures for cold-hot emission balancing factor in accordance with point 5.3.2 shall be calculated for each of the two fuels separately.

5.3.3   Specific fuel consumption figures over WHSC

The specific fuel consumption over the WHSC shall be calculated from the actual measured values for the WHSC recorded in accordance with point 4.3.4 as follows:

SFCWHSC = (Σ FCWHSC) / (WWHSC + Σ E_WHRWHSC)

where:

SFCWHSC	=	Specific fuel consumption over WHSC [g/kWh]
---	---	---
Σ FCWHSC	=	Total fuel consumption over the WHSC [g] determined in accordance with point 5.2 of this Annex
---	---	---
WWHSC	=	Total engine work over the WHSC [kWh] dddetermined in accordance with point 5.1 of this Annex

For engines with more than one WHR system installed E_WHRWHSC shall be calculated for each different WHR system separately. For engines without a WHR system installed E_WHRWHSC shall be set to zero.

E_WHRWHSC = Total integrated E_WHR_net over the WHSC [kWh]

determined in accordance with point 5.3

Σ E_WHRWHSC = Sum of individual E_WHRWHSC of all different WHR systems installed [kWh].

5.3.3.1   Corrected specific fuel consumption figures over WHSC

The calculated specific fuel consumption over the WHSC, SFCWHSC, determined in accordance with paragraph 5.3.3 shall be adjusted to a corrected value, SFCWHSC,corr, in order to account for the difference between the NCV of the fuel used during testing and the standard NCV for the respective engine fuel technology in accordance with the following equation:

Image omitted; see official source

where:

SFCWHSC,corr	=	Corrected specific fuel consumption over WHSC [g/kWh]
---	---	---
SFCWHSC	=	Specific fuel consumption over WHSC [g/kWh]
---	---	---
NCVmeas	=	NCV of the fuel used during testing determined in accordance with paragraph 3.2 [MJ/kg]
---	---	---
NCVstd	=	Standard NCV in accordance with Table 4 [MJ/kg]

Table 4

Standard net calorific values of fuel types

Fuel type / engine type	Reference fuel type	Standard NCV [MJ/kg]
Diesel / CI	B7	42,7
Ethanol / CI	ED95	25,7
Petrol / PI	E10	41,5
Ethanol / PI	E85	29,1
LPG / PI	LPG Fuel B	46,0
Natural gas / PI or Natural Gas / CI	G25 or GR	45,1
Hydrogen / PI or Hydrogen / CI	Hydrogen	120,0
Diesel / CI	B100	37,2

5.3.3.2   Special provisions for B7 reference fuel

In the case that reference fuel of the type B7 (Diesel /CI) in accordance with paragraph 3.2 was used during testing, the standardization correction in accordance with paragraph 5.3.3.1 shall not be performed and the corrected value, SFCWHSC,corr, shall be set to the uncorrected value SFCWHSC.

5.3.3.3   Special requirements for dual-fuel engines

For dual-fuel engines the corrected specific fuel consumption figures over the WHSC in accordance with point 5.3.3.1 shall be calculated for each of the two fuels separately from the respective specific fuel consumption figures over the WHSC determined for each of the two fuels separately in accordance with point 5.3.3.

Point 5.3.3.2 shall apply for Diesel fuel B7.

5.4   Correction factor for engines equipped with exhaust after-treatment systems that are regenerated on a periodic basis

For engines equipped with exhaust after-treatment systems that are regenerated on a periodic basis defined in accordance with paragraph 6.6.1 of Annex 4 to  UN Regulation No. 49, fuel consumption shall be adjusted to account for regeneration events by a correction factor.

This correction factor, CFRegPer, shall be determined in accordance with paragraph 6.6.2 of Annex 4 to  UN Regulation No. 49.

For engines equipped with exhaust after-treatment systems with continuous regeneration, defined in accordance with paragraph 6.6 of Annex 4 to  UN Regulation No. 49, no correction factor shall be determined and the value of the factor CFRegPer shall be set to 1.

The engine full load curve recorded in accordance with paragraph 4.3.1 shall be used for the denormalization of the WHTC reference cycle and all calculations of reference values performed in accordance with paragraphs 7.4.6, 7.4.7 and 7.4.8 of Annex 4 to  UN Regulation No. 49.

In addition to the provisions defined in Annex 4 to  UN Regulation No. 49 the actual fuel mass flow consumed by the engine in accordance with paragraph 3.4 shall be recorded for each WHTC hot start test performed in accordance with paragraph 6.6.2 of Annex 4 to  UN Regulation No. 49.

The specific fuel consumption for each WHTC hot start test performed shall be calculated by the following equation:

SFCmeas, m = (Σ FCmeas, m) / (Wact, m)

where:

SFCmeas, m	=	Specific fuel consumption [g/kWh]
---	---	---
Σ FCmeas,m	=	Total fuel consumption over the WHTC [g] determined in accordance with paragraph 5.2 of this Annex
---	---	---
Wact, m	=	Total engine work over the WHTC [kWh] determined in accordance with paragraph 5.1 of this Annex
---	---	---
m	=	Index defining each individual WHTC hot start test