Commission Delegated Regulation (EU) 2022/2387 of 30 August 2022 amending Delegated Regulation (EU) 2017/655 as regards the adaptation of the provisions on monitoring of gaseous pollutant emissions from in-service internal combustion engines installed in non-road mobile machinery to include engines with power of less than 56 kW and more than 560 kW

The CO2 masses are calculated in the averaging windows by integrating the instantaneous gaseous pollutant emissions calculated in accordance with the requirements introduced in point 1.

2.3.1.   Selection of valid averaging windows

The valid averaging windows shall be those whose duration does not exceed the maximum duration calculated from:

Image omitted; see official source

Where:

— Dmax is the maximum averaging window duration, s,

— Pmax is the reference power, as defined in Article 3, point (26), of Regulation (EU) 2016/1628, kW, and listed in Annex I to that Regulation for each engine (sub-)category, for the engine type subject to ISM test, except for engines of category ATS where the reference power is the power at intermediate speed as defined in Section 5.2.5.4., point (f), of Annex VI to Delegated Regulation (EU) 2017/654.

The percentage of valid averaging windows shall be equal or greater than 50 %.

	2.3.1.1.	If the percentage of valid windows is less than 50 %, the data evaluation shall be repeated using longer window durations. This is achieved by decreasing the value of 0,2 in the formula given in point 2.3.1 by steps of 0,01 until the percentage of valid windows is equal to or greater than 50 %.

	2.3.1.2.	In any case, the lowest value in the above formula shall not be lower than 0,10.

	2.3.1.3.	The test shall be void if the percentage of valid windows is less than 50 % at a maximum window duration calculated in accordance with points 2.3.1., 2.3.1.1. and 2.3.1.2.

2.3.2.   Calculations of the conformity factors

The conformity factors shall be calculated for each individual averaging window and each individual pollutant in the following way:

Image omitted; see official source

With

Image omitted; see official source (in service ratio) and

Image omitted; see official source (certification ratio)

Where:

— mi is the mass emission of the gaseous pollutant during the i^th averaging window, g/averaging window,

— Image omitted; see official source is the CO2 mass during the i^th averaging window, g/averaging window,

— Image omitted; see official source is the reference engine CO2 mass determined in accordance with point 2.1.2, sub-point (g),

— mL is the mass emission of gaseous pollutant corresponding to the applicable limit on the reference test cycle, g.

mL is determined as follows:

Image omitted; see official source

Where:

— L is the applicable limit, g/kWh

— Wref is the engine reference work determined in accordance with point 2.1.2, kWh.’;

• (25) In Appendix 6, point 2, is replaced by the following:

‘2.   Impossibility to check the conformity of the ECU torque signal

When the manufacturer demonstrates to the approval authority that it is not possible to check the ECU torque signal during the in-service monitoring test, the verification performed in accordance with the requirements of Appendix 3 of Annex VI to Delegated Regulation (EU) 2017/654 during the tests required for EU type- approval and stated in the EU type-approval certificate shall be accepted by the approval authority.

For engines in ISM groups other than A, C and H, the approval authority may accept a separate demonstration conducted in accordance with the requirements of Appendix 3 of Annex VI to Delegated Regulation (EU) 2017/654 but using the following mapping procedures of that Annex:

• (a) for engines in ISM group I, and variable speed engines in ISM groups E, F, G, J, K, L, M and N, Section 7.6.1;

• (b) for all other engines, Section 7.6.3.

Where mapping is performed at constant speed in accordance with sub-point (b), it shall be sufficient to measure and compare the readings of the torque measured by the dynamometer and the torque broadcast by the ECU at the single point of rated net power.’;

• (26) In Appendix 7, points 1 to 1.3 are replaced by the following:

‘1.   Data to be provided

	1.1.	Where an ECU is used to provide engine torque, speed or coolant temperature that data at a minimum shall be provided in accordance with Table 1. Table 1 Measurement data Parameter Unit11 Engine torque12 Nm Engine speed rpm Engine coolant temperature K

	1.2.	Where either ambient pressure or ambient temperature are not measured by external sensors, they shall be provided by the ECU in accordance with Table 2. Table 2 Additional measurement data Parameter Unit13 Ambient temperature14 K Ambient pressure kPa Engine fuel flow g/s

	1.3.	Where exhaust mass flow is not measured directly, the engine fuel flow shall be provided in accordance with the Table of Appendix 2’;

• (27) In Appendix 7, point 2.1.1 is replaced by the following:

• ‘2.1.1. Access to data stream information shall be provided in accordance with at least one of the following series of standards:

• (a) ISO 27145 with ISO 15765-4 (CAN-based);

• (b) ISO 27145 with ISO 13400 (TCP/IP-based);

• (c) SAE J1939-73;

• (d) ISO 14229.’

• (28) Appendix 8 is amended as follows:

• (a) data entries 2 to 2.20 are replaced by the following:

‘2.   Engine information

	2.1.	ISM Group

	2.2.	Category and sub-category of the engine type/engine family

	2.3.	Type approval number

	2.4.	Commercial name(s) (if applicable)

	2.5.	Engine family designation (if member of a family)

	2.6.	Reference work [kWh]

	2.7.	Reference CO2 mass [g]

	2.8.	Engine type designation

	2.9.	Engine identification number

	2.10.	Engine production year and month

	2.11.	Engine rebuilt (yes/no)

	2.12.	Engine total swept volume [cm3]

	2.13.	Number of cylinders

	2.14.	Engine declared rated net power/rated speed [kW/rpm]

	2.15.	Engine maximum net power/power speed [kW/rpm]

	2.16.	Engine declared maximum torque/torque speed [Nm/rpm]

	2.17.	Idle speed [rpm]

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

	2.19.	Manufacturer supplied full-load torque curve reference number

	2.20.	Installed DeNOx system (e.g., EGR, SCR) (where applicable)

	2.21.	Installed type of catalytic converter (where applicable)

	2.22.	Installed type of particulate after-treatment (where applicable)

	2.23.	After-treatment modified with respect to type approval (yes/no)

	2.24.	Installed ECU information (Software calibration number)’;

• (b) data entries 9 to 9.11 are replaced by the following:

‘9.   Averaging window ¹⁵ conformity factors (determined in accordance with Appendices 3 to 5)

(Minimum, maximum and 90th cumulative percentile)

	9.1.	Work averaging window THC conformity factor [-] 16

	9.2.	Work averaging window CO conformity factor [-]

	9.3.	Work averaging window NOx conformity factor [-] 17 (where applicable)

	9.4.	Work averaging window THC + NOx conformity factor [-] 18 (where applicable)

	9.5.	CO2 mass averaging window THC conformity factor [-] 19

	9.6.	CO2 mass averaging window CO conformity factor [-]

	9.7.	CO2 mass averaging window NOx conformity factor [-] 20 (where applicable)

	9.8.	CO2 mass averaging window THC+NOx conformity factor [-] 21 (where applicable)

	9.9.	Work averaging window: minimum and maximum averaging window power [%]

	9.10.	CO2 mass averaging window: minimum and maximum averaging window duration [s]

	9.11.	Work averaging window: percentage of valid averaging windows

	9.12.	CO2 mass averaging window: percentage of valid averaging windows’;

• (c) data entries 10 to 10.8 are replaced by the following:

‘10.   Averaging window conformity factors (determined in accordance with Appendices 3 and 5 without the determination of working and non-working events in accordance with Appendix 4 and without the exclusion of invalid windows as set out in points 2.2.2 and 2.3.1 of Appendix 5)

(Minimum, maximum and 90th cumulative percentile)

	10.1.	Work averaging window THC conformity factor [-] 22

	10.2.	Work averaging window CO conformity factor [-]

	10.3.	Work averaging window NOx conformity factor [-] 23 (where applicable)

	10.4.	Work averaging window THC+NOx conformity factor [-] 24 (where applicable)

	10.5.	CO2 mass averaging window THC conformity factor [-] 25

	10.6.	CO2 mass averaging window CO conformity factor [-]

	10.7.	CO2 mass averaging window NOx conformity factor [-] 26 (where applicable)

	10.8.	CO2 mass averaging window THC+NOx conformity factor [-] 27 (where applicable)

	10.9.	Work averaging window: minimum and maximum averaging window power [%]

	10.10.	CO2 mass averaging window: minimum and maximum averaging window duration [s]’;

• (d) data entries I-2 to I-2.20. are replaced by the following:

‘I-2.   Instantaneous calculated data

	I-2.1.	THC mass [g/s]

	I-2.2.	CO mass [g/s]

	I-2.3.	NOx mass [g/s] (where applicable)

	I-2.4.	CO2 mass [g/s]

	I-2.5.	THC cumulated mass [g]

	I-2.6.	CO cumulated mass [g]

	I-2.7.	NOx cumulated mass [g] (where applicable)

	I-2.8.	CO2 cumulated mass [g]

	I-2.9.	Calculated fuel rate [g/s]

	I-2.10.	Engine power [kW]

	I-2.11.	Engine work [kWh]

	I-2.12.	Work averaging window duration [s]

	I-2.13.	Work averaging window average engine power [%]

	I-2.14.	Work averaging window THC conformity factor [-] 28

	I-2.15.	Work averaging window CO conformity factor [-]

	I-2.16.	Work averaging window NOx conformity factor [-] 29 (where applicable)

	I-2.17.	Work averaging window THC+NOx conformity factor [-] 30 (where applicable)

	I-2.18.	CO2 mass averaging window duration [s]

	I-2.19.	CO2 mass averaging window THC conformity factor [-] 31

	I-2.20.	CO2 mass averaging window CO conformity factor [-]

	I-2.21.	CO2 mass averaging window NOx conformity factor [-] 32 (where applicable)

	I-2.22.	CO2 mass averaging window THC+NOx conformity factor [-] 33 (where applicable)’;

• (29) The following Appendices 9 and 10 are added:

‘Appendix 9

Determination of reference work and reference CO2 mass for engine types for which the applicable type-approval test cycle is solely a Non-Road Steady-State Cycle (NRSC)

1. General

The reference work and reference mass of CO2 for ISM groups A and C are taken from hot-start NRTC run of the type-approval test of the parent engine, and for ISM group H from the LSI-NRTC type-approval test of the parent engine, as set out in point 2.1.2 of Appendix 5. This Appendix defines how to determine the reference work and reference mass of CO2 for engine types in all ISM groups except A, C and H.

For the purpose of this Appendix the applicable laboratory test cycle shall be the discrete-mode NRSC or RMC NRSC for the corresponding engine (sub-)category set out in tables IV-1 and IV-2, and tables IV-5 to IV-10 of Annex IV to Regulation (EU) 2016/1628.

1. Determination of Wref and

Image omitted; see official source

from RMC NRSC

	2.1.	The reference work Wref,kWh, is equal to the actual work Wact,kWh, as given by Section 2.4.1.1 of Annex VII to Delegated Regulation (EU) 2017/654 on technical and general requirements.

	2.2.	The reference mass of CO2, Image omitted; see official source, g, is equal to the mass of CO2 for the laboratory test cycle Image omitted; see official source, g, calculated in accordance with one of Sections 2.1.2, 2.2.1, 3.5.1 or 3.6.1 of Annex VII to Delegated Regulation (EU) 2017/654 on technical and general requirements according to whether raw or dilute gaseous sampling is used and whether mass-based or molar-based calculation is applied.

1. Determination of Wref and

Image omitted; see official source

from discrete-mode NRSC

	3.1.	The reference work Wref, kWh shall be calculated using equation 9-1. Image omitted; see official source (9-1) Where: Pi is the engine power for mode i, kW, with Pi = Pm,i + PAUX (see Sections 6.3 and 7.7.1.3 of Annex VI to Delegated Regulation (EU) 2017/654 on technical and general requirements); WFi is the weighting factor for the mode i [-]; tref is the reference time, s, (see table); Wref is the reference cycle work emitted by the parent engine on the reference laboratory test cycle, kWh; i is the mode number; Nmode is the total number of modes in the test cycle.

	3.2.	The reference mass of CO2 Image omitted; see official source, kg, shall be determined from the mean CO2 mass flow rate qmCO2,i, g/h, for each mode i calculated in accordance with Sections 2 or 3 of Annex VII to Delegated Regulation (EU) 2017/654 on technical and general requirements using equation 9-2. Image omitted; see official source (9-2) Where: Image omitted; see official source is the mean CO2 mass flow rate for mode i, g/h; WFi is the weighting factor for the mode i [-]; tref is the reference time, s, (see table); Image omitted; see official source is the reference mass of CO2 emitted by the parent engine on the reference laboratory test cycle, g; i is the mode number; Nmode is the total number of modes in the test cycle

	3.3.	Reference time tref is the total duration of the equivalent Ramped Modal Cycle (RMC) set out in Appendix 2 to Annex XVII to Delegated Regulation (EU) 2017/654 on technical and general requirements. Those values are set out in table. Table Reference time tref for each discrete-mode NRSC NRSC tref [s] C1 1 800 C2 1 800 D2 1 200 E2 1 200 E3 1 200 F 1 200 G1 1 800 G2 1 800 H 1 200

Appendix 10

Determination of the instantaneous proxy power from CO2 mass flow

1. General

‘Proxy power’ means a value obtained by simple linear interpolation for the sole purpose of the determination of valid events during in-service monitoring as described in Appendix 4. This methodology is for engines designed without a communication interface capable to provide torque and speed data in accordance with Table 1 of Appendix 7. The calculation is based upon the assumption that, for all engine types within an engine family:

• (a) the ratio of work and CO2 mass on the reference laboratory test cycle are similar;

• (b) there is a linear relationship between power and CO2 mass flow rate; and,

• (c) an operating engine that produces no net power emits no CO2.

1. Calculation of the instantaneous proxy power

	2.1.	For the sole purpose of the calculations in Appendix 4, an instantaneous power for the engine under ISM test shall be computed from the measured CO2 mass flow at a time increment equal to the data sampling period. For this calculation a simplified engine-family-specific CO2 (‘Veline’) constant shall be used.

	2.2.	The Veline constant shall be calculated from the applicable reference values set out in point 2.1.2 of Appendix 5. The Veline constant, Kveline, is computed from the reference mass of CO2 emitted by the parent engine at type-approval divided by the work performed by the parent engine at type-approval using equation 10-1. Image omitted; see official source (10-1) Where: Kveline is the ‘Veline’ constant, g/kWh; Image omitted; see official source is the reference mass of CO2 emitted by the parent engine in the reference laboratory test cycle, g; W ref is the reference work performed by the parent engine in the reference laboratory test cycle, kWh.

	2.3.	The instantaneous proxy power of the engine under ISM test is calculated from the instantaneous CO2 mass flow using equation 10-2 Image omitted; see official source (10-2) Where: Pi,proxy is the instantaneous proxy power, kW; Image omitted; see official source is the instantaneous mass flow of CO2 emitted by the engine under test, g/s.

[^ntc*1-L_2022316EN.01000401-E0001]  Commission Delegated Regulation (EU) 2017/654 of 19 December 2016 supplementing Regulation (EU) 2016/1628 of the European Parliament and of the Council with regard to technical and general requirements relating to emission limits and type-approval for internal combustion engines for non-road mobile machinery (OJ L 102, 13.4.2017, p. 1).’;’

• (a) the exhaust system installed in the non-road mobile machinery results in dilution of the exhaust by air upstream of the location where an EFM could be installed. In that case the exhaust sample shall be taken upstream of the point of dilution;

• (b) the exhaust system installed in the non-road mobile machinery diverts a portion of the exhaust to another part of the non-road mobile machinery (e.g. for heating) upstream of the location where an EFM could be installed;

• (c) the engine to be tested is of a reference power greater than 560 kW or is installed in an inland waterway vessel or a railway vehicle and the manufacturer demonstrates to the approval authority that installation of an EFM is impractical due to either the size or location of the exhaust on the NRMM;

• (d) engines of category SMB and the manufacturer demonstrates to the approval authority that installation of an EFM is impractical due to location of the exhaust on the NRMM.

In those cases, where the manufacturer is able to provide robust evidence to the approval authority of the correlation between the fuel mass flow estimated by the ECU and the fuel mass flow measured on the engine dynamometer test bench, the EFM may be omitted and indirect exhaust flow measurements (from fuel and intake air flows or fuel flow and carbon balance) may be applied.