MT
Regulations, 2013
Table of Provisions (9)
Statutory Text (9 Articles)
Suppliment tal-Gazzetta tal-Gvern ta’ Malta Nru. 19,166, 15 ta’ Novembru, B 2013
L.N. 396 of 2013
PRODUCT SAFETY ACT
(CAP. 427)
Measures Against the Emission of Gaseous and Particulate
Pollutants from Internal Combustion Engines to be Installed in
Non-Road Mobile Machinery, (Amendment No. 3)
Regulations, 2013
IN exercise of the powers conferred by articles 38 to 40 of the
Product Safety Act, Minister for Social Dialogue, Consumer Affairs
and Civil Liberties, on the advice of the Malta Competition and
Consumer Affairs Authority, has made the following regulations:-
(1)
The title of these regulations is the Measures Citation, scope
Against the Emission of Gaseous and Particulate Pollutants from and
commencement.
Internal Combustion Engines to be Installed in Non-Road Mobile
Machinery, (Amendment No. 3) Regulations, 2013 and these
regulations shall be read and construed as one with the Measures S.L. 427.85.
Against the Emission of Gaseous and Particulate Pollutants from
Internal Combustion Engines to be Installed in Non-Road Mobile
Machinery Regulations, hereinafter referred to as "the principal
regulations".
(2) These regulations implement the requirements of Directive
2012/46/EU of 6 December 2012 amending Directive 97/68/EC of
the European Parliament and of the Council on the approximation of
the laws of the Member States relating to measures against the
emission of gaseous and particulate pollutants from internal
combustion engines to be installed in non-road mobile machinery.
(3) These regulations shall come into force on the 21 st
December 2013.
Schedule I to the principal regulations shall be amended as Amends
Schedule I to
follows
the principal
regulations
(a) immediately after section 3.2.2 thereof there shall be added
the following
"3.2.3.
The parenthesised number of the emissions stage, in roman
numerals, which shall be prominently visible and located
near to the type approval number.
The parenthesised letters SV which are referring to small
volume engine manufacturer and which shall be prominently
visible and located near to the type approval number on each
engine placed on the market under the small volume
derogation set out in Article 10(4).";
(b) section 8.3.2.2 thereof shall be substituted by the
"8.3.2.2. The control conditions applicable for Stage IIIB and Stage
IV are the following
(a) Control conditions for Stage III B engines
(i) an altitude not exceeding 1 000 metres (or equivalent
atmospheric pressure of 90 kPa);
(ii) an ambient temperature within the range 275 K to 303
K (2 °C to 30 °C);
(iii) the engine coolant temperature above 343 K (70 °C).
Where the auxiliary emission control strategy is activated
when the engine is operating within the control conditions
set out in points (i), (ii) and (iii), the strategy shall only be
activated exceptionally.
(b) Control conditions for Stage IV engines
(i) the atmospheric pressure greater than or equal to 82,5
kPa;
(ii) the ambient temperature within the following range
— equal to or above 266 K (– 7 °C),
— less than or equal to the temperature determined by the
following equation at the specified atmospheric pressure: T
c = – 0,4514 · (101,3 – p b) + 311, where: T c is the
calculated ambient air temperature, K and P b is the
atmospheric pressure, kPa;
(iii) the engine coolant temperature above 343 K (70°C).
Where the auxiliary emission control strategy is activated
when the engine is operating within the control conditions
set out in points (i), (ii) and (iii), the strategy shall only be
activated when demonstrated to be necessary for the
purposes identified in Section 8.3.2.3. and approved by the
Type Approval authority.
(c) Cold temperature operation
By derogation from the requirements of point (b), an
auxiliary emission control strategy may be used on a Stage
IV engine equipped with exhaust gas recirculation (EGR)
when the ambient temperature is below 275 K (2 °C) and if
one of the two following criteria is met
(i) intake manifold temperature is less than or equal to the
temperature defined by the following equation: IMT c = P
IM /15,75 + 304,4, where: IMT c is the calculated intake
manifold temperature, K and P IM is the absolute intake
manifold pressure in kPa;
(ii) engine coolant temperature is less than or equal to the
temperature defined by the following equation: ECT c = P
IM /14,004 + 325,8, where: ECT c is the calculated engine
coolant temperature, K and P IM is the absolute intake
manifold pressure, kPa.";
(c)
point (b) in section 8.3.2.3 thereof shall be substituted by
"(b) for operational safety reasons’";
(d) the title of section 8.4 thereof shall be substituted by the
"Requirements on NO x control measures for Stage IIIB
engines";
(e) immediately after section 8.4.7.2 thereof there shall be
added the following
Requirements on NO x control measures for Stage IV engines
The manufacturer shall provide information that fully
describes the functional operational characteristics of the
NO x control measures using the documents set out in
Section 2 of Appendix 1 to Schedule II and in Section 2 of
Appendix 3 to Schedule II.
The engine emission control strategy shall be operational
under all environmental conditions regularly pertaining in
the territory of the Union, especially at low ambient
temperatures. This requirement is not restricted to the
conditions under which a base emission control strategy
must be used as specified in Section 8.3.2.2.
When a reagent is used, the manufacturer shall demonstrate
that the emission of ammonia over the hot NRTC or NRSC
at the type approval procedure does not exceed a mean value
of 10 ppm.
If reagent containers are installed on or connected to a non-
road mobile machine, means for taking a sample of the
reagent inside the containers must be included. The
sampling point must be easily accessible without requiring
the use of any specialised tool or device.
The type approval shall be made conditional, in accordance
with Article 4(3), upon the following
(a)
providing to each operator of non-road mobile
machinery written maintenance instructions;
(b) providing to the OEM installation documents for the
engine, inclusive of the emission control system that is part
of the approved engine type;
(c) providing to the OEM instructions for an operator
warning system, an inducement system and (where
applicable) reagent freeze protection;
(d) the application of provisions on operator instruction,
installation documents, operator warning system,
inducement system and reagent freeze protection that are set
out in Appendix 1 to this Schedule.
Control area for stage IV
In accordance with paragraph 4.1.2.7 of this Schedule, for
stage IV engines the emissions sampled within the control
area defined in Schedule I Appendix 2 shall not exceed by
more then 100% the limit values of the emissions in table
1.2.6 of this Schedule.
Demonstration requirements
The technical service shall select up to three random load
and speed points within the control area for testing. The
technical service shall also determine a random running
order of the test points. The test shall be run in accordance
with the principal requirements of the NRSC, but each test
point shall be evaluated separately. Each test point shall
meet the limit values defined in Section 8.6.
Test requirements
The test shall be carried out immediately after the discrete
mode test cycles as described in Schedule III.
However, where the manufacturer, pursuant to point 1.2.1 of
Schedule III, chooses to use the procedure of Annex 4B to
UNECE Regulation No 96.03 series of amendments the test
shall be carried out as follows
(a) the test shall be carried out immediately after the
discrete mode test cycles as described in points (a) to (e) of
paragraph 7.8.1.2 of Annex 4B to UNECE Regulation No
96.03 series of amendments but before the post test
procedures (b) or after the Ramped Modal Cycle (RMC) test
in points (a) to (d) of paragraph 7.8.2.2 of Annex 4B to
UNECE Regulation No 96.03 series of amendments but
before the post test procedures (e) as relevant;
(b) the tests shall be carried out as required in points (b) to
(e) of paragraph 7.8.1.2 of Annex 4B to UNECE Regulation
No 96.03 series of amendments using the multiple filter
method (one filter for each test point) for each of the three
chosen test points;
(c) a specific emission value shall be calculated (in g/
kWh) for each test point;
(d) emissions values may be calculated on a molar basis
using Appendix A.7 or on a mass basis using Appendix A.8,
but should be consistent with the method used for the
discrete mode or RMC test;
(e) for gaseous summation calculations the N mode shall be
set to 1 and a weighting factor of 1 shall be used;
(f) for particulate calculations use the multiple filter method
and for summation calculations N mode shall be set to 1 and a
weighting factor of 1 shall be used.
Verifying Emissions of Crankcase Gases for stage IV
engines
No crankcase emissions shall be discharged directly into the
ambient atmosphere, with the exception given in paragraph
7.3.
Engines may discharge crankcase emissions into the
exhaust upstream of any after treatment device during all
operation.
Engines equipped with turbochargers, pumps, blowers, or
superchargers for air induction may discharge crankcase
emissions to the ambient atmosphere. In this case the
crankcase emissions shall be added to the exhaust emissions
(either physically or mathematically) during all emission
testing in accordance with paragraph 8.7.3.1 of this section.
Crankcase emissions
No crankcase emissions shall be discharged directly into the
ambient atmosphere, with the following exception: engines
equipped with turbochargers, pumps, blowers, or superchargers
for air induction may discharge crankcase emissions to the
ambient atmosphere if the emissions are added to the exhaust
emissions (either physically or mathematically) during all
emission testing. Manufacturers taking advantage of this
exception shall install the engines so that all crankcase emission
can be routed into the emissions sampling system. For the
purpose of this paragraph, crankcase emissions that are
routed into the exhaust upstream of exhaust after treatment
during all operation are not considered to be discharged
directly into the ambient atmosphere.
Open crankcase emissions shall be routed into the exhaust
system for emission measurement, as follows
(a)
the tubing materials shall be smooth-walled,
electrically conductive, and not reactive with crankcase
emissions. Tube lengths shall be minimised as far as
possible;
(b) the number of bends in the laboratory crankcase tubing
shall be minimised, and the radius of any unavoidable bend
shall be maximised;
(c) the laboratory crankcase exhaust tubing shall meet the
engine manufacturer’s specifications for crankcase back
pressure;
(d) the crankcase exhaust tubing shall connect into the raw
exhaust downstream of any after treatment system,
downstream of any installed exhaust restriction, and
sufficiently upstream of any sample probes to ensure
complete mixing with the engine’s exhaust before sampling.
The crankcase exhaust tube shall extend into the free stream
of exhaust to avoid boundary-layer effects and to promote
mixing. The crankcase exhaust tube’s outlet may orient in
any direction relative to the raw exhaust flow.
SELECTION OF ENGINE POWER CATEGORY
For the purposes of establishing the conformity of variable
speed engines defined by Section 1.A.(i) and 1.A.(iv) of this
Schedule with the emission limits given in Section 4 of this
Schedule they shall be allocated to power bands on the basis
of the highest value of the net power measured in
accordance with paragraph 2.4 of Schedule I.
For other engine types rated net power shall be used.
Appendix 1
Requirements to ensure the correct operation of
NO x control measures
1. Introduction
This Schedule sets out the requirements to ensure the correct
operation of NO x control measures. It includes requirements
for engines that rely on the use of a reagent in order to
reduce emissions.
0.1. Definitions and abbreviations
"NO x Control Diagnostic system (NCD)" means a system
on-board the engine which has the capability of
detecting a NO x Control Malfunction;
“NCD engine family” means a manufacturer’s grouping of
engine systems having common methods of monitoring/
diagnosing NCMs.
2. General requirements
The engine system shall be equipped with a NO x Control
Diagnostic system (NCD) ale to identify the NO x control
malfunction (NCMs) considered by this Schedule. Any
engine system covered by this section shall be designed,
constructed and installed so as to be capable of meeting
these requirements throughout the normal life of the engine
under normal conditions of use. In achieving this objective it
is acceptable that engined which have been used in excess of
the useful life period as specified in Section 3.1 of Appendix
5 to Schedule III to these regulations show some
deterioration in the performance and the sensitivity of the
NO x Control Diagnostic system (NCD), such that the
thresholds specified in this Schedule may be exceeded
before the warning and/or inducement systems are activated
2.1. Required Information
(a) detecting a NO x Control Malfunction;
(b)
identifying the likely cause of NO x control
malfunctions by means of information stored in computer
memory and/or communicating that information off-board.
"NO x Control Malfunction (NCM)" means an attempt to
tamper with the NO x control system of an engine or a
malfunction affecting that system that might be due to
tampering, that is considered by these regulations as
requiring the activation of a warning or an inducement
system once detected.
"Diagnostic trouble code (DTC)" means a numeric or
alphanumeric identifier which identifies or labels a NO x
Control Malfunction.
"Confirmed and active DTC" means a DTC that is stored
during the time the NCD system concludes that a
malfunction exists.
"Scan-tool" means an external test equipment used for off-
board communication with the NCD system.
"NCD engine family" means a manufacturer’s grouping of
engine systems having common methods of monitoring/
diagnosing NCMs.
2.1.1.If the emission control system requires a reagent, the
characteristics of that reagent, including the type of reagent,
information on concentration when the reagent in solution,
operational temperature conditions and reference to
international standards for composition and quality must be
specified by the manufacturer, in Section 2.2.1.13 of
Appendix i and in Section 2.2.1.13 of Appendix 3 to
Schedule II
2.1.2Detailed written information fully describing the
functional operation characteristics of the operator warning
system in paragraph 4 and of the operator inducement
system in paragraph 5 shall be provided to the approval
authority at the time of type-approval
2.1.3The manufacturer shall provide installation documents
that, when used by the OEM, will ensure that the engine,
inclusive of the emission control system that is part of the
approved engine type, when installed in the machine, will
operate, in conjunction with the necessary machinery parts,
in a manner that will comply with the requirements of this
Schedule. This documentation shall include the detailed
technical requirements of this Schedule. This documentation
shall include the detailed technical requirements and the
provisions of the engine system (software, hardware, and
communication) needed for the correct installation of the
engine system in the machine.
2.2. Operating Conditions
2.2.1.The NO x control diagnostic system shall be
operational at the following conditions
(a) ambient temperatures between 266K and 308K (- 7C
and 35C);
(b) all altitudes below 1600m;
(c) engine coolant temperatures above 343K (70C)
This section shall not apply in the case of monitoring for
reagent level in the storage tank where monitoring shall be
conducted under all conditions where measurement is
technically feasible (for instance, under all conditions when
a liquid reagent is not frozen).
2.3. Reagent freeze protection
2.3.1 It is permitted to use a heated or a non-heated reagent
tank and dosing system. A heated system shall meet the
requirements of paragraph 2.3.2. A non-heated system shall
meet the requirements of paragraph 2.3.3.
2.3.1.1 The use of a non-heated reagent tank and dosing
system shall be indicated in the written instructions to the
owner of the machine.
2.3.2Reagent tank and dosing system
2.3.2.1.If the reagent has frozen, the reagent shall be
available for use within a maximum of 70 minutes after the
start of the engine at 266 K (– 7 °C) ambient temperature.
2.3.2.2.Design criteria for a heated system
A heated system shall be so designed that it meets the
performance requirements set out in this section when tested
using the procedure defined.
2.3.2.2.1.The reagent tank and dosing system shall be
soaked at 255 K (– 18 °C) for 72 hours or until the reagent
becomes solid, whichever occurs first.
2.3.2.2.2.After the soak period in paragraph 2.3.2.2.1, the
machine/engine shall be started and operated at 266 K (–
7°C) ambient temperature or lower as follows
(a) 10 to 20 minutes idling,
(b) followed by up to 50 minutes at no more than 40 per
cent of rated load.
2.3.2.2.3At the conclusion of the test procedure in paragraph
2.3.2.2.2, the reagent dosing system shall be fully
functional.
2.3.2.3.Evaluation of the design criteria may be performed
in a cold chamber test cell using an entire machine or parts
representative of those to be installed on a machine or based
on field tests.
2.3.3.Activation of the operator warning and inducement
system for a non-heated system
2.3.3.1.The operator warning system described in paragraph
4 shall be activated if no reagent dosing occurs at an ambient
temperature ≤ 266 K (– 7 °C).
2.3.3.2.The severe inducement system described in
paragraph 5.4 shall be activated if no reagent dosing occurs
within a maximum of 70 minutes after engine start at an
ambient temperature ≤ 266 K (– 7 °C).
2.4. Diagnostic requirements
2.4.1The NO x Control Diagnostic system (NCD) shall be
able to identify the NO x control malfunctions (NCMs)
considered by this Schedule by means of Diagnostic Trouble
Codes (DTCs) stored in the computer memory and to
communicate that information off-board upon request.
2.4.2Requirements for recording Diagnostic Trouble Codes
(DTCs)
2.4.2.1The NCD system shall record a DTC for each distinct
NO x Control Malfunction (NCM).
2.4.2.2.The NCD system shall conclude within 60 minutes
of engine operation whether a detectable malfunction is
present. At this time, a "confirmed and active" DTC shall be
stored and the warning system be activated according to
paragraph 4.
2.4.2.3.In cases where more than 60 minutes running time is
required for the monitors to accurately detect and confirm a
NCM (e.g. monitors using statistical models or with respect
to fluid consumption on the machine), the Approval
Authority may permit a longer period for monitoring
provided the manufacturer justifies the need for the longer
period (for example by technical rationale, experimental
results, in-house experience, etc.).
2.4.3.Requirements for erasing Diagnostic trouble codes
(DTCs)
(a) DTCs shall not be erased by the NCD system itself
from the computer memory until the failure related to that
DTC has been remedied;
(b) the NCD system may erase all the DTCs upon request
of a proprietary scan or maintenance tool that is provided by
the engine manufacturer upon request, or using a pass code
provided by the engine manufacturer.
2.4.4.An NCD system shall not be programmed or otherwise
designed to partially or totally deactivate based on age of the
machine during the actual life of the engine, nor shall the
system contain any algorithm or strategy designed to reduce
the effectiveness of the NCD system over time.
2.4.5.Any reprogrammable computer codes or operating
parameters of the NCD system shall be resistant to
tampering.
2.4.6.NCD engine family
The manufacturer is responsible for determining the
composition of an NCD engine family. Grouping engine
systems within an NCD engine family shall be based on
good engineering judgement and be subject to approval by
the Approval Authority.
Engines that do not belong to the same engine family may
still belong to the same NCD engine family.
2.4.6.1.Parameters defining an NCD engine family
An NCD engine family is characterised by basic design
parameters that shall be common to engine systems within
the family.
In order that engine systems are considered to belong to the
same NCD engine family, the following list of basic
parameters shall be similar
(a) emission control systems;
(b) methods of NCD monitoring;
(c) criteria for NCD monitoring;
(d) monitoring parameters (e.g. frequency).
These similarities shall be demonstrated by the manufacturer
by means of relevant engineering demonstration or other
appropriate procedures and subject to the approval of the
Approval Authority.
The manufacturer may request approval by the Approval
Authority of minor differences in the methods of
monitoring/diagnosing the NCD system due to engine
system configuration variation, when these methods are
considered similar by the manufacturer and they differ only
in order to match specific characteristics of the components
under consideration (for example size, exhaust flow, etc.); or
their similarities are based on good engineering judgement.
3. Maintenance requirements
3.1 The manufacturer shall furnish or cause to be furnished
to all owners of new engines or machines written
instructions about the emission control system and its
correct operation.
These instructions shall state that if the emission control
system is not functioning correctly, the operator will be
informed of a problem by the operator warning system and
that activation of the operator inducement system as a
consequence of ignoring this warning will result in the
machine being unable to conduct its mission.
3.2. The instructions shall indicate requirements for the
proper use and maintenance of engines in order to maintain
their emissions performance, including where relevant the
proper use of consumable reagents.
3.3. The instructions shall be written in a clear and non-
technical manner using the same language as is used in the
operator’s manual on the non-road mobile machinery or
engine.
3.4. The instructions shall specify whether consumable
reagents have to be refilled by the operator between normal
maintenance intervals. The instructions shall also specify
the required reagent quality. They shall indicate how the
operator should refill the reagent tank. The information shall
also indicate a likely rate of reagent consumption for the
engine type and how often it should be replenished.
3.5. The instructions shall state that use of, and refilling of,
a required reagent of the correct specifications is essential in
order for the engine to comply with the requirements for the
issuing of the type approval for that engine type.
3.6. The instructions shall explain how the operator warning
and inducement systems work. In addition, the
consequences, in terms of performance and fault logging, of
ignoring the warning system and not replenishing the
reagent or rectifying the problem shall be explained.
4. Operator warning system
4.1. The machine shall include an operator warning system
using visual alarms that informs the operator when a low
reagent level, incorrect reagent quality, interruption of
dosing or a malfunction of the type specified in paragraph 9
has been detected that will lead to activation of the operator
inducement system if not rectified in a timely manner. The
warning system shall remain active when the operator
inducement system described in paragraph 5 has been
activated.
4.2. The warning shall not be the same as the warning used
for the purposes of signalling a malfunction or other engine
maintenance, though it may use the same warning system.
4.3. The operator warning system may consist of one or
more lamps, or display short messages, which may include,
for example, messages indicating clearly
-
the remaining time before activation of the low-level
and/or severe inducements,
-
the amount of low-level and/or severe inducement, for
example the amount of torque reduction,
-
the conditions under which machine disablement can be
cleared.
Where messages are displayed, the system used for
displaying these messages may be the same as the one used
for other maintenance purposes.
4.4. At the choice of the manufacturer, the warning system
may include an audible component to alert the operator. The
cancelling of audible warnings by the operator is permitted.
4.5. The operator warning system shall be activated as
specified in paragraphs 2.3.3.1, 6.2, 7.2, 8.4, and 9.3
respectively.
4.6. The operator warning system shall be deactivated when
the conditions for its activation have ceased to exist. The
operator warning system shall not be automatically
deactivated without the reason for its activation having been
remedied.
4.7. The warning system may be temporarily interrupted by
other warning signals providing important safety related
messages.
4.8. Details of the operator warning system activation and
deactivation procedures are described in Section 11.
4.9. As part of the application for type-approval under these
regulations, the manufacturer shall demonstrate the
operation of the operator warning system, as specified in
Section 11.
5. Operator inducement system
5.1. The machine shall incorporate an operator inducement
system based on one of the following principles
5.1.1.a two-stage inducement system starting with a low-
level inducement (performance restriction) followed by a
severe inducement (effective disablement of machine
operation);
5.1.2.a one-stage severe inducement system (effective
disablement of machine operation) activated under the
conditions of a low-level inducement system as specified in
paragraphs 6.3.1, 7.3.1, 8.4.1, and 9.4.1.
5.2. Upon prior approval of the type approval authority, the
engine may be fitted with a means to disable the operator
inducement during an emergency declared by a national or
regional government, their emergency services or their
armed services.
5.3. Low-level inducement system
5.3.1.The low-level inducement system shall be activated
after any of the conditions specified in paragraphs 6.3.1,
7.3.1, 8.4.1, and 9.4.1 has occurred.
5.3.2.The low-level inducement system shall gradually
reduce the maximum available engine torque across the
engine speed range by at least 25 per cent between the peak
torque speed and the governor breakpoint as shown in
Figure 1. The rate of torque reduction shall be a minimum of
1% per minute.
5.3.3.Other inducement measures that are demonstrated to
the type approval authority as having the same or greater
level of severity may be used.
Figure 1
Low-level inducement torque reduction scheme
5.4. Severe inducement system
5.4.1.The severe inducement system shall be activated after
any of the conditions specified in paragraphs 2.3.3.2, 6.3.2,
7.3.2, 8.4.2, and 9.4.2 has occurred.
5.4.2.The severe inducement system shall reduce the
machine’s utility to a level that is sufficiently onerous as to
cause the operator to remedy any problems related to
Sections 6 to 9. The following strategies are acceptable
5.4.2.1Engine torque between the peak torque speed and the
governor breakpoint shall be gradually reduced from the
low-level inducement torque in Figure 1 by a minimum of 1
per cent per minute to 50 per cent of maximum torque or
lower and engine speed shall be gradually reduced to 60 per
cent of rated speed or lower within the same time period as
the torque reduction, as shown in Figure 2.
Figure 2
Severe inducement torque reduction scheme
5.4.2.2.Other inducement measures that are demonstrated to
the type approval authority as having the same or greater
level of severity may be used.
5.5. In order to account for safety concerns and to allow for
self-healing diagnostics, use of an inducement override
function for releasing full engine power is permitted
provided it is active for no longer than 30 minutes, and
limited to three activations during each period that the
operator inducement system is active.
-
is active for no longer than 30 minutes, and
-
limited to three activations during each period that the
operator inducement system is active
5.6. The operator inducement system shall be deactivated
when the conditions for its activation have ceased to exist.
The operator inducement system shall not be automatically
deactivated without the reason for its activation having been
remedied.
5.7. Details of the operator inducement system activation
and deactivation procedures are described in Section 11.
5.8. As part of the application for type-approval under these
regulations,
the manufacturer shall demonstrate the
operation of the operator inducement system, as specified in
Section 11.
6. Reagent availability
6.1. Reagent level indicator
The machine shall include an indicator that clearly informs
the operator of the level of reagent in the reagent storage
tank. The minimum acceptable performance level for the
reagent indicator is that it shall continuously indicate the
reagent level whilst the operator warning system referred to
in paragraph 4 is activated. The reagent indicator may be in
the form of an analogue or digital display, and may show the
level as a proportion of the full tank capacity, the amount of
remaining reagent, or the estimated operating hours
remaining.
6.2. Activation of the operator warning system
6.2.1.The operator warning system specified in paragraph 4
shall be activated when the level of reagent goes below 10%
of the capacity of the reagent tank or a higher percentage at
the choice of the manufacturer.
6.2.2.The warning provided shall be sufficiently clear, in
conjunction with the reagent indicator, for the operator to
understand that the reagent level is low. When the warning
system includes a message display system, the visual
warning shall display a message indicating a low level of
reagent (for example "urea level low", "AdBlue level low",
or "reagent low").
6.2.3.The operator warning system does not initially need to
be continuously activated (for example a message does not
need to be continuously displayed), however activation shall
escalate in intensity so that it becomes continuous as the
level of the reagent approaches empty and the point where
the operator inducement system will come into effect is
approached (for example frequency at which a lamp
flashes). It shall culminate in an operator notification at a
level that is at the choice of the manufacturer, but
sufficiently more noticeable at the point where the operator
inducement system in paragraph 6.3 comes into effect than
when it was first activated.
6.2.4.The continuous warning shall not be easily disabled or
ignored. When the warning system includes a message
display system, an explicit message shall be displayed (for
example "fill up urea", "fill up AdBlue", or "fill up
reagent"). The continuous warning may be temporarily
interrupted by other warning signals providing important
safety related messages.
6.2.5It shall not be possible to turn off the operating warning
system until the reagent has been replenished to a level not
requiring its activation.
6.3. Activation of the operator inducement system
6.3.1. The low-level inducement system described in
paragraph 5.3 shall be activated if the reagent tank level
goes below 2,5% of its nominally full capacity or a higher
percentage at the choice of the manufacturer.
6.3.2. The severe inducement system described in paragraph
5.4 shall be activated if the reagent tank is empty (that is,
when the dosing system is unable to draw further reagent
from the tank) or at any level below 2,5% of its nominally
full capacity at the discretion of the manufacturer.
6.3.3. Except to the extent permitted by paragraph 5.5, it
shall not be possible to turn off the low-level or severe
inducement system until the reagent has been replenished to
a level not requiring their respective activation.
7. Reagent quality monitoring
7.1. The engine or machine shall include a means of
determining the presence of an incorrect reagent on board a
machine.
7.1.1.The manufacturer shall specify a minimum acceptable
reagent concentration CDmin, which results in tailpipe NO x
emissions not exceeding a threshold of 0,9 g/kWh.
7.1.1.1.The correct value of CDmin shall be demonstrated
during type approval by the procedure defined in Section 12
and recorded in the extended documentation package as
specified in Section 8 of Schedule I.
7.1.2.Any reagent concentration lower than CDmin shall be
detected and be regarded, for the purpose of Section 7.1, as
being incorrect reagent.
7.1.3.A specific counter ("the reagent quality counter") shall
be attributed to the reagent quality. The reagent quality
counter shall count the number of engine operating hours
with an incorrect reagent.
7.1.3.1.Optionally, the manufacturer may group the reagent
quality failure together with one or more of the failures
listed in Sections 8 and 9 into a single counter.
7.1.4.Details of the reagent quality counter activation and
deactivation criteria and mechanisms are described in
Section 11.
7.2. Activation of the operator warning system
When the monitoring system confirms that the reagent
quality is incorrect, the operator warning system described
in paragraph 4 shall be activated. When the warning system
includes a message display system, it shall display a
message indicating the reason of the warning (for example
"incorrect urea detected", "incorrect AdBlue detected", or
"incorrect reagent detected").
7.3. Activation of the operator inducement system
7.3.1.The low-level inducement system described in
paragraph 5.3 shall be activated if the reagent quality is not
rectified within a maximum of 10 engine operating hours
after the activation of the operator warning system described
in paragraph 7.2.
7.3.2.The severe inducement system described in paragraph
5.4 shall be activated if the reagent quality is not rectified
within a maximum of 20 engine operating hours after the
activation of the operator warning system in described
paragraph 7.2.
7.3.3.The number of hours prior to activation of the
inducement systems shall be reduced in case of a repetitive
occurrence of the malfunction according to the mechanism
described in Section 11.
8. Reagent dosing activity
8.1. The engine shall include a means of determining
interruption of dosing.
8.2. Reagent dosing activity counter
8.2.1.A specific counter shall be attributed to the dosing
activity (the "dosing activity counter"). The counter shall
count the number of engine operating hours which occur
with an interruption of the reagent dosing activity. This is
not required where such interruption is demanded by the
engine ECU because the machine operating conditions are
such that the machine’s emission performance does not
require reagent dosing.
8.2.1.1.Optionally, the manufacturer may group the reagent
dosing failure together with one or more of the failures
listed in Sections 7 and 9 into a single counter.
8.2.2.Details of the reagent dosing activity counter
activation and deactivation criteria and mechanisms are
described in Section 11.
8.3. Activation of the operator warning system
The operator warning system described in paragraph 4 shall
be activated in the case of interruption of dosing which sets
the dosing activity counter in accordance with paragraph
8.2.1. When the warning system includes a message display
system, it shall display a message indicating the reason of
the warning (e.g. "urea dosing malfunction", "AdBlue
dosing malfunction", or "reagent dosing malfunction").
8.4. Activation of the operator inducement system
8.4.1.The low-level inducement system described in
paragraph 5.3 shall be activated if an interruption in reagent
dosing is not rectified within a maximum of 10 engine
operating hours after the activation of the operator warning
system in paragraph 8.3.
8.4.2.The severe inducement system described in paragraph
5.4 shall be activated if an interruption in reagent dosing is
not rectified within a maximum of 20 engine operating hours
after the activation of the operator warning system in
paragraph 8.3.
8.4.3.The number of hours prior to activation of the
inducement systems shall be reduced in case of a repetitive
occurrence of the malfunction according to the mechanism
described in Section 11.
9. Monitoring failures that may be attributed to
tampering
9.1. In addition to the level of reagent in the reagent tank,
the reagent quality, and the interruption of dosing, the
following failures shall be monitored because they may be
attributed to tampering
(i) impeded EGR valve;
(ii) failures of the NO x Control Diagnostic (NCD) system,
as described in paragraph 9.2.1.
9.2. Monitoring requirements
9.2.1The NO x Control Diagnostic (NCD) system shall be
monitored for electrical failures and for removal or
deactivation of any sensor that prevents it from diagnosing
any other failures mentioned in paragraphs 6 to 8
(component monitoring).
A non-exhaustive list of sensors that affect the diagnostic
capability are those directly measuring NO x concentration,
urea quality sensors, ambient sensors and sensors used for
monitoring reagent dosing activity, reagent level, or reagent
consumption.
9.2.2.EGR valve counter
9.2.2.1.A specific counter shall be attributed to an impeded
EGR valve. The EGR valve counter shall count the number
of engine operating hours when the DTC associated to an
impeded EGR valve is confirmed to be active.
9.2.2.1.1.Optionally, the manufacturer may group the
impeded EGR valve failure together with one or more of the
failures listed in Sections 7, 8 and 9.2.3 into a single
counter.
9.2.2.2.Details of the EGR valve counter activation and
deactivation criteria and mechanisms are described in
Section 11.
9.2.3.NCD system counter(s)
9.2.3.1.A specific counter shall be attributed to each of the
monitoring failures considered in paragraph 9.1 (ii). The
NCD system counters shall count the number of engine
operating hours when the DTC associated to a malfunction
of the NCD system is confirmed to be active. Grouping of
several faults into a single counter is permitted.
9.2.3.1.1.Optionally, the manufacturer may group the NCD
system failure together with one or more of the failures
listed in Sections 7, 8 and 9.2.2 into a single counter.
9.2.3.2.Details of the NCD system counter(s) activation and
deactivation criteria and mechanisms are described in
Section 11.
9.3. Activation of the operator warning system
The operator warning system described in paragraph 4 shall
be activated in case any of the failures specified in
paragraph 9.1 occur, and shall indicate that an urgent repair
is required. When the warning system includes a message
display system, it shall display a message indicating the
reason of the warning (for example "reagent dosing valve
disconnected", or "critical emission failure").
9.4. Activation of the operator inducement system
9.4.1.The low-level inducement system described in
paragraph 5.3 shall be activated if a failure specified in
paragraph 9.1 is not rectified within a maximum of 36
engine operating hours after the activation of the operator
warning system in paragraph 9.3.
9.4.2.The severe inducement system described in paragraph
5.4 shall be activated if a failure specified in paragraph 9.1
is not rectified within a maximum of 100 engine operating
hours after the activation of the operator warning system in
paragraph 9.3.
9.4.3.The number of hours prior to activation of the
inducement systems shall be reduced in case of a repetitive
occurrence of the malfunction according to the mechanism
described in Section 11.
9.5 As an alternative to the requirements in paragraph 9.2,
the manufacturer may use a NO x sensor located in the
exhaust gas. In this case,
-
the NO x value shall not exceed a threshold of 0,9 g/
kWh,
-
use of a single failure "high NO x — root cause
unknown" may be used,
-
Section 9.4.1 shall read "within 10 engine hours",
-
Section 9.4.2 shall read "within 20 engine hours".
Demonstration requirements
10.1.General
The compliance to the requirements of this Schedule shall
be demonstrated during type-approval by performing, as
illustrated in Table 1 and specified in this section
(a) a demonstration of the warning system activation;
(b) a demonstration of the low level inducement system
activation, if applicable;
(c) a demonstration of the severe inducement system
activation.
Table 1
Illustration of the content of the demonstration process according to the
provisions in Sections 10.3 and 10.4 of this Appendix
Demonstration elements
Warning system
— Two activation tests (incl. lack of reagent)
— Supplementary demonstration elements, as
in
appropriate
Section 10.3 of
— Two activation tests (incl. lack of reagent)
— Supplementary demonstration elements, as
appropriate
in
Section 10.4 of
— One torque reduction test
— Two activation tests (incl. lack of reagent)
— Supplementary demonstration elements, as appropriate
in
Section 10.4.6 of
10.2. Engine families And NCD engine families
The compliance of an engine family or an NCD engine
family with the requirements of this Section 10 may be
demonstrated by testing one of the members of the
considered family, provided the manufacturer demonstrates
to the approval authority that the monitoring systems
necessary for complying with the requirements of this
Annex are similar within the family.
10.2.1.The demonstration that the monitoring systems for
other members of the NCD family are similar may be
performed by presenting to the approval authorities such
elements as algorithms, functional analyses, etc.
10.2.2.The test engine is selected by the manufacturer in
agreement with the approval authority. It may or may not be
the parent engine of the considered family.
10.2.3.In the case where engines of an engine family belong
to an NCD engine family that has already been type-
approved according to paragraph 10.2.1 (Figure 3), the
compliance of that engine family is deemed to be
demonstrated without further testing, provided the
manufacturer demonstrates to the authority that the
monitoring systems necessary for complying with the
requirements of this Schedule are similar within the
considered engine and NCD engine families.
Figure 3
Previously demonstrated conformity of an NCD
engine family
10.3.Demonstration of the warning system activation
10.3.1The compliance of the warning system activation shall
be demonstrated by performing two tests: lack of reagent,
and one failure category considered in Section 7 to 9 of this
Schedule.
10.3.2.Selection of the failures to be tested
10.3.2.1.For the purpose of demonstrating the activation of
the warning system in case of a wrong reagent quality, a
reagent shall be selected with a dilution of the active
ingredient at least as dilute as that communicated by the
manufacturer according to the requirements of Section 7 of
this Schedule
10.3.2.2.For the purpose of demonstrating the activation of
the warning system in case of failures that may be attributed
to tampering, and are defined in Section 9 of this Schedule
the selection shall be performed according to the following
requirements
10.3.2.2.1.The manufacturer shall provide the approval
authority with a list of such potential failures.
10.3.2.2.2.The failure to be considered in the test shall be
selected by the approval authority from this list referred to
in Section 10.3.2.2.1.
10.3.3.Demonstration
10.3.3.1.For the purpose of this demonstration, a separate
test shall be performed for each of the failures considered in
Section 10.3.1.
10.3.3.2.During a test, no failure shall be present other than
the one addressed by the test.
10.3.3.3Prior to starting a test, all DTC shall have been
erased.
10.3.3.4.At the request of the manufacturer, and with the
agreement of the approval authority, the failures subject to
testing may be simulated.
10.3.3.5.Detection of failures other than lack of reagent
For failures other than lack of reagent, once the failure
installed or simulated, the detection of that failure shall be
performed as follows
10.3.3.5.1.The NCD system shall respond to the
introduction of a failure selected as appropriate by the type
approval authority in accordance to the provisions of this
Appendix. This is considered to be demonstrated if
activation occurs within two consecutive NCD test-cycles
according to paragraph 10.3.3.7 of this Appendix.
When it has been specified in the monitoring description and
agreed by the Approval Authority that a specific monitor
needs more than two NCD test-cycles to complete its
monitoring, the number of NCD test-cycles may be
increased to three NCD test-cycles.
Each individual NCD test-cycle in the demonstration test
may be separated by an engine shut-off. The time until the
next start-up shall take into consideration any monitoring
that may occur after engine shut- off and any necessary
condition that must exist for monitoring to occur at the next
start-up.
10.3.3.5.2.The demonstration of the warning system
activation is deemed to be accomplished if, at the end of
each demonstration test performed according to Section
10.3.2.1, the warning system has been properly activated
and the DTC for the selected failure has got the "confirmed
and active" status.
10.3.3.6.Detection in case of lack of reagent
For the purpose of demonstrating the activation of the
warning system in case of lack of reagent, the engine system
shall be operated over one or more NCD test cycles at the
discretion of the manufacturer.
10.3.3.6.1.The demonstration shall start with a level of
reagent in the tank to be agreed between the manufacturer
and the approval authority but representing not less than 10
per cent of the nominal capacity of the tank.
10.3.3.6.2.The warning system is deemed to have performed
in the correct manner if the following conditions are met
simultaneously
(a) the warning system has been activated with a reagent
availability greater or equal to 10 per cent of the capacity of
the reagent tank, and
(b) the "continuous" warning system has been activated
with a reagent availability greater or equal to the value
declared by the manufacturer according to the provisions of
Section 6 of this Schedule.
10.3.3.7.NCD test cycle
10.3.3.7.1.The NCD test cycle considered in this Section 10
for demonstrating the correct performance of the NCD
system is the hot NRTC cycle.
10.3.3.7.2.On request of the manufacturer and with approval
of the Approval Authority, an alternative NCD test- cycle
can be used (e.g. the NRSC) for a specific monitor. The
request shall contain elements (technical considerations,
simulation, test results, etc.) demonstrating
(a) the requested test-cycle results in a monitor that will
run in real world driving, and
(b) the applicable NCD test-cycle specified in paragraph
10.3.3.7.1 is shown to be less appropriate for the considered
monitoring.
10.3.4.The demonstration of the warning system activation
is deemed to be accomplished if, at the end of each
demonstration test performed according to Section 10.3.3,
the warning system has been properly activated.
10.4.Demonstration of the inducement system activation.
10.4.1.The demonstration of the inducement system
activation shall be done by tests performed on an engine test
bench.
10.4.1.1.Any components or subsystems not physically
mounted on the engine system, such as, but not limited to,
ambient temperature sensors, level sensors, and operator
warning and information systems, that are required in order
to perform the demonstrations shall be connected to the
engine system for that purpose, or shall be simulated, to the
satisfaction of the approval authority.
10.4.1.2.If the manufacturer chooses, and subject to the
agreement of the approval authority, the demonstration tests
may be performed on a complete machine or machinery
either by mounting the machine on a suitable test bed or by
running it on a test track under controlled conditions.
10.4.2.The test sequence shall demonstrate the activation of
the inducement system in case of lack of reagent and in case
of one of the failures defined in Sections 7, 8, or 9 of this
Schedule.
10.4.3.For the purpose of this demonstration
(a) the approval authority shall select, in addition to the
lack of reagent, one of the failures defined in Sections 7, 8
or 9 of this Schedule that has been previously used in the
demonstration of the warning system activation;
(b) the manufacturer shall, in agreement with the approval
authority, be permitted to accelerate the test by simulating
the achievement of a certain number of operating hours;
(c) the achievement of the torque reduction required for
low-level inducement may be demonstrated at the same time
as the general engine performance approval process
performed in accordance with these regulations. Separate
torque measurement during the inducement system
demonstration is not required in this case;
(d) the severe inducement shall be demonstrated according
to the requirements of Section 10.4.6 of this Appendix.
10.4.4.The manufacturer shall, in addition, demonstrate the
operation of the inducement system under those failure
conditions defined in Sections 7, 8 or 9 of this Schedule
which have not been chosen for use in demonstration tests
described in Sections 10.4.1 to 10.4.3.
These additional demonstrations may be performed by
presentation to the approval authority of a technical case
using evidence such as algorithms, functional analyses, and
the result of previous tests.
10.4.4.1.These additional demonstrations shall in particular
demonstrate to the satisfaction of the approval authority the
inclusion of the correct torque reduction mechanism in the
engine ECU.
10.4.5.Demonstration test of the low level inducement
system
10.4.5.1.This demonstration starts when the warning system
or when appropriate "continuous" warning system has been
activated as a result of the detection of a failure selected by
the approval authority.
10.4.5.2.When the system is being checked for its reaction
to the case of lack of reagent in the tank, the engine system
shall be run until the reagent availability has reached a value
of 2,5 per cent of the nominal full capacity of the tank or the
value declared by the manufacturer in accordance with
Section 6.3.1 of this Schedule at which the low-level
inducement system is intended to operate.
10.4.5.2.1.The manufacturer may, with the agreement of the
approval authority, simulate continuous running by
extracting reagent from the tank, either whilst the engine is
running or is stopped.
10.4.5.3.When the system is checked for its reaction in the
case of a failure other than a lack of reagent in the tank, the
engine system shall be run for the relevant number of
operating hours indicated in Table 3 of this Appendix or, at
the choice of the manufacturer, until the relevant counter has
reached the value at which the low-level inducement system
is activated.
10.4.5.4.The demonstration of the low level inducement
system shall be deemed to be accomplished if, at the end of
each demonstration test performed according to Sections
10.4.5.2 and 10.4.5.3, the manufacturer has demonstrated to
the approval authority that the engine ECU has activated the
torque reduction mechanism.
10.4.6.Demonstration test of the severe inducement system
10.4.6.1.This demonstration shall start from a condition
where the low-level inducement system has been previously
activated and may be performed as a continuation of the
tests undertaken to demonstrate the low-level inducement
system.
10.4.6.2.When the system is checked for its reaction in the
case of lack of reagent in the tank, the engine system shall
be run until the reagent tank is empty, or has reached the
level below 2,5 per cent of the nominal full capacity of the
tank at which the manufacturer has declared to activate the
severe inducement system.
10.4.6.2.1.The manufacturer may, with the agreement of the
approval authority, simulate continuous running by
extracting reagent from the tank, either whilst the engine is
running or is stopped.
10.4.6.3.When the system is checked for its reaction in the
case of a failure that is not a lack of reagent in the tank, the
engine system shall then be run for the relevant number of
operating hours indicated in Table 3 of this Appendix or, at
the choice of the manufacturer, until the relevant counter has
reached the value at which the severe inducement system is
activated.
10.4.6.4.The demonstration of the severe inducement system
shall be deemed to be accomplished if, at the end of each
demonstration test performed according to paragraphs
10.4.6.2 and 10.4.6.3, the manufacturer has demonstrated to
the type-approval authority that the severe inducement
mechanism considered in this Schedule has been activated.
10.4.7.Alternatively, if the manufacturer chooses, and
subject to the agreement of the approval authority, the
demonstration of the inducement mechanisms may be
performed on a complete machine in accordance with the
requirements of Section 5.4, either by mounting the machine
on a suitable test bed or by running it on a test track under
controlled conditions.
10.4.7.1.The machine shall be operated until the counter
associated with the selected failure has reached the relevant
number of operating hours indicated in Table 3 of this
Appendix or, as appropriate, until either the reagent tank is
empty or, has reached the level below 2,5 per cent of the
nominal full capacity of the tank at which the manufacturer
has chosen to activate the severe inducement system.
Description of the operator warning and inducement
activation and deactivation mechanisms
11.1.To complement the requirements specified in this
Schedule concerning the warning and inducement activation
and deactivation mechanisms, this Section 11 specifies the
technical requirements for an implementation of those
activation and deactivation mechanisms.
11.2.Activation and deactivation mechanisms of the warning
system
11.2.1.The operator warning system shall be activated when
the diagnostic trouble code (DTC) associated with a NCM
justifying its activation has the status defined in Table 2 of
this Appendix.
Table 2
Activation of the operator warning system
DTC status for activation of the warning system
confirmed and active
confirmed and active
confirmed and active
Malfunction of the
confirmed and active
monitoring system
NOx threshold, if
confirmed and active
11.2.2The operator warning system shall be deactivated
when the diagnostic system concludes that the malfunction
relevant to that warning is no longer present or when the
information including DTCs relative to the failures
justifying its activation is erased by a scan tool.
11.2.2.1ARequirements
for
erasing
“NOx
control
information”
11.2.2.1.1.Erasing/resetting "NO x control information" by a
scan-tool
On request of the scan tool, the following data shall be
erased or reset to the value specified in this Appendix from
the computer memory (see Table 3).
Table 3
Erasing/resetting "NO x control information" by a scan-tool
NOx control
Erasable
Resetable
information
X
The value of the counter with the highest number of engine
X
The number of engine operating hours from the NCD
X
11.2.2.1.2.NO x control information shall not be erased by
disconnection of the machine’s battery(s).
11.2.2.1.3.The erasing of "NO x control information" shall
only be possible under "engine-off" conditions.
11.2.2.1.4.When "NO x control information" including DTCs
are erased, any counter reading associated with these
failures and which is specified in this Schedule shall not be
erased, but reset to the value specified in the appropriate
section of this Schedule.
11.3. Activation and deactivation mechanism of the operator
inducement system
11.3.1.The operator inducement system shall be activated
when the warning system is active and the counter relevant
to the type of NCM justifying its activation has reached the
value specified in Table 4 of this Appendix.
11.3.2.The operator inducement system shall be deactivated
when the system no longer detects a malfunction justifying
its activation, or if the information including the DTCs
relative to the NCMs justifying its activation has been
erased by a scan tool or maintenance tool.
11.3.3.The operator warning and inducement systems shall
be immediately activated or deactivated as appropriate
according to the provisions of Section 6 of this Schedule
after assessment of the reagent quantity in the reagent tank.
In that case, the activation or deactivation mechanisms shall
not depend upon the status of any associated DTC.
11.4.Counter mechanism
11.4.1.General
11.4.1.1.To comply with the requirements of this Schedule,
the system shall contain at least four counters to record the
number of hours during which the engine has been operated
while the system has detected any of the following
(a) an incorrect reagent quality;
(b) an interruption of reagent dosing activity;
(c) an impeded EGR valve;
(d) a failure of the NCD system according to Section
9.1(ii) of this Schedule.
11.4.1.1.1.Optionally, the manufacturer may use one or more
counters for grouping the failures indicated in Section
11.4.1.1.
11.4.1.2.Each of the counters shall count up to the maximum
value provided in a 2 byte counter with 1 hour resolution
and hold that value unless the conditions allowing the
counter to be reset to zero are met.
11.4.1.3.A manufacturer may use a single or multiple NCD
system counters. A single counter may accumulate the
number of hours of two or more different malfunctions
relevant to that type of counter, none of them having reached
the time the single counter indicates.
11.4.1.3.1When the manufacturer decides to use multiple
NCD system counters, the system shall be capable of
assigning a specific monitoring system counter to each
malfunction relevant according to this Schedule to that type
of counters.
11.4.2.Principle of counters mechanism
11.4.2.1.Each of the counters shall operate as follows
11.4.2.1.1.If starting from zero, the counter shall begin
counting as soon as a malfunction relevant to that counter is
detected and the corresponding diagnostic trouble code
(DTC) has the status defined in Table 2.
11.4.2.1.2.In case of repeated failures, one of the following
provisions shall apply at the choice of the manufacturer.
(i) If a single monitoring event occurs and the malfunction
that originally activated the counter is no longer detected or
if the failure has been erased by a scan tool or a maintenance
tool, the counter shall halt and hold its current value. If the
counter stops counting when the severe inducement system
is active, the counter shall be kept frozen at the value
defined in Table 4 of this Appendix or a value of greater
than or equal to the counter value for severe inducement
minus 30 minutes.
(ii) The counter shall be kept frozen at the value defined in
Table 4 of this Appendix or a value greater than or equal to
the counter value for severe inducement minus 30 minutes.
11.4.2.1.3.In the case of a single monitoring system counter,
that counter shall continue counting if a NCM relevant to
that counter has been detected and its corresponding
Diagnostic trouble code (DTC) has the status "confirmed
and active". It shall halt and hold one of the values specified
in Section 11.4.2.1.2, if no NCM that would justify the
counter activation is detected or if all the failures relevant to
that counter have been erased by a scan tool or a
maintenance tool.
Table 4
Counters and inducement
DTC status for first
Counter value
Counter value
Frozen value held by
activation of the
for low- level
for severe
the counter
counter
inducement
inducement
Reagent
confirmed and
≤ 10 hours
≤ 20 hours ≥ 9 0 %
of
quality
active
counter valuefor
counter
severe
inducement
Dosing
confirmed and
≤ 10 hours
≤ 20 hours ≥ 9 0 %
of
counter
active
counter valuefor
severe
inducement
EGR valve
confirmed and
≤ 36 hours
≤ 100 hours ≥ 9 5 %
of
counter
active
counter valuefor
severe
inducement
Monitoring
confirmed and
≤ 36 hours
≤ 100 hours ≥ 9 5 %
of
system
active
counter valuefor
counter
severe
inducement
NOx
confirmed and
≤ 10 hours
≤ 20 hours ≥
90%
of
threshold, if
active
counter valuefor
applicable
severe
inducement
11.4.2.1.4.Once frozen, the counter shall be reset to zero
when the monitors relevant to that counter have run at
least once to completion of their monitoring cycle without
having detected a malfunction and no malfunction
relevant to that counter has been detected during 40
engine operating hours since the counter was last held
(see Figure 4).
11.4.2.1.5.The counter shall continue counting from the
point at which it had been held if a malfunction relevant
to that counter is detected during a period when the
counter is frozen (see Figure 4).
11.5.Illustration of the activation and deactivation and
counter mechanisms
11.5.1.This paragraph illustrates the activation and
deactivation and counter mechanisms for some typical
cases. The figures and descriptions given in paragraphs
11.5.2, 11.5.3 and 11.5.4 are provided solely for the
purposes of illustration in this Schedule and should not be
referenced as examples of either the requirements of these
regulations or as definitive statements of the processes
involved. The counter hours in Figures 6 and 7 refer to
the maximum severe inducement values in Table 4. For
simplification purposes, for example, the fact that the
warning system will also be active when the inducement
system is active has not been mentioned in the
illustrations given.
Figure 4
Reactivation and resetting to zero of a counter after a
period when its value has been frozen
11.5.2.Figure 5 illustrates the operation of the activation
and deactivation mechanisms when monitoring the
reagent availability for five cases
-
use case 1: the operator continues operating the
machine in spite of the warning until machine operation is
disabled;
-
refilling case 1 ("adequate" refilling): the operator
refills the reagent tank so that a level above the 10%
threshold is reached. Warning and inducement are de-
activated;
-
refilling cases 2 and 3 ("inadequate" refilling): the
warning system is activated. The level of warning
depends on the amount of available reagent;
-
refilling case 4 ("very inadequate" refilling): the low
level inducement is activated immediately.
Figure 5
Reagent availability
11.5.3.Figure 6 illustrates three cases of wrong reagent
quality
-
use case 1: the operator continues operating the
machine in spite of the warning until machine operation is
disabled;
-
repair case 1 ("bad" or "dishonest" repair): after
disablement of the machine, the operator changes the
quality of the reagent, but soon after, changes it again for
a poor quality one. The inducement system is
immediately reactivated and machine operation is
disabled after 2 engine operating hours;
-
repair case 2 ("good" repair): after disablement of
the machine, the operator rectifies the quality of the
reagent. However some time afterwards, he refills again
with a poor quality reagent. The warning, inducement and
counting processes restart from zero.
Figure 6
Filling with poor reagent quality
11.5.4.Figure 7 illustrates three cases of failure of the
urea dosing system. This figure also illustrates the
process that applies in the case of the monitoring failures
described in Section 9 of this Schedule
-
use case 1: the operator continues operating the
machine in spite of the warning until machine operation is
disabled;
-
repair case 1 ("good" repair): after disablement of
the machine, the operator repairs the dosing system.
However some time afterwards, the dosing system fails
again. The warning, inducement and counting processes
restart from zero;
-
repair case 2 ("bad" repair): during the low-level
inducement time (torque reduction), the operator repairs
the dosing system. Soon after, however, the dosing system
fails again. The low-level inducement system is
immediately reactivated and the counter restarts from the
value it had at the time of repair.
Figure 7
Failure of the reagent dosing system
12.Demonstration of the minimum acceptable reagent
concentration CD min
1.The manufacturer shall demonstrate the correct
value of CD min during type approval by performing the
hot part of the NRTC cycle using a reagent with the
concentration CD min.
12.2.The test shall follow the appropriate NCD cycle(s)
or manufacturer defined pre-conditioning cycle,
permitting a closed loop NO x control system to perform
adaptation to the quality of the reagent with the
concentration CD min.
12.3.The pollutant emissions resulting from this test shall
be lower than the NO x threshold specified in Section
7.1.1 of this Schedule.
Appendix 2
Control Area requirements for stage IV engines
1. Engine control area
The control area (see Figure 1) is defined as follows
speed range: speed A to high speed;
where
speed A = low speed + 15% (high speed — low speed).
High speed and low speed as defined in Schedule III or, if
the manufacturer, based on the option indicated in Section
1.2.1 of Schedule III, chooses to use the procedure of
Annex 4B to UNECE Regulation No 96.03 series of
amendments, the definition of paragraphs 2.1.33 and
2.1.37 to UNECE Regulation No 96.03 series of
amendments shall be used.
If the measured engine speed A is within ± 3% of the
engine speed declared by the manufacturer, the declared
engine speeds shall be used. If the tolerance is exceeded
for any of the test speeds, the measured engine speeds
shall be used.
2. The following engine operating conditions shall be
excluded from testing
(a) points below 30% of maximum torque;
(b) points below 30% of maximum power.
The manufacturer may request that the Technical Service
excludes operating points from the control area defined in
Section 1 and 2 of this Appendix during the certification/
type approval. Subject to the positive opinion of the
Approval Authority, the Technical Service may accept
this exclusion if the manufacturer can demonstrate that
the engine is never capable of operating at such points
when used in any machine combination.
Figure 1
Control area
”.
3. (1)
Appendix 1 to Schedule II of the principal Amends
Schedule II to
regulations shall be amended as follows
the principal
regulations
(a) the heading of section 3 thereof shall be substituted by the
following
"FUEL FEED FOR DIESEL ENGINES";
(b) section 4 shall be substituted by the following
"4.
FUEL FEED FOR PETROL ENGINES (*)
4.1. Carburettor: ........................................................................
4.1.1.Make(s): .............................................................................
4.1.2.Type(s): ..............................................................................
4.2. Port fuel injection: single-point or multi-point: ..................
4.2.1.Make(s): .............................................................................
4.2.2.Type(s): ..............................................................................
4.3. Direct injection: ..................................................................
4.3.1. Make(s): ................................................................
4.3.2. Type(s): .................................................................
4.4.
Fuel flow [g/h] and air/fuel ratio at rated speed and
wide open throttle:";
(c) immediately after section 4 thereof there shall be added the
following new sections
"5.
VALVE TIMING
5.1.
Maximum lift and angles of opening and closing in
relation to dead centres or equivalent data: .................................
5.2.
Reference and/or setting ranges (*)
5.3.
Variable valve timing system (if applicable and
where intake and/or exhaust)
5.3.1. Type: continuous or on/off (*)
5.3.2. Cam phase shift angle: ...........................................
6. PORTING CONFIGURATION
6.1.
Position, size and number
7. 1
GNITION SYSTEM
7.1.
Ignition coil
7.1.1. Make(s): .................................................................
7.1.2. Type(s): ..................................................................
7.1.3. Number: ..................................................................
7.2.
Sparkplug(s): ..........................................................
7.2.1. Make(s): .................................................................
7.2.2. Type(s): ..................................................................
7.3.
Magneto: ................................................................
7.3.1. Make(s): .................................................................
7.3.2. Type(s): ..................................................................
7.4.
Ignition timing: .......................................................
7.4.1. Static advance with respect to top dead centre
[crank angle degrees] ..................................................................
7.4.2. Advance curve, if applicable: .................................
(*) Strike out what does not apply.";
(2) Appendix 2 to Schedule II of the principal regulations shall
be amended as follows
(a)
section 1.8 thereof shall be substituted by the following
"1.8. Exhaust after-treatment system (*): ...........................
(*) If not applicable mark n.a.”;
(b) the table in section 2.2 thereof shall be substituted by the
following
“ Parent
Engines within family (**)
Engine (*)
Engine Type
No of cylinders
Rated speed (min- 1 )
Fuel delivery per stroke (mm3) for
diesel engines, fuel flow (g/h) for
petrol engines, at rated net power
Rated net power (kW)
Maximum power speed (min-1)
Maximum net power (kW)
Maximum torque speed (min-1)
Fuel delivery per stroke (mm3) for
diesel engines, fuel flow (g/h) for
petrol engines, at maximum torque
Maximum torque (Nm)
Low idle speed (min-1)
C y l i n d e r d i s p l a c e m e n t ( i n % o f 100
".
parent engine)
4. Schedule III to the principal regulations shall be amended
(a)
section 1.2 thereof shall be substituted by the following
Selection of test procedure
The test shall be carried out with the engine mounted on a
test bench and connected to a dynamometer.
Test procedure for stages I, II, IIIA, IIIB and IV
The test shall be carried out in accordance with the
procedure in this Schedule or, at the choice of the
manufacturer, the test procedure as specified in Annex 4B
to UNECE Regulation No 96.03 series of amendments
shall be applied.
In addition, the following requirements apply
(i)durability requirements as set out in Appendix 5 to this
Schedule;
(ii)engine control area provisions as set out in Section 8.6
of Schedule I (stage IV engines only);
(iii)CO2 reporting requirements as set out in Appendix 6
to this Schedule for engines tested according to the
procedure in this Schedule. In case of engines tested
according to the procedure in Annex 4B to UNECE
Regulation No 96.03 series of amendments, Appendix 7 to
this Schedule shall apply;
(iv)the reference fuel in Schedule V to these regulations
shall be used for engines tested according to the
requirements in this Schedule. The reference fuel in
Schedule V to these regulations shall be used in case of
engines tested according to the requirements in Annex 4B
to UNECE Regulation No 96.03 series of amendments.
In case that the manufacturer chooses in accordance with
Schedule I, Section 8.6.2 to use the test procedure
specified in Annex 4B to UNECE Regulation No 96.03
series of amendments for testing engines of stages I, II,
IIIA or IIIB, the test cycles specified in Section 3.7.1 shall
be used.";
(b) Appendix 5 thereof shall be substituted by the following
"Appendix 5
Durability requirements
1. VERIFYING THE DURABILITY OF STAGE IIIA AND
STAGE IIIB CI ENGINES
This Appendix shall apply to CI engines Stage IIIA and
IIIB only.
Manufacturers shall determine a Deterioration Factor (DF)
value for each regulated pollutant for all Stage IIIA and
IIIB engine families. Such DFs shall be used for type
approval and production line testing.
Test to establish DFs shall be conducted as follows
The manufacturer shall conduct durability tests to
accumulate engine operating hours according to a test
schedule that is selected on the basis of good engineering
judgement to be representative of in-use engine operation
in respect to characterising emission performance
deterioration. The durability test period should typically
represent the equivalent of at least one quarter of the
emission durability period (EDP).
Service accumulation operating hours may be acquired
through running engines on a dynamometer test bed or
from actual infield machine operation. Accelerated
durability tests can be applied whereby the service
accumulation schedule is performed at a higher load factor
than typically experienced in the field. The acceleration
factor relating the number of engine durability test hours to
the equivalent number of EDP hours shall be determined by
the engine manufacturer based on good engineering
judgement.
During the period of the durability test, no emission
sensitive components can be serviced or replaced other
than to the routine service schedule recommended by the
manufacturer.
The test engine, subsystems, or components to be used to
determine exhaust emission DFs for an engine family, or
for engine families of equivalent emission control system
technology, shall be selected by the engine manufacturer on
the basis of good engineering judgement. The criterion is
that the test engine should represent the emission
deterioration characteristics of the engine families that will
apply the resulting DF values for type approval. Engines of
different bore and stroke, different configuration, different
air management systems, different fuel systems can be
considered as equivalent in respect to emissions
deterioration characteristics if there is a reasonable
technical basis for such determination.
DF values from another manufacturer can be applied if
there is a reasonable basis for considering technology
equivalence with respect to emissions deterioration, and
evidence that the tests have been carried according to the
specified requirements. Emissions testing shall be
performed according to the procedures defined in these
regulations for the test engine after initial run-in but before
any service accumulation test, and at the completion of the
durability test. Emission tests can also be performed at
intervals during the service accumulation test period and
applied in determining the deterioration trend.
The service accumulation tests or the emissions tests
performed to determine deterioration need not be witnessed
by the approval authority.
Determination of DF values from durability tests
An additive DF is defined as the value obtained by
subtraction of the emission value determine at the
beginning of the EDP from the emissions value determined
to represent the emission performance at the end of the
EDP.
A multiplicative DF is defined as the emission level
determined for the end of the EDP divided by the emission
value recorded at the beginning of the EDP.
Separate DF values shall be established for each of the
pollutants covered by the legislation. In the case of
establishing a DF value relative to the NOx + HC standard,
for an additive DF, this is determined based on the sum of
the pollutants notwithstanding that a negative deterioration
for one pollutant may not offset deterioration for the other.
For a multiplicative NOx + HC DF, separate HC and NOx
DFs shall be determined and applied separately when
calculating the deteriorated emission levels from an
emissions test result before combining the resultant
deteriorated NOx and HC values to establish compliance
with the standard.
In cases where the testing is not conducted for the full EDP,
the emission values at the end of the EDP is determined by
extrapolation of the emission deterioration trend
established for the test period, to the full EDP.
When emissions test results have been recorded
periodically during the service accumulation durability
testing, standard statistical processing techniques based on
good practice shall be applied to determine the emission
levels at the end of the EDP; statistical significance testing
can be applied in the determination of the final emissions
values.
If the calculation results in a value of less than 1,00 for a
multiplicative DF, or less than 0,00 for an additive DF, then
the DF shall be 1,0 or 0,00, respectively.
A manufacturer may, with the approval of the type
approval authority, use DF values established from results
of durability tests conducted to obtain DF values for
certification of on-road HD CI engines. This will be
allowed if there is technological equivalency between the
test on-road engine and the non-road engine families
applying the DF values for certification. The DF values,
derived from on-road engine emission durability test
results, must be calculated on the basis of EDP values
defined in Section 3.
In the case where an engine family uses established
technology, an analysis based on good engineering
practices may be used in lieu of testing to determine a
deterioration factor for that engine family subject to
approval of the type approval authority.
DF information in approval applications
Additive DFs shall be specified for each pollutant in an
engine family approval application for CI engines not using
any after treatment device.
Multiplicative DFs shall be specified for each pollutant in
an engine family certification application for CI engines
using an after treatment device.
The manufacture shall furnish the type-approval authority
on request with information to support the DF values. This
would typically include emission test results, service
accumulation schedule, maintenance procedures together
with information to support engineering judgements of
technological equivalency, if applicable.
2. VERIFYING THE DURABILITY OF STAGE IV CI
ENGINES
General
This section shall apply to CI engines Stage IV. At the
request of the manufacturer it may also be applied to CI
engines stage IIIA and IIIB as an alternative to the
requirements in Section 1 of this Appendix.
This Section 2 details the procedures for selecting
engines to be tested over a service accumulation schedule
for the purpose of determining deterioration factors for
stage IV engine type approval and conformity of
production assessments. The deterioration factors shall be
applied in accordance with paragraph 2.4.7 to the
emissions measured according to Schedule III to these
regulations.
The service accumulation tests or the emissions tests
performed to determine deterioration need not be witnessed
by the approval authority.
This Section 2 also details the emission-related and non-
emission-related maintenance that should be or may be
carried out on engines undergoing a service accumulation
schedule. Such maintenance shall conform to the
maintenance performed on in-service engines and
communicated to owners of new engines.
At the request of the manufacturer, the type-approval
authority may allow the use of deterioration factors that
have been established using alternative procedures to those
specified in Sections 2.4.1 to 2.4.5. In this case, the
manufacturer must demonstrate to the satisfaction of the
approval authority that the alternative procedures that have
been used are no less rigorous than those contained in
Sections 2.4.1 to 2.4.5.
Definitions
Applicable for Section 2 of Appendix 5.
"Ageing cycle" means the machine or engine operation
(speed, load, power) to be executed during the service
accumulation period.
"Critical emission-related components" means the
components which are designed primarily for emission
control, that is, any exhaust after-treatment system, the
electronic engine control unit and its associated sensors
and actuators, and the EGR system including all related
filters, coolers, control valves and tubing.
"Critical emission-related maintenance" means the
maintenance to be performed on critical emission- related
components.
"Emission-related maintenance" means the maintenance
which substantially affects emissions or which is likely to
affect emissions performance deterioration of the vehicle
or the engine during normal in-use operation.
"Engine-after-treatment system family" means a
manufacturer’s grouping of engines that comply with the
definition of engine family, but which are further grouped
into a family of engine families utilising a similar exhaust
after-treatment system.
"Non-emission-related maintenance" means maintenance
which does not substantially affect emissions and which
does not have a lasting affect on the emissions performance
deterioration of the machine or the engine during normal
in-use operation once the maintenance is performed.
"Service accumulation schedule" means the ageing cycle
and the service accumulation period for determining the
deterioration factors for the engine-after-treatment system
family.
Selection of engines for establishing emission durability
period deterioration factors
Engines shall be selected from the engine family defined in
Section 6 of Schedule I to these regulations for emission
testing to establish emission durability period deterioration
factors.
Engines from different engine families may be further
combined into families based on the type of exhaust after-
treatment system utilised. In order to place engines with
different cylinder configuration but having similar
technical specifications and installation for the exhaust
after-treatment systems into the same engine after-
treatment system family, the manufacturer shall provide
data to the approval authority that demonstrates that the
emissions reduction performance of such engine systems is
similar.
One engine representing the engine-after-treatment system
family, as determined in accordance with paragraph 2.3.2,
shall be selected by the engine manufacturer for testing
over the service accumulation schedule defined in
paragraph 2.4.2, and shall be reported to the type-approval
authority before any testing commences.
If the type-approval authority decides that the worst case
emissions of the engine-after-treatment system family can
be characterised better by another engine then the test
engine shall be selected jointly by the type-approval
authority and the engine manufacturer.
Establishing emission durability period deterioration
factors
General
Deterioration factors applicable to an engine-after-
treatment system family are developed from the selected
engines based on a service accumulation schedule that
includes periodic testing for gaseous and particulate
emissions over the NRSC and NRTC tests.
Service accumulation schedule
Service accumulation schedules may be carried out at the
choice of the manufacturer by running a machine equipped
with the selected engine over an "in-service" accumulation
schedule or by running the selected engine over a
"dynamometer service" accumulation schedule.
In-service and dynamometer service accumulation
The manufacturer shall determine the form and duration of
the service accumulation and the ageing cycle for engines
in a manner consistent with good engineering practice.
The manufacturer shall determine the test points where
gaseous and particulate emissions will be measured over
the hot NRTC and NRSC cycles. The minimum number of
test points shall be three, one at the beginning, one
approximately in the middle and one at the end of the
service accumulation schedule.
The emission values at the start point and at the emission
durability period endpoint calculated in accordance with
paragraph 2.4.5.2 shall be within the limit values
applicable to the engine family, but individual emission
results from the test points may exceed those limit values.
2.4.2.1.4. At the request of the manufacturer and with the agreement
of the type-approval authority, only one test cycle (either
the hot NRTC or NRSC cycle) needs to be run at each test
point, with the other test cycle run only at the beginning
and at the end of the service accumulation schedule.
2.4.2.1.5. In the case of constant speed engines, engines below 19
kW, engines above 560 kW, engines intended to be used in
inland waterway vessels and engines for the propulsion of
railcars and locomotives, only the NRSC cycle shall be run
at each test point.
2.4.2.1.6. Service accumulation schedules may be different for
different engine-after-treatment system families.
2.4.2.1.7. Service accumulation schedules may be shorter than the
emission durability period, but shall not be shorter than the
equivalent of at least one quarter of the relevant emission
durability period specified in Section 3 of this Appendix.
2.4.2.1.8. Accelerated ageing by adjusting the service accumulation
schedule on a fuel consumption basis is permitted. The
adjustment shall be based on the ratio between the typical
in-use fuel consumption and the fuel consumption on the
ageing cycle, but fuel consumption on the ageing cycle
must not exceed typical in-use fuel consumption by more
than 30%.
2.4.2.1.9. At the request of the manufacturer and with the agreement
of the type-approval authority, alternative methods of
accelerated ageing may be permitted.
2.4.2.1.10 The service accumulation schedule shall be fully described
in the application for type-approval and reported to the
type-approval authority before the start of any testing.
If the type-approval authority decides that additional
measurements need to be performed between the points
selected by the manufacturer it shall notify the
manufacturer. The revised service accumulation schedule
shall be prepared by the manufacturer and agreed by the
type-approval authority.
Engine testing
Engine system stabilisation
2.4.3.1.1. F o r e a c h e n g i n e - a f t e r - t r e a t m e n t s y s t e m f a m i l y , t h e
manufacturer shall determine the number of hours of
machine or engine running after which the operation of the
engine-after-treatment system has stabilised. If requested
by the approval authority the manufacturer shall make
available the data and analysis used to make this
determination. As an alternative, the manufacturer may
select to run the engine or machine between 60 and 125
hours or the equivalent time on the ageing cycle to stabilise
the engine-after- treatment system.
2.4.3.1.2. The end of the stabilisation period determined in Section
2.4.3.1.1 shall be deemed to be the start of the service
accumulation schedule.
Service accumulation testing
After stabilisation, the engine shall be run over the service
accumulation schedule selected by the manufacturer, as
described in Section 2.3.2. At the periodic intervals in the
service accumulation schedule determined by the
manufacturer, and, where appropriate, also stipulated by
the type-approval authority in accordance with Section
2.4.2.2, the engine shall be tested for gaseous and
particulate emissions over the hot NRTC and NRSC cycles.
The manufacturer may select to measure the pollutant
emissions before any exhaust after-treatment system
separately from the pollutant emissions after any exhaust
after-treatment system.
In accordance with Section 2.4.2.1.4, if it has been agreed
that only one test cycle (hot NRTC or NRSC) be run at each
test point, the other test cycle (hot NRTC or NRSC) shall
be run at the beginning and end of the service accumulation
schedule.
In accordance with Section 2.4.2.1.5, in the case of
constant speed engines, engines below 19 kW, engines
above 560 kW, engines intended to be used in inland
waterway vessels and engines for the propulsion of railcars
and locomotives, only the NRSC cycle shall be run at each
test point.
During the service accumulation schedule, maintenance
shall be carried out on the engine according to Section 2.5.
During the service accumulation schedule, unscheduled
maintenance on the engine or machine may be performed,
for example if the manufacturer’s normal diagnostic system
has detected a problem that would have indicated to the
machine operator that a fault had arisen.
Reporting
The results of all emission tests (hot NRTC and NRSC)
conducted during the service accumulation schedule shall
be made available to the type-approval authority. If any
emission test is declared to be void, the manufacturer shall
provide an explanation of why the test has been declared
void. In such a case, another series of emission tests shall
be carried out within the following 100 hours of service
accumulation.
The manufacturer shall retain records of all information
concerning all the emission tests and maintenance carried
out on the engine during the service accumulation
schedule. This information shall be submitted to the
approval authority along with the results of the emission
tests conducted over the service accumulation schedule.
Determination of deterioration factors
For each pollutant measured over the hot NRTC and NRSC
cycles at each test point during the service accumulation
schedule, a "best fit" linear regression analysis shall be
made on the basis of all test results. The results of each test
for each pollutant shall be expressed to the same number of
decimal places as the limit value for that pollutant, as
applicable to the engine family, plus one additional decimal
place.
In accordance with Section 2.4.2.1.4 or Section 2.4.2.1.5, if
only one test cycle (hot NRTC or NRSC) has been run at
each test point, the regression analysis shall be made only
on the basis of the test results from the test cycle run at
each test point.
At the request of the manufacturer and with the prior
approval of the type approval authority, non-linear
regression is permitted.
The emission values for each pollutant at the start of the
service accumulation schedule and at the emission
durability period end point that is applicable for the engine
under test shall be calculated from the regression equation.
If the service accumulation schedule is shorter than the
emission durability period, the emission values at the
emission durability period end point shall be determined by
extrapolation of the regression equation as determined in
Section 2.4.5.1.
In the case that emission values are used for engine
families in the same engine-after-treatment family but with
different emission durability periods, then the emission
values at the emission durability period end point shall be
recalculated for each emission durability period by
extrapolation or interpolation of the regression equation as
determined in Section 2.4.5.1.
The deterioration factor (DF) for each pollutant is defined
as the ratio of the applied emission values at the emission
durability period end point and at the start of the service
accumulation schedule (multiplicative deterioration
factor).
At the request of the manufacturer and with the prior
approval of the type-approval authority, an additive DF for
each pollutant may be applied. The additive DF is defined
as the difference between the calculated emission values at
the emission durability period end point and at the start of
the service accumulation schedule.
An example for determination of DFs by using linear
regression is shown in Figure 1 for NOx emission.
Mixing of multiplicative and additive DFs within one set of
pollutants is not permitted.
If the calculation results in a value of less than 1,00 for a
multiplicative DF, or less than 0,00 for an additive DF, then
the deterioration factor shall be 1,0 or 0,00, respectively.
In accordance with Section 2.4.2.1.4, if it has been agreed
that only one test cycle (hot NRTC or NRSC) be run at each
test point and the other test cycle (hot NRTC or NRSC) run
only at the beginning and end of the service accumulation
schedule, the deterioration factor calculated for the test
cycle that has been run at each test point shall be applicable
also for the other test cycle.
Figure 1
Example of DF determination
Assigned deterioration factors
As an alternative to using a service accumulation schedule
to determine DFs, engine manufacturers may select to use
the following assigned multiplicative DFs
Assigned additive DFs are not given. It is not permitted to
transform the assigned multiplicative DFs into additive
DFs.
Where assigned DFs are used, the manufacturer shall
present to the type approval authority robust evidence that
the emission control components can reasonably be
expected to have the emission durability associated with
those assigned factors. This evidence may be based upon
design analysis, or tests, or a combination of both.
Application of deterioration factors
The engines shall meet the respective emission limits for
each pollutant, as applicable to the engine family, after
application of the deterioration factors to the test result as
measured in accordance with Schedule III (cycle-weighted
specific emission for particulate and each individual gas).
Depending on the type of DF, the following provisions
apply
- Multiplicative: (cycle weighted specific emission) * DF
≤ emission limit
- Additive: (cycle weighted specific emission) + DF ≤
emission limit
If the manufacturer, based on the option indicated in
Section 1.2.1 of this Schedule, chooses to use the
procedure of Annex 4B to UNECE Regulation No 96.03
series of amendments, cycle weighted specific emission
may include the adjustment for infrequent regeneration,
where applicable.
For a multiplicative NOx + HC DF, separate HC and
NOx DFs shall be determined and applied separately when
calculating the deteriorated emission levels from an
emissions test result before combining the resultant
deteriorated NOx and HC values to establish compliance
with the emission limit.
The manufacturer may select to carry across the DFs
determined for an engine-after-treatment system family to
an engine system that does not fall into the same engine-
after-treatment system family. In such cases, the
manufacturer shall demonstrate to the approval authority
that the engine system for which the engine-after-treatment
system family was originally tested and the engine system
for which the DFs are being carried across have similar
technical specifications and installation requirements on
the machine and that the emissions of such engine or
engine system are similar.
In the case that DFs are carried across to an engine system
with a different emission durability period, then the DFs
shall be recalculated for the applicable emission durability
period by extrapolation or interpolation of the regression
equation as determined in Section 2.4.5.1.
The DF for each pollutant for each applicable test cycle
shall be recorded in the test result document set out in
Appendix 1 to Schedule VII.
Checking of conformity of production
Conformity of production for emissions compliance is
checked on the basis of Section 5 of Schedule I.
The manufacturer may select to measure the pollutant
emissions before any exhaust after-treatment system at the
same time as the type-approval test is being performed. In
so doing, the manufacturer may develop informal DFs
separately for the engine and for the after-treatment system
that may be used by the manufacturer as an aid to end of
production line auditing.
For the purposes of type-approval, only the DFs
determined in accordance with paragraph 2.4.5 or 2.4.6
shall be recorded in the test result document set out in
Appendix 1 to Schedule VII.
Maintenance
For the purpose of the service accumulation schedule,
maintenance shall be performed in accordance with the
manufacturer’s manual for service and maintenance.
Emission-related scheduled maintenance
Emission-related scheduled maintenance during engine
running, undertaken for the purpose of conducting a
service accumulation schedule, must occur at equivalent
intervals to those that will be specified in the
manufacturer’s maintenance instructions to the owner of
the machine or engine. This maintenance schedule may be
updated as necessary throughout the service accumulation
schedule provided that no maintenance operation is deleted
from the maintenance schedule after the operation has been
performed on the test engine.
The engine manufacturer shall specify for the service
accumulation schedules any adjustment, cleaning,
maintenance (where necessary) and scheduled exchange of
the following items
- filters and coolers in the exhaust gas re-circulation
system
- positive crankcase ventilation valve, if applicable
- fuel injector tips (only cleaning is permitted)
- fuel injectors
- turbocharger
- electronic engine control unit and its associated sensors
and actuators
- particulate after-treatment system (including related
components)
- NOx after-treatment
system
(including
related
components)
- exhaust gas re-circulation system, including all related
control valves and tubing
- any other exhaust after-treatment system.
Critical emission-related scheduled maintenance shall only
be performed if intended to be performed in- use and the
requirement to perform such maintenance is to be
communicated to the owner of the machine.
Changes to scheduled maintenance
The manufacturer shall submit a request to the type-
approval authority for approval of any new scheduled
maintenance that it wishes to perform during the service
accumulation schedule and subsequently to recommend to
owners of machines and engines. The request shall be
accompanied by data supporting the need for the new
scheduled maintenance and the maintenance interval.
Non-emission-related scheduled maintenance
Non-emission-related scheduled maintenance which is
reasonable and technically necessary (for example oil
change, oil filter change, fuel filter change, air filter
change, cooling system maintenance, idle speed
adjustment, governor, engine bolt torque, valve lash,
injector lash, adjustment of the tension of any drive- belt,
etc.) may be performed on engines or machines selected for
the service accumulation schedule at the least frequent
intervals recommended by the manufacturer to the owner
(for example not at the intervals recommended for severe
service).
Repair
Repairs to the components of an engine system selected for
testing over a service accumulation schedule shall be
performed only as a result of component failure or engine
system malfunction. Repair of the engine itself, the
emission control system or the fuel system is not permitted
except to the extent defined in paragraph 2.5.4.2.
If the engine itself, the emission control system or the fuel
system fail during the service accumulation schedule, the
service accumulation shall be considered void, and a new
service accumulation shall be started with a new engine
system, unless the failed components are replaced with
equivalent components that have been subject to a similar
number of hours of service accumulation.
3. EMISSION DURABILITY PERIOD FOR STAGE IIIA,
IIIB AND IV ENGINES
Manufacturers shall use the emission durability period in
Table 1 of this section.
Table 1
Emission durability period for CI Stage IIIA, IIIB
and IV Engines (hours)
Category (power band)
Emission durability period (hours)
3 000
(constant speed engines)
5 000
(variable speed engines)
8 000
Engines for propulsion of inland
10 000
waterway vessels
Railcar and Locomotive engines
10 000”.
(c) immediately after Appendix 5 thereof there shall be added
the following
"Appendix 6
Determination of CO2 Emissions for Stage I, II, IIIA,
IIIB and IV Engines
1. Introduction
This Appendix sets out the provisions and test procedures
for reporting CO2 emissions for all stages I through IV. If
the manufacturer, based on the option indicated in Section
1.2.1 of this Schedule, chooses to use the procedure of
Annex 4B to UNECE Regulation No 96.03 series of
amendments, Appendix 7 to this Schedule shall apply.
2. General requirements
CO2 emissions shall be determined over the applicable test
cycle specified in Section 1.1 of Schedule III in accordance
with Section 3 (NRSC) or Section 4 (hot start NRTC),
respectively, of Schedule III. For Stage IIIB CO2 emissions
shall be determined over the hot start NRTC test cycle.
The test results shall be reported as cycle averaged brake
specific values and expressed in the unit of g/kWh.
If, at the choice of the manufacturer, the NRSC is operated
as a ramped modal cycle, either the references to the NRTC
laid down in this Appendix or the requirements of Appendix
7 to Schedule III shall apply.
3. Determination of CO2 emissions
Raw measurement
This section applies, if CO2 is measured in the raw exhaust
gas.
Measurement
CO2 in the raw exhaust gas emitted by the engine submitted
for testing shall be measured with a non- dispersive infrared
(NDIR) analyser in accordance with Section 1.4.3.2 (NRSC)
or Section 2.3.3.2 (NRTC), respectively, of Appendix 1 to
Schedule III.
The measurement system shall meet the linearity
requirements of Section 1.5 of Appendix 2 to Schedule III.
The measurement system shall meet the requirements of
Section 1.4.1 (NRSC) or Section 2.3.1 (NRTC),
respectively, of Appendix 1 to Schedule III.
Data evaluation
The relevant data shall be recorded and stored in accordance
with Section 3.7.4 (NRSC) or Section 4.5.7.2 (NRTC),
respectively, of Schedule III.
Calculation of cycle averaged emission
If measured on a dry basis, the dry/wet correction in
accordance with Section 1.3.2 (NRSC) or Section 2.1.2.2
(NRTC), respectively, of Appendix 3 to Schedule III shall be
applied.
For the NRSC, the mass of CO2 (g/h) shall be calculated for
each individual mode in accordance with Section 1.3.4 of
Appendix 3 to Schedule III. The exhaust gas flows shall be
determined in accordance with Sections 1.2.1 to 1.2.5 of
Appendix 1 to Schedule III.
For the NRTC, the mass of CO2 (g/test) shall be calculated
in accordance with Section 2.1.2.1 of Appendix 3 to
Schedule III. The exhaust gas flow shall be determined in
accordance with Section 2.2.3 of Appendix 1 to Schedule
III.
Dilute measurement
This section applies, if CO2 is measured in the dilute
exhaust gas.
Measurement
CO2 in the dilute exhaust gas emitted by the engine
submitted for testing shall be measured with a non-
dispersive infrared (NDIR) analyser in accordance with
Section 1.4.3.2 (NRSC) or Section 2.3.3.2 (NRTC),
respectively, of Appendix 1 to Schedule III. Dilution of the
exhaust shall be done with filtered ambient air, synthetic air
or nitrogen. The flow capacity of the full flow system shall
be large enough to completely eliminate water condensation
in the dilution and sampling systems.
The measurement system shall meet the linearity
requirements of Section 1.5 of Appendix 2 to Schedule III.
The measurement system shall meet the requirements of
Section 1.4.1 (NRSC) or Section 2.3.1 (NRTC),
respectively, of Appendix 1 to Schedule III.
Data evaluation
The relevant data shall be recorded and stored in accordance
with Section 3.7.4 (NRSC) or Section 4.5.7.2 (NRTC),
respectively, of Schedule III.
Calculation of cycle averaged emission
If measured on a dry basis, the dry/wet correction in
accordance with Section 1.3.2 (NRSC) or Section 2.1.2.2
(NRTC), respectively, of Appendix 3 to Schedule III shall be
applied.
For the NRSC, the mass of CO2 (g/h) shall be calculated for
each individual mode in accordance with Section 1.3.4 of
Appendix 3 to Schedule III. The diluted exhaust gas flows
shall be determined in accordance with Section 1.2.6 of
Appendix 1 to Schedule III.
For the NRTC, the mass of CO2 (g/test) shall be calculated
in accordance with Section 2.2.3 of Appendix 3 to Schedule
III. The diluted exhaust gas flow shall be determined in
accordance with Section 2.2.1 of Appendix 3 to Schedule
III.
Background correction shall be applied in accordance with
Section 2.2.3.1.1 of Appendix 3 to Schedule III.
Calculation of brake specific emissions
NRSC
The brake specific emissions eCO2 (g/kWh) shall be
calculated as follows
NRTC
The cycle work needed for the calculation of brake specific
CO2 emissions shall be determined in accordance with
Section 4.6.2 of Schedule III.
The brake specific emissions eCO2 (g/kWh) shall be
calculated as follows: e CO2 ¼ m CO2;hot W act; hot
where
m CO2, hot is the CO2 mass emissions of the hot start
NRTC (g)
W act, hot is the actual cycle work of the hot start NRTC
(kWh).
Appendix 7
Alternative determination of CO2 emissions
1. Introduction
If the manufacturer, based on the option indicated in Section
1.2.1 of this Schedule, chooses to use the procedure of
Annex 4B to UNECE Regulation No 96.03 series of
amendments, the provisions and test procedures for
reporting CO2 emissions set out in this Appendix shall
apply.
2. General requirements
CO2 emissions shall be determined over the hot start NRTC
test cycle in accordance with Section 7.8.3 of Annex 4B to
UNECE Regulation No 96.03 series of amendments.
The test results shall be reported as cycle averaged brake
specific values and expressed in the unit of g/kWh.
3. Determination of CO2 emissions
Raw measurement
This section applies, if CO2 is measured in the raw exhaust
gas.
Measurement
CO2 in the raw exhaust gas emitted by the engine submitted
for testing shall be measured with a non- dispersive infrared
(NDIR) analyser in accordance with Section 9.4.6 of Annex
4B to UNECE Regulation No 96.03 series of amendments.
The measurement system shall meet the linearity
requirements of Section 8.1.4 of Annex 4B to UNECE
Regulation No 96.03 series of amendments.
The measurement system shall meet the requirements of
Section 8.1.9 of Annex 4B to UNECE Regulation No 96.03
series of amendments.
Data evaluation
The relevant data shall be recorded and stored in accordance
with Section 7.8.3.2 of Annex 4B to UNECE Regulation No
96.03 series of amendments.
Calculation of cycle averaged emission
If measured on a dry basis, the dry/wet correction in
accordance with Section A.8.2.2 of Appendix 8 or Section
A.7.3.2 of Appendix 7 to Annex 4B to UNECE Regulation
No 96.03 series of amendments shall be applied to the
instantaneous concentration values before any further
calculation is done.
The mass of CO2 (g/test) shall be calculated by
multiplication of the time aligned instantaneous CO2
concentrations and exhaust gas flows and integration over
the test cycle in accordance with either of the following
(a)Section A.8.2.1.2 and Section A.8.2.5 of Appendix 8 to
Annex 4B to UNECE Regulation No 96.03 series of
amendments, by using the u values of CO2 from Table A.8.1
or calculating the u values in accordance with Section
A.8.2.4.2 of Appendix 8 to Annex 4B to UNECE Regulation
No 96.03 series of amendments;
(b)Section A.7.3.1 and Section A.7.3.3 of Appendix 7 to
Annex 4B to UNECE Regulation No 96.03 series of
amendments.
Dilute measurement
This section applies, if CO2 is measured in the dilute
exhaust gas.
Measurement
CO2 in the dilute exhaust gas emitted by the engine
submitted for testing shall be measured with a non-
dispersive infrared (NDIR) analyser in accordance with
Section 9.4.6 of Annex 4B to UNECE Regulation No 96.03
series of amendments. Dilution of the exhaust shall be done
with filtered ambient air, synthetic air or nitrogen. The flow
capacity of the full flow system shall be large enough to
completely eliminate water condensation in the dilution and
sampling systems.
The measurement system shall meet the linearity
requirements of Section 8.1.4 of Annex 4B to UNECE
Regulation No 96.03 series of amendments.
The measurement system shall meet the requirements of
Section 8.1.9 of Annex 4B to UNECE Regulation No 96.03
series of amendments.
Data evaluation
The relevant data shall be recorded and stored in accordance
with Section 7.8.3.2 of Annex 4B to UNECE Regulation No
96.03 series of amendments.
Calculation of cycle averaged emission
If measured on a dry basis, the dry/wet correction in
accordance with Section A.8.3.2 of Appendix 8 or Section
A.7.4.2 of Appendix 7 to Annex 4B to UNECE Regulation
No 96.03 series of amendments shall be applied to the
instantaneous concentration values before any further
calculation is done.
The mass of CO2 (g/test) shall be calculated by
multiplication of the CO2 concentrations and the diluted
exhaust gas flows in accordance with either of the
following
(a)Section A.8.3.1 and Section A.8.3.4 of Appendix 8 to
Annex 4B to UNECE Regulation No 96.03 series of
amendments, by using the u values of CO2 from Table A.8.2
or calculating the u values in accordance with Section
A.8.3.3 of Appendix 8 to Annex 4B to UNECE Regulation
No 96.03 series of amendments;
(b)Section A.7.4.1 and Section A.7.4.3 of Appendix 7 to
Annex 4B to UNECE Regulation No 96.03 series of
amendments.
Background correction shall be applied in accordance with
Section A.8.3.2.4 of Appendix 8 or Section A.7.4.1 of
Appendix 8 to Annex 4B to UNECE Regulation No 96.03
series of amendments.
Calculation of brake specific emissions
The cycle work needed for the calculation of brake specific
CO2 emissions shall be determined in accordance with
Section 7.8.3.4 of Annex 4B to UNECE Regulation No
96.03 series of amendments.
The brake specific emissions eCO2 (g/kWh) shall be
calculated as follows
5. Immediately after section 1 in Schedule VI of the principal Amends
regulations there shall be added the following
This Schedule applies as follows
(a) for stages I, II, IIIA, IIIB and IV the requirements of
Section 1 of this Schedule shall apply;
(b) if the manufacturer, based on the option indicated in
Section 1.2.1 of this Schedule, chooses to use the procedure
of Annex 4B to UNECE Regulation No 96.03 series of
amendments, Section 9 of Annex 4B to UNECE Regulation
No 96.03 series of amendments shall apply.".
6. Appendix 1 in Schedule VII to the principal regulations
shall be substituted by the following
"Appendix 1
Test report for compression ignition engines test results (1)
Information concerning the test engine
Engine type:........................................................................
Engine identification number: ...........................................
1. Information concerning the conduct of the test: ......
1.1. Reference fuel used for test
1.1.1.Cetane number: .......................................................
1.1.2.Sulphur content: .....................................................
1.1.3.Density: ..................................................................
1.2. Lubricant
1.2.1.Make(s): .................................................................
1.2.2.Type(s): ……….......................................................
(state percentage of oil in mixture if lubricant and fuel are
mixed)
1.3. Engine driven equipment (if applicable)
1.3.1.Enumeration and identifying details: .................................
1.3.2.Power absorbed at indicated engine speeds (as specified
by the manufacturer)
Power PAE (kW) absorbed at various engine speeds (1) (2),
taking into account Appendix 3 to this Annex
Maximum power
Intermediate speed
Equipment
speed (if different
Rated speed (3)
(if applicable)
from rated)
Total
(1) Delete as appropriate.
(2) Shall not be greater than 10 per cent of the power measured during the test.
(3) Insert values at engine speed corresponding to 100% normalised speed if NRSC test
uses this speed.
1.4. Engine performance
1.4.1.Engine speeds
Idle:................................................................ min –1
Intermediate:.................................................. min –1
Maximum power:........................................... min –1
Rated (2): …................................................. min –1
( 1 ) For the case of several parent engines, the following is to be indicated for each of them.
( 2 ) Insert engine speed corresponding to 100% normalised speed if NRSC test uses this speed.
1.4.2.
Engine power (1)
Power setting (kW) at various engine speeds
Maximum power
Intermediate speed
speed
Rated speed ( 1 )
Condition
(if applicable)
(if different from
rated)
Maximum power measured
at specified test speed (PM)
(kW) (a)
Total power absorbed by
engine driven equipmentas
per paragraph 1.3.2 of this
Appendix taking into account
Appendix 3 (kW) (b)
Net
engine power
as
specified in Section 2.4 of
Annex I (kW) (c)
c = a + b
( 1 ) Replace with values at engine speed corresponding to 100% normalised speed if NRSC
test uses this speed.
2. Information concerning the conduct of the NRSC test
2.1. Dynamometer setting (kW)
Dynamometer setting (kW) at various engine speeds
Intermediate
Rated
63% (if
80% (if
91% (if
Per cent load
speed (if
speed ( 1 )
applicable)
applicable)
applicable)
applicable)
10 (if applicable)
25 (if applicable)
75 (if applicable)
( 1 ) Replace with values at engine speed corresponding to 100% normalised speed if NRSC
test uses this speed.
2.2 Emission results of the engine/parent engine (2)
Deterioration Factor (DF): calculated/fixed (2)
Specify the DF values and the emission results in the following
table (2)
NRSC Test
HC +NOx
NOx
CO
HC
PM
NOx
CO (g/
HC (g/
NOx
HC +
PM (g/
CO2
kWh)
kWh)
NOx
kWh)
(g/kWh)
(g/kWh)
(g/kWh)
Final test result with DF
(1) Uncorrected power measured in accordance with Section 2.4 of Annex I.
(2) Delete as appropriate.
Additional control area test points (if applicable)
Engine
Load
CO (g/
HC (g/
NOx
PM (g/
Emissions at test point
speed
(%)
kWh)
kWh)
kWh)
(g/kWh)
2.3. Sampling system used for the NRSC test
2.3.1.Gaseous emissions (1):......................................................
2.3.2. PM (1): ……......................................................................
2.3.2.1.Method (2): single/multiple filter
3. Information concerning the conduct of the NRTC test (if
applicable)
3.1. Emission results of the engine/parent engine (2)
Deterioration Factor (DF): calculated/fixed (3)
Specify the DF values and the emission results in the following
table (3)
Regeneration related data may be reported for Stage IV engines.
NRTC TEST
HC +
NOx
CO
HC
PM
NOx
mult/add (3)
Emissions
NOx
HC +
CO (g/
HC (g/
PM (g/
kWh)
kWh)
(g/kWh) NOx(g/
kWh)
Cold start
Emissions
NOx
HC +
CO2
CO (g/
HC (g/
PM (g/
kWh)
kWh)
NOx
kWh)
(g/kWh)
(g/kWh)
Hot start w/o regeneration
Hot start with regeneration (3)
kr,u (mult/add) (3) kr,d (mult/
add) (3)
Weighted test result
Final test result with DF
Cycle work for hot start w/o regeneration kWh
3.2. Sampling system used for the NRTC test
Gaseous emissions (4): ……..............................................
PM (4): ...............................................................................
Method (5): single/multiple filter
(1)
Indicate figure number of system used as defined in Annex VI Section 1 or Section 9
of Annex 4B of ECE R96 03 series of amendments, as applicable.
(2)
Delete as appropriate.
(3)
Delete as appropriate.
(4)
Indicate figure number of system used as defined in Annex VI Section 1 or Section 9
of Annex 4B of ECE R96 03 series of amendments, as applicable.
(5)
Delete as appropriate.’
6. Schedule XI to the principal regulations shall be
substituted by the following
"Schedule XI
DATA SHEET OF TYPE-APPROVED ENGINES
1. SI Engines
Reported engine type approval
Type approval number
Date of approval
Name of manufacturer
Engine type/family
Engine
General information ( 1 )
description
Cooling medium ( 1 )
Number of cylinders
Swept volume (cm 3 )
Type of after-treatment
( 2 )
Rated speed (min – 1 )
Rated net power (kW)
Emissions
CO
(g/kWh)
HC
NOx
PM
(1) Liquid or air.
(2) Abbreviate: CAT = catalyst, PT = particulate trap, SCR = selective catalytic
reduction.
CI Engines ( 1 ) ( 2 )
2.
2.1
General engine information
Reported engine type approval
Type approval number
Date of approval
Name of manufacturer
Engine type/familynamily
Engine
General information ( 1 )
description
Cooling medium ( 1 )
Number of cylinders
Swept volume (cm 3 )
Type of after-treatment ( 3 )
Rated speed (min– 1 )
Maximum power speed
(min– 1 )
Rated net power (kW)
Maximum net power (kW)
( 1 ) Abbreviate: DI = direct injection, PC = pre/swirl chamber, NA = naturally aspirated, TC =
turbocharged, TCA = turbocharged including after-cooling, EGR = Exhaust gas recirculation.
Examples: PC NA, DI TCA EGR
( 2 ) Liquid or air.
( 3 ) Abbreviate: DOC=diesel oxidation catalyst, PT=particulate trap, SCR selective catalytic
reduction
( 1 ) Complete all items that are applicable to the engine type/family.
( 2 ) In case of a family of engines insert details of parent engine.
2.2Final emission result
Reported engine type approval
NRSC final test CO
result inclusive HC
of DF (g/kWh) NOx
HC + NOx
PM
Reported engine type approval
NRSC CO2 (g/kWh)
NRTCfinaltest CO
result inclusive HC
of DF (g/kWh) NOx
HC + NOx
PM
NRTC hot cycle CO2 (g/kWh)
NRTC hot cycle work (kWh)
2.3
NRSC deterioration factors and emission test results
Reported engine type approval
NRSC CO2 (g/kWh)
NRTCfinaltest CO
result inclusive HC
of DF (g/kWh) NOx
HC + NOx
PM
NRTC hot cycle CO2 (g/kWh)
NRTC hot cycle work (kWh)
( 1 ) Delete as appropriate.
2.4
NRTC deterioration factors and emission test results
Reported engine type approval
DF mult/add (1)
CO
HC
NOx
HC + NOx
PM
NRTC cold start test
CO
result exclusive of DF
HC
(g/kWh)
NOx
HC + NOx
PM
( 1 ) Delete as appropriate.
NRTC hot start emission test results
Regeneration related data may be reported for Stage IV engines.
Reported engine type approval
NRTC hot start CO
w/o regeneration HC
(g/kWh)
NOx
HC + NOx
PM
NRTC hot start
CO
HC
regeneration
NOx
(g/kWh)
HC + NOx
PM
" .
7. Schedule XII to the principal regulations shall be Substitutes
Schedule XII of
substituted by the following
the principal
regulations
"Schedule XII
RECOGNITION OF ALTERNATIVE TYPE-APPROVALS
1. The following type-approvals and, where applicable, the
pertaining approval marks are recognised as being equivalent to an
approval to these regulations for engines of categories A, B and C as
defined in Article 9(2)
1.1.
Type approvals to Directive 2000/25/EC;
1.2.
Type-approvals
to
Directive
88/77/EEC,
complying with the requirements of stages A or B regarding
Article 2 and Schedule I, Section 6.2.1 of Directive 88/77/EEC
or UNECE Regulation No 49.02 series of amendments,
corrigenda I/2;
1.3
Type approvals according to UNECE Regulation
No 96...
2. For engines categories D, E, F and G (stage II) as defined
in Article 9(3), the following type-approvals and, where applicable,
the pertaining approval marks are recognised as being equivalent to
an approval to these regulations
2.1
Directive 2000/25/EC, stage II approvals;
2.2
Type-approvals to Directive 88/77/EEC as
amended by Directive 99/96/EC which are in compliance with
stages A, B1, B2 or C provided for in Article 2 and Section
6.2.1 of Annex I to that Directive;
2.3
Type-approvals to UNECE Regulation No 49.03
series of amendments;
2.4
UNECE Regulation No 96 stages D, E, F and G
approvals according to paragraph 5.2.1 of the 01 series of
amendments of Regulation No 96...
3. For engines categories H, I, J and K (stage IIIA) as defined
in Article 9(3a) and Article 9(3b), the following type- approvals and,
where applicable, the pertaining approval marks are recognised as
being equivalent to an approval to these regulations
3.1
Type-approvals to Directive 2005/55/EC, as
amended by Directives 2005/78/EC and 2006/51/EC, which are
in compliance with stages B1, B2 or C provided for in Article 2
and Section 6.2.1 of Annex I to that Directive;
3.2.
Type-approvals to UNECE Regulation No 49.05
series of amendments, which are in compliance with stages B1,
B2 and C provided for in paragraph 5.2 of that Regulation;
3.3
UNECE Regulation No 96 stages H,I,J and K
approvals according to paragraph 5.2.1. of the 02 series
amendments of Regulation No 96.
4. For engines categories L, M, N and P (stage IIIB) as
defined in Article 9(3c), the following type-approvals and, where
applicable, the pertaining approval marks are recognised as being
equivalent to an approval to these regulations
4.1
Type-approvals to Directive 2005/55/EC, as
amended by Directives 2005/78/EC and 2006/51/EC, which are
in compliance with stages B2 or C provided for in Article 2 and
Section 6.2.1 of Annex I to that Directive;
4.2
Type-approvals to UNECE Regulation No 49.05
series of amendments, which are in compliance with stages B2
or C provided for in paragraph 5.2 of that regulation;
4.3
UNECE Regulation No 96 stages L, M, N and P
approvals according to paragraph 5.2.1 of the 03 series of
amendments of Regulation No 96.
5. For engines categories Q and R (stage IV) as defined in
Article 9(3d), the following type-approvals and, where applicable, the
pertaining approval marks are recognised as being equivalent to an
approval to these regulations
5.1
Type-approvals to Regulation (EC) No 595/2009
and its implementing measures, if it is confirmed by a technical
service that the engine meets the requirements of Schedule I
Section 8.5 to these regulations;
5.2
Type-approvals to UNECE Regulation No 49.06
series of amendments, if it is confirmed by a technical service
that the engine meets the requirements of Schedule I Section 8.5
to these regulations.".
€2.61