FINALIZED DRAFT

AUTOMOTIVE INDUSTRY STANDARD

Document on Test Method, Testing

Equipment and Related Procedures for
Testing Type Approval and Conformity of
Production (Cop) of category M and N
Vehicles having GVW not exceeding
3500 kg for Emission as per CMV Rules 115,
116 and 126

PART-3
BS VI EMISSION NORMS

Date of hosting on website: 27.03.2018

Last date for comments: 27.04.2018
 Status chart of the Standard to be used by the purchaser for updating the record
Sr. Corrigenda Amendment Revision Date Remark Misc.
No.

General Remarks:
 INDEX Page No
(to be included)
Table of contents

CHAPTER 1 OVERALL REQUIREMENT

CHAPTER 2 ESSENTIAL CHARACTERISTICS OF THE VEHICLE
AND ENGINE AND INFORMATION CONCERNING
THE CONDUCT OF TESTS
CHAPTER 3 TYPE I TEST
CHAPTER 4 Appendix 1: CHASSIS DYNAMOMETER SYSTEM
Appendix 2: EXHAUST DILUTION SYSTEM
CHAPTER 5 Appendix 1: VERIFICATION OF SIMULATED INERTIA
Appendix 2: MEASUREMENT OF VEHICLE ROAD LOAD

CHAPTER 6 CALIBRATION OF EQUIPMENT FOR EVAPORATIVE

EMISSION TESTING
CHAPTER 7 GASEOUS EMISSIONS MEASUREMENT
EQUIPMENT
CHAPTER 8 Appendix 1: PARTICULATE MASS EMISSIONS
MEASUREMENT EQUIPMENT
Appendix 2: PARTICLE NUMBER EMISSIONS
MEASUREMENT EQUIPMENT
CHAPTER 9 TYPE II TEST and Free Acceleration Smoke Test
CHAPTER 10 TYPE III TEST
CHAPTER 11 TYPE IV TEST
CHAPTER 12 TYPE V TEST
CHAPTER 13 GRANTING OF TYPE APPROVAL FOR A VEHICLE
FUELLED BY LPG OR NG/BIOMETHANE
CHAPTER 14 ON-BOARD DIAGNOSTICS (OBD) FOR MOTOR
VEHICLES
Appendix 1: FUNCTIONAL ASPECTS OF ON-BOARD
DIAGNOSTIC (OBD) SYSTEMS
Appendix 2: ESSENTIAL CHARACTERISTICS OF THE
VEHICLE FAMILY

CHAPTER 15 EMISSIONS TEST PROCEDURE FOR A VEHICLE

EQUIPPED WITH A PERIODICALLY
REGENERATING SYSTEM
CHAPTER 16 REQUIREMENTS FOR VEHICLES THAT USE A
REAGENT FOR THE EXHAUST AFTER-TREATMENT
SYSTEM
CHAPTER 17 EMISSIONS TEST PROCEDURE FOR HYBRID
ELECTRIC VEHICLES (HEV)

CHAPTER 18 Appendix 1: IN-SERVICE CONFORMITY CHECK

Appendix 2: STATISTICAL PROCEDURE FOR TAILPIPE
EMISSIONS IN-SERVICE CONFORMITY TESTING
Appendix 3: RESPONSIBILITIES FOR IN-SERVICE
CONFORMITY
CHAPTER 19 DETERMINATION OF CO2 EMISSIONS AND FUEL
CONSUMPTION
CHAPTER 19A DETERMINATION OF THE EMISSIONS OF CARBON
DIOXIDE, FUEL CONSUMPTION AND THE ELECTRIC
ENERGY CONSUMPTION OF VEHICLES POWERED BY
A HYBRID ELECTRIC POWER TRAIN
Appendix 1: METHOD FOR MEASURING THE
ELECTRICITY BALANCE OF THE REESS OF
OVC AND NOVC HEVS

Appendix 2: METHOD OF MEASURING THE ELECTRIC

RANGE OF VEHICLES POWERED BY A HYBRID
ELECTRIC POWER TRAIN AND THE OVC RANGE OF
VEHICLES POWERED BY A HYBRID ELECTRIC
POWERTRAIN
CHAPTER 20 “REAL DRIVING EMISSIONS (RDE)”: EMISSIONS OF A
VEHICLE UNDER ITS NORMAL CONDITIONS OF USE.
Annex 1 Composition of Committee for Part 6
Annex 2 Committee Composition -Automotive Industry Standards
Committee
 CHAPTER 1: OVERALL REQUIREMENTS

1.0 SCOPE

This part applies to the emission of vehicles equipped with spark

ignition engines (Petrol, CNG and LPG) and compression ignition
engines (Diesel) for all M & N Category vehicles with GVW up to
3.5 tons for Bharat Stage VI.

In addition, this Part lays down rules for in-service

conformity, Durability of pollution control devices, On-Board
Diagnostic (OBD) systems, Real Driving Emission (RDE) &
measurement of fuel consumption

1.1 This Part shall apply to vehicles of categories M1, M2, N1

and N2 with a reference mass not exceeding 2,610 kg. At the
manufacturer's request, type approval granted under this Part may
be extended from vehicles mentioned above to M1, M2, N1 and N2
vehicles with a reference mass not exceeding 2,840 kg and which
meet the conditions laid down in this Part.

1.2 If a vehicle is tested for type approval on Chassis Dynamometer

having Reference Mass up to 2610 kg, manufacturer may seek type
approval extensions up to reference mass of 2840 kgs for its
variants, even if intended variant GVW exceeds beyond 3500 kg.

This Part should be read in conjunction with applicable Gazette

Notification for which the vehicle is subjected to test.

2.0 DEFINITIONS

For the purposes of this Part the following definitions shall apply:

2.1 "Reference mass" means the "unladen mass" of the vehicle

increased by a uniform figure of 150kg

2.2 "Unladen mass" means the mass of the vehicle in running

order without the uniform mass of the driver of 75kg, passengers
or load, but with the fuel tank 90 % full and the usual set of tools
and spare wheel on board, where applicable;

2.3 “Gross Vehicle Weight (GVW)” means the technically

permissible maximum weight declared by the vehicle manufacturer..

2.4 "Gaseous pollutants" means the exhaust gas emissions of

carbon monoxide, oxides of nitrogen expressed in nitrogen
dioxide (NO 2) equivalent and hydrocarbons assuming ratio of:

(a) C 1 H2.525 for Liquefied Petroleum Gas (LPG)

(b) C 1 H 4 for Natural Gas (NG) and biomethane
(c) C 1 H1.89 O0.016 for petrol (E5)
 (d) C 1 H 1.93 O0.033 for petrol (E10)
(e) C 1 H1.86 O0.005 for diesel (B5)
(f) C1 H 1.86 O0.007 for diesel (B7)
(g) C 1 H 2.74 O0.385 for ethanol (E85)

2.5 "Particulate pollutants" means components of the exhaust gas

which are removed from the diluted exhaust gas at a maximum
temperature of 325 K (52 °C) by means of the filters described in
Chapter 8 Appendix 1.
2.5.1 “Particulate numbers" means the total number of particles of a
diameter greater than 23nm diameter present in the diluted
exhaust gas after it has been conditioned to remove volatile
material, as described in Chapter 8 Appendix 2.
2.6 "Exhaust emissions" means:
(a) For Positive ignition (P.I.) engines, emissions of gaseous,
particulate pollutants and particulate numbers( For Gasoline
Direct Injection engines only)
(b) For Compression-Ignition (C.I.) engines, emissions of gaseous
pollutants, particulate pollutants and particulate numbers.
2.7 "Evaporative emissions" means the hydrocarbon vapours lost
from the fuel system of a motor vehicle other than those from
exhaust emissions;
2.7.1 "Tank breathing losses" are hydrocarbon emissions caused
by temperature changes in the fuel tank (assuming a ratio of
C 1 H2.33 ).
2.7.2 "Hot soak losses" are hydrocarbon emissions arising from the fuel
system of a stationary vehicle after a period of driving (assuming
a ratio of C 1 H 2.20 ).

2.8 "Engine crankcase" means the spaces in or external to an

engine which are connected to the oil sump by internal or
external ducts through which gases and vapour can escape.
2.9 "Cold start device" means a device that temporarily enriches
the air/fuel mixture of the engine thus assisting the engine to
start.
2.10 "Starting aid" means a device which assists engine start up
without enrichment of the air/ fuel mixture of the engine, e.g.
glow plug, injection timing change, etc.
2.11 "Engine capacity" means:
2.11.1 For reciprocating piston engines, the nominal engine swept
volume;
2.11.2 For rotary piston engines (Wankel), twice the nominal swept
volume of a combustion chamber per piston;
2.12 "Pollution control devices" means those components of a vehicle
that control and/or limit exhaust and evaporative emissions.
2.13 "On-Board Diagnostic (OBD)" means an on-board diagnostic
system for emission control, which has the capability of
identifying the likely area of malfunction by means of fault codes
stored in computer memory.
2.14 “In-service test” means the test and evaluation of conformity
conducted in accordance with Chapter 18 of this Part.
2.15 "Properly maintained and used" means, for the purpose of a test
vehicle, that such a vehicle satisfies the criteria for acceptance of a
selected vehicle laid down in clause 2, chapter 18 to this Part.
2.16 "Defeat device" means any element of design which senses
temperature, vehicle speed, engine rotational speed, transmission
gear, manifold vacuum or any other parameter for the purpose of
activating, modulating, delaying or deactivating the operation of
any part of the emission control system, that reduces the
effectiveness of the emission control system under conditions
which may reasonably be expected to be encountered in normal
vehicle operation and use. Such an element of design may not be
considered a defeat device if:
2.16.1 The need for the device is justified in terms of protecting the
engine against damage or accident and for safe operation of the
vehicle; or
2.16.2 The device does not function beyond the requirements of engine
starting; or
2.16.3 Conditions are substantially included in the Type I test procedures.
2.17 "Family of vehicles" means a group of vehicle types identified
by a parent vehicle for the purpose of Chapter 1 3.
2.18 "Biofuel" means liquid or gaseous fuel for transport, produced
from biomass.
2.19 "Approval of a vehicle" means the approval of a vehicle type
with regard to the limitation of the following conditions:
2.19.1 Limitation of tail pipe emissions by the vehicle, evaporative
emissions, crankcase emissions, durability of pollution control
devices, Real Driving Emission (RDE), measurement of fuel
consumption, Engine Power and on-board diagnostics of vehicles
fueled with unleaded petrol, or which can be fuelled with either
unleaded petrol and LPG or NG/biomethane or Hydrogen or
biofuels and Ethanol E85/E100.
2.19.2 Limitation of tail pipe emissions, durability of pollution control
devices, Real Driving Emission (RDE), measurement of fuel
consumption, Engine Power and on-board diagnostics of vehicles
fueled with diesel fuel or which can be fuelled with either diesel
fuel and biofuel or biofuel or dual fuel.
2.19.3 Limitation of tail pipe emissions, crankcase emissions, durability
of pollution control devices, Real Driving Emission (RDE),
measurement of fuel consumption, Engine Power and on-board
diagnostics of vehicles fuelled with LPG or NG/bio methane ;

2.20 "Periodically regenerating system" means an anti-pollution

device (e.g. catalytic converter, particulate trap) that requires a
periodical regeneration process in less than 4,000 km of normal
vehicle operation. During cycles where regeneration occurs,
emission standards can be exceeded. If a regeneration of an anti-
pollution device occurs at least once per Type I test and that has
already regenerated at least once during vehicle preparation cycle,
it will be considered as a continuously regenerating system which
does not require a special test procedure. Chapter 15 does not
apply to continuously regenerating systems.

At the request of the manufacturer, the test procedure

specific to periodically regenerating systems will not apply to a
regenerative device if the manufacturer provides data to the
Test Agency that, during cycles where regeneration occurs,
emissions remain below the standards given in applicable
notification.

2.21 Hybrid Vehicles (HV)

2.21.1 General definition of hybrid vehicles (HV):

"Hybrid vehicle (HV)" means a vehicle with at least two different

energy converters and two different energy storage systems (on
vehicle) for the purpose of vehicle propulsion.

2.21.2 Definition of hybrid electric vehicles (HEV):

"Hybrid electric vehicle (HEV)" means a vehicle that,
including vehicles which draw energy from a consumable fuel only for
the purpose of recharging the electrical energy/power storage device
that, for the purpose of mechanical propulsion, draws energy
from both of the following on-vehicle sources of stored
energy/power:

a) A consumable fuel;
b) A battery, capacitor, flywheel/generator or other electrical
energy/ power storage device

2.22 "Mono-fuel vehicle" means a vehicle that is designed to run

primarily on one type of fuel;
2.22.1 "Mono-fuel gas vehicle" means a vehicle that is designed
primarily for permanent running on LPG or NG/bio methane or
hydrogen, but may also have a petrol system for emergency
purposes or starting only, where the petrol tank does not contain
more than 5 litres of petrol.
2.23 "Bi-fuel vehicle" means a vehicle with two separate fuel storage
systems that is designed to run on only one fuel at a time.
The simultaneous use of both fuels is limited in amount and duration.

2.23.1 "Bi-fuel gas vehicle" means a bi fuel vehicle that can run on
petrol and also on either LPG, NG/bio methane or hydrogen
(gas mode).

2.24 "Alternative fuel vehicle" means a vehicle designed to be

capable of running on at least one type of fuel that is either
gaseous at atmospheric temperature and pressure, or
substantially non-mineral oil derived.

2.25 "Flex fuel vehicle" means a vehicle with one fuel storage system
that can run on different mixtures of two or more fuels.

2.25.1 "Flex fuel ethanol vehicle" means a flex fuel vehicle that can
run on petrol or a mixture of petrol and ethanol up to an 85/100
per cent ethanol blend (E85/E100).

2.25.2 "Flex fuel biodiesel vehicle" means a flex fuel vehicle that can
run on mineral diesel or a mixture of mineral diesel and biodiesel.

2.26 In the context of In Use Performance Ratio Conformity (IUPRM),

"cold start" means an engine coolant temperature (or equivalent
temperature) at engine start of less than or equal to 35 °C and less than
or equal to 7 K higher than ambient temperature (if available) at engine
start.

2.27 "Direct injection engine" means an engine which can operate in a

mode where the fuel is injected into the intake air after the air has been
drawn through the inlet valves.

2.28 "Electric power train" means a system consisting of one or more

electric energy storage devices, one or more electric power
conditioning devices and one or more electric machines that convert
stored electric energy to mechanical energy delivered at the wheels for
propulsion of the vehicle.

2.29 "Pure electric vehicle" means a vehicle powered by an electric

power train only.

2.30 "Hydrogen fuel cell vehicle" means a vehicle powered by a fuel cell
that converts chemical energy from hydrogen into electric energy, for
propulsion of the vehicle.

2.31 "Net power" means the power obtained on a test bench at the end of
the crankshaft or its equivalent at the corresponding engine or motor
speed with the auxiliaries tested in accordance with Part 5 of
AIS-137 and determined under reference atmospheric conditions.
2.32 "Maximum net power" means the maximum value of the net
power measured at full engine load.

2.33 "Maximum 30 minutes power" means the maximum net power of

an electric drive train at Direct Current (DC) voltage as set out in Part 5
of AIS-137.

2.34 "Cold start" means an engine coolant temperature (or equivalent

temperature) at engine start less than or equal to 35 °C and less than or
equal to 7 K higher than ambient temperature (if available) at engine
start.

2.35 "Vehicles designed to fulfil specific social needs" means diesel

vehicles of category M1 which are either

a. Special purpose vehicles with reference mass exceeding 2,000 kg;

b. Vehicles with a reference mass exceeding 2,000kg and designed to

carry seven or more occupants including the driver with the
exclusion of vehicles of category M 1G as defined in
c. Vehicles with a reference mass exceeding 1760 kg which are built
specifically for commercial purposes to accommodate wheelchair
use inside the vehicle.

3.0 Application for approval

3.1 The application for approval of a vehicle type with regard to tail
pipe emissions, crankcase emissions, evaporative emissions, Real
Driving Emission (RDE), measurement of fuel consumption, Engine
Power and durability of pollution control devices, as well as to its
on-board diagnostic (OBD) system shall be submitted by the vehicle
manufacturer.

3.1.1 In addition, the manufacturer shall submit the following

information:
(a) In the case of vehicles equipped with positive-ignition engines,
a declaration by the manufacturer of the minimum percentage
of misfires out of a total number of firing events that would
either result in emissions exceeding the limits given in
applicable Gazette Notification, if that percentage of misfire
had been present from the start of a Type I test as described in
Chapter 3, or that could lead to an exhaust catalyst, or catalysts,
overheating prior to causing irreversible damage;
(b) Detailed written information fully describing the functional
operation characteristics of the OBD system, including a listing
of all relevant parts of the emission control system of the
vehicle that are monitored by the OBD system;
(c) A description of the malfunction indicator used by the OBD
system to signal the presence of a fault to a driver of the
vehicle;
 (d) A declaration by the manufacturer that the OBD system
complies with the provisions of Appendix1 of Chapter 14 to
this Part relating to in-use performance under all reasonably
foreseeable driving conditions;

(e) A plan describing the detailed technical criteria and

justification for incrementing the numerator and denominator of
each monitor that shall fulfil the requirements of clause 7.2 and
7.3 of Appendix 1 to Chapter 14 to this Part, as well as for
disabling numerators, denominators and the general
denominator under the conditions outlined in clause 7.7 of
Appendix 1 to Chapter 14 to this Part;

(f) A description of the provisions taken to prevent tampering with

and modification of the emission control computer;
(g) If applicable, the particulars of the vehicle family as referred
to in Appendix 2 to Chapter 14 to this Part;

(h) Where appropriate, copies of other type approvals with the

relevant data to enable extension of approvals and
establishment of deterioration factors.

3.1.2 For the tests described in clause 3 of Chapter 14 to this part, a

vehicle representative of the vehicle type or vehicle family fitted
with the OBD system to be approved shall be submitted to the Test
agency responsible for the type approval test. If the Test agency
determines that the submitted vehicle does not fully represent the
vehicle type or vehicle family described in Appendix 2 of
Chapter 14 of this part, an alternative and if necessary an
additional vehicle shall be submitted for test in accordance with
clause 3 of Chapter 14 to this part.

3.2 A model of the information document relating to exhaust

emissions, evaporative emissions, durability, Real Driving
Emission (RDE), measurement of fuel consumption, Engine Power
and the On-Board Diagnostic (OBD) system is given in AIS007
OBD related information to the type approval communication given in
this chapter

3.2.1 Where appropriate, copies of other type approvals with the relevant
data to enable extensions of approvals and establishment of
deterioration factors shall be submitted.

3.3 For the tests described in clause 5 of this Part a vehicle

representative of the vehicle type to be approved shall be
submitted to the Test agency responsible for the approval tests.

3.3.1 The application referred to in clause 3.1. above shall be drawn up

in accordance with the model of the information document set
out as per AIS-007
3.3.2 For the purposes of clause 3.1.1(d), the manufacturer shall use
the model of a manufacturer's certificate of compliance with the
OBD in-use performance requirements set out in Appendix 2 to
this chapter. Certificate of compliance with OBD IUPR TBD

3.3.3 For the purposes of clause 3.1.1. (e), the test agency that grants the
approval shall make the information referred to in that point available
to the test agency upon request.

3.3.4 For the purposes of sub clauses (d) and (e) of clause 3.1.1. of this
chapter, test agency shall not approve a vehicle if the information
submitted by the manufacturer is inappropriate for fulfilling the
requirements of clause 7. of Appendix 1 to chapter 14 to this
document. Clauses 7.2., 7.3. and 7.7. of Appendix 1 to chapter 14 to
this Part shall apply under all reasonably foreseeable driving
conditions. For the assessment of the implementation of the
requirements set out in the first and second sub clauses, the test agency
shall take into account the state of technology

3.3.5 For the purposes of clause 3.1.1 (f), the provisions taken to
prevent tampering with and modification of the emission control
computer shall include the facility for updating using a
manufacturer-approved programme or calibration.

3.3.6 For the tests specified in Table A, the manufacturer shall submit
to the Test agency responsible for the type approval tests a
vehicle representative of the type to be approved.

3.3.7 The application for type approval of flex-fuel vehicles shall

comply with the additional requirements laid down in clauses
4.1 and 4.2.

3.4.4 Changes to the make of a system, component or separate

technical unit that occur after a type approval shall not
automatically invalidate a type approval, unless its original
characteristics or technical parameters are changed in such a
way that the functionality of the engine or pollution control
system is affected.

4.0 Additional requirements for approval of flex fuel vehicles

4.1 For the type approval of a flex fuel ethanol or biodiesel

vehicle, the vehicle manufacturer shall describe the capability of
the vehicle to adapt to any mixture of petrol and ethanol fuel (up
to an 85/100 % ethanol blend) or diesel and biodiesel that may
occur across the market.

4.2 For flex fuel vehicles, the transition from one reference fuel to
another between the tests shall take place without manual
adjustment of the engine settings.
4.3 Requirements for approval regarding the OBD system

4.3.1 The manufacturer shall ensure that all vehicles are equipped with
an OBD system.

4.3.2 The OBD system shall be designed, constructed and installed on

a vehicle so as to enable it to identify types of deterioration or
malfunction over the entire life of the vehicle.

4.3.3 The OBD system shall comply with the requirements of this
Part during conditions of normal use.

4.3.4 When tested with a defective component, in accordance with

Appendix 1 of chapter 14 of this part, the OBD system malfunction
indicator shall be activated. The OBD system malfunction
indicator may also activate during this test at levels of
emissions below the OBD threshold limits specified in applicable
Gazette notification.

4.3.5 The manufacturer shall ensure that the OBD system complies with the
requirements for in-use performance set out in clause7 of Appendix 1 of
Chapter 14 to this Part under all reasonably foreseeable driving
conditions. (Applicable as per notification)

4.3.6 In-use performance related data to be stored and reported by a vehicle's

OBD system according to the provisions of clause7.6 of Appendix 1 to
Chapter 14 to this Part shall be made readily available by the
manufacturer to national authorities and independent operators without
any encryption. (Aplicable as per notification)

4.4 Additional requirements for vehicles fuelled by LPG or

NG/Biomethane.

4.4.1 The additional requirements for vehicles fuelled by LPG or

NG/Biomethane are provided in Chapter 13 to this part.

5. SPECIFICATIONS AND TESTS

5.1 General

5.1.1 The components liable to affect the emission of pollutants shall be

so designed, constructed and assembled as to enable the vehicle, in
normal use, despite the vibration to which they may be subjected,
to comply with the provisions of this Part.

5.1.2 The use of a defeat device is prohibited.

5.1.3 Provisions for electronic system security

5.1.3.1 Any vehicle with an emission control computer shall include

features to prevent modification, except as authorized by the
manufacturer. The manufacturer shall authorize modifications if
these modifications are necessary for the diagnosis, servicing,
 inspection, retrofitting or repair of the vehicle. Any
reprogrammable computer codes or operating parameter shall be
resistant to tampering and afford a level of protection at least as
good as the provisions in ISO DIS 15031-7, dated 15 March 2001
(SAE J2186 dated October 1996). Any removable calibration
memory chips shall be potted, encased in a sealed container or
protected by electronic algorithms and shall not be changeable
without the use of specialized tools and procedures. Only features
directly associated with emissions calibration or prevention of
vehicle theft may be so protected.
5.1.3.2 Computer-coded engine operating parameters shall not be
changeable without the use of specialized tools and procedures
(e.g. soldered or potted computer components or sealed (or
soldered) computer enclosures).
5.1.3.3 In the case of mechanical fuel-injection pumps fitted to
compression-ignition engines, manufacturers shall take adequate
steps to protect the maximum fuel delivery setting from tampering
while a vehicle is in service.
5.1.3.4 Manufacturers may apply to the Test Agency for an exemption to
one of these requirements for those vehicles which are unlikely to
require protection. The criteria that the Test Agency will evaluate
in considering an exemption will include, but are not limited to,
the current availability of performance chips, the high-
performance capability of the vehicle and the projected sales
volume of the vehicle.

5.1.3.5 Manufacturers using programmable computer code systems (e.g.

Electrical Erasable Programmable Read-Only Memory, EEPROM)
shall deter unauthorized reprogramming. Manufacturers shall
include enhanced tamper protection strategies and write protect
features requiring electronic access to an off-site computer
maintained by the manufacturer. Methods giving an adequate level
of tamper protection will be approved by the Test Agency.

5.2 Test procedure

Table A illustrates the various possibilities for type-approval of a
vehicle.

5.2.1 Positive ignition engine-powered vehicles and hybrid electric

vehicles equipped with a positive-ignition engine shall be subject
to the following tests:
Type I (verifying the average exhaust emissions after a cold start)
Type II (carbon monoxide emission at idling speed)
Type III (emission of crankcase gases)
Type IV (evaporation emissions)
Type V (durability of anti-pollution devices)
OBD-test
Engine power test
5.2.2 Positive ignition engine-powered vehicle and hybrid electric
vehicles equipped with positive-ignition engine fuelled with LPG
or NG/biomethane (mono or bi-fuel) shall be subjected to the
following tests: ( According to Table A)

Type I (verifying the average exhaust emissions after a cold start)

Type II (carbon monoxide emissions at idling speed);
Type III (emission of crankcase gases);
Type IV (evaporative emissions), where applicable;
Type V (durability of anti-pollution devices);
OBD test
Engine power test

5.2.3 Compression ignition engine-powered vehicles and hybrid electric

vehicles equipped with a compression ignition engine shall be
subject to the following tests: ( According to Table A)

Type I (verifying the average exhaust emissions after a cold start);

Type V (durability of anti-pollution control devices)
Free Acceleration Smoke Test
OBD test
Engine power test
 Table A
Application of Test Requirements for Type-Approval – BS VI

Vehicles with Compression Ignition

Vehicles with Positive Ignition Engines including Hybrids Engines including
Hybrids
Mono Fuel Bi- Fuel(1) Flex Fuel(1) Flex Fuel Mono Dual Fuel
Fuel

Reference Fuel Gasoline LP G CNG / Hydrogen HCNG Gasoline (E5) Gasoline (E5) Gasoline Gasoline (E5) Diesel Dies el Dies el +
(E5) Bio- (ICE) 3 (Hydrogen + (E5) ( B7) (B7) CNG
Methane/ CNG)
Bio- LPG CNG / Hydrogen Ethanol (E85) / Bio- Diesel up
Gas/LNG Bio- Methane (ICE)3 (E100) to 100%
(5)

Gaseous Pollutants Yes Ye s Yes Yes2 Yes Yes (Both Yes (Both Yes (Both Yes (Both Yes Yes Yes
(Type 1 Test) Fuels) Fuels) Fuels)2 Fuels)

Particulate Mass Yes4 - - - - Yes(Gasoline Yes (Gasoline Yes Yes(Both Fuels) Yes Yes Yes
And Particulate only) only) (Gasoline
Number Only)
(Type1 Test)

Idle Emissions Yes Ye s Yes - Yes Yes (Both Yes (Both Yes (Gasoli Yes (Both - - -
(Type II Test) Fuels) Fuels) ne Only) Fuels)

Crankcase Yes Ye s Yes -- Yes Yes (gasoline Yes (gasoline Yes Yes(gasoline only) - - -
Emissions only) only) (gasoline
(Type III Test) only)

Evaporative Yes - - - - Yes (Gasoline Yes (Gasoline Yes Yes (Gasoline - - -

Emissions only) only) (Gasoline only)
(Type IV test) Only)
Durability (Type Yes Ye s Yes Yes Yes Yes (Gasoline Yes (Gasoline Yes Yes (Gasoline Yes ( B7 Yes Yes
V only) only) (Gasoline only) only)
Test) Only)

In- Service Yes Ye s Yes Yes Yes Yes (both Yes (both Yes Yes (both fuels) Yes (B7 Yes Yes
Conformity fuels) fuels) (gasoline only)
only)
On-Board Yes Ye s Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes
Diagnostics and
IUPRM

(6)CO2 Yes Ye s Yes Yes Yes Yes ( Both Yes ( Both Yes ( Both Yes ( Both Yes ( Bot Yes Yes
emission and fuel fuels) fuels) fuels) fuels) h fuels)
consumption

Smoke Opacity -- -- -- -- -- -- -- -- -- Yes Yes --

Engine Power Yes Ye s Yes Yes Yes Yes (Both Yes (Both Yes (Both Yes (Both Yes Yes Yes
fuels)

fuels) fuels) fuels)

(1) When a bi-fuel vehicle has flex fuel option, both test requirements are applicable. Vehicle tested with E100 need not to be tested for E85.

(2) Only NOx emissions shall be determined when the vehicle is running on Hydrogen.

(3) Reference Fuel is ‘Hydrogen for Internal Combustion Engine’ as Specified in Annexure IV-W. of CMVR 115/116.

(4) For Positive ignition, particulate mass and number limits for vehicles with positive ignition engines including hybrids shall apply only to
vehicles with direct injection engines.

(5) Vehicle fuelled with Bio diesel blends up to 7% will be tested with reference diesel (B7) & vehicles fueled with Bio diesel blends above 7%
will be tested with respective blends.

(6) CO2 emission and fuel consumption shall be measured as per procedure laid down in AIS 137 and as amended time to time.
5.3. Description of Tests

5.3.1. Type I test (Simulating the average exhaust emissions after a cold
start).

5.3.1.1 Figure 1 illustrates the routes for Type I test. This test shall be
carried out on all vehicles referred to in clause 1 of this part.

5.3.1.2 The vehicle is placed on a chassis dynamometer equipped with

a means of load and inertia simulation.

5.3.1.2.1 A test lasting a total of 19 minutes and 40 seconds, made up of

two parts, One and Two is performed without interruption. An
un-sampled period of not more than 20 seconds may, with the
agreement of the manufacturer, be introduced between the end of
Part One and the beginning of Part Two in order to facilitate
adjustment of the test equipment.

5.3.1.2.2 Vehicles that are fuelled with either petrol or a gaseous fuel, but where
the petrol system is fitted for emergency purposes or starting only and
which the petrol tank cannot contain more than 5 litres of petrol will
be regarded for the Type I test as vehicles that can only run on a
gaseous fuel.

5.3.1.2.2 Part One of the test is made up of four elementary urban cycles. Each
elementary urban cycle comprises fifteen phases (idling, acceleration,
steady speed, deceleration, etc.).

5.3.1.2.3 Part Two of the test is made up of one extra-urban cycle. The extra-
urban cycle comprises 13 phases (idling, acceleration, steady speed,
deceleration, etc.).

5.3.1.2.4 During the test, the exhaust gases are diluted and a proportional
sample collected in one or more bags. The exhaust gases of the
vehicle tested are diluted, sampled and analyzed, following the
procedure described below, and the total volume of the diluted
exhaust is measured. Not only the carbon monoxide, hydrocarbon
and nitrogen oxide emissions but also the particulate pollutant
emissions from vehicles equipped with compression-ignition
engines & Gasoline GDI engines are recorded.

5.3.1.3 The test is carried out using the procedure of Type I test as
described in Chapter 3. The method used to collect and analyze
the gases and the method to sample and analyze the particulates
shall be as prescribed in Appendix 2 of Chapter 4, chapter 7 of
this part, and the method to sample and analyse the particulates
shall be as prescribed in appendix 1 & Appendix 2 of chapter 8
of this part.

5.3.1.4 Subject to the requirements of clause 5.3.1.5, The test shall be

repeated three times. The results are multiplied by the
appropriate deterioration factors obtained from clause 5.3.5.2
and in the case of periodically regenerating systems as defined in
 clause 2.20, also must be multiplied by the factors Ki obtained
from Chapter 15 to this Part. The resulting masses of gaseous
emissions and in the case of vehicles equipped with
compression-ignition engines, the mass of particulates
obtained in each test shall be less than the limits as indicated in
Gazette notification .

5.3.1.4.1 Notwithstanding the requirements of clause 5.3.1.4, For each

pollutant or combination of pollutants, one of the three resulting
masses obtained may exceed, by not more than 10% the limit
prescribed, provided the arithmetical mean of the three results is
below the prescribed limit. Where the prescribed limits are
exceeded for more than one pollutant, it is immaterial whether
this occurs in the same test or in different tests.

5.3.1.4.2 When the tests are performed with gaseous fuels, the resulting
mass of gaseous emissions shall be less than the limits for petrol-
engine vehicles as prescribed in Gazette notification.

5.3.1.5 The number of tests prescribed in clause 5. 3. 1. 4 is reduced in

the conditions hereinafter defined, where V1 is the result of the
first test and V2 the result of the second test for each pollutant or
for the combined emission of two pollutants subject to limitation.

5.3.1.5.1 Only one test is performed if the result obtained for each
pollutant or for the combined emission of two pollutants subject
to limitation, is less than or equal to 0.70 L (i.e. V1 ≤ 0.70 L).

5.3.1.5.2 If the above requirement of clause 5.3.1.5.1 is not satisfied, only

two tests are performed if, for each pollutant or for the
combined emission of two pollutants subject to limitation, the
following requirements are met:

V1 ≤ 0.85 L and V1 + V2 ≤ 1.70 L and V2 ≤ L.

 One test
yes
Vi1 ≤ 0.70 L granted
no
yes
Vi1 > 1.10 L
no
Two tests

Vi1 ≤ 0.85 L
yes
and Vi2 < L granted
and Vi1 + Vi2 < 1.70 L

no

Vi2 > 1.10 L

yes
or Vi1 ≥ L
and Vi2 ≥ L

no
Three tests

Vi1 < L yes

and Vi2 < L granted
and Vi3 < L

no
yes
Vi3 > 1.10 L

no

Vi3 ≥ L
yes
and Vi2 ≥ L
or Vi1 ≥ L

yes
(Vi1 + Vi2 + Vi3)/3 < L granted
no

refused

Figure 1
Flow Chart for Type I Type-Approval
5.3.2 Type II Test (Carbon Monoxide Emission Test at Idling Speed)

5.3.2.1 This test is carried out on all vehicles powered by positive-

ignition engines having:
5.3.2.1.1 Vehicles that can be fueled either with petrol or with LPG or
NG/biomethane shall be tested in the test Type II on both fuels.
5.3.2.1.2 Notwithstanding the requirement of clause 5.3.2.1.1, Vehicles
that can be fueled with either petrol or a gaseous fuel, but where
the petrol system is fitted for emergency purposes or starting
only and which the petrol tank cannot contain more than 5 litres
of petrol will be regarded for the test Type II as vehicles that can
only run on a gaseous fuel.
5.3.2.2 For the Type II test set out in Chapter 9, at normal engine idling
speed, the maximum permissible carbon monoxide content in the
exhaust gases shall be that stated by the vehicle manufacturer.
However the maximum carbon monoxide content shall not
exceed the notified limits.

At High idle speed, the carbon monoxide content by volume of

the exhaust gases shall not exceed notified value, with the engine
speed being at least 2,000 min-1 and Lambda being 1±0.03 or in
accordance with the specifications of the manufacturer.

5.3.3 Type III test (Verifying Emissions of Crankcase Gases)

5.3.3.1 This test shall be carried out on all vehicles referred in Clause
1except those having compression-ignition engines.

5.3.3.1.1 Vehicles that can be fueled either with petrol or with LPG or NG
should be tested in the Type III test on petrol only.

5.3.3.1.2 Notwithstanding the requirement of clause 5.3.3.1.1, Vehicles

that can be fueled with either petrol or a gaseous fuel, but where
the petrol system is fitted for emergency purposes or starting
only and which the petrol tank cannot contain more than 5 liters
of petrol will be regarded for the test Type III as vehicles that can
only run on a gaseous fuel.

5.3.3.2 The engine's crankcase ventilation system shall not permit the
emission of any of the crankcase gases into the atmosphere.

5.3.4 Type IV test (Determination of Evaporative Emissions)

5.3.4.1 This test shall be carried out on all vehicles referred in Clause
1except those vehicles having a compression-ignition engine,
vehicles fueled with LPG or NG/biomethane.
5.3.4.1.1 Vehicles that can be fueled either with petrol or with LPG or
with NG/biomethane should be tested in the Type IV test on
petrol only.
5.3.4.2 When tested in accordance with Chapter 11 to this Regulation,
evaporative emissions shall be less than prescribed limit in
Gazette notification

5.3.5 Type V test (Durability of pollution control devices)

5.3.5.1 This test shall be carried out on all vehicles prescribed in

clause 1 for which the test specified in clause 5.3.1 applies. The
test represents an ageing test of 160,000 km driven as per
Chapter 12 on a test track, on the road or on a chassis
dynamometer. Alternatively, bench ageing durability test, for
evaluating the Deterioration factor may be carried out as
described in Chapter 12.
5.3.5.1.1 Vehicles that can be fueled either with petrol or with LPG or NG
should be tested in the Type V test on petrol only. In that case the
deterioration factor found with unleaded petrol will also be taken
for LPG or NG.
5.3.5.2 Notwithstanding the requirement of clause 5.3.5.1. above, A
manufacturer may choose to have the deterioration factors from
the following table used as an alternative to testing to
clause 5.3.5.1.

Assigned deterioration factors

Engine Particulate Number

Category CO THC NMHC NOx HC+NOx Matter of
(PM) particles
(PN)

Positive- 1.5 1.3 1.3 1.6 - 1.0 1.0

ignition

Compressi 1.5 - - 1.1 1.1 1.0 1.0

on ignition

5.3.5.3 At the request of the manufacturer, the Test agency may carry out
the Type I test before the Type V test has been completed using
the deterioration factors in the table above. On completion of the
Type V test, the Test agency may then amend the type approval
results by replacing the deterioration factors in the above table
with those measured in the Type V Test.

5.3.5.4 Deterioration factors are determined using either procedure in

clause 5.3.5.1. or using the values in clause 5.3.5.2. The factors
are used to establish compliance with the requirements of clause
5.3.1 and clause 8.0 (COP) of this Part.
5.3.6 On-Board Diagnostics OBD – Test
This test shall be carried out on all vehicles referred in clause 1.
The test procedure described in Chapter 1 4 shall be followed.
5.3.7 Free Acceleration Smoke Test
This test shall be carried out on all vehicles referred in
Clause1except those vehicles having a Positive-ignition engine,
vehicles fueled with LPG or NG/bio methane

The test procedure described in Appendix 7 of Chapter 1 to Part 5

of AIS-137 shall be followed

6.0 MODIFICATION OF THE VEHICLE TYPE

6.1 Every modification of the vehicle type shall be notified to the
Test Agency that approved the vehicle type. The Test Agency
may then either;
6.1.1 Consider that the modifications made are unlikely to have an
appreciable adverse effect and that in any case the vehicle still
complies with the requirement; or
6.1.2 Require a further test report from the Test Agency responsible for
conducting the tests.
7.0 EXTENSIONS TO TYPE-APPROVALS

7.1 Extensions For Tailpipe Emissions (Type I, Type II tests)

7.1.1 Vehicles with Different Reference Masses

7.1.1.1 The type approval shall be extended only to vehicles with

a reference mass requiring the use of the next two higher
equivalent inertia or any lower equivalent inertia.

7.1.1.2 For category N vehicles, the approval shall be extended only

to vehicles with a lower reference mass, if the emissions of the
vehicle already approved are within the limits prescribed for the
vehicle for which extension of the approval is requested.

7.1.2 Vehicles with Different Overall Transmission Ratios.

7.1.2.1 The type approval shall be extended to vehicles with different
transmission ratios only under certain conditions.

7.1.2.2. To determine whether type approval can be extended, for each of

the transmission ratios used in the Type I tests, the proportion,
E = (V2 - V1 )/V 1
shall be determined, where, at an engine speed of 1,000 min-1,
V 1 is the speed of the type of vehicle approved and V2 is the
speed of the vehicle type for which extension of the approval is
requested.
7.1.2.3 If, for each transmission ratio, E ≤ 8 percent, the extension shall
be granted without repeating the Type I tests.

7.1.2.4 If, for at least one transmission ratio, E > 8 per cent, and if, for
each gear ratio, E ≤ 13 percent, the Type I tests shall be repeated.
The tests may be performed in a laboratory chosen by the
manufacturer subject to the approval of the Test Agency. The
report of the tests shall be sent to the Test Agency responsible for
the type approval tests.

7.1.3 Vehicles with Different Reference Masses and Transmission

Ratios

The type approval shall be extended to vehicles with different

reference masses and transmission ratios, provided that all the
conditions prescribed in clause 7.1.1 and 7.1.2 above are
fulfilled.

7.1.4 Vehicles with Periodically Regenerating Systems

The type approval of a vehicle type equipped with a periodically
regenerating system shall be extended to other vehicles with
periodically regenerating systems, whose parameters described
below are identical, or within the stated tolerances. The extension
shall only relate to measurements specific to the defined
periodically regenerating system.

7.1.4.1 Identical parameters for extending approval are:

i. Engine;
ii. Combustion process;
iii. Periodically regenerating system (i.e. catalyst, particulate trap);
iv. Construction (i.e. type of enclosure, type of precious metal,
type of substrate, cell density);
v. Type and working principle;
vi. Dosage and additive system;
vii. Volume ±10 per cent;
viii. Location (temperature ±50 °C at 90 km/h or 5 % difference of
max. temperature/pressure).

7.1.4.2 Use of Ki factors for vehicles with different reference masses

The Ki factors developed by the procedures in Chapter 15 of this
Part for type approval of a vehicle type with a periodically
regenerating system, may be used by other vehicles which
meet the criteria referred to in clause 7.1.4.1. and have a
reference mass within the next two higher equivalent inertia
classes or any lower equivalent inertia.
7.1.5 Application of Extensions to Other Vehicles
When an extension has been granted in accordance with
clauses 7.1.1 to 7.1.4.2, such a type approval shall not be further
extended to other vehicles.
7.2 Extensions for Evaporative Emissions (Type IV test)
7.2.1 The type approval shall be extended to vehicles equipped with a
control system for evaporative emissions which meet the
following conditions:
7.2.1.1 The basic principle of fuel/air metering (e.g. single point
injection,) is the same.
7.2.1.2 The shape of the fuel tank and the material of the fuel tank and
liquid fuel hoses are identical.
7.2.1.3 The worst-case vehicle with regard to the cross-clause and
approximate hose length shall be tested. Whether non-identical
vapour/liquid separators are acceptable is decided by the Test
Agency responsible for the type approval tests.
7.2.1.4 The fuel tank volume is within a range of ±10 %.
7.2.1.5 The setting of the fuel tank relief valve is identical.
7.2.1.6 The method of storage of the fuel vapour is identical, i.e. trap
form and volume, storage medium, air cleaner (if used for
evaporative emission control), etc.
7.2.1.7 The method of purging the stored vapour is identical (e.g. air
flow, starts point or purge volume over the preconditioning
cycle).
7.2.1.8 The method of sealing and venting the fuel metering system is
identical.
7.2.2 The type approval shall be extended to vehicles with:
7.2.2.1 Different engine sizes;
7.2.2.2 Different engine powers;
7.2.2.3 Automatic and manual gearboxes;
7.2.2.4 Two and four wheel transmissions;
7.2.2.5 Different body styles; and
7.2.2.6 Different wheel and tyre sizes.
7.3 Extensions for Durability of Pollution Control Devices (Type V
Test)
7.3.1 The type approval shall be extended to different vehicle types,
provided that the vehicle, engine or pollution control system
parameters specified below are identical or remain within the
prescribed tolerances:
7.3.1.1 Vehicle:
Inertia category: the two inertia categories immediately
above and any inertia category below.
Total road load at 80 km/h: +5 % above and any value below.
7.3.1.2. Engine
(a) Engine cylinder capacity (±15 %);
(b) Number and control of valves;
(c) Fuel system;
(d) Type of cooling system;
(e) Combustion process.
7.3.1.3 Pollution control system parameters:
(a) Catalytic converters and particulate filters:
(i) Number of catalytic converters, filters and elements;
(ii) Size of catalytic converters and filters (volume of monolith
±10 %);
(iii) Type of catalytic activity (oxidizing, three-way, lean NOx
trap, SCR, lean NOx catalyst or other);
(iv) Precious metal load (identical or higher);
(v) Precious metal type and ratio (±15 %);
(vi) Substrate (structure and material);
(vii) Cell density; and
(viii) Temperature variation of no more than 50 K at the inlet of
the catalytic converter or filter. This temperature variation
shall be checked under stabilized conditions at a speed of
90 km/h and the load setting of the Type I test.
(b) Air injection:
(i) With or without;
(ii) Type (puls air, air pumps, other(s)).
(c) EGR
(i). With or without;
(ii). Type (cooled or non-cooled, active or passive control,
high pressure or low pressure).
7.3.1.4 The durability test may be carried out using a vehicle, which
has a different body style, gear box (automatic or manual) and
size of the wheels or tyres, from those of the vehicle type for
which the type approval is sought.
7.4 Extensions for On-Board Diagnostics
7.4.1 The type approval shall be extended to different vehicles with
identical engine and emission control systems as defined Chapter 2.
The type approval shall be extended regardless of the following
vehicle characteristics:
(a) Engine accessories;
(b) Tyres;
(c) Equivalent inertia;
(d) Cooling system;
(e) Overall gear ratio;
(f) Transmission type; and
(g) Type of Body work\
8.0 CONFORMITY OF PRODUCTION (COP)
8.1 Every produced vehicle of the model approved under this rule shall
conform, with regard to components affecting the emission of gaseous
and particulate pollutants by the engine, emissions from the crankcase
& Evaporative emissions, to the vehicle model type approved. The
administrative procedure for carrying out conformity of production is
given in Part VI of this document. However, when the period between
commencement of production of a new model and beginning of next
rationalized COP period is less than two months, the same would be
merged with the rationalized COP period.
8.1.1 Where applicable the tests of Types I, II, III, IV and the test for OBD
shall be performed, as described in Table A of this part. The specific
procedures for conformity of production are set out in the
paragraphs 8.2 onward.

8.2 Checking the Conformity of the Vehicle for a Type I Test

8.2.1 The Type I test shall be carried out on a vehicle of the same
specification as described in the type approval certificate. When a type
I test is to be carried out and a vehicle type-approval has one or several
extensions, the Type I tests will be carried out either on the vehicle
described in the initial information package or on the vehicle described
in the information package relating to the relevant extension.
8.3 Three vehicles are selected at random in the series and are tested as
described in para 5.2.2 above. Vehicles offered for Type I test will be
tested in accordance with their declared weight applicable Inertia class.
However, in case of vehicle model and its variants produced less than
250 in the half yearly period as mentioned in clause 11.1 of Part VI of
this document sample size shall be one. The deterioration factors are
used in the same way. The limit values are as specified in applicable
notification.

8.4 Type I Test: Verifying the average emission of gaseous pollutants: For
verifying the conformity of production in a Type I Test, the following
procedure as per Option1 is adopted.
8.5 To verify the average tailpipe emissions of gaseous pollutants of low
volume vehicles with Annual production less than 250 per 6 months,
manufacture can choose from the Option 1 OR Option 2 as listed
below:
8.6 Option 1
8.6.1 The vehicle samples taken from the series, as described in 8.1 is
subjected to the test described in Para 5.3.1 above. The results shall be
multiplied by the deterioration factors used at the time of type approval
and in the case of periodically regenerating systems the results shall
also be multiplied by the Ki factors obtained by the procedure
specified in Chapter 15 of this part at the time when type approval was

granted. The result masses of gaseous emissions and in addition in case

 of vehicles equipped with compression ignition engines & GDI
Gasoline engines, the mass of particulates & particulate numbers
obtained in the test shall not exceed the applicable limits.

8.6.2 Procedure for Conformity of Production for all M and N Category

vehicles upto 3.5 tons GVW.
8.6.2.1 Conformity of production shall be verified as per Gazette notification
and with the procedure given below.
8.6.2.2 To verify the average tailpipe emissions of gaseous pollutants
following procedure shall be adopted:

8.6.2.3 Minimum of three vehicles shall be selected randomly from the series
with a sample lot size as defined in part 6 of AIS-137.

8.6.2.4 After selection by the authority, the manufacturer must not undertake
any adjustments to the vehicles selected, except those permitted in
Part 6

8.6.2.5 All three randomly selected vehicles shall be tested for a Type - I test
as per Para 5.3.1 of chapter 1 of this part.

8.6.2.6 Let Xi1, Xi2 & Xi3 are the test results for the Sample No.1, 2 & 3.

8.6.2.7 If the natural Logarithms of the measurements in the series are X1, X2,
X3 ........... Xj and Li is the natural logarithm of the limit value for the
pollutant, then define:
dj = Xj – Li

Table I of of this part shows values of the pass (An) and fail (Bn)
decision numbers against current sample number. The test statistic is
the ratio dn / Vn and must be used to determine whether the series has
passed or failed as follows:

- Pass the series, if d n /Vn ≤ An for all the pollutants.

- Fail the series if d n /Vn ≥ Bn for any one of the pollutants.
- Increase the sample size by one, if An < d n /Vn < Bn for any one of the
pollutants.

- If no pass decision is reached for all the pollutants and no fail decision
is reached for one pollutant, a test shall be carried out on another
randomly selected sample till a pass or fail decision is arrived at.
8.6.2.9 Running in may be carried out at the request of the manufacturer either
as per the manufacturers recommendation submitted during type
approval or with a maximum of 3000 km for the vehicles equipped
with a positive ignition engine and with a maximum of 15000 km for
the vehicles equipped with a compression ignition engine.
8.6.2.10 Alternatively if the manufacturer wishes to run in the vehicles,
(“x” km, where x ≤ 3000 km for vehicles equipped with a positive
ignition engine and x ≤ 15000 km for vehicles equipped with a
compression ignition engine), the procedure will be as follows:
the pollutant emissions (type I) will be measured at zero and at “x” km on
the first tested vehicle,
- the evolution coefficient of the emissions between zero and “x” km
will be calculated for each of the pollutants:

This may be less than 1,

- the other vehicles will not be run in, but their zero km emissions
will be multiplied by the evolution coefficient.
In this case, the values to be taken will be:
- the values at “x” km for the first vehicle,
- the values at zero km multiplied by the evolution coefficient for the
other vehicles.
Evolution coefficient derived will be applicable for that particular
selected COP period only

8.6.2.11 All these tests shall be conducted with the reference fuel as specified in
the applicable gazette notification. However, at the manufacturer’s
request, tests may be carried out with commercial fuel.
 Figure 2:
Option 1 CoP Test Procedure
 Table I:
Applicable for CoP Procedure

8.7 Option 2
8.7.1 The vehicle samples taken from the series, as described in 8.1 is
subjected to the test described in Para 5.3.1 above. The results shall be
multiplied by the deterioration factors used at the time of type approval
and in the case of periodically regenerating systems the results shall also
be multiplied by the Ki factors obtained by the procedure specified in
Chapter 15 of this Part at the time when type approval was granted. The
result masses of gaseous emissions and in addition in case of vehicles
equipped with Compression ignition engines & Gasoline GDI engines,
the mass of particulates & particulate numbers obtained in the test shall
not exceed the applicable limits.
8.7.2 Procedure for Conformity of Production for all M and N Category
vehicles upto 3.5 tons GVW.

8.7.2.1 Conformity of production shall be verified as per Gazette notification

and with the procedure given below.

8.7.2.2 To verify the average tailpipe emissions of gaseous pollutants

following procedure shall be adopted:

8.7.2.3 Minimum of three vehicles shall be selected randomly from the series
with a sample lot size.

8.7.2.4 After selection by the authority, the manufacturer must not undertake
any adjustments to the vehicles selected, except those permitted in Part
6 of AIS 137
8.7.2.5 First vehicle out of three randomly selected vehicles shall be tested for
Type-I test as per clause 5.3.1 of this part.

8.7.2.6 Only one test (V1) shall be performed if the test results for all the
pollutants meet 70 % of their respective limit values (i.e. V1 ≤ 0.7L &
L being the COP Limit)

8.7.2.7. Only two tests shall be performed if the first test results for all the
pollutants doesn’t exceed 85% of their respective COP limit values (i.e.
V1≤ 0.85L) and at the same time one of these pollutant value exceeds
70% of the limit (i.e. V1 > 0.7L) In addition, to reach the pass decision
for the series, combined results of V1 & V2 shall satisfy such
requirement that: (V1 + V2) < 1.70L and V2 ≤ L for all the pollutants.

8.7.2.8 Third Type - I (V3) test shall be performed if the para 4.11 above does
not satisfy and if the second test results for all pollutants are within the
110% of the prescribed COP limits, Series passes only if the
arithmetical mean for all the pollutants for three type I tests doesn’t
exceed their respective limit value (i.e. (V1 + V2 + V3)/3 ≤ L)
8.7.2.9 If one of the three test results obtained for any one of the pollutants
exceed 10% of their respective limit values the test shall be continued
on Sample No. 2 & 3 as given in the Figure - 2 of Chapter 1 of this
part, as the provision for extended COP and shall be informed by the
test agency to the nodal agency.
8.7.2.10 These randomly selected sample No. 2 and 3 shall be tested for only
one Type-I test as per clause 5.3.1 of this part

8.7.2.11 Let X i2 & X i3 are the test results for the Sample No.2 & 3 and Xi1 is
the test result of the Sample No.1 which is the arithmetical mean for
the three Type - I tests conducted on Sample No. 1.

8.2.7.12 If the natural Logarithms of the measurements in the series are X1, X2,
X3...........Xj and Li is the natural logarithm of the limit value for the
pollutant, then define :
 dj = Xj – Li
1 n
dn   d j
n j 1

1 n
Vn   (d j  d n ) 2
2

n j 1

8.7.2.13 Table I of this part shows values of the pass (An) and fail (Bn) decision
numbers against current sample number. The test statistic is the ratio
d n / Vn and must be used to determine whether the series has passed or
failed as follows :-

 Pass the series, d n /Vn ≥ An for all the pollutants-

 Fail the series d n /Vn ≥ Bn for any one of the pollutants.-
 Increase the sample size by one, if An < d n /Vn ≤ Bn for any one of the
pollutants.

8.7.2.14 If no pass decision is reached for all the pollutants and no fail decision
is reached for one pollutant, a test shall be carried out on another
randomly selected sample till a pass or fail decision is arrived at.

8.8 All these tests shall be conducted with the reference fuel as specified in
the applicable gazette notification. However, at the manufacturer's
request, tests may be carried out with commercial fuel.

8.9 Type II Test: Carbon monoxide and Hydrocarbons emission at idling

speed. When the vehicle taken from the series for the first type I test
mentioned in 8.2 Para above, subjected to the test described in Chapter
9 of this Part for verifying the carbon monoxide and hydrocarbon
emission at idling speed should meet the limit values specified in
Gazette notification. If it does not, another 10 vehicles shall be taken
from the series at random and shall be tested as per Chapter 9 of this
Part. These vehicles can be same as those selected for carrying out Type
I test. Additional vehicles if required shall be selected for carrying out
for Type II test. At least 9 vehicles should meet the limit values
specified in Para 5.3.2 above. Then the series is deemed to conform.

8.10 For Type III test is to be carried out, it must be conducted on all
vehicles selected for type I CoP test. The conditions laid down in 5.3.3
must be complied with.

8.11 For Type IV test is to be carried out, it must be conducted in accordance

with clause 7 of Chapter 11 to this Part.

8.12 Free Acceleration Smoke Test : Test is to be carried out on vehicles

equipped with Compression ignition engines, it must be conducted on
all vehicles selected for Type I COP test and should meet the limit
values specified in Gazette notification. Test to be carried out in
accordance with Appendix 7 of Chapter 1 to Part 5 of AIS137
8.13 Checking the conformity of the vehicle for On-board Diagnostics
(OBD)

8.13.1 If a verification of the performance of the OBD system is to be carried

out, it shall be conducted in accordance with the following
requirements:

8.13.1.1 When the Test agency determines that the quality of production seems
unsatisfactory, a vehicle shall be randomly taken from the series and
subjected to the tests described in Appendix 1 to Chapter 14 to this
Regulation.

8.13.1.2 The production shall be deemed to conform if this vehicle meets the
requirements of the tests described in Appendix 1 to Chapter 14 to this
Regulation.

8.13.1.3 If the vehicle taken from the series does not satisfy the requirements
of paragraph 8.13.1.1., a further random sample of four vehicles shall
be taken from the series and subjected to the tests described in
Appendix 1 to Chapter 14 to this Regulation. The tests may be carried
out on vehicles which have been run in for no more than 15,000 km.

8.13.1.4 The production shall be deemed to conform if at least three vehicles

meet the requirements of the tests described in Appendix 1 to Chapter
14 to this Regulation.
 Figure 3
OPTION II : COP Test Procedure

Select 3 samples out of

sample lot size of 10 Test
begins with sample No. 1

Yes
Type I Test (V1)
Vi1≤0.7L Series Pass

No No
Vi1≤1.1Li Vi1≤0.85Li
i
Yes
Yes
Type I Test (V2) Yes
Vi2≤Li & (Vi1+Vi2)<1.7 Li Series Pass


No
No
Vi2≤1.1L
i
Yes

Type I Test (V3)

No  Vi3 ≤ 1.1 Li & X = (Vi1+Vi2+ Vi3)/3


Yes
Series Pass
Xi1 ≤ L
No
Test selected sample no. 2 & 3 for only
Informed to ministry with further
one type I test
provision for Extended COP

Computation of test statistics for all the

tested samples (Source 94/12/EC)

Here i = Different pollutants

(eg. CO,HC+NOx & PM)
TSi=dn/Vn Series Pass

Yes
Yes Does all the
All other point related to pollutant i
TSi ≤ An pollutants pass
COP failure consequences passes
to be and finalised
No
Yes Series Failed
TSi > Bn

Informed Nodal
Agency
Increase the sample size by one (max. up
to 32) and check only for the pollutants
which doesn’t meet the pass decision
9.0 IN-SERVICE CONFORMITY

9.1 Introduction

This clause sets out the tailpipe emissions and OBD (including IUPRM)
in-service conformity requirements for vehicles type approved to this
Part.
9.2 In-service conformity

9.2.1 The in-service conformity by the Test Agency shall be conducted on

the basis of any relevant information that the manufacturer has, under
the same procedures as those for the conformity of production. .
9.2.2 Figures App2/1 and App2/2 of Appendix 2 of chapter 18 to this Part
illustrate the procedure for in-service conformity checking. The process
for in-service conformity is described in Appendix 3 of chapter 18 to
this part
9.2.3 As part of the information provided for the in-service conformity
control, at the request of the Test Agency, the manufacturer shall report
to the Test Agency on warranty claims, warranty repair works and
OBD faults recorded at servicing, according to a format agreed at type
approval. The information shall detail the frequency and substance of
faults for emissions related components and systems. The reports shall
be filed at least once a year for each vehicle model for the duration of
the period of up to 5 years of age or 100,000 km, whichever is the
sooner.
9.2.4 Parameters Defining the In-Service Family
The in-service family may be defined by basic design parameters
which shall be common to vehicles within the family. Accordingly,
vehicle types may be considered as belonging to the same in-service
family if they have in common, or within the stated tolerances, the
following parameters:
9.2.4.1 Combustion process (two stroke, four stroke, rotary);
9.2.4.2 Number of cylinders;
9.2.4.3 Configuration of the cylinder block (in-line, V, radial, horizontally
opposed, other). The inclination or orientation of the cylinders is not a
criterion;
9.2.4.4 Method of engine fueling (e.g. indirect or direct injection);
9.2.4.5 Type of cooling system (air, water, oil);
9.2.4.6 Method of aspiration (naturally aspirated, pressure charged);
9.2.4.7 Fuel for which the engine is designed (petrol, diesel, NG/biomethane,
LPG, etc.). Bi-fueled vehicles may be grouped with dedicated fuel
vehicles providing one of the fuels is common;
9.2.4.8 Type of catalytic converter (three-way catalyst, lean NOX trap, SCR,
lean NOX catalyst or other(s));
9.2.4.9 Type of particulate trap (with or without);
9.2.4.10 Exhaust gas recirculation (with or without, cooled or non-cooled); and
9.2.4.11 Engine cylinder capacity of the largest engine within the family minus
30 %
9.2.5 Information Requirements
In-service conformity will be conducted by the Teat Agency on the
basis of information supplied by the manufacturer. Such information
shall include in particular, the following:
9.2.5.1 The name and address of the manufacturer;
9.2.5.2 The name, address, telephone and fax numbers and e-mail address of
the authorized representative within the areas covered by the
manufacturer's information;
9.2.5.3 The model name(s) of the vehicles included in the manufacturer's
information;
9.2.5.4 Where appropriate, the list of vehicle types covered within the
manufacturer's information, i.e., for tailpipe emissions, the in-service
family group in accordance with clause 9.2.4. and, for OBD and
IUPRM, the OBD family, in accordance with Appendix 2 to
chapter 14 to this part;
9.2.5.5 The vehicle identification number (VIN) codes applicable to these
vehicle types within the family (VIN prefix);
9.2.5.6 The numbers of the type approvals applicable to these vehicle types
within the family, including, where applicable, the numbers of all
extensions and field fixes/recalls re-works);
9.2.5.7 Details of extensions, field fixes/recalls to those type approvals for
the vehicles covered within the manufacturer's information
(if requested by the Test Agency);
9.2.5.8 The period of time over which the manufacturer's information was
collected;
9.2.5.9 The vehicle build period covered within the manufacturer's
information (e.g. vehicles manufactured during the 2018 calendar
year);
9.2.5.10 In-service conformity checking procedure, including:
(a) Vehicle location method;
(b) Vehicle selection and rejection criteria;
(c) Test types and procedures used for the programme;
(d) The manufacturer's acceptance/rejection criteria for the in-service
family group;
(e) Geographical area(s) within which the manufacturer has collected
 information; and
(f) Sample size and sampling plan used.
9.2.5.11 The results in-service conformity procedure, including:
(a) Identification of the vehicles included in the programme (whether
tested or not). The identification shall include the following:
(i) Model name;
(ii) Vehicle Identification Number (VIN);
(iii) Vehicle registration number;
(iv) Date of manufacture;
(v) Region of use (where known); and
(vi) Tyres fitted (tailpipe emissions only).

(b) The reason(s) for rejecting a vehicle from the sample;

(c) Service history for each vehicle in the sample (including any re-
works);

(d) Repair history for each vehicle in the sample (where known); and

(e) Test data, including the following:

(i) Date of test/download;
(ii) Location of test/download; and
(iii) Distance indicated on vehicle odometer; for tailpipe
emissions only;
(iv) Test fuel specifications (e.g. test reference fuel or market
fuel);
(v) Test conditions (temperature, humidity, dynamometer inertia
weight);
(vi) Dynamometer settings (e.g. power setting); and
(vii) Test results (from at least three different vehicles per
family); and, for IUPRM only:
(viii) All required data downloaded from the vehicle; and
(ix) For each monitor to be reported the in-use performance ratio
IUPRM.
9.2.5.12 Records of indication from the OBD system.
9.2.5.13 For IUPRM sampling, the following:
(a) The average of in-use-performance ratios IUPR M of all selected
vehicles for each monitor according to clauses 7.1.4. and 7.1.5.
of Appendix 1 to chapter 14 to this part;
(b) The percentage of selected vehicles, which have an IUPR M
greater or equal to the minimum value applicable to the
monitor according to clauses 7.1.4. and 7.1.5. of Appendix 1 to
chapter 14 to this part.
9.3 Selection of Vehicles for In-Service Conformity
9.3.1 The information gathered by the manufacturer shall be sufficiently
comprehensive to ensure that in-service performance can be
assessed for normal conditions of use. The sampling shall be drawn
from at least two regions with substantially different vehicle operating
conditions. Factors such as differences in fuels, ambient conditions,
average road speeds, and urban/highway driving split shall be taken
into consideration in the selection of the regions.
For OBD IUPRM testing only, vehicles fulfilling the criteria of clause
2.2.1. of Appendix 1 of chapter 18 to this Part shall be included in the
test sample.
9.3.2 In selecting the regions for sampling vehicles, vehicles may be
selected from a region that is considered to be particularly
representative. Selection should be representative (e.g. by the market
having the largest annual sales of a vehicle family within the applicable
region). When a family requires more than one sample lot to be tested,
as defined in clause 9.3.5., the vehicles in the second and third
sample lots shall reflect different vehicle operating conditions from
those selected for the first sample.
9.3.3 The emissions testing to be done at a Test Agency. or Tests can be
conducted on manufacturer’s test facility which is accredited by NABL
as per ISO 17025.
9.3.4 The in-service tailpipe emissions conformity tests shall be
continuously carried out reflecting the production cycle of
applicable vehicles types within a given in-service vehicle family.
The maximum time period between commencing two in-service
conformity checks shall not exceed 18 months. In the case of vehicle
types covered by an extension to the type approval that did not
require an emissions test, this period may be extended up to 24
months.
9.3.5 Sample Size
9.3.5.1 When applying the statistical procedure defined in Appendix 2 of
chapter 18 to this Part (i.e. for tailpipe emissions), the number of
sample lots shall depend on the annual sales volume of an in-service
family as defined in Table 4.
Table 4
Sample size
- Production volume Number of sample lots
- per calendar year (for tailpipe emission
tests),
- of vehicles of an OBD family with IUPR
in the sampling period
Up to 100,000 1
100,001 to 200,000 2
Above 200,000 3
9.3.5.2 For IUPR, the number of sample lots to be taken is described in Table 4
and is based on the number of vehicles of an OBD family that are
approved with IUPR (subject to sampling).

For the first sampling period of an OBD family, all of the vehicle types
in the family that are approved with IUPR shall be considered to be
subject to sampling. For subsequent sampling periods, only vehicle
types which have not been previously tested or are covered by
emissions approvals that have been extended since the previous
sampling period shall be considered to be subject to sampling.

For families consisting of fewer than 5,000 registrations that are

subject to sampling within the sampling period, the minimum number
of vehicles in a sample lot is six. For all other families, the minimum
number of vehicles in a sample lot to be sampled is fifteen.

Each sample lot shall adequately represent the sales pattern, i.e. at
least the high volume vehicle types (≥20 per cent of the family total)
shall be represented.

Vehicles of small series productions with less than 1000 vehicles per
OBD family are exempted from minimum IUPR requirements as well
as the requirements to demonstrate these to the Test Agency.

9.4 On the basis of clause 9.2., the Test Agency shall adopt one of the
following decisions and actions:

(a) Decide that the in-service conformity of a vehicle type, vehicle

in- service family or vehicle OBD family is satisfactory and not
take any further action;

(b) Decide that the data is insufficient to reach a decision and request
additional information or vehicles

(c) Decide that based on data of testing programmes, whether it is

insufficient to reach a decision and request additional information
or vehicles

(d) Decide that the in-service conformity of a vehicle type, that is part
of an in-service family, or of an OBD family, is unsatisfactory and
proceed to have such vehicle type or OBD family tested in
accordance with Appendix 1 of Chapter 18 to this Part.

If, according to the IUPRM audit, the test criteria of clause 6.1.2., sub
clause (a) or (b) of Appendix 1 of chapter 18 to this Part are met for
the vehicles in a sample lot, the Test Agency shall take the further
action described in sub clause (d) above.
9.4.1 Where Type I tests are considered necessary to check the
conformity of emission control devices with the requirements for their
performance while in service, such tests shall be carried out using a
test procedure meeting the statistical criteria defined in Appendix 2 of
chapter 18 to this part.
9.4.2 The Test Agency, in cooperation with the manufacturer, shall select a
sample of vehicles with sufficient mileage whose use under normal
conditions can be reasonably assured. The manufacturer shall be
consulted on the choice of the vehicles in the sample and allowed to
attend the confirmatory checks of the vehicles.
9.4.3 The manufacturer shall be authorized, under the supervision of the
Test Agency, to carry out checks, even of a destructive nature, on
those vehicles with emission levels in excess of the limit values with a
view to establishing possible causes of deterioration which cannot be
attributed to the manufacturer (e.g. use of leaded petrol before the
test date). Where the results of the checks confirm such causes, those
test results shall be excluded from the conformity check.

10.0 PRODUCTION DEFINITIVELY DISCONTINUED

If the holder of the approval completely ceases to manufacture a type
of vehicle approved in accordance with this Part, he shall so inform
the Test Agency which granted the approval.
 Chapter 2:

ESSENTIAL CHARACTERISTICS OF THE VEHICLE AND ENGINE

AND INFORMATION CONCERNING THE CONDUCT OF TESTS

1. Information to be provided as per AIS 007 as amended time to time.

 CHAPTER 3:
TYPE I TEST
(Verifying exhaust emissions after a cold start)

1. INTRODUCTION
This Chapter describes the procedure for the Type-I test. When
the reference fuel to be used is LPG or NG/bio methane, the
provisions of Chapter 13 shall apply additionally.
2. TEST CONDITIONS
2.1 Ambient Conditions
2.1.1 During the test, the test cell temperature shall be between 293 K
and 303 K (20 °C and 30 °C). The absolute humidity (H) of either
the air in the test cell or the intake air of the engine shall be such
that:
5.5 ≤ H ≤ 12.2 (g H 2 O/kg dry air)

The absolute humidity (H) shall be measured.

The following temperatures shall be measured:

Test cell ambient air, Dilution and sampling system temperatures
as required for emissions measurement systems defined in
Appendix 2 of Chapter 4, c h a p t e r 7 and c h a p t e r 8.The
atmospheric pressure shall be measured.
2.2 Test Vehicle
2.2.1 The vehicle shall be presented in good mechanical condition. It
shall have been run-in and driven at least 3,000 km before the
test.
2.2.2 The exhaust device shall not exhibit any leak likely to reduce
the quantity of gas collected, which quantity shall be that
emerging from the engine.
2.2.3 The tightness of the intake system may be checked to ensure
that carburetion is not affected by an accidental intake of air.
2.2.4 The settings of the engine and of the vehicle's controls shall be
those prescribed by the manufacturer. This requirement also
applies, in particular, to the settings for idling (rotation speed and
carbon monoxide content of the exhaust gases), for the cold start
device and for the exhaust gas cleaning system.
2.2.5 The vehicle to be tested, or an equivalent vehicle, shall be
fitted, if necessary, with a device to permit the measurement of the
characteristic parameters necessary for chassis dynamometer
setting, in conformity with clause 4 of this Chapter.
2.2.6 The Test Agency responsible for the tests may verify that
the vehicle's performance conforms to that stated by the
manufacturer, that it can be used for normal driving and, more
particularly, that it is capable of starting when cold and when
hot.
2.2.7 The daytime running lamps of the vehicle, as applicable and
defined in AIS-008 shall be switched on during the test cycle.
The vehicle tested shall be equipped with the daytime running
lamp system that has the highest electrical energy consumption
among the daytime running lamp systems, which are fitted by the
manufacturer to vehicles in the group represented by the type-
approved vehicle. The manufacturer shall supply appropriate
technical documentation to Test Agency in this respect.
2.3 Test Fuel
2.3.1 The appropriate reference fuel as defined in said notification
shall be used for testing.
2.3.2 Vehicles that are fueled either with petrol or with LPG or
NG/biomethane shall be tested according to Chapter 13.
2.4 Vehicle Installation
2.4.1 The vehicle shall be approximately horizontal during the test
so as to avoid any abnormal distribution of the fuel.
2.4.2 A current of air of variable speed shall be blown over the vehicle.
The blower speed shall be, within the operating range of 10
km/h to at least the maximum speed of the test cycle being
used. The linear velocity of the air at the blower outlet shall
be within ±5 km/h of the corresponding roller speed within the
range of 10 km/h to 50 km/h. At the range over 50 km/h, the
linear velocity of the air shall be within ±10 km/h of the
corresponding roller speed. At roller speeds of less than 10
km/h, air velocity may be zero.

The above mentioned air velocity shall be determined as an averaged

value of a number of measuring points which:
(a) For blowers with rectangular outlets are located at the centre of
each rectangle dividing the whole of the blower outlet into 9 areas
(dividing both horizontal and vertical sides of the blower
outlet into 3 equal parts). The center area shall not be measured
(as shown in the diagram below).
(b)
+ + +
+ +
+ + +
(c)
(d) For circular blower outlets, the outlet shall be divided into 8
equal arcs by vertical, horizontal and 45° lines. The measurement
points lie on the radial center line of each arc (22.5°) at a radius
of two thirds of the total (as shown in the diagram below).
 These measurements shall be made with no vehicle or
other Obstruction in front of the fan.
The device used to measure the linear velocity of the air
shall be located at between 0 and 20 cm from the air outlet.

The final selection of the blower shall have the following

characteristics:

(a) Area: at least 0.2 m 2 ;

(b) Height of the lower edge above ground: approximately
0.2 m;
(c) Distance from the front of the vehicle: approximately
0.3 m.
The height and lateral position of the cooling fan may be
modified at the request of the manufacturer and if considered
appropriate by the Test Agency.
In the cases described above, the cooling fan position and
configuration shall be recorded in the approval test report and
shall be used for conformity of production (COP) and in-
service conformity (ISC) testing.
3. TEST EQUIPMENT
3.1 Chassis Dynamometer
The chassis dynamometer requirements are given in Appendix
1 of Chapter 4.
3.2 Exhaust Dilution System
The exhaust dilution system requirements are given in
Appendix 2 Chapter 4.
3.3 Gaseous Emissions Sampling and Analysis
The gaseous emissions sampling and analysis equipment
requirements are given in Chapter 7.
3.4 Particulate Mass (PM) Emissions Equipment
The particulate mass sampling and measurement
requirements are given in Appendix 1of Chapter 8.
3.5 Particle Number (PN) Emissions Equipment

The particle number sampling and measurement requirements are

given in Appendix 2 of Chapter 8.

3.6 General Test Cell Equipment

The following temperatures shall be measured with an accuracy
of ±1.5 K:

( a ) Test cell ambient air;

(b) Intake air to the engine;
(c) Dilution and sampling system temperatures as
required for emissions measurement systems defined in
Appendix 2of Chapter 4, chapter 7 and chapter 8
The atmospheric pressure shall be measurable to within
±0.1 kPa.

The absolute humidity (H) shall be measurable to within ±5

percent.
4.0 DETERMINATION OF VEHICLE ROAD LOAD
4.1 Test Procedure

The procedure for measuring the vehicle road load is described

in Appendix 2 of Chapter 5 of this part.
This procedure is not required if the chassis dynamometer load
is to be set according to the reference mass of the vehicle.

5.0 EMISSIONS TEST PROCEDURE

5.1 Test Cycle

The operating cycle, made up of a Part One (urban cycle) and
Part Two (extra-urban cycle), is illustrated in this Figure 3. During
the complete test the elementary urban cycle is run four times
followed, by Part Two.

5.2 Use of the Gearbox

5.2.1 If the maximum speed which can be attained in first gear is

below 15 km/h, the second, third and fourth gears shall be used
for the urban cycle (Part One) and the second, third, fourth
and fifth gears for the extra-urban cycle (Part Two). The
second, third and fourth gears may also be used for the urban
cycle (Part One) and the second, third, fourth and fifth gears
for the extra urban cycle (Part Two) when the manufacturer's
instructions recommend starting in second gear on level ground,
or when first gear is therein defined as a gear reserved for
cross-country driving, crawling or towing.

Vehicles which do not attain the acceleration and maximum

speed values required in the operating cycle shall be operated
with the accelerator control fully depressed until they once again
 reach the required operating curve. Deviations from the
operating cycle shall be recorded in the test report.

Vehicles equipped with semi-automatic-shift gearboxes shall be

tested by using the gears normally employed for driving, and
the gear shift is used in accordance with the manufacturer's
instructions.

5.2.2 Vehicles equipped with automatic-shift gearboxes shall be

tested with the highest gear ("Drive") engaged. The accelerator
shall be used in such a way as to obtain the steadiest
acceleration possible, enabling the various gears to be engaged
in the normal order. Furthermore, the gear-change points
s h o w n i n T a b l e I I & T a b l e I I I shall not apply;
acceleration shall continue throughout the period represented
by the straight line connecting the end of each period of idling
with the beginning of the next following period of steady speed.
The tolerances given in clauses 5.2.4 and 5.2.5 below shall
apply.

5.2.3 Vehicles equipped with an overdrive that the driver can actuate
shall be tested with the overdrive out of action for the urban
cycle (Part One) and with the overdrive in action for the extra-
urban cycle (Part Two).

5.2.4 A tolerance of ±2 km/h shall be allowed between the indicated

speed and the theoretical speed during acceleration, during
steady speed, and during deceleration when the vehicle's
brakes are used. If the vehicle decelerates more rapidly
without the use of the brakes, only the provisions of clause
6.11.4 below shall apply. Speed tolerances greater than those
prescribed shall be accepted during phase changes provided that
the tolerances are never exceeded for more than 0.5 s on any
one occasion.
5.2.5 The time tolerances shall be ±1.0 s. The above tolerances shall
apply equally at the beginning and at the end of each gear-
changing period for the urban cycle (Part One) and for the
operations Nos. 3, 5 and 7 of the extra-urban cycle (Part
Two). It should be noted that the time of two seconds allowed
includes the time for changing gear and, if necessary, a certain
amount of latitude to catch up with the cycle.

6.0 Test Preparation

6.1 Load and Inertia Setting
6.1.1 Load Determined with Vehicle Road Test
The dynamometer shall be adjusted so that the total inertia of
the rotating masses will simulate the inertia and other road load
forces acting on the vehicle when driving on the road. The
means by which this load is determined is described in
clause 4.
 Load and Inertia adjustment to be carried out with vehicle
mounting on the chassis dynamometer with proper vehicle warm
up as per manufacturer recommendation before vehicle
preconditioning cycle. Derived load set values to be used for
vehicle preconditioning and for mass emission test.
At the end of the test, road load verification to be carried out
with vehicle and shall lie within ±5 %.
Dynamometer with fixed load curve: the load simulator shall
be adjusted to absorb the power exerted on the driving wheels
at a steady speed of 80 km/h and the absorbed power at 50 km/h
shall be noted.
Dynamometer with adjustable load curve: the load simulator
shall be adjusted in order to absorb the power exerted on the
driving wheels at steady speeds of 90, 80, 60 and 40 and 20
km/h.
6.1.2 Load Determined by Vehicle Reference Mass
With the manufacturer's agreement the following method may be
used.
The brake is adjusted so as to absorb the load exerted at the
driving wheels at a constant speed of 80 km/h, in accordance
with Table 3.
If the corresponding equivalent inertia is not available on the
dynamometer, the larger value closest to the vehicle reference
mass will be used.
In the case of vehicles other than passenger cars, with a
reference mass of more than 1,700 kg or vehicles with
permanent all-wheel drive, the power values given in Table 3
are multiplied by a factor 1.3.
 Table I

6.1.3 The method used and the values obtained (equivalent

inertia – characteristic adjustment parameter) shall be recorded
in the test report.
6.2 Preliminary Testing Cycles
Preliminary testing cycles should be carried out if
necessary to determine how best to actuate the accelerator
and brake controls so as to achieve a cycle approximating
to the theoretical cycle within the prescribed limits under
which the cycle is carried out.
6.3 Tyre Pressures
The tyre pressures shall be the same as that specified by the
manufacturer and used for the preliminary road test for brake
adjustment. The tyre pressure may be increased by up to 50 per
cent from the manufacturer's recommended setting in the case of
a two-roller dynamometer. The actual pressure used shall be
recorded in the test report.
6.4 Background Particulate Mass Measurement
The particulate background level of the dilution air may be
determined by passing filtered dilution air through the
particulate filter. This shall be drawn from the same point as
the particulate sample. One measurement may be performed
prior to or after the test. Particulate mass measurements may be
corrected by subtracting the background contribution from the
dilution system. The permissible background contribution shall
be ≤ 1 mg/km (or equivalent mass on the filter). If the
background exceeds this level, the default figure of 1 mg/km
(or equivalent mass on the filter) shall be employed. Where
subtraction of the background contribution gives a negative
result, the particulate mass result shall be considered to be zero.
6.5 Background Particle Number Measurements
The subtraction of background particle numbers may be determined
by sampling dilution air drawn from a point downstream of the
particle and hydrocarbon filters into the particle number
measurement system. Background correction of particle number
measurements shall not be allowed for type approval, but may be
used at the manufacturer's request for conformity of production and
in service conformity where there are indications that tunnel
contribution is significant.

6.6 Particulate Mass Filter Selection

A single particulate filter without back-up shall be employed for
both urban and extra urban phases of the cycle combined.

Twin particulate filters, one for the urban, one for the extra-urban
phase, may be used without back-up filters, only where the pressure-
drop increase across the sample filter between the beginning and the
end of the emissions test is otherwise expected to exceed 25 kPa.

6.7 Particulate Mass Filter Preparation

6.7.1 Particulate mass sampling filters shall be conditioned (as
regards temperature and humidity) in an open dish that has
been protected against dust ingress for at least 2 and for not
more than 80 hours before the test in an air-conditioned
chamber. After this conditioning, the uncontaminated filters
will be weighed and stored until they are used. If the filters
are not used within one hour of their removal from the
weighing chamber they shall be re-weighed.
6.7.2 The one hour limit may be replaced by an eight-hour limit if
one or both of the following conditions are met:
6.7.2.1 A stabilized filter is placed and kept in a sealed filter holder
assembly with the ends plugged; or
6.7.2.2 A stabilized filter is placed in a sealed filter holder assembly
which is then immediately placed in a sample line through
which there is no flow.

6.7.3 The particulate sampling system shall be started and prepared

for sampling.

6.8 Particle Number Measurement Preparation

6.8.1 The particle specific dilution system and measurement

equipment shall be started and readied for sampling.

6.8.2 Prior to the test(s) the correct function of the particle

counter and volatile particle remover elements of the particle
sampling system shall be confirmed.

The particle counter response shall be tested at near zero prior

to each test and, on a daily basis, at high particle concentrations
using ambient air.

When the inlet is equipped with a HEPA filter, it shall be

demonstrated that the entire particle sampling system is free
from any leaks.

6.9 Checking the Gas Analyzers

The emissions analyzers for the gases shall be set at zero and
spanned. The sample bags shall be evacuated.

6.10 Conditioning Procedure

6.10.1. For the purpose of measuring particulates, at most 36 hours

and at least 6 hours before testing, the Part Two cycle
described in this chapter shall be used for vehicle pre-
conditioning. Three consecutive cycles shall be driven. The
dynamometer setting shall be indicated as in clause 6.2.1.
above.

At the request of the manufacturer, vehicles fitted with indirect

injection positive-ignition engines may be preconditioned with
one Part One and two Part Two driving cycles.

6.10.2 In a test facility in which there may be possible contamination

of a low particulate emitting vehicle test with residue from a
previous test on a high particulate emitting vehicle, it is
recommended, for the purpose of sampling equipment pre-
conditioning, that a 120 km/h steady state drive cycle of 20
minutes duration followed by three consecutive Part Two cycles
be driven by a low particulate emitting vehicle.

After this preconditioning, and before testing, vehicles shall

be kept in a room in which the temperature remains relatively

constant between 293 and 303 K (20 °C and 30 °C). This

conditioning shall be carried out for at least six hours and
 continue until the engine oil temperature and coolant, if any, are
within ±2 K of the temperature of the room.
If the manufacturer so requests, the test shall be carried out not
later than 30 hours after the vehicle has been run at its normal
temperature.

6.10.3 For positive-ignition engine vehicles fuelled with LPG or

NG/biomethane or so equipped that they can be fuelled with
either petrol or LPG or NG/biomethane, between the tests on
the first gaseous reference fuel and the second gaseous
reference fuel, the vehicle shall be preconditioned before the
test on the second reference fuel. This preconditioning is
done on the second reference fuel by driving a preconditioning
cycle consisting of one Part One (urban part) and two times
Part Two (extra-urban part) of the test cycle. On the
manufacturer's request and with the agreement of the Test
Agency this preconditioning may be extended. The
dynamometer setting shall be the one indicated in clause 6.1.

6.11 Test Procedure

6.11.1 Starting-up the engine

6.11.1.1 The engine shall be started up by means of the devices

provided for this purpose according to the manufacturer's
instructions, as incorporated in the drivers' handbook of
production vehicles.

6.11.1.2 The first cycle starts on the initiation of the engine start-up
procedure

6.11.1.3 In cases where LPG or NG/biomethane is used as a fuel it is

permissible that the engine is started on petrol and switched to
LPG or NG/biomethane after a predetermined period of time
which cannot be changed by the driver. This period of time
shall not exceed 60 seconds

6.11.2 Idling

6.11.2.1 Manual-shift or semi-automatic gearbox, see Tables 1 and 2.

6.11.2.2 Automatic- Shift Gearbox

After initial engagement the selector shall not be operated at
any time during the test except in the case specified in
paragraph clause 6.11.3.3. below or if the selector can actuate
the overdrive, if any.

6.11.3. Accelerations
6.11.3.1 Accelerations shall be so performed that the rate of
acceleration is as constant as possible throughout the operation

6.11.3.2 If an acceleration cannot be carried out in the prescribed

time, the extra time required shall be deducted from the time
 allowed for changing gear, if possible, but otherwise from the
subsequent steady-speed period
6.11.3.3 Automatic-Shift Gearboxes
If acceleration cannot be carried out in the prescribed time, the
gear selector shall operate in accordance with requirements for
manual-shift gearboxes.
6.11.4. Decelerations
6.11.4.1 All decelerations of the elementary urban cycle (Part One)
shall be effected by removing the foot completely from the
accelerator with the clutch remaining engaged. The clutch shall
be disengaged, without use of the gear lever, at the higher of the
following speeds: 10 km/h or the speed corresponding to the
engine idle speed.

All decelerations of the extra-urban cycle (Part Two) shall be

effected by removing the foot completely from the accelerator,
the clutch remaining engaged. The clutch shall be disengaged,
without use of the gear lever, at a speed of 50 km/h for the last
deceleration.
6.11.4.2 If the period of deceleration is longer than that prescribed for
the corresponding phase, the vehicle's brakes shall be used to
enable compliance with the timing of the cycle.
6.11.4.3 If the period of deceleration is shorter than that prescribed for
the corresponding phase, the timing of the theoretical cycle
shall be restored by constant speed or an idling period merging
into the following operation.
6.11.4.4 At the end of the deceleration period (halt of the vehicle on
the rollers) of the elementary urban cycle (Part One), the gears
shall be placed in neutral and the clutch engaged.
6.11.5. Steady Speeds

"Pumping" or the closing of the throttle shall be avoided

when passing from acceleration to the following steady speed.

Periods of constant speed shall be achieved by keeping the

accelerator position fixed.
6.11.6 Sampling
Sampling shall begin (BS) before or at the initiation of the
engine start up procedure and end on conclusion of the final
idling period in the extra-urban cycle (Part Two, end of
sampling (ES)).
6.11.7. During the test the speed is recorded against time or collected
by the data acquisition system so that the correctness of the
cycles performed can be assessed.
6.11.8. Particles shall be measured continuously in the particle
sampling system. The average concentrations shall be
determined by integrating the analyzer signals over the test
cycle.
6.12. Post-Test Procedures
6.12.1 Gas Analyzer Check

Zero and span gas reading of the analyzers used for continuous
measurement shall be checked. The test shall be considered
acceptable if the difference between the pre-test and post-test
results is less than 2 percent of the span gas value.
6.12.2. Particulate Filter Weighing

Reference filters shall be weighed within 8 hours of the test

filter weighing. The contaminated particulate test filter shall be
taken to the weighing chamber within one hour following the
analyses of the exhaust gases. The test filter shall be conditioned
for at least 2 hours and not more than 80 hours and then
weighed.
6.12.3. Bag Analysis

The exhaust gases contained in the bag shall be analyzed as soon

as possible and in any event not later than 20 minutes after the
end of the test cycle.

Prior to each sample analysis, the analyzer range to be used

for each pollutant shall be set to zero with the appropriate zero
gas.

The analyzers shall then be set to the calibration curves by

means of span gases of nominal concentrations of 70 to 100 per
cent of the range.

The analyzers zero settings shall then be rechecked: if any

reading differs by more than 2% of the range from that set
above in this Clause, the procedure shall be repeated for that
analyzer.

The samples shall then be analysed.

After the analysis, zero and span points shall be rechecked

using the same gases. If these rechecks are within ±2 per cent
of those above in this clause, the analysis shall be considered
acceptable.

At all points in this clause, the flow-rates and pressures of the

 various gases shall be the same as those used during calibration
of the analyzers.

The figure adopted for the content of the gases in each of the
pollutants measured shall be that read off after stabilization of
the measuring device. Hydrocarbon mass emissions of
compression-ignition engines shall be calculated from the
integrated HFID reading, corrected for varying flow if
necessary, as shown in clause 6.13.5.below.

6.12.4 Dynamometer road load verification to be checked. The test

shall be considered acceptable if the coast down is within ±5
percent.
6.13 Calculation of Emissions
6.13.1 Determination of Volume
Calculation of the volume when a variable dilution device with
constant flow control by orifice or venturi is used. Record
continuously the parameters showing the volumetric flow, and
calculate the total volume for the duration of the test.

Calculation of volume when a positive displacement pump is

used
The volume of diluted exhaust gas measured in systems
comprising a positive displacement pump is calculated with the
following formula:

V = Vo · N

Where:
V = Volume of the diluted gas expressed in litres per test
(prior to correction),
V o= Volume of gas delivered by the positive displacement
pump in testing conditions in litres per revolution,
N= Number of revolutions per test.
Correction of Volume to Standard Conditions

The diluted exhaust-gas volume is corrected by means of the

following formula:

293 (K)
101.3 (kPa) = 2.8924

PB = barometric pressure in the test room in kPa,

P1 = vacuum at the inlet to the positive displacement pump in
 kPa relative to the ambient barometric pressure,
T p = average temperature of the diluted exhaust gas entering the
positive displacement pump during the test (K).
6.13.2. Total Mass of Gaseous and Particulate Pollutants Emitted
The mass M of each pollutant emitted by the vehicle during
the test shall be determined by obtaining the product of the
volumetric concentration and the volume of the gas in
question, with due regard for the following densities under
above-mentioned reference conditions:

In the case of carbon monoxide (CO): d = 1.164 kg/m3

In the case of hydrocarbons:
For petrol (E5) (C1H1,89O0,016) d = 0.588 kg/m3
For petrol (E10) (C1 H1 ,93 O 0,033 ) d = 0.601 kg/m3
For diesel (B5) (C1 H l, 86 O 0,005 ) d = 0.580 kg/m3
For diesel (B7) (C 1 Hl,86 O0,007) d = 0.581 kg/m3
For LPG (C 1H2 ,525) d = 0.605 kg/m3
For NG/biomethane (C 1 H4 ) d = 0.665 kg/m3
For ethanol (E85) (C 1 H2 ,74 O0,385) d = 0.869 kg/m3
In the case of nitrogen oxides (NO x) d = 1.913 kg/m3
In the case of Carbon Dioxide (CO 2) d = 1.830 kg/m3

Mass emissions of gaseous pollutants shall be calculated by

means of the following formula:

V mix  Q i  k h  C i  10 6
Mi 
d
Mi = mass emission of the pollutant i in grams per
kilometer,
V mix = volume of the diluted exhaust gas expressed in liters
per test and corrected to standard conditions (293.2 K
and 101.3 kPa),
Qi = density of the pollutant i in grams per liter at normal
temperature and pressure (293.2 K and 101.3 kPa),
kh = humidity correction factor used for the calculation of
the mass emissions of oxides of nitrogen. There is no
humidity correction for HC and CO,
Ci = Concentration of the pollutant i in the diluted
exhaust gas expressed in ppm and corrected by the
amount of the pollutant i contained in the dilution
air,
d = distance corresponding to the operating cycle in
kilometers.
6.13.3. Correction for Dilution Air Concentration
The concentration of pollutant in the diluted exhaust gas shall be
corrected by the amount of the pollutant in the dilution air as follows:

Where:
Ci = concentration of the pollutant i in the diluted
exhaust gas, expressed in ppm and corrected by the
amount of i contained in the dilution air,
Ce = measured concentration of pollutant i in the diluted
exhaust gas, expressed in ppm,
Cd = concentration of pollutant i in the air used for
dilution, expressed in ppm,
DF = dilution factor.

The dilution factor is calculated as follows: For each reference

fuel, except hydrogen
 In these equations:
C CO2 = concentration of CO2 in the diluted exhaust gas
contained in the sampling bag, expressed in per
cent volume,
C HC = concentration of HC in the diluted exhaust gas
contained in the sampling bag, expressed in ppm
carbon equivalent,

C CO = concentration of CO in the diluted exhaust gas

contained in the sampling bag, expressed in ppm,
C H2O = concentration of H2 O in the diluted exhaust gas
contained in the sampling bag, expressed in per
cent volume,
C H2O-DA = concentration of H 2 O in the air used for dilution,
expressed in per cent volume,
C H2 = concentration of hydrogen in the diluted exhaust
gas contained in the sampling bag, expressed in
ppm
Non-methane hydrocarbon concentration is calculated as
follows:

C NMHC = C THC – (Rf CH4 · CCH4 )

Where:
C NMHC = corrected concentration of NMHC in the diluted
exhaust gas, expressed in ppm carbon equivalent,
C THC = concentration of THC in the diluted exhaust gas,
expressed in ppm carbon equivalent and corrected
by the amount of THC contained in the dilution
air
C CH4 = concentration of CH4 in the diluted exhaust gas,
expressed in ppm carbon equivalent and corrected
by the amount of CH 4 contained in the dilution
air,
Rf CH4 = is the FID response factor to methane as defined
in clause 2.3.3 of Chapter 7 to this Part.

6.13.4. Calculation of the NO Humidity Correction Factor

In order to correct the influence of humidity on the results of

 oxides of nitrogen, the following calculations are applied:

In which:

Where:
H absolute humidity expressed in grams of water per
kilogram of dry air,
Ra relative humidity of the ambient air expressed as a
percentage,
Pd saturation vapour pressure at ambient temperature
expressed in kPa,
PB atmospheric pressure in the room, expressed in kPa.

6.13.5. Determination of HC for Compression-ignition Engines

To calculate HC-mass emission for compression-ignition
engines, the average HC concentration is calculated as follows:

Where:
= integral of the recording of the heated FID over
the test (t2-tl)

Ce = concentration of HC measured in the diluted

exhaust in ppm of Ci is substituted for CHC in all
relevant equations.
6.13.6 Determination of Particulates

Particulate emission M p (g/km) is calculated by means of the

following equation:

Where exhaust gases are vented outside tunnel;

Where exhaust gases are returned to the tunnel;

Where:

V mix = volume of diluted exhaust gases (see clause 6.13.1.),

under standard conditions,
V ep = volume of exhaust gas flowing through particulate
filter under standard conditions,
P e = particulate mass collected by filter(s),
D = distance corresponding to the operating cycle in km,
M p = particulate emission in g/km.

Where correction for the particulate background level from the

dilution system has been used, this shall be determined in
accordance with clause 6.4. In this case, the particulate mass
(g/km) shall be calculated as follows:

Where exhaust gases are vented outside tunnel;

Where exhaust gases are returned to the tunnel.

Where:

V ap = volume of tunnel air flowing through the background

particulate filter under standard conditions,
P a = particulate mass collected by background filter,
DF = dilution factor as determined in clause 6.13.3.

Where application of a background correction results in a

negative particulate mass (in g/km) the result shall be
considered to be zero g/km particulate mass.
6.13.7 Determination of Particle Numbers

Number emission of particles shall be calculated by

means of the following equation:

Where:

N = particle number emission expressed in particulates per

kilometer,
V = volume of the diluted exhaust gas expressed in
litres per test and corrected to standard conditions
(293 K and 101.33 kPa),
K = calibration factor to correct the particulate number
counter measurements to the level of the reference
instrument where this is not applied internally
within the particulate number counter. Where the
calibration factor is applied internally within the
particulate number counter a value of 1 shall be used
for k in the above equation,
= corrected concentration of particulates from the diluted
exhaust gas expressed as the average particulates
per cubic centimeter figure from the emissions test
including the full duration of the drive cycle. If the
volumetric mean concentration results ( ) from the
particle number counter are not output at standard
conditions (293 K and 101.33 kPa), then the
concentrations should be corrected to those
conditions( )
= mean particulate concentration reduction factor of
the volatile particulate remover at the dilution setting
used for the test,
d = distance corresponding to the operating cycle
expressed in kilometers,

= shall be calculated from the following equation:

Where:
Ci = a discrete measurement of particle concentration in
the diluted gas exhaust from the particulate counter
expressed in particulate per cubic centimeter and
 corrected for coincidence,
n = Total number of discrete particulate concentration
measurements made during the operating cycle, shall
be calculated from the following equation:

n=T·f

Where:
T = time duration of the operating cycle expressed in
seconds,
f data logging frequency of the particle counter
expressed in Hz

6.13.9 Allowance for Mass Emissions from Vehicles Equipped with

Periodically Regenerating Devices
When the vehicle is equipped with a periodically regenerating
system as defined in chapter 15 of this part.
6.13.9.1. The provisions of Chapter 15 shall apply for the purposes of
particulate mass measurements only and not particle number
measurements.
6.13.9.2. For particulate mass sampling during a test in which the vehicle
undergoes a scheduled regeneration, the filter face temperature shall
not exceed 192 °C.
6.13.9.3. For particulate mass sampling during a test when the
regenerating device is in a stabilized loading condition (i.e.
the vehicle is not undergoing a regeneration), it is
recommended that the vehicle has completed > 1/3 of the
mileage between scheduled regenerations or that the
periodically regenerating device has undergone equivalent
loading off the vehicle.
6.13.9.3.1. For the purposes of conformity of production testing, the
manufacturer may ensure that this is included within the evolution
coefficient. In this case if the manufacturer wishes to Run in the
vehicles, ("x" km, where x ≤ 3,000 km for vehicles equipped with a
positive ignition engine and x ≤ 15,000 km for vehicles equipped
with a compression ignition engine and where the vehicle is at > 1/3
distance between successive regenerations), the procedure will be as
follows:
(a) The pollutant emissions (type I) will be measured at zero and at
"x" km on the first tested vehicle;
(b) The evolution coefficient of the emissions between zero and "x"
km will be calculated for each of the pollutants:
Emission at “x” km
Evolution coefficient = -------------------------
Emission at zero km

This may be less than 1,

 (a) The other vehicles will not be run in, but their zero km emissions
will be multiplied by the evolution coefficient.
In this case, the values to be taken will be:
(a) The Values at "x" km for the first vehicle;

(b) The values at zero km multiplied by the evolution coefficient for

the other vehicles
7.0. Calculation of fuel Consumption
The fuel consumption, expressed in litres per 100 km (in the case of
petrol (E5/E10), LPG, ethanol (E85) and diesel (B5/B7)), in m3 per
100 km (in the case of NG/biomethane & H2NG) or in kg per
100km (in the case of hydrogen) is calculated by means of the
following formulae:

(a) For vehicles with a positive ignition engine fuelled with petrol
(E5):

FC = (0.118/D) × [(0.848 × HC) + (0.429 × CO) + (0.273 × CO2)];

(b) For vehicles with a positive ignition engine fuelled with petrol
(E10):

FC = (0.120/D) × [(0.830 × HC) + (0.429 × CO) + (0.273 × CO2)]

(c) For vehicles with a positive ignition engine fuelled with LPG:

FCnorm = (0.1212/0.538) × [(0.825 × HC) + (0.429 × CO) + (0.273

× CO2)]

If the composition of the fuel used for the test differs from the
composition that is assumed for the calculation of the normalised
consumption, on the manufacturer's request a correction factor cf
may be applied, as follows:

FCnorm = (0.1212/0.538) × (cf) × [(0.825 × HC) + (0.429 × CO) + (0.273

× CO2)]

The correction factor cf, which may be applied, is determined as

follows:

cf = 0.825 + 0.0693 × nactual

Where:

nactual = the actual H/C ratio of the fuel used;

(d) For vehicles with a positive ignition engine fuelled with

NG/biomethane:

FCnorm = (0.1336/0.654) × [(0.749 × HC) + (0.429 × CO) + (0.273

× CO2)]
 (e) For vehicles with a compression ignition engine fuelled with
diesel (B5):

FC = (0.116/D) × [(0.861 × HC) + (0.429 × CO) + (0.273 × CO2)]

(f) For vehicles with a compression ignition engine fuelled with

diesel (B7):

FC = (0.116/D) × [(0.859 × HC) + (0.429 × CO) + (0.273 × CO2)]

(g) For vehicles with a positive ignition engine fuelled with

ethanol (E85):

FC = (0.1742/D) × [(0.574 × HC) + (0.429 × CO) + (0.273 × CO2)]

(h) For vehicles with a positive ignition engine fuelled by

H2NG:

(i) For vehicles fuelled by gaseous hydrogen

Under previous agreement with the Test Agency, and for vehicles
fuelled either by gaseous or liquid hydrogen, the manufacturer may
choose as alternative to the method above, either the formula

FC = 0.1 × (0.1119 × H2O + H2)

For vehicles powered by internal combustion engine only, or a

method according to standard protocols such as SAE J2572 or ISO
23828.

In these formulae:

FC = the fuel consumption in litre per 100km (in the case of petrol
(E5/E10), ethanol, LPG, diesel (B5/B7) or biodiesel) or in m3 per
100km (in the case of natural gas and H2NG) or in kg per 100km in
the case of hydrogen.

HC = the measured emission of hydrocarbons in g/km;

CO = the measured emission of carbon monoxide in g/km;

CO2 = the measured emission of carbon dioxide in g/km;

H2O = The measured emission of H2O in g/km

H2 = The measured emission of H2 in g/km

A = Quantity of NG/biomethane within the H2NG mixture,

expressed in per cent
Volume

D = the density of the test fuel. In the case of gaseous fuels this is
the density at 15°C

d = The theoretical distance covered by a vehicle tested under the

Type I test in km.

p1 = Pressure in gaseous fuel tank before the operating cycle in Pa;

p2 = Pressure in gaseous fuel tank after the operating cycle in Pa;

T1 = Temperature in gaseous fuel tank before the operating cycle in

K.

T2 = Temperature in gaseous fuel tank after the operating cycle in K.

Z1 = Compressibility factor of the gaseous fuel at p1 and T1

Z2 = compressibility factor of the gaseous fuel at p2 and T2

V = Inner volume of the gaseous fuel tank in m3

The compressibility factor shall be obtained from the following table:

In the case that the needed input values for p and T are not indicated in the table,
the compressibility factor shall be obtained by linear interpolation between the
compressibility factors indicated in the table, choosing the ones that are the
closest to the sought value.
Figure 1: Elementary Urban Cycle for the Type I Test
 TABLE II – Modified Indian Driving Cycle (MIDC) Elementary Urban (Part One) for the
Type I test

Duration of each Gear to

be used
in the
case of
a
Acceleration Speed Operation Phase Cumulative manual
Operation Phase (m/s2) (km/h) (s) (s) time (s) gearbox
1 Idling 1 0 0 11 11 11 6 s PM
+5s
K1 1
2 Acceleration 2 1.04 0-15 4 4 15 1
3 Steady speed 3 0 15 9 8 23 1
4 Deceleration 4 -0.69 15-10 2 5 25 1
5 Deceleration, -0.92 10-0 3 28 K1 1
clutch
5 disengaged
6 Idling 5 0 0 21 21 49 16 s
PM + 5
s K1 1
7 Acceleration 6 0.83 0-15 5 12 54 1
8 Gear change 15 2 56
9 Acceleration 0.94 15-32 5 61 2
10 Steady speed 7 0 32 24 24 85 2
11 Deceleration 8 -0.75 32-10 8 11 93 2
12 Deceleration, -0.92 10-0 3 96 K21
clutch
disengaged
13 Idling 9 0 0 21 117 16 s
PM + 5
s K1 1
14 Acceleration 10 0.83 0-15 5 26 122 1
15 Gear change 15 2 124
16 Acceleration 0.62 15-35 9 133 2
17 Gear change 35 2 135
18 Acceleration 0.52 35-50 8 143 3
19 Steady speed 11 0 50 12 12 155 3
20 Deceleration 12 -0.52 50-35 8 8 163 3
21 Steady speed 13 0 35 13 13 176 3
22 Gear change 14 35 2 12 178
23 Deceleration -0.99 35-10 7 185 2
24 Deceleration -0.92 10-0 3 188 K2 1
clutch
disengaged
25 Idling 15 0 0 7 7 195 7 s PM
1

1 PM = gearbox in neutral, clutch engaged. K1, K2 = first or second gear engaged, clutch disengaged.
 TABLE II A
Breakdown of Part One of Modified Indian Driving Cycle (MIDC)

Elementary urban cycle

Breakdown by phases:
Time (s) per cent

Idling 60 30.8
Deceleration, clutch disengaged 9 4.6 35.4

Gear-changing 8 4.1
Accelerations 36 18.5
Steady-speed periods 57 29.2
Decelerations 25 12.8
Total 195 100

Breakdown by use of gears:

Time (s) per cent

Idling 60 30.8
Deceleration, clutch disengaged 9 4.6 35.4
Gear-changing 8 4.1
First gear 24 12.3
Second gear 53 27.2
Third gear 41 21
Total 195 100

General information:
Average speed during test: 19 km/h
Effective running time: 195 s
Theoretical distance covered per cycle: 1.013 km
Equivalent distance for the four cycles: 4.052 km
 TABLE III
Modified Indian Driving Cycle (MIDC) Extra-urban (Part Two) for the Type I test
 Chapter 4: Appendix 1
CHASSIS DYNAMOMETER SYSTEM

1. SPECIFICATION
1.1. General Requirements
1.1.1. The dynamometer shall be capable of simulating road load within
one of the following classifications:

(a) Dynamometer with fixed load curve, i.e. a dynamometer

whose physical characteristics provide a fixed load curve
shape;

(b) Dynamometer with adjustable load curve, i.e. a dynamometer

with at least two road load parameters that can be adjusted to
shape the load curve.
1.1.2. Dynamometers with electric inertia simulation shall be
demonstrated to be equivalent to mechanical inertia systems. The
means by which equivalence is established are described in
Chapter 5.

1.1.3. In the event that the total resistance to progress on the road cannot
be reproduced on the chassis dynamometer between speeds of 10
km/h and 90 km/h, it is recommended that a chassis dynamometer
having the characteristics defined below should be used.
1.1.3.1. The load absorbed by the brake and the chassis dynamometer
internal frictional effects between the speeds of 0 and 90 km/h is
as follows:
F = (a + b·V2) ±0.1·F 80 (without being negative)
Where:
F = total load absorbed by the chassis dynamometer (N),
a = value equivalent to rolling resistance (N),
b = value equivalent to coefficient of air resistance (N/(km/h)2),
V = speed (km/h),
F 80 = load at 80 km/h (N).

1.2. Specific Requirements

1.2.1 The setting of the dynamometer shall not be affected by the
lapse of time. It shall not produce any vibrations perceptible to
the vehicle and likely to impair the vehicle's normal operations.
1.2.2. The chassis dynamometer may have one or two rollers. The front
roller shall drive, directly or indirectly, the inertial masses and the
power absorption device.
1.2.3. It shall be possible to measure and read the indicated load to an
accuracy of ±5 %
1.2.4. In the case of a dynamometer with a fixed load curve, the
accuracy of the load setting at 80 km/h shall be ±5 %. In the case
of a dynamometer with adjustable load curve, the accuracy of
matching dynamometer load to road load shall be ±5 % at 90,
100, 80, 60, and 40 km/h and ±10 % at 20 km/h. Below this,
dynamometer absorption shall be positive.
1.2.5. The total inertia of the rotating parts (including the simulated
inertia where applicable) shall be known and shall be within ±20
kg of the inertia class for the test.
1.2.6. The speed of the vehicle shall be measured by the speed of
rotation of the roller (the front roller in the case of a two-roller
dynamometer). It shall be measured with an accuracy of ±1 km/h
at speeds above 10 km/h.
The distance actually driven by the vehicle shall be measured by
the movement of rotation of the roller (the front roller in the case
of a two-roller dynamometer).
2. DYNAMOMETER CALIBRATION PROCEDURE
2.1. Introduction

This section describes the method to be used to determine the

load absorbed by a dynamometer brake. The load absorbed
comprises the load absorbed by frictional effects and the load
absorbed by the power-absorption device.

The dynamometer is brought into operation beyond the range of

test speeds. The device used for starting up the dynamometer is
then disconnected: the rotational speed of the driven roller
decreases.

The kinetic energy of the rollers is dissipated by the power-

absorption unit and by the frictional effects. This method
disregards variations in the roller's internal frictional effects
caused by rollers with or without the vehicle. The frictional
effects of the rear roller shall be disregarded when the roller is
free.
2.2. Calibration of the Load Indicator at 80 km/h

The following procedure shall be used for calibration of the

load indicator to 80 km/h as a function of the load absorbed (see
also Figure 4):
2.2.1. Measure the rotational speed of the roller if this has not already
been done. A fifth wheel, a revolution counter or some other
method may be used.
2.2.2. Place the vehicle on the dynamometer or devise some other
method of starting-up the dynamometer.
2.2.3. Use the flywheel or any other system of inertia simulation for the
particular inertia class to be used
 Diagram Illustrating the Power Absorbed by the Chassis
Dynamometer

Ƒ = F = a + b · V2 Ɣ = (a + b·V2 ) - 0.1·F80 ǻ = (a + b·V2) + 0.1· F80

2.2.4. Bring the dynamometer to a speed of 80 km/h.

2.2.5. Note the load indicated F i (N).
2.2.6. Bring the dynamometer to a speed of 90 km/h.
2.2.7. Disconnect the device used to start-up the dynamometer.
2.2.8. Note the time taken by the dynamometer to pass from a speed
of 85 km/h to a speed of 75 km/h.
2.2.9. Set the power-absorption device at a different level.
2.2.10. The requirements of clauses 2.2.4 to 2.2.9 shall be repeated
sufficiently often to cover the range of loads used.
2.2.11. Calculate the load absorbed using the formula:

Where:
F = load absorbed (N),
M i = equivalent inertia in kg (excluding the inertial effects of the
free rear roller),
∆V = speed deviation in m/s (10 km/h = 2.775 m/s),
t= time taken by the roller to pass from 85 km/h to 75 km/h.
2.2.12. Figure 5 shows the load indicated at 80 km/h in terms of load
absorbed at 80 km/h.

2.2.13. The requirements of clauses 2.2.3 to 2.2.12 above shall be

repeated for all inertia classes to be used.
2.3. Calibration of the Load Indicator at Other Speeds
The procedures described above shall be repeated as often as
necessary for the chosen speeds.
2.4. Calibration of Force or Torque
The same procedure shall be used for force or torque calibration.

3.0. VERIFICATION OF THE LOAD CURVE

3.1. Procedure
The load-absorption curve of the dynamometer from a reference
setting at a speed of 80 km/h shall be verified as follows:
3.1.1. Place the vehicle on the dynamometer or devise some other
method of starting-up the dynamometer.
3.1.2. Adjust the dynamometer to the absorbed load (F) at 80 km/h.
3.1.3. Note the load absorbed at 90, 80, 60, 40 and 20 km/h.
3.1.4. Draw the curve F(V) and verify that it corresponds to the
requirements of clause 1.1.3.1. of this Chapter.
3.1.5. Repeat the procedure set out in clauses 3.1.1 to 3.1.4 above for
other values of power F at 80 km/h and for other values of
inertias.
 Chapter 4: Appendix 2
EXHAUST DILUTION SYSTEM

1. SYSTEM SPECIFICATION

1.1. System Overview

A full-flow exhaust dilution system shall be used. This requires

that the vehicle exhaust be continuously diluted with ambient
air under controlled conditions. The total volume of the mixture
of exhaust and dilution air shall be measured and a continuously
proportional sample of the volume shall be collected for
analysis. The quantities of pollutants are determined from the
sample concentrations, corrected for the pollutant content of the
ambient air and the totalized flow over the test period.

The exhaust dilution system shall consist of a transfer tube, a

mixing chamber and dilution tunnel, a dilution air conditioning, a
suction device and a flow measurement device. Sampling probes
shall be fitted in the dilution tunnel as specified in chapter 7 and
8 of this part.

The mixing chamber described above will be a vessel, such as

those illustrated in Figures 6 and 7, in which vehicle exhaust
gases and the dilution air are combined so as to produce a
homogeneous mixture at the chamber outlet.

1.2. General Requirements

1.2.1. The vehicle exhaust gases shall be diluted with a sufficient amount
of ambient air to prevent any water condensation in the sampling
and measuring system at all conditions which may occur during a
test.

1.2.2. The mixture of air and exhaust gases shall be homogeneous at the
point where the sampling probe is located (see clause 1.3.3.
below). The sampling probe shall extract a representative sample
of the diluted exhaust gas.

1.2.3. The system shall enable the total volume of the diluted exhaust
gases to be measured.

1.2.4. The sampling system shall be gas-tight. The design of the variable
dilution sampling system and the materials that go to make it up
shall be such that they do not affect the pollutant concentration in
the diluted exhaust gases. Should any component in the system
(heat exchanger, cyclone separator, blower, etc.) change the
concentration of any of the pollutants in the diluted exhaust gases
and the fault cannot be corrected, then sampling for that pollutant
shall be carried out upstream from that component.
1.2.5. All parts of the dilution system that are in contact with raw and
diluted exhaust gas, shall be designed to minimize deposition or
alteration of the particulates or particles. All parts shall be made
of electrically conductive materials that do not react with
exhaust gas components, and shall be electrically grounded to
prevent electrostatic effects.

1.2.6. If the vehicle being tested is equipped with an exhaust pipe

comprising several branches, the connecting tubes shall be
connected as near as possible to the vehicle without adversely
affecting its operation.

1.2.7. The variable-dilution system shall be so designed as to enable

the exhaust gases to be sampled without appreciably changing the
back-pressure at the exhaust pipe outlet.

1.2.8. The connecting tube between the vehicle and dilution system
shall be designed so as to minimize heat loss.

1.3. Specific Requirements

1.3.1. Connection to Vehicle Exhaust

The connecting tube between the vehicle exhaust outlets and the
dilution system shall be as short as possible; and satisfy the
following requirements:

(a) Be less than 3.6 m long, or less than 6.1 m long if heat
insulated. Its internal diameter may not exceed 105 mm;

(b) Shall not cause the static pressure at the exhaust outlets on the
vehicle being tested to; differ by more than ±0.75 kPa at 50 km/h,
or more than ±1.25 kPa for the whole duration of the test from the
static pressures recorded when nothing is connected to the vehicle
exhaust outlets. The pressure shall be measured in the exhaust
outlet or in an extension having the same diameter, as near as
possible to the end of the pipe. Sampling systems capable of
maintaining the static pressure to within ±0.25 kPa may be used if
a written request from a manufacturer to the Test Agency
substantiates the need for the closer tolerance;

(c) Shall not change the nature of the exhaust gas;

(d) Any elastomer connectors employed shall be as thermally stable as

possible and have minimum exposure to the exhaust gases.

1.3.2. Dilution Air Conditioning

The dilution air used for the primary dilution of the exhaust in
the CVS tunnel shall be passed through a medium capable of
reducing particulates in the most penetrating particulate size of
the filter material by ≥ 99.95 % or through a filter of at least
class H13 of EN 1822:1998. This represents the specification of

High Efficiency Particulate Air (HEPA) filters. The dilution air

 may optionally be charcoal scrubbed before being passed to the
HEPA filter. It is recommended that an additional coarse particle
filter is situated before the HEPA filter and after the charcoal
scrubber, if used.

At the vehicle manufacturer's request, the dilution air may be

sampled according to good engineering practice to determine the
tunnel contribution to background particulate mass levels, which
can then be subtracted from the values measured in the diluted
exhaust.

1.3.3. Dilution Tunnel

Provision shall be made for the vehicle exhaust gases and the
dilution air to be mixed. A mixing orifice may be used.

In order to minimize the effects on the conditions at the

exhaust outlet and to limit the drop in pressure inside the
dilution-air conditioning device, if any, the pressure at the
mixing point shall not differ by more than ±0.25 kPa from
atmospheric pressure.

The homogeneity of the mixture in any cross-section at the

location of the sampling probe shall not vary by more than ±2
% from the average of the values obtained for at least five points
located at equal intervals on the diameter of the gas stream.

For particulate and particle emissions sampling, a dilution

tunnel shall be used which:

(a) Shall consist of a straight tube of electrically-conductive

material, which shall be earthed;
(b) Shall be small enough in diameter to cause turbulent
flow (Reynolds number ≥ 4000) and of sufficient length to
cause complete mixing of the exhaust and dilution air;
(c) Shall be at least 200 mm in diameter;
(d) May be insulated.

1.3.4. Suction Device

This device may have a range of fixed speeds to ensure sufficient

flow to prevent any water condensation. This result is generally
obtained if the flow is either:

(a) Twice as high as the maximum flow of exhaust gas produced

by accelerations of the driving cycle; or
(b) Sufficient to ensure that the CO 2 concentration in the dilute
exhaust sample bag is less than 3 % by volume for petrol and
diesel, less than 2.2 % by volume for LPG and less than
1.5 % by volume for NG/biomethane.
1.3.5. Volume Measurement in the Primary Dilution System

The method of measuring total dilute exhaust volume

incorporated in the constant volume sampler shall be such that
measurement is accurate to ±2 % under all operating conditions. If
the device cannot compensate for variations in the temperature of
the mixture of exhaust gases and dilution air at the measuring
point, a heat exchanger shall be used to maintain the temperature
to within ±6 K of the specified operating temperature.

If necessary, some form of protection for the volume

measuring device may be used e.g. a cyclone separator, bulk
stream filter, etc.

A temperature sensor shall be installed immediately before the

volume measuring device. This temperature sensor shall have an
accuracy and a precision of ±1 K and a response time of 0.1 s at
62 % of a given temperature variation (value measured in
silicone oil).

The measurement of the pressure difference from atmospheric

pressure shall be taken upstream from and, if necessary,
downstream from the volume measuring device.

The pressure measurements shall have a precision and an

accuracy of ±0.4 kPa during the test.

1.4. Recommended System Descriptions

Figure 6 and Figure 7 are schematic drawings of two types of

recommended exhaust dilution systems that meet the
requirements of this chapter.

Since various configurations can produce accurate results, exact

conformity with these figures is not essential. Additional
components such as instruments, valves, solenoids and switches
may be used to provide additional information and co-ordinate
the functions of the component system.

1.4.1. Full Flow Dilution System with Positive Displacement Pump

The positive displacement pump (PDP) full flow dilution system

satisfies the requirements of this chapter by metering the flow of
gas through the pump at constant temperature and pressure. The
total volume is measured by counting the revolutions made by the
calibrated positive displacement pump. The proportional sample is
achieved by sampling with pump, flow meter and flow control
valve at a constant flow rate. The collecting equipment consists of:
 Figure 6
Positive Displacement Pump Dilution System

1.4.1.1. A filter (DAF) for the dilution air, which can be preheated if necessary.
This filter shall consist of the following filters in sequence: an optional
activated charcoal filter (inlet side), and a high efficiency particulate
air (HEPA) filter (outlet side). It is recommended that an additional
coarse particle filter is situated before the HEPA filter and after the
charcoal filter, if used. The purpose of the charcoal filter is to reduce
and stabilize the hydrocarbon concentrations of ambient emissions in
the dilution air;

1.4.1.2. A transfer tube (TT) by which vehicle exhaust is admitted into a

dilution tunnel (DT) in which the exhaust gas and dilution air are
mixed homogeneously;

1.4.1.3. The positive displacement pump (PDP), producing a constant-

volume flow of the air/ exhaust-gas mixture.
The PDP revolutions, together with associated temperature and
pressure measurement are used to determine the flow rate;

1.4.1.4. A heat exchanger (HE) of a capacity sufficient to ensure that

throughout the test the temperature of the air/exhaust-gas mixture
measured at a point immediately upstream of the positive
displacement pump is within 6K of the average operating
temperature during the test. This device shall not affect the
pollutant concentrations of diluted gases taken off after for
analysis.

1.4.1.5. A mixing chamber (MC) in which exhaust gas and air are mixed
homogeneously, and which may be located close to the vehicle
so that the length of the transfer tube (TT) is minimized.

1.4.2. Full Flow Dilution System with Critical Flow Venturi

 Figure 7
Critical-Flow Venturi Dilution System

The use of a critical-flow venturi (CFV) for the full-flow dilution

system is based on the principles of flow mechanics for critical
flow. The variable mixture flow rate of dilution and exhaust gas
is maintained at sonic velocity which is directly proportional to the
square root of the gas temperature. Flow is continually monitored,
computed and integrated throughout the test.

The use of an additional critical-flow sampling venturi ensures

the proportionality of the gas samples taken from the dilution
tunnel. As both pressure and temperature are equal at the two
venturi inlets the volume of the gas flow diverted for sampling is
proportional to the total volume of diluted exhaust-gas mixture
produced, and thus the requirements of this chapter are met. The
collecting equipment consists of:

1.4.2.1. A filter (DAF) for the dilution air, which can be preheated if
necessary. This filter shall consist of the following filters in
sequence: an optional activated charcoal filter (inlet side), and a
high efficiency particulate air (HEPA) filter (outlet side). It is
recommended that an additional coarse particle filter is situated
before the HEPA filter and after the charcoal filter, if used. The
purpose of the charcoal filter is to reduce and stabilize the
hydrocarbon concentrations of ambient emissions in the dilution
air;

1.4.2.2. A mixing chamber (MC) in which exhaust gas and air are mixed
homogeneously, and which may be located close to the vehicle
so that the length of the transfer tube (TT) is minimized;
1.4.2.3. A dilution tunnel (DT) from which particulates and particles are
sampled;
1.4.2.4. Some form of protection for the measurement system may be
used e.g. a cyclone separator, bulk stream filter, etc.
1.4.2.5. A measuring critical-flow venturi tube (CFV), to measure the
flow volume of the diluted exhaust gas;
1.4.2.6. A blower (BL), of sufficient capacity to handle the total volume
of diluted exhaust gas.
2.0. CVS CALIBRATION PROCEDURE
2.1. General Requirements

The CVS system shall be calibrated by using an accurate flow-

meter and a restricting device. The flow through the system shall
be measured at various pressure readings and the control
parameters of the system measured and related to the flows. The
flow-metering device shall be dynamic and suitable for the high
flow-rate encountered in constant volume sampler testing. The
device shall be of certified accuracy traceable to an approved
national or international standard.
2.1.1. Various types of flow-meter may be used, e.g. calibrated venturi,
laminar flow-meter, calibrated turbine-meter, provided that they
are dynamic measurement systems and can meet the requirements
of clause 1.3.5 of this Chapter.
2.1.2. The following clauses give details of methods of calibrating PDP
and CFV units, using a laminar flow-meter, which gives the
required accuracy, together with a statistical check on the
calibration validity.
2.2. Calibration of the Positive Displacement Pump (PDP)
2.2.1. The following calibration procedure outlines the equipment, the
test configuration and the various parameters that are measured
to establish the flow-rate of the CVS pump. All the parameters
related to the pump are simultaneously measured with the
parameters related to the flow meter which is connected in series
with the pump. The calculated flow rate (given in m3/min at
pump inlet, absolute pressure and temperature) can then be
plotted versus a correlation function that is the value of a specific
combination of pump parameters. The linear equation that relates
the pump flow and the correlation function is then determined. In
the event that a CVS has a multiple speed drive, a calibration for
each range used shall be performed.
2.2.2. This calibration procedure is based on the measurement of the
absolute values of the pump and flow-meter parameters that relate
the flow rate at each point. Three conditions shall be maintained
to ensure the accuracy and integrity of the calibration curve:
2.2.2.1. The pump pressures shall be measured at tappings on the pump
rather than at the external piping on the pump inlet and outlet.
Pressure taps that are mounted at the top centre and bottom centre
of the pump drive head plate are exposed to the actual pump cavity
pressures, and therefore reflect the absolute pressure differentials;

2.2.2.2. Temperature stability shall be maintained during the calibration.

The laminar flow-meter is sensitive to inlet temperature
oscillations which cause the data points to be scattered. Gradual
changes of ±1 K in temperature are acceptable as long as they
occur over a period of several minutes;

2.2.2.3. All connections between the flow-meter and the CVS pump
shall be free of any leakage.

2.2.3 During an exhaust emission test, the measurement of these same

pump parameters enables the user to calculate the flow rate from the
calibration equation.

2.2.4. Figure 8 of this Chapter shows one possible test set-up. Variations
are permissible, provided that the Test agency approves them as
being of comparable accuracy. If the set-up shown in Figure 8 is
used, the following data shall be found within the limits of
precision given:

Barometric pressure (corrected)(Pb) ±0.03 kPa

Ambient temperature (T) ±0.2 K

Air temperature at LFE (ETI) ±0.15K

Pressure depression upstream of LFE (EPI) ±0.01 kPa

Pressure drop across the LFE matrix (EDP) ±0.0015 kPa

Air temperature at CVS pump inlet (PTI) ±0.2 K

Air temperature at CVS pump outlet (PTO) ±0.2 K

Pressure depression at CVS pump inlet (PPI) ±0.22 kPa

Pressure head at CVS pump outlet (PPO) ±0.22 k-P1a

Pump revolutions during test period (n) ±1 min-1

Elapsed time for period (minimum 250 s) (t) ±0.1 s

 Figure 8
PDP Calibration Configuration

2.2.5. After the system has been connected as shown in Figure 8 of this
Chapter, set the variable restrictor in the wide-open position and
run the CVS pump for 20 minutes before starting the calibration.

2.2.6. Reset the restrictor valve to a more restricted condition in an increment

of pump inlet depression (about 1 kPa) that will yield a minimum of
six data points for the total calibration. Allow the system to stabilize
for three minutes and repeat the data acquisition.

2.2.7. The air flow rate (Qs) at each test point is calculated in standard
m3/min from the flow-meter data using the manufacturer's prescribed
method.

2.2.8. The air flow-rate is then converted to pump flow (V0) in m3 /rev at
absolute pump inlet temperature and pressure

Where:

V 0 = pump flow rate at Tp and P p (m3/rev),

Q s = air flow at 101.33 kPa and 273.2 K (m3/min)
T p = pump inlet temperature (K),
 P p = absolute pump inlet pressure (kPa),
N = pump speed (min -1 ).
2.2.9. To compensate for the interaction of pump speed pressure variations at
the pump and the pump slip rate, the correlation function (X0) between
the pump speed (n), the pressure differential from pump inlet to pump
outlet and the absolute pump outlet pressure is then calculated as
follows:

Where:

X0 = correlation function,

∆P p = pressure differential from pump inlet to pump outlet (kPa),

P e = absolute outlet pressure (PPO + Pb) (kPa).

A linear least-square fit is performed to generate the calibration

equations which have the formula:
V 0 = D 0 - M(X0 )

n = A - B (∆P p )

D 0 , M, A and B are the slope-intercept constants describing the

lines.

2.2.10. A CVS system that has multiple speeds shall be calibrated on each
speed used. The calibration curves generated for the ranges shall be
approximately parallel and the intercept values (D0) shall increase as
the pump flow range decreases.

2.2.11 If the calibration has been performed carefully, the calculated values
from the equation will be within 0.5 % of the measured value of V0.
Values of M will vary from one pump to another. Calibration is
performed at pump start-up and after major maintenance.

2.3 Calibration of the Critical-Flow Venturi (CFV)

2.3.1 Calibration of the CFV is based upon the flow equation for a critical
venturi:
 Where:

Qs = flow,

Kv = calibration coefficient,

P = absolute pressure (kPa),

T = absolute temperature (K).

Gas flow is a function of inlet pressure and temperature.

The calibration procedure described below establishes the value of

the calibration coefficient at measured values of pressure,
temperature and air flow.

2.3.2 The manufacturer's recommended procedure shall be followed for

calibrating electronic portions of the CFV.

2.3.3 Measurements for flow calibration of the critical flow venturi are
required and the following data shall be found within the limits of
precision given:

Barometric pressure (corrected) (P b) ±0.03 kPa,

LFE air temperature, flow-meter (ETI) ±0.15 K,

Pressure depression upstream of LFE (EPI) ±0.01 kPa,

Pressure drop across (EDP) LFE matrix ±0.0015 kPa,

Air flow (Q s ) ±0.5 %

CFV inlet depression (PPI) ±0.02 kPa,

Temperature at venturi inlet (Tv) ±0.2 K.

2.3.4 The equipment shall be set up as shown in Figure 9 of this chapter and
checked for leaks. Any leaks between the flow-measuring device and
the critical-flow venturi will seriously affect the accuracy of the
calibration.
 Figure 9
CFV Calibration Configuration
2.3.5. The variable-flow restrictor shall be set to the open position, the
blower shall be started and the system stabilized. Data from all
instruments shall be recorded.

2.3.6 The flow restrictor shall be varied and at least eight readings across the
critical flow range of the venturi shall be made.

2.3.7 The data recorded during the calibration shall be used in the
following calculations. The air flow-rate (Qs) at each test point is
calculated from the flow-meter data using the manufacturer's
prescribed method. Calculate values of the calibration coefficient for
each test point:

Where:
Qs = Flow-rate in m3/min at 273.2 K and 101.33 kPa,
Tv = Temperature at the venturi inlet (K),
Pv = Absolute pressure at the venturi inlet (kPa).

Plot Kv as a function of venturi inlet pressure. For sonic flow, Kv

will have a relatively constant value. As pressure decreases (vacuum
increases) the venturi becomes unchoked and Kv decreases. The
resultant Kv changes are not permissible.
 For a minimum of eight points in the critical region, calculate an
average Kv and the standard deviation.
If the standard deviation exceeds 0.3 % of the average Kv, take
corrective action.
3.0 SYSTEM VERIFICATION PROCEDURE

3.1 General Requirements

The total accuracy of the CVS sampling system and analytical system
shall be determined by introducing a known mass of a pollutant gas
into the system whilst it is being operated as if during a normal test
and then analyzing and calculating the pollutant mass according to the
formula in Chapter 3 except that the density of propane shall be taken
as 1.967 grams per litre at standard conditions. The following two
techniques are known to give sufficient accuracy.
The maximum permissible deviation between the quantity of gas
introduced and the quantity of gas measured is 5 %

3.2 Critical Flow Orifice (CFO) Method

3.2.1 Metering a constant flow of pure gas (CO or C3H8) using a
critical flow orifice device.

3.2.2 A known quantity of pure gas (CO or C3H8) is fed into the CVS
system through the calibrated critical orifice. If the inlet pressure is
high enough, the flow-rate (q), which is adjusted by means of the
critical flow orifice, is independent of orifice outlet pressure (critical
flow). If deviations exceeding 5 % occur, the cause of the malfunction
shall be determined and corrected. The CVS system is operated as in
an exhaust emission test for about 5 to 10 minutes. The gas collected
in the sampling bag is analyzed by the usual equipment and the results
compared to the concentration of the gas samples which was known
beforehand.

3.3 Gravimetric Method

3.3.1 Metering a limited quantity of pure gas (CO or C3H8) by means of a

gravimetric technique.

3.3.2 The following gravimetric procedure may be used to verify the CVS
system.
The weight of a small cylinder filled with either carbon monoxide or
propane is determined with a precision of ±0.01 g. For about 5 to 10
minutes, the CVS system is operated as in a normal exhaust emission
test, while CO or propane is injected into the system. The quantity of
pure gas involved is determined by means of differential weighing.
The gas accumulated in the bag is then analyzed by means of the
equipment normally used for exhaust-gas analysis. The results are then
compared to the concentration figures computed previously.
 CHAPTER 5 Appendix 1:
VERIFICATION OF SIMULATED INERTIA

1.0 OBJECT

The method makes it possible to check that the simulated total inertia
of the dynamometer is carried out satisfactorily in the running phase of
the operating cycle. The manufacturer of the dynamometer shall
specify a method for verifying the specifications according to clause 3
to this chapter.

2.0 PRINCIPLE

2.1 Drawing-up Working Equations

Since the dynamometer is subjected to variations in the rotating
speed of the roller(s), the force at the surface of the roller(s) can be
expressed by the formula:

Where:
F = force at the surface of the roller(s),
I = total inertia of the dynamometer (equivalent inertia of the
vehicle: see the table in clause 5.1.),
IM = inertia of the mechanical masses of the dynamometer,
ᵧ = tangential acceleration at roller surface,
F1 = inertia force.

Note: An explanation of this formula with reference to dynamometers

with mechanically simulated inertia is appended.

Thus, total inertia is expressed as follows:

Where:
Im can be calculated or measured by traditional methods,
F1 can be measured on the dynamometer,

 can be calculated from the peripheral speed of the rollers.

The total inertia (I) will be determined during an acceleration or

deceleration test with values higher than or equal to those obtained on
an operating cycle.
2.2 Specification for the Calculation of Total Inertia

The test and calculation methods shall make it possible to

determine the total inertia I with a relative error (ΔI/I) of less than
±2 %

3.0 SPECIFICATION

3.1 The mass of the simulated total inertia I shall remain the same as the
theoretical value of the equivalent inertia within the following limits:

3.1.1 ±5 % of the theoretical value for each instantaneous value;

3.1.2 ±2 % of the theoretical value for the average value calculated for
each sequence of the cycle.

The limit given in clause 3.1.1 above is brought to ±50 % for one
second when starting and, for vehicles with manual transmission, for
two seconds during gear changes.

4.0 VERIFICATION PROCEDURE

4.1 Verification is carried out during each test throughout the cycle defined
in Clause 5.1 of Chapter 3.

4.2 However, if the requirements of clause 3. above are met, with

instantaneous accelerations which are at least three times greater or
smaller than the values obtained in the sequences of the theoretical
cycle, the verification described above will not be necessary.
 CHAPTER 5 Appendix 2:

MEASUREMENT OF VEHICLE ROAD LOAD

RESISTANCE TO PROGRESS OF A VEHICLE MEASUREMENT
METHOD ON THE ROAD SIMULATION ON A CHASSIS
DYNAMOMETER

1.0 OBJECT OF THE METHODS

The object of the methods defined below is to measure the resistance to
progress of a vehicle at stabilized speeds on the road and to simulate this
resistance on a dynamometer, in accordance with the conditions set out
in Clause 6.1 of Chapter 3.
2.0 DEFINITION OF THE ROAD
The road shall be level and sufficiently long to enable the measurements
specified in this Chapter to be made. The slope shall be constant to
within ± 0.1% and shall not exceed 1.5%.
3.0 ATMOSPHERIC CONDITIONS
3.1 Wind
Testing shall be limited to wind speeds averaging less than 3 m/s with
peak speeds of less than 5 m/s. In addition, the vector component of the
wind speed across the test road shall be less than 2 m/s. Wind velocity
shall be measured 0.7 m above the road surface.
3.2 Humidity
The road shall be dry.
3.3 Pressure and Temperature
Air density at the time of the test shall not deviate by more than ±7.5%
from the reference conditions, P = 100 kPa and T = 293.2 K.
4.0 VEHICLE PREPARATION(1)
4.1 Selection of the test vehicle
If not all variants of a vehicle type are measured, the following criteria
for the selection of the test vehicle shall be used.
4.1.1 Body
If there are different types of body, the test shall be performed on the
least aerodynamic body. The manufacturer shall provide the necessary
data for the selection (Physical test / CAE data).
4.1.2 Tyres
The choice of tyres shall be based on the rolling resistance. The tyres
with the highest rolling resistance shall be chosen, measured according
to ISO 28580 or AIS-142 or UN R117.
 If there are more than three tyre rolling resistances, the tyre with the
second highest rolling resistance shall be chosen.
The rolling resistance characteristics of the tyres fitted to production
vehicles shall reflect those of the tyres used for type approval.
4.1.3 Testing mass

The testing mass shall be the reference mass of the vehicle with
the highest inertia range.

4.1.4 Engine

The test vehicle shall have the largest heat exchanger(s).

4.1.5 Transmission

A test shall be carried out with each type of the following transmission:
Front-wheel drive,
Rear-wheel drive,
Full-time 4 x 4,
Part-time 4 x 4,
Automatic gearbox,
Manual gearbox.

4.2 Running-in

The vehicle shall be in normal running order and adjustment after

having been run-in for at least 3,000 km. The tyres shall be run-in at the
same time as the vehicle or have a tread depth within 90 and 50% of the
initial tread depth.

4.3 Verifications

The following checks shall be made in accordance with the

manufacturer's specifications for the use considered:
Wheels, wheel trims, tyres (make, type, pressure), front axle geometry,
brake adjustment (elimination of parasitic drag), lubrication of front and
rear axles, adjustment of the suspension and vehicle level, etc.

4.4 Preparation for the test

4.4.1 The vehicle shall be loaded to its reference mass. The level of the
vehicle shall be that obtained when the centre of gravity of the load is
situated midway between the "R" points of the front outer seats and on a
straight line passing through those points.
4.4.2 In the case of road tests, the windows of the vehicle shall be closed.
Any covers of air climatisation systems, headlamps, etc. shall be in
the non-operating position.

4.4.3 The vehicle shall be clean.

4.4.4 Immediately prior to the test, the vehicle shall be brought to

normal running temperature in an appropriate manner.

5.0 METHODS

5.1 Energy variation during coast-down method

5.1.1 On the road

5.1.1.1 Test equipment and error

Time shall be measured to an error lower than ± 0.1 s. Speed shall be

measured to an error lower than ± 2%.
During the test, elapsed time and vehicle speed shall be measured and
recorded at a minimum frequency of 1Hz

5.1.1.2 Test procedure

5.1.1.2.1 Accelerate the vehicle to a speed 10 km/h higher than the chosen test
speed V.

5.1.1.2.2 Place the gearbox in "neutral" position.

5.1.1.2.3 For each reference speed Point vj, measure the time taken (ΔTaj) for
the vehicle to decelerate from speed

v2 = vj + Δv km/h to v1 = vj - Δv km/h
where:

Δv is equal to 5km/h
vj is each of the reference speed [km/h] points as indicated in the
following table:

20 30 40 50 60 70 80 90 100 120

5.1.1.2.4 Perform the same test in the opposite direction: ΔTbj

5.1.1.2.5 These measurements shall be carried out in opposite directions until,

for each reference speed vj, a minimum of three consecutive pairs of
measurements have been obtained which satisfy the statistical
accuracy pj, in per cent, as defined below.

𝑡. 𝑠𝑗 100
𝑃𝑗 = 1 + ∗ ≤ 3%
√𝑛 ∆𝑇𝑗

where:
 pj is the statistical accuracy of the measurements performed at
reference speed vj;
n is the number of pairs of measurements;
ΔTj is the mean coast down time at reference speed vj in seconds,
given by the equation:

T
1
T i ΔTji
n i 1

where ΔTji is the harmonic mean coast down time of the ith pair of
measurements at velocity vj, seconds [s], given by the equation:

2
∆𝑇𝑗𝑖 =
1 1
(∆ 𝑇 ) + (∆ 𝑇 )
𝑎𝑗𝑖 𝑏𝑗𝑖

where ΔTaji and ΔTbji are the coast down times of the ith
measurement at reference speed vj, in seconds [s], in opposite
directions a and b, respectively; sj is the standard deviation, in
seconds [s], defined by:

𝑛
1
𝑆𝑗 = √ ∑( ∆ 𝑇𝑗𝑖 − ∆ 𝑇𝑗 )2
𝑛−1
𝑖=1

t is a coefficient given in the following table

Coefficient t as function of n

5.1.1.2.6 If during a measurement in one direction any external factor or driver

action occurs which influences the road load test, that measurement
and the corresponding measurement in the opposite direction shall be
rejected.

5.1.1.2.7 The total resistances, Faj and Fbj, at reference speed vj in directions a
and b, are determined by the equations:

1 2 ∗ ∆V
Faj = ∗M∗
3.6 ∆Taj
And
 1 2 ∗ ∆V
Fbj = ∗M∗
3.6 ∆Tbj

where:
Faj is the total resistance at reference speed, j, in direction a, [N];
Fbj is the total resistance at reference speed, j, in direction b, [N];
M is the reference mass, [kg];
Δv is the delta speed around vj, taken according to 5.1.1.2.3.
ΔTaj and ΔTbj are the mean coast down times in directions a and b,
respectively,
corresponding to reference speed vj, in seconds [s], given by the
following equations:
n
1
∆Taj = ∑ ∆Taji
n
i=1
And
n
1
∆Tbj = ∑ ∆Tbji
n
i=1

5.1.1.2.8 The following equation shall be used to compute the average total
resistance:

(𝐹𝑎𝑗 + 𝐹𝑏𝑗 )
𝐹𝑗 = ( )
2

5.1.1.2.9 For each reference speed vj calculate the power (Pj), [kW], by the
formula:
Pj =(Fj · vj)/1,000

where:

Fj is the average resistance at reference speed, j, [N];

vj is the reference speed, j, [m/s], defined in 5.1.1.2.3.

5.1.1.2.10 The complete power curve (P), [kW], as a function of speed, [km/h],
shall be calculated with a least squares regression analysis.
5.1.1.2.11 The power (P) determined on the track shall be corrected to the
reference ambient conditions as follows:
P Corrected = K · P Measured

Where:

RR = Rolling resistance at speed V,

R AER = aerodynamic drag at speed V,
O

RT = Total driving resistance = R R + R AERO ,

KR = Temperature correction factor of rolling resistance,
taken to be equal to 8.64 x 10-3/°C, or the
manufacturer's correction factor that is approved by
the authority
t = Road test ambient temperature in °C,
T0 = Reference ambient temperature = 20 C,
ρ = Air density at the test conditions
ρ0 = Air density at the reference conditions(20° C, 100 kPa)
 The ratios R R /R T and R AERO/R T shall be specified by the vehicle
manufacturer based on the data normally available to the
company.
If these values are not available, subject to the agreement of
the manufacturer and the Test Agency concerned, the figures
for the rolling/total resistance given by the following formula
may be used:

Where :
M = Vehicle mass in kg and for each speed the coefficients a and
b are shown in the following table:

V (km/h) a b

20 7.24 · 10-5 0.82

40 1.59 ·10-4 0.54

60 1.96 · 10-4 0.33

80 1.85 · 10-4 0.23

100 1.63 · 10-4 0.18

120 1.57 · 10-4 0.14

5.1.2 On the dynamometer

5.1.2.1 Measurement equipment and accuracy

The equipment shall be identical to that used on the road.
5.1.2.2 Test procedure

5.1.2.2.1 Install the vehicle on the test dynamometer.

5.1.2.2.2 Adjust the tyre pressure (cold) of the driving wheels as

required by the dynamometer.

5.1.2.2.3 Adjust the equivalent inertia of the dynamometer.

5.1.2.2.4 Bring the vehicle and dynamometer to operating temperature in

a suitable manner

5.1.2.2.5 Carry out the operations specified in clause 5.1.1.2. above (with
the exception of clauses 5.1.1.2.4.), replacing M by I in the
formula set out in clause 5.1.1.2.7.
5.1.2.2.6 Adjust the brake to reproduce the corrected power (clause
5.1.1.2.11.) and to take into account the difference between the
vehicle mass (M) on the track and the equivalent inertia test
mass (I) to be used. This may be done by calculating the mean
corrected road coast down time from V 2 to V 1 and reproducing
the same time on the dynamometer by the following
relationship:

K = value specified in clause 5.1.1.2.8. above.

5.1.2.2.7 The power Pa to be absorbed by the dynamometer shall be

determined in order to enable the same power (clause
5.1.1.2.11.) to be reproduced for the same vehicle on different
days.

5.2 Torque measurements method at constant speed

5.2.1 On the road

5.2.1.1 Measurement equipment and error

Torque measurement shall be carried out with an appropriate

measuring device accurate to within ±2%.

Speed measurement shall be accurate to within ±2%

5.2.1.2 Test procedure

5.2.1.2.1 Bring the vehicle to the chosen stabilized speed V.

5.2.1.2.2 Record the torque C t and speed over a period of at least 20

seconds. The accuracy of the data recording system shall be at
least ±1 Nm for the torque and ±0.2 km/h for the speed.

5.2.1.2.3 Differences in torque C t and speed relative to time shall not

exceed 5% for each second of the measurement period.

5.2.1.2.4 The torque C t1 is the average torque derived from the following
formula:

5.2.1.2.5 The test shall be carried out three times in each direction.
Determine the average torque from these six measurements for
the reference speed. If the average speed deviates by more
than 1 km/h from the reference speed, a linear regression shall
be used for calculating the average torque.
5.2.1.2.6 Determine the average of these two torques C t1 and C t2 , i.e. Ct .

5.2.1.2.7 The average torque C T determined on the track shall be

corrected to the reference ambient conditions as follows:
C Tcorrected = K · C Tmeasured
Where K has the value specified in clause 5.1.1.2.11.

5.2.5 On the dynamometer

5.2.2.1 Measurement equipment and error

The equipment shall be identical to that used on the road.

5.2.2.2 Test procedure

5.2.2.2.1 Perform the operations specified in clauses 5.1.2.2.1 to 5.1.2.2.4

above.

5.2.2.2.2 Perform the operations specified in clauses 5.2.1.2.1 to 5.2.1.2.4

above.

5.2.2.2.3 Adjust the power absorption unit to reproduce the corrected total
track torque indicated in clause 5.2.1.2.7 above.

5.2.2.2.4 Proceed with the same operations as in clause 5.1.2.2.7,

for the same purpose
 CHAPTER 6
CALIBRATION OF EQUIPMENT FOR EVAPORATIVE EMISSION
TESTING

1.0 CALIBRATION FREQUENCY AND METHODS

1.1 All equipment shall be calibrated before its initial use and then
calibrated as often as necessary and in any case in the month
before type approval testing. The calibration methods to be used
are described in this chapter.
1.2 Normally the series of temperatures which are mentioned first
shall be used. The series of temperatures within square brackets
may alternatively be used.

2.0 CALIBRATION OF THE ENCLOSURE

2.1 Initial Determination of Internal Volume of the Enclosure
2.1.1 Before its initial use, the internal volume of the chamber shall be
determined as follows:
The internal dimensions of the chamber are carefully measured,
allowing for any irregularities such as bracing struts. The internal
volume of the chamber is determined from these measurements.
For variable-volume enclosures, the enclosure shall be latched to
a fixed volume when the enclosure is held at an ambient
temperature of 303 K (30°C) [(302 K (29 °C)]. This nominal
volume shall be repeatable within ±0.5% of the reported value.
2.1.2 The net internal volume is determined by subtracting 1.42 m 3
from the internal volume of the chamber. Alternatively the
volume of the test vehicle with the luggage compartment and
windows open may be used instead of the 1.42 m 3.
2.1.3 The chamber shall be checked as in clause 2.3 below. If the
propane mass does not correspond to the injected mass to within
±2%, then corrective action is required.
2.2 Determination of Chamber Background Emissions

This operation determines that the chamber does not contain any
materials that emit significant amounts of hydrocarbons. The
check shall be carried out at the enclosure's introduction to
service, after any operations in the enclosure which may affect
background emissions and at a frequency of at least once per
year.
2.2.1 Variable-volume enclosures may be operated in either latched or
unlatched volume configuration, as described in Clause 2.1.1.
above, ambient temperatures shall be maintained at 308K ± 2K.
(35 ± 2°C) [309K ± 2K (36 ± 2°C)], throughout the 4-hour period
mentioned below.
2.2.2 Fixed volume enclosures shall be operated with the inlet and
outlet flow streams closed.

Ambient temperatures shall be maintained at 308 K ±2 K (35 ±2

°C) [309 K ±2 K (36 ±2 °C) throughout the 4-hour period
mentioned below.

2.2.3 The enclosure may be sealed and the mixing fan operated for a
period of up to 12 hours before the 4-hour background sampling
period begins.

2.2.4 The analyzer (if required) shall be calibrated, then zeroed and
spanned.

2.2.5 The enclosure shall be purged until a stable hydrocarbon reading

is obtained, and the mixing fan turned on if not already on.

2.2.6 The chamber is then sealed and the background hydrocarbon

concentration, temperature and barometric pressure are measured.
These are the initial readings C HCi , Pi , Ti used in the enclosure
background calculation.

2.2.7 The enclosure is allowed to stand undisturbed with the mixing

fan on for a period of four hours.

2.2.8 At the end of this time the same analyzer is used to measure
the hydrocarbon concentration in the chamber. The temperature
and the barometric pressure are also measured. These are the
final readings C HCf , P f , Tf .

2.2.9 The change in mass of hydrocarbons in the enclosure shall be

calculated over the time of the test in accordance with clause 2.4
below and shall not exceed 0.05 g.

2.3 Calibration and Hydrocarbon Retention Test of the Chamber

The calibration and hydrocarbon retention test in the chamber

provides a check on the calculated volume in clause 2.1 above
and also measures any leak rate. The enclosure leak rate shall
be determined at the enclosure's introduction to service, after any
operations in the enclosure which may affect the integrity of the
enclosure, and at least monthly thereafter. If six consecutive
monthly retention checks are successfully completed without
corrective action, the enclosure leak rate may be determined
quarterly thereafter as long as no corrective action is
required.
2.3.1 The enclosure shall be purged until a stable hydrocarbon
concentration is reached. The mixing fan is turned on, if not
already switched on. The hydrocarbon analyzer is zeroed,
calibrated if required, and spanned.
2.3.2 On variable-volume enclosures, the enclosure shall be latched to
the nominal volume position. On fixed-volume enclosures the
outlet and inlet flow streams shall be closed.

2.3.3 The ambient temperature control system is then turned on (if

not already on) and adjusted for an initial temperature of 308 K
(35 °C) [309 K (36 °C)].

2.3.4 When the enclosure stabilizes at 308 K ±2 K (35 ±2 °C) [309

K ±2 K (36 ±2 °C)], the enclosure is sealed and the background
concentration, temperature and barometric pressure measured.
These are the initial readings C HCi , P i , Ti used in the enclosure
calibration.

2.3.5 A quantity of approximately 4 grams of propane is injected

into the enclosure. The mass of propane shall be measured to
an accuracy and precision of ±2% of the measured value.

2.3.6 The contents of the chamber shall be allowed to mix for five
minutes and then the hydrocarbon concentration, temperature
and barometric pressure are measured. These are the readings
C HCf, P f, Tf for the calibration of the enclosure as well as the
initial readings C HCi , P i , T i for the retention check.

2.3.7 Based on the readings taken according to clauses 2.3.4 and

2.3.6 above and the formula in clause 2.4 below, the mass of
propane in the enclosure is calculated. This shall be within
±2% of the mass of propane measured in clause 2.3.5 above.

2.3.8 For variable volume enclosures the enclosure shall be unlatched

from the nominal volume configuration. For fixed-volume
enclosures, the outlet and inlet flow streams shall be opened.

2.3.9 The process is then begun of cycling the ambient temperature

from 308 K (35°C) to 293 K (20°C) and back to 308 K (35°C)
[308.6 K (35.6°C) to 295.2 K (22.2°C) and back to 308.6 K
(35.6 °C)] over a 24-hour period according to the profile
[alternative profile] specified in table below within 15 minutes
of sealing the enclosure. (Tolerances as specified in clause
5.7.1of Chapter 11).

2.3.10 At the completion of the 24-hour cycling period, the final

hydrocarbon concentration, temperature and barometric
pressure are measured and recorded. These are the final
readings C HCf, P f , Tf for the hydrocarbon retention check.

2.3.11 Using the formula in clause 2.4 below, the hydrocarbon mass
is then calculated from the readings taken in clauses 2.3.10 and
2.3.6 above. The mass may not differ by more than 3% from the
hydrocarbon mass given in clause 2.3.7 above.
2.4 Calculations

The calculation of net hydrocarbon mass change within the

enclosure is used to determine the chamber's hydrocarbon
background and leak rate. Initial and final readings of
hydrocarbon concentration, temperature and barometric pressure
are used in the following formula to calculate the mass change.

Where:
M HC = = Hydrocarbon mass in grams,
M HC,out = Mass of hydrocarbons exiting the enclosure, in
the case of fixed-volume enclosures for diurnal
emission testing (grams),

= Mass of hydrocarbons entering the enclosure

M HC,i when a fixed volume enclosure is used for testing
diurnal emissions (grams),
C HC = = Hydrocarbon concentration in the enclosure
(ppm carbon (Note: ppm carbon = ppm
propane x 3)),
V = Enclosure volume in cubic meters,
T = ambient temperature in the enclosure, (K),
P = barometric pressure, (kPa)
K = 17.6
Where:
i = is the initial reading,
f = is the final reading.

3.0. CHECKING OF FID HYDROCARBON ANALYZER

3.1. Detector Response Optimization
The FID shall be adjusted as specified by the instrument
manufacturer. Propane in air should be used to optimize the
response on the most common operating range.

3.2. Calibration of the HC Analyser

The analyser should be calibrated using propane in air and

purified synthetic air. Establish a calibration curve as described
in clauses 4.1 to 4.5 of this chapter.
3.3. Oxygen Interference Check and Recommended Limits

The response factor (Rf) for a particular hydrocarbon species is

the ratio of the FID C1 reading to the gas cylinder concentration,
expressed as ppm C1. The concentration of the test gas shall be
at a level to give a response of approximately 80% of full-scale
deflection, for the operating range. The concentration shall be
known, to an accuracy of ±2% in reference to a gravimetric
standard expressed in volume. In addition the gas cylinder shall
be preconditioned for 24 hours at a temperature between 293 K
and 303 K (20 and 30 °C).
Response factors should be determined when introducing an
analyser into service and thereafter at major service intervals.
The reference gas to be used is propane with balance purified air
which is taken to give a response factor of 1.00.
The test gas to be used for oxygen interference and the
recommended response factor range are given below:
Propane and nitrogen: 0.95 ≤ Rf ≤ 1.05.

4.0. CALIBRATION OF THE HYDROCARBON ANALYZER

Each of the normally used operating ranges are calibrated by
the following procedure:

4.1. Establish the calibration curve by at least five calibration points

spaced as evenly as possible over the operating range. The
nominal concentration of the calibration gas with the highest
concentrations to be at least 80% of the full scale.
4.2. Calculate the calibration curve by the method of least squares.
If the resulting polynomial degree is greater than 3, then the
number of calibration points shall be at least the number of the
polynomial degree plus 2.

4.3. The calibration curve shall not differ by more than 2% from the
nominal value of each calibration gas.
4.4. Using the coefficients of the polynomial derived from
clause 3.2 above, a table of indicated reading against true
concentration shall be drawn up in steps of no greater than 1%
of full scale. This is to be carried out for each analyzer range
calibrated. The table shall also contain othe r relevant data such
as:
(a) Date of calibration, span and zero potentiometer readings (where
applicable);
(b) Nominal scale;
(c) Reference data of each calibration gas used;
(d) The actual and indicated value of each calibration gas used
together with the percentage differences;
(e) FID fuel and type;
(f) FID air pressure.
4.5 If it can be shown to the satisfaction of the Test Agency that
alternative technology (e.g. computer, electronically controlled
range switch) can give equivalent accuracy, then those
alternatives may be used
 CHAPTER 7
GASEOUS EMISSIONS MEASUREMENT EQUIPMENT

1.0 SPECIFICATION

1.1 System Overview

A continuously proportional sample of the diluted exhaust gases
and the dilution air shall be collected for analysis.
Mass gaseous emissions shall be determined from the
proportional sample concentrations and the total volume
measured during the test. The sample concentrations shall be
corrected to take account of the pollutant content of the ambient
air.

1.2 Sampling System Requirements

1.2.1 The sample of dilute exhaust gases shall be taken upstream from
the suction device but downstream from the conditioning
devices (if any).

1.2.2 The flow rate shall not deviate from the average by more than
±2%.

1.2.3 The sampling rate shall not fall below 5 litres per minute an
shall not exceed 0.2% of the flow rate of the dilute exhaust
gases. An equivalent limit shall apply to constant-mass
sampling systems.

1.2.4 A sample of the dilution air shall be taken at a constant flow

rate near the ambient air- inlet (after the filter if one is fitted).

1.2.5 The dilution air sample shall not be contaminated by exhaust

gases from the mixing area.

1.2.6 The sampling rate for the dilution air shall be comparable to that
used in the case of the dilute exhaust gases.

1.2.7 The materials used for the sampling operations shall be such as
not to change the pollutant concentration.

1.2.8 Filters may be used in order to extract the solid particles from
the sample.

1.2.9 The various valves used to direct the exhaust gases shall be of
a quick- adjustment, quick-acting type.

1.2.10 Quick-fastening gas-tight connections may be used between the

three way valves and the sampling bags, the connections sealing
themselves automatically on the bag side. Other systems may be
used for conveying the samples to the analyzer (three-way stop
valves, for example).
1.2.11 Storage of the sample

The gas samples shall be collected in sampling bags of

sufficient capacity not to impede the sample flow; the bag
material shall be such as to affect neither the measurements
themselves nor the chemical composition of the gas samples by
more than ± 2% after 20 minutes (for instance laminated
polyethylene/polyamide films or fluorinated poly
hydrocarbons).

1.2.12 Hydrocarbon Sampling System – Diesel Engines

1.2.12.1 The hydrocarbon sampling system shall consist of a heated

sampling probe, line, filter and pump. The sampling probe shall
be installed at the same distance from the exhaust gas inlet as
the particulate sampling probe, in such a way that neither
interferes with samples taken by the other. I shall have a
minimum internal diameter of 4 mm.

1.2.12.2 All heated parts shall be maintained at a temperature of 463 K

(190 °C) ±10 K by the heating system.

1.2.12.3 The average concentration of the measured hydrocarbons shall

be determined by integration.

1.2.12.4 The heated sampling line shall be fitted with a heated filter (FH)
99% efficient with particles ≥ 0.3 µm, to extract any solid
particles from the continuous flow of gas required for analysis.

1.2.12.5 The sampling system response time (from the probe to the
analyzer inlet) shall be no more than four seconds.

1.2.15.6 The HFID shall be used with a constant flow (heat exchanger)
system to ensure a representative sample, unless compensation
for varying CFV or CFO flow is made.

1.3 Gas Analysis Requirements

1.3.1 Carbon monoxide (CO) and carbon dioxide (CO2) Analyses:

1.3.2 Analyzers shall be of the non-dispersive infra-red (NDIR)

absorption type.

Total Hydrocarbons (THC) Analysis - spark-ignition engines:

The analyzer shall be of the flame ionization (FID) type

calibrated with propane gas expressed equivalent to carbon
atoms (C1).
1.3.3 Total Hydrocarbons (THC) Analysis - compression-ignition
engines:

The analyzer shall be of the flame ionization type with detector,

valves, pipework, etc., heated to 463 K (190 °C) ±10 K (HFID).
It shall be calibrated with propane gas expressed equivalent to
carbon atoms (C1).

1.3.4 Nitrogen oxide (NOx) Analysis:

The analyzer shall be either of the Chemi-Luminescent (CLA)

or of the Non-Dispersive Ultra-Violet Resonance Absorption
(NDUVR) type, both with NOx-NO converters.

1.3.5 Methane (CH4) Analysis:

The analyzer shall be either a gas chromatograph combined with

a FID type or FID with a non-methane cutter type, calibrated
with methane gas expressed as equivalent to carbon atoms (C1).

1.3.6 Water (H2O) Analysis:

The analyser shall be of the NDIR absorption type. The NDIR

shall be calibrated either with water vapour or with propylene
(C3H6). If the NDIR is calibrated with water vapour, it shall be
ensured that no water condensation can occur in tubes and
connections during the calibration process. If the NDIR is
calibrated with propylene, the manufacturer of the analyser shall
provide the information for converting concentration of
propylene to its corresponding concentration of water vapour.
The values for conversion shall be periodically checked by the
manufacturer of the analyser, and at least once per year.

1.3.7 Hydrogen (H2) Analysis:

The analyzer shall be of the sector field mass spectrometry type,

calibrated with hydrogen.

1.3.8 The analyzers shall have a measuring range compatible with the
accuracy required to measure the concentrations of the exhaust
gas sample pollutants.

1.3.9 Measurement error shall not exceed ±2% (intrinsic error of

analyzer) disregarding the true value for the calibration gases.

1.3.10 For concentrations of less than 100 ppm, the measurement error
shall not exceed ±2 ppm.

1.3.11 The ambient air sample shall be measured on the same analyzer
with an appropriate range.
1.3.11 No gas drying device shall be used before the analyzers unless
shown to have no effect on the pollutant content of the gas
stream.

1.4 Recommended System Descriptions

Figure 10 is a schematic drawing of the system for gaseous
emissions sampling.

Figure 10 - Gaseous Emissions Sampling Schematic

1.4.1 The components of the system are as follows:

Two sampling probes (S1 and S2) for continuous sampling of

the dilution air and of the diluted exhaust-gas/air mixture;

1.4.2 A filter (F), to extract solid particles from the flows of gas
collected for analysis;

1.4.3 Pumps (P), to collect a constant flow of the dilution air as well
as of the diluted exhaust-gas/air mixture during the test;

1.4.4 Flow controller (N), to ensure a constant uniform flow of the

gas samples taken during the course of the test from sampling
probes S1 and S2 (for PDP-CVS) and flow of the gas samples
shall be such that, at the end of each test, the quantity of the
samples is sufficient for analysis (approximately 10 litres per
minute);

1.4.5 Flow meters (FL), for adjusting and conformity the constant
flow of gas samples during the test;
1.4.6 Quick-acting valves (V), to divert a constant flow of gas
samples into the sampling bags or to the outside vent;
1.4.7 Gas-tight, quick-lock coupling elements (Q) between the quick-
acting valves and the sampling bags; the coupling shall close
automatically on the sampling-bag side; as an alternative,
other ways of transporting the samples to the analyser may be
used (three-way stopcocks, for instance);
1.4.8 Bags (B), for collecting samples of the diluted exhaust gas and
of the dilution air during the test;
1.4.9 A sampling critical-flow venturi (SV), to take proportional
samples of the diluted exhaust gas at sampling probe S2
A(CFV-CVS only);
1.4.10 A scrubber (PS), in the sampling line (CFV-CVS only);
1.4.11 Components for hydrocarbon sampling using HFID:

Fh is a heated filter,
S3 is a sampling point close to the mixing chamber,
Vh is a heated multi-way valve,
Q is a quick connector to allow the ambient air sample
BA to be analyzed on the HFID,
FID is a heated flame ionization analyzer,
R and I are a means of integrating and recording the
instantaneous hydrocarbon concentrations,
Lh is a heated sample line.

2.0 CALIBRATION PROCEDURES

2.1 Analyzer Calibration Procedure
2.1.1 Each analyser shall be calibrated as often as necessary and in
any case in the month before type approval testing and at
least once every six months for verifying conformity of
production.
2.1.2 Each normally used operating range shall be calibrated by the
following procedure:
2.1.2.1 The Analyser calibration curve is established by at least five
calibration points spaced as uniformly as possibly. The nominal
concentration of the calibration gas of the highest concentration
shall be not less than 80% of the full scale.
2.1.2.2 The calibration gas concentration required may be obtained by
means of a gas divider, diluting with purified N 2 of with
purified synthetic air. The accuracy of the mixing device shall
be such that the concentrations of the diluted calibration gases
may be determined to within ± 2%.
2.1.2.3 The calibration curve is calculated by the least squares method.
If the resulting polynomial degree is greater than 3, the number
of calibration points shall be at least equal to this polynomial
degree plus 2.

2.1.2.4 The calibration curve shall not differ by more than ±2% from
the nominal value of each calibration gas.

2.1.3 Trace of the calibration curve

From the trace of the calibration curve and the calibration

points, it is possible to verify that the calibration has been
carried out correctly. The different characteristic parameters of
the analyser shall be indicated, particularly:
The scale;
The sensitivity;
The zero point;
The date of carrying out the calibration.

2.1.4 If it can be shown to the satisfaction of the Test Agency that

alternative technology (e.g. computer, electronically
controlled range switch, etc.) can give equivalent accuracy,
then these alternatives may be used.

2.2 Analyzer Verification Procedure

2.2.1 Each normally used operating range shall be checked prior to

each analysis in accordance with the following:

2.2.2 The calibration shall be checked by use of a zero gas and by

use of a span gas that has a nominal value within 80-95% of the
supposed value to be analysed.

2.2.3 If, for the two points considered, the value found does not
differ by more than ±5% of the full scale from the theoretical
value, the adjustment parameters may be modified. Should this
not be the case, a new calibration curve shall be established in
accordance with Clause 2.1 of this Chapter.

2.2.4 After testing, zero gas and the same span gas are used for re -
checking. The analysis is considered acceptable if the
difference between the two measuring results is less than 2%.

2.3 FID Hydrocarbon Response Check Procedure

2.3.1 Detector response optimization

The FID shall be adjusted, as specified by the instrument

manufacturer. Propane in air should be used, to optimize the
response, on the most common operating range.
2.3.2 Calibration of the HC analyzer

The analyzer should be calibrated using propane in air and

purified synthetic air as indicated below in Clause 3.0

Establish a calibration curve as described in clause 2.1.

2.3.3 Response factors of different hydrocarbons and recommended

limits

The response factor (Rf), for a particular hydrocarbon species

is the ratio of the FID C 1 reading to the gas cylinder
concentration, expressed as ppm C 1 .

The concentration of the test gas shall be at a level to give a

response of approximately 80% of full-scale deflection, for the
operating range. The concentration shall be known, to an
accuracy of ±2% in reference to a gravimetric standard
expressed in volume. In addition, the gas cylinder shall be pre-
conditioned for 24 hours at a temperature between 293 K and
303 K (20 and 30 °C).
Response factors should be determined when introducing an
analyser into service and thereafter at major service intervals.
The test gases to be used and the recommended response
factors are:

Methane and purified air: 1.00 < Rf < 1.15 or 1.00 < Rf < 1.05
for NG/biomethane fueled vehicles

Propylene and purified air: 0.90 < Rf < 1.00

Toluene and purified air: 0.90 < Rf < 1.00

These are relative to a response factor (Rf) of 1.00 for propane

and purified air.

2.3.4 Oxygen Interference Check and Recommended Limits

The response factor shall be determined as described in clause
2.3.3 above. The test gas to be used and recommended response
factor range is:
Propane and nitrogen: 0.95 < Rf < 1.05

2.4 NO x Converter Efficiency Test Procedure

The efficiency of the converter used for the conversion of NO 2
into NO is tested as follows:

Using the test set up as shown in Figure 11 and the procedure

described below, the efficiency of converters can be tested by
means of an ozonator.
2.4.1 Calibrate the analyser in the most common operating range
following the manufacturer's specifications using zero and span
gas (the NO content of which shall amount to about 80% of the
operating range and the NO 2 concentration of the gas mixture
shall be less than 5% of the NO concentration). The NO x
analyser shall be in the NO mode so that the span gas does not
pass through the converter. Record the indicated concentration.

2.4.2 Via a T-fitting, oxygen or synthetic air is added continuously to

the span gas flow until the concentration indicated is about 10%
less than the indicated calibration concentration given in
clause 2.4.1 above. Record the indicated concentration (c). The
ozonator is kept deactivated throughout this process.

2.4.3 The ozonator is now activated to generate enough ozone to

bring the NO concentration down to 20% (minimum 10%) of
the calibration concentration given in clause 2.4.1 above.
Record the indicated concentration (d).

2.4.4 The NO x analyzer is then switched to the NO x mode, which

means that the gas mixture (consisting of NO, NO 2 , O 2 and N 2 )
now passes through the converter. Record the indicated
concentration (a).

2.4.5 The ozonator is now deactivated. The mixture of gases

described in Clause 2.4.2 above passes through the converter
into the detector. Record the indicated concentration (b).

Figure 11
NOx Converter Efficiency Test Configuration
2.4.6 With the ozonator deactivated, the flow of oxygen or synthetic
air is also shut off. The NO 2 reading of the analyser shall then
be no more than 5% above the figure given in clause 2.4.1
above.

2.4.7 The efficiency of the NOx converter is calculated as follows:

2.4.8 The efficiency of the converter shall not be less than 95%.

2.4.9 The efficiency of the converter shall be tested at least once a

week.
3.0 REFERENCE GASES

3.1 Pure Gases

The following pure gases shall be available, if necessary, for

calibration and operation:
Purified nitrogen: (purity: ≤ 1 ppm C, ≤ 1 ppm CO, ≤ 400
ppm CO 2 , ≤ 0.1 ppm NO);

Purified synthetic air: (purity: ≤ 1 ppm C, ≤ 1 ppm CO, ≤ 400

ppm CO 2, ≤ 0.1 ppm NO); oxygen content between 18 and 21%
volume;

Purified oxygen: (purity > 99.5% vol. O 2 );

Purified hydrogen (and mixture containing helium) (purity ≤ 1

ppm C, ≤ 400 ppm CO2 );

Carbon monoxide: (minimum purity 99.5%);

Propane: (minimum purity 99.5%).
Propylene: (minimum purity 99.5%).

3.2 Calibration and Span Gases

Mixtures of gases having the following chemical compositions
shall be available:
(a) C 3 H8 and purified synthetic air (see clause 3.1. above);
(b) CO and purified nitrogen;
(c) CO2 and purified nitrogen.
NO and purified nitrogen (the amount of NO 2 contained in this
calibration gas shall not exceed 5% of the NO content).

The true concentration of a calibration gas shall be within ±2%

of the stated figure.
 Chapter 8 : Appendix1

PARTICULATE MASS EMISSIONS MEASUREMENT EQUIPMENT

1.0 SPECIFICATION

1.1 System Overview

1.1.1 The particulate sampling unit shall consist of a sampling

probe located in the dilution tunnel, a particle transfer tube, a
filter holder, a partial-flow pump, and flow rate regulators and
measuring units.

1.1.2 It is recommended that a particle size pre-classifier (e.g. cyclone

or impact or) be employed upstream of the filter holder.
However, a sampling probe, acting as an appropriate size-
classification device such as that shown in Figure 13, is acceptable.

1.2 General Requirements

1.2.1 The sampling probe for the test gas flow for particulates shall
be so arranged within the dilution tract that a representative
sample gas flow can be taken from the homogeneous air/exhaust
mixture.

1.2.2 The particulate sample flow rate shall be proportional to the total
flow of diluted exhaust gas in the dilution tunnel to within a
tolerance of ±5 % of the particulate sample flow rate.

1.2.3 The sampled dilute exhaust gas shall be maintained at a

temperature below 325 K (52 °C) within 20 cm upstream or
downstream of the particulate filter face, except in the case of a
regeneration test where the temperature must be below 192 °C.

1.2.4 The particulate sample shall be collected on a single filter

mounted within a holder in the sampled dilute exhaust gas flow.

1.2.5 All parts of the dilution system and the sampling system from the
exhaust pipe up to the filter holder, which are in contact with raw
and diluted exhaust gas, shall be designed to minimize deposition
or alteration of the particulates. All parts shall be made of
electrically conductive materials that do not react with exhaust
gas components, and shall be electrically grounded to prevent
electrostatic effects.

1.2.6 If it is not possible to compensate for variations in the flow rate,

provision shall be made for a heat exchanger and a temperature
control device as specified in Clause 1.3.5 of Appendix 2 to
Chapter 4 so as to ensure that the flow rate in the system is
constant and the sampling rate accordingly proportional.
1.3 Specific Requirements
1.3.1 PM Sampling Probe
1.3.1.1 The sample probe shall deliver the particle-size classification
performance described in clause 1.3.1.4. It is recommended that
this performance be achieved by the use of a sharp-edged, open-
ended probe facing directly into the direction of flow plus a pre-
classifier (cyclone impactor, etc.). An appropriate sampling probe,
such as that indicated in Figure 13 may alternatively be used
provided it achieves the pre-classification performance
described in clause 1.3.1.4.
1.3.1.2 The sample probe shall be installed near the tunnel centerline,
between 10 and 20 tunnel diameters downstream of the exhaust
gas inlet to the tunnel and have an internal diameter of at least 12
mm.
If more than one simultaneous sample is drawn from a single
sample probe, the flow drawn from that probe shall be split into
identical sub flows to avoid sampling artefacts.
If multiple probes are used, each probe shall be sharp-edged, open-
ended and facing directly into the direction of flow. Probes shall be
equally spaced around the central longitudinal axis of the dilution
tunnel, with the spacing between probes at least 5 cm.
1.3.1.3 The distance from the sampling tip to the filter mount shall be at
least five probe diameters, but shall not exceed 1,020 mm.
1.3.1.4 The pre-classifier (e.g. cyclone, impactor, etc.) shall be located
upstream of the filter holder assembly. The pre-classifier 50% cut
point particle diameter shall be between 2.5 µm and 10 µm at the
volumetric flow rate selected for sampling particulate mass
emissions. The pre-classifier shall allow at least 99% of the
mass concentration of 1 µm particles entering the pre-classifier
to pass through the exit of the pre-classifier at the volumetric flow
rate selected for sampling particulate mass emissions. However, a
sampling probe, acting as an appropriate size-classification device,
such as that shown in Figure 13, is acceptable as an
alternative to a separate pre-classifier.
1.3.2 Sample Pump and Flow Meter
1.3.2.1 The sample gas flow measurement unit shall consist of
pumps, gas flow regulators and flow measuring units.
1.3.2.2 The temperature of the gas flow in the flow meter may not
fluctuate by more than ±3 K, except during regeneration tests on
vehicles equipped with periodically regenerating after treatment
devices. In addition, the sample mass flow rate must remain
proportional to the total flow of diluted exhaust gas to within a
tolerance of ±5%of the particulate sample mass flow rate. Should
the volume of flow change unacceptably as a result of excessive
filter loading, the test shall be stopped. When it is repeated, the rate
of flow shall be decreased.
1.3.3 Filter and Filter Holder

1.3.3.1 A valve shall be located downstream of the filter in the direction

of flow. The valve shall be quick enough acting to open and close
within 1 s of the start and end of test.

1.3.3.2 It is recommended that the mass collected on the 47 mm

diameter filter (P e) is ≥ 20 µg and that the filter loading
should be maximized consistent with the requirements of
clauses 1.2.3 and 1.3.3.

1.3.3.3 For a given test the gas filter face velocity shall be set to a single
value within the range 20 cm/s to 80 cm/s unless the dilution
system is being operated with sampling flow proportional to CVS
flow rate.

1.3.3.4 Flurocarbon coated glass fibre filters or fluorocarbon membrane

filters are required. All filter types shall have a 0,3 μm DOP (di-
octylphthalate) or PAO (poly-alpha-olefin) CS 68649-12-7 or CS
68037-01-4 collection efficiency of at least 99% at a gas filter
face velocity of 5.33 cm/s measured according to one of the
following standards:

(a) U.S.A. Department of Defense Test Method Standard, MIL-

STD-282 method 102.8: DOP-Smoke Penetration of Aerosol-
Filter Element

(b) U.S.A. Department of Defense Test Method Standard, MIL-

STD-282 method 502.1.1: DOP-Smoke Penetration of Gas-
Mask Canisters

(c) Institute of Environmental Sciences and Technology, IEST-

RP-CC021: Testing HEPA and ULPA Filter Media.

1.3.3.5 The filter holder assembly shall be of a design that provides an

even flow Distribution across the filter stain area. The filter stain
area shall be at least 1,075 mm 2 .

1.3.4 Filter Weighing Chamber and Balance

1.3.4.1 The microgram balance used to determine the weight of a

filter shall have a precision (standard deviation) of 2 µg and
resolution of 1 µg or better.

It is recommended that the microbalance be checked at the start

of each weighing session by weighing one reference weight of
50 mg. This weight shall be weighed three times and the average
result recorded. If the average result of the weighing’s is ±5 µg
of the result from the previous weighing session then the
weighing session and balance are considered valid.
 The weighing chamber (or room) shall meet the following
conditions during all filter conditioning and weighing operations:
Temperature maintained at 295 ±3 K (22 ±3 °C);
Relative humidity maintained at 45 ±8%;
Dew point maintained at 9.5 °C ±3 °C.
It is recommended that temperature and humidity conditions are
recorded along with sample and reference filter weights.

1.3.4.2 Buoyancy Correction

All filter weights shall be corrected for filter buoyancy in air.

The buoyancy correction depends on the density of the sample

filter medium, the density of air, and the density of the calibration
weight used to calibrate the balance. The density of the air is
dependent on the pressure, temperature and humidity.

It is recommended that the temperature and dew point of the

weighing environment are controlled to 22 °C ±1 °C and dew
point of 9.5°C ±1 °C respectively. However, the minimum
requirements stated in clause 1.3.4.1. will also result in an
acceptable correction for buoyancy effects. The correction for
buoyancy shall be applied as follows:

mcorr = muncorr . 1  air  /  weight / 1  air  / media 

m corr PM mass corrected for buoyancy PM

M uncorr mass uncorrected for buoyancy

ρair Density of air in balance environment

ρweight Density of calibration weight used to span balance

ρmedia Density of PM sample medium (filter) according

to the table below:

Filter Medium ρmedia

Teflon coated glass fibre (e.g. TX40) 2,300 kg/m3

ρ air can be calculated as follows:

 Where:

P abs = absolute pressure in balance environment,

M mix = molar mass of air in balance environment (28.836 gmol -1 )

R =molar gas constant (8.314 Jmol -1 K-1 )

Tamb = absolute ambient temperature of balance environment.

The chamber (or room) environment shall be free of any

ambient contaminants (such as dust) that would settle on the
particulate filters during their stabilization.

Limited deviations from weighing room temperature and humidity

specifications will be allowed provided their total duration does not
exceed 30 minutes in any one filter conditioning period. The
weighing room should meet the required specifications prior to
personal entrance into the weighing room. During the weighing
operation no deviations from the specified conditions are
permitted.

1.3.4.3 The effects of static electricity shall be nullified. This may be

achieved by grounding the balance through placement upon
an antistatic mat and neutralization of the particulate filters
prior to weighing using a Polonium neutralizer or a device of
similar effect. Alternatively nullification of static effects may be
achieved through equalization of the static charge.

1.3.4.4 A test filter shall be removed from the chamber no earlier than an
hour before the test begins.

1.4 Recommended System Description

Figure 12 is a schematic drawing of the recommended particulate

sampling system. Since various configurations can produce
equivalent results, exact conformance with this figure is not
required. Additional components such as instruments, valves,
solenoids, pumps and switches may be used to provide additional
information and co-ordinate the functions of component systems.
Further components that are not needed to maintain accuracy with
other system configurations may be excluded if their exclusion is
based upon good engineering judgment.
 Figure 12
Particulate Sampling System

A sample of the diluted exhaust gas is taken from the full flow
dilution tunnel DT through the particulate sampling probe PSP
and the particulate transfer tube PTT by means of the pump P.
The sample is passed through the particle size pre-classifier PCF
and the filter holder(s) FH that contain the particulate
sampling filter(s). The flow rate for sampling is set by the flow
controller FC.

2.1 CALIBRATION AND VERIFICATION PROCEDURES

2.1 Flow Meter Calibration

The Test Agency shall ensure the existence of a calibration

certificate for the flow meter demonstrating compliance with a
traceable standard within a 12 month period prior to the test,
or since any repair or change which could influence
calibration.

2.2 Microbalance Calibration

The Test agency shall ensure the existence of a calibration
certificate for the microbalance demonstrating compliance with a
traceable standard within a 12 months period prior to the test.
2.3 Reference Filter Weighing
To determine the specific reference filter weights, at least two
unused reference filters shall be weighed within 8 hours of, but
preferably at the same time as, the sample filter weighing’s.
Reference filters shall be of the same size and material as the
sample filter.
If the specific weight of any reference filter changes by more
than ±5 µg between sample filter weighing’s, then the sample
filter and reference filters shall be reconditioned in the weighing
room and then reweighed.
The comparison of reference filter weighing’s shall be made
between the specific weights and the rolling average of that
reference filter's specific weights.
The rolling average shall be calculated from the specific
weights collected in the period since the reference filters were
placed in the weighing room. The averaging period shall be at
least 1 day but not exceed 30 days.
Multiple reconditioning and reweighing’s of the sample and
reference filters are permitted until a period of 80 h has
elapsed following the measurement of gases from the emissions
test.
If, prior to or at the 80 h point, more than half the number of
reference filters meet the ±5µg criterion, then the sample filter
weighing can be considered valid.
If, at the 80 h point, two reference filters are employed
and one filter fails the ±5µg criterion, the sample filter
weighing can be considered valid under the condition that
the sum of the absolute differences between specific and
rolling averages from the two reference filters must be less than
or equal to 10 µg.
In case less than half of the reference filters meet the ±5 µg
criterion the sample filter shall be discarded, and the emissions
test repeated. All reference filters must be discarded and
replaced within 48 hours.
In all other cases, reference filters must be replaced at least
every 30 days and in such a manner that no sample filter is
weighed without comparison to a reference filter that has been
present in the weighing room for at least 1 day.
If the weighing room stability criteria outlined in clause 1.3.4.
are not met, but the reference filter weighing’s meet the above
criteria, the vehicle manufacturer has the option of accepting
the sample filter weights or voiding the tests, fixing the
weighing room control system and re-running the test.
 Figure 13
Particulate sampling probe configuration

(*) Minimum internal diameter

Wall thickness ~ 1 mm – Material: stainless steel
 Chapter 8 : Appendix 2
PARTICLE NUMBER EMISSIONS MEASUREMENT
EQUIPMENT
1.0 SPECIFICATION

1.1
1.1. System Overview

1.1.1
1.1.1. The particle sampling system shall consist of a dilution
tunnel, a sampling probe and a volatile particle remover (VPR)
upstream of a particle number counter (PNC) and suitable
transfer tubing.

1.1.2 It is recommended that a particle size pre-classifier (e.g. cyclone,

impactor etc.) be located prior to the inlet of the VPR.
However, a sample probe acting as an appropriate size-
classification device, such as that shown in Figure 13, is an
acceptable alternative to the use of a particle size pre-classifier.

1.2 General Requirements

1.2.1 The particle sampling point shall be located within a dilution
tunnel.
The sampling probe tip (PSP) and particle transfer tube (PTT)
together comprise the particle transfer system (PTS). The PTS
conducts the sample from the dilution tunnel to the entrance of
the VPR. The PTS shall meet the following conditions:
It shall be installed near the tunnel centre line, 10 to 20 tunnel
diameters downstream of the gas inlet, facing upstream into the
tunnel gas flow with its axis at the tip parallel to that of the
dilution tunnel.
It shall have an internal diameter of ≥ 8 mm.
Sample gas drawn through the PTS shall meet the following
conditions: It shall have a flow Reynolds number (Re) of < 1,700;
It shall have a residence time in the PTS of ≤ 3 seconds.
Any other sampling configuration for the PTS for which
equivalent particle penetration at 30 nm can be demonstrated
will be considered acceptable.
The outlet tube (OT) conducting the diluted sample from the VPR
to the inlet of the PNC shall have the following properties:
It shall have an internal diameter of ≥ 4 mm;
Sample Gas flow through the OT shall have a residence time of ≤
0.8 seconds.
Any other sampling configuration for the OT for
which equivalent particle penetration at 30 nm can be
demonstrated will be considered acceptable.
1.2.2
1.2.1. The VPR shall include devices for sample dilution and for
volatile particle removal. The sampling probe for the test gas
flow shall be so arranged within the dilution tract that a
representative sample gas flow is taken from a homogeneous
air/exhaust mixture.
1.2.3 All parts of the dilution system and the sampling system from
the exhaust pipe up to the PNC, which are in contact with raw
and diluted exhaust gas, shall be designed to minimize
deposition of the particles. All parts shall be made of
electrically conductive materials that do not react with
exhaust gas components, and shall be electrically grounded to
prevent electrostatic effects.
1.2.4 The particle sampling system shall incorporate good aerosol
sampling practice that includes the avoidance of sharp bends
and abrupt changes in cross-section, the use of smooth
internal surfaces and the minimization of the length of the
sampling line. Gradual changes in the cross-section are
permissible.
1.3 Specific Requirements
1.3.1 The particle sample shall not pass through a pump before
passing through the PNC.
1.3.2 A sample pre-classifier is recommended.
1.3.3 The sample preconditioning unit shall:
1.3.3.1 Be capable of diluting the sample in one or more stages to
achieve a particle number concentration below the upper
threshold of the single particle count mode of the PNC and a
gas temperature below 35 °C at the inlet to the PNC;
1.3.3.2 Include an initial heated dilution stage which outputs a sample
at a temperature of ≥ 150 °C and ≤ 400 °C and dilutes by a
factor of at least 10;
1.3.3.3 Control heated stages to constant nominal operating
temperatures, within the range specified in clause 1.3.3.2., to a
tolerance of ±10 °C. Provide an indication of whether or not
heated stages are at their correct operating temperatures.
1.3.3.4 Achieve a particle concentration reduction factor (fr (d i )), as
defined in clause 2.2.2., for particles of 30 nm and 50 nm
electrical mobility diameters, that is no more than 30% and
20% respectively higher, and no more than 5% lower than that
for particles of 100 nm electrical mobility diameter for the VPR
as a whole;
1.3.3.5 Also achieve > 99.0% vaporization of 30 nm tetracontane
(CH 3 (CH 2 ) 38CH3 ) particles, with an inlet concentration of ≥
10,000 cm-3 , by means of heating and reduction of partial
pressures of the tetracontane.
1.3.4 The PNC shall:

1.3.4.1 Operate under full flow operating conditions;

1.3.4.2 Have a counting accuracy of ±10% across the range 1 cm-3 to

the upper threshold of the single particle count mode of the PNC
against a traceable standard. At concentrations below 100 cm -3
measurements averaged over extended sampling periods may be
required to demonstrate the accuracy of the PNC with a high
degree of statistical confidence;

1.3.4.3 Have a readability of at least 0.1 particles cm-3 at concentrations

below 100 cm -3

1.3.4.4 Have a linear response to particle concentrations over the full

measurement range in single particle count mode;

1.3.4.5 Have a data reporting frequency equal to or greater than 0.5 Hz;

1.3.4.6 Have a T90 response time over the measured concentration

range of less than 5s;

1.3.4.7 Incorporate a coincidence correction function up to a

maximum 10% correction, and may make use of an internal
calibration factor as determined in clause 2.1.3., but shall not
make use of any other algorithm to correct for or define the
counting efficiency;

1.3.4.8 Have counting efficiencies at particle sizes of 23 nm (±1 nm)

and 41 nm (±1 nm) electrical mobility diameter of 50% (±12%)
and >90% respectively. These counting efficiencies may be
achieved by internal (for example; control of instrument
design) or external (for example; size pre-classification) means;

1.3.4.9 If the PNC makes use of a working liquid, it shall be replaced

at the frequency specified by the instrument manufacturer.

1.3.5 Where they are not held at a known constant level at the point
at which PNC flow rate is controlled, the pressure and/or
temperature at inlet to the PNC must be measured and reported
for the purposes of correcting particle concentration
measurements to standard conditions.

1.3.6 The sum of the residence time of the PTS, VPR and OT plus
the T90 response time of the PNC shall be no greater than 20 s.

1.4 Recommended System Description

The following section contains the recommended practice for

measurement of particle number. However, any system meeting
the performance specifications in clauses 1.2 and 1.3 is
acceptable.
 Figure 14 is a schematic drawing of the recommended particle
sampling system

Figure 14
Schematic of Recommended Particle Sampling System

1.4.1 Sampling System Description

The particle sampling system shall consist of a sampling probe
tip in the dilution tunnel (PSP), a particle transfer tube (PTT), a
particle pre-classifier (PCF) and a volatile particle remover
(VPR) upstream of the particle number concentration
measurement (PNC) unit. The VPR shall include devices for
sample dilution (particle number diluters: PND1 and PND 2 ) and
particle evaporation (Evaporation tube, ET). The sampling
probe for the test gas flow shall be so arranged within the
dilution tract that a representative sample gas flow is taken
from a homogeneous air/exhaust mixture. The sum of the
residence time of the system plus the T90 response time of
the PNC shall be no greater than 20 s.

1.4.2 Particle Transfer System

The sampling probe tip (PSP) and particle transfer tube (PTT)
together comprise the particle transfer system (PTS). The PTS
conducts the sample from the dilution tunnel to the entrance to
the first particle number diluter. The PTS shall meet the
following conditions:
It shall be installed near the tunnel centre line, 10 to 20 tunnel
diameters downstream of the gas inlet, facing upstream into the
tunnel gas flow with its axis at the tip parallel to that of the
dilution tunnel.
It shall have an internal diameter of ≥ 8 mm.
Sample gas drawn through the PTS shall meet the following
conditions: It shall have a flow Reynolds number (Re) of < 1700;
 It shall have a residence time in the PTS of ≤ 3 seconds.
Any other sampling configuration for the PTS for which
equivalent particle penetration for particles of 30 nm electrical
mobility diameter can be demonstrated will be considered
acceptable.
The outlet tube (OT) conducting the diluted sample from the
VPR to the inlet of the PNC shall have the following properties:
It shall have an internal diameter of ≥ 4 mm;
Sample Gas flow through the POT shall have a residence time of
≤ 0.8 seconds.
Any other sampling configuration for the OT for which equivalent
particle penetration for particles of 30 nm electrical mobility
diameter can be demonstrated will be considered acceptable.

1.4.3 Particle Pre-classifier

The recommended particle pre-classifier shall be located
upstream of the VPR. The pre-classifier 50% cut point particle
diameter shall be between 2.5 µm and 10µm at the volumetric
flow rate selected for sampling particle number emissions. The
pre-classifier shall allow at least 99 % of the mass
concentration of 1µm particles entering the pre-classifier to pass
through the exit of the pre-classifier at the volumetric flow rate
selected for sampling particle number emissions.
1.4.4 Volatile Particle Remover (VPR)

The VPR shall comprise one particle number diluter (PND 1 ),

an evaporation tube and a second diluter (PND 2 ) in series. This
dilution function is to reduce the number concentration of the
sample entering the particle concentration measurement
unit to less than the upper threshold of the single particle
count mode of the PNC and to suppress nucleation within the
sample. The VPR shall provide an indication of whether or not
PND 1 and the evaporation tube are at their correct operating
temperatures.
The VPR shall achieve > 99.0% vaporization of 30 nm tetracontane
(CH 3 (CH 2 ) 38 CH3 ) particles, with an inlet concentration of
≥ 10,000 cm -3 , by means of heating and reduction of partial
pressures of the tetracontane. It shall also achieve a particle
concentration reduction factor (fr ) for particles of 30 nm and
50 nm electrical mobility diameters, that is no more than
30% and 20% respectively higher, and no more than 5% lower
than that for particles of 100 nm electrical mobility diameter for
the VPR as a whole.

1.4.4.1
1.4.1.1. First Particle Number Dilution Device (PND 1 )
 The first particle number dilution device shall be specifically
designed to dilute particle number concentration and operate
at a (wall) temperature of 150 °C – 400 °C. The wall
temperature set point should be held at a constant nominal
operating temperature, within this range, to a tolerance of ±10
°C and not exceed the wall temperature of the ET (clause
1.4.4.2). The diluter should be supplied with HEPA filtered
dilution air and be capable of a dilution factor of 10 to 200 times.
times.

1.4.4.2 Evaporation Tube

The entire length of the ET shall be controlled to a wall
temperature greater than or equal to that of the first particle
number dilution device and the wall temperature held at a
fixed nominal operating temperature between 300 °C and 400
°C, to a tolerance of ±10 °C.

1.4.4.3 Second Particle Number Dilution Device (PND 2 )

PND 2 shall be specifically designed to dilute particle number

concentration. The diluter shall be supplied with HEPA filtered
dilution air and be capable of maintaining a single dilution
factor within a range of 10 to 30 times. The dilution factor of
PND2 shall be selected in the range between 10 and 15 such that
particle number concentration downstream of the second diluter
is less than the upper threshold of the single particle count
mode of the PNC and the gas temperature prior to entry to the
PNC is < 35 °C.

1.4.5 Particle Number Counter (PNC)

The PNC shall meet the requirements of clause 1.3.4.

2 CALIBRATION/VALIDATION OF THE PARTICLE

SAMPLING SYSTEM

2.1 Calibration of the Particle Number Counter

2.1.1 The Test Agency shall ensure the existence of a calibration

certificate for the PNC demonstrating compliance with a
traceable standard within a 12 month period prior to the
emissions test.

2.1.2 The PNC shall also be recalibrated and a new calibration

certificate issued following any major maintenance.
 2.1.3
1.1.2. Calibration shall be traceable to a standard calibration method:
(a) By comparison of the response of the PNC under
calibration with that of a calibrated aerosol electrometer
when simultaneously sampling electrostatically classified
calibration particles; or
(b) By comparison of the response of the PNC under calibration
with that of a second PNC which has been directly calibrated
by the above method.

In the electrometer case, calibration shall be undertaken

using at least six standard concentrations spaced as uniformly
as possible across the PNC's measurement range. These points
will include a nominal zero concentration point produced by
attaching HEPA filters of at least class H13 of EN 1822:2008, or
equivalent performance, to the inlet of each instrument. With no
calibration factor applied to the PNC under calibration,
measured concentrations shall be within ±10% of the standard
concentration for each concentration used, with the exception
of the zero point, otherwise the PNC under calibration shall be
rejected. The gradient from a linear regression of the two data sets
shall be calculated and recorded. A calibration factor equal to
the reciprocal of the gradient shall be applied to the PNC
under calibration. Linearity of response is calculated as the square
of the Pearson product moment correlation coefficient (R2) of the
two data sets and shall be equal to or greater than 0.97. In
calculating both the gradient and R2 the linear regression shall be
forced through the origin (zero concentration on both
instruments).

In the reference PNC case, calibration shall be undertaken

using at least six standard concentrations across the PNC's
measurement range. At least three points shall be at concentrations
below 1,000cm-3, the remaining concentrations shall be linearly
spaced between 1,000 cm-3 and the maximum of the PNC's range
in single particle count mode. These points will include a nominal
zero concentration point produced by attaching HEPA filters of at
least class H13 of EN 1822:2008, or equivalent performance, to the
inlet of each instrument. With no calibration factor applied to
the PNC under calibration, measured concentrations shall be
within ±10% of the standard concentration for each concentration,
with the exception of the zero point, otherwise the PNC under
calibration shall be rejected. The gradient from a linear regression
of the two data sets shall be calculated and recorded. A
calibration factor equal to the reciprocal of the gradient
shall be applied to the PNC under calibration. Linearity of response
is calculated as the square of the Pearson product moment
correlation coefficient (R2) of the two data sets and shall be
equal to or greater than 0.97. In calculating both the gradient
and R2 the linear regression shall be forced through the origin.
 2.1.4
1.1.3. Calibration shall also include a check, against the requirements
in clause 1.3.4.8., on the PNC's detection efficiency with
particles of 23 nm electrical mobility diameter. A check of the
counting efficiency with 41 nm particles is not required.

2.2
1.2. Calibration/Validation of the Volatile Particle Remover

2.2.1
1.2.1. Calibration of the VPR's particle concentration reduction factors
across its full range of dilution settings, at the instrument’s fixed
nominal operating temperatures, shall be required when the unit
is new and following any major maintenance. The periodic
validation requirement for the VPR's particle concentration
reduction factor is limited to a check at a single setting, typical
of that used for measurement on diesel particulate filter equipped
vehicles.

The Test Agency shall ensure the existence of a calibration

or validation certificate for the volatile particle remover
within a 6 month period prior to the emissions test. If the
volatile particle remover incorporates temperature
conformity alarms a 12 month validation interval shall be
permissible. The VPR shall be characterized for particle
concentration reduction factor with solid particles of 30 nm, 50
nm and 100 nm electrical mobility diameter. Particle
concentration reduction factors (fr (d)) for particles of 30 nm
and 50 nm electrical mobility diameters shall be no more than
30% and 20% higher respectively, and no more than 5% lower
than that for particles of 100 nm electrical mobility diameter.
For T he purposes of validation, the mean particle
concentration reduction factor shall be within ± 10% of the
mean particle concentration reduction factor ( fr¯) determined
during the primary calibration of the VPR.

2.2.2 The test aerosol for these measurements shall be solid particles
of 30, 50 and 100 nm electrical mobility diameter and a
Minimum concentration of 5,000 cm-3 particles at the VPR inlet.
Particle concentrations shall be measured upstream and
downstream of the components.

The particle concentration reduction factor at each particle

size (f r(d i )) shall be calculated as follows;

N in (d i )
f r (d i ) 
N out (d i )

Where:

N in (d i ) = upstream particulate number concentration for

particulates of diameter di;
N out (d i ) = downstream particulate number concentration for
particulates of diameter di; and
 d i = particulate electrical mobility diameter (30, 50 or 100 nm).
N in (di) and Nout(di) shall be corrected to the same conditions.

The mean particle concentration reduction (fr) at a given dilution

setting shall be calculated as follows;

It is recommended that the VPR is calibrated and validated as a

complete unit

2.2.3 The Test Agency shall ensure the existence of a validation

certificate for the VPR demonstrating effective volatile particle
removal efficiency within a 6 month period prior to the
emissions test. If the volatile particle remover incorporates
temperature conformity alarms a 12 month validation interval
shall be permissible. The VPR shall demonstrate greater than
99.0% removal of tetracontane (CH 3 (CH 2 ) 38CH 3 ) particles of at
least 30 nm electrical mobility diameter with an inlet
concentration of ≥ 10,000 cm-3 when operated at its minimum
dilution setting and manufacturers recommended operating
temperature.

2.3 Particle Number System Check Procedures

2.3.1 Prior to each test, the particle counter shall report a measured
concentration of less than 0.5 particles cm -3 when a HEPA
filter of at least class H13 of EN 1822:2008, or equivalent
performance, is attached to the inlet of the entire particle
sampling system (VPR and PNC).

2.3.2
1.1.1. On a monthly basis, the flow into the particle counter shall report
a measured value within 5% of the particle counter nominal
flow rate when checked with a calibrated flow meter.

2.3.3
1.1.2. Each day, following the application of a HEPA filter of at
least class H13 of EN 1822:2008, or equivalent performance, to
the inlet of the particle counter, the particle counter shall report
a concentration of ≤ 0.2cm -3. Upon removal of this filter, the
particle counter shall show an increase in measured
concentration to at least 100 particles cm -3 when challenged with
ambient air and a return to ≤ 0.2 cm -3 on replacement of the
HEPA filter.
 2.3.4
1.1.3. Prior to the start of each test, it shall be confirmed that the
measurement system indicates that the evaporation tube, where
featured in the system, has reached its correct operating
temperature.

1.1.4. Prior to the start of each test, it shall be confirmed that the
measurement system indicates that the diluter PND1 has reached
2.3.5 its correct operating temperature.
 CHAPTER 9 : TYPE II TEST

(EMISSION TEST AT IDLING SPEED) AND FREE ACCELERATION

SMOKE TEST

1. 1. INTRODUCTION
This Chapter describes the procedure for the Type II test. And free
acceleration smoke measurement applicable for compression ignition
Engines only.

2. 2. CONDITIONS OF MEASUREMENT FOR IDLE SPEED

2.1.2.1 The fuel shall be the appropriate reference fuel.

2.2.2.2 During the test, the environmental temperature shall be

between 293 and 303 K (20 and 30 °C). The engine shall be
warmed up until all temperatures of cooling and lubrication
means and the pressure of lubrication means have reached
equilibrium.

2.2.1
2.2.1. Vehicles that are fuelled either with petrol or with LPG or
NG/biomethane shall be tested with the reference fuel(s) used for
the Type I Test.

2.3.2.3 In the case of vehicles with manually-operated or semi-

automatic-shift gearboxes, the test shall be carried out with the
gear lever in the "neutral" position and with the clutch engaged.

2.4.2.4 In the case of vehicles with automatic-shift gearboxes, the test

shall be carried out with the gear selector in either the
"neutral" or the "parking" position.

2.5.2.5 Components for Adjusting the Idling Speed

2.5.1
2.5.1. Definition

For the purposes of this Part, "components for adjusting the

idling speed" means controls for changing the idling conditions
of the engine which may be easily operated by a mechanic
using only the tools described in clause 2.5.1.1 below. In
particular, devices for calibrating fuel and air flows are not
considered as adjustment components if their setting requires
the removal of the set-stops, an operation which cannot
normally be performed except by a professional mechanic.

2.5.1.1 Tools which may be used to control components for adjusting the
idling speed: screwdrivers (ordinary or cross-headed), spanners
(ring, open-end or adjustable), pliers, Allen keys.

2.5.2 Determination of measurement points

2.5.2.1 A measurement at the setting in accordance with the

conditions fixed by the manufacturer is performed first;
 2.5.2.2 For each adjustment component with a continuous variation, a
sufficient number of characteristic positions shall be
determined.
2.5.2.3 The measurement of the gaseous pollutant described in Gazette
Notification of exhaust gases shall be carried out for all the
possible positions of the adjustment components, but for
components with a continuous variation only the positions
defined in clause 2.5.2.2 above shall be adopted.
2.5.2.4
2.5.2.4. The Type II Test shall be considered satisfactory if
one or both of the two following conditions is met:
2.5.2.4.1
2.5.2.4.1. None of the values measured in accordance with clause
2.5.2.3 above exceeds the limit values;
2.5.2.4.2 The maximum content obtained by continuously varying one of
the adjustment components while the other components are
kept stable does not exceed the limit value, this condition
being met for the various combinations of adjustment
components other than the one which was varied continuously.
2.5.2.5 The possible positions of the adjustment
components shall be limited:
2.5.2.5.1 On the one hand, by the larger of the following two values: the
lowest idling speed which the engine can reach; the speed
recommended by the manufacturer, minus 100 revolutions per
minute;
2.5.2.5.2 On the other hand, by the smallest of the following
three values:
The highest speed the engine can attain by activation of
the idling speed components;
The speed recommended by the manufacturer, plus 250
revolutions per minute;
The cut-in speed of automatic clutches.
2.5.2.5.6 In addition, settings incompatible with correct running of the
engine shall not be adopted as measurement settings. In
particular, when the engine is equipped with several
carburettors all the carburettors shall have the same setting.
3. SAMPLING OF GASES
3.1 The sampling probe shall be inserted into the exhaust pipe to a
depth of at least 300 mm into the pipe connecting the exhaust
with the sampling bag and as close as possible to the exhaust.
3.2 The concentration in CO (C CO) and CO2 (C CO2 ) shall be
determined from the measuring instrument readings or
recordings, by use of appropriate calibration curves.
3.3 The corrected concentration for carbon monoxide regarding
four-stroke engines is:

3.4 The concentration in C CO (see clause 3.2.) measured

according to the formulae contained in clause 3.3. need not be
corrected if the total of the concentrations measured (C CO +
C CO2 ) is for four-stroke engines at least:

4. FREE ACCELERATION SMOKE TEST

4.1 This test is applicable for vehicles equipped with Compression

ignition engines only.
4.2 The free acceleration smoke test shall be considered satisfactory
if the values measured in accordance with Appendix 7 of
Chapter 1 to Part 5 of AIS137 meets limit values defined in
Gazzete Notification.
 CHAPTER 10 : TYPE III TEST
(VERIFYING EMISSIONS OF CRANKCASE GASES)

1. INTRODUCTION
This chapter describes the procedure for the Type III Test.

2.1. GENERAL PROVISIONS

2.1
1.1. The Type III Test shall be carried out on a vehicle with
positive- ignition engine, which has been, subjected to the
Type I and the Type II Test, as applicable.

2.2
1.2. The engines tested shall include leak-proof engines other
than those so designed that even a slight leak may cause
unacceptable operating faults (such as flat-twin engines).

3.2. TEST CONDITIONS

3.1
2.1. Idling shall be regulated in conformity with the manufacturer's
recommendations.

3.2
2.2. The measurement shall be performed in the following three
sets of conditions of engine operation:

Condition Number Vehicle speed (km/h)

1 Idling
2 50 ±2 (in 3rd gear or "drive")
3 50 ±2 (in 3rd gear or "drive")

Condition number Power absorbed by the brake

1 Nil
2 That corresponding to the setting for
Type I test at 50 km/h
3 That for conditions No. 2, multiplied
by a factor of 1.7

4.3. TEST METHOD

4.1
3.1. For the operation conditions as listed in clause 3.2 above,
reliable function of the crankcase ventilation system shall
be checked.
5. METHOD OF VERIFICATION OF THE CRANKCASE
VENTILATION SYSTEM

5.1
3.2. The engine's apertures shall be left as found.

5.2
3.3. The pressure in the crankcase shall be measured at an
appropriate location. It shall be measured at the dip-stick hole
with an inclined-tube manometer.

5.3
3.4. The vehicle shall be deemed satisfactory if, in every
condition of measurement defined in clause 3.2 above, the
pressure measured in the crankcase does not exceed the
atmospheric pressure prevailing at the time of measurement.

5.4
3.5. For the test by the method described above, the pressure in
the intake manifold shall be measured to within ±1 kPa.

5.5
3.6. The vehicle speed as indicated at the dynamometer shall be
measured to within ±2 km/ h.

5.6
3.7. The pressure measured in the crankcase shall be measured to
within ±0.01 kPa.

5.7
3.8. If in one of the conditions of measurement defined in clause
3.2 above, the pressure measured in the crankcase exceeds the
atmospheric pressure, an additional test as defined in clause 6
below shall be performed if so requested by the manufacturer.

64. ADDITIONAL TEST METHOD

5.
6.1
5.1. The engine's apertures shall be left as found.
5.2.
6.2
5.3. A flexible bag impervious to crankcase gases and having a
capacity of approximately five litres shall be connected to the
dipstick hole. The bag shall be empty before each
measurement.
6.3
5.4. The bag shall be closed before each measurement. It shall be
opened to the crankcase for five minutes for each condition
of measurement prescribed in clause 3.2 above.
6.4
5.5. The vehicle shall be deemed satisfactory if, in every
condition of measurement defined in clause 3.2 above, no
visible inflation of the bag occurs.
6.5
5.6. Remark
6.5.1
5.6.1. If the structural layout of the engine is such that the test
cannot be performed by the methods described in clauses 6.1 to
6.4 above, the measurements shall be effected by that method
modified as follows:
6.5.2
5.6.2. Before the test, all apertures other than that required for the
recovery of the gases shall be closed;
6.5.3
5.6.3. The bag shall be placed on a suitable take-off which does
not introduce any additional loss of pressure and is installed
on the recycling circuit of the device directly at the engine-
connection aperture.

Type III Test

 CHAPTER 11 : TYPE IV TEST
(DETERMINATION OF EVAPORATIVE EMISSIONS FROM
VEHICLES WITH POSITIVE- IGNITION ENGINES)

1.1. INTRODUCTION
This chapter describes the procedure of the Type IV Test
This procedure describes a method for the determination of the
loss of hydrocarbons by evaporation from the fuel systems of
vehicles with positive ignition engines.
2.2. DESCRIPTION OF TEST
The evaporative emissions test is designed to determine
hydrocarbon evaporative emissions as a consequence of diurnal
temperatures fluctuation, hot soaks during parking, and urban
driving. The test consists of these phases:
2.1
2.1. Test preparation including an urban (Part One) and extra-urban
(Part Two) driving cycle,
2.2
2.2. Hot soak loss determination,
2.3
2.3. Diurnal loss determination.
Mass emissions of hydrocarbons from the hot soak and the
diurnal loss phases are added up to provide an overall result for
the test.
3.3 VEHICLE AND FUEL
3.1
3.1. Vehicle
3.1.1
3.1.1. The vehicle shall be in good mechanical condition and have
been run in and driven at least 3,000 km before the test. The
evaporative emission control system shall be connected and have
been functioning correctly over this period and the carbon
canister(s) shall have been subject to normal use, neither
undergoing abnormal purging nor abnormal loading.
3.2
3.2. Fuel
3.2.1
3.2.1. The appropriate reference fuel shall be used.
4.4 TEST EQUIPMENT FOR EVAPORATIVE TEST
4.1
4.1. Chassis Dynamometer
The chassis dynamometer shall meet the requirements of the one
used for Type 1 test.
4.2
4.2. Evaporative Emission Measurement Enclosure
The evaporative emission measurement enclosure shall be a gas-
tight rectangular measuring chamber able to contain the vehicle
under test. The vehicle shall be accessible from all sides and
the enclosure when sealed shall be gas-tight.
 The inner surface of the enclosure shall be impermeable and non-
reactive to hydrocarbons. The temperature conditioning system
shall be capable of controlling the internal enclosure air
temperature to follow the prescribed temperature versus time
profile throughout the test, and an average tolerance of 1 K over
the duration of the test.
The control system shall be tuned to provide a smooth temperature
pattern that has a minimum of overshoot, hunting, and instability
about the desired long-term ambient temperature profile. Interior
surface temperatures shall not be less than 278 K (5 °C) nor
more than 328 K (55 °C) at any time during the diurnal emission
test.
Wall design shall be such as to promote good dissipation of heat.
Interior surface temperatures shall not be below 293 K (20°C),
nor above 325 K (52 °C) for the duration of the hot soak rest.
To accommodate the volume changes due to enclosure
temperature changes, either a variable-volume or fixed-volume
enclosure may be used.

4.2.1
4.2.1. Variable-Volume Enclosure
The variable-volume enclosure expands and contracts in
response to the temperature change of the air mass in the
enclosure. Two potential means of accommodating the internal
volume changes are movable panel(s), or a bellows design, in
which an impermeable bag or bags inside the enclosure expand(s)
and contracts(s) in response to internal pressure changes by
exchanging air from outside the enclosure. Any design for
volume accommodation shall maintain the integrity of the
enclosure as specified in Chapter 6 over the specified temperature
range.
Any method of volume accommodation shall limit the
differential between the enclosure internal pressure and the
barometric pressure to a maximum value of ±5 kPa.
The enclosure shall be capable of latching to a fixed volume. A
variable volume enclosure shall be capable of accommodating a
+7 % change from its "nominal volume" (see Chapter 6), taking
into account temperature and barometric pressure variation during
testing.

4.2.2
4.2.2. Fixed-Volume Enclosure
The fixed-volume enclosure shall be constructed with rigid panels
that maintain a fixed enclosure volume, and meet the requirements
below.
4.2.2.1 The enclosure shall be equipped with an outlet flow stream that
withdraws air at a low, constant rate from the enclosure
throughout the test. An inlet flow stream may provide make-up
air to balance the outgoing flow with incoming ambient air.
Inlet air shall be filtered with activated carbon to provide a
relatively constant hydrocarbon level. Any method of volume
accommodation shall maintain the differential between the
enclosure internal pressure and the barometric pressure between 0
and -5 kPa.

4.2.2.2 The equipment shall be capable of measuring the mass of

hydrocarbon in the inlet and outlet flow streams with a resolution
of 0.01 gram. A bag sampling system may be used to collect a
proportional sample of the air withdrawn from and admitted
to the enclosure. Alternatively, the inlet and outlet flow streams
may be continuously analyzed using an on-line FID analyzer and
integrated with the flow measurements to provide a continuous
record of the mass hydrocarbon removal.
 Figure 7/1

Determination of evaporative emissions 3000 km run-in period

(no excessive purge/load) Ageing of canister(s) verified Steam-clean
of vehicle (if necessary)
4.3 Analytical Systems

4.3.1 Hydrocarbon Analyzer

4.3.1.1 The atmosphere within the chamber is monitored using a
hydrocarbon detector of the flame ionization detector (FID)
type. Sample gas shall be drawn from the mid-point of
one side wall or roof of the chamber and any bypass flow
shall be returned to the enclosure, preferably to a point
immediately downstream of the mixing fan.

4.3.1.2 The hydrocarbon analyzer shall have a response time to

90 % of final reading of less than 1.5 seconds. Its stability
shall be better than 2% of full scale at zero and at 80 ±20%
of full scale over a 15-minute period for all operational
ranges.

4.3.1.3 The repeatability of the analyzer expressed as one standard

deviation shall be better than ±1% of full scale deflection at
zero and at 80 ±20% of full scale on all ranges used.

4.3.1.4 The operational ranges of the analyzer shall be chosen to

give best resolution over the measurement, calibration and
leak checking procedures.

4.3.2 Hydrocarbon Analyzer Data Recording System

4.3.2.1 The hydrocarbon analyzer shall be fitted with a device to

record electrical signal output either by strip chart recorder
or other data processing system at a frequency of at
least once per minute. The recording system shall have
operating characteristics at least equivalent to the signal
being recorded and shall provide a permanent record of
results. The record shall show a positive indication of the
beginning and end of the hot soak or diurnal emission test
(including beginning and end of sampling periods along
with the time elapsed between start and completion of each
test).

4.4 Fuel Tank Heating (only applicable for gasoline canister

load option)

4.4.1 The fuel in the vehicle tank(s) shall be heated by a controllable

source of heat; for example a heating pad of 2,000 W
capacity is suitable. The heating system shall apply heat
evenly to the tank walls beneath the level of the fuel so as not
to cause local overheating of the fuel. Heat shall not be applied
to the vapour in the tank above the fuel.
4.4.2 The tank heating device shall make it possible to heat the
fuel in the tank evenly by 14 K from 289 K (16°C) within
60 minutes, with the temperature sensor position as in
clause 5.1.1 below. The heating system shall be capable of
controlling the fuel temperature to ±1.5 K of the required
temperature during the tank heating process.

4.5 Temperature Recording

4.5.1 The temperature in the chamber is recorded at two points by

temperature sensors which are connected so as to show a mean
value. The measuring points are extended approximately 0.1 m
into the enclosure from the vertical centre line of each
side wall at a height of 0.9 ±0.2 m.

4.5.2 The temperatures of the fuel tank(s) are recorded by

means of the sensor positioned in the fuel tank as in clause
5.1.1 below in the case of use of the gasoline canister load
option (clause 5.1.5 below).

4.5.3. Temperatures shall, throughout the evaporative emission

4.5.3 measurements, be recorded or entered into a data processing
system at a frequency of at least once per minute.

4.5.4
4.5.4. The accuracy of the temperature recording system shall be
within ±1.0 K and the temperature shall be capable of being
resolved to ±0.4 K.

4.5.5
4.5.5. The recording or data processing system shall be capable
of resolving time to ±15 seconds.

4.64.6. Pressure Recording

4.6.1
4.6.1. The difference Δp between barometric pressure within the
test area and the enclosure internal pressure shall,
throughout the evaporative emission measurements, be
recorded or entered into a data processing system at a
frequency of at least once per minute.

4.6.2
4.6.2. The accuracy of the pressure recording system shall be
within ±2 kPa and the pressure shall be capable of being
resolved to ±0.2 kPa.
4.6.3
4.6.3. The recording or data processing system shall be capable
of resolving time to ±15 seconds.

4.74.7. Fans
4.8.
4.7.1
4.8.1. By the use of one or more fans or blowers with the SHED
door(s) open it shall be possible to reduce the hydrocarbons
concentration in the chamber to the ambient hydrocarbon
level.
4.7.2 The chamber shall have one or more fans or blowers of
like capacity 0.1 to 0.5 m 3/min. with which to thoroughly mix
the atmosphere in the enclosure. It shall be possible to attain
an even temperature and hydrocarbon concentration in the
chamber during measurements. The vehicle in the
enclosure shall not be subjected to a direct stream of air
from the fans or blowers.

4.84.6. Gases
4.7.
4.8.1
4.7.1. The following pure gases shall be available for calibration and
operation:

Purified synthetic air: (purity < 1 ppm C 1 equivalent, ≤1 ppm

CO, ≤ 400 ppm CO2 , ≤0.1 ppm NO);

Oxygen content between 18 and 21% by volume.

Hydrocarbon analyzer fuel gas: (40 ±2% hydrogen, and

balance helium with less than 1 ppm C 1 equivalent
hydrocarbon, less than 400 ppm CO 2 ),

Propane (C3H8) 99.5 %minimum purity.

Butane (C4H10) 98 % minimum purity.
Nitrogen (N2) 98 %minimum purity

4.8.2
4.7.2. Calibration and span gases shall be available containing
mixtures of propane (C 3 H 8 ) and purified synthetic air. The
true concentrations of a calibration gas shall be within 2% of
the stated figures. The accuracy of the diluted gases
obtained when using a gas divider shall be to within ±2% of
the true value. The concentrations specified in Chapter 6 may
also be obtained by the use of a gas divider using synthetic
air as the dilutant gas.

4.94.8. Additional Equipment

4.9.1
4.8.1. The absolute humidity in the test area shall be measurable to
within ±5%

5.0. TEST PROCEDURE

5.14.3. Test Preparation

5.1.1 The vehicle is mechanically prepared before the test as follows:

(a) The exhaust system of the vehicle shall not exhibit any leaks;
(b) The vehicle may be steam-cleaned before the test;

(c) In the case of use of the gasoline canister load option

(clause 5.1.5. of this Chapter) the fuel tank of the vehicle shall
 be equipped with a temperature sensor to enable the
temperature to be measured at the mid-point of the fuel in the
fuel tank when filled to 40% of its capacity;
(d) Additional fittings, adapters of devices may be fitted to the
fuel system in order to allow a complete draining of the fuel
tank. For this purpose it is not necessary to modify the shell of
the tank;
(e) The manufacturer may propose a test method in order to take
into account the loss of hydrocarbons by evaporation coming
only from the fuel system of the vehicle.

The vehicle is taken into the test area where the ambient
temperature is between 293 and 303 K (20 and 30 °C).

5.1.3 The ageing of the canister(s) has to be verified. This may

be done by demonstrating that it has accumulated a
minimum of 3,000 km. If this demonstration is not given,
the following procedure is used. In the case of a multiple
canister system each canister shall undergo the procedure
separately.

5.1.3.1 The canister is removed from the vehicle. Special care shall
be taken during this step to avoid damage to components and
the integrity of the fuel system.

5.1.3.2 The weight of the canister shall be checked.

5.1.3.3 The canister is connected to a fuel tank, possibly an

external one, filled with reference fuel, to 40% volume of
the fuel tank(s).

5.1.3.4 The fuel temperature in the fuel tank shall be between 183 K
and 287 K (10 and 14 °C).

5.1.3.5 The (external) fuel tank is heated from 288 K to 318 K

(15 to 45 °C) (1 °C increase every 9 minutes).

5.1.3.6 If the canister reaches breakthrough before the temperature

reaches 318 K (45 °C), the heat source shall be turned off.
Then the canister is weighed. If the canister did not reach
breakthrough during the heating to 318 K (45 °C), the
procedure from clause 5.1.3.3 above shall be repeated
until breakthrough occurs.

5.1.3.7 Breakthrough may be checked as described in clauses 5.1.5.

and 5.1.6 of this chapter, or with the use of another sampling
and analytical arrangement capable of detecting the emission
of hydrocarbons from the canister at breakthrough.
5.1.3.8 The canister shall be purged with 25 ±5 litres per
minute with the emission laboratory air until 300 bed
volume exchanges are reached.

5.1.3.9 The weight of the canister shall be checked.

5.1.3.10 The steps of the procedure in clauses 5.1.3.4 to 5.1.3.9 shall

be repeated nine times. The test may be terminated prior to
that, after not less than three ageing cycles, if the weight of
the canister after the last cycles has stabilized.

5.1.3.11 The evaporative emission canister is reconnected and the

vehicle restored to its normal operating condition.

5.1.4 One of the methods specified in clauses 5.1.5 and 5.1.6 shall
be used to precondition the evaporative canister. For
vehicles with multiple canisters, each canister shall be
preconditioned separately.

5.1.4.1 Canister emissions are measured to determine breakthrough.

Breakthrough is here defined as the point at which the

cumulative quantity of hydrocarbons emitted is equal to 2
grams.

5.1.4.2 Breakthrough may be verified using the evaporative

emission enclosure as described in clauses 5.1.5 and 5.1.6
respectively. Alternatively, breakthrough may be determined
using an auxiliary evaporative canister connected
downstream of the vehicle's canister. The auxiliary canister
shall be well purged with dry air prior to loading.

5.1.4.3 The measuring chamber shall be purged for several minutes

immediately before the test until a stable background is
obtained. The chamber air mixing fan(s) shall be switched on
at this time.

The hydrocarbon analyzer shall be zeroed and spanned

immediately before the test

5.1.5 Canister loading with repeated heat builds to

breakthrough

5.1.5.1 The fuel tank(s) of the vehicle(s) is (are) emptied using the
fuel tank drain(s). This shall be done so as not to abnormally
purge or abnormally load the evaporative control devices
fitted to the vehicle. Removal of the fuel cap is normally
sufficient to achieve this.

5.1.5.2 The fuel tank(s) is (are) refilled with test fuel at a

temperature of between 283 K to 287 K (10 to 14 °C) to 40
±2% of the tank's normal volumetric capacity. The fuel
cap(s) of the vehicle shall be fitted at this point.
5.1.5.3 Within one hour of being re-fuelled the vehicle shall be
placed, with the engine shut off, in the evaporative emission
enclosure. The fuel tank temperature sensor is connected to
the temperature recording system. A heat source shall be
properly positioned with respect to the fuel tank(s) and
connected to the temperature controller. The heat source is
specified in clause 4.4 above. In the case of vehicles fitted
with more than one fuel tank, all the tanks shall be heated
in the same way as described below. The temperatures of the
tanks shall be identical to within ±1.5 K.

5.1.5.4 The fuel may be artificially heated to the starting diurnal

temperature of 293 K (20 °C) ±1 K.

5.1.5.5 When the fuel temperature reaches at least 292 K (19 °C),
the following steps shall be taken immediately: the purge
blower shall be turned off; enclosure doors closed and
sealed; and measurement initiated of the hydrocarbon
level in the enclosure.

5.1.5.6 When the fuel temperature of the fuel tank reaches 293 K
(20 °C) a linear heat build of 15 K (15 °C) begins. The fuel
shall be heated in such a way that the temperature of the
fuel during the heating conforms to the function below to
within ±1.5 K. The elapsed time of the heat build and
temperature rise is recorded.
T r = T o + 0.2333 · t

Where:
Tr = required temperature (K),
T o = initial temperature (K),
t = time from start of the tank heat build in minutes.

5.1.5.7 As soon as break-through occurs or when the fuel

temperature reaches 308 K (35 °C), whichever occurs first,
the heat source is turned off, the enclosure doors unsealed
and opened, and the vehicle fuel tank cap(s) removed.
If break-through has not occurred by the time the fuel
temperature 308 K (35 °C), the heat source is removed from
the vehicle, the vehicle removed from the evaporative
emission enclosure and the entire procedure outlined in
clause 5.1.7 below repeated until break-through occurs.

5.1.6 Butane loading to breakthrough

5.1.6.1 If the enclosure is used for the determination of the break-

through (see clause 5.1.4.2 above) the vehicle shall be
placed, with the engine shut off, in the evaporative
emission enclosure
5.1.6.2 The evaporative emission canister shall be prepared for the
canister loading operation. The canister shall not be
removed from the vehicle, unless access to it in its normal
location is so restricted that loading can only reasonably
be accomplished by removing the canister from the vehicle.
Special care shall be taken during this step to avoid damage
to the components and the integrity of the fuel system.

5.1.6.3 The canister is loaded with a mixture composed of 50%

butane and 50% nitrogen by volume at a rate of 40 grams
butane per hour.

5.1.6.4 As soon as the canister reaches breakthrough, the vapour

source shall be shut off.

5.1.6.5 The evaporative emission canister shall then be reconnected

and the vehicle restored to its normal operating condition.

5.1.7 Fuel drain and refill

5.1.7.1 The fuel tank(s) of the vehicle(s) is (are) emptied using the
fuel tank drain(s). This shall be done so as not to abnormally
purge or abnormally load the evaporative control devices
fitted to the vehicle. Removal of the fuel cap is normally
sufficient to achieve this.

5.1.7.2 The fuel tank(s) is (are) refilled with test fuel at a

temperature of between 291 ±8 K (18 ±8 °C) to 40 +2% of
the tank's normal volumetric capacity. The fuel cap(s) of the
vehicle shall be fitted at this point.

5.2 Preconditioning Drive

5.2.1 Within 1hour from the completing of canister loading in

accordance with clauses 5.1.5 or 5.1.6, the vehicle is placed
on the chassis dynamometer and driven through one Part One
and two Part Two driving cycles of Type I Test as specified in
Chapter 3. Exhaust emissions are not sampled during this
operation.

5.35.3. Soak

5.3.1
5.3.1. Within five minutes of completing the preconditioning
operation specified in para-graph 5.2.1 above the engine
bonnet shall be completely closed and the vehicle driven off
the chassis dynamometer and parked in the soak area. The
vehicle is parked for a minimum of 12 hours and a maximum
of 36 hours. The engine oil and coolant temperatures shall
have reached the temperature of the area or within ±3 K
of it at the end of the period.
5.45.3.2. Dynamometer Test

5.4.1
5.3.3. After conclusion of the soak period the vehicle is driven
through a complete Type I Test drive (cold start urban and
extra urban test). Then the engine is shut off. Exhaust
emissions may be sampled during this operation but the
results shall not be used for the purpose of exhaust
emission type approval.

5.4.2
5.3.4. Within two minutes of completing the Type I Test drive
specified in clause 5.4.1 above the vehicle is driven a further
conditioning drive consisting of one urban test cycle (hot
start) of a Type I Test. Then the engine is shut off again.
Exhaust emissions need not be sampled during this operation.

5.55.3.5. Hot Soak Evaporative Emissions Test

5.5.1
5.3.6. Before the completion of the test run the measuring chamber
shall be purged for several minutes until a stable hydrocarbon
background is obtained. The enclosure mixing fan(s) shall also
be turned on at this time.

5.5.2
5.3.7. The hydrocarbon analyzer shall be zeroed and spanned
immediately prior to the test.

5.5.3
5.3.8. At the end of the driving cycle the engine bonnet shall be
completely closed and all connections between the vehicle and
the test stand disconnected. The vehicle is then driven to the
measuring chamber with a minimum use of the accelerator
pedal. The engine shall be turned off before any part of the
vehicle enters the measuring chamber. The time at which the
engine is switched off is recorded on the evaporative emission
measurement data recording system and temperature
recording begins. The vehicle's windows and luggage
compartments shall be opened at this stage, if not already
opened.

5.5.4
5.3.9. The vehicle shall be pushed or otherwise moved into the
measuring chamber with the engine switched off.

5.5.5
5.3.10. The enclosure doors are closed and sealed gas-tight within
two minutes of the engine being switched off and within
seven minutes of the end of the conditioning drive.

5.5.6
5.3.11. The start of a 60 ±0.5 minute hot soak period begins when the
chamber is sealed. The hydrocarbon concentration,
temperature and barometric pressure are measured to give the
initial readings C HCi , P i and T i for the hot soak test. These
figures are used in the evaporative emission calculation,
Clause 6 below. The ambient temperature T of the enclosure
shall not be less than 296 K and no more than 304 K during
the 60 minute hot soak period.
5.5.7
5.3.12. The hydrocarbon analyzer shall be zeroed and spanned
immediately before the end of the 60 ±0.5 minute test period.

5.5.8
5.3.13. At the end of the 60 ±0.5 minute test period, the hydrocarbon
concentration in the chamber shall be measured. The
temperature and the barometric pressure are also measured.
These are the final readings C HCf, P f and T f for the hot soak
test used for the calculation in clause 6 below.

5.65.3.14. Soak

5.6.1
5.3.15. The test vehicle shall be pushed or otherwise moved to the
soak area without use of the engine and soaked for not less
than 6 hours and not more than 36 hours between the end of
the hot soak test and the start of the diurnal emission test. For
at least 6 hours of this period the vehicle shall be soaked at
293 ±2 K (20 ±2 °C).

5.75.3.16. Diurnal Test

5.7.1
5.3.17. The test vehicle shall be exposed to one cycle of ambient
temperature according to the profile specified in table in
chapter 6 with a maximum deviation of ±2 K at any time. The
average temperature deviation from the profile, calculated
using the absolute value of each measured deviation, shall
not exceed ±1 K. Ambient temperature shall be measured at
least every minute. Temperature cycling begins when time
T start = 0, as specified in clause 5.7.6 below.

5.7.2
5.3.18. The measuring chamber shall be purged for several minutes
immediately before the test until a stable background is
obtainable. The chamber mixing fan(s) shall also be switched
on at this time.

5.7.3
5.3.19. The test vehicle, with the engine shut off and the test
vehicle windows and luggage compartment(s) opened shall
be moved into the measuring chamber. The mixing fan(s)
shall be adjusted in such a way as to maintain a
minimum air circulation speed of 8 km/h under the fuel tank
of the test vehicle.

5.7.4
5.3.20. The hydrocarbon analyzer shall be zeroed and spanned
immediately before the test.

5.7.5
5.3.21. The enclosure doors shall be closed and gas-tight sealed.

5.7.6
5.3.22. Within 10 minutes of closing and sealing the doors, the
hydrocarbon concentration, temperature and barometric
pressure are measured to give the initial readings C HCi , P i
and T i for the diurnal test. This is the point where
time T start = 0.
5.7.7
5.3.23. The hydrocarbon analyser shall be zeroed and spanned
immediately before the end of the test.

5.7.8
5.3.24. The end of the emission sampling period occurs 24 hours
±6 minutes after the beginning of the initial sampling, as
specified in clause 5.7.6. above. The time elapsed is recorded.
The hydrocarbon concentration, temperature and barometric
pressure are measured to give the final readings C HCf, P f and
T f for the diurnal test used for the calculation in Clause 6. This
completes the evaporative emission test procedure.

6. 5.3.25. CALCULATION

6.15.3.26. The evaporative emission tests described in clause 5 allow

the hydrocarbon emissions from the diurnal and hot soak
phases to be calculated. Evaporative losses from each of
these phases is calculated using the initial and final
hydrocarbon concentrations, temperatures and pressures in
the enclosure, together with the net enclosure volume. The
formula below is used:

Where:

M HC = Hydrocarbon mass in grams,

M HC,out = Mass of hydrocarbon exiting the

enclosure, in the case of fixed volume
enclosures for diurnal emission testing (grams),

M HC,i = mass of hydrocarbon entering the enclosure, in

the case of fixed- volume enclosures for diurnal
emission testing (grams),

C HC = Measured hydrocarbon concentration in the

enclosure (ppm volume in C 1 equivalent),

V= net enclosure volume in cubic metres corrected

for the volume of the vehicle, with the windows
and the luggage compartment open. If the
volume of the vehicle is not determined a
volume of 1.42 m 3 is subtracted,
 T= ambient chamber temperature, in K,

P= barometric pressure in kPa,

H/C = hydrogen to carbon ratio, k=1.2 · (12 + H/C);

Where:

i= is the initial reading

F= is the final reading

H/C= is taken to be 2.33 for diurnal test losses

H/C= is taken to be 2.20 for hot soak losses

6.2 Overall Results of Test

The overall hydrocarbon mass emission for the vehicle is
taken to be: M total = M DI + M HS

Where:

M total= overall mass emissions of the vehicle (grams),

M DI= hydrocarbon mass emission for diurnal test

(grams),

M HS= hydrocarbon mass emission for the hot soak

(grams).

7. CONFORMITY OF PRODUCTION

7.1 For routine end-of-production-line testing, the holder of the

approval may demonstrate compliance by sampling vehicles
which shall meet the following requirements.

7.2 TEST FOR LEAKAGE

7.2.1 Vents to the atmosphere from the emission control system

shall be isolated.

7.2.2 A pressure of 370mm ±10 mm of H 2 O shall be applied to the

fuel system.

7.2.3 The pressure shall be allowed to stabilize prior to isolating the

fuel system from the pressure source.

7.2.4 Following isolation of the fuel system, the pressure shall not
drop by more than 50 mm of H 2 O in five minutes.

7.3 TEST FOR VENTING

7.3.1 Vents to the atmosphere from the emission control shall be

isolated.
7.3.2 A pressure of 370mm ±10 mm of H 2 O shall be applied to the
fuel system.

7.3.3 The pressure shall be allowed to stabilize prior to isolating the

fuel system from the pressure source.

7.3.4 The venting outlets from the emission control systems to the
atmosphere shall be reinstated to the production condition.

7.3.5 The pressure of the fuel system shall drop to below 100 mm of
H 2 O in not less than 30 seconds but within two minutes.

7.3.6 At the request of the manufacturer the functional capacity for

venting can be demonstrated by equivalent alternative
procedure. The specific procedure should be demonstrated by
the manufacturer to the Test agency during the type approval
procedure.

7.4 PURGE TEST

7.4.1 Equipment capable of detecting an airflow rate of 1.0 litres in

one minute shall be attached to the purge inlet and a
pressure vessel of sufficient size to have negligible effect
on the purge system shall be connected via a switching
valve to the purge inlet, or alternatively.

7.4.2 The manufacturer may use a flow meter of his own choosing,
if acceptable to the competent authority.

7.4.3 The vehicle shall be operated in such a manner that any design
feature of the purge system that could restrict purge
operation is detected and the circumstances noted.

7.4.4 Whilst the engine is operating within the bounds noted in

clause 7.4.3 above, the air flow shall be determined by either:

7.4.4.1 The device indicated in clause 7.4.1 above being switched in.
A pressure drop from atmospheric to a level indicating that a
volume of 1.0 litres of air has flowed into the evaporative
emission control system within one minute shall be
observed; or

7.4.4.2 If an alternative flow measuring device is used, a reading of

no less than 1.0 litre per minute shall be detectable.

7.4.4.3 At the request of the manufacturer an alternative purge

tat procedure can be used, if the procedure has been
presented to and has been accepted by the Test Agency
during the type approval procedure.
7.57.5. The competent authority which has granted type approval may
at any time verify the conformity control methods applicable
to each production unit.

7.5.1
7.5.1. The Test Agency shall take a sufficiently large sample from
the series.

7.5.2
7.5.2. The Test Agency may test these vehicles by application of
clause 8.2.5 of this Part.

7.67.6. If the requirements of clause 7.5 above are not met, the
competent authority shall ensure that all necessary steps
are taken to re-establish conformity of production as
rapidly as possible.

8.0.7.7. Manufacturer can opt for SHED ( DBL + HST ) test as

defined in this chapter for Conformity of Production
instead of procedure described in Clause 7.0 of this
Chapter.
 CHAPTER 12 : TYPE V TEST

(DESCRIPTION OF THE ENDURANCE TEST FOR

VERIFYING THE DURABILITY OF POLLUTION CONTROL
DEVICES)

1.1. INTRODUCTION

1.1
1.1. This chapter describes the test for verifying the durability of
anti-pollution devices equipping vehicles with positive-ignition
or compression-ignition engines. The durability requirements
shall be demonstrated using one of the three options set out in
clauses 1.2, 1.3 and 1.4.

1.2
1.2. The whole vehicle durability test represents an ageing test of
160,000 km. This test is to be performed driven on a test track,
on the road, or on a chassis dynamometer.

1.3 The manufacturer may choose to use a bench ageing durability test
as defined in clause 2.2 of this Chapter.

1.4
1.4. As an alternative to durability testing, a manufacturer may
choose to apply the assigned deterioration factors as per said
notification..

1.5
1.5. At the request of the manufacturer, the Test Agency may carry
out the Type I Test before the whole vehicle or bench ageing
durability test has been completed using the assigned
deterioration factors defined in said notification. On completion
of the whole vehicle or bench ageing durability test, the Test
Agency may then amend the type approval results by
replacing the assigned deterioration factors with those measured
in the whole vehicle or bench ageing durability test.

1.6
1.6. Deterioration factors are determined using either the
procedures set out in clauses 1.2 and 1.3 or using the
assigned values in the table referred in clause 1.4. The
deterioration factors are used to establish compliance with the
requirements of the appropriate emissions limits set out in said
notification during the useful life of the vehicle.

2. TECHNICAL REQUIREMENTS

2.1 As an alternative to the operating cycle described in clause 6.1

for the whole vehicle durability test, the vehicle manufacturer
may use Standard Road Cycle (SRC) described in this chapter.
This test cycle shall be conducted until the vehicle has covered a
minimum of 160,000 km.
 2.2 Bench Ageing Durability Test

2.2.1
1.2.1. In addition to the technical requirements for the bench ageing
test set out in clause 1.3, the technical requirements set out in
this section shall apply.

2.3
1.3. The fuel to be used during the test shall be the one specified in
clause 4.

2.3.1
1.3.1. Vehicles with Positive Ignition Engines

2.3.1.1
1.3.1.1. The following bench ageing procedure shall be applicable for
positive ignition vehicles including hybrid vehicles which use a
catalyst as the principle after- treatment emission control device.

The bench ageing procedure requires the installation of the

catalyst-plus oxygen sensor system on a catalyst ageing bench.

Ageing on the bench shall be conducted by following the

standard bench cycle (SBC) for the period of time calculated
from the bench ageing time (BAT) equation. The BAT
equation requires, as input, catalyst time-at temperature data
measured on the Standard Road Cycle (SRC), described in this
chapter.

2.3.1.2 Standard bench cycle (SBC). Standard catalyst bench ageing shall
be conducted following the SBC. The SBC shall be run for the
period of time calculated from the BAT equation.

2.3.2.3 Catalyst time-at-temperature data. Catalyst temperature shall be

measured during at least two full cycles of the SRC cycle

Catalyst temperature shall be measured at the highest

temperature location in the hottest catalyst on the test vehicle.
Alternatively, the temperature may be measured at another
location providing that it is adjusted to represent the
temperature measured at the hottest location using good
engineering judgement.

Catalyst temperature shall be measured at a minimum rate of

one hertz (one measurement per second).

The measured catalyst temperature results shall be tabulated

into a histogram with temperature groups of no larger than 25 °C.

2.3.1.4
2.3.1.4. Bench-ageing time. Bench ageing time shall be calculated using
the bench ageing time (BAT) equation as follows:

te for a temperature bin = th e((R/Tr)-(R/Tv ))

Total te = Sum of te over all the temperature groups
Bench-Ageing Time = A (Total te)
 Where:

A= 1.1 This value adjusts the catalyst ageing time to account

for deterioration from sources other than thermal
ageing of the catalyst.

R= Catalyst thermal reactivity = 17,500

th = The time (in hours) measured within the prescribed

temperature bin of the vehicle's catalyst temperature
histogram adjusted to a full useful life basis e.g., if the
histogram represented 400 km, and useful life is
160,000 km; all histogram time entries would be
multiplied by 400 (160,000/400).

Total The equivalent time (in hours) to age the catalyst at

te-= the temperature of T r on the catalyst ageing bench
using the catalyst ageing cycle to produce the same
amount of deterioration experienced by the catalyst
due to thermal deactivation over the 160,000 km.

te for a The equivalent time (in hours) to age the catalyst at

bin = the temperature of T r on the catalyst ageing bench
using the catalyst ageing cycle to produce the same
amount of deterioration experienced by the catalyst
due to thermal deactivation at the temperature bin of
Tv over 160,000 km.

Tr = The effective reference temperature (in K) of the

catalyst on the catalyst bench run on the bench ageing
cycle. The effective temperature is the constant
temperature that would result in the same amount of
ageing as the various temperatures experienced during
the bench ageing cycle.

Tv = The mid-point temperature (in K) of the temperature

bin of the vehicle on-road catalyst temperature
histogram.
2.3.1.5.
2.3.1.5 Effective reference temperature on the SBC. The effective
reference temperature of the standard bench cycle (SBC) shall
be determined for the actual catalyst system design and actual
ageing bench which will be used using the following
procedures:
(a) Measure time-at-temperature data in the catalyst system
on the catalyst ageing bench following the SBC. Catalyst
temperature shall be measured at the highest temperature
location of the hottest catalyst in the system. Alternatively, the
temperature may be measured at another location providing
that it is adjusted to represent the temperature measured at
the hottest location.
Catalyst temperature shall be measured at a minimum rate of
 one hertz (one measurement per second) during at least 20
minutes of bench ageing. The measured catalyst
temperature results shall be tabulated into a histogram with
temperature groups of no larger than 10 °C.

(b) The BAT equation shall be used to calculate the effective

reference temperature by iterative changes to the reference
temperature (T r) until the calculated ageing time equals or
exceeds the actual time represented in the catalyst
temperature histogram. The resulting temperature is the
effective reference temperature on the SBC for that
catalyst system and ageing bench.

2.3.1.6
2.3.1.6. Catalyst Ageing Bench. The catalyst ageing bench shall
follow the SBC and deliver the appropriate exhaust flow,
exhaust constituents, and exhaust temperature at the face of
the catalyst.
All bench ageing equipment and procedures shall record
appropriate information (such as measured A/F ratios and time-
at-temperature in the catalyst) to assure that sufficient ageing has
actually occurred.

2.3.1.7
2.3.1.7. Required Testing. For calculating deterioration factors at least
two Type I Tests before bench ageing of the emission control
hardware and at least two Type I Tests after the bench-aged
emission hardware is reinstalled have to be performed on the test
vehicle.
Additional testing may be conducted by the manufacturer.
Calculation of the deterioration factors has to be done
according to the calculation method as specified in this
chapter.

2.3.2
2.3.2. Vehicles with Compression Ignition Engines

2.3.2.1
2.3.2.1. The following bench ageing procedure is applicable for
compression-ignition vehicles including hybrid vehicles.
The bench ageing procedure requires the installation of the
after-treatment system on a after-treatment system ageing bench.
Ageing on the bench is conducted by following the standard
diesel bench cycle (SDBC) for the number of regenerations /
desulphurisation’s calculated from the bench ageing duration
(BAD) equation.

2.3.2.2 Standard Diesel Bench Cycle (SDBC). Standard bench ageing

is conducted following the SDBC. The SDBC shall be run for the
period of time calculated from the bench ageing duration (BAD)
equation.
 2.3.2.3 Regeneration data. Regeneration intervals shall be measured
during at least 10 full cycles of the SRC cycle. As an alternative
the intervals from the K i determination may be used.

If applicable, desulphurisation intervals shall also be

considered based on manufacturer's data.

2.3.2.4
2.3.2.4. Diesel bench-ageing duration. Bench ageing duration is
calculated using the BAD equation as follows:

Bench-Ageing Duration = number of regeneration and/or

desulphurisation cycles (whichever is the longer) equivalent to
160,000 km of driving.

2.3.2.5
2.3.2.5. Ageing Bench. The ageing bench shall follow the SDBC and
deliver appropriate exhaust flow, exhaust constituents, and
exhaust temperature to the after-treatment system inlet.

The manufacturer shall record the number of regenerations /

desulphurisations (if applicable) to assure that sufficient ageing
has actually occurred.

2.3.2.6 Required Testing. For calculating deterioration factors at least

two Type I Tests before bench ageing of the emission control
hardware and at least two Type I Tests after the bench-aged
emission hardware is reinstalled have to be performed.
Additional testing may be conducted by the manufacturer.
Calculation of the deterioration factors shall be done according
to the calculation method set out in clause 7 and with the
additional requirements contained in this Part.

3. TEST VEHICLE

3.1 The vehicle shall be in good mechanical order; the engine and
the antipollution devices shall be new. The vehicle may be the
same as that presented for the Type I Test; this Type I Test has
to be done after the vehicle has run at least 3,000 km of the
ageing cycle of clause 6.1 below.

4. FUEL

5. The durability test is conducted with a suitable commercially

available fuel

6.5. VEHICLE MAINTENANCE AND ADJUSTMENTS

Maintenance, adjustments as well as the use of the test vehicle's

controls shall be those recommended by the manufacturer.
7.6. VEHICLE OPERATION ON TRACK, ROAD OR ON
CHASSIS DYNAMOMETER

6.1
7.1. OPERATING CYCLE

During operation on track, road or on roller test bench, the

distance shall be covered according to the driving schedule
(Figure 9/1) described below:

6.1.1
7.1.1. The durability test schedule is composed of 11 cycles covering 6
kilometres each,

6.1.2
7.1.2. During the first nine cycles, the vehicle is stopped four times in
the middle of the cycle, with the engine idling each time for 15
seconds,

6.1.3 Normal Acceleration and Deceleration,

6.1.4
7.1.3. Five decelerations in the middle of each cycle, dropping
from cycle speed to 32 km/h, and the vehicle is gradually
accelerated again until cycle speed is attained,

6.1.5
7.1.4. The 10th cycle is carried out at a steady speed of 72 km/h,

6.1.6
7.1.5. The 11th cycle begins with maximum acceleration from stop
point up to 90 km/h. At half-way, braking is employed normally
until the vehicle comes to a stop. This is followed by an idle
period of 15 seconds and a second maximum acceleration.

The schedule is then restarted from the beginning.

The maximum speed of each cycle is given in the following table.

 Table 9/1
Maximum speed of each cycle

Cycle Cycle speed in km/h

1 64
2 48
3 64
4 64
5 56
6 48
7 56
8 72
9 56
10 72
11 90

Figure 9/1
Driving schedule
6.2 The durability test, or if the manufacturer has chosen, the
modified durability test shall be conducted until the vehicle has
covered a minimum of 160,000 km.

6.3 Test Equipment

6.3.1 Chassis Dynamometer

6.3.1.1 When the durability test is performed on a chassis

dynamometer, the dynamometer shall enable the cycle described
in clause 6.1. to be carried out. In particular, it shall be equipped
with systems simulating inertia and resistance to progress.

6.3.1.2 The brake shall be adjusted in order to absorb the power

exerted on the driving wheels at a steady speed of 80 km/h.
Methods to be applied to determine this power and to adjust the
brake are the same as those described in Appendix 2 of
Chapter 5.

6.3.1.3 The vehicle cooling system should enable the vehicle to operate
at temperatures similar to those obtained on road (oil, water,
exhaust system, etc.).

6.3.1.4 Certain other test bench adjustments and feature are deemed to be
identical, where necessary to those described in Chapter 3
(inertia for example which may be electronic or mechanical).

6.3.1.5. The vehicle may be moved, where necessary, to a different

bench in order to conduct emission measurement tests.
Operation on Track or Road
When the durability test is completed on track or road, the
vehicle's reference mass will be at least equal to that retained
for tests conducted on a chassis dynamometer.

7. MEASURING EMISSIONS OF POLLUTANTS

At the start of the test (0 km), and every 10,000 km (±400
km) or more frequently, at regular intervals until having
covered 160,000 km, exhaust emissions are measured in
accordance with the Type I Test as defined in clause 5.3.1 of
this Part. The limit values to be complied with are those
laid down in clause 5.3.1.4 of this Part.
In the case of vehicles equipped with periodically regenerating
systems, it shall be checked that the vehicle is not approaching a
regeneration period. If this is the case, the vehicle must be
driven until the end of the regeneration. If a regeneration occurs
during the emissions measurement, a new test (including
preconditioning) shall be performed, and the first result not
taken into account.

All exhaust emissions results shall be plotted as a function of

the running distance on the system rounded to the nearest
kilometer and the best fit straight line fitted by the method of
least squares shall be drawn through all these data points. This
calculation shall not take into account the test results at 0 km.
The data will be acceptable for use in the calculation of the
deterioration factor only if the interpolated 6,400 km and
160,000 km points on this line are within the above mentioned
limits.
The data are still acceptable when a best fit straight line crosses
an applicable limit with a negative slope (the 6,400 km
interpolated point is higher than the 160,000 km interpolated
point) but the 160,000 km actual data point is below the limit.
A multiplicative exhaust emission deterioration factor shall be
calculated for each pollutant as follows:

Where:
Mi 1 = mass emission of the pollutant i in g/km interpolated to
6,400 km,
Mi 2 = mass emission of the pollutant i in g/km interpolated to
160,000 km.

These interpolated values shall be carried out to a minimum of

four places to the right of the decimal point before dividing one
by the other to determine the deterioration factor. The result
shall be rounded to three places to the right of the decimal
point.
If a deterioration factor is less than one, it is deemed to be equal
to one.
At the request of a manufacturer, an additive exhaust emission
deterioration factor shall be calculated for each pollutant as
follows:
D.E.F. = Mi 2 – Mi 1
 STANDARD BENCH CYCLE (SBC)

1. INTRODUCTION
The standard ageing durability procedure consists of ageing a
catalyst/oxygen sensor system on an ageing bench which
follows the standard bench cycle (SBC) described in this
chapter. The SBC requires the use of an ageing bench with an
engine as the source of feed gas for the catalyst. The SBC is a
60-second cycle which is repeated as necessary on the ageing
bench to conduct ageing for the required period of time. The
SBC is defined based on the catalyst temperature, engine
air/fuel (A/F) ratio, and the amount of secondary air injection
which is added in front of the first catalyst.

2. CATALYST TEMPERATURE CONTROL

2.1 Catalyst temperature shall be measured in the catalyst bed at the

location where the highest temperature occurs in the hottest
catalyst. Alternatively, the feed gas temperature may be
measured and converted to catalyst bed temperature using a
linear transform calculated from correlation data collected on
the catalyst design and ageing bench to be used in the ageing
process.

2.2 Control the catalyst temperature at stoichiometric operation (01

to 40 seconds on the cycle) to a minimum of 800 °C (±10° C)
by selecting the appropriate engine speed, load, and spark
timing for the engine. Control the maximum catalyst
temperature that occurs during the cycle to 890 °C (±10 °C)
by selecting the appropriate A/F ratio of the engine during the
"rich" phase described in the table below.

2.3 If a low control temperature other than 800 °C is utilized,

the high control temperature shall be 90 °C higher than the low
control temperature.

Standard Bench Cycle (SBC)

Time
(seconds)
Stoichiometric
Engine with load, spark timing and Secondary Air
Air/Fuel Ratio
engine speed controlled to achieve a minimum Injection
catalyst temperature of 800 °C
1-40 "Rich" (A/F ratio selected to achie-ve a None
maximum catalyst temperature over the entire
cycle of 890 °C or 90 °C higher than lower
control temperature)
41-45 None
"Rich" (A/F ratio selected to achie- ve a
maximum catalyst temperature over the entire
cycle of 890 °C or 90 °C higher than lower
control temperature)
46-55 3 % (±1%)
 Stoichiometric with load, spark timing and
engine speed controlled to achieve a minimum
catalyst temperature of 800 °C
56-60 3 % (±1%)

3. AGEING BENCH EQUIPMENT AND PROCEDURES

3.1 Ageing Bench Configuration. The ageing bench shall provide

the appropriate exhaust flow rate, temperature, air-fuel ratio,
exhaust constituents and secondary air injection at the inlet face of
the catalyst.

The standard ageing bench consists of an engine, engine controller,

and engine dynamometer. Other configurations may be acceptable
(e.g. whole vehicle on a dynamometer, or a burner that provides
the correct exhaust conditions), as long as the catalyst inlet
conditions and control features specified in this chapter are met.

A single ageing bench may have the exhaust flow split into
several streams providing that each exhaust stream meets the
requirements of this chapter. If the bench has more than one
exhaust stream, multiple catalyst systems may be aged
simultaneously.

3.2 Exhaust System Installation. The entire catalyst(s)-plus-oxygen

sensor(s) system, together with all exhaust piping which
connects these components, will be installed on the bench. For
engines with multiple exhaust streams (such as some V6 and V8
engines), each bank of the exhaust system will be installed
separately on the bench in parallel.

For exhaust systems that contain multiple in-line catalysts,

the entire catalyst system including all catalysts, all oxygen
sensors and the associated exhaust piping will be installed as a
 unit for ageing. Alternatively, each individual catalyst may be
separately aged for the appropriate period of time.

3.3 Temperature Measurement. Catalyst temperature shall be

measured using a thermocouple placed in the catalyst bed at
the location where the highest temperature occurs in the hottest
catalyst. Alternatively, the feed gas temperature just before the
catalyst inlet face may be measured and converted to catalyst bed
temperature using a linear transform calculated from correlation
data collected on the catalyst design and ageing bench to be used
in the ageing process.
The catalyst temperature shall be stored digitally at the speed
of 1 hertz (one measurement per second).

3.4 Air/Fuel Measurement. Provisions shall be made for the

measurement of the air/fuel (A/F) ratio (such as a wide-range
oxygen sensor) as close as possible to the catalyst inlet and
outlet flanges. The information from these sensors shall be stored
digitally at the speed of 1 hertz (one measurement per second).

3.5 Exhaust Flow Balance. Provisions shall be made to assure that the
proper amount of exhaust (measured in grams/second at
stoichiometry, with a tolerance of ±5 grams/ second) flows
through each catalyst system that is being aged on the bench.
The proper flow rate is determined based upon the exhaust flow
that would occur in the original vehicle’s engine at the steady
state engine speed and load selected for the bench ageing.

3.6 Setup. The engine speed, load, and spark timing are selected
to achieve a catalyst bed temperature of 800 °C (±10 °C) at
steady-state stoichiometric operation.
The air injection system is set to provide the necessary air
flow to produce 3.0% oxygen (±0.1%) in the steady-state
stoichiometric exhaust stream just in front of the first
catalyst. A typical reading at the upstream A/F measurement
point (required in clause 3.4 above) is lambda 1.16 (which
is approximately 3% oxygen).
With the air injection on, set the "Rich" A/F ratio to produce a
catalyst bed temperature of 890 °C (±10 °C). A typical A/F value
for this step is lambda 0.94 (approximately 2% CO).

3.7 Ageing Cycle. The standard bench ageing procedures use the
standard bench cycle (SBC). The SBC is repeated until the
amount of ageing calculated from the bench ageing time
equation (BAT) is achieved.

3.8 Quality Assurance. The temperatures and A/F ratio in clauses 3.3
and 3.4 of this Chapter shall be reviewed periodically (at least
every 50 hours) during ageing. Necessary adjustments shall be
made to assure that the SBC is being appropriately followed
 throughout the ageing process.
After the ageing has been completed, the catalyst time-at-
temperature collected during the ageing process shall be tabulated
into a histogram with temperature groups of no larger than 10
°C. The BAT equation and the calculated effective reference
temperature for the ageing cycle according to clause 2.3.1.4 will
be used to determine if the appropriate amount of thermal ageing
of the catalyst has in fact occurred. Bench ageing will be extended
if the thermal effect of the calculated ageing time is not at least
95% of the target thermal ageing.

3.9 Startup and Shutdown. Care should be taken to assure that the
maximum catalyst temperature for rapid deterioration (e.g.,1050
°C) does not occur during startup or shutdown. Special low
temperature startup and shutdown procedures may be used to
alleviate this concern.

4. EXPERIMENTALLY DETERMINING THE R-FACTOR FOR

BENCH AGEING DURABILITY PROCEDURES

4.1 The R-Factor is the catalyst thermal reactivity coefficient used in

the bench ageing time (BAT) equation. Manufacturers may
determine the value of R experimentally using the following
procedures.

4.1.1 Using the applicable bench cycle and ageing bench

hardware, age several catalysts (minimum of 3 of the same
catalyst design) at different control temperatures between the
normal operating temperature and the damage limit
temperature. Measure emissions (or catalyst inefficiency (1-
catalyst efficiency)) for each exhaust constituent. Assure that
the final testing yields data between one- and two-times the
emission standard.

4.1.2 Estimate the value of R and calculate the effective reference

temperature (Tr) for the bench ageing cycle for each control
temperature according to clause 2.3.1.4.

4.1.3 Plot emissions (or catalyst inefficiency) versus ageing time

for each catalyst.
Calculate the least-squared best-fit line through the data. For the
data set to be useful for this purpose the data should have an
approximately common intercept between 0 and 6400 km. See the
following graph for an example.

4.1.4 Calculate the slope of the best-fit line for each ageing temperature.

4.1.5 Plot the natural log (ln) of the slope of each best-fit line
(determined in step 4.1.4.) along the vertical axis, versus the
inverse of ageing temperature (1/(ageing temperature, deg K))
along the horizontal axis, Calculate the least squared best-fit
lines through the data. The slope of the line is the R-factor.
 See the following graph for an example.

4.1.6 Compare the R-factor to the initial value that was used in
Step 4.1.2. If the calculated R-factor differs from the initial value
by more than 5%, choose a new R-factor that is between the
initial and calculated values, and then repeat Steps 2–6 to
derive a new R-factor. Repeat this process until the calculated
R-factor is within 5% of the initially assumed R-factor.
4.1.7 Compare the R-factor determined separately for each exhaust
constituent. Use the lowest R-factor (worst case) for the BAT
equation.
Determining the R-Factor

1/TA 1/TB 1/TC

1/(ageing temperature)
Slope = rate of change in emissions/time
 STANDARD DIESEL BENCH CYCLE (SDBC)

1. INTRODUCTION

For particulate filters, the number of regenerations is critical

to the ageing process. For systems that require
desulphurisation cycles (e.g. NO x storage catalysts), this
process is also significant.

The standard diesel bench ageing durability procedure consists

of ageing an after- treatment system on an ageing bench which
follows the standard bench cycle (SDBC) described in this
chapter. The SDBC requires use of an ageing bench with an
engine as the source of feed gas for the system.

During the SDBC, the regeneration / desulphurisation strategies

of the system shall remain in normal operating condition.

2. The Standard Diesel Bench Cycle reproduces the engine

speed and load conditions that are encountered in the SRC cycle
as appropriate to the period for which durability is to be
determined. In order to accelerate the process of ageing, the
engine settings on the test bench may be modified to reduce
the system loading times. For example the fuel injection timing
or EGR strategy may be modified.

3. AGEING BENCH EQUIPMENT AND PROCEDURES

3.1 The standard ageing bench consists of an engine, engine

controller, and engine dynamometer. Other configurations may
be acceptable (e.g. whole vehicle on a dynamometer, or a
burner that provides the correct exhaust conditions), as long as
the after-treatment system inlet conditions and control features
specified in this chapter are met.

A single ageing bench may have the exhaust flow split into
several streams provided that each exhaust stream meets the
requirements of this chapter. If the bench has more than one
exhaust stream, multiple after-treatment systems may be aged
simultaneously.

3.2 Exhaust System Installation. The entire after-treatment system,

together with all exhaust piping which connects these
components, will be installed on the bench. For engines with
multiple exhaust streams (such as some V6 and V8 engines),
each bank of the exhaust system will be installed separately on the
bench.
The entire after-treatment system will be installed as a unit
for ageing. Alternatively, each individual component may be
separately aged for the appropriate period of time.
 STANDARD ROAD CYCLE (SRC)

1. INTRODUCTION

The standard road cycle (SRC) is a kilometre accumulation

cycle. The vehicle may be run on a test track or on a kilometre
accumulation dynamometer.

The cycle consists of 7 laps of a 6 km course. The length of

the lap may be changed to accommodate the length of the
mileage accumulation test track.

Standard Road cycle

Lap Description Typical acceleration rate

1 (start engine) idle 10 seconds m/s²
0
1 Moderate acceleration to 48 km/h 1.79
1 Cruise at 48 km/h for ¼ lap 0
1 Moderate deceleration to 32 km/h -2.23
1 Moderate acceleration to 48 km/h 1.79
1 Cruise at 48 km/h for ¼ lap 0
1 Moderate deceleration to stop -2.23
1 Idle 5 seconds 0
1 Moderate acceleration to 56 km/h 1.79
1 Cruise at 56 km/h for ¼ lap 0
1 Moderate deceleration to 40 km/h -2.23
1 Moderate acceleration to 56 km/h 1.79
1 Cruise at 56 km/h for ¼ lap 0
1 Moderate deceleration to stop -2.23
2 idle 10 seconds 0
2 Moderate acceleration to 64 km/h 1.34
2 Cruise at 64 km/h for ¼ lap 0
2 Moderate deceleration to 48 km/h -2.23
2 Moderate acceleration to 64 km/h 1.34
2 Cruise at 64 km/h for ¼ lap 0
2 Moderate deceleration to stop -2.23
2 Idle 5 seconds 0
2 Moderate acceleration to 72 km/h 1.34
2 Cruise at 72 km/h for ¼ lap 0
2 Moderate deceleration to 56 km/h -2.23
2 Moderate acceleration to 72 km/h 1.34
2 Cruise at 72 km/h for ¼ lap 0

2 Moderate deceleration to stop -2.23

3 idle 10 seconds 0
3 Hard acceleration to 88 km/h 1.79
3 Cruise at 88 km/h for ¼ lap 0
3 Moderate deceleration to 72 km/h -2.23
3 Moderate acceleration to 88 km/h 0.89
3 Cruise at 88 km/h for ¼ lap 0
3 Moderate deceleration to 72 km/h -2.23
3 Moderate acceleration to 97 km/h 0.89
3 Cruise at 97 km/h for ¼ lap 0
3 Moderate deceleration to 80 km/h -2.23
3 Moderate acceleration to 97 km/h 0.89
3 Cruise at 97 km/h for ¼ lap 0
3 Moderate deceleration to stop -1.79
4 idle 10 seconds 0
4 Hard acceleration to 129 km/h
4 Coastdown to 113 km/h -0.45
4 Cruise at 113 km/h for ½ lap 0
4 Moderate deceleration to 80 km/h -1.34
4 Moderate acceleration to 105 km/h 0.89

Lap Description Typical acceleration

rate m/s²
4 Cruise at 105 km/h for ½ lap 0
4 Moderate deceleration to 80 km/h -1.34
5 Moderate acceleration to 121 km/h 0.45
5 Cruise at 121 km/h for ½ lap 0
5 Moderate deceleration to 80 km/h -1.34
5 Light acceleration to 113 km/h 0.45
5 Cruise at 113 km/h for ½ lap 0
5 Moderate deceleration to 80 km/h -1.34
6 Moderate acceleration to 113 km/h 0.89
6 Coastdown to 97 km/h -0.45
6 Cruise at 97 km/h for ½ lap 0
6 Moderate deceleration to 80 km/h -1.79
6 Moderate acceleration to 104 km/h 0.45
6 Cruise at 104 km/h for ½ lap 0
6 Moderate deceleration to stop -1.79
7 idle 45 seconds 0
7 Hard acceleration to 88 km/h 1.79
7 Cruise at 88 km/h for ¼ lap 0
7 Moderate deceleration to 64 km/h -2.23
7 Moderate acceleration to 88 km/h 0.89
7 Cruise at 88 km/h for ¼ lap 0
7 Moderate deceleration to 64 km/h -2.23
7 Moderate acceleration to 80 km/h 0.89
7 Cruise at 80 km/h for ¼ lap 0
7 Moderate deceleration to 64 km/h -2.23
7 Moderate acceleration to 80 km/h 0.89
7 Cruise at 80 km/h for ¼ lap 0
7 Moderate deceleration to stop -2.23

The standard road cycle is represented graphically in the following figure:

 CHAPTER 13:
GRANTING OF TYPE APPROVAL FOR A VEHICLE FUELLED BY
LPG OR NG/BIOMETHANE

1.0 INTRODUCTION

This chapter describes the special requirements that apply in

the case of an approval of a vehicle that runs on LPG or NG/bio
methane, or that can run either on petrol or LPG or NG/bio
methane in so far as the testing on LPG or NG/biomethane
gas is concerned.
In the case of LPG and NG/biomethane natural gas there is on
the market a large variation in fuel composition, requiring the
fueling system to adapt its fueling rates to these compositions.
To demonstrate this capability, the vehicle has to be tested in the
test Type I on two extreme references fuels and demonstrate the
self-adaptability of the fueling system. Whenever the self-
adaptability of a fueling system has been demonstrated on a
vehicle, such a vehicle may be considered as a parent of a
family. Vehicles that comply with the requirements of members
of that family, if fitted with the same fueling system, need to be
tested on only one fuel.

2. DEFINITIONS
For the purpose of this chapter the following definitions shall
apply:

2.1. A "family" means a group of vehicle types fueled by LPG,

NG/bio methane identified by a parent vehicle.
A "parent vehicle" means a vehicle that is selected to act as the
vehicle on which the self-adaptability of a fueling system is
going to be demonstrated, and to which the members of a family
refer. It is possible to have more than one parent vehicle in a
family.

2.2. Member of the Family

2.2.1. A "member of the family" is a vehicle that shares the

following essential characteristics with its parent(s):
(a) It is produced by the same manufacturer;
(b) It is subject to the same emission limits;
(c) If the gas fueling system has a central metering for the
whole engine:
(d) It has a certified power output between 0.7 and 1.15 times
that of the parent vehicle.
 (e) If the gas fueling system has an individual metering per
cylinder:
(f) It has a certified power output per cylinder between 0.7 and
1.15 times that of the parent vehicle.
(g) If fitted with a catalyst, it has the same type of
catalyst i.e. three way, oxidation, de-NOx.
(h) It has a gas fueling system (including the pressure
regulator) from the same system manufacturer and of the
same type: induction, vapour injection (single point,
multipoint), liquid injection (single point, multipoint).
(i) This gas fueling system is controlled by an ECU of the
same type and technical specification, containing the same
software principles and control strategy. The vehicle may
have a second ECU compared to the parent vehicle,
provided that the ECU is only used to control the
injectors, additional shut-off valves and the data acquisition
from additional sensors.

2.2.2. With regard to requirement (c) and (d): in the case where a
demonstration shows two gas- fueled vehicles could be members
of the same family with the exception of their certified power
output, respectively P 1 and P 2 (P1 < P2 ), and both are tested as if
were parent vehicles the family relation will be considered
valid for any vehicle with a certified power output between 0.7
P 1 and 1.15 P 2 .

3. GRANTING OF A TYPE APPROVAL

Type approval is granted subject to the following requirements:

3.1. Exhaust Emissions Approval of a Parent Vehicle

3.1.1. The parent vehicle should demonstrate its capability to adapt to

any fuel composition that may occur across the market. In the
case of LPG there are variations in C 3 /C4 composition. In the
case of NG/biomethane there are generally two types of fuel,
high calorific fuel (H-gas) and low calorific fuel (L-gas), but
with a significant spread within both ranges; they differ
significantly in Wobbe index.

These variations are reflected in the reference fuels.

3.1.2. In the case of vehicles fueled by LPG, NG/biomethane, the

parent vehicle(s) shall be tested in the Type I test on the two
extreme reference fuels as specified in the applicable gazette
notification. In the case of NG/biomethane, if the transition from
one fuel to another is in practice aided through the use of a

switch, this switch shall not be used during type approval.

 In such a case on the manufacturer's request and with the
agreement of the test agency the pre-conditioning cycle referred
in clause 6.1 of Chapter 3 to this Part may be extended.

3.1.3. The vehicle is considered to conform if, under the tests and
reference fuels mentioned in clause 3.1.2 of this Chapter, the
vehicle complies with the emission limits.

3.1.4. In the case of vehicles fueled by LPG or NG/biomethane, the

ratio of emission results ‘r’ shall be determined for each
pollutant as follows:

Type(s) of Reference Calculation of

fuel fuels "r"
LPG and petrol Fuel A
(Approval B) r = B/A
or LPG only Fuel B
(Approval D)
NG/bio methane Fuel G20
and petrol (Approval B) R=G25/G20
Or NG/bio methane only Fuel G25
(Approval D)

3.2. Exhaust Emissions Approval of a Member of the Family:

For the type approval of a mono fuel gas vehicle and bi fuel gas
vehicles operating in gas mode, fueled by LPG or
NG/Biomethane, as a member of the family, a Type I test shall
be performed with one gas reference fuel. This reference fuel
may be either of the gas reference fuels. The vehicle is
considered to comply if the following requirements are met:

3.2.1. The vehicle complies with the definition of a family member as

defined in clause 2.3 of this Chapter;

3.2.2. If the test fuel is reference fuel A for LPG or G 20 for

NG/biomethane, the emission result shall be multiplied by the
relevant factor ‘r’ calculated in clause 3.1.4 of this annex if r >
1; if r < 1, no correction is needed;

3.2.3. If the test fuel is reference fuel B for LPG or G25 for
NG/biomethane, the emission result shall be divided by the
relevant factor ‘r’ calculated in clause 3.1.4 of this Chapter if r <
1; if r > 1, no correction is needed;

3.2.4. On the manufacturer's request, the Type I test may be performed

on both reference fuels, so that no correction is needed;
3.2.5. The vehicle shall comply with the emission limits valid for the
relevant category for both measured and calculated emissions;

3.2.6. If repeated tests are made on the same engine the results on
reference fuel G 20 , or A, and those on reference fuel G 25 , or B,
shall first be averaged; the ‘r’ factor shall then be calculated
from these averaged results;

3.2.7. Without prejudice to clause 6.11.1.3 of Chapter 3 to this Part,

during the Type I test it is permissible to use petrol only or
simultaneously with gas when operating in gas mode provided
that the energy consumption of gas is higher than 80% of the
total amount of energy consumed during the test. This
percentage shall be calculated in accordance with the method set
out below for (LPG) or (NG/biomethane) to this Chapter.

4. GENERAL CONDITIONS

4.1. Tests for conformity of production may be performed with a

commercial fuel of which the C 3 /C 4 ratio lies between those of
the reference fuels in the case of LPG, or of which the Wobbe
index lies between those of the extreme reference fuels in the
case of NG/biomethane. In that case a fuel analysis needs to be
present.
 BI-FUEL GAS VEHICLE-
CALCULATION OF LPG ENERGY RATIO

1.0 MEASUREMENT OF THE LPG MASS CONSUMED

DURING THE TYPE I TEST CYCLE

Measurement of the LPG mass consumed during the Type I test

cycle shall be done by a fuel weighing system capable of
measuring the weight of the LPG storage container during the
test in accordance with the following:
An accuracy of ± 2% of the difference between the readings at
the beginning and at the end of the test or better.

Precautions shall be taken to avoid measurement errors.

Such precautions shall at least include the careful installation of

the device according to the instrument manufacturers'
recommendations and to good engineering practice.

Other measurement methods are permitted if an equivalent

accuracy can be demonstrated

2. CALCULATION OF THE LPG ENERGY RATIO

The fuel consumption value shall be calculated from the emissions of

hydrocarbons, carbon monoxide, and carbon dioxide determined
from the measurement results assuming that only LPG is burned
during the test.

The LPG ratio of the energy consumed in the cycle is then

determined as follows:

GLPG = MLPG * 10000/(FCnorm * dist * d)

Where :
GLPG : is the LPG energy ratio (%);
MLPG : is the LPG mass consumed during the cycle (kg);
FCnorm : is the fuel consumption (l/100 km) calculated in
accordance with clause 7 (b), ofChapter 3 to this Part.
If applicable, the correction factor cf in the equation
used to determine FCnorm shall be calculated using the
H/C ratio of the gaseous fuel;
dist : is the distance travelled during the cycle (km);
d : is the density d = 0.538 kg/litre.
 BI-FUEL VEHICLE –
CALCULATION OF NG/BIOMETHANE ENERGY RATIO

1. MEASUREMENT OF THE CNG MASS CONSUMED

DURING THE TYPE I TEST CYCLE

Measurement of the CNG mass consumed during the cycle shall

be done by a fuel weighing system capable to measure the CNG
storage container during the test in accordance with the
following:

An accuracy of ± 2% of the difference between the readings at

the beginning and at the end of the test or better.

Precautions shall be taken to avoid measurement errors.

Such precautions shall at least include the careful installation of

the device according to the instrument manufacturers'
recommendations and to good engineering practice.

Other measurement methods are permitted if an equivalent

accuracy can be demonstrated.

2. CALCULATION OF THE CNG ENERGY RATIO

The fuel consumption value shall be calculated from the

emissions of hydrocarbons, carbon monoxide, and carbon
dioxide determined from the measurement results assuming that
only CNG is burned during the test.

The CNG ratio of the energy consumed in the cycle is then

determined as follows:

GCNG = M CNG * cf * 10000/(FC norm * dist * d)

Where :
GCNG : is the CNG energy ratio ( %);
M CNG : is the CNG mass consumed during the cycle (kg);
FCnorm : is the fuel consumption (m3/100 km) calculated in
accordance with clause 7 (c), of Chapter 3 to this
Part.
dist : is the distance travelled during the cycle (km);
d : is the density d = 0.654 kg/m 3 ;
cf : is the correction factor, assuming the following
values:
cf : 1 in case of G 20 reference fuel;
cf = 0.78 in case of G 25 reference fuel
 CHAPTER 14
ON-BOARD DIAGNOSTICS (OBD) FOR MOTOR VEHICLES

1.0 INTRODUCTION

This chapter applies to the functional aspects of On-Board

Diagnostic (OBD) system for the emission control of motor
vehicles.

2.0. DEFINITIONS

For the purposes of this chapter only:

2.1. "OBD" means an on-board diagnostic system for emission

control which shall have the capability of identifying the likely
area of malfunction by means of fault codes stored in computer
memory.

2.2. "Vehicle type" means a category of power-driven vehicles

which do not differ in such essential engine and OBD system
characteristics.

2.3. "Vehicle family" means a manufacturer's grouping of vehicles

which, through their design, are expected to have similar exhaust
emission and OBD system characteristics. Each vehicle of this
family shall have complied with the requirements of this
regulation as define in Appendix 2 to this chapter.

2.4. "Emission control system" means the electronic engine

management controller and any emission related component in
the exhaust or evaporative system which supplies an input to or
receives an output from this controller.

2.5. "Malfunction indicator (MI)" means a visible or audible

indicator that clearly informs the driver of the vehicle in the
event of a malfunction of any emission-related component
connected to the OBD system, or the OBD system itself.

2.6. "Malfunction" means the failure of an emission-related

component or system that would result in emissions exceeding
the limits in clause 3.3.2. or if the OBD system is unable to fulfil
the basic conformity requirements of this chapter.

2.7. "Secondary air" refers to air introduced into the exhaust system
by means of a pump or aspirator valve or other means that is
intended to aid in the oxidation of HC and CO contained in the
exhaust gas stream.

2.8. "Engine misfire" means lack of combustion in the cylinder of a

positive ignition engine due to absence of spark, poor fuel
metering, poor compression or any other cause. In terms of OBD
conformity it is that percentage of misfires out of a total number
of fringe vents (as declared by the manufacturer) that would
result in emissions exceeding the limits given in clause 3.3.2 or
that percentage that could lead to an exhaust catalyst, or
 catalysts, overheating causing irreversible damage.

2.9. "Type I Test" means the driving cycle (Parts One and Two)
used for emission approvals.

2.10. A "driving cycle" consists of engine key-on, driving mode

where a malfunction would be detected if present, and engines
key-off.

2.11. A "warm-upcycle" means sufficient vehicle operation such that

the coolant temperature has risen by at least 22K from engine
starting and reaches a minimum temperature of 343K(70°C).

2.12. A "Fuel trim" refers to feedback adjustments to the base fuel

schedule. Short term fuel trim refers to dynamic or instantaneous
adjustments. Long term fuel trim refers to much more gradual
adjustments to the fuel calibration schedule than short-term trim
adjustments. These long term adjustments compensate for
vehicle differences and gradual changes that occur over time.

2.13. A "Calculated load value" refers to an indication of the current

air flow divided by peak airflow, where peak air flow is
corrected or altitude, if available. This definition provides a
dimension less number that is not engine specific and provides
the service technician with an indication of the proportion of
engine capacity that is being used (with wide open throttle as
100%);

2.14. "Permanent emission default mode" refers to a case where the

engine management controller permanently switches to a setting that
does not require an input from a failed component or system where
such a failed component or system would result in an increase in
emissions from the vehicle to a level above thel imits given in Clause
3.3.2 of this chapter.

2.15. "Power take-off unit"means an engine-driven output provision for

the purposes of powering auxiliary, vehicle mounted, equipment.

2.16. "Access" means the availability of all emission–related OBD data

including all fault codes required for the inspection, diagnosis,
servicing or repair of emissions-related parts of the vehicle, via the
serial interface for the standard diagnostic connection (pursuant to
clause 6.5.3.5 of Appendix 1 to this chapter).

2.17. "Unrestricted" means:

2.17.1. Access not dependent on an access code obtain able only from the
manufacturer, or a similar device; or
2.17.2. Access allowing evaluation of the data produced without the need for
any unique decoding information, unless that information itself is
standardised.

2.18. "Standardised" means that all data stream information, including all
fault codes used, shall be produced only in accordance with industry
standards which, by virtue of the fact that the ir format and the
irpermitted options are clearly defined provide for a maximum level
of harmonisation in the motor vehicle industry, and whose use is
expressly permitted in this Part.

2.19. "Repair information" means all information required for diagnosis,

servicing, inspection, periodic conformity or repair of the vehicle and
which the manufacturers provide for their authoriseddealers/repair
shops. Where necessary, such information shall include service
handbooks, technical manuals, diagnosis information (e.g.minimum
and maximum theoretical values for measurements), wiring
diagrams, the software calibration identification number applicable
to a vehicle type,instructions for individual and special cases,
information provided concerning tool sand equipment, data record
information and two-directional conformity and test data. The
manufacturer shall not be obliged to make available that information
which is covered by intellectual property rights or constitutes specific
know-how of manufacturers and or OEM Suppliers; in this case the
necessary technical information shall not be improperly with held.

2.20. "Deficiency" means, in respect of vehicle OBD systems, that up to

two separate components or systems that are monitored contain
temporary or permanent operating characteristics that impair the
otherwise efficient OBD conformity of those components or systems
or do not meet all of the other detailed requirements for OBD.
Vehicles may be type- approved, registered and sold with such
deficiencies according to the requirements of clause 4 of this chapter.

3. REQUIREMENTS AND TESTS

3.1. All vehicles shall be equipped with an OBD system so designed,

constructed and installed in a vehicle as to enable it to identify types
of deterioration normal function over the entire life of the vehicle. In
achieving this objective the approval authority shall accept that
vehicles which have travelled distances in excess of the TypeV
durability distance referred to in clause 3.3.1, may show some
deterioration in OBD system performance such that the emission
limits given in clause 3.3.2 may be exceeded before the OBD system
signals a failure to the driver of the vehicle.

3.1.1. Access to the OBD system required for the inspection, diagnosis,
service ingor repair of the vehicle shall be unrestricted and
standardised. All emission related fault codes shall be consistent
with clause 6.5.3.4. of Appendix 1 to this chapter.
3.1.2. No later than three months after the manufacturer has provided any
authorised dealer or repairs hop with repair information, the
manufacturer shall make that information (including all subsequent
amendments and supplements) available upon reasonable and non-
discriminatory payment and shall notify the approval authority
accordingly.

In the even to failure to comply with these provisions the approval

authority shall act to ensure that repair information is available, in
accordance with the procedures laid down for type approval and in-
service surveys.

3.2. The OBD system shall be so designed, constructed and installed in a

vehicle as to enable it to comply with the requirements of this chapter
during conditions of normal use.

3.2.1. Temporary Disablement of the OBD System

3.2.1.1. A manufacturer may disable the OBD system if its ability to monitor
is affected by low fuel levels. Disablement shall not occur when the
fuel tank level is above 20% of the nominal capacity of the fuel tank.

3.2.1.2. A manufacturer may disable the OBD system at ambient engine

starting temperatures below 266K (-7°C) or at elevations over 2,500
metres above seal level provided the manufacturer submits data and/
or an engineering evaluation which adequately demonstrate that
conformity would be unreliable when such conditions exist. A
manufacturer may also request disablement of the OBD system a to
the rambient engine starting temperatures if he demonstrates to the
authority with data and /or an engineering evaluation that mis
diagnosis would occur under such conditions. Misdiagnosis would
occur under such conditions. It is not necessary to illuminate the
malfunction indicator (MI) if the OBD thresholds are exceeded
during a regeneration provided no defect is present.

3.2.1.3. For vehicles designed to accommodate the installation of power

take off units, disablement of affected monitoring systems is
permitted provided disablement occurs only when the power
take-off unit is active.

In addition to the provisions of this section the manufacturer may

temporarily disable the OBD system in the following conditions:

(a) For flex fuel or mono/bi-fuel gas vehicles during 1 minute

after refueling to allow for the recognition of fuel quality
and composition by the ECU;

(b) For bi-fuel vehicles during 5 seconds after fuel switching to

allow for readjusting engine parameters;

(c) The manufacturer may deviate from these time limits if it can
demonstrate that stabilization of the fueling system after
 re-fuelling or fuel switching takes longer for justified technical
reasons. In any case, the OBD system shall be re-enabled as
soon as either the fuel quality or composition is recognized or
the engine parameters are readjusted.

3.2.2. Engine Misfire in Vehicles Equipped with Positive-Ignition

Engines

3.2.2.1. Manufacturers may adopt higher misfire percentage malfunction

criteria than those declared to the authority, under specific engine
speed and load conditions where it can be demonstrated to the
authority that the detection of lower levels of misfire would be
unreliable.

3.2.2.2. When a manufacturer can demonstrate to the authority that the

detection of higher levels of misfire percentages is still not
feasible, or that misfire cannot be distinguished from other effect
(e.g. rough roads, transmission shifts, after engine starting; etc.)
the misfire conformity system may be disabled when such
conditions exist.

3.2.3. Identification of deterioration or malfunctions may be also be

done outside a driving cycle (e.g. after engine shutdown).

3.3. Description of Tests

3.3.1. The tests are carried out on the vehicle used for the Type V
durability test and using the test procedure in Appendix 1 to this
chapter. Tests are carried out at the conclusion of the Type V
durability testing.
When no Type V durability testing is carried out, or at the
request of the manufacturer, a suitably aged and representative
vehicle may be used for these OBD demonstration tests.

3.3.2. The OBD system shall indicate the failure of an emission-related

component or system when that failure results in emissions
exceeding the threshold limits defined in said notification :

3.3.3. Monitoring requirements for vehicles equipped with positive-

ignition engines;
In satisfying the requirements of clause 3.3.2. of this Chapter the
OBD system shall, at a minimum, monitor for:

3.3.3.1. The reduction in the efficiency of the catalytic converter with

respect to emissions of NMHC and NO x. Manufacturers may
monitor the front catalyst alone or in combination with the next
catalyst(s) downstream. Each monitored catalyst or catalyst
combination shall be considered malfunctioning when the
emissions exceed the NMHC or NO x threshold limits defined in
said notification.
3.3.3.2. The presence of engine misfire in the engine operating region
bounded by the following lines:

(a) A maximum speed of 4,500 min -1 or 1,000 min -1 greater

than the highest speed occurring during a Type I Test
cycle, whichever is the lower;
(b) The positive torque line (i.e. engine load with the
transmission in neutral);
(c) A line joining the following engine operating points: the
positive torque line at 3,000 min-1 and a point on the
maximum speed line defined in (a) above with the engine's
manifold vacuum at 13.33 kPa lower than that at the
positive torque line.
3.3.3.3 Oxygen Sensor Deterioration
This section shall mean that the deterioration of all oxygen
sensors fitted and used for monitoring malfunctions of the
catalytic converter according to the requirements of this chapter
shall be monitored.

3.3.3.4. If active on the selected fuel, other emission control system

components or systems, or emission related powertrain
components or systems which are connected to a computer, the
failure of which may result in tail pipe emissions exceeding the
limits given in clause 3.3.2 of this chapter;

3.3.3.5. Unless otherwise monitored, any other emission-related power-

train component connected to a computer, including any relevant
sensors to enable monitoring functions to be carried out, shall be
monitored for circuit continuity;

3.3.3.6. The electronic evaporative emission purge control shall, at a

minimum, be monitored for circuit continuity.

3.3.3.7. For direct injection positive ignition engines any malfunction,

which may lead to emissions exceeding the particulate threshold
limits provided for by clause 3.3.2.of this chapter and which has
to be monitored according to the requirements of this chapter for
compression ignition engines, shall be monitored.

3.3.4. Monitoring Requirements for Vehicles Equipped with

Compression-Ignition Engines
In satisfying the requirements of clause 3.3.2.of this chapter the
OBD system shall monitor:

3.3.4.1. Where fitted, reduction in the efficiency of the catalytic

converter;

3.3.4.2. Where fitted, the functionality and integrity of the particulate

trap;
3.3.4.3. The fuel-injection system electronic fuel quantity and timing
actuator(s) is/are monitored for circuit continuity and total
functional failure;
3.3.4.4. Other emission control system components or systems, or
emission-related power train components or systems, which are
connected to a computer, the failure of which may result in
exhaust emissions exceeding the limits given in clause 3.3.2.of
this chapter. Examples of such systems or components are those
for monitoring and control of air mass-flow, air volumetric flow
(and temperature), boost pressure and inlet manifold pressure
(and relevant sensors to enable these functions to be carried out).
3.3.4.5. Unless otherwise monitored, any other emission-related
powertrain component connected to a computer shall be
monitored for circuit continuity.
3.3.4.6. Malfunctions and the reduction in efficiency of the EGR system
shall be monitored.
3.3.4.7. Malfunctions and the reduction in efficiency of a NO x
after- treatment system using a reagent and the reagent dosing
sub-system shall be monitored.
3.3.4.8. Malfunctions and the reduction in efficiency of NO x
after-treatment not using a reagent shall be monitored.
3.3.5. Manufacturers may demonstrate to the approval authority that
certain components or systems need not be monitored if, in the
event of their total failure or removal, emissions do not exceed
the emission limits given in clause 3.3.2. of this chapter
3.3.5.1. The following devices should however be monitored for total
failure or removal (if removal would cause the applicable
emission limits to be exceeded):
(a) A particulate trap fitted to compression ignition engines as a
separate unit or integrated into a combined emission control
device;
(b) A NOx after-treatment system fitted to compression ignition
engines as a separate unit or integrated into a combined emission
control device;
(c) A Diesel Oxidation Catalyst (DOC) fitted to compression
ignition engines as a separate unit or integrated into a combined
emission control device.
3.3.5.2. The devices referred to para 3.3.5.1 shall also be monitored for
any failure that would result in exceeding the applicable OBD
threshold limits.
A sequence of diagnostic checks shall be initiated at each engine
start and completed at least once provided that the correct test
conditions are met. The test conditions shall be selected in such a
way that they all occur under normal drive in gas represented by
the Type I Test
3.5. Activation of Malfunction Indicator (MI)

3.5.1. The OBD system shall incorporate a malfunction indicator

readily perceivable to the vehicle operator. The MI shall not be
used for any other purpose except to indicate emergency start-up
or limp-home routines to the driver. The MI shall be visible in all
reasonable lighting conditions. When activated, it shall display a
symbol in conformity with ISO 2575. A vehicle shall not be
equipped with more than one general purpose MI fore mission
related problems. Separate specific purpose tell tales (e.g. brake
system, fasten seat belt, oil pressure, etc.) are permitted. The use
of red colour for an MI is prohibited.

3.5.2 For strategies requiring more than two preconditioning cycles for
MI activation, the manufacturer must provide data and/or an
engineering evaluation which adequately demonstrates that the
monitoring system is equally effective and timely in detecting
component deterioration. Strategies requiring on average more
than ten driving cycles for MI activation are not accepted. The
MI shall also activate whenever the engine control enters a
permanent emission default mode of operation if the emission
limits given in Clause 3.3.2. of this Chapter are exceeded or if
the OBD system is unable to fulfil the basic monitoring
requirements specified in Paragraph 3.3.3. or 3.3.4. of this
Chapter. The MI shall operate in a distinct warning mode, e.g. a
flashing light, under any period during which engine misfire
occurs at a level likely to cause catalyst damage, as specified by
the manufacturer. The MI shall also activate when the vehicle's
ignition is in the "key-on" position before engine starting or
cranking and de-activate after engine starting if no malfunction
has previously been detected.

3.6. Fault Code Storage

3.6.1. The OBD system must record fault cod (s) indicating the status
of the emission control system. Separate status codes must be
used to identify correctly functioning emission control systems
and those emission control systems which need further vehicle
operation to be fully evaluated. If the MI is activated due to
deterioration normal function or permanent emission default
modes of operation, a fault code must be stored that identifies the
type of malfunction. A fault code must also be stored in the cases
referred to in clauses 3.3.3.5 and 3.3.4.5 of this chapter.

3.6.2. The distance travelled by the vehicle while the MI is activated

shall be available at any instant through the serial port on the
standard link connector.

3.6.3. In the case of vehicles equipped with positive ignition engines,

misfiring cylinders need not be uniquely identified if a distinct
single or multiple cylinder misfire fault code is stored.
3.7. Extinguishing the MI

3.7.1. If misfire at levels likely to cause catalyst damage (as specified

by the manufacturer) is not present any more, or if the engine is
operated after changes to speed and load conditions where the
level of misfire will not cause catalyst damage, the MI may be
switched back to the previous state of activation during the first
driving cycle on which the misfire level was detected and may be
switched to the normal activated mode on subsequent driving
cycles. If the MI is switched back to the previous state of
activation, the corresponding fault codes and stored freeze-frame
conditions may be erased.

3.7.2. For all other malfunctions, the MI may be deactivated after three
subsequent sequential driving cycles during which the
conformity system responsible for activating the MI ceases to
detect the malfunction and if no other malfunction has been
identified that would independently activate the MI.

3.8. Erasing a Fault Code

3.8.1. The OBD system may erase a fault code and the distance
travelled and freeze-frame information if the same fault is not re-
registered in at least 40 engine warm-up cycles or forty driving
cycles with vehicle operation in which the criteria specified in
sections 7.5.1.(a)–(c) of Chapter 14, Appendix 1 are met.

3.9. Bi-Fuelled Gas Vehicles

In general, for bi-fuelled gas vehicles for each of the fuel types
(petrol and (NG/biomethane)/ LPG)) all the OBD requirements
as for a mono-fuelled vehicle are applicable. To this end one of
the following two options in clauses 3.9.1 or 3.9.2 or any
combination thereof shall be used.

3.9.1. One OBD System for Both Fuel Types.

3.9.1.1. The following procedures shall be executed for each diagnostic

in a single OBD system for operation on petrol and on
(NG/biomethane)/LPG, either independent of the fuel currently
in use or fuel type specific:

(a) Activation of malfunction indicator (MI) (see clause 3.5 of

this chapter);
(b) Fault code storage (see clause 3.6 of this chapter);
(c) Extinguishing the MI (see clause 3.7of this chapter);
(d) Erasing a fault code (see clause 3.8 of this chapter).

For components or systems to be monitored, either separate

dignostics for each fuel type can be used or a common
diagnostic.
3.9.1.2. The OBD system can reside in either one or more computers.
3.9.2. Two separate OBD systems, one for each fuel type.
3.9.2.1. The following procedures shall be executed independently of
each other when the vehicle is operated on petrol or on
(NG/biomethane)/LPG:
(a) Activation of malfunction indicator (MI) (see clause
3.5.of this chapter);
(b) Fault code storage (see clause 3.6.of this chapter);
(c) Extinguishing the MI (see clause 3.7.of this chapter);
(d) Erasing a fault code (see clause 3.8.of this chapter).
3.9.2.2. The separate OBD systems can reside in either one or more
computers.
3.9.3. Specific requirements regarding the transmission of diagnostic
signals from bi-fuelled gas vehicles.
3.9.3.1. On a request from a diagnostic scan tool, the diagnostic signals
shall be transmitted on one or more source addresses. The use of
source addresses is described in the standard listed in clause
6.5.3.2.(a) of chapter 14, Appendix 1 of this part.
3.9.3.2. Identification of fuel specific information can be realized:
(a) By use of source addresses; and /or
(b) By use of a fuel selects witch; and /or
(c) By use of fuel specific fault codes.
3.9.4. Regarding the status cod (as described in Clause 3.6 of this
chapter), one of the following two options has to be used, if one
or more of the diagnostics reporting readiness is fuel type
specific:
(a) The status code is fuel specific, i.e. use of two status codes,
one for each fuel type;
(b) The status code shall indicate fully evaluated control
systems for both fuel types (petrol and (NG/biomethane)
/LPG)) when the control systems are fully evaluated for one
of the fuel types.
If none of the diagnostics reporting readiness is fuel type specific,
then only one status code has to be supported.
3.10. Additional provisions for vehicles employing engine shut - off
strategies
3.10.1 Driving cycle

3.10.1.1. Autonomous engine restarts commanded by the engine control

system following an engine stall may be considered a new driving
cycle or a continuation of the existing driving cycle.
4.0. REQUIREMENTS RELATING TO THE TYPE-APPROVAL
OF ON-BOARD DIAGNOSTIC SYSTEMS

4.1. A manufacturer may request to the authority that an OBD system

be accepted for type-approval even though the system contains one
or more deficiencies such that the specific requirements of this
chapter are not fully met.
4.2. In considering the request, the authority shall determine whether
compliance with the requirements of this chapter is infeasible or
unreasonable.
The Test Agency shall take into consideration data from the
manufacturer that details such factors as, but not limited to,
technical feasibility, lead time and production cycles including
phase-in or phase-out of engines or vehicle designs and
programmed upgrades of computers, the extent to which the
resultant OBD system will be effective in complying with the
requirements of this Part and that the manufacturer has
demonstrated an acceptable level of effort towards compliance
with the requirements of this Part.
4.2.1. The authority will not accept any deficiency request that includes
the complete lack of a required diagnostic monitor.
4.2.2. The authority will not accept any deficiency request that does not
respect the OBD threshold limits defined in said notification.
4.3. In determining the identified order of deficiencies, deficiencies
relating to clauses 3.3.3.1, 3.3.3.2 and 3.3.3.3 of this chapter for
positive-ignition engines and clauses 3.3.4.1, 3.3.4.2 and 3.3.4.3 of
this chapter for compression-ignition engines shall be identified
first.
4.4. Prior to or at the time of type approval, no deficiency shall be
granted in respect of the requirements of clause 6.5., except clause
6.5.3.4.of this chapter.
4.5. Deficiency Period
4.5.1. A deficiency may be carried- over for a period of two years after
the date of type-approval of the vehicle type unless it can be
adequately demonstrated that substantial vehicle hardware
modifications and additional lead-time beyond two years would be
necessary to correct the deficiency. In such a case, the deficiency
may be carried-over for a period not exceeding three years.
4.5.2. A manufacturer may request that the Approval Authority grant a
deficiency retrospectively when such a deficiency is discovered
after the original type approval. In this case, the deficiency may be
carried-over for a period of two years after the date of notification
to the administrative department unless it can be adequately
demonstrated that substantial vehicle hardware modifications and
additional lead-time beyond two years would be necessary to
correct the deficiency. In such a case, the deficiency may be
carried-over for a period not exceeding three years.
5. ACCESS TO OBD INFORMATION

5.1. Applications for type-approval or amendment of a type-approval

shall be accompanied by the relevant information concerning the
vehicle OBD system. This relevant information shall enable
manufacturer so if replacement or retrofit components to make the
parts they manufacturer compatible with the vehicle OBD system
with a view to fault-free operation assuring the vehicle user
against malfunctions. Similarly, such relevant information shall
enable the manufacturers of diagnostic tool sand test equipment to
make tools and equipment that provide for effective and accurate
diagnosis of vehicle emission control systems.

5.2. Upon request, the type approval agency shall make the relevant
information on the OBD system available to any interested
components, diagnostic tools or test equipment manufacturer on a
non-discriminatory basis.

5.2.1. If type approval agency receives a request from any interested

components, diagnostic tools or test equipment manufacturer for
information on the OBD system of a vehicle that has been type-
approved to a previous version of Part,

(a) The agency shall, within 30 days, request the manufacturer

of the vehicle in question the type to make available the
information required.
(b) The manufacturer shall submit this information to the
type approval agency within two months of the request;
(c) The type approval agency shall transmit this information to
the Administrative departments of the Contracting Parties
and the Administrative department which granted the
original type approval shall attach this information of the
vehicle type-approval information.

This requirement shall not invalidate any approval previously

granted pursuant to AIS 137 Part 3 nor prevent extensions to such
approvals under the terms of the Regulation under which they
were originally granted.
5.2.2. Information can only be requested for replacement or service
components that are subject to this type-approval, or for
components that form part of a system that is subject to this type-
approval.
5.2.3. The request for information must identify the exact specification
of the vehicle model for which the information is required. It must
confirm that the information is required for the development of
replacement or retrofit parts or components or diagnostic tools or
test equipment.
 CHAPTER 14 – APPENDIX 1
FUNCTIONAL ASPECTS OF ON-BOARD DIAGNOSTIC
(OBD) SYSTEMS
1. INTRODUCTION

This section describes the procedure of the test according to

clause 3 of this chapter. The procedure describes a method for
checking the function of the On-Board Diagnostic (OBD) system
installed on the vehicle by failure simulation of relevant systems
in the engine management or emission control system. It also sets
procedures for determining the durability of OBD systems.

The manufacturer shall make available the defective components

and/or electrical devices which would be used to simulate
failures. When measured over the Type I Test cycle, such
defective components or devices shall not cause the vehicle
emissions to exceed the limits defined in said notification by more
than 20%. For electrical failures (short/open circuit), the
emissions may exceed the relevant OBD limits by more than 20%.

When the vehicle is tested with the defective component or device

fitted, the OBD system is approved if the MI is activated. The
OBD system is also approved if the MI is activated below the
OBD threshold limits.

2. DESCRIPTION OF TEST

2.1. The testing of OBD systems consists of the following phases:

2.1.1. Simulation of malfunction of a component of the engine

management or emission control system,
2.1.2. Preconditioning of the vehicle with a simulated malfunction over
preconditioning specified in clause 6.2.1 or clause 6.2.2
2.1.3. Driving the vehicle with a simulated malfunction over the Type I
Test cycle and measuring the emissions of the vehicle,
2.1.4. Determining whether the OBD system reacts to the simulated
malfunction and indicates malfunction in an appropriate manner
to the vehicle driver.
2.2. Alternatively, at the request of the manufacturer, malfunction of
one or more components may be electronically simulated
according to the requirements of clause 6 below.
2.3. Manufacturers may request that monitoring take place outside the
Type I Test cycle if it can be demonstrated to the authority that
conformity during conditions encountered during the Type I Test
cycle would impose restrictive monitoring conditions when the
vehicle issued in service.
3. TEST VEHICLE AND FUEL

3.1. Vehicle
The test vehicle shall meet the requirements of Clause 2.2 of
Chapter 3 to this Part.

3.2. Fuel

The appropriate reference fuel for petrol, diesel, LPG and NG

fuels must be used for testing. The fuel type for each failure mode
to be tested (described in clause 6.3. of this chapter) may be
selected by the Test Agency from the reference fuels in the case of
the testing of a mono-fuelled and bi-fuelled vehicle. The selected
fuel type must not be changed during any of the test phases. In the
case of the use of LPG or NG / biomethane as a fuel it is
permissible that the engine is started on petrol and switched to
LPG or NG/biomethane after a pre-determined period of time
which is controlled automatically and not under the control of the
driver.

4. TEST TEMPERATURE AND PRESSURE

4.1. The test temperature and pressure shall meet the requirements of
the Type I Test as described in Clause 2.1 of Chapter 3 to this
Part.

5. TEST EQUIPMENT

5.1. Chassis Dynamometer

The chassis dynamometer shall meet the requirements of
Appendix 1 of Chapter 4 to this Part .

6. OBD TEST PROCEDURE

6.1. The operating cycle on the chassis dynamometer shall meet the
requirements of chapter 3 to this Part.

6.1.1. The Type I test need not be performed for the demonstration of
electrical failures (short/open circuit). The manufacturer may
demonstrate these failure modes using driving conditions in which
the component is used and the conformity conditions are
encountered. These conditions shall be documented in the type
approval documentation.

6.2. Vehicle Preconditioning

6.2.1. According to the engine type and after introduction of one of the
failure modes given in clause 6.3, the vehicle shall be
preconditioned by driving at least two consecutive Type I Tests
(Parts One and Two). For compression ignition engine vehicles an
additional preconditioning of two Part Two cycles is permitted.
6.2.2. At the request of the manufacturer, alternative preconditioning
methods may be used.

6.2.3 The use of additional preconditioning cycles or alternative

preconditioning methods shall be documented in the type approval
documentation.

6.3. Failure Modes to be Tested

6.3.1. Positive-ignition engine vehicles:

6.3.1.1. Replacement of the catalyst with a deteriorated or defective

catalyst or electronic simulation of such a failure.

6.3.1.2. Engine misfire conditions according to the conditions form is fire

conformity given in clause 3.3.3.2of this chapter.

6.3.1.3. Replacement of the oxygen sensor with a deteriorated or defective

oxygen sensor electronic simulation of such a failure.

6.3.1.4. Electrical disconnection of any other emission-related component

connected to a power-train management computer (if active on the
selected fuel type).

6.3.1.5. Electrical disconnection of the electronic evaporative purge

control device (if equipped and if active on the selected fuel type).
For this specific failure mode, the Type I Test need not be
performed.

6.3.2. Compression-ignition engine vehicles:

6.3.2.1. Where fitted, replacement of the catalyst with a deteriorated or

defective catalyst or electronic simulation of such a failure.

6.3.2.2. Where fitted, total removal of the particulate trap or, where
sensors are an integral part of the trap, a defective trap assembly.

6.3.2.3. Electrical disconnection of any fueling system electronic fuel

quantity and timing actuator.

6.3.2.4. Electrical disconnection of any other emission-related component

connected to a power train management computer.

6.3.2.5. In meeting the requirements of clauses 6.3.2.3 and 6.3.2.4, and

with the agreement of the approval authority, the manufacturer
shall take appropriate steps to demonstrate that the OBD system
will indicate a fault when disconnection occurs.

6.3.2.6. The manufacturer shall demonstrate that malfunctions of the EGR

flow and cooler are detected by the OBD system during its
approval test.
6.4. OBD System Test

6.4.1. Vehicles fitted with positive-ignition engines:

6.4.1.1 After vehicle preconditioning according to clause 6.2, the test

vehicle is driven over a Type I Test (Parts One and Two).
The MI shall be activated at the latest before the end of this test
under any of the conditions given in clauses 6.4.1.2 to 6.4.1.5. the
MI may also be activated during preconditioning. The Test
agency may substitute those conditions with others in accordance
with clause 6.4.1.6. However, the total number of failures
simulated shall not exceed four (4) for the purpose of type
approval.
In the case of testing a bi-fuel gas vehicle, both fuel types shall be
used within the maximum of four (4) simulated failures at the
discretion of the Test Agency.

6.4.1.2. Replacement of a catalyst with a deteriorated or defective catalyst

or electronic simulation of a deteriorated or defective catalyst that
results in emissions exceeding the NMHC limit given in said
notification.

6.4.1.3. An induced misfire condition according to the conditions for

misfire monitoring given in Clause 3.3.3.2. of this chapter that
results in emissions exceeding any of the limits given said
notification.

6.4.1.4. Replacement of an oxygen sensor with a deteriorated or defective

oxygen sensor or electronic simulation of a deteriorated or
defective oxygen sensor that results in emissions exceeding any of
the limits given in said notification.

6.4.1.5. Electrical disconnection of the electronic evaporative purge

control device (if equipped and if active on the selected fuel type).

6.4.1.6. Electrical disconnection of any other emission-related power-train

component connected to a computer that results in emissions
exceeding any of the limits given in said notification. (if active on
the selected fuel type).

6.4.2. Vehicles fitted with compression-ignition engines:

6.4.2.1. After vehicle preconditioning according to clause 6.2, the test

vehicle is driven over a Type I Test (Parts One and Two).

The MI shall be activated at the latest before the end of this test
under any of the conditions given in clauses 6.4.2.2 to 6.4.2.5. of
this Appendix. The MI may also be activated during
preconditioning. The Test Agency may substitute those conditions
with others in accordance with clause 6.4.2.5. of this Appendix.
6.4.2.2. Where fitted, replacement of a catalyst with a deteriorated or
defective catalyst or electronic simulation of a deteriorated or
defective catalyst that results in emissions exceeding relevant
OBD limits given in said notification.

6.4.2.3. Where fitted, total removal of the particulate trap or replacement

of the particulate trap with a defective particulate trap meeting the
conditions of Clause 6.3.2.2. of this Appendix that results in
emissions exceeding relevant OBD limits given in said
notification.

6.4.2.4. With reference to clause 6.3.2.5., of this Appendix, disconnection

of any fueling system electronic fuel quantity and timing actuator
that results in emissions exceeding relevant OBD limits given in
said notification.

6.4.2.5. With reference to clause 6.3.2.5., of this Appendix, disconnection

of any other emission related power-train component connected to
a computer that results in emissions exceeding relevant OBD
limits given in said notification

6.5. Diagnostic Signals

6.5.1 Reserved

6.5.1.1. Upon determination of the first malfunction of any component or

system, “freeze frame” engine conditions present at the time shall
be stored in computer memory. Should a subsequent fuel system
or misfire malfunction occur, any previously stored freeze-frame
conditions shall be replaced by the fuel system or misfire
conditions (whichever occurs first). Stored engine conditions shall
include, but are not limited to calculated load value, engine speed,
fuel trim value(s) (if available), fuel pressure (if available),
vehicle speed (if available), coolant temperature, intake manifold
pressure(if available),closed- or open-loop operation (if available)
and the fault code which caused the data to be stored. The
manufacturer shall choose the most appropriate set of conditions
facilitating effective repairs for freeze-frame storage. Only one
frame of data is required. Manufacturers may choose to store
additional frames provided that atleast the required frame can be
read by a generic scan tool meeting the specifications of clauses
6.5.3.2. and 6.5.3.3. of this Appendix. If the fault code causing the
conditions to be stored is erased in accordance with this chapter,
the stored engine conditions may also be erased.

6.5.1.2. If available, the following signals in addition to the required

freeze-frame information shall be made available on demand
through the serial port on the standardized data link connector, if
the information is available to the On-Board computer or can be
determined using information available to the on-board computer:
diagnostic trouble codes, engine coolant temperature, fuel control
system status (closed-loop, open-loop, other), fuel trim, ignition
timing advance, intake air temperature, manifold air pressure, air
flow rate, engine speed, throttle position sensor output value,
 secondary air status (upstream, downstream or atmosphere),
calculated load value, vehicle speed and fuel pressure.
The signals shall be provided in standard units based on the
specifications given in clause 6.5.3. of this Appendix. Actual
signals shall be clearly identified separately from default value or
limp-home signals.

6.5.1.3. For all emission control systems for which specific on–board
evaluation tests are conducted (catalyst, oxygen sensor, etc.),
except misfire detection, fuel system conformity and
comprehensive component conformity, the results of the most
recent test performed by the vehicle and the limits to which the
system is compared shall be made available through the serial data
port on the standardized data link connector according to the
specifications given in clause 6.5.3.of this Appendix. For the
monitored components and systems excepted above, a pass/fail
indication for the most recent test results shall be available
through the data link connector.
All data required to be stored in relation to OBD in-use
performance according to the provisions of clause 7.6. of this
Appendix shall be available through the serial data port on the
standardized data link connector according to the specifications
given in Clause 6.5.3. of this Appendix.

6.5.1.4. The OBD requirements to which the vehicle is certified and the
major emission control systems monitored by the OBD system
consistent with clause 6.5.3.3.of this Appendix shall be available
through the serial data port on the standardized data link
connector according to the specifications given in Clause 6.5.3. of
this Appendix.

6.5.1.5. For all types of vehicles entering into service, the software
calibration identification number shall be made available through
the serial port on the standardized data link connector. The
software calibration identification number shall be provided in a
standardized format.

6.5.2. The emission control diagnostic system is not required to evaluate

components during malfunction if such evaluation would result in
a risk to safety or component failure

6.5.3. The emission control diagnostic system shall provide for

standardized and unrestricted access and conform with the
following ISO standards and /or SAE specification. Later versions
may be used at the manufacturer’s discretion.

6.5.3.1. The following standard shall be used as the on-board to off-board

communications link
 (a) ISO DIS 15765-4:2011 “Road vehicles – Diagnostics on
Controller Area Network (CAN) – Part 4: Requirements for
emissions-related systems”, dated 1 February 2011.

6.5.3.2 Standards used for the transmission of OBD relevant information

(a) ISO 15031-5 “Road vehicles – communication between

vehicles and external test equipment for emissions-related
diagnostics – Part 5: Emissions-related diagnostic services”,
dated 1 April 2011 or SAE J1979 dated 23 February 2012;
(b) ISO 15031-4 “Road vehicles – Communication between
vehicle and external test equipment for emissions related
diagnostics – Part 4: External test equipment”, dated 1 June
2005 or SAE J1978 dated 30 April 2002;
(c) ISO 15031-3 “Road vehicles – Communication between
vehicle and external test equipment for emissions related
diagnostics Part 3: Diagnostic connector and related
electrical circuits: specification and use”, dated 1 July 2004
or SAE J 1962 dated 26 July 2012;
(d) ISO 15031-6 “Road vehicles – Communication between
vehicle and external test equipment for emissions related
diagnostics – Part 6: Diagnostic trouble code definitions”,
dated 13 August 2010 or SAE J2012 dated 07 March 2013;
(e) ISO 27145 “Road vehicles- Implementation of World-Wide
Harmonized On-Board Diagnostics (WWH-OBD)” DT
2012-08-15 with the restrict that only 6.5.3.1 (a) may be
used as a data link
(f) ISO 14229:2013 “Road vehicles- Unified diagnostic services
(UDS) with the restriction, that only 6.5.3.1 (a) may be used
as a data link”

6.5.3.3. Test equipment and diagnostic tools needed to communicate with

OBD systems shall meet or exceed the functional specification
given in the standard listed in clause 6.5.3.2.(b) above

6.5.3.4. Basic diagnostic data, (as specified in clause 6.5.1.) and bi-
directional control information shall be provided using the format
and units described in the standard listed in clause 6.5.3.2.(a) and
must be available using a diagnostic tool meeting the
requirements of the standard listed in clause 6.5.3.2.(b)
The vehicle manufacturer shall provide to a national
standardization body the details of any emission-related diagnostic
data, e.g. PID’s, OBD monitor Id’s, Test Id’s not specified in the
standard listed in clause 6.5.3.2.(a) above but related to this Part..
6.5.3.5 When a fault is registered, the manufacturer shall identify the fault
using an appropriate ISO/SAE controlled fault code specified in
one of the standards listed in clause 6.5.3.2.(d) relating to
“emission related system diagnostic trouble codes”. If such
identification is not possible, the manufacturer may use
manufacturer controlled diagnostic trouble codes according to
same standard The fault codes shall be fully accessible by
standardized diagnostic equipment complying with the provisions
of Clause 6.5.3.2. of this chapter.
The vehicle manufacturer shall provide to a national
standardization body the details of any emission-related diagnostic
data, e.g. PID’s, OBD monitor Id’s, Test Id’s not specified in the
standards listed in clause 6.5.3.2.(a) above. But related to this
Part.
6.5.3.6. The connection interface between the vehicle and the
diagnostic tester shall be standardized and shall meet all the
requirements of the standard listed in clause 6.5.3.2.(c) above. The
installation position shall be subject to agreement of the
administrative department such that it is readily accessible by
service personnel but protected from tampering by non-qualified
personnel.
6.5.3.7. The manufacturer shall also make accessible, where appropriate
on payment, the technical information required for the repair or
maintenance of motor vehicle sun less that information is covered
by an intellectual property right or constitutes essential, secret
know-how which is identified in an appropriate form; in such
case, the necessary technical information shall not be withheld
improperly.
Entitled to such information is any person engaged in
commercially servicing or repairing, road-side rescuing,
inspecting or testing of vehicles or in the manufacturing or selling
replacement or retro-fit components, diagnostic tools and test
equipment.
7 IN-USE PERFORMANCE.
7.1. General Requirements
7.1.1 Each monitor of the OBD system shall be executed at least once
per driving cycle in which the monitoring conditions as specified
in clause 7.2. of this Appendix are met. Manufacturers may not
use the calculated ratio (or any element thereof) or any other
indication of monitor frequency as a monitoring condition for any
monitor.
7.1.2 The In-Use Performance Ratio (IUPR) of a specific monitor M of
the OBD systems and in-use performance of pollution control
devices shall be:
IUPRM = NumeratorM / Denominator M
7.1.3 Comparison of Numerator and Denominator gives an indication of
how often a specific monitor is operating relative to vehicle
operation. To ensure all manufacturers are tracking IUPR M in the
same manner, detailed requirements are given for defining and
incrementing these counters

7.1.4 If, according to the requirements of this chapter, the vehicle is

equipped with a specific monitor M, IUPR M shall be greater or
equal to 0.1 for all monitors M.

7.1.5 Vehicle shall comply with the requirements of clause 7.1.4 of this
appendix for a mileage of at least 160000km.

7.1.6 The requirements of this clause are deemed to be met for a particular
monitor M, if for all vehicles of a particular OBD family
manufactured in a particular calendar year the following statistical
conditions hold:
(a) The average IUPRM is equal or above the minimum value
applicable to the monitor;
(b) More than 50% of all vehicles have an IUPRM equal or above
the minimum value applicable to the monitor.

7.1.7. The manufacturer shall demonstrate to the Test Agencies that

these statistical conditions are satisfied all monitors required to be
reported by the OBD system according to clause 7.6. of this
Appendix not later than 18 months thereafter. For this purpose, for
OBD families consisting of more than 1,000 registrations that are
subject to sampling within the sampling period, the process
described in clause 9. of this Part shall be used without prejudice
to the provisions of clause 7.1.9. of this appendix.
In addition to the requirements set out in clause 9. of this Part and
regardless of the result of the audit described in clause 9.2. of this
Part, the Test Agency granting the approval shall apply the in-
service conformity check for IUPR described in Appendix 1 of
Chapter 18 to this Part in an appropriate number of randomly
determined cases. "In an appropriate number of randomly
determined cases" means that this measure has a dissuasive effect
on non- compliance with the requirements of clause 7. of this
appendix or the provision of manipulated, false or non-
representative data for the audit. If no special circumstances apply
and can be demonstrated by the Test Agency, random application
of the in-service conformity check to 5% of the type approved
OBD families shall be considered as sufficient for compliance
with this requirement. For this purpose, Test Agency may find
arrangements with the manufacturer for the reduction of double
testing of a given OBD family as long as these arrangements do
not harm the dissuasive effect of the Test Agency's own in-service
conformity check on non-compliance with the requirements of this
clause 7. of this appendix.
7.1.8. For the entire test sample of vehicles the manufacturer shall report
to the relevant authorities all of the in-use performance data to be
reported by the OBD system according to clause 7.6. of this
appendix in conjunction with an identification of the vehicle being
tested and the methodology used for the selection of the tested
vehicles from the fleet. Upon request, the Test Agency granting
the approval shall make these data and the results of the statistical
evaluation available to the approval authorities.

7.1.9. Public authorities and their delegates may pursue further tests on
vehicles or collect appropriate data recorded by vehicles to verify
compliance with the requirements of this Chapter.

7.2. NumeratorM
7.2.1. The numerator of a specific monitor is a counter measuring the
number of times a vehicle has been operated such that all
conformity conditions necessary for the specific monitor to detect
a malfunction in order to warn the driver, as they have been
implemented by the manufacturer, have been encountered. The
numerator shall not be incremented more than once per driving
cycle, unless there is reasoned technical justification.

7.3. DenominatorM
7.3.1. The purpose of the denominator is to provide a counter indicating
the number of vehicle driving events, taking into account special
conditions for a specific monitor. The denominator shall be
incremented at least once per driving cycle, if during this driving
cycle such conditions are met and the general denominator is
incremented as specified in clause 7.5. of this appendix unless the
denominator is disabled according to clause 7.7. of this appendix.

7.3.2. In addition to the requirements of clause 7.3.1. of this appendix:

(a) Secondary air system monitor denominator(s) shall be
incremented if the commanded "on" operation of the
secondary air system occurs for a time greater than or equal
to 10 seconds. For purposes of determining this commanded
"on" time, the OBD system may not include time during
intrusive operation of the secondary air system solely for the
purposes of conformity.
(b) Denominators of monitors of systems only active during cold
start shall be incremented if the component or strategy is
commanded "on" for a time greater than or equal to 10
seconds.
(c) The denominator(s) for monitors of Variable Valve Timing
(VVT) and/or control systems shall be incremented if the
component is commanded to function (e.g., commanded "on",
"open", "closed", "locked", etc.) on two or more occasions
during the driving cycle or for a time greater than or equal to
10 seconds, whichever occurs first.
(d) For the following monitors, the denominator(s) shall be
 incremented by one if, in addition to meeting the
requirements of this clause on at least one driving cycle, at
least 800 cumulative kilometres of vehicle operation have
been experienced since the last time the denominator was
incremented.
ii. (i) Diesel oxidation catalyst;
iii. (ii) Diesel particulate filter.
(e) Without prejudice to requirements for the increment of
denominators of other monitors the denominators of
monitors of the following components shall be incremented
if and only if the driving cycle started with a cold start:
i. Liquid (oil, engine coolant, fuel, SCR reagent)
temperature sensors;
ii. Clean air (ambient air, intake air, charge air, inlet
manifold) temperature sensors;
iii. Exhaust (EGR recirculation/cooling, exhaust gas
turbo-charging, catalyst) temperature sensors;
(f) The denominators of monitors of the boost pressure control
system shall be incremented if all of the following
conditions are met:
(i) The general denominator conditions arc fulfilled;
(ii) The boost pressure control system is active for a time
greater than or equal to 15 seconds.

7.3.3. For hybrid vehicles, vehicles that employ alternative engine start
hardware or strategies (e.g. integrated starter and generators), or
alternative fuel vehicles (e.g. dedicated, bi-fuel, or dual-fuel
applications), the manufacturer may request the approval of the
Test Agency to use alternative criteria to those set forth in this
clause for incrementing the denominator. In general, the Test
Agency shall not approve alternative criteria for vehicles that only
employ engine shut off at or near idle/vehicle stop conditions.
Approval by the Test Agency of the alternative criteria shall be
based on the equivalence of the alternative criteria to determine
the amount of vehicle operation relative to the measure of
conventional vehicle operation in accordance with the criteria in
this clause.

7.4. Ignition Cycle Counter

7.4.1. The ignition cycle counter indicates the number of ignition cycles
a vehicle has experienced. The ignition cycle counter may not be
incremented more than once per driving cycle.
7.5. General Denominator

7.5.1. The general denominator is a counter measuring the number of

times a vehicle has been operated. It shall be incremented within
10 seconds, if and only if, the following criteria are satisfied on a
single driving cycle:
(a) Cumulative time since engine start is greater than or equal to
600 seconds while at an elevation of less than 2,440 m above
sea level and at an ambient temperature of greater than or
equal to -7 °C;
(b) Cumulative vehicle operation at or above 40 km/h occurs for
greater than or equal to 300 seconds while at an elevation of
less than 2,440 m above sea level and at an ambient
temperature of greater than or equal to -7 °C;
(c) Continuous vehicle operation at idle (i.e. accelerator pedal
released by driver and vehicle speed less than or equal to 1.6
km/h) for greater than or equal to 30 seconds while at an
elevation of less than 2,440 m above sea level and at an
ambient temperature of greater than or equal to -7 °C.

7.6. Reporting and Increasing Counters

7.6.1. The OBD system shall report in accordance with the ISO 15031-5
specifications of the standard listed in clause 6.5.3.2.(a) of this
Appendix, the ignition cycle counter and general denominator as
well as separate numerators and denominators for the following
monitors, if their presence on the vehicle is required by this
Chapter:
(a) Catalysts (each bank to be reported separately);
(b) Oxygen/exhaust gas sensors, including secondary oxygen
sensors (each sensor to be reported separately);
(c) Evaporative system;
(d) EGR system;
(e) VVT system;
(f) Secondary air system;
(g) Particulate filter;
(h) NOx after-treatment system (e.g. NO x adsorber, NO x
reagent/ catalyst system);
(i) Boost pressure control system.
7.6.2. For specific components or systems that have multiple monitors,
which are required to be reported by this point (e.g. oxygen sensor
bank 1 may have multiple monitors for sensor response or other
sensor characteristics), the OBD system shall separately track
numerators and denominators for each of the specific and report

only the corresponding numerator and denominator for the

 specific monitor that has the lowest numerical ratio. If two or
more specific monitors have identical ratios, the corresponding
numerator and denominator for the specific monitor that has the
highest denominator shall be reported for the specific component.

7.6.2.1. Numerators and denominators for specific monitors of

components or systems that are monitoring continuously for short
circuit or open circuit failures are exempted from reporting.

"Continuously," if used in this context means monitoring is

always enabled and sampling of the signal used for monitoring
occurs at a rate no less than two samples per second and the
presence or the absence of the failure relevant to that monitor has
to be concluded within 15 seconds.

If for control purposes, a computer input component is sampled

less frequently, the signal of the component may instead be
evaluated each time sampling occurs.

It is not required to activate an output component/system for the

sole purpose of monitoring that output component/system.

7.6.3. All counters, when incremented, shall be incremented by an

integer of one.

7.6.4. The minimum value of each counter is 0, the maximum value shall
not be less than 65,535 not withstanding any other requirements
on standardized storage and reporting of the OBD system.

7.6.5. If either the numerator or denominator for a specific monitor

reaches its maximum value, both counters for that specific
monitor shall be divided by two before being incremented again
according to the provisions set in clauses 7.2. and 7.3. of this
appendix. If the ignition cycle counter or the general denominator
reaches its maximum value, the respective counter shall change to
zero at its next increment according to the provisions set in
clauses 7.4. and 7.5. of this appendix, respectively.

7.6.6. Each counter shall be reset to zero only when a non-volatile

memory reset occurs (e.g. reprogramming event, etc.) or, if the
numbers are stored in keep-alive memory (KAM), when KAM is
lost due to an interruption in electrical power to the control
module (e.g. battery disconnect, etc.).

7.6.7. The manufacturer shall take measures to ensure that the values of
numerator and denominator cannot be reset or modified, except in
cases provided for explicitly in this clause.
7.7. Disablement of Numerators and Denominators and of the
General Denominator

7.7.1. Within 10 seconds of a malfunction being detected, which

disables a monitor required to meet the conformity conditions of
this annex (i.e. a pending or confirmed code is stored), the OBD
system shall disable further incrementing of the corresponding
numerator and denominator for each monitor that is disabled.
When the malfunction is no longer detected (i.e., the pending code
is erased through self-clearing or through a scan tool command),
incrementing of all corresponding numerators and denominators
shall resume within 10 seconds.

7.7.2. Within 10 seconds of the start of a Power Take-off Operation

(PTO) that disables a monitor required to meet the monitoring
conditions of this Chapter, the OBD system shall disable further
incrementing of the corresponding numerator and denominator for
each monitor that is disabled. When the PTO operation ends,
incrementing of all corresponding numerators and denominators
shall resume within 10 seconds.

7.7.3. The OBD system shall disable further incrementing of the

numerator and denominator of a specific monitor within 10
seconds, if a malfunction of any component used to determine the
criteria within the definition of the specific monitor's denominator
(i.e. vehicle speed, ambient temperature, elevation, idle operation,
engine cold start, or time of operation) has been detected and the
corresponding pending fault code has been stored. Incrementing of
the numerator and denominator shall resume within 10 seconds
when the malfunction is no longer present (e.g. pending code
erased through self-clearing or by a scan tool command).

7.7.4. The OBD system shall disable further incrementing of the general
denominator within 10 seconds, if a malfunction has been detected
of any component used to determine whether the criteria in clause
7.5. of this appendix are satisfied (i.e. vehicle speed, ambient
temperature, elevation, idle operation, or time of operation) and
the corresponding pending fault code has been stored. The general
denominator may not be disabled from incrementing for any other
condition. Incrementing of the general denominator shall resume
within 10 seconds when the malfunction is no longer present (e.g.
pending code erased through self-clearing or by a scan tool
command).
 CHAPTER 14 – APPENDIX 2

ESSENTIAL CHARACTERISTICS OF THE VEHICLE

FAMILY

1. PARAMETERS DEFINING THE OBD FAMILY

The OBD family means a manufacturer's grouping of vehicles

which, through their design, are expected to have similar exhaust
emission and OBD system characteristics. Each engine of this
family shall comply with the requirements of this Part.

The OBD family may be defined by basic design parameters

which shall be common to vehicles within the family. In some
cases there may be interaction of parameters. These effects shall
also be taken into consideration to ensure that only vehicles with
similar exhaust emission characteristics are included within an
OBD family.

To this end, those vehicle types whose parameters described

below are identical are considered to belong to the same
engine/emission control/OBD system combination.

Engine:

(a) Combustion process (i.e. positive ignition, compression-

ignition, two-stroke, four-stroke/rotary);
(b) Method of engine fuelling (i.e. single or multi-point fuel
injection); and
(c) Fuel type (i.e. petrol, diesel, flex fuel petrol/ethanol, flex
fuel diesel/biodiesel, NG/biomethane, LPG, bi-fuel
petrol/NG/biomethane, bi-fuel petrol/LPG).

Emission control system:

(a) Type of catalytic converter (i.e. oxidation, three-way, heated

catalyst, SCR, other);
(b) Type of particulate trap;
(c) Secondary air injection (i.e. with or without); and
(d) Exhaust gas recirculation (i.e. with or without);

OBD parts and functioning.

The methods of OBD functional monitoring malfunction detection

and malfunction indication to the vehicle driver.
 CHAPTER 15
EMISSIONS TEST PROCEDURE FOR A VEHICLE EQUIPPED
WITH A PERIODICALLY REGENERATING SYSTEM

1.0 INTRODUCTION

This Chapter defines the specific provisions regarding type-

approval of a vehicle equipped with a periodically regenerating
system as defined in clause 2.20 of this Part.

2.0 SCOPE AND EXTENSION OF THE TYPE APPROVAL

2.1. Vehicle Family Groups Equipped with Periodically

Regenerating System
The procedure applies to vehicles equipped with a periodically
regenerating system as defined in clause 2.20 of this Part. For
the purpose of this Chapter vehicle family groups may be
established. Accordingly, those vehicle types with regenerative
systems, whose parameters described below are identical, or
within the stated tolerances, shall be considered to belong to the
same family with respect to measurements specific to the
defined periodically regenerating systems.

2.1.1. Identical parameters are:

Engine:
(a) Combustion process.
Periodically regenerating system (i.e. catalyst, particulate trap);
(a) Construction (i.e. type of enclosure, type of precious metal, type
of substrate, cell density);
(b) Type and working principle;
(c) Dosage and additive system;
(d) Volume ±10 percent;
(e) Location (temperature ±50 °C at 90 km/h or 5% difference of
maximum temperature/pressure).

2.2. Vehicle Types of Different Reference Masses

The K i factors developed by the procedures in this chapter for
type approval of a vehicle type with a periodically regenerating
system as defined in clause 2.20 of this Part, may be extended to
other vehicles in the family group with a reference mass within
the next two higher equivalent inertia classes or any lower
equivalent inertia.
3.0. TEST PROCEDURE
The vehicle may be equipped with a switch capable of
preventing or permitting the regeneration process provided that
this operation has no effect on original engine calibration. This
switch shall be permitted only for the purpose of preventing
regeneration during loading of the regeneration system and
during the pre-conditioning cycles. However, it shall not be used
during the measurement of emissions during the regeneration
phase; rather the emission test shall be carried out with the
unchanged Original Equipment Manufacturers (OEM) control
unit.
3.1. Exhaust Emission Measurement Between Two Cycles where
Regenerative Phases Occur
3.1.1. Average emissions between regeneration phases and during
loading of the regenerative device shall be determined from the
arithmetic mean of several approximately equidistant (if more
than 2) Type I operating cycles or equivalent engine test bench
cycles. As an alternative, the manufacturer may provide data to
show that the emissions remain constant (±15%) between
regeneration phases. In this case, the emissions measured during
the regular Type I Test may be used. In any other case
emissions measurement for at least two Type I operating cycles
or equivalent engine test bench cycles must be completed: one
immediately after regeneration (before new loading) and one as
close as possible prior to a regeneration phase. All emissions
measurements and calculations shall be carried out according to
Clause 6.11. to 6.13. of Chapter 3 to this Part. Determination of
average emissions for a single regenerative system shall be
calculated according to clause 3.3 of this chapter and for
multiple regeneration systems according to clause 3.4 of this
chapter.
3.1.2. The loading process and Ki determination shall be made during
the Type I operating cycle, on a chassis dynamometer or on an
engine test bench using an equivalent test cycle. These cycles
may be run continuously (i.e. without the need to switch the
engine off between cycles). After any number of completed
cycles, the vehicle may be removed from the chassis
dynamometer, and the test continued at a later time.
3.1.3. The number of cycles (D) between two cycles where
regeneration phases occur, the number of cycles over which
emissions measurements are made (n), and each emissions
measurement (M 'sij ) shall be reported in AIS 007 as applicable.
3.2. Measurement of Emissions During Regeneration
3.2.1. Preparation of the vehicle, if required, for the emissions test
during a regeneration phase, may be completed using the
preparation cycles in Clause 6.10 of Chapter 3 to this Part or
equivalent engine test bench cycles, depending on the loading
procedure chosen in clause 3.1.2 above.
3.2.2. The test and vehicle conditions for the Type I test described in
Chapter 3 to this Part apply before the first valid emission test is
carried out.
3.2.3. Regeneration must not occur during the preparation of the
vehicle. This may be ensured by one of the following methods:
3.2.3.1. A "dummy" regenerating system or partial system may be fitted
for the preconditioning cycles.
3.2.3.2. Any other method agreed between the manufacturer and the Test
Agency.
3.2.4. A cold-start exhaust emission test including a regeneration
process shall be performed according to the Type I operating
cycle, or equivalent engine test bench cycle. If the emissions
tests between two cycles where regeneration phases occur are
carried out on an engine test bench, the emissions test including
a regeneration phase shall also be carried out on an engine test
bench.
3.2.5. If the regeneration process requires more than one operating
cycle, subsequent test cycle(s) shall be driven immediately,
without switching the engine off, until complete regeneration has
been achieved (each cycle shall be completed). The time
necessary to set up a new test should be as short as possible (e.g.
particular matter filter change). The engine must be switched off
during this period.
3.2.6. The emission values during regeneration (M ri ) shall be
calculated according to Clause 6.13.of Chapter 3 to this Part.
The number of operating cycles (d) measured for complete
regeneration shall be recorded.
3.3. Calculation of the Combined Exhaust Emissions of a Single
Regenerative System
Where for each pollutant (i) considered:
M'si = mass emissions of pollutant (i) in g/km over one Type I
j operating cycle (or equivalent engine test bench cycle)
without regeneration,
M 'ri = mass emissions of pollutant (i) in g/km over one Type I
j operating cycle (or equivalent engine test bench cycle)
during regeneration (if d > 1, the first Type I test is run
cold, and subsequent cycles are hot),
M si = mass emissions of pollutant (i) in g/km without
regeneration,
M ri = mass emissions of pollutant (i) in g/km during
regeneration,
M pi = mass emissions of pollutant (i) in g/km,
n = number of test points at which emissions measurements
(Type I operating cycles or equivalent engine test bench
cycles) are made between two cycles where
regenerative phases occur, ≥ 2,
d = number of operating cycles required for regeneration,
D = number of operating cycles between two cycles where
regenerative phases occur.
For exemplary illustration of measurement parameters
see below Figure 1.

Parameters Measured During Emissions Test During and

Between Cycles where Regeneration Occurs (Schematic
Example, the Emissions During "D" may Increase or
Decrease)
3.3.1. Calculation of the regeneration factor K for each pollutant (i)
considered
Ki = M pi / M si

M si , M pi and K i results shall be recorded in the test report

delivered by the Test Agency.

Ki may be determined following the completion of a single

sequence.

3.4. Calculation of Combined Exhaust Emissions of Multiple

Periodic Regenerating Systems.

Where:

M si = mean mass emission of all events k of pollutant

(i) in g/km without regeneration,
M ri = mean mass emission of all events k of pollutant
(i) in g/km during regeneration,
M pi = mean mass emission of all events k of pollutant
(i) in g/km,
M sik = mean mass emission of event k of pollutant (i) in
g/km without regeneration,
M rik = mean mass emission of event k of pollutant (i) in
g/km during regeneration,
M'sik,j = mass emissions of event k of pollutant (i) in
g/km over one Type I operating cycle (or
equivalent engine test bench cycle) without
regeneration measured at point j; 1≤ j≤n k ,
M'rik,j = mass emissions of event k of pollutant (i) in
g/km over one Type I operating cycle (or
equivalent engine test bench cycle) during
regeneration (when j > 1, the first Type I test is
 run cold, and subsequent cycles are hot)
measured at operating cycle j; 1≤ j≤n k ,
nk = number of test points of event k at which
emissions measurements (Type I operating cycles
or equivalent engine test bench cycles) are made
between two cycles where regenerative phases
occur,  2,
Dk = number of operating cycles of event k between
two cycles where regenerative phase occur,

For an illustration of measurement parameters see Figure 2

(below)

Figure 2
Parameters measured during emissions test during and between
cycles where regeneration occurs (schematic example)

For more details of the schematic process see Figure 3

 Figure 3
Parameters Measured During Emissions Test During And
Between Cycles where Regeneration Occurs (Schematic
Example)

For application of a simple and realistic case, the following

description gives a detailed explanation of the schematic example
shown in Figure 3 above:

Diesel Particulate Filter "DPF": regenerative, equidistant events,

similar emissions (±15%) from event to event
Dk = Dk+1 = D1
dk = dk+1 = d1
Mrik – Msik = Mrik+1 – Msik+1
nk = n

"DeNO x ": the desulphurization (SO 2 removal) event is initiated

before an influence of sulphur on emissions is detectable
(±15% of measured emissions) and in this example for
exothermic reason together with the last DPF regeneration
event performed.
M'sik,j=1 = constant

M sik = M sik+1 = M si2

M rik = M rik+1 = M ri2

For SO 2 removal event: M ri2 , M si2 , d 2, D 2, n 2 = 1

 COMPLETE SYSTEM (DPF + DeNO x):

The calculation of the factor (K i ) for multiple periodic

regenerating systems is only possible after a certain number of
regeneration phases for each system. After performing the
complete procedure (A to B, see Figure 2), the original starting
conditions A should be reached again.

3.4.1. Extension of Approval for a Multiple Periodic Regeneration

System

3.4.1.1 If the technical parameter(s) and or the regeneration strategy of

a multiple regeneration system for all events within this
combined system are changed, the complete procedure
including all regenerative devices should be performed by
measurements to update the multiple k i – factor.

If a single device of the multiple regeneration system changed

only in strategy parameters (i.e. such as "D" and/or "d" for
DPF) and the manufacturer could present technical feasible data
and information to the Test Agency that:
There is no detectable interaction to the other device(s) of the
system; and
(a) The important parameters (i.e. construction, working principle,
volume, location etc.) are identical;

The necessary update procedure for k i could be simplified.

As agreed between the manufacturer and the Test Agency in

such a case only a single event of sampling/storage and
regeneration should be performed and the test results ("M si",
"M ri ") in combination with the changed parameters ("D" and/or
"d") could be introduced in the relevant formula(s) to update the
multiple k i - factor in a mathematical way under substitution of
the existing basis k i - factor formula(s)."
 CHAPTER 16
REQUIREMENTS FOR VEHICLES THAT USE A REAGENT FOR
THE EXHAUST AFTER-TREATMENT SYSTEM

1.0 INTRODUCTION
This Chapter sets out the requirements for vehicles that rely on
the use of a reagent for the after-treatment system in order to
reduce emissions.

2.0 REAGENT INDICATION

2.1. The vehicle shall include a specific indicator on the dashboard

that informs the driver of low levels of reagent in the reagent
storage tank and of when the reagent tank becomes empty.

3.0 DRIVER WARNING SYSTEM

3.1. The vehicle shall include a warning system consisting of visual

alarms that informs the driver when the reagent level is low,
that the tank soon needs to be refilled, or the reagent is not of a
quality specified by the manufacturer. The warning system may
also include an audible component to alert the driver.

3.2. The warning system shall escalate in intensity as the reagent

approaches empty. It shall culminate in a driver notification that
cannot be easily defeated or ignored. It shall not be possible to
turn off the system until the reagent has been replenished.

3.3. The visual warning shall display a message indicating a low

level of reagent. The warning shall not be the same as the
warning used for the purposes of OBD or other engine
maintenance. The warning shall be sufficiently clear for the
driver to understand that the reagent level is low (e.g. "urea level
low", "AdBlue level low", or "reagent low").

3.4. The warning system does not initially need to be continuously

activated, however the warning shall escalate so that it becomes
continuous as the level of the reagent approaches the point
where the driver inducement system in clause 8 of this
Chapter. comes into effect. An explicit warning shall be
displayed (e.g. "fill up urea"', "fill up AdBlue", or "fill up
reagent"). The continuous warning system may be temporarily
interrupted by other warning signals providing important safety
related messages.

3.5. The warning system shall activate at a distance equivalent to a

driving range of at least 2,400 km in advance of the reagent tank
becoming empty.
4.0. IDENTIFICATION OF INCORRECT REAGENT

4.1. The vehicle shall include a means of determining that a reagent

corresponding to the characteristics declared by the
manufacturer and recorded in AIS 007 is present on the vehicle.

4.2. If the reagent in the storage tank does not correspond to the
minimum requirements declared by the manufacturer the driver
warning system in clause 3 of this chapter shall be activated and
shall display a message indicating an appropriate warning (e.g.
"incorrect urea detected", "incorrect AdBlue detected", or
"incorrect reagent detected"). If the reagent quality is not
rectified within 50 km of the activation of the warning system
then the driver inducement requirements of clause 8 of this
chapter shall apply.

5.0. REAGENT CONSUMPTION MONITORING

5.1. The vehicle shall include a means of determining reagent

consumption and providing off-board access to consumption
information.
5.2. Average reagent consumption and average demanded reagent
consumption by the engine system shall be available via the
serial port of the standard diagnostic connector. Data shall be
available over the previous complete 2,400 km period of vehicle
operation.

5.3. In order to monitor reagent consumption, at least the following

parameters within the vehicle shall be monitored:

(a) The level of reagent in the on-vehicle storage tank;

(b)
(c) The flow of reagent or injection of reagent as close as
technically possible to the point of injection into an exhaust
after-treatment system.
(d)
5.4. A deviation of more than 50% between the average reagent
consumption and the average demanded reagent consumption by
the engine system over a period of 30 minutes of vehicle
operation, shall result in the activation of the driver warning
system in clause 3 above, which shall display a message
indicating an appropriate warning (e.g. "urea dosing
malfunction", "AdBlue dosing malfunction", or "reagent dosing
malfunction"). If the reagent consumption is not rectified within
50 km of the activation of the warning system then the driver
inducement requirements of clause 8 shall apply.

5.5. In the case of interruption in reagent dosing activity the driver

warning system as referred to in clause 3 shall be activated,
which shall display a message indicating an appropriate

warning. This activation shall not be required where the

 interruption is demanded by the engine ECU because the vehicle
operating conditions are such that the vehicle's emission
performance does not require reagent dosing, provided that the
manufacturer has clearly informed the approval authority when
such operating conditions apply. If the reagent dosing is not
rectified within 50 km of the activation of the warning system
then the driver inducement requirements of clause 8 shall apply.

6.0. MONITORING NO X EMISSIONS

6.1. As an alternative to the monitoring requirements in clauses 4 and 5

above, manufacturers may use exhaust gas sensors directly to sense
excess NOx levels in the exhaust.

6.2. The manufacturer shall demonstrate that use of these sensors, and
any other sensors on the vehicle, results in the activation of the driver
warning system as referred to in clause 3., the display of a message
indicating an appropriate warning (e.g. "emissions too high – check
urea", "emissions too high – check AdBlue", "emissions too high –
check reagent"), and the driver inducement system as referred to in
clause 8.3., when the situations referred to in clause 4.2, 5.4 or 5.5
above occur.
For the purposes of this clause these situations are presumed to occur
if the applicable NOx OBD threshold limit is exceeded as said
notification.
NOx emissions during the test to demonstrate the compliance with
these requirements shall be no more than 20% higher than the OBD
threshold limits.

7.0. STORAGE OF FAILURE INFORMATION

7.1. Where reference is made to this clause, a non-erasable Parameter

Identifier (PID) shall be stored identifying the reason for and the
distance travelled by the vehicle during the inducement system
activation. The vehicle shall retain a record of the PID and the
distance travelled by the vehicle during the inducement system
activation for at least 800 days or 30,000 km of vehicle operation.
The PID shall be made available via the serial port of a standard
diagnostic connector upon request of a generic scan tool according to
the provision of clause 6.5.3.1 of Appendix 1 to chapter 14 to this
Part. The information stored in the PID shall be linked to the period
of cumulated vehicle operation, during which it has occurred, with an
accuracy of not less than 300 days or 10,000 km.

7.2. Malfunctions in the reagent dosing system attributed to technical

failures (e.g. mechanical or electrical faults) shall also be subject to
the OBD requirements.
8.0. DRIVER INDUCEMENT SYSTEM

8.1. The vehicle shall include a driver inducement system to ensure that
the vehicle operates with a functioning emissions control system at all
times. The inducement system shall be designed so as to ensure that
the vehicle cannot operate with an empty reagent tank.

8.2. The inducement system shall activate at the latest when the level of
reagent in the tank reaches a level equivalent to the average driving
range of the vehicle with a complete tank of fuel. The system shall
also activate when the failures in Clauses 4., 5. or 6 above have
occurred, depending on the NOx monitoring approach. The detection
of an empty reagent tank and the failures mentioned in clauses 4., 5.
or 6 above shall result in the failure information storage requirements
of clause 7. coming into effect.

8.3. The manufacturer shall select which type of inducement system to

install. The options for a system are described in clauses 8.3.1, 8.3.2,
8.3.3 and 8.3.4. below.

8.3.1 A "no engine restart after countdown" approach allows a countdown

of restarts or distance remaining once the inducement system
activates. Engine starts initiated by the vehicle control system, such
as start-stop systems, are not included in this countdown. Engine
restarts shall be prevented immediately after the reagent tank
becomes empty or a distance equivalent to a complete tank of fuel
has been exceeded since the activation of the inducement system,
whichever occurs earlier.

8.3.2 A "no start after refueling" system results in a vehicle being unable to
start after re-fueling if the inducement system has activated.

8.3.3 A "fuel-lockout" approach prevents the vehicle from being refuelled

by locking the fuel filler system after the inducement system
activates. The lockout system shall be robust to prevent it being
tampered with.

8.3.4. A "performance restriction" approach restricts the speed of the

vehicle after the inducement system activates. The level of speed
limitation shall be noticeable to the driver and significantly reduce
the maximum speed of the vehicle. Such limitation shall enter into
operation gradually or after an engine start. Shortly before engine
restarts are prevented, the speed of the vehicle shall not exceed 50
km/h. Engine restarts shall be prevented immediately after the
reagent tank becomes empty or a distance equivalent to a complete
tank of fuel has been exceeded since the activation of inducement
system, whichever occurs earlier.
8.4. Once the inducement system has fully activated and disabled the
vehicle, the inducement system shall only be deactivated if the
quantity of reagent added to the vehicle is equivalent to 2,400 km
average driving range, or the failures specified in clauses 4., 5.,
or 6. have been rectified. After a repair has been carried out to correct
a fault where the OBD system has been triggered under clause 7.2
above, the inducement system may be reinitialized via the OBD serial
port (e.g. by a generic scan tool) to enable the vehicle to be restarted
for self-diagnosis purposes. The vehicle shall operate for a maximum
of 50 km to enable the success of the repair to be validated. The
inducement system shall be fully reactivated if the fault persists after
this validation.

8.5. The driver warning system referred to in clause 3 of this Chapter

shall display a message indicating clearly:

(a) The number of remaining restarts and/or the remaining

distance; and

(b) The conditions under which the vehicle can be restarted.

8.6. The driver inducement system shall be deactivated when the

conditions for its activation have ceased to exist. The driver
inducement system shall not be automatically deactivated without the
reason for its activation having been remedied.

8.7. Detailed written information fully describing the functional

operation characteristics of the driver inducement system shall be
provided to the approval authority at the time of approval.

8.8 As part of the application for type approval under this Part, the
manufacturer shall demonstrate the operation of the driver warning
and inducement systems

9.0. INFORMATION REQUIREMENTS

9.1. The manufacturer shall provide all owners of new vehicles written
information about the emission control system. This information shall
state that if the vehicle emission control system is not functioning
correctly, the driver shall be informed of a problem by the driver
warning system and that the driver inducement system shall
consequentially result in the vehicle being unable to start.

9.2. The instructions shall indicate requirements for the proper use and
maintenance of vehicles, including the proper use of consumable
reagents.

9.3. The instructions shall specify if consumable reagents have to be

refilled by the vehicle operator between normal maintenance
intervals. They shall indicate how the driver should refill the reagent
tank. The information shall also indicate a likely rate of reagent
consumption for that type of vehicle and how often it should be
replenished.
9.4. The instructions shall specify that use of, and refilling of, a required
reagent of the correct specifications is mandatory for the vehicle to
comply with the certificate of conformity issued for that vehicle type.

9.5. The instructions shall state that it may be a criminal offence to use a
vehicle that does not consume any reagent if it is required for the
reduction of emissions.

9.6. The instructions shall explain how the warning system and driver
inducement systems work. In addition, the consequences of ignoring
the warning system and not replenishing the reagent shall be
explained.

10.0 OPERATING CONDITIONS OF THE AFTER-

TREATMENT SYSTEM

Manufacturers shall ensure that the emission control system retains

its emission control function during all ambient conditions above
zero deg. The manufacturer may use a heated or a non-heated reagent
tank and dosing system. OBD system shall monitor urea dozing if
ambient temperature > 0 Deg. C.
 CHAPTER 17
EMISSIONS TEST PROCEDURE FOR HYBRID ELECTRIC
VEHICLES (HEV)
1.0 INTRODUCTION

1.1. This chapter defines the specific provisions regarding type -

approval of a Hybrid Electric Vehicle (HEV) as defined in
clause 2.21.2. of this Part.

1.2. As a general principle, for the tests of Type I, II, III, IV, V and
OBD, hybrid electric vehicles shall be tested according to
Chapter 3, 9, 10, 11, 12 and 14 to this part respectively, unless
modified by this chapter.

1.3. For the Type I test only, OVC vehicles (as categorized in clause
2 of this Chapter) shall be tested according to condition A and
to condition B. The test results under both conditions A and B
and the weighted values shall be reported in the communication
form.

1.4. The emissions test results shall comply with the limits under all
specified test conditions of this Part.

2.0. CATEGORIES OF HYBRID ELECTRIC VEHICLES

Off-vehicle Not off-vehicle

charging1 charging2
Vehicle charging (OVC) (NOVC)
Operating mode
Without With Without With
switch

1
Also known as "externally chargeable"
2
Also known as "not externally chargeable"
3.0. TYPE I TEST METHODS
3.1. Externally Chargeable (OVC HEV) without an Operating
Mode Switch
3.1.1. Two tests shall be performed under the following conditions:
Condition A: Test shall be carried out with a fully charged
electrical energy/power storage device.
Condition B: Test shall be carried out with an electrical
energy/power storage device in minimum state of charge
(maximum discharge of capacity).
The profile of the state of charge (SOC) of the electrical
energy/power storage device during different stages of the Type
I test is given in this chapter.
3.1.2. Condition A

3.1.2.1. The procedure shall start with the discharge of the electrical
energy/power storage device of the vehicle while driving (on
the test track, on a chassis dynamometer, etc.):
(a) At a steady speed of 50 km/h until the fuel consuming
engine of the HEV starts up;
(b) Or, if a vehicle cannot reach a steady speed of 50 km/h
without starting up the fuel consuming engine, the speed
shall be reduced until the vehicle can run a lower steady
speed where the fuel consuming engine does not start up
for a defined time/distance (to be specified between Test
Agency and manufacturer);
(c) Or with manufacturer’s recommendation.
The fuel consuming engine shall be stopped within
10 seconds of it being automatically started.

3.1.2.2. Conditioning of Vehicle

3.1.2.2.1. For compression-ignition engine vehicles the Part Two cycle of

Type I test shall be used. Three consecutive cycles shall be
driven according to clause 3.1.2.5.3 below.

3.1.2.2.2. Vehicles fitted with positive-ignition engines shall be

preconditioned with one Part One and two Part Two driving
cycles according to clause 3.1.2.5.3.below.

3.1.2.3. After this preconditioning, and before testing, the vehicle shall
be kept in a room in which the temperature remains relatively
constant between 293 and 303K (20°C and 30°C). This
conditioning shall be carried out for at least six hours and
continue until the engine oil temperature and coolant, if any, are
within ±2 K of the temperature of the room, and the electrical
energy/power storage device is fully charged as a result of the
charging prescribed in clause 3.1.2.4. below.

3.1.2.4 During soak, the electrical energy/power storage device shall be

charged:

(a) With the on board charger if fitted; or

(b) With an external charger recommended by the manufacturer,

using the normal overnight charging procedure.

This procedure excludes all types of special charges that

could be automatically or manually initiated like, for instance,
the equalization charges or the servicing charges. The
manufacturer shall declare that during the test, a special charge
procedure has not occurred.
3.1.2.5. Test procedure

3.1.2.5.1 The vehicle shall be started up by the means provided for

normal use to the driver. The first cycle starts on the initiation
of the vehicle start-up procedure.

3.1.2.5.2 The test procedures defined in either clause 3.1.2.5.2.1 or

3.1.2.5.2.2 of this Chapter may be used.

3.1.2.5.2.1 Sampling shall begin (BS) before or at the initiation of

the vehicle start up procedure and end on conclusion of the
final idling period in the extra-urban cycle (Part Two, end of
sampling (ES)).

3.1.2.5.2.2 Sampling shall begin (BS) before or at the initiation of the

vehicle start up procedure and continue over a number of
repeat test cycles. It shall end on conclusion of the final idling
period in the first extra-urban (Part Two) cycle during which
the battery reached the minimum state of charge according to
the criterion defined below (end of sampling (ES)).
The electricity balance Q [Ah] is measured over each
combined cycle and used to determine when the battery
minimum state of charge has been reached

The battery minimum state of charge is considered to have

been reached in combined cycle N if the electricity balance
measured during combined cycle N+1 is not more than a 3%
discharge, expressed as a percentage of the nominal capacity
of the battery (in Ah) in its maximum state of charge, as
declared by the manufacturer. At the manufacturer's request
additional test cycles may be run and their results included in
the calculations in clauses 3.1.2.5.5 and 3.1.4.2 of this Chapter
provided that the electricity balance for each additional test
cycle shows less discharge of the battery than over the
previous cycle.

In between each of the cycles a hot soak period of up to 10

minutes is allowed. The power train shall be switched off
during this period.

3.1.2.5.3. The vehicle shall be driven according to provisions in Chapter

3 of this Part or in case of special gear shifting strategy,
according to the manufacturer's instructions, as incorporated in
the drivers' handbook of production vehicles and indicated
by a technical gear shift instrument (for drivers' information).
For these vehicles the gear shifting points prescribed in
Chapter 3 of this Part are not applied. For the pattern of the
operating curve the description according to clause 5.2 of
Chapter 3 to this Part shall apply.

3.1.2.5.4. The exhaust gases shall be analyzed according to provisions in

Chapter 3 to this Part.
3.1.2.5.5. The test results shall be compared to the limits prescribed in
said notification and the average emission of each pollutant in
grams per kilometer for Condition A shall be calculated (M 1i ).

In the case of testing according to clause 3.1.2.5.2.1.,of

this Chapter, (M 1i ) is simply the result of the single
combined cycle run.

In the case of testing according to clause 3.1.2.5.2.2., of this

Chapter the test result of each combined cycle run (M 1ia ),
multiplied by the appropriate deterioration and K i factors,
shall be less than the limits prescribed in clause 5.3.1.4. of
Chapter 1 to this Part. For the purposes of the calculation in
clause 3.1.4 of this Chapter M 1i shall be defined as:

N
1
M 1i 
N
M
a 1
1ia

Where:
i: pollutant
a: cycle

3.1.3. Condition B
3.1.3.1. Conditioning of Vehicle
3.1.3.1.1. For compression-ignition engine vehicles the Part Two cycle
of Type I test shall be used. Three consecutive cycles shall be
driven according to clause 3.1.3.4.3 below.
3.1.3.1.2. Vehicles fitted with positive-ignition engines shall be
preconditioned with one Part One and two Part Two driving
cycles of Type I test.

3.1.3.2. The electrical energy/power storage device of the vehicle shall

be discharged while driving (on the test track, on a chassis
dynamometer, etc.):
(a) At a steady speed of 50 km/h until the fuel consuming engine
of the HEV starts up;
(b) Or if a vehicle cannot reach a steady speed of 50 km/h
without starting up the fuel consuming engine, the speed shall
be reduced until the vehicle can run a lower steady speed
where the fuel consuming engine just does not start up for a
defined time/distance (to be specified between Test Agency
and manufacturer);
(c) Or with manufacturers' recommendation.

The fuel consuming engine shall be stopped within 10 seconds

of it being automatically started.
3.1.3.3 After this preconditioning, and before testing, the vehicle shall
be kept in a room in which the temperature remains relatively
constant between 293 and 303 K (20°C and 30°C). This
conditioning shall be carried out for at least six hours and
continue until the engine oil temperature and coolant, if any,
are within ±2 K of the temperature of the room.

3.1.3.4 Test Procedure

3.1.3.4.1 The vehicle shall be started up by the means provided for

normal use to the driver. The first cycle starts on the initiation
of the vehicle start-up procedure.

3.1.3.4.2 Sampling shall begin (BS) before or at the initiation of the

vehicle start up procedure and end on conclusion of the final
idling period in the extra-urban cycle (Part Two, end of
sampling (ES)).

3.1.3.4.3 The vehicle shall be driven according to Chapter 3 to this Part

or in case of special gear shifting strategy according to the
manufacturer's instructions, as incorporated in the drivers'
handbook of production vehicles and indicated by a technical
gear shift instrument (for drivers information).For these
vehicles the gear shifting points prescribed in Chapter 3 to
this Part are not applied. For the pattern of the operating curve
the description according to clause 5.2 of Chapter 3 to this
Part shall apply.

3.1.3.4.4 The exhaust gases shall be analyzed according to Chapter 3 to

this Part.

3.1.3.5 The test results shall be compared to the limits prescribed in

clause 5.3.1.4. of this Part and the average emission of each
pollutant for Condition B shall be calculated (M 2i ). The test
results M 2 i, multiplied by the appropriate deterioration and K i
factors, shall be less than the limits prescribed in clause
5.3.1.4 of Chapter 1 to this Part.

3.1.4 Test Results

3.1.4.1 In the case of testing according to clause 3.1.2.5.2.1. of this

Chapter

For communication, the weighted values shall be calculated as

below:
M i = (D e • M 1i + Dav •. M 2i )/(D e + Dav)

Where:

Mi = mass emission of the pollutant i in grams per

kilometer
M 1i = average mass emission of the pollutant i in grams
per kilometre with a fully charged electrical
energy/power storage device calculated in clause
 3.1.2.5.5.of this chapter,
M 2i = average mass emission of the pollutant i in grams
per kilometer with an electrical energy/power
storage device in minimum state of charge
(maximum discharge of capacity) calculated in
clause 3.1.3.5. of this Chapter.
De = vehicle electric range, according to the procedure
described in Appendix 2 of Chapter 19 A to this Part,
where the manufacturer must provide the means
for performing the measurement with the vehicle
running in pure electric mode,
Dav = 25 km (average distance between two battery
recharges).

3.1.4.2 In the case of testing according to clause 3.1.2.5.2.2.

For communication, the weighted values shall be calculated

as below:

Mi = (D ovc · M 1i + D av · M 2i )/(D ovc + Dav)

Where:

Mi = mass emission of the pollutant i in grams per

kilometer,
M 1i = average mass emission of the pollutant i in grams
per kilometer with a fully charged electrical
energy/power storage device calculated in clause
3.1.2.5.5. of this chapter.
M 2i = average mass emission of the pollutant i in grams
per kilometer with an electrical energy/power
storage device in minimum state of charge
(maximum discharge of capacity) calculated in
clause 3.1.3.5. of this chapter.
D ovc = OVC range according to the procedure described in
Appendix 2 of Chapter 19 A to this Part
D av = 25 km (average distance between two battery
recharges).

3.2. Externally Chargeable (OVC HEV) with an Operating

Mode Switch

3.2.1. Two tests shall be performed under the following conditions:

3.2.1.1. Condition A: Test shall be carried out with a fully charged
electrical energy/power storage device.
3.2.1.2. Condition B: Test shall be carried out with an electrical
energy/power storage device in minimum state of charge
(maximum discharge of capacity).

3.2.1.3. The operating mode switch shall be positioned according the

table below:

Notes:
(1) For instance: sport, economic, urban, extra-urban position ...
(2) Most electric hybrid mode:
The hybrid mode which can be proven to have the highest electricity
consumption of all selectable hybrid modes when tested in accordance
with condition A of clause 3.2of this Chapter, to be established based
on information provided by the manufacturer and in agreement with
the Test agency.
(3) Most fuel consuming mode:
The hybrid mode which can be proven to have the highest fuel
consumption of all selectable hybrid modes when tested in accordance
with condition B of clause 3.2 of this Chapter, to be established
based on information provided by the manufacturer and in agreement
with the Test agency.

3.2.2. Condition A

3.2.2.1. If the pure electric range of the vehicle is higher than one
complete cycle, on the request of the manufacturer, the Type
I test may be carried out in pure electric mode. In this case,
engine preconditioning prescribed in clause 3.2.2.3.1. or
3.2.2.3.2. of this chapter can be omitted.

3.2.2.2. The procedure shall start with the discharge of the electrical
energy/power storage device of the vehicle while driving with
the switch in pure electric position (on the test track, on a
chassis dynamometer, etc.) at a steady speed of 70% ±5% of
the maximum thirty minutes speed of the vehicle

Stopping the discharge occurs:

(a) When the vehicle is not able to run at 65% of the
maximum thirty minutes speed; or
(b) When an indication to stop the vehicle is given to
 the driver by the standard on-board instrumentation; or
(c) After covering the distance of 100 km.

If the vehicle is not equipped with a pure electric mode, the

electrical energy/power storage device discharge shall be
achieved by driving the vehicle (on the test track, on a
chassis dynamometer, etc.):

(a) At a steady speed of 50 km/h until the fuel consuming

engine of the HEV starts up; or
(b) If a vehicle cannot reach a steady speed of 50 km/h
without starting up the fuel consuming engine, the speed
shall be reduced until the vehicle can run a lower steady
speed where the fuel consuming engine does not start
up for a defined time/distance (to be specified between
Test agency and manufacturer); or
(c) With manufacturers' recommendation.
The fuel consuming engine shall be stopped within 10 seconds
of it being automatically started.

3.2.2.3. Conditioning of vehicle

3.2.2.3.1. For compression-ignition engine vehicles the Part Two cycle

of Type I test described in chapter 3 to this Part shall be used.
Three consecutive cycles shall be driven according to clause
3.2.2.6.3. below.

3.2.2.3.2. Vehicles fitted with positive-ignition engines shall be

preconditioned with one Part One and two Part Two driving
cycles of Type I test described in chapter 3 to this Part.

3.2.2.4. After this preconditioning, and before testing, the vehicle

shall be kept in a room in which the temperature remains
relatively constant between 293 and 303 K (20°C and 30 °C).
This conditioning shall be carried out for at least six hours
and continue until the engine oil temperature and coolant, if
any, are within ±2 K of the temperature of the room, and the
electrical energy/power storage device is fully charged as a
result of the charging prescribed in clause 3.2.2.5. of this
chapter

3.2.2.5. During soak, the electrical energy/power storage device shall

be charged:

(a) With the on board charger if fitted; or

(b) With an external charger recommended by the
manufacturer, using the normal overnight charging
procedure.
This procedure excludes all types of special charges that could
be automatically or manually initiated like, for instance, the
 equalization charges or the servicing charges.

The manufacturer shall declare that during the test, a special

charge procedure has not occurred.

3.2.2.6. Test Procedure

3.2.2.6.1. The vehicle shall be started up by the means provided for

normal use to the driver. The first cycle starts on the initiation
of the vehicle start-up procedure.

3.2.2.6.2. The test procedures defined in either clause 3.2.2.6.2.1. or

3.2.2.6.2.2. of this Chapter

3.2.2.6.2.1 Sampling shall begin (BS) before or at the initiation of the

vehicle start up procedure and end on conclusion of the final
idling period in the extra-urban cycle (Part Two, end of
sampling (ES)).

3.2.2.6.2.2 Sampling shall begin (BS) before or at the initiation of the

vehicle start up procedure and continue over a number of
repeat test cycles. It shall end on conclusion of the final
idling period in the first extra-urban (Part Two) cycle during
which the battery has reached the minimum state of
charge according to the criterion defined below (end of
sampling (ES)).

The electricity balance Q [Ah] is measured over each

combined cycle, using the procedure specified in Appendix 1
of Chapter 19 A to this Part, and used to determine when the
battery minimum state of charge has been reached.

The battery minimum state of charge is considered to have

been reached in combined cycle N if the electricity balance
measured during combined cycle N+1 is not more than a 3%
discharge, expressed as a percentage of the nominal capacity
of the battery (in Ah) in its maximum state of charge, as
declared by the manufacturer. At the manufacturer's request
additional test cycles may be run and their results included in
the calculations in clauses 3.2.2.7. and 3.2.4.3. of this chapter
provided that the electricity balance for each additional test
cycle shows less discharge of the battery than over the
previous cycle.
Between each of the cycles a hot soak period of up to 10
minutes is allowed. The power train shall be switched off
during this period.

3.2.2.6.3. The vehicle shall be driven according to Type I test described

in Chapter 3 to this Part or in case of special gear shifting
strategy, according to the manufacturer's instructions,
as incorporated in the drivers' handbook of production
vehicles and indicated by a technical gear shift instrument
(for drivers' information). For these vehicles the gear shifting
 points are not applied. For the pattern of the operating curve
the description according to Clause 5.2. of Chapter 3 to this
Part shall apply.

3.2.2.6.4. The exhaust gases shall be analyzed according to Chapter 3 to

this Part.

3.2.2.7. The test results shall be compared to the limits prescribed in

clause 5.3.1.4. of chapter 1 to this Part and the average
emission of each pollutant in grams per kilometer for
Condition A shall be calculated (M 1i ).

In the case of testing according to clause 3.2.2.6.2.1., of this

Chapter (M 1i ) is simply the result of the single combined
cycle run.

In the case of testing according to clause 3.2.2.6.2.2., of this

Chapter the test result of each combined cycle run M 1ia ,
multiplied by the appropriate deterioration and K i factors,
shall be less than the limits prescribed in clause 5.3.1.4. of
chapter 1 to this Part. For the purposes of the calculation in
clause 3.2.4., of this chapter M 1i shall be defined as:

Where:
i: pollutant
a: cycle

3.2.3 Condition B

3.2.3.1 Conditioning of Vehicle

3.2.3.1.1 For compression-ignition engine vehicles the Part Two cycle

described in Type 1 test of Chapter 3 to this Part shall be used.
Three consecutive cycles shall be driven according to clause
3.2.3.4.3. below.

3.2.3.1.2 Vehicles fitted with positive-ignition engines shall be

preconditioned with one Part One and two Part Two driving
cycles according to clause 3.2.3.4.3. below.

3.2.3.2 The electrical energy/power storage device of the vehicle shall

be discharged according to clause 3.2.2.2. of this chapter
3.2.3.3 After this preconditioning, and before testing, the vehicle
shall be kept in a room in which the temperature remains
relatively constant between 293 and 303 K (20°C and 30°C).
This conditioning shall be carried out for at least six hours
and continue until the engine oil temperature and coolant, if
any, are within ±2 K of the temperature of the room.

3.2.3.4 Test Procedure

3.2.3.4.1 The vehicle shall be started up by the means provided

for normal use to the driver. The first cycle starts on the
initiation of the vehicle start-up procedure.

3.2.3.4.2 Sampling shall begin (BS) before or at the initiation of

the vehicle start up procedure and end on conclusion of the
final idling period in the extra-urban cycle (Part Two, end of
sampling (ES)).

3.2.3.4.3 The vehicle shall be driven according to Chapter 3 to this Part,

or in case of special gear shifting strategy, according to the
manufacturer's instructions, as incorporated in the drivers'
handbook of production vehicles and indicated by a technical
gear shift instrument (for drivers' information). For these
vehicles the gear shifting points prescribed in Chapter 3 to this
Part are not applied. For the pattern of the operating curve the
description according to Clause 5.2. of Chapter 3 to this Part
shall apply.

3.2.3.4.4 The exhaust gases shall be analyzed according to Chapter 3 to

this Part.

3.2.3.5 The test results shall be compared to the limits prescribed in

clause 5.3.1.4. of chapter 1 to this Part and the average
emission of each pollutant for condition B shall be calculated
(M 2i ). The test results M 2i, multiplied by the appropriate
deterioration and K i factors, shall be less than the limits
prescribed in Paragraph 5.3.1.4. of chapter 1 to this Part.

3.2.4 Test Results

In the case of testing according to clause 3.2.2.6.2.1. of this
chapter

For communication, the weighted values shall be calculated as

below:

Mi ( De • M1i + Dav • M2i ) / ( De + Dav )

Where:
Mi = mass emission of the pollutant i in grams per
kilometer,
M 1i = average mass emission of the pollutant i in grams
per kilometer with a fully charged electrical
energy/power storage device calculated in clause
3.2.2.7, of this chapter
M 2i = average mass emission of the pollutant i in grams
per kilometer with an electrical energy/power
storage device in minimum state of charge
(maximum discharge of capacity) calculated in
clause 3.2.3.5, of this chapter
De = vehicle electric range with the switch in pure
electric position, according to the procedure
described in Appendix 2 of Chapter 19A to this
Part. If there is not a pure electric position, the
manufacturer must provide the means for
performing the measurement with the vehicle
running in pure electric mode.
Dav = 25 km (average distance between two battery
recharge).

In the case of testing according to clause 3.2.2.6.2.2. of this

chapter

For communication, the weighted values shall be calculated

as below:

Mi (D ovc · M 1i + D av · M 2i )/(D ovc + D av )

Where :
Mi mass emission of the pollutant i in grams per
kilometer,
M 1i average mass emission of the pollutant i in grams
per kilometer with a fully charged electrical
energy/power storage device calculated in clause
3.2.2.7. of this chapter
M 2i average mass emission of the pollutant i in grams
per kilometer with an electrical energy/power
storage device in minimum state of charge
(maximum discharge of capacity) calculated in
clause 3.2.3.5. of this chapter
Dovc OVC range according to the procedure described
in Appendix 2 of Chapter 19A to this Part
Dav 25 km (average distance between two battery
recharges).
3.3. Not externally Chargeable (Not-OVC HEV) Without an
Operating Mode Switch

3.3.1. These vehicles shall be tested according to chapter 3 to this

Part.

3.3.2. For preconditioning, at least two consecutive complete

driving cycles (one Part One and one Part Two) are carried
out without soak.

3.3.3. The vehicle shall be driven according to chapter 3, or in case of

special gear shifting strategy according to the
manufacturer's instructions, as incorporated in the drivers'
handbook of production vehicles and indicated by a
technical gear shift instrument (for drivers information).
For these vehicles the gear shifting points prescribed in
Chapter 3 are not applied. For the pattern of the operating
curve the description according to Clause 5.2. of Chapter 3 to
this Part shall apply.

3.4. Not Externally chargeable (not-OVC HEV) With an Operating

Mode Switch

3.4.1. These vehicles are preconditioned and tested in hybrid mode as per
Chapter 3 to this Part. If several hybrid modes are available, the test
shall be carried out in the mode that is automatically set after turn
on of the ignition key (normal mode). On the basis of information
provided by the manufacturer, the Test Agency will make sure that
the limit values are met in all hybrid modes.

3.4.2. For preconditioning, at least two consecutive complete driving

cycles (one Part One and one Part Two) shall be carried out without
soak.

3.4.3. The vehicle shall be driven according to chapter 3 to this Part, or in

case of special gear shifting strategy according to the
manufacturer's instructions, as incorporated in the drivers'
handbook of production vehicles and indicated by a technical gear
shift instrument (for drivers information). For these vehicles the
gear shifting points of chapter 3 to this Part are not applied. For the
pattern of the operating curve the description according to Clause
5.2. of Chapter 3 to this Part shall apply.

4. TYPE II TEST METHODS

4.1. The vehicles shall be tested according to Chapter 9 with the fuel
consuming engine running. The manufacturer shall provide a
"service mode" that makes execution of this test possible.
5. TYPE III TEST METHODS

5.1. The vehicles shall be tested according to Chapter 10 with the fuel
consuming engine running. The manufacturer shall provide a
"service mode" that makes execution of this test possible.

5.2. The tests shall be carried out only for conditions 1 and 2 of the
clause 3.2. of Chapter 10. If for any reasons it is not possible to test
on condition 2, alternatively another steady speed condition (with
fuel consuming engine running under load) should be carried out.

6. TYPE IV TEST METHODS

6.1. The vehicles shall be tested according to Chapter 11 to this Part.

6.2. Before starting the test procedure (clause 5.1. of Chapter 11), the
vehicles shall be preconditioned as follows:

6.2.1. For OVC vehicles:

6.2.1.1. OVC vehicles without an operating mode switch: the procedure

shall start with the discharge of the electrical energy/power storage
device of the vehicle while driving (on the test track, on a chassis
dynamometer, etc.):
(a) At a steady speed of 50 km/h until the fuel consuming
engine of the HEV starts up; or
(b) If a vehicle cannot reach a steady speed of 50 km/h without
starting up the fuel consuming engine, the speed shall be
reduced until the vehicle can run a lower steady speed
where the fuel consuming engine just does not start up for a
defined time/distance (to be specified between Test agency
and manufacturer); or
(c) With manufacturer's recommendation.

The fuel consuming engine shall be stopped within 10 seconds of it

being automatically started.

6.2.1.2. OVC vehicles with an operating mode switch: the procedure shall
start with the discharge of the electrical energy/power storage
device of the vehicle while driving with the switch in pure electric
position (on the test track, on a chassis dynamometer, etc.) at a
steady speed of 70% ±5% from the maximum thirty minutes speed
of the vehicle.

Stopping the discharge occurs:

(a) When the vehicle is not able to run at 65% of the maximum
thirty minutes speed; or
(b) When an indication to stop the vehicle is given to the
driver by the standard on-board instrumentation; or

(c) After covering the distance of 100 km.

 If the vehicle is not equipped with a pure electric mode, the
electrical energy/power storage device discharge shall be
conducted with the vehicle driving (on the test track, on a chassis
dynamometer, etc.):
(a) At a steady speed of 50 km/h until the fuel consuming engine
of the HEV starts up; or
(b) If a vehicle cannot reach a steady speed of 50 km/h without
starting up the fuel consuming engine, the speed shall be
reduced until the vehicle can run a lower steady speed where
the fuel consuming engine does not start up for a defined
time/distance (to be specified between Test agency and
manufacturer); or
(c) With manufacturer's recommendation.

The engine shall be stopped within 10 seconds of it being

automatically started.

6.2.2. For NOVC vehicles:

6.2.2.1. NOVC vehicles without an operating mode switch: the procedure

shall start with a preconditioning of at least two consecutive
complete driving cycles (one Part One and one Part Two) without
soak.

6.2.2.2. NOVC vehicles with an operating mode switch: the procedure shall
start with a preconditioning of at least two consecutive complete
driving cycles (one Part One and one Part Two) without soak,
performed with the vehicle running in hybrid mode. If several
hybrid modes are available, the test shall be carried out in the mode
which is automatically set after turn on of the ignition key (normal
mode).

6.3. The preconditioning drive and the dynamometer test shall be

carried out according to clauses 5.2. and 5.4. of Chapter 11.

6.3.1. For OVC vehicles: under the same conditions as specified by

condition B of the Type I test (clauses 3.1.3. and 3.2.3. of this
chapter).

6.3.2. For NOVC vehicles: under the same conditions as in the Type I
test.

7. TYPE V TEST METHODS

7.1. The vehicles shall be tested according to Chapter 12 of this Part

7.2. For OVC vehicles:

It is allowed to charge the electrical energy/power storage device

twice a day during mileage accumulation.

For OVC vehicles with an operating mode switch, mileage

 accumulation should be driven in the mode which is automatically
set after turn on of the ignition key (normal mode).

During the mileage accumulation a change into another hybrid

mode is allowed if necessary in order to continue the mileage
accumulation after agreement of the Test Agency.

The measurements of emissions of pollutants shall be carried out

under the same conditions as specified by condition B of the Type I
test (clauses 3.1.3. and 3.2.3. of this Chapter).

7.3. For NOVC vehicles:

For NOVC vehicles with an operating mode switch, mileage

accumulation shall be driven in the mode which is automatically set
after turn on of the ignition key (normal mode).

The measurements of emissions of pollutants shall be carried

out in the same conditions as in the Type I test.

8. ON BOARD DIAGNOSTICS (OBD) TEST METHODS

8.1. The vehicles shall be tested according to Chapter 14 to this Part.

8.2. For OVC vehicles, the measurements of emissions of pollutants

shall be carried out under the same conditions as specified for
condition B of the Type I test (clauses 3.1.3. and 3.2.3. of this
Chapter).

8.3. For NOVC vehicles, the measurements of emissions of pollutants

shall be carried out under the same conditions as in the Type I test.
 ELECTRICAL ENERGY/POWER STORAGE DEVICE STATE OF
CHARGE (SOC) PROFILE FOR OVC HEV TYPE I TEST

Condition A of the Type I test

Condition A:
(1) Initial electrical energy/power storage device state of charge
(2) Discharge according to clause 3.1.2.1. or 3.2.2.1. of this Chapter
(3) Vehicle conditioning according to clause 3.1.2.2. or 3.2.2.2. of this Chapter
(4) Charge during soak according to clauses 3.1.2.3. and 3.1.2.4., of this Chapter or clauses
3.2.2.3. and 3.2.2.4. of this Chapter
(5) Test according to clause 3.1.2.5. or 3.2.2.5. of this Chapter

Condition B of the Type I test

Condition B:
 CHAPTER 18
APPENDIX 1 IN-SERVICE CONFORMITY CHECK

1. INTRODUCTION
This chapter sets out the criteria referred to Clause 9.3 and 9.4. of
Chapter 1 to this Part regarding the selection of vehicles for testing and
the procedures for the in-service conformity control.

2. SELECTION CRITERIA
The criteria for acceptance of a selected vehicle are defined for tailpipe
emissions in clauses 2.1 to 2.8 of this Appendix and for IUPRM in
clauses 2.1 to 2.5 of this Appendix. Information is collected by vehicle
examination and an interview with the owner/driver.

2.1. The vehicle shall belong to a vehicle type that is type approved under
this rule and covered by a certificate of conformity.

2.2. The vehicle shall have been in service for at least 15000 km or 6
months, whichever is the later, and for no more than 100000 km or 5
years, whichever is sooner.

2.2.1. For checking IUPRM, the test sample shall include only vehicles that:
(a) Have collected sufficient vehicle operation data for the monitor to
be tested.
For monitors required to meet the in-use monitor performance
ratio and to track and report ratio data pursuant to Clause 7.6.1 of
Appendix 1 to Chapter 14 to this Part sufficient vehicle
operation data shall mean the denominator meets the criteria set
forth below. The denominator, as defined in Clause 7.3 and 7.5 of
Appendix 1 to Chapter 14 to this Part for the monitor to be tested
shall have a value equal to or greater than one of the following
values:
(i) 75 for evaporative system monitors, secondary air system
monitors, and monitors utilizing a denominator
incremented in accordance with Clause 7.3.2 sub-clauses
(a), (b) or (c) of Appendix 1 to Chapter 14 to this Part
(e.g. cold start monitors, air conditioning system monitors,
etc.); or
(ii) 25 for particulate filter monitors and oxidation catalyst
monitors utilising a denominator incremented in
accordance with Clause 7.3.2 sub-clauses (d) of
Appendix 1 to Chapter 14 to this Part; or
(iii) 150 for catalyst, oxygen sensor, EGR, VVT, and all other
component monitors;

(b) Have not been tampered with or equipped with add-on or

modified parts that would cause the OBD system not to comply
with the requirements of Chapter 14 to this Part.
2.3. There shall be a maintenance record to show that the vehicle has been
properly maintained, e.g. has been serviced in accordance with the
manufacturer's recommendations.

2.4. The vehicle shall exhibit no indications of abuse (e.g. racing,

overloading, misfuelling, or other misuse), or other factors (e.g.
tampering) that could affect emission performance. The fault code and
mileage information stored in the computer is taken into account. A
vehicle shall not be selected for testing if the information stored in the
computer shows that the vehicle has operated after a fault code was
stored and a relatively prompt repair was not carried out.

2.5. There shall have been no unauthorized major repair to the engine or
major repair of the vehicle.

2.6. The lead content and sulphur content of a fuel sample from the vehicle
tank shall meet applicable standards and there shall be no evidence of
misfuelling. Checks may be done in the exhaust, etc.

2.7. There shall be no indication of any problem that might affect the safety
of laboratory personnel.

2.8. All anti-pollution system components on the vehicle shall be in

conformity with the applicable type approval.

3. DIAGNOSIS AND MAINTENANCE

Diagnosis and any normal maintenance necessary shall be performed on
vehicles accepted for testing, prior to measuring exhaust emissions, in
accordance with the procedure laid down in clauses 3.1 to 3.8 of this
Appendix.

3.1. The following checks shall be carried out: checks on air filter, all drive
belts, all fluid levels, radiator cap, all vacuum hoses and electrical
wiring related to the anti-pollution system for integrity; checks on
ignition, fuel metering and anti-pollution device components for
maladjustments and/or tampering. All discrepancies shall be recorded.

3.2. The OBD system shall be checked for proper functioning. Any
malfunction indications in the OBD memory shall be recorded and the
requisite repairs shall be carried out. If the OBD malfunction indicator
registers a malfunction during a preconditioning cycle, the fault may be
identified and repaired. The test may be re-run and the results of that
repaired vehicle used.

3.3. The ignition system shall be checked and defective components

replaced, for example spark plugs, cables, etc.

3.4. The compression shall be checked. If the result is unsatisfactory the

vehicle is rejected.

3.5. The engine parameters shall be checked to the manufacturer's

specifications and adjusted if necessary.
3.6. If the vehicle is within 800 km of a scheduled maintenance service, that
service shall be performed according to the manufacturer's instructions.
Regardless of odometer reading, the oil and air filter may be changed at
the request of the manufacturer.
3.7. Upon acceptance of the vehicle, the fuel shall be replaced with
appropriate emission test reference fuel, unless the manufacturer accepts
the use of market fuel.
3.8. In the case of vehicles equipped with periodically regenerating systems
as defining in Clause 2.20 of Chapter 1 to this Part, it shall be
established that the vehicle is not approaching a regeneration period.
(The manufacturer shall be given the opportunity to confirm this).
3.8.1. If this is the case, the vehicle shall be driven until the end of the
regeneration. If regeneration occurs during emissions measurement,
then a further test shall be carried out to ensure that regeneration has
been completed. A complete new test shall then be performed, and the
first and second test results not taken into account.
3.8.2. As an alternative to clause 3.8.1 above, if the vehicle is approaching a
regeneration the manufacturer may request that a specific conditioning
cycle is used to ensure that regeneration (e.g. this may involve high
speed, high load driving).
The manufacturer may request that testing may be carried out
immediately after regeneration or after the conditioning cycle specified
by the manufacturer and normal test preconditioning.
4. IN-SERVICE TESTING
4.1. When a check on vehicles is deemed necessary, emission tests in
accordance with chapter 3 to this part are performed on pre-conditioned
vehicles selected in accordance with the requirements of clauses 2 and 3
of this Appendix. Pre-conditioning cycles additional to those specified
in clause 6.3 of Chapter 3 of this part will only be allowed if they are
representative of normal driving.
4.2. Vehicles equipped with an OBD system may be checked for proper in-
service functionality of the malfunction indication, etc., in relation to
levels of emissions (e.g. the malfunction indication limits defined in
Gazette Notification for the type-approved specifications.
4.3. The OBD system may be checked, for example, for levels of emissions
above the applicable limit values with no malfunction indication,
systematic erroneous activation of the malfunction indication and
identified faulty or deteriorated components in the OBD system.
4.4. If a component or system operates in a manner not covered by the
particulars in the type approval certificate and/or information package
for such vehicle types and such deviation has not been authorized, with
no malfunction indication by the OBD, the component or system shall
not be replaced prior to emission testing, unless it is determined that the
component or system has been tampered with or abused in such a
manner that the OBD does not detect the resulting malfunction.
 5. EVALUATION OF EMISSION TEST RESULTS

5.1. The test results are submitted to the evaluation procedure as indicated in
this Appendix 2 of this Chapter.

5.2. Test results shall not be multiplied by deterioration factors.

5.3. In the case of periodically regenerating systems as defined in Clause

2.20 of Chapter 1 to this Part, the results shall be multiplied by the
factors Ki obtained at the time when type approval was granted.

6.0. PLAN OF REMEDIAL MEASURES

6.1. The Test Agency shall request the manufacturer to submit a plan of
remedial measures to remedy the non-compliance when:

6.1.1. For tailpipe emissions more than one vehicle is found to be an outlying
emitter that meets either of the following conditions:
(a) The conditions of clause 3.2.2 of Appendix 2 of this chapter and
where both the Testing Agency and the manufacturer agree that
the excess emission is due to the same cause; or
(b) The conditions of clause 3.2.3 of Appendix 2 of this chapter where
the Test Agency has determined that the excess emission is due to
the same cause.
The Test Agency shall request the manufacturer to submit a plan of
remedial measures to remedy the non-compliance;

6.1.2. For IUPRM of a particular monitor M the following statistical conditions

are met in a test sample, the size of which is determined according to
clause 9.3.5 of chapter 1 of this part:
(a) For vehicles certified to a ratio of 0.1 in accordance with clause
7.1.4 of Appendix 1 of Chapter 14 to this Part, the data collected
from the vehicles indicate for at least one monitor M in the test
sample either that the test sample average in-use-performance
ratio is less than 0.1 or that 66% or more of the vehicles in the test
sample have an in-use monitor performance ratio of less than 0.1.

6.2. The plan of remedial measures shall be filed with the Test Agency not
later than 60 working days from the date of the notification referred to
in clause 6.1 above. Test Agency shall within 30 working days declare
its approval or disapproval of the plan of remedial measures. However,
where the manufacturer can demonstrate, to the satisfaction of the
competent testing agency, that further time is required to investigate the
non-compliance in order to submit a plan of remedial measures, an
extension is granted.

6.3. The remedial measures shall apply to all vehicles likely to be affected
by the same defect.
The need to amend the type approval documents shall be assessed.
 6.4. The manufacturer shall provide a copy of all communications related to
the plan of remedial measures, and shall also maintain a record of the
recall campaign, and supply regular status reports to the Test Agency
and Nodal Agency.

6.5. The plan of remedial measures shall include the requirements specified
in clauses 6.5.1 to 6.5.11 below. The manufacturer shall assign a unique
identifying name or number to the plan of remedial measures.

6.5.1. A description of each vehicle type included in the plan of remedial

measures;

6.5.2. A description of the specific modifications, alterations, repairs,

corrections, adjustments, or other changes to be made to bring the
vehicles into conformity including a brief summary of the data and
technical studies which support the manufacturer's decision as to the
particular measures to be taken to correct the non-conformity;

6.5.3. A description of the method by which the manufacturer informs the

vehicle owners;

6.5.4. A description of the proper maintenance or use, if any, which the

manufacturer stipulates as a condition of eligibility for repair under the
plan of remedial measures, and an explanation of the manufacturer's
reasons for imposing any such condition. No maintenance or use
conditions may be imposed unless it is demonstrably related to the non-
conformity and the remedial measures;

6.5.5. A description of the procedure to be followed by vehicle owners to

obtain correction of the non-conformity. This shall include a date after
which the remedial measures may be taken, the estimated time for the
workshop to perform the repairs and where they can be done. The repair
shall be done expediently, within a reasonable time after delivery of the
vehicle;

6.5.6 A copy of the information transmitted to the vehicle owner;

6.5.7. A brief description of the system which the manufacturer uses to assure
an adequate supply of component or systems for fulfilling the remedial
action. It shall be indicated when there will be an adequate supply of
components or systems to initiate the campaign;

6.5.8. A copy of all instructions to be sent to those persons who are to perform
the repair;

6.5.9. A description of the impact of the proposed remedial measures on the

emissions, fuel consumption, derivability, and safety of each vehicle
type, covered by the plan of remedial measures with data, technical
studies, etc. which support these conclusions;

6.5.10. Any other information, reports or data the Test Agency may reasonably
determine is necessary to evaluate the plan of remedial measures.
6.5.11. Where the plan of remedial measures includes a recall, a description of
the method for recording the repair shall be submitted to the Certifying
authority. If a label is used, an example of it shall be submitted.

6.6. The manufacturer may be required to conduct reasonably designed and

necessary tests on components and vehicles incorporating a proposed
change, repair, or modification to demonstrate the effectiveness of the
change, repair, or modification.

6.7. The manufacturer is responsible for keeping a record of every vehicle

recalled and repaired and the workshop which performed the repair.
Test Agency shall have access to the record on request for a period of 5
years from the implementation of the plan of remedial measures.

6.8. The repair and/or modification or addition of new equipment shall be

recorded in a certificate supplied by the manufacturer to the vehicle
owner.
 CHAPTER 18
APPENDIX 2 STATISTICAL PROCEDURE FOR TAILPIPE
EMISSIONS IN-SERVICE CONFORMITY TESTING

1. This Appendix describes the procedure to be used to verify the in-

service conformity requirements for the Type I test.

2. Two different procedures are to be followed:

(a) One dealing with vehicles identified in the sample, due to an
emission related defect, causing outliers in the results (clause 3
of this Appendix);
(b) The other deals with the total sample (clause 4 of this
Appendix).

3. Procedure to be followed with outlying emitters in the sample

3.1. With a minimum sample size of three and a maximum sample size
as determined by the procedure of clause 4 of this Appendix, a
vehicle is taken at random from the sample and the emissions of the
regulated pollutants are measured to determine if it is an outlying
emitter.

3.2. A vehicle is said to be an outlying emitter when the conditions given

in clause 3.2.1 below are met.

3.2.1. An outlying emitter is a vehicle where the applicable limit value as

indicated for Type I test for any regulated pollutant is exceeded by a
factor of 1.5.

3.2.2. In the specific case of a vehicle with a measured emission for any
regulated pollutant within the ‘intermediate zone’ (For any vehicle,
the ‘intermediate zone’ is determined as follows: The vehicle shall
meet the conditions given in clause 3.2.1. above and, in addition, the
measured value for the same regulated pollutant shall be below a
level that is determined from the product of the same limit value for
Type I test Clause 5.3.1.4 of Chapter 1 multiplied by a factor of 2.5).

3.2.2.1. If the vehicle meets the conditions of this clause, the cause of the
excess emission shall be determined and another vehicle is then
taken at random from the sample.

3.2.2.2. Where more than one vehicle meets the condition of this clause, the
Test Agency and the manufacturer shall determine if the excess
emission from both vehicles is due to the same cause or not.

3.2.2.2.1. If the Test Agency and the manufacturer both agree that the excess
emission is due to the same cause, the sample is regarded as having
failed and the plan of remedial measures outlined in clause 6.0 of
Appendix 1 of this chapter applies.
3.2.2.2.2. If the Test Agency and the manufacturer cannot agree on either the
cause of the excess emission from an individual vehicle or whether
the causes for more than one vehicle are the same, another vehicle is
taken at random from the sample, unless the maximum sample size
has already been reached.
3.2.2.3. When only one vehicle meeting the conditions of this clause has
been found, or when more than one vehicle has been found and the
Test Agency and the manufacturer agree it is due to different causes,
another vehicle is taken at random from the sample, unless the
maximum sample size has already been reached.
3.2.2.4. If the maximum sample size is reached and not more than one
vehicle meeting the requirements of this clause has been found
where the excess emission is due to the same cause, the sample is
regarded as having passed with regard to the requirements of clause
3 of this Appendix.
3.2.2.5. If, at any time, the initial sample has been exhausted, another
vehicle is added to the initial sample and that vehicle is taken.
3.2.2.6. Whenever another vehicle is taken from the sample, the statistical
procedure of clause 4 of this Appendix is applied to the increased
sample.
3.2.3. In the specific case of a vehicle with a measured emission for any
regulated pollutant within the ‘failure zone’ (For any vehicle, the
‘failure zone’ is determined as follows: The measured value for any
regulated pollutant exceeds a level that is determined from the
product of the limit value for the same regulated pollutant given in
Type I test Clause 5.3.1.4 of Chapter 1 multiplied by a factor of 2.5).
3.2.3.1. If the vehicle meets the conditions of this clause, the Test Agency
shall determine the cause of the excess emission and another vehicle
is then taken at random from the sample.
3.2.3.2. Where more than one vehicle meets the condition of this clause, and
the Test Agency determines that the excess emission is due to the
same cause, the manufacturer shall be informed that the sample is
regarded as having failed, together with the reasons for that
decision, and the plan of remedial measures outlined in clause 6 of
Appendix 1 of this chapter applies.
3.2.3.3. When only one vehicle meeting the conditions of this clause has
been found, or when more than one vehicle has been found and the
Test Agency has determined that it is due to different causes,
another vehicle is taken at random from the sample, unless the
maximum sample size has already been reached.
3.2.3.4. If the maximum sample size is reached and not more than one
vehicle meeting the requirements of this clause has been found
where the excess emission is due to the same cause, the sample is
regarded as having passed with regard to the requirements of clause
3 of this Appendix.
3.2.3.5. If, at any time, the initial sample has been exhausted, another vehicle
is added to the initial sample and that vehicle is taken.

3.2.3.6. Whenever another vehicle is taken from the sample, the statistical
procedure of clause 4 of this appendix is applied to the increased
sample.

3.2.4. Whenever a vehicle is not found to be an outlying emitter, another

vehicle is taken at random from the sample.

3.3. When an outlying emitter is found, the cause of the excess emission
shall be determined.

3.4. When more than one vehicle is found to be an outlying emitter, due
to the same cause, the sample is regarded as having failed.

3.5. When only one outlying emitter has been found, or when more than
one outlying emitter is found, but due to different causes, the sample
is increased by one vehicle, unless the maximum sample size has
already been reached.

3.5.1. When in the increased sample more than one vehicle is found to be
an outlying emitter, due to the same cause, the sample is regarded as
having failed.

3.5.2. When in the maximum sample size not more than one outlying
emitter is found, where the excess emission is due to the same cause,
the sample is regarded as having passed with regard to the
requirements of clause 3 of this Appendix.

3.6. Whenever a sample is increased due to the requirements of clause 3.5

above, the statistical procedure of clause 4 of this Appendix is
applied to the increased sample.

4.0. PROCEDURE TO BE FOLLOWED WITHOUT SEPARATE

EVALUATION OF OUTLYING EMITTERS IN THE
SAMPLE.

4.1. With a minimum sample size of three the sampling procedure is set
so that the probability of a batch passing a test with 40% of the
production defective is 0.95 (producer's risk = 5%) while the
probability of a batch being accepted with 75% of the production
defective is 0.15 (consumer's risk = 15%).

4.2. For each of the pollutants given in the Type I test limit, the following
procedure is used (see Figure App2/2 below).
Where:
L = the limit value for the pollutant,
xi = the value of the measurement for the i-th vehicle of the sample,
n = the current sample number.
4.3. The test statistic quantifying the number of non-conforming
vehicles, i.e. xi > L, is computed for the sample.

4.4. Then:
(a) If the test statistic does not exceed the pass decision number for
the sample size given in Table App2/1, a pass decision is
reached for the pollutant;
(b) If the test statistic equals or exceeds the fail decision number for
the sample size given in Table App2/1, a fail decision is reached
for the pollutant;
(c) Otherwise, an additional vehicle is tested and the procedure is
applied to the sample with one extra unit.
In the following table the pass and fail decision numbers are
computed in accordance with the International Standard
ISO 8422:1991.

5.0. A sample is regarded as having passed the test when it has passed
both the requirements of clauses 3 and 4 of this Appendix.

Table 1
Table App2/1

Table for acceptance/rejection sampling plan by attributes

Cumulative sample Pass decision number Fail decision

size (n) number
3 0 -
4 1 -
5 1 5
6 2 6
7 2 6
8 3 7
9 4 8
10 4 8
11 5 9
12 5 9
13 6 10
14 6 11
15 7 11
16 8 12
17 8 12
18 9 13
19 9 13
20 11 12
 Figure App2/1

In-service conformity checking procedure

START

Vehicle Manufacturer and Test Agency complete vehicle

approval for the new vehicle type. Test agency grants
Type-Approval

Manufacture & sales of approved vehicle type

Vehicle selection : Manufacturer to carry out

selection in consultation with Test agency
carries out in-service conformity procedure (
vehicle type or family)

Test agency carries out in-service conformity procedure ( vehicle

type or family). Tests can be conducted at a Test Agency or
witnessed by Test Agency at manufacturer’s test facility
which is accredited by NABL as per ISO 17025

Go to figure
App2/2 of
Appendix 2
FIGURE APP2/2
 CHAPTER 18
APPENDIX 3
RESPONSIBILITIES FOR IN-SERVICE CONFORMITY

1. The process of checking in-service conformity is illustrated in Figure

App3/1.

2. The manufacturer shall compile all the information needed to comply

with the requirements of this chapter.

3. The Test Agency shall conduct all the procedures and tests necessary to
ensure that the requirements regarding the in-service conformity are met
(Phases 2 to 4).

4. In the event of discrepancies or disagreements in the assessment of

information supplied, the Test Agency shall request clarification from
the test agency that conducted the type approval test.

5. The manufacturer shall establish and implement a plan of remedial

measures. This plan shall be approved by the Test Agency before it is
implemented (Phase 5). Figure App3/1 Illustration of the in-service
conformity process.

FIGURE APP3/1

Illustration of the In-Service Conformity Process

Key features of the in-service conformity checks

Phase 1 Information provided by the

Clause 9.2 & 9.3 of chapter 1 manufacturer

Phase 2
Clause 9.4 of chapter 1
Assessment of Information by the test
agency

Phase 3
Appendix 1 Selection of vehicles

Phase 4
Appendix 1 Inspection of vehicles

Phase 5
Clause 6.0 of Appendix 1 Submission and approval of remedial
plan
 Chapter 19
Administrative and Technical procedure for measurement and monitoring
[average] Fuel Consumption in l/100 km of M1 category vehicles with GVW
not exceeding 3500 kg

AMENDMENT No. 6
TO
Doc. No.: MoRTH/CMVR/ TAP-115/116: Issue No.: 4

Test procedure will be included

(Amendment 6 to TAP document to be reproduced).
 Chapter 19A
DETERMINATION OF THE EMISSIONS OF CARBON DIOXIDE, FUEL
CONSUMPTION AND THE ELECTRIC ENERGY CONSUMPTION OF
VEHICLES POWERED BY A HYBRID ELECTRIC POWER TRAIN

1.0 Introduction
1.1 This chapter defines the specific provisions regarding type-approval of
a Hybrid Electric Vehicle (HEV) as defined in Chapter 17 of this AIS.
1.2 As a general principle for the tests, hybrid electric vehicles shall be
tested according to the clause 1.2 of chapter 17 unless modified by this
chapter.
1.3 OVC vehicles (as categorised in clause 2. of this Chapter 17 shall be
tested according to condition A and to condition B.
1.4 Driving cycles and gear shifting points are as per clause 3.1.2.5.3 of
chapter 17 of this AIS
2.0 Categories of hybrid electric vehicles is as defined in clause 2.0 of
chapter 17
3.0 EXTERNALLY CHARGEABLE (OVC HEV) WITHOUT AN
OPERATING MODE SWITCH
3.1 Condition A
3.1.1 Tests to be performed as per clause 3.1.2 of chapter 17. Additionally
following clauses to be considered
3.1.1.1 Condition A :
End of charge criteria is defined as
The end of charge criteria corresponds to a charging time of twelve
hours, except if a clear indication is given to the driver by the standard
instrumentation that the electrical energy/power storage device is not
yet fully charged.
In this case,
3∗𝑐𝑙𝑎𝑖𝑚𝑒𝑑 𝑏𝑎𝑡𝑡𝑒𝑟𝑦 𝑐𝑎𝑝𝑎𝑐𝑖𝑡𝑦(𝑊ℎ)
the maximum time is = 𝑚𝑎𝑖𝑛𝑠 𝑝𝑜𝑤𝑒𝑟 𝑠𝑢𝑝𝑝𝑙𝑦 (𝑊)

3.1.1.2 Condition A : Test Procedure

In clause 3.1.2.5.5 of Chapter 17, The test results on the combined
cycle (CO2 and fuel consumption) for condition A shall be recorded
(respectively m1 (g) and c1 (l)).
 In the case of testing according to clause 3.1.2.5.2.1. of chapter 17,
(m1) & (c1) is simply the result of the single combined cycle run.
In the case of testing according to clause 3.1.2.5.2.2.of chapter 17, m1
& c1 are the sums of the results of the N combined cycles run

3.1.1.3 Within the 30 minutes after the conclusion of the last cycle, the
electrical energy/power storage device shall be charged according to
clause 3.1.2.4 of chapter 17. The energy measurement equipment,
placed between the mains socket and the vehicle charger, measures the
charge energy e1 (Wh) delivered from the mains.

3.1.1.4 The electric energy consumption for condition A is e1 (Wh).

3.2 Condition B

3.2.1 Tests to be performed as per clause 3.1.3 of chapter 17. Additionally

following clauses to be considered

3.2.1.1 Condition B : Test Procedure

In clause 3.1.3.5 of Chapter 17, The test results on the combined cycle
(CO2 and fuel consumption) for condition B shall be recorded
(respectively m2 (g) and c2 (l)).

3.2.1.2 Within the 30 minutes after the conclusion of the last cycle, the
electrical energy/power storage device shall be charged according to
clause 3.1.2.4 of chapter 17.
The energy measurement equipment, placed between the mains socket
and the vehicle charger, measures the charge energy e2 (Wh) delivered
from the mains.

3.2.1.3 The electrical energy/power storage device of the vehicle shall be

discharged according to clause 3.1.2.1. of chapter 17

3.2.1.4 Within 30 minutes after the discharge, the electrical energy/power

storage device shall be charged according to clause 3.1.2.4 of chapter
17.
The energy measurement equipment, placed between the mains socket
and the vehicle charger, measures the charge energy e3 (Wh) delivered
from the mains

3.2.1.5 The electric energy consumption e4 (Wh) for condition B is: e4 = e2 –

e3

3.3 Test Results

3.3.1 Test result to be calculated for CO2 along with other pollutants
according to clause 3.1.4 of chapter 17
3.3.2 The values of fuel consumption shall be
C1 = 100•c1/Dtest1 and C2 = 100•c2/Dtest2 (l/100 km)
With Dtest1 and Dtest2 the total actual driven distances in the tests
performed under conditions A (clause 3.1. of this chapter) and B
(paragraph 3.2. of this chapter) respectively, and c1 and c2 determined
in clause 3.1.1.2. and 3.2.1.1. of this chapter respectively

3.3.3 The weighted values of fuel consumption shall be calculated as below

3.3.3.1 In the case of test procedure according to clause 3.1.2.5.2.1. of

chapter 17

C = (De•C1 + Dav•C2)/(De + Dav)

Where:

C = fuel consumption in l/100 km.

C1 = fuel consumption in l/100 km with a fully charged

electrical energy/power storage device.

C2 = fuel consumption in l/100 km with an electrical

energy/power storage device in minimum state of charge
(maximum discharge of capacity).

De = vehicle’s electric range, according to the procedure

described in Appendix 1 of this chapter, where the
manufacturer must provide the means for performing the
measurement with the vehicle running in pure electric
operating state.

Dav = 25 km (assumed average distance between two battery

recharges).

3.3.3.2 In the case of testing according to paragraph 3.1.2.5.2.2. of

chapter 17

C = (Dovc•C1 + Dav•C2)/(Dovc + Dav)

Where:

C = fuel consumption in l/100 km.

C1 = fuel consumption in l/100 km with a fully charged

electrical energy/power storage device.

C2 = fuel consumption in l/100 km with an electrical

energy/power storage device in minimum state of charge
(maximum discharge of capacity).
 Dovc = OVC range according to the procedure described in
Appendix 1 of this chapter.

Dav 25 km (assumed average distance between two battery

recharges).

3.3.4 The values of electric energy consumption shall be:

E1 = e1/Dtest1 and E4 = e4/Dtest2 (Wh/km)

With Dtest1 and Dtest2 the total actual driven distances in the tests
performed under conditions A (clause 3.1. of this chapter) and B
(paragraph 3.2. of this chapter) respectively,, and e1 and e4
determined in paragraphs 3.1.1.4. and 3.2.1.5. of this chapter
respectively

3.3.5 The weighted values of electric energy consumption shall be

calculated as below:

3.3.5.1 In the case of testing according to clause 3.1.2.5.2.1. of chapter 17

E (De•E1 + Dav•E4) / (De + Dav)

where:

E electric consumption Wh/km.

E1 electric consumption Wh/km with a fully charged

electrical energy/power storage device calculated.

E4 electric consumption Wh/km with an electrical

energy/power storage device in minimum state of charge
(maximum discharge of capacity).

De vehicle's electric range, according to the procedure

described in Appendix 1 of this chapter, where the
manufacturer must provide the means for performing the
measurement with the vehicle running in pure electric
operating state.

Dav 25 km (assumed average distance between two battery

recharges).

3.3.5.2 In the case of testing according to paragraph 3.1.2.5.2.2.

of chapter 17

E (Dovc•E1 + Dav•E4) / (Dovc + Dav)

Where:

E electric consumption Wh/km.

 E1 electric consumption Wh/km with a fully charged
electrical energy/power storage device calculated.

E4 electric consumption Wh/km with an electrical

energy/power storage device in minimum state of charge
(maximum discharge of capacity).

Dovc OVC range according to the procedure described in

Appendix 1 of this chapter

Dav 25 km (assumed average distance between two battery

recharges).

4.0 EXTERNALLY CHARGEABLE (OVC HEV) WITH AN

OPERATING MODE SWITCH

4.1 Condition A

4.1.1 Tests to be performed as per clause 3.2.2 of chapter 17. Additionally

following clauses to be considered

4.1.1.1 Condition A : Test Procedure

In clause 3.2.2.6 of Chapter 17, The test results on the combined cycle
(CO2 and fuel consumption) for condition A shall be recorded
(respectively m1 (g) and c1 (l))

In the case of testing according to clause 3.2.2.6.2.1. of chapter 17,

(m1) & (c1) is simply the result of the single combined cycle run.
In the case of testing according to clause 3.2.2.6.2.2.of chapter 17, m1
& c1 are the sums of the results of the N combined cycles run

4.1.1.2 Within the 30 minutes after the conclusion of the last cycle, the
electrical energy/power storage device shall be charged according to
clause 3.1.2.4 of chapter 17. The energy measurement equipment,
placed between the mains socket and the vehicle charger, measures the
charge energy e1 (Wh) delivered from the mains.

4.1.1.3 The electric energy consumption for condition A is e1 (Wh).

4.2 Condition B

4.2.1 Tests to be performed as per clause 3.2.3 of chapter 17.

Additionally following clauses to be considered
4.2.1.1 Condition B : Test Procedure
In clause 3.2.3.5 of Chapter 17, The test results on the combined cycle
(CO2 and fuel consumption) for condition B shall be recorded
(respectively m2 (g) and c2 (l)).

4.2.1.2 Within the 30 minutes after the conclusion of the last cycle, the
electrical energy/power storage device shall be charged according to
clause 3.1.2.4 of chapter 17. The energy measurement equipment,
placed between the mains socket and the vehicle charger, measures the
charge energy e2 (Wh) delivered from the mains.

4.2.1.3 The electrical energy/power storage device of the vehicle shall be

discharged according to clause 3.2.2.2 of this chapter

4.2.1.4 Within 30 minutes after the discharge, the electrical energy/power

storage device shall be charged according to clause 3.1.2.4 of
chapter 17.
The energy measurement equipment, placed between the mains socket
and the vehicle charger, measures the charge energy e3 (Wh) delivered
from the mains

4.2.1.5 The electric energy consumption e4 (Wh) for condition B is:

e4 = e2 – e3

4.3 Test results

4.3.1 Test result to be calculated for CO2 along with other pollutants
according to clause 3.2.4 of chapter 17

4.3.2 The values of fuel consumption shall be

C1 = 100•c1/Dtest1 and C2 = 100•c2/Dtest2 (l/100 km)
With Dtest1 and Dtest2 the total actual driven distances in the tests
performed under conditions A (clause 4.1. of this chapter ) and B
(paragraph 4.2 of this chapter) respectively, and c1 and c2 determined
in clause 4.1.1.1 and 4.2.1.1. of this chapter respectively

4.3.3 The weighted values of fuel consumption shall be calculated as below

4.3.3.1 In the case of test procedure according to clause 3.2.2.6.2.1. of

chapter 17

C = (De•C1 + Dav•C2)/(De + Dav)

Where:

C = fuel consumption in l/100 km.

C1 = fuel consumption in l/100 km with a fully charged

electrical energy/power storage device.

C2 = fuel consumption in l/100 km with an electrical

energy/power storage device in minimum state of charge
 (maximum discharge of capacity).

De = vehicle’s electric range, according to the procedure

described in Appendix 1 of this chapter, where the
manufacturer must provide the means for performing the
measurement with the vehicle running in pure electric
operating state.

Dav = 25 km (assumed average distance between two battery

recharges).

4.3.3.2 In the case of testing according to paragraph 3.2.2.6.2.2. of

chapter 17

C = (Dovc•C1 + Dav•C2)/(Dovc + Dav)

Where:

C = fuel consumption in l/100 km.

C1 = fuel consumption in l/100 km with a fully charged

electrical energy/power storage device.

C2 = fuel consumption in l/100 km with an electrical

energy/power storage device in minimum state of
charge (maximum discharge of capacity).

Dovc = OVC range according to the procedure described in

Appendix 1 of this chapter.

Dav = 25 km (assumed average distance between two battery

recharges).

4.3.4 The values of electric energy consumption shall be:

E1 = e1/Dtest1 and E4 = e4/Dtest2 (Wh/km)
With Dtest1 and Dtest2 the total actual driven distances in the tests
performed under conditions A (clause 4.1. of this chapter) and B
(paragraph 4.2. of this chapter) respectively and e1 and e4 determined
in paragraphs 4.1.1.3. and 4.2.1.5. of this chapter respectively

4.3.5 The weighted values of electric energy consumption shall be

calculated as below:

4.3.5.1 In the case of testing according to clause 3.2.2.6.2.1. of chapter 17

E = (De•E1 + Dav•E4) / (De + Dav)

where:

E = electric consumption Wh/km.

E1 = electric consumption Wh/km with a fully charged

electrical energy/power storage device calculated.
 E4 = electric consumption Wh/km with an electrical
energy/power storage device in minimum state of charge
(maximum discharge of capacity).

De = vehicle's electric range, according to the procedure

described in Appendix 1 of this chapter, where the
manufacturer must provide the means for performing the
measurement with the vehicle running in pure electric
operating state.

Dav = 25 km (assumed average distance between two battery

recharges).

3.3.5.2 In the case of testing according to paragraph 3.2.2.6.2.2. of chapter 17

E = (Dovc•E1 + Dav•E4) / (Dovc + Dav)

Where:

E = electric consumption Wh/km.

E1 = electric consumption Wh/km with a fully charged

electrical energy/power storage device calculated.

E4 = electric consumption Wh/km with an electrical

energy/power storage device in minimum state of charge
(maximum discharge of capacity).

Dovc = OVC range according to the procedure described in

Appendix 1 of this chapter

Dav = 25 km (assumed average distance between two battery

recharges).

5.0 NOT EXTERNALLY CHARGEABLE (NOT-OVC HEV)

WITHOUT AN OPERATING MODE SWITCH

5.1 Tests to be performed as per clause 3.3 of chapter 17. Additionally

following clauses to be considered

5.1.1 Emissions of carbon dioxide (CO2) and fuel consumption shall be

determined separately for the Part One (urban driving) and the Part
Two (extra-urban driving) of the specified driving cycle.

5.2 Test Results

5.2.1 The test results (fuel consumption C (l/100 km) and CO2-emission M
[g/km]) of this test are corrected in function of the energy balance
ΔEbatt of the vehicle’s battery.
The corrected values (C0 (l/100 km) and M0 (g/km)) should
correspond to a zero energy balance (ΔEbatt = 0), and are calculated
using a correction coefficient determined by the manufacturer as
 defined below.
In case of other storage systems than an electric battery, ΔEbatt is
representing ΔEstorage, the energy balance of the electric energy
storage device.

5.2.1.2 The electricity balance Q (Ah), measured using the procedure

specified in Appendix 1 to this chapter, is used as a measure of the
difference in the vehicle battery’s energy content at the end of the
cycle compared to the beginning of the cycle. The electricity
balance is to be determined separately for the Part One cycle and the
Part Two cycle.

5.2.2 Under the conditions below, it is allowed to take the uncorrected

measured values C and M as the test results:
(1) In case the manufacturer can prove that there is no relation
between the energy balance and fuel consumption,
(2) In case that ΔEbatt always corresponds to a battery charging,
(3) In case that ΔEbatt always corresponds to a battery decharging
and ΔEbatt is within 1 per cent of the energy content of the
consumed fuel (consumed fuel meaning the total fuel
consumption over 1 cycle).
Energy content of the consumed fuel can be calculated from the
following equation :

Total Fuel Energy ( Efuel ) = NHVfuel * mfuel

Where,
NHVfuel = Net heating value of consumable fuel in J/kg
mfuel = Total mass of fuel consumed over one test cycle

The change in REESS energy content Ebatt can be calculated from

the measured electricity balance Q as follows:

REESS depletion is considered as a negative current

ΔEbatt = ΔSOC(%) •ETEbatt ≈ 0.0036•|ΔAh|•Vbatt = 0.0036•Q•Vbatt
(MJ)
with ETEbatt (MJ) the total energy storage capacity of the battery and
Vbatt (V) the nominal battery voltage.
5.2.3 Fuel consumption correction coefficient (Kfuel)

5.2.3.1 The fuel consumption correction coefficient (Kfuel) shall be

determined from a set of n measurements. This set should contain at
least one measurement with Qi < 0 and at least one with Qj > 0 and
and fulfil all criaterias as per clause 5.2.5.1 of this chapter

5.2.3.2 The fuel consumption correction coefficient (Kfuel) is defined as

n.ΣQi Ci −ΣQi ∙ΣCi
k fuel = (1/100 Km /Ah)
nΣQ2i −(ΣQi )2

where

Ci : fuel consumption measured during i-th HES manufacturer/

supplier’s test (l/100 km)

Qi : electricity balance measured during i-th HES manufacturer/

supplier’s test (Ah)

n : number of data

The fuel consumption correction coefficient shall be rounded to four

significant figures (e.g. 0.xxxx or xx.xx). The statistical significance
of the fuel consumption correction coefficient is to be judged by the
testing agency.

5.2.3.3 Separate fuel consumption correction coefficients shall be determined

for the fuel consumption values measured over the Part One cycle and
the Part Two cycle respectively

5.2.4 Fuel consumption at zero battery energy balance (C0)

5.2.4.1 The fuel consumption C0 at ΔEbatt = 0 is determined by the following

equation:

C0 = C – Kfuel•Q (l/100 km)

Where:

C = fuel consumption measured during test (l/100 km)

Q = electricity balance measured during test (Ah)

5.2.4.2 Fuel consumption at zero battery energy balance shall be determined

separately for the fuel consumption values measured over the Part One
cycle and the Part Two cycle respectively.

5.2.5 CO2-emission correction coefficient (KCO2)

5.2.5.1 The correction coefficients CO2-emission correction coefficient

(KCO2) shall be determined from a set of Type 1 tests according to
clause 5.2.7 of this chapter. The number of tests performed shall be
equal to or greater than five.
The manufacturer may request to set the state of charge of the REESS
prior to the test according to the manufacturer’s recommendation and
as described in clause 5.2.7 of this chapter. This practice shall only be
used for the purpose of achieving a charge-sustaining Type 1 test with
opposite sign of the Qi and with approval of the test agency
The set of measurements shall fulfil the following criteria:

a) The set shall contain at least one test with Qi ≤ 0 and at least one
test with Qi > 0.

(b) The difference in MCO2 between the test with the highest negative
electric energy change and the test with the highest positive
electric energy change shall be greater than or equal to 5 g/km.
In the case of the determination of KCO2, the required number of
tests may be reduced to three tests if all of the following criteria
are fulfilled in addition to (a) and (b):

The difference in MCO2 between any two adjacent

measurements, related to the electric energy change during the
test, shall be less than or equal to 10 g/km.
(d) In addition to (b), the test with the highest negative electric
energy change and the test with the highest positive electric
energy change shall not be within the region that is defined by:

∆Ibatt
−In ad ≤ +0.01
Efuel
where:

Efuel is the energy content of the consumed fuel calculated

according to clause 5.2.2 of chapter.

(d) The difference in MCO2 between the test with the highest
negative electric energy change and the mid-point, and the
difference in MCO2 between mid-point and the test with the
highest positive electric energy change shall be similar and
preferably be within the range defined by (d).

The correction coefficients determined shall be reviewed and

approved by the test agency prior to its application.
If the set of at least five tests does not fulfil criterion (a) or criterion
(b) or both, the manufacturer shall provide evidence to the test agency
as to why the vehicle is not capable of meeting either or both criteria.
If the test agency is not satisfied with the evidence, it may require
additional tests to be performed. If the criteria after additional tests are
still not fulfilled, the test agency will determine a conservative
 correction coefficient, based on the measurements.

5.2.5.2 The CO2-emission correction coefficient (KCO2) is defined as:

KCO2 = (n•ΣQiMi –ΣQi•ΣMi) / (n•ΣQi2 – (ΣQi)2) (g/km/Ah)

Where:
Mi = CO2-emission measured during i-th manufacturer’s test (g/km)
Qi = electricity balance during i-th manufacturer’s test (Ah)
N= number of data

The CO2-emission correction coefficient shall be rounded to four

significant figures (e.g. 0.xxxx or xx.xx). The statistical significance
of the CO2-emission correction coefficient is to be judged by the Test
Agency

5.2.5.3 Separate CO2-emission correction coefficients shall be determined for

the fuel consumption values measured over the Part One cycle and the
Part Two cycle respectively.

5.2.6 CO2-emission at zero battery energy balance (M0)

5.2.6.1 The CO2-emission M0 at Δ Ebatt = 0 is determined by the following

equation:

M0 = M – KCO2•Q (g/km)

Where:
C= fuel consumption measured during test (l/100 km)
Q= electricity balance measured during test (Ah)

5.2.6.2 CO2-emission at zero battery energy balance shall be determined

separately for the CO2-emission values measured over the Part One
cycle and the Part Two cycle respectively.

5.3 Test procedure for the determination of the correction coefficients

5.3.1 For NOVC-HEVs, one of the following test sequences according to

Figure 1 of this chapter shall be used to measure all values that are
necessary for the determination of the correction coefficients
according to clause 5.2.4 and 5.2.5 of this chapter
 Figure 1
NOVC-HEV test sequences

5.3.2 Option 1 test sequence

5.3.2.1 Preconditioning and soaking

The test vehicle shall be preconditioned & soaked according to
clause 3.3 of chapter 17

5.3.2.2 REESS adjustment

Prior to the test procedure, according to Clause 5.3.2.3 below the
manufacturer may adjust the REESS. The manufacturer shall provide
evidence that the requirements for the beginning of the test according
to Clause 5.3.2.3 below are fulfilled

5.3.2.3 Test procedure

5.3.2.3.1 These vehicle shall be tested according to clause 3.3 of chapter 17

5.3.2.3.2 To obtain a number of driving cycles that are required for the
determination of the correction coefficients, the test can be followed
by a number of consecutive sequences required according to
clause 5.2.5.2 of this chapter consisting as per clause 5.3.2.1 &
5.3.2.3

5.3.3 Option 2 test sequence

5.3.3.1 Preconditioning
The test vehicle shall be preconditioned & soaked according to clause
3.3 of chapter 17
5.3.3.2 REESS adjustment
After preconditioning, the soaking shall be omitted and a break,
during which the REESS is permitted to be adjusted, shall be set to a
maximum duration of 60 minutes. A similar break shall be applied in
advance of each test. Immediately after the end of this break, the
requirements of clause 5.3.3.3 shall be applied.
 Upon request of the manufacturer, an additional warm-up procedure
may be conducted in advance of the REESS adjustment to ensure
similar starting conditions for the correction coefficient
determination. If the manufacturer requests this additional warm-up
procedure, the identical warm-up procedure shall be applied
repeatedly within the test sequence.

5.3.3.3 Test procedure

5.3.3.3.1 These vehicle shall be tested according to clause 3.3 of chapter 17

5.3.3.3.2 To obtain a number of driving cycles that are required for the
determination of the correction coefficients, the test can be followed
by a number of consecutive sequences required according to clause
5.2.5.2 of this chapter consisting as per clause 5.3.2.1 & 5.3.2.3

6.0 NOT EXTERNALLY CHARGEABLE (NOVC HEV) WITH AN

OPERATING MODE SWITCH
6.1 Tests to be performed as per clause 3.3 of chapter 17. Additionally
following clauses to be considered
6.1.1 Emissions of carbon dioxide (CO2) and fuel consumption shall be
determined separately for the Part One (urban driving) and the Part
Two (extra-urban driving) of the specified driving cycle.
6.2 Test Results
6.2.1 The test results (fuel consumption C (l/100 km) and CO2-emission M
[g/km]) of this test are corrected in function of the energy balance
ΔEbatt of the vehicle’s battery.
The corrected values (C0 (l/100 km) and M0 (g/km)) should
correspond to a zero energy balance (ΔEbatt = 0), and are calculated
using a correction coefficient determined by the manufacturer as
defined below.
In case of other storage systems than an electric battery, ΔEbatt is
representing ΔEstorage, the energy balance of the electric energy
storage device.
6.2.1.1 The electricity balance Q (Ah), measured using the procedure
specified in Appendix 1 to this chapter, is used as a measure of the
difference in the vehicle battery’s energy content at the end of the
cycle compared to the beginning of the cycle. The electricity balance
is to be determined separately for the Part One cycle and the Part Two
cycle.
6.2.2 Under the conditions below, it is allowed to take the uncorrected
measured values C and M as the test results:
(1) In case the manufacturer can prove that there is no relation
between the energy balance and fuel consumption,
(2) In case that ΔEbatt always corresponds to a battery charging,
(3) In case that ΔEbatt always corresponds to a battery decharging
and ΔEbatt is within 1 per cent of the energy content of the
 consumed fuel (consumed fuel meaning the total fuel
consumption over 1 cycle).
Energy content of the consumed fuel can be calculated from the
following equation :

Total Fuel Energy ( Efuel ) = NHVfuel * mfuel

Where,
NHVfuel = Net heating value of consumable fuel in J/kg
mfuel = Total mass of fuel consumed over one test cycle

The change in REESS energy content Ebatt can be calculated from the
measured electricity balance Q as follows:

REESS depletion is considered as a negative current

ΔEbatt = ΔSOC(%) •ETEbatt ≈ 0.0036•|ΔAh|•Vbatt = 0.0036•Q•Vbatt

(MJ)
with ETEbatt (MJ) the total energy storage capacity of the battery and
Vbatt (V) the nominal battery voltage.

6.2.3 Fuel consumption correction coefficient (Kfuel)

6.2.3.1 The fuel consumption correction coefficient (Kfuel) shall be

determined from a set of n measurements. This set should contain at
least one measurement with Qi < 0 and at least one with Qj > 0 and
and fulfil all criaterias as per clause 6.2.5.1 of this chapter

6.2.3.2 The fuel consumption correction coefficient (Kfuel) is defined as

n.ΣQi Ci −ΣQi ∙ΣCi
k fuel = (1/100 Km /Ah)
nΣQ2i −(ΣQi )2

where

Ci : fuel consumption measured during i-th HES manufacturer/

supplier’s test (l/100 km)

Qi : electricity balance measured during i-th HES

manufacturer/supplier’s test (Ah)

n : number of data

The fuel consumption correction coefficient shall be rounded to four

significant figures (e.g. 0.xxxx or xx.xx). The statistical significance
of the fuel consumption correction coefficient is to be judged by the
testing agency.
6.2.3.3 Separate fuel consumption correction coefficients shall be determined
for the fuel consumption values measured over the Part One cycle and
the Part Two cycle respectively

6.2.4 Fuel consumption at zero battery energy balance (C0)

6.2.4.1 The fuel consumption C0 at Ebatt = 0 is determined by the following

equation:
C0 = C – Kfuel•Q (l/100 km)
Where:
C= fuel consumption measured during test (l/100 km)
Q= electricity balance measured during test (Ah)

6.2.4.2 Fuel consumption at zero battery energy balance shall be determined

separately for the fuel consumption values measured over the Part One
cycle and the Part Two cycle respectively.

6.2.5 CO2-emission correction coefficient (KCO2)

6.2.5.1 The correction coefficients CO2-emission correction coefficient

(KCO2) shall be determined from a set of Type 1 tests according to
clause 5.2.7 of this chapter. The number of tests performed shall be
equal to or greater than five.
The manufacturer may request to set the state of charge of the REESS
prior to the test according to the manufacturer’s recommendation and
as described in clause 5.2.7 of this chapter. This practice shall only be
used for the purpose of achieving a charge-sustaining Type 1 test with
opposite sign of the Qi and with approval of the test agency
The set of measurements shall fulfil the following criteria:
a) The set shall contain at least one test with Qi ≤ 0 and at least one
test with Qi > 0.

(b) The difference in MCO2 between the test with the highest negative
electric energy change and the test with the highest positive
electric energy change shall be greater than or equal to 5 g/km.

In the case of the determination of KCO2, the required number of

tests may be reduced to three tests if all of the following criteria
are fulfilled in addition to (a) and (b):

The difference in MCO2 between any two adjacent measurements,

related to the electric energy change during the test, shall be less than
or equal to 10 g/km.
(d) In addition to (b), the test with the highest negative electric
energy change and the test with the highest positive electric
energy change shall not be within the region that is defined by:
 ∆Ibatt
−In ad ≤ +0.01
Efuel
where:

Efuel is the energy content of the consumed fuel calculated

according to clause 5.2.2 of chapter.

(e) The difference in MCO2 between the test with the highest negative
electric energy change and the mid-point, and the difference in
MCO2 between mid-point and the test with the highest positive
electric energy change shall be similar and preferably be within
the range defined by (d).
The correction coefficients determined shall be reviewed and
approved by the test agency prior to its application.

If the set of at least five tests does not fulfil criterion (a) or criterion
(b) or both, the manufacturer shall provide evidence to the test agency
as to why the vehicle is not capable of meeting either or both criteria.
If the test agency is not satisfied with the evidence, it may require
additional tests to be performed. If the criteria after additional tests are
still not fulfilled, the test agency will determine a conservative
correction coefficient, based on the measurements.

6.2.5.2 The CO2-emission correction coefficient (KCO2) is defined as:

KCO2 = (n•ΣQiMi –ΣQi•ΣMi) / (n•ΣQi2 – (ΣQi)2) (g/km/Ah)

Where :

Mi = CO2-emission measured during i-th manufacturer’s test

(g/km
Qi = electricity balance during i-th manufacturer’s test (Ah)

N = number of data

The CO2-emission correction coefficient shall be rounded to four

significant figures (e.g. 0.xxxx or xx.xx). The statistical significance
of the CO2-emission correction coefficient is to be judged by the Test
Agency
6.2.5.3 Separate CO2-emission correction coefficients shall be determined for
the fuel consumption values measured over the Part One cycle and the
Part Two cycle respectively.

6.2.6 CO2-emission at zero battery energy balance (M0)

6.2.6.1 The CO2-emission M0 at ΔEbatt = 0 is determined by the following

equation:

M0 = M – KCO2•Q (g/km)

Where:
 C = fuel consumption measured during test (l/100 km)

Q = electricity balance measured during test (Ah)

6.2.6.2 CO2-emission at zero battery energy balance shall be determined

separately for the CO2-emission values measured over the Part One
cycle and the Part Two cycle respectively.

6.3 Test procedure for the determination of the correction coefficients is

as defined in clause 5.3 of this chapter
 CHAPTER 19A- APPENDIX 1
METHOD FOR MEASURING THE ELECTRICITY BALANCE OF
THE REESS OF OVC AND NOVC HEVS

1.0 INTRODUCTION

1.1 The purpose of this appendix is to define the method and required
instrumentation for measuring the electricity balance of Off-Vehicle
Charging Hybrid Electric Vehicles (OVC HEV) and Not Off-Vehicle
Charging Hybrid Electric Vehicles (NOVC HEVs). Measurement of
the electricity balance is necessary
(a) To determine when the minimum state of charge of the battery has
been reached during the test procedure defined in clause 3.1 & 3.2
of chapter 17
(b) To correct the measured fuel consumption and CO2-emissions for
the change in battery energy content occurring during the test,
using the method defined in in clause 3.3 & 3.4 of chapter 17

1.2 The method described in this annex shall be used by the manufacturer
for the measurements that are performed to determine the correction
factors Kfuel and KC02 , as defined in Clause 5.2.3.2., 5.2.5.2., 6.2.3.2.,
and 6.2.5.2. of chapter 19A
The Test Agency shall check whether these measurements have been
performed in accordance with the procedure described in this annex

1.3 The method described in this annex shall be used by the Test Agency
for the measurement of the electricity balance Q, as defined in Clause
3.1.2.5.2.2, 3.2.2.6.2.2., 5.2.1.2., 5.3.4.1., 6.2.1.1., and 6.2.4.1. of
chapter 19A

2.0 MEASUREMENT EQUIPMENT AND INSTRUMENTATION

2.1 During the tests as described in clause 3., 4., 5. and 6. of chapter
19A, the battery current shall be measured using a current transducer
of the clamp-on type or the closed type. The current transducer (i.e.
the current sensor without data acquisition equipment) shall have a
minimum accuracy of 0.5 per cent of the measured value (in A) or 0.1
per cent of the maximum value of the scale.
OEM diagnostic testers are not to be used for the purpose of this test.

2.1.1 The current transducer shall be fitted on one of the wires directly
connected to the battery. In order to easily measure battery current
using external measuring equipment, manufacturers should preferably
integrate appropriate, safe and accessible connection points in the
vehicle. If that is not feasible, the manufacturer is obliged to support
the Technical Service by providing the means to connect a current
transducer to the wires connected to the battery in the above
described manner
2.1.2 The output of the current transducer shall be sampled with a
minimum sample frequency of 5 Hz. The measured current shall be
integrated over time, yielding the measured value of Q, expressed in
Ampere hours (Ah).

2.1.3 The temperature at the location of the sensor shall be measured and
sampled with the same sample frequency as the current, so that this
value can be used for possible compensation of the drift of current
transducers and, if applicable, the voltage transducer used to convert
the output of the current transducer.

2.2 A list of the instrumentation (manufacturer, model no., serial No.)

used by the manufacturer for determining:
(a) When the minimum state of charge of the battery has been
reached during the test procedure defined in clause 3. And 4. Of
chapter 19A and
(b) The correction factors Kfuel and KCO2 (as defined in
paragraphs 5.2.3.2., 5.2.5.2., 6.2.3.2., and 6.2.5.2. of
CHAPTER 19A)
and the last calibration dates of the instruments (where applicable)
should be provided to the Technical Service

3.0 Measurement procedure

3.1 Measurement of the battery current shall start at the same time as the
test starts and shall end immediately after the vehicle has driven the
complete driving cycle

3.2 Separate values of Q shall be logged over the Part One and Part Two
of the cycle.
 CHAPTER 19A- APPENDIX 2
METHOD OF MEASURING THE ELECTRIC RANGE OF VEHICLES
POWERED BY A HYBRID ELECTRIC POWER TRAIN AND
THE OVC RANGE OF VEHICLES POWERED BY A
HYBRID ELECTRIC POWERTRAIN

1.0 MEASUREMENT OF THE ELECTRIC RANGE

The test method described hereafter permits to measure the electric
range, expressed in km, of vehicles powered by an electric power train
only or the electric range and OVC range of vehicles powered by a
hybrid electric power train with off-vehicle charging (OVC-HEV as
defined in chapter 17).

2.0 PARAMETERS, UNITS AND ACCURACY OF

MEASUREMENTS
Parameters, units and accuracy of measurements shall be as follows:

Parameter Unit Accuracy Resolution

Time s +/-0.1 s 0.1 s

Distance m +/-0.1% 1m

Temperature C +/-1 degree C 1 degree C

degrees

Speed km/h +/-1 % 0.2 km/h

Mass kg +/-0.5 % 1 kg
Electricity Ah +/-0.5 % 0.3 %
balance

3.0 TEST CONDITIONS

3.1 Condition of the Vehicle

3.1.1 The vehicle tyres shall be inflated to the pressure specified by the
vehicle manufacturer when the tyres are at the ambient temperature.

3.1.2 The viscosity of the oils for the mechanical moving parts shall conform
to the specifications of the vehicle manufacturer

3.1.3 The lighting and light-signalling and auxiliary devices shall be off,
except those required for testing and usual daytime operation of the
vehicle

3.1.4 All energy storage systems available for other than traction purposes
(electric, hydraulic, pneumatic, etc.) shall be charged up to their
maximum level specified by the manufacturer.
3.1.5 If the batteries are operated above the ambient temperature, the
operator shall follow the procedure recommended by the vehicle
manufacturer in order to keep the temperature of the battery in the
normal operating range.
The manufacturer’s agent shall be in a position to attest that the
thermal management system of the battery is neither disabled nor
reduced

3.1.6 The vehicle must have undergone at least 300 km during the seven
days before the test with those batteries that are installed in the test
vehicle.

3.2 Climatic Conditions

For testing performed outdoors, the ambient temperature shall be
between 5 °C and 32 °C.
The indoors testing shall be performed at a temperature between 20
°C and 30 °C.

4.0 OPERATION MODES

The test method includes the following steps:
(a) Initial charge of the battery;
(b) Application of the cycle and measurement of the electric range.
Between the steps, if the vehicle shall move, it is pushed to the
following test area (without regenerative recharging).

4.1 Initial Charge of the Battery

Charging the battery consists of the following procedures:
Note: "Initial charge of the battery" applies to the first charge of the
battery, at the reception of the vehicle. In case of several
combined tests or measurements, carried out consecutively,
the first charge carried out shall be an "initial charge of the
battery" and the following may be done in accordance with
the "normal overnight charge" procedure.

4.1.1 Discharge of the battery

4.1.1.1 For externally chargeable Hybrid Electric Vehicle (OVC HEV)

without an operating mode switch as defined in Annex 8 to this
Regulation:

4.1.1.1.1 The manufacturer shall provide the means for performing the
measurement with the vehicle running in pure electric operating state.

4.1.1.1.2 The procedure shall start with the discharge of the electrical
energy/power storage device of the vehicle while driving (on the test
track, on a chassis dynamometer, etc.):
(a) At a steady speed of 50 km/h until the fuel consuming engine
 of the HEV starts up;
(b) Or, if a vehicle cannot reach a steady speed of 50 km/h without
starting up the fuel consuming engine, the speed shall be
reduced until the vehicle can run at a lower steady speed where
the fuel consuming engine just does not start up for a defined
time/distance (to be specified between technical service and
manufacturer);
(c) Or with manufacturers’ recommendation.
(d) The fuel consuming engine shall be stopped within ten seconds
of it being automatically started.
4.1.1.2 For externally chargeable Hybrid Electric Vehicle (OVC HEV) with
an operating mode switch as defined in Chapter 17 to this Part:

4.1.1.2.1 If there is not a pure electric position, the manufacturer shall provide
the means for performing the discharge of the battery with the vehicle
running in pure electric operating state.

4.1.1.2.2
(a) The procedure shall start with the discharge of the electrical
energy/power storage device of the vehicle while driving with the
switch in pure electric position (on the test track, on a chassis
dynamometer, etc.) at a steady speed of 70 %+/-5 % of the maximum
thirty minutes speed of the vehicle.

4.1.1.2.3 Stopping the discharge occurs:

(a) When the vehicle is not able to run at 65 % of the maximum
thirty minutes speed; or
(b) When an indication to stop the vehicle is given to the driver by
the standard onboard instrumentation; or
(c) After covering the distance of 100 km.
4.1.1.2.4 If the vehicle is not equipped with a pure electric operating state, the
electrical energy/power storage device discharge shall be achieved by
driving the vehicle (on the test track, on a chassis dynamometer, etc.):
(a) At a steady speed of 50 km/h until the fuel consuming engine of
the HEV starts up; or
(b) If a vehicle cannot reach a steady speed of 50 km/h without
starting up the fuel consuming engine , the speed shall be
reduced until the vehicle can run a lower steady speed where
the fuel consuming engine just does not start up for a defined
time/distance (to be specified between Technical Service and
manufacturer); or
(c) With manufacturers' recommendation.
The fuel consuming engine shall be stopped within ten seconds of it
being automatically started.
4.1.2 Application of a normal overnight charge
For an OVC HEV, the battery shall be charged according to the
normal overnight charge procedure as described in paragraph
3.2.2.5. of Chapter 17 to this part.

4.2 Application of the cycle and measurement of the range

4.2.1 For hybrid electric vehicles

4.2.1.1 To determine the electric range of a hybrid electric vehicle

4.2.1.1.1 The applicable test sequence and accompanying gear shift

prescription, as defined in clause 3.1.2.5 of chapter 17, is applied on
a chassis dynamometer adjusted
To determine the electric range (De) of OVC HEVs equipped with
an operating mode switch the same operating mode position, in
accordance with Table 3.2.1.3 and clause 3.2.2.1 of chapter 17,
shall be used as for the determination of CO2 and fuel consumption.

4.2.1.1.2 To measure the electric range the end of the test criteria is reached
when the vehicle is not able to meet the target curve up to 50 km/h,
or when an indication from the standard on-board instrumentation is
given to the driver to stop the vehicle or when the battery has
reached its minimum state of charge. Then the vehicle shall be
slowed down to 5 km/h by releasing the accelerator pedal, without
touching the brake pedal and then stopped by braking.

4.2.1.1.3 At a speed over 50 km/h, when the vehicle does not reach the
required acceleration or speed of the test cycle, the accelerator
pedal shall remain fully depressed until the reference curve has
been reached again. The maximum possible speed in pure electric
operating state in the first combined cycle shall be recorded in the
test report and in the drivers’ handbook of production vehicles.
During this procedure, the electricity balance (QESi) of the high
voltage battery (expressed in Ampere hours), measured
continuously and using the procedure specified in Appendix 1 of
Chapter 19A to this Part, the vehicle speed (VESi) and Dei shall be
recorded at the instant when the fuel consuming engine starts and
the accumulation of Dei shall be stopped. Further accumulation of
Dei shall not be permitted unless:
(a) The fuel consuming engine stopped running; and
(b) VESi has returned to the same or any lower level of VESi as
recorded before the fuel consuming engine started; and
(c) QESi has returned to the same or any lower level of QESi as
recorded before the last fuel consuming engine start or, where
applicable, to the same or any lower level of QSAi as
determined in accordance withClause 4.2.1.1.3.1. of this
Appendix.
 This procedure shall be followed until the end of the test as defined
in Clause 4.2.1.1.2. of this Appendix.

4.2.1.1.3.1 During the first deceleration phase following each start of the fuel
consuming engine, when the vehicle speed is less than the vehicle
speed at which the fuel consuming engine started previously:
(a) The distance covered with engine off should be counted as Dei;
and
(b) The increase in electricity balance during this period should be
recorded (∆Qrbi); and
(c) The electricity balance when the fuel consuming engine starts
(QESi) defined previously should be corrected by ∆Qrbi (hence
new QSAi= QESi + ∆Qrbi);

VESi = Vehicle speed at the moment when the ICE starts;

QESi = Energy of the battery at the moment when the ICE

starts;

∆Qrbi = The increase in electricity balance during deceleration

phases, when the vehicle speed is less than the
vehicle speed at which the ICE started previously;

QSAi = Energy of the battery at the moment of the further

accumulation of De.

Example :

⊿ a = Charged by ICE

⊿ b = Charged by regeneration (vehicle acceleration by ICE)

⊿ c = Charged by regeneration (∆Qrbi, vehicle acceleration with

energy from battery)
De = ΣDei
 Dei = Distances where the propulsive energy was not produced by
ICE
Battery SOC
Vehicle Speed

4.2.1.1.4 To respect human needs, up to three interruptions are permitted

between test sequences, of no more than 15 minutes in total

4.2.1.1.5 At the end, the electric range is the sum of all cycle portions Dei in
km. It shall be rounded to the nearest whole number.

4.2.1.2 To determine the OVC range of a hybrid electric vehicle

4.2.1.2.1 The applicable test sequence and accompanying gear shift

prescription, as defined in in clause 3.1.2.5 of chapter 17, is applied
on a chassis dynamometer adjusted

4.2.1.2.2 To measure the OVC range the end of the test criteria is reached
when the battery has reached its minimum state of charge according
to the criteria defined in Chapter 17 to this Part, paragraph
3.1.2.5.2.2. or 3.2.2.6.2.2. Driving is continued until the final idling
period in the extra-urban cycle.

4.2.1.2.3 To respect human needs, up to three interruptions are permitted

between test sequences, of no more than fifteen minutes in total.

4.2.1.2.4 At the end, the total distance driven in km, rounded to the nearest
whole number, is the OVC range of the hybrid electric vehicle
 Chapter 20
2
VERIIFYING RE
EAL DRIV
VING EMISSIONS
1.0 INTR
RODUCTIO
ON, DEFIN
NITIONS AND
A ABBR
REVIATIO
ONS

1.1. Introdduction

This chapter
c desccribes the prrocedure to verify the Real
R Drivingg Emissions
(RDE)) performan nce of light passenger and
a commerrcial vehiclees.

1.2. Definiitions

1.2.1. "Accu uracy" meaans the deviiation betweeen a measu

ured or calcuulated valuee and a
traceaable referencce value.

1.2.2 "Anallyser" means any meaasurement device that iss not part off the vehiclee but
installled to determ
mine the conncentration
n or the amount of gaseoous or partiicle
pollutants.

1.2.3. "Axiss intercept"

" of a linearr regression (a0) meanss:

wheree:

a1 is thhe slope of the regressiion line

̅ is thhe mean value of the reeference parrameter

is thhe mean value of the p arameter to

o be verified
d
1.2.4 "Calibbration" means
m the prrocess of settting the ressponse of ann analyser, flow-
f
measuuring instrumment, sensoor, or signal so that its output
o agreees with one or
multipple reference signals.
1.2.5. ion" (r2) means:
"Coeffficient of determinati
d

∑
∑
wheree:
a0 Axis in
ntercept of tthe linear reegression lin
ne
a1 Slope of
o the linearr regression
n line
xi Measurred referencce value
yi Measurred value off the parameter to be verified
Mean value
v of thee parameter to be verified
n Numbeer of values
1.2.6. "Cross-correlation coefficient" (r) means:

∑ ∑

where:

xi Measured reference value

yi Measured value of the parameter to be verified

̅ Mean reference value

Mean value of the parameter to be verified

n Number of values

1.2.7. "Delay time" means the time from the gas flow switching (t0) until the
response reaches 10% (t10) of the final reading.

1.2.8. "Engine control unit (ECU) signals or data" means any vehicle information
and signal recorded from the vehicle network using the protocols specified in
Point 3.4.5.of Appendix 1.

1.2.9. "Engine control unit" means the electronic unit that controls various
actuators to ensure the optimal performance of the powertrain.

1.2.10. "Emissions" also referred to as "components", "pollutant components" or

"pollutant emissions" means the regulated gaseous or particle constituents of
the exhaust.

1.2.11 "Exhaust", also referred to as exhaust gas, means the total of all gaseous and
particulate components emitted at the exhaust outlet or tailpipe as the result of
fuel combustion within the vehicle’s internal combustion engine.

1.2.12 "Exhaust emissions" means the emissions of particles, characterized as

particulate matter and particle number, and of gaseous components at the
tailpipe of a vehicle.

1.2.13 "Full scale" means the full range of an analyser, flow-measuring instrument
or sensor as specified by the equipment manufacturer. If a sub-range of the
analyser, flow-measuring instrument or sensor is used for measurements, full
scale shall be understood as the maximum reading.

1.2.14 "Hydrocarbon response factor" of a particular hydrocarbon species means

the ratio between the reading of a FID and the concentration of the
hydrocarbon species under consideration in the reference gas cylinder,
expressed as ppmC1.

1.2.15 "Major maintenance" means the adjustment, repair or replacement of an

analyser, flow-measuring instrument or sensor that could affect the accuracy of
measurements
1.2.16. "Noise" means two times the root mean square of ten standard deviations,
each calculated from the zero responses measured at a constant recording
frequency of at least 1.0Hz during a period of 30s.

1.2.17. “Non-methane hydrocarbons" (NMHC) means the total hydrocarbons

(THC) excluding methane (CH4). "

1.2.18. "Particle number" (PN) means as the total number of solid particles emitted
from the vehicle exhaust as defined by the measurement procedure provided
for by this AIS 137 Part 3.

1.2.19. "Precision" means 2.5 times the standard deviation of 10 repetitive responses
to a given traceable standard value.

1.2.20 "Reading" means the numerical value displayed by an analyser, flow-

measuring instrument, sensor or any other measurement devise applied in the
context of vehicle emission measurements.

1.2.21 "Response time" (t90) means the sum of the delay time and the rise time.

1.2.22 "Rise time" means the time between the 10% and 90% response (t90 – t10) of
the final reading.

1.2.23 "Root mean square" (xrms) means the square root of the arithmetic mean of
the squares of values and defined as:

where:

x Measured or calculated value

n Number of values

1.2.24. "Sensor" means any measurement device that is not part of the vehicle itself
but installed to determine parameters other than the concentration of gaseous
and particle pollutants and the exhaust mass flow.

1.2.25. "Span" means the calibration of an analyser, flow-measuring instrument, or

sensor so that it gives an accurate response to a standard that matches as
closely as possible the maximum value expected to occur during the actual
emissions test.

1.2.26. "Span response" means the mean response to a span signal over a time interval
of at least 30s.

1.2.27. "Span response drift" means the difference between the mean responses to a
span signal and the actual span signal that is measured at a defined time period
after an analyser,flow-measuring instrument or sensor was accurately spanned.

1.2.28. "Slope" of a linear regression (a1) means:

∑
∑
 where:

̅ Mean value of the reference parameter.

y Mean value of the parameter to be verified.
xi Actual value of the reference parameter.
yi Actual value of the parameter to be verified.
n Number of values.
1.2.29. "Standard error of estimate" (SEE) means:

1 ∑ ́
2
Where:
ý Estimated value of the parameter to be verified
yi Actual value of the parameter to be verified
xMax Maximum actual values of the reference parameter
n Number of values
1.2.30. "Total hydrocarbons" (THC) means the sum of all volatile compounds
measurable by a flame ionization detector (FID).

1.2.31. "Traceable" means the ability to relate a measurement or reading through an

unbroken chain of comparisons to a known and commonly agreed standard."

1.2.32. "Transformation time" means the time difference between a change of

concentration or flow (t0) at the reference point and a system response of 50%
of the final reading (t50).

1.2.33. "Type of analyser", also referred to as "analyser type" means a group of

analysers produced by the same manufacturer that apply an identical principle
to determine the concentration of one specific gaseous component or the
number of particles.

1.2.34 "Type of exhaust mass flow meter" means a group of exhaust mass flow
meters produced by the same manufacturer that share a similar tube inner
diameter and function on an identical principle to determine the mass flow rate
of the exhaust gas.

1.2.35 "Validation" means the process of evaluating the correct installation and
functionality of a Portable Emissions Measurement System and the correctness
of exhaust mass flow rate measurements as obtained from one or multiple non-
traceable exhaust mass flow meters or as calculated from sensors or ECU
signals.

1.2.36 "Verification" means the process of evaluating whether the measured or

calculated output of an analyser, flow-measuring instrument, sensor or signal
agrees with a reference signal within one or more predetermined thresholds for
acceptance.
1.2.37. "Zero" means the calibration of an analyser, flow-measuring instrument or
sensor so that it gives an accurate response to a zero signal.

1.2.38. "Zero response" means the mean response to a zero signal over a time
interval of at least 30s.

1.2.39. "Zero response drift" means the difference between the mean response to a
zero signal and the actual zero signal that is measured over a defined time
period after an analyser, flow-measuring instrument or sensor has been
accurately zero calibrated.

1.2.40 "Off-vehicle charging hybrid electric vehicle"( OVC-HEV) means a hybrid

electric vehicle that can be charged from an external source."

1.2.41. "Not off-vehicle charging hybrid electric vehicle" (NOVC-HEV) means a

vehicle with at least two different energy converters and two different energy
storage systems that are used for the purpose of vehicle propulsion and that
cannot be charged from an external source.

1.3 Abbreviations
Abbreviations refer generically to both the singular and the plural forms of
abbreviated terms.
CH4 Methane
CLD ChemiLuminescence Detector
CO Carbon Monoxide
CO2 Carbon Dioxide
CVS Constant Volume Sampler
DCT Dual Clutch Transmission
ECU Engine Control Unit
EFM Exhaust mass Flow Meter
FID Flame Ionisation Detector
FS full scale
GPS Global Positioning System
H2O Water
HC HydroCarbons
HCLD Heated ChemiLuminescence Detector
HEV Hybrid Electric Vehicle
ICE Internal Combustion Engine
ID identification number or code
LPG Liquid Petroleum Gas
MAW Moving Average Window
Max maximum value
N2 Nitrogen
NDIR Non-Dispersive InfraRed analyser
 NDUV Non-Dispersive UltraViolet analyser
NEDC New European Driving Cycle
NG Natural Gas
NMC Non-Methane Cutter
NMC Non-Methane Cutter in combination with a Flame-Ionisation
FID Detector
NMHC Non-Methane HydroCarbons
NO Nitrogen Monoxide
No. number
NO2 Nitrogen Dioxide
NOX Nitrogen Oxides
NTE Not-to-exceed
O2 Oxygen
OBD On-Board Diagnostics
PEMS Portable Emissions Measurement System
PHEV Plug-in Hybrid Electric Vehicle
PN particle number
RDE Real Driving Emissions
RPA Relative Positive Acceleration
SCR Selective Catalytic Reduction
SEE Standard Error of Estimate
THC Total Hydro Carbons
VIN Vehicle Identification Number
MIDC Modified Indian Driving Cycle
WLTC Worldwide harmonized Light vehicles Test Cycle
WWH- Worldwide Harmonised On-Board Diagnostics
OBD
2.0 GENERAL REQUIREMENTS
2.1 Not-to-exceed Emission Limits
Throughout the normal life of a vehicle type approved, its emissions
determined in accordance with the requirements of this Chapter and emitted at
any possible RDE test performed in accordance with the requirements of this
chapter, shall not be higher than the following pollutant -specific not-to-exceed
(NTE) values:

NTEpollutant = CFpollutant × TF(p1,…, pn) × Limit

where Limit is the applicable emission limit laid down in CMVR rules .
2.1.1. Final Conformity Factors
The conformity factor CFpollutant for the respective pollutant will be notified
which will be applicable from 1st April 2023.
2.1.2. Transfer Functions

The transfer function TF(p1,…, pn) referred to in Point 2.1 is set to 1 for the
entire range of parameters pi (i = 1,…,n).
If the transfer function TF(p1,…, pn) is amended, this shall be done in a
manner which is not detrimental to the environmental impact and the
effectiveness of the RDE test procedures. In particular the following condition
shall hold:

∫ TF(p1,...,pn) ∗ Q(p1,...,pn)dp = ∫ Q(p1,...,pn) dp

Where:

dp represents the integral over the entire space of the parameters pi (i = 1,…,n)

Q(p1,…, pn), is the probability density of an event corresponding to the

parameters pi(i=1,…,n) in real driving The manufacturer shall confirm
compliance with Point 2.1 by completing the certificate set out in Appendix 9.

2.1.3 The RDE tests required by this chapter at type approval and during the lifetime
of a vehicle provide a presumption of conformity with the requirement set out
in Point 2.1. The presumed conformity may be reassessed by additional RDE
tests.

2.1.4 Test Agency shall ensure that vehicles can be tested with PEMS on public
roads in accordance with the procedures under national law, while respecting
local road traffic legislation and safety requirements.

2.1.5 Manufacturers shall ensure that vehicles can be tested with PEMS by an Test
Agency on public roads, e.g. by making available suitable adapters for exhaust
pipes, granting access to ECU signals and making the necessary administrative
arrangements.

3.0 RDE TEST TO BE PERFORMED

3.1 The following requirements apply to PEMS tests

3.1.0 The requirements of Point 2.1 shall be fulfilled for the urban part and the
complete PEMS trip.
Upon the choice of the manufacturer the conditions of at least one of the two
points below shall be fulfilled:

3.1.0.1 Mgas,d,t ≤ NTEpollutant and Mgas,d,u ≤ NTEpollutant with the definitions of Point
2.1 of this chapter and points 6.1 and 6.3 of Appendix 5 and the setting gas =
pollutant.

3.1.0.2 Mw,gas,d ≤ NTEpollutant and ≤ NTEpollutant with the definitions of Point 2.1 of
this chapter and Point 3.9 of Appendix 6 and the setting gas = pollutant.
3.1.1. For type approval, the exhaust mass flow shall be determined by measurement
equipment functioning independently from the vehicle and no vehicle ECU
data shall be used in this respect. Outside the type approval context, alternative
methods to determine the exhaust mass flow can be used according to
Appendix 2, Section 7.2.

3.1.2 If the approval authority is not satisfied with the data quality check and
validation results of a PEMS test conducted according to Appendices 1 and 4,
the approval authority may consider the test to be void. In such case, the test
data and the reasons for voiding the test shall be recorded by the approval
authority.

3.1.3. Reporting and Dissemination of RDE Test Information

3.1.3.1. A technical report shall be prepared in accordance with Appendix 8.

3.1.3.2 The manufacturer shall ensure that the following information is made available
on a publicly accessible website without costs:

3.1.3.2. By entering the vehicle type approval number and the information on type,
1. variant and version, the unique identification number of a PEMS test family to
which a given vehicle emission type belongs, as set out in Point 5.2 of
Appendix 7.

3.1.3.2. By entering the unique identification number of a PEMS test family:

2.

– The full information as required by Point 5.1 of Appendix 7,

– The lists described in Points 5.3 and 5.4 of Appendix 7;

– The results of the PEMS tests as set out in Points 6.3 of Appendix 5 and 3.9
of Appendix 6 for all vehicle emission types in the list described in Point
5.4 of Appendix 7.
3.1.3.3. Upon request, without costs and within 30 days, the manufacturer shall make
available the report referred to in Point 3.1.3.1 to any interested party.

3.1.3.4. Upon request, the Test Agency shall make available the information listed
under points 3.1.3.1 and 3.1.3.2 within 30 days of receiving the request. The
Test Agency may charge a reasonable and proportionate fee, which does not
discourage an inquirer with a justified interest from requesting the respective
information or exceed the internal costs of the Test Agency for making the
requested information available.
4. GENERAL REQUIREMENTS
4.1. The RDE performance shall be demonstrated by testing vehicles on the road
operated over their normal driving patterns, conditions and payloads. The RDE
test shall be representative for vehicles operated on their real driving routes,
with their normal load.
4.2. The manufacturer shall demonstrate to the approval authority that the chosen
vehicle, and payloads are representative for the vehicle family. The payload
requirements, as specified in Points 5.1, shall be used ex-ante to determine
whether the conditions are acceptable for RDE testing.
4.3 The approval authority shall propose a test trip in urban, rural and motorway
environments meeting the requirements of Point 6. For the purpose of trip
selection, the definition of urban, rural and motorway operation shall be based
on a topographic map

4.4 If for a vehicle the collection of ECU data influences the vehicle's emissions or
performance the entire PEMS test family to which the vehicle belongs as
defined in Appendix 7 shall be considered as non-compliant. Such
functionality shall be considered as a 'defeat device'.

5.0 BOUNDARY CONDITIONS

5.1 Vehicle Payload and Test Mass

5.1.1 The vehicle's basic payload shall comprise the driver, a witness of the test (if
applicable) and the test equipment, including the mounting and the power
supply devices.

5.1.2 For the purpose of testing some artificial payload may be added as long as the
total mass of the basic and artificial payload does not exceed 90% of the sum
of the "mass of the passengers".

5.2 Ambient Conditions ( may be reviewed after data collection)

5.2.1 The test shall be conducted under ambient conditions laid down in this section.
The ambient conditions become "extended" when at least one of the
temperature and altitude conditions is extended.

5.2.2 Moderate altitude conditions: Altitude lower or equal to 950m above sea level.

5.2.3 Extended altitude conditions: Altitude higher than 950m above sea level and
lower or equal to 1300m above sea level.

5.2.4 Moderate temperature conditions: Greater than or equal to 283K ( 100C) and
lower than or equal to 313K ( 400C)

5.2.5 Extended temperature conditions: Greater than or equal to 276K ( 30C) and
lower than 283K ( 100C) or greater than 313K ( 400C) and lower than or equal
to 318K ( 450C) .

5.3 Not Applicable

5.4 Dynamic Conditions
The dynamic conditions encompass the effect of road grade, head wind and
driving dynamics (accelerations, decelerations) and auxiliary systems upon
energy consumption and emissions of the test vehicle. The verification of the
normality of dynamic conditions shall be done after the test is completed,
using the recorded PEMS data. This verification shall be conducted in 2 steps:
5.4.1 The overall excess or insufficiency of driving dynamics during the trip shall be
checked using the methods described in Appendix 7a to this Chapter.
5.4.2 If the trip results as valid following the verifications according to Point 5.4.1,
the methods for verifying the normality of the test conditions as laid down in
Appendices 5 and 6 to this chapter must be applied. Each method includes a
reference for test conditions, ranges around the reference and the minimum
coverage requirements to achieve a valid test.
5.5 Vehicle Condition and Operation

5.5.1 Auxiliary Systems

The air conditioning system or other auxiliary devices shall be operated in a
way which corresponds to their possible use by a consumer at real driving on
the road.

5.5.2. Vehicles equipped with periodically regenerating systems

5.5.2.1. "Periodically regenerating systems" shall be understood according to the

definition in AIS-137 (Part 3).

5.5.2.2. If periodic regeneration occurs during a test, the test may be voided and
repeated once at the request of the manufacturer.

5.5.2.3. The manufacturer may ensure the completion of the regeneration and
precondition the vehicle appropriately prior to the second test.

5.5.2.4. If regeneration occurs during the repetition of the RDE test, pollutants emitted
during the repeated test shall be included in the emissions evaluation.

6.0 RIP REQUIREMENTS( may be reviewed after data collection)

6.1 The shares of urban, rural and motorway driving, classified by instantaneous
speed as described in Points 6.3 to 6.5, shall be expressed as a percentage of
the total trip distance.

6.2 The trip sequence shall consist of urban driving followed by rural and
motorway driving according to the shares specified in Point 6.6. The urban,
rural and motorway operation shall be run continuously. Rural operation may
be interrupted by short periods of urban operation when driving through urban
areas. Motorway operation may be interrupted by short periods of urban or
rural operation, e.g., when passing toll stations or sections of road work. If
another testing order is justified for practical reasons, the order of urban, rural
and motorway operation may be altered, after obtaining approval from the
approval authority.

6.3 Urban operation is characterised by vehicle speeds lower than or equal to

50km/h for M and 40 km/h for N1 category of vehicle.
OR
Urban operation is characterised by vehicle speeds lower than or equal to
60km/h for M and 50km/h for N1 category of vehicle.

6.4 Rural operation is characterised by vehicle speeds higher than 50km/h and
lower than or equal to 70km/h for M and speeds higher than 40km/h and
lower than or equal to 60 km/h for N1 category of vehicle.
OR
Rural operation is characterised by vehicle speeds higher than 60km/h and
lower than or equal to 90km/h for M and speeds higher than 40km/h and lower
than or equal to 70 km/h for N1 category of vehicle.
6.5 Motorway operation is characterised by speeds above 70km/h for M and 60
km/h for N1 category of vehicle.
OR
Motorway operation is characterised by speeds above 90km/h for M and 70
km/h for N1 category of vehicle.

6.6 The trip shall consist of approximately 34% urban, 33% rural and 33%
motorway driving classified by speed as described in Points 6.3 to 6.5 above.
"Approximately" shall mean the interval of ±10% points around the stated
percentages. The urban driving shall however never be less than 29% of the
total trip distance.
6.7 The vehicle velocity shall normally not exceed 110km/h. Local speed limits
remain in force during a PEMS test, notwithstanding other legal consequences.
Violations of local speed limits per se do not invalidate the results of a PEMS
test.
6.8 The average speed (including stops) of the urban driving part of the trip should
be between 10km/h and 25km/h. Stop periods, defined as vehicle speed of less
than 1km/h, shall account for 6 to 30% of the time duration of urban operation.
Urban operation shall contain several stop periods of 10s or longer. However,
individual stop periods shall not exceed 300 consecutive seconds; else the trip
shall be voided.
OR

The average speed (including stops) of the urban driving part of the trip should
be between 15km/h and 40km/h. Stop periods, defined as vehicle speed of less
than 1km/h, shall account for 6 to 30% of the time duration of urban operation.
Urban operation shall contain several stop periods of 10s or longer. However,
individual stop periods shall not exceed 300 consecutive seconds; else the trip
shall be voided.

6.9 (i) For M category vehicles and The speed range of the motorway driving shall
properly cover a range between 70km/h and at least 90km/h. The vehicle's
velocity shall be above 80km/h for at least 5min.
OR
For M category vehicles and The speed range of the motorway driving shall
properly cover a range between 90km/h and at least 110km/h. The vehicle's
velocity shall be above 100km/h for at least 5min.

(ii) For N1 category vehicles and The speed range of the motorway driving
shall properly cover a range between 60km/h and at least 80km/h.The
vehicle's velocity shall be above 75 km/h for at least 5min.

6.10 The trip duration shall be between 90 and 130min.

6.11 The start and the end point shall not differ in their elevation above sea level by
more than 100m. In addition, the proportional cumulative positive altitude gain
shall be less than 1200m/100km) and be determined according to Appendix
7b.
6.12 The minimum distance of each, the urban, rural and motorway operation shall
be 16km.
7.0 OPERATIONAL REQUIREMENTS

7.1. The trip shall be selected in such a way that the testing is uninterrupted and the
data continuously recorded to reach the minimum test duration defined in
Point 6.10.

7.2. Electrical power shall be supplied to the PEMS by an external power supply
unit and not from a source that draws its energy either directly or indirectly
from the engine of the test vehicle.

7.3. The installation of the PEMS equipment shall be done in a way to influence
the vehicle emissions or performance or both to the minimum extent possible.
Care should be exercised to minimize the mass of the installed equipment and
potential aerodynamic modifications of the test vehicle. The vehicle payload
shall be in accordance with Point 5.1.

7.4. RDE tests shall be conducted on working days.

7.5 RDE tests shall be conducted on paved roads and streets (e.g. off road
operation is not permitted).

7.6. Prolonged idling shall be avoided after the first ignition of the combustion
engine at the beginning of the emissions test. If the engine stalls during the
test, it may be restarted, but the sampling shall not be interrupted.

8.0 LUBRICATING OIL, FUEL AND REAGENT

8.1 The fuel, lubricant and reagent (if applicable) used for RDE testing shall be
within the specifications issued by the manufacturer for vehicle operation by
the customer.

8.2 Samples of fuel, lubricant and reagent (if applicable) shall be taken and kept
for at least 1 year.

9 EMISSIONS AND TRIP EVALUATION

9.1 The test shall be conducted in accordance with Appendix 1 of this chapter.

9.2 The trip shall fulfil the requirements set out in Points 4 to 8.

9.3 It shall not be permitted to combine data of different trips or to modify or

remove data from a trip with exception of provisions for long stops as
described in 6.8.

9.4 After establishing the validity of a trip according to Point 9.2 emission results
shall be calculated using the methods laid down in Appendices 5 and 6 of this
chapter.

9.5 If during a particular time interval the ambient conditions are extended in
accordance with Point 5.2, the pollutant emissions during this particular time
interval, calculated according to Appendix 4, shall be divided by a value of 1,6
before being evaluated for compliance with the requirements of this chapter.
This provision does not apply to carbon dioxide emissions.

9.6 The cold start is defined in accordance with Point 4 of Appendix 4 of this
chapter. Until specific requirements for emissions at cold start are applied, the
latter shall be recorded but excluded from the emissions evaluation.
 APPENDIX 1

TEST PROCEDURE FOR VEHICLE EMISSIONS TESTING WITH A

PORTABLE EMISSIONS MEASUREMENT SYSTEM (PEMS)
1.0 INTRODUCTION
This Appendix describes the test procedure to determine exhaust emissions from
light passenger and commercial vehicles using a Portable Emissions
Measurement System.
2.0 SYMBOLS, PARAMETERS AND UNITS
≤ - smaller or equal number
# - number
3
#/m - per cubic meter
% - per cent
°C - degree centigrade
g - gramme
g/s - gramme per second
h - hour
Hz - hertz
K - kelvin
kg - kilogramme
kg/s - kilogramme per second
km - kilometre
km/h - kilometre per hour
kPa - kilopascal
kPa/min - kilopascal per minute
l - litre
l/min - litre per minute
m - metre
m3 - cubic-metre
mg - milligram
min - minute
pe - evacuated pressure [kPa]
qvs - volume flow rate of the system l/min]
ppm - parts per million
ppmC1 - parts per million carbon equivalen
rpm - revolutions per minute
s - second
Vs - system volume [l]
3.0 GENERAL REQUIREMENTS
3.1. PEMS
The test shall be carried out with a PEMS, composed of components specified in
Points 3.1.1 to 3.1.5. If applicable, a connection with the vehicle ECU may be
established to determine relevant engine and vehicle parameters as specified in
Point 3.2.
3.1.1. Analysers to determine the concentration of pollutants in the exhaust gas.
3.1.2. One or multiple instruments or sensors to measure or determine the exhaust mass
flow.

3.1.3. A Global Positioning System to determine the position, altitude and, speed of the
vehicle.

3.1.4. If applicable, sensors and other appliances being not part of the vehicle, e.g., to
measure ambient temperature, relative humidity, air pressure, and vehicle speed.

3.1.5. An energy source independent of the vehicle to power the PEMS.

3.2. Test Parameters
Test parameters as specified in Table 1 of this Appendix shall be measured,
recorded at a constant frequency of 1.0Hz or higher and reported according to the
requirements of Appendix 8. If ECU parameters are obtained, these should be
made available at a substantially higher frequency than the parameters recorded
by PEMS. The PEMS analysers, flow-measuring instruments and sensors shall
comply with the requirements laid down in Appendices 2 and 3 of this chapter.
Table 1
Test Parameters
(8)
Parameter Recommended unit Source
(1)(4)
THC concentration ppm Analyser
(1)(4)
CH4 concentration ppm Analyser
(1)(4) (6)
NMHC concentration ppm Analyser
(1)(4)
CO concentration ppm Analyser
(1)
CO2 concentration ppm Analyser
(1)(4) (7)
NOX concentration ppm Analyser
(4)
PN concentration #/m3 Analyser

Exhaust mass flow rate kg/s EFM, any methods

described in point 7 of
Appendix 2

Ambient humidity % Sensor

Ambient temperature K Sensor

Ambient pressure kPa Sensor

(3)
Vehicle speed km/h Sensor, GPS, or ECU

Vehicle latitude Degree GPS

Vehicle longitude Degree GPS

(5)(9)
Vehicle altitude M GPS or Sensor

Exhaust gas K Sensor

(5)
temperature

Engine coolant K Sensor or ECU

(5)
temperature
(5)
Engine speed rpm Sensor or ECU
(5)
Engine torque Nm Sensor or ECU
(5)
Torque at driven axle Nm Rim torque meter
(5)
Pedal position % Sensor or ECU
(2)
Engine fuel flow g/s Sensor or ECU
(2)
Engine intake air flow g/s Sensor or ECU
(5)
Fault status - ECU

Intake air flow K Sensor or ECU

temperature
(5)
Regeneration status - ECU
(5)
Engine oil temperature K Sensor or ECU
(5)
Actual gear # ECU

Desired gear( e.g. gear # ECU

(5)
shift indicator)
(5)
Other vehicle data unspecified ECU

Notes:
(1) To be measured on a wet basis or to be corrected as described in Point 8.1
of Appendix 4
(2) To be determined only if indirect methods are used to calculate exhaust
mass flow rate as described in Paragraphs 10.2 and
10.3 of Appendix 4
 (3) Method to be chosen according to Point 4.7
(4) Parameter only mandatory if measurement required by this chapter,
Section 2.1
(5) To be determined only if necessary to verify the vehicle status and
operating conditions
(6) May be calculated from THC and CH4 concentrations according to Point
9.2 of Appendix 4
(7) May be calculated from measured NO and NO2 concentrations
(8) Multiple parameter sources may be used.
(9) The preferable source is the ambient pressure sensor.
3.3. Preparation of the Vehicle
The preparation of the vehicle shall include a general verification of the correct
technical functioning of the test vehicle.
3.4. Installation of PEMS
3.4.1. General
The installation of the PEMS shall follow the instructions of the PEMS
manufacturer and the local health and safety regulations. The PEMS should be
installed as to minimize during the test electromagnetic interferences as well as
exposure to shocks, vibration, dust and variability in temperature. The
installation and operation of the PEMS shall be leak-tight and minimize heat
loss. The installation and operation of PEMS shall not change the nature of the
exhaust gas nor unduly increase the length of the tailpipe. To avoid the
generation of particles, connectors shall be thermally stable at the exhaust gas
temperatures expected during the test.

It is recommended to avoid the use of a material which may emit volatile

components to connect the vehicle exhaust outlet and the connecting tube.
Elastomer connectors, if used, shall have a minimum exposure to the exhaust gas
to avoid artefacts at high engine load.
3.4.2. Permissible Backpressure
The installation and operation of the PEMS shall not unduly increase the static
pressure at the exhaust outlet. If technically feasible, any extension to facilitate
the sampling or connection with the exhaust mass flow meter shall have an
equivalent, or larger, cross sectional area than the exhaust pipe.
3.4.3 Exhaust Mass Flow Meter
Whenever used, the exhaust mass flow meter shall be attached to the vehicle's
tailpipe(s) according to the recommendations of the EFM manufacturer. The
measurement range of the EFM shall match the range of the exhaust mass flow
rate expected during the test. The installation of the EFM and any exhaust pipe
adaptors or junctions shall not adversely affect the operation of the engine or
exhaust after-treatment system. A minimum of four pipe diameters or 150mm
of straight tubing, whichever is larger, shall be placed at either side of the flow-
sensing element. When testing a multi-cylinder engine with a branched exhaust
manifold, it is recommended to combine the manifolds upstream of the exhaust
mass flow meter and to increase the cross section of the piping appropriately as
to minimize backpressure in the exhaust. If this is not feasible, exhaust flow
measurements with several exhaust mass flow meters shall be considered. The
wide variety of exhaust pipe configurations, dimensions and exhaust mass flow
rates may require compromises, guided by good engineering judgement, when
selecting and installing the EFM(s). If measurement accuracy requires, it is
permissible to install an EFM with a diameter smaller than that of the exhaust
outlet or the total cross-sectional area of multiple outlets, providing it does not
adversely affect the operation or the exhaust after-treatment as specified in
Point 3.4.2.
3.4.4. Global Positioning System (GPS)
The GPS antenna should be mounted, e.g. at the highest possible location, as to
ensure good reception of the satellite signal. The mounted GPS antenna shall
interfere as little as possible with the vehicle operation.
3.4.5. Connection with the Engine Control Unit (ECU)
If desired, relevant vehicle and engine parameters listed in Table 1 can be
recorded by using a data logger connected with the ECU or the vehicle network
through standards, such as ISO 15031-5 or SAE J1979, OBD-II, EOBD or
WWH-OBD. If applicable, manufacturers shall disclose labels to allow the
identification of required parameters.
3.4.6. Sensors and Auxiliary Equipment

Vehicle speed sensors, temperature sensors, coolant thermocouples or any other

measurement device not part of the vehicle shall be installed to measure the
parameter under consideration in a representative, reliable and accurate manner
without unduly interfering with the vehicle operation and the functioning of other
analysers, flow-measuring instruments, sensors and signals. Sensors and auxiliary
equipment shall be powered independently of the vehicle. It is permitted to power
any safety-related illumination of fixtures and installations of PEMS components
outside of the vehicle's cabin by the vehicle's battery.
3.5. Emissions Sampling

Emissions sampling shall be representative and conducted at locations of well-

mixed exhaust where the influence of ambient air downstream of the sampling
point is minimal. If applicable, emissions shall be sampled downstream of the
exhaust mass flow meter, respecting a distance of at least 150mm to the flow
sensing element. The sampling probes shall be fitted at least 200mm or three
times the inner diameter of the exhaust pipe, whichever is larger, upstream of the
point at which the exhaust exits the PEMS sampling installation into the
environment.
 If the PEMS feeds back a flow to the tail pipe, this shall occur downstream of the
sampling probe in a manner that does not affect during engine operation the
nature of the exhaust gas at the sampling point(s). If the length of the sampling
line is changed, the system transport times shall be verified and if necessary
corrected.

If the engine is equipped with an exhaust after-treatment system, the exhaust

sample shall be taken downstream of the exhaust after-treatment system. When
testing a vehicle with a multi-cylinder engine and branched exhaust manifold, the
inlet of the sampling probe shall be located sufficiently far downstream so as to
ensure that the sample is representative of the average exhaust emissions of all
cylinders. In multi-cylinder engines, having distinct groups of manifolds, such as
in a "V" engine configuration, the manifolds shall be combined upstream of the
sampling probe. If this is technically not feasible, multi-point sampling at
locations of well-mixed exhaust free of ambient air shall be considered. In this
case, the number and location of sampling probes shall match as far as possible
those of the exhaust mass flow meters. In case of unequal exhaust flows,
proportional sampling or sampling with multiple analysers shall be considered.

If particles are measured, the exhaust shall be sampled from the centre of the
exhaust stream. If several probes are used for emissions sampling, the particle
sampling probe shall be placed upstream of the other sampling probes.

If hydrocarbons are measured, the sampling line shall be heated to 463 ± 10K
(190 ± 10°C). For the measurement of other gaseous components with or without
cooler, the sampling line shall be kept at a minimum of 333K (60°C) to avoid
condensation and to ensure appropriate penetration efficiencies of the various
gases. For low pressure sampling systems, the temperature can be lowered
corresponding to the pressure decrease provided that the sampling system ensures
a penetration efficiency of 95% for all regulated gaseous pollutants. If particles
are sampled, the sampling line from the raw exhaust sample point shall be heated
to a minimum of 373K (100°C). The residence time of the sample in the particle
sampling line shall be less than 3s until reaching first dilution or the particle
counter.
4.0 PRE-TEST PROCEDURE
4.1. PEMS Leak Check After the installation of the PEMS is completed, a leak check
shall be performed at least once for each PEMS-vehicle installation as prescribed
by the PEMS manufacturer or as follows. The probe shall be disconnected from
the exhaust system and the end plugged. The analyser pump shall be switched on.
After an initial stabilization period all flow meters shall read approximately zero
in the absence of a leak. Else, the sampling lines shall be checked and the fault be
corrected.
The leakage rate on the vacuum side shall not exceed 0.5% of the in-use flow rate
for the portion of the system being checked. The analyser flows and bypass flows
may be used to estimate the in-use flow rate.
Alternatively, the system may be evacuated to a pressure of at least 20kPa
vacuum (80kPa absolute). After an initial stabilization period the pressure
increase ∆p (kPa/min) in the system shall not exceed:

∆ 0.005
 Alternatively, a concentration step change at the beginning of the sampling line
shall be introduced by switching from zero to span gas while maintaining the
same pressure conditions as under normal system operation. If for a correctly
calibrated analyser after an adequate period of time the reading is ≤99%
compared to the introduced concentration, the leakage problem shall be corrected.

4.2. Starting and Stabilizing the PEMS

The PEMS shall be switched on, warmed up and stabilized according to the
specifications of the PEMS manufacturer until, e.g., pressures, temperatures and
flows have reached their operating set points.
4.3. Preparing the Sampling System
The sampling system, consisting of the sampling probe, sampling lines and the
analysers, shall be prepared for testing by following the instruction of the PEMS
manufacturer. It shall be ensured that the sampling system is clean and free of
moisture condensation.
4.4. Preparing the Exhaust mass Flow Meter (EFM)
If used for measuring the exhaust mass flow, the EFM shall be purged and
prepared for operation in accordance with the specifications of the EFM
manufacturer. This procedure shall, if applicable, remove condensation and
deposits from the lines and the associated measurement ports.
4.5. Checking and Calibrating the Analysers for Measuring Gaseous Emissions
Zero and span calibration adjustments of the analysers shall be performed using
calibration gases that meet the requirements of Point 5 of Appendix 2. The
calibration gases shall be chosen to match the range of pollutant concentrations
expected during the RDE test. To minimize analyser drift, one should conduct the
zero and span calibration of analysers at an ambient temperature that resembles,
as closely as possible, the temperature experienced by the test equipment during
the trip.
4.6. Checking the Analyser for Measuring Particle Emissions
The zero level of the analyser shall be recorded by sampling HEPA filtered
ambient air. The signal shall be recorded at a constant frequency of at least 1.0Hz
over a period of 2min and averaged; the permissible concentration value shall be
determined once suitable measurement equipment becomes available.

4.7. Determining Vehicle Speed

Vehicle speed shall be determined by at least one of the following methods:
(a) a GPS; if vehicle speed is determined by a GPS, the total trip distance shall
be checked against the measurements of another method according to Point 7
of Appendix 4.
(b) a sensor (e.g., optical or micro-wave sensor); if vehicle speed is determined by
a sensor, the speed measurements shall comply with the requirements of Point
8 of Appendix 2, or alternatively, the total trip distance determined by the
sensor shall be compared with a reference distance obtained from a digital
road network or topographic map. The total trip distance determined by the
sensor shall deviate by no more than 4% from the reference distance.
 (c) the ECU; if vehicle speed is determined by the ECU, the total trip distance
shall be validated according to Point 3 of Appendix 3 and the ECU speed
signal adjusted, if necessary to fulfil the requirements of Point 3.3 of
Appendix 3. Alternatively, the total trip distance as determined by the ECU
can be compared with a reference distance obtained from a digital road
network or topographic map. The total trip distance determined by the ECU
shall deviate by no more than 4% from the reference.

4.8 Check of PEMS Set Up

The correctness of connections with all sensors and, if applicable, the ECU shall
be verified. If engine parameters are retrieved, it shall be ensured that the ECU
reports values correctly (e.g., zero engine speed [rpm] while the combustion
engine is in key-on-engine-off status). The PEMS shall function free of warning
signals and error indication.

5.0 EMISSIONS TEST

5.1. Test Start
Sampling, measurement and recording of parameters shall begin prior to the start
of the engine. To facilitate time alignment, it is recommended to record the
parameters that are subject to time alignment either by a single data recording
device or with a synchronised time stamp. Before and directly after engine start, it
shall be confirmed that all necessary parameters are recorded by the data logger.

5.2. Test

Sampling, measurement and recording of parameters shall continue throughout the

on-road test of the vehicle. The engine may be stopped and started, but emissions
sampling and parameter recording shall continue. Any warning signals, suggesting
malfunctioning of the PEMS, shall be documented and verified. Parameter
recording shall reach a data completeness of higher than 99%. Measurement and
data recording may be interrupted for less than 1% of the total trip duration but for
no more than a consecutive period of 30s solely in the case of unintended signal
loss or for the purpose of PEMS system maintenance. Interruptions may be
recorded directly by the PEMS. It is not permissible to introduce interruptions in
the recorded parameter via the pre-processing, exchange or post-processing of
data. If conducted, auto zeroing shall be performed against a traceable zero
standard similar to the one used to zero the analyser. If necessary it is strongly
recommended to initiate PEMS system maintenance during periods of zero vehicle
speed.

5.3. Test End

The end of the test is reached when the vehicle has completed the trip and the
combustion engine is switched off. Excessive idling of the engine after the
completion of the trip shall be avoided. The data recording shall continue until the
response time of the sampling systems has elapsed.
6.0 POST-TEST PROCEDURE
6.1. Checking the Analysers for Measuring Gaseous Emissions
The zero and span of the analysers of gaseous components shall be checked by
using calibration gases identical to the ones applied under Point 4.5 to evaluate
the analyser's zero and response drift compared to the pre-test calibration. It is
permissible to zero the analyser prior to verifying the span drift, if the zero drift
was determined to be within the permissible range. The post-test drift check shall
be completed as soon as possible after the test and before the PEMS, or individual
analysers or sensors, are turned off or have switched into a non-operating mode.
The difference between the pre-test and post-test results shall comply with the
requirements specified in Table 2.

Table 2
permissible analyser drift over a PEMS test
Pollutant Zero response drift Span response drift (1)
CO2 ≤2000 ppm per test ≤2% of reading or ≤2000 ppm per
test, whichever is larger
CO ≤75 ppm per test ≤2% of reading or ≤75 ppm, per
test, whichever is larger
NO2 ≤5 ppm per test ≤2% of reading or ≤5 ppm per test,
whichever is larger
NO/NOX ≤5 ppm per test ≤2% or reading or ≤5 ppm per test,
whichever is larger
CH4 ≤10 ppmC1 per test ≤2% or reading or ≤10 ppmC1 per
test, whichever is larger
THC ≤10 ppmC1 per test ≤2% or reading or ≤10 ppmC1 per
test, whichever is larger
(1)
If the zero drift is within the permissible range, it is permissible to zero the
analyser prior to verifying the span drift.
If the difference between the pre-test and post-test results for the zero and span
drift is higher than permitted, all test results shall be voided and the test repeated.
6.2. Checking the Analyser for Measuring Particle Emissions

The zero level of the analyser shall be recorded by sampling HEPA filtered
ambient air. The signal shall be recorded over a period of 2min and averaged; the
permissible final concentration shall be defined once suitable measurement
equipment becomes available. If the difference between the pre-test and post-test
check is higher than permitted, all test results shall be voided and the test
repeated.
6.3. Checking the On-road Emission Measurements

The calibrated range of the analysers shall account at least for 90% of the
concentration values obtained from 99% of the measurements of the valid parts of
the emissions test. It is permissible that 1% of the total number of measurements
used for evaluation exceeds the calibrated range of the analysers by up to a factor
of two. If these requirements are not met, the test shall be voided.
 APPENDIX 2
SPECIFICATIONS AND CALIBRATION OF PEMS COMPONENTS AND
SIGNALS
1.0 INTRODUCTION
This Appendix sets out the specifications and calibration of PEMS components
and signals.
2.0 SYMBOLS, PARAMETERS AND UNITS
> larger than
≥ larger than or equal to
% per cent
≤ smaller than or equal to
A undiluted CO2 concentration [%]
a0 y-axis intercept of the linear regression line
a1 slope of the linear regression line
B diluted CO2 concentration [%]
C diluted NO concentration [ppm]
c analyser response in the oxygen interference test
cFS,b full scale HC concentration in Step (b) [ppmC1]
cFS,d full scale HC concentration in Step (d) [ppmC1]
cHC(w/NMC) HC concentration with CH4 or C2H6 flowing through the
NMC [ppmC1]
cHC(w/o NMC) HC concentration with CH4 or C2H6 bypassing the NMC
[ppmC1]
cm,b measured HC concentration in Step (b) [ppmC1]
cm,d measured HC concentration in Step (d) [ppmC1]
cref,b reference HC concentration in Step (b) [ppmC1]
cref,d reference HC concentration in Step (d) [ppmC1]
°C degree centigrade
D undiluted NO concentration [ppm]
De expected diluted NO concentration [ppm]
E absolute operating pressure [kPa]
ECO2 per cent CO2 quench
EE ethane efficiency
EH2O per cent water quench
EM methane efficiency
EO2 oxygen interference
F water temperature [K]
 G saturation vapour pressure [kPa]
g gram
gH2O/kg gramme water per kilogram
h hour
H water vapour concentration [%]
Hm maximum water vapour concentration [%]
Hz hertz
K kelvin
kg kilogramme
km/h kilometre per hour
kPa kilopascal
max maximum value
NOx,dry moisture-corrected mean concentration of the stabilized NOX
recordings
NOx,m mean concentration of the stabilized NOX recordings
NOx,ref reference mean concentration of the stabilized NOX
recordings
ppm parts per million
ppmC1 parts per million carbon equivalents
r2 coefficient of determination
s second
t0 time point of gas flow switching [s]
t10 time point of 10% response of the final reading
t50 time point of 50% response of the final reading
t90 time point of 90% response of the final reading
tbd to be determined
x independent variable or reference value
Xmin minimum value
y dependent variable or measured value
3.0 LINEARITY VERIFICATION
3.1. General
The linearity of analysers, flow-measuring instruments, sensors and signals,
shall be traceable to international or national standards. Any sensors or signals
that are not directly traceable, e.g., simplified flow-measuring instruments shall
be calibrated alternatively against chassis dynamometer laboratory equipment
that has been calibrated against international or national standards.
3.2. Linearity Requirements
All analysers, flow-measuring instruments, sensors and signals shall comply
with the linearity requirements given in Table 1. If air flow, fuel flow, the air-to-
fuel ratio or the exhaust mass flow rate is obtained from the ECU, the calculated
exhaust mass flow rate shall meet the linearity requirements specified in Table 1.
 Table 1
Linearity requirements of measurement parameters and systems
Measurement |χmin × Slope a1 Standard Coefficient of
parameter/ (a1 – 1)+ a0| error determination
instrument SEE r2
Fuel flow rate(1) ≤1% max 0.98 – 1.02 ≤2% max ≥0.990

Air flow rate(1) ≤1% max 0.98 – 1.02 ≤2% max ≥0.990
Exhaust Mass ≤2% max 0.97 – 1.03 ≤2% max ≥0.990
flow rate
Gas analysers ≤0.5% max 0.99 – 1.01 ≤1% max ≥0.998
(2)
Torque ≤1% max 0.98 – 1.02 ≤2% max ≥0.990
PN analysers (3) tbd tbd tbd Tbd
(1)
optional to determine exhaust mass flow optional
(2)
parameter
(3)
to be decided once equipment becomes available
3.3. Frequency of Linearity Verification
The linearity requirements according to Point 3.2 shall be verified:
(a) for each analyser at least every three months or whenever a system repair or
change is made that could influence the calibration;
(b) for other relevant instruments, such as exhaust mass flow meters and
traceably calibrated sensors, whenever damage is observed, as required by
internal audit procedures, by the instrument manufacturer or by ISO 9000
but no longer than one year before the actual test.
The linearity requirements according to Point 3.2 for sensors or ECU signals that
are not directly traceable shall be performed with a traceably calibrated
measurement device on the chassis dynamometer once for each PEMS setup.

3.4. Procedure of Linearity Verification

3.4.1. General Requirements
The relevant analysers, instruments and sensors shall be brought to their normal
operating condition according to the recommendations of their manufacturer.
The analysers, instruments and sensors shall be operated at their specified
temperatures, pressures and flows.
3.4.2. General Procedure
The linearity shall be verified for each normal operating range by executing the
following steps:
(a) The analyser, flow-measuring instrument or sensor shall be set to zero by
introducing a zero signal. For gas analysers, purified synthetic air or nitrogen
shall be introduced to the analyser port via a gas path that is as direct and short
as possible.
(b) The analyser, flow-measuring instrument or sensor shall be spanned by
introducing a span signal. For gas analysers, an appropriate span gas shall be
introduced to the analyser port via a gas path that is as direct and short as
possible.

(c) The zero procedure of (a) shall be repeated.

(d) The linearity shall be verified by introducing at least 10, approximately equally
spaced and valid, reference values (including zero). The reference values with
respect to the concentration of components, the exhaust mass flow rate or any
other relevant parameter shall be chosen to match the range of values expected
during the emissions test. For measurements of exhaust mass flow, reference
points below 5% of the maximum calibration value can be excluded from the
linearity verification.

(e) For gas analysers, known gas concentrations in accordance with Point 5 shall be
introduced to the analyser port. Sufficient time for signal stabilisation shall be
given.

(f) The values under evaluation and, if needed, the reference values shall be
recorded at a constant frequency of at least 1.0Hz over a period of 30s.

(g) The arithmetic mean values over the 30s period shall be used to calculate the
least squares linear regression parameters, with the best-fit equation having the
form:

y = a1 x + a0
where:
y Actual value of the measurement system
a1 Slope of the regression line
x Reference value
a0 y intercept of the regression line
The standard error of estimate (SEE) of y on x and the coefficient of
determination (r2) shall be calculated for each measurement parameter and
system.
(h) The linear regression parameters shall meet the requirements specified in Table 1.
3.4.3. Requirements for Linearity Verification on a Chassis Dynamometer
Non-traceable flow-measuring instruments, sensors or ECU signals that cannot
directly be calibrated according to traceable standards, shall be calibrated on a
chassis dynamometer. The procedure shall follow as far as applicable, the
requirements of Chapter 3 of AIS 137 Part 3. If necessary, the instrument or
sensor to be calibrated shall be installed on the test vehicle and operated
according to the requirements of Appendix 1. The calibration procedure shall
follow whenever possible the requirements of Point 3.4.2; at least 10 appropriate
reference values shall be selected as to ensure that at least 90% of the maximum
value expected to occur during the RDE test is covered.
If a not directly traceable flow-measuring instrument, sensor or ECU signal for
determining exhaust flow is to be calibrated, a traceably calibrated reference
exhaust mass flow meter or the CVS shall be attached to the vehicle's tailpipe. It
shall be ensured that the vehicle exhaust is accurately measured by the exhaust
 mass flow meter according to Point 3.4.3 of Appendix 1. The vehicle shall be
operated by applying constant throttle at a constant gear selection and chassis
dynamometer load.
4.0 ANALYSERS FOR MEASURING GASEOUS COMPONENTS
4.1. Permissible Types of Analysers
4.1.1. Standard Analysers
The gaseous components shall be measured with analysers specified in Points
1.3.1 to 1.3.5 of Chapter 7 of AIS 137 Part 3. If an NDUV analyser measures
both NO and NO2, a NO2/NO converter is not required.
4.1.2. Alternative Analysers

Any analyser not meeting the design specifications of Point 4.1.1 is permissible
provided that it fulfils the requirements of Point 4.2. The manufacturer shall
ensure that the alternative analyser achieves an equivalent or higher
measurement performance compared to a standard analyser over the range of
pollutant concentrations and co-existing gases that can be expected from
vehicles operated with permissible fuels under moderate and extended
conditions of valid RDE testing as specified in Points 5, 6 and 7 of this chapter.
Upon request, the manufacturer of the analyser shall submit in writing
supplemental information, demonstrating that the measurement performance of
the alternative analyser is consistently and reliably in line with the measurement
performance of standard analysers. Supplemental information shall contain:
(a) a description of the theoretical basis and the technical components of the
alternative analyser;
(b) a demonstration of equivalency with the respective standard analyser specified in
Point 4.1.1 over the expected range of pollutant concentrations and ambient
conditions of the type-approval test defined in Chapter 3 of AIS 137 Part 3as
well as a validation test as described in Point 3 of Appendix 3 for a vehicle
equipped with a spark-ignition and compression-ignition engine; the
manufacturer of the analyser shall demonstrate the significance of equivalency
within the permissible tolerances given in Point 3.3 of Appendix 3.
(c) a demonstration of equivalency with the respective standard analyser specified in
Point 4.1.1 with respect to the influence of atmospheric pressure on the
measurement performance of the analyser; the demonstration test shall
determine the response to span gas having a concentration within the analyser
range to check the influence of atmospheric pressure under moderate and
extended altitude conditions defined in Point 5.2 of this chapter. Such a test can
be performed in an altitude environmental test chamber.
(d) a demonstration of equivalency with the respective standard analyser specified in
Point 4.1.1 over at least three on-road tests that fulfil the requirements of this
chapter.
(e) a demonstration that the influence of vibrations, accelerations and ambient
temperature on the analyser reading does not exceed the noise requirements for
analysers set out in Point 4.2.4.
4.2. Analyser specifications
4.2.1. General
In addition to the linearity requirements defined for each analyser in Point 3, the
compliance of analyser types with the specifications laid down in Points 4.2.2 to
4.2.8 shall be demonstrated by the analyser manufacturer. Analysers shall have a
measuring range and response time appropriate to measure with adequate
accuracy the concentrations of the exhaust gas components at the applicable
emissions standard under transient and steady state conditions. The sensitivity of
the analysers to shocks, vibration, aging, variability in temperature and air
pressure as well as electromagnetic interferences and other impacts related to
vehicle and analyser operation shall be limited as far as possible.
4.2.2. Accuracy
The accuracy, defined as the deviation of the analyser reading from the reference
value, shall not exceed 2% of reading or 0.3% of full scale, whichever is larger.
4.2.3. Precision
The precision, defined as 2.5 times the standard deviation of 10 repetitive
responses to a given calibration or span gas, shall be no greater than 1% of the
full scale concentration for a measurement range equal or above 155ppm (or
ppmC1) and 2% of the full scale concentration for a measurement range of below
155ppm (or ppmC1).
4.2.4. Noise
The noise, defined as two times the root mean square of ten standard deviations,
each calculated from the zero responses measured at a constant recording
frequency of at least 1.0Hz during a period of 30s, shall not exceed 2% of full
scale. Each of the 10 measurement periods shall be interspersed with an interval
of 30s in which the analyser is exposed to an appropriate span gas. Before each
sampling period and before each span period, sufficient time shall be given to
purge the analyser and the sampling lines.
4.2.5. Zero Response Drift
The drift of the zero response, defined as the mean response to a zero gas during a
time interval of at least 30s, shall comply with the specifications given in Table 2.
4.2.6. Span response drift
The drift of the span response, defined as the mean response to a span gas during a
time interval of at least 30s, shall comply with the specifications given in Table 2.
Table 2
Permissible zero and span response drift of analysers for measuring gaseous
components under laboratory conditions
Pollutant Zero response drift Span response drift(1)
CO2 ≤1000ppm over 4h ≤2% of reading or ≤1000ppm
over 4h,whichever is larger

CO ≤50ppm over 4h ≤2% of reading or ≤50ppm

over 4h, whichever is larger
 NO2 ≤5ppm over 4h ≤2% of reading or ≤5ppm over
4h, whichever is larger
NO/NOX ≤5ppm over 4h ≤2% of reading or 5ppm over
4h,whichever is larger
CH4 ≤10ppmC1 ≤2% of reading or ≤10ppmC1
over 4h, whichever is larger
THC ≤10ppmC1 ≤2% of reading or ≤10ppmC1
over 4h, whichever is larger

4.2.7. Rise Time

The rise time, defined as the time between the 10% and 90% response of the
final reading (t90 – t10; see Point 4.4), shall not exceed 3s.
4.2.8. Gas Drying
Exhaust gases may be measured wet or dry. A gas-drying device, if used, shall
have a minimal effect on the composition of the measured gases. Chemical
dryers are not permitted.
4.3. Additional Requirements
4.3.1. General
The provisions in Points 4.3.2 to 4.3.5 define additional performance
requirements for specific analyser types and apply only to cases, in which the
analyser under consideration is used for RDE emission measurements.
4.3.2. Efficiency Test for NOX Converters
If a NOX converter is applied, for example to convert NO2 into NO for analysis
with a chemiluminescence analyser, its efficiency shall be tested by following
the requirements of Point 2.4 of Chapter 7 of AIS 137 Part 3. The efficiency of
the NOX converter shall be verified no longer than one month before the
emissions test.
4.3.3. Adjustment of the Flame Ionisation Detector (FID)
(a) Optimization of the detector response
If hydrocarbons are measured, the FID shall be adjusted at intervals
specified by the analyser manufacturer by following Point 2.3.1 of Chapter
7 of AIS 137 Part 3. A propane-in-air or propane-in-nitrogen span gas shall
be use to optimize the response in the most common operating range.
(b) Hydrocarbon response factors
If hydrocarbons are measured, the hydrocarbon response factor of the FID
shall be verified by following the provisions of Point 2.3.3 of Chapter 7 of
AIS 137 Part 3, using propane-in-air or propane-in-nitrogen as span gases
and purified synthetic air or nitrogen as zero gases, respectively.
(c) Oxygen interference check
The oxygen interference check shall be performed when introducing a FID
into service and after major maintenance intervals. A measuring range shall
be chosen in which the oxygen interference check gases fall in the upper
50%. The test shall be conducted with the oven temperature set as required.
The specifications of the oxygen interference check gases are described in
Point 5.3.
 The following procedure applies:
(i) The analyser shall be set at zero;
(ii) The analyser shall be spanned with a 0% oxygen blend for positive ignition
engines and a 21% oxygen blend for compression ignition engines;
(iii) The zero response shall be rechecked. If it has changed by more than 0.5%
of full scale, Steps (i) and (ii) shall be repeated;
(iv) The 5% and 10% oxygen interference check gases shall be introduced;
(v) The zero response shall be rechecked. If it has changed by more than ±1%
of full scale, the test shall be repeated;
(vi) The oxygen interference EO2 shall be calculated for each oxygen
interference check gas in Step (d) as follows:
,
100
,

where the analyser response is:

, , ,

, ,

where:
Cref,b Reference HC concentration in Step (b) [ppmC1]
Cref,d Reference HC concentration in Step (d) [ppmC1]
CFS,b Full scale HC concentration in Step (b) [ppmC1]
CFS,d Full scale HC concentration in Step (d) [ppmC1]
Cm,b Measured HC concentration in Step (b) [ppmC1]
Cm,d Measured HC concentration in Step (d) [ppmC1]

(vii) The oxygen interference EO2 shall be less than ±1.5% for all required
oxygen interference check gases.
(viii) If the oxygen interference EO2 is higher than ±1.5%, corrective action
may be taken by incrementally adjusting the air flow (above and below the
manufacturer's specifications), the fuel flow and the sample flow.
(ix) The oxygen interference check shall be repeated for each new setting.
4.3.4. Conversion Efficiency of the Non-methane Cutter (NMC)
If hydrocarbons are analysed, a NMC can be used to remove non-methane
hydrocarbons from the gas sample by oxidizing all hydrocarbons except
methane. Ideally, the conversion for methane is 0% and for the other
hydrocarbons represented by ethane is 100%. For the accurate measurement of
NMHC, the two efficiencies shall be determined and used for the calculation of
the NMHC emissions (see Point 9.2 of Appendix 4). It is not necessary to
determine the methane conversion efficiency in case the NMC-FID is calibrated
according to method (b) in Point 9.2 of Appendix 4 by passing the methane/air
calibration gas through the NMC.
(a) Methane conversion efficiency
Methane calibration gas shall be flown through the FID with and without
bypassing the NMC; the two concentrations shall be recorded. The methane
efficiency shall be determined as:
⁄
1
⁄

where:
CHC(w/NMC) HC concentration with CH4 flowing through the NMC
[ppmC1]
CHC(w/o NMC) HC concentration with CH4 bypassing the NMC [ppmC1]
(b) Ethane conversion efficiency
Ethane calibration gas shall be flown through the FID with and without
bypassing the NMC;
the two concentrations shall be recorded. The ethane efficiency shall be
determined as:
⁄
1
⁄

where:
CHC(w/NMC) HC concentration with C2H6 flowing through the NMC
[ppmC1]
CHC(w/o NMC) HC concentration with C2H6 bypassing the NMC [ppmC1]
4.3.5. Interference Effects
(a) General
Other gases than the ones being analysed can affect the analyser reading.
A check for interference effects and the correct functionality of analysers shall
be performed by the analyser manufacturer prior to market introduction at least
once for each type of analyser or device addressed in Points (b) to (f).
(b) CO analyser interference check
Water and CO2 can interfere with the measurements of the CO analyser.
Therefore, a CO2 span gas having a concentration of 80 to 100% of full scale of
the maximum operating range of the CO analyser used during the test shall be
bubbled through water at room temperature and the analyser response recorded.
The analyser response shall not be more than 2% of the mean CO concentration
expected during normal on-road testing or ±50ppm, whichever is larger. The
interference check for H2O and CO2 may
be run as separate procedures. If the H2O and CO2 levels used for the
interference check are higher than the maximum levels expected during the test,
each observed interference value shall be scaled down by multiplying the
observed interference with the ratio of the maximum expected concentration
value during the test and the actual concentration value used during this check.
Separate interference checks with concentrations of H2O that are lower than the
maximum concentration expected during the test may be run and the observed
H2O interference shall be scaled up by multiplying the observed interference
 with the ratio of the maximum H2O concentration value expected during the test
and the actual concentration value used during this check. The sum of the two
scaled interference values shall meet the tolerance specified in this point.
(c) NOX analyser quench check
The two gases of concern for CLD and HCLD analysers are CO2 and water
vapour. The quench response to these gases is proportional to the gas
concentrations. A test shall determine the quench at the highest concentrations
expected during the test. If the CLD and HCLD analysers use quench
compensation algorithms that utilize H2O or CO2 measurement analysers or
both, quench shall be evaluated with these analysers active and with the
compensation algorithms applied.
(i) CO2 quench check
A CO2 span gas having a concentration of 80 to 100% of the maximum operating
range shall be passed through the NDIR analyser; the CO2 value shall be
recorded as A. The CO2 span gas shall then be diluted by approximately 50%
with NO span gas and passed through the NDIR and CLD or HCLD; the CO2
and NO values shall be recorded as B and C, respectively. The CO2 gas flow
shall then be shut off and only the NO span gas shall be passed through the CLD
or HCLD; the NO value shall be recorded as D. The per cent quench shall be
calculated as:

1 100

where:
A Undiluted CO2 concentration measured with the NDIR [%]
B Diluted CO2 concentration measured with the NDIR [%]
C Diluted NO concentration measured with the CLD or HCLD [ppm]
D Undiluted NO concentration measured with the CLD or HCLD [ppm]
Alternative methods of diluting and quantifying of CO2 and NO span gas values
such as dynamic mixing/blending are permitted upon approval of the approval
authority.
(ii) Water quench check
This check applies to measurements of wet gas concentrations only. The
calculation of water quench shall consider dilution of the NO span gas with
water vapour and the scaling of the water vapour concentration in the gas
mixture to concentration levels that are expected to occur during an emissions
test. A NO span gas having a concentration of 80% to 100% of full scale of the
normal operating range shall be passed through the CLD or HCLD; the NO
value shall be recorded as D. The NO span gas shall then be bubbled through
water at room temperature and passed through the CLD or HCLD; the NO value
shall be recorded as C. The analyser's absolute operating pressure and the water
temperature shall be determined and recorded as E and F, respectively. The
mixture's saturation vapour pressure that corresponds to the water temperature of
the bubbler F shall be determined and recorded as G. The water vapour
concentration H [%] of the gas mixture shall be calculated as:

100
 The exxpected conncentration of the diluteed NO-wateer vapour sppan gas shalll be
recordded as De affter being caalculated ass:

1
100
For diiesel exhaust, the maxximum conccentration of water vappour in the exhaust
gas (inn per cent) expected dduring the test
t shall be recorded as Hm afteer being
estimaated, under the assumpption of a fu o of 1.8/1, ffrom the maximum
uel H/C ratio
CO2 concentratio
c on in the exhhaust gas A as follows:
Hm = 0 .9 × A
The peer cent wateer quench shhall be calculated as

wheree:
De Expected diluted
d NO concentration [ppm]
C Measured diluted NO concentratiion [ppm]
Hm Maximum water vapoour concentrration [%]
H Actual watter vapour cconcentratio
on [%]
(iii) Maxim
mum allowaable quenchh
The coombined CO
O2 and wateer quench sh
hall not exceed 2% of ffull scale.
(d) Quencch check forr NDUV annalysers
Hydroocarbons an nd water ccan positiveely interferre with ND DUV analy ysers by
causinng a responnse similar to that of NOX. Thee manufactuurer of the NDUV
analysser shall usse the folloowing proccedure to verify
v that qquench efffects are
limited:
(i) The annalyser and chiller shalll be set up by followin
ng the operaating instrucctions of
the manufacturer
m r; adjustmennts should be b made ass to optimisse the analy yser and
chillerr performan
nce.
(ii) A zeroo calibration and spann calibration
n at concenttration valuues expected
d during
emissiions testing shall be peerformed forr the analyser.
(iii) A NOO2 calibratio
on gas shaall be selected that matches as ffar as possible the
maxim
mum NO2 co oncentrationn expected during emisssions testinng.
(iv) The NO
N 2 calibrattion gas shaall overflow
w at the gas sampling ssystem's pro
obe until
the NO
OX responsee of the anaalyser has stabilised.
(v) The mean
m concen ntration of the stabilizzed NOX recordings ovver a period
d of 30s
shall be
b calculateed and recorrded as NOX,ref.
(vi) The fllow of the NO2 calibraation gas shhall be stop
pped and thhe sampling g system
saturaated by overrflowing wiith a dew po
oint generattor's output,, set at a deew point
of 500°C. The dewd point generator's output sh hall be sam mpled throu ugh the
sampling system and chillerr for at leastt 10min unttil the chilleer is expected to be
removving a consttant rate of w
water.
(vii) Upon completion of (iv), the sampling system shall again be overflown by the
NO2 calibration gas used to establish NOX,ref until the total NOX response has
stabilized.
(viii) The mean concentration of the stabilized NOX recordings over a period of 30s
shall be calculated and recorded as NOX,m.
(ix) NOX,m shall be corrected to NOX,dry based upon the residual water vapour that
passed through the chiller at the chiller's outlet temperature and pressure.
The calculated NOX,dry shall at least amount to 95% of NOX,ref.
(e) Sample dryer
A sample dryer removes water, which can otherwise interfere with the NOX
measurement. For dry CLD analysers, it shall be demonstrated that at the highest
expected water vapour concentration Hm the sample dryer maintains the CLD
humidity at ≤5g water/kg dry air (or about 0.8% H2O), which is 100% relative
humidity at 3.9°C and 101.3kPa or about 25% relative humidity at 25°C and
101.3kPa. Compliance may be demonstrated by measuring the temperature at the
outlet of a thermal sample dryer or by measuring the humidity at a point just
upstream of the CLD. The humidity of the CLD exhaust might also be measured
as long as the only flow into the CLD is the flow from the sample dryer.
(f) Sample dryer NO2 penetration
Liquid water remaining in an improperly designed sample dryer can remove
NO2 from the sample. If a sample dryer is used in combination with a NDUV
analyser without an NO2/NO converter upstream, water could therefore remove
NO2 from the sample prior to the NOX measurement. The sample dryer shall
allow for measuring at least 95% of the NO2 contained in a gas that is saturated
with water vapour and consists of the maximum NO2 concentration expected to
occur during emission testing.
4.4. Response Time Check of the Analytical System
For the response time check, the settings of the analytical system shall be exactly
the same as during the emissions test (i.e. pressure, flow rates, filter settings in
the analysers and all other parameters influencing the response time). The
response time shall be determined with gas switching directly at the inlet of the
sample probe. The gas switching shall be done in less than 0.1s. The gases used
for the test shall cause a concentration change of at least 60% full scale of the
analyser.
The concentration trace of each single gas component shall be recorded. The
delay time is defined as the time from the gas switching (t0) until the response is
10% of the final reading (t10). The rise time is defined as the time between 10%
and 90% response of the final reading (t90 – t10). The system response time (t90)
consists of the delay time to the measuring detector and the rise time of the
detector.
For time alignment of the analyser and exhaust flow signals, the transformation
time is defined as the time from the change (t0) until the response is 50% of the
final reading (t50).
The system response time shall be ≤12s with a rise time of ≤3s for all
components and all ranges used. When using a NMC for the measurement of
NMHC, the system response time may exceed 12s.
5.0 GASES
5.1. General
The shelf life of calibration and span gases shall be respected. Pure and mixed
calibration and span gases shall fulfil the specifications of Points 3.1 and 3.2 of
Chapter 7 of AIS 137 Part 3. In addition, NO2 calibration gas is permissible. The
concentration of the NO2 calibration gas shall be within 2% of the declared
concentration value. The amount of NO contained in the NO2 calibration gas
shall not exceed 5% of the NO2 content.
5.2. Gas Dividers
Gas dividers, i.e., precision blending devices that dilute with purified N2 or
synthetic air, can be used to obtain calibration and span gases. The accuracy of
the gas divider shall be such that the concentration of the blended calibration
gases is accurate to within ±2%. The verification shall be performed at between
15 and 50% of full scale for each calibration incorporating a gas divider. An
additional verification may be performed using another calibration gas, if the
first verification has failed.
Optionally, the gas divider may be checked with an instrument which by nature
is linear, e.g. using NO gas in combination with a CLD. The span value of the
instrument shall be adjusted with the span gas directly connected to the
instrument. The gas divider shall be checked at the settings typically used and
the nominal value shall be compared with the concentration measured by the
instrument. The difference shall in each point be within ±1% of the nominal
concentration value.
5.3. Oxygen Interference Check Gases
Oxygen interference check gases consist of a blend of propane, oxygen and
nitrogen and shall contain propane at a concentration of 350 ±75ppmC1. The
concentration shall be determined by gravimetric methods, dynamic blending or
the chromatographic analysis of total hydrocarbons plus impurities. The oxygen
concentrations of the oxygen interference check gases shall meet the
requirements listed in Table 3; the remainder of the oxygen interference check
gas shall consist of purified nitrogen.
Table 3
Oxygen interference check gases
Engine Type
Compression Ignition Positive Ignition
21 ± 1% 10 ± 1%
O2 concentration 10 ± 1% 5 ± 1%
5 ± 1% 0.5 ± 0.5%
6.0 ANALYSERS FOR MEASURING PARTICLE NUMBER EMISSIONS
This sections will define future requirement for analysers for measuring particle
number emissions, once their measurement becomes mandatory.
7.0 INSTRUMENTS FOR MEASURING EXHAUST MASS FLOW
7.1. General
Instruments, sensors or signals for measuring the exhaust mass flow rate shall
have a measuring range and response time appropriate for the accuracy required
to measure the exhaust mass flow rate under transient and steady state
conditions. The sensitivity of instruments, sensors and signals to shocks,
vibration, aging, variability in temperature, ambient air pressure,
electromagnetic interferences and other impacts related to vehicle and
instrument operation shall be on a level as to minimize additional errors.
7.2. Instrument Specifications
The exhaust mass flow rate shall be determined by a direct measurement method
applied in either of the following instruments:
(a) Pitot-based flow devices;
(b) Pressure differential devices like flow nozzle (details see ISO 5167);
(c) Ultrasonic flow meter;
(d) Vortex flow meter.
Each individual exhaust mass flow meter shall fulfil the linearity requirements
set out in Point 3. Furthermore, the instrument manufacturer shall demonstrate
the compliance of each type of exhaust mass flow meter with the specifications
in Points 7.2.3 to 7.2.9.
It is permissible to calculate the exhaust mass flow rate based on air flow and
fuel flow measurements obtained from traceably calibrated sensors if these fulfil
the linearity requirements of Point 3, the accuracy requirements of Point 8 and if
the resulting exhaust mass flow rate is validated according to Point 4 of
Appendix 3.
In addition, other methods that determine the exhaust mass flow rate based on
not directly traceable instruments and signals, such as simplified exhaust mass
flow meters or ECU signals are permissible if the resulting exhaust mass flow
rate fulfils the linearity requirements of Point 3 and is validated according to
Point 4 of Appendix 3.
7.2.1. Calibration and Verification Standards
The measurement performance of exhaust mass flow meters shall be verified
with air or exhaust gas against a traceable standard such as, e.g. a calibrated
exhaust mass flow meter or a full flow dilution tunnel.
7.2.2. Frequency of Verification
The compliance of exhaust mass flow meters with Points 7.2.3 and 7.2.9 shall be
verified no longer than one year before the actual test.
7.2.3. Accuracy
The accuracy, defined as the deviation of the EFM reading from the reference
flow value, shall not exceed ±2% of the reading, 0.5% of full scale or ±1.0% of
the maximum flow at which the EFM has been calibrated, whichever is larger.
 7.2.4. Precision
The precision, defined as 2.5 times the standard deviation of 10 repetitive
responses to a given nominal flow, approximately in the middle of the
calibration range, shall not exceed 1% of the maximum flow at which the EFM
has been calibrated.
7.2.5. Noise
The noise, defined as two times the root mean square of ten standard deviations,
each calculated from the zero responses measured at a constant recording
frequency of at least 1.0Hz during a period of 30s, shall not exceed 2% of the
maximum calibrated flow value.
Each of the 10 measurement periods shall be interspersed with an interval of 30s
in which the EFM is exposed to the maximum calibrated flow.
7.2.6. Zero Response Drift
The zero response drift is defined as the mean response to zero flow during a
time interval of at least 30s. The zero response drift can be verified based on the
reported primary signals, e.g., pressure. The drift of the primary signals over a
period of 4h shall be less than ±2% of the maximum value of the primary signal
recorded at the flow at which the EFM was calibrated.
7.2.7. Span Response Drift
The span response drift is defined as the mean response to a span flow during a
time interval of at least 30s. The span response drift can be verified based on the
reported primary signals, e.g., pressure. The drift of the primary signals over a
period of 4h shall be less than ±2% of the maximum value of the primary signal
recorded at the flow at which the EFM was calibrated.
7.2.8. Rise Time
The rise time of the exhaust flow instruments and methods should match as far
as possible the rise time of the gas analysers as specified in Point 4.2.7 but shall
not exceed 1s.
7.2.9. Response Time Check
The response time of exhaust mass flow meters shall be determined by applying
similar parameters as those applied for the emissions test (i.e., pressure, flow
rates, filter settings and all other response time influences). The response time
determination shall be done with gas switching directly at the inlet of the exhaust
mass flow meter. The gas flow switching shall be done as fast as possible, but
highly recommended in less than 0.1s. The gas flow rate used for the test shall
cause a flow rate change of at least 60% full scale of the exhaust mass flow
meter. The gas flow shall be recorded. The delay time is defined as the time
from the gas flow switching (t0) until the response is 10% (t10) of the final
reading. The rise time is defined as the time between 10% and 90% response (t90
– t10) of the final reading. The response time (t90) is defined as the sum of the
delay time and the rise time. The exhaust mass flow meter response time (t90)
shall be ≤3s with a rise time (t90 – t10) of ≤1s in accordance with Point 7.2.8.
8.0 SENSORS AND AUXILIARY EQUIPMENT
Any sensor and auxiliary equipment used to determine, e.g., temperature,
atmospheric pressure, ambient humidity, vehicle speed, fuel flow or intake air
flow shall not alter or unduly affect the performance of the vehicle's engine and
exhaust after-treatment system. The accuracy of sensors and auxiliary equipment
shall fulfil the requirements of Table 4. Compliance with the requirements of
Table 4 shall be demonstrated at intervals specified by the instrument
manufacturer, as required by internal audit procedures or in accordance with ISO
9000.
Table 4
Accuracy requirements for measurement parameters
Measurement parameter Accuracy
Fuel flow(1) ±1% of reading(3)
Air flow(1) ±2% of reading
Vehicle speed(2) ±1.0km/h absolute
Temperatures ≤600K ±2K absolute
Temperatures >600K ±0.4% of reading in Kelvin
Ambient pressure ±0.2kPa absolute
Relative humidity ±5% absolute
Absolute humidity ±10% of reading or, 1gH2O/kg dry air,
whichever is larger
(1) optional to determine exhaust mass flow
(2) This requirement applies to the speed sensor only; if vehicle speed is used to
determine parameters like acceleration, the product of speed and positive
acceleration, or RPA, the speed signal shall have an accuracy of 0,1% above
3km/h and a sampling frequency of 1Hz. This accuracy requirement can be
met by using the signal of a wheel rotational speed sensor.
(3) The accuracy shall be 0.02% of reading if used to calculate the air and
exhaust mass flow rate from the fuel flow according to Point 10 of
Appendix 4.
 APPENDIX 3
VALIDATION OF PEMS AND NON-TRACEABLE EXHAUST MASS FLOW
RATE
1.0 INTRODUCTION
This Appendix describes the requirements to validate under transient conditions
the functionality of the installed PEMS as well as the correctness of the exhaust
mass flow rate obtained from non-traceable exhaust mass flow meters or
calculated from ECU signals.
2.0 SYMBOLS, PARAMETERS AND UNITS
% per cent
#/km number per kilometer
a0 y intercept of the regression line
a1 slope of the regression line
g/km gram per kilometer
Hz hertz
km kilometer
m meter
mg/k milligram per kilometer
m
r2 coefficient of determination
x actual value of the reference signal
y actual value of the signal under validation
3.0 VALIDATION PROCEDURE FOR PEMS
3.1 Frequency of PEMS Validation
It is recommended to validate the installed PEMS once for each PEMS-vehicle
combination either before the RDE test or, alternatively, after the completion of
the test.
3.2 PEMS Validation Procedure
3.2.1. PEMS Installation
The PEMS shall be installed and prepared according to the requirements of
Appendix 1. The PEMS installation shall be kept unchanged in the time period
between the validation and the RDE test.
3.2.2. Test Conditions
The validation test shall be conducted on a chassis dynamometer, as far as
applicable, under type approval conditions by following the requirements of
Chapter 3 of AIS 137 Part 3or any other adequate measurement method. The
ambient temperature shall be within the range specified in Point 5.2 of this
chapter.
It is recommended to feed the exhaust flow extracted by the PEMS during the
validation test back to the CVS. If this is not feasible, the CVS results shall be
corrected for the extracted exhaust mass. If the exhaust mass flow rate is
validated with an exhaust mass flow meter, it is recommended to cross-check the
mass flow rate measurements with data obtained from a sensor or the ECU.
 3.2.3. Data Analysis
The total distance-specific emissions [g/km] measured with laboratory
equipment shall be calculated following Chapter 3 of AIS 137 Part 3. The
emissions as measured with the PEMS shall be calculated according to Point 9
of Appendix 4, summed to give the total mass of pollutant emissions [g] and
then divided by the test distance [km] as obtained from the chassis
dynamometer. The total distance-specific mass of pollutants [g/km], as
determined by the PEMS and the reference laboratory system, shall be evaluated
against the requirements specified in Point 3.3. For the validation of NOX
emission measurements, humidity correction shall be applied following Point
6.6.5 of Chapter 3 of AIS 137 Part 3.
3.3 Permissible Tolerances for PEMS Validation
The PEMS validation results shall fulfil the requirements given in Table 1. If
any permissible tolerance is not met, corrective action shall be taken and the
PEMS validation shall be repeated.
Table 1
Permissible tolerances
Parameter Permissible tolerance
[Unit]
Distance ±250m of the laboratory reference
[km](1)
THC(2) ±15mg/km or 15% of the laboratory reference, whichever is
[mg/km] larger
CH4(2) ±15mg/km or 15% of the laboratory reference, whichever is
[mg/km] larger
NMHC(2) ±20mg/km or 20% of the laboratory reference, whichever is
[mg/km] larger
PN(2) [#/km] (3)

CO(2) ±150mg/km or 15% of the laboratory reference, whichever is

[mg/km] larger

CO2 [g/km] ±10g/km or 10% of the laboratory reference, whichever is larger

(2)
NOx ±15mg/km or 15% of the laboratory reference, whichever is
[mg/km] larger
(1)
Only applicable if vehicle speed is determined by the ECU; to meet the
permissible tolerance it is permitted to adjust the ECU vehicle speed
measurements based on the outcome of the validation test.
(2)
Parameter only mandatory if measurement required by Point 2.1 of this
chapter.
(3)
Still to be determined
4.0 VALIDATION PROCEDURE FOR THE EXHAUST MASS FLOW RATE
DETERMINED BY NON-TRACEABLE INSTRUMENTS AND SENSORS
4.1 Frequency of Validation
In addition to fulfilling the linearity requirements of Point 3 of Appendix 2 under
steady-state conditions, the linearity of non-traceable exhaust mass flow meters
or the exhaust mass flow rate calculated from non-traceable sensors or ECU
signals shall be validated under transient conditions for each test vehicle against
a calibrated exhaust mass flow meter or the CVS. The validation can be
executed without the installation of the PEMS but shall generally follow the
requirements defined in Chapter 3 of AIS 137 Part 3. and the requirements
pertinent to exhaust mass flow meters defined in Appendix 1.
4.2 Validation Procedure
The validation shall be conducted on a chassis dynamometer under type
approval conditions, as far as applicable, by following the requirements of
Chapter 3 of AIS 137 Part 3. The test cycle shall be the MIDC. . As reference, a
traceably calibrated flow meter shall be used. The ambient temperature can be
any within the range specified in Point 5.2 of this chapter. The installation of the
exhaust mass flow meter and the execution of the test shall fulfil the
requirement of Point 3.4.3 of Appendix 1 of this chapter.
The following calculation steps shall be taken to validate the linearity:
(a) The signal under validation and the reference signal shall be time corrected
by following, as far as applicable, the requirements of Point 3 of Appendix 4.
(b) Points below 10% of the maximum flow value shall be excluded from the
further analysis.
(c) At a constant frequency of at least 1.0Hz, the signal under validation and the
reference signal shall be correlated using the best-fit equation having the
form:
y = a1 x + a0
where:
y Actual value of the signal under validation
a1 Slope of the regression line
x Actual value of the reference signal
a0 y intercept of the regression line
The standard error of estimate (SEE) of y on x and the coefficient of
determination (r2) shall be calculated for each measurement parameter and
system.
(d) The linear regression parameters shall meet the requirements specified in
Table 2.
4.3 Requirements
The linearity requirements given in Table 2 shall be fulfilled. If any permissible
tolerance is not met, corrective action shall be taken and the validation shall be
repeated.
 Table 2
Linearity requirements of calculated and measured exhaust mass flow

Measurement a0 Slope a1 Standard error Coefficient of

parameter/ SEE determination
system r2

Exhaust mass 0.0 ± 1.00 ± ≤10% max ≥0.90

flow 3.0kg/h 0.075
 APPENDIX 4
DETERMINATION OF EMISSIONS

1.0 INTRODUCTION
This Appendix describes the procedure to determine the instantaneous mass and
particle number emissions [g/s; #/s] that shall be used for the subsequent
evaluation of a RDE trip and the calculation of the final emission result as
described in Appendices 5 and 6.
2.0 SYMBOLS, PARAMETERS AND UNITS
% Per cent
< Smaller than
#/s Number per second
α Molar hydrogen ratio (H/C)
β Molar carbon ratio (C/C)
γ Molar sulphur ratio (S/C)
δ Molar nitrogen ratio (N/C)
∆tt,i Transformation time t of the analyser [s]
∆tt,m Transformation time t of the exhaust mass flow meter [s]
ε Molar oxygen ratio (O/C)
ρe Density of the exhaust
ρgas Density of the exhaust component "gas"
λ Excess air ratio
λi Instantaneous excess air ratio
A/Fst Stoichiometric air-to-fuel ratio [kg/kg]
°C Degrees centigrade
cCH4 Concentration of methane
CCO Dry CO concentration [%]
cCO2 Dry CO2 concentration [%]
cdry Dry concentration of a pollutant in ppm or per cent volume
cgas,i Instantaneous concentration of the exhaust component "gas"
[ppm]
CHCw Wet HC concentration [ppm]
cHC(w/N HC concentration with CH4 or C2H6 flowing through the NMC
MC) [ppmC1]
cHC(w/oN HC concentration with CH4 or C2H6 bypassing the NMC
MC) [ppmC1]
ci,c Time-corrected concentration of component i [ppm]
ci,r Concentration of component i [ppm] in the exhaust
 cNMHC Concentration of non-methane hydrocarbons
Cwet Wet concentration of a pollutant in ppm or per cent volume
EE Ethane efficiency
EM Methane efficiency
g Gram
g/s Gram per second
Ha Intake air humidity [g water per kg dry air]
i Number of the measurement
kg Kilogram
kg/h Kilogram per hour
kg/s Kilogram per second
kw Dry-wet correction factor
m Meter
mgas,i Mass of the exhaust component "gas" [g/s]
qmaw,i Instantaneous intake air mass flow rate [kg/s]
qm,c Time-corrected exhaust mass flow rate [kg/s]
qmaw,i Instantaneous exhaust mass flow rate [kg/s]
qmf,i Instantaneous fuel mass flow rate [kg/s]
qm,r Raw exhaust mass flow rate [kg/s]
r Cross-correlation coefficient
r2 Coefficient of determination
rh Hydrocarbon response factor
rpm Revolutions per minute
s Second
ugas u value of the exhaust component "gas"
3.0 TIME CORRECTION OF PARAMETERS
For the correct calculation of distance-specific emissions, the recorded traces of
component concentrations, exhaust mass flow rate, vehicle speed, and other
vehicle data shall be time corrected. To facilitate the time correction, data which
are subject to time alignment shall be recorded either in a single data recording
device or with a synchronised timestamp following Point 5.1 of Appendix 1. The
time correction and alignment of parameters shall be carried out by following
the sequence described in Points 3.1 to 3.3.
3.1 Time Correction of Component Concentrations
The recorded traces of all component concentrations shall be time corrected by
reverse shifting according to the transformation times of the respective
analysers. The transformation time of analysers shall be determined according to
Point 4.4 of Appendix 2:
Ci,c(t- ∆tt,i)=Ci,r(t)
 where:
Ci,c Time-corrected concentration of component i as function of time t
Ci,r Raw concentration of component i as function of time t
∆tt,i Transformation time t of the analyser measuring component i
3.2 Time Correction of Exhaust Mass Flow Rate
The exhaust mass flow rate measured with an exhaust flow meter shall be time
corrected by reverse shifting according to the transformation time of the exhaust
mass flow meter. The transformation time of the mass flow meter shall be
determined according to Point 4.4.9 of Appendix 2:
qm,c(t-∆tt,m)=qm,r(t)
where:
qm,c Time-corrected exhaust mass flow rate as function of time t
qm,r Raw exhaust mass flow rate as function of time t
∆tt,m Transformation time t of the exhaust mass flow meter
In case the exhaust mass flow rate is determined by ECU data or a sensor, an
additional transformation time shall be considered and obtained by cross-
correlation between the calculated exhaust mass flow rate and the exhaust mass
flow rate measured following Point 4 of Appendix 3.
3.3 Time Alignment of Vehicle Data
Other data obtained from a sensor or the ECU shall be time-aligned by cross-
correlation with suitable emission data (e.g., component concentrations).
3.3.1. Vehicle Speed from Different Sources
To time align vehicle speed with the exhaust mass flow rate, it is first necessary
to establish one valid speed trace. In case vehicle speed is obtained from
multiple sources (e.g., the GPS, a sensor or the ECU), the speed values shall be
time aligned by cross-correlation.
3.3.2. Vehicle Speed with Exhaust Mass Flow Rate
Vehicle speed shall be time aligned with the exhaust mass flow rate by cross-
correlation between the exhaust mass flow rate and the product of vehicle speed
and positive acceleration.
3.3.3. Further Signals
The time alignment of signals whose values change slowly and within a small
value range, e.g. ambient temperature, can be omitted.
4.0 COLD START
The cold start period covers the first 5min after initial start of the combustion
engine. If the coolant temperature can be reliably determined, the cold start
period ends once the coolant has reached 343K (70°C) for the first time but no
later than 5min after initial engine start. Cold start emissions shall be recorded.
5.0 EMISSION MEASUREMENTS DURING ENGINE STOP
Any instantaneous emissions or exhaust flow measurements obtained while the
combustion engine is deactivated shall be recorded. In a separate step, the
recorded values shall afterward be set to zero by the data post processing. The
combustion engine shall be considered as deactivated if two of the following
criteria apply: the recorded engine speed is <50rpm; the exhaust mass flow rate
is measured at <3kg/h; the measured exhaust mass flow rate drops to <15% of
the steady-state exhaust mass flow rate at idling.
6.0 CONSISTENCY CHECK OF VEHICLE ALTITUDE
In case well-reasoned doubts exist that a trip has been conducted above of the
permissible altitude as specified in Point 5.2 of this chapter and in case altitude
has only been measured with a GPS, the GPS altitude data shall be checked for
consistency and, if necessary, corrected. The consistency of data shall be
checked by comparing the latitude, longitude and altitude data obtained from the
GPS with the altitude indicated by a digital terrain model or a topographic map
of suitable scale. Measurements that deviate by more than 40m from the altitude
depicted in the topographic map shall be manually corrected and marked.
7.0 CONSISTENCY CHECK OF GPS VEHICLE SPEED
The vehicle speed as determined by the GPS shall be checked for consistency by
calculating and comparing the total trip distance with reference measurements
obtained from either a sensor, the validated ECU or, alternatively, from a digital
road network or topographic map. It is mandatory to correct GPS data for
obvious errors, e.g., by applying a dead reckoning sensor, prior to the
consistency check. The original and uncorrected data file shall be retained and
any corrected data shall be marked. The corrected data shall not exceed an
uninterrupted time period of 120s or a total of 300s. The total trip distance as
calculated from the corrected GPS data shall deviate by no more than 4% from
the reference. If the GPS data do not meet these requirements and no other
reliable speed source is available, the test results shall be voided.
8.0 CORRECTION OF EMISSIONS
8.1. Dry-wet Correction
If the emissions are measured on a dry basis, the measured concentrations shall
be converted to a wet basis as:
cwet = kw ⋅ cdry
where:
Cwet Wet concentration of a pollutant in ppm or per cent volume
Cdry Dry concentration of a pollutant in ppm or per cent volume
Kw dry-wet correction factor
The following equation shall be used to calculate kw:
1
1.008
1 0.005

where:
 1.608
1000 1.608

Ha Intake air humidity [g water per kg dry air]

cCO2 Dry CO2 concentration [%]
cCO Dry CO concentration [%]
a Molar hydrogen ratio
8.2 Correction of NOx for Ambient Humidity and Temperature
NOx emissions shall not be corrected for ambient temperature and humidity.
9.0 DETERMINATION OF THE INSTANTANEOUS GASEOUS EXHAUST
COMPONENTS
9.1 Introduction
The components in the raw exhaust shall be measured with the measurement and
sampling analysers described in Appendix 2. The raw concentrations of relevant
components shall be measured in accordance with Appendix 1. The data shall be
time corrected and aligned in accordance with Point 3.
9.2 Calculating NMHC and CH4 Concentrations
For methane measurement using a NMC-FID, the calculation of NMHC depends
on the calibration gas/method used for the zero/span calibration adjustment.
When a FID is used for THC measurement without a NMC, it shall be calibrated
with propane/air or propane/N2 in the normal manner. For the calibration of the
FID in series with a NMC, the following methods are permitted:
(a) The calibration gas consisting of propane/air bypasses the NMC;
(b) The calibration gas consisting of methane/air passes through the NMC.

It is strongly recommended to calibrate the methane FID with methane/air

through the NMC.
In method (a), the concentrations of CH4 and NMHC shall be calculated as
follows:
1

In method (b), the concentration of CH4 and NMHC shall be calculated as

follows:
0 1 1

1 1

where:
 cHC HC concentration with CH4 or C2H6 bypassing the NMC
(w/oNMC) [ppmC1]
cHC HC concentration with CH4 or C2H6 flowing through the NMC
(w/NMC) [ppmC1]
rh hydrocarbon response factor as determined in Point 4.3.3.(b) of
Appendix2
EM Methane efficiency as determined in Point 4.3.4.(a) of Appendix 2
EE is the Ethane efficiency as determined in Point 4.3.4(b) of Appendix 2
If the methane FID is calibrated through the cutter (Method b), then the methane
conversion efficiency as determined in Point 4.3.4.(a) of Appendix 2 is zero. The
density used for calculating the NMHC mass shall be equal to that of total
hydrocarbons at 293.15K and 101.325kPa and is fuel-dependent.
10.0 DETERMINATION OF EXHAUST MASS FLOW RATE
10.1 Introduction
The calculation of instantaneous mass emissions according to Points 11 and 12
requires determining the exhaust mass flow rate. The exhaust mass flow rate
shall be determined by one of the direct measurement methods specified in Point
7.2 of Appendix 2. Alternatively, it is permissible to calculate the exhaust mass
flow rate as described in Points 10.2 to 10.4.
10.2 Calculation Method Using Air Mass flow Rate and Fuel Mass Flow Rate
The instantaneous exhaust mass flow rate can be calculated from the air mass
flow rate and the fuel mass flow rate as follows:
qmew,i = qmaw,i + qmf.i
where:
qmew,i instantaneous exhaust mass flow rate [kg/s]
qmaw,i instantaneous intake air mass flow rate [kg/s]
qmf,i instantaneous fuel mass flow rate [kg/s]
If the air mass flow rate and the fuel mass flow rate or the exhaust mass flow
rate are determined from ECU recording, the calculated instantaneous exhaust
mass flow rate shall meet the linearity requirements specified for the exhaust
mass flow rate in Point 3 of Appendix 2 and the validation requirements
specified in Point 4.3 of Appendix 3.
10.3 Calculation Method Using Air Mass Flow and Air-to-fuel Ratio
The instantaneous exhaust mass flow rate can be calculated from the air mass
flow rate and the air-to-fuel ratio as follows:

1
, , 1

where:
ε
138.0 1 Υ
4 2
12.011 1.008 15.9994 14.0067 32.0675
 2 10
1 ε
10 3.5
100 10 10
2 4 10 2 2
1
3.5
4.764 1 Υ 10 10
4 2

where:
qmaw,i is the Instantaneous intake air mass flow rate [kg/s]
A/Fst is the Stoichiometric air-to-fuel ratio [kg/kg]
λi is the Instantaneous excess air ratio
cCO2 Dry CO2 concentration [%]
Cco Dry CO concentration [ppm]
cHCw Wet HC concentration [ppm]
α Molar hydrogen ratio (H/C)
β Molar carbon ratio (C/C)
γ Molar sulphur ratio (S/C)
δ Molar nitrogen ratio (N/C)
ε Molar oxygen ratio (O/C)
Coefficients refer to a fuel Cβ Hα Oε Nδ Sγ with β = 1 for carbon based fuels. The
concentration of HC emissions is typically low and may be omitted when
calculating λi.
If the air mass flow rate and air-to-fuel ratio are determined from ECU
recording, the calculated instantaneous exhaust mass flow rate shall meet the
linearity requirements specified for the exhaust mass flow rate in Point 3 of
Appendix 2 and the validation requirements specified in Point 4.3 of Appendix
3.
10.4 Calculation Method Using Fuel Mass Flow and Air-to-fuel Ratio
The instantaneous exhaust mass flow rate can be calculated from the fuel flow
and the air-to-fuel ratio (calculated with A/Fst and λi according to Point 10.3) as
follows:
qmew ,i = qmf ,i × (1+ A / Fst × λ i )
The calculated instantaneous exhaust mass flow rate shall meet the linearity
requirements specified for the exhaust gas mass flow rate in Point 3 of Appendix
2 and the validation requirements specified in Point 4.3 of Appendix 3.
11.0 CALCULATING COMPONENTS THE INSTANTANEOUS MASS
EMISSIONS OF GASEOUS
The instantaneous mass emissions [g/s] shall be determined by multiplying the
instantaneous concentration of the pollutant under consideration [ppm] with the
instantaneous exhaust mass flow rate [kg/s], both corrected and aligned for the
transformation time, and the respective u value of Table 1. If measured on a dry
basis, the dry-wet correction according to Point 8.1 shall be applied to the
instantaneous component concentrations before executing any further
calculations. If occurring, negative instantaneous emission values shall enter all
subsequent data evaluations. Parameter values shall enter the calculation of
instantaneous emissions [g/s] as reported by the analyser, flow-measuring
instrument, sensor or the ECU. The following equation shall be applied:
mgas,i = ugas ⋅ cgas,i ⋅ qmew,i

where:
mgas, is the mass of the exhaust component "gas" [g/s]
ugas is the ratio of the density of the exhaust component "gas" and the overall
density of the exhaust as listed in Table 1
cgas,i is the measured concentration of the exhaust component "gas" in the
exhaust [ppm]
qmew,i is the measured exhaust mass flow rate [kg/s]
gas is the respective component
i number of the measurement
Table 1
Raw Exhaust Gas u Values Depicting the Ratio between the Densities of
Exhaust Component or Pollutant i [kg/m3] and the Density of the Exhaust
Gas [kg/m3](6)
Component or pollutant i
NOX CO HC CO2 O2 CH4
ρgas [kg/m3]
2.053 1.250 1) 1.9636 1.4277 0.716

ρgas [kg/m3]
Diesel 1.2943 0.001586 0.000966 0.000482 0.001517 0.001103 0.000553
(B7)
Ethanol 1.2768 0.001609 0.000980 0.000780 0.001539 0.001119 0.000561
(ED95)
CNG(3) 1.2661 0.001621 0.000987 0.000528 0.001551 0.001128 0.000565
(4)
Propane 1.2805 0.001603 0.000976 0.000512 0.001533 0.001115 0.000559
Butane 1.2832 0.001600 0.000974 0.000505 0.001530 0.001113 0.000558
LPG(5) 1.2811 0.001602 0.000976 0.000510 0.001533 0.001115 0.000559
Petrol 1.2931 0.001587 0.000966 0.000499 0.001518 0.001104 0.000553
(E10)
Ethanol 1.2797 0.001604 0.000977 0.000730 0.001534 0.001116 0.000559
(E85)

(1) Depending on fuel

(2) at λ = 2, dry air, 273K, 101.3kPa
(4) u values accurate within 0.2% for mass composition of: C=66-76%; H=22-
25%; N=0-12%
(5) NMHC on the basis of CH2.93 (for THC the ugas coefficient of CH4 shall
be used)
(5) u accurate within 0.2% for mass composition of: C3=70-90%; C4=10-30%
(6) ugas is a unitless parameter; the ugas values include unit conversions to
ensure that the instantaneous emissions are obtained in the specified physical
unit, i.e., g/s
12. CALCULATING THE INSTANTANEOUS PARTICLE NUMBER
EMISSIONS
These sections will define the requirement for calculating instantaneous particle
number emissions, once their measurement becomes mandatory.
13. DATA REPORTING AND EXCHANGE
The data shall be exchanged between the measurement systems and the data
evaluation software by a standardised reporting file as specified in Point 2 of
Appendix 8. Any pre-processing of data (e.g. time correction according to Point
3 or the correction of the GPS vehicle speed signal according to Pint 7) shall be
done with the control software of the measurement systems and shall be
completed before the data reporting file is generated. If data are corrected or
processed prior to entering the data reporting file, the original raw data shall be
kept for quality assurance and control. Rounding of intermediate values is not
permitted.
 Appendix 5

VERIFICATION OF TRIP DYNAMIC CONDITIONS AND CALCULATION OF

THE FINAL RDE EMISSIONS RESULT WITH METHOD 1 (MOVING
AVERAGING WINDOW)
1. INTRODUCTION
The Moving Averaging Window method provides an insight on the real-driving
emissions (RDE) occurring during the test at a given scale. The test is divided in
sub-sections (windows) and the subsequent statistical treatment aims at
identifying which windows are suitable to assess the vehicle RDE performance.
The "normality" of the windows is conducted by comparing their CO2 distance-
specific emissions(1) with a reference curve. The test is complete when the test
includes a sufficient number of normal windows, covering different speed areas
(urban, rural, motorway).
Step 1. Segmentation of the data and exclusion of cold start emissions (Section 4
in Appendix 4);
Step 2. Calculation of emissions by sub-sets or "windows" (Section 3.1);
Step 3. Identification of normal windows; (Section 4)
Step 4. Verification of test completeness and normality (Section 5);
Step 5. Calculation of emissions using the normal windows (Section 6).
2. SYMBOLS, PARAMETERS AND UNITS
Index (i) refers to the time step
Index (j) refers to the window
Index (k) refers to the category (t=total, u=urban, r=rural, m=motorway) or to the
CO2 characteristic curve (cc)
Index "gas" refers to the regulated exhaust gas components (e.g. NOx, CO, PN)
∆ Difference
≥ Larger or equal
# Number
% Per cent
≤ Smaller or equal
a1, b1 Coefficients of the CO2 characteristic curve
a2, b2 Coefficients of the CO2 characteristic curve
dj Distance covered by window j [km]
fk Weighing factors for urban, rural and motorway shares
h Distance of windows to the CO2 characteristic curve [%]
hj Distance of window j to the CO2 characteristic curve [%]
hk Severity index for urban, rural and motorway shares and the
complete trip
k11, k12 Coefficients of the weighing function
 k21, k21 Coefficients of the weighing function
MCO2,ref Reference CO2 mass [g]
Mgas Mass or particle number of the exhaust component "gas" [g] or [#]
Mgas,j Mass or particle number of the exhaust component "gas" in
window j [g] or
Mgas,d distance-specific emission for the exhaust component "gas" [g/km]
or
Mgas,d,j [#/km]
Nk distance-specific emission for the exhaust component "gas" in
window j
P1, P2, P3 [g/km] or [#/km]
t number of windows for urban, rural, and motorway shares
reference points
t1,j time [s]
t2,j first second of the jth averaging window [s]
ti last second of the jth averaging window [s]
ti,j total time in Step i [s]
tol1 total time in Step i considering window j [s]
tol2 primary tolerance for the vehicle CO2 characteristic curve [%]
tt secondary tolerance for the vehicle CO2 characteristic curve [%]
V duration of a test [s]
v vehicle speed [km/h]
vt average speed of windows [km/h]
vj actual vehicle speed in time Step i [km/h]
v P1 19 km/h average vehicle speed in window j [km/h]
(1)
For hybrids, the total energy consumption shall be converted to CO2. The rules
for this conversion will be introduced in a second step.
3.0 MOVING AVERAGING WINDOWS
3.1. Definition of Averaging Windows
The instantaneous emissions calculated according to Appendix 4 shall be
integrated using a moving averaging window method, based on the reference
CO2 mass. The principle of the calculation is as follows: The mass emissions are
not calculated for the complete data set, but for sub-sets of the complete data set,
the length of these sub-sets being determined so as to match the CO2 mass
emitted by the vehicle over the reference laboratory cycle. The moving average
calculations are conducted with a time increment ∆t corresponding to the data
sampling frequency. These sub-sets used to average the emissions data are
referred to as "averaging windows". The calculation described in the present
point may be run from the last point (backwards) or from the first point (forward).
The folllowing data shall not bbe considered for the calculation oof the CO2 mass, the
emissioons and the distance off the averaging window ws:
– The periodic verificationn of the instruments
i s and/or aafter the zero drift
veriffications;
– The cold start emissions,
e ddefined acco
ording to Ap
ppendix 4, PPoint 4.4;
– Vehicle ground
d speed <1km
m/h;
– Anyy section of the test duriing which the combusttion engine is switched
d off.
The maass (or partiicle numberr) emissionss Mgas,j shaall be determ
mined by in
ntegrating
the insstantaneous emissions in g/s (orr #/s for PN) P calculaated as speecified in
Appendix 4.

Fig
gure 1
Veh
hicle Speed
d Versus Tiime – Vehiccle Averageed Emissionns Versus Time,
T
Starting fr
from the Firrst Averagiing Windoww

Figgure 2
Deffinition of C CO2 Mass Based
B Averraging Winndows
th
The duuration (t2,j – t1,j) of thhe j averag
ging window
w is determi
mined by:
MCO22 ( t 2, j ) − MCO2 ( t 1 , j ) ≥ MCO
O2 ,ref
 where:
MCO22 ( t1, j ) is the CO2 maass measured between the
t test startt and time (t2,j) [g];
MCO22 ,ref is thee half of th
the CO2 mass
m [g] em
mitted by thhe vehicle over the
Worldw wide harmoonized Ligght vehicless Test Cyccle (WLTCC) describeed in the
UNECE Global Technical
T R
Regulation No. 15 – Worldwidee harmonizzed Light
vehiclees Test Pro
ocedure (ECCE/TRANS/180/Add.15; Type I test, includ ding cold
start);
t2,j shaall be selected such as:

where ∆t is the datta samplingg period

The CO O2 masses are calculaated in the windows by integratinng the instaantaneous
emissioons calculatted as speciffied in App
pendix 4 to this
t chapter .
3.2. Calcullation of Window
W Emiissions and
d Averages
The following shaall be calcullated for each window determinedd in accordaance with
Point 3.1.
3
– The distance-sppecific emisssions Mgas,d,j for all the pollutaants specifieed in this
chappter;1
– The distance-sp
pecific CO22 emissions MCO2,d,j;
– The average veh hicle speed v j
4.0 EVAL LUATION OF O WINDO OWS
4.1 Introd
duction
The reference dyn namic condditions of th
he test vehiccle are set oout from th
he vehicle
CO2 em missions veersus averagge speed meeasured at type
t approvval and referrred to as
"vehiclle CO2 charracteristic ccurve".
To obttain the disttance-speciffic CO2 emmissions, thee vehicle shhall be testeed on the
chassiss dynamom meter by appplying the vehicle roaad load settttings as deetermined
followiing the procedure presscribed in Annex
A 4 off the UNEC CE Global Technical
T
Regulaation No. 15 – Worlldwide harrmonized Light L vehiccles Test Procedure
P
(ECE/T TRANS/180 0/Add.15). The road lo oads shall not
n accountt for the maass added
to the vehicle
v duriing the RDE
E test, e.g. th
he co-pilot and the PEM MS equipmment.
4.2 CO2 Characteris
C stic Curve R
Reference Points
P
The refference Poin nts P1, P2 aand P3 requ
uired to defin
ne the curvee shall be
establisshed as follows:
4.2.1. Point P1
P
vP1 199 km/h (averrage speed oof the Low Speed phasse of the WL
LTP cycle)
MCO22 ,d,P1 = Veehicle CO2 eemissions over
o the Low
w Speed phhase of the WLTP
W
cycle x 1.2[g/km]
4.2.2. Point P2
P
4.2.3. vP2 566,6 km/h (Average Speeed of the Hiigh Speed Phase
P of thee WLTP Cycle)
MCO22 ,d,P2 = Veehicle CO2 eemissions over
o the Hig
gh Speed phhase of the WLTP
W
cycle x 1.1[g/km]
4.2.4. Point P3
P
4.2.5. vP3 922,3 km/h (Average Speeed of the Ex
xtra High Sp
peed Phase of the WLT
TP
Cycle)
MCO22 ,d,P3 = Veehicle CO2 eemissions over
o the Exttra High Speeed phase of
o the
WLTP cycle x 1.0
05[g/km]
4.3 CO2 ch
haracteristiic curve deefinition
Using the
t referencce points deefined in Secction 4.2, th
he characterristic curve CO2
emissioons are calcculated as a function off the averagee speed usinng two lineaar
sectionns (P1,P2) and (P2,P3).
The secction (P2,P33) is limitedd to 145km//h on the vehicle speedd axis. The
charactteristic curv
ve is definedd by equatio
ons as follow
ws:
For thee section (P1,P2):
, , ̅ )= ̅
With:

, , , , /
and
, ,

For thee section (P2,P3)

, , ̅ )= ̅
With:

, , , , /
and
, ,
4.4 Urban
n, Rural and
d Motorwaay Window
ws
4.4.1. Urban windows arre characterrized by aveerage vehiclle ground sppeeds v j sm
maller
than 455km/h,
4.4.2. Rural windows
w aree characteriized by averrage vehiclee ground speeeds v j greeater than
or equaal to
45km/hh and smaller than 80km
km/h,
4.4.3. Motorw way window ws are charaacterized by
y average veehicle grounnd speeds greater
than orr equal to 80
0km/h and ssmaller thann 145km/h

Fig
gure 4
Vehicle CO2Cccharacterisstic Curve: Urban, Ru
ural and M
Motorway Driving
D
Defin
nitions
5.0 VERIF
FICATION
N OF TRIP
P COMPLE
ETENESS AND
A NOR
RMALITY
5.1 Toleraances Aroun
nd the Veh
hicle CO2 Characteris
C stic Curve
The primary
p tollerance andd the seccondary tollerance off the vehiccle CO2
ve are respecctively tol1 and tol2 = 50%.
charactteristic curv
5.2 Verificcation of Teest Compleeteness
The test shall be complete w when it commprises at least 15% of urban, rural
r and
motorw
way window ws, out of thhe total num
mber of wind
dows.
5.3 Verificcation of Teest Normallity
The test shall be normal whhen at least 50% of the t urban, rrural and motorway
m
windowws are withiin the primaary tolerancce defined fo
or the charaacteristic cu
urve.
If the specified minimum
m rrequirementt of 50% is
i not met, the upperr positive
tolerannce tol1 may be increaased by stepps of 1 percentage poiint until thee 50% of
normall windows target is reeached. Wh hen using this
t approac
ach, tol1 sh hall never
exceedd 30%.
6.0 CALCULATION OF EMISSIONS
6.1 Calculation of Weighted Distance-specific Emissions
The emissions shall be calculated as a weighted average of the windows distance-
specific emissions separately for the urban, rural and motorway categories and the
complete trip.

∑ , ,
, , , ,
∑
The weighing factor wj for each window shall be determined as such:
if

1 1
, , . 100 , , . 100
Then Wj=1

if

, . 1 , , . 1
100 100
Then Wj=k11hj+k12

with 1 and

if

, . 1 , , . 1
100 100
Then wj=k21hj+k22

with k21=1

and k22=k21=

if

, , . 1
100
or

, , . 1
100
then wj=0
Where:
 , ,
100 .
,

Fig
gure 5
Averagi ng Window
w Weighing
g Function
6.2 Calcullation of Seeverity Indiices
The seeverity indices shall be calculaated separattely for thhe urban, rural
r and
motorwway categorries.
1
h h k u, r, m
N
and thee complete trip:
t

where fu, fr fm are equal to 0.334, 0.33 and

d 0.33 respeectively.
6.3 Calcullation of Em missions forr the Totall Trip
Using the weightted distancee-specific emissions
e calculated
c uunder Pointt 6.1, the
distancce-specific emissions
e iin [mg/km] shall be calculated foor the compplete trip
each gaaseous polluutant in the following way:
w
. , , , , . , ,
, , 1000

And foor particle nu

umber:
. , , . , , , ,
, ,

Where fu, fr fm are respectivelly equal to 0.34,

0 0.33 and
a 0.33.
7.0 NUME ERICAL EXAMPLES S
7.1 Averagging Windo
ow Calculaations
Taable 1
Main Calculation Settiings
M
MCO22ref [g] 610
Directiion for averaaging windoow Forward
Acquissition Frequency [Hz] 1
Figure 6 shows ho ow averaginng windowss are defined on the baasis of data recorded
during an on-road d test perforrmed with PEMS. Forr sake of cllarity, only the first
1200s of a shown h ereafter.
o the trip are
Secondds 0 up to 43 as well as secondss 81 to 86 are excludeed due to operation
o
under zero
z vehiclee speed.
The firrst averagin
ng window starts at t1
1,1 = 0s an
nd ends at second t2,1
1 = 524s
(Table 3).

Fig
gure 6

Insttantaneous CO 2 Emiissions Recoorded Duriing On-roaad Test withh PEMS

as a Function of
o time. Recctangular Frames
F Ind Duration off the jth
dicate the D
Winndow. Dataa Series Nam
med "Valiid=100 / Invalid=0" SShows Second by
Second Daata to be Ex
xcluded fro
om Analysiis

7.2 Evaluaation of Wiindows

Table 2
Calcu
ulation Setttings for th
he CO2 Cha
aracteristicc Curve
CO
O2 Low Speeed WLTC x 1.2 (P1) [g/km]
[ 154
 CO2 High Speed WLTC x 1.1 (P2) [g/km] 96

CO2 Extra-High Speed WLTC x 1.05 (P3) [g/km] 120

Reference Point
P1 v p1 = 19.0km / h MCO2 ,d, P1 = 154g/km
P2 v p2 = 56.6km / h M CO 2 ,d , P2 = 96g/km
P3 v p3 = 92.3km/h MCO2,d, P3 = 120g/km
The definition of the CO2 characteristic curve is as follows:

For the Section (P1, P2):

,
̅ ̅
With
96 154 58
1.543
56.6 19.0 37.6
and : b1 = 154 – (-1.543) x 19.0 = 154 + 29.317 = 183.317
For the Section (P2, P3):

,
̅ ̅
120 96 24
0.672
92.3 56.6 35.7
with
and : b2 = 96 – 0.672 x 56.6 = 96 – 38.035 = 57.965
Examples of calculation for the weighing factors and the window categorisation as
urban,
For window #45:
M CO 2,d,45 = 122 .62g / km
38.12 /
The average speed of the window is lower than 45km/h, therefore it is an urban
window. For the characteristic curve:

, . . . . . /
Verification of:
, , . 1 ⁄100 , , , , ̅ . 1 /100

, , . 1 ⁄100 , , , , ̅ . 1 /100

124.498 × (1 – 25/100) ≤ 122.62 ≤ 124.498 × (1 + 25/100)

93.373 ≤ 122.62 ≤ 155.622
Leads to: w45 = 1
For window #556:
MCO2,d,556 = 72.15g/km
= 50.12km/h
The average speed of the window is higher than 45km/h but lower than 80km/h,
therefore it is a rural window.
For the characteristic curve:

, , 556 556 1.54 50.12 183.317 105.982 /

Verification of:

, , . 1 ⁄100 , , , . 1 ⁄100

, , . 1 ⁄100 , , , . 1 ⁄100
105.982×(1-50/100)≤72.15≤105.982×(1+25/100)
52.991≤72.15≤79.487
Leads to:

, , , , 72.15 105.982
100 . 100 . 31.992
, , 105.982
0.04 .(-31.922)+2 = 0.723
With 1⁄ 1⁄ 50 25 0.04
And ⁄
Emissions Numerical Data
Window t1,j t2,j - Δt t2,j [g] [g]
[#] [s] [s] [s]
1 0 523 524 609.06 610.22
2 1 523 524 609.06 610.22
… … … … …
43 42 523 524 609.06 610.22
44 43 523 524 609.06 610.22
45 44 523 524 609.06 610.22
46 45 524 525 609.68 610.86
47 46 524 525 609.17 610.34
… … … … …
100 99 563 564 609.69 612.74
… … … … …
200 199 686 687 608.44 610.01
… … … … …
474 473 1024 1025 609.84 610.60
475 474 1029 1030 609.80 610.49
… … … … …
556 555 1173 1174 609.96 610.59
557 556 1174 1175 609.09 610.08
558 557 1176 1177 609.09 610.59
559 558 1180 1181 609.79 611.23
7.3. Urban, Rural and Motorway Windows – Trip Completeness
In this numerical example, the trip consists of 7036 averaging windows. Table 5
lists the number of windows classified in urban, rural and motorway according to
their average vehicle speed and divided in regions with respect to their distance to
the CO2 characteristic curve. The trip is complete since it comprises at least 15%
of urban, rural and motorway windows out of the total number of windows. In
addition the trip is characterized as normal since at least 50% of the urban, rural
and motorway windows are within the primary tolerances defined for the
characteristic curve.

Table 4
Verification of Trip Completeness and Normality
Driving Conditions Numbers Percentage of
windows
All Windows
Urban 1,909 1,909/7,036 * = 27.1 >
15
Motorway 2,011 2,011/7,036 * = 28.6 >
15
Rural 3,116 3,116/7,036 * = 44.3 >
15
Total 1,909 + 2,011 + 3,116 =
7,036
Normal Windows
Urban 1,514 1,514/1,909 * = 79.3 >
50
Rural 1,395 1,395/2,011 * = 69.4 >
50
Motorway 2,708 2,708/3,116 * = 86.9 >
50
Total 1,514 + 1,395 + 2,708 =
5,617
 APPENDIX 6

VERIFICATION OF TRIP DYNAMIC CONDITIONS AND CALCULATION OF

THE FINAL RDE EMISSIONS RESULT WITH METHOD 2 (POWER BINNING)

1.0 INTRODUCTION
This Appendix describes the data evaluation according to the power binning
method, named in this Appendix "evaluation by normalisation to a standardised
power frequency (SPF) distribution"
2.0 SYMBOLS, PARAMETERS AND UNITS
aref Reference acceleration for Pdrive, [0.45m/s2]

DWLTC intercept of the Veline from WLTC

f0, f1, f2 Driving resistance coefficients [N], [N/(km/h)], [N/(km/h)2]

i Time step for instantaneous measurements, minimum resolution 1Hz

j \Wheel power class, j=1 to 9

k Time step for the 3s moving average values

kWLTC Slope of the Veline from WLTC

mgas,I Instantaneous mass of the exhaust component "gas" at time Step i, [g/s]; for
PN in [#/s]
mgas,3s,k 3s moving average mass flow of the exhaust gas component "gas" in
timeStep k given in 1Hz resolution [g/s] ; for PN in [#/s]
mgas, j Average emission value of an exhaust gas component in the wheel power
Class j, [g/s]; for PN in [#/s]
mgas,U Weighted emission value of an exhaust gas component "gas" for the
subsample of all seconds i with vi <60km/h, [g/s]; for PN in [#/s]
Mwgas,d Weighted distance-specific emissions for the exhaust gas component "gas"
for the entire trip, [g/km]; for PN in [#/km]
MwPN,d Weighted distance-specific emissions for the exhaust gas component "PN"
for the entire trip, [#/km]
Mw,gas,d,U Weighted distance-specific emissions for the exhaust gas component "gas"
for the subsample of all seconds i with vi <60km/h, [g/km]
Mw,PN,d,U Weighted distance-specific emissions for the exhaust gas component "PN"
for the subsample of all seconds i with vi <60km/h, [#/km]
p Phase of WLTC (low, medium, high and extra-high), p=1-4

Pdrag. Engine drag power in the Veline approach where fuel injection is zero, [kW]

Prated Maximum rated engine power as declared by the manufacturer, [kW]

Prequired,i Power to overcome road load and inertia of a vehicle at time Step i, [kW]

Pr,,i Same as Prequired,i defined above used in longer equations

Pwot(nnorm) Full load power curve, [kW]

Pc,j Wheel power class limits for class number j, [kW] (Pc,j, lower bound
represents the lower limit Pc,j, upper bound the upper limit)
 Pc,norm, j Wheel power class limits for class j as normalised power value, [-]

Pr, i Power demand at the vehicles wheel hubs to overcome driving resistances in
time Step i [kW]
Pw,3s,k 3s moving average power demand at the vehicles wheel hubs to overcome
driving resistances in in time Step k in 1Hz resolution [kW]
Pdrive Power demand at the wheel hubs for a vehicle at reference speed and
acceleration [kW]
Pnorm Normalised power demand at the wheel hubs [-]

ti Total time in Step i, [s]

tc,j Time share of the wheel power Class j, [%]

ts Start time of the WLTC phase p, [s]

te end time of the WLTC phase p, [s]

TM Test mass of the vehicle, [kg]; to be specified per section: real test weight in
PEMS test, NEDC inertia class weight or WLTP masses (TML, TMH or
TMind)
SPF Standardised Power Frequency distribution

vi Actual vehicle speed in time Step i, [km/h]

Average vehicle speed in the wheel power Class j, km/h

vref Reference velocity for Pdrive , [70km/h]

v3s,k 3s moving average of the vehicle velocity in time Step k, [km/h]

Weighted vehicle speed in the wheel power Class j, [km/h]

3.0 EVALUATION OF THE MEASURED EMISSIONS USING A

STANDARDISED WHEEL POWER FREQUENCY DISTRIBUTION
The power binning method uses the instantaneous emissions of the pollutants, mgas,
i (g/s) calculated in accordance with Appendix 4.
The mgas, i values shall be classified in accordance with the corresponding power at
the wheels and the classified average emissions per power class shall be weighted
to obtain the emission values for a test with a normal power distribution according
to the following points.
3.1. Sources for the Actual Wheel Power
The actual wheel power Pr,i shall be the total power to overcome air resistance,
rolling resistance, road gradients, longitudinal inertia of the vehicle and rotational
inertia of the wheels. When measured and recorded, the wheel power signal shall
use a torque signal meeting the linearity requirements laid down in Appendix 2,
Point 3.2. The reference point for measurement is the wheel hubs of the driven
wheels.
As an alternative, the actual wheel power may be determined from the
instantaneous CO2 emissions following the procedure laid down in Point 4 of this
Appendix.
 3.2. Calculation of the Moving Averages of the Instantaneous Test data
Three second moving averages shall be calculated from all relevant instantaneous
test data to reduce influences of possibly imperfect time alignment between
emission mass flow and wheel power. The moving average values shall be
computed in a 1Hz frequency:
∑ ,
, ,
3
∑ ,
,3 ,
3
∑
,
3
Where
k is time step for moving average values
I is time step from instantaneous test data
3.3. Classification of the Moving Averages to Urban, Rural and Motorway
The standard power frequencies are defined for urban driving and for the total trip
(see Paragraph 3.4) and a separate evaluation of the emissions shall be made for
the total trip and for the urban part. For the later evaluation of the urban part of the
trip, the 3s moving averages calculated according to Paragraph 3.2 shall be
allocated to urban driving conditions according to the 3s moving average of the
velocity signal (v3s,k) following the speed range defined in Table 1-1. The sample
for the total trip evaluation shall cover all speed ranges including also the urban
part.
Table 1-1
Speed Ranges for the Allocation of Test Data to Urban, Rural and Motorway
Conditions in the Power Binning Method
Urban Rural(1) Motorway(1)
vi [km/h] 0 to ≤ 60 >60 to ≤90 >90
(1)
not used in the actual regulatory evaluation
3.4. Set up of the Wheel Power Classes for Emission Classification
3.4.1. The power classes and the corresponding time shares of the power classes in
normal driving are defined for normalized power values to be representative for
any LDV (Table 1).
Table 1
Normalized Standard Power Frequencies for Urban Driving and for a
Weighted Average for a Total Trip Consisting of 1/3 Urban, 1/3 Road, 1/3
Motorway Mileage
Power P c,norm,j [-] Urban Total trip
Class From > to ≤ Time share, tC,j
No.
1 -0.1 21.9700% 18.5611%
2 -0.1 0.1 28.7900% 21.8580%
3 0.1 1 44.0000% 43.4582%
 4 1 1.9 4.74
400% 13.2690%
5 1.9 2.8 0.4500% 2.3767%
6 2.8 3.7 0.04
450% 0.4232%
7 3.7 4.6 0.00
040% 0.0511%
8 4.6 5.5 0.00
004% 0.0024%
9 5.5 0.00
003% 0.0003%
The Pc,,norm columnns in Table 1 shall be de-normalise
d ed by multipplication wiith Pdrive,
where Pdrive is the actual wheeel power off the tested car
c in the typ
ype approval settings
at the chassis
c dynaamometer aat vref and areef.
, , , ∗

0.001
3.6
Where:
j is the power class index accoording to Table 1
The drriving resistance coeffficients f0, f1, f2 should be calcculated witth a least
squaress regression
n analysis frrom the follo
owing defin
nition:
PCorrecteed/v = f0 + f1 x v + f2 x v 2
with (P
PCorrected/v) being
b the rooad load forrce at vehicle velocity v for the NEDC
N test
cycle defined
d in Point
P 5.1.1.22.8 of Appendix 7 to Annex
A 4a off UNECE Regulation
R
83 – 077 series of amendments
a s.
TMNEDDC is the inerrtia class off the vehiclee in the typee approval ttest, [kg]
3.4.2. Correcttion of the Wheel
W Pow
wer Classes
The maaximum wh heel power class to be considered
d is the highhest class in
n Table 1
which includes (PPrated x 0.99). The tim
me shares of all excludded classess shall be
added to
t the higheest remaininng class.
From each
e Pc,norm
m,j the corrresponding Pc,j shall be calculatedd to define the upper
and low
wer bounds in kW per wheel pow wer class forr the tested vehicle as shown in
Figure 1.
Fig
gure 1
Schematic Picture ffor Convertting the Norrmalized Staandardised
Powerr Frequencyy into a Vehhicle Specifiic Power Frrequency

An exaample for th
his de-normaalization is given below
w.
Exampple for inputt data:
Parameter Value
f0 [N] 79.19
f1 [N/(km/h)] 0.73
f2 [N/(km/h)2] 0.03
TM [kg] 1,470
Prated [kW] 120 (Example 1)
Prated [kW] 75 (Example 2)
Corresponding results (see Table 2, Table 3):
Pdrive =70[km/h]/3.6 × (79.19 + 0.73[N/(km/h)] × 70[km/h] + 0.03[N/(km/h)2] ×
(70[km/h])2 + 1470[kg] × 0.45[m/s2]) × 0.001
Pdrive=18.25kW
Table 2
De-normalised Standard Power Frequency Values from Table 1. (for Example 1)

Power Pc,j [kW] Urban Total trip

Class No
From> to ≤ Time share, tC,j [%]
1 All<-1.825 -1.825 21.97% 18.5611%
2 -1.825 1.825 28.79% 21.8580%
3 1.825 18.25 44.00% 43.4583%
4 18.25 34.675 4.74% 13.2690%
5 34.675 51.1 0.45% 2.3767%
6 51.1 67.525 0.045% 0.4232%
7 67.525 83.95 0.004% 0.0511%
8 83.95 100.375 0.0004% 0.0024%
(1) (1)
9 100.375 All > 100.375 0.00025% 0.0003%
(1)
The highest class wheel power class to be considered is the one containing 0.9 ×
Prated. Here 0.9 × 120 = 108.
Table 3
De-normalized Standard Power Frequency Values from Table 1-2.( for Example 2)
Power Pc,j [kW] Urban Total trip
Class No
From> to ≤ Time share, tC,j [%]
1 All<-1.825 -1.825 21.97% 18.5611%
2 -1.825 1.825 28.79% 21.8580%
3 1.825 18.25 44.00% 43.4583%
4 18.25 34.675 4.74% 13.2690%
5 34.675 51.1 0.45% 2.3767%
(1)
6 51.1 All > 51.1 0.04965% 0.4770%
 7 67.525 83.95 – –
8 83.95 100.375 – –
9 100.375 All > 100.375 – –
(1)
The highest class wheel power class to be considered is the one containing 0.9 ×
Prated. Here 0.9 x 75 = 67.5.

3.5. Classification of the Moving Average Values

The cold start emissions, defined according to Appendix 4, Point 4.4, shall be
excluded from the following evaluation.
Each moving average value calculated according to Point 3.2 shall be sorted into
the denormalized wheel power class into which the actual 3s moving average
wheel power Pw,3s,k fits. The de-normalised wheel power class limits have to be
calculated according to Point 3.3.
The classification shall be done for all three second moving averages of the entire
valid trip data including also all urban trip parts. Additionally all moving averages
classified to urban according to the velocity limits defined in Table 1-1 shall be
classified into one set of urban power classes independently of the time when the
moving average appeared in the trip.
Then the average of all three second moving average values within a wheel power
class shall be calculated for each wheel power class per parameter. The equations
are described below and shall be applied once for the urban data set and once for
the total data set.
Classification of the 3s moving average values into power Class j (j = 1 to 9):
If PC, jlower bound < Pw,3s, k ≤ PC, jupper bound
then: class index for emissions and velocity = j
The number of 3s moving average values shall be counted for each power class:
If PC, jlower bound < Pw,3s, k ≤ PC, jupper bound then: countsj = n + 1 (countsj is
counting the number of 3s moving average emission values in a power class to
check later the minimum coverage demands)
3.6. Check of Power Class Coverage and of Normality of Power Distribution
For a valid test the time shares of the single wheel power classes shall be in the
ranges listed in Table 4.
Table 4
Minimum and Maximum Shares per Power Class for a Valid Test
Power P c,norm,j [-] Total trip Urban trip parts
Class
From > to ≤ lower upper lower upper
No. bound bound bound bound
Sum 0.1 15% 60% 5%(1) 60%
1+2(1)
3 0.1 1 35% 50% 28% 50%
4 1 1.9 7% 25% 0.7% 25%
5 1.9 2.8 1.0% 10% > 5 counts 5%
6 2.8 3.7 > 5 counts 2.5% 0% 2%
 7 3.7 4.6 0% 1.0% 0% 1%
8 4.6 5.5 0% 0.5% 0% 0.5%
9 5.5 0% 0.25% 0% 0.25%
(1)
Representing the total of motoring and low power conditions

In addition to the requirements in Table 4, a minimum coverage of 5 counts is

demanded for the total trip in each wheel power class up to the class containing
90% of the rated power to provide a sufficient sample size.
A minimum coverage of 5 counts is required for the urban part of the trip in each
wheel power class up to Class No. 5. If the counts in the urban part of the trip in a
wheel power class above number 5 are less than 5, the average class emission
value shall be set to zero.
3.7. Averaging of the Measured Values per Wheel Power class
The moving averages sorted in each wheel power class shall be averaged as
follows:
∑ ,3 ,
,

∑ 3 ,

Where
j Wheel power class 1 to 9 according to Table 1
, Average emission value of an exhaust gas component in a wheel power
class (separate value for total trip data and for the urban parts of the
trip),[g/s]
vj Average velocity in a wheel power class (separate value for total trip data
and for the urban parts of the trip), [km/h]
k Time step for moving average values

3.8. Weighting of the Average Values per Wheel Power Class

The average values of each wheel power class shall be multiplied with the time
share, tC,j per class according to Table 1 and summed up to produce the weighted
average value for each parameter. This value represents the weighted result for a
trip with the standardised power frequencies. The weighted averages shall be
computed for the urban part of the test data using the time shares for urban power
distribution as well as for the total trip using the time shares for the total.
The equations are described below and shall be applied once for the urban data set
and once for the total data set.

, ,

,
3.9. Calculation of the Weighted Distance Specific Emission Value
The time based weighted averages of the emissions in the test shall be converted
into
distance based emissions once for the urban data set and once for the total data set
as follows:
For the total trip:

, ,
For the urban part of the trip:
,
, , ,
For particle number the same method as for gaseous pollutants shall be applied but
the unit [#/s] shall be used for m FN and [#/km] shall be used for Mw,PN:
For the total trip:

, ,
For the urban part of the trip:
,
, ,
4.0 ASSESSMENT OF THE WHEEL POWER FROM THE INSTANTANEOUS
CO2 MASS FLOW
The power at the wheels (Pw,i) can be computed from the measured CO2 mass
flow in 1Hz. For this calculation the vehicle specific CO2 line ("Veline") shall be
used.
The Veline shall be calculated from the vehicle type approval test in the WLTC
according to the test procedure described in UNECE Global Technical Regulation
No. 15 – Worldwide harmonized Light vehicles Test Procedure
(ECE/TRANS/180/Add.15).
The average wheel power per WLTC phase shall be calculated in 1Hz from the
driven velocity and from the chassis dynamometer settings. For all wheel power
values below the drag power shall be set to the drag power value.

, 0.001
3.6
With
f0, f1, f2 Road load coefficients used in in the WLTP test performed with the
vehicle
TM Test mass of the vehicle in the WLTP test performed with the vehicle in
[kg]
Pdrag = –0.04 × Prated
if Pw.i < Pdrag then Pw.i = Pdrag
The average power per WLTC phase is calculated from the 1Hz wheel power
according to:
 ∑ ,
,

With p phase of WLTC

W (low,, medium, high
h and exttra-high)
ts Startt time of thee WLTC phhase p, [s]
te end time
t of the WLTC phaase p, [s]
Then a linear regreession shalll be made with
w the CO2 mass floww from the bag values
of the WLTC on the y-axis aand from th wer Pw,p per phase on
he average wheel powe
the x-aaxis as illusttrated in Figgure 2.
The ressulting Ve line
l equatioon defines th
he CO2 masss flow as fu
function of the
t wheel
power:
CO2 i = k W
WLTC X Pw,i + D WLTC CO
O2 in [g/h]
Where
kWLTC is
i slope of the
t Veline ffrom WLTC
C, [g/kWh]
DWLTC is intercept of the Velline from WLTC,
W [g/h]

Fig
gure 2
Scheematic Pictture of Settting Up thee Vehicle Sppecific Veliine from th
he CO2
Test Resu ults in the 4 Phases off the WLTC C
The acctual wheel power shaall be calcu ulated from the measurured CO2 mass
m flow
accordiing to:

With CO
C 2 in [g/h)
PW,j in [kW]
The abbove equatiion can bee used to provide
p PWi
W for the c classificatio
on of the
measurred emission
ns as descriibed in Poin
nt 3 with folllowing addditional conditions in
the calcculation
(I) if Vi < 0.5 and
d if ai < 0 thhen Pw,i = 0 v in [m/s] (II)
(II) if CO2
C i < 0.5 X DWLTC
C then Pw,i = Pdrag
In timee steps wherre (I) and (III) are valid,, condition (II)
( shall bee applied.
 APPENDIX 7
SELECTION OF VEHICLES FOR PEMS TESTING AT INITIAL TYPE
APPROVAL

1.0 INTRODUCTION

Due to their particular characteristics, PEMS tests are not required to be

performed for each "vehicle type with regard to emissions and vehicle repair and
maintenance information" which is called in the following "vehicle emission
type". Several vehicle emission types may be put together by the vehicle
manufacturer to form a "PEMS test family" according to the requirements of
Point 3, which shall be validated according to the requirements of Point 4.

2.0 SYMBOLS, PARAMETERS AND UNITS

N Number of vehicle emission types
NT Minimum number of vehicle emission types
PMRH highest power-to-mass-ratio of all vehicles in the PEMS test
family
PMRL lowest power-to-mass-ratio of all vehicles in the PEMS test family
V_eng_max maximum engine volume of all vehicles within the PEMS test
family
3.0 PEMS TEST FAMILY BUILDING
A PEMS test family shall comprise vehicles with similar emission
characteristics. Upon the choice of the manufacturer vehicle emission types may
be included in a PEMS test family only if they are identical with respect to the
characteristics in Points 3.1. and 3.2.
3.1. Administrative criteria
3.1.1. The Test Agency issuing the emission type approval .
3.1.2. A Single Vehicle Manufacturer
3.2. Technical Criteria
3.2.1. Propulsion Type (e.g. ICE, HEV, PHEV)
3.2.2. Type(s) of fuel(s) (e.g. petrol, diesel, LPG, NG, …). Bi- or flex-fuelled vehicles
may be grouped with other vehicles, with which they have one of the fuels in
common.
3.2.3. Combustion Process (e.g. two stroke, four stroke)
3.2.4. Number of Cylinders
3.2.5. Configuration of the cylinder block (e.g. in-line, V, radial, horizontally opposed)
3.2.6. Engine Volume
The vehicle manufacturer shall specify a value V_eng_max (= maximum engine
volume of all vehicles within the PEMS test family). The engine volumes of
vehicles in the PEMS test family shall not deviate more than -22% from
V_eng_max if V_eng_max ≥1500ccm and -32% from V_eng_max if
 V_eng_max <1500ccm.
3.2.7. Method of Engine Fuelling (e.g. indirect or direct or combined injection)
3.2.8. Type of Cooling System (e.g. air, water, oil)
3.2.9. Method of aspiration such as naturally aspirated, pressure charged, type of
pressure charger (e.g. externally driven , single or multiple turbo, variable
geometries …)
3.2.10. Types and sequence of exhaust after-treatment components (e.g. three-way
catalyst, oxidation catalyst, lean NOx trap, SCR, lean NOx catalyst, particulate
trap).
3.2.11. Exhaust Gas Recirculation (with or without, internal/external, cooled/non-
cooled, low/high pressure)

3.3. Extension of a PEMS Test Family

An existing PEMS test family may be extended by adding new vehicle emission
types to it. The extended PEMS test family and its validation must also fulfil the
requirements of Points 3 and 4. This may in particular require the PEMS testing
of additional vehicles to validate the extended PEMS test family according to
Point 4.
3.4. Alternative PEMS Test Family
As an alternative to the provisions of Points 3.1 to 3.2 the vehicle manufacturer
may define a PEMS test family, which is identical to a single vehicle emission
type. In this the requirement of Point 4.1.2 for validating the PEMS test family
shall not apply.
4.0 VALIDATION OF A PEMS TEST FAMILY

4.1. General Requirements for Validating a PEMS Fest family

4.1.1. The vehicle manufacturer presents a representative vehicle of the PEMS test
family to the Test Agency. The vehicle shall be subject to a PEMS test carried
out by a Test Agency to demonstrate compliance of the representative vehicle
with the requirements of this chapter

4.1.2. The Test Agency selects additional vehicles according to the requirements of
Point 4.2 of this Appendix for PEMS testing carried out by a Test Agency to
demonstrate compliance of the selected vehicles with the requirements of this
chapter. The technical criteria for selection of an additional vehicle according to
Point 4.2 of this Appendix. shall be recorded with the test results.

4.1.3 With agreement of the Test Agency, a PEMS test can also be driven by a
different operator witnessed by a Test Agency, provided that at least the tests of
the vehicles required by Points 4.2.2 and 4.2.6 of this Appendix and in total at
least 50% of the PEMS tests required by this Appendix for validating the PEMS
test family are driven by a Test Agency. In such case the Test Agency remains
responsible for the proper execution of all PEMS tests pursuant to the
requirements of this chapter.

4.1.4. A PEMS test results of a specific vehicle may be used for validating different
PEMS test families according to the requirements of this Appendix under the
following conditions:
 – the vehicles included in all PEMS test families to be validated are approved
by a single Test Agency according to the requirements of AIS 137 Part 3and
this authority agrees to the use of the specific vehicle's PEMS test results for
validating different PEMS test families;
– each PEMS test family to be validated includes a vehicle emission type,
which comprises the specific vehicle;
For each validation the applicable responsibilities are considered to be borne by
the manufacturer of the vehicles in the respective family, regardless of whether
this manufacturer was involved in the PEMS test of the specific vehicle emission
type.
4.2. Selection of Vehicles for PEMS Testing when Validating a PEMS Test
Family
By selecting vehicles from a PEMS test family it should be ensured that the
following technical characteristics relevant for pollutant emissions are covered
by a PEMS test. One vehicle selected for testing can be representative for
different technical characteristics. For the validation of a PEMS test family
vehicles shall be selected for PEMS testing as follows:
4.2.1. For each combination of fuels (e.g. petrol-LPG, petrol-NG, petrol only), on
which some vehicle of the PEMS test family can operate, at least one vehicle that
can operate on this combination of fuels shall be selected for PEMS testing.
4.2.2. The manufacturer shall specify a value PMRH (= highest power-to-mass-ratio of
all vehicles in the PEMS test family) and a value PMRL (= lowest power-to-
mass-ratio of all vehicles in the PEMS test family). Here the "power-to-mass-
ratio" corresponds to the ratio of the maximum net power of the internal
combustion engine and of the reference mass. At least one vehicle configuration
representative for the specified PMRH and one vehicle configuration
representative for the specified PMRL of a PEMS test family shall be selected
for testing. If the power-to-mass ratio of a vehicle deviates by not more than 5%
from the specified value for PMRH, or PMRL, the vehicle should be considered
as representative for this value.
4.2.3 At least one vehicle for each transmission type (e.g., manual, automatic, DCT)
installed in vehicles of the PEMS test family shall be selected for testing.
4.2.4. At least one four-wheel drive vehicle (4x4 vehicle) shall be selected for testing if
such vehicles are part of the PEMS test family.

4.2.5 For each engine volume occurring on a vehicle in the PEMS family at least one
representative vehicle shall be tested.
4.2.6 At least one vehicle for each number of installed exhaust after-treatment
components shall be selected for testing.
4.2.7. Notwithstanding the provisions in Points 4.2.1 to 4.2.6, at least the following
number of vehicle emission types of a given PEMS test family shall be selected
for testing:
 Number N of vehicle emission Minimum number NT of vehicle
types in a PEMS test family emission types selected for PEMS testing
1 1
from 2 to 4 2
from 5 to 7 3
from 8 to 10 4
from 11 to 49 NT = 3 + 0.1 x N(*)
more than 49 NT = 0.15 x N(*)
(*)NT shall be rounded to the next higher integer number
5.0 REPORTING
5.1. The vehicle manufacturer provides a full description of the PEMS test family,
which includes in particular the technical criteria described in Point 3.2 and
submits it to the Test Agency.
5.2. The manufacturer attributes a unique identification number of the format TA-
OEMX-Y to the PEMS test family and communicates it to the Test Agency.
Here TA is the distinguishing number of the Test Agency issueing Approval,
OEM is the 3 character manufacturer, X is a sequential number identifying the
original PEMS test family and Y is a counter for its extensions (starting with 0
for a PEMS test family not extended yet).
5.3. The Test Agency and the vehicle manufacturer shall maintain a list of vehicle
emission types being part of a given PEMS test family on the basis of emission
type approval numbers. For each emission type all corresponding combinations
of vehicle type approval numbers, types, variants and versions.
5.4. The Test Agency and the vehicle manufacturer shall maintain a list of vehicle
emission types selected for PEMS testing in order validate a PEMS test family in
accordance with Point 4 , which also provides the necessary information on how
the selection criteria of Point 4.2 are covered. This list shall also indicate
whether the provisions of Point 4.1.3 were applied for a particular PEMS test.
 APPENDIX 7A
VERIFICATION OF OVERALL TRIP DYNAMICS

1.0 INTRODUCTION
This Appendix describes the calculation procedures to verify the overall trip
dynamics, to determine the overall excess or absence of dynamics during urban,
rural and motorway driving.
2.0 SYMBOLS, PARAMETERS AND UNITS
RPA Relative Positive Acceleration
∆ Difference
> Larger
≥ larger or equal
% per cent
< Smaller
≤ smaller or equal
a acceleration [m/s2]
ai acceleration in time Step i [m/s2]
apos positive acceleration greater than 0.1m/s2 [m/s2]
apos,i,k positive acceleration greater than 0.1m/s2 in time Step i considering
theurban, rural and motorway shares[m/s2]
ares acceleration resolution [m/s2]
di distance covered in time Step i [m]
di,k distance covered in time Step i considering the urban, rural and
motorway shares [m]
Index (i) Refers to the time step
Index (j) Refers to the time step of positive acceleration datasets
Index (k) refers to the respective category (t=total, u=urban, r=rural,
m=motorway)
Mk number of samples for urban, rural and motorway shares with positive
acceleration greater than 0.1m/s2
Nk total number of samples for the urban, rural and motorway shares and
the complete trip
RPAk relative positive acceleration for urban, rural and motorway shares
[m/s2 or kWs/(kg*km)]
tk duration of the urban, rural and motorway shares and the complete trip
[s]
T4253H compound data smoother
v vehicle speed [km/h]
vi actual vehicle speed in time Step i [km/h]
 vi,k actual vehicle speed in time Step i considering the urban, rural
and motorway shares [km/h]
(v⋅a)t actual vehicle speed per acceleration in time Step i [m2/s3 or
W/kg]
(v⋅apos)j,k actual vehicle speed per positive acceleration greater than
0.1m/s2 in time Step j considering the urban, rural and motorway
shares [m2/s3 or W/kg].
(v⋅apos)[k-95] 95th percentile of the product of vehicle speed per positive
acceleration greater than 0.1m/s2 for urban, rural and motorway
shares [m2/s3 or W/kg]
vk average vehicle speed for urban, rural and motorway shares
[km/h]
3.0 TRIP INDICATORS
3.1. Calculations
3.1.1. Data Pre-processing
Dynamic parameters like acceleration, v ⋅ apos or RPA shall be determined with a
speed signal of an accuracy of 0.1% for all speed values above 3km/h and a
sampling frequency of 1Hz. This accuracy requirement is generally fulfilled by
signals obtained from a wheel (rotational) speed sensor.
The speed trace shall be checked for faulty or implausible sections. The vehicle
speed trace of such sections is characterised by steps, jumps, terraced speed traces
or missing values. Short faulty sections shall be corrected, for example by data
interpolation or benchmarking against a secondary speed signal. Alternatively,
short trips containing faulty sections could be excluded from the subsequent data
analysis. In a second step the acceleration values shall be calculated and ranked in
ascending order, as to determine the acceleration resolution ares = (minimum
acceleration value > 0).
If ares ≤ 0.01m/s2, the vehicle speed measurement is sufficiently accurate.
If 0.01 m/s2 < ares, data smoothing by using a T4253H Hanning filter shall be
performed
ares >rmax m/s2, the trip is invalid
The T4235 Hanning filter performs the following calculations: The smoother starts
with a running median of 4, which is centred by a running median of 2. The filter
then re-smoothes these values by applying a running median of 5, a running median
of 3, and hanning (running weighted averages). Residuals are computed by
subtracting the smoothed series from the original series. This whole process is then
repeated on the computed residuals. Finally, the smoothed final speed values are
computed by summing up the smoothed values obtained the first time through the
process with the computed residuals.
The correct speed trace builds the basis for further calculations and binning as
described in Paragraph 8.1.2.
3.1.2. Calculation of distance, acceleration and v·a
The following calculations shall be performed over the whole time based speed
trace (1Hz resolution) from second 1 to second tt (last second).
 The distance increment per data sample shall be calculated as follows:
di = vi/3.6, i = 1 to Nt
where:
di Distance covered in time Step i [m]
vi Actual vehicle speed in time Step i [km/h]
Nt Total number of samples
The acceleration shall be calculated as follows:
ai = (vi + 1 – vi – 1)/(2 · 3.6), i = 1 to Nt
where:
ai acceleration in time Step i [m/s2]. For i = 1: vi – 1 = 0, for i = Nt: vi + 1 = 0.
The product of vehicle speed per acceleration shall be calculated as follows:
(v · a)i = vi · ai/3.6, i = 1 to Nt
where:
(v⋅a)i product of the actual vehicle speed per acceleration in time Step i [m2/s3
or W/kg].
3.1.3. Binning of the Results
After the calculation of ai and (v · a)i, the values vi, di, ai and (v · a)i shall be
ranked in ascending order of the vehicle speed.
All datasets with vi ≤60km/h belong to the "urban" speed bin, all datasets with
60km/h < vi ≤90km/h belong to the "rural" speed bin and all datasets with vi
>90km/h belong to the "motorway" speed bin.
The number of datasets with acceleration values ai > 0.1m/s2 shall be bigger or
equal to 150 in each speed bin.
For each speed bin the average vehicle speed v k shall be calculated as follows:
∑ ,
, 1 , , ,

Where:
Nk Total number of samples of the urban, rural, and motorway shares
3.1.4. Calculation of Vapos–[95] per Speed Bin
The 95th percentile of the v·apos values shall be calculated as follows:
The (v⋅a)i,k values in each speed bin shall be ranked in ascending order for all
datasets with ai,k > 0.1m/s2 ai,k ≥ 0.1m/s2 and the total number of these samples
Mk shall be determined.
Percentile values are then assigned to the (v · apos)j,k values with ai,k ≥ 0.1m/s2 as
follows:
The lowest v · apos value gets the percentile 1/Mk, the second lowest 2/Mk, the
third lowest 3/Mk and the highest value Mk/Mk =100%.
(v·apos)k_ [95] is the (v·apos)j,k value, with j/Mk = 95%. If j/Mk = 95% cannot be
met,(v⋅apos)k_ [95] shall be calculated by linear interpolation between consecutive
 samples j and j+1 with j/Mk<95% and (j+1)/Mk>95%
The relative positive acceleration per speed bin shall be calculated as follows:

RPAk = ∑j(∆t ⋅ (v⋅apos)j,k)/∑idi,k, j = 1 to Mk,i = 1 to Nk,k = u,r,m

where:

RPAk is the relative positive acceleration for urban, rural and motorway shares in
[m/s2 or kWs/(kg*km)]

∆t is a time difference equal to 1s

Mk is the sample number for urban, rural and motorway shares with positive
acceleration

Nk is the total sample number for urban, rural and motorway shares

4.0 VERIFICATION OF TRIP VALIDITY

4.1.1. Verification of v*apos_[95] per Speed Bin (with v in [km/h])
If v k ≤ 74.6km / h
and
(v ⋅ apos)k-[95] > (0.136 ⋅ v k + 14.44)
If fulfilled, the trip is invalid.
74.6 ∙ 95 0.0742 ∙ 18.966 is fulfilled, the
trip is invalid
4.1.2. Verification of RPA per Speed Bin
94.05 0.0016 ∙ 0.1755 is fulfilled, the trip is
invalid.
94.05 0.025 ,
 APPENDIX 7B

PROCEDURE TO DETERMINE THE CUMULATIVE POSITIVE ELEVATION

GAIN OF A PEMS TRIP To be decided..

1.0 INTRODUCTION
This Appendix describes the procedure to determine the cumulative elevation gain
of a PEMS trip.
2.0 SYMBOLS, PARAMETERS AND UNITS
d(0) Distance at the start of a trip [m]
d Cumulative distance travelled at the discrete way point under
consideration [m]
d0 Cumulative distance travelled until the measurement directly
before the respective way Point d [m]
d1 Cumulative distance travelled until the measurement directly after
the respective way Point d [m]
da Reference way point at d(0) [m]
de Cumulative distance travelled until the last discrete way Point [m]
di Instantaneous distance [m]
dtot Total test distance [m]
h(0) Vehicle altitude after the screening and principle verification of
data quality at the start of a trip [m above sea level]
h(t) Vehicle altitude after the screening and principle verification of
data quality at Point t [m above sea level]
h(d) Vehicle altitude at the way Point d [m above sea level]
h(t-1) Vehicle altitude after the screening and principle verification of
data quality at Point t-1 [m above sea level]
hcorr(0) Corrected altitude directly before the respective way Point d [m
abovesea level]
hcorr(1) Corrected altitude directly after the respective way Point d [m
above sea level]
hcorr(t) Corrected instantaneous vehicle altitude at data Point t [m above
sea level]
hcorr(t-1) Corrected instantaneous vehicle altitude at data Point t-1 [m above
sea level]
hGPS,I Instantaneous vehicle altitude measured with GPS [m above sea
level]
hGPS(t) Vehicle altitude measured with GPS at data Point t [m above sea
level]
hint(d) Interpolated altitude at the discrete way point under consideration
d[m above sea level]
 hint,sm,1(d) Smoothed and interpolated altitude, after the first smoothing run at
the discrete way point under consideration d [m above sea level]
hmap(t) Vehicle altitude based on topographic map at data Point t [m above
sea level]
Hz Hertz
km/h Kilometer per hour
m Meter
roadgrade,1(d) Smoothed road grade at the discrete way point under consideration
d after the first smoothing run [m/m]
roadgrade,2(d) Smoothed road grade at the discrete way point under consideration
d after the second smoothing run [m/m]
sin Trigonometric sine function
t Time passed since test start [s]
t0 Time passed at the measurement directly located before the
respective way Point d [s]
vi Instantaneous vehicle speed [km/h]
v(t) Vehicle speed at a data Point t [km/h]
3.0 GENERAL REQUIREMENTS
The cumulative positive elevation gain of a RDE trip shall be determined based on
three parameters: the instantaneous vehicle altitude hGPS,i [m above sea level] as
measured with the GPS, the instantaneous vehicle speed vi [km/h] recorded at a
frequency of 1Hz and the corresponding time t [s] that has passed since test start.
4.0 CALCULATION OF CUMULATIVE POSITIVE ELEVATION GAIN
4.1. General
The cumulative positive elevation gain of a RDE trip shall be calculated as a three-
step procedure, consisting of (i) the screening and principle verification of data
quality, (ii) the correction of instantaneous vehicle altitude data, and (iii) the
calculation of the cumulative positive elevation gain.
4.2. Screening and Principle Verification of Data Quality
The instantaneous vehicle speed data shall be checked for completeness. Correcting
for missing data is permitted if gaps remain within the requirements specified in
Point 7 of Appendix 4; else, the test results shall be voided. The instantaneous
altitude data shall be checked for completeness. Data gaps shall be completed by
data interpolation. The correctness of interpolated data shall be verified by a
topographic map. It is recommended to correct interpolated data if the following
condition applies:

40
The altitude correction shall be applied so that:
h(t) = hmap(t)
 where:
h(t) Vehicle altitude after the screening and principle verification of data
quality at data Point t [m above sea level]
hGPS(t) Vehicle altitude measured with GPS at data Point t [m above sea level
hmap(t) Vehicle altitude based on topographic map at data Point t [m above sea
level]
4.3. Correction of Instantaneous Vehicle Altitude Data
The altitude h(0) at the start of a trip at d(0) shall be obtained by GPS and verified
for correctness with information from a topographic map. The deviation shall not be
larger than 40m. Any instantaneous altitude data h(t) shall be corrected if the
following condition applies:

| 1 |. ∗ sin 45°
3.6
The altitude correction shall be applied so that:
hcorr(t) = hcorr(t-1)
where:
h(t) Vehicle altitude after the screening and principle verification of data
quality at data Point t [m above sea level]
h(t-1) Vehicle altitude after the screening and principle verification of data
quality at data Point t-1 [m above sea level]
v(t) Vehicle speed of data Point t [km/h]
hcorr(t) Corrected instantaneous vehicle altitude at data Point t [m above sea
level]
hcorr(t-1) Corrected instantaneous vehicle altitude at data Point t-1 [m above sea
level]
Upon the completion of the correction procedure, a valid set of altitude data is
established. This data set shall be used for the calculation of the cumulative positive
elevation gain as described in Point 13.4.
4.4. Final Calculation of the Cumulative Positive Elevation Gain
4.4.1. Establishment of a Uniform Spatial Resolution
The total distance dtot[m] covered by a trip shall be determined as sum of the
instantaneous distances di. The instantaneous distance di shall be determined as:

3.6
Where:
Di Instantaneous distance [m]
Vi Instantaneous vehicle speed [km/h]
The cumulative elevation gain shall be calculated from data of a constant spatial
resolution of 1m starting with the first measurement at the start of a trip d(0). The
discrete data points at a resolution of 1m are referred to as way points, characterized
 by a specific distance value d (e.g., 0, 1, 2, 3 m…) and their corresponding altitude
h(d) [m above sea level].
The altitude of each discrete way Point d shall be calculated through interpolation of
the instantaneous altitude hcorr(t) as:
1 0
0 ∙

Where:
hint(d) Interpolated altitude at the discrete way point under consideration d [m
above sea level]
hcorr(0) Corrected altitude directly before the respective way Point d [m above sea
level]
hcorr(1) Corrected altitude directly before the respective way Point d [m above sea
level]
d Cumulative distance traveled until the discrete way point under
consideration d [m]
d0 Cumulative distance travelled until the measurement located directly
before the respective way Point d [m]
d1 Cumulative distance travelled until the measurement located directly after
the respective way Point d [m]
4.4.2. Additional Data Smoothing
The altitude data obtained for each discrete way point shall be smoothed by applying
a two-step procedure; da and de denote the first and last data point respectively
(Figure 1). The first smoothing run shall be applied as follows:
200 For d≤200m
,
200
200 200 For 200m<d<(de-
,
200 200 200m)
200 For d≥(de-200m)
,
200
hint,sm,1(d)=h int,sm,1(d-1m)+road grade,1(d),d=da+1 to de
h int,sm,1(da)=hint(da)+road grade,1(da)
Where:
roadgrade,1(d Smoothed road grade at the discrete way point under consideration
) after the first smoothing run [m/m]
hint(d) Interpolated altitude at the discrete way point under consideration d
[m above sea level]
hint,sm,1(d) Smoothed interpolated altitude, after the first smoothing run at the
discrete way point under consideration d [m above sea level]
D Cumulative distance travelled at the discrete way
point under consideration [m]
Da Reference way point at a distance of zero meters [m]
 De Cumu
ulative distaance travellled until thee last discrette way Poin
nt [m]
The secondd smoothing
g run shall bbe applied as
a follows:
, , 200 , , For d ≤ 200m
2
,
20
00
, , 200 , , 200 For 200 m <d
,
200 200 < (de-20
00 m)

, , , , 200 For d ≥ (de-

(
,
200 200 m)
Where:
roadgrade,2(d) Smo oothed roadd grade at the discrete way
w point unnder consideration
afterr the secondd smoothingg run [m/m]
hint,sm,1(dd) Smo oothed interrpolated altiitude, after the
t first smooothing runn at the
discrete way pooint under consideration n d [m abovve sea level]
D Cummulative disttance travellled at the
t disccrete way point
undeer consideraation [m]
Da Refeerence way point at a distance
d of zero
z meters [m]
De Cummulative disttance travellled until the last discreete way Point [m]

Figuree 1
Illustraation of thee Procedurre to Smootth the Interrpolated Alltitude Sign
nals
4.4.3. Calculatioon of the Final Result
The positivve cumulative elevationn gain of a trip shall bee calculatedd by integraating all
positive innterpolated and smootthed road grades, i.e. roadgradee,2(d). Thee result
should be normalized d by the tootal test disstance dtot and expresssed in meeters of
cumulativee elevation gain
g per onee hundred kilometers
k of
o distance.
5.0 NUMERIC
CAL EXAM
MPLE
Tables 1 annd 2 show how
h to calcuulate the po ositive elevaation gain oon the basis of data
recorded during
d an on
n-road test performed with PEMS S. For the ssake of brevity an
extract of 800m
8 and 160s is preseented here.
5.1. Screening and Principle Verification of Data Quality
The screening and principle verification of data quality consists of two steps. First,
the completeness of vehicle speed data is checked. No data gaps related to vehicle
speed are detected in the present data sample (see Table 1). Second, the altitude data
are checked for completeness; in the data sample, altitude data related to seconds 2
and 3 are missing. The gaps are filled by interpolating the GPS signal. In addition,
the GPS altitude is verified by a topographic map; this verification includes the
altitude h(0) at the start of the trip. Altitude data related to seconds 112-114 are
corrected on the basis of the topographic map to satisfy the following condition:
hGPS(t) – hmap(t) < –40m
As result of the applied data verification, the data in the fifth column h(t) are
obtained.
5.2. Correction of Instantaneous Vehicle Altitude Data
As a next step, the altitude data h(t) of seconds 1 to 4, 111 to 112 and 159 to 160 are
corrected assuming the altitude values of seconds 0, 110 and 158 respectively since
for the altitude data in these time periods the following condition applies:

| 1 | ∗ sin 45°
3.6
As result of the applied data correction, the data in the sixth column hcorr(t) are
obtained. The effect of the applied verification and correction steps on the altitude
data is depicted in Figure 2.
5.3. Calculation of the Cumulative Positive Elevation Gain
5.3.1. Establishment of a Uniform Spatial Resolution
The instantaneous distance di is calculated by dividing the instantaneous vehicle
speed measured in km/h by 3.6 (Column 7 in Table 1). Recalculating the altitude
data to obtain a uniform spatial resolution of 1m yields the discrete way Points d
(Column 1 in Table 2) and their corresponding altitude values hint(d) (Column 7 in
Table 2). The altitude of each discrete way Point d is calculated through
interpolation of the measured instantaneous altitude hcorr as:
120.3 120.3
0 120.3 ∗ 0 0 120.3000
0.1 0.0
132.6 132.5
520 132.5 ∗ 520 519.9 132.5027
523.6 519.9
5.3.2. Additional Data Smoothing
In Table 2, the first and last discrete way points are: da=0m and de=799m,
respectively. The altitude data of each discrete way point is smoothed by applying a
two steps procedure. The first smoothing run consists of:
. .
, 0 =0.0033

chosen to demonstrate the smoothing for d ≤ 200m

520 120 132.5027 121.0
, 320 0.0288
520 120 400
 chosen to demonstrate the smoothing for 200m < d < (599m)
799 520 121.2000 132.5027
, 720 0.0405
799 520 279
chosen to demonstrate the smoothing for d ≥ (599m)
The smoothed and interpolated altitude is calculated as:
hint, sm,1 (0 ) = hint (0 ) + road grade,1 (0 ) = 120 .3 + 0.0033 ≈ 120 .3033 m
h int,sm,1 (799 ) = h int,sm,1 (798) + road grade,1 (799 ) = 121.2550 + 0.0220 = 121.2330m
Second smoothing run:
, , 200 , , 0 119.9618 120.3033
, 0 0.0017
200 200
chosen to demonstrate the smoothing for d ≤ 200m
, , 520 , , 120 123.6809 120.1843
, 320 0.0087
520 120 400
chosen to demonstrate the smoothing for 200m < d < (599m)
, , 799 , , 520 1121.2330 123.6809
, 720 0.0088
799 520 279
chosen to demonstrate the smoothing for d ≥ (599m)
5.3.3. Calculation of the Final Result
The positive cumulative elevation gain of a trip is calculated by integrating all
positive interpolated and smoothed road grades, i.e. values in the column
roadgrade,2(d) in Table 2. For the entire data set the total covered distance was
dtot=139.7km and all positive interpolated and smoothed road grades were of 516m.
Therefore the positive cumulative elevation gain reached
516*100/139.7=370m/100km.

Table 1
Correction of Instantaneous Vehicle Altitude Data
Time t v(t) hGPS(t) hmap(t) h(t) hcorr(t) di Cum.
[s] [km/h [m] [m] [m] [m] [m] d
[m]
0 ]0.00 122.7 129.0 122.7 122.7 0.0 0.0
1 0.00 122.8 129.0 122.8 122.7 0.0 0.0
2 0.00 - 129.1 123.6 122.7 0.0 0.0
3 0.00 - 129.2 124.3 122.7 0.0 0.0
4 0.00 125.1 129.0 125.1 122.7 0.0 0.0
… … … … … … …
18 0.00 120.2 129.4 120.2 120.2 0.0 0.0
19 0.32 120.2 129.4 120.2 120.2 0.1 0.1
… … … … … … …
37 24.31 120.9 132.7 120.9 120.9 6.8 117.9
38 28.18 121.2 133.0 121.2 121.2 7.8 125.7
… … … … … … …
46 13.52 121.4 131.9 121.4 121.4 3.8 193.4
47 38.48 120.7 131.5 120.7 120.7 10.7 204.1
… … … … … … …
56 42.67 119.8 125.2 119.8 119.8 11.9 308.4
57 41.70 119.7 124.8 119.7 119.7 11.6 320.0
… … … … … … …
110 10.95 125.2 132.2 125.2 125.2 3.0 509.0
111 11.75 100.8 132.3 100.8 125.2 3.3 512.2
112 13.52 0.0 132.4 132.4 125.2 3.8 516.0
113 14.01 0.0 132.5 132.5 132.5 3.9 519.9
114 13.36 24.30 132.6 132.6 132.6 3.7 523.6
… … … … … …
149 39.93 123.6 129.6 123.6 123.6 11.1 719.2
150 39.61 123.4 129.5 123.4 123.4 11.0 730.2
…… … … … … …
157 14.81 121.3 126.1 121.3 121.3 4.1 792.1
158 14.19 121.2 126.2 121.2 121.2 3.9 796.1
159 10.00 128.5 126.1 128.5 121.2 2..8 796.8
160 4.10 130.6 126.0 130.6 121.2 1.2
… Denotes data gaps.
Table 2
Calculation of Road Grade
d t0 d0 d1 h0 h1 hint(d) road hint, roadgr
[m] [s] [m] [m] [m] [m] grade,1 sm,1 ade,2(
(d)d (d)[m d)
[m/m] [m/m]
0 18 0.0 0.11 120.3 120.4 120.3 0.0035 120.3 –0.0015
… … … … … … … … … …
120 37 117.91 125.7 120.9 121.2 121.0 –00.0019 120.2 0.0035
… … … … … … … … … …
200 46 193.41 204.1 121.4 120.7 121.0 –00.0040 120.0 0.0051
… … … … … … … … … …
320 56 308.43 320.0 119.8 119.7 119.7 0.0288 121.4 0.0088
… … … … … … … … … …
520 113 519.95 523.6 132.5 132.6 132.5 0.0097 123.7 0.0037
… … … … … … … … … …
720 149 719.27 730.2 123.6 123.4 123.6 –00.0405 122.9 –0.0086
… … … … … … … … … …
798 158 796.17 798.8 121.2 121.2 121.2 –00.0219 121.3 –0.0151
799 159 798.87 800.0 121.2 121.2 121.2 –00.0220 121.3 –0.0152
 Figure 2
T
The Effect of
o Data Veerification annd Correction – The Altitude Proffile Measureed by
GP
PS hGPS(t), the Altitudde Profile Prrovide by th
he Topograp phic Map hmmap(t), the Altitude
A
Profile Obttained after the Screeniing and Prinnciple Veriffication of D
Data Quality
y at a
h(t) and the
t Correctiion hcorr(t) of
o Data Listted in Tablee 1

Figure 3
Compariison betweeen the Correected Altitu
ude Profile hcorr(t) and thhe Smootheed
Interppolated Altittude hint,sm,1
 APPENDIX 8
DATA EXCHANGE AND REPORTING REQUIREMENTS
1.0 INTRODUCTION
This Appendix describes the requirements for the data exchange between the
measurement systems and the data evaluation software and the reporting and exchange
of intermediate and final results after the completion of the data evaluation.
The exchange and reporting of mandatory and optional parameters shall follow the
requirements of Point 3.2 of Appendix 1. The data specified in the exchange and
reporting files of Point 3 shall be reported to ensure traceability of final results.
2.0 SYMBOLS, PARAMETERS AND UNITS
a1 coefficient of the CO2 characteristic curve
b1 coefficient of the CO2 characteristic curve
a2 coefficient of the CO2 characteristic curve
b2 coefficient of the CO2 characteristic curve
k11 coefficient of the weighing function
k12 coefficient of the weighing function
k21 coefficient of the weighing function
k22 coefficient of the weighing function
tol1 primary tolerance
tol2 secondary tolerance
(v · apos)k-[95] 95th percentile of the product of vehicle speed and positive
acceleration greater than 0.1m/s2 for urban, rural and motorway
driving [m2/s3 or W/kg]
RPAk relative positive acceleration for urban, rural and motorway driving
[m/s2 or kWs/(kg*km)]
3.0 DATA EXCHANGE AND REPORTING FORMAT
3.1. General
Emission values as well as any other relevant parameters shall be reported and
exchanged as csv-formatted data file. Parameter values shall be separated by a comma,
ASCII-Code #h2C. The decimal marker of numerical values shall be a point, ASCII-
Code #h2E. Lines shall be terminated by carriage return, ASCII-Code #h0D. No
thousands separators shall be used.
3.2. Data Exchange
Data shall be exchanged between the measurement systems and the data evaluation
software by means of a standardised reporting file that contains a minimum set of
mandatory and optional parameters. The data exchange file shall be structured as
follows: The first 195 lines shall be reserved for a header that provides specific
information about, e.g., the test conditions, the identity and calibration of the PEMS
equipment (Table 1). Lines 198-200 shall contain the labels and units of parameters.
Lines 201 and all consecutive data lines shall comprise the body of the data exchange
file and report parameter values (Table 2). The body of the data exchange file shall
contain at least as many data lines as the test duration in seconds multiplied by the
recording frequency in hertz.
3.3. Intermediate and Final Results
Summary parameters of intermediate results shall be recorded and structured as
indicated in Table 3. The information in Table 3 shall be obtained prior to the
application of the data evaluation methods laid down in Appendices 5 and 6.
The vehicle manufacturer shall record the results of the two data evaluation methods in
separate files. The results of the data evaluation with the method described in Appendix
5 shall be reported according to Tables 4, 5 and 6. The results of the data evaluation
with the method described in Appendix 6 shall be reported according to Tables 7, 8 and
9. The header of the data reporting file shall be composed of three parts. The first 95
lines shall be reserved for specific information about the settings of the data evaluation
method. Lines 101-195 shall report the results of the data evaluation method. Lines
201-490 shall be reserved for reporting the final emission results. Line 501 and all
consecutive data lines comprise the body of the data reporting file and shall contain the
detailed results of the data evaluation.
4.0 TECHNICAL REPORTING TABLES
4.1. Data Exchange
Table 1
Header of the Data Exchange File
Line Parameter Description/Unit
1 TEST ID [code]
2 Test date [day.month.year]
3 Organisation supervising the test [name of the organization]
4 Test location [city, country]
5 Person supervising the test [name of the principal supervisor]
6 Vehicle driver [name of the driver]
7 Vehicle type [vehicle name]
8 Vehicle manufacturer [name]
9 Vehicle model year [year]
10 Vehicle ID [VIN code] [VIN code]
11 Odometer value at test start [km]
12 Odometer value at test end [km]
13 Vehicle category [category]
14 Type approval emissions limit [Euro X]
15 Engine type [e.g., spark ignition, compression
ignition]
16 Engine rated power [kW]
17 Peak torque [Nm] [Nm]
18 Engine displacement [ccm]
19 Transmission [e.g., manual, automatic]
20 Number of forward gears [#]
21 Fuel [e.g., gasoline, diesel]
22 Lubricant[product label] [product label]
23 Tyre size[width/height/rim diameter] [width/height/rim diameter]
24 Front and rear axle tyre pressure [bar; bar]
25W Road load parameters from WLTP, [F0, F1, F2]
25N Road load parameters from MIDC [F0, F1, F2]
26 Type-approval test cycle [NEDC, WLTC]
27 Type-approval CO2 emissions [g/km]
28 CO2 emissions in WLTC mode Low [g/km]
29 CO2 emissions in WLTC mode Mid [g/km]
30 CO2 emissions in WLTC mode High [g/km]
31 CO2 emissions in WLTC mode Extra [g/km]
High
32 Vehicle test mass(1) [kg;%(2)]
33 PEMS manufacturer [name]
34 PEMS type [PEMS name]
35 PEMS serial number [number]
36 PEMS power supply [e.g., battery type]
37 Gas analyser manufacturer [name]
38 Gas analyser type [type]
39 Gas analyser serial number [number]
40-50(3) ...
51 EFM manufacturer(4) [name]
52 EFM sensor type(4) [functional principle]
53 EFM serial number(4) [number]
54 Source of exhaust mass flow rate [EFM/ECU/sensor]
55 Air pressure sensor [type, manufacturer]
56 Test date [day.month.year]
57 Start time of pre-test procedure [h:min]
58 Start time of trip [h:min]
59 Start time of post-test procedure [h:min]
60 End time of pre-test procedure [h:min]
61 End time of trip [h:min]
62 End time of post-test procedure [h:min]
63-70(5) ...
71 Time correction: Shift THC [s]
72 Time correction: Shift CH4 [s]
73 Time correction: Shift NMHC [s]
74 Time correction: Shift O2 [s]
75 Time correction: Shift PN [s]
76 Time correction: Shift CO [s]
77 Time correction: Shift CO2 [s]
78 Time correction: Shift NO [s]
79 Time correction: Shift NO2 [s]
80 Time correction: Shift exhaust mass
flow rate [s]
81 Span reference value THC [ppm]
82 Span reference value CH4 [ppm]
83 Span reference value NMHC [ppm]
84 Span reference value O2 [%]
85 Span reference value PN [#]
86 Span reference value CO [ppm]
87 Span reference value CO2 [%]
88 Span reference value NO [ppm]
89 Span reference value NO2 [ppm]
90-95(5) ...
96 Pre-test zero response THC [ppm]
97 Pre-test zero response CH4 [ppm]
98 Pre-test zero response NMHC [ppm]
99 Pre-test zero response O2 [%]
100 Pre-test zero response PN [#]
101 Pre-test zero response CO [ppm]
102 Pre-test zero response CO2 [%]
103 Pre-test zero response NO [ppm]
104 Pre-test zero response NO2 [ppm]
105 Pre-test span response THC [ppm]
106 Pre-test span response CH4 [ppm]
107 Pre-test span response NMHC [ppm]
108 Pre-test span response O2 [%]
109 Pre-test span response PN [#]
110 Pre-test span response CO [ppm]
111 Pre-test span response CO2 [%]
112 Pre-test span response NO [ppm]
113 Pre-test span response NO2 [ppm]
114 Post-test zero response THC [ppm]
115 Post-test zero response CH4 [ppm]
116 Post-test zero response NMHC [ppm]
117 Post-test zero response O2 [%]
118 Post-test zero response PN [#]
119 Post-test zero response CO [ppm]
120 Post-test zero response CO2 [%]
121 Post-test zero response NO [ppm]
122 Post-test zero response NO2 [ppm]
123 Post-test span response THC [ppm]
124 Post-test span response CH4 [ppm]
125 Post-test span response NMHC [ppm]
126 Post-test span response O2 [%]
127 Post-test span response PN [#]
128 Post-test span response CO [ppm]
129 Post-test span response CO2 [%]
130 Post-test span response NO [ppm]
131 Post-test span response NO2 [ppm]
132 PEMS validation – results THC [mg/km;%](6)
133 PEMS validation – results CH4 [mg/km;%](6)
134 PEMS validation – results NMHC [mg/km;%](6)
135 PEMS validation – results PN [#/km;%](6)
136 PEMS validation – results CO [mg/km;%](6)
137 PEMS validation – results CO2 [g/km;%](6)
138 PEMS validation – results NOX [mg/km;%](6)
(1) Mass of the vehicle as tested on the road, including the mass of the driver and all
PEMS components.
(2) Percentage shall indicate the deviation from the gross vehicle weight.
(3) Placeholders for additional information about analyser manufacturer and serial
number in case multiple analysers are used. Number of reserved rows is indicative
only; no empty rows shall occur in the completed data reporting file.
(4) Mandatory if the exhaust mass flow rate is determined by an EFM.
(5) If required, additional information may be added here.
(6) PEMS validation is optional; distance-specific emissions as measured with the
PEMS; Percentage shall indicate the deviation from the laboratory reference
(7) Additional parameters may be added until line 195 to characterise and label the test.
 Table 2
Body of the Data Exchange File; the Rows and Columns of this Table shall be
Transposed in the Body of the Data Exchange File
Line 198 199(1) 200 201
(2)
Time trip [s]
Vehicle speed(3) Sensor [km/h] (2)

Vehicle speed(3) GPS [km/h] (2)

Vehicle speed (3) ECU [km/h] (2)

(2)
Latitude GPS [deg:min:s]
(2)
Longitude GPS [deg:min:s]
Altitude(3) GPS [m] (2)

Altitude(3) Sensor [m] (2)

(2)
Ambient pressure Sensor [kPa]
(2)
Ambient temperature Sensor [K]
(2)
Ambient humidity Sensor [g/kg; %]
(2)
THC concentration Analyser [ppm]
(2)
CH4 concentration Analyser [ppm]
(2)
NMHC concentration Analyser [ppm]
(2)
CO concentration Analyser [ppm]
(2)
CO2 concentration Analyser [ppm]
(2)
NOX concentration Analyser [ppm]
(2)
NO concentration Analyser [ppm]
(2)
NO2 concentration Analyser [ppm]
(2)
O2 concentration Analyser [ppm]
(2)
PN concentration Analyser [#/m3]
(2)
Exhaust mass flow rate EFM [kg/s]
(2)
Exhaust temperature in EFM [K]
the EFM
(2)
Exhaust mass flow rate Sensor [kg/s]
(2)
Exhaust mass flow rate ECU [kg/s]
(2)
THC mass Analyser [g/s]
(2)
CH4 mass Analyser [g/s]
(2)
NMHC mass Analyser [g/s]
(2)
CO mass Analyser [g/s]
(2)
CO2 mass Analyser [g/s]
 (2)
NOX mass Analyser [g/s]
(2)
NO mass Analyser [g/s]
(2)
NO2 mass Analyser [g/s]
(2)
O2 mass Analyser [g/s]
(2)
PN Analyser [#/s]
(2)
Gas measurement [active (1);
active PEMS inactive (0);error
(>1)]
(2)
Engine speed ECU [rpm]
(2)
Engine torque ECU [Nm]
(2)
Torque at driven axle Sensor [Nm]
(2)
Wheel rotational speed Sensor [rad/s]
(2)
Fuel rate ECU [g/s]
(2)
Engine fuel flow ECU [g/s]
(2)
Engine intake air flow ECU [g/s]
(2)
Coolant temperature ECU [K]
(2)
Oil temperature ECU [K]
(2)
Regeneration status ECU –
(2)
Pedal position ECU [%]
(2)
Vehicle status ECU [error (1); normal
(0)]
(2)
Per cent torque ECU [%]
(2)
Per cent friction torque ECU [%]
(2)
State of charge ECU [%]
(1) This column can be omitted if the parameter source is part of the label in Column
198.
(2) Actual values to be included from line 201 onward until the end of data
(3) To be determined by at least one method
(4) Additional parameters may be added to characterise vehicle and test conditions.
4.2. Intermediate and Final Results
4.2.1. Intermediate Results
Table 3
Reporting File #1–- Summary Parameters of Intermediate Results
1 Total trip distance [km]
2 Total trip duration [h:min:s]
3 Total stop time [min:s]
4 Trip average speed [km/h]
5 Trip maximum speed [km/h]
6 Altitude at start point of the trip [m above sea level]
7 Altitude at end point of the trip [m above sea level]
8 Cumulative elevantion gain during the trip [m/100km]
6 Average THC concentration [ppm]
7 Average CH4 concentration [ppm]
8 Average NMHC concentration [ppm]
9 Average CO concentration [ppm]
10 Average CO2 concentration [ppm]
11 Average NOX concentration [ppm]
12 Average PN concentration [#/m3]
13 Average exhaust mass flow rate [kg/s]
14 Average exhaust temperature [K]
15 Maximum exhaust temperature [K]
16 Cumulated THC mass [g]
17 Cumulated CH4 mass [g]
18 Cumulated NMHC mass [g]
19 Cumulated CO mass [g]
20 Cumulated CO2 mass [g]
21 Cumulated NOX mass [g]
22 Cumulated PN [#]
23 Total trip THC emissions [mg/km]
24 Total trip CH4 emissions [mg/km]
25 Total trip NMHC emissions [mg/km]
26 Total trip CO emissions [mg/km]
27 Total trip CO2 emissions [g/km]
28 Total trip NOX emissions [mg/km]
29 Total trip PN emissions [#/km]
30 Distance urban part [km]
31 Duration urban part [h:min:s]
32 Stop time urban part [min:s]
33 Average speed urban part [km/h]
34 Maximum speed urban part [km/h]
38 (v · apos)k-[95], k=urban [m2/s3]
39 RPAk,k=urban [m/s2]
40 Cumulative urban elevation gain [m/100km]
41 Average urban THC concentration [ppm]
42 Average urban CH4 concentration [ppm]
43 Average urban NMHC concentration [ppm]
44 Average urban CO concentration [ppm]
45 Average urban CO2 concentration [ppm]
46 Average urban NOx concentration [ppm]
47 Average urban PN concentration [#/m3]
48 Average urban exhaust mass flow rate [kg/s]
49 Average urban exhaust temperature [K]
50 Maximum urban exhaust temperature [K]
51 Cumulated urban THC mass [g]
52 Cumulated urban CH4 mass [g]
53 Cumulated urban NMHC mass [g]
54 Cumulated urban CO mass [g]
55 Cumulated urban CO2 mass [g]
56 Cumulated urban NOx mass [g]
57 Cumulated urban PN [#]
58 Urban THC emissions [mg/km].
59 Urban CH4 emissions [mg/km]
60 Urban NMHC emissions [mg/km]
61 Urban CO emissions [mg/km]
62 Urban CO2 emissions [g/km]
63 Urban NOx emissions [mg/km]
64 Urban PN emissions [#/km]
65 Distance rural part [km/h]
66 Duration rural part [h:min:s]
67 Stop time rural part [min:s]
68 Average speed rural part [km/h]
69 Maximum speed rural part [km/h]
70 (v · apos)k-[95], k=rural [m2/s3]
71 RPAk, k=rural [m/s2]
72 Average rural THC concentration [ppm]
73 Average rural CH4 concentration [ppm]
74 Average rural NMHC concentration [ppm]
75 Average rural CO concentration [ppm]
76 Average rural CO2 concentration [ppm]
77 Average rural NOX concentration [ppm]
78 Average rural PN concentration [#/m3]
79 Average rural exhaust mass flow rate [kg/s]
80 Average rural exhaust temperature [K]
81 Maximum rural exhaust temperature [K]
82 Cumulated rural THC mass [g]
83 Cumulated rural CH4 mass [g]
84 Cumulated rural NMHC mass [g]
85 Cumulated rural CO mass [g]
86 Cumulated rural CO2 mass [g]
87 Cumulated rural NOX mass [g]
88 Cumulated rural PN [#]
89 Rural THC emissions [mg/km]
90 Rural CH4 emissions [mg/km]
91 Rural NMHC emissions [mg/km]
92 Rural CO emissions [mg/km]
93 Rural CO2 emissions [g/km]
94 Rural NOX emissions [mg/km]
95 Rural PN emissions [#/km]
96 Distance motorway part [km]
97 Duration motorway part [h:min:s]
98 Stop time motorway part [min:s]
99 Average speed motorway part [km/h]
100 Maximum speed motorway part [km/h]
101 (v · apos)k-[95], k=motorway [m2/s3]
102 RPAk, k=motorway [m/s2]
103 Average motorway THC concentration [ppm]
104 Average motorway CH4 concentration [ppm]
105 Average motorway NMHC concentration [ppm]
106 Average motorway CO concentration [ppm]
107 Average motorway CO2 concentration [ppm]
108 Average motorway NOX concentration [ppm]
109 Average motorway PN concentration [#/m3]
110 Average motorway exhaust mass flow rate [kg/s]
111 Average motorway exhaust temperature [K]
112 Maximum motorway exhaust temperature [K]
 113 Cumulated motorway THC mass [g]
114 Cumulated motorway CH4 mass [g]
115 Cumulated motorway NMHC mass [g]
116 Cumulated motorway CO mass [g]
117 Cumulated motorway CO2 mass [g]
118 Cumulated motorway NOX mass [g]
119 Cumulated motorway PN [#]
120 Motorway THC emissions [mg/km]
121 Motorway CH4 emissions [mg/km]
122 Motorway NMHC emissions [mg/km]
123 Motorway CO emissions [mg/km]
124 Motorway CO2 emissions [g/km]
125 Motorway NOX emissions [mg/km]
126 Motorway PN emissions [#/km]
…..(1) …..(1) …..(1)
4.2.2. Results of the Data Evaluation
Table 4
Header of Reporting File #2 – Calculation Settings of the Data Evaluation Method
According to Appendix 5

Line Parameter Unit

1 Reference CO2 mass [g]

2 Coefficient a1 of the CO2 characteristic curve

3 Coefficient b1 of the CO2 characteristic curve
4 Coefficient a2 of the CO2 characteristic curve
5 Coefficient b2 of the CO2 characteristic curve
6 Coefficient k11 of the weighing function
7 Coefficient k12 of the weighing function
8 Coefficient k22 = k12 of the weighing function
9 Primary tolerance tol1 [%]
10 Secondary tolerance tol2 [%]
11 Calculation software and version (e.g. EMROAD 5.8)

…..(1) …..(1) …..(1)

101 Number of windows
102 Number of urban windows
103 Number of rural windows
104 Number of motorway windows
105 Share of urban windows [%]
(1)
Parameters may be added until line 95 to characterize additional calculation settings
106 Share of rural windows [%]
107 Share of motorway windows [%]
108 Share of urban windows in the total number of (1=Yes, 0=No)
windows higher than 15%

109 Share of rural windows in the total number of (1=Yes, 0=No)

windows higher than 15%

110 Share of motorway windows in the total number of

windows (1=Yes, 0=No) higher than 15%
111 Number of windows within ± tol1
112 Number of urban windows within ± tol1
113 Number of rural windows within ± tol1
114 Number of motorway windows within ± tol1
115 Number of windows within ± tol2
116 Number of urban windows within ± tol2
117 Number of rural windows within ± tol2
118 Number of motorway windows within ± tol2
119 Share of urban windows within ± tol1 [%]
120 Share of rural windows within ± tol1 [%]
121 Share of motorway windows within ± tol1 [%]
122 Share of urban windows within ± tol1 greater than (1=Yes, 0=No)
50%
123 Share of rural windows within ± tol1 greater than (1=Yes, 0=No)
50%
124 Share of motorway windows within ± tol1 greater (1=Yes, 0=No)
than 50%

125 Average severity index of all windows [%]

126 Average severity index of urban windows [%]
127 Average severity index of rural windows [%]
128 Average severity index of motorway windows [%] [%]
129 Weighted THC emissions of urban windows [mg/km]
130 Weighted THC emissions of rural windows [mg/km]
131 Weighted THC emissions of motorway windows [mg/km]
132 Weighted CH4 emissions of urban windows [mg/km]
133 Weighted CH4 emissions of rural windows [mg/km]
134 Weighted CH4 emissions of motorway windows [mg/km]
135 Weighted NMHC emissions of urban windows [mg/km]
136 Weighted NMHC emissions of rural windows [mg/km]
137 Weighted NMHC emissions of motorway windows [mg/km]
138 Weighted CO emissions of urban windows [mg/km]
139 Weighted CO emissions of rural windows [mg/km]
140 Weighted CO emissions of motorway windows [mg/km]
141 Weighted NOX emissions of urban windows [mg/km]
142 Weighted NOX emissions of rural windows [mg/km]
143 Weighted NOX emissions of motorway windows [mg/km]
144 Weighted NO emissions of urban windows [mg/km]
145 Weighted NO emissions of rural windows [mg/km]
146 Weighted NO emissions of motorway windows [mg/km]
147 Weighted NO2 emissions of urban windows [mg/km]
148 Weighted NO2 emissions of rural windows [mg/km]
149 Weighted NO2 emissions of motorway windows [mg/km]
150 Weighted PN emissions of urban windows [#/km]
151 Weighted PN emissions of rural windows [#/km]
152 Weighted PN emissions of motorway windows [#/km]
…..(1) …..(1)
(1) Parameters may be added until line 195
Table 5b
Header of Reporting File #2 –
Final Emission Results According to Appendix 5
Line Parameter Unit
201 Total trip – THC Emissions [mg/km]
202 Total trip – CH4 Emissions [mg/km]
203 Total trip – NMHC Emissions [mg/km]
204 Total trip – CO Emissions [mg/km]
205 Total trip – NOX Emissions [mg/km]
206 Total trip – PN Emissions [#/km]
…..(1) …..(1)
(1) Additional parameters may be added
Table 6
Body of Reporting File #2 – Detailed Results of the Data Evaluation Method
According to Appendix 5; the Rows and Columns of this Table shall be
Transposed in the Body of the Data Reporting File
Line 498 499 500 501
Window Start Time [s] (1)
Window End Time [s] (1)
Window Duration [s] (1)
Window Distance Source [km] (1)
(1=GPS,2=ECU,
3=Sensor)
Window THC emissions [g] (1)
Window CH4 emissions [g] (1)
 Window NMHC emissions [g] (1)
Window CO emissions [g] (1)
Window CO2 emissions [g] (1)
Window NOX emissions [g] (1)
Window NO emissions [g] (1)
Window NO2 emissions [g] (1)
Window O2 emissions [g] (1)
Window PN emissions [#] (1)
Window THC emissions [mg/km] (1)
Window CH4 emissions [mg/km] (1)
Window NMHC emissions [mg/km] (1)

Window CO emissions [mg/km] (1)

Window CO2 emissions [g/km] (1)
Window NOX emissions [mg/km] (1)
Window NO emissions [mg/km] (1)
Window NO2 emissions [mg/km] (1)
Window O2 emissions [mg/km] (1)
Window PN emissions [#/km] (1)
Window distance to CO2 [%] (1)
characteristic curve hj
Window weighing factor wj [-] (1)
Window Average Vehicle Source [km/h] (1)
Speed (1=GPS,
2=ECU,
3=Sensor)
…..(2) …..(2) …..(2) …..(1)(2)
Table 7
Header of Reporting File #3 – Calculation Settings
of the Data Evaluation Method According to Appendix 6
Line Parameter Unit

1 Torque source for the power at the wheels Sensor/ECU/"Veline"

2 Slope of the Veline [g/kWh]
3 Intercept of the Veline [g/h]
4 Moving average duration [s]
5 Reference speed for denormalization of goal pattern [km/h]
6 Reference acceleration [m/s2]
7 Power demand at the wheel hub for a vehicle [kW]
at reference speed and acceleration
8 Number of power classes including the 90% –
of Prated
9 Goal pattern layout (stretched/shrank)
10 Calculation software and version (e.g. CLEAR 1.8)
…..(1) …..(1) …..(1)
(1) Additional parameters may be added until line 95 to characterize calculation
settings
 Table 8a
Header of Reporting File #3 – Results of
Data Evaluation Method According to Appendix 6

Line Parameter Unit

101 Power class coverage (counts >5) (1=Yes, 0=No)

Power class normality (1=Yes, 0=No)
Total trip – Weighted average THC emissions [g/s]
Total trip – Weighted average CH4 emissions [g/s]
Total trip – Weighted average NMHC emissions [g/s]
Total trip – Weighted average CO emissions [g/s]
Total trip – Weighted average CO2 emissions [g/s]
Total trip – Weighted average NOX emissions [g/s]
Total trip – Weighted s average NO emissions [g/s]
Total trip – Weighted average NO2 emissions [g/s]
Total trip – Weighted average O2 emissions [g/s]
Total trip – Weighted average PN emissions [#/s]
Total trip – Weighted average Vehicle Speed [km/h]
Urban – Weighted average THC emissions [g/s]
Urban – Weighted average CH4 emissions [g/s]
Urban – Weighted average NMHC emissions [g/s]
Urban – Weighted average CO emissions [g/s]
Urban – Weighted average CO2 emissions [g/s]
Urban – Weighted average NOX emissions [g/s]
Urban – Weighted s average NO emissions [g/s]
Urban – Weighted average NO2 emissions [g/s]
Urban – Weighted average O2 emissions [g/s]
Urban – Weighted average PN emissions [#/s]
Urban – Weighted average Vehicle Speed [km/h]
…..(1) …..(1) …..(1)
(1)
Additional parameters may be added until line 195
Table 8b
Header of Reporting File #3 – Final Emissions Results According to Appendix 6
Parameter Unit
Total trip - THC Emissions [mg/km]
Total trip - CH4 Emissions [mg/km]
Total trip - NMHC Emissions [mg/km]
Total trip - CO Emissions mg/km]
Total trip - NOx Emissions [mg/km]
Total trip - PN Emissions [#/km]
…(1) …(1)
(1)Additional parameters may be added
 Table 9
Body of Reporting File #3 – Detailed Results of the Data Evaluation Method According
to Appendix 6; the Rows and Columns of this Table shall be Transposed in the Body of
the Data Reporting File
Line 498 499 500 501

Total trip – Power class number(1) -

Total trip – Lower power class [kW]
limit(1)
Total trip – Upper power class [kW]
limit(1)
Total trip – Goal pattern used [%] (2)
(distribution)(1)
Total trip – Power class - (2)
occurrence(1)
Total trip – Power class coverage - (1=Yes,
>5 counts(1) 0=No)(2)
Total trip – Power class - (1=Yes,
normality(1) 0=No)(2)
Total trip – Power class average [g/s] (2)
THC emissions(1)
Total trip – Power class average [g/s] (2)
CH4 emissions(1)
Total trip – Power class average [g/s] (2)
NMHC emissions(1)
Total trip – Power class average [g/s]
CO emissions(1)
Total trip – Power class average [g/s]
CO2 emissions(1)
Total trip – Power class average [g/s]
NOX emissions(1)
Total trip – Power class average [g/s]
NO emissions(1)
Total trip – Power class average [g/s]
NO2 emissions(1)
Total trip – Power class average O2 [g/s]
emissions(1)
Total trip – Power class average Source [km/h]
Vehicle Speed(1) (1=GP
S,
2=EC
U,
3=Sen
sor)
Urban trip – Power class number(1) -
Urban trip – Lower power class [kW]
limit(1)
 Urban trip - Upper power class limit(1) [kW]

Urban trip – Goal pattern used [%]

(distribution)(1)
Urban trip – Power class occurrence(1) –

Urban trip – Power class coverage >5 (1=Yes,

counts(3) 0=No)(2
)
Urban trip – Power class normality(1) (1=Yes,
0=No)(2
)
Urban trip – Power class average THC [g/s]
emissions(1)
Urban trip – Power class average CH4 [g/s]
emissions(1)
Urban trip – Power class average [g/s]
NMHC emissions(1)
Urban trip – Power class average CO [g/s]
emissions(1)
Urban trip – Power class average CO2 [g/s]
emissions(1)
(Urban trip – Power class average [g/s]
NOX emissions(1)
Urban trip – Power class average NO [g/s]
emissions(1)
Urban trip – Power class average NO2 [g/s]
emissions(1)
Urban trip – Power class average O2 [g/s]
emissions(1)
Urban trip – Power class average PN [#/s]
emissions(1)
Urban trip – Power class average Source [km/h]
Vehicle Speed(1) (1=GP
S,
2=EC
U,
3=Sen
sor)
(1)
Results reported for each power class starting from power Class #1 up to power
class which includes 90% of Prated
(2)
Actual values to be included from line 501 to line onward until the end of data
(3)
Results reported for each power class starting from power Class #1 up to power
Class #5
(4)
Additional parameters may be added
4.3 Vehicle and Engine Description
The manufacturer shall provide the vehicle and engine description in accordance
with AIS 007 (Rev.5).
 APPENDIX 9
MANUFACTURER'S CERTIFICATE OF COMPLIANCE
Manufacturer's certificate of compliance with the Real Driving Emissions requirements
(Manufacturer): ...........................................................................................
(Address of the ...........................................................................................
Manufacturer):
Certifies that
The vehicle types listed in the attachment to this Certificate comply with the requirements
laid down Chapter…. of AIS 137 Part 3relating to real driving emissions for all possible
RDE tests, which are in accordance to the requirements of this chapter.
Done at [ ................................................................................................. (Place)]
On [
....................................................................................................................................................(
Date)]
............................................................................................. (Stamp and signature of the
manufacturer's representative)
Annex:
– List of vehicle types to which this certificate applies
 ANNEX 1
(See Introduction)
COMPOSITION OF COMMITTEE FOR PART 3*
(To be included)

ANNEX 2
(See Introduction)

COMMITTEE COMPOSITION *
Automotive Industry Standards Committee
(To be included)