1

PROPOSED ANNEX 7

TEST PROCEDURE

15.02.2012

ANNEX 6

TEST PROCEDURE AND TEST CONDITIONS

1.0. Test procedures and test conditions

1.1 Description of tests:

1.1.1 The tests verify the average emission of gaseous pollutants, particulate matter, particle

number, CO2 emissions, fuel consumption, energy consumption and electric range in a char-

acteristic driving cycle.

1.1.1.1. The tests shall be carried out by the method described in paragraph 1.2. and 1.3 to this

regulation. The gases, particulate matter and particle number shall be sampled and analysed

by the prescribed methods.

1.1.1.2 The number of tests shall be determined as shown in figure 1-1. Ri1 to Ri3 describe the

final measurement results for the first (No.1) test to the third (No.3) test and the gaseous and

particulate pollutant, the carbon dioxide emission or fuel consumption as defined in paragraph

8.1.1.6. L is the limit value as defined in paragraph 5. z

The colour scheme used in the development of

the GTR has been retained.

Light blue: to be reviewed

Yellow: harmonisation possible

Green: accepted

Red: harmonised position not yet possible

B&W: not yet checked

Grey: input from PM/PN

WLTP-2012-012 Draft Annex 6 Equipment as

of 18.05.2012

Kommentar [SMD1]: The bold red headings throughout this document are only

used to highlight the contents of the next

section.

Kommentar [SMD2]: How about elec-tric vehicles here? Structure of tests, elec-

tric. Should electric vehicles be included here?

Kommentar [SMD3]: 1. This diagram comes from GTR 2 (motor-

cycles). The inclusion of such a diagram in the GTR

will depend on the outcome of Validation 2.

2. “Paragraph 5” is also in GTR2 and refers

to Performance Requirements and says:

“When implementing the test procedure contained in this gtr as part of their national

legislation, Contracting Parties are invited

to use limit values which represent at least the same level of severity as their existing

regulations”.

This will be included in phase 3.

Kommentar [SMD4]: 18.05.2012: Japan concern: Description of "limit value"

Japan position: Has already decided to

discuss "limit value" in GTR?

2

Figure 1-1: Flowchart for the number of Type I tests

First Test

Ri1 ≤ 0,7*L yes

no

accepted

Ri1 > 1,1*L

yes

no

Second Test

Ri1 ≤ 0,85*L

and Ri2 < L

and Ri1 + Ri2 < 1,7*L

yes

accepted

no

Ri2 > 1,1*L

or Ri1 ≥ L

and Ri2 ≥ L

yes

no

Third Test

Ri1 < L

and Ri2 < L

and Ri3 < L

yes

accepted

no

Ri1 > 1,1*L

yes

no

Ri3 ≥ L

and Ri2 ≥ L

or Ri1 ≥ L

yes

no

(Ri1 + Ri2 + Ri3)/3 < L

no

yes

accepted

rejected

First Test

Ri1 ≤ 0,7*L yes

no

accepted

Ri1 > 1,1*L

yes

no

Second Test

Ri1 ≤ 0,85*L

and Ri2 < L

and Ri1 + Ri2 < 1,7*L

yes

accepted

no

Ri2 > 1,1*L

or Ri1 ≥ L

and Ri2 ≥ L

yes

no

Third Test

Ri1 < L

and Ri2 < L

and Ri3 < L

yes

accepted

no

Ri1 > 1,1*L

yes

no

Ri3 ≥ L

and Ri2 ≥ L

or Ri1 ≥ L

yes

no

(Ri1 + Ri2 + Ri3)/3 < L

no

yes

accepted

rejected

3

TEST CONDITIONS

1.2. Type I test conditions

1.2.1. Overview

1.2.1.1. The Type I test consists of prescribed sequences of dynamometer preparation, fuel-

ling, soaking, and operating conditions.

1.2.1.2. The test is designed to determine gaseous and particulate emissions, and fuel con-

sumption. The test consists of engine start-ups and vehicle operation on a chassis dynamome-

ter through a specified driving cycle. A proportional part of the diluted exhaust emissions is

collected continuously for subsequent analysis, using a constant volume sampler or other suc-

tion device.

1.2.1.3. Except in cases of component malfunction or failure, all emission control systems in-

stalled on or incorporated in a tested vehicle shall be functioning during all procedures.

1.2.1.4. Background concentrations are measured for all species for which dilute mass emis-

sions measurements are conducted. For exhaust testing, this requires sampling and analysis of

the dilution air.

1.2.1.4.1. Background particulate mass measurement

1.2.1.4.1.1. Where the Contracting Party permits subtraction of either dilution air or dilution

tunnel particulate matter background from emissions measurements these background levels

shall be determined according to the following procedures. The maximum permissible back-

ground correction shall be a mass on the filter equivalent to 1 mg/km at the flow rate of the

test. If the background exceeds this level, the default figure of 1 mg/km shall be subtracted.

Where subtraction of the background contribution gives a negative result, the particulate mass

result shall be considered to be zero.

1.2.1.4.1.2. Dilution air particulate matter background level shall be determined by passing

filtered dilution air through the particulate filter. This shall be drawn from a point immediate-

ly downstream of the dilution air filters. [Background levels in g/m3 shall be updated daily

and determined as a rolling average, of at least 20 measurements, with at least one measure-

ment per week.]

1.2.1.4.1.3. Dilution tunnel particulate matter background level shall be determined by pass-

ing filtered dilution air through the particulate filter. This shall be drawn from the same point

as the particulate matter sample. Where secondary dilution is used for the test the secondary

dilution system should be active for the purposes of background measurement. One measure-

ment may be performed on the day of test, either prior to or after the test.

Kommentar [SMD5]: Add electric range, energy consumption??

Kommentar [SMD6]: Square brackets to be left for the time be-

ing.

27.03.2012 web/telconf : The statement

could be modified or remain unchanged

after Validation 2.

4

1.2.1.4.2. Background particle number measurements

1.2.1.4.2.1. Where the Contracting Party permits subtraction of either dilution air or dilution

tunnel particle number background from emissions measurements, these background levels

shall be determined according to the following procedures. The maximum permissible back-

ground correction shall be equivalent to 2x109 particles/km. If the background exceeds this

level, the default figure of 2x109 particles/km may be subtracted. Where subtraction of the

background contribution gives a negative result, the particle number result shall be considered

to be zero.

1.2.1.4.2.2. Dilution air particle number background level shall be determined by sampling

filtered dilution air. This shall be drawn from a point immediately downstream of the dilution

air filters into the particle number measurement system. [Background levels in #/m3 shall be

updated daily and determined as a rolling average, of least 20 measurements with at least one

measurement per week.] z

1.2.1.4.2.3. Dilution tunnel particle number background level shall be determined by sampling

filtered dilution air. This shall be drawn from the same point as the particle number sample.

Where secondary dilution is used for the test the secondary dilution system should be active

for the purposes of background measurement. One measurement may be performed on the

day of test, either prior to or after the test.

TEST CELL EQUIPMENT

1.2.2. General test cell equipment

1.2.2.1. Parameters to be measured

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

(a) test cell ambient air

(b) engine intake air

(c) dilution and sampling system temperatures as required for emissions

measurement systems defined in Annex 5 Test Equipment and Calibration.

1.2.2.1.2. Atmospheric pressure shall be measurable to within 0.1 kPa.

1.2.2.1.3. Absolute humidity (Ha) shall be measurable to within 5 per cent.

1.2.2.2. Test cell and soak area

1.2.2.2.1. Test cell

1.2.2.2.1.1. The test cell with the chassis dynamometer and the gas sample collection device

shall have a temperature setpoint of [298 K] . The tolerance of the actual value shall be within

± 5 K. The room temperature shall be measured continuously at the output of the cooling fan

(1 Hz).

Kommentar [SMD7]: 27.03.2012 web/telconf : Material in square

brackets to be kept until after Validation 2.

Kommentar [SMD8]: 18.05.2012 J concern: No use for any require-ment/condtion.

J position: delete

Kommentar [SMD9]: Values in blue

are to be reviewed.

5

1.2.2.2.1.2. The absolute humidity (Ha) of either the air in the test cell or the intake air of the

engine shall be such that:

5.5 ≤ Ha ≤ 12.2 (g H2O/kg dry air)

1.2.2.2.1.2. Humidity shall be measured continuously (1 Hz).

1.2.2.2.2. Soak area

1.2.2.2.2.1. The soak area shall have a temperature setpoint of [298 K] , the tolerance of the

actual value shall be within ± 5 K and shall enable to precondition the test vehicle in accord-

ance with paragraph 1.2.4.

TEST VEHICLE

1.2.3. Test vehicle

1.2.3.1. General

The test vehicle shall conform in all its components with the production series, or, if the vehi-

cle is different from the production series, a full description shall be given in the test report.

In selecting the test vehicle, the manufacturer and test authority shall agree which light-duty

vehicle test model is representative for a related test group of vehicles.

1.2.3.2. Run-in

The vehicle must be presented in good mechanical condition. It must have been run-in and

driven between 3,000 km and 15,000 km before the test. The engine, transmission and vehicle

shall be properly run-in, in accordance with the manufacturer’s requirements.

Kommentar [SMD10]: 298 K remains blue, Validation 2 will use

+/- 2 K, both points to be reviewed

Kommentar [SMD11]: 18.05.2012 J concern: Soak area is enable to precond-

tion the test vehicle?

J position: [enable to precondition the test vehicle…] should be in 1.2.2.2.1.1.(Test

cell).

Kommentar [SMD12]: The sentence in blue will be discussed further in conjunc-

tion with the concept of families.

Kommentar [SMD13]: 18.05.2012

J concern: Not linked to ICE lab proc sta-tus.

J position: [refer to OIL of vehicle selec-

tion]

6

SETTINGS

1.2.4. Settings

1.2.4.1. Dynamometer settings and verification (see Annex 4 Road Load Determination)

1.2.4.2. Dynamometer operation mode

1.2.4.2.1. Vehicle dynamometer operation mode can be activated on manufacturer’s request.

1.2.4.2.2. A dynamometer operation mode, if any, shall be activated by using a manufacturer's

instruction (e.g. using vehicle steering buttons in a special pressing order, by using the manu-

facturer’s work shop tester, or by the removal of a fuse).

The manufacturer shall provide the approval authority a list of the deactivated devices and

justification of the deactivation.

Auxiliaries shall be switched off/deactivated during dynamometer operation.

1.2.4.2.3. Dynamometer operation mode shall not activate, modulate, delay or deactivate the

operation of any part that affects the emissions and fuel consumption under the test condi-

tions. Any device that affects the operation on a chassis dynamometer can be set in a certain

condition to ensure a proper operation.

Activation or not of the mode shall be recorded in the test report.

1.2.4.3. The exhaust device shall not exhibit any leak likely to reduce the quantity of gas col-

lected, which quantity shall be that emerging from the engine.

1.2.4.5. The settings of the engine and of the vehicle's controls shall be those prescribed by

the manufacturer.

1.2.4.7. Tyres shall be of a type specified as original equipment by the vehicle manufacturer.

Tyre pressure may be increased by up to 50 per cent above the pressure specified in §4.2.1.2.

of Annex 4 Road Load Determination. The actual pressure used shall be recorded in the test

report.

1.2.4.8. Specification of the reference fuel

1.2.4.8.1. The appropriate reference fuel or fuels as defined in Annex 2 Reference Fuels to

this Regulation shall be used for testing.

1.2.4.9. Test vehicle preparation

1.2.4.9.1. The vehicle shall be approximately horizontal during the test so as to avoid any ab-

normal distribution of the fuel.

1.2.4.9.2. A Ddynamometer operation mode (as specified in Annex 4) and coast down mode

(as specified in §2.1.8. in Annex 4) shall be switched on, if applicable.

1.2.4.9.3. If necessary, the manufacturer shall provide additional fittings and adapters, as re-

quired to accommodate a fuel drain at the lowest point possible in the tank(s) as installed on

the vehicle, and to provide for exhaust sample collection.

Kommentar [SMD14]: DC reminder: 1.2.4.6. missing

Kommentar [SMD15]: 18.05.2012: J concern: Importance is the same tyre

pressure is used at both of emission/fuel consumption test and road load set on dyno.

J position: Add [The same typre pressure

shall be used at both of emission /fuel con-sumption test and road load set on dyno.]

Kommentar [SMD16]: 18.05.2012: J concern: Unclear condtion.

J position: [Fuels defined in Annex 2 shall be used.]

Kommentar [SMD17]: Additions, deletions from DC.

Kommentar [SMD18]: 18.05.2012: J concern: Conflict with 1.2.4.2.1.

J position: [on mfr's request & authority's

approval]

7

The text on this page concerns dynamometer settings. The text is from #112 and has

been copied and pasted directly from GTR 2 (motorcycles). Suggestion: it should be de-

leted, as the material is referred to in Annex 4 Road Load Determination.

6.x.x.x Dynamometer settings

A full description of the chassis dynamometer and instruments shall be provided in

accordance with Annex 6.

Measurements shall be made to the accuracies as specified in section X.X of Annex 9 .

The running resistance force for the chassis dynamometer settings shall be derived in accord-

ance with Annex 9 or from a running resistance table (see Annex 3).

Inertia mass setting

Running resistance force derived from a running resistance table (table see in annex 9)

The chassis dynamometer can be set by the use of the running resistance table instead

of the running resistance force obtained by the coast down method. In this table method, the

chassis dynamometer shall be set by the mass in running order [term might change] regardless

of particular vehicle characteristics.

8

PRELIMINARY TESTING CYCLES

1.2.5. Preliminary testing cycles

1.2.5.1. Preliminary testing cycles can be carried out if necessary to determine how best to

actuate the accelerator and brake controls so as to achieve a cycle approximating the theoreti-

cal cycle within the prescribed limits under which the cycle is carried out.

Kommentar [SMD19]: 18.05.2012: J concern: Rights of request

J position: Mfrs can request to authorities.

9

TEST VEHICLE PRECONDITIONING

1.2.6. Test vehicle preconditioning

1.2.6.1. The fuel tank or fuel tanks shall be filled with the specified test fuel. If the existing

fuel in the fuel tank or fuel tanks does not meet the specifications contained in paragraph

1.2.4.8. above, the existing fuel shall be drained prior to the fuel fill. The test fuel shall be at a

temperature less than or equal to 289 K (+16 °C). For the above operations, the evaporative

emission control system shall neither be abnormally purged nor abnormally loaded.

1.2.6.2. Battery charging

Before the preconditioning test cycle, the battery shall be fully charged. The battery shall not

be charged again before the official testing.

1.2.6.3. The test vehicle shall be moved to the test cell and the following operations per-

formed:

1.2.6.3.1. The test vehicle shall be placed, either by being driven or pushed, on a dynamome-

ter and operated through the cycles as specified in paragraph XYZ Annex 1 for that class of

vehicle. The vehicle need not be cold, and may be used to set dynamometer power.

1.2.6.3.2. The dynamometer setting shall be the one indicated in paragraph XYZ

1.2.6.3.2. The dynamometer shall be set according to §7.2.2.2.5. in Annex 4.

1.2.6.3.3. During preconditioning, the test cell temperature shall be the same as defined for

the Type I test (1.2.2.2.1).

1.2.6.3.4. The drive-wheel tyre pressure shall be set in accordance with the provisions of

§4.2.1.2. of Annex 4 Road Load Determination

1.2.6.3.5. Between the tests on the first gaseous reference fuel and the second gaseous refer-

ence fuel, for positive-ignition engined vehicles fuelled with LPG or NG/biomethane or so

equipped that they can be fuelled with either petrol or LPG or NG/biomethane, the vehicle

shall be preconditioned again before the test on the second reference fuel with the second ref-

erence fuel

Kommentar [SMD20]: 18.05.2012 J concern: 16degC requirement is necessary

for exhasut emission/fuel consumption test

? Current ECE has in Type-VI(Evap) test.

J position: Delete

Kommentar [SMD21]: New text from DC.

Kommentar [SMD22]: Simulation of road on dyno a,b and c coefficient.

10

STARTING THE ENGINE, DRIVING

1.2.6.4. The engine shall be started up by means of the devices provided for this purpose ac-

cording to the manufacturer's instructions, as incorporated in the driver’s handbook of produc-

tion vehicles.

1.2.6.4.1. The cycle starts on the initiation of the engine start-up procedure.

1.2.6.4.2. In cases where LPG or NG/biomethane is used as a fuel, it is permissible that the

engine is started on petrol and switched automatically to LPG or NG/biomethane after a pre-

determined period of time which cannot be changed by the driver.

1.2.6.4.3. Stationary vehicle phase

During stationary vehicle phases, the brakes shall be applied to prevent the drive wheels from

turning.

1.2.6.5. Use of the gearbox

1.2.6.5.1. Manual shift gearbox

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 ex-

tra-urban cycle (Part Two) when the manufacturer's instructions recommend starting in se-

cond 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 op-

erating 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 rec-

orded in the test report.

1.2.6.5.2. Semi-automatic gearbox

Vehicles equipped with semi-automatic gearboxes shall be tested by using the gears normally

employed for driving, and the gear shift is used in accordance with the manufacturer's instruc-

tions.

1.2.6.5.3. Automatic-shift gearbox

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 ac-

celeration possible, enabling the various gears to be engaged in the normal order. Further-

more, the gear-change points shown in Tables 1 and 2 of this annex shall not apply; accelera-

tion 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 paragraphs 1.2.6.6.1. and 1.2.6.6.2. below shall apply.

After initial engagement the selector shall not be operated at any time during the test except in

the case specified in paragraph 1.2.6.7.3. or if the selector can actuate the overdrive, if any.

1.2.6.5.4. 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).

Kommentar [SMD23]: Subjects such as stalling, choke operation,

restarting, idling, accelerating, decelerating,

steady state driving are included here. This whole section will be reviewed by

LabProc.

Kommentar [SMD24]: This section to

be reworked by LabProcICE.

Kommentar [SMD25]: This text is taken directly from #112 and will have to be modified to take into account the new

cycles.

Kommentar [SMD26]: Taken from

#112.

Kommentar [SMD27]: 18.05.2012:

J concern: What is [semi-automatic]? J position: gear position is [default position]

Kommentar [SMD28]: Taken from

#112.

Kommentar [SMD29]: Taken from

#112.

Kommentar [SMD30]: 18.05.2012 J position: gear position is [default posi-

tion].

Kommentar [SMD31]: 18.05.2012 J position: gear position is [default posi-

tion].

11

1.2.6.5.5. Use of Multi-mode gearboxes

Emissions testing proposal:

Common understanding: Compliance with emissions standards in all modes. Testing of

agreed worst case is permissible

GSI considered to be a mode of a multimode gearbox

CO2 / FE testing proposal:

Single default mode – test in the default mode

No default mode or multi default modes – test in the agreed best and worst case modes, the

CO2 / FE result is the average of both modes.(Japan: all modes measured and averaged)

Manual transmissions with GSI are considered as multimode, automatic transmissions with a

manual mode are tested as automatics, independent of GSI

Next Steps:

Develop gtr text including a procedure for use of GSI if equipped.

1.2.6.6. Tolerances

1.2.6.6.1. A tolerance of +/- 3km/h shall be allowed between the indicated speed and the theo-

retical speed during acceleration, during steady speed, and during deceleration when the vehi-

cle's brakes are used. If the vehicle decelerates more rapidly without the use of the brakes, on-

ly the provisions of paragraph 6.4.4.3. below shall apply. Speed tolerances greater than those

prescribed shall be accepted during phase changes provided that the tolerances are never ex-

ceeded for more than 0.5 s on any one occasion.

USA Additional driving cycle requirements to be added: 86.128-00 § d, 86.115-78

1.2.6.6.2. 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

JAPAN/ iii. In cases where the engine revolution speed of the motor vehicle concerned ex-

ceeds 90% of the engine speed at which the engine produces the maximum output during the

Standard mode Lower limit allowable line Reference point ±1.0 second ±2.0 km/h Upper

limit allowable line

33 11−1−4−42 operation of the test motor vehicle, it is permissible to use the shift gear 1 po-

sition higher than the shift gear that is being used at this time. In this case, the vehicle speed at

which the gear-changing operation is performed shall be the vehicle speed at which the engine

revolution speed is 90% of the engine speed at the time when the engine produces the maxi-

mum output.

Kommentar [SMD32]: This text comes directly from #112.

Text will be required for section §1.2.6.5.5.

Kommentar [SMD33]: 18.05.2012

J concern: CO2/FE testing condtion in case of no default mode.

J position: Japan have already agreed with

best/worst test and average. Please delete Japanese proposal.

Kommentar [SMD34]: 18.05.2012 J position: Follow the target speed.

Kommentar [SMD35]: 18.05.2012 J concern: What is [phase change]? J position: No idea.

Kommentar [SMD36]: Will this be done?

Kommentar [SMD37]: The text will have to be changed to take the new cycles

into consideration.

Kommentar [SMD38]: What should be done with this paragraph and the one be-

low?

12

1.2.6.7. Accelerations

The vehicle shall be operated with the appropriate accelerator pedal movement necessary to

accurately follow the speed trace.

The vehicle shall be operated smoothly, following representative shift speeds and procedures.

For manual transmissions, the operator shall release the accelerator pedal during each shift

and accomplish the shift with minimum time.

1.2.6.7.1. Accelerations shall be so performed that the rate of acceleration is as constant as

possible throughout the operation. z

1.2.6.7.2. If 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.

If the vehicle cannot accelerate at the specified rate, it shall be operated at maximum available

power until the vehicle speed reaches the value prescribed for that time in the driving sched-

ule.

(full open throttle? … to be discussed. @ Heinz: Is there a prescription, yet?)

1.2.6.7.3. 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.

1.2.6.8. Decelerations z

1.2.6.8.1. All decelerations of the cycle shall be effected by removing the foot completely

from the accelerator with the clutch remaining engaged. The clutch shall be disengaged, with-

out use of the gear lever, at the higher of the following speeds: [10] km/h or the speed corre-

sponding to the engine idle speed.

1.2.6.8.2. 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.

1.2.6.8.3. 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 peri-

od merging into the following operation.

1.2.6.8.4. At the end of the deceleration period (halt of the vehicle on the rollers), the gears

shall be placed in neutral and the clutch engaged.

1.2.6.9. Steady speeds

1.2.6.9.1. Pumping or the closing of the throttle shall be avoided when passing from accelera-

tion to the following steady speed.

1.2.6.9.2. Periods of constant speed shall be achieved by keeping the accelerator position

fixed. z

1.2.6.10. Unexpected engine stop

1.2.6.10.1. If the engine stops unexpectedly during the test, the test shall be declared void.

Kommentar [SMD39]: Acceleration and cycle trace to be redone by OICA.

Kommentar [SMD40]: Taken from 1066.

Further proposal will come from OICA.

Kommentar [SMD41]: Rate of accel-

eration is the third derivative of distance with respect to time (d3s/dt3). That is proba-

bly not meant here. Proposal: “Accelerations shall be so per-

formed that they are as constant as possible

throughout the operation” Put on to-do list.

Parameter setting.

Kommentar [SMD42]: Input from cycle development will be re-

quired. Input will be required from Validation 2.

Kommentar [SMD43]: 18.05.2012 J concern: [by removing the foot]

J position: Follow the target speed.

Kommentar [SMD44]: 18.05.2012 J position: Follow the target speed.

Kommentar [SMD45]: Important for start/stop

Clarification needed: engaged or disen-gaged?

Kommentar [SMD46]: Is this statement necessary?

Are there constant speed phases?

Kommentar [SMD47]: 18.05.2012 J position: No need for WLTC…

Kommentar [SMD48]: New text from DC.

13

1.2.6.11. After completion of the preconditioning cycle, the engine shall be switched off.

1.2.6.11.1. If requested by the manufacturer and approved by the technical service, additional

preconditioning may in exceptional cases be allowed. The technical service may also choose

to conduct additional preconditioning cycles.

1.2.6.11.2. The additional preconditioning consists of (t.b.d.)

1.2.6.11.3. The extent of such additional preconditioning shall be recorded in the test report.

1.2.6.11.4. 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] be driven by a low particulate emitting vehi-

cle. Longer and/or higher speed running is permissible for sampling equipment pre-

conditioning if required. Where dilution tunnel background measurements are used they shall

be taken after the tunnel pre-conditioning running, and prior to any subsequent vehicle testing.

Kommentar [SMD49]: Input will come from Validation 2.

Kommentar [CC50]: Contents within square brackets to be de-

termined during valid. 2.

14

SOAK

1.2.7. Soak

1.2.7.1 After this preconditioning, and before testing, vehicles shall be kept in a room in

which ambient conditions are described in 1.2.2.2.2. This conditioning shall be carried out

according to the following options:

(a) for at least six hours and until the engine oil temperature and coolant, if any, are

within [298 K ± 2 K]. At the request of the manufacturer, forced cooling down can be

used with an open bonnet, or

(b) for at least 12 hours and maximum 36 hours, with closed bonnet in soak area en-

vironment without using a cooling fan.

1.2.7.2. 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.

Kommentar [SMD51]: Forced cooling down to be investigated during Val. 2.

Kommentar [SMD52]: 1.2.7.2. to be kept until further clarification. LabProc ICE.

15

EMISSIONS TEST z

1.2.8. Emissions Test

1.2.8.1. The test vehicle shall be pushed onto a dynamometer and operated through the cycles

as specified in paragraph XYZ. Annex 1 for that class of vehicle.

1.2.8.1.1. The drive wheels of the vehicle shall be placed on the dynamometer without starting

the engine.

1.2.8.1.2. The drive-wheel tyre pressures shall be set in accordance with the provisions of par-

agraph XYZ

1.2.8.1.3. The engine compartment cover shall be closed.

1.2.8.2. Engine starting and driving

1.2.8.2.1. 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 driver’s handbook of pro-

duction vehicles.

1.2.8.2.2. The vehicle shall be driven as described in paragraph 1.2.6.4. 0

1.2.8.3. The Type I test cycle consists of driving cycle (t.b.d.) paragraph XYZ

2BSOYB1PROD with CF

Kommentar [SMD53]: The actual emissions test starts here.

Kommentar [SMD54]: Added by DC.

Kommentar [SMD55]: Same pressure as dyno load setting.

Kommentar [SMD56]: 18.05.2012: J concern: Same as 1.2.4.7.

J position: Same as 1.2.4.7.

Kommentar [SMD57]: Deleted.

16

SAMPLING

1.2.9. Gaseous Sampling

1.2.9.1. The following steps shall be taken for each test: z

1.2.9.1.1. With the sample selector valves in the ‘‘standby’’ position, connect evacuated sam-

ple collection bags to the dilute exhaust and dilution air sample collection systems.

AP-open: Additional Pollutants sampling should be included

1.2.9.1.2. Sampling and analysing equipment shall be set to operational mode.

1.2.9.1.3. Attach the exhaust tube to the vehicle tailpipe(s).

1.2.9.1.4. Start the gas flow measuring device, position the sample selector valves to direct the

sample flow into the sampling bags (turn on the petroleum-fuelled diesel hydrocarbon analys-

er system integrator, mark the recorder chart, start particulate sample pump No. 1, and record

both gas meter or flow measurement instrument readings, if applicable). Start the engine ac-

cording to §1.2.8.2.1.

1.2.9.2.1. Sampling shall begin (BS) before or at the initiation of the engine start up procedure

and end on conclusion of the cycle.

1.2.9.2.2. During the test, speed is recorded against time or collected by the data acquisition

system so that the correctness of the cycles performed can be assessed.

1.2.9.1.6. Select sufficient bag fill flow rates to allow satisfactory bag measurement.

1.2.9.1.7. Operate the vehicle according to the driving cycles specified in paragraph 6.5.4.

Depending on the cycle:

1.2.9.1.7.1. At the end of the part 1 or part 1 reduced speed in cold condition, simultaneously

switch the sample flows from the first bags and samples to the second bags and samples,

switch off gas flow measuring device No. 1 and start gas flow measuring device No. 2.

1.2.9.1.7.2. In case of class 3 vehicles, at the end of part 2 simultaneously switch the sample

flows from the second bags and samples to the third bags and samples, switch off gas flow

measuring device No. 2 and, start gas flow measuring device No. 3.

1.2.9.1.7.3. Before starting a new part, record the measured roll or shaft revolutions and reset

the counter or switch to a second counter. As soon as possible, transfer the exhaust and dilu-

tion air samples to the analytical system and process the samples according to paragraph

XYZ, obtaining a stabilised reading of the exhaust bag sample on all analysers within 20

minutes of the end of the sample collection phase of the test.

1.2.9.1.7.4. Turn the engine off 2 seconds after the end of the last part of the test.

1.2.9.1.7.5. Turn off the constant volume sampler (CVS) or other suction device, or discon-

nect the exhaust tube from the tailpipe or tailpipes of the vehicle.

1.2.9.1.7.6. Remove the vehicle from dynamometer.

Kommentar [SMD58]: The whole section to be reviewed by LabProcICE plus

experts.

Kommentar [SMD59]: Gaseous sampling. Particulate sampling is

under 1.2.9.2. on the next page.

Kommentar [SMD60]: To be checked by LabProcICE.

Kommentar [SMD61]: Does this be-long here?

(Number is also wrong.)

Kommentar [SMD62]: The “correctness” of what?

The paragraph apparently does not belong here

Transfer to speed trace tolerances.

Kommentar [SMD63]: Same comment as above.

Kommentar [SMD64]: §6.5.4. comes from GTR2 (motorcycles).

The next 2 paragraphs also come from GTR

2. This entire section will have to be modi-fied to take the new cycles into considera-

tion.

27.03.2012 web/telconf.: This is open until

after Validation 2 regarding driving cycles

and modes.

Kommentar [SMD65]: 18.05.2012: J concern: Necessity of this requirement.

J position: [Turn the engine off when test is

done]…?

Ⅱ TEXT OF THE REGULATION 7.8.5.

Analysis of gaseous bag sampling As soon as practical, the following shall be

performed:

(a) Gaseous bag samples shall be analyzed no later than 30 minutes after the hot start

test is complete or during the soak period

for the cold start test; (b) Background samples shall be analyzed

no later than 60 minutes after the hot start

test is complete.

17

1.2.10. Particulate Mass Sampling

1.2.10.1. Filter Selection

1.2.10.1.1. A single particulate filter without back-up shall be employed for the full WLTP-

DHC cycle.

1.2.10.2. Filter Preparation

1.2.10.2.1. At least one hour before the test, the filter shall be placed in a petri dish, which is

protected against dust contamination and allows air exchange, and placed in a weighing

chamber for stabilization. At the end of the stabilization period, the filter shall be weighed and

the tare weight shall be recorded. The filter shall then be stored in a closed petri dish or sealed

filter holder until needed for testing. The filter shall be used within eight hours of its removal

from the weighing chamber.

1.2.10.3. A stabilised filter is placed in a sealed filter holder assembly which is immediately

placed in a sample line through which there is no flow.

1.2.10.3.1. Carefully install a particulate sample filter into each of the filter holders for diesel

vehicle tests. The filter(s) must be handled only with forceps or tongs. Rough or abrasive filter

handling will result in erroneous weight determination.

1.2.9.2.3.4. The particulate matter sampling system shall be started and prepared for sampling.

1.2.11. Particle Number Sampling

1.2.11.1. Particles shall be measured continuously in the particle sampling system. The aver-

age concentrations shall be determined by integrating the analyser signals over the test cycle.

1.2.11.2. The particle specific dilution system and measurement equipment shall be started

and readied for sampling.

1.2.11.3. The correct function of the particle counter and volatile particle remover elements of

the particle sampling system shall be confirmed according to the following procedures:

1.2.11.3.1. Prior to each test, a leak check, using a filter of appropriate performance attached

to the inlet of the entire particle number measurement system (VPR and PNC), shall report a

measured concentration of less than 0.5 particles cm-3

.

1.2.11.3.2. Each day, a zero check on the particle counter, using a filter of appropriate per-

formance at the counter inlet, shall report a concentration of ≤ 0.2 cm-3

. Upon removal of the

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 filter.

1.2.11.3.3. 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 oper-

ating temperature.

Kommentar [SMD66]: From PMPN-11-04rev.1

Kommentar [SMD67]: PMPN:need confirmation with Caro, as in the OI list,

there are two options

Kommentar [CC68]: PM weighing group leader to provide text on zero/span

weighings.

27.03.2012 web/telconf.: Info to come. PM/PN has defined the term “Particulate

Matter Weighing Chamber” in DTP-

PMPN-10.10.2011 as “A chamber used for the determination of the mass of filters, and

meeting the requirements of annex 3 section

2.” This reference will be checked.

Kommentar [SMD69]: 29.03.2012: New text from Markus Berg-

mann

Kommentar [SMD70]: To be checked

by PM/PN.

Kommentar [CC71]: PM weighing small group to confirm whether this guid-

ance should be retained in the GTR or

amended 27.03.2012 web/telconf.: Caroline Hosier to

check with PM/PN.

Kommentar [SMD72]: The whole paragraph should be checked.

Kommentar [SMD73]: Should this paragraph not belong on the

next page under “Particulate sampling”?

Kommentar [SMD74]:

Kommentar [SMD75]: Can this be struck out?

Kommentar [SMD76]: DC proposed title

Kommentar [SMD77]: PMPN: this §

concerns PN , it should be moved down after §1.2.9.3

18

1.2.11.3.4. Prior to the start of each test it shall be confirmed that the measurement system

indicates that the diluter PND1 has reached its correct operating temperature.”

1.2.12. The emissions analysers used for continuous sampling shall be adjusted with zero and

span gases. The sample bags shall be evacuated.

19

POST TEST PROCEDURE

1.2.10. Post-test procedures

1.2.10.1 Gas analyser check

1.2.10.1.1. Zero and span gas reading of the analysers used for continuous diluted measure-

ment shall be checked. The test shall be considered acceptable if the difference between the

pre-test and post-test results is less than 2 per cent of the span gas value.

1.2.10.1.1. Zero and span gas reading of the analysers 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 per cent of the span gas value.

1.2.10.2. Bag analysis

1.2.10.2.1. The exhaust gases contained in the bag shall be analysed as soon as possible and in

any event not later than 20 minutes after the end of the test cycle.

1.2.10.2.2. Prior to each sample analysis, the analyser range to be used for each pollutant shall

be set to zero with the appropriate zero gas.

1.2.10.2.3. The analysers 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.

1.2.10.2.4. The analysers zero settings shall then be rechecked: if any reading differs by more

than 2 per cent of the range from that set in paragraph 6.5.3.2. above, the procedure shall be

repeated for that analyser.

1.2.10.2.5. The samples shall then be analysed.

1.2.10.2.6. After the analysis zero and span points shall be rechecked using the same gases. If

these rechecks are within 2 per cent of those in paragraph 6.5.3.3. above, the analysis shall

be considered acceptable.

1.2.10.2.7. At all points in paragraph 1.2.10.2., the flow-rates and pressures of the various

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

1.2.10.2.8. The figure adopted for the content of the gases in each of the pollutants measured

shall be that read off after stabilisation of the measuring device.

1.2.10.2.9. The mass and number of all emissions, where applicable, shall be calculated ac-

cording to Annex 7 Calculations.

1.2.10.3. Particulate filter weighing

1.2.10.3.1. The particulate filter shall be returned to the weighing chamber no later than one

hour after completion of the test. It shall be conditioned in a petri dish, which is protected

against dust contamination and allows air exchange, for at least [one hour], and then weighed.

The gross weight of the filter shall be recorded.

Kommentar [SMD78]: This paragraph in green refers to “continuous diluted meas-

urement”, the one below in yellow to “con-

tinuous measurement”. Can one of the two paragraphs be eliminated?

17.04.2012: Is this paragraph complete? To

be checked by AP.

Kommentar [SMD79]: 18.05.2012 J concern: In case of continuous measure-

ment by HFID for diesel. J position: Refer to GTR4.

Kommentar [CC80]: Minimum conditioning time to be reviewed

based on experience in validation phase 2

20

1.2.10.3.2. At least two unused reference filters shall be weighed within 8 hours of, but prefer-

ably at the same time as, the sample filter weighings. Reference filters shall be of the same

size and material as the sample filter.

1.2.10.3.3. If the specific weight of any reference filter changes by more than ± 5μg between

sample filter weighings, then the sample filter and reference filters shall be reconditioned in

the weighing room and then reweighed.

1.2.10.3.4. The comparison of reference filter weighings 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

30days.

1.2.10.3.5. Multiple reconditionings and reweighings 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 ± 5 μg 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 ± 5 μg criterion, the sample

filter weighing can be considered valid under the condition that the sum of the absolute differ-

ences between specific and rolling averages from the two reference filters must be less than or

equal to 10 μg.

1.2.10.3.6. 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 discard-

ed 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.

1.2.10.3.7. If the weighing room stability criteria outlined in paragraph 1.3.4. are not met, but

the reference filter weighings 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.

Kommentar [SMD81]: 18.05.2012 J concern: rolling average may lose some

contamination. J position: should be compared with actual

number, but anyone knows feasibility???

21

TEST UNDER OTHER CONDITIONS

1.3. Type II test conditions

Kommentar [SMD82]: This is the placeholder for the -7°C test.

22

ANNEX 6, APPENDIX I

EMISSIONS TEST PROCEDURE FOR A VEHICLE EQUIPPED WITH

PERIODICALLY REGENERATING SYSTEMS

1. INTRODUCTION

This annex defines the specific provisions regarding type-approval of a vehicle

equipped with periodically regenerating systems.

2. SCOPE AND EXTENSION OF THE TYPE APPROVAL

2.1. Vehicle family groups equipped with periodically regenerating system

The procedure applies to vehicles equipped with periodically regenerating. For the purpose of

this annex 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 systems (i.e. catalyst, particulate trap):

(a) Construction (i.e. type of enclosure, type of precious metal, type of substrate, cell den-

sity),

(b) Type and working principle,

(c) Dosage and additive system,

(d) Volume ±10 per cent,

(e) Location (temperature ±50 °C at 120 km/h or 5 per cent difference of max. tempera-

ture / pressure).

Engine:

(a) Combustion process.

Periodically regenerating systems (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 per cent,

(e) Location (temperature ±50 °C at 120 km/h or 5 per cent difference of max.

temperature / pressure).

7.1.4.1. Identical parameters for extending approval are:

(a) Engine;

(b) Combustion process;

(c) Periodically regenerating system (i.e. catalyst, particulate trap);

Kommentar [SMD83]: 27.03.2012 web/telconf.: This entire section

was copied and pasted from ECE-R 83.

Extensions of k1 factors important.

19.04.2012: LabProcICE: will discuss this

subject in conjunction with the other sub-groups.

Kommentar [SMD84]: §2. is family-related and will be discussed later.

Kommentar [SMD85]: This subject appears in three different

forms, one from LabProcICE #112 and in two versions in ECE-R 83.

Kommentar [SMD86]: This is the original text from LabProc#112.

Kommentar [SMD87]: This is how the above appears in ECE-R 83, Annex 13.

Kommentar [SMD88]: This is how the above appears in ECE-R 83, §7.1.4.1.

23

(d) Construction (i.e. type of enclosure, type of precious metal, type of

substrate, cell density);

(e) Type and working principle;

(f) Dosage and additive system;

(g) Volume ±10 per cent;

(h) Location (temperature ±50 °C at 120 km/h or 5 per cent difference of

max. temperature/pressure).

2.2. Vehicle types of different reference masses

The Ki factors developed by the procedures in this annex for type approval of a vehicle type

with periodically regenerating systems, 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. TEST PROCEDURE

The vehicle shall be equipped with a switch capable of inhibiting or permitting the regenera-

tion 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 Manufacturer's (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 per cent)

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 re-

generation (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 Annex 4, para-

graphs 5., 6., 7. and 8. All emissions measurements shall be carried out according to this An-

nex and all calculations shall be carried out according to Annex 7.

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 Annex 1, items 4.2.11.2.1.10.1. to 4.2.11.2.1.10.4. or

4.2.11.2.5.4.1. to 4.2.11.2.5.4.4. as applicable. the test report.

Kommentar [SMD89]: ECE-R 83 uses “may” instead of “shall”. ECE-R 83 makes

it an option to use a switch, GTR makes it

mandatory. Which is really meant to be used?

Kommentar [SMD90]: 18.05.2012 J concern: Necessity of this requirement.

J position: No strong objection, but would

like to know why "shall"?

Kommentar [SMD91]: First sentence crossed out by DC, DC adds second sen-

tence.

Kommentar [SMD92]: These references are taken from ECE-R 83 and

Kommentar [SMD93]: Struck out, added “in the test report”.

Is “test report” the official word?

24

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 paragraph 5.3. of Annex 4 or equiva-

lent engine test bench cycles, depending on the loading procedure chosen in paragraph 3.1.2.

above.

3.2.2. The test and vehicle conditions for the Type I test described in Annex 4 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 en-

sured by one of the following methods:

3.2.3.1. A "dummy" regenerating system or partial system may be fitted for the pre-

conditioning cycles.

3.2.3.2. Any other method agreed between the manufacturer and the type approval authority.

3.2.4. A cold-start exhaust emission test including a regeneration process shall be performed

according to the WLTP-DHC operating cycle, or equivalent engine test bench cycle. If the

emissions tests between two cycles where regeneration phases occur are carried out on an en-

gine 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 cy-

cle or cycles 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. particulate matter filter change). The engine

must be switched off during this period. Use of a single particulate matter filter for multiple

cycles required to complete regeneration is permissible.

3.2.6. The emission values during regeneration (Mri) shall be calculated according to An-

nex 4, paragraph 8. 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

(1) n

M

M

n

j

sij

si

1

'

n 2

(2) d

M

M

d

j

rij

ri

1

'

(3)

dD

dMDMM risi

pi

**

where for each pollutant (i) considered:

Kommentar [SMD94]: 27.03.2012 web/telconf.: These references

will all have to be checked by drafting

coordinator and/or accommodated accord-ingly.

25

M’sij = mass emissions of pollutant (i) in g/km over one Type I operating cycle (or

equivalent engine test bench cycle) without regeneration

M’rij = mass emissions of pollutant (i) in g/km over one Type I 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)

Msi = mean mass emission of pollutant (i) in g/km without regeneration

Mri = mean mass emission of pollutant (i) in g/km during regeneration

Mpi = mean mass emission 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 an illustration of measurement parameters see Figure 8/1.

Number of cycles

M ri

Emission [g/km]

D d

d D

d M D M M

ri si pi

si

pi i

M

M K

M pi

M si

M

,

sij

Figure 8/1: 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

The manufacturer may elect to determine either additive or multiplicative factors,

For multiplicative factors; Ki = Mpi / Msi

For additive factors; Ki = Mpi - Msi

26

Msi, Mpi and Ki results, and the manufacturer’s choice of type of factor shall be recorded in

the test report delivered by the technical service.

Ki may be determined following the completion of a single sequence.

3.4. Calculation of combined exhaust emissions of multiple periodic regenerating systems

(1) j

n

k

ksij

sijn

M

M

j

1

,'

nj ≥ 2

(2) j

d

k

krij

rijd

M

M

j

1

,'

(3)

x

j

j

x

j

jsij

si

D

DM

M

1

1

*

(4)

x

j

j

x

j

jrij

ri

d

dM

M

1

1

*

(5)

x

j

jj

x

j

jri

x

j

jsi

pi

dD

dMDM

M

1

11

)(

**

(6)

x

j

jj

x

j

jrijjsij

pi

dD

dMDM

M

1

1

)(

)**(

(7) For multiplicative factors; si

pi

iM

MK

For additive factors; Ki = Mpi - Msi

where:

Msi = mean mass emission of all events j of pollutant (i) in g/km without

regeneration

Mri = mean mass emission of all events j of pollutant (i) in g/km during regeneration

Mpi = mean mass emission of all events j of pollutant (i) in g/km

Msij = mean mass emission of event j of pollutant (i) in g/km without regeneration

Kommentar [SMD95]: §3.4. to be further discussed.

Additive, multiplicative or consolidated?

Consolidated means having one equation where n could be “1”.

Kommentar [SMD96]: Helge Schmidt to check the equations.

18.05.2012: Helge Schmidt reports, that the

equations are OK.

27

Mrij = mean mass emission of event j of pollutant (i) in g/km during regeneration

M’sij,k = mass emissions of event j of pollutant (i) in g/km over one Type I operating

cycle (or equivalent engine test bench cycle) without regeneration; k test points

M’rij,k = mass emissions of event j of pollutant (i) in g/km over one Type I operating

cycle (or equivalent engine test bench cycle) during regeneration (when k > 1,

the first Type I test is run cold, and subsequent cycles are hot); k test points

nj = number of test points of event j at which emissions measurements (Type I

operating cycles or equivalent engine test bench cycles) are made between two

cycles where regenerative phases occur, 2

dj = number of operating cycles of event j required for regeneration

Dj = number of operating cycles of event j between two cycles where regenerative

phases occur

28

For an illustration of measurement parameters see Figure 8/2.

Figure 8/2: Parameters measured during emissions test during and between cycles where

regeneration occurs (schematic example)

Dj

d j

Dj+1

d j+1

M´sij,k

M´sij+1,k

M´rij,k

M´rij+1,k

Msij

Msij+1

Number of cycles

Emissions

[g/km]

D (1) d (1)

d (x)

D (2) d (2) D (3) d (3) D (x)

M pi

M si

M ri(1) M ri(2) M ri(3)

M ri(x )

M si(1) M si(2)

M si(3) M si(x )

M si(1)

A B

29

For application of a simple and realistic case following example is shown: A system consist-

ing of a particulate trap (DPF) and a NOx storage trap (DeNOx).

DPF: regenerative, equidistant events, similar emissions (± 15%) from event to event

Dj = Dj+1 = D1

dj = dj+1 = d1

Mrij – Msij = Mrij+1 – Msij+1

nj = n

DeNOx: the desulphurisation (SO2 removal) event is initiated before an influence of sulphur

on emissions is detectable (±15% of measured emissions)

M’sij,k=1 = const. Msij = Msij+1 = Msi2

Mrij = Mrij+1 = Mri2

For SO2 removal event:

Mri2, Msi2, d2, D2, n2 = 1

Complete system (DPF + DeNOx):

Msi = n * Msi1 * D1 + Msi2 * D2

Mri = n * Mri1 * d1 + Mri2 * d2

2211

22221111

2211 )(

)(

)( dDdDn

dMDMdMDMn

dDdDn

MMM risirisirisi

pi

The calculation of the factor (Ki) 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 8/2), 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 regenera-

tion 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 multi-

ple Ki – factor.

3.4.1.2. If a single device of the multiple regeneration system changed only in strategy param-

eters (i.e. such as “D” and/or “d” for DPF) and the manufacturer could present technical fea-

sible data and information to the Technical Service that:

- there is no detectable interaction to the other device(s) of the system and

- the important parameters (i.e. construction, working principle, volume, location etc.)

are identical, the necessary update procedure for Ki could be simplified.

As agreed between the manufacturer and the Technical Service in such a case only a single

event of sampling/storage and regeneration should be performed and the test results (“Msi “,

“Mri “) in combination with the changed parameters (“D” and/or “d”) could be introduced in

30

the relevant formula(s) to update the multiple Ki - factor in a mathematical way under substi-

tution of the existing basis Ki - factor formula(s).