{ "url": "https://openlegislation.uk/eu-regulation-2011-582/annex-II/appendix-1", "json_url": "https://openlegislation.uk/eu-regulation-2011-582/annex-II/appendix-1.json", "legislation": "eur/2011/582", "legislation_title": "Commission Regulation (EU) No 582/2011 of 25 May 2011 implementing and amending Regulation (EC) No 595/2009 of the European Parliament and of the Council with respect to emissions from heavy duty vehicles (Euro VI) and amending Annexes I and III to Directive 2007/46/EC of the European Parliament and of the Council (Text with EEA relevance)", "legislation_url": "https://openlegislation.uk/eu-regulation-2011-582", "path": "annex/II/appendix/1", "kind": "appendix", "number": "1", "heading": null, "text": "Test procedure for vehicle emissions testing with portable emissions measurement systems\n1.\nINTRODUCTION\nThis Appendix describes the procedure to determine gaseous emissions from on-vehicle on-road measurements using Portable Emissions Measurement Systems (hereinafter ‘PEMS’). The pollutant emissions to be measured from the exhaust of the engine include the following components: carbon monoxide, total hydrocarbons and nitrogen oxides for compression ignition engines and carbon monoxide, non-methane hydrocarbons, methane and nitrogen oxides for positive ignition engines. Additionally, carbon dioxide shall be measured to enable the calculation procedures described in Section 4.\nFor engines fuelled with natural gas, the manufacturer, technical service or approval authority may choose to measure the total hydrocarbon (THC) emissions only instead of measuring the methane and non-methane hydrocarbon emissions. In that case, the emission limit for the total hydrocarbon emissions is the same as the one specified in Annex I to Regulation (EC) No 595/2009 for methane emissions. For the purposes of the calculation of the conformity factors pursuant to points 4.2.3 and 4.3.2 of this Appendix, the applicable limit shall be the methane emission limit only.\nFor engines fuelled with gases other than natural gas, the manufacturer, technical service or approval authority may choose to measure the total hydrocarbon (THC) emissions instead of measuring the non-methane hydrocarbon emissions. In that case, the emission limit for the total hydrocarbon emissions is the same as the one specified in Annex I to Regulation (EC) No 595/2009 for non-methane hydrocarbon emissions. For the purposes of the calculation of the Conformity Factors pursuant to points 4.2.3 and 4.3.2 of this Appendix, the applicable limit shall be the non-methane emission limit.\n2.\nTEST PROCEDURE\n2.1.\nGeneral requirements\nThe tests shall be carried out with a PEMS comprised of:\n2.1.1.Gas analysers to measure the concentrations of regulated gaseous pollutants in the exhaust gas.\n2.1.2.An exhaust mass flow meter based on the averaging Pitot or equivalent principle.\n2.1.3.A Global Positioning System (hereinafter ‘GPS’).\n2.1.4.Sensors to measure the ambient temperature and pressure.\n2.1.5.A connection with the vehicle ECU).\n2.2.\nTest parameters\nThe parameters as specified in Table 1 shall be measured and recorded at a constant frequency of 1,0 Hz or higher. The original raw data shall be kept by the manufacturer and shall be made available, upon request, to the approval authority ...:\nTable 1\nTest parameters\nMeasured or corrected to a wet basis.\nGas engines only.\nUse the ambient temperature sensor or an intake air temperature sensor.\nThe recorded value shall be either (a) the net brake engine torque in accordance with point 2.4.4 of this Appendix or (b) the net brake engine torque calculated from the torque values in accordance with point 2.4.4 of this Appendix.\nParameter\nUnit\nSource\nTHC concentration\nppm\nAnalyser\nCO concentration\nppm\nAnalyser\nNOx concentration\nppm\nAnalyser\nCO2 concentration\nppm\nAnalyser\nCH4 concentration\nppm\nAnalyser\nExhaust gas flow\nkg/h\nExhaust Flow Meter (hereinafter ‘EFM’)\nExhaust temperature\n°K\nEFM\nAmbient temperature\n°K\nSensor\nAmbient pressure\nkPa\nSensor\nEngine torque\nNm\nECU or Sensor\nEngine speed\nrpm\nECU or Sensor\nEngine fuel flow\ng/s\nECU or Sensor\nEngine coolant temperature\n°K\nECU or Sensor\nEngine intake air temperature\n°K\nSensor\nVehicle ground speed\nkm/h\nECU and GPS\nVehicle latitude\ndegree\nGPS\nVehicle longitude\ndegree\nGPS\n2.2.1.\nData reporting format\nEmission 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.\n2.3.\nPreparation of the vehicle\nThe preparation of the vehicle shall include the following:\n(a)the check of the OBD system: any identified problems once solved shall be recorded and presented to the approval authority;\n(b)the replacement of oil, fuel and reagent, if any.\n2.4.\nInstallation of the measuring equipment\n2.4.1.\nMain Unit\nWhenever possible, PEMS shall be installed in a location where it will be subject to minimal impact from the following:\n(a)ambient temperature changes;\n(b)ambient pressure changes;\n(c)electromagnetic radiation;\n(d)mechanical shock and vibration;\n(e)ambient hydrocarbons — if using a FID analyser that uses ambient air as FID burner air.\nThe installation shall follow the instructions issued by the PEMS manufacturer.\n2.4.2.\nExhaust flow meter\nThe exhaust flow meter shall be attached to the vehicle’s tailpipe. The EFM sensors shall be placed between two pieces of straight tube whose length should be at least 2 times the EFM diameter (upstream and downstream). It is recommended to place the EFM after the vehicle silencer, to limit the effect of exhaust gas pulsations upon the measurement signals.\n2.4.3.\nGlobal Positioning System\nThe antenna shall be mounted at the highest possible location, without risking interference with any obstructions encountered during on-road operation.\n2.4.4.\nConnection with the vehicle ECU\nA data logger shall be used to record the engine parameters listed in Table 1. This data logger can make use of the Control Area Network (CAN) bus of the vehicle to access the ECU data specified in Table 1 of Appendix 5 of Annex 9B to UNECE Regulation No 49 and broadcasted on the CAN according to standard protocols, such as SAE J1939, J1708 or ISO 15765-4. It may calculate the net brake engine torque or perform unit conversions.\n2.4.5.\nSampling of gaseous emissions\nThe sample line shall be heated according to the specifications of point 2.3 of Appendix 2 and properly insulated at the connection points (sample probe and back of the main unit), to avoid the presence of cold spots that could lead to a contamination of the sampling system by condensed hydrocarbons.\nThe sample probe shall be installed in the exhaust pipe in accordance with the requirements set out in paragraph 9.3.10 of Annex 4 to UNECE Regulation No 49.\nIf the length of the sample line is changed, the system transport times shall be verified and if necessary corrected.\n2.5.\nPre-test procedures\n2.5.1.\nStarting and stabilising the PEMS instruments\nThe main units shall be warmed up and stabilised according to the instrument manufacturer specifications until pressures, temperatures and flows have reached their operating set points.\n2.5.2.\nCleaning the sampling system\nTo prevent system contamination, the sampling lines of the PEMS instruments shall be purged until sampling begins, according to the instrument manufacturer specifications.\n2.5.3.\nChecking and calibrating the analysers\nThe zero and span calibration and the linearity checks of the analysers shall be performed using calibration gases meeting the requirements set out in paragraph 9.3.3 of Annex 4 to UNECE Regulation No 49. A linearity check shall have been performed within three months before the actual test.\n2.5.4.\nCleaning the EFM\nThe EFM shall be purged at the pressure transducer connections in accordance with the instrument manufacturer specifications. This procedure shall remove condensation and diesel particulate matter from the pressure lines and the associated flow tube pressure measurement ports.\n2.6.\nEmissions test run\n2.6.1.\nTest start\nEmissions sampling, measurement of the exhaust parameters and recording of the engine and ambient data shall commence prior to starting the engine. The coolant temperature shall not exceed 303 K (30 °C) at the beginning of the test. In case ambient temperature exceeds 303 K (30 °C) at the beginning of the test, the coolant temperature shall not exceed the ambient temperature by more than 2 °C. The data evaluation shall start after the coolant temperature has reached 343 K (70 °C) for the first time or after the coolant temperature is stabilised within +/– 2 K over a period of 5 minutes whichever comes first but no later than 15 minutes after engine start.\n2.6.2.\nTest run\nEmission sampling, measurement of the exhaust parameters and recording of the engine and ambient data shall continue throughout the normal in-use operation of the engine. The engine may be stopped and started, but emissions sampling shall continue throughout the entire test.\nPeriodic zero-checks of the PEMS gas analysers may be conducted every 2 hours and the results may be used to perform a zero drift correction. The data recorded during the checks shall be flagged and shall not be used for the emission calculations.\nIn case of interrupted GPS signal the GPS data may be calculated based on the ECU vehicle speed and a map, for a consecutive period of less than 60 s. If the cumulative loss of GPS signal exceeds 3 % of the total trip duration, the trip should be declared void.\n2.6.3.\nEnd of test sequence\nAt the end of the test, sufficient time shall be given to the sampling systems to allow their response times to elapse. The engine may be shut down before or after sampling is stopped.\n2.7.\nVerification of the measurements\n2.7.1.\nChecking of the analysers\nThe zero, span and linearity checks of the analysers as described in point 2.5.3. shall be performed using calibration gases meeting the requirements set out in paragraph 9.3.3 of Annex 4 to UNECE Regulation No 49.\n2.7.2.\nZero drift\nZero response is defined as the mean response, including noise, to a zero gas during a time interval of at least 30 seconds. The drift of the zero response shall be less than 2 % of full scale on the lowest range used.\n2.7.3.\nSpan drift\nSpan response is defined as the mean response, including noise, to a span gas during a time interval of at least 30 seconds. The drift of the span response shall be less than 2 % of full scale on the lowest range used.\n2.7.4.\nDrift verification\nThis shall apply only if, during the test, no zero drift correction was made.\nAs soon as practical but no later than 30 minutes after the test is complete the gaseous analyser ranges used shall be zeroed and spanned to check their drift compared to the pre-test results.\nThe following provisions shall apply for analyser drift:\n(a)if the difference between the pre-test and post-test results is less than 2 % as specified in points 2.7.2 and 2.7.3, the measured concentrations may be used uncorrected or may be corrected for drift according to point 2.7.5;\n(b)if the difference between the pre-test and post-test results is equal to or greater than 2 % as specified in points 2.7.2 and 2.7.3, the test shall be voided or the measured concentrations shall be corrected for drift according to point 2.7.5.\n2.7.5.\nDrift correction\nIf drift correction is applied in accordance with point 2.7.4, the corrected concentration value shall be calculated in accordance with paragraph 8.6.1 of Annex 4 to UNECE Regulation No 49.\nThe difference between the uncorrected and the corrected brake-specific emission values shall be within ± 6 % of the uncorrected brake-specific emission values. If the drift is greater than 6 %, the test shall be voided. If drift correction is applied, only the drift-corrected emission results shall be used when reporting emissions.\n3.\nCALCULATION OF THE EMISSIONS\nThe final test result shall be rounded in one step to the number of places to the right of the decimal point indicated by the applicable emission standard plus one additional significant figure, in accordance with ASTM E 29-06b. No rounding of intermediate values leading to the final brake-specific emission result shall be allowed.\n3.1.\nTime alignment of data\nTo minimise the biasing effect of the time lag between the different signals on the calculation of mass emissions, the data relevant for emissions calculation shall be time aligned, as described in points 3.1.1 to 3.1.4.\n3.1.1.\nGas analysers data\nThe data from the gas analysers shall be properly aligned using the procedure laid down in paragraph 9.3.5 of Annex 4 to UNECE Regulation No 49.\n3.1.2.\nGas analysers and EFM data\nThe data from the gas analysers shall be properly aligned with the data of the EFM using the procedure in point 3.1.4.\n3.1.3.\nPEMS and engine data\nThe data from the PEMS (gas analysers and EFM) shall be properly aligned with the data from the engine ECU using the procedure in point 3.1.4.\n3.1.4.\nProcedure for improved time-alignment of the PEMS data\nThe test data listed in Table 1 are split into 3 different categories:\n1Gas analysers (THC, CO, CO2, NOx concentrations);\n2Exhaust Flow Meter (Exhaust mass flow and exhaust temperature);\n3Engine (Torque, speed, temperatures, fuel rate, vehicle speed from ECU).\nThe time alignment of each category with the other categories shall be verified by finding the highest correlation coefficient between two series of parameters. All the parameters in a category shall be shifted to maximise the correlation factor. The following parameters shall be used to calculate the correlation coefficients:\nTo time-align:\n(a)categories 1 and 2 (Analysers and EFM data) with category 3 (Engine data): the vehicle speed from the GPS and from the ECU;\n(b)category 1 with category 2: the CO2 concentration and the exhaust mass;\n(c)category 2 with category 3: the CO2 concentration and the engine fuel flow.\n3.2.\nData consistency checks\n3.2.1.\nAnalysers and EFM data\nThe consistency of the data (exhaust mass flow measured by the EFM and gas concentrations) shall be verified using a correlation between the measured fuel flow from the ECU and the fuel flow calculated using the formula in paragraph 8.4.1.7 of Annex 4 to UN/ECE Regulation No 49. A linear regression shall be performed for the measured and calculated fuel rate values. The method of least squares shall be used with the best fit equation having the form:\ny = mx + b\nwhere:\n— y is the calculated fuel flow [g/s]\n— m is the slope of the regression line\n— x is the measured fuel flow [g/s]\n— b is the y intercept of the regression line\nThe slope (m) and the coefficient of determination (r 2 ) shall be calculated for each regression line. It is recommended to perform this analysis in the range from 15 % of the maximum value to the maximum value and at a frequency greater or equal to 1 Hz. For a test to be considered valid, the following two criteria shall be evaluated:\nTable 2\nTolerances\nSlope of the regression line, m\n0,9 to 1,1 — Recommended\nCoefficient of determination r 2\nmin. 0,90 — Mandatory\n3.2.2.\nECU torque data\nThe consistency of the ECU torque data shall be verified by comparing the maximum ECU torque values at different engine speeds with the corresponding values on the official engine full load torque curve according to Section 5 of Annex II.\n3.2.3.\nBrake-Specific Fuel Consumption\nThe Brake Specific Fuel Consumption (BSFC) shall be checked using:\n(a)the fuel consumption calculated from the emissions data (gas analyser concentrations and exhaust mass flow data), in accordance with the formula provided for in point 8.4.1.6 of Annex 4 to UNECE Regulation No 49;\n(b)the work calculated using the data from the ECU (Engine torque and engine speed).\n3.2.4.\nOdometer\nThe distance indicated by the vehicle odometer shall be checked against the GPS data and verified.\n3.2.5.\nAmbient pressure\nThe ambient pressure value shall be checked against the altitude indicated by the GPS data.\n3.3.\nDry-Wet correction\nIf the concentration is measured on a dry basis, it shall be converted to a wet basis in accordance with the formula provided for in paragraph 8.1. of Annex 4 to UNECE Regulation No 49.\n3.4.\nNOx correction for humidity and temperature\nThe NOx concentrations measured by the PEMS shall not be corrected for ambient air temperature and humidity.\n3.5.\nCalculation of the instantaneous gaseous emissions\nThe mass emissions shall be determined as described in paragraph 8.4.2.3 of Annex 4 to UNECE Regulation No 49.\n4.\nDETERMINATION OF EMISSIONS AND CONFORMITY FACTORS\n4.1.\nAveraging window principle\nThe emissions shall be integrated using a moving averaging window method, based on the reference CO 2 mass or the reference work. 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 engine CO 2 mass or work measured over the reference laboratory transient cycle. The moving average calculations are conducted with a time increment Δt equal to the data sampling period. These sub-sets used to average the emissions data are referred to as ‘averaging windows’ in the following points.\nAny invalidated data shall not be considered for the calculation of the work or CO 2 mass and the emissions of the averaging window.\nThe following data shall be considered as not valid data:\n(a)zero drift check of the instruments;\n(b)the data outside the conditions specified in points 4.2 and 4.3 of Annex II.\nThe mass emissions (mg/window) shall be determined as described in paragraph 8.4.2.3 of Annex 4 to UN/ECE Regulation No 49.\nFigure 1\nVehicle speed versus time and vehicle averaged emissions, starting from the first averaging window, versus time\n4.2.\nWork based method\nFigure 2\nWork based method\nThe duration (t2,i – t1,i) of the ith averaging window is determined by:\nWt2,i−Wt1,i≥Wrefwhere:\nW(tj,i) is the engine work measured between the start and time tj,i, kWh;\nWref is the engine work for the WHTC, kWh;\nt2,i shall be selected such that:\nWt2,i−Δt−Wt1,i