# Commission Delegated Regulation (EU) 2017/654 of 19 December 2016 supplementing Regulation (EU) 2016/1628 of the European Parliament and of the Council with regard to technical and general requirements relating to emission limits and type-approval for internal combustion engines for non-road mobile machinery, Division 6.2: Engines with charge-air cooling

Extent: E+W+S+N.I.

A charge-air cooling system with a total intake-air capacity that represents production engines' in-use installation shall be used. Any laboratory charge-air cooling system shall be designed to minimize accumulation of condensate. Any accumulated condensate shall be drained and all drains shall be completely closed before emission testing. The drains shall be kept closed during the emission test. Coolant conditions shall be maintained as follows:
(a) a coolant temperature of at least 293 K (20 °C) shall be maintained at the inlet to the charge-air cooler throughout testing;
(b) at the rated speed and full load, the coolant flow rate shall be set to achieve an air temperature within ± 5 K (± 5 °C) of the value designed by the manufacturer after the charge-air cooler's outlet. The air- outlet temperature shall be measured at the location specified by the manufacturer. This coolant flow rate set point shall be used throughout testing;
(c) if the engine manufacturer specifies pressure-drop limits across the charge-air cooling system, it shall be ensured that the pressure drop across the charge-air cooling system at engine conditions specified by the manufacturer is within the manufacturer's specified limit(s). The pressure drop shall be measured at the manufacturer's specified locations.
When the MTS defined in point 5.2.5.1 is being used in place of rated speed to run the test cycle then this speed may be used in place of rated speed when setting the charge air temperature.
The objective is to produce emission results that are representative of in-use operation. If good engineering judgment indicates that the specifications in this section would result in unrepresentative testing (such as overcooling of the intake air), more sophisticated set points and controls of charge-air pressure drop, coolant temperature, and flow rate may be used to achieve more representative results.

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Source: https://www.legislation.gov.uk/eur/2017/654/annex/VI/division/6/division/6.2 (the official version)
Page: https://openlegislation.uk/eu-regulation-2017-654/annex-VI/division-6/division-6.2
Contains public sector information licensed under the Open Government Licence v3.0. Source: legislation.gov.uk, The National Archives.