(1)

Annex I is amended as follows: Section 1 is replaced by the following: ‘1. SCOPE This Directive applies to the control of gaseous and particulate pollutants, useful life of emission control devices, conformity of in-service vehicles/engines and on-board diagnostic (OBD) systems of all motor vehicles equipped with compression-ignition engines and to the gaseous pollutants, useful life, conformity of in-service vehicles/engines and on-board diagnostic (OBD) systems of all motor vehicles equipped with positive-ignition engines fuelled with natural gas or LPG, and to compression-ignition and positive-ignition engines as specified in Article 1 with the exception of compression-ignition engines of those vehicles of category N1, N2 and M2 and of positive-ignition engines fuelled with natural gas or LPG of those vehicles of category N1 for which type-approval has been granted under Council Directive 70/220/EEC (*). (*) OJ L 76, 6.4.1970, p. 1. Directive as last amended by Commission Directive 2003/76/EC (OJ L 206, 15.8.2003, p. 29).’ " In section 2, the title and sections 2.1 to 2.32.1 are replaced by the following: ‘2. DEFINITIONS 2.1. For the purposes of this Directive, the following definitions shall apply: “approval of an engine (engine family)” means the approval of an engine type (engine family) with regard to the level of the emission of gaseous and particulate pollutants; “auxiliary emission control strategy (AECS)” means an emission control strategy that becomes active or that modifies the base emission control strategy for a specific purpose or purposes and in response to a specific set of ambient and/or operating conditions, e.g. vehicle speed, engine speed, gear used, intake temperature, or intake pressure; “base emission control strategy (BECS)” means an emission control strategy that is active throughout the speed and load operating range of the engine unless an AECS is activated. Examples for BECS are, but are not limited to: “combined deNOx-particulate filter” means an exhaust aftertreatment system designed to concurrently reduce emissions of oxides of nitrogen (NOx) and particulate pollutants (PT); “continuous regeneration” means the regeneration process of an exhaust aftertreatment system that occurs either permanently or at least once per ETC test. Such a regeneration process will not require a special test procedure; “control area” means the area between the engine speeds A and C and between 25 to 100 per cent load; “declared maximum power (Pmax)” means the maximum power in EC kW (net power) as declared by the manufacturer in his application for type-approval; “defeat strategy” means: “deNOx system” means an exhaust aftertreatment system designed to reduce emissions of oxides of nitrogen (NOx) (e.g. there are presently passive and active lean NOx catalysts, NOx adsorbers and Selective Catalytic Reduction (SCR) systems); “delay time” means the time between the change of the component to be measured at the reference point and a system response of 10 % of the final reading (t 10). For the gaseous components, this is basically the transport time of the measured component from the sampling probe to the detector. For the delay time, the sampling probe is defined as the reference point; “diesel engine” means an engine which works on the compression-ignition principle; “ELR test” means a test cycle consisting of a sequence of load steps at constant engine speeds to be applied in accordance with section 6.2 of this Annex; “ESC test” means a test cycle consisting of 13 steady state modes to be applied in accordance with section 6.2 of this Annex; “ETC test” means a test cycle consisting of 1 800 second-by-second transient modes to be applied in accordance with section 6.2 of this Annex; “element of design” means in respect of a vehicle or engine, “emissions-related defect” means a deficiency or deviation from normal production tolerances in design, materials or workmanship in a device, system or assembly that affects any parameter, specification or component belonging to the emission control system. A missing component may be considered to be an “emissions-related defect”; “emission control strategy (ECS)” means an element or set of elements of design that is incorporated into the overall design of an engine system or vehicle for the purposes of controlling exhaust emissions that includes one BECS and one set of AECS; “emission control system” means the exhaust aftertreatment system, the electronic management controller(s) of the engine system and any emission-related component of the engine system in the exhaust which supplies an input to or receives an output from this(these) controller(s), and when applicable the communication interface (hardware and messages) between the engine system electronic control unit(s) (EECU) and any other power train or vehicle control unit with respect to emissions management; “engine-aftertreatment system family” means, for testing over a service accumulation schedule to establish deterioration factors according to Annex II to Commission Directive 2005/78/EC implementing Directive 2005/55/EC of the European Parliament and of the Council on the approximation of the laws of the Member States relating to the measures to be taken against the emission of gaseous and particulate pollutants from compression-ignition engines for use in vehicles, and the emission of gaseous pollutants from positive ignition engines fuelled with natural gas or liquefied petroleum gas for use in vehicles and amending Annexes I, II, III, IV and VI thereto (**) and for checking the conformity of in-service vehicles/engines according to Annex III to Directive 2005/78/EC, a manufacturer’s grouping of engines that comply with the definition of engine family but which are further grouped into engines utilising a similar exhaust after-treatment system; “engine system” means the engine, the emission control system and the communication interface (hardware and messages) between the engine system electronic control unit(s) (EECU) and any other powertrain or vehicle control unit; “engine family” means a manufacturers grouping of engine systems which, through their design as defined in Annex II, Appendix 2 to this Directive, have similar exhaust emission characteristics; all members of the family must comply with the applicable emission limit values; “engine operating speed range” means the engine speed range, most frequently used during engine field operation, which lies between the low and high speeds, as set out in Annex III to this Directive; “engine speeds A, B and C” means the test speeds within the engine operating speed range to be used for the ESC test and the ELR test, as set out in Annex III, Appendix 1 to this Directive; “engine setting” means a specific engine/vehicle configuration that includes the emission control strategy (ECS), one single engine performance rating (the type-approved full-load curve) and, if used, one set of torque limiters; “engine type” means a category of engines which do not differ in such essential respects as engine characteristics as defined in Annex II to this Directive; “exhaust aftertreatment system” means a catalyst (oxidation or 3-way), particulate filter, deNOx system, combined deNOx particulate filter or any other emission-reducing device that is installed downstream of the engine. This definition excludes exhaust gas recirculation, which, where fitted, is considered an integral part of the engine system; “gas engine” means a positive-ignition engine which is fuelled with natural gas (NG) or liquefied petroleum gas (LPG); “gaseous pollutants” means carbon monoxide, hydrocarbons (assuming a ratio of CH1,85 for diesel, CH2,525 for LPG and CH2,93 for NG (NMHC) and an assumed molecule CH3O0,5 for ethanol-fuelled diesel engines), methane (assuming a ratio of CH4 for NG) and oxides of nitrogen, the last-named being expressed in nitrogen dioxide (NO2) equivalent; “high speed (nhi)” means the highest engine speed where 70 % of the declared maximum power occurs; “low speed (nlo)” means the lowest engine speed where 50 % of the declared maximum power occurs; “major functional failure” (***) means a permanent or temporary malfunction of any exhaust aftertreatment system that is expected to result in an immediate or delayed increase of the gaseous or particulate emissions of the engine system and which cannot be properly estimated by the OBD system; “malfunction” means: A manufacturer may nevertheless consider a deterioration or failure that would result in emissions not exceeding the OBD threshold limits as a malfunction; “malfunction indicator (MI)” means a visual indicator that clearly informs the driver of the vehicle in the event of a malfunction in the sense of this Directive; “multi-setting engine” means an engine containing more than one engine setting; “NG gas range” means one of the H or L range as defined in European Standard EN 437, dated November 1993; “net power” means the power in EC kW obtained on the test bench at the end of the crankshaft, or its equivalent, measured in accordance with the EC method of measuring power as set out in Commission Directive 80/1269/EEC (****); “OBD” means an on-board diagnostic system for emission control, which has the capability of detecting the occurrence of a malfunction and of identifying the likely area of malfunction by means of fault codes stored in computer memory; “OBD-engine family” means, for type-approval of the OBD system according to the requirements of Annex IV to Directive 2005/78/EC, a manufacturer's grouping of engine systems having common OBD system design parameters according to section 8 of this Annex; “opacimeter” means an instrument designed to measure the opacity of smoke particles by means of the light extinction principle; “parent engine” means an engine selected from an engine family in such a way that its emissions characteristics will be representative for that engine family; “particulate aftertreatment device” means an exhaust aftertreatment system designed to reduce emissions of particulate pollutants (PT) through a mechanical, aerodynamic, diffusional or inertial separation; “particulate pollutants” means any material collected on a specified filter medium after diluting the exhaust with clean filtered air so that the temperature does not exceed 325 K (52 °C); “per cent load” means the fraction of the maximum available torque at an engine speed; “periodic regeneration” means the regeneration process of an emission control device that occurs periodically in less than 100 hours of normal engine operation. During cycles where regeneration occurs, emission standards can be exceeded. “permanent emission default mode” means an AECS activated in the case of a malfunction of the ECS detected by the OBD system that results in the MI being activated and that does not require an input from the failed component or system; “power take-off unit” means an engine-driven output device for the purposes of powering auxiliary, vehicle mounted, equipment; “reagent” means any medium that is stored on-board the vehicle in a tank and provided to the exhaust aftertreatment system (if required) upon request of the emission control system; “recalibration” means a fine tuning of an NG engine in order to provide the same performance (power, fuel consumption) in a different range of natural gas; “reference speed (nref)” means the 100 per cent speed value to be used for denormalising the relative speed values of the ETC test, as set out in Annex III, Appendix 2 to this Directive; “response time” means the difference in time between a rapid change of the component to be measured at the reference point and the appropriate change in the response of the measuring system whereby the change of the measured component is at least 60 % FS and takes place in less than 0,1 second. The system response time (t 90) consists of the delay time to the system and of the rise time of the system (see also ISO 16183); “rise time” means the time between the 10 % and 90 % response of the final reading (t 90 – t 10). This is the instrument response after the component to be measured has reached the instrument. For the rise time, the sampling probe is defined as the reference point; “self adaptability” means any engine device allowing the air/fuel ratio to be kept constant; “smoke” means particles suspended in the exhaust stream of a diesel engine which absorb, reflect, or refract light; “test cycle” means a sequence of test points each with a defined speed and torque to be followed by the engine under steady state (ESC test) or transient operating conditions (ETC, ELR test); “torque limiter” means a device that temporarily limits the maximum torque of the engine; “transformation time” means the time between the change of the component to be measured at the sampling probe and a system response of 50 % of the final reading (t 50). The transformation time is used for the signal alignment of different measurement instruments; “useful life” means, for vehicles and engines that are type-approved to either row B1, row B2 or row C of the table given in section 6.2.1 of this Annex, the relevant period of distance and/or time that is defined in Article 3 (durability of emission control systems) of this Directive over which compliance with the relevant gaseous, particulate and smoke emission limits has to be assured as part of the type-approval; “Wobbe Index (lower Wl; or upper Wu)” means the ratio of the corresponding calorific value of a gas per unit volume and the square root of its relative density under the same reference conditions: Text of image “λ-shift factor (Sλ)” means an expression that describes the required flexibility of the engine management system regarding a change of the excess-air ratio λ if the engine is fuelled with a gas composition different from pure methane (see Annex VII for the calculation of Sλ). 2.2. Symbols, abbreviations and international standards 2.2.1. Symbols for test parameters (**) OJ L 313, 29.11.2005, p. 1." (***) Article 4(1) of this Directive provides for the monitoring for major functional failure instead of monitoring for the degradation or the loss of catalytic/filtering efficiency of an exhaust aftertreatment system. Examples of major functional failure are given in sections 3.2.3.2 and 3.2.3.3 of Annex IV to Directive 2005/78/EC." (****) OJ L 375, 31.12.1980, p. 46. Directive as last amended by Directive 1999/99/EC (OJ L 334, 28.12.1999, p. 32).’ " engine timing map, EGR map, SCR catalyst reagent dosing map; an AECS that reduces the effectiveness of the emission control relative to the BECS under conditions that may reasonably be expected to be encountered in normal vehicle operation and use, or a BECS that discriminates between operation on a standardised type-approval test and other operations and provides a lesser level of emission control under conditions not substantially included in the applicable type-approval test procedures, any control system, including computer software, electronic control systems and computer logic, any control system calibrations, the result of systems interaction, or any hardware items, any deterioration or failure, including electrical failures, of the emission control system, that would result in emissions exceeding the OBD threshold limits or, when applicable, in failing to reach the range of functional performance of the exhaust aftertreatment system where the emission of any regulated pollutant would exceed the OBD threshold limits, any case where the OBD system is not able to fulfil the monitoring requirements of this Directive. Symbol | Unit | Term A p | m2 | Cross sectional area of the isokinetic sampling probe A e | m2 | Cross sectional area of the exhaust pipe c | ppm/vol. % | Concentration C d | — | Discharge coefficient of SSV-CVS C1 | — | Carbon 1 equivalent hydrocarbon d | m | Diameter D 0 | m3/s | Intercept of PDP calibration function D | — | Dilution factor D | — | Bessel function constant E | — | Bessel function constant E E | — | Ethane efficiency E M | — | Methane efficiency E Z | g/kWh | Interpolated NOx emission of the control point f | 1/s | Frequency f a | — | Laboratory atmospheric factor fc | s–1 | Bessel filter cut-off frequency F s | — | Stoichiometric factor H | MJ/m3 | Calorific value H a | g/kg | Absolute humidity of the intake air H d | g/kg | Absolute humidity of the dilution air i | — | Subscript denoting an individual mode or instantaneous measurement K | — | Bessel constant k | m–1 | Light absorption coefficient k f | | Fuel specific factor for dry to wet correction k h,D | — | Humidity correction factor for NOx for diesel engines k h,G | — | Humidity correction factor for NOx for gas engines K V | | CFV calibration function k W,a | — | Dry to wet correction factor for the intake air k W,d | — | Dry to wet correction factor for the dilution air k W,e | — | Dry to wet correction factor for the diluted exhaust gas k W,r | — | Dry to wet correction factor for the raw exhaust gas L | % | Percent torque related to the maximum torque for the test engine La | m | Effective optical path length M ra | g/mol | Molecular mass of the intake air M re | g/mol | Molecular mass of the exhaust m d | kg | Mass of the dilution air sample passed through the particulate sampling filters m ed | kg | Total diluted exhaust mass over the cycle m edf | kg | Mass of equivalent diluted exhaust over the cycle m ew | kg | Total exhaust mass over the cycle m f | mg | Particulate sample mass collected m f,d | mg | Particulate sample mass of the dilution air collected m gas | g/h or g | Gaseous emissions mass flow (rate) m se | kg | Sample mass over the cycle m sep | kg | Mass of the diluted exhaust sample passed through the particulate sampling filters m set | kg | Mass of the double diluted exhaust sample passed through the particulate sampling filters m ssd | kg | Mass of secondary dilution air N | % | Opacity N P | — | Total revolutions of PDP over the cycle N P,i | — | Revolutions of PDP during a time interval n | min–1 | Engine speed n p | s–1 | PDP speed nhi | min–1 | High engine speed nlo | min–1 | Low engine speed nref | min–1 | Reference engine speed for ETC test p a | kPa | Saturation vapour pressure of the engine intake air p b | kPa | Total atmospheric pressure p d | kPa | Saturation vapour pressure of the dilution air p p | kPa | Absolute pressure p r | kPa | Water vapour pressure after cooling bath p s | kPa | Dry atmospheric pressure p 1 | kPa | Pressure depression at pump inlet P(a) | kW | Power absorbed by auxiliaries to be fitted for test P(b) | kW | Power absorbed by auxiliaries to be removed for test P(n) | kW | Net power non-corrected P(m) | kW | Power measured on test bed q maw | kg/h or kg/s | Intake air mass flow rate on wet basis q mad | kg/h or kg/s | Intake air mass flow rate on dry basis q mdw | kg/h or kg/s | Dilution air mass flow rate on wet basis q mdew | kg/h or kg/s | Diluted exhaust gas mass flow rate on wet basis q mdew,i | kg/s | Instantaneous CVS flow rate mass on wet basis q medf | kg/h or kg/s | Equivalent diluted exhaust gas mass flow rate on wet basis q mew | kg/h or kg/s | Exhaust gas mass flow rate on wet basis q mf | kg/h or kg/s | Fuel mass flow rate q mp | kg/h or kg/s | Particulate sample mass flow rate q vs | dm3/min | Sample flow rate into analyser bench q vt | cm3/min | Tracer gas flow rate Ω | — | Bessel constant Q s | m3/s | PDP/CFV-CVS volume flow rate Q SSV | m3/s | SSV-CVS volume flow rate ra | — | Ratio of cross sectional areas of isokinetic probe and exhaust pipe r d | — | Dilution ratio r D | — | Diameter ratio of SSV-CVS r p | — | Pressure ratio of SSV-CVS r s | — | Sample ratio Rf | — | FID response factor ρ | kg/m3 | density S | kW | Dynamometer setting Si | m–1 | Instantaneous smoke value Sλ | — | λ-shift factor T | K | Absolute temperature T a | K | Absolute temperature of the intake air t | s | Measuring time te | s | Electrical response time tf | s | Filter response time for Bessel function tp | s | Physical response time Δt | s | Time interval between successive smoke data (= 1/sampling rate) Δt i | s | Time interval for instantaneous CVS flow τ | % | Smoke transmittance u | — | Ratio between densities of gas component and exhaust gas V 0 | m3/rev | PDP gas volume pumped per revolution V s | l | System volume of analyser bench W | — | Wobbe index Wact | kWh | Actual cycle work of ETC Wref | kWh | Reference cycle work of ETC W F | — | Weighting factor WFE | — | Effective weighting factor X 0 | m3/rev | Calibration function of PDP volume flow rate Yi | m–1 | 1 s Bessel averaged smoke value Former sections 2.32.2 and 2.32.3 become sections 2.2.2 and 2.2.3 respectively. The following sections 2.2.4 and 2.2.5 are added: ‘2.2.4. Symbols for the fuel composition 2.2.5. Standards referenced by this Directive w ALF | hydrogen content of fuel, % mass w BET | carbon content of fuel, % mass w GAM | sulphur content of fuel, % mass w DEL | nitrogen content of fuel, % mass w EPS | oxygen content of fuel, % mass 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) referring to a fuel CβHαOεNδSγ β = 1 for carbon based fuels, β = 0 for hydrogen fuel. ISO 15031-1 | ISO 15031-1: 2001 Road vehicles – Communication between vehicle and external equipment for emissions related diagnostics – Part 1: General information. ISO 15031-2 | ISO/PRF TR 15031-2: 2004 Road vehicles – Communication between vehicle and external equipment for emissions related diagnostics – Part 2: Terms, definitions, abbreviations and acronyms. ISO 15031-3 | ISO 15031-3: 2004 Road vehicles – Communication between vehicle and external equipment for emissions related diagnostics – Part 3: Diagnostic connector and related electrical circuits, specification and use. SAE J1939-13 | SAE J1939-13: Off-Board Diagnostic Connector. ISO 15031-4 | ISO DIS 15031-4.3: 2004 Road vehicles – Communication between vehicle and external equipment for emissions related diagnostics – Part 4: External test equipment. SAE J1939-73 | SAE J1939-73: Application Layer – Diagnostics. ISO 15031-5 | ISO DIS 15031-5.4: 2004 Road vehicles – Communication between vehicle and external equipment for emissions related diagnostics – Part 5: Emissions-related diagnostic services. ISO 15031-6 | ISO DIS 15031-6.4: 2004 Road vehicles – Communication between vehicle and external equipment for emissions related diagnostics – Part 6: Diagnostic trouble code definitions. SAE J2012 | SAE J2012: Diagnostic Trouble Code Definitions Equivalent to ISO/DIS 15031-6, April 30, 2002. ISO 15031-7 | ISO 15031-7: 2001 Road vehicles – Communication between vehicle and external equipment for emissions related diagnostics – Part 7: Data link security. SAE J2186 | SAE J2186: E/E Data Link Security, dated October 1996. ISO 15765-4 | ISO 15765-4: 2001 Road vehicles – Diagnostics on Controller Area Network (CAN) – Part 4: Requirements for emissions-related systems. SAE J1939 | SAE J1939: Recommended Practice for a Serial Control and Communications Vehicle Network. ISO 16185 | ISO 16185: 2000 Road vehicles – Engine family for homologation. ISO 2575 | ISO 2575: 2000 Road vehicles – Symbols for controls, indicators and tell-tales. ISO 16183 | ISO 16183: 2002 Heavy duty engines – Measurement of gaseous emissions from raw exhaust gas and of particulate emissions using partial flow dilution systems under transient test conditions.’ Section 3.1.1 is replaced by the following: 3.1.1. The application for approval of an engine type or engine family with regard to the level of the emission of gaseous and particulate pollutants for diesel engines and with regard to the level of the emission of gaseous pollutants for gas engines as well as the useful life and on-board diagnostic (OBD) system shall be submitted by the engine manufacturer or by a duly accredited representative. Should the application concern an engine equipped with an on-board diagnostic (OBD) system, the requirements of section 3.4 must be fulfilled.’ Section 3.2.1 is replaced by the following: 3.2.1. The application for approval of a vehicle with regard to emission of gaseous and particulate pollutants by its diesel engine or diesel engine family and with regard to the level of the emission of gaseous pollutants by its gas engine or gas engine family as well as the useful life and on-board diagnostic (OBD) system shall be submitted by the vehicle manufacturer or by a duly accredited representative. Should the application concern an engine equipped with an on-board diagnostic (OBD) system, the requirements of section 3.4 must be fulfilled.’ The following section 3.2.3 is added: 3.2.3. The manufacturer shall provide a description of the malfunction indicator (MI) used by the OBD system to signal the presence of a fault to a driver of the vehicle. The manufacturer shall provide a description of the indicator and warning mode used to signal the lack of required reagent to a driver of the vehicle.’ Section 3.3.1 is replaced by the following: 3.3.1. The application for approval of a vehicle with regard to emission of gaseous and particulate pollutants by its approved diesel engine or diesel engine family and with regard to the level of the emission of gaseous pollutants by its approved gas engine or gas engine family as well as the useful life and on-board diagnostic (OBD) system shall be submitted by the vehicle manufacturer or by a duly accredited representative.’ The following section 3.3.3 is added: 3.3.3. The manufacturer shall provide a description of the malfunction indicator (MI) used by the OBD system to signal the presence of a fault to a driver of the vehicle. The manufacturer shall provide a description of the indicator and warning mode used to signal the lack of required reagent to a driver of the vehicle.’ The following section 3.4 is added: ‘3.4. On-board diagnostic systems The application for approval of an engine equipped with an on-board diagnostic (OBD) system must be accompanied by the information required in section 9 of Appendix 1 to Annex II (description of the parent engine) and/or section 6 of Appendix 3 to Annex II (description of an engine type within the family) together with: 3.4.1.1. Detailed written information fully describing the functional operation characteristics of the OBD system, including a listing of all relevant parts of the engine's emission control system, i.e. sensors, actuators and components, that are monitored by the OBD system; Where applicable, a declaration by the manufacturer of the parameters that are used as a basis for major functional failure monitoring and, in addition: 3.4.1.2.1. The manufacturer shall provide the technical service with a description of potential failures within the emission control system that will have an effect on emissions. This information shall be subject to discussion and agreement between the technical service and the vehicle manufacturer. 3.4.1.3. Where applicable, a description of the communication interface (hardware and messages) between the engine electronic control unit (EECU) and any other powertrain or vehicle control unit when the exchanged information has an influence on the correct functioning of the emission control system. 3.4.1.4. Where appropriate, copies of other type-approvals with the relevant data to enable extensions of approvals. 3.4.1.5. If applicable, the particulars of the engine family as referred to in section 8 of this Annex. 3.4.1.6. The manufacturer must describe provisions taken to prevent tampering with and modification of the EECU or any interface parameter considered in section 3.4.1.3.’ In section 5.1.3 the footnote is deleted. Section 6.1 is replaced by the following: ‘6.1. General 6.1.1. Emission control equipment 6.1.1.1. The components liable to affect, where appropriate, the emission of gaseous and particulate pollutants from diesel and gas engines shall be so designed, constructed, assembled and installed as to enable the engine, in normal use, to comply with the provisions of this Directive. The use of a defeat strategy is forbidden. 6.1.2.1. The use of a multi-setting engine is forbidden until appropriate and robust provisions for multi-setting engines are laid down in this Directive (*). 6.1.3. Emission control strategy 6.1.3.1. Any element of design and emission control strategy (ECS) liable to affect the emission of gaseous and particulate pollutants from diesel engines and the emission of gaseous pollutants from gas engines shall be so designed, constructed, assembled and installed as to enable the engine, in normal use, to comply with the provisions of this Directive. ECS consists of the base emission control strategy (BECS) and usually one or more auxiliary emission control strategies (AECS). 6.1.4. Requirements for base emission control strategy 6.1.4.1. The base emission control strategy (BECS) shall be so designed as to enable the engine, in normal use, to comply with the provisions of this Directive. Normal use is not restricted to the conditions of use as specified in paragraph 6.1.5.4. 6.1.5. Requirements for auxiliary emission control strategy 6.1.5.1. An auxiliary emission control strategy (AECS) may be installed to an engine or on a vehicle provided that the AECS: 6.1.5.2. An auxiliary emission control strategy (AECS) that operates within the conditions of use specified in section 6.1.5.4 and which results in the use of a different or modified emission control strategy (ECS) to that normally employed during the applicable emission test cycles will be permitted if, in complying with the requirements of section 6.1.7, it is fully demonstrated that the measure does not permanently reduce the effectiveness of the emission control system. In all other cases, such strategy shall be considered to be a defeat strategy. 6.1.5.3. An auxiliary emission control strategy (AECS) that operates outside the conditions of use specified in section 6.1.5.4 will be permitted if, in complying with the requirements of section 6.1.7, it is fully demonstrated that the measure is the minimum strategy necessary for the purposes of paragraph 6.1.5.6 with respect to environmental protection and other technical aspects. In all other cases, such a strategy shall be considered to be a defeat strategy. 6.1.5.4. As provided for in section 6.1.5.1, the following conditions of use apply under steady state and transient engine operations: 6.1.5.5. An auxiliary emission control strategy (AECS) may be installed to an engine, or on a vehicle, provided that the operation of the AECS is included in the applicable type-approval test and is activated according to section 6.1.5.6. 6.1.5.6. The AECS is activated: 6.1.6. Requirements for torque limiters 6.1.6.1. A torque limiter will be permitted if it complies with the requirements of section 6.1.6.2. or 6.5.5. In all other cases, a torque limiter shall be considered to be a defeat strategy. 6.1.6.2. A torque limiter may be installed to an engine, or on a vehicle, provided that: 6.1.7. Special requirements for electronic emission control systems 6.1.7.1. Documentation requirements The manufacturer shall provide a documentation package that gives access to any element of design and emission control strategy (ECS), and torque limiter of the engine system and the means by which it controls its output variables, whether that control is direct or indirect. The documentation shall be made available in two parts: The additional material shall also contain a justification for the use of any AECS and include additional material and test data to demonstrate the effect on exhaust emissions of any AECS installed to the engine or on the vehicle. The justification for the use of an AECS may be based on test data and/or sound engineering analysis. This additional material shall remain strictly confidential, and be made available to the type-approval authority on request. The type-approval authority will keep this material confidential. 6.1.8. Specifically for the type-approval of engines according to row A of the tables in section 6.2.1 (engines not normally tested on ETC) 6.1.8.1. To verify whether any strategy or measure should be considered a defeat strategy according to the definitions given in section 2, the type-approval authority and/or the technical service may additionally request a NOx screening test using the ETC which may be carried out in combination with either the type-approval test or the procedures for checking the conformity of production. 6.1.8.2. In verifying whether any strategy or measure should be considered a defeat strategy according to the definitions given in section 2, an additional margin of 10 %, related to the appropriate NOx limit value, shall be accepted. 6.1.9. The transitional provisions for extension of type-approval are given in section 6.1.5 of Annex I to Directive 2001/27/EC. Until the 8 November 2006, the existing approval certificate number will remain valid. In case of extension, only the sequential number to denote the extension base approval number will change as follows: Example for the second extension of the fourth approval corresponding to application date A, issued by Germany: e1*88/77*2001/27A*0004*02 6.1.10. Provisions for electronic system security 6.1.10.1. Any vehicle with an Emission Control Unit must include features to deter modification, except as authorised by the manufacturer. The manufacturer shall authorise modifications if these modifications are necessary for the diagnosis, servicing, inspection, retrofitting or repair of the vehicle. Any reprogrammable computer codes or operating parameters must be resistant to tampering and afford a level of protection at least as good as the provisions in ISO 15031-7 (SAE J2186) provided that the security exchange is conducted using the protocols and diagnostic connector as prescribed in section 6 of Annex IV to Directive 2005/78/EC. Any removable calibration memory chips must be potted, encased in a sealed container or protected by electronic algorithms and must not be changeable without the use of specialised tools and procedures. 6.1.10.2. Computer-coded engine operating parameters must not be changeable without the use of specialised tools and procedures (e.g. soldered or potted computer components or sealed (or soldered) computer enclosures). 6.1.10.3. Manufacturers must take adequate steps to protect the maximum fuel delivery setting from tampering while a vehicle is in-service. 6.1.10.4. Manufacturers may apply to the approval authority for an exemption from one of these requirements for those vehicles that are unlikely to require protection. The criteria that the approval authority 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. 6.1.10.5. Manufacturers using programmable computer code systems (e.g. electrical erasable programmable read-only memory, EEPROM) must deter unauthorised reprogramming. Manufacturers must include enhanced tamper-protection strategies and write protect features requiring electronic access to an off-site computer maintained by the manufacturer. Alternative methods giving an equivalent level of tamper protection may be approved by the authority. (*) The Commission will determine whether specific measures regarding multi-setting engines need to be laid down in this Directive at the same time as a proposal addressing the requirements of Article 10 of this Directive." (**) Up to 1 October 2008, the following applies: “an ambient temperature within the range 279 K to 303 K (6 °C to 30 °C)”." (***) This temperature range will be reconsidered as part of the review of this Directive with special emphasis on the appropriateness of the lower temperature boundary.’ " operates only outside the conditions of use specified in paragraph 6.1.5.4 for the purposes defined in paragraph 6.1.5.5, or is activated only exceptionally within the conditions of use specified in paragraph 6.1.5.4 for the purposes defined in paragraph 6.1.5.6. and not longer than is needed for these purposes. an altitude not exceeding 1 000 metres (or equivalent atmospheric pressure of 90 kPa), and an ambient temperature within the range 275 K to 303 K (2 °C to 30 °C) (**) (***), and engine coolant temperature within the range 343 K to 373 K (70 °C to 100 °C). only by on-board signals for the purpose of protecting the engine system (including air-handling device protection) and/or vehicle from damage, or for purposes such as operational safety, permanent emission default modes and limp-home strategies, or for such purposes as excessive emissions prevention, cold start or warming-up, or if it is used to trade-off the control of one regulated pollutant under specific ambient or operating conditions in order to maintain control of all other regulated pollutants within the emission limit values that are appropriate for the engine in question. The overall effects of such an AECS is to compensate for naturally occurring phenomena and do so in a manner that provides acceptable control of all emission constituents. the torque limiter is activated only by on-board signals for the purpose of protecting the powertrain or vehicle construction from damage and/or for the purpose of vehicle safety, or for power take-off activation when the vehicle is stationary, or for measures to ensure the correct functioning of the deNOx system, and the torque limiter is active only temporarily, and the torque limiter does not modify the emission control strategy (ECS), and in case of power take-off or powertrain protection the torque is limited to a constant value, independent from the engine speed, while never exceeding the full-load torque, and is activated in the same manner to limit the performance of a vehicle in order to encourage the driver to take the necessary measures in order to ensure the correct functioning of NOx control measures within the engine system. the formal documentation package, which shall be supplied to the technical service at the time of submission of the type-approval application, shall include a full description of the ECS and, if applicable, the torque limiter. This documentation may be brief, provided that it exhibits evidence that all outputs permitted by a matrix obtained from the range of control of the individual unit inputs have been identified. This information shall be attached to the documentation required in section 3 of this Annex; additional material that shows the parameters that are modified by any auxiliary emission control strategy (AECS) and the boundary conditions under which the AECS operates. The additional material shall include a description of the fuel system control logic, timing strategies and switch points during all modes of operation. It shall also include a description of the torque limiter described in section 6.5.5 of this Annex. The introductory part of Section 6.2 is replaced by the following: ‘6.2. Specifications Concerning the Emission of Gaseous and Particulate Pollutants and Smoke For type approval to row A of the tables in section 6.2.1, the emissions shall be determined on the ESC and ELR tests with conventional diesel engines including those fitted with electronic fuel injection equipment, exhaust gas recirculation (EGR), and/or oxidation catalysts. Diesel engines fitted with advanced exhaust aftertreatment systems including deNOx catalysts and/or particulate traps, shall additionally be tested on the ETC test. For type approval testing to either row B1 or B2 or row C of the tables in section 6.2.1 the emissions shall be determined on the ESC, ELR and ETC tests. For gas engines, the gaseous emissions shall be determined on the ETC test. The ESC and ELR test procedures are described in Annex III, Appendix 1, the ETC test procedure in Annex III, Appendices 2 and 3. The emissions of gaseous pollutants and particulate pollutants, if applicable, and smoke, if applicable, by the engine submitted for testing shall be measured by the methods described in Annex III, Appendix 4. Annex V describes the recommended analytical systems for the gaseous pollutants, the recommended particulate sampling systems, and the recommended smoke measurement system. Other systems or analysers may be approved by the Technical Service if it is found that they yield equivalent results on the respective test cycle. The determination of system equivalency shall be based upon a 7 sample pair (or larger) correlation study between the system under consideration and one of the reference systems of this Directive. For particulate emissions, only the full flow dilution system or the partial flow dilution system meeting the requirements of ISO 16183 are recognised as equivalent reference systems. “Results” refer to the specific cycle emissions value. The correlation testing shall be performed at the same laboratory, test cell, and on the same engine, and is preferred to be run concurrently. The equivalency of the sample pair averages shall be determined by F-test and t-test statistics as described in Appendix 4 to this Annex obtained under these laboratory, test cell and engine conditions. Outliers shall be determined in accordance with ISO 5725 and excluded from the database. For introduction of a new system into the Directive the determination of equivalency shall be based upon the calculation of repeatability and reproducibility, as described in ISO 5725.’ The following sections 6.3, 6.4 and 6.5 are added: ‘6.3. Durability and deterioration factors 6.3.1. For the purposes of this Directive, the manufacturer shall determine deterioration factors that will be used to demonstrate that the gaseous and particulate emissions of an engine family or engine-aftertreatment system family remain in conformity with the appropriate emission limits specified in the tables in section 6.2.1 of this Annex over the appropriate durability period laid down in Article 3 to this Directive. 6.3.2. The procedures for demonstrating the compliance of an engine or engine-aftertreatment system family with the relevant emission limits over the appropriate durability period are given in Annex II to Directive 2005/78/EC. 6.4. On-Board Diagnostic (OBD) system 6.4.1. As laid down in Articles 4(1) and 4(2) of this Directive, diesel engines or vehicles equipped with a diesel engine must be fitted with an on-board diagnostic (OBD) system for emission control in accordance with the requirements of Annex IV to Directive 2005/78/EC. As laid down in Article 4(2) of this Directive, gas engines or vehicles equipped with a gas engine must be fitted, with an on-board diagnostic (OBD) system for emission control in accordance with the requirements of Annex IV to Directive 2005/78/EC. 6.4.2. Small batch engine production As an alternative to the requirements of this section, engine manufacturers whose world-wide annual production of a type of engine, belonging to an OBD engine family, The type-approval authority must inform the Commission of the circumstances of each type-approval granted under this provision. 6.5. Requirements to ensure correct operation of NOx control measures (*) 6.5.1. General 6.5.1.1. This section is applicable to all engine systems irrespective of the technology used to comply with the emission limit values given in the tables in section 6.2.1 of this Annex. 6.5.1.2. Application dates The Requirements of sections 6.5.3, 6.5.4 and 6.5.5 shall apply from 1 October 2006 for new type approvals and from 1 October 2007 for all registrations of new vehicles. 6.5.1.3. Any engine system covered by this section shall be designed, constructed and installed so as to be capable of meeting these requirements over the useful life of the engine. 6.5.1.4. Information that fully describes the functional operational characteristics of an engine system covered by this section shall be provided by the manufacturer in Annex II to this Directive. 6.5.1.5. In its application for type-approval, if the engine system requires a reagent, the manufacturer shall specify the characteristics of all reagent(s) consumed by any exhaust aftertreatment system, e.g. type and concentrations, operational temperature conditions, reference to international standards etc. 6.5.1.6. With reference to section 6.1, any engine system covered by this section shall retain its emission control function during all conditions regularly pertaining in the territory of the European Union, especially at low ambient temperatures. 6.5.1.7. For the purpose of type-approval, the manufacturer shall demonstrate to the Technical Service that for engine systems that require a reagent, any emission of ammonia does not exceed, over the applicable emissions test cycle, a mean value of 25 ppm. 6.5.1.8. For engine systems requiring a reagent, each separate reagent tank installed on a vehicle shall include a means for taking a sample of any fluid inside the tank. The sampling point shall be easily accessible without the use of any specialised tool or device. 6.5.2. Maintenance requirements 6.5.2.1. The manufacturer shall furnish or cause to be furnished to all owners of new heavy-duty vehicles or new heavy-duty engines written instructions that shall state that if the vehicle emission control system is not functioning correctly, the driver shall be informed of a problem by the malfunction indicator (MI) and the engine shall consequentially operate with a reduced performance. 6.5.2.2. The instructions will indicate requirements for the proper use and maintenance of vehicles, including where relevant the use of consumable reagents. 6.5.2.3. The instructions shall be written in clear and non-technical language and in the language of the country in which a new heavy-duty vehicle or new heavy-duty engine is sold or registered. 6.5.2.4. The instructions shall specify if consumable reagents have to be refilled by the vehicle operator between normal maintenance intervals and shall indicate a likely rate of reagent consumption according to the type of new heavy-duty vehicle. 6.5.2.5. The instructions shall specify that use of and refilling of a required reagent of the correct specifications when indicated is mandatory for the vehicle to comply with the certificate of conformity issued for that vehicle or engine type. 6.5.2.6. 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 pollutant emissions and that, in consequence, any favourable conditions for the purchase or operation of the vehicle obtained in the country of registration or other country in which the vehicle is used may become invalid. 6.5.3. Engine system NOx control 6.5.3.1. Incorrect operation of the engine system with respect to NOx emissions control (for example due to lack of any required reagent, incorrect EGR flow or deactivation of EGR) shall be determined through monitoring of the NOx level by sensors positioned in the exhaust stream. 6.5.3.2. Engine systems shall be equipped with a method for determining the NOx level in the exhaust stream. Any deviation in NOx level more than 1,5 g/kwh above the applicable limit value given in table I of section 6.2.1 of Annex I to this Directive, shall result in the driver being informed by activation of the MI (see section 3.6.5 of Annex IV to Directive 2005/78/EC). 6.5.3.3. In addition, a non-erasable fault code identifying the reason why NOx exceeds the levels specified in the paragraph above shall be stored in accordance with paragraph 3.9.2 of Annex IV to Directive 2005/78/EC for at least 400 days or 9 600 hours of engine operation. 6.5.3.4. If the NOx level exceeds the OBD threshold limit values given in the table in Article 4(3) of this Directive (**), a torque limiter shall reduce the performance of the engine according to the requirements of section 6.5.5 in a manner that is clearly perceived by the driver of the vehicle. When the torque limiter is activated the driver shall continue to be alerted according to the requirements of section 6.5.3.2. 6.5.3.5. In the case of engine systems that rely on the use of EGR and no other aftertreatment system for NOx emissions control, the manufacturer may utilise an alternative method to the requirements of paragraph 6.5.3.1 for the determination of the NOx level. At the time of type approval the manufacturer shall demonstrate that the alternative method is equally timely and accurate in determining the NOx level compared to the requirements of paragraph 6.5.3.1 and that it triggers the same consequences as those referred to in sections 6.5.3.2, 6.5.3.3 and 6.5.3.4. 6.5.4. Reagent control 6.5.4.1. For vehicles that require the use of a reagent to fulfil the requirements of this section, the driver shall be informed of the level of reagent in the on-vehicle reagent storage tank through a specific mechanical or electronic indication on the vehicle’s dashboard. This shall include a warning when the level of reagent goes: The reagent indicator shall be placed in close proximity to the fuel level indicator. 6.5.4.2. The driver shall be informed, according to the requirements of section 3.6.5 of Annex IV to Directive 2005/78/EC, if the reagent tank becomes empty. 6.5.4.3. As soon as the reagent tank becomes empty, the requirements of section 6.5.5 shall apply in addition to the requirements of section 6.5.4.2. 6.5.4.4. A manufacturer may choose to comply with the sections 6.5.4.5 to 6.5.4.13 as an alternative to complying with the requirements of section 6.5.3. 6.5.4.5. Engine systems shall include a means of determining that a fluid corresponding to the reagent characteristics declared by the manufacturer and recorded in Annex II to this Directive is present on the vehicle. 6.5.4.6. If the fluid in the reagent tank does not correspond to the minimum requirements declared by the manufacturer as recorded in Annex II to this Directive the additional requirements of section 6.5.4.13 shall apply. 6.5.4.7. Engine systems shall include a means for determining reagent consumption and providing off-board access to consumption information. 6.5.4.8. Average reagent consumption and average demanded reagent consumption by the engine system either over the previous complete 48 hour period of engine operation or the period needed for a demanded reagent consumption of at least 15 litres, whichever is longer, shall be available via the serial port of the standard diagnostic connector (see section 6.8.3 of Annex IV to Directive 2005/78/EC). 6.5.4.9. In order to monitor reagent consumption, at least the following parameters within the engine shall be monitored: 6.5.4.10. Any deviation more than 50 % in average reagent consumption and average demanded reagent consumption by the engine system over the period defined in section 6.5.4.8 shall result in application of the measures laid down in paragraph 6.5.4.13. 6.5.4.11. In the case of interruption in reagent dosing activity the measures laid down in paragraph 6.5.4.13 shall apply. This is not required where such interruption is demanded by the engine ECU because engine operating conditions are such that the engine’s emission performance does not require reagent dosing, provided that the manufacturer has clearly informed the approval authority when such operating conditions apply. 6.5.4.12. If the NOx level exceeds 7,0 g/kWh on the ETC test cycle the measures laid down in section 6.5.4.13 shall apply. 6.5.4.13. Where reference is made to this section, the driver shall be alerted by activation of the MI (see section 3.6.5 of Annex IV to Directive 2005/78/EC) and a torque limiter shall reduce the performance of the engine according to the requirements of section 6.5.5 in a manner that is clearly perceived by the driver of the vehicle. A non-erasable fault code identifying the reason for torque limiter activation shall be stored in accordance with paragraph 3.9.2 of Annex IV to Directive 2005/78/EC for a minimum of 400 days or 9 600 hours of engine operation. 6.5.5. Measures to discourage tampering of exhaust aftertreatment systems 6.5.5.1. Any engine system covered by this section shall include a torque limiter that will alert the driver that the engine system is operating incorrectly or the vehicle is being operated in an incorrect manner and thereby encourage the prompt rectification of any fault(s). 6.5.5.2. The torque limiter shall be activated when the vehicle becomes stationary for the first time after the conditions of either sections 6.5.3.4, 6.5.4.3, 6.5.4.6, 6.5.4.10, 6.5.4.11 or 6.5.4.12 have occurred. 6.5.5.3. Where the torque limiter comes into effect, the engine torque shall not, in any case, exceed a constant value of: 6.5.5.4. The scheme of torque limitation is set out in sections 6.5.5.5 to 6.5.5.6. 6.5.5.5. Detailed written information fully describing the functional operation characteristics of the torque limiter shall be specified according to the documentation requirements of section 6.1.7.1 of this Annex. 6.5.5.6. The torque limiter shall be deactivated when the engine speed is at idle if the conditions for its activation have ceased to exist. The torque limiter shall not be automatically deactivated without the reason for its activation being remedied. 6.5.5.7. Demonstration of torque limiter 6.5.5.7.1. As part of the application for type-approval provided for in section 3 of this Annex, the manufacturer shall demonstrate the operation of the torque limiter either by tests on an engine dynamometer or by a vehicle test. 6.5.5.7.2. If an engine dynamometer test is to be carried out the manufacturer shall run consecutive ETC test cycles in order to demonstrate that the torque limiter will operate, including its activation, in accordance with the requirements of section 6.5, and in particular with those of section 6.5.5.2 and 6.5.5.3. 6.5.5.7.3. If a vehicle test is to be carried out, the vehicle shall be driven over the road or test track to demonstrate that the torque limiter will operate, including its activation, in accordance with the requirements of section 6.5, and in particular with those of section 6.5.5.2 and 6.5.5.3. (*) The Commission intends to review this section by 31 December 2006." (**) The Commission intends to review those values by 31 December 2005.’ " is less than 500 units per year, may obtain EC type-approval on the basis of the requirements of the present directive where the engine is monitored only for circuit continuity and the after-treatment system is monitored for major functional failure; is less than 50 units per year, may obtain EC type-approval on the basis of the requirements of the present directive where the complete emission control system (i.e. the engine and after-treatment system) are monitored only for circuit continuity. below 10 % of the tank or a higher percentage at the choice of the manufacturer, or below the level corresponding to the driving distance possible with the fuel reserve level specified by the manufacturer. level of reagent in on-vehicle storage tank, flow of reagent or injection of reagent as close as technically possible to the point of injection into an exhaust aftertreatment system. 60 % of full load torque, independent of engine speed, for vehicles of category N3 > 16 tons, M3/III and M3/B > 7,5 tons, 75 % of full load torque, independent of engine speed, for vehicles of category N1, N2, N3 ≤ 16 tons, M2, M3/I, M3/II, M3/A and M3/B ≤ 7,5 tons. Section 8.1 is replaced by the following: ‘8.1. Parameters defining the engine family The engine family, as determined by the engine manufacturer must comply with the provisions of ISO 16185.’ The following section 8.3 is added: ‘8.3. Parameters for defining an OBD-engine family The OBD-engine family may be defined by basic design parameters that must be common to engine systems within the family. In order that engine systems may be considered to belong to the same OBD-engine family, the following list of basic parameters must be common, unless these methods have been shown as equivalent by the manufacturer by means of relevant engineering demonstration or other appropriate procedures. Note: engines that do not belong to the same engine family may still belong to the same OBD-engine family provided the above mentioned criteria are satisfied.’ the methods of OBD monitoring, the methods of malfunction detection. Section 9.1 is replaced by the following: 9.1. Measures to ensure production conformity must be taken in accordance with the provisions of Article 10 of Directive 70/156/EEC. Production conformity is checked on the basis of the description in the type-approval certificates set out in Annex VI to this Directive. In applying Appendices 1, 2 or 3, the measured emission of the gaseous and particulate pollutants from engines subject to checking for conformity of production shall be adjusted by application of the appropriate deterioration factors (DF’s) for that engine as recorded in section 1.5 of the Appendix to Annex VI. Sections 2.4.2 and 2.4.3 of Annex X to Directive 70/156/EEC are applicable where the competent authorities are not satisfied with the auditing procedure of the manufacturer.’ The following section 9.1.2 is added: ‘9.1.2. On-Board Diagnostics (OBD) 9.1.2.1. If a verification of the conformity of production of the OBD system is to be carried out, it must be conducted in accordance with the following: 9.1.2.2. When the approval authority determines that the quality of production seems unsatisfactory an engine is randomly taken from the series and subjected to the tests described in Appendix 1 to Annex IV to Directive 2005/78/EC. The tests may be carried out on an engine that has been run-in up to a maximum of 100 hours. 9.1.2.3. The production is deemed to conform if this engine meets the requirements of the tests described in Appendix 1 to Annex IV to Directive 2005/78/EC. 9.1.2.4 If the engine taken from the series does not satisfy the requirements of section 9.1.2.2, a further random sample of four engines must be taken from the series and subjected to the tests described in Appendix 1 to Annex IV to Directive 2005/78/EC. The tests may be carried out on engines that have been run-in up to a maximum of 100 hours. 9.1.2.5. The production is deemed to conform if at least three engines out of the further random sample of four engines meet the requirements of the tests described in Appendix 1 to Annex IV to Directive 2005/78/EC.’ The following section 10 is added: ‘10. CONFORMITY OF IN-SERVICE VEHICLES/ENGINES 10.1. For the purpose of this Directive, the conformity of in-service vehicles/engines must be checked periodically over the useful life period of an engine installed in a vehicle. 10.2. With reference to type-approvals granted for emissions, additional measures are appropriate for confirming the functionality of the emission control devices during the useful life of an engine installed in a vehicle under normal conditions of use. 10.3. The procedures to be followed regarding the conformity of in-service vehicles/engines are given in Annex III to Directive 2005/78/EC.’ Appendix 1, section 3 is replaced by the following: 3. The following procedure is used for each of the pollutants given in section 6.2.1 of Annex I (see Figure 2): Let: L | = | the natural logarithm of the limit value for the pollutant xi | = | the natural logarithm of the measurement (after having applied the relevant DF) for the i-th engine of the sample s | = | an estimate of the production standard deviation (after taking the natural logarithm of the measurements) n | = | the current sample number.’ In Appendix 2, section 3 and the introductory phrase of section 4 are replaced by the following: 3. The values of the pollutants given in section 6.2.1 of Annex I, after having applied the relevant DF, are considered to be log normally distributed and should be transformed by taking their natural logarithms. Let m0 and m denote the minimum and maximum sample size respectively (m0 = 3 and m = 32) and let n denote the current sample number. 4. If the natural logarithms of the measured values (after having applied the relevant DF) in the series are x1, x2, … xi and L is the natural logarithm of the limit value for the pollutant, then, define:’ In Appendix 3, section 3 is replaced by the following: 3. The following procedure is used for each of the pollutants given in section 6.2.1 of Annex I (see Figure 2): Let: L | = | the natural logarithm of the limit value for the pollutant xi | = | the natural logarithm of the measurement (after having applied the relevant DF) for the i-th engine of the sample s | = | an estimate of the production standard deviation (after taking the natural logarithm of the measurements) n | = | the current sample number.’ A following Appendix 4 is added: ‘Appendix 4 DETERMINATION OF SYSTEM EQUIVALENCE The determination of system equivalency according to section 6.2 of this Annex shall be based on a 7 sample pair (or larger) correlation study between the candidate system and one of the accepted reference systems of this Directive using the appropriate test cycle(s). The equivalency criteria to be applied shall be the F-test and the two-sided Student t-test. This statistical method examines the hypothesis that the population standard deviation and mean value for an emission measured with the candidate system do not differ from the standard deviation and population mean value for that emission measured with the reference system. The hypothesis shall be tested on the basis of a 5 % significance level of the F and t values. The critical F and t values for 7 to 10 sample pairs are given in the table below. If the F and t values calculated according to the formulae below are greater than the critical F and t values, the candidate system is not equivalent. The following procedure shall be followed. The subscripts R and C refer to the reference and candidate system, respectively: Conduct at least 7 tests with the candidate and reference systems preferably operated in parallel. The number of tests is referred to as nR and nC. Calculate the mean values xR and xC and the standard deviations sR and sC. Calculate the F value, as follows: Text of image (the greater of the two standard deviations SR or SC must be in the numerator) Calculate the t value, as follows: Text of image Compare the calculated F and t values with the critical F and t values corresponding to the respective number of tests indicated in table below. If larger sample sizes are selected, consult statistical tables for 5 % significance (95 % confidence) level. Determine the degrees of freedom (df), as follows: F and t values for selected sample sizes for the F-test | : | df = nR – 1 / nC – 1 for the t-test | : | df = nC + nR – 2 Sample Size | F-test | t-test | df | Fcrit | df | tcrit 7 | 6/6 | 4,284 | 12 | 2,179 8 | 7/7 | 3,787 | 14 | 2,145 9 | 8/8 | 3,438 | 16 | 2,120 10 | 9/9 | 3,179 | 18 | 2,101 Determine the equivalency, as follows: if F < Fcrit and t < tcrit, then the candidate system is equivalent to the reference system of this Directive, if F ≥ Fcrit and t ≥ tcrit, then the candidate system is different from the reference system of this Directive.’

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Source: EUR-Lex (Cellar) · retrieved 2026-11-10 · Text as adopted (Official Journal); later amendments are not incorporated in this text.