1
Open Points: Annex 6 Test procedures and test conditionsRunning number (not comment number) / Paragraph, table # / Subject / Action to be taken/action taken
1. / 1.1.1.2. / Number of tests to be driven / To be determined in Val. 2.
2. / 1.2.1.4.1.2. / Dilution air particulate matter background level / Square brackets to be left for the time being.
27.03.2012 web/telconf : The statement could be modified or remain unchanged after Validation 2.
3. / 1.2.1.4.2.2. / Dilution air particle number background level / To be determined in Val. 2.
4. / 1.2.2.2.1.1. / Test cell temperature / 04.09.2012: Keep 298 K as the set point but allow +/- 5 K tolerance after start of the engine for technical reasons (similar to US provisions).
5. / 1.2.2.2.2.1. / Soak area temperature / 04.09.2012: Current proposed temperature and tolerance to remain.
6. / 1.2.3.1. / Choice of test vehicle / Will depend on the concept of families.
04.09.2012: DC was asked to consider putting 1.2.3.1. in the main body of the GTR (General Requirements or Performance Requirements).
19.11.2012: done.
02.12.2012: Text proposed by I. Riemersma.
07.12.2012 web/telecon:open point.
7. / 1.2.6.4. / Starting the engine , driving, stalling, choke operation, etc. / To be rewritten by M.Bergmann and H. Steven and/or OICA.
8. / 1.2.6.5. / Use of gearbox / To be rewritten by M.Bergmann and H. Steven and/or OICA.
04.09.2012: The paragraphs dealing with using the gearbox, driving tolerances, driving will be moved to Annex 2.
9. / 1.2.6.5.2. / Semi-automatic gearbox / 04.09.2012: A semi-automatic is a vehicle with no clutch pedal but is shifted per hand.
10. / 1.2.6.6. / Tolerances of trace, decelerations, accelerations, steady speed, / 04.09.2012: Current proposal to be maintained. Further data analysis required. Provision for vehicles which cannot follow the speed trace to be developed.
Section to be moved to Annex 1.
11. / 1.2.6.11.1. / Additional preconditioning cycles / 01.10.2012: Proposed text received from I. Riemersma
07.12.2012: JAMA will have a meeting next Monday and will give its input.
12. / 1.2.7.1. / Forced cooling down / To be determined in Val. 2.
04.09.2012: Stay with proposed options.
13. / 1.2.7.1. / Soak / 12.10.2012: A note has been added that the EU supports 22°C.
14. / 1.2.9.1.6. / Cycle phase / 07.12.2012 web/telecon: The term “cycle phase” will refer to the L, M, H and Ex-H segments of the cycle.
15. / 1.2.10. / PM sampling / 04.09.2012: To be approved by PM/PN.
04.12.2012: Final sign-off by PM/PN required.
07.12.2012 web/telecon: to be reviewed by PM/PN in the week Dec. 10-14.
16. / 1.2.10.1.2. / PM sampling: filter preparation / 04.12.2012: Input from PM/PN
17. / 1.2.10.1.2.1. / Weighing chamber / 07.12.2012 from DC: weighing chamber is defined in §4.2.2. in Annex 5 Test Equipment.
18. / 1.2.10.1.2.3. / Microbalance / 07.12.2012 from DC: new text
19. / 1.2.11. / PN sampling / 04.09.2012: To be approved by PM/PN.
04.12.2012: Final sign-off by PM/PN required.
07.12.2012 web/telecon: to be reviewed by PM/PN in the week Dec. 10-14.
20. / 1.2.14.2.1. / Gas analysis / 28.08.2012: see §1.2.9.
04.09.2012: A validation point.
07.12.2012 web/telecom: PM/PN will inform on what the procedure is in the US regarding the maximum allowable time for bag analysis.
07.12.2012 web/telecom: The AP subgroup will provide comments on bag permeation. Telephone call week of Dec. 10-14.
21. / 1.2.14.3.1. / Minimum particulate filter conditioning time / To be determined in Val. 2.
22. / 1.2.14.3.4. / Rolling average / PMPN recommended rolling average after long and careful discussions – individual measurements rejected by PMPN - and learnt from Euro 5 in order to find a good path between reference filter control and test rejection rates.
07.12.2012 web/telecom: PM/PN is currently working on this point.
23. / Appendix I / Procedure for vehicles with regenerative systems / 04.12.2012 PM/PN: The capability of the measurement system to handle PN measurement reliably and without artefact contamination is under discussion and review in PMPN. Note that this may also interact with PMP issue of investigating extending measurement size cut off to 10nm – these actions might be mutually exclusive. Further work required.
07.12.2012 web/telecom: PM/PN will contact LabProcICE to work through this appendix.
24. / Appendix I, §3.3.1. / Calculation of regeneration factor K / 03.12.2012: Calculation for additive factors added.
25. / Appendix I, 3.4. / Calculations for single and multiple systems / 04.09.2012: An independent party (FEV?) will be asked to go through the text.
26. / Appendix I, 3.4. / Calculation of regeneration factor K / 03.12.2012: Calculation for additive factors added.
07.12.2012 web/telecon: Factors are either multiplicative or divisive, but not additive. An additive “factor” is an offset.
The web/telecon on Friday, December 7 reviewed all pages of the annex.
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 emissions of gaseous pollutants, particulate matter, particle number, CO2 emissions, fuel consumption, energy consumption and electric range in a characteristic 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[SMD1] [SMD2]
Figure 1-1: Flowchart for the number of Type I tests
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, fuelling, soaking, and operating conditions.
1.2.1.2. The test consists of engine start-ups and vehicle operation on a chassis dynamometer 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 suction device.
1.2.1.3. Except in cases of component malfunction or failure, all emission control systems installed 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 emissions 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 manufacturer requests and 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: 1.2.1.4.1.1.1. The maximum permissible background correction shall be a mass on the filter equivalent to 1 mg/km at the flow rate of the test.
1.2.1.4.1.1.2. If the background exceeds this level, the default figure of 1 mg/km shall be subtracted.
1.2.1.4.1.1.3. 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 immediately 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 measurement per week.] [SMD3]
1.2.1.4.1.3. Dilution tunnel particulate matter background level shall be determined by passing 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 measurement may be performed on the day of test, either prior to or after the test.
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 or a manufacturer requests a background sample, these background levels shall be determined as follows:
1.2.1.4.2.1.1. The maximum permissible background correction shall be equivalent to 2x109 particles/km.
1.2.1.4.2.1.2. If the background exceeds this level, the default figure of 2x109 particles/km may be subtracted.
1.2.1.4.2.1.3. 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.] [SMD4]
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) 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 1 g H2O/kg dry air.
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 shall have a temperature set point of [298 K]. The tolerance of the actual value shall be within [± 5 K]. The air temperature and humidity shall be measured at the vehicle cooling fan at a rate of 1 Hz. [SMD5]
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)
1.2.2.2.1.3. Humidity shall be measured continuously at a minimum of 1 Hz.
1.2.2.2.2. Soak area
1.2.2.2.2.1. The soak area shall have a temperature set point of [298 K] and the tolerance of the actual value shall be within [± 5 K].[SMD6] [SMD7] [SMD8]
TEST VEHICLE
1.2.3. Test vehicle
1.2.3.1. [SMD9]The test vehicle shall conform in all its components with the production series, or, if the vehicle is different from the production series, a full description shall be given in the test report. In selecting the test vehicle, the manufacturer and responsible technical authority shall agree which light-duty vehicle test model is representative for a related test group of vehicles. For the measurement of CO2 and pollutant emissions the vehicle with the highest mass (TMH) [and the worst-case road load (RLHH)] will be selected. [SMD10]
1.2.3.2. [SMD11] At the request of the manufacturer, the vehicle may be tested in addition at a test mass of TML [and at different road load settings (RLHH, RLHL and RLLH)] [SMD12] to determine the CO2 emission value for individual vehicles in the vehicle family according to the CO2 regression method in Annex 7 (insert reference). These additional tests are allowed if OMH for the vehicle family is 100 kg or higher. If OMH is lower than 100 kg, additional testing is allowed if OMH is set to 100 kg.
For all additional tests, no pollutant emissions and particulates must to be measured.
1.2.3.3. 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 run-in in accordance with the manufacturer’s requirements.
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 at the 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 manufacturer’s work shop tester, or by the removal of a fuse).
The manufacturer shall provide the responsible 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 conditions. Any device that affects the operation on a chassis dynamometer can be set in a certain condition to ensure a proper operation.
Activation or deactivation of the mode shall be recorded in the test report.
1.2.4.3. The vehicle’s exhaust system shall not exhibit any leak likely to reduce the quantity of gas collected.
1.2.4.5. The settings of the engine and of the vehicle's controls shall be those prescribed by the manufacturer.
1.2.4.6. 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 §4.2.2.3. of Annex 4 Road and Dynamometer Load. The same tyre pressure shall be used for the setting of the dynamometer and for all subsequent testing. The tyre pressure used shall be recorded in the test report.
1.2.4.7. Specification of the reference fuel
1.2.4.7.1. The appropriate reference fuel as defined in Annex 3 Reference Fuels to this Regulation shall be used for testing.
1.2.4.8. Test vehicle preparation
1.2.4.8.1. The vehicle shall be approximately horizontal during the test so as to avoid any abnormal distribution of the fuel.
1.2.4.8.2. At the manufacturer’s request and upon approval of the responsible authority, if the test vehicle is equipped with a dynamometer operation mode and/or coast down mode, it shall be switched on.
1.2.4.8.3. If necessary, the manufacturer shall provide additional fittings and adapters, as required 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.
PRELIMINARY TESTING CYCLES
1.2.5. Preliminary testing cycles
1.2.5.1. Preliminary testing cycles may be carried out if requested by the manufacturer to follow the speed trace within the prescribed limits.
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. 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 performed:
1.2.6.3.1. The test vehicle shall be placed, either by being driven or pushed, on a dynamometer and operated through the cycles as specified in 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 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. [SMD13]
1.2.6.3.5. Between the tests on the first gaseous reference fuel and the second gaseous reference 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.
1.2.6.3.6. For the purpose of measuring particulates, at most 36 hours and at least 6 hours before testing, the complete cycle for that class of vehicle as described in Annex 1 of this GTR shall be used for vehicle pre-conditioning. Three consecutive complete cycles shall be driven. The dynamometer setting shall be indicated as in paragraph 1.2.4. above.
1.2.6.3.7. At the request of the manufacturer, vehicles equipped with indirect injection positive-ignition engines may be preconditioned with three consecutive complete cycles for that class of vehicle.
STARTING THE ENGINE, DRIVING [SMD14] [SMD15] [SMD16] [SMD17]
1.2.6.4. The engine shall be started up by means of the devices provided for this purpose according to the manufacturer's instructions.
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 predetermined 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 [SMD18]
1.2.6.5.1. Manual shift gearbox [SMD19]
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 (P One) and the second, third, fourth and fifth gears for the extra-urban cycle (Part Two) when the manufacturer's instructions recommend starting in second gear on level ground, or when first gear is therein defined as a gear reserved for cross-country driving, crawling or towing.
Vehicles which do not attain the acceleration and maximum speed values required in the operating cycle shall be operated with the accelerator control fully depressed until they once again reach the required operating curve. Deviations from the operating cycle shall be recorded in the test report.
1.2.6.5.2. Semi-automatic gearbox[SMD20] [SMD21]
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 instructions.
1.2.6.5.3. Automatic-shift gearbox [SMD22]
Vehicles equipped with automatic-shift gearboxes shall be tested with the highest gear ("Drive") engaged. The accelerator shall be used in such a way as to obtain the steadiest acceleration possible, enabling the various gears to be engaged in the normal order. Furthermore, the gear-change points shown in Tables 1 and 2 of this annex shall not apply; acceleration shall continue throughout the period represented by the straight line connecting the end of each period of idling with the beginning of the next following period of steady speed. The tolerances given in 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). [SMD23]
1.2.6.5.5. Use of Multi-mode gearboxes [SMD24]
Emissions testing proposal: