Vehicle Standard (Australian Design Rule 80/04 â€“ Emission Control for Heavy Vehicles) 2023 (Cth)

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Vehicle Standard (Australian Design Rule 80/04 – Emission Control for Heavy Vehicles) 2023

I, CATHERINE KING, Minister for Infrastructure, Transport, Regional Development and Local Government, determine this national road vehicle standard under section 12 of the Road Vehicle Standards Act 2018.

Dated: 14 February 2023

[SIGNED]

Catherine King

Minister for Infrastructure, Transport, Regional Development and Local Government

CONTENTS

1. LEGISLATIVE PROVISIONS

2. FUNCTION

3. APPLICABILITY

4. DEFINITIONS

5. REQUIREMENTS

6. EXEMPTIONS AND ALTERNATIVE PROCEDURES

7. ALTERNATIVE STANDARDS

APPENDIX A

1. LEGISLATIVE PROVISIONS

1.1. Name of Standard

1.1.1. This standard is the Vehicle Standard (Australian Design Rule 80/04 – Emission Control for Heavy Vehicles) 2023.

1.1.2. This standard may also be cited as Australian Design Rule 80/04 – Emission Control for Heavy Vehicles, the Australian Design Rule 80/04, or ADR 80/04.

1.2. Commencement

1.2.1. This standard commences on the day after it is registered.

2. FUNCTION

2.1. The function of this vehicle standard is to set exhaust emissions requirements for internal combustion engines used in heavy vehicles to reduce to burden of disease caused by air pollution.

3. APPLICABILITY

3.1. This vehicle standard applies to all MA, MB, MC and MD category vehicles with a gross vehicle mass greater than 3,500kg and all ME, NB, and NC category vehicles from the dates set out in clauses 3.1.1 to 3.1.2 and the table under clause 3.3 below.

3.1.1. 1 November 2024 for all new model vehicles.

3.1.2. 1 November 2025 for all vehicles.

3.2. For the purposes of clause 3.1.1 above, a “new model” is a vehicle model first produced with a ‘Date of Manufacture’ on or after the agreed date in that clause.

3.3. Applicability Table

Vehicle Category		ADR Category Code	UN Category Code*	Manufactured on or After**	Acceptable Prior Rules
Moped 2 wheels		LA	L1	Not Applicable
Moped 3 wheels		LB	L2	Not Applicable
Motor cycle		LC	L3	Not Applicable
Motor cycle and sidecar		LD	L4	Not Applicable
Motor tricycle		LE	L5
LEM	Not Applicable
LEP	Not Applicable
LEG	Not Applicable
Passenger car		MA[ ]	M1	1 November 2024	Nil
Forward-control passenger vehicle		MB[‡]	M1	1 November 2024	Nil
Off-road passenger vehicle		MC[§]	M1	1 November 2024	Nil
Light omnibus		MD	M2	Nil
up to 3.5 tonnes ‘GVM’ and up to 12 seats	MD1	Not Applicable
up to 3.5 tonnes ‘GVM’ and more than 12 seats	MD2	Not Applicable
over 3.5 tonnes and up to 4.5 tonnes ‘GVM’	MD3	1 November 2024	Nil
over 4.5 tonnes and up to 5 tonnes ‘GVM’	MD4	1 November 2024	Nil
Heavy omnibus		ME	M3	1 November 2024	Nil
Light goods vehicle		NA	N1	Not Applicable
Medium goods vehicle		NB	N2	Nil
over 3.5 tonnes up to 4.5 tonnes ‘GVM’	NB1	1 November 2024	Nil
over 4.5 tonnes up to 12 tonnes ‘GVM’	NB2	1 November 2024	Nil
Heavy goods vehicle		NC	N3	1 November 2024	Nil
Very light trailer		TA	O1	Not Applicable
Light trailer		TB	O2	Not Applicable
Medium trailer		TC	O3	Not Applicable
Heavy trailer		TD	O4	Not Applicable

* The category code may also be in the format L₁, L₂, L₃ etc

** See clauses 3.1 to 3.2.

[ ]MA category vehicles with a gross vehicle mass over 3,500kg

[‡]MB category vehicles with a gross vehicle mass over 3,500kg

[§]MC category vehcles with a gross vehicle mass over 3,500kg

3.4 To the extent of any inconsistency, the applicability dates specified in clauses 3.1.1 and 3.1.2 apply in lieu of any dates specified in Appendix A.

4. DEFINITIONS

4.1. For vehicle categories, definitions and meanings used in this standard, refer to:

4.1.1. Vehicle Standard (Australian Design Rule – Definitions and Vehicle Categories) 2005; and

4.1.2. Definitions in Appendix A of this standard.

4.2 For the purposes of Clause 5.1:

4.2.1 ‘Battery Electric Vehicle’ means a vehicle propelled exclusively by one or more electric motors drawing current from a rechargeable energy storage system.

4.2.2 ‘Hydrogen Fuel Cell Vehicle’ means a vehicle propelled exclusively by one or more electric motors powered by a fuel cell transforming hydrogen into electrical energy.

5. REQUIREMENTS

5.1. Subject to 5.1.1 and 5.1.2, all vehicles must comply with either:

a) the requirements of Appendix A, as varied by Section 6 - Exemptions and Alternative Procedures; or

b) the technical requirements of one of the alternative standards set out in Section 7

5.1.1Battery Electric Vehicles need not comply with the requirements of clause 5.1, if the vehicle is fitted with a label or other emblem indicating the vehicle is a ‘Battery Electric Vehicle’ or BEV.

5.1.2 Hydrogen Fuel Cell Vehicles need not comply with the requirements of clause 5.1, if the vehicle is fitted with a label or other emblem indicating the vehicle is a ‘Hydrogen Fuel Cell Vehicle’ or HFCV.

6. EXEMPTIONS AND ALTERNATIVE PROCEDURES

6.1. Compliance with the following parts, sections and annexes of Appendix A is not required for the purposes of this standard:

Section 3 Application for Approval

Section 4 Approval

Section 8 Conformity of production

Section 9 Conformity of in-service vehicles/engines

Section 10 Penalties for non-conformity of production

Section 11 Modification and extension of approval of the approved type

Section 12 Production definitively discontinued

Section 13 Transitional provisions

Section 14 Names and addresses of Technical Services responsible for conducting approval tests and of Type Approval Authorities

Appendix 1 Procedure for production conformity testing when standard deviation is satisfactory

Appendix 2 Procedure for production conformity testing when standard deviation is unsatisfactory or unavailable

Appendix 3 Procedure for production conformity testing at manufacturer's request

Appendix 4 Summary of approval process for engines fuelled with natural gas, engines fuelled with LPG and dual-fuel engines fuelled with natural gas/biomethane or LPG

Annexes

Annex 1 Models of information document

Annex 2A Communication concerning the approval of an engine type or family as a separate technical unit with regard to the emission of pollutants pursuant to Regulation No. 49, 07 series of amendments

Addendum to type approval communication No … concerning the type approval of an engine type or family as a separate technical unit with regard to exhaust emissions pursuant to Regulation No. 49, 07 series of amendments

Annex 2B Communication concerning the approval of a vehicle type with an approved engine with regard to the emission of pollutants pursuant to Regulation No. 49, 07 series of amendments

Annex 2C Communication concerning the approval of a vehicle type with regard to the emission of pollutants pursuant to Regulation No. 49, 07 series of amendments

Addendum to type approval communication No … concerning the type approval of a vehicle type with regard to the emission of pollutants pursuant to Regulation No. 49, 07 series of amendments

Annex 2D AES Documentation Package

Annex 3 Arrangements of approval marks

Annex 13 Type approval of replacement pollution control devices as separate technical unit

6.2 Engines fitted with a heated reagent tank and dosing system may comply with the requirements applicable to non-heated reagent tanks and dosing systems in Clause 2.4.3 of Annex 11 in lieu of the requirements applicable to heated reagent tanks and dosing systems in Clause 2.4.2 of Annex 11.

6.3 The on board diagnostic system must comply with:

(a) if the vehicle is fitted with a compression ignition or dual-fuel engine:

(i)the PM Mass OTL monitoring requirements as set out in the row "general requirements" of Table 1 of Annex 9A of Appendix A; and

(ii)the NO_x OTL monitoring requirements as set out in the row "general requirements" of Table 1 of Annex 9A of Appendix A.

(b) if the vehicle is fitted with a positive ignition engine: the NO_x and CO OTL monitoring requirements as set out in the row "general requirements" of Table 2 of Annex 9A of Appendix A.

(c) if the vehicle is fitted with an engine that uses a consumable reagent to reduce emissions: the reagent quality and consumption "general" requirements as set out in paragraphs 7.1.1. and 8.4.1. of Annex 11 of Appendix A.

6.4 The documentation required in the following parts of Appendix A is not required to be submitted in an application to obtain a road vehicle type approval or component type approval to this vehicle standard under Section 16 or 174 of the Road Vehicle Standards Rules, but must be kept by the applicant as part of the supporting information required under Sections 30 and 187 of the Road Vehicle Standards Rules and supplied to the Department on request to ascertain compliance with the technical requirements of this vehicle standard in accordance with Sections 29 and 186 of the Road Vehicle Standards Rules:

Section 5.1.4

Section 5.5;

Section 3.4 of Annex 7;

Sections 6.4 and 6.5 of Annex 9A

Section 1.6 of Annex 9A - Appendix 1;

Sections 4.7.1.4, 4.7.2, 6.3 and 8 of Annex 9B

Section 11 of Annex 10

Section 2.2 of Annex 11

Section A1.1 of Annex 11 – Appendix 1

Annex 11 – Appendix 4

Section 1 of Annex 14

Section 11 of Annex 15

6.5 For the purposes of the PEMS test required by Annex 10 of Appendix A:

(a) compliance may be demonstrated by testing a representative vehicle configuration for that vehicle type with a gross combination mass up to 70 tonnes;

(b) vehicles/engine families need not comply with the maximum allowed conformity factor for particle number in Table 2 of Clause 6.3.

6.6 Except where referenced in Annex 10 of Appendix A, compliance with Annex 8 of Appendix A is not required for the purposes of this vehicle standard.

6.7 The test procedures specified in Amendment 3 and Amendment 4 to United Nations Global Technical Regulation No. 4 United Nations Global Technical Regulation on Test procedure for compression ignition (C.I.) engines and positive-ignition (P.I.) engines fuelled with natural gas (NG) or liquefied petroleum gas (LPG) with regard to the emission of pollutants (WHTC) may be used to demonstrate compliance with the requirements of Clause 5.3 of Appendix A for a hybrid engine/driveline in lieu of the test procedures specified in Appendices 1 to 6 of Annex 4 of Appendix A.

7. ALTERNATIVE STANDARDS

UN Regulation No. 49

7.1. Subject to Clauses 7.1.1 to 7.1.5, the technical requirements of United Nations Regulation No. 49 – Uniform provisions concerning the measures to be taken against the emission of gaseous and particulate pollutants from compression-ignition engines and positive ignition engines for use in vehicles, incorporating all amendments up to and including Supplement 4 to the 06 series of amendments or later.

7.1.1 Engines must satisfy the relevant useful life provisions, not to exceed test requirements, and rules regarding use of auxiliary emission control devices or systems applicable to engines meeting the requirements of Clause 7.1.

7.1.2 The on board diagnostic system must comply with:

(a) if the vehicle is fitted with a compression ignition or dual-fuel engine:

(i)the PM Mass OTL monitoring requirements as set out in the row "general requirements" of Table 1 of Annex 9A of this regulation; and

(ii)the NO_x OTL monitoring requirements as set out in the row "general requirements" of Table 2 of Annex 9A of this regulation.

(b) if the vehicle is fitted with a positive ignition engine: the NO_x and CO OTL monitoring requirements as set out in the row "general requirements" of Table 2 of Annex 9A of this regulation.

(c) if the vehicle is fitted with an engine that uses a consumable reagent to reduce emissions: the reagent quality and consumption "general" requirements as set out in paragraphs 7.1.1. and 8.4.1 of this regulation.

7.1.3 Engines fitted with a heated reagent tank and dosing system may comply with the requirements applicable to non-heated reagent tanks and dosing systems in Clause 2.4.3 of Annex 11 of this regulation in lieu of the requirements applicable to heated reagent tanks and dosing systems in Clause 2.4.2 of Annex 11 of this regulation.

7.1.4. Except where referenced in Annex 10, compliance with Annex 8 of this regulation is not required for the purposes of this vehicle standard.

7.1.5 For the purposes of the PEMS test required by Annex 10 of this regulation:

(a) compliance may be demonstrated by testing a representative vehicle configuration for that vehicle type or engine family with a gross combination mass up to 70 tonnes;

(b) vehicles/engine families shall comply with the maximum allowed conformity factor applicable to the stage they are demonstrating compliance to, as specified in Table 1 of Annex 3 of this regulation.

UN Regulation No. 83

7.2 Subject to Clause 7.2.1, the technical requirements of United Nations Regulation No. 83 – Uniform provisions concerning the approval of vehicles with regard to the emission of pollutants according to engine fuel requirements, incorporating all amendments up to and including the 07 series of amendments or later.

7.2.1 Vehicles may comply with either the Preliminary OBD threshold limits in Table A11/2 of paragraph 3.3.2.2. of Annex 11 to this Regulation or the Final OBD threshold limits in Table A11/1 of paragraph 3.3.2.1. of Annex 11 of this regulation.

UN Regulation No. 154

7.3. The ‘Level 1A’ technical requirements of United Nations Regulation No. 154 – Uniform provisions concerning the approval of light duty passenger and commercial vehicles with regards to criteria emissions, emissions of carbon dioxide and fuel consumption and/or the measurement of electric energy consumption and electric range (WLTP).

EU Regulations 595/2009 and 582/2011

7.4 Subject to Clauses 7.4.1 to 7.4.6, vehicles that comply with the technical requirements of Regulation (EC) No 595/2009 of the European Parliament and of the Council of 18 June 2009 together with the technical requirements of Commission Regulation (EU) No 582/2011 of 25 May 2011, incorporating all amendments up to and including those adopted in Commission Regulation (EU) No 627/2014 of
12 June 2014 or later.

7.4.1 Engines must satisfy the relevant useful life provisions, not to exceed test requirements, and rules regarding use of auxiliary emission control devices or systems applicable to engines meeting the requirements of Clause 7.4

7.4.2 The on board diagnostic system must comply with:

(a) if the vehicle is fitted with a compression ignition or dual-fuel engine:

(i)the PM Mass OTL monitoring requirements as set out in the row "general requirements" of Table 1 of Annex X of Regulation 582/2011; and

(ii)the NO_x OTL monitoring requirements as set out in the row "general requirements" of Table 1 of Annex X of Regulation 582/2011.

(b) if the vehicle is fitted with a positive ignition engine: the NO_x and CO OTL monitoring requirements as set out in the row "general requirements" of Table 2 of Annex X of Regulation 582/2011.

(c) if the vehicle is fitted with an engine that uses a consumable reagent to reduce emissions: the reagent quality and consumption "general" requirements as set out in as set out in point 7.1.1 of Annex XIII of Regulation 582/2011

(d) the IUPR ‘General’ requirements as set out in Section 6 of Annex X of Regulation 582/2011.

7.4.3. Engines fitted with a heated reagent tank and dosing system may comply with the requirements applicable to non-heated reagent tanks and dosing systems in lieu of the requirements applicable to heated reagent tanks and dosing systems applicable to engines meeting the requirements of Clause 7.4.

7.4.4. Except where referenced in Annex VI of Regulation 582/2011, compliance with Annex II of Regulation 582/2011 is not required for the purposes of this vehicle standard.

7.4.5 For the purposes of the PEMS test required by Annex VI of Regulation 582/2011:

(a) compliance may be demonstrated by testing a representative vehicle configuration for that vehicle type or engine family with a gross combination mass up to 70 tonnes;

(b) vehicles/engine families shall comply with the maximum allowed conformity factor applicable to the stage they are demonstrating compliance to, as specified in Table 1 of Appendix 9 of Regulation 582/2011.

7.4.6. EC type approval certificates for the vehicle or engine type are acceptable as evidence of compliance with this standard, if compliance with the requirements of 7.4.1 can be ascertained from the type approval. If the approval certificate is not written in English, it must be accompanied by English translation by a translator accredited by the National Accreditation Authority for Translators and Interpreters.

US EPA CFR

7.5 Subject to clauses 7.5.1 to 7.5.4 inclusive, the technical requirements of the United States Code of Federal Regulations (CFR), Part 86 – Control of air pollution from new and in-use motor vehicles and new and in-use motor vehicle engines certification and test procedures - Subpart A 40 CFR 86.007-11 Emission standards and supplemental requirements for 2007 and later model year diesel heavy-duty engines and vehicles.

7.5.1 Engines must meet the emission limits specified in 86.007-11 (a)(1), paragraphs (i)(A), (ii)(A), (iii) and (iv)(A) and 86.007-11 (a)(3)SET(i).

7.5.2 Engines must be tested in accordance with the test procedures applicable at the time of the engine’s original certification by the US EPA as specified in Subpart N 40 CFR 86.1300 series – Emission Regulations for new Otto-cycle and diesel heavy duty engines; gaseous and particulate exhaust test procedures.

7.5.3 Engines must satisfy the relevant useful life provisions, not to exceed test requirements, and rules regarding use of auxiliary emission control devices or systems applicable to Model Year 2013 or later heavy-duty engines and vehicles.

7.5.4 Engines must be equipped with an On Board Diagnostic system that meets the requirements of Subpart A 40 CFR 86.007-17 or 86.010-18 for Model Year 2013 or later vehicles.

7.5.5 Engines fitted with a heated reagent tank and dosing system may comply with the requirements applicable to non-heated reagent tanks and dosing systems in lieu of the requirements applicable to heated reagent tanks and dosing systems applicable to engines meeting the requirements of Clause 7.5.

7.5.6. Certificates of conformity issued by the US EPA for Model Year 2013 or later for the engine type are acceptable as evidence of compliance, if the certificate is accompanied by evidence demonstrating that the engine meets the requirements of Clause 7.5.1.

US EPA CFR (Petrol, Liquefied Petroleum Gas and Natural Gas Engines)

7.6 Subject to clauses 7.6.1 to 7.6.3 inclusive, for vehicles fitted with engines which operate on petrol, liquefied petroleum gas or natural gas: the technical requirements of the United States Code of Federal Regulations (CFR), Part 86 - Control of air pollution from new and in-use motor vehicles and new and in-use motor vehicle engines certification and test procedures - Subpart A 40 CFR 86.008-10 Emission standards for 2008 and later model year Otto-cycle heavy-duty engines and vehicles.

7.6.1 Engines must meet the exhaust emission limits specified in 86.008-10 (a)(1) paragraphs (i)(A), (ii)(A), (iii) and (iv), and the applicable evaporative emission limits specified in 86.008-10 (b).

7.6.2 Engines must be tested in accordance with the applicable test procedures as specified in Subpart N 40 CFR 86.1300 series – Emission Regulations for new Otto-cycle and diesel heavy duty engines; gaseous and particulate exhaust test procedures.

7.6.3 Engines must satisfy the relevant useful life provisions, not to exceed test requirements, on board diagnostic system requirements and rules regarding use of auxiliary emission control devices or systems applicable to engines meeting the requirements of Clause 7.6.

7.6.4. Certificates of conformity issued by the US EPA for Model Year 2013 or later for the engine type are acceptable as evidence of compliance, if the certificate is accompanied by evidence demonstrating that the engine meets the requirements of Clause 7.6.1.

US EPA CFR (Vehicles within the scope of the US light duty vehicle standards)

7.7. Subject to clause 7.7.1 to 7.7.2, the technical requirements of the United States Code of Federal Regulations (CFR) Title 40, Part 86 – Control of air pollution from new and in-use motor vehicles and new and in-use motor vehicle engines certification and test procedures, Tier 3 requirements as specified by Subpart S 86.1811-17 Exhaust Emission standards for light-duty vehicles, light-duty trucks and medium-duty passenger vehicles.

7.7.1 Engines must satisfy the relevant useful life provisions, not to exceed test requirements, on board diagnostic system requirements and rules regarding use of auxiliary emission control devices or systems applicable to engines meeting the requirements of Clause 7.7.

7.7.2 Certificates of conformity to the Tier 3 standards issued by the US EPA for the vehicle type are acceptable as evidence of compliance.

Japanese MLIT Regulations (Diesel Engines)

7.8 Subject to clause 7.8.1 to 7.8.3, for vehicles fitted with engines which operate on diesel: the technical requirements of Japanese Ministry of Land, Infrastructure and Transport Announcement No. 619 of 15 July 2002 (as last amended by Announcement No. 212 of 15 February 2019), Chapter 2, Section 1, Article 41 (Emission Control Device), paragraph (5) [WHTC-Mode Mean Value Regulations at Time of Completion Inspection, etc. for Diesel Motor Vehicles (with GVW exceeding 3.5 tons)] are deemed to comply this vehicle standard.

7.8.1 Engines must satisfy relevant useful life provisions, not to exceed test requirements, on board diagnostic system requirements and rules regarding the use of auxiliary emission control devices or systems applicable to engines meeting the requirements of Clause 7.8.

7.8.2 Engines fitted with a heated reagent tank and dosing system may comply with the requirements applicable to non-heated reagent tanks and dosing systems in lieu of the requirements applicable to heated reagent tanks and dosing systems applicable to engines meeting the requirements of Clause 7.7.

7.8.3 A type approval issued by the Japanese Ministry of Land, Infrastructure and Transport is acceptable as evidence of compliance, if it is accompanied by an English translation by a translator accredited by the National Accreditation Authority for Translators and Interpreters.

Japanese MLIT Regulations (Petrol and Liquefied Petroleum Gas Engines)

7.9 Subject to clause 7.9.1 and 7.9.2, for vehicles fitted with engines which operate on petrol or liquefied petroleum gas: the technical requirements of Japanese Ministry of Land, Infrastructure and Transport Announcement No. 619 of 15 July 2002 (as last amended by Announcement No. 212 of 15 February 2019), Chapter 2, Section 1, Article 41 (Emission Control Device), paragraph (1) [JE05-Mode Mean Value Regulations at Time of Completion Inspection, etc. for Gasoline•LPG Motor Vehicles (with GVW exceeding 3.5 tons)].

7.9.1 Engines must satisfy relevant useful life provisions, not to exceed test requirements, on board diagnostic system requirements and rules regarding use of auxiliary emission control devices or systems applicable to engines meeting the requirements of Clause 7.9.

7.9.2 A type approval issued by the Japanese Ministry of Land, Infrastructure and Transport is acceptable as evidence of compliance, if it is accompanied by an English translation by a translator accredited by the National Accreditation Authority for Translators and Interpreters.

Japanese MLIT Regulations (Natural Gas Engines)

7.10 Subject to clause 7.10.1 and 7.10.2, for vehicles fitted with engines which operate on natural gas: the technical requirements of Japanese Ministry of Land, Infrastructure and Transport Announcement No. 619 of 15 July 2002 (as last amended by Announcement No. 212 of 15 February 2019), Chapter 2, Section 1, Article 41 (Emission Control Device), paragraph (1) [JE05-Mode Mean Value Regulations at Time of Completion Inspection, etc. for Motor Vehicles Fueled by Other Fuel (with GVW exceeding 3.5 tons)].

7.10.1 Engines must satisfy relevant useful life provisions, not to exceed test requirements, on board diagnostic system requirements and rules regarding the use of auxiliary emission control devices or systems applicable to engines meeting the requirements of Clause 7.10.

7.10.2 A type approval issued by the Japanese Ministry of Land, Infrastructure and Transport is acceptable as evidence of compliance, if it is accompanied by an English translation by a translator accredited by the National Accreditation Authority for Translators and Interpreters.

APPENDIX A

Text based on UN Regulation No. 49

(Revision 6, incorporating Amendments 1 to 7)

Uniform provisions concerning the measures to be taken against the emission of gaseous and particulate pollutants from compression-ignition engines and positive ignition engines for use in vehicles

Incorporating by the Department of Infrastructure, Transport, Regional Development, Communications and the Arts, all valid text up to:

Supplement 1 to the 06 series of amendments – Date of entry into force: 15 July 2013

Supplement 2 to the 06 series of amendments – Date of entry into force: 10 June 2014

Supplement 3 to the 06 series of amendments – Date of entry into force: 20 January 2016

Supplement 4 to the 06 series of amendments – Date of entry into force: 9 February 2017

Supplement 5 to the 06 series of amendments – Date of entry into force: 19 July 2018

Supplement 6 to the 06 series of amendments – Date of entry into force: 29 December 2018

07 series of amendments – Date of entry into force: 7 January 2022

Note: The following clauses have been amended by the Department to clarify the requirements of this Appendix.

Clause

Amendment

Annex 4, Clause 8.1.3

k_w2 in equation (22) updated to k_w3

Annex 4, Clause 8.6.3

Equation (70) moved down, to be after the following text.

“For the WHTC, the final test result shall be a weighted average from cold start test and hot start test according to the following equation:”

Regulation No. 49

Uniform provisions concerning the measures to be taken against the emission of gaseous and particulate pollutants from compression-ignition engines and positive ignition engines for use in vehicles

Contents

Page

1. Scope

2. Definitions

3. Application for approval

4. Approval

5. Requirements and tests

6. Installation on the vehicle

7. Engine family

8. Conformity of production

9. Conformity of in-service vehicles/engines

10. Penalties for non-conformity of production

11. Modification and extension of approval of the approved type

12. Production definitively discontinued

13. Transitional provisions

14. Names and addresses of Technical Services responsible for conducting approval tests and of Type Approval Authorities

Appendix 1 Procedure for production conformity testing when standard deviation is satisfactory

Appendix 2 Procedure for production conformity testing when standard deviation is unsatisfactory or unavailable

Appendix 3 Procedure for production conformity testing at manufacturer's request

Appendix 4 Summary of approval process for engines fuelled with natural gas, engines fuelled with LPG and dual-fuel engines fuelled with natural gas/biomethane or LPG

Annex 1 Models of information document

Appendix to information document

Annex 2A Communication concerning the approval of an engine type or family as a separate technical unit with regard to the emission of pollutants pursuant to Regulation No. 49, 07 series of amendments

Addendum to type approval communication No … concerning the type approval of an engine type or family as a separate technical unit with regard to exhaust emissions pursuant to Regulation No. 49, 07 series of amendments

Annex 2B Communication concerning the approval of a vehicle type with an approved engine with regard to the emission of pollutants pursuant to Regulation No. 49, 07 series of amendments

Annex 2C Communication concerning the approval of a vehicle type with regard to the emission of pollutants pursuant to Regulation No. 49, 07 series of amendments

Addendum to type approval communication No … concerning the type approval of a vehicle type with regard to the emission of pollutants pursuant to Regulation No. 49, 07 series of amendments

Annex 2D AES Documentation Package

Annex 3 Arrangements of approval marks

Annex 4 Test procedure

Annex 4 ‑ Appendix 1 WHTC engine dynamometer schedule

Annex 4 ‑ Appendix 2 Measurement equipment

Annex 4 ‑ Appendix 3 Statistics

Annex 4 ‑ Appendix 4 Carbon flow check

Annex 4 ‑ Appendix 5 Example of calculation procedure

Annex 4 ‑Appendix 6 Installation of auxiliaries and equipment for emissions test

Annex 4 ‑ Appendix 7 Procedure for the measurement of ammonia

Annex 4 ‑ Appendix 8 Particle number emissions measurement equipment

Annex 5 Specifications of reference fuels

Annex 6 Emissions data required at type approval for roadworthiness purposes

Annex 7 Verifying the durability of engine systems

Annex 8 Conformity of in-service engines or vehicles

Annex 8 ‑ Appendix 1 Test procedure for vehicle emissions testing with portable emissions measurement systems

Annex 8 ‑ Appendix 2 Portable measurement equipment

Annex 8 ‑ Appendix 3 Calibration of portable measurement equipment

Annex 8 ‑ Appendix 4 Method to check the conformity of the ECU torque-signal

Annex 9A On-board diagnostic systems (OBD)

Annex 9A ‑ Appendix 1 Assessment of the in-use performance of the on-board diagnostic system

Annex 9A ‑ Appendix 2 Model of an OBD in-use performance compliance statement

Annex 9B Technical requirements for on-board diagnostic systems (OBD)

Annex 9B ‑ Appendix 1 Approval of installation of OBD systems

Annex 9B ‑ Appendix 2 Malfunctions - Illustration of the DTC status - Illustration of the MI and counters activation schemes

Annex 9B ‑ Appendix 3 Monitoring requirements

Annex 9B ‑ Appendix 4 Technical compliance report

Annex 9B ‑ Appendix 5 Freeze frame and data stream information

Annex 9B ‑ Appendix 6 Reference standard documents

Annex 9B ‑ Appendix 7 Performance monitoring

Annex 9B - Appendix 8 Demonstration requirements in case of performance monitoring of a wall-flow diesel particulate filter

Annex 9C Technical requirements for assessing the in-use performance of on-board diagnostic systems (OBD)

Annex 9C ‑ Appendix 1 Groups of monitors

Annex 10 Requirements to limit Off-Cycle Emissions (OCE) and in-use emissions

Annex 10 ‑ Appendix 1 PEMS demonstration test at type approval

Annex 10 - Appendix 2 Methodology for the assessment of AES

Annex 11 Requirements to ensure the correct operation of NOx control measures

Annex 11 ‑ Appendix 1 Demonstration requirements

Annex 11 ‑ Appendix 2 Description of the driver warning and inducement activation and deactivation mechanisms

Annex 11 ‑ Appendix 3 Low level inducement torque reduction scheme

Annex 11 ‑ Appendix 4 Demonstration of correct installation on a vehicle in the case of engines type-approved as a separate technical unit

Annex 11 ‑ Appendix 5 Access to "NOx control information"

Annex 11 ‑ Appendix 6 Demonstration of the minimum acceptable reagent concentration CDmin

Annex 12 CO2 emissions and fuel consumption

Annex 12 ‑ Appendix 1 Provisions on CO2 emissions and fuel consumption for extension of a type approval for a vehicle type-approved under this Regulation with a reference mass exceeding 2,380 kg but not exceeding 2,610 kg

Annex 13 Type approval of replacement pollution control devices as separate technical unit

Annex 13 ‑ Appendix 1 Model information document

Annex 13 ‑ Appendix 2 Communication concerning the approval of a replacement pollution control device pursuant to Regulation No. 49, 07 series of amendments

Annex 13 ‑ Appendix 3 Arrangement of approval mark

Annex 13 ‑ Appendix 4 Durability procedure for evaluation of emissions performance of a replacement pollution control device

Annex 14 Access to vehicle OBD information

Annex 15 Additional technical requirements for diesel-gas dual-fuel engines and vehicles

Annex 15 - Appendix 1 Types of HDDF engines and vehicles - illustration of the definitions and main requirements

Annex 15 - Appendix 2 Activation and deactivation mechanisms of the counter(s), warning system, operability restriction, service mode in case of dual-fuel engines and vehicles - Description and illustrations

Annex 15 - Appendix 3 HDDF dual-fuel indicator, warning system, operability restriction - Demonstration requirements

Annex 15 - Appendix 4 Additional emission test procedure requirements for dual-fuel engines

Annex 15 - Appendix 5 Additional PEMS emission test procedure requirements for dual-fuel engines

Annex 15 - Appendix 6 Determination of molar component ratios and ugas values for dual-fuel engines

1. Scope

1.1. This Regulation shall apply to motor vehicles of categories M₁, M₂, N₁ and N₂ with a reference mass exceeding 2,610 kg and to all motor vehicles of categories M₃ and N₃[4].
[4]As defined in the Consolidated Resolution on the Construction of Vehicles (R.E.3.), document ECE/TRANS/WP.29/78/Rev.2, para. 2. - At the request of the manufacturer, the type approval of a completed vehicle given under this Regulation shall be extended to its incomplete vehicle with a reference mass below 2,610 kg. Type approvals shall be extended if the manufacturer can demonstrate that all bodywork combinations expected to be built onto the incomplete vehicle increase the reference mass of the vehicle to above 2,610 kg.

At the request of the manufacturer, the type approval of a vehicle granted under this Regulation shall be extended to its variants and versions with a reference mass above 2,380 kg provided that it also meets the requirements relating to the measurement of greenhouse gas emissions and fuel consumption in accordance with paragraph 4.2. of this Regulation.

1.2. Equivalent approvals

The following do not need to be approved according to this Regulation: engines mounted in vehicles of up to 2,840 kg reference mass to which an approval to UN Regulation No. 83 or UN Regulation No. 154 has been granted as an extension.

2. Definitions

For the purposes of this Regulation the following definitions shall apply:

2.1. "Ageing cycle" means the vehicle or engine operation (speed, load, power) to be executed during the service accumulation period;

2.2. "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, smoke and the on-board diagnostic (OBD) system;

2.3. "Approval of a vehicle" means the approval of vehicle type with regard to the level of the emission of gaseous and particulate pollutants and smoke by its engine as well as the on-board diagnostic (OBD) system and the engine installation on the vehicle;

2.4. "Auxiliary Emission Strategy" (AES) means an emission strategy that becomes active and replaces or modifies a base emission strategy for a specific purpose and in response to a specific set of ambient and/or operating conditions and only remains operational as long as those conditions exist;

2.5. "Base Emission Strategy" (BES) means an emission strategy that is active throughout the speed and load operating range of the engine unless an AES is activated;

2.6. "Continuous regeneration" means the regeneration process of an exhaust after-treatment system that occurs either permanently or at least once per World Harmonised Transient Driving Cycle (WHTC) hot start test;

2.7. "Crankcase" means the spaces in, or external to, an engine which are connected to the oil sump by internal or external ducts through which gases and vapours can be emitted;

2.8. "Critical emission-related components" means the following components which are designed primarily for emission control: any exhaust after-treatment system, the ECU and its associated sensors and actuators, and the exhaust gas recirculation (EGR) system including all related filters, coolers, control valves and tubing;

2.9. "Critical emission-related maintenance" means the maintenance to be performed on critical emission-related components;

2.10. "Defeat strategy" means an emission strategy that does not meet the performance requirements for a base and/or auxiliary emission strategy as specified in this annex;

2.11. "deNO_x system" means an exhaust after-treatment system designed to reduce emissions of oxides of nitrogen (NO_x) (e.g. passive and active lean NO_x catalysts, NO_x adsorbers and selective catalytic reduction (SCR) systems);

2.12. "Diagnostic trouble code" (DTC) means a numeric or alphanumeric identifier which identifies or labels a malfunction;

2.13. "Diesel mode" means the normal operating mode of a dual-fuel engine during which the engine does not use any gaseous fuel for any engine operating condition;"

2.14. "Driving cycle" means a sequence consisting of an engine start, an operating period (of the vehicle), an engine shut-off, and the time until the next engine start;

2.15. "Dual-fuel engine" means an engine system that is designed to simultaneously operate with diesel fuel and a gaseous fuel, both fuels being metered separately, where the consumed amount of one of the fuels relative to the other one may vary depending on the operation;

2.16. "Dual-fuel mode" means the normal operating mode of a dual-fuel engine during which the engine simultaneously uses diesel fuel and a gaseous fuel at some engine operating conditions;

2.17. "Dual-fuel vehicle" means a vehicle that is powered by a dual-fuel engine and that supplies the fuels used by the engine from separate on-board storage systems;"

2.18. "Element of design" means in respect of a vehicle or engine:

(a) Any element of the engine system;

(b) Any control system, including: computer software; electronic control systems; and computer logic;

(c) Any control system calibration; or

(d) The results of any interaction of systems;

2.19. "Emission control monitoring system" means the system that ensures correct operation of the NO_x control measures implemented in the engine system according to the requirements of paragraph 5.5;

"Emission control system" means the elements of design and emission strategies developed or calibrated for the purpose of controlling emissions;

2.20. "Emission related maintenance" means the maintenance which substantially affects emissions or which is likely to affect emissions deterioration of the vehicle or the engine during normal in-use operation;

2.21. "Emission strategy" means an element or set of elements of design that is incorporated into the overall design of an engine system or vehicle and used in controlling emissions;

2.22. "Engine after-treatment system family" means 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;

2.23. "Engine family" means a manufacturer’s grouping of engines which through their design, as defined in paragraph 7. of this Regulation, have similar exhaust emission characteristics;

2.24. "Engine system" means the engine, the emission control system and the communication interface (hardware and messages) between the engine system electronic control unit or units (ECU) and any other powertrain or vehicle control unit;

2.25. "Engine start" consists of the ignition-On, cranking and start of combustion, and is completed when the engine speed reaches 150 min^-1 below the normal, warmed-up idle speed;

2.26. "Engine type" means a category of engines which do not differ in essential engine characteristics as set out in Annex 1;

2.27. "Exhaust after-treatment system" means a catalyst (oxidation, 3-way or any other), particulate filter, deNO_x system, combined deNO_x particulate filter, or any other emission reducing device, that is installed downstream of the engine;

2.28. "Gaseous pollutants" means the exhaust gas emissions of carbon monoxide, NO_x, expressed in NO₂ equivalent, hydrocarbons (i.e. total hydrocarbons, non-methane hydrocarbons and methane);

2.29. "General Denominator" means a counter indicating the number of times a vehicle has been operated, taking into account general conditions;

2.30. "Group of monitors" means, for the purpose of assessing the in-use performance of an OBD engine family, a set of OBD monitors used for determining the correct operation of the emission control system;

2.31. "Ignition cycle counter" means a counter indicating the number of engine starts a vehicle has experienced;

2.32. "In-Use performance ratio" (IUPR) means the ratio of the number of times that the conditions have existed under which a monitor, or group of monitors, should have detected a malfunction relative to the number of driving cycles relevant for the operation of that monitor or group of monitors;

2.33. "Low speed (n_lo)" means the lowest engine speed where 50 per cent of the declared maximum power occurs;

2.34. "Malfunction" means a failure or deterioration of an engine system, including the OBD system, that might reasonably be expected to lead either to an increase in any of the regulated pollutants emitted by the engine system or to a reduction in the effectiveness of the OBD system;

2.35. "Malfunction indicator" (MI) means an indicator which is part of the alert system and which clearly informs the driver of the vehicle in the event of a malfunction;

2.36. "Manufacturer" means the person or body who is responsible to the Type Approval Authority for all aspects of the type approval or authorisation process and for ensuring conformity of production. It is not essential that the person or body be directly involved in all stages of the construction of the vehicle, system, component or separate technical unit which is the subject of the approval process;

2.37. "Maximum net power" means the maximum value of the net power measured at full engine load;

2.38. "Net power" means the power obtained on a test bench at the end of the crankshaft or its equivalent at the corresponding engine or motor speed with the auxiliaries according to UN Regulation No. 85 and determined under reference atmospheric conditions;

2.39. "Non-emission-related maintenance" means the maintenance which does not substantially affect emissions and which does not have a lasting effect on the emissions deterioration of the vehicle or the engine during normal in-use operation once the maintenance is performed;

2.40. "On-board diagnostic system" (OBD system) means a system on-board of a vehicle or engine which has the capability of:

(a) Detecting malfunctions, affecting the emission performance of the engine system;

(b) Indicating their occurrence by means of an alert system; and

(c) Identifying the likely area of the malfunction by means of information stored in computer memory and communicating that information off-board;

2.41. "OBD engine family" means a manufacturer’s grouping of engine systems having common methods of monitoring and diagnosing emission-related malfunctions;

2.42. "Operating sequence" means a sequence consisting of an engine start, an operating period (of the engine), an engine shut-off, and the time until the next start, where a specific OBD monitor runs to completion and a malfunction would be detected if present;

2.43. "Original pollution control device" means a pollution control device or an assembly of such devices covered by the type approval granted for the vehicle concerned;

2.44. "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;

2.45. "Particulate after-treatment device" means an exhaust after-treatment system designed to reduce emissions of particulate pollutants (PT) through a mechanical, aerodynamic, diffusional or inertial separation;

2.46. "Particulate matter (PM)" means any material collected on a specified filter medium after diluting exhaust with a clean filtered diluent to a temperature between 315 K (42 °C) and 325 K (52 °C); this is primarily carbon, condensed hydrocarbons, and sulphates with associated water;

2.46.1. "Particulate Matter number" (PM number) means the total number of solid particles emitted from the exhaust quantified according to the dilution, sampling and measurement methods as specified in Annex 4.

2.47. "Per cent load" means the fraction of the maximum available torque at an engine speed;

2.48. "Performance monitoring" means malfunction monitoring, that consists of functionality checks and the monitoring of parameters that are not directly correlated to emission thresholds, and that is done on components or systems to verify that they are operating within the proper range;

2.49. "Periodic regeneration" means the regeneration process of an emission control device that occurs periodically in less than 100 hours of normal engine operation;

2.50. "Portable emissions measurement system" (PEMS) means a portable emissions measurement system meeting the requirements specified in Appendix 2 to Annex 8 of this Regulation;

2.51. "Power take-off unit" means an engine driven output device for the purposes of powering auxiliary, vehicle mounted, equipment;

2.52. "Qualified deteriorated component or system (QDC) " means a component or a system that has been intentionally deteriorated such as by accelerated ageing or by having been manipulated in a controlled manner and which has been accepted by the Type Approval Authority according to the provisions set out in Annex 9B to this Regulation for use when demonstrating the OBD performance of the engine system

2.53. "Reagent" means any medium that is stored on-board the vehicle in a tank and provided to the exhaust after-treatment system (if required) upon request of the emission control system;

2.54. "Recalibration" means a fine tuning of a natural gas engine in order to provide the same performance (power, fuel consumption) in a different range of natural gas;

2.55. "Reference mass" means the mass of the vehicle in running order less the uniform mass of the driver of 75 kg and increased by a uniform mass of 100 kg;

2.56. "Replacement pollution control device" means a pollution control device or an assembly of such devices intended to replace an original pollution control device and which can be approved as a separate technical unit;

2.57. "Scan-tool" means external test equipment used for standardised off-board communication with the OBD system in accordance with the requirements of this Regulation;

2.58. "Service accumulation schedule" means the ageing cycle and the service accumulation period for determining the deterioration factors for the engine-after-treatment system family;

2.59. "Service mode" means a special mode of a dual-fuel engine that is activated for the purpose of repairing, or of moving the vehicle from the traffic when operation in the dual-fuel mode is not possible[5].
[5]For example in case of an empty gas tank

2.60. "Tailpipe emissions" means the emission of gaseous and particulate pollutants;

2.61. "Tampering" means inactivation, adjustment or modification of the vehicle emissions control or propulsion system, including any software or other logical control elements of those systems, that has the effect, whether intended or not, of worsening the emissions performance of the vehicle;

2.62. "Unladen mass" means the mass of the vehicle in running order without the uniform mass of the driver of 75 kg, passengers or load, but with the fuel tank 90 per cent full and the usual set of tools and spare wheel on board, where applicable;

2.63. "useful life" means the relevant period of distance and/or time over which compliance with the relevant gaseous and particulate emission limits has to be assured;

2.64. "Vehicle type with regard to emissions" means a group of vehicles which do not differ in essential engine and vehicle characteristics as set out in Annex 1;

2.65. "Wall flow Diesel Particulate Filter" means a Diesel Particulate Filter ("DPF") in which all the exhaust gas is forced to flow through a wall which filters out the solid matter;

2.66. "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:

2.67. "λ-shift factor (S_λ)" 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 Appendix 5 to Annex 4 for the calculation of S_λ).

3. Application for approval

3.1. Application for type approval of an engine system or engine family as a separate technical unit

3.1.1. The manufacturer or his authorized representative shall submit to the Type Approval Authority an application for type approval of an engine system or engine family as a separate technical unit.

3.1.2. The application referred to in paragraph 3.1.1. shall be drawn up in accordance with the model of the information document set out in Annex 1. For that purpose Part 1 of Annex 1 shall apply.

3.1.3. Together with the application, the manufacturer shall provide a documentation package that fully explains any element of design which affects emissions, the emission control strategy of the engine system, the means by which the engine system controls the output variables which have a bearing upon emissions, whether that control is direct or indirect, anti-tampering measures and fully explains the warning and inducement system required by paragraphs 4. and 5. of Annex 11.

The documentation package shall be identified and dated by the approval authority and kept by that authority for at least 10 years after the approval is granted.

The documentation package shall consist of the following parts:

(a)The information set out in paragraph 5.1.4.;

(b)An AES documentation package, as described in Annex 2D to this Regulation in order for the approval authorities to be able to assess the proper use of AES.

At the request of the manufacturer, the approval authority shall conduct a preliminary assessment of the AES for new vehicle types. In that case, the manufacturer shall provide the draft AES documentation package to the approval authority between 2 and 12 months before the start of the type-approval process.

The approval authority shall make a preliminary assessment on the basis of the draft AES documentation package provided by the manufacturer. The approval authority shall make the preliminary assessment in accordance with the methodology described in Appendix 2 to Annex 10. The approval authority may deviate from that methodology in exceptional and duly justified cases.

The preliminary assessment of the AES for new vehicle types shall remain valid for the purposes of type approval for a period of 18 months. That period may be extended by a further 12 months if the manufacturer provides the approval authority with proof that no new technologies have become available on the market that would change the preliminary assessment of the AES.

3.1.4. In addition to the information referred to in paragraph 3.1.3., the manufacturer shall submit the following information:

(a) In the case of positive-ignition engines, a declaration by the manufacturer of the minimum percentage of misfires out of a total number of firing events that either would result in emissions exceeding the limits set out in Annex 9A if that percentage of misfire had been present from the start of the emission test as set out in Annex 4 or could lead to an exhaust catalyst, or catalysts, overheating prior to causing irreversible damage;

(b) A description of the provisions taken to prevent tampering with and modification of the emission control computer(s), including the facility for updating using a manufacturer-approved programme or calibration;

(c) Documentation of the OBD system, in accordance with the requirements set out in paragraph 8. of Annex 9B;

(d) OBD related information for the purpose of access to OBD, in accordance with the requirements of Annex 14 of this Regulation;

(e) A Statement of off-cycle emission compliance, with the requirements of paragraph 5.1.3. and paragraph 10. of Annex 10;

(f) A Statement of OBD in-use performance compliance, with the requirements of Appendix 2 to Annex 9A;

(g) The initial plan for in-service testing according to paragraph 2.4. of Annex 8;

(h) Where appropriate, copies of other type approvals with the relevant data to enable extension of approvals and establishment of deterioration factors;

(i) Where appropriate, the documentation packages required by this Regulation for the correct installation of the engine type-approved as separate technical unit

3.1.5. The manufacturer shall submit to the technical service responsible for the type approval tests an engine or, as appropriate, a parent engine representative of the type to be approved.

3.1.6. Changes to the make of a system, component or separate technical unit that occur after a type approval shall not automatically invalidate a type approval, unless its original characteristics or technical parameters are changed in such a way that the functionality of the engine or pollution control system is affected.

3.2. Application for type approval of a vehicle with an approved engine system with regard to emissions

3.2.1. The manufacturer or his authorized representative shall submit to the Type Approval Authority an application for type approval of a vehicle with an approved engine system with regard to emissions.

3.2.2. The application referred to in paragraph 3.2.1. shall be drawn up in accordance with the model of the information document set out in Part 2 of Annex 1. This application shall be accompanied by a copy of the type approval certificate for the engine system or engine family as a separate technical unit.

3.2.3. The manufacturer shall provide a documentation package that fully explains the elements of the warning and inducement system that is on board of the vehicle and required by Annex 11. This documentation package shall be provided in accordance with paragraph 3.1.3.

3.2.4. In addition to the information referred to in paragraph 3.2.3., the manufacturer shall submit the following information:

(a) A description of the measures taken to prevent tampering with and modification of the vehicle control units covered by this Regulation, including the facility for updating using a manufacturer-approved programme or calibration;

(b) A description of the OBD components on board of the vehicle, in accordance with the requirements of paragraph 8. of Annex 9B;

(c) Information related to the OBD components on board of the vehicle for the purpose of access to OBD;

(d) Where appropriate, copies of other type approvals with the relevant data to enable extension of approvals.

3.2.5. Changes to the make of a system, component or separate technical unit that occur after a type approval shall not automatically invalidate a type approval, unless its original characteristics or technical parameters are changed in such a way that the functionality of the engine or pollution control system is affected.

3.3. Application for type approval of a vehicle with regard to emissions

3.3.1. The manufacturer or his authorized representative shall submit to the Type Approval Authority an application for type approval of a vehicle with regard to emissions.

3.3.2. The application referred to in paragraph 3.3.1. shall be drawn up in accordance with the model of the information document set out in Annex 1. For that purpose Part 1 and Part 2 of that Annex shall apply.

3.3.3. The manufacturer shall provide a documentation package that fully explains any element of design which affects emissions, the emission control strategy of the engine system, the means by which the engine system controls the output variables which have a bearing upon emissions, whether that control is direct or indirect, and fully explains the warning and inducement system required by Annex 11. This documentation package shall be provided in accordance with paragraph 3.1.3.

3.3.4. In addition to the information referred to in paragraph 3.3.3., the manufacturer shall submit the information required by paragraph 3.1.4. (a) to (h) and paragraph 3.2.4. (a) to (d).

3.3.5. The manufacturer shall submit to the technical service responsible for the type approval tests an engine representative of the type to be approved.

3.3.6. Changes to the make of a system, component or separate technical unit that occur after a type approval shall not automatically invalidate a type approval, unless its original characteristics or technical parameters are changed in such a way that the functionality of the engine or pollution control system is affected.

3.4. Application for type approval of a type of replacement pollution control device as a separate technical unit

3.4.1. The manufacturer shall submit to the Type Approval Authority an application for type approval of a type of replacement pollution control device as a separate technical unit.

3.4.2. The application shall be drawn up in accordance with the model of the information document set out in Appendix 1 to Annex 13.

3.4.3. The manufacturer shall submit a Statement of compliance with the requirements on access to OBD information.

3.4.4. The manufacturer shall submit to the technical service responsible for the type approval test the following:

(a) An engine system or engine systems of a type approved in accordance with this Regulation equipped with a new original equipment pollution control device;

(b) One sample of the type of the replacement pollution control device;

(c) An additional sample of the type of the replacement pollution control device, in the case of a replacement pollution control device intended to be fitted to a vehicle equipped with an OBD system.

3.4.5. For the purposes of point (a) of paragraph 3.4.4., the test engines shall be selected by the applicant with the agreement of the Type Approval Authority.

The test conditions shall comply with the requirements set out in paragraph 6. of Annex 4.

The test engines shall respect the following requirements:

(a) They shall have no emission control system defects;

(b) Any malfunctioning or excessively worn emission-related original part shall be repaired or replaced;

(c) They shall be tuned properly and set to the manufacturer's specification prior to emission testing.

3.4.6. For the purposes of points (b) and (c) of paragraph 3.4.4., the sample shall be clearly and indelibly marked with the applicant's trade name or mark and its commercial designation.

3.4.7. For the purposes of point (c) of paragraph 3.4.4., the sample shall be a qualified deteriorated component.

4. Approval

4.1. In order to receive a type approval of an engine system or engine family as a separate technical unit, type approval of a vehicle with an approved engine system with regard to emissions, or a type approval of a vehicle with regard to emissions, the manufacturer shall, in accordance with the provisions of this Regulation demonstrate that the vehicles or engine systems are subject to the tests and comply with the requirements set out in paragraph 5. and Annexes 4, 6, 7, 9A, 9B, 9C, 10, 11, and 12. The manufacturer shall also ensure compliance with the specifications of reference fuels set out in Annex 5.

In order to receive type approval of a vehicle with an approved engine system with regard to emissions or a type approval of a vehicle with regard to emissions the manufacturer shall ensure compliance with the installation requirements set out in paragraph 6.

4.2. In order to receive an extension of the type approval of a vehicle with regard to emissions type-approved under this Regulation with a reference mass exceeding 2,380 kg but not exceeding 2,610kg the manufacturer shall meet the requirements set out in Appendix 1 to Annex 12.

4.3. In order to receive a type-approval of a dual-fuel engine or engine family as a separate technical unit, type-approval of a dual-fuel vehicle with an approved dual-fuel engine with regard to emissions, or a type-approval of a dual-fuel vehicle with regard to emissions, the manufacturer shall, in addition to the requirements of paragraph 4.1. demonstrate that the dual-fuel vehicles or engine are subject to the tests and comply with the requirements set out in Annex 15.

4.4. Reserved[6]
[6] This paragraph is reserved for alternative provisions relating to alternative light-duty OBD and NO_x control requirements.

4.5. In order to receive a type approval of an engine system or engine family as a separate technical unit or a type approval of a vehicle with regard to emissions, the manufacturer shall ensure compliance with the requirements on fuel range for a universal fuel approval or in case of a positive ignition engine fuelled with natural gas and LPG a restricted fuel range approval as specified in paragraph 4.6.

4.5.1. Tables summarizing the requirements for approval of NG-Fuelled engines, LPG-Fuelled engines and dual-fuelled engines are provided in Appendix 4.

4.6. Requirements on universal fuel range type approval

A universal fuel range approval shall be granted subject to the requirements specified in paragraphs 4.6.1. to 4.6.6.1.

4.6.1. The parent engine shall meet the requirements of this Regulation on the appropriate reference fuels specified in Annex 5. Specific requirements shall apply to engines fuelled with natural gas/biomethane (including dual-fuel engines), as laid down in paragraph 4.6.3.

4.6.2. If the manufacturer permits the engine family to run on market fuels that do not comply neither with the reference fuels included in Annex 5 nor CEN standard EN 228 (in the case of unleaded petrol) or CEN standard EN 590 (in the case of diesel), such as running on FAME B100 (CEN standard EN14214), FAME diesel blends B20/B30 (CEN standard EN 16709), paraffinic fuel (CEN standard EN 15940) or others the manufacturer shall, in addition to the requirements in paragraph 4.6.1. comply with the following requirements:

(a) Declare the fuels the engine family is capable to run on in paragraph 3.2.2.2.1. of the Information Document as set out in Part 1 of Annex 1, either by reference to an official standard or to a production specification of a brand specific market fuel not meeting any official standard such as those mentioned in paragraph 4.6.2. The manufacturer shall also declare that the functionality of the OBD system is not affected by the use of the declared fuel;

(b) Determine the power correction factor for each fuel declared according to paragraph 9.4.2.8. if applicable according to the provisions specified in paragraph 9.4.2.7. Declare the factor for each fuel in 3.2.2.2.2. of the information document as set out in Part 1 of Annex 1, if applicable;

(c) Demonstrate that the parent engine meets the requirements specified in Annex 4 and in Appendix 1 of Annex 10 to this Regulation on the fuels declared; the approval authority may request that the demonstration requirements be further extended to those laid down in Annex 7 and Annex 9A;

(d) Be liable to meet the requirements of in-service conformity specified in Annex 8 on the fuels declared, including any blend between the declared fuels and the relevant market fuels and standards.

At the request of the manufacturer, the requirements set out in this paragraph shall be applied to fuels used for military purposes.

For the purposes of subparagraph 4.6.2.(a) where the emission tests are performed for demonstrating compliance with the requirements of this Regulation, a fuel analysis report of the test fuel shall be attached to the test report and shall comprise at least the parameters specified in the official specification of the fuel manufacturer.

4.6.3. In the case of natural gas/biomethane fuelled engines, including dual-fuel engines, the manufacturer shall demonstrate the parent engines capability to adapt to any natural gas/biomethane composition that may occur across the market. This demonstration shall be carried out according to this paragraph and, in case of dual-fuel engines, also according to the additional provisions regarding the fuel adaptation procedure set out in paragraph 6.4. of Annex 15 to this Regulation.

4.6.3.1. In the case of compressed natural gas/biomethane (CNG) there are generally two types of fuel, high calorific fuel (H-gas) and low calorific fuel (L-gas), but with a significant spread within both ranges; they differ significantly in their energy content expressed by the Wobbe Index and in their λ-shift factor (S_λ). Natural gases with a λ-shift factor between 0.89 and 1.08 (0.89 ≤ S_λ ≤ 1.08) are considered to belong to H-range, while natural gases with a λ-shift factor between 1.08 and 1.19 (1.08 ≤ S_λ ≤ 1.19) are considered to belong to L-range. The composition of the reference fuels reflects the extreme variations of S_λ.

The parent engine shall meet the requirements of this Regulation on the reference fuels G_R (fuel 1) and G₂₅ (fuel 2), as specified in Annex 5, without any manual readjustment to the engine fuelling system between the two tests (self-adaptation is required). One adaptation run over one WHTC hot cycle without measurement is permitted after the change of the fuel. After the adaptation run the engine shall be cooled down in accordance with
paragraph 7.6.1. of Annex 4.

4.6.3.1.1. At the manufacturer's request the engine may be tested on a third fuel (fuel 3) if the λ-shift factor (S_λ) lies between 0.89 (that is the lower range of G_R) and 1.19 (that is the upper range of G₂₅), for example when fuel 3 is a market fuel. The results of this test may be used as a basis for the evaluation of the conformity of the production.

4.6.3.2. In the case of liquefied natural gas/liquefied biomethane (LNG) the parent engine shall meet the requirements of this Regulation on the reference fuels G_R (fuel 1) and G₂₀ (fuel 2), as specified in Annex 5, without any manual readjustment to the engine fuelling system between the two tests (self-adaptation is required). One adaptation run over one WHTC hot cycle without measurement is permitted after the change of the fuel. After the adaptation run, the engine shall be cooled down in accordance with paragraph 7.6.1. of Annex 4.

4.6.4. In the case of an engine fuelled with compressed natural gas/biomethane (CNG) which is self-adaptive for the range of H-gases on the one hand and the range of L-gases on the other hand, and which switches between the H-range and the L-range by means of a switch, the parent engine shall be tested on the relevant reference fuel as specified in Annex 5 for each range, at each position of the switch. The fuels are G_R (fuel 1) and G₂₃ (fuel 3) for the H-range of gases and G₂₅ (fuel 2) and G₂₃ (fuel 3) for the L-range of gases. The parent engine shall meet the requirements of this Regulation at both positions of the switch without any readjustment to the fuelling between the two tests at each position of the switch. One adaptation run over one WHTC hot cycle without measurement is permitted after the change of the fuel. After the adaptation run the engine shall be cooled down in accordance with paragraph 7.6.1. of Annex 4.

4.6.4.1. At the manufacturer's request the engine may be tested on a third fuel instead of G₂₃ (fuel 3) if the λ-shift factor (S_λ) lies between 0.89 (that is the lower range of G_R) and 1.19 (that is the upper range of G₂₅), for example when fuel 3 is a market fuel. The results of this test may be used as a basis for the evaluation of the conformity of the production.

4.6.5. In the case of natural gas/biomethane engines, the ratio of the emission results "r" shall be determined for each pollutant as follows:

or,

and,

4.6.6. In the case of LPG the manufacturer shall demonstrate the parent engines capability to adapt to any fuel composition that may occur across the market.

In the case of LPG there are variations in C3/C4 composition. These variations are reflected in the reference fuels. The parent engine shall meet the emission requirements on the reference fuels A and B as specified in Annex 5 without any readjustment to the fuelling between the two tests. One adaptation run over one WHTC hot cycle without measurement is permitted after the change of the fuel. After the adaptation run the engine shall be cooled down in accordance with paragraph 7.6.1. of Annex 4.

4.6.6.1. The ratio of emission results "r" shall be determined for each pollutant as follows:

4.7. Requirements on restricted fuel range type-approval in case of engines fuelled with natural gas/biomethane or LPG, including dual-fuel engines.

Restricted fuel range type approval shall be granted subject to the requirements specified in paragraphs 4.7.1. to 4.7.2.3. below.

4.7.1. Exhaust emissions type-approval of an engine running on CNG and laid out for operation on either the range of H-gases or on the range of L-gases.

4.7.1.1. The parent engine shall be tested on the relevant reference fuel, as specified in Annex 5, for the relevant range. The fuels are G_R (fuel 1) and G₂₃ (fuel 3) for the H-range of gases and G₂₅ (fuel 2) and G₂₃ (fuel 3) for the L-range of gases. The parent engine shall meet the requirements of this Regulation without any readjustment to the fuelling between the two tests. One adaptation run over one WHTC hot cycle without measurement is permitted after the change of the fuel. After the adaptation run the engine shall be cooled down in accordance with paragraph 7.6.1. of Annex 4.

4.7.1.2. At the manufacturer's request the engine may be tested on a third fuel instead of G₂₃ (fuel 3) if the λ-shift factor (S_λ) lies between 0.89 (that is the lower range of G_R) and 1.19 (that is the upper range of G₂₅), for example when fuel 3 is a market fuel. The results of this test may be used as a basis for the evaluation of the conformity of the production.

4.7.1.3. The ratio of emission results "r" shall be determined for each pollutant as follows:

or,

and,

4.7.1.4. On delivery to the customer the engine shall bear a label as specified in paragraph 4.12.8. stating for which range of gases the engine is approved.

4.7.2. Exhaust emissions type approval of an engine running on natural gas or LPG and designed for operation on one specific fuel composition.

4.7.2.1. The parent engine shall meet the emission requirements on the reference fuels G_R and G₂₅ in the case of CNG, on the reference fuels G_R and G₂₀ in the case of LNG, or on the reference fuels A and B in the case of LPG, as specified in Annex 5 to this Regulation. Fine-tuning of the fuelling system is allowed between the tests. This fine-tuning will consist of a recalibration of the fuelling database, without any alteration to either the basic control strategy or the basic structure of the database. If necessary the exchange of parts that are directly related to the amount of fuel flow such as injector nozzles is allowed.

4.7.2.2. In the case of CNG, at the manufacturer's request, the engine may be tested on the reference fuels G_R and G₂₃, or on the reference fuels G₂₅ and G₂₃, in which case the type-approval is only valid for the H-range or the L-range of gases respectively.

4.7.2.3. On delivery to the customer the engine shall bear a label as specified in paragraph 4.12.8. below stating for which fuel range composition the engine has been calibrated.

4.8. Requirements on fuel-specific type-approval in the case of engines fuelled with liquefied natural gas/liquefied biomethane (LNG)

In case of liquefied natural gas/liquefied biomethane, a fuel specific type-approval may be granted subject to the requirements specified in paragraphs 4.8.1. to 4.8.2.

4.8.1. Conditions for applying for a fuel-specific type approval in the case of engines fuelled with liquefied natural gas/liquefied biomethane (LNG).

4.8.1.1. The manufacturer can only apply for a fuel specific type-approval in the case of the engine being calibrated for a specific LNG gas composition[7] resulting in a l-shift factor not differing by more than 3 per cent from the l-shift factor of the G₂₀ fuel specified in Annex 5, and the ethane content of which does not exceed 1.5 per cent.
[7]This would typically be the case of a liquefied bio-methane

4.8.1.2. In all other cases the manufacturer shall apply for a universal fuel type approval according to the specifications of paragraph 4.6.3.2.

4.8.2. Specific test requirements in the case of a fuel-specific type approval (LNG).

4.8.2.1. In the case of a dual-fuel engine family where the engines are calibrated for a specific LNG gas composition² resulting in a l-shift factor not differing by more than 3 per cent from the l-shift factor of the G₂₀ fuel specified in Annex 5, and the ethane content of which does not exceed 1.5 per cent, the parent engine shall only be tested on the G₂₀ reference gas fuel, as specified in Annex

4.9. Exhaust emissions type approval of a member of a family

4.9.1. With the exception of the case mentioned in paragraph 4.8.2., the type approval of a parent engine shall be extended to all family members, without further testing, for any fuel composition within the range for which the parent engine has been approved (in the case of engines described in paragraph 4.7.2.) or the same range of fuels (in the case of engines described in either paragraph 4.6. or 4.7.) for which the parent engine has been type-approved.

4.9.2. If the technical service determines that, with regard to the selected parent engine the submitted application does not fully represent the engine family defined in Part 1 of Annex 1, an alternative and if necessary an additional reference test engine may be selected by the technical service and tested.

4.10. Requirements for approval regarding the on-board diagnostic systems

4.10.1. Manufacturers shall ensure that all engine systems and vehicles are equipped with an OBD system.

4.10.2. The OBD system shall be designed, constructed and installed on a vehicle in accordance with Annex 9A, so as to enable it to identify, record, and communicate the types of deterioration or malfunction specified in that Annex over the entire life of the vehicle.

4.10.3. The manufacturer shall ensure that the OBD system complies with the requirements set out in Annex 9A, including the OBD in-use performance requirements, under all normal and reasonably foreseeable driving conditions, including the conditions of normal use specified in Annex 9B.

4.10.4. When tested with a qualified deteriorated component, the OBD system malfunction indicator shall be activated in accordance with Annex 9B. The OBD system malfunction indicator may also be activated at levels of emissions below the OBD thresholds limits specified in Annex 9A.

4.10.5. The manufacturer shall ensure that the provisions for in-use performance of an OBD engine family laid down in Annex 9A are followed.

4.10.6. The OBD in-use performance related data shall be stored and made available without any encryption through the standard OBD communication protocol by the OBD system in accordance with the provisions of Annex 9A.

4.10.7. If the manufacturer chooses, until the date specified in paragraph 13.2.3. for new type approvals, OBD systems may comply with alternative provisions as specified in Annex 9A and referring to this paragraph.

4.10.8. If the manufacturer chooses, until the date specified in paragraph 13.2.3. for new type approvals, he may use alternative provisions for the monitoring of the Diesel Particulate Filter (DPF) as set out in paragraph 2.3.2.2. of Annex 9A.

4.11. Requirements for approval regarding replacement pollution control devices

4.11.1. The manufacturer shall ensure that replacement pollution control devices intended to be fitted to type-approved engine systems or vehicles covered by this Regulation are type-approved, as separate technical units in accordance with the requirements of paragraphs 4.11.2. to 4.11.5.

Catalytic converters, deNO_x devices and particulate filters shall be considered to be pollution control devices for the purposes of this Regulation.

4.11.2. Original replacement pollution control devices, which fall within the type covered by paragraph 3.2.12. of Part 1 of Annex 1 and are intended for fitment to a vehicle to which the relevant type approval document refers, do not need to comply with all provisions of Annex 13 provided that they fulfil the requirements of paragraphs 2.1., 2.2. and 2.3. of that annex.

7.5.3.               When failure information related to the gas supply system as specified in paragraph 7.2., including the DTC, is erased, the counter associated with this failure shall not be erased.
8.   Requirements to ensure the correct operation of NO_x control measures
8.1.   Annex 11 (on correct operation of NO_x control measures) shall apply to HDDF engines and vehicles, whether operating in dual-fuel or diesel mode.
8.2.                  Additional general OBD requirements in case of Type 1B, Type 2B and Type 3B dual-fuel engines and vehicles
8.2.1.               In case of HDDF Type 1B, Type 2B and Type 3B, the torque considered to apply low level inducement defined in Annex 11 shall be the lowest of the torques obtained in diesel mode and in dual-fuel mode.
8.2.2.   The requirements of section 7.1.1. concerning additional general OBD requirements in case of Type 1B, Type 2B and Type 3B dual-fuel engines and vehicles shall also apply to the diagnostic system related to the correct operation of NO_x control systems.
In particular:
8.2.2.1.            A possible influence of the mode of operation on the malfunction detection shall not be used to extend the time until an operability restriction becomes active.
8.2.2.2.            A change of the mode of operation (dual-fuel to diesel or vice-versa) shall not stop nor reset the mechanisms implemented to comply with the specification of Annex 11 (counters, etc.). However, in the case where one of these mechanisms (for example a diagnostic system) depends on the actual operation mode the counter associated with that mechanism may, at the request of the manufacturer and upon approval of the Type Approval Authority:
(a)        Halt and, when applicable, hold their present value when the operation mode changes;
(b)        Restart and, when applicable, continue counting from the point at which they have been held when the operation mode changes backs to the other operation mode.

9.   Conformity of in-service engines or vehicles/engines
The conformity of in-service dual-fuel engines and vehicles shall be performed according to the requirements specified in Annex 8.
The PEMS tests shall be performed in dual-fuel mode.
9.1.                  In the case of Type 1B, Type 2B and Type 3B dual-fuel engines, an additional PEMS test shall be performed in Diesel mode on the same engine and vehicle immediately after, or before, a PEMS test is performed in dual-fuel mode.
In that case the pass or fail decision of the lot considered in the statistical procedure specified in Annex 8 shall be based on the following:
(a)        A pass decision is reached for an individual vehicle if both the PEMS test in dual-fuel mode and the PEMS test in Diesel mode have concluded a pass;
(b)        A fail decision is reached for an individual vehicle if either the PEMS test in dual-fuel mode or the PEMS test in Diesel mode has concluded a fail.

10.                   Additional test procedures
10.1.                Additional emission test procedure requirements for dual-fuel engines
10.1.1.   Dual-fuel engines shall comply with the requirements of Appendix 4 in addition to the requirements of this Regulation (incl. Annex 4) when performing an emission test.
10.2.                Additional PEMS emission test procedure requirements for dual-fuel engines
10.2.1.             When subject to a PEMS test, dual-fuel engines shall comply with the requirements of Appendix 5 in addition to the other PEMS requirements of this Regulation.
10.2.2.   Torque correction
When necessary, for instance because of variation of the gas fuel composition, the manufacturer may decide to correct the ECU torque signal. In that case the following requirements shall apply.

10.2.2.1. Correction of the PEMS torque signal
The manufacturer shall submit to the Type Approval Authority a description of the relationship permitting to extrapolate the real torque from the torques obtained during emission testing with the 2 appropriate reference fuels and from the actually retrievable torque in the ECU.
10.2.2.1.1. In the case when the torques obtained with the two reference fuels may be considered of the same magnitude (that is within the 7 per cent considered in paragraph 9.4.2.5. of this Regulation), the use of the corrected ECU value is not necessary,

10.2.2.2. Torque value to consider in a PEMS test
For PEMS test (work based window) the corrected torque value shall result from that interpolation

10.2.2.3. Conformity of the ECU torque-signal
The "Maximum torque" method specified in Appendix 4 to Annex 8 shall be understood as demonstrating that a point between the reference maximum torque curves obtained at a certain engine speed when testing with the 2 applicable reference fuels has been reached during vehicle testing.
The value of that point shall be estimated with the agreement of the Type Approval Authority on the basis of the actual fuel composition sampled as close as possible to the engine and the power curves obtained with each of the reference fuels during the emission certification test.

10.3. Additional dual-fuel specific CO₂ determination provisions
Section 3.1. of Annex 12 regarding the determination of CO₂ emissions in case of raw measurement is not applicable to dual-fuel engines. Instead the following provisions shall apply:
The measured test-averaged fuel consumption according to section 4.3. of Annex 12 shall be used as the base for calculating the test averaged CO₂ emissions.
The mass of each fuel consumed shall be used to determine, according to section A.6.4. of this annex, the molar hydrogen ratio and the mass fractions of the fuel mix in the test.
The total fuel mass shall be determined according to equations 23 and 24.
(23)

(24)

where:
m_fuel,corris the corrected fuel mass of both fuels, g/test
m_fuel                  total fuel mass of both fuels, g/test
m_THC                 mass of total hydrocarbon emissions in the exhaust gas, g/test
m_CO                  mass of carbon monoxide emissions in the exhaust gas, g/test
m_CO2,fuel            CO₂ mass emission coming from the fuel, g/test
w_GAM                sulphur content of the fuels, per cent mass
w_DEL                 nitrogen content of the fuels, per cent mass
w_EPS                  oxygen content of the fuels, per cent mass
α   molar hydrogen ratio of the fuels (H/C)
A_C                     is the Atomic mass of Carbon: 12,011 g/mol
A_H   is the Atomic mass of Hydrogen: 1,0079 g/mol
M_CO                  is the Molecular mass of Carbon monoxide: 28,011 g/mol
M_CO2                 is the Molecular mass of Carbon dioxide   : 44,01 g/mol
The CO₂ emission resulting from urea shall be calculated with equation 25:

(25)

where:
m_CO2,urea           CO₂ mass emission resulting from urea, g/test
c_urea                   urea concentration, per cent
m_urea                 total urea mass consumption, g/test
M_CO(NH2)2         is the Molecular mass of urea: 60,056 g/mol
Then the total CO₂ emission shall be calculated with equation 26:

(26)

The brake specific CO₂ emissions, e_CO2 shall then be calculated according to section 3.3. of Annex 12.
11.                   Documentation requirements
11.1.                Documentation for installing in a vehicle a type approved HDDF engine
The manufacturer of a dual-fuel engine type-approved as separate technical unit shall include in the installation documents of its engine system the appropriate requirements that will ensure that the vehicle, when used on the road or elsewhere as appropriate, will comply with the requirements of this annex. This documentation shall include but is not limited to:
(a)        The detailed technical requirements, including the provisions ensuring the compatibility with the OBD system of the engine system;

(b)        The verification procedure to be completed.
The existence and the adequacy of such installation requirements may be checked during the approval process of the engine system.
11.1.1.             In the case when the vehicle manufacturer who applies for approval of the installation of the engine system on the vehicle is the same manufacturer who received the type-approval of the dual-fuel engine as a separate technical unit, the documentation specified in paragraph 11.2. is not required.
12.                   Appendices
Appendix 1    Types of HDDF engines and vehicles - illustration of the definitions and requirements
Appendix 2    Activation and deactivation mechanisms of the counter(s), warning system, operability restriction, service mode in case of dual fuel engines and vehicles- Description and illustrations
Appendix 3    HDDF dual-fuel indicator, warning system, operability restriction - Demonstration requirements

Appendix 4    Additional emission test procedure requirements for dual-fuel engines
Appendix 5    Additional PEMS emission test procedure requirements for dual-fuel engines
Appendix 6    Determination of molar component ratios and u_gas values for dual-fuel engines

Annex 15 - Appendix 1 Types of HDDF engines and vehicles - illustration of the definitions and main requirements

GER_WHTC¹ Idle on diesel Warm-up on diesel Operation on diesel solely Operation in absence of gas Comments

Type 1A GER_WHTC ≥ 90 % NOT Allowed Allowed only on service mode Allowed only on service mode Service mode

Type 1B GER_WHTC ≥ 90 % Allowed only on Diesel mode Allowed only on diesel mode Allowed only on diesel & service modes Diesel mode

Type 2A 10 % < GER_WHTC < 90 % Allowed Allowed only on service mode Allowed only on service mode Service mode GER_WHTC ≥ 90 % allowed

Type 2B 10 % < GER_WHTC < 90 % Allowed Allowed only on diesel mode Allowed only on diesel & service modes Diesel mode GER_WHTC ≥ 90 % allowed

Type 3A NEITHER DEFINED NOR ALLOWED

Type 3B GER_WHTC ≤ 10 % Allowed Allowed only on diesel mode Allowed only on diesel & service modes Diesel mode

¹ This average Gas Energy Ratio GER_WHTC is calculated over the hot part of the WHTC test-cycle

Annex 15 - Appendix 2 Activation and deactivation mechanisms of the counter(s), warning system, operability restriction, service mode in case of dual-fuel engines and vehicles - Description and illustrations

A.2.1. Description of the counter mechanism

A.2.1.1. General

A.2.1.1.1. To comply with the requirements of this annex, the system shall contain a counter to record the number of hours during which the engine has been operated while the system has detected a malfunctioning gas supply.

A.2.1.1.2. This counter shall be capable of counting up to 30 minutes operating time. The counter intervals shall be no longer than 3 minutes. When reaching its maximum value permitted by the system, it shall hold that value unless the conditions allowing the counter to be reset to zero are met.

A.2.1.2. Principle of the counter mechanism

A.2.1.2.1. The counters shall operate as follows:

A.2.1.2.1.1. If starting from zero, the counter shall begin counting as soon as a malfunctioning gas supply is detected according to paragraph 7.2 of this annex and the corresponding diagnostic trouble code (DTC) has the status confirmed and active.

A.2.1.2.1.2. The counter shall halt and hold its current value if a single monitoring event occurs and the malfunction that originally activated the counter is no longer detected or if the failure has been erased by a scan tool or a maintenance tool.

A.2.1.2.1.2.1. The counter shall also halt and hold its current value when the service mode becomes active.

A.2.1.2.1.3. Once frozen, the counter shall be reset to zero and restart counting if a malfunction relevant to that counter is detected and the service mode activated.

A.2.1.2.1.3.1. Once frozen, the counter shall also be reset to zero when the monitors relevant to that counter have run at least once to completion of their monitoring cycle without having detected a malfunction and no malfunction relevant to that counter has been detected during 36 engine operating hours since the counter was last held.

A.2.1.3. Illustration of the counter mechanism

Figures A2.1.1 to A2.1.3 give via three use-cases an illustration of the counter mechanism

Figure A2.1.1

Illustration of the gas supply counter mechanism (Type A HDDF) - use-case 1

A malfunction of the gas supply is detected for the very first time.

The service mode is activated and the counter starts counting once the DTC gets the "confirmed and active" status (2^nd detection).

The vehicle encounters a stand-still situation before reaching 30 minutes operating time after the service mode is activated.

The service mode becomes active and the vehicle speed is limited to 20 km/h (see paragraph 4.2.2.1. of this annex).

The counter freezes at its present value.

A malfunction of the gas supply is detected while the gas supply malfunction counter is not at zero (in this use-case it indicates the value it reached in use-case 1 when the vehicle became standstill).

The service mode is activated and the counter restarts counting from zero as soon as the DTC gets the "potential" status (1^st detection: see paragraph 4.2.3.2.1. of this annex).

After 30 minutes of operation without a standstill situation, the service mode becomes active and the vehicle speed is limited to 20 km/h (see paragraph 4.2.2.1 of this annex).

The counter freezes at a value of 30 minutes operating time.

After 36 operating hours without detection of a malfunction of the gas supply, the counter is reset to zero (see paragraph A.2.1.2.3.2.1).

A malfunction of the gas supply is again detected while the gas supply malfunction counter is at zero (1^st detection).

The service mode is activated and the counter starts counting once the DTC gets the "confirmed and active" status (2^nd detection).

After 30 minutes of operation without a standstill situation, the service mode becomes active and the vehicle speed is limited to 20 km/h (see paragraph 4.2.2.1 of this annex).

The counter freezes at a value of 30 minutes operating time.

A.2.2. Illustration of the other activation and deactivation mechanisms

A.2.2.1. Empty gas tank

Figure A2.2 gives an illustration of the events occurring in the case of a HDDF vehicle when a gas tank becomes empty through one typical use-case.

Figure A2.2

Illustration of the events occurring in case of an empty gas tank (Types A and B HDDF)

In that use case:
(a) The warning system specified in paragraph 4.3.2. of becomes active when the level of gas reaches the critical level defined by the manufacturer;
(b) The service mode is activated (in the case of a Type A HDDF) or the engine switches to Diesel mode (in the case of a Type B HDDF).

In the case of a Type A HDDF, the service mode becomes active and the vehicle speed is limited to 20 km/h after the next time the vehicle is stationary or after 30 minutes operating time without standstill (see paragraph 4.2.2.1. of this annex).
The gas tank is refilled.
The vehicle operates again in dual-fuel mode as soon as the tank is refilled above the critical level.

A.2.2.2. Malfunctioning gas supply
Figure A2.3 gives via one typical use-case an illustration of the events occurring in the case of a malfunction of the gas supply system. This illustration should be understood as complementary to that given in section A.2.1 and dealing with the counter mechanism.

Figure A2.3

Illustration of the events occurring in case of a malfunctioning gas supply system (Types A and B HDDF)

In that use case:
(a) The failure of the gas supply system occurs for the very first time. The DTC gets the potential status (1^st detection);
(b) The service mode is activated (in the case of a Type A HDDF) or the engine switches to Diesel mode (in the case of a Type B HDDF) as soon as the DTC gets the “confirmed and active” status (2^nd detection).

In the case of a Type A HDDF, the service mode becomes active and the vehicle speed is limited to 20 km/h after the next time the vehicle is stationary or after 30 minutes operating time without standstill (see paragraph 4.2.2.1 of this annex).
The vehicle operates again in dual-fuel mode as soon as the failure is repaired.
A.2.2.3. Abnormality of the gas consumption
Figure A2.4 gives via one typical use-case an illustration of the events occurring in the case of an abnormality of the gas consumption.

Figure A2.4
Illustration of the events occurring in case of abnormality of gas consumption (Types A and B HDDF)
In that use case the service mode is activated (in the case of a Type A HDDF) or the engine switches to Diesel mode (in the case of a Type B HDDF) as soon as the DTC gets the "potential" status (1^st detection).
In the case of a Type A HDDF, the service mode becomes active and the vehicle speed is limited to 20 km/h after the next time the vehicle is stationary or after 30 minutes operating time without standstill (see paragraph 4.2.2.1. of this annex).
The vehicle operates again in dual-fuel mode as soon as the abnormality is rectified.

Annex 15 - Appendix 3 HDDF dual-fuel indicator, warning system, operability restriction - Demonstration requirements

A.3.1. Dual-fuel indicators

A.3.1.1. Dual-fuel mode indicator

In the case where a dual-fuel engine is type approved as a separate technical unit, the ability of the engine system to command the activation of the dual-fuel mode indicator when operating in dual-fuel mode shall be demonstrated at type-approval.

In the case where a dual-fuel vehicle is type approved as regards to its emissions, the activation of the dual-fuel mode indicator when operating in dual-fuel mode shall be demonstrated at type-approval.

Note: Installation requirements related to the dual-fuel mode indicator of an approved dual-fuel engine are specified in paragraph 6.2. of this annex.

A.3.1.2. Diesel mode indicator

In the case where a dual-fuel engine of Type 1B, Type 2B, or Type 3B is type approved as a separate technical unit, the ability of the engine system to command the activation of the diesel mode indicator when operating in diesel mode shall be demonstrated at type-approval.

In the case where a dual-fuel vehicle of Type 1B, Type 2B, or Type 3B is type approved as regards to its emissions, the activation of the diesel mode indicator when operating in diesel mode shall be demonstrated at type-approval.

Note: Installation requirements related to the diesel mode indicator of an approved Type 1B, Type 2B, or Type 3B dual-fuel engine are specified in paragraph 6.2. of this annex.

A.3.1.3. Service mode indicator

In the case where a dual-fuel engine is type approved as a separate technical unit, the ability of the engine system to command the activation of the service mode indicator when operating in service mode shall be demonstrated at type-approval.

In the case where a dual-fuel vehicle is type approved with regard to its emissions, the activation of the service mode indicator when operating in service mode shall be demonstrated at type-approval.

Note: Installation requirements related to the service mode indicator of an approved dual-fuel engine are specified in paragraph 6.2. of this annex.

A.3.1.3.1. When so-equipped it is sufficient to perform the demonstration related to the service mode indicator by activating a service mode activation switch and to present the Type Approval Authority with evidence showing that the activation occurs when the service mode is commanded by the engine system itself (for example, through algorithms, simulations, result of in-house tests, etc. …).

A.3.2. Warning system

In the case where a dual-fuel engine is type approved as a separate technical unit, the ability of the engine system to command the activation of the warning system in the case that the amount of gas in the tank is below the warning level, shall be demonstrated at type-approval.

In the case where a dual-fuel vehicle is type-approved as regards to its emissions the activation of the warning system in the case that the amount of gas in the tank is below the warning level, shall be demonstrated at type-approval. For that purpose, at the request of the manufacturer and with the approval of the Type Approval Authority, the actual amount of gas may be simulated.

Note: Installation requirements related to the warning system of an approved dual-fuel engine are specified in paragraph 6.2. of this annex.

A.3.3. Operability restriction

In the case where a Type 1A or Type 2A dual-fuel engine is type approved as a separate technical unit, the ability of the engine system to command the activation of the operability restriction upon detection of an empty gaseous fuel tank, of a malfunctioning gas supply system, and of an abnormality of gas consumption in dual-fuel mode shall be demonstrated at type-approval.

In the case where a Type 1A or Type 2A dual-fuel vehicle is type approved as regards to its emissions, the activation of the operability restriction upon detection of an empty gaseous fuel tank, of a malfunctioning gas supply system, and of an abnormality of gas consumption in dual-fuel mode shall be demonstrated at type-approval.

Note: Installation requirements related to the operability restriction of an approved dual-fuel engine are specified in paragraph 6.2. of this annex.

A.3.3.1. The malfunctioning of the gas supply and the abnormality of gas consumption may be simulated at the request of the manufacturer and with the approval of the Type Approval Authority.

In the case where a Type 1A or Type 2A dual-fuel engine is type approved as a separate technical unit, the ability of the engine system to command the activation of the operability restriction upon detection of an empty gaseous fuel tank, of a malfunctioning gas supply system, and of an abnormality of gas consumption in dual-fuel shall be demonstrated at type-approval.

In the case where a Type 1A or Type 2A dual-fuel vehicle is type approved as regards to its emissions, the activation of the operability restriction upon detection of an empty gaseous fuel tank, of a malfunctioning gas supply system, and of an abnormality of gas consumption in dual-fuel mode shall be demonstrated at type-approval.

Note: Installation requirements related to the operability restriction of an approved dual-fuel engine are specified in paragraph 6.2. of this annex.

A.3.3.1. The malfunctioning of the gas supply and the abnormality of gas consumption may be simulated at the request of the manufacturer and with the approval of the Type Approval Authority.

A.3.3.2. It is sufficient to perform the demonstration in a typical use-case selected with the agreement of the Type Approval Authority and to present that authority with evidence showing that the operability restriction occurs in the other possible use-cases (for example, through algorithms, simulations, result of in-house tests, etc.

Annex 15 - Appendix 4 Additional emission test procedure requirements for dual-fuel engines

A.4.1. General

This appendix defines the additional requirements and exceptions to Annex 4 of this regulation to enable emission testing of dual-fuel engines independent whether these emissions are solely exhaust emissions or also crankcase emissions added to the exhaust emissions according to paragraph 6.10. of Annex 4.

Emission testing of a dual-fuel engine is complicated by the fact that the fuel used by the engine can vary between pure diesel fuel and a combination of mainly gaseous fuel with only a small amount of diesel fuel as an ignition source. The ratio between the fuels used by a dual-fuel engine can also change dynamically depending of the operating condition of the engine. As a result special precautions and restrictions are necessary to enable emission testing of these engines.

A.4.2. Test conditions (Annex 4, section 6.)

A.4.2.1. Laboratory test conditions (Annex 4, paragraph 6.1.)

The parameter f_a for dual-fuel engines shall be determined with formula (a)(2) in paragraph 6.1. of Annex 4 to this Regulation.

A.4.3. Test procedures (Annex 4, section 7.)

A.4.3.1. Measurement procedures (Annex 4, paragraph 7.1.3.)

The recommended measurement procedure for dual-fuel engines is procedure (b) listed in paragraph 7.1.3. of Annex 4 (CVS system).

This measurement procedure ensures that the variation of the fuel composition during the test will only influence the hydrocarbon measurement results. This shall be compensated via one of the methods described in section 4.4.

Other measurement methods such as method (a) listed in paragraph 7.1.3. of Annex 4 (raw gaseous/partial flow measurement) can be used with some precautions regarding exhaust mass flow determination and calculation methods. Fixed values for fuel parameters and u_gas-values shall be applied as described in Appendix 6.

A.4.4. Emission calculation (Annex 4, section 8.)

The emissions calculation on a molar basis, in accordance with Annex 7 of gtr No. 11 concerning the exhaust emission test protocol for Non-Road Mobile Machinery (NRMM), is not permitted.

A.4.4.1. Dry/wet correction (Annex 4, section 8.1.)

A.4.4.1.1. Raw exhaust gas (Annex 4, paragraph 8.1.1.)

Equations 15 and 17 in Annex 4, paragraph 8.1.1. shall be used to calculate the dry/wet correction.

The fuel specific parameters shall be determined according to sections A.6.2. and A.6.3. of Appendix 6.

A.4.4.1.2. Diluted exhaust gas (Annex 4, paragraph 8.1.2.)

Equations 19 and 20 in Annex 4 paragraph 8.1.2. shall be used to calculate the wet/dry correction.

The molar hydrogen ratio α of the combination of the two fuels shall be used for the dry/wet correction. This molar hydrogen ratio shall be calculated from the fuel consumption measurement values of both fuels according to section A.6.4. of Appendix 6.

A.4.4.2. NO_x correction for humidity (Annex 4, section 8.2.)

The NO_x humidity correction for compression ignition engines as specified in paragraph 8.2.1. of Annex 4 shall be used to determine the NO_x humidity correction for dual-fuel engines.

(A4.1)

where:

H_ais the intake air humidity, g water per kg dry air

A.4.4.3. Partial flow dilution (PFS) and raw gaseous measurement (Annex 4, section 8.4.)

A.4.4.3.1. Determination of exhaust gas mass flow (Annex 4, paragraph 8.4.1.)

The exhaust mass flow shall be determined according to the direct measurement method as described in section 8.4.1.3.

Alternatively the airflow and air to fuel ratio measurement method according to paragraph 8.4.1.6. (equations 30, 31 and 32) may be used only if α, γ, δ and ε values are determined according to sections A.6.2. and A.6.3. of Appendix 6. The use of a zirconia-type sensor to determine the air fuel ratio is not allowed.

A.4.4.3.2. Determination of the gaseous components (Annex 4, section 8.4.2.)

The calculations shall be performed according to Annex 4, section 8. but the u_gas-values and molar ratios as described in section A.6.2. and A.6.3. of Appendix 6 shall be used.

A.4.4.3.3. Particulate determination (Annex 4, section 8.4.3.)

For the determination of particulate emissions with the partial dilution measurement method the calculation shall be performed according to Annex 4, paragraph 8.4.3.2.

For controlling the dilution ratio one of the following two methods may be used:

- The direct mass flow measurement as described in paragraph 8.4.1.3.

- The airflow and air to fuel ratio measurement method according to paragraph 8.4.1.6. (equations 30, 31 and 32) may only be used when this is combined with the look ahead method described in paragraph 8.4.1.2. and if α, γ, δ and ε values are determined according to sections A.6.2. and A.6.3. of Appendix 6.

The quality check according to paragraph 9.4.6.1. shall be performed for each measurement.

A.4.4.3.4. Additional requirements regarding the exhaust gas mass flow meter

The flow meter referred to in sections A.4.4.3.1. and A.4.4.3.3. shall not be sensitive to the changes in exhaust gas composition and density. The small errors of e.g. pitot tube or orifice-type of measurement (equivalent with the square root of the exhaust density) may be neglected.

A.4.4.4. Full flow dilution measurement (CVS) (Annex 4, section 8.5.)

The possible variation of the fuel composition will only influence the hydrocarbons measurement results calculation. For all other components the appropriate equations from section 8.5.2. of Annex 4 shall be used.

The exact equations shall be applied for the calculation of the hydrocarbon emissions using the molar component ratios determined from the fuel consumption measurements of both fuels according to section A.6.4. of Appendix 6.

A.4.4.4.1. Determination of the background corrected concentrations (Annex 4, paragraph 8.5.2.3.2.)

To determine the stoïchiometric factor, the molar hydrogen ratio α of the fuel shall be calculated as the average molar hydrogen ratio of the fuel mix during the test according to section A.6.4. of Appendix 6.

Alternatively the F_s value of the gaseous fuel may be used in equation 59 or 60 of Annex 4.

A.4.5. Equipment specification and verification (Annex 4, section 9.)

A.4.5.1. Oxygen interference check gases (Annex 4, paragraph 9.3.3.4.)

The oxygen concentrations required for dual-fuel engines are equal to those required for compression ignition engines listed in table 8 in paragraph 9.3.3.4. of Annex 4.

A.4.5.2. Oxygen interference check (Annex 4, paragraph 9.3.7.3.)

Instruments used to measure dual-fuel engines shall be checked using the same procedures as those used to measure compression ignition engines. The 21 per cent oxygen blend shall be used under item (b) in paragraph 9.3.7.3. of Annex 4.

A.4.5.3. Water quench check (Annex 4, paragraph 9.3.9.2.2.)

The water quench check in paragraph 9.3.9.2.2. of Annex 4 to this regulation applies to wet NO_x concentration measurements only. For dual-fuel engines fuelled with natural gas this check should be performed with an assumed H/C ratio of 4 (Methane). In that case H_m = 2 x A. For dual-fuel engines fuelled with LPG this check should be performed with an assumed H/C ratio of 2.525. In that case H_m = 1.25 x A.

Annex 15 - Appendix 5 Additional PEMS emission test procedure requirements for dual-fuel engines

A.5.1. General

This appendix defines the additional requirements and exceptions to Annex 8 of this regulation to enable PEMS emission testing of dual-fuel engines.

Emission testing of a dual-fuel engine is complicated by the fact that the fuel used by the engine can vary between pure diesel fuel and a combination of mainly gaseous fuel with only a small amount of diesel fuel as an ignition source. The ratio between the fuels used by a dual-fuel engine can also change dynamically depending of the operating condition of the engine. As a result special precautions and restrictions are necessary to enable emission testing of these engines.

A.5.2. The following amendments to Appendix 1 of Annex 8 shall apply:

A.5.2.1. Note (2) of Table 1 in paragraph A.1.2.2. shall read:

⁽²⁾ Only for engines fuelled with natural gas

A.5.2.2. Paragraph A.1.3.3. "Dry-Wet correction" shall read:

If the concentration is measured on a dry basis, it shall be converted to a wet basis according to paragraph 8.1. of Annex 4 and paragraph 4.1.1. of Appendix 4 to this annex.

A.5.2.3. Paragraph A.1.3.5. "Calculation of the instantaneous gaseous emissions" shall read:

The mass emissions shall be determined as described in paragraph 8.4.2.3. of Annex 4. The u_gas values shall be determined according to sections A.6.2. and A.6.3. of appendix 6 of Annex 15.

Annex 15 - Appendix 6 Determination of molar component ratios and u_gas values for dual-fuel engines

A.6.1. General

This appendix defines the determination of molar component ratios and u_gas values for the dry-wet factor and emissions calculations for emission testing of dual-fuel engines.

A.6.2. Operation in dual-fuel mode

A.6.2.1. For Type 1A or 1B dual-fuel engines operating in dual-fuel mode the molar component ratios and the u_gas values of the gaseous fuel shall be used.

A.6.2.2. For Type 2A or 2B dual-fuel engines operating in dual-fuel mode the molar component ratios and the u_gas values from tables A6.1 and A6.2 shall be used.

Table A6.1

Molar component ratios for a mixture of 50% gaseous fuel and 50% diesel fuel (mass %)

Gaseous Fuel	α	γ	δ	ε
CH₄	2.8681	0	0	0.0040
G_R	2.7676	0	0	0.0040
G₂₃	2.7986	0	0.0703	0.0043
G₂₅	2.7377	0	0.1319	0.0045
Propane	2.2633	0	0	0.0039
Butane	2.1837	0	0	0.0038
LPG	2.1957	0	0	0.0038
LPG Fuel A	2.1740	0	0	0.0038
LPG Fuel B	2.2402	0	0	0.0039

Table A6.2

Raw exhaust gas u_gas values and component densities for a mixture of 50% gaseous fuel and 50% diesel fuel (mass %)

Gaseous Fuel	r_e	Gas
		NO_x	CO	HC	CO₂	O₂	CH₄
		r_gas [kg/m³]
		2.053	1.250	^a)	1.9636	1.4277	0.716
		u_gas^b)
CNG/LNG^c)	1.2786	0.001606	0.000978	0.000528^d)	0.001536	0.001117	0.000560
Propane	1.2869	0.001596	0.000972	0.000510	0.001527	0.001110	0.000556
Butane	1.2883	0.001594	0.000971	0.000503	0.001525	0.001109	0.000556
LPG^e)	1.2881	0.001594	0.000971	0.000506	0.001525	0.001109	0.000556
a) depending on fuel b) at l = 2, dry air, 273 K, 101.3 kPa c) u accurate within 0.2 % for mass composition of: C = 58 - 76 %; H = 19 - 25 %; N = 0 - 14 % (CH₄, G₂₀, G_R, G₂₃ and G₂₅) d) NMHC on the basis of CH_2.93 (for total HC the u_gas coefficient of CH₄ shall be used) e) u accurate within 0.2 % for mass composition of: C3 = 27 - 90 %; C4 = 10 - 73 % (LPG Fuels A and B)

A.6.2.3. For Type 3B dual-fuel engines operating in dual-fuel mode the molar component ratios and the u_gas values of diesel fuel shall be used.

A.6.2.4. For the calculation of the hydrocarbon emissions of all types of dual-fuel engines operating in dual-fuel mode, the following shall apply:

- For the calculation of the THC emissions, the u_gas value of the gaseous fuel shall be used.

- For the calculation of the NMHC emissions, the u_gas value on the basis of CH_2.93 shall be used.

- For the calculation of the CH₄ emissions, the u_gas value of CH₄shall be used.

A.6.3. Operation in diesel mode

For Type 1B, 2B or 3B dual-fuel engines operating in diesel mode, the molar component ratios and the u_gas values of diesel fuel shall be used.

A.6.4. Determination of the molar component ratios when the fuel mix is known

A.6.4.1. Calculation of the fuel mixture components

(A6.1)
(A6.2)
(A6.3)
(A6.4)
(A6.5)

where:

q_m_f1 fuel mass flow rate of fuel1, kg/s

q_m_f2 fuel mass flow rate of fuel2, kg/s

w_ALF hydrogen content of fuel, per cent mass

w_BET carbon content of fuel, per cent mass

w_GAM sulphur content of fuel, per cent mass

w_DEL nitrogen content of fuel, per cent mass

w_EPS oxygen content of fuel, per cent mass

A.6.4.2. Calculation of the molar ratios of H, C, S, N and O related to C for the fuel mixture (according to ISO8178-1, Annex A-A.2.2.2).

(A6.6)
(A6.7)
(A6.8)

(A6.9)

where:

w_ALF hydrogen content of fuel, per cent mass

w_BET carbon content of fuel, per cent mass

w_GAM sulphur content of fuel, per cent mass

w_DEL nitrogen content of fuel, per cent mass

w_EPS oxygen content of fuel, per cent mass

α molar hydrogen ratio (H/C)

γ molar sulphur ratio (S/C)

δ molar nitrogen ratio (N/C)

ε molar oxygen ratio (O/C)

referring to a fuel CH_αO_eN_dS_g

A.6.4.3. Calculation of the u_gas values for a fuel mixture

The raw exhaust gas u_gas values for a fuel mixture can be calculated with the exact equations in paragraph 8.4.2.4. of Annex 4 and the molar ratios calculated according to paragraph A.6.4.2.

For systems with constant mass flow, equation 57 in paragraph 8.5.2.3.1. of Annex 4 is needed to calculate the diluted exhaust gas u_gas values.

In the case of dual-fuel engines of Type 1B, Type 2B, and Type 3B, types as defined in Annex 15, repeat the information in both dual-fuel and diesel mode.

² Strike out what does not apply.

³For example HDDF Type 1A, or HDDF Type 2B, etc.

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Citations

Vehicle Standard (Australian Design Rule 80/04 â€“ Emission Control for Heavy Vehicles) 2023 (Cth)

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GER_WHTC¹	Idle on diesel		Warm-up on diesel	Operation on diesel solely	Operation in absence of gas	Comments
Type 1A	GER_WHTC ≥ 90 %	NOT Allowed		Allowed only on service mode	Allowed only on service mode	Service mode
Type 1B	GER_WHTC ≥ 90 %	Allowed only on Diesel mode		Allowed only on diesel mode	Allowed only on diesel & service modes	Diesel mode
Type 2A	10 % < GER_WHTC < 90 %	Allowed		Allowed only on service mode	Allowed only on service mode	Service mode	GER_WHTC ≥ 90 % allowed
Type 2B	10 % < GER_WHTC < 90 %	Allowed		Allowed only on diesel mode	Allowed only on diesel & service modes	Diesel mode	GER_WHTC ≥ 90 % allowed
Type 3A	NEITHER DEFINED NOR ALLOWED
Type 3B	GER_WHTC ≤ 10 %		Allowed	Allowed only on diesel mode	Allowed only on diesel & service modes	Diesel mode
¹ This average Gas Energy Ratio GER_WHTC is calculated over the hot part of the WHTC test-cycle