Machine Translation of "Amendment Of Regulation Relating To Measures Against The Emission Of Gaseous And Particulate Pollutants From Internal Co..." (Austria)

Amendment Of Regulation Relating To Measures Against The Emission Of Gaseous And Particulate Pollutants From Internal Combustion Engines For Mobile Machines And Devices (Mot V...)

Original Language Title: Änderung der Verordnung über Maßnahmen zur Bekämpfung der Emission von gasförmigen Schadstoffen und luftverunreinigenden Partikeln aus Verbrennungsmotoren für mobile Maschinen und Geräte (MOT-V...

Subscribe to a Global-Regulation Premium Membership Today!

Key Benefits:

Unlimited Searches
Weekly Updates on New Laws
Access to 5,345,848 Global Laws from 110 Countries
View the Original Law Side-by-Side with the Translation

Subscribe Now for only USD$40 per month.

463. Regulation of the Federal Minister for Economic Affairs, Family and Youth, with which the Regulation on measures for the control of the emission of gaseous and particulate pollutants from internal combustion engines for mobile machinery and equipment (MOT-V) is changed

Pursuant to § § 69 (1) and (71) (3) to (6) of the Commercial Code of 1994, BGBl. I n ° 194/1994, as last amended by the Federal Law BGBl. I No 202/2013, shall be arranged:

The Regulation on measures to combat the emission of gaseous and particulate pollutants from internal combustion engines for mobile machinery and equipment (MOT-V) BGBl. II No 136/2005, as last amended by the BGBl Regulation. II No 378/2012, shall be amended as follows:

1. § 1 (3) reads:

" (3) This Regulation lays down Directive 97 /68/EC on the approximation of the laws of the Member States relating to the measures to be taken against the emission of gaseous and particulate pollutants from internal combustion engines to be used in the field of Mobile machinery and equipment, OJ L 327 No. OJ L 59 of 27.02.1998 p. 1, as last amended by Directive 2012 /46/EU, OJ L 281, 23.11.2012, p. No. OJ L 353, 21.12.2012 p. 80, hereinafter referred to as 'the Directive'. '

The list of Annexes shall be replaced by the following:

List of Annexes

ANNEX I	Scope, definitions, symbols and abbreviations, marking of engines, regulations and tests, rules for the evaluation of conformity of production, identification data for the definition of the engine family, selection of the parent motor
Appendix 1	Rules to ensure the proper functioning of facilities for the limitation of NOx emissions
Appendix 2	Test area requirements for Stage IV engines
ANNEX II	Information document
Appendix 1	Essential characteristics of the (strain) engine
Appendix 2	Essential characteristics of the motor family
Appendix 3	Essential characteristics of the engine types in the engine family
ANNEX III	Test method for compression ignition engines
Appendix 1	Measurement and sampling methods
Appendix 2	Calibration procedures (NRSC, NRTC)
Appendix 3	Evaluation of the measured values and calculations
Appendix 4	NRTC runoff plan for the engine dynamometer
Appendix 5	Durability requirements
Appendix 6	Determination of CO2 emissions for the engines of stages I, II, IIIA, IIIB and IV
Appendix 7	Alternative determination of CO2 emissions
ANNEX IV	Test method for spark-ignition engines
Appendix 1	Measurement and sampling methods
Appendix 2	Calibration of the analyzers
Appendix 3	Evaluation of the measured values and calculations
Appendix 4	Deterioration factors
ANNEX V	Technical data of the reference fuel for the tests for approval and verification of conformity of production
ANNEX VI	Analysis and sampling system
ANNEX VII	Type-approval certificate
Appendix 1	Test report for compression ignition engines-test results
Appendix 2	Test results for spark-ignition engines
Appendix 3	Equipment and auxiliary equipment to be installed in the test for determining engine power
ANNEX VIII	Approval Böge numbering scheme
ANNEX IX	List of type approvals granted to the engine/engine family
ANNEX X	Production of manufactured engines
ANNEX XI	Data sheet for engines with type approval
ANNEX XII	Recognition of alternative type-approvals
ANNEX XIII	Provisions relating to engines placed on the market under a 'flexibility scheme'
ANNEX XIV	ZKR Level I
ANNEX XV	ZKR Level II
ANNEX XVI	Technical services in Austria

The following sections 3.2.3 and 3.2.4 are added to Annex I:

" 3.2.3. the number of the emission level in Roman numerals, clearly visible in the vicinity of the type-approval number;

3.2.4. in brackets, the letter combination "SV", which refers to small series manufacturers and which is clearly visible in the vicinity of the type-approval number on each engine, which, according to the derogation for engines in small series, is to be applied in accordance with Article 10 (4) shall be placed on the market. "

Section 8.3.2.2 of Annex I shall be replaced by the following:

" 8.3.2.2. For stages III B and IV, the following test conditions shall apply:

(a) test conditions for engines of stage III B:

(i) height no more than 1 000 m above sea level (or air pressure not less than 90 kPa);

(ii) ambient temperature between 275 K and 303 K (2 ° C to 30 ° C);

(iii) engine coolant temperature above 343 K (70 ° C).

If the engine is operated within the conditions set out in points (i), (ii) and (iii), the additional emission reduction strategy may only be activated in exceptional cases.

(b) Test conditions for engines of stage IV:

(i) air pressure of at least 82.5 kPa;

(ii) ambient temperature within the following range:

-at least 266 K (-7 ° C);

-less than or equal to the temperature calculated with the following formula for the specified air pressure: T c =-0,4514 (101,3-p b) + 311; where: T c is the calculated temperature of the ambient air in K and P b is the air pressure in kPa.

(iii) engine coolant temperature above 343 K (70 ° C).

If the engine is operated within the conditions set out in points (i), (ii) and (iii), the additional emission reduction strategy may be activated only if it has been proven to be in accordance with the objectives set out in Section 8.3.2.3. is required and has been approved by the type-approval authority.

c) Operation at low temperatures

By way of derogation from the requirements referred to in point (b), an additional emission reduction strategy may be applied to a Stage IV engine with exhaust gas recirculation (EGR) if the ambient temperature is less than 275 K (2 ° C) and one of the The following two conditions are met:

(i) the temperature of the intake manifold shall be less than or equal to the temperature calculated by the following equation: IMT c = P IM /15,75 + 304.4; where: IMT c is the calculated temperature of the intake manifold in K and P IM is the absolute value of the intake manifold Pressure in the intake manifold in kPa;

(ii) the engine coolant temperature is less than or equal to the temperature calculated by the following equation: ECT c = P IM /14,004 + 325,8, where ECT c is the calculated engine coolant temperature in K and P IM is the absolute Intake manifold pressure in kPa. "

In Annex I, Section 8.3.2.3 (b) shall be replaced by the following:

"(b) for reasons of operational safety;"

(6) In Annex I, the title of Section 8.4 is replaced by the following:

"Requirements for facilities for the limitation of NO x emissions from Stage IIIB engines"

7. In Annex I, the following sections 8.5, 8.6 and 8.7 are added:

" 8.5. Requirements for facilities for the limitation of NO x emissions from Stage IV engines

8.5.1. The manufacturer shall provide detailed information on the functional and operational characteristics of the arrangements for the limitation of NO x emissions listed in Annex II, Appendix 1, section 2 and in Annex II, Appendix 3, section 2.

8.5.2. The emissions reduction strategy of the engine must function in all environmental conditions, which are regularly encountered in the European Union and, in particular, at low ambient temperatures. This requirement shall not be limited to the conditions under which a standard emission reduction strategy shall be applied in accordance with paragraph 8.3.2.2.

8.5.3. If a reagent is used, the manufacturer must prove that the ammonia emission during the NRTC with warm start or NRSC does not exceed a mean value of 10 ppm.

8.5.4. If reagent containers are to a mobile machine or A mobile device is attached or connected to it, a device must be present in the containers, which makes it possible to remove reagent samples. The sampling device shall be accessible easily and without any special tools.

8.5.5. The condition for type-approval pursuant to Article 4 (3) shall be as follows:

(a) written maintenance requirements shall be provided to each operator of mobile devices and machinery;

(b) the original equipment supplier shall be provided with documents relating to the installation of the engine, which shall also refer to the installation of the emission control device which is part of the approved engine type;

(c) instructions shall be provided to the original equipment supplier for a warning system for the operating personnel, for a request system and, where appropriate, for the protection of the frost of the reagent;

(d) compliance with the rules on instructions for the operating personnel, the installation documents, the warning system for the operating personnel, the request system and the frost protection of the reagent as described in Appendix 1 to this Annex.

8.6. Level IV test area

In accordance with paragraph 4.1.2.7 of this Annex, in the case of engines of stage IV, the emission samples taken in the test area referred to in Annex I, Appendix 2, shall not exceed the limit values set out in Table 4.1.2.6 of this Annex by more than 100%.

8.6.1. Verification requirements

The technical service selects up to three test points for load and speed in the test area according to the random principle. The technical service shall also determine, at random, an order for the examination of the points. The test shall be carried out in accordance with the most important provisions of the NRSC test cycle, but each verification point shall be assessed individually. Each verification point must comply with the limit values set out in Section 8.6.

8.6.2. Audit Requests

The test shall be carried out immediately following the individual test cycles referred to in Annex III.

However, where the manufacturer decides to apply the procedure laid down in Annex 4B to UN/ECE Regulation No 96, series 03, Annex III, section 1.2.1, the test shall be carried out as follows:

(a) the test shall be carried out either immediately following the individual test cycles referred to in paragraph 7.8.1.2 of Annex 4B to UN/ECE Regulation No 96, Amendment No 03, points (a) to (e), but before the post-examination procedures referred to in point (f); or , but after the test in the tiered modal cycle (RMC test) of paragraph 7.8.2.2 of Annex 4B of UN/ECE Regulation No 96, Amendment No 03, points (a) to (d), but before the post-examination procedures referred to in point (e).

(b) The tests shall be carried out in accordance with paragraph 7.8.1.2 (b) to (e) of Annex 4B to UN/ECE Regulation No 96, change series 03, using the multiple filter method (a filter for each verification point) for each of the three selected checkpoints.

(d) emission values may be calculated on a whey basis in accordance with Annex A.7 or on a mass basis in accordance with Annex A.8, but should be consistent with the procedure chosen for the measurement in the case of the individual test or the RMC test.

e) For the sum calculation of the gaseous emissions, N mode should be set to 1 and a weighting factor of 1 should be applied.

(f) For the calculation of particulate emissions, the multiple filter method shall be used, and N mode shall be set to 1 for the sum calculation and a weighting factor of 1 shall be used.

8.7. Testing of gas emissions from crankcase engines for Stage IV engines

8.7.1. A crankcase emission directly into the ambient air is not allowed, except for the exception in paragraph 8.7.3.

8.7.2. Engines shall be allowed to direct crankcase emissions into the exhaust during the entire operation prior to passing through any exhaust gas aftertreatment device.

8.7.3. Engines with turbochargers, pumps, blowers or loaders for air intake may release crankcase emissions into the ambient air. In such a case, the crankcase emissions shall be added to the exhaust emissions (physically or computationally) throughout the duration of the emissions tests in accordance with paragraph 8.7.3.1 of this section.

8.7.3.1. Crankcase emissions

A crankcase emission directly into the ambient air is not permitted, except for the following exception: engines with turbochargers, pumps, blowers or supercharger for air intake may release crankcase emissions into the ambient air if: these emissions are added to the exhaust emissions (physically or computationally) throughout the emission test. The manufacturers who wish to make use of this exemption must set up the engines in such a way that the total crankcase emissions can be introduced into the system of issue sampling. For the purposes of this paragraph, crankcase emissions, which are conducted into the exhaust during the entire operation prior to the aftertreatment of the exhaust gas, are not considered to be directed directly into the ambient air.

Open crankcase emissions must be directed to the exhaust system for the emission measurement as follows:

(a) The piping material must be smooth, electrically conductive and resistant to crankcase emissions. Tube lengths must be kept as short as possible.

b) In the laboratory construction, the number of curvatures of the pipes of the crankcase must be kept as small as possible, and the radius of any unavoidable curvature must be as large as possible.

(c) In the laboratory building, the pipes of the crankcase must correspond to the manufacturer's specifications for the counterpressure in the crankcase.

(d) The crankcase ventilation ducts shall be supplied with the raw exhaust gas system below all after-treatment systems and any exhaust gas throttle and sufficiently above each sampling probe to provide a complete pre-sampling rate To ensure a mixture with the engine exhaust gases. The exhaust pipe of the crankcase must project into the free flow of the exhaust gases in order to avoid boundary layer effects and to promote the mixing. The outlet of the exhaust pipe of the crankcase can be directed in any desired manner, relative to the direction of flow of the raw gas. "

8. In Annex I, the following section 9 is added:

" 9. Engine Performance Category Selection

9.1. For the determination of the conformity of variable-speed engines according to section 1.A. i and section 1.A. (iv) this Annex, with the emission limit values referred to in section 4 of this Annex, must be attributed to these engines on the basis of the maximum value of the useful power measured in accordance with paragraph 2.4 of Annex I.

9.2. For other engine types, the nominal value of the useful power shall be used. "

9. In Annex I, the following Annexes 1 and 2 shall be added:

" Appendix 1

Rules to ensure the proper functioning of facilities to limit NO x emissions

1. Introduction

The following are the requirements to ensure the proper operation of facilities to limit NO x emissions. This also includes requirements for engines that work with a reagent to reduce emissions.

1.1. Definitions and abbreviations

'Diagnostic system for NO x emissions (NCD)' means a motor system which is used to:

(a) detection of a dysfunction of the NO x emission reduction system;

(b) Determination of the probable cause of malfunction of the NO x emission control system on the basis of data stored in the on-board computer and/or by reading out this data in a device outside the vehicle;

'NO x emissions reduction system (NCM)': an attempt to manipulate the NO x emission control system of a motor or a malfunction that affects this system and which is based on a manipulation attempt; According to the directive, the detection of such a malfunction must lead to the activation of a warning signal or a recovery system.

'Diagnostic Error Code (DTC)': a numeric or alphanumeric string to identify a malfunction of the NO x emission reduction system;

'confirmed and active error code': an error code that remains stored for as long as the NCD system detects a malfunction;

'Reader': external test device, which can communicate with the NCD system;

'NCD engine family' means a manufacturer's grouping of engine systems in which NCM malfunctions are detected and diagnosed according to the same methods.

2. Basic requirements

The engine system shall be equipped with a NO x emissions diagnostic system (NCD) capable of detecting the NO x emission reduction system (NCMs) dysfunction referred to in this Annex. Each engine system covered by this section shall be designed, constructed and installed in such a way that it meets these requirements during normal engine life under normal operating conditions. It is acceptable if the performance and sensitivity of the NO x emissions (NCD) diagnostic system are reduced in the case of engines whose driving performance exceeds the useful life of the vehicle in accordance with Annex III, Appendix 5, paragraph 3.1, of this Directive, that the limit values set out in this Annex may be exceeded before the warning and/or request system is/are activated.

2.1. Information requested

2.1.1. If the emission reduction device works with a reagent, the properties of this reagent (type, concentration in solution, operating temperature, references to international standards for composition and quality) must be given by the manufacturer in the Annex. II Annex 1, Section 2.2.1.13, and Annex II, Appendix 3, point 2.2.1.13.

2.1.2. The approval authority shall, at the time of the application for type-approval, provide detailed written information on the functional and operational characteristics of the warning system for the operating personnel referred to in Section 4 and the requirements for the recovery of the alert system for the Operating personnel referred to in Section 5.

2.1.3. The manufacturer shall submit installation documents which, when used by the original equipment supplier, ensure that the engine, including the emission control device, which is part of the approved engine type, shall be fitted with the engine after installation into the engine. shall be carried out in such a way that the requirements of this Annex are met. These documents shall include the detailed technical requirements as well as the rules applicable to the engine system (software, hardware and communication systems) required for the correct installation of the engine system in the machine.

2.2. Operating conditions

2.2.1. The NO x emissions diagnostic system shall be operational under the following conditions:

(a) ambient temperatures between 266 ° K and 308 K (-7 ° C and 35 ° C);

(b) all altitudes below 1 600 m;

c) Engine cooling temperatures above 343 K (70 ° C).

This section shall not apply to the monitoring of the level of the reagent container, which shall be carried out under all conditions under which the measurement is technically feasible (e.g. B. in all conditions in which a liquid reagent is not frozen).

2.3. Frost protection of the reagent

2.3.1. The reagent container and the metering system can be heated or not heated. A heated system shall comply with the requirements in section 2.3.2. A non-heated system shall comply with the requirements in Section 2.3.3.

2.3.1.1. The use of a non-heated reagent container and dosing system shall be indicated in the written instructions to the machine owner.

2.3.2. Reagent container and dosing system

2.3.2.1. If the reagent is frozen, it must be ready for use within a maximum of 70 minutes after the engine has been let down at an ambient temperature of 266 ° K (-7 ° C).

2.3.2.2. Design criteria for a heated system

A heated system shall be designed in such a way as to meet the performance requirements of this section during the test in accordance with the established procedure.

2.3.2.2.1. The reagent container and the dosing system have been fixed for 72 hours or until the reagent has been established (depending on what initially occurs) to 255 K (-18 ° C).

2.3.2.2.2. After the cooling time specified in 2.3.2.2.1, the engine/engine shall be supplied and operated at an ambient temperature of 266 ° K (-7 ° C) in the following manner:

(a) 10 to 20 minutes of idling;

b) then up to 50 minutes at a maximum of 40 percent of the load.

2.3.2.2.3. At the end of the test procedure referred to in section 2.3.2.2.2, the reagent metering system shall be fully functional.

2.3.2.3. The evaluation of the design criteria may be carried out in a refrigeration test room, using a complete machine or components representative of the components to be installed on the machine, or starting from Audits.

2.3.3. Activation of the warning and prompting system for the operating personnel for a non-heated system

2.3.3.1. The operating personnel warning system described in Section 4 shall be activated if there is no dose of reagent at an ambient temperature of ≤ 266 ° K (-7 ° C).

2.3.3.2. The strong request system described in Section 5.4 shall be activated if no reagent dosage occurs at ambient temperature of ≤ 266 K (-7 ° C) after a maximum of 70 minutes after the engine has been tempered.

2.4. Diagnostic requirements

2.4.1. The NO x emissions diagnostic system (NCD) shall be capable of detecting the NO x emission reduction system (NCMs) dysfunction referred to in this Annex, using computer-stored diagnostic error codes (DTCs), and To transmit information to the outside world.

2.4.2. Requirements for the recording of diagnostic error codes (DTCs)

2.4.2.1. The NCD system has to record a DTC for each individual malfunction of the NO x emission control system (NCM).

2.4.2.2. The NCD must determine within 60 minutes of engine operating time, whether there is a discernible malfunction. If this is the case, a 'confirmed and active DTC' shall be stored, and the warning system shall be activated in accordance with paragraph 4.

2.4.2.3. In cases where more than 60 minutes of operating time are required, so that the monitoring facilities correctly identify and confirm an NCM (e.g. For example, in the case of monitoring facilities which operate with statistical procedures or record the consumption of engine operating fluids), the approval authority may allow for a longer period of time when the manufacturer proves that: (for example by technical reasoning, test results or own experience) that a longer period of time is necessary.

2.4.3. Requirements for deleting diagnostic error codes (DTCs)

(a) DTCs may not be deleted from the computer's memory by the NCD system until the disturbance on which the DTC is based has been fixed.

(b) The NCD system may delete all DTCs at the instigation of a proprietary reader or maintenance tool provided by the engine manufacturer on request, or by using an access key supplied by the engine manufacturer.

2.4.4. An NCD system may not be programmed or designed in such a way that parts thereof or the overall system are deactivated during the lifetime of the machine as a function of the age or the running performance of the engine, and no algorithm may be used in the NCD system. and do not implement a strategy that will reduce its effect over time.

2.4.5. All reprogrammable computer codes or operating parameters of the NCD system must be protected against unauthorised interference.

2.4.6. NCD engine family

The manufacturer is responsible for the composition of an NCD engine family. The composition of an NCD engine family shall be determined by the manufacturer, in accordance with the discretion of the manufacturer and in agreement with the approval authority.

Engines that do not belong to the same engine family can, however, belong to the same NCD engine family.

2.4.6.1. Characteristics for the determination of an NCD engine family

An NCD engine family can be defined on the basis of a number of basic design features in which the engine systems belonging to such a family must be the same.

Engine systems may be assigned to one and the same NCD engine family in terms of emissions if they are in accordance with the essential characteristics listed below:

(a) emission-reducing devices;

(b) NCD surveillance procedures;

(d) characteristics of monitoring (such as monitoring frequency).

Conformity shall be established by the manufacturer by means of technical analysis or by other appropriate means and in agreement with the approval authority.

The manufacturer may request approval of slight deviations in the procedure for monitoring/diagnosing the NCD system, if these are due to different engine configurations, but the procedures are similar in his opinion and differ only in order to meet specific characteristics of the components in question (e.g. B. size, exhaust gas flow, etc.) or if the similarities have been determined to the best of its own discretion.

3. Maintenance requirements

3.1. The manufacturer must provide written instructions to all owners of new engines or new machinery on the emission control system and its proper functioning, or make it available to them.

These instructions must indicate that the warning system will display a problem to the operator if the emissions reduction system is not operating properly, and that if this warning is ignored, the activation of the recovery system for the Operating personnel result in the machine being unable to carry out its tasks.

3.2. The instructions shall indicate how the engines should be properly operated and maintained in order to maintain their emission reduction performance and, where appropriate, whether and which self-consuming reagents shall be used.

3.3. The instructions must be clear and written in a language that is understandable for laymen. The same terms must be used as in the operating instructions for the mobile machine/mobile device or motor.

3.4. The instructions shall indicate whether a self-consuming reagent must be refilled by the operating personnel between the scheduled maintenance. The instructions must also indicate the required reagent quality. They must also describe how the reagent container is to be filled by the operating personnel. From this information, it must also be possible to use which reagent consumption in the respective engine type is to be expected and how frequently the reagent has to be refilled.

3.5. It should be pointed out in the instructions that the use and refilling of a required reagent of the prescribed specification is essential for the engine to meet the requirements for granting type-approval for this type of engine .

3.6. The instructions shall explain how the operating personnel and the prompting system for the operating personnel are working. It is also necessary to explain the consequences in terms of performance and the malfunction protocols that arise when the warning system is ignored, the reagent is not replenished or a problem is not resolved.

4. Warning system for the operating personnel

4.1. The machine must have a warning system for the operating personnel, which will alert the operator by optical signals to the fact that the reagent level is low, the reagent quality is insufficient, the reagent supply is interrupted , or that a malfunction within the meaning of paragraph 9 has been identified, which activates the system of prompting for the operating personnel if it is not remedied in a timely manner. The warning system shall also remain active after the request system for the operating personnel described in paragraph 5 has been activated.

4.2. The warning must be different from the one used for the indication of a malfunction or other necessary maintenance on the engine; however, the same warning system may be used.

4.3. The warning system for the operator may consist of one or more lamps or may indicate brief warnings, including those which clearly indicate the following:

-the period until the activation of the weak and/or strong invitation,

-the extent of the weak and/or strong request, e.g. B. the degree of torque reduction,

-the conditions under which the machine can be started again.

If messages are displayed, the system may be the same for displaying these messages as the system used for other maintenance purposes.

4.4. The manufacturer can specify that the warning system should emit an acoustic signal in order to alert the operator. The disconnection of acoustic signals by the operating personnel is permissible.

4.5. The warning system for operating personnel shall be provided in accordance with sections 2.3.3.1, 6.2, 7.2, 8.4 and 8.4, respectively. 9.3 enabled.

4.6. The warning system for the operating personnel must be deactivated if the conditions for its activation are no longer met. The warning system for the operating personnel may only be deactivated automatically if the cause of its activation has been eliminated.

4.7. The warning system may be temporarily interrupted by other warning signals, provided that these important safety-related indications are displayed.

4.8. The procedures for the activation and deactivation of the warning system for the operating personnel are described in Section 11.

4.9. A manufacturer who makes an application for type-approval pursuant to this Directive must demonstrate the functioning of the warning system for the operating personnel referred to in Section 11.

5. Operating staff request system

5.1. The machine must have a system of prompting for the operating personnel, which shall be based on one of the following principles:

5.1.1. a two-stage request system, which starts with a weak request (a performance limitation), which is followed by a strong request (effective deactivation of the machine operation);

5.1.2. a one-step system of strong prompting (effective deactivation of the machine operation), which is activated under the conditions of a weak prompting, in accordance with sections 6.3.1, 7.3.1, 8.4.1 and 9.4.1.

5.2. With the prior consent of the type-approval authority, the engine may be equipped with a function which, in the event of an emergency detected by a national or regional government, its emergency services or armed forces, shall be A request system for the operating personnel can be deactivated.

5.3. Weak prompt

5.3.1. The weak request shall be activated if any of the conditions set out in sections 6.3.1, 7.3.1, 8.4.1 and 9.4.1 have occurred.

5.3.2. The weak call must gradually reduce the available maximum torque of the engine speed range by at least 25 per cent between the speed of rotation at maximum torque and the speed of rotation as described in Appendix 1. The torque reduction must be at least 1% per minute.

5.3.3. Other means of request may be applied if it has been demonstrated to the type-approval authority that the same or more stringent requirements are met.

5.4. Strong request

5.4.1. The strong request shall be activated if any of the conditions set out in sections 2.3.3.2, 6.3.2, 7.3.2, 8.4.2 and 9.4.2 have occurred.

5.4.2. The strong call has to reduce the function of the machine to a level that is so aggravating that the operator has to fix the problems dealt with in sections 6 to 9. The following strategies are allowed:

5.4.2.1. The torque between the rotational speed at maximum torque and the speed of rotation is gradually reduced from the torque of the weak request in Figure 1 by at least 1% per minute up to a maximum of 50% of the maximum torque; the The engine speed shall gradually be reduced to a maximum of 60% of the rated speed within the same time period as the torque reduction according to Figure 2.

Figure 2

Scheme of torque reduction of strong demand

5.4.2.2. Other means of request may be applied if it has been demonstrated to the type-approval authority that the same or more stringent requirements are met.

5.5. In order for security aspects to be taken into account and for a self-healing diagnosis to be made possible, the use of a control function in relation to the request system is permissible to achieve the full engine power, provided that:

-it is not activated for more than 30 minutes, and

-their use is limited to three activations during each period during which the system of prompting for the operating personnel is activated.

5.6. The prompting system for the operating personnel must be deactivated if the conditions for its activation are no longer fulfilled. The operator's request system may only be deactivated automatically if the cause of its activation has been removed.

5.7. The procedures for activating and deactivating the prompting system for the operating personnel are described in detail in section 11.

5.8. A manufacturer who makes an application for type-approval pursuant to this Directive must demonstrate the functioning of the system of recovery for the operating personnel referred to in Section 11.

6. Availability of the reagent

6.1. Display of the reagent fill level

The machine must have a display which informs the operating personnel clearly about the level of the reagent in its container. The minimum acceptable level of performance of the reagent level display means that it continuously displays the fill level while the warning system is activated for the operating personnel referred to in Section 4. The reagent level indicator may be in the form of an analogue or digital display and may indicate the level of the tank capacity as a proportion of the tank's capacity, the quantity of the remaining reagent or the estimated remaining number of Display operating hours.

6.2. Activation of the warning system for the operating personnel

6.2.1. The warning system for operating personnel specified in Section 4 shall activate when the level of the reagent is less than 10% of the capacity of the reagent container, or at a higher percentage fixed by the manufacturer.

6.2.2. The warning message and the reagent level display must indicate to the operating personnel unequivocably that the reagent level is low. If the warning system includes a system for displaying warning signs, the optical signal must indicate with a warning that the reagent level is low (e.g. B. Low urea level, low AdBlue level or low reagent level).

6.2.3. The warning system for the operating personnel does not need to be activated uninterrupted first (e.g. For example, an indication must not be indicated continuously), but activation must be increased until permanent activation, if the level of the reagent is a very low percentage of the capacity of the reagent container and the The point at which the prompting system is activated for the operating personnel (e.g. B. the frequency with which a lamp lights up). Whereas it is necessary to increase to a level determined by the manufacturer, where the operator receives a message which is sufficiently conspicuous at the point at which the system of prompting for the operating personnel referred to in Section 6.3 is activated; than at the point where the warning system first activated.

6.2.4. The permanent warning must not be simply switched off or can be left unnoticed. If the warning system includes a system to display warning messages, a clear warning message must be displayed (e.g. B. Refill Urea, Refill AdBlue, or Refill Reagent). The permanent warning may be temporarily interrupted by other warning signals, provided that these important safety-related indications are displayed.

6.2.5. The warning system for the operating personnel must not be switched off until the reagent has been refilled up to a level which does not require activation of the warning system.

6.3. Activation of the prompting system for the operating personnel

6.3.1. The weak invitation described in section 5.3 must be activated if the level in the reagent container falls below 2.5% of its nominal capacity or below a higher percentage fixed by the manufacturer.

6.3.2. The strong prompt described in Section 5.4 must activate when the reagent container is empty (d). h. if the dosing system is no longer able to obtain reagent from the container) or, at the discretion of the manufacturer, if the level falls below 2.5% of its nominal capacity.

6.3.3. With the exception of the extent permitted in section 5.5, the weak or severe request for the operator may not be switched off until the reagent has been refilled up to a level which does not activate the Recovery system requires.

7. Monitoring the reagent quality

7.1. The engine or the machine must have an option to determine the presence of an insufficient reagent in a machine.

7.1.1. The manufacturer must establish a minimum acceptable concentration of reagent CDmin, which means that the NO x emissions do not exceed the limit of 0.9 g/kWh

7.1.1.1. The correct value of CDmin must be demonstrated during the type-approval process by the procedure laid down in Section 12 and recorded in the extended documentation referred to in Annex I, section 8.

7.1.2. Each reagent concentration under CDmin is to be determined and is considered to be an insufficient reagent for the purposes of section 7.1.

7.1.3. A specific counter (the counter for reagent quality) is to be assigned to the reagent quality. The counter for reagent quality counts the engine operating hours in which an insufficient reagent has been used.

7.1.3.1. Optionally, the manufacturer can combine the malfunction of the reagent quality with one or more of the malfunctions listed in sections 8 and 9 on a single counter.

7.1.4. The activation and deactivation criteria and mechanisms of the reagent counter for reagent quality are described in section 11.

7.2. Activation of the warning system for the operating personnel

If the monitoring system confirms that the reagent quality is insufficient, the warning system described in Section 4 shall be activated for the operating personnel. If the warning system includes a system to display warning messages, a clear warning message must be displayed with the reason of the warning (e.g. B. 'false urea detected', 'false AdBlue detected', or 'false reagent detected').

7.3. Activation of the prompting system for the operating personnel

7.3.1. The weak prompting described in section 5.3 must be activated if the reagent quality has not been corrected within 10 engine operating hours after activation of the operating personnel warning system described in Section 7.2.

7.3.2. The strong request described in Section 5.4 shall be activated if the reagent quality has not been corrected within 20 engine operating hours following activation of the operating personnel warning system described in Section 7.2.

7.3.3. The number of hours prior to activation of the recovery system shall be reduced in the event of repeated occurrence of malfunction in accordance with the mechanisms described in section 11.

8. Posology of the reagent

8.1. The engine must be equipped with a device that detects the interruption of the reagent dosage.

8.2. Meter for dosing the reagent

8.2.1. For the dosage of the reagent, a specific counter is to be provided (the 'metering counter'). The counter must count the number of engine operating hours during which an interruption of the dose of the reagent occurs. This is not necessary if the interruption is caused by the electronic engine control unit, because the emission reduction power under the instantaneous operating conditions of the machine does not require a reagent dosage.

8.2.1.1. Optionally, the manufacturer can combine the malfunction of the reagent dosage with one or more of the malfunctions listed in sections 7 and 9 on a single counter.

8.2.2. The activation and deactivation criteria and mechanisms of the counter for the reagent dosage are described in section 11.

8.3. Activation of the warning system for the operating personnel

The operating personnel warning system described in Section 4 shall activate when the dose is interrupted, which activates the reagent dosage counter in accordance with section 8.2.1. If the warning system includes a system to display warning messages, a clear warning message must be displayed with the reason of the warning (e.g. B. 'Noise of urea intake', 'disturbance of AdBlue-intake' or 'Disorder of reagent dosing').

8.4. Activation of the prompting system for the operating personnel

8.4.1. The weak prompt described in section 5.3 must be activated if there is no interruption in the dose of the reagent within a maximum of 10 engine operating hours after activation of the warning system described in Section 8.3 for the Operating personnel have been fixed.

8.4.2. The strong invitation described in Section 5.4 shall be activated if there is no interruption in the dose of the reagent within a maximum of 20 hours of engine operating hours after activation of the warning system described in Section 8.3 for the Operating personnel have been fixed.

8.4.3. The number of hours prior to activation of the recovery systems shall be reduced in the event of repeated occurrence of malfunction in accordance with the mechanisms described in section 11.

9. Monitoring errors that could be due to manipulation

9.1. In addition to the reagent filling level in the container, the reagent quality and the interruption of the reagent supply, the following errors are monitored, since they could be due to manipulation:

(i) disturbed EGR valve;

(ii) failure of the NO x-emissions diagnostic system (NCD) in accordance with section 9.2.1.

9.2. Monitoring requirements

9.2.1. The diagnostic system for NO x emissions (NCD) is to be monitored for electrical disturbances and for the removal or deactivation of probes by which the diagnosis of further errors according to sections 6 to 8 becomes impossible (component monitoring).

A non-exhaustive list of probes, the deactivation of which affects the diagnostic performance, includes, for example, those that directly measure the NO x concentration, Ureasonden, ambient probes and probes, which are used to monitor the supply of reagent, Reagent filling level or reagent consumption.

9.2.2. Counter for the AGR valve

9.2.2.1. An EGR valve, whose function is disturbed, is to be assigned a specific counter. The counter for the EGR valve must count the number of engine operating hours, if it is confirmed that the diagnostic error code corresponding to the disturbed EGR valve is activated.

9.2.2.1.1. Optionally, the manufacturer can combine the fault 'disturbed EGR valve' with one or more of the malfunctions listed in sections 7, 8 and 9.2.3 on a single counter.

9.2.2.2. The activation and deactivation criteria and mechanisms of the counter for the EGR valve are described in section 11.

9.2.3. NCD System Count

9.2.3.1. Each of the monitoring errors referred to in Section 9.1 (ii) must be associated with a specific counter. The NCD system counters must count the number of engine operating hours if it is confirmed that the diagnostic error code that is associated with a NCD system malfunction is enabled. The summary of multiple malfunctions on a single counter is allowed.

9.2.3.1.1. Optionally, the manufacturer can combine the malfunction of the NCD system with one or more of the malfunctions listed in sections 7, 8 and 9.2.2 on a single counter.

9.2.3.2. The activation and deactivation criteria and mechanisms of the counter (s) for the NCD system are described in Section 11.

9.3. Activation of the warning system for the operating personnel

The operating personnel warning system described in Section 4 must activate when one of the errors referred to in Section 9.1 occurs and indicate that urgent repair is required. If the warning system includes a system to display warning messages, a clear warning message must be displayed with the reason of the warning (e.g. B. 'Reagent Dosing Valve Separated' or 'Critical Emission Error').

9.4. Activation of the prompting system for the operating personnel

9.4.1. The weak prompting described in section 5.3 must be activated if an error described in Section 9.1 does not exceed 36 engine operating hours after the activation of the warning system described in Section 9.3 for the Operating personnel have been fixed.

9.4.2. The strong request described in Section 5.4 shall be activated if an error described in Section 9.1 does not exceed 100 engine operating hours after activation of the warning system described in Section 9.3 for the Operating personnel have been fixed.

9.4.3. The number of hours before the activation of the recovery system shall be reduced in the event of repeated occurrence of the malfunction in accordance with the mechanisms described in section 11.

9.5. As an alternative to the requirements set out in Section 9.2, manufacturers may use a NO x probe located in the exhaust gas exhaust gases. In this case:

-the NO x value must not exceed 0.9 g/kWh,

-the use of a single error of 'high NO x output cause unknown' is allowed,

-Section 9.4.1 is 'within 10 engine operating hours',

-Section 9.4.2 is 'within 20 engine operating hours'.

10. Detection requirements

10.1. General provisions

Compliance with the requirements of this Annex shall be demonstrated in the course of type-approval by the application of the following evidence in accordance with Table 1 and this section:

a) Proof of activation of the warning system

b) Proof of activation of the weak invitation, if applicable

c) Proof of activation of the strong invitation

Table 1

An illustration of the content of the detection process in accordance with the provisions of sections 10.3 and 10.4 of this Annex

10.2. Motor families and NCD engine families

The conformity of a motor family or an NCD engine family with the requirements of this Section 10 may be demonstrated by checking an engine of the family under consideration, provided that the manufacturer is in agreement with the approval authority. proves that the monitoring systems required for compliance with the requirements of this Annex are similar within the family.

10.2.1. The proof that the monitoring systems within the NCD family are similar can be done by presenting algorithms, function analyses, etc. provided to the approval authority.

10.2.2. The test engine shall be selected by the manufacturer in agreement with the approval authority. The test motor can be the parent motor of the family under consideration.

10.2.3. In the case of engines of a motor family belonging to a NCD engine family, which has already been type-approved in accordance with Section 10.2.1 (Figure 3), the conformity of this engine family shall be deemed to have been proven without additional tests provided that the manufacturer can demonstrate to the approval authority that the monitoring systems required for conformity with the requirements of this Annex are within the engine family and NCD-engine family are similar.

10.3. Proof of activation of the warning system

10.3.1. The conformity of the activation of the warning system shall be demonstrated by two tests: lack of reagent and one of the categories of error mentioned in sections 7 to 9 of this Annex.

10.3.2. Selection of errors to be checked

10.3.2.1. For the detection of the activation of the warning system in the event of an incorrect reagent quality, a reagent shall be chosen with a dilution of the active substance which is equal to or greater than that of the manufacturer in accordance with the requirements set out in Section 7 of this Regulation. Annex has been notified.

10.3.2.2. In order to demonstrate the activation of the warning system in the event of errors which may be due to manipulation as defined in section 9 of this Annex, the selection shall be made in accordance with the following requirements:

10.3.2.2.1. The manufacturer must submit a list of possible errors to the approval authority.

10.3.2.2.2. The errors to be taken into account during the test shall be selected by the approval authority in the list referred to in section 10.3.2.2.1.

10.3.3. Evidence

10.3.3.1. A separate test shall be carried out for each error taken into account in Section 10.3.1.

10.3.3.2. During a test, no other error may occur than the one that is subjected to the test.

10.3.3.3. All diagnostic miscodes are to be deleted before you begin a check.

10.3.3.4. At the request of the manufacturer, and with the approval of the approval authority, the errors that are subject to the test may be simulated.

10.3.3.5. Detection of other errors in addition to the reagent deficiency

For errors other than that of the reagent defect, the detection of the error, as soon as it has been conditioned or simulated, is to be performed as follows:

10.3.3.5.1. The NCD system shall respond to an error selected and conditioned by the type-approval authority in accordance with the provisions of this Annex. Proof shall be deemed to have been provided if the activation takes place within two consecutive NCD test cycles in accordance with section 10.3.3.7 of this Appendix.

Where the description of a monitoring facility indicates that more than two NCD test cycles are necessary for the completion of a monitoring operation, the number of NCD test cycles may, with the approval of the approval authority, be limited to three NCD test cycles are increased.

After each NCD test cycle, the motor can be turned off. The pause until the next starting point is to be dimensioned in such a way that, after the stop, the monitoring processes are completed and the conditions for a new monitoring procedure after the restart have been met.

10.3.3.5.2. Proof of activation of the warning system shall be deemed to have been provided if the warning system has been properly activated at the end of each inspection carried out in accordance with section 10.3.2.1 and the diagnostic error code for the selected error is the Status confirmed and active.

10.3.3.6. Detecting a reagent deficiency

For the detection of the activation of the warning system in the event of a reagent defect, the engine system shall be operated at the discretion of the manufacturer over one or more NCD test cycles.

10.3.3.6.1. The proof must begin with a level of the reagent container to which the manufacturer and the approval authority have agreed, but which is not less than 10% of the nominal capacity of the container.

10.3.3.6.2. The warning system is considered to be functioning properly if the following conditions are met:

(a) The alert system has been activated with an availability of the reagent of greater than or equal to 10% of the capacity of the reagent container; and

(b) the 'Dauer-Warning System' shall be activated on the availability of the reagent of greater than or equal to the value established by the manufacturer in accordance with the provisions of Section 6 of this Annex.

10.3.3.7. NCD audit cycle

10.3.3.7.1. The NCD test cycle dealt with in this Section 10 for the detection of the correct functioning of the NCD system is the NRTC Reboot cycle.

10.3.3.7.2. At the request of the manufacturer and with the approval of the approval authority, an alternative NCD test cycle may be used for a particular monitoring facility (e.g. B. the NRSC-cycle). The application must include supporting documents (technical considerations, simulation and test results, etc.) in order to ensure that:

(a) the monitoring operations in the alternative test cycle correspond to those in the real driving operation;

(b) the applicable relevant NCD test cycle in accordance with section 10.3.3.7.1 is less suitable for checking the respective monitoring functions.

10.3.4. Evidence of activation of the warning system shall be deemed to have been provided if the warning system has been properly activated at the end of each inspection carried out in accordance with Section 10.3.3.

10.4. Evidence of activation of the recovery system

10.4.1. The verification of the activation of the recovery system shall be carried out on the basis of tests carried out on a motor test stand.

10.4.1.1. components or subsystems which are not fitted into the engine system, such as ambient temperature sensors, level sensors, and warning and information systems for the operating personnel required to provide the evidence; shall be connected or simulated with the engine system to the satisfaction of the approval authority for this purpose.

10.4.1.2. The manufacturer may, subject to the approval of the approval authority, decide to carry out the proof tests on a complete machine or a complete machine, either by: this is put on a suitable test stand or by it is operated on a test track under controlled conditions.

10.4.2. The test sequence shall demonstrate the activation of the recovery system in the case of a reagent deficiency and in the event of one of the errors described in sections 7, 8 or 9 of this Annex.

10.4.3. For the purposes of this proof:

(a) in addition to the lack of reagent, the approval authority must select one of the errors described in sections 7, 8 or 9 of this Annex, which was previously used for the detection of the activation of the warning system;

(b) it is permissible for the manufacturer, with the approval of the approval authority, to speed up the test by simulating the achievement of a certain number of engine operating hours.

(c) The achievement of the torque reduction required for a weak request may be demonstrated at the time when the general process for the approval of engine power is carried out in accordance with this Directive. A separate torque measurement in the course of the proof for the request system is not required in this case.

(d) The strong invitation shall be demonstrated in accordance with the requirements of section 10.4.6 of this Annex.

10.4.4. In addition, the manufacturer must demonstrate the operation of the recovery system among those described in sections 7, 8 or 9 of this Annex, which have not been selected for use in proof-of-post tests carried out in the following paragraphs: Sections 10.4.1 to 10.4.3 are described.

This additional evidence can be provided by presenting the approval authority with a technical case study using evidence such as algorithms, function analyses and the result of previous tests.

10.4.4.1. This additional evidence is intended to demonstrate, in particular, to the satisfaction of the approval authority, the inclusion of the correct torque reduction mechanisms in the electronic engine control unit.

10.4.5. Post-post verification of weak request

10.4.5.1. This evidence begins when the warning system or, where appropriate, the 'Dauer-Warning System', has been activated on the basis of the detection of a fault selected by the approval authority.

10.4.5.2. If the system is tested for its reaction in the case of a reagent deficiency in the container, the engine system shall be operated until the availability of the reagent has a value of 2.5% of the nominal capacity of the container or the value of the manufacturer's capacity reached in accordance with section 6.3.1 of this Annex, where the weak request is to activate.

10.4.5.2.1. The manufacturer may, with the approval of the approval authority, simulate the continuous operation by taking reagent from the tank, either when the engine is running or when the engine is switched off.

10.4.5.3. If the system is tested for its reaction in the event of a defect other than a shortage of reagent in the container, the engine system shall be operated for the corresponding number of engine operating hours in accordance with Table 3 in this Annex, or, Decision of the manufacturer until the corresponding counter has reached the value at which the weak prompt activates.

10.4.5.4. Proof of the weak request shall be deemed to have been provided if, at the end of each inspection carried out in accordance with sections 10.4.5.2 and 10.4.5.3, the manufacturer has demonstrated to the approval authority that the electronic Motor control unit has activated the torque reduction mechanism.

10.4.6. Follow-up examination of the strong request

10.4.6.1. This proof shall begin with a condition in which the weak request has already been activated and may be carried out as a continuation of the tests undertaken to demonstrate the weak invitation.

10.4.6.2. If the system is tested for its reaction in the case of a reagent deficiency in the container, the engine system shall be operated until either the reagent container is empty or the level has fallen below 2.5% of the nominal capacity of the container , in which, according to the manufacturer, the activation of the strong call is used.

10.4.6.2.1. The manufacturer may, with the approval of the approval authority, simulate the continuous operation by taking reagent from the tank, either when the engine is running or when the engine is switched off.

10.4.6.3. If the system is tested for its reaction in the event of a defect other than a shortage of reagent in the container, the engine system shall be operated for the corresponding number of engine operating hours in accordance with Table 3 in this Annex, or, Decision of the manufacturer until the corresponding counter has reached the value at which the strong request activates.

10.4.6.4. Proof of a strong request shall be deemed to have been provided if, at the end of each inspection carried out in accordance with sections 10.4.6.2 and 10.4.6.3, the manufacturer has demonstrated to the approval authority that the necessary mechanism in order to activate the strong call.

10.4.7. Subject to the approval of the approval authority, the manufacturer may alternatively decide that proof of the operability of the mechanisms for activating the request in accordance with the requirements in Section 5.4 shall be completed on a complete basis. Machine is carried out either by placing the machine on a suitable test bench or by operating it on a test track under controlled conditions.

10.4.7.1. The machine shall be operated until the meter allocated to the selected fault has reached the corresponding number of operating hours indicated in Table 3 of this Annex, or, if appropriate, either the reagent container is empty or the The filling level has fallen below 2.5% of the nominal capacity of the container, in which, according to the manufacturer, the activation of the strong demand is used.

11. Description of the activation and deactivation mechanisms of the warning system and of the prompting system for the operating personnel

11.1. In order to supplement the requirements set out in this Annex with regard to the activation and deactivation mechanisms of the warning system and of the recovery system, the technical requirements for the implementation of these activation measures shall be: and deactivation mechanisms.

11.2. Activation and deactivation mechanisms of the warning system

11.2.1. The warning system for the operator must activate when the diagnostic error code associated with a NCM malfunction associated with the activation of the warning system is in the status defined in Table 2 of this Annex.

11.2.2. The warning system for the operating personnel must be deactivated if the diagnostic system detects that the error corresponding to the warning no longer exists or if the data, including the diagnostic error codes, which indicate the errors corresponding to the activation of the warning system, have been deleted by a reader.

11.2.2.1. Rules for the deletion of 'information on the reduction of NO x emissions'

11.2.2.1.1. Delete/reset 'Information on reducing NO x emissions' with a reader

The following data can be deleted on command from a reader or reset to the value specified in this facility (see Table 3):

11.2.2.1.2. Information on the reduction of NO x emissions must not be erased by the battery (s) being clamped down.

11.2.2.1.3. The deletion of 'information on the reduction of NO x emissions' may only be possible if the engine is 'stationary'.

11.2.2.1.4. If 'Information about the reduction of NO x emissions', including diagnostic error codes, is deleted, the counter values that are associated with these malfunctions and defined in this appendix as counter values cannot be deleted. , which must not be deleted; they shall instead be reset to the value set out in the relevant section of this Annex.

11.3. Activation and deactivation mechanisms of the prompting system for the operating personnel

11.3.1. The prompting system for the operator must activate when the warning system is active and the counter which is relevant for the type of NCM malfunction which causes the activation of the recovery system, the value in Table 4. of this plant.

11.3.2. The operator's request system must be deactivated if the system does not recognize any malfunction that causes the activation of the request system, or if the data, including those of the NCM dysfunction, is not functioning. Diagnostic error codes corresponding to the activation of the prompting system have been deleted by a reader or a maintenance tool.

11.3.3. The warning system for the operating personnel and the operating personnel requirement system shall be activated immediately after evaluation of the reagent quality in the reagent container, in accordance with the provisions of section 6 of this Annex, or, where appropriate, will be disabled. In this case, the activation and deactivation mechanisms do not depend on the status of an associated diagnostic error code.

11.4. Counter mechanism

11.4.1. General

11.4.1.1. In order to meet the requirements of this Annex, the system must include at least four counters to record the number of hours the engine has run, while the system has detected one of the following malfunctions:

(a) insufficient reagent quality;

(b) interruption of the reagent supply;

(d) failure of the NCD system to function in accordance with section 9.1 (ii) of this Annex.

11.4.1.1.1. Optionally, the manufacturer can use a single or multiple counter to classify the malfunctions listed in section 11.4.1.1 in groups.

11.4.1.2. Each of the counters must be able to record the largest number, which can be 2 bytes, with a resolution of 1 hour, and keep the recorded value stored as long as the prerequisites for its reset to zero are not met.

11.4.1.3. The manufacturer can use a single one or more NCD system counters. A single counter can store the accumulated duration of two or more different functional faults which are relevant for this type of counter, of which none has reached the duration indicated by the individual counter.

11.4.1.3.1. If the manufacturer decides to use more than one NCD system counter for the monitoring system, the system shall be capable of any malfunction relevant to this type of counter in accordance with this Annex, a specific one Monitor system counters.

11.4.2. Principle of the counter mechanism

11.4.2.1. Each counter must work as follows:

11.4.2.1.1. If it starts at zero, the counter must start counting as soon as a malfunction corresponding to the counter is detected and the corresponding diagnostic error code has the status specified in Table 2.

11.4.2.1.2. In the case of repeated errors, one of the following provisions shall be applied at the choice of the manufacturer:

(i) If a single monitoring event occurs and the malfunction that originally enabled the counter is no longer detected, or if the error has been deleted by a reader or a maintenance tool, the counter must stop and hold its current value. If the counter stops counting when the strong request is active, it must either be at the value defined in Table 4 of this Annex, or if the value is at least as large as the count for the strong call minus 30 minutes. will be frozen.

(ii) the counter must be frozen either at the value defined in Table 4 of this Annex, or at a value at least as large as the counter value for the strong call minus 30 minutes.

11.4.2.1.3. In the case of a single monitoring system counter, this counter must continue counting if a NCM malfunction that is relevant to this counter has been detected and its corresponding diagnostic error code has the status 'confirmed and active'. The counter must stop and hold one of the values specified in section 11.4.2.1.2 if no NCM malfunction, which would cause the counter to be activated, is detected or if all errors corresponding to the counter are detected by a A reader or a maintenance tool has been deleted.

11.4.2.1.4. As soon as it is frozen, the counter shall be reset to zero if the monitoring functions relevant to this counter have undergone at least one of their monitoring cycles without detecting any malfunction, and none for This counter has been recognized as a malfunction in the 40 engine operating hours since the last time the counter was last stopped (see Figure 4).

11.4.2.1.5. The counter must start counting again at the value at which it was paused if a malfunction that is relevant to this counter was detected during the period when the counter was frozen (see Figure 4).

11.5. Illustration of the activation, deactivation and counter mechanisms

11.5.1. The activation, deactivation and counter mechanisms for some typical cases are illustrated below. The illustrations and descriptions referred to in sections 11.5.2, 11.5.3 and 11.5.4 are intended solely for the purpose of illustration in this Annex and should not be considered as examples of the requirements of this Directive or as definitive explanations of the processes involved. The counter hours in Figures 6 and 7 refer to the maximum values for the strong request in Table 4. For reasons of simplification, for example, the fact that the warning system will also be active when the prompting system is active is not mentioned in the illustrative purposes.

11.5.2. Figure 5 illustrates the function of the activation and deactivation mechanisms during the monitoring of the availability of the reagent in five cases:

-Operating case 1: The operating personnel continue to operate the machine despite the warning, until the machine operation is deactivated.

-Refilling, Case 1 ('sufficient ' refill): The operator fills up the reagent container so that a level above the 10% threshold is reached. Warning and prompting system will be disabled.

-Refill, cases 2 and 3 ('insufficient ' refill): The warning system is activated. The level of warning depends on the amount of reagent available.

-Refill, case 4 ('very inadequate ' refill): The weak prompt activates immediately.

11.5.3. Figure 6 illustrates three cases of wrong reagent quality:

-Operating case 1: The operating personnel continue to operate the machine despite the warning, until the machine operation is deactivated.

-Repair case 1 ('bad 'or' unfair ' repair): After the deactivation of the machine, the operator switches the reagent against a reagent with a higher reagent quality, but after a short time this reagent again swaps against a reagent. Reagent with lower quality. The request system is immediately activated again and the machine operation is deactivated after two engine operating hours.

-Repair case 2 ('good ' repair): After the deactivation of the machine, the operating personnel rectify the reagent quality. However, after some time the reagent is replaced by a reagent with a low quality. The warning and request system, as well as the counting processes, begin again at zero.

11.5.4. Figure 7 illustrates three cases of error in the urea dosing system. This figure also illustrates the process that is applicable in the case of the monitoring errors described in section 9 of this Annex.

-Operating case 1: The operating personnel continue to operate the machine despite the warning, until the machine operation is deactivated.

-Repair case 1 ('good ' repair): After the deactivation of the machine, the operating personnel repair the dosing system. However, after some time, the dosing system is again failed. The warning and request system, as well as the counting processes, begin again at zero.

-Repair case 2 ('good ' repair): During the period during which the weak request is active (reduction of torque), the operating personnel repairs the dosing system. However, the dosing system does not stop again after a short period of time. The weak prompt immediately activates again, and the counter starts counting again at the value that it displayed before the repair.

12. Proof of the minimum acceptable reagent concentration CD min

12.1. The manufacturer must prove the correct value of CD min during the type-approval process by performing the reboot part of the NRTC cycle using a reagent with the concentration CD min.

12.2. The test shall follow the NCD (NCD) cycle (s) corresponding to it or to the pre-conditioning cycle determined by the manufacturer, which allows a closed loop control system to reduce NO x emissions, to the To adjust the reagent quality with the concentration CD min.

12.3. The emissions of pollutants in this test shall be below the NO x limit values set out in section 7.1.1 of this Annex.

Appendix 2

Test area requirements for Stage IV engines

1. Engine test area

The test area (see Figure 1) is defined as follows:

Speed range: speed A to high speed;

where:

Speed A = low speed + 15% (high speed-low speed);

High speed and low speed as defined in Annex III or, if the manufacturer applies the procedure of Annex 4B to UN/ECE Regulation No 96 Amendment No 03 in accordance with the option set out in Section 1.2.1 of Annex III, in accordance with the Definition of paragraphs 2.1.33 and 2.1.37 of UN/ECE Regulation No 96 Amendment No 03.

If the deviation of the measured engine speed A is equal to or greater than ± 3% from the engine speed indicated by the manufacturer, the engine speeds indicated shall be used. If one of the test rotation speeds exceeds this tolerance, the measured engine speeds shall be used.

2. The following operating conditions shall not be taken into account during the examination:

(a) points below 30% of the highest torque;

(b) points below 30% of the maximum performance.

The manufacturer may request the Technical Service to exclude certain operating points from the test area defined in Sections 1 and 2 of this Annex in the case of certification/type approval. If a favourable opinion is delivered by the approval authority, the technical service may accept this exemption if the manufacturer can prove that the engine is not in a position to do so in any combination of machinery and equipment. work.

(10) In Annex II, Appendix 1, the title of point 3 shall be replaced by the following:

"FUEL SYSTEM FOR DIESEL ENGINES"

(11) In Annex II, Appendix 1, paragraph 4 shall be replaced by the following:

" 4. FUEL SYSTEM FOR GASOLINE ENGINES (*)

4.1. Carburetor: ...................................................................................................................................................................................

4.1.1. Make (s): ......................................................................................................................................................................

4.1.2. Type (s): ........................................................................................................................................................................................

4.2. Indirect injection: single point or multipoint: ........................................................................................................

4.2.1. Make (s): ......................................................................................................................................................................

4.2.2. Type (s): ........................................................................................................................................................................................

4.3. Direct injection: ................................................................................................................................................................

4.3.1. Make (s): ......................................................................................................................................................................

4.3.2. Type (s): ........................................................................................................................................................................................

4.4. Fuel flow rate (g/h) and air/fuel ratio at rated speed and fully open throttle valve: "

12. In Annex II, the following sections 5, 6 and 7 are added:


" 5.		VALVE SETTING
5.1.		Maximum valve strokes and opening and closing angles, relative to the dead points, or corresponding information: ..................................................................................................................................................................................
5.2.		Reference sizes and/or adjustment ranges (*):
5.3.		Variable valve setting (if applicable and at which point: inlet and/or outlet)
5.3.1.		Type: continuous or on/off (*)
5.3.2.		Angle of the rotatable camshaft (s): ........................................................................................................................
6.		INTAKE AND EXHAUST CHANNEL ARRANGEMENT
6.1.		Location, size and number:
7.		IGNITION SYSTEM
7.1.		Ignition coil:
7.1.1.		Make (s): ......................................................................................................................................................................
7.1.2.		Type (s): ........................................................................................................................................................................................
7.1.3.		Number: .................................................................................................................................................................................................
7.2.		Spark plug (s): .........................................................................................................................................................................
7.2.1.		Make (s): ......................................................................................................................................................................
7.2.2.		Type (s): ........................................................................................................................................................................................
7.3.		Magnate sin: ...................................................................................................................................................................
7.3.1.		Make (s): ......................................................................................................................................................................
7.3.2.		Type (s): ........................................................................................................................................................................................
7.4.		Ignition setting: ...................................................................................................................................................................
7.4.1.		Ignition timing with respect to top dead centre (in degrees crank angle): ..........................................................
7.4.2.		Adjustment curve where appropriate: ..............................................................................................................................................

In Annex II, Appendix 2, Section 1.8 shall be replaced by the following:


" 1.8.		Exhaust gas aftertreatment system (*) ..........................................................................................................................................

(*) where applicable ' n. For example, specify "not applicable". "

14. In Annex II, Appendix 2, the table in Section 2.2 is replaced by the following:

In Annex III, Section 1.2 is replaced by the following:

" 1.2. Selection of the test procedure

For the test, the engine must be built on a corresponding test equipment and must be connected to a dynamometer.

1.2.1. Test procedures for stages I, II, IIIA, IIIB and IV

The test shall be carried out in accordance with the procedure laid down in this Annex or by the manufacturer ' s choice, in accordance with the procedure laid down in Annex 4B to UN/ECE Regulation No 96, Amendment No 03.

In addition, the following requirements apply:

(i) durability requirements set out in Appendix 5 to this Annex;

(ii) the requirements for the engine test area referred to in Section 8.6 of Annex I (Stage IV engines only);

(iii) provisions relating to the reporting of CO 2 emissions in accordance with Appendix 6 of this Annex to engines which shall be tested in accordance with the procedure laid down in this Annex. In the case of engines which are tested in accordance with the procedure laid down in Annex 4B to UN/ECE Regulation No 96 Amendment No 03, Appendix 7 to this Annex shall apply;

(iv) the reference fuel referred to in Annex V to this Directive shall be used for engines which shall be tested in accordance with the provisions of this Annex. The reference fuel referred to in Annex V to this Directive shall be used for engines to be tested in accordance with the requirements of Annex 4B to UN/ECE Regulation No 96 Amendment No 03.

1.2.1.1. Where, in accordance with Annex I, Section 8.6.2, the manufacturer decides to apply the test procedure referred to in Annex 4B to UN/ECE Regulation No 96 Amendment No 03 for the testing of engines of stages I, II, IIIA or IIIB, the criteria referred to in point 3.7.1 shall be those referred to in Perform test cycles. "

16. In Annex III, Annex 5 shall be replaced by the following:

" Appendix 5

Durability requirements

1. TESTING OF THE DURABILITY OF COMPRESSION IGNITION ENGINES OF STAGES IIIA AND IIIB

This installation shall apply only to compression ignition engines of stage IIIA and IIIB.

1.1. The manufacturers shall determine a deterioration factor for each regulated pollutant for all stages IIIA and IIIB for all engine families. These deterioration factors shall apply to the type-approval and the test on the production line.

1.1.1. Tests for the determination of the deterioration factors shall be carried out as follows:

1.1.1.1. The manufacturer must carry out durability tests according to a test plan. This test plan shall be selected to the best of its technical discretion in order to be representative in terms of characteristics of the deterioration in the emission performance of engines. The durability testing period should normally correspond to at least one quarter of the emission durability period.

The continuous test can be carried out by running the motor on a test bench or in fact in operation. Accelerated durability tests can be carried out, with the operational accumulative program being passed through at a higher degree of stress than is usually found in this area. The acceleration factor, which sets the number of engine durability test hours to the corresponding number of EDP-hours, is determined by the engine manufacturer to the best of its technical discretion.

During the period of durability testing, emission-sensitive components may only be maintained or exchanged according to the regular maintenance plan recommended by the manufacturer.

The test engine, the assemblies or components used to determine exhaust emission deterioration factors for a motor family or for engine families with comparable emission reduction technology, shall be provided by the engine manufacturer in accordance with to select the best technical discretion. The test engine should represent the emission deterioration characteristics of the engine families applying the resulting deterioration factor values in the type-approval process. Engines with different bore and stroke, different configurations, different air treatment systems and different fuel systems can be used in terms of emission deterioration characteristics as shall be deemed equivalent, provided there is sufficient technical basis for this.

The values of the deterioration factors of another manufacturer may be applied, provided that there is a sufficient basis for the deterioration in emissions of technical equivalence and the tests demonstrably carried out in accordance with the prescribed requirements. The emission test shall be carried out in accordance with the procedure laid down in this Directive for test engines fitted in front of the operational cumin test and at the end of the durability test. Emission tests can also be carried out at intervals during the duration of the review period and can be used to determine the deterioration tendency.

1.1.1.2. No representative of the approval authority shall be present in the case of the permanent tests or emissions tests carried out for the purpose of determining the deterioration.

1.1.1.3. Determination of deterioration factor values by durability tests

An additive deterioration factor is defined as the value determined by subtracting the value determined at the beginning of the emission durability period from the value determined at the end of the emission durability period, which is the emission performance , is determined.

A multiplicative deterioration factor is defined as the emission value determined at the end of the emission durability period divided by the emission value recorded at the beginning of the emission durability period.

Separate values for the deterioration factor shall be drawn up for each pollutant covered by legislation. If the value of the deterioration factor is determined in relation to the NO x + HC standard, this shall be done in the case of an additive deterioration factor based on the sum of the pollutants, without prejudice to the fact that a negative deterioration occurs in the case of a deterioration factor. a pollutant cannot compensate for the deterioration of another factor. In the case of a multiplicative NO x + HC deterioration factor, separate deterioration factors for NO x and HC shall be established and applied in the calculation of the deteriorated emission values on the basis of the result of an emission test, before the emission test results. the resulting deteriorated NO x and HC values are combined in terms of compliance with the standard.

If the test is not carried out for the full duration of the emission durability period, the emission values at the end of the emission durability period shall be determined by extrapolation of the test period for the period of validity of the test period. Emission deterioration tendency on the full emission durability period.

Where the results of emission tests have been regularly recorded during the durability test, standard techniques based on best practice shall be used in determining emission values at the end of the emission durability period. of statistical processing; the statistical significance can be examined in the determination of the final emission values.

If the calculation results in a value less than 1.00 for a multiplicative deterioration factor or less than 0.00 for an additive deterioration factor, the deterioration factor shall be 1.0 and/or 1.0. 0.00.

1.1.1.4. A manufacturer may, with the approval of the type-approval authority, use deterioration factor values, which are determined on the basis of the results of durability tests, which are used to determine deterioration factor values in the case of Compression ignition engines for heavy duty vehicles were carried out. This shall be permissible if the motor vehicle test engine and the engine families for non-road mobile machinery and equipment which use the deterioration factor values for the type-approval purposes are technically equivalent. The deterioration factor values derived from the results of emission durability tests of motor vehicle engines shall be calculated on the basis of the values of the emission durability period as defined in section 3.

1.1.1.5. Where the engine family uses recognised technologies, an analysis based on good technical practice may be used instead of the examination, after approval by the type-approval authority, with a view to a deterioration factor for this Motor family.

1.2. Information on the deterioration factor in applications for type-approval

1.2.1. For each pollutant, additive deterioration factors shall be indicated in the type-approval request for a motor family of compression-ignition engines without post-treatment equipment.

1.2.2. For each pollutant, multiplicative deterioration factors shall be indicated in the type-approval request for a motor family of compression-ignition engines with post-treatment equipment.

1.2.3. The manufacturer must provide the type-approval authority with information on request, which is evidence of the deterioration factors. These include, as a general rule, the results of emissions tests, the operational programme of operations, the maintenance procedures and, where appropriate, supporting information at the technical discretion as regards technical equivalence.

2. TESTING OF THE DURABILITY OF STAGE IV COMPRESSION IGNITION ENGINES

2.1. General remarks

2.1.1. This section shall apply to compression ignition engines of stage IV. At the request of the manufacturer, it may alternatively be applied to the stages IIIA and IIIB compression ignition engines, as an alternative to the requirements in section 1 of this Appendix.

2.1.2. This section describes the procedures for selecting those engines for the operation cumulative programme for the determination of the deterioration factors in the type-approval process and the assessments of the conformity of the Production of engines of stage IV. The deterioration factors shall be applied in accordance with paragraph 2.4.7 to the emissions measured in accordance with Annex III to this Directive.

2.1.3. No representative of the approval authority shall be present in the case of the operational cumulative programmes or emissions tests carried out for the purpose of determining the deterioration.

2.1.4. In addition, this Section 2 contains provisions on emission-relevant and non-emission-related maintenance of engines, which are subject to an operational cumulative programme. This maintenance must be in accordance with the maintenance of the engines in operation and notified to the owners of new engines.

2.1.5. At the request of the manufacturer, the type-approval authority may allow the use of deterioration factors identified by methods other than those described in sections 2.4.1 to 2.4.5. In this case, the manufacturer must demonstrate to the satisfaction of the type-approval authority that these alternative methods are at least as stringent as those described in sections 2.4.1 to 2.4.5.

2.2. Definitions

For Annex 5, Section 2.

2.2.1. 'Ageing cycle' means the machine or engine operation (speed, load, power) to be carried out during the operating accumulation period;

2.2.2. 'critical emission-relevant components' means the components, which are mainly designed to reduce emissions, d. h. all exhaust gas aftertreatment systems, the electronic engine control unit with associated sensors and actuators, and the exhaust gas recirculation system (AGR) including all associated filters, coolers, control valves and tubes;

2.2.3. 'Critical emission-relevant maintenance' means the maintenance to be carried out on critical emission-relevant components;

2.2.4. 'emission-relevant maintenance' means maintenance which has a significant impact on emissions or is likely to have an effect on the deterioration of the emissions performance of the vehicle or of the engine in normal driving;

2.2.5. 'exhaust after-treatment system engine family' means a subquantity of engines of a motor family formed by the manufacturer, but which are divided into another subfamily of engine families with similar exhaust aftertreatment systems;

2.2.6. 'non-emission maintenance' means the maintenance, which does not have a significant impact on emissions and does not have a lasting impact on the deterioration of the engine's or the engine's emission performance after implementation the driving operation;

2.2.7. 'Operation cumulative programme' means the ageing cycle and the operational cumulation period for the determination of deterioration factors for the exhaust aftertreatment system engine familie;

2.3. Selection of engines for the determination of deterioration factors for the emission durability period

2.3.1. Engines for emission testing shall be taken from the engine family defined in accordance with section 6 of Annex I to this Directive for the determination of the deterioration factors for the emission durability period.

2.3.2. Engines from different engine families can be combined to form other engine families according to the type of exhaust gas aftertreatment system. If the manufacturer is similar in terms of technical characteristics and installation of the exhaust gas aftertreatment system to engines that differ in terms of the arrangement of the cylinders, in an exhaust-gas aftertreatment system-engine family , it must submit data to the approval authority which show that the performance of the emission reduction of these engine systems is similar.

2.3.3. The engine manufacturer shall select an engine representative of the exhaust-gas aftertreatment system engine family in accordance with 2.3.2. This engine shall be tested in accordance with the operational programme of operations set out in 2.4.2. Prior to the start of the tests, the type-approval authority shall be informed of the engine chosen.

2.3.3.1. If the type-approval authority concludes that it is more favourable to determine the worst emission values of the exhaust gas aftertreatment system of the engine family on the basis of a different engine, the test engine shall be the Type-approval authority and the manufacturer.

2.4. Determination of deterioration factors for the emission durability period

2.4.1. General remarks

The deterioration factors applicable to an exhaust gas aftertreatment system engine family shall be derived from the selected engines, on the basis of an operational accumulative programme which shall be subject to regular testing for gaseous pollutants and air-polluting particles during NRSC and NRTC tests.

2.4.2. Operational cumulative program

Operating cumulative programmes may be carried out by the manufacturer either on the basis of a machine in service with the chosen engine or on the basis of the operation of the selected engine on the test bench.

2.4.2.1. Testing during operation and testing on the test bench

2.4.2.1.1. The manufacturer shall determine, in accordance with the rules of the technology, the type and duration of the operational programme and the ageing cycle for the engines.

2.4.2.1.2. The manufacturer shall determine when gaseous and particulate emissions are measured during the NRTC test with a warm start and the NRSC test. There must be at least three checkpoints, one at the beginning, one roughly in the middle and one at the end of the test program.

2.4.2.1.3. The emission values at the beginning and the end of the emission durability period calculated in accordance with section 2.4.5.2 shall correspond to the limit values applicable to the engine family; individual emission results of the test points shall be allowed to: However, limits are exceeded.

2.4.2.1.4. At the request of the manufacturer and with the approval of the type-approval authority, only one test cycle (either NRTC cycle with a reboot or NRSC cycle) needs to be carried out at each verification point; the other test cycle is then only at the beginning and at the To complete the end of the operational cumulative program.

2.4.2.1.5. For engines with constant speed, engines below 19 kW, engines above 560 kW and engines intended for use in inland waterway vessels or propulsion of locomotives and railcars, only the NRSC cycle shall be used at each verification point.

2.4.2.1.6. In the case of engines of different exhaust-gas aftertreatment systems-engine families, the operating accumulative programmes may be different.

2.4.2.1.7. The operational accumulative programmes may be shorter than the emission durability period, but they may not be less than at least one quarter of the equivalent emission durability period specified in section 3 of this Appendix.

2.4.2.1.8. Artificial ageing is permitted by adjusting the operating cumulative programme on the basis of fuel consumption. The adjustment must be based on the ratio between the typical fuel consumption in the operation and the fuel consumption in the ageing cycle, but the fuel consumption in the ageing cycle must not exceed the typical fuel consumption during operation. by more than 30 percent.

2.4.2.1.9. At the request of the manufacturer, and with the approval of the type-approval authority, other methods of accelerated ageing may be used.

2.4.2.1.10. The operating cumulative programme shall be described in detail in the application for type-approval and shall be communicated to the type-approval authority prior to the commencing of the tests.

2.4.2.2. If the type-approval authority concludes that additional measurements are required between the test points determined by the manufacturer, it shall inform the manufacturer accordingly. The manufacturer must then revise the operational accumulative programmes and have it approved by the type-approval authority.

2.4.3. Engine validation

2.4.3.1. Stabilization of the engine system

2.4.3.1.1. For each engine family with regard to the exhaust gas aftertreatment system, the manufacturer determines how many operating hours of the engine or engine have stabilized the operating behavior of the exhaust gas aftertreatment system. At the request of the approval authority, the manufacturer must submit to it the data and calculations on which this value is based. Alternatively, the manufacturer may operate the engine or the machine between 60 and 125 hours or over the appropriate time in the aging cycle in order to stabilize the exhaust gas aftertreatment system.

2.4.3.1.2. The end of the stabilization phase referred to in 2.4.3.1.1 shall be deemed to be the beginning of the operational cumulative programme.

2.4.3.2. Operational cumulative check

2.4.3.2.1. After stabilization, the engine shall be operated in accordance with the operating action cumulative programme chosen by the manufacturer and described in Section 2.3.2. The engine shall be regularly rebooted to the NRTC test cycle with warm rebooting and the NRSC test cycle to gaseous gaseous and/or gas-based products, at the dates fixed by the manufacturer and, where appropriate, by the type-approval authority in accordance with section 2.4.2.2 in the operating cumulative programme. Pollutants and particulate pollutants.

The manufacturer can measure the pollutant emissions separately from the pollutant emissions after the installation of an exhaust gas after-treatment system, before the exhaust gas treatment system is installed.

Has been referred to in section 2.4.2.1.4. It is agreed that only one test cycle (NRTC with Reboot or NRSC) is performed at each checkpoint, the other test cycle (NRTC with warm start or NRSC) must be performed at the beginning and end of the operational cumin.

In accordance with 2.4.2.1.5, for engines with constant speed, engines below 19 kW, engines above 560 kW and engines intended for use in inland waterway vessels or for propulsion of locomotives and railcars, only the NRSC cycle shall be available at each Use verification point.

2.4.3.2.2. Maintenance work on the engine shall be carried out in accordance with section 2.5 during the operating cumulative programme.

2.4.3.2.3. During the operational cumulative program, unscheduled maintenance may be carried out on the engine, for example, if the manufacturer's normal diagnostic system has detected a malfunction that indicates to the machine operator an error. had.

2.4.4. Reporting

2.4.4.1. The results of all emissions tests (NRTC with reboot and NRSC) carried out during the operating cumulative programme shall be submitted to the type-approval authority. If the manufacturer declares that an emission test is invalid, he must justify it. In such a case, a further series of emission tests shall be carried out within the next 100 hours of operating cumulation.

2.4.4.2. The manufacturer shall record all information relating to all emissions tests and maintenance work carried out during the operation of the engine operating action programme. This information shall be submitted to the type-approval authority, together with the results of the emissions tests carried out in the framework of the operational programme of operations.

2.4.5. Determination of deterioration factors

2.4.5.1. For each pollutant measured in the NRTC cycle with a reboot and NRSC cycle, and for each verification point of the operational cumulative program, a linear 'best fit' regression analysis shall be carried out on the basis of the test results. For each pollutant, the results shall be indicated to as many decimal places as the pollutant limit value provided for the corresponding engine family, and in addition to one decimal place.

If, in accordance with 2.4.2.1.4 or 2.4.2.1.5, only one test cycle (NRTC with a warm start or NRSC) has been carried out for each verification point, the regression analysis shall be based on the results of the test cycle carried out at all test points. ,

Non-linear regression shall be permitted at the request of the manufacturer and with the prior approval of the type-approval authority.

2.4.5.2. The emission values for each pollutant at the start of the operational activity cumulative programme and at the end of the emission durability period applicable to the engine to be tested shall be calculated from the regression equation. If the operation cumulative programme is shorter than the emission durability period, then the emission values at the end of the emission durability period shall be determined by extrapolation of the regression equation in accordance with section 2.4.5.1.

If emission levels are used for engine families that belong to the same family with respect to the exhaust gas aftertreatment system but have different emission durability periods, then the emission values at the end of the The emission durability period shall be determined by extrapolation or interpolation of the regression equation in accordance with Section 2.4.5.1.

2.4.5.3. The deterioration factor for each pollutant is the ratio of the applicable emission values at the end of the emission durability period and at the beginning of the operational accumulative programme (multiplicative deterioration factor).

At the request of the manufacturer and with the prior approval of the type-approval authority, an additive deterioration factor may be used for each pollutant. The additive deterioration factor is the difference between the calculated emission values at the end of the emission durability period and at the beginning of the operational accumulative program.

An example of the determination of deterioration factors using the linear regression is shown in Figure 1 for NO x emissions.

The mixing of multiplicative and additive deterioration factors within a pollutant rate is not permitted.

If it was agreed in accordance with Section 2.4.2.1.4 that only one test cycle (NRTC with warm start or NRSC) should be carried out at each checkpoint and the other test cycle (NRTC with warm start or NRSC) only at the beginning and at the end of the Where the operational cumulative programme is carried out, the deterioration factor calculated for the test cycle, which has been carried out at each verification point, shall also be used in the other test cycle.

2.4.6. Predetermined deterioration factors

2.4.6.1. As an alternative to the identification of deterioration factors by means of an operational cumulative programme, motor manufacturers may use the following predetermined multiplicative deterioration factors:

Predetermined additive deterioration factors are not indicated. It is not permissible to convert predetermined multiplicative deterioration factors into additive deterioration factors.

Where specified deterioration factors are used, the manufacturer must provide the type-approval authority with clear evidence that the emission-reducing components can be expected to be based on the assumption that the Emission durability period is related to the given factors. This proof can be supported by a building analysis, tests or a combination of both.

2.4.7. Application of deterioration factors

2.4.7.1. The engines shall, after the deterioration factors have been applied to the test results measured in accordance with Annex III (weighted results of the test cycle for the specific emissions of particulates and each gas), shall be subject to the relevant conditions. Emission limit values for each pollutant that apply to the engine family. Depending on the type of deterioration factor (DF), the following provisions apply:

-Multiplicative: (weighted results of the specific emission test cycle) × DF ≤ emission limit value

-Additive: (weighted test cycle results for specific emission) + DF ≤ emission limit value

If, in accordance with the option in section 1.2.1 of this Annex, the manufacturer applies the procedure set out in Annex 4B to UN/ECE Regulation No 96 Amendment No 03, the weighted result of the test cycle for the specific emission may, if appropriate, also be the Include customization with regard to a sporadic regeneration.

2.4.7.2. In the case of a multiplicative NO x + HC deterioration factor, separate deterioration factors for NO x and HC shall be established and applied in the calculation of the deteriorated emission values on the basis of the result of an emission test, before the emission test results. the resulting deteriorated NO x and HC values are combined in terms of compliance with the emission limit value.

2.4.7.3. The manufacturer can transfer the deterioration factors determined for an exhaust gas aftertreatment system engine family to a motor system which does not belong to the same exhaust gas aftertreatment system engine family. In such a case, it must demonstrate to the type-approval authority that the engine system for which the exhaust gas aftertreatment system was originally tested and the engine system to which the deterioration factors are transmitted similar to that used in the engine system the technical characteristics and requirements for installation in the machinery, and that the emissions of this engine or engine system are similar.

If deterioration factors are transferred to a motor system with a different emission durability period, the deterioration factors for the current emission durability period shall be extrapolated or To determine the interpolation of the regression equation in accordance with Section 2.4.5.1.

2.4.7.4. For each test cycle, the deterioration factors for each pollutant shall be entered in the report for test results contained in Annex VII, Appendix 1.

2.4.8. Verification of conformity of production

2.4.8.1. The conformity of production with regard to compliance with the emission limit values shall be reviewed in accordance with Section 5 of Annex I.

2.4.8.2. On the occasion of the type-approval test, the manufacturer can also measure the pollutant emissions prior to the application of an exhaust gas aftertreatment system. In this case, the manufacturer can develop separate informal deterioration factors for the engine and for the exhaust gas aftertreatment system, which he can use as a help for the test at the end of the production line.

2.4.8.3. For the purposes of type-approval, only deterioration factors shall be entered in the report for test results set out in Annex VII, Appendix 1, which have been determined in accordance with sections 2.4.5 or 2.4.6.

2.5. Maintenance

For the purposes of the operating cumulative programme, maintenance work shall be carried out in accordance with the instructions of the manufacturer for service and maintenance.

2.5.1. Emission-relevant scheduled maintenance work

2.5.1.1. Emission-related scheduled maintenance operations in the case of engine operation for the purpose of carrying out an operation cumulative programme shall take place at equivalent intervals as those specified in the manufacturer ' s maintenance requirements for the Owners of machines or engines are fixed. The maintenance requirements may, if necessary, be updated throughout the entire operating cumulative programme, provided that no maintenance operation is removed from the maintenance programme after it has been carried out on the test engine.

2.5.1.2. The engine manufacturer must provide information on the setting, cleaning and (where appropriate) maintenance and the scheduled replacement of the following components for the operating cumulative programme:

-filters and coolers in the exhaust gas recirculation system,

-possibly crankcase ventilation valve,

-injection nozzle tips (only cleaning is permitted),

-injection nozzles,

-turbochargers,

-electronic motor control unit with sensors and actuators,

-particulate aftertreatment system (including associated components),

-NO x post-treatment system (including related components),

-exhaust gas recirculation system, including all associated control valves and tubes, and

-all other exhaust gas aftertreatment systems.

2.5.1.3. Critical emission-relevant scheduled maintenance work can only be carried out on machines in operation and must be communicated to the owner of the machine.

2.5.2. Changes to scheduled maintenance

2.5.2.1. The manufacturer must allow the type-approval authority to approve all the new scheduled maintenance work which it intends to carry out during the operational programme and, therefore, to recommend to the owners of machinery or vehicles. The application must be accompanied by data which justify the new scheduled maintenance work and the maintenance distances.

2.5.3. Scheduled non-emission-related maintenance

2.5.3.1. Scheduled non-emission-related maintenance work, which is technically justified (e.g. B. Oil change, oil filter change, fuel filter change, air filter change, maintenance of the cooling system, idling adjustment, regulator, tightening torque of the screws, valve clearance, injection nozzle play, valve adjustment, setting of the tension of the drive belt ) may be carried out with the minimum maintenance frequency recommended by the manufacturer to engines or machinery under the operating cumulative programme (e.g. B. not at the intervals recommended for important maintenance work).

2.5.4. Repair

2.5.4.1. Components of a motor system selected for testing under an operational cumulative programme may only be repaired if there is a malfunction of the components or of the engine system. Repairs to the engine, to the emission control device or to the fuel system shall be permitted only to the extent specified in section 2.5.4.2.

2.5.4.2. If the engine itself, the emissions reduction system, or the fuel system have a malfunction during the operational cumulative program, the operational accumulation shall be deemed invalid and a new operational accumulation shall be deemed to be valid with a new engine system, unless the defective parts are replaced by equivalent components with a similar operating hours.

3. EMISSION DURABILITY PERIOD FOR STAGES IIIA, IIIB AND IV

3.1. Manufacturers must use the emission durability period in Table 1 of this section.

17. In Annex III, the following Annexes 6 and 7 are added:

" Appendix 6

Determination of CO 2 emissions for the engines of stages I, II, IIIA, IIIB and IV

1. Introduction

1.1. The following are the provisions and test procedures for the reporting of carbon dioxide emissions for stages I to IV. If, in accordance with the option in section 1.2.1 of this Annex, the manufacturer applies the procedure laid down in Annex 4B to UN/ECE Regulation No 96 Amendment No 03, the provisions of Appendix 7 to this Annex shall apply.

2. General provisions

2.1. Carbon dioxide emissions shall be determined in accordance with the corresponding test cycle described in Annex III, section 1.1, in accordance with Annex III, Section 3 (NRSC) or Section 4 (NRTC with warm start). For stage IIIB, carbon dioxide emissions are to be determined in accordance with the NRTC test cycle.

2.2. The test results shall be transmitted as brake-specific values averaged over the test cycle in the unit g/kWh.

2.3. If the manufacturer carries out the NRSC test cycle as a tiered modal cycle, either the provisions contained in this Appendix relating to the NRTC test cycle or those of Annex III, Appendix 7, shall apply.

3. Determination of CO 2 emissions

3.1. Measurement of raw exhaust gases

This section shall apply when the carbon dioxide is measured in the undiluted exhaust gases.

3.1.1. Measurement

Carbon dioxide emissions in the undiluted exhaust gas of the engine to be tested shall be measured using a non-dispersive infrared absorption analyzer (NDIR) in accordance with Annex III, Appendix 1, section 1.4.3.2 (NRSC) or section 2.3.3.2 (NRTC).

The measuring system shall comply with the linearity requirements set out in Annex III, Appendix 2, section 1.5.

The measuring system shall comply with the requirements of Annex III, Appendix 1, Section 1.4.1 (NRSC) or Section 2.3.1 (NRTC).

3.1.2. Data Validation

The emission-relevant data shall be registered and stored in accordance with Annex III, Section 3.7.4 (NRSC) or Section 4.5.7.2 (NRTC).

3.1.3. Calculation of the emissions averaged over the cycle

If measured in the dry reference condition, the values are to be converted according to Annex III, Appendix 3, section 1.3.2 (NRSC) or section 2.1.2.2 (NRTC) to wet values.

For the NRSC test, the CO 2 mass (g/h) shall be determined for each single test phase by calculation in accordance with Annex III, Appendix 3, section 1.3.4. The exhaust gas flow values shall be determined in accordance with Annex III, Appendix 1, sections 1.2.1 to 1.2.5.

For the NRTC test, the CO 2 mass (g/test) shall be determined by calculation in accordance with Annex III, Appendix 3, section 2.1.2.1. The exhaust gas flow values shall be determined in accordance with Annex III, Appendix 1, section 2.2.3.

3.2. Measurement in dilute gas

This section applies when the carbon dioxide is measured in the diluted exhaust gases.

3.2.1. Measurement

Carbon dioxide emissions in the diluted exhaust gas of the engine to be tested shall be measured using a non-dispersive infrared absorption analyzer (NDIR) in accordance with Annex III, Appendix 1, section 1.4.3.2 (NRSC) or section 2.3.3.2 (NRTC). The exhaust gases shall be diluted with filtered ambient air, synthetic air or nitrogen. The flow rate of the dilution system shall be so large that water condensation in the dilution and sampling systems is completely prevented.

The measuring system shall comply with the linearity requirements set out in Annex III, Appendix 2, section 1.5.

The measuring system shall comply with the requirements of Annex III, Appendix 1, Section 1.4.1 (NRSC) or Section 2.3.1 (NRTC).

3.2.2. Data Validation

The emission-relevant data shall be registered and stored in accordance with Annex III, Section 3.7.4 (NRSC) or Section 4.5.7.2 (NRTC).

3.2.3. Calculation of the emissions averaged over the cycle

If measured in the dry reference condition, the values are to be converted according to Annex III, Appendix 3, section 1.3.2 (NRSC) or section 2.1.2.2 (NRTC) to wet values.

For the NRSC test, the CO 2 mass (g/h) shall be determined for each single test phase by calculation in accordance with Annex III, Appendix 3, section 1.3.4. The flow rate values of the diluted exhaust gas shall be determined in accordance with Annex III, Appendix 1, section 1.2.6.

For the NRTC test, the CO 2 mass (g/test) shall be determined by calculation in accordance with Annex III, Appendix 3, section 2.2.3. The flow rate of the diluted exhaust gas shall be determined in accordance with Annex III, Appendix 3, section 2.2.1.

The values must be rectified in accordance with Annex III, Appendix 3, section 2.2.3.1.1.

3.3. Calculation of braking-specific emissions

3.3.1. NRSC

The braking specific emissions e CO2 (g/kWh) shall be calculated as follows:

3.3.2. NRTC

The cycle work required for the calculation of the braking specific CO 2 emissions shall be determined in accordance with section 4.6.2 of Annex III.

The braking specific emissions e CO2 (g/kWh) shall be calculated as follows:

Appendix 7

Alternative determination of CO 2 emissions

1. Introduction

If, in accordance with the option set out in section 1.2.1 of this Annex, the manufacturer applies the procedure set out in Annex 4B to UN/ECE Regulation No 96 Amendment No 03, the reporting of carbon dioxide emissions shall apply to the provisions contained in this Annex and Test method.

2. General provisions

2.1. Carbon dioxide emissions shall be determined in accordance with the NRTC test cycle described in Section 7.8.3 of Annex 4B to UN/ECE Regulation No. 96, Amendment No 03, with a reboot.

2.2. The test results shall be transmitted as braking specific values in the unit g/kWh averaged to the cycle.

3. Determination of CO 2 emissions

3.1. Measurement of raw exhaust gases

This section shall apply when the carbon dioxide is measured in the undiluted exhaust gases.

3.1.1. Measurement

Carbon dioxide emissions in the raw exhaust gases of the engine to be tested shall be measured using a non-dispersive infrared absorption analyzer (NDIR) in accordance with Annex 4B, section 9.4.6 of UNECE Regulation No. 96, Amendment No 03.

The measuring system shall comply with the linearity requirements of Annex 4B, Section 8.1.4 of UN/ECE Regulation No 96 Amendment No 03.

The measuring system shall comply with the requirements of Annex 4B, Section 8.1.9, of UN/ECE Regulation No 96 Amendment No 03.

3.1.2. Data Validation

The emission-relevant data shall be registered and stored in accordance with Annex 4B, Section 7.8.3.2 of UN/ECE Regulation No. 96 Amendment No 03.

3.1.3. Calculation of the emissions averaged over the cycle

If measured in the dry reference condition, the momentary concentration values according to Appendix 8, Section A.8.2.2 or Appendix 7, Section A.7.3.2 of Annex 4B of UN/ECE Regulation No. 96 Amendment No 03 are to be converted to the wet reference condition before they are used for further calculations.

The CO 2 mass (g/test) shall be determined by multiplying the time-corrected momentary CO 2 concentrations with the exhaust gas flow and the integration via the test cycle in accordance with the following rules: either:

(a) in accordance with Annex 8, Section A.8.2.1.2 and Section A.8.2.5 of Annex 4B to UN/ECE Regulation No 96 Amendment No 03, using the u-values for CO 2 from Table A.8.1, or by the u-values according to Appendix 8, Section A.8.2.4.2 of Annex 4B UN/ECE Regulation No 96 Amendment No 03; or

(b) in accordance with Annex 7, Section A.7.3.1 and Section A.7.3.3 of Annex 4B to UN/ECE Regulation No 96, Amendment No 03.

3.2. Measurement in dilute gas

This section applies when the carbon dioxide is measured in the diluted exhaust gases.

3.2.1. Measurement

The carbon dioxide emissions in the diluted exhaust gases of the engine to be tested shall be measured using a non-dispersive infrared absorption analyzer (NDIR) in accordance with section 9.4.6 of Annex 4B to UN/ECE Regulation No 96 Amendment No 03. The exhaust gases shall be diluted with filtered ambient air, synthetic air or nitrogen. The flow rate of the dilution system shall be so large that water condensation in the dilution and sampling systems is completely prevented.

The measuring system shall comply with the linearity requirements of Annex 4B, Section 8.1.4 of UN/ECE Regulation No 96 Amendment No 03.

The measuring system shall comply with the requirements of Annex 4B, Section 8.1.9, of UN/ECE Regulation No 96 Amendment No 03.

3.2.2. Data Validation

The emission-relevant data shall be registered and stored in accordance with Annex 4B, Section 7.8.3.2 of UN/ECE Regulation No. 96 Amendment No 03.

3.2.3. Calculation of the emissions averaged over the cycle

If measured in the dry reference condition, the momentary concentration values according to Appendix 8, Section A.8.3.2 or Appendix 7, Section A.7.4.2 of Annex 4B of UN/ECE Regulation No. 96 Amendment No 03 are to be converted to the wet reference condition before they are used for further calculations.

The CO 2 mass (g/test) shall be determined by multiplying the CO 2 concentrations by the diluted exhaust gas flow rate in accordance with the following rules: either:

(a) in accordance with Annex 8, Section A.8.3.1 and Section A.8.3.4 of Annex 4B to UN/ECE Regulation No 96 Amendment No 03, using the u-values for CO 2 from Table A.8.2, or by the u-values set out in Appendix 8, Section A.8.3.3 of Annex 4B of the UN/ECE Regulation No 96 Amendment No 03; or

(b) in accordance with Annex 7, Section A.7.4.1 and Section A.7.4.3 of Annex 4B to UN/ECE Regulation No 96 Amendment No 03.

The values must be rectified in accordance with Annex 8, Section A.8.3.2.4 or Annex 8, Section A.7.4.1 of Annex 4B to UN/ECE Regulation No 96, Amendment No 03.

3.3. Calculation of braking-specific emissions

The cycle work required for the calculation of the braking specific CO 2 emissions shall be determined in accordance with Annex 4B, Section 7.8.3.4 of UN/ECE Regulation No 96 Amendment No 03.

The braking specific emissions e CO2 (g/kWh) shall be calculated as follows:

18. In Annex VI, the following section 1a is added:

" 1.a This Annex shall apply as follows:

(a) for stages I, II, IIIA, IIIB and IV, the provisions of section 1 of this Annex VI shall apply;

(b) if the manufacturer applies the procedure in Annex 4B to UN/ECE Regulation No 96 Amendment No 03, in accordance with the option set out in section 1.2.1 of this Annex, the provisions of section 9 of Annex 4B to UN/ECE Regulation No 96 shall apply 03. "

19. In Annex VII, Appendix 1 shall be replaced by the following:

" Appendix 1

Test report for compression ignition engines-test results (1)

Details of the engine to be tested

Engine type: ..........................................................................................................................................................................................

Engine identification number: .......................................................................................................................................................


1.		Information on the implementation of the audit: ........................................................................................................................
1.1.		Reference fuel used for the test
1.1.1.		Cetane number: ..........................................................................................................................................................................................
1.1.2.		Sulphur content: ..........................................................................................................................................................................
1.1.3.		Density: ................................................................................................................................................................................................
1.2.		Lubricant
1.2.1.		Make (s): ..........................................................................................................................................................................
1.2.2.		Type (s): ..............................................................................................................................................................................................
(Please		Indicate the percentage of oil in the mixture when the lubricant and fuel are mixed.)
1.3.		Equipment driven by the engine (if available)
1.3.1.		Enumeration and details: .......................................................................................................................................................

1.3.2. Power absorbed at specified engine speeds (according to the manufacturer's specifications):


1.4.		Engine performance
1.4.1.		Engine speeds:

Idling: ................................................................................................................................................ min -1

Medium speed: .............................................................................................................................. min -1

Maximum performance: ..................................................................................................................................... min -1

Nominal speed (2): ........................................................................................................................... min -1

(1) In the case of a number of trunk engines, each individual must be specified.

(2) Enter engine speed equal to 100% of the normalized speed, if this speed is used in the NRSC test.

3.2. Sampling system used for the NRTC test:

Gaseous emissions (4): ........................................................................................................................................................

PM (4): .................................................................................................................................................................................................

Method (5): Simple/Multi Filter

(1) Specify the number of the system used in Annex VI, Section 1 or section 9 of Annex 4B to UN/ECE Regulation No 96, change series 03.

(2) Delete as appropriate.

(3) Delete as appropriate.

(4) Specify the number of the system used in Annex VI, Section 1, or Section 9 of Annex 4B to UN/ECE Regulation No. 96, Amendment No 03.

(5) Delete as appropriate. "

20. ANNEX XI is replaced by the following:

" ANNEX XI

DATA SHEET FOR ENGINES WITH TYPE-APPROVAL

1. FZ engines

21. Annex XII is replaced by the following:

" ANNEX XII

RECOGNITION OF ALTERNATIVE TYPE-APPROVALS

With regard to engines of categories A, B and C in accordance with Article 9 (2), the following type-approvals and, where appropriate, the corresponding approval marks shall be recognised as equivalent to the authorisations granted under this Directive:

1.1. Type-approvals pursuant to Directive 2000 /25/EC on measures to combat the emission of gaseous and particulate pollutants from engines intended for the propulsion of agricultural and forestry tractors;

1.2. Type-approvals provided for in Directive 88 /77/EEC on the approximation of the laws of the Member States relating to the measures to be taken against the emission of gaseous and particulate pollutants from diesel engines for use in vehicles intended for use in vehicles which have been approved for the purpose of requirements for stage A or B in accordance with Article 2 of and Annex I, section 6.2.1 of Directive 88 /77/EEC or of UN/ECE Regulation No 49 amending series 02 Corrigenda I/2;

1.3. Type-approvals under UN/ECE Regulation No 96;

With regard to engines of categories D, E, F and G (stage II) as referred to in Article 9 (3), the equivalence of the following type-approvals and, where appropriate, of the corresponding approval marks shall be subject to the conditions laid down in this Directive. Approvals recognized:

2.1. Authorisations under Stage II of Directive 2000 /25/EC;

2.2. Type-approvals provided for in Directive 88 /77/EEC, as amended by Directive 99 /96/EC on the approximation of the laws of the Member States relating to the measures to be taken against the emission of gaseous and particulate pollutants from diesel engines for use in vehicles, 1. No. 1 as amended, in accordance with the requirements of Stage A, B1, B2 or C, as defined in Article 2 and Section 6.2.1 of Annex I to the Directive;

2.3. Type-approvals according to UN/ECE Regulation No 49 Amendment No 03;

2.4. UN/ECE Regulation No 96, approvals according to stages D, E, F and G in accordance with paragraph 5.2.1 of UN/ECE Regulation No. 96 Amendment No 01.

With regard to engines of categories H, I, J and K (stage IIIA) as referred to in Article 9 (3a) and Article 9 (3b), the equivalence of the following type-approvals and, where appropriate, the corresponding approval marks shall be subject to the terms of the following Authorisations granted:

3.1. Type-approvals under Directive 2005 /55/EC on the approximation of the laws of the Member States relating to the measures to be taken against the emission of gaseous and particulate pollutants from compression-ignition engines for use in vehicles, and the emission of gaseous pollutants from positive-ignition engines fuelised with liquefied petroleum gas or natural gas for the propulsion of vehicles, OJ L 327, 31.12.2002 No. 1, as amended by Directive 2005 /78/EC on the implementation of Directive 2005 /55/EC of the European Parliament and of the Council on the approximation of the laws of the Member States relating to the measures to be taken against the emission of gaseous Pollutants and particulate pollutants from compression-ignition engines for the propulsion of vehicles and the emission of gaseous pollutants from positive-ignition engines fuelling liquefied petroleum gas or natural gas for the propulsion of vehicles and for amending their Annexes I, II, III, IV and VI, OJ 1, and Directive 2006 /51/EC, as amended, in accordance with the requirements of Stage B1, B2 or C, as defined in Article 2 and Section 6.2.1 of Annex I to the Directive;

3.2. Type-approvals according to UN/ECE Regulation No 49 Amendment No 05, which satisfy the requirements of levels B1, B2 and C in accordance with section 5.2 of the Regulation;

3.3. Type-approvals according to UN/ECE Regulation No 96 stages H, I, J and K in accordance with paragraph 5.2.1 of UN/ECE Regulation No. 96 Amendment No 02.

In respect of engines of categories L, M, N and P (stage IIIB) in accordance with Article 9 (3c), the equivalence of the following type-approvals and, where appropriate, of the corresponding approval marks shall be subject to the conditions laid down in this Directive. Approvals recognized:

4.1. Type-approvals pursuant to Directive 2005 /55/EC, as amended by Directive 2005 /78/EC and Directive 2006 /51/EC, in accordance with the requirements of Stage B2 or C, as defined in Article 2 and Section 6.2.1 of Annex I to the Directive;

4.2. Type-approvals according to UN/ECE Regulation No 49 Amendment No 05, which satisfy the requirements of levels B2 or C in accordance with section 5.2 of the Regulation;

4.3. UN/ECE Regulation No 96, approvals according to stages L, M, N and P in accordance with paragraph 5.2.1 of UN/ECE Regulation No. 96 Amendment No 03.

In respect of engines of categories Q and R (stage IV) as referred to in Article 9 (3d), the equivalence of the following type-approvals and, where appropriate, of the corresponding approval marks shall be subject to the authorisations granted under this Directive recognised:

5.1. Type-approvals under Regulation (EC) No 595/2009 and its implementing measures if a technical service has confirmed that the engine meets the requirements of Annex I, Section 8.5 of this Directive;

5.2. Type-approvals under UN/ECE Regulation No 49 Amendment No 06, if it has been confirmed by a technical service that the engine complies with the requirements of Annex I, Section 8.5 of this Directive. "

Mitterlehner

Amendment Of Regulation Relating To Measures Against The Emission Of Gaseous And Particulate Pollutants From Internal Combustion Engines For Mobile Machines And Devices (Mot V...)

Original Language Title: Änderung der Verordnung über Maßnahmen zur Bekämpfung der Emission von gasförmigen Schadstoffen und luftverunreinigenden Partikeln aus Verbrennungsmotoren für mobile Maschinen und Geräte (MOT-V...

Subscribe to a Global-Regulation Premium Membership Today!

Search Translated Laws of Austria