ANNEX ISupplementary provisions
ANNEX I ADMINISTRATIVE PROVISIONS FOR EC TYPE-APPROVAL 1. REQUIREMENTS ON FUEL RANGE 1.1. Requirements on universal fuel range type-approval A universal fuel range approval shall be granted subject to the requirements specified in points 1.1.1 to 1.1.6.1. 1.1.1. The parent engine shall meet the requirements of this Regulation on the appropriate reference fuels specified in Annex IX. Specific requirements shall apply to natural gas fuelled engines, as laid down in point 1.1.3. 1.1.2. If the manufacturer permits to operate the engine family to run on market fuels not included in Directive 98/70/EC of the European Parliament and of the Council ( 1 ) and the EN 228 CEN standards in the case of unleaded petrol and EN 590 CEN standard in the case of diesel, such as running on B100, the manufacturer shall, in addition to the requirements in point 1.1.1: (a) declare the fuels the engine family is capable to run on in point 3.2.2.2.1 of Part 1 of Appendix 4; (b) demonstrate the capability of the parent engine to meet the requirements of this Regulation on the fuels declared; (c) be liable to meet the requirements of in-service conformity specified in Annex II on the fuels declared including any blend between the declared fuels and the market fuels included in Directive 98/70/EC and the relevant CEN standards. 1.1.3. In the case of a natural gas fuelled engine the manufacturer shall demonstrate the parent engines capability to adapt to any fuel composition that may occur on the market within the European Union. In the case of natural gas there are generally two types of fuel, high calorific fuel (H-gas) and low calorific fuel (L-gas), but with a significant spread within both ranges; they differ significantly in their energy content expressed by the Wobbe Index and in their λ-shift factor (S λ ). Natural gases with a λ-shift factor between 0,89 and 1,08 (0,89 ≤ S λ ≤ 1,08) are considered to belong to H-range, while natural gases with a λ-shift factor between 1,08 and 1,19 (1,08 ≤ S λ ≤ 1,19) are considered to belong to L-range. The composition of the reference fuels reflects the extreme variations of S λ . The parent engine shall meet the requirements of this Regulation on the reference fuels G R (fuel 1) and G 25 (fuel 2), as specified in Annex IX, without any readjustment to the fuelling between the two tests. One adaptation run over one WHTC hot cycle without measurement is permitted after the change of the fuel. After the adaptation run the engine shall be cooled down in accordance with Section 7.6.1 of Annex 4B to UN/ECE Regulation No 49. 1.1.3.1. At the manufacturer's request the engine may be tested on a third fuel (fuel 3) if the λ-shift factor (S λ ) lies between 0,89 (that is the lower range of G R ) and 1,19 (that is the upper range of G 25 ), for example when fuel 3 is a market fuel. The results of this test may be used as a basis for the evaluation of the conformity of the production. 1.1.4. In the case of an engine fuelled with natural gas which is self adaptive for the range of H-gases on the one hand and the range of L-gases on the other hand, and which switches between the H-range and the L-range by means of a switch, the parent engine shall be tested on the relevant reference fuel as specified in Annex IX for each range, at each position of the switch. The fuels are G R (fuel 1) and G 23 (fuel 3) for the H-range of gases and G 25 (fuel 2) and G 23 (fuel 3) for the L-range of gases. The parent engine shall meet the requirements of this Regulation at both positions of the switch without any readjustment to the fuelling between the two tests at each position of the switch. One adaptation run over one WHTC hot cycle without measurement is permitted after the change of the fuel. After the adaptation run the engine shall be cooled down in accordance with Section 7.6.1 of Annex 4B to UN/ECE Regulation No 49. 1.1.4.1. At the manufacturer's request the engine may be tested on a third fuel instead of G 23 (fuel 3) if the λ-shift factor (S λ ) lies between 0,89 (that is the lower range of G R ) and 1,19 (that is the upper range of G 25 ), for example when fuel 3 is a market fuel. The results of this test may be used as a basis for the evaluation of the conformity of the production. 1.1.5. In the case of natural gas engines, the ratio of the emission results ‘r’ shall be determined for each pollutant as follows: , or , and 1.1.6. In the case of LPG the manufacturer shall demonstrate the parent engines capability to adapt to any fuel composition that may occur across the market. In the case of LPG there are variations in C 3 /C 4 composition. These variations are reflected in the reference fuels. The parent engine shall meet the emission requirements on the reference fuels A and B as specified in Annex IX without any readjustment to the fuelling between the two tests. One adaptation run over one WHTC hot cycle without measurement is permitted after the change of the fuel. After the adaptation run the engine shall be cooled down in accordance with Section 7.6.1 of Annex 4B to UN/ECE Regulation No 49. 1.1.6.1. The ratio of emission results ‘r’ shall be determined for each pollutant as follows: 1.2. Requirements on restricted fuel range type-approval in case of positive-ignition engines fuelled with natural gas or LPG Fuel range restricted approval shall be granted subject to the requirements specified in points 1.2.1 to 1.2.2.3. 1.2.1. Exhaust emissions type-approval of an engine running on natural gas and laid out for operation on either the range of H-gases or on the range of L-gases. The parent engine shall be tested on the relevant reference fuel, as specified in Annex IX, for the relevant range. The fuels are G R (fuel 1) and G 23 (fuel 3) for the H-range of gases and G 25 (fuel 2) and G 23 (fuel 3) for the L-range of gases. The parent engine shall meet the requirements of this Regulation without any readjustment to the fuelling between the two tests. One adaptation run over one WHTC hot cycle without measurement is permitted after the change of the fuel. After the adaptation run the engine shall be cooled down in accordance with Section 7.6.1 of Annex 4B to UN/ECE Regulation No 49. 1.2.1.1. At the manufacturer's request the engine may be tested on a third fuel instead of G 23 (fuel 3) if the λ-shift factor (S λ ) lies between 0,89 (that is the lower range of G R ) and 1,19 (that is the upper range of G 25 ), for example when fuel 3 is a market fuel. The results of this test may be used as a basis for the evaluation of the conformity of the production. 1.2.1.2. The ratio of emission results ‘r’ shall be determined for each pollutant as follows: , or , and 1.2.1.3. On delivery to the customer the engine shall bear a label as specified in Section 3.3 stating for which range of gases the engine is approved. 1.2.2. Exhaust emissions type-approval of an engine running on natural gas or LPG and designed for operation on one specific fuel composition. The parent engine shall meet the emission requirements on the reference fuels G R and G 25 in the case of natural gas, or the reference fuels A and B in the case of LPG, as specified in Annex IX. Fine tuning of the fuelling system is allowed between the tests. This fine tuning will consist of a recalibration of the fuelling database, without any alteration to either the basic control strategy or the basic structure of the database. If necessary the exchange of parts that are directly related to the amount of fuel flow such as injector nozzles is allowed. 1.2.2.1. At the manufacturer's request the engine may be tested on the reference fuels G R and G 23 , or on the reference fuels G 25 and G 23 , in which case the type-approval is only valid for the H-range or the L-range of gases respectively. 1.2.2.2. On delivery to the customer the engine shall bear a label as specified in Section 3.3 stating for which fuel composition the engine has been calibrated. 2. EXHAUST EMISSIONS TYPE-APPROVAL OF A MEMBER OF A FAMILY 2.1. With the exception of the case mentioned in point 2.2, the type-approval of a parent engine shall be extended to all family members, without further testing, for any fuel composition within the range for which the parent engine has been approved (in the case of engines described in point 1.2.2) or the same range of fuels (in the case of engines described in either point 1.1 or 1.2) for which the parent engine has been type-approved. 2.2. If the technical service determines that, with regard to the selected parent engine the submitted application does not fully represent the engine family defined in Part 1 of Appendix 4, an alternative and if necessary an additional reference test engine may be selected by the technical service and tested. 3. ENGINE MARKINGS 3.1. In the case of an engine type approved as a separate technical unit or a vehicle type approved with regard to emissions and access to vehicle repair and maintenance information, the engine shall bear: (a) the trademark or trade name of the manufacturer of the engine; (b) the manufacturer's commercial description of the engine; (c) in case of an NG engine one of the following markings to be placed after the EC type-approval mark: (i) H in case of the engine being approved and calibrated for the H-range of gases; (ii) L in case of the engine being approved and calibrated for the L-range of gases; (iii) HL in case of the engine being approved and calibrated for both the H-range and L-range of gases; (iv) H t in case of the engine being approved and calibrated for a specific gas composition in the H-range of gases and transformable to another specific gas in the H-range of gases by fine tuning of the engine fuelling; (v) L t in case of the engine being approved and calibrated for a specific gas composition in the L-range of gases and transformable to another specific gas in the L-range of gases after fine tuning of the engine fuelling; (vi) HL t in the case of the engine being approved and calibrated for a specific gas composition in either the H-range or the L-range of gases and transformable to another specific gas in either the H-range or the L-range of gases by fine tuning of the engine fuelling. 3.2. Every engine conforming to the type approved under this Regulation as a separate technical unit shall bear an EC type-approval mark. This mark shall consist of: 3.2.1. A rectangle surrounding the lower-case letter ‘e’ followed by the distinguishing number of the Member State which has granted the EC separate technical unit type-approval: 1 for Germany 2 for France 3 for Italy 4 for the Netherlands 5 for Sweden 6 for Belgium 7 for Hungary 8 for the Czech Republic 9 for Spain 11 for the United Kingdom 12 for Austria 13 for Luxembourg 17 for Finland 18 for Denmark 19 for Romania 20 for Poland 21 for Portugal 23 for Greece 24 for Ireland 26 for Slovenia 27 for Slovakia 29 for Estonia 32 for Latvia 34 for Bulgaria 36 for Lithuania 49 for Cyprus 50 for Malta 3.2.2. The EC type-approval mark shall also include in the vicinity of the rectangle the ‘base approval number’ contained in Section 4 of the type-approval number referred to in Annex VII to Directive 2007/46/EC, preceded by the two figures indicating the sequence number assigned to the latest technical amendment to Regulation (EC) No 595/2009 or this Regulation on the date EC type-approval for a separate technical unit was granted. For this Regulation, the sequence number is 00. 3.2.3. The EC type-approval mark shall be affixed to the engine in such a way as to be indelible and clearly legible. It shall be visible when the engine is installed on the vehicle and shall be affixed to a part necessary for normal engine operation and not normally requiring replacement during engine life. 3.2.4. Appendix 8 gives examples of the EC type-approval mark. 3.3. Labels for NG and LPG fuelled engines In the case of NG and LPG fuelled engines with a fuel range restricted type-approval, the following labels containing information provided in point 3.3.1 shall be affixed. 3.3.1. The following information shall be given on the label: In the case of point 1.2.1.3, the label shall state ‘ONLY FOR USE WITH NATURAL GAS RANGE H’. If applicable, ‘H’ is replaced by ‘L’. In the case of point 1.2.2.2, the label shall state ‘ONLY FOR USE WITH NATURAL GAS SPECIFICATION …’ or ‘ONLY FOR USE WITH LIQUEFIED PETROLEUM GAS SPECIFICATION …’, as applicable. All the information in the appropriate table in Annex IX shall be given with the individual constituents and limits specified by the engine manufacturer. The letters and figures shall be at least 4 mm in height. If lack of space prevents such labelling, a simplified code may be used. In this event, explanatory notes containing all the above information shall be easily accessible to any person filling the fuel tank or performing maintenance or repair on the engine and its accessories, as well as to the authorities concerned. The site and content of these explanatory notes shall be determined by agreement between the manufacturer and the approval authority. 3.3.2. Properties Labels shall be durable for the useful life of the engine. Labels shall be clearly legible and their letters and figures shall be indelible. Additionally, labels shall be attached in such a manner that their fixing is durable for the useful life of the engine, and the labels cannot be removed without destroying or defacing them. 3.3.3. Placing Labels shall be secured to an engine part necessary for normal engine operation and not normally requiring replacement during engine life. Additionally, these labels shall be located so as to be readily visible after the engine has been completed with all the auxiliaries necessary for engine operation. 3.4. In case of an application for EC type-approval of a vehicle with an approved engine with regard to emissions and access to vehicle repair and maintenance information or an EC type-approval of a vehicle with regard to emissions and access to vehicle repair and maintenance information, the label specified in Section 3.3 shall also be placed close to the fuel filling aperture. 4. INSTALLATION ON THE VEHICLE 4.1. The engine installation on the vehicle shall be performed in such a way as to ensure that the type-approval requirements are met. The following characteristics in respect to the type-approval of the engine shall be taken into consideration: 4.1.1. Intake depression shall not exceed that declared for the engine type-approval in Part 1 of Appendix 4; 4.1.2. Exhaust back pressure shall not exceed that declared for the engine type-approval in Part 1 of Appendix 4; 4.1.3. Power absorbed by the auxiliaries needed for operating the engine shall not exceed that declared for the engine type-approval in Part 1 of Appendix 4; 4.1.4. The characteristics of the exhaust after-treatment system shall be in accordance with those declared for the engine type-approval in Part 1 of Appendix 4. 4.2. Installation of a type-approved engine on a vehicle The installation of an engine type approved as a separate technical unit on a vehicle shall, in addition, comply with the following requirements: (a) as regard the compliance of the OBD system, the installation shall, according to Appendix 1 of Annex 9B to UN/ECE Regulation No 49, meet the manufacturer's installation requirements as specified in Part 1 of Appendix 4; (b) as regard the compliance of the system ensuring the correct operation of NO x control measures, the installation shall, according to Appendix 4 of Annex XIII, meet the manufacturer's installation requirements as specified in Part 1 of Appendix 4. 4.3. Inlet to fuel tanks in the case of a petrol or E85 fuelled engine 4.3.1. The inlet orifice of the petrol or E85 tank shall be designed so it prevents the tank from being filled from a fuel pump delivery nozzle that has an external diameter of 23,6 mm or greater. 4.3.2. Point 4.3.1 shall not apply to a vehicle for which both of the following conditions are satisfied: (a) the vehicle is designed and constructed so that no device designed to control the emission of gaseous pollutants is adversely affected by leaded petrol; (b) the vehicle is conspicuously, legibly and indelibly marked with the symbol for unleaded petrol specified in ISO 2575:2004 in a position immediately visible to a person filling the fuel tank. Additional marking are permitted. 4.3.3. Provision shall be made to prevent excess evaporative emissions and fuel spillage caused by a missing fuel filler cap. This may be achieved by using one of the following: (a) an automatically opening and closing, non-removable fuel filler cap; (b) design features which avoid excess evaporative emissions in the case of a missing fuel filler cap; (c) or in case of M 1 or N 1 vehicles, any other provision which has the same affect. Examples may include, but are not limited to, a tethered filler cap, a chained filler cap or one utilising the same locking key for the filler cap as for the vehicle’s ignition. In this case the key shall be removable from the filler cap only in the locked condition. 5. REQUIREMENTS AND TESTS FOR IN-SERVICE TESTING 5.1. Introduction This Section sets out the specifications and tests of the ECU data at type-approval for the purpose of in-service testing. 5.2. General Requirements 5.2.1 For the purpose of in-service testing, the calculated load (engine torque as a percentage of maximum torque and the maximum torque available at the current engine speed), the engine speed, the engine coolant temperature, the instantaneous fuel consumption, and the reference maximum engine torque as a function of engine speed shall be made available by the OBD system in real time and at a frequency of at least 1 Hz, as mandatory data stream information. 5.2.2. The output torque may be estimated by the ECU using built-in algorithms to calculate the produced internal torque and the friction torque. 5.2.3 The engine torque in Nm resulting from the above data stream information shall permit a direct comparison with the values measured when determining the engine power according to Annex XIV. In particular, any eventual corrections as regards auxiliaries shall be included in the above data stream information. 5.2.4. Access to the information required in point 5.2.1 shall be provided in accordance with the requirements set out in Annex X and with the standards referred to in Appendix 6 to Annex 9B to UN/ECE Regulation No 49. 5.2.5. The average load at each operating condition in Nm calculated from the information requested in point 5.2.1 shall not differ from the average measured load at that operating condition by more than: (a) 7 % when determining the engine power according to Annex XIV; (b) 10 % when performing the World Harmonised Steady state Cycle (hereinafter ‘WHSC’) test according to Annex III. The UN/ECE Regulation No 85 ( 2 ) allows the actual maximum load of the engine to differ from the reference maximum load by 5 % in order to address the manufacturing process variability. This tolerance is taken into account in the above values. 5.2.6. External access to the information required in point 5.2.1 shall not influence the vehicle emissions or performance. 5.3. Verification of the availability and conformity of the ECU information required for in-service testing 5.3.1. The availability of the data stream information required in point 5.2.1 according to the requirements set out in point 5.2.2 shall be demonstrated by using an external OBD scan-tool as described in Annex X. 5.3.2. In the case where this information cannot be retrieved in a proper manner, using a scan-tool that is working properly, the engine is considered as non-compliant. 5.3.3. The conformity of the ECU torque signal to the requirements of points 5.2.2 and 5.2.3 shall be demonstrated when determining the engine power according to Annex XIV and when performing the WHSC test according to Annex III. 5.3.4. In the case where the engine under test does not match the requirements set out in Annex XIV concerning auxiliaries, the measured torque shall be corrected in accordance to the correction method set out in Annex 4B to UN/ECE Regulation No 49. 5.3.5. The conformity of the ECU torque signal is considered to be demonstrated if the torque signal remains within the tolerances set out in point 5.2.5. 6. ENGINE FAMILY 6.1. Parameters defining the engine family The engine family, as determined by the engine manufacturer, shall comply with Section 5.2 of Annex 4B to UN/ECE Regulation No 49. 6.2. Choice of the parent engine The parent engine of the family shall be selected in accordance with the requirements set out in point 5.2.4 of Annex 4B to UN/ECE Regulation No 49. 6.3. Parameters for defining an OBD engine family The OBD engine family shall be determined by basic design parameters that shall be common to engine systems within the family in accordance with Section 6.1 of Annex 9B to UN/ECE Regulation No 49. 7. CONFORMITY OF PRODUCTION 7.1. General requirements Measures to ensure conformity of production shall be taken in accordance with Article 12 of Directive 2007/46/EC. Conformity of production shall be checked on the basis of the description in the type-approval certificates set out in Appendix 4 to this Annex. In applying Appendices 1, 2 or 3, the measured emission of the gaseous and particulate pollutants from engines subject to checking for conformity of production shall be adjusted by application of the appropriate deterioration factors (DF’s) for that engine as recorded in the Addendum to the EC type-approval certificate granted in accordance with this Regulation. The provisions of Annex X to Directive 2007/46/EC shall be applicable where the approval authorities are not satisfied with the auditing procedure of the manufacturer. All engines subject to tests shall be randomly taken from the series production. 7.2. Emissions of pollutants 7.2.1. If emissions of pollutants are to be measured and an engine type-approval has had one or more extensions, the tests shall be carried out on the engines described in the information package relating to the relevant extension. 7.2.2. Conformity of the engine subjected to a pollutant test: After submission of the engine to the authorities, the manufacturer may not carry out any adjustment to the engines selected. 7.2.2.1. Three engines shall be taken from the series production of the engines under consideration. Engines shall be subjected to testing on the WHTC, and on the WHSC if applicable, for the checking of the production conformity. The limit values shall be those set out in Annex I to Regulation (EC) No 595/2009. 7.2.2.2. Where the approval authority is satisfied with the production standard deviation given by the manufacturer in accordance with Annex X to Directive 2007/46/EC, the tests shall be carried out according to Appendix 1 to this Annex. Where the approval authority is not satisfied with the production standard deviation given by the manufacturer in accordance with Annex X to Directive 2007/46/EC, the tests shall be carried out according to Appendix 2 to this Annex. At the manufacturer’s request, the tests may be carried out in accordance with Appendix 3 to this Annex. 7.2.2.3. On the basis of tests of the engine by sampling as set out in point 7.2.2.2, the series production of the engines under consideration is regarded as conforming where a pass decision is reached for all the pollutants and as non-conforming where a fail decision is reached for one pollutant, in accordance with the test criteria applied in the appropriate Appendix. When a pass decision has been reached for one pollutant, this decision may not be changed as a consequence of a result from any additional tests made in order to reach a decision for the other pollutants. If a pass decision is not reached for all the pollutants and if no fail decision is reached for any pollutant, a test is carried out on another engine (see Figure 1). If no decision is reached, the manufacturer may at any time decide to stop testing. In that case a fail decision is recorded. Figure 1 Schematic of production conformity testing Computation of the test statistic result Test of three engines According to the appropriate appendix does the test statistic result agree with the criteria for failing the series for at least one pollutant? According to the appropriate appendix does the test statistic result agree with the criteria for passing the series for at least one pollutant? A pass decision is reached for one or more pollutants Is a pass decision reached for all pollutants? Test of an additional engine Series rejected Series accepted YES YES YES NO NO NO 7.2.3. The tests shall be carried out on newly manufactured engines. 7.2.3.1. At the request of the manufacturer, the tests may be carried out on engines which have been run-in up to a maximum of 125 hours. In this case, the running-in procedure shall be conducted by the manufacturer who shall undertake not to make any adjustments to those engines. 7.2.3.2. When the manufacturer requests to conduct a running-in procedure in accordance with point 7.2.3.1, it may be carried out on either of the following: (a) all the engines that are tested; (b) the first engine tested, with the determination of an evolution coefficient as follows: (i) the pollutant emissions shall be measured both on the newly manufactured engine and before the maximum of 125 hours set in point 7.2.3.1 on the first engine tested; (ii) the evolution coefficient of the emissions between the two tests shall be calculated for each pollutant: Emissions on second test/Emissions first test The evolution coefficient may have a value less than one. The subsequent test engines shall not be subjected to the running-in procedure, but their emissions when newly manufactured shall be modified by the evolution coefficient. In this case, the values to be taken shall be the following: (a) for the first engine, the values from the second test; (b) for the other engines, the values when newly manufactured multiplied by the evolution coefficient. 7.2.3.3. For diesel, ethanol (ED95), petrol, E85 and LPG fuelled engines, all these tests may be conducted with the applicable market fuels. However, at the manufacturer’s request, the reference fuels described in Annex IX may be used. This implies tests, as described in Section 1 of this Annex, with at least two of the reference fuels for each gas engine. 7.2.3.4. For NG fuelled engines, all these tests may be conducted with market fuel in the following way: (a) for H marked engines with a market fuel within the H-range (0,89 ≤ Sλ ≤ 1,00); (b) for L marked engines with a market fuel within the L-range (1,00 ≤ Sλ ≤ 1,19); (c) for HL marked engines with a market fuel within the extreme range of the λ-shift factor (0,89 ≤ Sλ ≤ 1,19). However, at the manufacturer’s request, the reference fuels described in Annex IX may be used. This implies tests as described in Section 1 of this Annex. 7.2.3.5. In the case of dispute caused by the non-compliance of gas fuelled engines when using a market fuel, the tests shall be performed with a reference fuel on which the parent engine has been tested, or with the possible additional fuel 3 as referred to in points 1.1.4.1 and 1.2.1.1 on which the parent engine may have been tested. Then, the result shall be converted by a calculation applying the relevant factors ‘r’, ‘r a ’ or ‘r b ’ as described in points 1.1.5, 1.1.6.1 and 1.2.1.2. If r, r a or r b is less than 1, no correction shall take place. The measured results and the calculated results shall demonstrate that the engine meets the limit values with all relevant fuels (fuels 1, 2 and, if applicable, fuel 3 in the case of natural gas engines and fuels A and B in the case of LPG engines). 7.2.3.6. Tests for conformity of production of a gas fuelled engine laid out for operation on one specific fuel composition shall be performed on the fuel for which the engine has been calibrated. 7.3. On-board diagnostics (OBD) 7.3.1. When the approval authority determines that the quality of production seems unsatisfactory it may request a verification of the conformity of production of the OBD system. Such verification shall be carried out in accordance with the following: An engine shall be randomly taken from series production and subjected to the tests described in Annex 9B to UN/ECE Regulation No 49. The tests may be carried out on an engine that has been run-in up to a maximum of 125 hours. 7.3.2. The production is deemed to conform if this engine meets the requirements of the tests described in Annex 9B to UN/ECE Regulation No 49. 7.3.3. If the engine taken from the series production does not satisfy the requirements of point 7.3.1, a further random sample of four engines shall be taken from the series production and subjected to the tests described in Annex 9B to UN/ECE Regulation No 49. The tests may be carried out on engines that have been run-in up to a maximum of 125 hours. 7.3.4. The production is deemed to conform if at least three engines out of the further random sample of four engines meet the requirements of the tests described in Annex 9B to UN/ECE Regulation No 49. 7.4. ECU information required for in-service testing 7.4.1. The availability of the data stream information requested in point 5.2.1 according to the requirements of point 5.2.2 shall be demonstrated by using an external OBD scan-tool as described in Annex X. 7.4.2. In the case where this information cannot be retrieved in a proper manner while the scan-tool is working properly according to Annex X, the engine shall be considered as non-compliant. 7.4.3. The conformity of the ECU torque signal with the requirements of points 5.2.2 and 5.2.3 shall be demonstrated by performing the WHSC test according to Annex III. 7.4.4. In the case where the test equipment does not match the requirements specified in Annex XIV concerning auxiliaries, the measured torque shall be corrected in accordance to the correction method set out in Annex 4B of UN/ECE Regulation No 49. 7.4.5. The conformity of the ECU torque signal shall be considered sufficient if the calculated torque remains within the tolerances specified in point 5.2.5. 7.4.6. The availability and conformity checks of the ECU information required for in-service testing shall be performed by the manufacturer on a regular basis on each produced engine type within each produced engine family. 7.4.7. The results of the manufacturer’s survey shall be made available to the approval authority at its request. 7.4.8. At the request of the approval authority, the manufacturer shall demonstrate the availability or the conformity of the ECU information in serial production by performing the appropriate testing referred to in points 7.4.1 to 7.4.4 on a sample of engines selected from the same engine type. The sampling rules including sampling size and statistical pass-fail criteria shall be those specified in this Annex for checking the conformity of emissions. 8. DOCUMENTATION 8.1. The documentation package required by Articles 5, 7 and 9 enabling the approval authority to evaluate the emission control strategies and the systems on-board the vehicle and engine to ensure the correct operation of NO x control measures shall be made available in the two following parts: (a) the ‘formal documentation package’ that may be made available to interested parties upon request; (b) the ‘extended documentation package’ that shall remain strictly confidential. 8.2. The formal documentation package may be brief, provided that it exhibits evidence that all outputs permitted by a matrix obtained from the range of control of the individual unit inputs have been identified. The documentation shall describe the functional operation of the inducement system required by Annex XIII, including the parameters necessary for retrieving the information associated with that system. This material shall be retained by the approval authority. 8.3. The extended documentation package shall include information on the operation of all AES and BES, including a description of the parameters that are modified by any AES and the boundary conditions under which the AES operate, and indication of which AES and BES are likely to be active under the conditions of the test procedures set out in Annex VI. The extended documentation package shall include a description of the fuel system control logic, timing strategies and switch points during all modes of operation. It shall also include a full description of the inducement system required in Annex XIII, including the associated monitoring strategies. 8.3.1. The extended documentation package shall remain strictly confidential. It may be kept by the approval authority, or, at the discretion of the approval authority, may be retained by the manufacturer. In the case the manufacturer retains the documentation package, that package shall be identified and dated by the approval authority once reviewed and approved. It shall be made open for inspection by the approval authority at the time of approval or at any time during the validity of the approval. ( 1 ) OJ L 350, 28.12.1998, p. 58 . ( 2 ) OJ L 326, 24.11.2006, p. 55 .