ANNEX IVSupplementary provisions
ANNEX IV Annex V to Regulation (EU) 2017/2400 is amended as follows: (1) in point 3.1.5, point (4) is replaced by the following: ‘(4) The engine coolant flow rate (or alternatively the pressure difference across the engine side of the heat exchanger) and the engine coolant temperature shall be set to a value representative for in-vehicle application at reference ambient conditions when the engine is operated at rated speed and full load with the engine thermostat in fully open position. This setting defines the coolant reference temperature. For all testruns performed for the purpose of certification of one specific engine within one engine CO 2 -family, the cooling system setting shall not be changed, neither on the engine side nor on the test bed side of the cooling system. The temperature of the test bed side cooling medium shall be kept reasonably constant by good engineering judgement. The cooling medium on the test bed side of the heat exchanger shall not exceed the nominal thermostat opening temperatur downstream of the heat exchanger.’; (2) point 3.2 is amended as follows: (a) the fifth paragraph is replaced by the following: ‘The mean value of the two separate NCV that are not deviating by more than 440 Joule per gram fuel shall be documented in MJ/kg rounded to 2 places to the right of the decimal point in accordance with ASTM E 29-06.’; (b) the following paragraph is added: ‘For gas fuels, switches between fuel tanks of different production batches are allowed exceptionally; in that case, the NCV of each used fuel batch should be calculated and the highest value should be documented.’ (c) in Table 1, the last row ‘Natural gas/PI’ is replaced by the following: ‘Natural gas/PI G 25 or G R ISO 6976 or ASTM 3588’ (3) in point 4.3.5.2.1, the seventh paragraph is replaced by the following: ‘The 6 additional target engine speed setpoints shall be determined in accordance with the following provisions: (1) If dn 44 is smaller than or equal to (dn 35 + 5) and also smaller than or equal to (dn 53 + 5), the 6 additional target engine speeds shall be determined by dividing each of the two ranges, one from n idle to n A and the other from n B to n 95h , into 4 equidistant sections. (2) If (dn 35 + 5) is smaller than dn 44 and also dn 35 is smaller than dn 53 , the 6 additional target engine speeds shall be determined by dividing the range from n idle to n A into 3 equidistant sections and the range from n B to n 95h , into 5 equidistant sections. (3) If (dn 53 + 5) is smaller than dn 44 and also dn 53 is smaller than dn 35 , the 6 additional target engine speeds shall be determined by dividing the range from n idle to n A into 5 equidistant sections and the range from n B to n 95h , into 3 equidistant sections.’; (4) in point 4.3.5.2.2, the second paragraph is replaced by the following: ‘All target torque setpoints at a particular target engine speed setpoint that exceed the limit value defined by the full load torque value at this particular target engine speed setpoint minus 5 percent of T max_overall , shall be replaced by one single target torque setpoint at full load torque at this particular target engine speed setpoint. Each of these replacement setpoints shall be measured only once during the FCMC test sequence defined in accordance with paragraph 4.3.5.5. Figure 2 exemplarily illustrates the definition of the target torque setpoints.’; (5) in point 5.1, the first paragraph is replaced by the following: ‘Total engine work over a cycle or a defined period shall be determined from the recorded values of engine power determined in accordance with paragraph 3.1.2 of this Annex and paragraphs 6.3.5 and 7.4.8 of Annex 4 to UN/ECE Regulation 49 Rev.06.’; (6) in point 5.3.3.1, in Table 4, the last row ‘Natural gas/PI’ is replaced by the following: ‘Natural gas/PI G 25 or G R 45,1’ (7) in point 6.1.8, the second paragraph below the title is replaced by the following: ‘The value shall be rounded to 2 places to the right of the decimal point in accordance with ASTM E 29-06.’; (8) in Appendix 2, PART 1 is amended as follows: (a) the row ‘point 3.2.2.2’ is replaced by the following: ‘3.2.2.2. Heavy duty vehicles Diesel/Petrol/LPG/NG/Ethanol (ED95)/Ethanol (E85) ( 1 )’ (b) the row ‘point 3.2.17.8.1.0.2’ is deleted; (c) in Appendix to information document, the following point 4.4 is inserted: ‘4.4. Reference fuel type (type of reference fuel used for testing in accordance with point 3.2 of Annex V to Commission Regulation (EU) 2017/2400)’; (9) Appendix 3 is amended as follows: (a) the following point 1.7.3 is inserted: ‘1.7.3. Torque values within a tolerance band related to the reference described in points 1.7.1 and 1.7.2. are considered as equal. The tolerance band is defined as + 20 Nm or + 2 percent of the CO 2 parent engine torque at the particular engine speed, whichever is greater.’; (b) point 1.8.1 is replaced by the following: ‘1.8.1. The engine idle speed, n idle , of the CO 2 -parent engine as declared by the manufacturer at the application for certification in the information document in accordance with point 3.2.1.6 of Appendix 2 to this Annex shall be equal or lower than for all other engines within the same CO 2 -family.’; (10) Appendix 4 is amended as follows: (a) point 4 is amended as follows: (i) the first paragraph is replaced by the following: ‘The minimum number of engines to be tested for each engine CO 2 -family, n COP,min , shall be determined by dividing n COP,base by n COP,fam , both values determined in accordance with point 2. The result for n COP,min shall be rounded to the nearest integer. If the resulting value for n COP,min is smaller than 4 it shall be set to 4, if it is greater than 19 it shall be set to 19.’; (ii) in the fifth paragraph, in point (3), the third sentence is replaced by the following: ‘NCV for reference gas fuels (G 25 /G R , LPG fuel B) shall be calculated in accordance with the applicable standards in Table 1 of this Annex from the fuel analysis submitted by the reference gas fuel supplier.’; (b) point 8 is replaced by the following: ‘8. Limit for conformity of one single test For diesel engines, the limit values for the assessment of conformity of one single engine tested shall be the target value determined in accordance with point (6) + 4 percent. For gas engines, the limit values for the assessment of conformity of one single engine tested shall be the target value determined in accordance with point (6) + 5 percent.’; (11) in Appendix 5, point 1 is amended as follows: (a) in the first paragraph, point (iii) is replaced by the following: ‘(iii) Stabilization phase: After the warm-up or optional warm-up step (v) is completed the engine shall be operated with minimum operator demand (motoring) at engine speed n pref for 130 ± 2 seconds with the fan disengaged (n fan_disengage < 0,75 * n engine * r fan ). The first 60 ± 1 seconds of this period are considered as a stabilization period, during which the actual engine speed shall be held within ± 5 min – 1 of n pref. ’; (b) in the second paragraph, in the legend, the last row r fan is replaced by the following: ‘r fan ratio of the speed of the engine-side of the fan clutch to the speed of the crankshaft’; (12) Appendix 6 is amended as follows: (a) point 1.1 is replaced by the following: ‘1.1. The manufacturer's name or trade mark’; (b) points 1.5 and 1.5.1 are replaced by the following: 1.5. In the case that the certification in accordance with this Regulation is granted at the same time as the type approval for an engine as separate technical unit in accordance with Regulation (EU) No 582/2011, the marking requirements laid down in point 1.4 may follow, separated by “/”, the marking requirements laid down in Appendix 8 to Annex I to Regulation (EU) No 582/2011. 1.5.1. Example of the certification mark (joined marking) The above certification mark affixed to an engine shows that the type concerned has been certified in Poland (e20), pursuant to Regulation (EU) No 582/2011. The “D” indicates Diesel followed by a “C” for the emission stage followed by four digits (0004) which are those allocated by the approval authority to the engine as the base approval number for Regulation (EU) No 582/2011. After the slash the first two figures are indicating the sequence number assigned to the latest technical amendment to this Regulation, followed by a letter “E” for engine, followed by four digits allocated by the approval authority for the purpose of certification in accordance with this Regulation (“base approval number” to this regulation).’; (c) point 2.1 is replaced by the following: ‘2.1. Certification number for engines shall comprise the following: eX*YYYY/YYYY*ZZZZ/ZZZZ*E*0000*00 Section 1 Section 2 Section 3 Additional letter to Section 3 Section 4 Section 5 Indication of country issuing the certification HDV CO 2 certification Regulation (2017/2400) Latest amending Regulation (ZZZZ/ZZZZ) E — engine Base certification number 0000 Extension 00’ (13) Appendix 7 is amended as follows: (a) in the ‘Definitions’, point (1) is replaced by the following: ‘(1) “Parameter ID” : Unique identifier as used in the simulation tool for a specific input parameter or set of input data’; (b) Table 1 is amended as follows: the third row ‘TechnicalReportId’ below the title and the last row ‘FuelType’ are replaced by the following: ‘CertificationNumber P202 token [-] FuelType P193 string [-] Allowed values: “Diesel CI”, “Ethanol CI”, “Petrol PI”, “Ethanol PI”, “LPG PI”, “NG PI”, “NG CI”’ (14) in Appendix 8, point 8.1 is replaced by the following: ‘8.1. If the average logging frequency of the engine speed of the originally recorded full load curve is smaller than 6, the conversion is performed by arithmetical averaging over intervals of ± 4 min – 1 of the given setpoint for the output data based on the full load curve input in originally recorded resolution. If the average logging frequency of the engine speed of the originally recorded full load curve is greater than or equal to 6, the conversion is performed by linear interpolation based on the full load curve input in originally recorded resolution.’.