CIRCULAR

INTRODUCING THE NATIONAL TECHNICAL REGULATION ON 4TH – LEVEL EMISSIONS APPLYING TO NEWLY-MANUFACTURED, ASSEMBLED AND IMPORTED CARS

Pursuant to the Law on Road Traffic dated November 13, 2008;

Pursuant to the Law on Technical Regulations and Standards dated June 29, 2006;

Pursuant to the Law on Introducing Legislative Documents dated June 3, 2008;

Pursuant to the Prime Minister’s Decree No. 107/2012/ND-CP dated December 20, 2012 on defining the functions, tasks, powers and organizational structure of the Ministry of Transport;

Pursuant to the Prime Minister’s Decision No. 49/2011/QD-TTg dated September 1, 2011 on regulating the scheme for applying standards of emissions to newly-manufactured, assembled and imported cars or two-wheeled motorbikes;

After considering the request of the Director of the Vietnam Register and the Director of the Department of Environment,

The Minister of Transport hereby issue the Circular on introducing the National technical regulation on 4th – level emissions applying to newly-manufactured, assembled and imported cars.

Article 1. The national technical regulation on 4th – level emissions applying to newly-manufactured, assembled and imported cars is annexed to this Circular.

The registration code: QCVN 86:2015/BGTVT.

Article 2. This Circular enters into force as from February 1, 2016. The application of the fourth level of emissions stipulated in Section 2 QCVN 86:2015/BGTVT to newly-manufactured, assembled and imported cars shall be commenced as from January 1, 2017 under the provisions of Point a Clause 1 Article 4 enshrined in the Prime Minister’s Decision No. 49/2011/QD-TTg dated September 1, 2011.

Article 3. The Chief of the Ministry’s Office, the Inspector General of the Ministry, Heads, Directors of the Vietnam Register, Heads of affiliates of the Ministry of Transport, and organizations or individuals concerned, shall be responsible for implementing this Circular./.

QCVN 86 : 2015/BGTVT

NATIONAL TECHNICAL ON THE FOURTH LEVEL OF GASEOUS POLLUTANTS EMISSION FOR NEW ASSEMBLED, MANUFACTURED AND IMPORTED AUTOMOBILES

Foreword

QCVN 86 : 2015/BGTVT is prepared by the Vietnam Register, submitted by the Department of Environment for approval, appraised by the Ministry of Science and Technology and promulgated by the Ministry of Transport together with the Circular No. 33/2015/TT-BGTVT dated July 24, 2015.

This Regulation is prepared on the basis of

1. TCVN 6785 : 2006 - Road vehicles - The emission of pollutants emitted from automobiles according to engines fuel requirements - Requirements and test methods in type approval (hereinafter referred to as “TCVN 6785 : 2006”).

2. TCVN 6567 : 2006 - Road vehicles - Compression ignition engines, positive - ignition engines fuelled with liquefied petroleum gas and natural gas engines equipped for automobiles - Requirements and test method of emission of pollutants in type approval (hereinafter referred to as “TCVN 6567 : 2006”).

3. TCVN 6565 : 2006 - Road vehicles - Emission of visible pollutants (smoke) from compression ignition engines - Requirements and test methods in type approval (hereinafter referred to as “TCVN 6565 : 2006”).

4. ECE 83-05 - Uniform provisions concerning the approval of vehicles with regard to the emission of pollutants according to engine fuel requirements.

NATIONAL TECHNICAL ON THE FOURTH LEVEL OF GASEOUS POLLUTANTS EMISSION FOR NEW ASSEMBLED, MANUFACTURED AND IMPORTED AUTOMOBILES

1. GENERAL

Scope

This Regulation provides for emissions limits, tests and test methods, requirements for management and organization of testing of level 4 (Euro 4) gaseous pollutants emission with respect to technical and environmental safety inspection of newly-assembled, manufactured and imported automobiles.

This Regulation applies to vehicles with at least four wheels classified into light, heavy duty vehicles, categories M and N of motor vehicles, as defined in paragraphs 1.3.1, 1.3.2, 1.3.4 and 1.3.5 Article 1.3 hereof.

Three-wheeled vehicles having an unladen mass of more than 400 kg (according to TCVN 6211:2003) shall not be governed by this Regulation and shall undergo gaseous pollutants emission tests according to QCVN 04: 2009/BGTVT.

This Regulation does not apply to automobiles designed and constructed for off-road use.

1.2. Regulated entities

This Regulation applies to organizations and individuals whose activities involve manufacture, assembly and import of automobiles (hereinafter referred to as "vehicles").

1.3. Definitions

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

1.3.1. “Light duty vehicle” means a vehicle having a maximum mass not exceeding 3,500 kg.

1.3.2. “Light duty vehicle” means a vehicle having a maximum mass exceeding 3,500 kg.

1.3.3. “Level 4” means a standard for tests and limits for emissions of gaseous pollutants equivalent to Euro 4 which is specified in motor vehicle emission regulations of the Economic Commission for Europe (ECE) of the United Nations or in the Directive of the European Commission (EC) and applied to newly manufactured, assembled and imported motor vehicles.

1.3.4. “Category M of motor vehicles”: Vehicles having at least four wheels and used for the carriage of passengers:

a) M1: Vehicles used for the carriage of passengers and comprising not more than 9 seats in addition to the driver's seat.

b) M2: Vehicles used for the carriage of passengers, comprising more than 9 seats in addition to the driver's seat, and having a maximum mass not exceeding 5,000 kg.

c) M3: Vehicles used for the carriage of passengers, comprising more than 9 seats in addition to the driver's seat, and having a maximum mass exceeding 5,000 kg.

1.3.5. “Category N of motor vehicles”: Vehicles having at least four wheels and used for the carriage of goods:

a) N1: Vehicles used for the carriage of goods and having a maximum mass not exceeding 3,500 kg;

b) N2: Vehicles used for the carriage of goods and having a maximum mass exceeding 3,500 kg but not exceeding 12,000 kg;

c) N3: Vehicles used for the carriage of goods and having a maximum mass exceeding 12,000 kg.

1.3.6. “Mono-fuel vehicle” means a vehicle that is designed primarily for permanent running on LPG or NG/biomethane or hydrogen, but may also have a petrol system for emergency purposes or starting only, where the petrol tank does not contain more than 15 litres of petrol.

1.3.7. “Bi-fuel vehicle” means a bi fuel vehicle that can run on petrol and also on either LPG, NG/biomethane or hydrogen.

1.3.8. “Fuel requirement by the engine” means the type of fuel normally used by the engine:

- Unleaded petrol, petrol (E5) (below collectively referred to as “petrol”);

- Diesel fuel, diesel fuel B5 (below collectively referred to as “diesel”);

- LPG, NG;

- Unleaded petrol and LPG, unleaded petrol and NG.

1.3.9. “Vehicle type” means a group of vehicles that do not differ in the following respects:

a) Regarding light duty vehicles:

- The equivalent inertia determined in relation to the reference mass as prescribed in paragraph 1.3.11 Article 1.3 of this Regulation;

- The engine and vehicle characteristics as defined in Annex 1 to this Regulation;

b) Regarding heavy duty vehicles: The engine and vehicle characteristics as defined in Annex 3 to this Regulation;

1.3.10. “Unladen mass” means the mass of the vehicle in running order without the driver, passengers or load, but with the fuel tank 90% full and lubricating oil, usual set of tools and spare wheel on board, where applicable.

1.3.11. “Reference mass” (Rm) means the "unladen mass" of the vehicle increased by a uniform figure of 100 kg for test according to Annex D to TCVN 6785.

1.3.12. “Maximum mass” (1) ) means the technically permissible maximum mass declared by the vehicle manufacturer (this mass may be greater than the maximum mass authorised by the national administration).

Note: (1) This term is also known as “Maximum design total mass” and similarly defined in TCVN 6529 (ISO 1176).

1.3.13. “Gaseous pollutants” means the exhaust gas emissions of carbon monoxide, oxides of nitrogen expressed in nitrogen dioxide (NO2) equivalent and hydrocarbons (HC) assuming ratio of:

- C1H1.85 for unleaded petrol; C1H1.89O0.016 for petrol E5;

- C1H1.86 for diesel fuel; C1H1.86O0.005 for diesel fuel B5;

- C1H2.525 for LPG;

- C1H4 for NG.

1.3.14. “Particulate pollutants” means components of the exhaust gas which are removed from the diluted exhaust gas at a maximum temperature of 325 K (52°C) by means of the filters.

1.3.15. “Smoke” means particles suspended in the exhaust stream of a diesel engine which absorb, reflect or refract light.

1.3.16. “Tailpipe emissions” means

- For positive-ignition (P.I.) engines, emissions of gaseous pollutants;

- For compression-ignition (C.I.) engines, smoke, emissions of gaseous pollutants and particulate pollutants.

1.3.17. “Evaporative emissions” means the hydrocarbon vapours lost from the fuel system of a motor vehicle other than those from exhaust emissions in the following forms:

- Tank breathing losses: Hydrocarbon emissions caused by temperature changes in the fuel tank (assuming a ratio of C1H2.33);

- Hot soak losses: Hydrocarbon emissions arising from the fuel system of a stationary vehicle after a period of driving (assuming a ratio of C1H2.20).

1.3.18. “Engine crankcase” means the spaces in or external to an engine which are connected to the oil sump by internal or external ducts through which gases and vapour can escape.

1.3.19. “Cold start device” means a device that temporarily enriches the air/fuel mixture of the engine thus assisting the engine to start.

1.3.20. "Starting aid" means a device which assists engine start up without enrichment of the air/fuel mixture of the engine, e.g. glow plug, injection timing change, etc.

1.3.21. “Engine capacity” means:

- For reciprocating piston engines, the nominal engine swept volume;

- For rotary piston engines (Wankel), twice the nominal swept volume of a combustion chamber per piston.

1.3.22. “Pollution control devices” means those components of a vehicle that control and/or limit exhaust and evaporative emissions.

1.3.23. “Type I - Test”: Verifying the average exhaust emissions after a cold start.

1.3.24. “Type II - Test”: Carbon monoxide emission test at idling speed.

1.3.25. “Type III - Test”: Verifying emissions of crankcase gases.

1.3.26. “Type IV - Test”: Determination of evaporative emissions from vehicles with positive-ignition engines.

1.3.27. “Engine type” means a category of engines which do not differ in such essential respects as engine characteristics as described in Annex 3 to this Regulation.

1.3.28. “Compression ignition (C.I.) engine” means an engine which operates on the compression-ignition principle (e.g. Diesel engine).

1.3.29. “gas engine” means an engine which is fuelled with NG or LPG.

1.3.30. “Net power” means the power in kW obtained on a test bench at the end of the crankshaft, measured in accordance with TCVN 9725: 2013 - Road vehicles - Measurement of the net power of internal combustion engines and the maximum 30 minutes power of electric drive trains - Requirements and test methods in type approval.

1.3.31. “Rated speed” means the maximum full load speed allowed by the governor as specified by the manufacturer, or, if a governor is not present, the speed at which the maximum net power is attained from the engine, as specified by the manufacturer.

1.3.32. “Percent load” means the percentage between net torque and maximum net torque at a specified speed of the engine.

1.3.33. “Declared maximum power” means the maximum power in kW (net power) as declared by the manufacturer in his application for approval.

1.3.34. “Maximum torque speed” means the engine speed at which the maximum torque is obtained from the engine, as specified by the manufacturer.

1.3.35. “ESC test” means a test cycle consisting of 13 steady state modes to be applied in accordance with paragraph 5.2.1.2 of TCVN 6567: 2006.

1.3.36. “ELR test” means a test cycle consisting of a sequence of load steps at constant engine speeds to be applied in accordance with paragraph 5.2.1.2 of TCVN 6567: 2006.

1.3.37. “ETC test” means a test cycle consisting of 1,800 second-by-second transient modes to be applied in accordance with paragraph 5.2.1.2 of TCVN 6567: 2006.

1.3.38. “Periodically regenerating system” means an anti-pollution device (e.g. catalytic converter, particulate trap) that requires a periodical regeneration process in less than 4,000 km of normal vehicle operation. During cycles where regeneration occurs, emission standards can be exceeded. If a regeneration of an anti-pollution device occurs at least once per Type I test and that has already regenerated at least once during vehicle preparation cycle, it will be considered as a continuously regenerating system which does not require a special test procedure.

At the request of the manufacturer/importer, the test procedure specific to periodically regenerating systems will not apply to a regenerative device if the manufacturer/importer provides data to the type Approval Authority that, during cycles where regeneration occurs, emissions remain below the standards given in paragraph 2.1.1 of this Regulation applied for the concerned vehicle category after agreement of the Technical Service.

1.3.39. “Hybrid vehicle (HV)” means a vehicle with at least two different energy converters and two different energy storage systems (on vehicle) for the purpose of vehicle propulsion.

1.3.40. “Hybrid electric vehicle (HEV)”means a vehicle that draws energy from both of the following on-vehicle sources of stored energy/power:

- A consumable fuel;

- An electrical energy/power storage device (e.g.: battery, capacitor, flywheel/generator etc.).

2. TECHNICAL REQUIREMENTS

This Section stipulates emissions limits and relevant technical requirements for different types of vehicles according to TCVN 6785, TCVN 6567 and TCVN 6565 as described in paragraphs 2.1 to 2.3 below.

2.1. Regarding vehicles applying TCVN 6785

Vehicles applying TCVN 6785 include positive ignition engine-powered vehicles or hybrid electric vehicles equipped with positive-ignition engines and compression ignition engines or hybrid electric vehicles equipped with compression ignition engines classified in paragraph 1.3 of this Regulation, running on a separate fuel type or in combination with another fuel, mostly light duty vehicles and a few types of heavy duty vehicles.

Tests in TCVN 6785 carried out on the abovementioned vehicles are described in paragraphs 3.3.1 and 3.3.2 Article 3.1 Section 3 of this Regulation.

2.1.1. Emissions limit

a) When tested in the Type I test described in point a paragraph 3.3.2 Article 3.3 Section 3 of this Regulation, the average mass of CO, HC and NOx from positive ignition engine-powered vehicles (fuelled with petrol, LPG or NG) or hybrid electric vehicles equipped with positive-ignition engines, and of CO, HC + NOx, NOX and PM emitted by compression ignition engine-powered vehicles fuelled with diesel fuel or hybrid electric vehicles equipped with compression ignition engines shall not exceed the limits mentioned in Tables 1 and 2 below.

Table 1. Emissions limit values for positive ignition engine-powered vehicles - level 4

Notes:

(1) Vehicles of category M having a maximum mass 2,500 kg.

(2) Vehicles of category N1 and M having a maximum mass > 2,500 kg.

Table 2. Emissions limit values for diesel engine-powered vehicles - level 4

Notes:

(1) Vehicles of category M having a maximum mass 2,500 kg.

(2) Vehicles of category N1 and M having a maximum mass > 2,500 kg.

b) When tested in the Type II test described in point b paragraph 3.3.2 Article 3.3 Section 3 of this Regulation, carbon monoxide content by volume of the exhaust gases emitted with the engine idling shall not exceed 3.5% at the setting specified by the manufacturer and shall not exceed 4.5% within the range of adjustments specified in Annex E to TCVN 6785.

c) When tested in the Type III test described in point c paragraph 3.3.2 Article 3.3 Section 3 of this Regulation, the engine's crankcase ventilation system shall not permit the emission of any of the crankcase gases into the atmosphere.

d) When tested in the Type III test described in point d paragraph 3.3.2 Article 3.3 Section 3 of this Regulation, evaporative emissions shall be less than 2 g/test.

2.1.2. Other requirements

In addition to the abovementioned requirements concerning emissions limit, vehicles applying TCVN 6785 shall satisfy other relevant technical requirements for exhaust and evaporative emissions set out in paragraphs 6.1.1, 6.1.2 and 6.1.3 Article 6.1 Section 6 of TCVN 6785.

2.2. Regarding vehicles applying TCVN 6567

Vehicles applying TCVN 6567 mainly include positive ignition engine-powered vehicles classified in Article 1.3 of this Regulation, mostly heavy duty vehicles and a few light duty vehicles.

Tests in TCVN 6567 carried out on the abovementioned vehicles are described in paragraphs 3.3.1 and 3.3.2 Article 3.1 Section 3 of this Regulation.

2.2.1. When tested in the test described in point e paragraph 3.3.2 Article 3.3 Section 3 of this Regulation, the average mass of CO, HC, Nox and PM emitted with the engine idling shall not exceed the corresponding limits mentioned in Tables 3 and 4 below.

Table 3. Limit values for each gaseous emissions and particulate determined on level 4 ESC and ELR tests

Specific requirements for diesel engines:

- The specific mass of the oxides of nitrogen measured at the random check points within the control area of the ESC test shall not exceed by more than 10% the values interpolated from the adjacent test modes.

- The smoke value on the random test speed of the ELR shall not exceed the highest smoke value of the two adjacent test speeds by more than 20%, or by more than 5% of the limit value, whichever is greater.

Table 4. Emissions limit values for each gaseous emissions and particulate under level 4 ETC test

Notes:

(1) For NG engines only.

(2) Not applicable for gas fuelled engines.

(3) HC exclude CH4 (Non methane hydrocarbon)

A manufacturer may choose to measure the mass of Total Hydrocarbons (THC) on the ETC test instead of measuring the mass of non-methane hydrocarbons (NMHC). In this case, the limit for the mass of THC is the same as shown in Table 4 for the mass of NMHC.

2.2.2. The manufacturer must ensure that the installation of an engine during manufacture does not increase value of charge pressure, exhaust back pressure and power absorbed by the engine-driven equipment as specified in the essential characteristics prescribed in Annex 3 of this Regulation.

2.3. Regarding vehicles applying TCVN 6565 for smoke test

In addition to applying TCVN 6785 or TCVN 6567 according to the abovementioned corresponding regulations, all positive ignition engine-powered vehicles shall be subject to smoke opacity tests according to the following regulations:

2.3.1. In case engine is tested separately:

a) The light absorption coefficient of exhaust gases (characteristics of opacity) when tested as detailed in point dd paragraph 3.3.2 Article 3.3 Section 3 of this Regulation shall not exceed the limit values mentioned in Table 5 below.

Table 5. Limit values of light absorption coefficient applicable for the test at different steady speeds over the full load curve

Notes:

The determination of the nominal flow is described in Annex C to TCVN 6565.

b) In addition to the requirements set out in point a of this paragraph, the manufacturer shall ensure that his vehicles meet the requirements of Articles 4.1, 4.2 and 4.3 Part I and requirements for installation of engines that have been subject to the opacity test during manufacture and assembly as specified in Part II of TCVN 6565.

2.3.2. In case the test is carried out on vehicles:

When testing the light absorption coefficient of exhaust gases emitted by vehicles running on a test bench under the test specified in point dd paragraph 3.3.2 Article 3.3 Section 3 of this Regulation, such vehicles should be compliant with the requirements specified in Article 12 Part III of TCVN 6565.

3. REGULATORY REQUIREMENTS

3.1. Methods of testing gaseous pollutants from newly-assembled, manufactured and imported vehicles

Newly-assembled, manufactured and imported vehicles shall be subject to exhaust emission tests according to applicable regulations laid down by the Minister of Transport as follows:

- Circular No. 30/2011/TT-BGTVT dated April 15, 2011;

- Circular No. 54/2014/TT-BGTVT dated October 20, 2014;

- Circular No. 31/2011/TT-BGTVT dated April 15, 2011;

- Circular No. 54/2014/TT-BGTVT dated October 20, 2014.

3.2. Application for approval and test samples

For vehicles subject to exhaust emission tests, the manufacturer or importer shall provide the application for approval and test samples as follows:

3.2.1. Essential characteristics of vehicles and engines according to following regulations:

a) For vehicles applying TCVN 6785: see Annex 1 to this Regulation. In the case of positive ignition engine-powered vehicles, specify that the requirements in point 6.1.2.1 or 6.1.2.2 of TCVN 6785 are applied; if the requirements in 6.1.2.2 are applied, a drawing of the symbol indicating compulsory use of unleaded petrol shall be accompanied.

b) For vehicles applying TCVN 6567: See Annex 3 to this Regulation.

c) For vehicles or engines applying TCVN 6565 for opacity test: See Annex 5 to this Regulation.

3.2.2. Test samples

a) For vehicles applying TCVN 6785: Quantity and requirements of a vehicle representative of the vehicle type or batch submitted for approval as prescribed in Article 3.1 of this Regulation are stipulated in TCVN 6785 and applicable regulations of the Ministry of Transport.

b) For vehicles applying TCVN 6567: Quantity and requirements of an engine representative of the engine type or batch submitted for approval as prescribed in Article 3.1 of this Regulation are stipulated in TCVN 6567 and applicable regulations of the Ministry of Transport.

c) For vehicles or engines applying TCVN 6565 for opacity test: Quantity and requirements for a vehicle or engine representative of the vehicle/engine type or batch for test as prescribed in Article 3.1 are stipulated in TCVN 6565 and applicable regulations of the Ministry of Transport. Vehicle or engine samples representative of compression ignition engine-powered vehicles may be used jointly for test according to TCVN 6565 together with TCVN 6785 or TCVN 6567 accordingly.

d) Applicants for test may decide whether to run in the sample vehicles 3,000km (for vehicles equipped with a positive ignition engine) and 15,000km (for vehicles equipped with a compression ignition engine) before the test but shall ensure that the vehicles are presented in good mechanical condition so that the test is not affected.

dd) For exhaust and opacity tests on engine samples, at the request of the test facility, the manufacturer or importer shall provide auxiliaries and supplies necessary for the installation of sample engines on the test equipment to ensure the tests are carried out in accordance with requirements of TCVN 6567, TCVN 6565 and technical characteristics of the engines.

3.3. Tests

To assess results of exhaust emission tests carried out vehicle types according to the emission limits prescribed in Section 2, such vehicles and engines should be tested according to following tests (including test methods).

Note that bi-fuel and mono-fuel vehicles are vehicles running on the fuel described in paragraph 1.3.8 Article 1.3 Section 1 of this Regulation.

3.3.1. Application of tests

a) Positive ignition engine-powered vehicles

- Light duty vehicles

Light duty vehicles include M1 and M2 vehicles having a maximum mass not exceeding 3,500 kg and N1 vehicles.

+ Vehicles fuelled with petrol or bi-fuel vehicles shall be subject to type I and III tests according to TCVN 6785, IV test according to Annex 9 to this Regulation as specified in points a, c, and d paragraph 3.3.2 Article 3.3 Section 3 of this Regulation. + Vehicles running only on LPG or NG and mono-fuel vehicles shall be subject to type I and III tests according to TCVN 6785 as specified in Points a and c paragraph 3.3.2 of this Regulation. Regarding M2 vehicles running only on LPG or NG, ETC test (TCVN 6567) specified in point e paragraph 3.3.2 Article 3.3 Section 3 of this Regulation may be used as an alternative but PM shall not be subject to the test.

- Heavy duty vehicles

Heavy duty vehicles include M1 and M2 vehicles having a maximum mass exceeding 3,500 kg and N2, M3 and N3 vehicles.

+ Vehicles fuelled with petrol or bi-fuel vehicles shall be subject to type I and III tests according to TCVN 6785 as specified in points b and c paragraph 3.3.2 Article 3.3 Section 3 of this Regulation.

+ Regarding bi-fuel vehicles, type II and III tests according to TCVN 6785 as specified in points b and c paragraph 3.3.2 Article 3.3 Section 3 of this Regulation may be replaced with ETC test according to TCVN 6567 as specified in point e paragraph 3.3.2 Article 3.3 Section 3 of this Regulation but PM shall not be subject to the test.

+ Vehicles running only on LPG or NG shall be subject to ETC test according to TCVN 6567 as specified in point e paragraph 3.3.2 Article 3.3 Section 3 of this Regulation but PM shall not be subject to the test.

b) Compression ignition engine-powered vehicles

- Light duty vehicles (except for M2 and N2 vehicles)

+ M1 vehicles (having a maximum mass not exceeding 3,500 kg) shall be subject to type I test according to TCVN 6785 as specified in point a paragraph 3.3.2 Article 3.3 Section 3 of this Regulation;

+ N1 vehicles shall be subject to type I test according to TCVN 6785 as specified in point a or ESC, ELR and ETC tests according to TCVN 6567 as specified in point e paragraph 3.3.2 Article 3.3 Section 3 of this Regulation and opacity test according to according to TCVN 6565 as specified in point dd paragraph 3.3.2 Article 3.3 Section 3 of this Regulation.

- Heavy duty vehicles (except for M2 and N2 vehicles) shall be subject to ESC, ELR and ETC tests according to TCVN 6567 as specified in point e paragraph 3.3.2 and opacity test according to according to TCVN 6565 as specified in point e paragraph 3.3.2 Article 3.3 Section 3 of this Regulation.

- M2 and N2 vehicles shall be subject to ESC, ELR and ETC tests according to TCVN 6567 as specified in point e paragraph 3.3.2 and opacity test according to according to TCVN 6565 as specified in point dd paragraph 3.3.2 Article 3.3 Section 3 of this Regulation.

- M2 and N2 vehicles with a reference mass not exceeding 2,840 kg and fuelled with diesel fuel

If these vehicles are compliant with the requirements specified in Article 3.6 of this Regulation on extension to type approvals as requested by the manufacturer, results from type I test (TCVN 6785) for M1 or N1 vehicles fuelled with diesel may be used as an alternative to ESC, ELR and ETC tests according to TCVN 6567.

Vehicles that are fuelled with LPG or NG shall be tested for variation in the composition of LPG or NG, as set out in Annex L to TCVN 6785. Bi-fuel vehicles shall be tested on both the fuels for variation in the composition of LPG or NG as set out in Annex L. However, for mono-fuel vehicles, only type I test using gaseous fuels shall be carried out.

c) Hybrid electric vehicles equipped with positive-ignition engines

Light duty vehicles shall be subject to type I and III tests according to TCVN 6785 or type IV test according to Annex 9 to this Regulation, as specified in points a and c and point d paragraph 3.3.2 Article 3.3 Section 3 of this Regulation. In addition, the vehicles shall comply with the special requirements specified in Annex 14 - Emission test procedure for hybrid electric vehicles of Regulation 83-05 - Uniform provisions concerning the approval of vehicles with regard to the emission of pollutants according to engine fuel requirements and amendments.

d) Hybrid electric vehicles equipped with compression ignition engines

M1 and N1 vehicles shall be subject to type I test according to TCVN 6785 as specified in point a paragraph 3.3.2 Article 3.3 of this Regulation. In addition, the vehicles shall comply with the special requirements specified in Annex 14 - Emission test procedure for hybrid electric vehicles of Regulation 83-05 - Uniform provisions concerning the approval of vehicles with regard to the emission of pollutants according to engine fuel requirements and amendments.

Regulations on application of tests to the vehicles mentioned above are summarized in Table 6 below (in case of any discrepancy between this Table and provisions set out in points a and b mentioned above, such provisions shall prevail).

Table 6. Regulations on application of tests according to standards corresponding to vehicle types

Notes:

(1) ETC test in TCVN 6567 or Type I and III tests in TCVN 6785 may be applied.

(2) ETC test in TCVN 6567 or Type II and III tests in TCVN 6785 may be applied.

(3) N1 vehicles fuelled with diesel may be tested in ESC, ELR or ETC test according to TCVN 6567 or TCVN 6785.

(4) For M2 and N2 vehicles and vehicle fuelled with diesel with a reference mass ≤ 2,840 kg and meeting the conditions for extension to type approvals as prescribed in Article 3.6 of this Regulation, type I test (TCVN 6785) on corresponding M1 and N1 vehicles shall be applicable.

(x) Applicable.

(-) Not applicable.

3.3.2. Regulations on performance of tests

a) Type I test according to TCVN 6785

- Requirements for characteristics of fuel for performance of tests are provided in Annex 7 hereof. The method used to collect and analyse the gases and particulates shall be adopted in accordance with regulations.

- The test cycle shall be conducted immediately after starting the engine.

- The test shall be repeated three times. The results are multiplied by the appropriate deterioration factors obtained from Table 7 and, in the case of periodically regenerating systems, also must be multiplied by the factors Ki obtained from Annex 12 to this Regulation. The resulting masses of gaseous emissions and PM (in the case of vehicles equipped with compression-ignition engines) obtained in each test shall be less than the limits shown in the Table 2 Section 2 of this Regulation. However, for each pollutant or PM, one of the three resulting masses obtained may exceed, by not more than 10%, the limit prescribed in Table 1 or Table 2 Section of this Regulation, provided the arithmetical mean of the three results is below the prescribed limit.

Table 7 - Deterioration factors

- The number of tests mentioned above is reduced in the conditions hereinafter defined:

+ Only one test is performed if the test results for all the pollutants and PM are less than or equal to 0.70 L: V1 ≤ 0.70 L.

+ If the requirement mentioned is not satisfied, only two tests are performed if, for each pollutant or PM, the following requirements are met: V1 0.85 L, V1 + V2 1.70 L and V2 L, where:

V1 is the result of the first test and V2 the result of the second test for each pollutant or PM subject to limitation.

- The routes for Type I test are illustrated in Annex 8 hereof.

b) Type II test according to TCVN 6785

- Requirements for characteristics of fuel for performance of tests are provided in Annex 7 hereof.

- The exhaust emission test result obtained from this test shall comply with the regulation on carbon monoxide content specified in point b paragraph 2.1.1 Article 2.1 Section 2 hereof.

c) Type III test according to TCVN 6785

- Requirements for characteristics of fuel for performance of tests are provided in Annex 7 hereof.

- The test result obtained from this test shall comply with the regulation specified in point c paragraph 2.1.1 Article 2.1 Section 2 hereof.

d) Type IV test according to Annex 9 to this Regulation

- Requirements for characteristics of fuel for performance of tests are provided in Annex 7 hereof.

- The test result obtained from this test shall comply with the regulation in point d paragraph 2.1.1 Article 2.1 Section 2 hereof.

dd) Opacity test according to TCVN 6565

Opacity test shall be carried out as follows:

- The test shall be carried out on sample vehicles or engines as prescribed in paragraph 3.2.2 Article 3.2 Section 2 hereof.

- Requirements for characteristics of fuel for performance of the test are provided in Annex 7 hereof.

- The test result obtained from this test shall comply with the regulation in Article 2.3 Section 2 hereof.

e) ESC, ELR and ETC tests according to TCVN 6567

- Requirements for characteristics of fuel for performance of tests are provided in Annex 7 hereof.

- The test result obtained from this test shall comply with the regulation in paragraph 2.2.1 Article 2.2 Section 2 hereof.

3.4. Test fuel

Fuels for testing vehicles to the emission limits shall be common fuels in accordance with applicable regulations on fuels. Petrol must have a minimum RON of 95 and diesel fuel must have a minimum cetane number of 52. In case there is agreement between the manufacturer or the importer applying for exhaust emission tests and the Technical Service responsible for the type approval tests, the reference fuels specified in Annex 7 to this Regulation or fuels whose characteristics are equivalent to those of the reference fuels may be used.

3.5. Test reports

Every Technical Service responsible for the type approval tests shall prepare a test report including at least the particulars specified in Annexes 2, 4 and 6 hereof corresponding to each type of test and standard applied.

3.6. Modifications to the vehicle/engine type

Every modification of the vehicle type shall be notified to the Technical Service that approved the vehicle type. The department may then either:

3.6.1. Consider that the modifications made are unlikely to have an appreciable adverse effect and that in any case the vehicle still complies with the requirement; or

3.6.2. Require a further test report from the Technical Service responsible for conducting the tests if the modifications are unlikely to have an appreciable adverse effect.

3.6.3. Confirmation or refusal of approval, specifying the alterations, shall be communicated by the type approval authority.

3.7. Extensions to type approvals

The type approval shall be extended to vehicles that have been subject to exhaust emission tests according to TCVN 6785 and opacity tests according to TCVN 6565.

3.7.1. Regarding vehicles applying TCVN 6785

Type approval may be extended to a vehicle granted type approval as type approval granted to a type of vehicle whose essential characteristics prescribed in Annex 1 hereof are different from those of the vehicle granted type approval as follows:

- Differ only in the model code specified in Section 1.3 Annex 1 to this Regulation;

- Differ only in the model code and parameters in each case prescribed in points 3.7.1.1 and 3.7.1.2 paragraph 3.7.1 Article 3.7 Section 3 of this Regulation.

3.7.1.1. For type I and II tests

a) Case 1

- Vehicles with Rm that is different from that of vehicles granted type approval but inertia belongs to one of the next two higher equivalent inertia classes or any lower equivalent inertia which is lower than that in Table 8 below.

- For N1 and M vehicles having a maximum mass exceeding 2,500 kg: if the inertia of the reference mass of a vehicle is lower than that of the reference mass of the vehicle granted type approval and results of testing of gases and PM emitted by the vehicle granted type approval do not exceed the emission limits prescribed for the vehicle for which extension of the approval is requested.

b) Case 2

- For each of the transmission ratios used in the Type I test, the proportion E shall not be greater than 8% and shall be determined as follows:

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Where:

v1 is the speed of the type of vehicle approved when the engine speed is 1,000 r/min;

v2 is the speed of the vehicle type for which extension of the approval is requested when the engine speed is 1,000 r/min.

Table 8. Reference mass Rm and equivalent inertial mass of vehicles

- If, for at least one transmission ratio, E > 8%, and if, for each gear ratio, E ≤ 13%, the Type I test shall be repeated. The test may be performed in a laboratory subject to the approval of the Technical Service. Test results should be compliant with regulations of paragraph 2.1.1 Article 2.1 Section 2 hereof. The test report shall be sent to the Technical Service responsible for conducting tests on sample vehicles granted type approval.

c) Case 3

The type approval shall be extended to vehicles with different reference masses and transmission ratios, provided that all the conditions prescribed in b) and c) above are fulfilled.

Note:

The vehicle to which the type approval has been extended shall not be used to extend type approval to other vehicles in accordance with regulations specified in Article 3.7 hereof.

d) Case 4: Vehicles with periodically regenerating systems

The type approval of a vehicle type equipped with a periodically regenerating system shall be extended to other vehicles with periodically regenerating systems, whose parameters described below are identical, or within the stated tolerances.

- Identical parameters for extending approval are:

+ Engine

+ Combustion process

+ Periodically regenerating system (i.e. catalyst, particulate trap)

+ Construction (i.e. type of enclosure, type of precious metal, type of substrate, cell density)

+ Type and working principle

+ Dosage and additive system

+ Volume ±10%

+ Location (temperature ±50°C at 120 km/h or 5% difference of max. temperature/pressure)

- Use of Ki factors for vehicles with different reference masses:

The Ki factors developed by the procedures in section 3 of Annex 13 of this Regulation for type approval of a vehicle type with a periodically regenerating system, may be used by other vehicles which meet the criteria referred to in d) and have a reference mass within the next two higher equivalent inertia classes or any lower equivalent inertia.

3.7.1.2. For type IV test

- The basic principle of fuel/air metering (e.g. single point injection or carburettor) is the same.

- The shape of the fuel tank and the material of the fuel tank and liquid fuel hoses is identical. The cross-paragraph and approximate hose length are the same. Whether non-identical vapour/liquid separators are acceptable is decided by the Technical Service responsible for the type approval tests.

- The fuel tank volume is within a range of ±10%. The setting of the fuel tank relief valve is identical.

- The method of storage of the fuel vapour is identical, i.e. trap form and volume, storage medium, air cleaner (if used for evaporative emission control), etc.

- The fuel level within the float chamber of the carburetor shall be within a range of 10± ml.

- The method of purging the stored vapour is identical (e.g. air flow, start point or purge volume over the preconditioning cycle, etc.).

- The method of sealing and venting the fuel metering system is identical. The type approval shall be extended to vehicles with:

(1) Different engine sizes.

(2) Different engine powers.

(3) Automatic and manual gearboxes, two and four wheel transmissions.

(4) Different body styles.

(5) Different wheel and tyre sizes.

3.7.2. Regarding vehicles applying TCVN 6565

Article 5 or Article 9 or Article 13 prescribed in TCVN 6565 shall apply corresponding to each case.

3.8. Conformity of production of series

3.8.1. Every vehicle bearing an approval mark as prescribed under this Regulation shall conform to the regulation on emission limits as specified in Section 2 and the tests specified in Article 3.3 Section 3 hereof.

3.8.2. The verification of conformity as prescribed in 3.8.1 above shall be carried out on an unscheduled basis or on the basis of annual assessment by the type approval authority. Such verification shall not apply to individually produced vehicles.

3.8.3. The verification shall be based on certification documentation and involve performance of corresponding tests as specified in paragraph 3.8.2 above on a sample of vehicles (in case of the vehicles applying TCVN 6785) or engines (in case of the vehicles applying TCVN 6567 or part I thereof) taken from the series. Exhaust emission test results shall meet requirements concerning exhaust limits specified in Section 2; for the opacity test carried out according to TCVN 6565, Article 6 or 10 or 4 in TCVN 6565 shall apply to each case respectively.

3.8.4. If the vehicle taken from the series does not satisfy the requirements of paragraph 3.4.3 above the manufacturer may ask for measurements to be performed on a sample of vehicles or engines taken from the series.

a) Regarding the vehicles or engines applying TCVN 6785 or TCVN 6567, the manufacturer shall determine the size n of the vehicles or engines; such vehicles or engines shall include those specified in paragraph 3.8.3 above. The arithmetical mean of the results obtained with the sample and the standard deviation S of the sample shall then be determined for each gaseous pollutant. The production of the series shall then be deemed to conform if the following condition is met:

<Object: word/embeddings/oleObject2.bin>

Where:

L is the limit value for each gaseous pollutant, particulate and smoke considered;

<Object: word/embeddings/oleObject3.bin> is any of the individual results obtained with the sample n;

The standard deviation S2 = <Object: word/embeddings/oleObject4.bin>, xi is the result obtained with the sample i; k is a statistical factor depending on n and given in Table 9.

Table 9. Statistical factor k

If n 20:

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b) For vehicles or engines applying TCVN 6565 for opacity test: Article 6 or Article 10 or Article 14 prescribed in TCVN 6565 shall apply to each case respectively.

4. IMPLEMENTATION

4.1. Vietnam Register shall implement and provide guidelines for the implementation of this Regulation. Any issues that arise from the implementation of this Regulation should be reported to the Ministry of Transport for consideration and resolution.

4.2. In the cases where any of the standards, regulations and provisions referred to in this Regulation is amended or replaced, the newest one shall apply.

ANNEX 7

Fuels for testing vehicles to the emission limits

Fuels for testing vehicles to the emission limits according to tests shall be common fuels in accordance with applicable regulations on fuels. Petrol must have a minimum RON of 95. In case there is agreement between the manufacturer or the importer applying for exhaust emission tests and the Technical Service responsible for the type approval tests, the fuels used for testing may be reference fuels or fuels whose characteristics are equivalent to those of the reference fuels.

1. Technical data on the reference fuel to be used for testing vehicles equipped with positive-ignition engines

1.1. Unleaded petrol (E0)

Notes:

(1) The values quoted in the specifications are "true values". In establishment of their limit values the terms of ISO 4259 “Petroleum products - Determination and application of precision data in relation to methods of test” have been applied and in fixing a minimum value, a minimum difference of 2R above zero has been taken into account; in fixing a maximum and minimum value, the minimum difference is 4R (R = reproducibility).

Notwithstanding this measure, which is necessary for technical reasons, the manufacturer of fuels shall nevertheless aim at a zero value where the stipulated maximum value is 2R and at the mean value in the case of quotations of maximum and minimum limits. Should it be necessary to clarify whether a fuel meets the requirements of the specifications, the terms of ISO 4259 shall be applied.

(2) The fuel may contain oxidation inhibitors and metal deactivators normally used to stabilize refinery gasoline streams, but detergent/dispersive additives and solvent oils shall not be added.

(3) The actual sulphur content of the fuel used for the Type I Test shall be reported.

1.2. Petrol E5

Notes:

(1) The values quoted in the specifications are "true values". In establishment of their limit values the terms of ISO 4259 “Petroleum products - Determination and application of precision data in relation to methods of test” have been applied and in fixing a minimum value, a minimum difference of 2R above zero has been taken into account; in fixing a maximum and minimum value, the minimum difference is 4R (R = reproducibility).

Notwithstanding this measure, which is necessary for technical reasons, the manufacturer of fuels shall nevertheless aim at a zero value where the stipulated maximum value is 2R and at the mean value in the case of quotations of maximum and minimum limits. Should it be necessary to clarify whether a fuel meets the requirements of the specifications, the terms of ISO 4259 shall be applied.

(2) The fuel may contain oxidation inhibitors and metal deactivators normally used to stabilize refinery gasoline streams, but detergent/dispersive additives and solvent oils shall not be added.

(3) The actual sulphur content of the fuel used for the Type I Test shall be reported.

(4) Ethanol meeting the specification of pr. EN 15376 is the only oxygenate that shall be intentionally added to the reference fuel.

(5) There shall be no intentional addition of compounds containing phosphorus, iron, manganese, or lead to this reference fuel.

2. Technical data on the reference fuel to be used for testing vehicles equipped with diesel engine

2.1. Diesel (B0)

Notes:

(1) The values quoted in the specifications are "true values". In establishment of their limit values the terms of ISO 4259 “Petroleum products - Determination and application of precision data in relation to methods of test” have been applied and in fixing a minimum value, a minimum difference of 2R above zero has been taken into account; in fixing a maximum and minimum value, the minimum difference is 4R (R = reproducibility).

Notwithstanding this measure, which is necessary for technical reasons, the manufacturer of fuels shall nevertheless aim at a zero value where the stipulated maximum value is 2R and at the mean value in the case of quotations of maximum and minimum limits. Should it be necessary to clarify whether a fuel meets the requirements of the specifications, the terms of ISO 4259 shall be applied.

(2) The range for cetane number is not in accordance with the requirements of a minimum range of 4R. However, in the case of a dispute between fuel supplier and fuel user, the terms of ISO 4259 may be used to resolve such disputes provided replicate measurements, of sufficient number to archive the necessary precision, are made in preference to single determinations.

(3) The actual sulphur content of the fuel used for the Type I Test shall be reported.

(4) Even though oxidation stability is controlled, it is likely that shelf life will be limited. Advice shall be sought from the supplier as to storage conditions and life.

2.2. Diesel B5

Notes:

(1) The values quoted in the specifications are "true values". In establishment of their limit values the terms of ISO 4259 “Petroleum products - Determination and application of precision data in relation to methods of test” have been applied and in fixing a minimum value, a minimum difference of 2R above zero has been taken into account; in fixing a maximum and minimum value, the minimum difference is 4R (R = reproducibility).

Notwithstanding this measure, which is necessary for technical reasons, the manufacturer of fuels shall nevertheless aim at a zero value where the stipulated maximum value is 2R and at the mean value in the case of quotations of maximum and minimum limits. Should it be necessary to clarify whether a fuel meets the requirements of the specifications, the terms of ISO 4259 shall be applied.

(2) The range for cetane number is not in accordance with the requirements of a minimum range of 4R. However, in the case of a dispute between fuel supplier and fuel user, the terms of ISO 4259 may be used to resolve such disputes provided replicate measurements, of sufficient number to archive the necessary precision, are made in preference to single determinations.

(3) The actual sulphur content of the fuel used for the Type I Test shall be reported.

(4) Even though oxidation stability is controlled, it is likely that shelf life will be limited. Advice shall be sought from the supplier as to storage conditions and life.

(5) FAME content to meet the specification of EN 14214.

(6) Oxidation stability can be demonstrated by EN-ISO 12205 or by EN 14112. This requirement shall be reviewed based on CEN/TC19 evaluations of oxidative stability performance and test limits.

3. Specifications of gaseous reference fuels (LPG and NG)

3.1. Technical data on the LPG reference fuels used for testing vehicles to the emission limits

3.2. Technical data of the NG reference fuels

- Reference fuel G20

- Reference fuel G25

Notes:

(1) Inerts (different from N2) + C2 +C2+.

(2) Value to be determined at 293.2 K (20°C) and 101.3 kPa.

(3) Value to be determined at 273.2 K (0°C) and 101.3 kPa.

The Wobbe Index (W) is the ratio of the calorific value of a gas per unit volume and the square root of its relative density under the same reference conditions:

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Where:

Hgas = calorific value of the fuel in MJ/m3 at 0oC

air = density of air at 0oC

gas = density of fuel at 0oC

The Wobbe Index is said to be gross or net according to whether the calorific value uses is the gross or net calorific value.

ANNEX 8

Flow chart for Type I type approval according to TCVN 6785

ANNEX 9

Type IV test

Determination of evaporative emissions from vehicles with positive-ignition engines

1. Introduction

This Annex describes the procedure of the Type IV Test. This procedure describes a method for the determination of the loss of hydrocarbons by evaporation from the fuel systems of vehicles with positive-ignition engines.

2. Description of test

The evaporative emissions test is designed to determine hydrocarbon evaporative emissions as a consequence of diurnal temperatures fluctuation, hot soaks during parking, and urban driving. The test consists of these phases:

2.1. Test preparation including an urban (Part I) and extra-urban (Part II) driving cycle.

2.2. Hot soak loss determination

2.3. Diurnal loss determination.

Mass emissions of hydrocarbons from the hot soak and the diurnal loss phases are added up to provide an overall result for the test.

3. Vehicle and fuel

3.1. Vehicle

The vehicle shall be in good mechanical condition and have been run in and driven at least 3,000 km before the test. The evaporative emission control system shall be connected and have been functioning correctly over this period and the carbon canister(s) shall have been subject to normal use, neither undergoing abnormal purging nor abnormal loading.

3.2. Fuel

The appropriate reference fuel shall be used, as defined in Annex 7 to this Regulation.

4. Test equipment for evaporative test

4.1. Chassis dynamometer

The chassis dynamometer shall meet the requirements of Annex D to TCVN 6785.

4.2. Evaporative emission measurement enclosure

The evaporative emission measurement enclosure shall be a gas-tight rectangular measuring chamber able to contain the vehicle under test. The vehicle shall be accessible from all sides and the enclosure when sealed shall be gas-tight in accordance with Annex G – Appendix G1 to TCVN 6785:2006. The inner surface of the enclosure shall be impermeable and non-reactive to hydrocarbons. The temperature conditioning system shall be capable of controlling the internal enclosure air temperature to follow the prescribed temperature versus time profile throughout the test, and an average tolerance of 1 K over the duration of the test.

The control system shall be tuned to provide a smooth temperature pattern that has a minimum of overshoot, hunting, and instability about the desired long-term ambient temperature profile. Interior surface temperatures shall not be less than 278 K (5°C) nor more than 328 K (55°C) at any time during the diurnal emission test.

Wall design shall be such as to promote good dissipation of heat. Interior surface temperatures shall not be below 293K (20°C), nor above 325K (52°C) for the duration of the hot soak rest.

To accommodate the volume changes due to enclosure temperature changes, either a variable-volume or fixed-volume enclosure may be used.

4.2.1. Variable-volume enclosure

The variable-volume enclosure expands and contracts in response to the temperature change of the air mass in the enclosure. Two potential means of accommodating the internal volume changes are movable panel(s), or a bellows design, in which an impermeable bag or bags inside the enclosure expand(s) and contracts(s) in response to internal pressure changes by exchanging air from outside the enclosure. Any design for volume accommodation shall maintain the integrity of the enclosure as specified in Annex G – Appendix G1 to TCVN 6785:2006 over the specified temperature range.

Any method of volume accommodation shall limit the differential between the enclosure internal pressure and the barometric pressure to a maximum value of ± 5 kPa.

The enclosure shall be capable of latching to a fixed volume.. A variable volume enclosure shall be capable of accommodating a +7% change from its "nominal volume" (see Annex G – Appendix G1 to TCVN 6785:2006), taking into account temperature and barometric pressure variation during testing.

4.2.2. Fixed-volume enclosure

The fixed-volume enclosure shall be constructed with rigid panels that maintain a fixed enclosure volume, and meet the requirements below:

4.2.2.1. The enclosure shall be equipped with an outlet flow stream that withdraws air at a low, constant rate from the enclosure throughout the test. An inlet flow stream may provide make-up air to balance the outgoing flow with incoming ambient air. Inlet air shall be filtered with activated carbon to provide a relatively constant hydrocarbon level. Any method of volume accommodation shall maintain the differential between the enclosure internal pressure and the barometric pressure between 0 and -5 kPa.

Figure 1: Type IV test procedure - Determination of evaporative emissions

4.2.2.2. The equipment shall be capable of measuring the mass of hydrocarbon in the inlet and outlet flow streams with a resolution of 0.01 gram. A bag sampling system may be used to collect a proportional sample of the air withdrawn from and admitted to the enclosure. Alternatively, the inlet and outlet flow streams may be continuously analysed using an on-line FID analyser and integrated with the flow measurements to provide a continuous record of the mass hydrocarbon removal.

4.3. Analytical systems

4.3.1. Hydrocarbon analyser

4.3.1.1. The atmosphere within the chamber is monitored using a hydrocarbon detector of the flame ionisation detector (FID) type. Sample gas shall be drawn from the mid-point of one side wall or roof of the chamber and any bypass flow shall be returned to the enclosure, preferably to a point immediately downstream of the mixing fan.

4.3.1.2. The hydrocarbon analyser shall have a response time to 90% of final reading of less than 1.5 seconds. Its stability shall be better than 2% of full scale at zero and at 80 ± 20% of full scale over a 15-minute period for all operational ranges.

4.3.1.3. The repeatability of the analyser expressed as one standard deviation shall be better than 1% of full scale deflection at zero and at 80 ± 20% of full scale on all ranges used.

4.3.1.4. The operational ranges of the analyser shall be chosen to give best resolution over the measurement, calibration and leak checking procedures.

4.3.2. Hydrocarbon analyser data recording system

4.3.2.1. The hydrocarbon analyser shall be fitted with a device to record electrical signal output either by strip chart recorder or other data processing system at a frequency of at least once per minute. The recording system shall have operating characteristics at least equivalent to the signal being recorded and shall provide a permanent record of results. The record shall show a positive indication of the beginning and end of the hot soak or diurnal emission test (including beginning and end of sampling periods along with the time elapsed between start and completion of each test).

4.4. Fuel tank heating

4.4.1. The fuel in the vehicle tank(s) shall be heated by a controllable source of heat; for example a heating pad of 2,000 W capacity is suitable. The heating system shall apply heat evenly to the tank walls beneath the level of the fuel so as not to cause local overheating of the fuel. Heat shall not be applied to the vapour in the tank above the fuel.

4.4.2. The tank heating device shall make it possible to heat the fuel in the tank evenly by 14K from 289K (16°C) within 60 minutes, with the temperature sensor position as in paragraph 5.1.1. below. The heating system shall be capable of controlling the fuel temperature to ± 1.5 K of the required temperature during the tank heating process.

4.5. Temperature recording

4.5.1. The temperature in the chamber is recorded at two points by temperature sensors which are connected so as to show a mean value. The measuring points are extended approximately 0.1 m into the enclosure from the vertical centre line of each side wall at a height of 0.9 ± 0.2 m.

4.5.2. The temperatures of the fuel tank(s) are recorded by means of the sensor positioned in the fuel tank as in paragraph 5.1.1. below.

4.5.3. Temperatures shall, throughout the evaporative emission measurements, be recorded or entered into a data processing system at a frequency of at least once per minute.

4.5.4. The accuracy of the temperature recording system shall be within ±1.0 K and the temperature shall be capable of being resolved to 0.4 K.

4.5.5. The recording or data processing system shall be capable of resolving time to ±15 seconds.

4.6. Pressure recording

4.6.1. The difference Δp between barometric pressure within the test area and the enclosure internal pressure shall, throughout the evaporative emission measurements, be recorded or entered into a data processing system at a frequency of at least once per minute.

4.6.2. The accuracy of the pressure recording system shall be within ± 2 kPa and the pressure shall be capable of being resolved to ± 0.2 kPa.

4.6.3. The recording or data processing system shall be capable of resolving time to ± 15 seconds.

4.7. Fans

4.7.1. By the use of one or more fans or blowers with the SHED door(s) open it shall be possible to reduce the hydrocarbons concentration in the chamber to the ambient hydrocarbon level.

4.7.2. The chamber shall have one or more fans or blowers of like capacity 0.1 to 0.5 m3/min. with which to thoroughly mix the atmosphere in the enclosure. It shall be possible to attain an even temperature and hydrocarbon concentration in the chamber during measurements. The vehicle in the enclosure shall not be subjected to a direct stream of air from the fans or blowers.

4.8. Gases

4.8.1. The following pure gases shall be available for calibration and operation. Purified synthetic air:

(purity < 1 ppm C1 equivalent, 1 ppmCO, 400 ppm CO2, 0.1 ppm NO )

Oxygen content between 18 and 21% by volume. Hydrocarbon analyser fuel gas:

(40 ± 2% hydrogen, and balance helium with less than 1 ppm C1 equivalent hydrocarbon, less than 400 ppm CO2),

Propane (C3H8): 99.5% minimum

Butane (C4H10): 98% minimum purity

Nitrogen (N2): 98% minimum purity.

4.8.2. Calibration and span gases shall be available containing mixtures of propane (C3H8) and purified synthetic air. The true concentrations of a calibration gas shall be within 2% of the stated figures. The accuracy of the diluted gases obtained when using a gas divider shall be to within ±2% of the true value. The concentrations specified in Annex G – Appendix G1 to TCVN 6785:2006 may also be obtained by the use of a gas divider using synthetic air as the dilutant gas.

4.9. Additional equipment

4.9.1. The absolute humidity in the test area shall be measurable to within ±5%.

4.9.2. The absolute humidity of the pressure measuring equipment within the test area shall be measurable to within ±0.1 kPa.

5. Test procedure

5.1. Test preparation

5.1.1. The vehicle is mechanically prepared before the test as follows:

The exhaust system of the vehicle shall not exhibit any leaks.

The vehicle may be steam-cleaned before the test.

In the case of use of the gasoline canister load option (paragraph 5.1.5. below) the fuel tank of the vehicle shall be equipped with a temperature sensor to enable the temperature to be measured at the mid-point of the fuel in the fuel tank when filled to 40% of its capacity.

Additional fittings, adapters of devices may be fitted to the fuel system in order to allow a complete draining of the fuel tank. For this purpose it is not necessary to modify the shell of the tank.

The manufacturer may propose a test method in order to take into account the loss of hydrocarbons by evaporation coming only from the fuel system of the vehicle.

5.1.2. The vehicle is taken into the test area where the ambient temperature is between 293 and 303K (20 and 30 °C).

5.1.3. The ageing of the canister(s) has to be verified. This may be done by demonstrating that it has accumulated a minimum of 3,000 km. If this demonstration is not given, the following procedure is used (paragraphs 5.1.3.1 to 5.1.3.11 of this Annex). In the case of a multiple canister system each canister shall undergo the procedure separately.

5.1.3.1. The canister is removed from the vehicle. Special care shall be taken during this step to avoid damage to components and the integrity of the fuel system.

5.1.3.2. The weight of the canister shall be checked.

5.1.3.3. The canister is connected to a fuel tank, possibly an external one, filled with reference fuel, to 40%volume of the fuel tank(s).

5.1.3.4. The fuel temperature in the fuel tank shall be between 183K and 287K (10 and 14°C).

5.1.3.5. The (external) fuel tank is heated from 288K to 318K (15 to 45°C) (1°C increase every 9 minutes).

5.1.3.6. If the canister reaches breakthrough (see 5.1.3.7 of this Annex) before the temperature reaches 318K (45 °C), the heat source shall be turned off. Then the canister is weighed. If the canister did not reach breakthrough during the heating to 318K (45°C), the procedure from paragraph 5.1.3.3. above shall be repeated until breakthrough occurs.

5.1.3.7. Breakthrough may be checked as described in paragraphs 5.1.5. and 5.1.6. of this annex, or with the use of another sampling and analytical arrangement capable of detecting the emission of hydrocarbons from the canister at breakthrough. 5.1.3.8. The canister shall be purged with 25±5 litres per minute with the emission laboratory air until 300 bed volume exchanges are reached.

5.1.3.9. The weight of the canister shall be checked.

5.1.3.10. The steps of the procedure in paragraphs 5.1.3.4. to 5.1.3.9. shall be repeated nine times. The test may be terminated prior to that, after not less than three ageing cycles (paragraphs 5.1.3.4 to 5.1.3.9 of this Annex), if the weight of the canister after the last cycles has stabilized.

5.1.3.11. The evaporative emission canister is reconnected and the vehicle restored to its normal operating condition.

5.1.4. One of the methods specified in paragraphs 5.1.5. and 5.1.6. shall be used to precondition the evaporative canister. For vehicles with multiple canisters, each canister shall be preconditioned separately.

5.1.4.1. Canister emissions are measured to determine breakthrough.

Breakthrough is here defined as the point at which the cumulative quantity of hydrocarbons emitted is equal to 2 grams.

5.1.4.2. Breakthrough may be verified using the evaporative emission enclosure as described in paragraphs 5.1.5. and 5.1.6. respectively. Alternatively, breakthrough may be determined using an auxiliary evaporative canister connected downstream of the vehicle's canister. The auxiliary canister shall be well purged with dry air prior to loading.

5.1.4.3. The measuring chamber shall be purged for several minutes immediately before the test until a stable background is obtained. The chamber air mixing fan(s) shall be switched on at this time.

The hydrocarbon analyser shall be zeroed and spanned immediately before the test.

5.1.5. Canister loading with repeated heat builds to breakthrough.

5.1.5.1. The fuel tank(s) of the vehicle(s) is (are) emptied using the fuel tank drain(s). This shall be done so as not to abnormally purge or abnormally load the evaporative control devices fitted to the vehicle. Removal of the fuel cap is normally sufficient to achieve this.

5.1.5.2. The fuel tank(s) is (are) refilled with test fuel at a temperature of between 283K to 287K (10 to 14°C) to 40 ± 2% of the tank's normal volumetric capacity. The fuel cap(s) of the vehicle shall be fitted at this point.

5.1.5.3. Within one hour of being refuelled the vehicle shall be placed, with the engine shut off, in the evaporative emission enclosure. The fuel tank temperature sensor is connected to the temperature recording system. A heat source shall be properly positioned with respect to the fuel tank(s) and connected to the temperature controller. The heat source is specified in paragraph 4.4. above. In the case of vehicles fitted with more than one fuel tank, all the tanks shall be heated in the same way as described below. The temperatures of the tanks shall be identical to within ± 1.5K.

5.1.5.4. The fuel may be artificially heated to the starting diurnal temperature of 293K (20°C) ± 1 K.

5.1.5.5. When the fuel temperature reaches at least 292 K (19°C), the following steps shall be taken immediately: the purge blower shall be turned off; enclosure doors closed and sealed; and measurement initiated of the hydrocarbon level in the enclosure.

5.1.5.6. When the fuel temperature of the fuel tank reaches 293K (20 °C) a linear heat build of 15K (15 °C) begins. The fuel shall be heated in such a way that the temperature of the fuel during the heating conforms to the function below to within ± 1.5K. The elapsed time of the heat build and temperature rise is recorded.

Tr = T0 + 0.2333 t

Where:

Tr - required temperature (K);

T0 - initial temperature (K);

t - time from start of the tank heat build in minutes.

5.1.5.7. As soon as break-through occurs or when the fuel temperature reaches 308 K (35°C), whichever occurs first, the heat source is turned off, the enclosure doors unsealed and opened, and the vehicle fuel tank cap(s) removed. If break-through has not occurred by the time the fuel temperature 308 K (35°C), the heat source is removed from the vehicle, the vehicle removed from the evaporative emission enclosure and the entire procedure outlined in paragraph 5.1.7. below repeated until break-through occurs.

5.1.6. Butane loading to breakthrough.

5.1.6.1. If the enclosure is used for the determination of the break-through (see paragraph 5.1.4.2. above) the vehicle shall be placed, with the engine shut off, in the evaporative emission enclosure.

5.1.6.2. The evaporative emission canister shall be prepared for the canister loading operation. The canister shall not be removed from the vehicle, unless access to it in its normal location is so restricted that loading can only reasonably be accomplished by removing the canister from the vehicle. Special care shall be taken during this step to avoid damage to the components and the integrity of the fuel system.

5.1.6.3. The canister is loaded with a mixture composed of 50% butane and 50% nitrogen by volume at a rate of 40 grams butane per hour.

5.1.6.4. As soon as the canister reaches breakthrough, the vapour source shall be shut off.

5.1.6.5. The evaporative emission canister shall then be reconnected and the vehicle restored to its normal operating condition.

5.1.7. Fuel drain and refill

5.1.7.1. The fuel tank(s) of the vehicle(s) is (are) emptied using the fuel tank drain(s). This shall be done so as not to abnormally purge or abnormally load the evaporative control devices fitted to the vehicle. Removal of the fuel cap is normally sufficient to achieve this.

5.1.7.2. The fuel tank(s) is (are) refilled with test fuel at a temperature of between 291K ± 8K (18oC ± 8oC) to 40% ± 2% of the tank's normal volumetric capacity. The fuel cap(s) of the vehicle shall be fitted at this point.

5.2. Preconditioning drive

5.2.1. Within one hour from the completing of canister loading, the vehicle is placed on the chassis dynamometer and driven through one Part One and two Part Two driving cycles of Type I Test. Exhaust emissions are not sampled during this operation.

5.3. Soak

Within five minutes of completing the preconditioning operation specified in paragraph 5.2.1. above the engine bonnet shall be completely closed and the vehicle driven off the chassis dynamometer and parked in the soak area. The vehicle is parked for a minimum of 12 hours and a maximum of 36 hours. The engine oil and coolant temperatures shall have reached the temperature of the area or within ±3K of it at the end of the period.

5.4. Dynamometer test

5.4.1. After conclusion of the soak period the vehicle is driven through a complete Type I Test drive (Part I and Part II). Then the engine is shut off. Exhaust emissions need not be sampled during this operation.

5.4.2. Within two minutes of completing the Type I Test drive, the vehicle is driven a further conditioning drive consisting of one urban test cycle (hot start) of a Type I Test. Then the engine is shut off again. Exhaust emissions need not be sampled during this operation.

5.5. Hot soak evaporative emissions test

5.5.1. Before the completion of the test run the measuring chamber shall be purged for several minutes until a stable hydrocarbon background is obtained. The enclosure mixing fan(s) shall also be turned on at this time.

5.5.2. The hydrocarbon analyser shall be zeroed and spanned immediately prior to the test.

5.5.3. At the end of the driving cycle the engine bonnet shall be completely closed and all connections between the vehicle and the test stand disconnected. The vehicle is then driven to the measuring chamber with a minimum use of the accelerator pedal. The engine shall be turned off before any part of the vehicle enters the measuring chamber. The time at which the engine is switched off is recorded on the evaporative emission measurement data recording system and temperature recording begins. The vehicle's windows and luggage compartments shall be opened at this stage, if not already opened.

5.5.4. The vehicle shall be pushed or otherwise moved into the measuring chamber with the engine switched off.

5.5.5. The enclosure doors are closed and sealed gas-tight within two minutes of the engine being switched off and within seven minutes of the end of the conditioning drive.

5.5.6. The start of a 60 ± 0.5 minute hot soak period begins when the chamber is sealed. The hydrocarbon concentration, temperature and barometric pressure are measured to give the initial readings CHCi, Pi and Ti for the hot soak test. These figures are used in the evaporative emission calculation, paragraph 6. below. The ambient temperature T of the enclosure shall not be less than 296K (23oC) and no more than 304K (31oC) during the 60-minute hot soak period.

5.5.7. The hydrocarbon analyser shall be zeroed and spanned immediately before the end of the 60 ± 0.5 minute test period.

5.5.8. At the end of the 60 ± 0.5 minute test period, the hydrocarbon concentration in the chamber shall be measured. The temperature and the barometric pressure are also measured. These are the final readings CHCf, Pf and Tf for the hot soak test used for the calculation in paragraph 6. below. This completes the evaporative emission test procedure.

5.6. Soak

The test vehicle shall be pushed or otherwise moved to the soak area without use of the engine and soaked for not less than 6 hours and not more than 36 hours between the end of the hot soak test and the start of the diurnal emission test. For at least 6 hours of this period the vehicle shall be soaked at 293 ± 2K (20 ± 2°C).

5.7. Diurnal test

5.7.1. The test vehicle shall be exposed to one cycle of ambient temperature according to the profile specified in Annex 11 to this Regulation with a maximum deviation of ± 2K at any time. The average temperature deviation from the profile, calculated using the absolute value of each measured deviation, shall not exceed ± 1K. Ambient temperature shall be measured at least every minute. Temperature cycling begins when time Tstart = 0, as specified in paragraph 5.7.6. below.

5.7.2. The measuring chamber shall be purged for several minutes immediately before the test until a stable background is obtainable. The chamber mixing fan(s) shall also be switched on at this time.

5.7.3. The test vehicle, with the engine shut off and the test vehicle windows and luggage compartment(s) opened shall be moved into the measuring chamber. The mixing fan(s) shall be adjusted in such a way as to maintain a minimum air circulation speed of 8 km/h under the fuel tank of the test vehicle.

5.7.4. The hydrocarbon analyser shall be zeroed and spanned immediately prior to the test.

5.7.5. The enclosure doors shall be closed and gas-tight sealed.

5.7.6. Within 10 minutes of closing and sealing the doors, the hydrocarbon concentration, temperature and barometric pressure are measured to give the initial readings CHCi, Pi and Ti for the diurnal test. This is the point where time Tstart = 0.

5.7.7. The hydrocarbon analyser shall be zeroed and spanned immediately before the end of the test.

5.7.8. The end of the emission sampling period occurs 24 hours ± 6 minutes after the beginning of the initial sampling, as specified in paragraph 5.7.6. above. The time elapsed is recorded. The hydrocarbon concentration, temperature and barometric pressure are measured to give the final readings CHCf, Pf and Tf for the diurnal test used for the calculation in paragraph 6. This completes the evaporative emission test procedure.

6. Calculation

6.1. The evaporative emission tests described in paragraph 5. allow the hydrocarbon emissions from the diurnal and hot soak phases to be calculated. Evaporative losses from each of these phases is calculated using the initial and final hydrocarbon concentrations, temperatures and pressures in the enclosure, together with the net enclosure volume.

The formula below is used:

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Where:

MHC - hydrocarbon mass in grams;

MHC,out - mass of hydrocarbon exiting the enclosure, in the case of fixed- volume enclosures for diurnal emission testing (grams);

MHC,i - mass of hydrocarbon entering the enclosure, in the case of fixed- volume enclosures for diurnal emission testing (grams);

CHC - measured hydrocarbon concentration in the enclosure (ppm volume in C1 equivalent);

V - net enclosure volume in cubic metres corrected for the volume of the vehicle, with the windows and the luggage compartment open. If the volume of the vehicle is not determined, a volume of 1.42 m3 is subtracted;

T - ambient chamber temperature, in K;

P – barometric pressure in kPa;

H/C - hydrogen to carbon ratio;

k = 1.2 (12 + H/C);

Where:

i is the initial reading;

f is the final reading.

H/C is taken to be 2.33 for diurnal test losses;

H/C is taken to be 2.20 for hot soak losses.

6.2. Overall results of test

The overall hydrocarbon mass emission for the vehicle is taken to be:

MTB = MTH + MHS

Where:

MTB - overall mass emissions of the vehicle (grams)

MTH - hydrocarbon mass emission for diurnal test (grams)

MHS - hydrocarbon mass emission for the hot soak (grams)

7. Conformity of production

7.1. For The holder of the approval may demonstrate compliance by sampling vehicles which shall meet the following requirements:

7.2. Test for leakage

7.2.1. Vents to the atmosphere from the emission control system shall be isolated.

7.2.2. A pressure of 370mm H2O ± 10mm of H2O shall be applied to the fuel system.

The pressure shall be allowed to stabilise prior to isolating the fuel system from the pressure source.

7.2.3. Following isolation of the fuel system, the pressure shall not drop by more than 50 mm of H2O in five minutes.

7.3. Test for venting

7.3.1. Vents to the atmosphere from the emission control shall be isolated.

7.3.2. A pressure of 370mm H2O ± 10mm of H2O shall be applied to the fuel system.

7.3.3. The pressure shall be allowed to stabilise prior to isolating the fuel system from the pressure source.

7.3.4. The venting outlets from the emission control systems to the atmosphere shall be reinstated to the production condition.

7.3.5. The pressure of the fuel system shall drop to below 100 mm of H20 in not less than 30 seconds but within two minutes.

7.3.6. At the request of the manufacturer the functional capacity for venting can be demonstrated by equivalent alternative procedure. The specific procedure should be demonstrated by the manufacturer to the technical service during the type approval procedure.

7.4. Purge test

7.4.1. Equipment capable of detecting an airflow rate of 1.0 litres in one minute shall be attached to the purge inlet and a pressure vessel of sufficient size to have negligible effect on the purge system shall be connected via a switching valve to the purge inlet, or alternatively.

7.4.2. The manufacturer may use a flow meter of his own choosing, if acceptable to the competent authority.

7.4.3. The vehicle shall be operated in such a manner that any design feature of the purge system that could restrict purge operation is detected and the circumstances noted.

7.4.4. Whilst the engine is operating within the bounds noted in paragraph 7.4.3. above, the air flow shall be determined by either:

7.4.4.1. The device indicated in paragraph 7.4.1. above being switched in. A pressure drop from atmospheric to a level indicating that a volume of 1.0 litres of air has flowed into the evaporative emission control system within one minute shall be observed; or

7.4.4.2. If an alternative flow measuring device is used, a reading of no less than 1.0 litre per minute shall be detectable.

7.4.4.3. At the request of the manufacturer, an alternative purge tat procedure can be used, if the procedure has been presented to and has been accepted by the technical service during the type approval procedure.

ANNEX 10

Calibration of equipment for evaporative emission testing

1. Calibration frequency and methods

All equipment shall be calibrated before its initial use and then calibrated as often as necessary and in any case in the month before type approval testing. The calibration methods to be used are described in this annex.

1.2. Normally the series of temperatures which are mentioned first shall be used. The series of temperatures within square brackets may alternatively be used.

2. Calibration of the enclosure

2.1. Initial determination of internal volume of the enclosure

2.1.1. Before its initial use, the internal volume of the chamber shall be determined as follows: The internal dimensions of the chamber are carefully measured, allowing for any irregularities such as bracing struts. The internal volume of the chamber is determined from these measurements.

For variable-volume enclosures, the enclosure shall be latched to a fixed volume when the enclosure is held at an ambient temperature of 303K (30°C) [(302K (29°C)]. This nominal volume shall be repeatable within ± 0.5% of the reported value.

2.1.2. The net internal volume is determined by subtracting 1.42 m3 from the internal volume of the chamber. Alternatively the volume of the test vehicle with the luggage compartment and windows open may be used instead of the 1.42 m3.

2.1.3. The chamber shall be checked as in paragraph 2.3. below. If the propane mass does not correspond to the injected mass to within ± 2%, then corrective action is required.

2.2. Determination of chamber background emissions

This operation determines that the chamber does not contain any materials that emit significant amounts of hydrocarbons. The check shall be carried out at the enclosure's introduction to service, after any operations in the enclosure which may affect background emissions and at a frequency of at least once per year.

2.2.1. Variable-volume enclosures may be operated in either latched or unlatched volume configuration, as described in paragraph 2.1.1. above, ambient temperatures shall be maintained at 308K ± 2K (35°C ± 2°C) [309K ± 2K (35°C ± 2 °C)], throughout the 4-hour period mentioned below.

2.2.2. Fixed volume enclosures shall be operated with the inlet and outlet flow streams closed. Ambient temperatures shall be maintained at 308K ± 2K (35 ± 2°C) (309K ± 2K (36 ± 2 °C)) throughout the 4-hour period mentioned below.

2.2.3. The enclosure may be sealed and the mixing fan operated for a period of up to 12 hours before the 4-hour background sampling period begins.

2.2.4. The analyser (if required) shall be calibrated, then zeroed and spanned.

2.2.5. The enclosure shall be purged until a stable hydrocarbon reading is obtained, and the mixing fan turned on if not already on.

2.2.6. The chamber is then sealed and the background hydrocarbon concentration, temperature and barometric pressure are measured. These are the initial readings CHCi, Pi, Ti used in the enclosure background calculation.

2.2.7. The enclosure is allowed to stand undisturbed with the mixing fan on for a period of four hours.

2.2.8. At the end of this time the same analyser is used to measure the hydrocarbon concentration in the chamber. The temperature and the barometric pressure are also measured. These are the final readings CHCf, Pf, Tf.

2.2.9. The change in mass of hydrocarbons in the enclosure shall be calculated over the time of the test in accordance with paragraph 2.4. below and shall not exceed 0.05 g.

2.3. Calibration and hydrocarbon retention test of the chamber

The calibration and hydrocarbon retention test in the chamber provides a check on the calculated volume in paragraph 2.1. above and also measures any leak rate.

2.3.1. The enclosure shall be purged until a stable hydrocarbon reading is obtained, and the mixing fan turned on if not already on. The hydrocarbon analyser is zeroed, calibrated if required, and spanned.

2.3.2. On variable-volume enclosures, the enclosure shall be latched to the nominal volume position. On fixed-volume enclosures the outlet and inlet flow streams shall be closed.

2.3.3. The ambient temperature control system is then turned on (if not already on) and adjusted for an initial temperature of 308K (35°C) (309K (36°C)).

2.3.4. When the enclosure stabilises at 308K ± 2K (35°C ± 2°C) (309K ± 2K (35°C ± 2°C)), the enclosure is sealed and the background concentration, temperature and barometric pressure measured. These are the initial readings CHCi, Pi, Ti used in the enclosure calibration.

2.3.5. A quantity of approximately 4 grams of propane is injected into the enclosure. The mass of propane shall be measured to an accuracy and precision of ± 2% of the measured value.

2.3.6. The contents of the chamber shall be allowed to mix for five minutes and then the hydrocarbon concentration, temperature and barometric pressure are measured. These are the readings CHCf, Pf and Tf for the calibration of the enclosure.

2.3.7. Based on the readings taken according to paragraphs 2.3.4. and 2.3.6. above and the formula in paragraph 2.4. below, the mass of propane in the enclosure is calculated. This shall be within ±2% of the mass of propane measured in paragraph 2.3.5. above.

2.3.8. For variable-volume enclosures the enclosure shall be unlatched from the nominal volume configuration. For fixed-volume enclosures, the outlet and inlet flow streams shall be opened.

2.3.9. The process is then begun of cycling the ambient temperature from 308K (35°C) to 293K (20°C) and back to 308K (35°C) (308.6K (35.6°C) to 295.2K (22.2°C) and back to 308.6K (35.6°C)) over a 24-hour period according to the profile (alternative profile) specified in Annex 11 to this Regulation within 15 minutes of sealing the enclosure. (Tolerances as specified in paragraph 5.7.1 of Annex 9 to this Regulation).

2.3.10. At the completion of the 24-hour cycling period, the final hydrocarbon concentration, temperature and barometric pressure are measured and recorded. These are the final readings CHCf, Pf, Tf for the hydrocarbon retention check.

2.3.11. Using the formula in paragraph 2.4. below, the hydrocarbon mass is then calculated from the readings taken in paragraphs 2.3.10. and 2.3.6. above. The mass may not differ by more than 3% from the hydrocarbon mass given in paragraph 2.3.7. above.

2.4. Calculation

The calculation of net hydrocarbon mass change within the enclosure is used to determine the chamber's hydrocarbon background and leak rate. Initial and final readings of hydrocarbon concentration, temperature and barometric pressure are used in the following formula to calculate the mass change.

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Where:

MHC - hydrocarbon mass in grams;

MHC,out - mass of hydrocarbons exiting the enclosure, in the case of fixed-volume enclosures for diurnal emission testing (grams);

MHC,i - mass of hydrocarbons entering the enclosure when a fixed- volume enclosure is used for testing diurnal emissions (grams);

CHC - hydrocarbon concentration in the enclosure (ppm carbon);

Notes: ppm carbon = ppm propane x 3))

V - enclosure volume in cubic metres;

T - ambient temperature in the enclosure, (K),

P – barometric pressure (kPa);

k = 17.6;

Where i is the initial reading, f is the final reading.

3. Checking of FID hydrocarbon analyzer

3.1. Detector response optimisation

The FID shall be adjusted as specified by the instrument manufacturer. Propane in air should be used to optimise the response on the most common operating range.

3.2. Calibration of the HC analyser

The analyser should be calibrated using propane in air and purified synthetic air. See D.4.5.2 of Annex D to TCVN 6785:2006.

Establish a calibration curve as described in paragraphs 4.1. to 4.5. of this Annex.

3.3. Oxygen interference check and recommended limits

The response factor (Rf) for a particular hydrocarbon species is the ratio of the FID C1 reading to the gas cylinder concentration, expressed as ppm C1.

The concentration of the test gas shall be at a level to give a response of approximately 80% of full-scale deflection, for the operating range. The concentration shall be known, to an accuracy of ± 2% in reference to a gravimetric standard expressed in volume.

In addition the gas cylinder shall be preconditioned for 24 hours at a temperature between 293K and 303K (20 and 30 °C).

Response factors should be determined when introducing an analyser into service and thereafter at major service intervals.

The reference gas to be used is propane with balance purified air which is taken to give a response factor of 1.00.

The test gas to be used for oxygen interference and the recommended response factor range are given below:

Propane and nitrogen: 0.95 Rf 1.05.

4. Calibration of the hydrocarbon analyzer

Each of the normally used operating ranges are calibrated by the following procedure:

4.1. Establish the calibration curve by at least five calibration points spaced as evenly as possible over the operating range. The nominal concentration of the calibration gas with the highest concentrations to be at least 80% of the full scale.

4.2. Calculate the calibration curve by the method of least squares. If the resulting polynomial degree is greater than 3, then the number of calibration points shall be at least the number of the polynomial degree plus 2.

4.3. The calibration curve shall not differ by more than 2% from the nominal value of each calibration gas.

4.4. Using the coefficients of the polynomial derived from paragraph 3.2. above, a table of indicated reading against true concentration shall be drawn up in steps of no greater than 1% of full scale. This is to be carried out for each analyser range calibrated. The table shall also contain other relevant data such as:

Date of calibration;

Span and zero potentiometer readings (where applicable);

Nominal scale;

The actual and indicated value of each calibration gas used together with the percentage differences;

FID fuel and type;

FID air pressure.

4.5. If it can be shown to the satisfaction of the technical service that alternative technology (e.g. computer, electronically controlled range switch) can give equivalent accuracy, then those alternatives may be used.

ANNEX 11

Diurnal ambient temperature profile for tests and calibration

ANNEX 12

Emissions test procedure for a vehicle equipped with a periodically regenerating system

1. Introduction

This annex defines the specific provisions regarding type-approval of a vehicle equipped with a periodically regenerating system.

2. Scope and extension of the type approval

2.1. Vehicle family groups equipped with periodically regenerating system

The procedure applies to vehicles equipped with a periodically regenerating system as defined in paragraph 1.3.37 of this Regulation. For the purpose of this annex vehicle family groups may be established. Accordingly, those vehicle types with regenerative systems, whose parameters described below are identical, or within the stated tolerances, shall be considered to belong to the same family with respect to measurements specific to the defined periodically regenerating systems.

2.1.1. Identical parameters are:

- Engine:

Combustion process.

- Periodically regenerating system (i.e. catalyst, particulate trap):

+ Construction (i.e. type of enclosure, type of precious metal, type of substrate, cell density);

+ Type and working principle;

+ Dosage and additive system;

+ Volume ± 10%;

+ Location (temperature ± 50°C at 120 km/h or 5% difference of maximum temperature/pressure).

2.2. Vehicle types of different reference masses

The Ki factors developed by the procedures in this annex for type approval of a vehicle type with a periodically regenerating system as defined in paragraph 1.3.37 of this Regulation, may be extended to other vehicles in the family group with a reference mass within the next two higher equivalent inertia classes or any lower equivalent inertia.

3. Test procedure

The vehicle may be equipped with a switch capable of preventing or permitting the regeneration process provided that this operation has no effect on original engine calibration. This switch shall be permitted only for the purpose of preventing regeneration during loading of the regeneration system and during the pre-conditioning cycles. However, it shall not be used during the measurement of emissions during the regeneration phase; rather the emission test shall be carried out with the unchanged Original Equipment Manufacturer's (OEM) control unit.

3.1. Exhaust emission measurement between two cycles where regenerative phases occur

3.1.1. Average emissions between regeneration phases and during loading of the regenerative device shall be determined from the arithmetic mean of several approximately equidistant (if more than 2) Type I operating cycles or equivalent engine test bench cycles. As an alternative, the manufacturer may provide data to show that the emissions remain constant (±15%) between regeneration phases. In this case, the emissions measured during the regular Type I Test may be used. In any other case emissions measurement for at least two Type I operating cycles or equivalent engine test bench cycles must be completed: one immediately after regeneration (before new loading) and one as close as possible prior to a regeneration phase. All emissions measurements and calculations shall be carried out according to D.5, D.6, D.7 and D.8 of Annex D to TCVN 6785. Determination of average emissions for a single regenerative system shall be calculated according to paragraph 3.3 of this Annex and for multiple regeneration systems according to paragraph 3.4 of this Annex.

3.1.2. The loading process and Ki determination shall be made during the Type I operating cycle, on a chassis dynamometer or on an engine test bench using an equivalent test cycle. These cycles may be run continuously (i.e. without the need to switch the engine off between cycles). After any number of completed cycles, the vehicle may be removed from the chassis dynamometer, and the test continued at a later time.

3.1.3. The number of cycles (D) between two cycles where regeneration phases occur, the number of cycles over which emissions measurements are made (n), and each emissions measurement (M'sij) shall be reported in items 2.2.11.2, a) or 2.2.11.2, e) of Annex 1 to this Regulation, as applicable

3.2. Measurement of emissions during regeneration

3.2.1. Preparation of the vehicle, if required, for the emissions test during a regeneration phase, may be completed using the preparation cycles in D.5.3 of Annex D to TCVN 6785 or equivalent engine test bench cycles, depending on the loading procedure chosen in paragraph 3.1.2. above.

3.2.2. The test and vehicle conditions for the Type I test described in Annex D to TCVN 6785 apply before the first valid emission test is carried out.

3.2.3. Regeneration must not occur during the preparation of the vehicle. This may be ensured by one of the following methods:

3.2.3.1. A “dummy” regenerating system or partial system may be fitted for the pre-conditioning cycles.

3.2.3.2. Any other method agreed between the manufacturer and the type approval authority.

3.2.4. A cold-start exhaust emission test including a regeneration process shall be performed according to the Type I operating cycle, or equivalent engine test bench cycle. the emissions tests between two cycles where regeneration phases occur are carried out on an engine test bench, the emissions test including a regeneration phase shall also be carried out on an engine test bench (see Figure 2).

3.2.5. If the regeneration process requires more than one operating cycle, subsequent test cycle(s) shall be driven immediately, without switching the engine off, until complete regeneration has been achieved (each cycle shall be completed). The time necessary to set up a new test should be as short as possible (e.g. particular matter filter change). The engine must be switched off during this period.

3.2.6. The emission values during regeneration (Mri) shall be calculated according to D.8 of Annex D to TCVN 6785. The number of operating cycles (d) measured for complete regeneration shall be recorded.

3.3. Calculation of the combined exhaust emissions of a single regenerative system

(1) <Object: word/embeddings/oleObject9.bin> n 2

(2) <Object: word/embeddings/oleObject10.bin>

(3) <Object: word/embeddings/oleObject11.bin>

Where:

For exemplary illustration of measurement parameters see Figure 1.

Figure 1. Parameters measured during emissions test during and between cycles where regeneration occurs

3.3.1. Calculation of the regeneration factor K for each pollutant (i)

Ki = Mpi / Msi

Msi, Mpi and Ki results shall be recorded in the test report delivered by the Technical Service.

Ki may be determined following the completion of a single sequence.

3.4. Calculation of combined exhaust emissions of multiple periodic regenerating systems

(1) <Object: word/embeddings/oleObject12.bin> nk 2

(2) <Object: word/embeddings/oleObject13.bin>

(3) <Object: word/embeddings/oleObject14.bin>

(4) <Object: word/embeddings/oleObject15.bin>

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(6) <Object: word/embeddings/oleObject17.bin>

(7) <Object: word/embeddings/oleObject18.bin>

Where:

For an illustration of measurement parameters see Figure 2 (below)

Figure 2. Parameters measured during emissions test during and between cycles where regeneration occurs

For more details, see Figure 3

Figure 3. Parameters measured during emissions test during and between cycles where regeneration occurs

For application of a simple and realistic case, the following description gives a detailed explanation of the schematic example shown in Figure 3 above:

- DPF (Diesel particulate filter): regenerative, equidistant events, similar emissions (±15%) from event to event:

Dk = Dk+1 = D1

dk = dk+1 = d1

Mrik - Msik = Mrik+1 - Msik+1

nk = n

- DeNOx: the desulphurisation (SO2 removal) event is initiated before an influence of sulphur on emissions is detectable (±15% of measured emissions) and in this example for exothermic reason together with the last DPF regeneration event performed.

M'sik,j=1 = constant Msik = Msik+1 = Msi2

Mrik = Mrik+1 = Mri2

For SO2 removal event: Mri2, Msi2, d2, D2, n2 = 1

- Complete system (DPF + DeNOx):

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The calculation of the factor (Ki) for multiple periodic regenerating systems is only possible after a certain number of regeneration phases for each system. After performing the complete procedure (A to B, see Figure 2), the original starting conditions A should be reached again.

3.4.1. Extension of approval for a multiple periodic regeneration system.

3.4.1.1. If the technical parameter(s) and or the regeneration strategy of a multiple regeneration system for all events within this combined system are changed, the complete procedure including all regenerative devices should be performed by measurements to update the multiple ki – factor.

3.4.1.2. If a single device of the multiple regeneration system changed only in strategy parameters (i.e. such as “D” and/or “d” for DPF) and the manufacturer could present technical feasible data and information to the Technical Service that:

- There is no detectable interaction to the other device(s) of the system; and

- The important parameters (i.e. construction, working principle, volume, location, etc.) are identical.

The necessary update procedure for ki could be simplified.

As agreed between the manufacturer and the Technical Service in such a case only a single event of sampling/storage and regeneration should be performed and the test results (“Msi”, “Mri”) in combination with the changed parameters (“D” and/or “d”) could be introduced in the relevant formula(s) to update the multiple ki - factor in a mathematical way under substitution of the existing basis ki - factor formula(s).

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