idiada: an homologation partner for the automotive industry · applus+ idiada is a type approval...
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I/M Programs. Knowledge and International
Technologies
Type Approval and Periodical Technical Inspection of polutant emissions
I/M Programs. Knowledge & International Technologies
01_ Applus+ IDIADA
02_ Air Quality: The need for Emissions Homologation
03_ UNECE: WP.29: The need for Harmonization
04_ Type Approval of Engine Emissions (EC/ECE)
05_ Periodic Technical Inspection Necessity
06_ CITA
07_ UN 1997 Agreement
08_ EU Directives & CITA Recommendations
I/M Programs. Knowledge & International Technologies
10_ EU & CITA Projects
11_ I/M World-wide (Other Areas in the World)
12_ Summary & Conclusions
09_ I/M Tests Standards (Comparative Study)
Applus+ IDIADA is a type approval agency officially empowered for European vehicle and systems homologation
Applus+ IDIADA is accredited for the whole list of European EU Directives and UN/ECE Regulations applicable to vehicles and components
Applus+ IDIADA
Official Technical Service for European Homologation
components
Applus+ IDIADA has also a high level of international recognition even in non European countries: South America, Japan, Israel, Saudi Arabia, Gulf Countries, etc.
Applus+ IDIADA is able of carrying out tests according to standards valid for self-certification (USA, Canada, Australia)
Applus+ IDIADA
Engineering
Homologation
Proving ground testing
Testing facility design
IDIADA’s services
� Headquarters in Spain
Germany 60 p.
Ingolstadt MunichIlsfeldWolfsburg
Spain 810 p.
Applus+ IDIADA _ International presence
PolandPoznan
JapanTokyo
ItalyTurin
Czech Republic 100 p.
Mlada BoleslavLiberecHradec králové
KoreaSeoul
China 40 p.ShanghaiBeijing
UKLondonHinckley
ParisMulhouse
France
SwitzerlandGeneva
DetroitUSA
RussiaNizhny Novgorod
India 70 p.
New DelhiPune
Spain 810 p.
MalaysiaKuala Lumpur
Brazil 180 p.
Sao PauloCuritibaTatuí
TaiwanLu Kang –Taichung area
BeijingChongqing
TurkeyIstanbul
BarcelonaHeadquarters & Technical Centre
Madrid
Granada
Mojacar
Vigo
India 110 p.
Engineering
CAD / CAE
Testing
Homologation
Facility Management
Project Management
ThailandBangkok
Saudi ArabiaRiyadh
I/M Programs. Knowledge&International Technologies
01_ Applus+ IDIADA
02_ Air Quality: The need for Emissions Homologation
03_ UNECE: WP.29: The need for Harmonization
04_ Type Approval of Engine Emissions (EC/ECE)
05_ Periodic Technical Inspection Necessity
06_ CITA
07_ UN 1997 Agreement
08_ EU Directives & CITA Recommendations
I/M Programs. Knowledge & International Technologies
01_ Applus+ IDIADA
02_ Air Quality: The need for Emissions Homologation
03_ UNECE: WP.29: The need for Harmonization
04_ Type Approval of Engine Emissions (EC/ECE)
05_ Periodic Technical Inspection Necessity
06_ CITA
07_ UN 1997 Agreement
08_ EU Directives & CITA Recommendations
UNECE: WP.29: The need for Harmonization
Regulatory framework for new vehicle types as well as in-use inspection have been introduced for the different countries since first motor vehicles were driven in urban areas. At first the regulatory framework was National
Regulatory framework: Nationally or internationally?
OK
One of the actual society tendencies is the raising awareness about the protection for human health and the preservation of human and animals lives, as well as the safeguarding of the environment. Hence, this concern has led the authorities of regions and various international organizations to adopt administrative, financial and technical measures about it.
These technical measures affecting products or services usually take the form of laws, technical regulations, Directives (in case of the EU), provisions, etc..
UNECE: WP.29: The need for Harmonization
Vehicle industry and car fleet started to develop (essentially after the IIWW)
• Appeared the necessity to establish rules for production, operation and use
Gaseous emissions of motor vehicles are one of the main contributors to air pollution which strongly affects the environment and the health of people
Appeared the necessity to implement acceptable limits for the exhaust
Why a World-wide regulatory framework for vehicles is needed?
• Appeared the necessity to implement acceptable limits for the exhaust emissions
Motor industry causes lots of accidents and negative effects to urban areas
• Appeared the necessity to establish standards to mitigate this effects
Regulatory framework: Nationally or internationally ?
Establishment of WP.29 in 1952 ���� World HARMONIZED Regulatory Framework
UNECE: WP.29: The need for Harmonization
The 1958 Agreement on vehicle regulations (1959): 131 Regulations constantly updated to technical progress
The 1997 Agreement on periodical technical inspections
WP.29 of UNECE is aiming at simplifying and harmonizing the international responsibility for road vehicle safety through its Agreements
The 1997 Agreement on periodical technical inspections
• (2001): Rule No. 1 on Emissions of pollutants
• Rule No. 2 for Roadworthiness
The 1998 Global (Parallel) Agreement on global technical regulations (2000): 12 regulations in force and other.. XX in draft ver sion
Since 2007, WP.29 is also considering fuel quality standards
I/M Programs. Knowledge & International Technologies
01_ Applus+ IDIADA
02_ Air Quality: The need for Emissions Homologation
03_ UNECE: WP.29: The need for Harmonization
04_ Type Approval of Engine Emissions (EC/ECE)
05_ Periodic Technical Inspection Necessity
06_ CITA
07_ UN 1997 Agreement
08_ EU Directives & CITA Recommendations
Type Approval of Engine Emissions (EC/ECE)
Type Approval (Prototype level)
COP (Production level)
OK
Periodic Technical Inspection (In-use level)
Type Approval of Engine Emissions (EC/ECE)
The EWVTA of road vehicles is mandatory in whole EU members for their registration. It was first defined in EU Directive 70/156/EEC and its amendments. Actually there is Directive 2007/46/EC which derogates directives. The Directive define the Partial Approvals which are Technical Requirements about safety and environmental protection.
European Whole Vehicle Type Approval (EWVTA)
� There are two sources of legislation for Partial Approvals :
The European Union issuing EU Directives or EU Regulations (after 2007/46/EC). They are published in Brussels by the European Commission
The United Nations issuing UN/ECE Regulations . They are published in Geneva by the Economic Commission for Europe . They are annexes to the 1958 Agreemen t of harmonization on Vehicle Regulations
� The technical contents are identical or very similar, discrepancies may rise from administrative issues.
Type Approval of Engine Emissions (EC/ECE)
70/220/EEC related to the measures to be taken against air pollution by gases from positive-ignition engines of motor vehicles
72/306/EEC Diesel Smoke
77/537/EEC Diesel smoke for use in wheeled agricultural or forestry tractors
European Union Type Approval
77/537/EEC Diesel smoke for use in wheeled agricultural or forestry tractors
80/1268/EEC. CO2 emissions/fuel consumption
80/1269/EEC. Engine power of motor vehicles
88/77/EEC related to the measures to be taken against the emission of gaseous pollutants from diesel engines for use in vehicles
97/24/EC, Article 5. Measures to be taken against air pollution caused by two or three-wheel motor vehicles
97/68/EC Emission of gaseous and particulate pollutants from internal combustion engines to be installed in non-road mobile machinery
Type Approval of Engine Emissions (EC/ECE)
2000/25/EC Emission of gaseous and particulate pollutants by Diesel engines for agricultural or forestry tractors
2005/55/EC taken against the emission of gaseous and particulate
European Union Type Approval
2005/55/EC taken against the emission of gaseous and particulate pollutants from compression-ignition engines for use in HD vehicles, and the emission of gaseous pollutants from positive-ignition engines fuelled with natural gas or liquefied petroleum gas for use in HD vehicles. Replaces 88/77/EEC
R(EC)715/2007 and R(EC)692/2008 Pollutant emissions from Light Duty vehicles (Euro 5 and Euro 6). Replaces 70/220/EEC, 72/306/EEC, 80/1268/EEC
R(EC)595/2009 and R(EC)582/2011 . Emissions from heavy duty vehicles Euro VI. Replaces 2005/55/EC
Type Approval of Engine Emissions (EC/ECE)
UNECE Type Approval
Regulation No. 15 Type Approval of vehicles equipped with a positive-ignition engine or with a compression-ignition engine with regard to the emission of gaseous pollutants. Method of measuring the power of positive-ignition engines. gaseous pollutants. Method of measuring the power of positive-ignition engines. Method of measuring the fuel consumption of vehicles (OBSOLETE)
Regulation No. 24 , visible pollutants and power measurement of Diesel Engines
Regulation No. 40 , Motorcycles emissions
Regulation No. 49 , Heavy Duty Diesel Engine emissions
Regulation No. 83 , Light Duty engine emissions. Replaces Regulation No. 15
Regulation No. 85 , Measurement of net power
Regulation No. 101 , CO2 emission/fuel consumption
Type Approval of Engine Emissions (EC/ECE)
Regulation No. 24 _ 72/306/CEE
Diesel Smoke
Scope of application: Vehicles with compression ignition engine
Regulation 24.03 (03 series of amendments) allows approvals of diesel engines for diesel smoke, measurement of engine power and installation of a previously approved engineapproved engine
New Regulations CE refer to Regulation ECE 24.03 for technical requirements
Requirements and specifications:
• Specifications concerning cold-start test devices
• Use of reference fuel
• Use of opacimeter with specified characteristics
• Test of Engine Power measurement regarding 80/1269/CEE or Regulation ECE No. 85 for specified limits of validation in the bench (Maximum power: +/- 2%, other points: +6%, -2%)
Type Approval of Engine Emissions (EC/ECE)
Regulation No. 24 _ 72/306/CEE
Diesel Smoke
Tests
• Tests at steady speeds over the full-load curve
� The opacity of the exhaust gases produced by the engine shall be measured with the engine running under full-load and at steady speed.
� A sufficient number of measurements will be carried out ranging between the maximum rated � A sufficient number of measurements will be carried out ranging between the maximum rated speed and the minimum rated speed. The extreme points of measurement shall be situated at the limits of the interval defined above and one point of measurement will coincide with the speed at which the engine develops its maximum power and the speed at which it develops maximum torque.
� For each of the engine speeds at which the absorption coefficient is measured, the nominal gas flow shall be calculated by means of the following formula:
� For each speed the Absorption coefficient shall not exceed the limit value of the following table:
Type Approval of Engine Emissions (EC/ECE)
Regulation No. 24 _ 72/306/CEE
Diesel Smoke
Tests
• Tests under free acceleration
� The test shall be carried out on an engine installed on a test bench or on a vehicle.
� The free acceleration visible pollutants shall be measured with the engine in the maximum
rated speed and maximum power condition.
Similar to Periodic Technical Inspections (PTI) Standards
� The diagram below shows the six possible measuring points of the matrix and the range of power and speed governed by each point.
rated speed and maximum power condition.
Type Approval of Engine Emissions (EC/ECE)
Regulation No. 24 _ 72/306/CEE
Diesel Smoke
Tests
• Tests under free acceleration
Determination of the corrected value of the Absorption coefficient� Determination of the corrected value of the Absorption coefficient
Type Approval of Engine Emissions (EC/ECE)
Regulation No. 83 _ R(EC)715/2007 and R(EC)692/2008
Emissions from Light Duty vehicles
Scope of application :
• Euro 4: M1, N1 . (At the client’s request M2, N2 with MR ≤ 2840 kg)
• Euro 5, 6: M1, M2, N1 y N2 with MR ≤ 2610 kg (At the client’s request MR ≤ 2840 kg)
Main Dates of application :
New
01/01/2011(M1, N1 class I)
01/09/2010(N1 class II & III, N2)
01/01/2012(N1 class II & III, N2)
01/09/2009(M1, N1 class I)
01/09/2014(M1, N1 class I)
01/09/2015(N1 class II & III, N2)
01/09/2015(M1, N1 class I)
01/09/2016(N1 class II & III, N2)
EURO V
EURO VI
New TypeNew
Registration
Type Approval of Engine Emissions (EC/ECE)
Regulation No. 83 _ R(EC)715/2007 and R(EC)692/2008
Emissions from Light Duty vehicles
Tests and requirements:
• Type I: tailpipe emissions at ambient conditions
• Type II: CO at idle speed (0,3% instead 3,5%)
• Type III: crankcase emissions
• Type IV: evaporative emissions• Type IV: evaporative emissions
• Type V: durability of antipollution devices (80.000 to 160.000 km)
• Type VI: emissions at low temperature
• On Board Diagnostics (OBD) (including NOx for EU5+)
• Roadworthiness test (0,2% at 2000+ and 0,97 < lambda < 1,03)
• COP & “in-use” (0 & 100.000 km)
• IUPR (EU5+)
• Access to vehicle OBD and repair and maintenance information
Regulations CE refer to Regulations ECE 83, 24, 85, 101, … for technical requirements
Type Approval of Engine Emissions (EC/ECE)
Regulation No. 83 _ R(EC)715/2007 and R(EC)692/2008
Emissions from Light Duty vehicles
Operating cycle for the Type I Test
Type Approval of Engine Emissions (EC/ECE)
Regulation No. 83 _ R(EC)715/2007 and R(EC)692/2008
Emissions from Light Duty vehicles
Emission Limit Euro 3 & Euro 4
Euro 3
Euro 4
Type Approval of Engine Emissions (EC/ECE)
Emissions from Light Duty vehicles
Emission Limit Euro 5 & Euro 6
Eur
o 5
Eur
o 6
Type Approval of Engine Emissions (EC/ECE)
Emissions from Light Duty vehicles
Emission Standard Evolution
Type Approval of Engine Emissions (EC/ECE)
Regulation No. 49 _ R(EC)592/2011 and R(EC)582/2011
Emissions from Heavy Duty vehicles
(At the client’s request MR ≤ 2610 kg
Scope of application :
• Euro 4 : C.I or gas vehicles, except M1 with a technically p ermissible maximum laden mass less than or equal to 3,5 tons
• Euro 5, 6 : C.I or gas vehicles M1, M2, N1 y N2 with MR ≥ 2610 kg and M3, N3
Main Dates of application :
New TypeNew
Registration
EURO V
EURO VI
01/10/2009
31/12/2013
01/10/2008
31/12/2012
(At the client’s request MR ≤ 2610 kg of an incomplete vehicle) (At the client’s request MR ≥ 2380 kg if also meet requirements of CO2 and fuel of R(EC)715/2007)
Type Approval of Engine Emissions (EC/ECE)
Regulation No. 49 _ R(EC)592/2011 and R(EC)582/2011
Emissions from Heavy Duty vehicles
Euro III, IV, V :
• Test cycles: ESC, ELR, ETC
• Limit values
E III
E IIIE IVE V
E III
E IVE V
Type Approval of Engine Emissions (EC/ECE)
Regulation No. 49 _ R(EC)592/2011 and R(EC)582/2011
Emissions from Heavy Duty vehicles
Euro III, IV, V :
• Sequence of ESC (European Steady-state Cycle) Test 13-Mode
where the engine speeds A, Band C shall be calculated asfollows:follows:
with:
nhi = 0.70 x P(n)
nlo = 0.50 x P(n)
P(n) = declared maximum net power
Type Approval of Engine Emissions (EC/ECE)
Regulation No. 49 _ R(EC)592/2011 and R(EC)582/2011
Emissions from Heavy Duty vehicles
Euro III, IV, V :
• Sequence of ELR test
European Load Response (Diesel Smoke)
• Sequence of ETC test
European Transient Cycle
where the engine speeds A, B and C shall be calculated as before
Type Approval of Engine Emissions (EC/ECE)
Regulation No. 49 _ R(EC)592/2011 and R(EC)582/2011
Emissions from Heavy Duty vehicles
Euro VI :
• Test cycles: WHSC, WHTC
• Limit values
Type Approval of Engine Emissions (EC/ECE)
Regulation No. 49 _ R(EC)592/2011 and R(EC)582/2011
Emissions from Heavy Duty vehicles
Euro VI :
• Sequence of WHSC (WorldHarmonized Steady State Cycle)
• Sequence of WHTC (WorldHarmonized Transient Cycle)
Type Approval of Engine Emissions (EC/ECE)Euro Directive New Type
ApprovalNew Registration
Limit values [g/kWh] Tests
E 0 88/77/CEE 01/07/1988 01/10/1990 CO HC NOx11,2 2,4 14,4
- Cycle 13 modes- Speed: idle, intermediate, rated
E I 91/542/CEE96/1/CE
01/07/1992 01/10/1993 CO HT NOx PT4,5 1,1 8 0,36
E II 01/10/1995 01/10/1996 CO HT NOx PT4,0 1,1 7 0,15
E III 1999/96/CE2001/27/CE
01/10/2000 01/10/2001 ESC, ELR (C.I Engines)CO HC NOx PT H*2,1 0,66 5,0 0,1 0,8ETC (P.I Engines)CO HC CH4 NOx PT5,45 0,78 1,6 5,0 0,16
- ESC, ELR and ETC cycles - Speed; A, B, C
5,45 0,78 1,6 5,0 0,16
E IV 2005/55/CE2005/78/CE2006/51/CE2008/74/CE
01/10/2005 01/10/2006 ESC, ELR (C.I Engines)CO HC NOx PT H*1,5 0,46 3,5 0,02 0,5ETC (All)CO HC CH4 NOx PT4,0 0,55 1,1 3,5 0,03
- ESC, ELR and ETC cycles - Speed; A, B, C
E V 01/10/2008 01/10/2009 ESC, ELR (C.I Engines)CO HC NOx PT H*1,5 0,46 2,0 0,02 0,5ETC (All)CO HC CH4 NOx PT4,0 0,55 1,1 2,0 0,03
- ESC, ELR and ETC cycles - Speed; A, B, C
E VI R(CE)595/2009R(CE)582/2011R(UE)64/2012
31/12/2012 31/12/2013 WHSC (C.I Engines)CO THC NOx NH3 Pm Pn1,5 0,13 0,410ppm 0,018·1011
- WHSC and WHTC cycles
I/M Programs. Knowledge & International Technologies
01_ Applus+ IDIADA
02_ Air Quality: The need for Emissions Homologation
03_ UNECE: WP.29: The need for Harmonization
04_ Type Approval of Engine Emissions (EC/ECE)
05_ Periodic Technical Inspection Necessity
06_ CITA
07_ UN 1997 Agreement
08_ EU Directives & CITA Recommendations
Periodic Technical Inspection (PTI)
After a vehicle type has been approved and the mass production is controlled by the Administration in the annual COP, the vehicles are sold
and used by the owners.
Periodic Technical Inspections necessity
The Periodic Technical Inspection, PTI aims to check the continuous compliance of minimum requirements during the whole useful life of
each vehicle
The failure results of the inspections provide good and objective evidence of the need for enforcement of periodical inspection controls
There is need for periodical technical inspections?
Periodic Technical Inspections from the NETHERLANDS (July-October 2006)
Periodic Technical Inspections necessity
→Failure rates grow with vehicle age
Periodic Technical Inspections for heavy goods vehicles in BRITAIN (2002 - 2006)
Periodic Technical Inspections necessity
→Failure rates over a spread of years do not show vehicles becoming more reliable and durable
Conclusion: Roadworthiness enforcement is still needed and needs to become more effective
I/M Programs. Knowledge & International Technologies
01_ Applus+ IDIADA
02_ Air Quality: The need for Emissions Homologation
03_ UNECE: WP.29: The need for Harmonization
04_ Type Approval of Engine Emissions (EC/ECE)
05_ Periodic Technical Inspection Necessity
06_ CITA
07_ UN 1997 Agreement
08_ EU Directives & CITA Recommendations
CITA
International Motor Vehicle Inspection Committee (CITA)
CITA is the most important organization involved World-Wide in roadworthiness inspections of in-service vehicles.
CITA began its work after the Agreement Geneva 1958 concerning the Adoption of Uniform Technical Prescription for Wheeled Vehicles.
CITA is the international association of all stakeholders involved in the PERIODIC TECHNICAL INSPECTION (PTI) of vehicles in use.
Members of CITA are Governments, Public Agencies and Private Operators.
CITA members carry out more than 250 million inspections per year
General Assembly
Work Topic Areas
SECR
RAGs
RAG Europe
COUNCIL
Bureau Permanent
Governance
Executive
Projects
CITAOPERATIONAL STRUCTURE (New working Arrangements si nce 2010)
Advisors
RETARIAT
RAG Asia/Australasia
RAG North America
1. Safety Systems
2. Environmental Protection Syst.
3. Standardized Inspect. Outcomes
4. Continuous Compliance
5. Information Systems
RAG Central & South America
TEGs WGs&
ECS
Database
Emissions
.....
WG 2 & 3 Wheelers
CITA
Membership Evolution
5660
64
7073
78
91
106
117113
117
123 122
60
70
80
90
100
110
120
130
Members
Full Members Corporate Member Affiliated Ass ociations Provisional Members
Affiliated Non-Associations Vehicle Industry
Governmental, non-profit, profit, VI services and V I equipment organizations
43
51
56
30
40
50
60
1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013
Year
CITA
Members
- Algeria - Ivory Coast- Tunisia- South Africa
- China- Israel- Japan- Lebanon- Malaysia- New Zealand
- Andorra- Austria- Belgium- Croatia- Czech Republic- Denmark- Estonia- Finland- France- Germany- G. D. Luxemburg- Greece- Hungary- Iceland
- Argentina- Brazil- Chile- Colombia- Costa Rica- Paraguay
Africa: 4 America: 7 Asia/Australasia : 11
Europe: 32
- New Zealand- Rep. South Korea- Saudi Arabia- Singapore- UAE (Dubai)- Vietnam
- Iceland - Ireland- Italy- Kosovo- Latvia- Lithuania- The Netherlands- Portugal- Poland- Romania- Russia- Slovak Republic- Slovenia- Spain- Sweden- Switzerland- Turkey- United Kingdom- Ukraine
- Paraguay- USA
- Illinois- New York- North Carolina- Pennsylvania- Utah
Total: over 50 countries
CITA
Activities
Services
Conferences
Seminars
Working Groups
Regional Advisory Groups
Products
Recommendations
Questionnaires
Study reports
Publications Regional Advisory Groups
Project management
Research studies
Project resources research
Queries & surveys
Future+
Publications
- CITA News
- CITA Flash
- Ad-hoc
Library
Website
Future+
CITA
Nr 1 Inspections Items for Motor Vehicles
Nr 2 Public Service Vehicles
Nr 3 Features for Measuring Equipment
Nr 4 Reference decisions. In-use vehicles with technical modifications
Nr 5 Inspections of Motorcycles. Items to be Inspected
To encourage standardization and as Best Practice Guidelines, CITA issues various Recommendations
CITA’s Publications
Nr 6 Inspections on Installations & Operation of LPG Equipment
Nr 7 Inspection Station Equipment
Nr 8 Brake Testing of Heavy Vehicles & Cars
Nr 9A Quality Systems. Independent Road Vehicle Inspection bodies not undertaking related Activities
Nr 9B Quality Systems. Independent Road Vehicle Inspection Bodies under Direct Supervision of a Designated Authority
Nr 10 Now covered under R1, 2, 5 and 11
Nr 11 Roadside inspection Items, Methods & Reasons for Rejection
Nr 12 Verification of Road Speed Limiter Systems
Nr 13 Quality Measurement Methods for Vehicle Inspection
Nr 15 European Database for PTI Purposes
Nr 17 Roles of supervising bodies for vehicle inspection operators under CITA recommendation 9B
CITA’s Publications
At regular intervals CITA sends out Questionnaires to its members to gather and update information and data about vehicle inspection related issues
1. General
2. Brake testing
3. Quality
4. Emission testing – Petrol vehicles
CITA’s Publications
4. Emission testing – Petrol vehicles
CITA News & CITA Flash inform members about the meetings of the Bureau Permanent, its activities on EU and UN level, the activities of the different Working Groups, etc.
CITA
Recognition
• By the EU Commission and the UN/ECE as an expert on in-use vehicle
Relationship between UNECE-WP.29 and the EU
expert on in-use vehicle inspections
• Official observer with a consultative Status, category II for the UN/ECE
CITA
Meetings
Relationship between UNECE-WP.29 and the EU
On current and new Directives and Regulations movements:
• EU Commission, Directorate for Transport and Energy
• EU, Technical Adaptation Committee for Technical Progress
• UN/ECE, WP29
Documents
Advice
Assistance
Research
Propose suggestions and draft texts for discussion:
• New Directives and Regulations
• Amendments to Directives and Regulations
CITA
I/M Programs. World-wide Regulation
CITA’s Recommendations are the basis for the International and National Regulations
I/M Programs. Knowledge & International Technologies
01_ Applus+ IDIADA
02_ Air Quality: The need for Emissions Homologation
03_ UNECE: WP.29: The need for Harmonization
04_ Type Approval of Engine Emissions (EC/ECE)
05_ Periodic Technical Inspection Necessity
06_ CITA
07_ UN 1997 Agreement
08_ EU Directives & CITA Recommendations
UN 1997 Agreement
Thanks to UN Rules annexed to the UNECE 1997 Vienna Agreement, inspection specifications are increasingly being harmonized and set internationally
In 1997 it was considered that fixing a minimum level of environmental performances of heavy duty vehicles in use was useful in order to facilitate the
Agreement Concerning the Adoption of Uniform Conditions for Periodical Technical Inspections of Wheeled Vehicles and the Reciprocal Recognition of such Inspection
performances of heavy duty vehicles in use was useful in order to facilitate the intra-European traffic of commercial vehicles. Although European Union decided not to become Contracting Party.
Technical UN Rules for vehicle inspection have been annexed to he Agreement, with the technical contribution of WP.29 participants and in particular of the International Motor Vehicle Inspection Committee (CITA)
UN Rules may be considered as useful by countries which wish to introduce, in their national legislation, a periodic inspection system based on international expertise.
UN 1997 Agreement
Addendum 1: Rule No. 1
UNIFORM PROVISION FOR PERIODICAL TECHNICAL INSPECTI ONS OF WHEELED VEHICLES WITH REGARD TO THE PROTECTION OF T HE ENVIRONMENT
Vehicle Categories Inspection Intervals
Passenger-carrying motor vehicles: M2 above 3.500 kg
One year after the first registration and annually thereafter for vehicles vehicles: M2 above 3.500 kg
and M3
Good vehicles: N2 and N3
and annually thereafter for vehicles registered in countries where all relevant UNECE Regulations or EU Directives do apply for type approval. For countries not doing so, an inspection is required on first registration.
based on Recommendation no. 1
I/M Programs. Knowledge & International Technologies
01_ Applus+ IDIADA
02_ Air Quality: The need for Emissions Homologation
03_ UNECE: WP.29: The need for Harmonization
04_ Type Approval of Engine Emissions (EC/ECE)
05_ Periodic Technical Inspection Necessity
06_ CITA
07_ UN 1997 Agreement
08_ EU Directives & CITA Recommendations
EU Directives
(European Commission – Directorate General Transport and Energy, Inland Transport, Road Safety Unit)
Compulsory legislation for EU Members
European Commission EC-DGTREN
Periodic Technical Inspections (PTI) Roadside Inspections (RSI)
EC Directive
Rec
omm
enda
tion
no. 1
Recom
mendation
no. 11Inspections (PTI)
2010/48/EU
amending2009/40/EC
replaces 96/96/EC(26th June 2009)
Roadside Inspections (RSI)
2010/47/EU
amending2000/30/EC
Rec
omm
enda
tion
no. 1
Recom
mendation
no. 11
This regulatory framework can be complemented by stronger national requirements
EC Directive define the MINIMUM ISPECTION REQUIREMENTS in the EU members
EU Directives
COMMISSION DIRECTIVE 2010/48/EU of 5 July 2010 adapting to technical progress Directive 2009/40/EC of the European Parliament and of the Council on roadworthiness tests for motor vehicles and their trailers
Category of Vehicle Frequency of Tests
1. Motor vehicles used for the carriage of passengers and withmore than eight seats, excluding the driver's seat. (M2 and M3)
One year after the date on which the vehicle was firstused, and thereafter annually.
2. Motor vehicles used for the carriage of goods and having a One year after the date on which the vehicle was first
Directive 2010/48/EU (PTI stationary inspections)
2. Motor vehicles used for the carriage of goods and having amaximum permissible mass exceeding 3.500kg. (N2 and N3)
One year after the date on which the vehicle was firstused, and thereafter annually.
3. Trailers and semi-trailers with a maximum permissible massexceeding 3.500kg. (O3 and O4)
One year after the date on which the vehicle was firstused and thereafter annually.
4. Taxis, ambulances.One year after the date on which the vehicle was firstused, and thereafter annually.
5. Motor vehicles having at least four wheels, normally used forthe road carriage of goods and with a maximum permissible massnot exceeding 3.500kg, excluding agricultural tractors andmachinery. (N1)
Four years after the date on which the vehicle was firstused, and thereafter every two years .
6. Motor vehicles having at least four wheels, used for thecarriage of passengers and with not more than eight seatsexcluding the driver's seat. (M1)
Four years after the date on which the vehicle was firstregistered, and thereafter every two years .
The technical requirements are set out thanks to the CITA Recommendation No. 1
EU Directives
COMMISSION DIRECTIVE 2010/47/EU of 5 July 2010 adapting to technical progress Directive 2000/30/EC of the European Parliament and of the Council on the technical roadside inspection of the roadworthiness of commercial vehicles circulating in the Community
EU Directive 2010/47 (Roadside random inspections)
Category of Vehicle
The technical requirements are set out thanks to the CITA Recommendation No. 11
1. Motor vehicles used for the carriage of passengers and with more thaneight seats, excluding the driver's seat. (M2 and M3)
2. Motor vehicles used for the carriage of goods and having a maximumpermissible mass exceeding 3.500kg. (N2 and N3)
3. Trailers and semi-trailers with a maximum permissible massexceeding 3.500kg. (O3 and O4)
Directive 2010/48/EU (PTI: CITA Rec.1)
CITA Recommendation 1
Inspection of vehicles in categories M, N and OItems to be inspected during periodic inspection
Adoption date: 4 May 2011
8.1 Noise
8.2 Exhaustemissions
Petrol
Diesel
8.3 Electromagneticinterference supresssion
Directive 2010/48/EU (PTI: CITA Rec.1)
“Minor Defects” (MiD) no significant effect on the safety of the vehicle. The vehicle does not have to be re-examined
“Major Defects” (MaD) may prejudice the safety of the vehicle. Further use of the vehicle without repair is not allowed
“Dangerous Defects” (DD) constitute a direct and immediate risk to road safety such that the vehicle should not be used on the road under any circumstances
Assessing of defects
such that the vehicle should not be used on the road under any circumstances
Roadside Technical Inspection vehicles in SWEDEN (2005)
→nearly 40% of vehicles inspectedon the roads in Sweden haveeither dangerous ormajor faults
8.2 Exhaust emissions
Petrol engine emissions
Item Method Principal reasons for rejectionDefect categorisation
MiD MaD DD
Exhaust emission control
Visual inspection
(a) Emission control equipment fitted by the manufacturer
(b) Leaks which would affect
X X
X
Directive 2010/48/EU (PTI: CITA Rec.1)
equipment(b) Leaks which would affect
emission measurementsX
Gaseous Emissions
Measurement using an exhaust gas analyser in accordance with the requirements
(a) Specific levels(b) CO emissions(c) Lambda(d) OBD
XXXX
Requirements are laid down by type-approval requirements at the date of first registration or first entry into service as well as retrofitting obligations or national legislation of the country of registration
CITA: Recommendation no.1
If the exhaust emissions are not controlled by an advanced emission control system such as a three-way catalytic converter that is lambda-probe controlled:
After a reasonable period of engine conditioning (taking account of manufacturer’s recommendations) the carbon monoxide (CO) content of the exhaust gases is measured when the engine is idling (no load) .
8.2 Exhaust emissions_Petrol engine emissions
Gaseous emissions
Reasons for rejection :Reasons for rejection :
(a) Gaseous emissions exceed the specific
levels given by the manufacturer
(b) If this information is not available, the CO emissions exceed,
– 4,5% vol , vehicles registered before 1 October 1986
– 3,5% vol , vehicles registered after 1 October 1986
CITA: Recommendation no.1
If the exhaust emissions are controlled by an advanced emission control systemsuch as a three-way catalytic converter that is lambda-probe controlled:
Determination of the efficiency of the vehicle’s emission control system by measuring the lambda value and the CO content of the exhaust gases. For each of the tests the engine is conditioned in accordance with the vehicle manufacturer’s recommendations.
• % CO at engine idling speed (no load)
8.2 Exhaust emissions_Petrol engine emissions
Gaseous emissions
• % CO at engine idling speed (no load)
• % CO & lambda value ( λ) at high idle speed (no load) ���� at least 2000 min -1
Alternatively, for vehicles equipped with on-board diagnostic systems, the proper functioning of the emission system can be checked by appropriate reading the OBD device .
Equipment:
A garage-type non-dispersive infrared (NDIR) analyzer. A probe in the tailpipe is introduced.
Principal reasons of rejection:
• (a) Gaseous emissions exceed the specific levels given by the manufacturer
• (b) If this information is not available, the CO emissions exceed,
– at engine idle: 0,5% vol– at high idle: 0,3% vol
– at engine idle: 0,3% vol
8.2 Exhaust emissions_Petrol engine emissions
Directive 2010/48/EU (PTI: CITA Rec.1)
before Euro 3 limit of emissions
Since Euro 3 limit of emissions or – at engine idle: 0,3% vol– at high idle: 0,2% vol
• (c) Lambda outside the range 1+/- 0.03 or in accordance with the manufacturer’s specification
• (d) OBD readout indicating significant malfunction
Since Euro 3 limit of emissions or vehicles registered after 1 July 2002
Principal reasons of rejection:
• (c) Lambda value ( λ)
� Lambda is the ratio of O2 available to the Combustion Process vs. the combustion demand for O2 to attain complete oxidation.
� Lambda is equal to 1 when O2 and combustible demand for O are in balance, the perfect stoichiometric point, so
8.2 Exhaust emissions_Petrol engine emissions
Directive 2010/48/EU (PTI: CITA Rec.1)
for O2 are in balance, the perfect stoichiometric point, so there is not excess of air as a combustion product.
� At this point Air/Fuel ratio is 14,71 kg air/ 1 kg fuel , for Gasoline combustible.
� Lambda/oxygen sensor measures the residual concentration of O2 in combustion exhaust gases.
Lambda sensor
Principal reasons of rejection:
• (c) Lambda value ( λ)
� Catalytic converters are designed to work best when the exhaust gases passing through them are the result of nearly perfect combustion, λ = 1
8.2 Exhaust emissions_Petrol engine emissions
Directive 2010/48/EU (PTI: CITA Rec.1)
λ = 1 Stoichiometric Mixture (14,7:1)
λ < 1 Rich Mixture
λ > 1 Lean Mixture
8.2 Exhaust emissions
Diesel engine emissions
Item Method Principal reasons for rejectionDefect categorisation
MiD MaD DD
Exhaust emission control
Visual inspection (a) Emission control equipment fitted by the manufacturer
X X
X
Directive 2010/48/EU (PTI: CITA Rec.1)
control equipment
manufacturer(b) (b) Leaks which would
affect emission measurements
X
Opacity
(for vehicles registered or put into service after 1 January 1980)
Exhaust gas opacity to be measured during free acceleration (no load from idle up to cut-off speed) with gear lever in neutral and clutch engaged
(a) Manufacturer’s plate on the vehicle
(b) Opacity levels (Absorption coefficient, m-1)
XXXX
8.2 Exhaust emissions_Diesel engine emissions
Opacity
Directive 2010/48/EU (PTI: CITA Rec.1)
Vehicle preconditioning
• (1) Vehicles may be tested without preconditioning although for safety reasons checks should be made that the engine is warm and in a satisfactory mechanical condition
• (2) Precondition requirements:
Engine shall be fully warm
� Oil temperature measured by a probe in the oil level dipstick tube to be at least 80ºC, or normal � Oil temperature measured by a probe in the oil level dipstick tube to be at least 80ºC, or normal operating if lower
� If this measurement is impractical, the establishment of the engine’s normal operating temperature may be made by other means, for example by the operation of the engine cooling fan
Exhaust system shall be purged by at least 3 acceleration cycles or by an equivalent method
Test procedure
• (1) Engine and any turbocharger fitted, to be at idle before the start of each free acceleration cycle. For HD, this means waiting for at least 10 sec after the release of the throttle.
• (2) To initiate the cycle, the throttle pedal must be fully depressed
8.2 Exhaust emissions_Diesel engine emissions
Opacity
Directive 2010/48/EU (PTI: CITA Rec.1)
quickly and continuously (in less than 1sec) but not violently, so as to obtain the maximum delivery from the injection pump.
• (3) During each cycle, the engine shall reach cut-off speed or, for vehicles with automatic transmissions, the speed specified by the manufacturer.
• (4) Vehicles shall only be failed if the arithmetic means of at least the last 3 cycles are in excess of the limit value . This may be calculated by ignoring any measurement that departs significantly from the measured mean. Member States may limit the number of test cycles.
• (5) To avoid unnecessary testing, Member States may fail vehicles which have measure values significantly in excess of the limits after less than 3 cycles. Equally, MS may pass vehicles which have measured values significantly below the limits after 3 cycles.
opacimeter
Principal reasons of rejection:
• (a) The level of concentration (Absorption coefficient) must not exceed the level recorded on the plate pursuant to Directive 72/306/EEC or Regulation No. 24
• (b) Where this information is not available or requirements do not allow the use of reference values,
for naturally aspirated engines:
– 2.5 m-1
8.2 Exhaust emissions_Diesel engine emissions
Directive 2010/48/EU (PTI: CITA Rec.1)
– 2.5 m-1
for turbo-charged engines:
– 3.0 m-1
since Euro 4 limit of emissions for Light Duty Vehicles
since Euro IV limit of emissions for Heavy Duty Vehicles
for vehicles registered after 1 July 2008 if compliance with limits is not possible
– 1.5 m-1
Requirements are laid down by type-approval requirements at the date of first registration or first entry into service as well as retrofitting obligations or national legislation of the country of registration
Directive 2010/47/EU (RSI: CITA Rec. 11)
Recommendation no. 11 covers all M, N and O vehicle categories.
The items to be inspected are those that can be carried out at the roadside with or without the use of equipment, and without the use of tools to dismantle
CITA Recommendation 11
Items to be inspected at the roadside, methods of inspection and principal reasons for rejection
equipment, and without the use of tools to dismantle or remove any part of the vehicle.
Items that may only be checked by the use of equipment have been marked with an (E)
The use of equipment is not mandatory during roadside inspections. However it will enhance the quality of inspections and where possible, it is recommended
Adoption date: 4 May 2011
Directive 2010/47/EU (RSI: CITA Rec. 11)
8.2 Exhaust emissions
Petrol engine emissions
Item Method Principal reasons for rejectionDefect categorisation
MiD MaD DD
Exhaust emission control
Visual inspection
(a) Emission control equipment fitted by the manufacturer
(b) (b) Leaks which would affect
X X
control equipment
(b) (b) Leaks which would affect emission measurements
X
Gaseous Emissions(E)
Measurement using an exhaust gas analyser in accordance with the requirements
(a) Specific levels(b) CO emissions(c) Lambda(d) OBD(e) Remote sensing
measurement showing significant non-compliance
XXXX
8.2 Exhaust emissions
Diesel engine emissions
Item Method Principal reasons for rejectionDefect categorisation
MiD MaD DD
Exhaust emission control
Visual inspection (a) Emission control equipment fitted by the manufacturer
X X
X
Directive 2010/47/EU (RSI: CITA Rec. 11)
equipment (b) (b) Leaks which would affect emission measurements
X
Opacity(E)
(for vehicles registered or put into service after 1 January 1980)
Exhaust gas opacity to be measured during free acceleration (no load from idle up to cut-off speed) with gear lever in neutral and clutch engaged
(a) Manufacturer’s plate on the vehicle
(b) Opacity levels(c) Remote sensing
measurement showing significant non-compliance
XXXX
Specimen Technical Roadside Inspection Report incorporating a Check-list
Directive 2010/47/EU (RSI: CITA Rec. 11)
CITA Rec. 5 (Motorcycles)
Inspection of vehicles in category L
Items to be inspected in inspection stations
Adoption date: 6 May 2008
8.1 Noise
8.2 Exhaustemissions
Petrol
Diesel
8.3 Electromagneticinterference supresssion
8.4 Other items related to the environment
Item Method Principal reasons for rejectionDefect categorisation
MiD MaD DD
Petrol engine emissions
Exhaust emission control equipment
Visual inspection (a) Emission control equipment fitted by the manufacturer
(b) (b) Leaks which would affect emission measurements
X X
X
Gaseous Emissions
Not in accordance with regulations 1/ X
Diesel engine emissions
CITA Rec. 5 (Motorcycles)
Exhaust emission control equipment
Visual inspection (a) Emission control equipment fitted by the manufacturer
(b) (b) Leaks which would affect emission measurements
X X
X
Opacity Not in accordance with regulations 1/ X
Other items related to the environment
Visible smoke
Visual examination
Excessive smoke likely to obscure vision X X
Fluid leaks Visual examination
Any excessive fluid leak likely to harm the environment or to pose a safety risk to other road users.
X X
1/ ‘regulations’ means the relevant national or international requirements specified in national legislation.
I/M Programs. Knowledge & International Technologies
10_ EU & CITA Projects
11_ I/M World-wide (Other Areas in the World)
12_ Summary & Conclusions
09_ I/M Tests Standards (Comparative Study)
I/M Tests Standards (Comparative Study)
The objective of I/M test is to ensure that the vehicle is still able to circulate (still roadworthy) and is necessary to perform shorter and extremely cheaper tests on I/M programs, I/M tests are simpler and less restrictive than TA-Tests (Type Approval Tests)
Comparison between the different Emissions I/M Tests Standards
Gasoline
Diesel
I/M Tests Standards (Comparative Study)
It is performed under no load conditions and pollutant measurement is performed on concentration units over raw exhaust gas .
The test is done at idle speed and/or higher engine speed (2000 – 3000 r pm) and its transmission in neutral position
The test duration is about 30 sec in case of single idle speed test and up to about 5 minutes if it is a two-speed test (Two Speed Idle Test, TSI)
1.- Idle/Fast Idle Test_TSI(Two Speed Idle Test) Gasoline
5 minutes if it is a two-speed test (Two Speed Idle Test, TSI)
Emissions analyzer: A garage-type non-dispersive infrared (NDIR) analyzercapable of measuring CO, HC and CO 2 concentrations . A probe in the tailpipeis introduced.
Disadvantages
• It is not able to detect defects related to high emissions on catalyzed vehicles (oxygen sensor failure or low catalyst efficiency)
• It is not able to detect the performance of the injection system during transient engine operation
• As the test is done with no load, NOx emissions are negligible.
I/M Tests Standards (Comparative Study)
The air/fuel mixture is usually known as lambda value. In catalyzed vehicles, Lambda value should be close to the stoichiometric air/fuel ratio (14.7/1) in order to allow a good catalyst performance . The lambda value is controlled by different oxygen sensors on the exhaust system.
In case of a malfunction of these sensors the mixture preparation would not be correct and the catalyst would not be able to work properly causing a high
2.- Idle/Fast Idle Test with lambda test Gasoline
increase in the emissions.
To cover catalyst equipped cars, Idle test can be improved with a lambda test.
Disadvantages
• It is not able to detect the performance of the injection system during transient engine operation
• As the test is done with no load, NOx emissions are negligible.
I/M Tests Standards (Comparative Study)
Acceleration simulation mode is a Steady-State loaded test with pollutant concentration measurement. The dynamometer is adjusted so that a certain speed and certain constant energy absorption (load) are obtained. The load and speed conditions are maintained during some time (usually 30 seconds) to allow the vehicle and the engine to reach a completely stabilized regime .
The most usual test conditions for speed/load factors are:
3.- ASM test (Acceleration Simulation Mode) Gasoline
• High load / Low speed (50/15)
• Moderate load / Moderate Speed (25/25)
The main difference with idle tests is that ASM is a load test and so NOx measurements are possible. Cut points for HC, CO and NOx are used.
Disadvantages
• No transient cycles are simulated. A concentration reading is supposed to be representative of the stabilized regime emissions.
I/M Tests Standards (Comparative Study)
Introduction of the ASM test in Chile in September 2008
3.- ASM test (Acceleration Simulation Mode) Gasoline
I/M Tests Standards (Comparative Study)
Different transient tests were developed in USA since the decade of 1970’s in order to find tests with a good correlation with FTP (Federal Tests Procedures) at an affordable cost.
This test is similar to FTP75 but it is performed with a shortened 240 secondscycle as the one represented in the following graph:
4.- IM240 Gasoline
IM240 is a transient-load test so NOx measurement is possible and transient phase’s emissions are considered. This method is the same applied on TA-tests and so it is possible to obtain a good correlation with them. But it is expensive .
I/M Tests Standards (Comparative Study)
As the test is performed on a real pattern circulation cycle, it is possible to obtain fuel consumption values which can be used to compare vehicle fuel with standards
There are different Transient loaded tests related to IM240:
4.- IM240 Gasoline
• VMASSTM
• IM93/CT93
• IM147
5.- VMASSTM
• It allows a mass emission measurement with cheaper analysis elements than usual CVS techniques and also allows the use of simpler dynamometers.
• Several studies found a good correlation between VMASS based tests and IM240
• It is used in New York I/M system (NYTEST)
I/M Tests Standards (Comparative Study)
It is performed without dynamometer . The vehicle in neutral position is rapidly accelerated to its maximum regime.
Engines that have been tampered or that have defects in the fuel or air intake systems will emit an initial puff of dark smoke when snapped.
In this test pollutant emissions are not directly measured but are estimated by measuring opacity (as the resistance opposed by the gases to be crossed b y
6.- Snap-Idle Opacity Test (SAE J1667) Diesel
measuring opacity (as the resistance opposed by the gases to be crossed b y a light beam ) in m-1 units .
it should be considered that some old engines can be damaged because of the fast acceleration, thus engine’s temperature and oil level are checked before the test in order to minimize risks
Disadvantages• In old mechanically controlled Diesel engines there was a clear correlation between exhaust
opacity and the concentration of different pollutan ts . This relation is no longer existent in modern Diesel engines fitted with a particles filter, but while different direct particulate matter (PM) measurement are under development, it is still the most common test for Diesel vehicles .
I/M Tests Standards (Comparative Study)
It is similar to SAEJ1667 but on a loaded condition . The test is performed on a dynamometer were the vehicle will be driven to its maximum speed on an unloaded condition. Once the maximum speed is reached the load absorption of the dynamometer is increased up to the moment when the speed falls to 80% of the initial one in wide open throttle condition.
Disadvantages
7.- Lug-Down Test Diesel
• The same as in Snap-Idle Opacity Test (SAE J1667)
I/M Tests Standards (Comparative Study)
OBD is continuously checking the vehicle emissions and the emissions control systems. If high emissions or any emission related malfunction is detected, the OBD connects a MIL (Malfunction Indication Lamp) in the dashboard and registers a trouble code (DTC: Diagnostic Trouble Code) on the main central unit.
Since its use is mandatory since 1996 (in the United States) and the system is fully standardized, OBD checking is an inexpensive and convenient way to check
Alternative Technologies
On-board Diagnostics (OBD): Use in I/M Programs
fully standardized, OBD checking is an inexpensive and convenient way to check vehicle emissions status on I/M programs.
The use of OBD offers different inspection possibilities, from a MIL (Malfunction Indication Lamp) checking on roadside inspections, to the DTC (Diagnostic Trouble Code) reading by means of a diagnosis system on inspection centers
I/M Tests Standards (Comparative Study)
Remote sensing devices (RSD’s) enables the exhaust emissions of a motor vehicle to be measured as the vehicle passes by on the road. No dispersive infrared (IR) spectroscopy is used to measure concentrations of CO and HC while dispersive ultraviolet (UV) spectroscopy is used to measure NOx. The system measures the ratio of each pollutant to the emissions of carbon monoxide.
Alternative Technologies
Remote Sensing Device (RSD)
I/M Tests Standards (Comparative Study)
When remote sensing was initially applied it was suggested that this technology would replace traditional I/M testing in some years. Several studies found that RSD’s was not able to replace traditional testing as its results are highly dependent on driver’s behavior and on road, traffic and atmosphere conditions, nevertheless it was also found that the system could provide extremely useful
Alternative Technologies
Remote Sensing Device (RSD)
information in order to supplement station-based inspection.
Although it is not possible to use RSD for a fully automatic inspection, the system provides a quick and relatively cheap way to perform general analysis about the emission behavior of the vehicle fleet on a certain area. This information can be used to improve the I/M program design.
Technology trends of I/M Tests in E.U & U.S
E.U: According to Directive 2010/48/EU gasoline vehicles receive Two Speed Idle Test with lambda test (λ for catalytic converter vehicles)
U.S: According to Clean Air Act (1990) U.S.EPA promotes the use of different I/M levels (basic, low enhanced and enhanced) for the different states according to their air quality index.For basic and low enhanced I/M levels, the most common tests are
Spark-Ignition Vehicles (Petrol Engine )
Idle and two speed idle. In some states where air quality is not a concern some vehicles are not inspected according to a tailpipe test and only visual inspection is applied. In the case of enhanced programs, the U.S.EPA tried initially to promote IM240 testing in all cases but in year 2000 ASM testing was accepted as an alternative. ODB (On Board Diagnosis) was also accepted for 1996 and newer vehicles and now it is being used on an increasing number of States because its simplicity and convenience. To perform tailpipe analysis some states complement it with the use of RSD.
Technology trends of I/M Tests in E.U & U.S
Diesel vehicles are more common in Europe than in United States. While in Europe in 2005, Diesel vehicles accounted for about 30% of the total passenger vehicles fleet, and on new vehicle registration Diesel engines account for more than 50%, use of Diesel passenger vehicles in US is almost negligible.
Compression-Ignition Vehicles (Diesel Engine )
E.U: According to Directive 2010/48/EU Diesel vehicles (passenger cars and also Heavy Duty) receive Snap-Idle Opacity Test (SAE J1667)
U.S: The inspection test applied in U.S. to Diesel vehicles depends on the state. Usually most of the states do not apply specific testing for diesel light vehicles. In the case of Heavy Duty Vehicles in most of the cases the tests used are Snap-Idle Test (SAE J1667) or Lug-down test).
Technology trends of I/M Tests in E.U & U.S
Emission testing for motorcycles, scooters, mopeds, and 3 wheelers had received little attention in western countries because these vehicles represented a small part of the total fleet. The most significant emissions of these vehicles are carbon monoxide (CO) and hydrocarbons (HC). Nitrogen Oxides (NOx) emissions tent to be low.
Two and three wheelers (Motorcycles )
E.U: Two and three wheelers inspection is not mandatory on a European basis, not mandatory on a European basis, nevertheless countries are able to develop its own specific legislation to control emissions from these vehicles. In Spain idle test with CO measurement is being introduced for four-stroke two wheelers.
U.S: According to US.EPA, only one U.S. state, Arizona, required motorcycles to participate in the I/M program in 2003. National requirements in Germany
Emission test for motorcycles > 50cc
I/M Programs. Knowledge & International Technologies
10_ EU & CITA Projects
11_ I/M World-wide (Other Areas in the World)
12_ Summary & Conclusions
09_ I/M Tests Standards (Comparative Study)
IDELSY Project
Founded by the European Commission with CITA working groups
Duration of the project: from 1/01/2004 until 1/12/2005
The target of this project is to improve the existi ng 96/96/EC Regulation for solving the new vehicle technology, which is more a nd more electronically
Initiative for Diagnosis of Electronic Systems in Motor Vehicles for PTI
solving the new vehicle technology, which is more a nd more electronically controlled and relevant for the road safety while p roceeding PTI.
An early diagnostic on detection of malfunctions or worn parts prevents accidents and reduces injuries. Therefore, scan tools and test procedures have been developed to address these problems. It was proposed that these tools should be used in the course of periodic vehicle inspections in order to verify the functionality and safety of electronic control units, of electronic components and electronic systems during their life cycle on the road.
Legal regulations already exist with regard to the design and integration of OBD systems in the regular monitoring of exhaust gas emissions (in Germany - AU).
AUTOFORE Project
The purpose of the AUTOFORE project is to recommend improvements in roadworthiness enforcement in the European Union to ensure that the benefits accruing from the original design and manufacture of vehicles are retained, where justified, throughout the life of those vehicles.
Founded by the DGTREN - European Commission and CITA which lead the study.
Study on the Future Options for Roadworthiness Enforcement in the European Union
Founded by the DGTREN - European Commission and CITA which lead the study.
The study makes the following recommendations
• Rec. 1 - Amend Directive 96/96/EC to increase the frequency of inspection for older vehicles of categories 5 and 6, as defined in the Directive.
• Rec. 2 - Amend Directive 96/96/EC to include the examination of safety relevant electronic systems that are already widely fitted (airbags, ABS and ESC).
• Rec. 3 - Amend the scope of Directive 96/96/EC to include two-wheeled motor vehicles (international categories L1 and L3).
• Rec. 4 - Undertake a new study AUTOFORE 2 by 2020. Undertake further work to develop methods of improving compliance and proposals for further harmonization of European roadworthiness standards.
TEDDIE Project
Preamble : Chapter 11 of EU Directive 2010/48/EU
• (11) Further works needs to be done in field of developing alternative test procedures to check the maintenance condition of diesel driven vehicles, particularly concerning NOx and particulates taking into account new emission after-treatment system.
Founded by the European Commission in 2011 and coor dinated by CITA
Inspection of low emission vehicles
Founded by the European Commission in 2011 and coor dinated by CITA
The objective of TEDDIE was to define new test procedures and equipment for measuring emissions of nitric oxide (NO), nitrogen dioxide (NO2) and particulate matter (PM) from diesel vehicles during periodic technical inspection (PTI).
• To investigate new measurement devices for particle mass and NO/NO2-ratio
• to evaluate if OBD capable via MIL or storing DTCs to identify PM emissions above the given limits
• Limits: type approval = 5 mg/km in NEDC, OBD threshold = 50 mg/km
• To identify reliable and effective methods of emission testing
TEDDIE Project
Vehicles prepared with defects of the exhaust emiss ion system:
• Defects of particle trap (DPF)
• Defective/damaged/aged SCR
• Manipulated crankcase breather
• Defective air mass flow sensor
I/M Programs. Knowledge & International Technologies
10_ EU & CITA Projects
11_ I/M World-wide (Other Areas in the World)
12_ Summary & Conclusions
09_ I/M Tests Standards (Comparative Study)
I/M World-wide (Other Areas in the World)
Homologation Authority
• Approval Body: MLIT (Ministry of Land, Infrastructure and Transport)
• Technical Service: NTSEL (National Traffic Safety and Environment Laboratory)
PTI Authority: NAVI (National Agency of Vehicle Inspection)
JAPAN
PTI Authority: NAVI (National Agency of Vehicle Inspection)
PTI is mandatory throughout Japan
Pollutant emission control:
• CO/HC in idling (Gasoline)
• Opacity (Diesel)
• Visual check of exhaust devices
I/M World-wide (Other Areas in the World)
All automobile owners in territory of Russia are obliged to pass PTI
• On January, 1st, 2012 the Federal law № 170, defining new rules of passage of checkup of vehicles in the Russian Federation has come into force.
RUSSIAN FEDERATION
Russian Federation is contracting party of the 1997 Agreement since January 2001
Ministry of Transport of the Russian FederationMinistry of Transport of the Russian Federation
I/M World-wide (Other Areas in the World)
Bharat stage emission standards
Emission standards instituted by the Government of India to regulate the output of air pollutants from internal combustion engine equipment, including motor vehicles. The standards and the timeline for implementation are set by the Central Pollution Control Board under the Ministry of Environment & Forests .
Since the year 2000, India started adopting European emission and fuel regulations for four-wheeled light-duty and heavy-duty. Indian own emission regulations still apply to two- and
INDIA
three-wheeled vehicles.
Homologation Authority
• ARAI,Pune
• ICAT,Manesar
• CIRT,Pune
• VRDE, Ahemdnagar
I/M World-wide (Other Areas in the World)
PTI is under discussion (draft stage) at Government Body.
• There is not mandatory requirement.
Current requirement is that all transport vehicles carry a fitness certificate . The renewal period for fitness certification in general is 2 years for new commercial vehicles and every 1-year for old vehicles. For private vehicles no mandatory periodic fitness check is required in India
INDIA
All in-use vehicles are compulsorily required to obtain emission check certificate called Pollution Under Control (PUC) . The frequency varies from 2 to 4 times a year. It is based on conformity to idle emission test for gasoline vehicles and free acceleration smoke test for diesel vehicles.
I/M World-wide (Other Areas in the World)
National Emission Standards for New Vehicles
National Standards for motor vehicle emissions control have been issued by the State Environmental Protection Administration. The vehicle emission control standards of PRC refer to European, American and Japanese motor vehicle emissions regulations.
PEOPLE’S REPUBLIC OF CHINA
I/M World-wide (Other Areas in the World)
Emission Standards for In-use VehiclesIn 1985, PRC issued its first group of motor vehicle emissions standards. In order to enforce these standards and control emissions from in-use vehicles, an inspection and maintenance (I/M) program was implemented. PRC’s I/M program has been widely developed throughout the country.
PEOPLE’S REPUBLIC OF CHINA
I/M Programs. Knowledge & International Technologies
10_ EU & CITA Projects
11_ I/M World-wide (Other Areas in the World)
12_ Summary & Conclusions
09_ I/M Tests Standards (Comparative Study)
I/M Programs. Knowledge & International Technologies
The Periodic Technical Inspection, PTI aims to check the continuous compliance of minimum requirements during the whole useful life of each vehicle. Air quality goals and environment safety means an improvement of I/M Programs.
While in TA-Tests emissions of CO, HC, NOx and PM in the tailpipe are measured with a driving cycle test in a bench as well as crankcase gases and evaporative
Summary & Conclusions
with a driving cycle test in a bench as well as crankcase gases and evaporative emissions, in I/M Programs usually it is only measured CO for gasoline vehicles and opacity for diesel vehicles during idle conditions.
It is necessary to perform shorter and extremely cheaper tests on I/M programs then I/M tests are simpler and less restrictive than TA-Tests (Type Approval Tests). New technologies are trying to assimilate I/M test as much as possible to TA-Test and then control emissions better.
I/M Programs. Knowledge & International Technologies
CITA is the most important organization involved World-Wide in roadworthiness inspections. Its members carry out more than 250 million inspections per year. CITA Recommendations & Questionnaires are the basis for EC Directives about PTI and RSI, as well as for the Rule 1, 1997 Agreement of UNECE WP.29.
IDELSY, AUTOFORE, TEDDIE are projects founded by EC and coordinated by
Summary & Conclusions
IDELSY, AUTOFORE, TEDDIE are projects founded by EC and coordinated by CITA with the aim to improve I/M Programs and adapt the new technologies of emission Standard for new vehicles for in-use inspections.
USA through EPA has more sophisticated I/M Programs in many States. This is because of the early implementation of OBD systems in 1996 and the introduction of RSD in Roadside on an increasing number of States.
In other areas of the world such as Japan, China, Russia or India having a reliable and consolidated I/M Programs is still a pending topic.
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