Many believe that standardization covers only some technical means, Mechanisms, devices, interfaces, image files and video. And that EURO is some kind of requirements for the composition of this or other fuel. In fact, it is not.
Euro is primarily an environmental standard limiting exhaust gases gasoline and diesel cars. Not even engines, but the cars themselves. This article on how the euro standard has developed, as the public views changed, how the environmental requirements have tightened and what it led all.
History
At first everything diesel carsmobiles were large, smoky and stinky. I could not have any speech about any of their mass exploitation. The situation began to change at the turn of the 1970s, when the technologies reached the fact that they were able to create a compact diesel engine for a passenger car. It became clear that the main brake is the blast conviction that Diesel - "dirty" technology is suitable except for railways.
Automakers needed to break this stereotype and give green light diesel passenger car. So in 1970, the European Union of Transport Means of Low Loading Light released the first standard for emissions of exhaust gases for passenger cars. The second standard was released only after 22 years, in 1992 and became known as Euro Euro Emission Standard.
Euro-1.
Let me remind you that the distant time was a serious struggle with Tetraethylswin, which was added to gasoline to increase it octane number. Such gasoline was called ethyl, and lead contained in the exhaust gases caused the most serious diseases of the nervous system.
Studies conducted in the United States put an end to ethyl gasoline in the United States. In Europe, there were similar processes and in July 1992 the EC93 Directive was published, according to which the ethyl gasoline was banned. In addition, it was prescribed to reduce CO emissions (carbon monoxide) using the installation of a catalytic exhaust gas convex. The standard was called Euro-1. It was obligatory for all new cars since January 1993.
Maximum emission standards:
Euro-2.
Euro 2 or EC96 was introduced in January 1996 and all cars produced since January 1997 were to meet the new standard. The main task of Euro 2 is the struggle for the reduction of unburned hydrocarbons in exhaust gases and an increase KPD engines. In addition, CO emissions and nitrogen compounds - NOX were tightened.
The standard touched on both gasoline and diesel cars.
Euro-3.
Euro 3 or EC2000 was introduced in January 2000 and all cars issued from January 2001 should fully comply with it. Along with a further reduction in the limit norms, the time limited the time of warming the car engine.
Euro-4.
EURO 4 introduced in January 2005 referred to cars issued since January 2006 in this standard the emphasis was made to further reduce the harmful emissions from diesel engines - soot (solid particles) and nitrogen oxides. In order to comply with the standard, some diesel cars had to be equipped with a smbed filter.
Euro-5.
The standard was introduced in September 2009. The emphasis on it is made on diesel technology. Especially on solid particle emissions (soot). For compliance with the Euro-5 standard, the presence squeeze filter in the exhaust system diesel car It becomes required.
Euro-6.
The latest standard introduced in September 2014 and mandatory for cars released since September 2015 in it in it of harmful substances are reduced by 67% compared with Euro 5. It is possible to achieve this, only with the use of special systems in the car exhaust system.
So to neutralize nitrogen compounds requires urea injection into exhaust gases or SCR-system, too expensive for small cars.
Fuel
It is clear that to ensure the high ecological characteristics of vehicles, engine fuel should also be visible for considerable, which is not beneficial to the owners of oil refineries. However, progress does not stand still and in 1996 the pan-European standard for diesel fuel was adopted - EN590.
"Oil-Expo" - wholesale deliveries diesel fuel in Moscow and the region.
By 2020, in Europe, carbon dioxide emissions in new cars should be reduced to 95 g / km. Automakers of other continents will also strive to such indicators. Currently, the emission rate is 130 g / km. The normative level of CO 2 emissions depends on the cutting mass and calculated for each vehicle according to the formula: CO 2 \u003d 130 + A * (M-M-0), where M is the mass of the car in the currency in kilograms, m 0 \u003d 1372 kg, and \u003d 0,0457. In 2016, M 0 will be revised.
It is important to know that each manufacturer receives an indicator of the average level of emissions of the entire range of cars, not a separate instance. This is not just a norm: for her violation, the company should pay fines, and considerable. For each vehicle produced, CO 2 emissions exceed the average set level, 5 euros are paid at exceeding 1 g / km, 15 euros - for exceeding 2 g / km, 25 euros - 3 g / km, and after exceeding 4 g / km Each gram costs the manufacturer at 95 euros. Since 2019, everything will be more stricter - every gram of exceeding the norm will cost 95 euros!
But besides the whip there is a gingerbread. Each manufacturer can get a bonus if you cut the ejected carbon dioxide to 7 g / km. True, subject to the application of innovative technologies on vehicles manufactured. As an example, we took four cars, three of which are stacked in the current norm:
- 1.4, power - 150 hp, average flow fuel - 5.0 l / 100 km; CO 2 - 116 g / km emissions
- Renault Logan. 1.6, power - 102 hp, average fuel consumption - 7.1 l / 100 km; CO 2 - 167 g / km emissions
- Mercedes-Benz C-Class 1.6, power - 156 hp, average fuel consumption - 5.5 l / 100 km; CO 2 - 126 g / km emissions
- Porsche Cayenne S E-Hybrid, Power - 333 hp, Middle Fuel consumption - 3.4 l / 100 km; CO 2 - 79 g / km emissions; electricity consumption - 20.8 kW / h / 100 km; Efficiency class: a +
You see, fuel consumption and emissions of harmful substances into the atmosphere are measured on cross-country drums according to a specific technique. And why not on the road, would it be honest so honest? Now it is impossible, and that is a number of reasons. The first is the comparability of the results, they should neither the influence of weather conditions, nor the state of the road, nor other factors that can distort the result. The second important reason is the collection of exhaust gases for analysis. Collect them when the car is moving, difficult. Therefore, tests are carried out on cross-country drums, imitating real road conditions.
Today, three methods of determining fuel consumption are most common in the world: European NEDC, American FTP-75 and Japanese JC 08. They differ in many parameters. The longest and speed - American. Japanese is characterized by the smallest average speed - just 24.4 km / h. This is due to the imitation of significant downtime on traffic lights. The European most sluggish is the maximum acceleration does not exceed 0.83 m / s 2. But they have both in common: all three techniques are far from the real cycle of the movement of the machine, so that the automotive companies have learned to adapt to them.
Weak link
Consider the European NEDC to assess car fuel consumption full mass up to 3500 kg. Duration duration - only 1220 seconds. During this time, it is imitated by the urban (speed is limited to 50 km / h) and the country modes of movement with maximum speed up to 120 km / h At the same time, the specified speed should be developed for a certain time. For example, in order to accelerate in the urban cycle of up to 50 km / h, it is necessary to spend 26 seconds. If you are real life For so long you will accelerate from the traffic light, you will start signal, and aggressive drivers will continue and show a bad gesture.
Now it becomes clear why for the overclocking of modern small tramples you have to push the accelerator pedal almost in the floor. When the processor corresponds to everything in cars for everything, and the volume of incoming and processed information is calculated by megabytes, the test of the test becomes the writing of the joint and transmission algorithm. And it does not matter that the consumer does not like the behavior of the car in the city cycle, and real flow Fuel will not coincide with the claimed. The test passed, consumption and emissions comply with the standards. What emissions will show the car on the autobah, when it exceeds the speed of measurements in the test, no one interests anyone. Everyone knows that much more, but the rules are observed, it means everything is in order.
Example from life. When the car "Moskvich-2141" was preparing for the release in 1986, measurements were performed on fuel consumption on running drums. He was not very good. It was necessary to reduce it a little. The engine does not touch, the more it was made at another factory. Therefore, we decided to experiment with the main transmission: the lower the gear ratio with the similar mode of movement, the lower the fuel consumption. Changed the main gear, instead gear ratio 4.1 put 3.9. The desired flow numbers reached, and buyers received a car with a weak dynamics. But the garage masters were well enriched, because the shed radio was very quickly spread that for little money it was possible to make a dynamic hatchback from the ticker.
Calibration
At the beginning of the article, we led to the example of Porsche Cayenne S E-Hybrid with an average consumption of 3.4 l / 100 km and CO 2,79 g / km emissions. Do you believe it? Me not. For comparison, take the usual Porsche Cayenne with a gasoline engine with a capacity of 300 hp Its average consumption is declared at 9.2 l / 100 km, and CO 2 - 215 g / km emissions. The difference in consumption and emissions of CO 2 is almost three times. What is this - technology or imperfection of the NEDC test? Obviously, on the autobahn hybrid car It makes all its environmental friendliness, because the amount of emissions directly depends on fuel consumption. Think about new Ford. Fiesta during a recent endurance marathon "60 hours" driving "had an average consumption of 16.8 liters per 100 km, and CO 2 emissions significantly exceeded the norm. And such a picture is almost every car.
But it is expected that in 2017 the new WLTC measuring cycle (Worldwide Harmonized Light Vehicles Test Procedures) will enhance. This will not be a regional, but a global test. It is a series of cycles for cars with a full weight of up to 3,500 kg. But the ratio of the engine power to the curb mass of all cars is different, and this parameter greatly affects efficiency. Therefore, to make a test more realistic, all cars are divided into three classes in accordance with their energy-relatedness. Class 1 - 22 W / kg, class 2 - from 22 to 34 W / kg, and class 3 - more than 34 W / kg. Although this cycle is imperfect, it is at least more close to the realities. For example, acceleration during acceleration will be 1.58 m / s 2, and this is not a retired ride style.
The legislators decided to change the rules of the game, and not just fixed them, but radically. In the remaining five years, automakers should not only adapt to a new measurement cycle, but also significantly reduce CO 2 emission rates. Will it succeed to them? We'll see. But in order to perform a carbon dioxide emission rate, the average consumption of the gasoline engine should be no higher than 4.1 liters, and for diesel - 3.6 l per 100 km.
Deputies against engineers
Such competition of lawmakers and engineers can only be welcomed. After all, if it, who, who forced the automakers to introduce first central, and then direct injection Fuel in gasoline engines? Why did you need to raise the injection pressure in diesel engines up to 2500 bar, if not for tough ecoons?
But together with automakers for clean air, motorists are paid. All fines and costs of automakers for improvement in one way or another will equally lie on our shoulders. In addition, cars are becoming more and more expensive every year. Consider the car without a scanner and the tester is almost impossible. And by 2020, most new cars are likely to be hybrids, because it is possible to reduce emissions by using the electrical machine.
Perhaps, by 2030 disposable cars will appear with a service life of 3 years. Economically contain such a car wastefully, it is easier to buy a new one. But it is in Europe. We will always have lovers who of two, three and more cars will collect one and will ride.
Finally, information for reflection. CO 2 emission norms for the same machines sold from us and in Europe will greatly differ. For example, give Skoda Octavia data.
Control of the toxicity of the diesel engine on the brake stand
Maximum permissible indicators of smoke when testing vehicles with diesel engines
* Norms are given for an effective dynamomer base L \u003d 0.43 m.
Control on the bench with running drums. Control of the toxicity of diesel engines mounted on vehicles with a total of 400 to 3,500 kg, carried out on the driving cycle modes on the stand with running drums on the OST 37.001.054-86, which applies to cars with gasoline engines And with diesel engines. In Europe, these tests are carried out according to the rules No. 83.03 (type 1). The norms for the emission of CO, CH + NOH and particles are given in Table. 10.
Table 10.
| Mode number | Rotation frequency crankshaft Diesel, min -1 | Percentage of load from maximum on this mode |
| N x min. | ||
| N x Max | ||
| N x Max | ||
| N x Max | ||
| N x Max | ||
| N x Max | ||
| N x min. | ||
| N X Nom. | ||
| N X Nom. | ||
| N X Nom. | ||
| N X Nom. | ||
| N X Nom. | ||
| N x min. |
Notes:
1 - N x min - the minimum rotation frequency of the engine shaft when working on idling;
2 - n x max - the speed of rotation corresponding to the maximum torque value;
3 - n x n - rotation frequency corresponding to the rated power.
Tests are carried out on a stand equipped with devices according to GOST 14846-81 and equipment for measuring CO, CH and NOh emissions.
When testing should be recorded:
Concentrations in the exhaust gases of carbon oxide (% of volume), hydrocarbons and nitrogen oxides (pp --1);
The rotational speed of the crankshaft, min -1;
Torque torque, nm;
Hourly fuel consumption, kg / h;
Hour air flow, kg / h;
The temperature of the exhaust gases, coolant, oil, air and fuel, 0 C;
Pulvement in the inlet pipe, mm of water. st; Compression in the graduation pipe, mm of water. st.; Barometric pressure, mm RT. Art.
Gas analysis of OG should be performed using high-speed gas analyzers of continuous action with registration of the results of the analysis on the tape of the self-examination with a stand speed of at least 10 mm / min.
To determine the concentration of CO, an undisperse infrared gas analyzer must be applied, for CH - flame-ionization, and for noh - chemiluminescent. The relative error of gas analyzes should not be more than ± 3% of the limit value of the scale for any component.
When testing diesel engines in order to reduce the loss of hydrocarbons in the tubes of the CH supply to the gas analyzer, it is heated by a samplement system, providing the temperature of the OG sample in the range of 150-200 0 C.
The calculation of the specific emissions of harmful substances in g / (kWh) is made by the formulas given in the standard.
Diesel is considered to be the relevant requirements of the standard, if the values \u200b\u200bof the specific emissions of the CH, CH and NOH for the test cycle do not exceed the norms specified in Table. eleven.
Guide European Union Calculates to cut automotive emissions CO2 by a third for the next twelve years, from the indicators that has not yet arrived 2021, to which car manufacturers need to come with average indicators equal to 95 grams per kilometer. In other words, by 2030, the average CO2 emissions of CO2 should be 66 grams per kilometer, while the intermediate marker is called 2025.
Testing for new CO2 emissions in the EU
The reduction in average carbon dioxide emissions by car will reduce the greenhouse effect, at least, calculates the leadership of the European Union, which in this regard calls on all automakers to shift the emphasis on the release of electrical, or at least hybrid automotive vehicles. The European Commission decided to support substantial financial investments, the size of which will be at least 800 million euros, which will be spent on the creation of roadside infrastructure, namely, fast charging stations for electrocars. In addition, an additional 200 million euros, the leadership of the European Union intends to invest in further developing energy-intensive batteries.
Fines for automakers
In order to raise interest in their call, the European Commission introduces penalties that automakers will be subject to automakers who could not reduce the average carbon dioxide emissions. The penalty, in principle, is not large for automakers, its size is already known and it constitutes only 95 euros, however, for each excess gram of CO2. Exceeding indicators of average standards will be measured depending on the year of the car and standards acting at this time.
New CO2 emissions in the EU
It should be recognized that almost all the leading European automakers currently seek all sorts of ways to achieve the planned CO2 emissions reduction standards, among them the use of lighter cars can be called among them building materials, reduction of engine volume, using turbocharging system and so on. It is noteworthy that they all talk about their efforts, as well as that the results are not easy to conclude, from which it can be concluded that such events are also financially costly. For us, for potential buyers eco clean carsThis means that you can expect an increase in the cost of cars literally by 2021.
Plans for a sharp reduction in CO2 emissions more than once commented on officials of the largest automotive companies. In particular, the CEO of Mercedes-Benz frankly criticized such a decision of the European Commission, which he was answered that it was possible to do this if desired, and with very acceptable financial costs.
Real tests instead of laboratory
By the way, European automakers today are actively discussing another problem, namely, the passage of tests on the WLTP system, that is, the delivery of CO2 emissions in real driving conditions. This testing system should replace the former when testing was carried out under conditions of laboratories, and earn an innovation in the territory of the European Union on the first autumn day of the current 2018. Many analysts note that such a rigid testing system will put European automakers in unprofitable conditions in the global market. Moreover, some experts are confident that cars in the framework of new testing will not show even 130 g / km, not that 95 km, as required by the 2018 standards, and this suggests that some of them need to be prepared for payments billion fines.
Environmental norms, green technologies
What happens in September, and even more so in 2021 or 2030, it is difficult to predict, but it seems electric cars Cool the market at least european, much earlier.
In accordance with the Federal Law "On Technical Regulation" Government Russian Federation Decides:
1. To approve the attached special technical regulations "On the requirements for emissions by automotive equipment produced into circulation in the territory of the Russian Federation, harmful (polluting) substances."
The specified special technical regulation comes into force on the expiration of 6 months from the date of the official publication of this Regulation.
2. The federal executive bodies to ensure their regulatory legal acts in accordance with the Special Technical Regulations approved by this Resolution, to the Day of Entry into force of the specified Regulation.
Chairman of the government
Russian Federation
M. Fradkov
Special Technical Regulations "On the requirements for emissions by automotive equipment produced into appeal to the territory of the Russian Federation, harmful (pollutants) substances"
1. This Regulation applies to protect the population and ambient From the effects of emissions by automotive equipment of harmful (polluting) substances.
2. In accordance with federal laws "On Technical Regulation", "On Safety road"," On the protection of atmospheric air "," On the protection of consumer rights "," On the basics of state regulation of foreign trade activities "and an agreement on adopting uniform technical prescriptions for wheel vehicles, equipment and parts that can be installed and (or) are used on wheel vehicles, and conditions for mutual recognition of official assertions issued on the basis of these prescriptions signed in Geneva (with changes and additions that have entered into force on October 16, 1995), this Regulation establishes the requirements for emissions of harmful (pollutants) substances with automotive equipment equipped with engines internal combustion.
3. The concepts used in this Regulation indicate the following:
"Automotive technology" - wheel vehicles intended for the transport of people, cargo or equipment installed on them;
"Automotive equipment issued in the territory of the Russian Federation" - for the first time made in the Russian Federation, as well as automotive equipment imported into the customs territory of the Russian Federation;
"Emissions" - emissions of harmful (polluting) substances that are exhaust gases of internal combustion engines and evaporation of automotive fuel, containing harmful (pollutants) substances (carbon oxide (CO), hydrocarbons (CMHN), nitrogen oxides (NOX) and dispersed particles );
Gas Engine - Engine operating on liquefied petroleum or natural gas;
"Diesel" - an engine operating on the principle of ignition from compression;
"Spark Engine" - an engine with forced ignition, operating on gasoline or gas fuel;
UNECE Rules - Rules of the European Economic Commission of the United Nations in accordance with Appendix N 1, adopted in accordance with the agreement specified in paragraph 2 of this Regulation applied for the purposes of these Regulations;
"Technical emission standards" - installed on automotive equipment, emission standards that reflect the maximum permissible mass emissions into the atmosphere per unit of automotive equipment produced or run;
"Ecological Class" is a classification code that characterizes the automotive equipment depending on the level of emissions.
4. Technical regulation objects are automotive equipment issued in the territory of the Russian Federation, and the internal combustion engines installed on it in terms of emissions, as well as fuel for such engines.
5. Automotive equipment is divided into the following types:
but) cars (Code of Russia of Russia 8703, OKP code 45,400) Categories M1 with internal combustion engines used to transport passengers with no more than 8 seats, except for the driver's seat;
b) buses (Code of TN VED Russia 8702, OKP code 45 1700) with internal combustion engines Categories:
M2. maximum mass no more than 5 tons used to transport passengers with more than 8 seats for the seat except for the driver's seat;
M3 with a maximum mass of over 5 tons used to transport passengers with more than 8 seats, except for the driver's seat;
in) trucks (Codes of Russia of Russia 8701, 8704, 8705, 8706, OKP codes 45 1100, 45 1118, 45 1130, 45 1118, 45,2130, 45,2100, 45,2200, 45,21,200, 45,22,200, 45,200, 45,21,200), as well as car used automotive equipment special purposehaving its own codes of foreign trade in Russia and OKP, with internal combustion engines categories:
N (1) with the maximum mass of not more than 3.5 tons used to transport goods and equipment installed on them;
N (2) with a maximum mass of over 3.5 tons, but not more than 12 tons used to transport cargoes and equipment installed on them;
N (3) with a maximum mass of over 12 tons used for the transport of goods and equipment installed on them.
6. Automotive equipment is divided into environmental classes according to Appendix N 2.
7. Environmental information is made to documents identifying the automotive equipment in the Russian Federation.
8. Technical requirements for automotive equipment and installed on it internal combustion engines are the following:
a) in relation to automotive technology of environmental class 2:
categories M (1), M ~ (2) with a maximum mass of no more than 3.5 tons, N (1) with spark engines (gasoline, gas) and diesel engines, technical standards of emissions provided for by the UNECE rules N 83-04 (emission levels in , C, D), UNECE rules N 24-03 with Appendix 1 (only for diesel engines);
categories M (1) with a maximum mass of over 3.5 tons, m (2), m (3), n (1), n \u200b\u200b(2), n (3) with diesel engines and gas engines - Technical standards of emissions stipulated by the UNECE rules N 49-02 (emissions B), UNECE rules N 24-03 with Appendix 1 (only for diesel engines);
categories M (1) with a maximum mass of over 3.5 tons, m (2), m (3), n (2), n (3) with gasoline engines - Technical standards of emissions (CO - 55 g / kWh, CMHN - 2.4 g / kWh, nox - 10 g / kWh) in the tests provided for by the UNECE rules N 49-03 (ESC test cycle);
b) in relation to automotive technology of environmental class 3:
categories M (1), M (2) with a maximum mass of not more than 3.5 tons, N (1) with spark engines (gasoline, gas) and diesel engines of emission standards provided by the UNECE rules N 83-05 with corrections 1- 3, additions 1-5 (emissions a), UNECE rules N 24-03 with Appendix 1 (only for diesel engines);
categories M (1) with a maximum mass of over 3.5 tons, m (2), m (3), n (1), n \u200b\u200b(2), n (3) with diesel engines and gas engines - Technical emission standards provided by the ECE rules UN N 49-04 (emissions a), UNECE rules N 24-03 with Appendix 1 (only for diesel engines);
categories M (1) with a maximum mass of over 3.5 tons, m (2), m (3), n (2), n (3) with gasoline engines - technical standards of emissions (CO - 20 g / kWh, CMHN - 1.1 g / kWh, nox - 7 g / kWh) in the tests provided for in the rules N 49-03 (ETC test cycle);
categories M (1) with a maximum mass of over 3.5 tons, m (2), m (3), n (2), n (3) increased passibility with diesel engines - technical standards of emissions stipulated by the UNECE Rules N 96-01 with additions!, 2, UNECE rules N 24-03 with Appendix 1 (only for diesel engines);
c) in relation to automotive technology of environmental class 4:
categories M (1), M (2) with a maximum mass of no more than 3.5 tons, N (1) with spark engines (gasoline, gas) and diesel engines of emission standards provided by the UNECE rules N 83-05 with corrections 1- 3, additions to 1-5 (emissions B), UNECE rules N 24-03 with Appendix 1 (only for diesel engines);
categories M (1) with a maximum mass of over 3.5 tons, m (2), m (3), n (1), n \u200b\u200b(2), n3 with diesel engines and gas engines - Technical standards of emissions provided for by the UNECE rules N 49 -04 (Emission level B1), UNECE rules N 24-03 with Appendix 1 (only for diesel engines);
categories M (1) with a maximum mass of over 3.5 tons, m (2), m (3), n (1), n \u200b\u200b(2), n (3) with gasoline engines - technical standards of emissions (CO - 4 g / kWh, CMN - 0.55 g / kWh, NOX - 2 g / kWh) in the tests provided for by the UNECE rules N 49-03 (ETC test cycle);
d) in relation to automotive technology of environmental class 5 categories M (1) with a maximum mass of over 3.5 tons, m (2), m (3), n (1), n \u200b\u200b(2), n (3) with diesel engines and gas Engines - Emission Technical Standards provided by the UNECE N 49-04 EUCK rules (Emission levels B2, C), UNECE rules N 24-03 with Appendix 1 (only for diesel engines).
9. To the characteristics of fuel providing execution technical requirements The automotive techniques and installed on it engines specified in paragraph 8 of these Regulations are made by the basic technical requirements in accordance with Appendix N 3.
10. The level of emissions at the date of the production of automotive equipment produced into circulation on the territory of the Russian Federation should not exceed the technical standards specified in paragraph 8 of these Regulations.
11. Compliance of automotive equipment and installed on it the requirements of this Regulation certifies a message regarding the approval of the type of vehicle and (or) of the engine provided for by the UNECE Rules, or a certificate of conformity issued in the manner prescribed by the legislation of the Russian Federation.
12. The procedure for confirming the compliance of automotive equipment and the requirements of this Regulation installed on it are determined by the UNECE Rules.
13. The validity of certificates of compliance is limited to the date of entry into force of the requirements for the next environmental class, but does not exceed 4 years.
Certificates of conformity issued before the entry into force of these Regulations are valid until the deadline for their action.
In the case of an introduction to the design of automotive vehicles or the engine of changes affecting the performance of the technical requirements specified in paragraph 8 of these Regulations, new certificates of conformity are issued on this automotive equipment or engines.
14. Introduction technical standards Emissions against automotive technology issued in the territory of the Russian Federation are carried out on the following dates:
a) environmental class 2 - from the date of entry into force of these Regulations;
Appendix N 1.
List of Rules of the United Nations Economic Commission applied to special purposes technical Regulations "On the requirements for emissions by automotive equipment produced in the territory of the Russian Federation, harmful (pollutants) substances"
1. UNECE rules N 24 (24-03 *) "Uniform prescriptions regarding:
I. Official approval of engines with compression ignition for emissions of visible pollutants;
II. Official approval motor vehicles in relation to the installation of engines with ignition from compression, officially approved by the type of construction;
III. approval of motor vehicles with a compression ignition engine with respect to emissions of visible pollutants;
IV. Measurement of the useful power of engines with compression ignition. "
2. UNECE Rules N 49 (49-02, 49-03, 49-04 *) "Uniform prescriptions regarding the official assertion of engines with ignition from compression and engines operating on natural gas, as well as engines with forced ignitions operating on liquefied petroleum gas, and vehicles equipped with compression ignition engines, natural gas engines, and forced ignition engines operating on liquefied petroleum gas in relation to pollutants allocated by them.
3. UNECE rules N 83 (83-02, 83-03, 83-04, 83-05 *) "Uniform prescriptions regarding the approval of vehicles regarding the emission of pollutants depending on the fuel required for engines."
4. UNECE rules N 96 (96-01 *) "Uniform prescriptions regarding the official assertion of engines with compression ignition for installation on agricultural tractors and off-road technician With regard to emissions of pollutants with these engines. "
________________
* Amendments that make changes to the UNECE Rules.
