ESC The ESC test cycle (also known as OICA/ACEA cycle) has been introduced, together with the ETC (European Transient Cycle) and the ELR (European Load Response) tests, for emission certification ofheavy-duty diesel engines in Europe starting in the year 2000 (Directive 1999/96/EC of December 13, 1999). The ESC is a 13- mode, steady-state procedure that replaces the R-49 test. The engine is tested on an engine dynamometer over a sequence of steady-state modes (Table 1, Figure 1). The engine must be operated for the prescribed time in each mode, completing engine speed and load changes in the first 20 seconds. The specified speed shall be held to within ±50 rpm and the specified torque shall be held to within ±2% of the maximum torque at the test speed. Emissions are measured during each mode and averaged over the cycle using a set of weighting factors. Particulate matter emissions are sampled on one filter over the 13 modes. The final emission results are expressed in g /kWh. During emission certification testing, the certification personnel may request additional random testing modes within the cycle control area (Figure 1). Maximum emissions at these extra modes are determined by interpolation between results from the neighbouring regular test modes. ESC Test Modes Mode Engine Speed % Load Weight factor, % Duration 1 Low idle 0 15 4 minutes 2 A 100 8 2 minutes 3 B 50 10 2 minutes 4 B 75 10 2 minutes 5 A 50 5 2 minutes 6 A 75 5 2 minutes 7 A 25 5 2 minutes 8 B 100 9 2 minutes
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ESC
The ESC test cycle (also known as OICA/ACEA cycle) has been introduced, together with the ETC (European
Transient Cycle) and the ELR (European Load Response) tests, for emission certification of heavy-duty diesel
engines in Europe starting in the year 2000 (Directive 1999/96/EC of December 13, 1999). The ESC is a 13-
mode, steady-state procedure that replaces the R-49 test.
The engine is tested on an engine dynamometer over a sequence of steady-state modes (Table 1, Figure 1).
The engine must be operated for the prescribed time in each mode, completing engine speed and load
changes in the first 20 seconds. The specified speed shall be held to within ±50 rpm and the specified torque
shall be held to within ±2% of the maximum torque at the test speed. Emissions are measured during each
mode and averaged over the cycle using a set of weighting factors. Particulate matter emissions are sampled
on one filter over the 13 modes. The final emission results are expressed in g/kWh.
During emission certification testing, the certification personnel may request additional random testing modes
within the cycle control area (Figure 1). Maximum emissions at these extra modes are determined by
interpolation between results from the neighbouring regular test modes.
The test consists of a sequence of three load steps at each of the three engine speeds A (cycle 1), B (cycle 2)
and C (cycle 3), followed by cycle 4 at a speed between speed A and speed C and a load between 10% and
100%, selected by the certification personnel. Speeds A, B, and C are defined in the ESC cycle. The sequence
of dynamometer operation on the test engine is shown in Figure 1.
ELR Test
Smoke measurement values are continuously sampled during the ELR test with a frequency of at least 20 Hz.
The smoke traces are then analyzed to determine the final smoke values by calculation. First, smoke values are
averaged over 1 second time intervals using a special averaging algorithm. Second, load step smoke values are
determined as the highest 1s average value at each of the three load steps for each of the test speeds. Third,
mean smoke values for each cycle (test speed) are calculated as arithmetic averages from the cycle's three
load step smoke values. The final smoke value is determined as a weighted average from the mean values at
speeds A (weighting factor 0.43) , B (0.56), and C (0.01).
ETC
The ETC test cycle has been introduced, together with the ESC (European Stationary Cycle), for emission
certification of heavy-duty diesel engines in Europe starting in the year 2000 (Directive 1999/96/EC of
December 13, 1999). The ESC and ETC cycles replace the earlier R-49 test.
The ETC cycle (once also referred to as FIGE transient cycle) has been developed by the FIGE Institute, Aachen,
Germany, based on real road cycle measurements of heavy duty vehicles (FIGE Report 104 05 316,January 1994). The final ETC cycle is a shortened and slightly modified version of the original FIGE proposal.
† Mass designations (in metric tons) are “maximum technically permissible mass”
* km or year period, whichever is the sooner
Effective October 2005 for new type approvals and October 2006 for all type approvals, type approvals alsorequire confirmation of the correct operation of the emission control devices during the normal life of the
vehicle under normal conditions of use (“conformity of in-service vehicles properly maintained and used”).
To represent emissions during real conditions, a new transient test procedure—the Non-Road Transient Cycle
(NRTC)—was developed in cooperation with the US EPA. The NRTC is run twice—with a cold and a hot start.
The final emission results are weighted averages of 10% for the cold start and 90% for the hot start run. The
new test will be used in parallel with the prior steady-state schedule, ISO 8178 C1, referred to as the Non-Road
Steady Cycle (NRSC).
The NRSC (steady-state) shall be used for stages I, II and III A, as well as for constant speed engines at
all stages. The NRTC (transient) can be used for Stage III A testing by the choice of the manufacturer.
Both NRSC and NRTC cycles shall be used for Stage III B and IV testing (gaseous and particulate
pollutants).
Engines are tested over the 5-mode ISO 8178 D2 test cycle. Smoke opacity is measured at full load.
Concentrations are corrected to dry exhaust conditions with 15% residual O2.
Construction Machinery
Emission standards for diesel construction machinery were adopted on 21 September 2006. The standards arestructured into two tiers:
Bharat (CEV) Stage II—These standards are based on the EU Stage I requirements, but also cover
smaller engines that were not regulated under the EU Stage I.
Bharat (CEV) Stage III—These standards are based on US Tier 2/3 requirements.
The standards are summarized in the following table:
Bharat (CEV) Emission Standards for Diesel Construction Machinery