इंटरनेट मानक

Disclosure to Promote the Right To Information

Whereas the Parliament of India has set out to provide a practical regime of right to
information for citizens to secure access to information under the control of public authorities,
in order to promote transparency and accountability in the working of every public authority,
and whereas the attached publication of the Bureau of Indian Standards is of particular interest
to the public, particularly disadvantaged communities and those engaged in the pursuit of
education and knowledge, the attached public safety standard is made available to promote the
timely dissemination of this information in an accurate manner to the public.

“जान1 का अ+धकार, जी1 का अ+धकार” “प0रा1 को छोड न' 5 तरफ”

Mazdoor Kisan Shakti Sangathan Jawaharlal Nehru
“The Right to Information, The Right to Live” “Step Out From the Old to the New”

IS 14600 (1999): Automotive Vehicles - Exhaust Emissions -

Gaseous Pollutants from Vehicles Equipped with Internal
Combustion Engines - Method of Measurement [TED 2:
Automotive Primemovers]

“!ान $ एक न' भारत का +नम-ण”

Satyanarayan Gangaram Pitroda
“Invent a New India Using Knowledge”

“!ान एक ऐसा खजाना > जो कभी च0राया नहB जा सकता ह”

है”
ह
Bhartṛhari—Nītiśatakam
“Knowledge is such a treasure which cannot be stolen”
 IS 14600 : 1999

Indian Standard

AUTOMOTIVE VEHICLES - EXHAUST

EMISSIONS - GASEOUS POLLUTANTS FROM
VEHICLES EQUIPPED WITH INTERNAL
COMBUSTION ENGINES - METHOD OF
MEASUREMENT

ICS 43.060.0 1

0 BIS 1999

BUREAU OF INDIAN STANDARDS

MANAK BHAVAN, 9 BAHADUR SHAH ZAFAR MARC
NEW DELHI 110002

November 1999 Price Group 13

Automotive Primemovers Sectional Committee, TED 2

FOREWORD

This Indian Standard was adopted by the Bureau of Indian Standards, after the draft linalized by the Automotive
Primemovers Sectional Committee had been approved by the Transport Engineering Division Council.

The present day emphasis is on controlling of emissions from automobiles. For evaluating emissions of gaseous
pollutants a standard was felt necessary and it resulted in the preparation of this Indian Standard.

With the increasing emphasis on environment, the Government of India has already come out with legislation
under Central Motor Vehicle Rules for the new vehicles fitted with spark ignition (petrol) engines to check and
confirm that the gaseous pollutants in the exhaust of the vehicles are within the specified limits.

While formulating the standard considerable assistance has been derived from the following:

ECE R-15 Uniform provisions concerning the approval of vehicles equipped with a
positive-ignition engine or with a compression-ignition engine with regard to the
emiss.ion of gaseous pollutants by the engine - Method of measuring the power of
positive-ignition engines -Method of measuring the fuel consumption of vehicles.

Annexure III of Details of Standards for Emission of Gaseous Pollutants from Petrol Engine Vehicles
Ranganathan and Test Procedures Effective from 01.04.1991. (Part III of Dot No.
Committee Report MOST/CMVR/TAP 115-l 16).

The method of measurement of evaporative and crankcase emissions are separately covered by the following
Indian Standards:

IS 13824 : 1993 Internal combustion engines - Method of verification of emission of crankcase

gases for vehicles powered with four stroke spark ignition engines

IS 14555 : 1998 Automotive vehicles - Evaporative emissions from vehicles equipped with spark
ignition engines - Method of measurement

The composition of the committee responsible for formulation of this standard is given in Annex G.
 IS 14600:1999

Zndian Standard

AUTOMOTIVE VEHICLES - EXHAUST

EMISSIONS - GASEOUS POLLUTANTS FROM
VEHICLES EQUIPPED WITH INTERNAL
COMBUSTION ENGINES - METHOD OF
MEASUREMENT
1 SCOPE the case of vehicles with manual or semi-automatic
transmission, or with selector in park or neutral
This standard covers the method of test for the
position when an automatic transmission is installed,
measurement/determination of gaseous pollutants
as recommended by the manufacturer.
from vehicles fitted with internal combustion engines
and also the requirements of the equipment used for 3.2 Normal Thermal Conditions
the tests.
Means the thermal conditions attained by an engine
2 REFERENCES and its drive line after a run of at least 15 min on a
variable course, under normal traffic conditions.
The following Indian Standards are necessary adjuncts
to this standard: 3.3 Gaseous Pollutants

IS No. Title Means Carbon monoxide, Hydrocarbons (assuming a

ratio of CHt.85) and oxides of Nitrogen (expressed in
9057: 1998 Automotive vehicles - Exhaust
Nitrogen oxide NO equivalent).
emissions - Carbon monoxide
concentration from vehicles 3.4 Unladen Mass
equipped with spark ignition en-
Means the mass of the vehicle in running order without
gines - Method of measurement
crew, passengers or load, but with the fuel tank 90
14273 : 1999 Automotive vehicles - Gaseous percent full and the usual set of tools and spare wheel
pollutants from vehicles equipped on board where applicab!e. In the case of 3-wheeled
with compression ignition engines tractors, designed to be coupled to a semi-trailer, the
- Method of measurement unladen mass shall be that of the drawing vehicle.
14554 : 1998 Automotive vehicles - Exhaust
emissions - Equipment for the 3.5 Reference Mass
measurement of carbon monoxide Means the ‘Unladen Mass’ of the vehicle increased by
concentration from vehicles a uniform figure of 75 kg for 2-wheeled vehicles and
equipped with spark ignition 150 kg for all other vehicles.
engines at idling - Specification
Automotive vehicles - Perfor- 3.6 Cold Start Device
14599 : 1999
mance requirements (measurement Means a device which enriches the air fuel mixture of
of power, SFC and opacity) of posi- the engine temporarily and thus assists engine to start
tive ignition and compression igni- and is similar to a choke.
tion engines - Method of test
3.1 Starting Aid
3 TERMINOLOGY
Means a device which assists engine to start without
For the purpose of this standard in addition to the terms
enrichment of the fuel mixture such as glow plug,
given in IS 14599 the following definitions shall
change of injection timing for fuel-injected spark
apply. ignition engine.
3.1 Idle Speed
4 TEST REQUIREMENTS
Means the engine speed, in revolution per minute, with
fuel system controls (accelerator and choke) in the rest 4.1 The vehicle when subjected to Type I and Type II
position, transmission in neutral and clutch engaged in tests stipulated below shall meet the specified limits.

1
IS 14600 : 1999

4.2 Type I Test (Test for Verifying the Average 4.2.2 Operuting Cycle 0~ the Chassis Dynamometer
Emissions of Gaseous Pollutants)
4.2.2.1 Description of the cycle
4.2.1 Test Proeedl1r.e
The operating cycle on the chassis dynamometer shall
4.2.1.1 The vehicle shall be placed on adynamometer be as notified by the statutory authorities. The details
bench equipped with a means of load and inertia of IDC are indicated in Tables 1 and 2 and shown in
simulation. A test lasting a total duration of 648 s and Fig. 2. In case the testing is carried out for any other
comprising six cycles as stipulated in 4.2.2 shall be driving cycle the details shall be given in the test
carried out, without interruption. During the test, the report. Preliminary testing cycles should be carried out
exhaust gases shall be diluted with air and a if necessary to determine how best to actuate the
proportional sample collected in one or more bags. accelerator and brake controls so as to achieve a cycle
The contents of the bags shall be analysed at the end approximately to the theoretical cycle within the
of the test. The total volume of the diluted exhaust shall specified limits.
be measured.
Table 1 Operating Cycle on the Chassis
The methods used to collect and analyse the gases shall Dynamometer
be those specified. Other analysis methods may be (Clause 4.2.2.1)
approved if it is found that they yield equivalent
results. The test shall be repeated three times. In case Sl Operation Acceleration Speed Duration Cumulative
No. - (m/s*) (k&J of each Time (s)
test is carried out for verification of compliance to
Operation(s)
statutory limits the condition stipulated in 4.2.1.4 shall i) Idling - - I6 16
apply. ii) Acceleration 0.65 o-14 6 22
iii) Acceleration 0.56 14-22 4 26
4.2.X2 For each of the pollutants, not more than one iv) Deceleration -0.63 22-13 4 30
of the three results obtained may exceed by not more v) Steady speed - 13 2 32
than 10 percent of the limit specified for that type of vi) Acceleration 0.56 13-23 5 37
vehicle, provided the arithmetical mean of the three vii) Acceleration 0.44 23-31 5 42
results rounded off to the second decimal place is not viii) Deceleration -0.56 31-25 3 45
ix) Steady speed - 25 4 49
exceeding the specified limit. Where the specified
x) Deceleration -0.56 25-21 2 51
limits are exceeded for more than one pollutant, it
xi) Acceleration 0.45 21-34 8 59
shall be immaterial whether this occurs in the same test xii) Acceleration 0.32 34-42 I 66
or in different tests. xiii) Deceleration -0.46 42-3-l 3 69
xiv) Steady speed - 31 7 76
4.2.1.3 If one of the three results obtained of each of xv) Deceleration -0.42 37-34 2 78
the pollutants exceeds by more than 10 percent the xvi) Acceleration 0.32 34-42 7 85
limit prescribed for that type of vehicle specified, the xvii) Deceleration -0.46 42-27 9 94
test may be continued as specified below. The number xviii) Deceleration -0.52 27-14 7 101
of tests specified in 4.2.1.1 may be increased to ten xix) Deceleration -0.56 14-00 I I08
provided that the arithmetical mean 0 of the three
results falls between 100 and 110 percent of the limit
Table 2 Break Down of the Operating Cycle
(L). In this case, the decision, after testing, shall
Used for Type I Test
depend exclusively on the average results obtained
(Clause 4.2.2.1)
from all 10 tests (rounded off to the second decimal
place), with respect to the limits. Sl No. Operations Time(s) Percentage
9 Idling I6 14.81
4.2.1.4 The number of tests specified in 4.2.1.1 shall ii) Steady speed periods 13 12.04
be reduced in the conditions hereinafter specified, iii) Accelerations 42 38.89
where VI is the result of the first test and V2 the result iv) Decelerations 37 34.26
IO8 100.00
of the second test for each of the pollutants. Only one NOTES
test shall be carried out if VI readings of any of the 1. Average speed during test is 21.93 km/h.
pollutants is less than or equal to 0.70 L (VI IO.70 L). 2. Theoretical distance covered per cycle is 0.658 km.
Only two tests shall be carried out if the levels of the 3. Equivalent distance for the test (6 cycles) is 3.948 km.

pollutants are VI I 0.85 L, and if, at the same time,

one of these values is VI > 0.70 L. In addition, the 4.2.2.2 Usnge of the gear-box
Vz readings of the pollutants shall satisfy the
The usage of the gear-box shall be as specified by the
requirement that (VI + V;! ) I 1.70 L and V2 I L.
manufacturer. However, in the absence of any such
4.2.1.5 The flow chart for the type approval tests is instructions, the following points shall be taken’into
shown in Fig. 1. account.
 IS 14600 : 1999

ONE TEST TYPE APPROVAL

_
v, Q 0.70 L
1 NO
v, > 1.10 L 1
1 NO
I TWO TESTS I
V, d 0.85 L
AND vp< L GRANTED
AND V, +Vz<l.7D L
1 NO
v2> 1.10 L
YES
OR v, 3 L

v, > 1.10 L
OR Vl B L
AFJD Vs 2 L

I AND Vi3 L I

I NO
YES
1 (vc +vz +GT-+--( GRANTED

NO
YES
I(V, +vz+wsTLiiq

-1 NO -
OPTIONS: YES YES
V<L
TO INCREASE THE NUMBER
GRANTED
OF TEST TO TEN (n = 10) _l_i
( n=10 )
I I

FIG. 1 FLOW SHEETFORTHETYPE APPROVALTESTS

3
SPEED km/h

6661: 009PI SI
 IS 14600 : 1999

4.2.2.3 Manual change gear-box in Annex A. It shall also be run-in as recommended by

the manufacturer.
During each phase at constant speed, the rotating
speed of the engine shall be, if possible, between 50 4.2.4.2 The exhaust device shall not exhibit any leak
and 90 percent of the speed corresponding to the likely to reduce the quantity of gas collected and this
maximum power of the engine. When this speed can shall be the same emerging from the engine.
be reached in two or more gears, the vehicle shall be
tested with the higher gear engaged. During 4.2.4.3 It shall also be ensured that the air intake
acceleration, the vehicle shall be tested in whichever system is leak proof.
gear is appropriate to the acceleration imposed by the 4.2.4.4 The settings of the engine and of the vehicle’s
cycle. A higher gear shall be engaged at the latest when controls shall be those recommended by the
the rotating speed is equal to 110 percent of the speed manufacturer. This requirement also applies, in
corresponding to the maximum power of the engine. particular, to the settings for idling and for the cold
During deceleration, a lower gear shall be engaged start device, automatic choke and exhaust gas cleaning
before the engine starts to idle roughly, at the latest systems, etc.
when the engine revolutions are equal to 30 percent of
the speed corresponding to the maximum power of the 4.2.4.5 The vehicle to be tested, or an equivalent
engine. No change down to first gear shall be effected vehicle, shall be fitted, if necessary with a device to
during deceleration. Vehicles equipped with an permit the measurement of characteristic parameters
overdrive which the driver can actuate shall be tested necessary for the chassis dynamometer setting.
with the overdrive disengaged. 4.2.4.6 The testing agency may verify that the vehicle
4.2.2.4 When it is not possible to adhere to the cycle, conforms to the performance of power, acceleration,
the operating cycle shall be modified for gear change maximum speed, etc, stated by the manufacturer and
points, allowing two seconds time interval at constant that it can be used for normal driving and more
speed for each gear change keeping the total time particularly that it is capable of starting both in hot and
constant. The operating cycle with recommended gear cold conditions.
positions is shown in Fig. 3.
4.2.4.7 The test vehicle should be run-in as per the
4.2.2.5 Automatic gear-box manufacturer’s specifications before the test.

Vehicles equipped with automatic shift gear-boxes 4.2.5 Fuel

shall be tested with the highest gear (drive) engaged.
The requirements of reference fuel shall be the same
The accelerator shall be used in such a way as to obtain
as notified by the statutory authorities. A
the steadiest acceleration possible, enabling the
commercially available fuel may also be used
various gears to be engaged in the normal order.
provided that the characteristics are such that it does
4.2.3 Tolerances not contain any smoke supressant additives.

4.2.3.1 A tolerance of +l km/h shall be allowed 4.2.6 Test Equipment

between the indicated speed and the theoretical speed
4.2.6.1 Chassis dynamometer
during acceleration, during steady speed and during
deceleration, when the vehicle’s brakes are used. If the a) The dynamometer shall be capable of simulat-
vehicle decelerates more rapidly without the use of the ing road load and any one of the following
brakes, then the timing of the theoretical cycle shall be classifications:
restored by constant speed or idling period merging 9 Dynamometer with fixed load curve,
into the following operation. Speed tolerances greater that is a dynamometer whose physical
than those recommended shall be accepted, during characteristics provide a fixed load
phase changes provided that the tolerances never curve is not a preferred type of
exceed 0.5 s on any one occasion. dynamometer.
ii) Dynamometer with adjustable load
4.2.3.2 Time tolerances of + 0.5 s shall be allowed. curve that is a dynamometer with at least
The above tolerances shall apply equally at the
two road load parameters that can be
beginning and at the end of each gear changing period. adjusted to shape the load curve. This is
4.2.3.3 The speed and time tolerances shall be a preferred type of dynamometer.
combined as shown in Fig. 2. b) The chassis dynamometer may have one or
two rollers. In the case of a single roller, the
4.2.4 Test Vehicle roller diameter shall not be less than 400 mm
4.2.4.1 Prior to testing it shall be ensured that it for 2-wheelers and 1 200 mm for other
complies with the specification of the vehicle outlined vehicles.

5
4”

GO
N GEAR CHANGE
B DE-CLUTCHING

FIG. 3 OPERATING
CYCLEWITHRECOMMENDED
GEAR POSITION
 IS 14600 : 1999

c) The setting of the dynamometer shall not be h) Chassis dynamometer calibration

affected by the lapse of time. It shall not i) The dynamometer shall be calibrated at
produce any vibrations perceptible to the least once in a month or performance
vehicle and likely to impair the vehicle’s nor- verified at least once in a week and
mal operations. then calibrated as required. The
d) It shall be equipped with means to simulate calibration shall consist of the
inertia and load. These simulators shall be manufacturers’ recommended proce-
connected to the front roller, in the case of a dure and a determination of the
two roller dynamometer. dynamometer frictional power absorp-
e) The roller shall be fitted with a revolution tion at 40 km/h. A method for determin-
counter with reset facility to measure the dis- ing this is given in Annex D. Other
tance actually travelled. methods may be used if they are proven
f) Accuracy to yield equivalent results.
i) It shall be possible to record the indi- ii) The performance check consists of con-
cated load to an accuracy of + 5 percent. ducting dynamometer coast down time
ii) In case of dynamometer with a fixed at one or more inertia power setting and
load curve the accuracy of the load set- comparing the coast down time to that
ting at 40 km/h shall be f 5 percent. In recorded during the last calibration. If
case of a dynamometer with adjustable the coast down time differs by more than
load curve, the accuracy of matching one second, a new calibration is
dynamometer load to road load shall be required.
within f 5 percent at 30,40 and 50 km/h
and + 10 percent at 20 km/h. Below this, 4.2.6.2 Exhaust gas sampling system
the dynamometer absorption shall be
4 The exhaust gas sampling system shall be
positive. designed to enable the measurement of the true
iii) The total equivalent inertia of the rotat- mass emissions of vehicle exhaust. A Con-
ing parts (including the simulated inertia stant Volume Sampler System wherein the
where applicable) shall be known and vehicle exhaust is continuously diluted with
within + 20 kg of the inertia class for the ambient air under controlled conditions shall
test, in case of four-wheeled vehicles; be used. In the constant volume sampler con-
for two-wheeled vehicles within f 2 cept of measuring mass emissions, two condi-
percent. tions shall be satisfied, the total volume of the
iv) The speed of the vehicle shall be mixture of exhaust and dilution air shall be
measured by the speed of rotation of the measured and a continuously proportional
roller (the front roller in the case of a two sample of the volume shall be collected for
roller dynamometer). It shall be analysis. Mass emissions are determined from
measured with an accuracy of f 1 km/h the sample concentrations, corrected for the
at speeds above 10 km/h. pollutant content of the ambient air and total-
g) Load and inertia setting ized flow, over the test period.
i) Dynamometer with adjustable load b) The flow through the system shall be sufficient
curve: the load simulator shall be ad- to eliminate water condensation at all condi-
justed in order to absorb the power tions which may occur during a test, as out-
exerted on the driving wheels at various lined in Annex E.
steady speeds. c) A schematic diagram of the general concept is
ii) Chassis dynamometer with fixed load shown in Fig. 4. Examples of three types of
curve: the load simulator shall be ad- Constant Volume Sampler Systems which
justed to absorb the power exerted on the shall meet the requirements are outlined in
driving wheels at a steady speed of Annex E.
40 km/h. 4 The gas and air mixture shall be homogeneous
iii) The means by which these loads are at point S2 of the sampling probe (see Fig. 4).
determined and set are stipulated in e> The probe shall extract a true sample of the
Annex B. Inertia dynamometers with diluted exhaust gases.
electrical inertia simulation shall be f) The system shall be free from gas leaks. The
demonstrated to be equivalent to design and materials shall be such that the
mechanical inertia systems. The means system does not influence the pollutant con-
by which equivalence is established is centration in the diluted exhaust gas. In case
stipulated in Annex C. any component (heat exchanger, blower, etc)

7
 FILTER (OPTIONAL) TO ATMOSPHERE

DILUTION
AIR -
INLET

cm

TO GAS EXTRACTOR
VEHICLE EXHAUST _L 1 c SYSTEM AND VOLUME
INLET - MEASURING
EQUIPMENT
I
Sj,S2 -SAMPLING PROBES
MIXING CHAMBER P- SLICTION PUMPS
F- FILTER
FL- FLOWMETERS
N- FLOW CONTROLLERS
V- QUICK CHANGING SOLENOID
VALVES-TO DIVERT F.LOW
INTO BAGS/ VENTS
QUICK ACTING COUPLERS
i- BAGS FOR COLLECTING
SAMPLE

FIG. 4 SCHEMATIC
OF EMISSIONMEASUREMENT
SET-UP
 IS 14600 : 1999

likely to change the concentration of any pol- b) Accuracy

lutant gas in the diluted gas, then the sampling The analysers shall have a measuring range
for that pollutant shall be carried out before compatible with the accuracy required to
that component, if the problem cannot be cor- measure the concentrations of the exhaust gas
rected. sample pollutants.
g) If the vehicle being tested is equipped with an Measurement errors shall not exceed + 3 per-
exhaust pipe comprising several branches, all cent disregarding the true value of the calibra-
of them shall be connected as near as possible tion gases.
to the vehicle. For concentrations of less than 100 ppm the
h) Static pressure variations at the tailpipe(s) of measurement error shall not exceed f 3 ppm.
the vehicle shall remain within f 1.25 kPa of The ambient air sample shall be measured on
the static pressure variations measured during the same analyser and range as the correspond-
the dynamometer driving cycle and with no ing diluted exhaust sample.
connection to the tailpipe(s). Sampling sys- c) Ice-trap
tems capable of maintaining the static pressure No gas drying device shall be used before the
to within f 0.25 kPa shall be used if a written analysis unless it is known that it has no effect
request from a manufacturer to the testing on the pollutant content of the gas stream.
agency granting the approval substantiates the 4 Particular requirements for compression
need for the closer tolerance. The back-pres- ignition engines
sure shall be measured in the exhaust pipe as A heated sample line for a continuous HC-
near as possible to its end or in an extension analysis with the flame ionization detector
having the same diameter. (HFID), including recorder (R) shall be used.
j), The various valves used to direct the exhaust The average concentration of the measured
gases shall be of a quick-adjustment, quick- hydrocarbons shall be determined by integra-
acting type. tion. Throughout the test, the temperature of
k) The gas samples shall be collected in sample the heated sample line shall be controlled at
bags of adequate capacity. These bags shall be 463 f 10 K. The heated sampling line shall
made of such materials that do not change the be fitted with a heated filter (6;~) (99 percent
pollutant gas by more than f 2 percent after efficient with particle size < 0.3 pm) to extract
20 min of storage. any solid particles from the continuous flow of
4.2.6.3 Analytical equipment gas required for analysis.
The sampling system response time (from the
a) Pollutant gases shall be analysed with the
probe to the analyser inlet) shall not exceed
,following instruments
4 s.
i) &bon monoxide (CO) and carbon
dioxide (C02) analysis The HFID shall be used with a constant flow
The carbon monoxide and carbon (heat exchanger) system to ensure a repre-
dioxide analysers shall be of the Non- sentative sample, unless compensation for
varying CFV or CFO flow is made.
Dispersive Infra Red (NDIR) absorption
type.
4 Calibration
Each analyser shall be calibrated as often as
ii) Hydrocarbon (HC) analysis (Gasoline
necessary and in any case in the month before
vehicles)
type approval testing and at least once every six
The hydrocarbon analyser shall be of the
months for verifying conformity of production.
Flame Ionization (FID) type calibrated
with propane gas expressed equivalent The calibration method that shall be used is
to carbon atoms. outlined in D-4 for the analysers indicated
Hydrocarbons (HC) analysis (Diesel in 4.2.
vehicles) 0 Volume measurement
The hydrocarbon analyser shall be of the The method of measuring total dilute exhaust
Flame Ionization type with Detector, volume incorporated in the constant volume
Valves, pipe work, etc, heated to. sampler shall be such that measurement is
463 + 10 K (HFID). It shall be calibrated accurate to within + 2 percent.
with propane gas expressed equivalent g) Constant volume sampler calibration
to carbon atoms (Cl ). The Constant Volume Sampler System
iii) Nitrogen oxide (NOx) analysis volume measurement device shall be
The nitrogen oxide analyser chall be of calibrated by a suitable method to ensure the
the Chemiluminescent (CLA) type specified accuracy and at a frequency suf-
with an NOx-NO converter. ficient to maintain such accuracy.

9
IS 14600 : 1999

An example ofa calibration procedure that the permissible deviation between the quantity of gas
required accuracy is given in D-3. The method introduced and the quantity of gas measured shall be
shall utilize a flow metering device which is 5 perCent.
dynamic and suitable for the high flow rate 4.2.7 Preparation for the Test
encountered in Constant Volume Sampler
Testing. The devices shall be of certified 4.2.7.1 Adjustment of inertia simulators to the
accuracy traceable to an approved national or vehicle’s translatory inertia
international standard. An inertia simulator shall be used enabling a total
inertia of the rotating masses to be obtained
4.2.6.4 Gases
proportional to the reference weight within the
a) Pure gases following limits given in Table 3.
The following pure gases shall be available
when necessary, for calibration and operation Table 3 Adjustment of Inertia
purposes: (Clauses4.2.7.1 andC-2.1.1)
Purified nitrogen (purity < 1 ppm C, < 1 ppm
Reference Maw of Equivalent
CO, 5 400 ppm COP, IO.5 ppm NO);
Vehicle, R (kg) Inertia, I (kg)
Purified synthetic air (purity I 3 ppm C, I 1
ppm CO, < 400 ppm CO2, IO.5 ppm NO); l&e Up’to and
Oxygen content between 18 and 21 percent Than including
(1) (2) (3)
vol; - 105 100
Purified oxygen ( purity > 99.5 percent vol 105 115 110
02); 115 125 120
Purified hydrogen (and mixture containing 125 135 130
135 145 140
hydrogen) (purity I 1 ppm C, 5 400 ppm
145 165 150
COZ). 165 185 170
b) Calibration and span gases 185 205 190
Gases having the following chemical composi- 205 225 210
225 245 230
tions shall be available:
245 270 260
C3 Hs and purified synthetic air, as in (a) 270 300 280
above. 300 330 310
CO and purified nitrogen; 330 360 340
360 395 380
CO2 and purified nitrogen;
395 435 410
NO and purified nitrogen (the amount of NO2 435 475 450
contained in this calibration gas shall not 475 515 490
exceed 5 percent of the NO content); 515 555 530
555 595 570
The true concentration of a calibration gas
595 635 610
shall be within It 2 percent of the stated figure. 635 675 650
c) The concentrations specified in D-4.1.1 may 675 715 690
also be obtained by means of a gas divider, 715 750 730
750 850 800
diluting with purified nitrogen or with purified
850 1020 910
synthetic air. The accuracy of the mixing 1020 1250 1 130
device shall be such that the concentrations of 1250 1470 1360
the diluted calibration gases may be deter- 1470 1700 1590
1700 1930 1810
mined within IL2 percent.
1930 2 150 2 040
2 150 - 2 270
4.2.6.5 Additional equipment

a> Temperature 4.2.7.2 Setting of dynamometer

The temperatures indicated in Annex E shall
be measured with an accuracy of + 1.5 K. a) The load shall be adjusted according to
b) Pressure methods stipulated in 4.2.6.1 (g).
The atmospheric pressure shall be measurable b) The method used and the values obtained
to within I!I0.1 kPa. (equivalent inertia, characteristic adjustment
c> Absolute humidity parameter) shall be recorded in the test report.
The absolute humidity (H) shall be measurable
to within + 5 percent. 4.2.7.3 Four-wheel drive vehicles shall be tested in a
two-wheel drive mode of operation. Permanent
4.2.6.6 The exhaust gas-sampling system shall be four-wheel drive vehicles shall have one set of drive
verified by the method given in D-5. The maximum wheels temporarily disengaged by the vehicle

10
 IS 14600 : 1999

manufacturers. Four-wheel drive vehicles which can 30 and 45 cm in front of its front wheel.
be manually shifted to a two-wheel drive mode shall The device used to measure the linear
be tested in the normal mode on-highway two-wheel velocity of the air shall be located in the
drive mode of operation. middle of the stream at 20 cm away from
the air outlet. The air velocity shall be 25
4.2.8 Procedure for Chassis Dynamometer Test
+ 5 km/h. This velocity shall be as near-
4.2.8.1 Special conditions for carrying out the cycle ly constant as possible across the whole
a) During the test, the cell temperature shall be of the blower outlet surface.
between 298 K and 313 K. The absolute e) During the test, the speed shall be recorded
humidity (H) of either the air in the test cell or with respect to time so that the correctness of
the intake air of the engine shall be such that the cycles performed can be assured.
5.55 HI18gHzO/kgdryair. 4.2.8.2 Starting of the engine
b) The vehicle shall be approximately horizontal
during the test to avoid any abnormal distribu- a) The engine shall be started by means of the
tion of the fuel. devices provided for this purpose according
c) The tyre pressure shall be the same as that to the manufacturer’s recommendations, as
recommended by the manufacturer and used incorporated in the driver’s handbook of
for the preliminary road test for data collection production vehicles.
for adjustment of chassis dynamometer. The b) Warming up of the vehicle shall be done on the
tyre pressure may be increased up to 50 percent chassis dynamometer as per manufacturer’s
from the manufacturer’s recommended setting recommendations by using the operating test
in the case of a two roll dynamometer in order cycles. The test cycle shall begin at the end of
to prevent tyre damage. The actual pressure this warming up period.
used shall be recorded in the test report. c) If the maximum speed of the vehicle is less
.d) Cooling of the vehicle than the maximum speed of the driving cycle,
i) For vehicles with liquid cooled engines that part of the driving cycle, where speed is
the test shall be carried out with the exceeding the vehicle’s maximum speed, the
bonnet raised unless this is technically vehicle shall be driven with fully open the
impossible. An auxiliary ventilating throttle.
device acting on the radiator (water 4.2.8.3 Idling
cooling) or on the air intake (air cooling)
may be used if necessary, to keep the a) Manual-shif or semi-automatic gear-box
engine temperature normal. i) During periods of idling, the clutch shall
ii) For vehicles with air cooled engines be engaged and gears shall be in neutral
throughout the test, an auxiliary cooling position.
blower shall be positioned in front of the ii) To enable the accelerations to be per-
vehicle, so as to direct cooling air to the formed according to normal cycle the
engine. The blower speed shall be such vehicle shall be pla$ed in first gear, with
that, within the operating range of clutch disengaged, 5 s before the ac-
10 to 50 km/h the linear velocity of the celeration following the idling period
air at the blower outlet is within + 5 km/h considered.
of the corresponding roller speed. At iii) The first idling period at the beginning
roller speeds of less than 10 km/h, air of the cycle shall consist of 11 s of idling
velocity may be zero, the blower outlet in neutral with the clutch engaged and
shall have a cross section area of at least 5 s in first gear with the clutch dis-
0.4 m2 and the bottom of the blower engaged.
outlet shall be between 15 and 20 cm b) Automatic-shifr gear-box
above floor level. The blower outlet After initial engagement, the selector shall not
shall be perpendicular to the lon- be operated at any time during the test except
gitudinal axis of the vehicle between in accordance with 4.2.8.4 (b).
30 and 45 cm in front of its front wheel.
iii) As an alternative, an auxiliary cooling 4.2.8.4 Accelerations
blower may be positioned in front of the
a) Manual-shift gear-box
vehicle. The blower outlet shall have a
cross sectional area of at least 0.4 m2 and i> Accelerations shall be so performed that
the rate of acceleration is as constant as
shall be perpendicular to the lon-
possible through the phase.
gitudinal axis of the vehicle between

11
IS 14600 :1999

ii) If an acceleration cannot be carried out 4 The analysers’ zeros shall then be re-checked.
in the specified time, the extra time re- If the reading differs by more than 2 percent of
quired shall be deducted from the time range from that set in (b), the procedure shall
allowed for changing the combination, if be repeated.
possible, and’in any case, from the sub- The samples shall then be analysed.
sequent steady-speed or deceleration After the analysis zero and span points shall be
period. re-checked using the same gases. If these re-
b) Automatic-shift gear-boxes checks are within 2 percent of those in (b)
If an acceleration cannot be carried out in the above then the analysis shall be considered
specified time the gear selector shall be acceptable.
operated in accordance with requirements for 8) For all the points in this section, the flow rates
manual-shift gear-boxes. and pressure of the various gases shall be the
same as those used during calibration of the
4.2.8.5 Decelerations analysers.
h) The value of the content of the gases in each
All decelerations shall be effected by closing of the pollutants measured shall be that
the throttle completely. The clutch shall be recorded after stabilization of the measuring
disengaged, at around a speed of 10 km/h. device. Diesel hydrocarbon mass emissions
b) If rhe period of deceleration is longer than that shall be calculated from the integrated HFID
specified for the corresponding phase, the reading corrected for varying flow, if neces-
vehicle’s brakes shall be used to enable the sary, as shown in Annex D.
timing of the cycle to be abided by.
4.2.10 Determination of the Quantity of Gaseous
c) If the period of deceleration is shorter than that
specified for the corresponding phase, the Pollutants Emitted
timing of theoretical cycle shall be restored by 4.2.10.1 The volume considered
constant speed or idling period merging into
the following operation. The volume to be considered shall be corrected to
4 At the end of the deceleration period (halt of conform to the conditions of 101.3 kPa and 293 K.
the vehicle on the rollers) the gears shall be 4.2.10.2 Total mass of gaseous pollutants emitted
placed in neutral and the clutch engaged.
The mass, M, of each pollutant emitted by the vehicle
4.2.8.6Steady speeds during the test shall be determined by obtaining the
product of the voluminal concentration and the
a) ‘Pumping’ or the closing of the throttle shall volume of the gas in question, with due regard for the
be avoided when passing from acceleration to following densities at the above mentioned reference
the following steady speed. condition. In the case of carbon monoxide (CO)
b) Periods of constant speed shall be achieved by d = 1.164 kg/m3. In the case of hydrocarbons (CH1.85)
keeping the accelerator in fixed position. d = 0.576 8 kg/m3. In the case of nitrogen oxides
(NOz)d = 1.913 kg/m3.
4.2.9 Procedure for Sampling and Analysis
4.2.10.3 Annex F describes the calculations for the
4.2.9.1 Sampling various methods to determine the qtiantity of gaseous
pollutants emitted.
Sampling shall start at the beginning of the test cycle
as given in 4.2.8.2 (b) and at the end of the sixth cycle. 4.3 Type II Test (Test for Carbon Monoxide
Emissions at Idling Speed)
4.2.9.2 Analysis
This test is applicable only for vehicles fitted with
a) The exhaust gases contained in the bag shall spark ignition engines. This test shall be carried out as
be analysed at the earliest but not later than per IS 9057 immediately after the sixth operating
20 min after the end of the test cycle. cycle of the Type I test, with the engine at idling
b) Prior to each sample analysis the analyser speed, the cold start device not being used . For
range to be used for each pollutant shall be set facilitating measurement with CVS system the
to zero with the appropriate zero gas. sampling probe can be placed in the pipe connecting
c) The analysers shall then be set to the calibra- the exhaust with CVS system and as close to the
tion curves by means of span gases of nominal exhaust pipe as possible. On manufacturers request, a
concentrations of 70 to 100 percent of the retest shall be carried out, with the sampling probe
range. mounted as per IS 9057.

12
 IS.14600 : 1999

ANNEX A
(Clause 4.2.4.1)
ESSENTIAL CHARACTERISTICS OF THE VEHICLE AND ENGINE AND CONDUCT OF TESTS

A-O ENGINE
A-0.1 Type
A-O.2 Manufacturer’s name

A-O.3 Working principle (Four/Two-Stroke)

A-O.4 Model name (if any)

A-O.5 Type of fuel used

A-O.6 Number and layout of cylinders and firing order

A-O.7 Swept volume

A-O.8 Bore (mm)

A-O.9 Stroke (mm)

A-0.10 Compression ratio (specify the tolerance)

A-0.11 Engine performance (declared by the manufacturer, and tolerance)

A-0.12 Maximum net power of engine on bench:--------kW at-------rpm (specify standard)

A-l COMBUSTION
A-l.1 Drawings of combustion chamber and piston crown

A-l.2 Minimum cross-sectional area of ports ’

A-l.3 Inlet (mm)

A-l.4 Outlet (mm)

A-2 COOLING SYSTEM (LIQUID)

A-2.1 Nature of liquid

A-2.2 Circulating pump : Yes/No

A-2.3 Characteristics of circulating pump

A-2.3.1 Make(s)

A-2.3.2 Type(s)

A-2.3.3 Drive ratio

A-2.4 Thermostat setting

A-2.5 Radiator drawing(s)

A-2.5.1 Make(s)

A-2.5.2 Type(s)
A-2.5.3 Relief valve pressure setting

A-2.6 Fan characteristics

A-2.6.1 Make(s)

A-2.6.2 Type(s)

A-2.6.3 Fan drive system

A-2.6.4 Drive ratio

13
IS 14600:1999

A-2.6.5
Fan cowl
A-3 CHARACTERISTICS OF AIR COOLING SYSTEM
A-3.1 Blower characteristics
A-3.1.1 Make(s)
A-3.1.2
Type(s)
A-3.1.3
Drive ratio(s)
A-3.2 Air ducting (standard production)
A-4 TEMPERATURE REGULATING SYSTEM (YES/NO)
A-4.1 Brief description
A-5 TEMPERATURE PERMITTED BY MANUFACTURER
A-5.1 Liquid cooling
A-5.1.1 Maximum temperature at engine outlet
A-5.2 Air cooling
A-5.2.1 Reference point
A-5.2.2 Maximum temperature at reference point
A-S.3 Maximum exhaust temperature
A-5.3.1 Maximum outlet temperature of the intercooler
A-5.3.2 Maximum exhaust temperature [in case of diesel engines, at the point in the exhaust pipe(s) adjacent
in outlet flange(s) of exhaust manifolds]
A-6 FUEL TEMPERATURE
A-6.1 Minimum
A-6.2 Maximum
A-7 LUBRICANT
A-7.1 Temperature
A-7.1.1 Minimum
A-7.1.2 Maximum
A-7.2 Oil
A-7.2.1 Make
A-7.2.2 Type
A-8 INTAKE SYSTEM
A-8.1Supercharger : Yes/No

A-8.1.1 Description
A-8.1.2 Make(s)
A-8.1.3 Type(s)
A-8.2 Intake manifold
A-8.2.1 Description
A-S.3 Air filter
A-8.3.1 Make
A-8.3.2 Type

14
 IS 14600 : 1999

A-S.4 Description and diagrams of inlet pipe and their accessories (dash pot, heating device, additional air
intake, etc)

A-9 FUEL FEED (BY CARBURETTOR)

A-9.1 Number

A-9.2 Make

A-9.3 Type

A-9.4 Adjustments (specify the tolerance)

A-9.4.1 Jets

A-9.4.2 Venturies or
A-9.4.3 Float-chamber level Curve of fuel delivery plotted against air flow and’
settings required to keep the curve
A-9.4.4 Mass of float

A-9.4.5 Float needle

A-9.5 Dimensions of mixture duct

A-9.6 Manual/Automatic choke closure setting

A-9.7 Feed pump

A-9.7.1 Pressure (specify the tolerance) or characteristic diagrams

A-9.7.2 Type of fuel feed pump

A-10 FUEL FEED (BY FUEL INJECTION)

A-10.1 Injection system description

A-10.2 Working principle: intake manifold/direct injection/injection pre-chamber/swirl chamber

A-10.3 Fuel pump

A-10.3.1 Make(s)

A-10.3.2 Type(s)

A-10.4 Delivery mm/per stroke at pump rpm (specify the tolerance) or characteristic diagram (specify the
tolerance)

A-10.5 Calibration procedure on engine/pump bench

A-10.6 Injection timing

A-10.7 Injection advance curve

A-10.8 Injection advance (specify the tolerance)

A-10.9 Injectors

A-10.9.1 Type

A-10.9.2 Make

A-10.9.3 Opening pressure (specify the tolerance) or characteristic diagram

A-11 DEVICE FOR RECYCLING CRANK-CASE GASES

A-11.1 Description and diagrams

15
IS 14600: 1999

A-12 GOVERNOR

A-12.1 Make(s)

A-12.2 Type(s)

A-12.3 Cut off point under load

A-12.4 Maximum speed without load

A-12.5 Idle speed

A-13 COLD START DEVICE

A-13.1 Make(s)

A-13.2 Type(s)

A-13.3 System description

A-14 STARTING AID

A-14.1 Make(s)

A-14.2 Type(s)

A-14.3 System description

A-15 VALVE TIMING OR EQUIVALENT DATA

A-15.1 Maximum lift of valves

A-15.1.1 Inlet (mm)

A-15.1.2 Exhaust (mm)

A-15.2 Angle of valves (w.r.t. top dead center)

A-15.3 Inlet

A-15.3.1 Opening

A-15.3.2 Closing

A-15.4 Exhaust

A-15.4.1 Opening

A-15.4.2 Closing

A-15.5 Reference or Setting ranges

A-15.6 Valve gap

A-15.7 Distribution by ports

A-15.7.1 Volume of crank-case cavity with piston at TDC

A-15.7.2 Description of reed valve, if any with drawing

A-15.7.3 Description (with drawing) of inlet ports, scavenging and exhaust ports with corresponding timing.
(The drawing should include one representing the inner surface of the cylinder)

A-16 IGNITION SYSTEM

A-16.1 Make

A-16.2 Type

A-16.3 Ignition advance curve (specify the tolerance)

A-16.4 Ignition timing (specify the tolerance)

A-16.5 Contact point gap and dwell angle (specify the tolerance)

16
 IS 14600 : 1999

A-17 EXHAUST SYSTEM

A-17.1 Description and diagrams

A-18 LUBRICATION SYSTEM

A-18.1 Description of system

A-18.2 Lubrication oil capacity

A-18.3 Position of lubricant reservoir

A-18.4 Feed system ( pump, injection in to intake mixing with fuel, etc )

A-18.5 Lubricating pump

A-18.5.1 Make

A-18.5.2 Type

A-18.6 Mixture with fuel: Yes/No

A-18.6.1 Percentage

A-18.7 Oil cooler: Yes/No

A-18.7.1 Drawings

A-18.7.2 Makes

A-18.7.3 Types

A-19 ELECTRICAL EQUIPMENT

A-19.1 Generator/Alternator characteristics (specify the tolerance)

A-19.1.1 Make

A-19.1.2 Type

A-20 OTHER ENGINE DRIVEN AUXILIARIES

A-20.1 Enumeration and brief description, if necessary

A-21 ADDITIONAL INFORMATION ON TEST CONDITIONS

A-21.1 Sparking plugs

A-21.1.1 Make

A-21.1.2 Type

A-21.1.3 Spark-gap setting

A-21.2 Ignition coil
A-21.2.1 Make
A-21.2.2 Type
A-21.3 Ignition condenser
A-21.3.1 Make
A-21.3.2 Type
A-21.4 Radio interference suppression equipment
A-21.4.1 Make
A-21.4.2 Type

A-22 IDLING SYSTEM

A-22.1 Idling speed (rpm) (specify the tolerance)

A-22.2 Description of settings and relevant requirements

17
IS 14600:1999

A-22.3Carbon monoxide content by volume in the exhaust gas with the engine idling, percent (manufacturer’s
standard)

A-23 ADDITIONAL REQUIREMENTS FOR VEHICLES TO BE TESTED ON CHASSIS

DYNAMOMETER

A-23.0Name of model and variants

A-23.1Maximum acceleration
A-23.2Gear shifting pattern
A-23.3Maximum speed, km/h
A-23.4Vehicle kerb weight, kg
A-23.5Front axle
A-23.6Rear axle
A-23.7Reference mass
A-23.8Type of transmision (manual/automatic/ semi-automatic)
(NOTE - If automatic give all pertinent data)

A-23.9Clutch type (wet/dry/sinlge plate/multiplate/hydraulic)

A-23.10Gear-box
A-23:10.1We
A-23.10.2Wodel name (if any>
A-23.10.33ear shifting control system
A-23.10.4Vumber of gears
A-23.10.5stall ratio of torque converter
A-23.10.6sub-transmission
A-23.10.7Type
A-23.10.8Zontrol system
A-23.10.9sear ratio
High
Low
Final drive (crown wheel)
A-23.10.10
A-23.10.11
Type
Reduction ratio
A-23.10.12
Differential
A-23.10.13 type
Final drive ratio
A-23.10.14
A-23.10.15
Gear ratio
Gear-Box Ratio Over Ratio

1st

2nd

3rd

4th

r 5th I I I
6th

Over drive

L-_ Reverse

18
 i
IS 14600: 1999

A-23.11 Number of Axles

Driven
Non-driven

A-24 ADDITIONAL REQUIREMENTS FOR COMPRESSION IGNTION ENGINES

A-24.1 Maximum permitted depression of air intake at characteristic place (specify location of measurement)

A-24.2 Exhaust back pressure at maximum net power and location of measurement &Pa)

A-24.3 Effective volume of exhaust (specify the tolerance and range)

A-24.4 Moment of inertia of combined flywheel and transmission at condition when no gear is engaged

A-24.5 Injection piping

A-24.5.1 Length (mm)

A-24.5.2 Internal diameter (mm)

A-24.6 Maximum rated speed (specify the tolerance)

A-24.7 Minimum rated speed (specify the tolerance)

A-24.8 Power absorbed by fan kW (specify the tolerance)

A-24.9 Maximum net torque on bench Nm at rpm

A-24.10 Declared speed and powers of the engine/vehicle’) submitted for type approval

(Speeds to be agreed with the testing agency)

-
Measurement Engine speed, Power, kw Vehicle Speed and
point rp* Gear Position
~___

A-25 ADDITIONAL POLLUTION CONTROL DEVICES (IF ANY AND IF NOT COVERED BY
ANOTHER HEADING)

A-25.1 Catalyser make

A-25.2 Identification mark

A-25.3 Type of catalytic action (one/two/three way)

A-25.4 Total charge of precious metal (g/vehicle)

A-25.5 Relative concentration

A-25.5.1 Platinum

A-25.5.2 Rhodium

A-25.6 Substrate (monolythic metal/ceramic/ honeycomb)

A-25.7 Cell density (cells per squre inch)

A-25.8 Type of casing for catalyser

A-25.9 Diagram indicating the arrangement

1) Strike out whichever is not applicable.

19
IS 14600 : 1999

ANNEX B
[Clause4.2.6.1(g) (iii)]
RESISTANCE TO PROGRESS OF A VEHICLE - MEASUREMENT METHOD ON THE ROAD
-SIMULATION ON A CHASSIS DYNAMOMETER

B-l SCOPE B-4.3 Preparation for the Test

This Annex describes the methods to measure the B-4.3.1 The vehicle shall be loaded to it’s reference
resistance to the progress of a vehicle at stabilized mass. The level of the vehicle shall be that obtained
speeds on the road and to simulate this resistance on when the centre of gravity of the load is situated
a chassis dynamometer with adjustable and fixed load midway between the ‘R’ points of the front outer seats
curves. and on a straight line passing through these points.

B-2 DEFINITION OF THE ROAD B-4.3.2 In case of road tests, the windows of the
vehicle shall be closed. Any covers of air climatization
The road shall be level and sufficiently long to enable
systems, headlamps, etc, shall be kept in the
the measurements specified below to be made. The
non-operating position.
longitudinal slope shall not exceed 0.5 percent and
shall be constant within +O.l percent over the B-4.3.3 The vehicle shall be clean.
measuring strip.
B-4.3.4 Immediately prior to the test, the vehicle shall
B-3 ATMOSPHERIC CONDITIONS be brought to normal running temperature in an
B-3.1 Wind appropriate manner.

Testing shall be restricted to wind speeds averaging B-5 METHODS OF TEST ON CHASSIS
less than 3 m/s with peak speeds less than 5 m/s. In DYNAMOMETER WITH ADJUSTABLE LOAD
addition, the vector component of the wind speed CURVE
across the test road shall be less than 2 m/s. Wind B-5.1 Energy Variation During Coast-Down
velocity shall be measured 0.7 m above the road
surface. B-5.1.1 On the Road
B-3.2 Humidity B-5.1.1.1 Accuracies of test equipment
The road shall be dry and the relative humidity shall Time shall be measured accurate to within 0.1 s and
not be more than 75 percent. speed shall be measured accurate to within 2 percent.
B-3.3 Pressure and Temperature
B-5.1.1.2 Test procedure
Air density at the time of the test shall not deviate by
more than +7.5 percent from the reference 9 Accelerate the vehicle to a speed of 10 km/h
conditions: greater than the chosen test speed, V.
ii) Place the gear-box in ‘neutral’ position.
P= lOOkPa and T=298K iii) Measure the time taken for the vehicle to
B-4 PREPARATION OF THE VEHICLE decelerate from
V2 =V+ GVkmih toVl = V- GVkmlh :tl
B-4.1 Running-in 6V I5km/h
The vehicle shall be in normal running order and iv) Repeat the same test in the opposite direction : t2
adjusted after having been run-in as per v) Calculate the average T, of the two time
manufacturer’s recommendations. The tyres shall be periods tl and t2.
run-in at the same time as the vehicle or shall have a vi) Repeat these tests several times such that the
tread depth within 50 and 90 percent of the initial tread statistical accuracy @) of the average equal to
depth. or less than 2 percent (p 5 2 percent).

B-4.2 Verifications T=i iTi

i=l
The following shall be verified in accordance with the
manufacturer’s specifications for the use considered: The statistical accuracy ‘p’ is defined by:
wheel, wheel rims, tyres (make, type, pressure),
front axle geometry, brake adjustment (elimination
of parasitic drag) lubrication of front and rear axles, where
adjustment of the suspension and vehicle level, etc.
t = coefficient given by the table below,

20
 IS 14600 : 1999

s = standard deviation = ii) Record the torque c(t) and speed over a period
of atleast 10 s by means of class 1 000
instrumentation meeting the requirements
specified in IS0 970.

= number of tests.
iii) Differences in torque, and speed relative to
time shall not exceed 5 percent for each second
of the measurement period.
iv) The torque ‘Tt is the average torque derived
from the following formula :
42
‘T, = J” c(t)dt/&
1
v) Carry out the test in the opposite direction that
is ‘T2.
vii) Calculate power by the following formula : vi) Determine the average of these torques ‘Tt
mxVx6V and ‘T2 that is CT.
P=
500T
B-5.2.3 On the Chassis Dynamometer
where
P = power expressed in kW; B-5.2.3.1 Measurement equipment and error

V = speed of the test in m/s; The equipment used for the test shall be identical to
that used on the road.
6V = speed deviation from speed V, in m/s;
B-5.2.3.2 Test procedure
m = reference mass in kg; and
T = time ins. i) Perform the operations specified in B-5.1.2.2
(i) to (iv).
B-5.1.2 On the Chassis Dynamometer ii) Perform the operations specified in B-5.2.2
(i) to (iv).
B-5.1.2.1 Measurement equipment and accuracy
iii) Adjust the chassis dynamometer setting to
The equipment used for the test shall be identical to meet the requirements of 4.2.6.1 (f).
that used on the road.
B-5.3 Integrated Torque Over Vehicle Driving
B-5.1.2.2 Test procedure Pattern

Install the vehicle on the test dynamometer. B-5.3.1 This method is a non-obligatory complement
i>
ii) Adjust the tyre pressure (cold) of the driving to the constant speed method outlined in B-5.2.
wheels as required by the chassis B-5.3.2 In this dynamic procedure the mean torque
dynamometer. value MC,,,,) is determined. This is, accomplished by
iii) Adjust the equivalent inertia of the chassis integrating the actual torque values, M(t), with respect
dynamometer. to time during operation of the test vehicle with a
iv) Bring the vehicle and chassis dynamometer to specified driving cycle. The integrated torque is then
operating temperature in a suitable manner. divided by the time difference, t2 - tl
v) Carry out the operations specified in B-5.1.1.2
The result obtained is as follows:
with the exception of B-5.1.1.2 (iv) and (v)
and with changing m by I in the formula of
ME’ dt It2 - 11with M (t) > 0
B-5.1.1.2 (vii). 5
Adjust the chassis dynamometer to meet the II
vi)
NOTE - M is calculated from six sets of results. It is
requirements of 4.2.6.1 (f).
recommended that the sampling rate of M be not less than
B-5.2 Method of Measurement of Torque at 2 samples per second.
Constant Speed B-5.3.3 Dynamometer Setting
B-5.2.1 On the Road The dynamometer load is set by the method specified
Measurement equipment and error in 5.2. If M (dynamometer) does not match M (road)
Torque measurement shall be carried out with an the inertia setting shall be adjusted until the values are
appropriate measuring device, accurate to within 2 equal within + 5 percent.
percent. Speed measurement shall be accurate to NOTE-This method can only be used for dynamometers with
within 2 percent. electrical inertia simulation or fine adjustment.

B-5.2.2 Test Procedure B-5.3.3.1 Acceptance criteria

i) Bring the vehicle to the chosen stabilized The measurements obtained shall be considered as
speed, V. valid if standard deviation of six such measurements

21
IS 14600 : 1999

shall be less than or equal to 2 percent of the mean F total = Findicated+ Fdriveaxlemtting
value. With
B-S.4 Method by Deceleration Measurement by F totat = Froad
Gyroscopic Platform Findicated = Froad - Fdrive axie rolling

B-5.4.1 On the Road F = the force indicated on the force

indicating device of the
B-5.4.1.1 Measurement equipment ana' accuracy chassis dynamometer,
Speed shall be measured with an accuracy better than Froadr(F)R = known values
2 percent; deceleration shall be measured with an
F = can be measured on chassis
accuracy better than 1 percent; the slope of the road dynamo-drive axle rolling meter
shall be measured with an accuracy better than (able to work as generator).
1 percent; time shall be measured with an accuracy With the gear-box in neutral position the test
better than 0.1 s. It shall be possible to find the slope vehicle shall be driven by the chassis
of the road (at) by measurement of the level of the dynamometer at the test speed. .The rolling
vehicle on a reference horizontal ground by resistance (R), of the driving axle shall be
comparison. measured on the force indicating device of the
B-5.4.1.2 Test procedure chassis dynamometer.
Determination on chassis dynamometer (un-
9 Accelerate the vehicle to a speed 5 km/h
able to work as a generator). For the two-roller
greater than the chosen test speed (V).
chassis dynamometer, the RR value is the one
ii) Record the deceleration between V + 0.5 and
which is determined on the road before.
v- 0.5.
For the single-roller chassis dynamometer, the
iii), Calculate the average deceleration ‘attributed
RR value is the one which is determined on the
to the speed V by the following formula:
road multiplied by a coefficient ‘R’ which is
equal to the ratio between the driving axle
?t = f x [f Yl(t) dt]-g sin al
mass and the vehicle total mass.
0
NOTE - p is obtained from the curvef= f(v).
where ii) Calibrate the force indicator for the chosen
r, = average deceleration value at the speed of the roller bench as specified in
speed V in one direction of the B-5.1.2.1.
road, iii) Perform the same operation as in B-5.1.2.2 (i)
to (iv).
t = time between V+ 0.5 and V- 0.5,
iv) Set the force, FA = F - FR on the indicator for
Y1 (t) = deceleration recorded with the
the speed chosen.
time, and
v) Carry out sufficient number of tests as indi-
g = 9.81 mls2. cated in B-5.1.1.2 (vi), replacing T by FA.
iv) Perform the same test in the other direction
u*. B-5.5 Deceleration Method Applying Coast-Down
Techniques
v) Calculate the average decleration as follows:
r = (Y, + Y2)/2. B-5.5.1 On the Road
vi) Perform a sufficient number of tests as B-5.5.1.1 Accuracies of the test instrument shall be
specified in B-5.1.1.2 (vi) replacing T by Z. the same as specified in B-5.1.1.1.
where
B-5.5.1.2 Drive the vehicle at a constant speed of
r=‘;=r. about 10 km/h more than the chosen test speed (V)
I
ni=l along a straight line.
B-5.4.2 On the Chassis Dynamometer B-5.5.1.3 After this speed is held steady for a distance
of atleast 100 m, disconnect the engine from the drive
B-5.4.2.1 Measuring equipment and accuracy
line by bringing the gear to neutral or by other means
The measurement instrumentation of the bench shall in the case of vehicle where manual shifting to neutral
be identical to that used on the road. is not possible.
B-5.4.2.2 Test procedure B-5.5.1.4 Measure the time taken (tl s) for the speed
todropfromV+ 6 Vkm/htoV-6 Vkm/h.Thevalue
i) Adjustment of the force on the rim under
steady speed. of 6V shall not be less than 1 km/h or more than
On chassis dynamometer, the total resistance 5 km/h. However, same value of 6 V shall be used for
is of the type: all the tests.

22
 IS 14600 : 1999

B-5.5.1.5 Repeat the test in the opposite direction and dynamometer between speeds of 10 and 50 km/h, the
record the time (fl). chassis dynamometer shall meet the following
B-5.5.1.6 Repeat the test 10 times such that the characteristics.
statistical error of the time Q (arithmetic average of tt B-6.1.1 Having set the load at 40 km/h by one of the
and tz) is equal to or less than 2 percent. methods stipulated in B-6.2, the characteristic of the
B-5.5.1.7 The statistical error ‘p’ is calculated as : chassis dynamometer K can be determined from:

0 = 24.24 X (ti - tm )* I tm Pa = KV3

where where
ti = average time for each consecutive set of Pa = power absorbed by the chassis
dynamometer in kW
(t1 + tz), and
reading, p. v = vehicle speed in km/h
2
tm = arithmetic average of 10 readings (ti). The power absorbed (PJ by the chassis dynamometer
and the chassis internal frictional effects from the
B-5.5.1.8 The basic equation of motion to calculate
reference setting to a vehicle speed of 40 km/h are as
the road load resistance force (F) is:
follows:
F=( W+ W2)xV/(3.6 x t,,, x g)
IfV>12krn/h:
where Pa = Kp +_5 percent KV3t2 - 5 percent PV40
F - road load resistance force, N; (without being negative)
w- weight of the test vehicle, kg; If v< 12km/h:
Pa shall be between 0 and P, = KV312 + 5 percent
w, - equivalent inertia weight of rotating
KV3t2 + 5 percent PV40
axle, kg (0.035 x mass of the test vehicle
where
for four-wheeled vehicles);
PV40 = the power absorbed at 40 km/h
v - vehicle speed during the coast-down,
km/h; K = characteristic of the chassis
dynamometer.
t” - coast-down time, s; and
acceleration due to gravity (9.81 rn/s2). B-6.1.2 The characteristic of chassis dynamometer
g -
with fixed load curve is shown in Fig. 5.
B-5.5.1.9 Using least square curve fitting method and
values of F and V, the coefficient of aerodynamic and B-6.1.3 Ver$cation of the Power Absorption Curve
rolling resistance of the vehicle ‘a’ and ‘b’ respectively of the Roller Bench from a Reference Setting to a
are calculated from the following equation: Speed of 40 km/h

F=aV2+b B-6.1.3.1 Place the vehicle on dynamometer or devise

some other methods of starting up the dynamometer.
B-5.5.2 Chassis Dynamometer Setting
B-6.1.3.2 Adjust the dynamometer to the absorbed
The values of ‘a’ and ‘b’ are set on the dynamometer. power P, at 40 km/h.
B-S.6 Alternate Method for Two-Wheelers
B-6.1.3.3 Note the power absorbed at 30-20-10 km/h.
If agreed between the manufacturer and the testing
B-6.1.3.4 Draw the curve P, versus V and verify that
agency, the following values of ‘a’ and ‘b’ are set on
it meets the requirements of B-5.2.
the dynamometer as per the following equation:

F=aP +b B-6.1.3.5 Repeat the procedure of B-6.1.3.1

to B-6.1.3.4 for other values of power Pa at 40 km/h
where and for other values of inertia.
F’ zz load, N.
B-6.1.4 The same procedure shall’ be followed for
n = 0.022 5 for 2-wheeled vehicles with force or torque calibration.
engines less than 50 cc capacity and
0.025 0 for other 2-wheeled vehicles. B-6.2 Vacuum Method
h = 0.18 x reference weight of vehicle, kg. B-6.2.1 Introduction
B-6 METHODS OF TEST ON CHASSIS
This method is not a preferred method and shall be
DYNAMOMETER WITH FIXED LOAD CURVE
used only with fixed load curve type dynamometers
B-6.1 In the event that the resistance to progress on for determination of load setting at 40 km/h for four-
the road can not be reproduced on the chassis wheelers.

23
IS 14600 : 1999

POV!EZ AkEORBED (Pll1

‘- l 5% PVSO
‘- +5% KV3
‘I--
pvso , -5% PV50
/

pv12

c
0 s$xDw

RG.5 CHARACTERISTICSOF CHASSIS DYNAMOMETERWITH FOXEDLOAD CURVE

B-6.2.2 Test Instrumentation and Accuracy B-6.2.6.2 Setting of the dynamometer shall be carried
The vacuum (or absolute pressure) in the intake out after necessary warm up and drive the vehicle at
manifold of the vehicle shall be measured to an a steady speed of 40 kmlh and adjust dynamometer
accuracy of f0.25 kPa. It shall be possible to record load to reproduce the vacuum reading (v) obtained in
continuously this reading or at intervals of not more accordance with B-6.2.3. Deviation from this reading
than one second. The speed shall be recorded shall be not greater than 0.25 kPa.
continuously with a precision of kO.4 km/h. B-6.3 Additional Setting Methods of Setting for
B-6.2.3 Koad Test Two-Wheeled Vehicles

Drive the vehicle at a steady speed of 40 km/h B-6.3.1 The brake shall be so adjusted as to reproduce
recording speed and vacuum (or absolute pressure) the operation of the vehicle on the level road at a steady
within the requirement of B-5.2.2. speed between 35 and 45 km/h (or maximum speed
in case of mopeds).
B-6.2.4 Repeat procedure of B-5.2.2 three times in
B-6.3.2 Road Test
each direction. All six runs shall be completed within
four hours. B-6.3.2.1 Accuracies of test equipment

B-6.2.5 Data Reduction and Acceptance Criteria Time shall be measured accurate to within 0.1 s and
speed shall be measured accurate to within 2 percent.
B-6.2.5.1 Review results obtained in accordance
with B-6.2.3 and B-6.2.4 (speed shall not be lower than B-6.3.2.2 An adjustable stop, limiting the maximum
39.5 km/h or greater than 40.5 km/h for more than one speed to between 35 km/h and 45 km/h shall be
second). For each run, read vacuum level at an interval mounted in the fuel-feed regulating device. The speed
of one second, calculate mean vacuum (v) and of the vehicle shall be measured by means of precision
standard deviation(s). This calculation shall consist of speedometer or computed from the time measured
not less than 10 readings of vacuum. over a given distance on a level dry road in both
directions, with the stop applied.
B-6.2.5.2 The standard deviation shall not exceed
10 percent of mean (v! for each run. B-6.3.2.3 The measurements, which shall be repeated
at least three times in both directions shall be taken
B-6.2.5.3 Calculate the mean value(v) for the six runs
over a distance of at least 200 m and with a sufficiently
(three runs in each direction).
long acceleration distance. The average speed shall be
B-6.2.6 Chassis Dynamometer Setting determined.

B-6.2.6.1 Perform the operations specified E-6.3.2.4 In case of two-wheeled vehicles with
in B-5.1.2.2 (i) to (iv). maximum speed around 40 km/h, the maximum
attainable speed on the road with throttle fully opened

24
 IS 14600 : 1999

shall be measured within f 1 km/h. This maximum B-6.4 Alternative Method for Two-Wheeled
attainable speed on the road shall not differ from the Vehicles
maximum design speed specified by the manufacturer
If agreed between the manufacturer’s and test agency
by more than f 2 km/h. In case, where the vehicle is
following method may be used:
fitted with a device to regulate its maximum road
speed, the effect of the regulator shall be taken into The brake shall be adjusted in such a way that it
account. absorbs the power at the driving wheel at a constant
speed of 40 km/h in accordance with the following
B-6.3.3 Chassis Dynamometer Setting
equation:
B-6.3.3.1 Perform the operations specified
P, = (a? + bV)/3 600
in B-5.1.2.2(i) to (iv).
where
B-6.3.3.2 The vehicle shall then be placed on the
dynamometer bench and the brake so adjusted as to P, = power absorbed, kW;
obtain the same speed as that reached in the road test V = vehicle speed, km/h; s
(fuel-feed regulating device, if used, in stop position a = 0.022 5 for two-wheeled vehicles with
and same gear-box ratio). This brake setting shall be engine less than 5Occ capacity and
maintained throughout the test. After adjusting the 0.025 0 for other two-wheeled vehicles;
brake, the stop in the feed device, if used, shall be
b = 0.018xm;and
removed.
m = reference weight of vehicle in kg.

ANNEX C
[Clause 4.2.6.1 (g) (iii)]
VERIFICATION OF INERTIA OTHER THAN MECHANICAL

C-l SCOPE F, = can be measured on the bench

This Annex describes the method to check that the Y = can be calculated from the peripheral
simulated total inertia of the dynamometer is carried speed of the rollers
out satisfactorily in the running phases of the operating
C-2.1.3 The total inertia ‘I’ shall be determined
cycle.
during an acceleration or deceleration test with values
C-2 WORKING PRINCIPLE higher than or equal to those obtained on an operating
C-2.1 Drawing up Working Equations cycle.

C-2.1.1 Since the chassis dynamometer is subjected C-2.2 Specification for the Calculation of Total
to variations in the rotating speed of the roller(s), the Inertia
force at the surface of the roller(s) can be expressed by
the following formula: The test and calculation methods shall make it possible
to determine total inertia ‘I’ with a relative error ( 6Zlr)
F=IxY= IM X (Y+ FI) or less than 2 percent.
where
C-3 REQUIREMENTS
F = force at the surface of the roller(s)
1 = total inertia of the chassis dynamometer C-3.1 The mass of the simulated total inertia ‘I’ shall
(equivalent inertia of the vehicle as in remain the same as the theoretical value of the
Table 3) equivalent inertia within the following limits.
Iiv, = inertia of the mechanical masses of the
chassis dynamometer C-3.1.1 f 5 percent of the theoretical value for each
Y = tangential acceleration at roller surface instantaneous value.
F[ = inertia force C-3.1.2 f 2 percent of the theoretical value for the
C-2.1.2 The total inertia is expressed as follows: average value calculated for each sequence of the
cycle.
I= IM + (Fl tu)
C-3.2 The limit given in C-3.1.1 shall be brought to
where f50 percent for one second when starting and for
I,1 = can be calculated or measured by vehicles with manual transmission, for two seconds
traditional methods during gear changes.

25
IS 14600 : 1YYY

C-4 VERIFICATION PROCEDURE JRe = moment of mechanical inertia of the

chassis dynamometer with electrically
C-4.1 Verification is carried out during each test simulated ineI?ias
throughout the cycle specified in C-2.1.
M, = mass of the vehicle on the road
C-4.2 However, if the provisions of C-3 are met with I = equivalent inertia of the chassis
instantaneous accelerations which are at least three dynamometer with electrically
times greater or smaller than the values obtained in the simulated inertias
sequences of the rheoretical cycle, the verification II*r = mechanical inertia of the chassis
described above shall not be necessary.
dynamometer with electrically
C-S WORKING EQUATIONS simulated inertia
F, = resultant force at stabilized speed
The manner in which the working equations are
derived are given below. c, = resultant torque from electrically
simulated inertias
C-5.1 Equilibrium of the forces on the road, F, = resultant force from electrically
CR = k, x Jr, x (do, ldt) + simulated inertias
k2 x Jr, x (dOZ / dt) + do, = angular acceleration of the driving
k3x MS XY~X rl +k3x F, xrI
dt wheels

C-S.2 Equilibrium of the forces on dynamometer with dO* = angular acceleration of the non-driving
mechanical simulated inertias, dt wheels
C, = k, x Jr, x (dO,/dt) + dWm = angular acceleration of the mechanical
k3 x JRm x (dWm/dt) x rl + k3 x F, x rl dt bench
= k, x Jr, x (dOl/dt) +
dWe = angular acceleration of the electrical
k3xIxYxrl+k3xFsxrl dt bench
C-S.3 Equilibrium of the forces of dynamometer with Y = linear acceleraticjn
non-mechanically simulated inertias, rl = radius under load of the driving wheels
C, = kl x Jr, x (dO,/dt) +
r2 = radius under load of the non-driving
r, x k3 x (JRe x (dWe/dt) + C,)/Re +
wheels
k3x F, x rl Rm = radius of the rollers of the mechanical
ZZ
kl x Jr1 x (dOl/dt) + bench
k3 Re = radius of the rollers of the electrical
where bench

CR = engine torque on the road kl = coefficient dependent on the gear

reduction ratio and the various inertias
c, = engine torque on the chassis
of transmission and ‘efficiency’
dynamometer with mechanically
simulated inertias kz = ratio transmission X (d-2) x
‘efficiency’
c, = engine torque on the chassis
dynamometer with electrically k3 = ratio transmission x ‘efficiency’
simulated inertias C-5.4 Supposing the two types of bench (see C-S.2
Jr1 = moment of inertia of the vehicle and C-5.3) are made equal and simplified, one
transmission brought back to the obtains :
driving wheels
k3x(Z,xY+FI)xrl=kgxZxYxrl
Jr? = moment of inertia of the non-driving
wheels where
I= I,,, + (FIIY)
JRm = moment of inertia of the bench with
mechanically simulated inertias

26
 IS 14600:1999

ANNEX D
[Clauses 4.2.6.1 (h)(i), 4.2.6.3 (e) and (g), 4.2.6.4 (c) a&4.2.9.2 (h)]
CALIBRATION OF CHASSIS DYNAMOMETERS, CVS SYSTEM, GAS ANALYSIS SYSTEM
AND TOTAL SYSTEM VERIFICATION

D-l SCOPE D-2.2.10 The requirements of D-2.2.4 to D-2.2.9 shall

be repeated sufficient number of times to cover the
This Annex describes the methods for calibration and
range of road power used.
verification of the Chassis Dynamometers, CVS
System and Analysis Systems. D-2.2.11 Calculate the power absorbed by using the
following formula:
D-2 CALIBRATION OF CHASSIS
DYNAMOMETER p = Ml
a
x <VT
- vz>
D-2.1 The power absorbed by chassis dynamometer 20OOt
comprises the power absorbed by frictional effects and where
the power absorbed by the power absorption device.
P, = power absorbed in kW,
The chassis dynamometer is brought into operation
beyond the range of test speeds. The device used for M, = equivalent inertia in kg (excluding the
starting up the chassis dynamometer is then inertial effects of the free rear roller),
disconnected and the rotational speed of the driven VI = initial speed in m/s,
rollers decreases. The kinetic energy of rollers is
V, = final speed in m/s, and
dissipated by the power absorption unit and by the
frictional effects. This method disregards variations t = time taken by the roller to pass from
in the roller’s internal frictional effects caused by 45 km/h to 35 km/h in s.
rollers with or without the vehicle. The frictional
D-2.2.12 The requirements of D-2.2.3 to D-2.2.11
effects of the rear roller shall be disregarded when this
shall be repeated for all inertia classes to be used.
is free.
D-2.3 Calibration of the Power Indicator as a
D-2.2 Calibrating the Power Indicator to 40 km/h Function of the Absorbed Power for Other Speeds
as a Function of the Power Absorbed
The procedures of D-2.2 shall be repeated sufficient
The procedure outlined below shall be followed: number of times for the chosen speeds.

D-2.2.1 Measure the rotational speed of the roller, if D-2.4 Verification of the Power-Absorption Curve
this has not already been done. A fifth wheel, a of the Roller Bench from a Reference Setting to a
revolution counter or some other method may be used. Speed of 40 km/h

D-2.2.2 Place the vehicle on the dynamometer or D-2.4.1 Place the vehicle on the dynamometer or
connect the device for starting up the dynamometer. device some other method of starting up the
dynamometer.
D-2.2.3 Use the fly-wheel or any other system of D-2.4.2 Adjust the dynamometer to the absorbed
inertia simulation for the particular inertia class to be power P, at 40 km/h.
used.
D-2.4.3 Note the power absorbed at 30-20-10 km/h.
D-2.2.4 Bring the dynamometer to a speed of D-2.4.4 Draw the curve Pa versus V and verify that it
40 km/h. meets the requirements of D-2.4.

D-2.2.5 Note the power indicated (Pi). D-2.4.5 Repeat the procedure of D-2.4.1 to D-2.4.4
for other values of power P, at 40 km/h and for other
D-2.2.6 Bring the dynamometer to a speed of values of inertia.
50 km/h. D-2.5 The same procedure shall be used for force or
torque calibration.
D-2.2.7 Disconnect the device used to start up the
dynamometer. D:3 CALIBRATION OF THE CVS SYSTEM
D-3.1 The CVS system shall be calibrated by using
D-2.2.8 Note the time taken by the d naqometer to
an accurate flow meter and a restricting device. The
attain a speed of 35 km/h from a spee d of 45 km/h.
flow through the system shall be measured at various
D-2.2.9 Set the power absorption device at a different pressure readings and the control parameters of the
level. system measured and related to the flows.

27
IS 14600 : 1999

D-3.1.1 Various types of flow meters such as D-3.2.3.1 The possible test SFt-up is shown in Fig. 6.
calibrated venturi, laminar flow meter, calibrated Variations are permissible, provided that they are
turbine meter may be used provided that they are approved by the Authority granting the approval as
dynamic measurement systems and can meet the being of comparable accuracy. If the set-up shown in
requirements stipulated in 4.2.6.2 (b) and (c). Fig. 7 is used, the following data shall be found within
the limits of precision given below:
D-3.1.2 The following sections give details of
Barometric pressure (corrected) (PB)+ 0.03 kPa
methods of calibration of PDP and CFV units, using a
Ambient temperature (T) IL0.2 K
laminar flow meter, which gives the required accuracy
Air temperature at LFE (ETI) f0.15 K
together with a statistical check on the calibration
Pressure depression upstream
validity.
of LFE(EPI) f 0.01 kPa
D-3.2 Calibration of the Positive Displacement Pressure drop across the LFE
Pump (PUP) matrix (EDP) f 0.0015 kPa
Air temperature at CVS-pump
D-3.2.1 The following calibration procedure outlines
inlet (PTI) f 0.2 K
the equipment, test configuration and the various
Air temperature at CVS-pump
parameters which shall be measured to establish the
outlet (PTO) f 0.2 K
flow rate of the CVS-pump. All the parameters related
Pressure depression at CVS-pump
to the pump shall be measured simultaneously with the
inlet (PPI) f 0.22 kPa
parameters related to the flow meter which is
Pressure head at CVS-pump
connected in series with pump. The calculated flow
outlet (PPO) rt 0.22 kPa
rate (given in m3 /min) at pump inlet, absolute pressure
Pump revolutions during test
and temperature can then be plotted versus a
period (n) i 1 rev
correlation function which is the value of a specific
Elapsed time for period
combination of pump parameters. The linear equation
(Miiz 250 s) (t) kO.1 s
which relates the pump and the correlation function
shall then be determined. In the event that a CVS has D-3.2.3.2 After the system has been connected, as
a multiple speed drive, a calibration for each range shown in Fig. 8, the variable restrictor is set in the
used shall be performed. wide-open position and the CVS-pump run
for 20 min before starting the calibration.
D-3.2.2 This calibration procedure is based on the
measurement of the absolute values of the pump and D-3.2.3.3 The restrictor valve is adjusted in steps to
flow meter parameters that relate the flow rate at each get an increment of pump inlet depression (about
point. The three conditions that are required to be 1 kPa) that shall yields a minimum of six data points
maintained to ensure the accuracy and integrity of the for the total calibration. The system shall be allowed
calibration curve are outlined below. to stabilize for three minutes and the data acquisition
shall be repeated.
D-3.2.2.1 The pump pressures shall be measured at
tappings on the pump rather than at the external piping D-3.2.4 Data Analysis
on the pump inlet and outlet. Pressure taps that are
D-3.2.4.1 The air flow rate (Qs) at each test point
mounted at the top centre and bottom centre of the
shall be calculated in m3 /min from the flow meter data
pump drive headplate are exposed to the actual pump
using the manufacturer’s recommended method.
cavity pressures and therefore reflect the absolute
pressure differentials. D-3.2.4.2 The air flow rate is then converted to pump
flow (V,) in rev/min at absolute pump inlet
D-3.2.2.2 Temperature stability shall be maintained
temperature and pressure.
during the calibration. The laminar flow meter is
sensitive to inlet temperature oscillations which cause Qs Tp 101.33
the data points to be scattered. Gradual changes of v,=,x293x Pn
f 1K in temperature are acceptable as long as they
occur over a period of several minutes. where
V, = pump flow rate at T, and P, given in
D-3.2.2.3 All connections between the flow meter
m3 /rev,
and the CVS-pump shall be free from any leakage.
Qs = air flow at 101 kPa and 293 K given in
D-3.2.3 During an exhaust emission test, the m3 /min,
measurement of these same pump parameters enables
Tp = pump inlet temperature (K),
the user to calculate the flow rate from the calibration
equation. P, = absolute pump inlet pressure, in kPa, and
n = pump speed in rev/min.

28
 62

0
e --lIHll-+Q+-‘” II I
13

p” u
Q
I
43
I -4
/’
c

--- /’

” L
-4 I

6661: 009PI SI
 TO VENT
TO VENT
AMBIENT AIR
I ‘V

53 =
1
I- \ ilr

FP
\
\
‘\
\
TG \

IV VCNI -
01 L

REQUIRED FOR DIESEL TESTING ONLY I

FIG.7 SCHEMA~C-CONSTANTVOLUMESAMPLERWITHCRITICAL~OWVENTURY WV-CVS)

 V Q nf B*

dtL
u b-4
N
TO AT ~GOSPHERE
I n

GI

w
c

DILUTION
AIR INLET

VEHICLE
SlI
#--I TI 62

EXHAUST INLET

FIG. 8 SCHEMATICOF VARIABLE DILUTION DEVICEWITH CONSTANT FLOW

CONTROLBY ORIFICE(CFC-CVS)
IS 14600 : 1999

To compensate the interaction of pump speed, D-3.3.3 Measurements for flow calibration of the
pressure variations at the pump and the slip rate, the critical-flow venturi are required and the following
correlation function (X0) between the pump speed (n), data shall be found within the limits of precision given:
the pressure differential from the pump inlet to pump Barometric pressure (corrected) (PB) + 0.03 kPa
outlet and the absolute pump outlet. Pressure is then LFE air temperature flowmeter (ETI) f 0.15 K
calculated as follows: Pressure depression up-stream of
LFE (EPI) * 0.01 kPa
X0 = (6 PdP,Yn
Pressure drop across (EDP) LFE
where matrix + 0.0015 kPa
X0 = correlation function, Air flow (QJ + 0.5 percent
CFV inlet depression (PPI) f 0.02 kPa
6P, = pressure differential from pump inlet to
Temperature at venturi inlet (T,) + 0.2 K
pump outlet (kPa), and
D-3.3.4 The equipment shall be set-up as shown in
P, = absolute pump outlet pressure (PPO +
Fig. 9 and verified for leaks. Any leaks between the
PB) (kPa).
flow measuring device and the critical-flow venturi
A linear least square fit is performed to generate shall affects seriously the accuracy of the calibration.
calibration equations which have the formula: D-3.3.5 The variable flow restrictor shall be set to the
v, = Do - (MxXo) ‘open’ position, the blower shall be started and the
n = A - (B x 6P,) system shall be stabilized. Data from all instruments
where shall be recorded.
Do, M, A and B are the slope-intercept constants D-3.3.6 The flow restrictor shall be varied and at least
describing the lines. eight readings across the critical flow range of the
venturi shall be made.
D-3.2.4.3 A CVS system that has multiple speeds
shall be calibrated on each speed used. The calibration D-3.3.7 The data recorded duri’ng the calibration shall
curves generated for the ranges shall be approximately be used in the following calculation. The air flow
parallel and the intercept values shall increase as the rate (Q,) at each test point is calculated from the flow
pump flow decreases. meter data using the manufactdrer’s recommended
method.
If the calibration has been performed carefully, the
calculated values from the equation shall be within Values of the calibration coefficient (K,) for each test
+OS percent of the measured value of V,. Values of point is calculated as below:
M may vary from one pump to another. Calibration
Kv = Qs x m
shall be performed at pump start-up and after major
maintenance. where

D-3.3 Calibration of the Critical-Flow Venturi Q, = flow rate in m3 /min at 293 K and
101 kPa,
(CFV)
T, = temperature at the venturi inlet (K), and
D-3.3.1 Calibration of the CFV is based on the flow
equation for a critical venturi: P, = absolute pressure at the venturi inlet
@Pa).
Qs=Kv x 5 Plot K, as a function of venturi inlet pressure. For
sonic flow K, shall have a relatively constant value.
where As pressure decreases (vacuum increases) the venturi
becomes unchecked and K, decreases.
Q, = flow,
The resultant K, changes are not permissible.
K, = calibration coefficient,
For a minimum of eight points in the critical region the
P = absolute pressure &Pa), and
average K, and the standard deviation is calculated.
T = absolute temperature ( K).
If the standard deviation exceeds 0.3 percent of the
Gas flow is a function of inlet pressure and average K,, corrective action shall be taken.
temperature. The calibration procedure specified
below establishes the value of the calibration D-4 CALIBRATION OF GAS ANALYSIS
coefficient at measured value of pressure, temperature SYSTEM
and air flow. D-4.1 Establishment of Calibration Curve
D-3.3.2 The manufacturer’s recommended procedure D-4.1.1 The analyser calibration curve shall be
shall be followed for calibrating electronic portions of established by at least five calibration points, spaced
the CFV.

32
 FLOW CONTROL
SOLENOID VALVE

. !
-AC
0

REGELTRANSFORMATOR
IOZONATOR

ANALVSER
INLET
11
CONNECTOR

NO/N2 SUPPLY -2

&I FLOW CONTROL VALVE

FLOW METER

Frc. 9 SCHEMATICOF SET-UPFORCHECKINGTHE EFFICIENCYOF NOX CONVERTOR

IS 14600 : 1999

as uniformly as possible. The nominal concentration concentration shall be atleast eqtlo! :o 90 percent of the
of the calibration gas of the highest concentration shall full scale. It shall meet the reqairemen’ of D-4.1.3.
be at least equal to 90 percent of the full scale.
D-4.2.8 If it does not meet, the system shall be verified
D-4.1.2 The calibration curve is calculated by the for any fault shall be corrected and a new calibration
least square method. If the degree of the polynomial curve shall be obtained.
resulting from the curve is greater than 3, the number
of calibration points shall be at least equal to this D-4.3 Pre-test Checks
polynomial degree plus 2.

D-4.1.3 The calibration curve shall not differ by more D-4.3.1 A minimum of two hours shall be allowed for
than +2 percent from the nominal value of calibration warming up of the infra-red NDIR analyser, but it is
gas of each calibration point. preferable that power be left on continuously in the
analysers. The chopper motors may be turned off
D-4.1.4 The different characteristic parameters of the when not in use.
analyser, particularly the scale, the sensitivity, the zero
point and the date of carrying out the calibration shall D-4.3.2 Prior to each analysis each normally used
be indicated on the calibration curve. operating range shall be verified.

D-4.1.5 If it can be ensured to the satisfaction of the D-4.3.3 Using purified dry air ( or Nitrogen ), the CO
testing authority that alternative technology such as and NOx analysers shall be set at zero and dry air shall
computer, electronically controlled range switch can be purified for the HC analyser.
give equivalent accuracy, then these alternatives may
be used. D-4.3.4 Span gas having a concentration of the
constituent that gives a 75-95 percent full-scale
D-4.2 Verification of Calibration deflection shall be introduced and the gain set to match
the calibration curve. The same flow rate shall be used
D-4.2.1 The calibration procedure shall be carried out for calibration, span and exhaust sampling to avoid
as often as necessary and in any case within one month correction for sample cell pressure.
preceding the type approval emission test and once
in six months for verifying conformity of production D-4.3.5 The nominal value of the span calibration gas
(COP). used shall remain within + 2 percent of the calibration
curve.
D-4.2.2 The verification shall be carried out using
standard gases. The same gas flow rates shall be used D-4.3.6 If it does not, but it remains within f 5 percent
as when sampling exhaust gas. of the calibration curve, the system parameters such as
gain of the amplifier, turning of NDIR analysers,
D-4.2.3 A minimum of two hours shall be allowed for optimisation of FID analysers may be adjusted to bring
warming up of the analysers. within rt 2 percent.

D-4.2.4 The NDIR analyser shall be tuned, where D-4.3.7 If the system does not meet the requirement
appropriate and the flame combustion of the FID of D-4.3.5 and D-4.3.6, the system shall be verified for
analyser shall be optimised.
any fault and shall be corrected and a new calibration
curve shall be obtained.
D-4.2.5 IJsing purified dry air ( or Nitrogen ), the CO
and NOx analysers shall be set at zero and dry air shall
D-4.3.8 If required, zero shall be checked and the
be purified for the HC analyser. Using appropriate
procedures specified in D-4.3.3 and D-4.3.4 shall be
calibrating gases the analysers shall be reset.
repeated.
D-4.2.6 The zero setting shall be rechecked and the
procedure outlined in D-4.2.4 and D-4.2.5 shall be D-4.4 System Leak Test
repeated, if necessary.
A system leakage test shall be performed. The probe
D-4.2.7 The calibration curves of the analysers shall shall be disconnected from the exhaust system and the
be verified by checking atleast at five calibration end plugged. The analyser pump shall be switched
points, spaced as uniformly as possible. The nominal on. After an initial stabilisation period all flow meters
concentration of the calibration gas of the highest and pressure gauges shall read zero. If not, the

34
 IS 14600 : 1999

sampling line(sj shall be verified and the shall be fault D-4.5.8 The efficiency of the NOx convertor is
corrected. calculated as follows:

D-4.5 Effkiency Test of the NOx Convertor Efficiency (percent) =

D-4.5.1 The efficiency of the convertor used for the
D-4.5.9 The efficiency of the convertor shall not be
convex-sion of NO2 into NO is obtained as follows.
less than 95 percent.
D-4.5.1.1 Using the test set up shown in Fig. 9 and the D-4.5.10 The efficiency of the convertor shall be
procedure specified below, the efficiency of the tested at least once a week.
convertors can be obtained by means of an ozonator.
D-5 TOTAL SYSTEM VERIFICATION
D-4.5.2 Calibrate the CLA analyser in the most
D-5.1 In order to comply with the requirements
common operating range following the
of 4.2.4.6, total accuracy of the CVS, sampling and
manufacturer’s specification using zero and span gas
analytical systems shall be determined by introducing
(the NO content of which may amount to about 80
a known mass of a pollutant gas into the system while
percent of the operating range and the NO2
it is being operated as if during a normal test and then
concentration of the gas mixture shall be less than
analysing and calculating the pollutant mass according
5 percent of the NO concentration). The NOx analyser
to the formulae given in Annex E except that the
shall be in the NO mode so that span gas does not pass
density of propane shall be taken as 1.833 kg/m3 at
through the convertor. Record the indicated
standard conditions. The following two techniques are
concentration.
known to give sufficient accuracy.
D-4.5.3 Oxygen or synthetic air is added D-5.2 Metering a constant flow of pure gas (CO or
continuously via a T-fitting to the gas flow until the C3Hg), using a critical flow orifice device, is fed into
concentration indicated is about 10 percent less than the CVS system through the calibrated critical orifice.
the indicated calibration concentration given in D-3.1. If the inlet pressure is high enough, the flow rate 4,
Record the indicated concentration (c). The ozonator which is adjusted by means of the critical flow orifice
shall be kept deactivated throughout this process. is independent of orifice outlet pressure (critical flow).
D-4.5.4 The ozonator is now activated to generate If deviations exceed by 5 percent, the cause of the
enough ozone to bring the NO concentration down to malfunction shall be located and determined. Then
20 percent (minimum 10 percent) of the calibration CVS system operated as in an exhaust emission test
concentration given under D-4.1.2. Record the for about 5 to 10 min. The gas collected in the
indicated concentration (4. sampling bag is analysed by the usual equipment and
the results compared to known quantity of pure gas.
D-4.5.5 The NOx analyser is then switched to the
D-5.3 Metering a limited quantity of pure gas (CO or
NOx mode which means that the gas mixture
C3Hg) by means of a gravimetric technique. The
(consisting of NO, N02, 02 and N2) now passes
following gravimetric procedure may be used to verify
through the convertor. Record the indicated
the CVS system. The mass of a small cylinder filled
concentration (u). The ozonator is now deactivated.
with either carbon monoxide or propane is determined
D-4.5.6 The mixture of gases specified in D-4.5.3 with a precision of +O.Ol g. The CVS system shall be
passes through the convertor into the detector. Record operated for about 5 to 10 min as in a normal exhaust
the indicated concentration (b). emission test, while CO or propane is injected into the
system. The quantity of pure gas involved is
D-4.5.7 With the ozonator deactivated, the flow of determined by means of differential weighing. The gas
oxygen or synthetic air is also shut off. The NOx accumulated in the bag is then analysed by means of
reading of the analyser shall then be no more than the equipment normally used for the exhaust gas
5 percent above the value obtained as per D-4.5.2. analysis. The results are then compared to the
concentration values computed earlier.

35
IS 14600 : 1999

ANNEX E
[Chmses 4.2.6.2 (b) and (c), 4.2.6.5 (a) and D-5.11
GAS SAMPLING SYSTEMS

E-l SCOPE E-2.1.3.4 A temperature control system (TC), used to

preheat the heat exchanger before the test and to
E-3.1 This Annex describes two types of gas
control its temperature during the test, so that
sampling systems meeting the requirements specified
deviations from the designed operating temperature
in 4.2.6.2. Another type specified in E-2.3, may be
are limited to + 6 K.
used if it complies these requirements.
E-2.1.3.5 The positive displacement pump (PDP),
E-l.2 The laboratory shall record in its report the
used to transport a constant volume flow of the air
system of sampling used when performing the test.
exhaust gas mixture. The flow capacity of the pump
Systems not specified in this Annex could be used, if
shall be large enough to eliminate water condensation
it is proven to give equivalent results.
in the system under all operating conditions which
E-2 DESCRIPTION OF DEVICES may occur during a test, this can be generally ensured
by using a positive displacement pump with an
E-2.1 Variable Dilution Device with Positive
adequate flow capacity twice as high as the maximum
Displacement Pump
flow of exhaust gas produced by accelerations of the
E-2.1.1 The Positive Displacement Pump - Constant driving cycle or sufficient to ensure that the CO2
Volume Sampler (PDP-CVS) satisfies the concentration in the dilute exhaust sample bag is less
requirements by metering at a constant temperature than 3 percent by volume.
and pressure through the pump. The total volume is
E-2.1.3.6 A temperature sensor (Tt) (accuracy and
measured by counting the revolutions made by the
precision +l”C) fitted at a point immediately upstream
calibrated positive displacement pump. The
of the positive displacement pump. It shall be designed
proportional sample is achieved by sampling with
to monitor continuously the temperature of diluted
pump, flow meter and flow control valve at a constant
exhaust gas mixture during the test.
flow rate.
E-2.1.3.7 A pressure gauge (Cl) (accuracy and
E-2.1.2 A schematic drawing of such a sampling
precision + 0.4 kPa) fitted immediately upstream of
system is shown in Fig. 10. Since various
the volume meter and used to register the pressure
configurations can produce accurate results, exact
gradient between the gas mixture and the ambient air.
conformity with the drawings is not essential.
Additional components such as instruments, valves, E-2.1.3.8 Another pressure gauge (G2) (accuracy and
solenoids and switches may be used to provide precision +0.4 kPa) fitted so that the differential
additional information and co-ordinate the functions pressure between pump inlet and pump outlet can be
of the component system. registered.

E-2.1.3 The collecting equipment shall consist of. E-2.1.3.9 Two sampling outlets (St and S2) for taking
constant samples of the dilution air and of the diluted
E-2.1.3.1 A filter (n) for the dilution air, which can
exhaust gas/air mixture.
be preheated, if necessary. This filter shall consist of
activated charcoal sandwiched between two layers of E-2.1.3.10 A filter(F), to extract solid particles from
paper and shall be used to reduce and stabilise the the flow of gas collected for analysis.
hydrocarbon concentrations of ambient emissions in
E-2.1.3.11 Pumps (P), to collect a constant flow of the
the dilution air.
dilution of air as well as of the diluted exhaust gas/air
E-2.1.3.2 A mixing chamber (M) in which exhaust mixture during the test.
gas and air are mixed homogeneously.
E-2.1.3.12 Flow controllers (N), to ensure a constant
E-2.1.3.3 A heat exchanger (H) of a capacity uniform flow of the gas samples taken during the
sufficient to ensure that throughout the test the course of the test from sampling probes St and S2 and
temperature of the air/exhaust gas mixture measured flow of the gas samples shall be such that, at the end
at a point immediately upstream of the positive of each test, the quantity of the samples is sufficient
displacement pump is within f 6 K of the designed for analysis (about 10 Urnin.)
operating temperature. This device shall not affect the
E-2.1.3.13 Flow meters (FL), for adjusting and
pollutant concentrations of diluted gases taken off for
monitoring the constant flow of gas samples during the
analysis.
test.

36
 1

&
EDP 5

f
1
I
t -

r
FILTER VAfflABLE fLOW
RESTRICtOR

SURGE CONTROL
VALVE (SNUBBER)
ET1

I
PTI
1
TEMPERATURE
INDICATOR

PTO

REVOLUT.lON ” \
ELAPSED TIME t

RG. 10 PDP - CVS CALIBRATIONSET-UP : SCHEMATIC

IS 14600 : 1999

E-2.1.3.14 Quick-acting valves (V), to divert a shall be maintained at sonic velocity R hich is directly
constant jlow of gas samples into the sampling bags proportional to the square root of the gas temperature.
or to the outside vent. Flow is continually monitored, computed, and
integrated over the test. If an additional critical-flow
E-2.1.3.15 Gas-tight, quick-lock coupling elements
sampling venturi is used, the proportionality of the gas
(e) between the quick-acting valves and the sampling
samples taken shall be ensured. As both pressure and
bags shall be used. The coupling shall close
temperature are equal at the two venturi inlets, the
automatically on the sampling-bag side; as an
volume of the gas flow diverted for sampling is
alternative, other ways of transporting the samples to
proportional to the total volume of diluted exhaust gas
the analyser may be used (for example, three-way
mixture produced and thus the requirements of this test
stopcocks).
are met.
E-2.1.3.16 Bags (B) shall be for collecting samples
E-2.2.2 A schematic drawing of such a sampling
of the diluted exhaust gas and of the dilution air during
system is shown in Fig. 11. Since various
the test. They shall be of sufficient capacity not to
configurations can produce accurate results, exact
impede the sample flow. The bag material shall be
conformity with the drawing is not essential.
such that it does not affect either the measurement or
Additional components such as instruments, valves,
the chemical composition of the gas samples (for
solenoids and switches may be used to provide
example, laminated polyethylene/polyamide films, or
additional information and co-ordinate the functions
fluorinated polyhydrocarbons).
of the component system.
E-2.1.3.17 A digital counter (C’) shall be used to
E-2.2.3 The collecting equipment shall consist of the
register the number of revolutions performed by the
following.
positive displacement pump during the test.
E-2.2.3.1 A filter (D) shall be used for dilution of air
E-2.1.4 Additional equipment if any required shall be
and that can be preheated if necessary. The filter shall
used while testing diesel engine vehicles.
consist of activated charcoal sandwiched between
E-2.1.4.1 The additional components shown within layers’of paper and shall be used to reduce and stabilize
the dotted lines of Fig. 10 shall be used when testing the hydrocarbon background emission of the dilution
diesel engine vehicles. air.
Fh = a heated filter E-2.2.3.2 A mixing chamber (M) for mixing
s3
= a sample point close to the mixing homogeneously exhaust gas air shall be used.
chamber
E-2.2.3.3 A cyclone separator (CS), to extract
Vh = a heated multiway valve particles shall be used.
e = a quick connector to allow the
E-2.2.3.4 The sampling prcbes (S1 and S2) for taking
ambient air sample BA to be
samples of the dilution air as well as of the diluted
analysed on the HFID
exhaust gas.
HFID = a heated flame, ionisation analyser
E-2.2.3.5 A sampling critical flow venturi (SV) to
R&I = are means of integrating and
take proportional samples of the diluted exhaust gas at
recording the instantaneous
sampling probe (S2) shall be used.
hydrocarbon concentrations
Lh = a heated sample line E-2.2.3.6 A fiiter (F) to extract solid particles from
the gas flows diverted for analysis shall be used.
All heated components shall be maintained at
190 + 1oOc. E-2.2.3.7 Pump (P) shall be employed to collect part
of the flow of air and diluted exhaust gas in bags during
E-2.1.4.2 If compensation for varying flow is not
the test.
possible then a heat exchanger (H) and temperature
control system (K’) as specified in E-2.1.3 shall be E-2.2.3.8 A flow controller(N) shall be used to ensure
required to ensure constant flow through the venturi a constant flow of the gas samples taken in the course
(MV) and thus proportional flow through S3. of the test from sampling probe SI. The flow of the
E-2.2 Critical-Flow Venturi Dilution Device/ gas samples shall be such that at the end of the test the
(CFV-CVS) quantity of the samples is sufficient for analysis (about
10 I/min).
E-2.2.1 Using a critical-flow venturi in connection
with the CVS sampling procedure is based on the E-2.2.3.9 Flowmeters (FL) shall be employed for
principles of flow mechanics for critical flow. The adjusting and monitoring the flow of gas samples
variable mixture flow rate of dilution and exhaust gas during tests.

38
 EPI EDP

SURGE
CONTROL VALVE
f VARIABLE FLOW
-________

FILTER

I-

1 THER MOMETER MANOMETER

\

FIG. 11 CFV4YS CALIBRATIONSET-UP : SCHEMATIC

IS 14600: 1999

E-2.2.3.10 A scrubber (PS) shall be used in the Q = quick connector to allow the ambient
sampling line. air sample BA to be analysed to HFID

E-2.2.3.11 Quick-acting solenoid valves (V) shall be HFID= heated flame, ionisatiol’ analyser
employecl to divert a constant flow of gas samples R & I= a means of integrating and recording
into the sampling bags or to the vent. the instantaneous hydrocarbon
concentrations
E-2.2.3.12 Gas-tight, quick-lock coupling elements
(Q) between the quick-acting valves and the sampling bh = a heated sample line
bags shall be used. The couplings shall close All heated components shall be maintained at 198 +
automatically on the sampling bag side. As an 10°C.
alternative, other ways of transporting the samples to
the analyser may be used (for example, three-way E.2.2.4.2 If compensation for varying flow is not
stopcock). possible then a heat exchanger (H) and temperature
control system (TC) as described in E-2.1.3 shall be
E-2.2.3.13 Bags (B), for collecting samples of the required to ensure constant flow through the venturi
diluted exhaust gas and the dilution air during the test; (MV) and thus proportional flow through S3:
they shall be of sufficient capacity not to impede the
sample flow. The bag material shall be such as to E-2.3 Variable Dilution Device with Constant
affect neither the measurements themselves not the Flow Control by Orifice (CFV-CVS)
chemical composition of the gas samples (for instance,
E-2.3.1 The collection equipment shall consist of the
laminated polyethylene/polyamide films, or
following.
fluorinated polyhydrocarbons).
E-2.3.1.1 A sampling tube connecting the vehicle’s
E-2.2.3.14 The pressure gauge (G) used shall be
exhaust pipe to the device itself.
precise and accurate to within 0.4 kPa.
E-2.3.1.2 A sampling device consisting of a pump for
E-2.2.3.15 The temperature sensor (T) used shall be
drawing in the diluted mixture of exhaust gas and air.
precise and accurate to within 1 K and have a response
time of 0.1 s to 62 percent of a temperature change (as E-2.3.1.3 A mixing chamber (M) in which exhaust
measured in silicone oil). gas and air are mixed homogeneously.
E-2.2.3.16 A measuring critical flow venturi tube E-2.3.1.4 A heat exchanger (H) of a capacity
(MV) shall be used to measure the flow volume of the sufficient to ensure that throughout the test the
diluted exhaust gas. temperature of the air/exhaust gas mixture measured
at a point immediately before the positive
E-2.2.3.17 A blower (BL) of sufficient capacity shall
displacement of the flow rate measuring device is
be used to handle the total volume of diluted gas.
within + 6 K. This device shall not alter the pollutant
E-2.2.3.18 The capacity of the CFV-CVS system concentration of diluted gases taken off for analysis.
shall be such that under all operating conditions which If this condition is not satisfied for certain pollutants
may possibly occur during a test there shall not be any the sampling shall be effected before the cyclone for
condensation of water. This can be generally ensured one or several considered pollutants.
by using a blower whose capacity is:
If necessary, a device for temperature control (TC)
i) Twice as high as the maximum flow of exhaust
shall be used to preheat the heat exchanger prior to
gas produced by accelerations of the driving
testing and to keep up its temperature during the test
cycle; or
within + 6 K of the designed operating temperature.
ii) Sufficient to ensure that the CO2 concentration
in the dilute exhaust sample bag is less than E-2.3.1.5 Two probes (S1 and S2) for sampling by
3 percent by volume. means of pumps (P), flowmeters (FL) shall be used
and, if necessary, filters (F> allowing for the collection
E-2.2.4 Additional equipment if any required shall be
of solid particles from gases shall also be used for the
used while testing diesel engined vehicles.
analysis.
E-2.2.4.1 The additional components shown within
E-2.3.1.6 One pump for dilution air and another one
the dotted lines of Fig. 11 shall be used when testing
for diluted mixture shall be employed.
diesel engine vehicles
Fh = a heated filter E-2.3.1.7 A volume-meter with an orifice shall also
be used.
sj = a sample point close to the mixing
chamber E-2.3.1.8 A temperature sensor (Tt) (accuracy and
VI1 = a heated multiway valve precision fl K) fitted at a point immediately before
the volume measurement device. It shall be designed
 IS 14600 : 1999

to monitor continuously the temperature of the diluted E-2.3.1.13 Three-way valves (V) shall be used to
exhaust gas mixture during the test. divert a constant flow of gas samples into the sampling
E-2.3.1.9 A pressure gauge (Cl) (capacity and bags or to the outside vent.
precision _+ 0.4 kPa) fitted immediately before the
E-2.3.1.14 Gas-tight, quick-lock sampling elements
volume meter and is used to register the pressure
(G) between the three-way valves and the sampling
gradient between the gas mixture and the ambient air.
bags shall be used. The coupling shall close
E-2.3.1.10 Another pressure gauge (G2) (accuracy automatically on the sampling bag side. Other ways
and precision + 0.4 kPa) fitted so that the differential of transporting the samples to the analyser may be used
pressure between pump inlet and pump outlet can be (for example, three-way stopcocks).
registered.
E-2.3.1.15 Bags (B) shall be used for collecting
E-2.3.1.11 Flow controllers (N) shall be employed to
samples of diluted exhaust gas and of dilution air
ensure a constant uniform flow of gas samples taken
during the test. They shall be of sufficient capacity not
during the course of the test from sampling outlets St
to impede the sample flow. The bag mtierial shall be
and S2. The flow of the gas samples shall be such
such that it does not affect either the measurements
that, at the end of each test, the quantity of the samples
themselves or the chemical composition of the gas
is sufficient for analysis (about 10 Vmin).
samples (for example, laminated polyethylene/
E-2.3.1.12 Flowmeters (FL) shall be employed for polyamide films, or fluorinated polyhydrocarbons).
adjusting and monitoring the constant flow of gas
samples during the test.

ANNEX F
(Clause 4.2.10.3)
CALCULATION OF MASS EMISSIONS OF POLLUTANTS

F-l SCOPE expressed in ppm and corrected by

the amount of the pollutant ‘i’
This Annex describes the methods of measurement of
contained in the dilution air.
the mass emission of pollutants and correction for
humidity for oxides of nitrogen. F-3 VOLUME DETERMINATION
F-2 CALCULATION OF THE MASS
F-3.1 Calculation of the Volume when a Variable
EMISSION OF POLLUTANTS
Dilution Device with Constant Flow Control by
M-=V~i,XQ2XKHX~X10-3 Orifice or Venturi is Used
I
DS Record continuously the parameters showing the
Where volumetric flow and calculate the total volume for the
duration of the test.
Mj = mass emission of the pollutant ‘i’
in g/km, F-3.2 Calculation of Volume when a Positive
Vmix = volume of the diluted exhaust gas Displacement Pump is Used
expressed in m3/test and corrected
to standard conditions 293 K and The volume of diluted exhaust gas in systems
101 kPa, comprising a positive displacement pump is calculated
Ds = distance covered in km, with the following formula:
Qi = density of the pollutanf ‘i’ in
kg/m3 at normal temperature and V=VoxN
pressure (293 K and 101 kPa), where
KH = humidity correction factor used
V = volume of diluted exhaust gas expressed
for the calculation of the mass
in m3/test (prior to correction),
emissions of oxides of nitrogen.
There is no humidity correction V, = volume of gas delivered by the positive
for HC and CO, and displacement pump on testing
c, = concentration of the pollutant ‘i’ conditions, in m3/rev, and
in the diluted exhaust gas N = number of revolutions per test.

41
IS 14600 : 1999

F-3.3 Correction of the Diluted Exhaust Gas The dilution factor is calculatr,a as isllows:
Volume to Standard Conditions
13.4
Df=
The diluted exhaust gas volume is corrected by means cco* + (CHC+ c&jX
of the following formula:
where,
Vmix = V x Kl x (PB - PI)/ TP ... concentration of CO2 in the diluted
Qo, =
(1) exhaust gas contained in the sampling
in which : bag, expressed in percent volume,
cHC = concentration of HC in the diluted
K1 = 293 k/101 kPa = 2.900 9 (KlkPa) , . . (2)
exhaust gas contained in the sampling
where bag, expressed in ppm carbon
PB = barometric pressure in the test room in equivalent, and
kPa cc0 = concentration of CO in the diluted
P, = vacuum at the inlet to the positive exhaust gas contained in the sampling
displacement pump in kPa relative to the bag, expressed in ppm.
ambient barometric pressure F-5 DETERMINATION OF THE NOx
TP = average temperature of the diluted HUMIDITY CORRECTION FACTOR
exhaust gas entering the positive
In order to correct the influence of humidity on the
displacement pump during the test
results of oxides of nitrogen, the following
F-4 CALCULATION OF THE CORRECTED calculations are applied:
CONCENTRATION OF POLLUTANTS IN THE
1
SAMPLING BAG
kH = cl-O.032 9 x (H-10.71)]
Ci=Ce -(Cd x [ I-(l/Of)])
in which :
where
6.211 xRaxPd
Ci = concentration of the pollutant ‘i’ in the H=
PB - (Pd x Ra x 10e2)
diluted exhaust gas, expressed in ppm
and corrected by the amount of ‘i’ where
contained in the dilution air; H = absolute humidity expressed in
Ce = measured concentration of pollutant ‘i’ grammes of water per kg of dry air;
in the diluted exhaust gas, expressed in Ra = relative humidity of the ambient air
PPm; expressed in percent;
Cd = measured concentration of pollutant ‘i’ Pd = saturation vapour pressure at ambient
in the air used for dilution, expressed in temperature expressed in kPa; and
ppm; and
PB = atmospheric pressure in the room,
Df = dilution factor. expressed in kPa.

42
 IS 14600:1999

ANNEX G
(Foreword)
COMMITTEE COMPOSITION

Automotive Primemovers Sectional Committee, TED 2

Chairman
DR M. L. MATHUR
Alok Villa, 17, Sector ‘A’,
Shastri Nagar, Jodhpur 342 003
Members Representing
SHR~M. NIRMAL KUMAR Ashok Leyland Ltd. Chennai
SHRI S. K. RAIU (Altentate)
SHRI HIRA LAL Association of State Road Transport Undertakings, New Delhi
SARI M. K. CHAUDHAR~ Automotive Research Association of India, Pune .
SHRI S. BHA~ACHARYA (Alternate)
SHRI S. B. RAO Bajaj Auto Ltd, Pune
SHRI T. M. BALARAMAN(Alternate)
SHRI V. M. MUNDADA Bajaj Tempo Ltd. Pune
SHRI M. NAGASUNDARAM (Alternate)
SHRI B. K. DATTATRE Bharat Earth Movers Ltd. Bangalore
SHR~R. KRISHNAMLJRTHY (Alternate)
SHRI S. R. TAPADE Central Institute of Road Transport, Pune
SHRI S. KUMAR (Alternate)
SHRI ABHAY GUAVA Daewoo Motors Ltd, New Delhi
SHRI V. L. N. RAO Directorate General of Quality Assurance (Vehicles), Ahmednagar
SHRIM. M. KANDASWAMY(Alternate)
SHRI SUSHILKUMAR Department of Industrial Policy & Promotion, New Delhi
SHRI S. K. BHARIJ (Alternate)
SHRI V. K. SRI~HAR Directorate General of Supplies & Disposals, New Delhi
SHRI I. C. KHANNA(Alternate)
SHRI V. MATHUR Royal Enfield Motors Ltd. Chennai
SHRI N. RANGANATHAN(Alternate)
SHRI K. C. JAIN Escorts Ltd. Faridabad
SHRI RAJU AGARWAL(Alternate)
DR S. SATYAMURTY Either Goodearth Ltd, Ballabhgarh
SHRI S. K. SEAM(Alternate)
SHRI RAVI ADI~ Hindustan Motors Ltd. Distt Hooghly (WB)
SHRI OM PRAKASH HMT Ltd. Pinjore -
SHR~A. P. BHATTACHAF~JEE (Alternate)
SHRI J. SHARMA Indian Institute of Petroleum, Dehra Dun
SHR~A. N. GANLA Kirloskar Cummins Ltd, Pune
SHRI G. B. MUNAKAMIE Mahindra and Mahindra Ltd. Nasik
SHRI S. P. SL~BHEDAR (Alternate)
SHRI T. SARANCARAJAN Maruti Udyog Ltd. Gurgaon
SHRI SHIVA KUMAR(Alternate)
SHRI N. R. GLJITHA Motor Industries Co Ltd. Bangalore
SHRI K. L. S. SEXY (Alternate)
SHRI V. K. JAIN Ordnance Factory Board, Calcutta
SHRI V. C. VERMA(Alternate)
DIRECTOR(ENGINEDEV) RDSO, Lucknow
JOINT DIRECTOR(Alternate)
SHRI W. N. KHA’~AVKAR Greaves (I) Ltd. Pune
SHRIA. S. PATIL (Alternate)
SHRI S. MURALIDHARAN Simpson & Co Ltd. Chennai
SHRI S. JANARDHANAN(Alternate I)
SHRI R. N. AGARWAL( Alternate II)
SHRI V. LAKSHMINARAYANAN Tata Engineering and Locomotive Co Ltd. Pune
SHRI S. K. BASU (AlretVtute)
SHRI P. N. BURGUL The Premier Automobiles Ltd. Mumbai
SHRI A. B. PHADNIS(Alternate)
SHRI M. N. MURALIKRISHNA TVS Suzuki Ltd. Hosur
DR C. L. DHAMFJANI Vehicle Research and Development Establishment, Ahmednagar
SHR~ K. S. JA~N(Alternate)
SHRI A. R. GULATI, Director General, BIS (Ex-Oficio Member)
Director (Transport Engg)

Member-Secratary
SHRIA. K. NAGPAL
Additional Director (Transport Engg), BIS
(Contimied on page 44)

43
IS14600:1999

(Continued from pge 43)

Method of Test & Pollution Evaluation Subcommittee, TED 2:2

Convener Representing
SHRIS. RAI~I Automotive Research Association of India, Pune
Members
SHRIR.P. SHARMA Ashok Leyland Ltd. Chennai
SHRIS. K..RAJU (Altemate)
SHRIS. B. RAO Bajaj Auto Ltd. Pune
SHRIT. M. BALARAMAN
(Altemare)
SHRIV. M. MUNIIADA Bajaj Tempo Ltd. Pune
SHRIN. NAGASUNDARAM (Alremate)
SHRIS. R. TAPADE Central Institute of Road Transport, Pune
SHRIP. C. BARJAT~A (Altemute)
SHRIA. K. KHANNA Controllerate of Quality Assurance (Vehicles), Pune
SHRIS. S. UPASANI(Altemde)
SHRIN. MOHAN Daewoo Motors Ltd. New Delhi
SHRIV. K. SRIDHAR Directorate General of Supplies & Disposals, New Delhi
SHRIP. MADHAVAN (Aliemate)
SHRIK. C. JAIN Escorts Ltd, Faridabad
SHRIW. N. KHATAVKAR &eaves (I) Ltd. Pune
SHRIT. P. MANI (Altemute)
SHRIRAVI ADIB Hindustan Motors Ltd. Distt Hooghly (WB)
SHRI1. S. MEHTA(Alternate)
SHRIK. K. GANDHI Indian Institute of Petroleum, Debra Dun
SHRIMUKE~H SAXENA (Abemute)
SHRIR. K. MALHOTRA Indian Oil Corporation Ltd R & D Centre, Faridabad
SHRIG. K. ACHARYA (Abemate)
SHRIR. VENKATESH GOVIND Kinetic Engg Ltd, Pune
SHRIB. K. BARVE(Altemufe)
SHRIS. G. SARDE~AI Kirloskar Oil Engines Ltd. Pune
DR P. A. L. NARAYANAN(Abemate)
SHRIS. K. MUKHERJEE Mabindra and Mahindra Ltd. Nasik
SHRIG. B. MUNAKAMIE (Abemute)
SHRIT. SARANGARA~AN Maruti Udyog Ltd. Gurgaon
SHRISHIVAKUMAR(Altentare)
SHRIN. R. GUFTHA Motor Industries Co Ltd. Bangalore
$HRIK. L. S. Snn (Altentate)
- The Premier Automobiles Ltd. Mumbai
SHRIP. N. BURGUL
SHRIS. MURALI~HARAN Simpson Sr Co Ltd. Chennai
SHRIS. JANARDHANAN (Alfern&+
SHRIV. D. PATHAK Space Carburettors Ltd. Pune
SHRIV LAKSHMI NARAYANAN Tata Engineering and Locomotive Co Ltd. Pune
SHRIS. P. JOSHI(Alrentate I)
SHRIR. N. ACARWAL(Altenure II)
SHRIM .N. MURALIKRISHNA TVS Suzuki Ltd. Hosur
SHRIV. RAMACHANDRA BABU(Altemute)
DR S. GOVINDARAJAN UCAL, Carburettor Ltd. Chennai
SHRIK. S. JAtN Vehicle Research and Development Establishment, Ahmednagar
S~tu R. RAJAN(Aliemate)

44
Bureau of Indian Standards

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reviewed periodically; a standard along with amendments is reaffirmed when such review indicates that
no changes are needed; if the review indicates that changes are needed, it is taken up for revision. Users
of Indian Standards should ascertain that they are in possession of the latest amendments or edition by
referring to the latest issue of ‘BIS Handbook’ and ‘Standards: Monthly Additions’.

This Indian Standard has been developed from Dot : No. TED 2 (228).

Amendments Issued Since Publication

Amend No. Date of Issue Text Affected

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