Avis juridique important

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31988L0076

Council Directive 88/76/EEC of 3 December 1987 amending Directive 70/220/EEC on the approximation of the laws of the Member States relating to measures to be taken against air pollution by gases from the engines of motor vehicles

Official Journal L 036 , 09/02/1988 P. 0001 - 0032 Finnish special edition: Chapter 13 Volume 17 P. 0003  Swedish special edition: Chapter 13 Volume 17 P. 0003

COUNCIL DIRECTIVE of 3 December 1987 amending Directive 70/220/EEC on the approximation of the laws of the Member States relating to measures to be taken against air pollution by gases from the engines of motor vehicles (88/76/EEC)  THE COUNCIL OF THE EUROPEAN COMMUNITIES,  Having regard to the Treaty establishing the European Economic Community, and in particular Article 100A thereof,  Having regard to the proposal from the Commission (1),  In cooperation with the European Parliament (2),  Having regard to the opinion of the Economic and Social Committee (3),  Whereas it is important to adopt measures with the aim of progressively establishing the internal market over a period expiring on 31 December 1992 ; whereas the internal market shall comprise an area without internal frontiers in which the free movement of goods, persons, services and capital is ensured;  Whereas the first programme of action of the European Communities on the protection of the environment, approved by the Council on 22 November 1973, called for account to be taken of the latest scientific advances in combating atmospheric pollution caused by gases emitted from motor vehicles and for Directives adopted previously to be amended accordingly ; whereas the third programme of action provides for additional efforts to be made to reduce considerably the present level of emissions of pollutants from motor vehicles;  Whereas Directive 70/220/EEC (4) lays down the limit values for carbon monoxide and unburnt hydrocarbon emissions from such engines ; whereas these limit values were first reduced by Directive 74/290/EEC (5) and supplemented, in accordance with Directive 77/102/EEC (6), by limit values for permissible emissions of nitrogen oxides ; whereas the limit values for these three pollutants were successively reduced by Directives 78/665/EEC (7) and 83/351/EEC (8);  Whereas the work undertaken by the Commission in connection with its policy of pursuing a comprehensive approach to the development of rules for the motor vehicle industry has shown that the European industry already has available, or is currently perfecting, engine technology which will allow a further reduction in limit values ; whereas during the period under consideration such a reduction will not jeopardize the aims of Community policy in other fields, and in particular in that of the rational use of energy;  (1) OJ No C 178, 6.7.1984, p. 9, OJ No C 318, 29.11.1984, p. 6, and OJ No C 257, 28.9.1987, p. 1. (2) Opinion published in OJ No C 12, 14.1.1985, p. 65, and OJ No C 190, 20.7.1987, p. 180, and position of Parliament on 18 November 1987 (OJ No C 345, 21.12.1987, p. 59). (3) OJ No C 25, 28.1.1985, p. 46. (4) OJ No L 76, 6.4.1970, p. 1. (5) OJ No L 159, 15.6.1974, p. 61. (6) OJ No L 32, 3.2.1977, p. 32. (7) OJ No L 223, 14.8.1978, p. 48. (8) OJ No L 197, 20.7.1983, p. 1.   Whereas it is necessary to promote innovation and industrial competitiveness respectively on the internal market and on foreign markets ; whereas it is necessary that the Community adopt measures on vehicle emissions ; whereas they should at the same time respect a high level of environmental protection and make it possible to achieve values adapted to European conditions so that their ultimate effect on the environment is equivalent to that of the standards for vehicle emissions in force in the United States of America ; whereas to achieve this objective, it is advisable to provide for a solution which varies according to the category of vehicle engine capacity so as to allow, as far as possible, compliance with Community requirements at a reasonable cost and using different technical means ; whereas the limit values laid down for vehicles with an engine capacity of less than 1,4 litres reflect the current technical and economic conditions of European manufacturers in this section of the market ; whereas the limit values applicable in 1992/93 should be fixed in 1987;  Whereas the limit values in this Directive are based on the test method laid down in Directive 70/220/EEC, but this procedure must be adapted subsequently so that it is representative not only of traffic conditions in congested urban centres but also of those outside such centres ; whereas a decision concerning such adaptation should be taken by 1987 at the latest;  Whereas Article 5 of Directive 70/220/EEC refers to the possibility of adapting the provisions of the Annexes to take account of technical progress;  Whereas petrol engines in all vehicles covered by this Directive should be designed to run on unleaded petrol so as to make it possible to stop the use of lead-based additives in fuels and thus make a decisive contribution to the reduction of environmental pollution by that element;  Whereas it is necessary to ensure that the provisions relating to the compression-ignition engines of vehicles covered by this Directive remain compatible, in view of the specific nature of all the pollutants emitted by such engines, with subsequent changes in the provisions relating to the other pollutants emitted by such engines, referred to in Directive 72/306/EEC (1);  Whereas, during the period between the adoption of European standards and the implementation of the modified European test cycle, it is desirable that vehicles which obtain type-approval in accordance with equivalent standards on Community export markets should also qualify for EEC type-approval;  Whereas, with due regard for the rules of the Treaty, Member States which so wish may apply in advance the new values laid down in this Directive, on the understanding that if they do so they may not prohibit the marketing or use of vehicles, whether manufactured at home or imported, which comply with Community requirements,  HAS ADOPTED THIS DIRECTIVE:    Article 1 Annexes I, II, III, VI and VII to Directive 70/220/EEC shall be amended in accordance with the Annex to this Directive. A new Annex IIIA shall be introduced.   Article 2 1. From 1 July 1988, no Member State may, on grounds relating to air pollution by gases from an engine or to engine fuel requirements:  - refuse to grant EEC type-approval, or to issue the document provided for in the second indent of Article 10 (1) of Directive 70/156/EEC (2), as last amended by Directive 87/403/EEC (3), or to grant national type-approval for a type of motor vehicle,  or  - prohibit the entry into service of such vehicles,  where the level of gaseous pollutants emitted from this type of motor vehicle or from such vehicles and the engine fuel requirements meet the provisions of Directive 70/220/EEC, as amended by this Directive.  2. Member States may : from 1 October 1988 in the case of the types of vehicle which have an engine capacity above 2 000 cm3,  (1) OJ No L 190, 20.8.1972, p. 1. (2) OJ No L 42, 23.2.1970, p. 1. (3) OJ No L 220, 8.8.1987, p. 44.   from 1 October 1990 in the case of the types of vehicle which have an engine capacity below 1 400 cm3,  from 1 October 1991 in the case of the types of vehicle which have an engine capacity of 1 400 to 2 000 cm3 inclusive, and from 1 October 1994 in the case of types of vehicle of the same capacity fitted with compression-ignition engines of the direct injection type,   - no longer issue the document provided for in the last indent of Article 10 (1) of Directive 70/156/EEC in respect of a type of motor vehicle,  and  - refuse national type-approval for a type of motor vehicle,  which emits gaseous pollutants at levels which do not meet the requirements of the Annexes to Directive 70/220/EEC, as amended by this Directive.  3. From 1 October 1989 in the case of types of vehicle which have an engine capacity above 2 000 cm3,  from 1 October 1991 in the case of types of vehicle which have an engine capacity below 1 400 cm3, from 1 October 1993 in the case of types of vehicle which have an engine capacity of 1 400 to 2 000 cm3 inclusive and from 1 October 1996 in the case of types of vehicle of the same capacity fitted with compression-ignition engines of the direct injection type,  Member States may prohibit the entry into service of vehicles where the gaseous pollutants emitted from such vehicles and their engine fuel requirements do not meet the requirements of the Annexes to Directive 70/220/EEC, as amended by this Directive.   Article 3 1. Member States may refuse national type-approval, EEC type-approval or the document provided for in the second indent of Article 10 (1) of Directive 70/156/EEC for a type of motor vehicle with a positive ignition engine whose engine fuel requirements do not meet the provisions of the Annexes to Directive 70/220/EEC, as amended by this Directive:    - from 1 October 1988, for types of vehicle having an engine capacity greater than 2 000 cm3, except for those defined in section 8.1,       - from 1 October 1989, for the other types.         2. From 1 October 1990, Member States may prohibit the entry into service of vehicles fitted with a positive ignition engine whose fuel requirements do not meet the provisions of the Annexes to Directive 70/220/EEC, as amended by this Directive, except where the manufacturer provides a certificate accepted by the technical service which issued the initial emission type-approval stating that adapting such vehicles to the new fuel requirement entails major engineering changes, namely a change in material specification of the inlet or exhaust valve seats or a reduction in the compression ratio, or an increase in the engine capacity to compensate for power loss ; in which case, such a ban is possible only from the dates laid down in Article 2 (3).   Article 4 By 31 December 1987 at the latest, the Council, on a proposal from the Commission, shall:    - decide on a further reduction in the limit values to be applied to vehicles with an engine capacity of less than 1400 cm3 at the latest in 1992 for the issue of new national type-approvals and 1993 for the entry of vehicles into service,       - amend the test contained in Annex III to Directive 70/220/EEC in order to adapt to present conditions, in particular by the addition of non-urban driving sequences,       - decide on the procedures for the entry into force of the amended test contained in Annex III and on the conditions for repealing the present Annex III and Annex IIIA to Directive 70/220/EEC, as amended by this Directive including the transitional period.          Article 5 Member States shall bring into force the provisions necessary to comply with this Directive by 1 July 1988 and shall forthwith inform the Commission thereof.   Article 6 This Directive is addressed to the Member States.     Done at Brussels, 3 December 1987.  For the Council  The President  Chr. CHRISTENSEN     ANNEX  ANNEX I 1. Add the following:  "with the exception of those vehicles of category N1, for which type-approval has been granted under Directive 88/76/EEC (1).  At the request of the manufacturers, type-approval to this Directive may be extended from M1 or N1 vehicles equipped with compression-ignition engines which have already been type-approved to M2 and N2 vehicles having a reference mass not exceeding 2 840 kg and meeting the conditions of section 6 of this Annex (extension of EEC type-approval).  (1) OJ No L 36, 9.2.1988, p. 1."  2.2. The existing text is replaced by the following:  "For the purposes of Annex IIIA "reference mass" means the mass of the vehicle in running order less the uniform mass of the driver of 75 kg and increased by a uniform mass of 136 kg."  The following new section 2.8 is added:  "2.8. "Engine capacity" means:    2.8.1. for reciprocating piston positive-ignition engines, the nominal engine swept volume,      2.8.1.1. for rotary piston (Wankel) positive-ignition engines, double the nominal engine swept volume."  The following new section 3.2.4 is added:  "3.2.4. a description of the measures taken to ensure that a vehicle equipped with a positive-ignition engine is so constructed that it can only be supplied with unleaded petrol in accordance with Directive 85/210/EEC.  This condition is deemed to be met if it can be demonstrated that the inlet orifice of the fuel tank is so designed that it prevents the tank from being filled from a petrol pump delivery nozzle which has an external diameter of 23,6 mm or greater."  In section 5.1, the existing text is given the number 5.1.1 and is supplemented as follows:  "The technical measures taken by the manufacturer must be such as to ensure that the emission of air-polluting gases is effectively limited throughout the normal life of the vehicle and under normal conditions of use.   5.1.2. A vehicle equipped with a positive-ignition engine must be designed to be capable of running on unleaded petrol as specified by Directive 85/210/EEC."  Section 5.2.1.1.4 reads as follows:  "5.2.1.1.4. Subject to 5.2.1.1.4.2 and 5.2.1.1.5, the test is repeated three times. The mass of the carbon monoxide, the combined mass of the hydrocarbons and the nitrogen oxides and the mass of the nitrogen oxides obtained must be less than the amounts given below for the corresponding vehicle categories:  >PIC FILE= "T0046020">   Vehicles equipped with compression-ignition engines with a capacity exceeding 2 000 cm3 must comply with the limit values corresponding to the 1 400 cm3 to 2 000 cm3 inclusive engine capacity category."  In sections 5.2.1.1.4.1, 5.2.1.1.4.2, 5.2.1.1.5.1 and 5.2.1.1.5.2 the words "and the mass of nitrogen oxides" or "and the emissions of nitrogen oxides" are to be added after any reference to combined figures for hydrocarbons and nitrogen oxides.  The following new section 6.5 is added:  "6.5. Positive-ignition engined vehicle types with different engine fuel requirements.      6.5.1. Approval shall be extended to vehicle types modified for engine fuel requirement purposes, provided the conditions set out in section 8.4."           The following new section 6.6 is added:  "6.6. Vehicle types with automatic or continuously variable transmissions.      6.6.1. Approval granted to a vehicle type with a manual transmission may under the following conditions be extended to vehicle types with automatic or continuously variable transmissions:      6.6.1.1. the same basic forms of components and systems (other than the transmission) liable to affect the emissions of gaseous pollutants must be fitted and operational. However differences in detail to allow for the different operating characteristics of automatic or continuously variable transmissions are acceptable;       6.6.1.2. the vehicle type must have a reference mass within ± 5 % of the reference mass of the vehicle type with the manual transmission;       6.6.1.3. the vehicle type must be tested and satisfy the requirements of section 5 modified as follows:  the limit values for the nitrogen oxides are those resulting from the multiplication of the L3 values given in the table in section 5.2.1.1.4 by a factor of 1,3 and the limit values for the combined mass of the hydrocarbons and the nitrogen oxides are those resulting from the multiplication of the L2 values given in the table in section 5.2.1.1.4 by a factor of 1,2."  The table in section 7.1.1.1 is replaced by the following: >PIC FILE= "T0046021">   Vehicles equipped with compression-ignition engines with a capacity exceeding 2 000 cm3 must comply with the limit values corresponding to the 1 400 to 2 000 cm3 inclusive engine capacity category."  The second paragraph of section 7.1.1.2 reads as follows:  "L = the limit value laid down in section 7.1.1.1 for the emissions of carbon monoxide, the combined emissions of hydrocarbons and nitrogen oxides and the emissions of nitrogen oxides;".  The following new section 7.2 is added:  "7.2. Where type approval is extended under the provisions of section 6.6 (automatic and continuously variable transmissions) the limit values for the nitrogen oxides are those resulting from the multiplication of the values L3 given in the table in section 7.1.1.1 by a factor of 1,3, and the limit values for the combined mass of the hydrocarbons and the nitrogen oxides are those resulting from the multiplication of the values L2 given in the table in section 7.1.1.1 by a factor of 1,2."  Section 8.1 reads as follows:  "8.1. For the type-approval and verification of conformity of            - vehicles other than those of category M1,                       - passenger vehicles of category M1 designed to carry more than six occupants including the driver or whose maximum mass exceeds 2 500 kg,                       - off-road vehicles as defined in Annex I to Directive 70/156/EEC as last amended by Directive 87/403/EEC (1),                         the limit values shown in the tables in sections 5.2.1.1.4 (type-approval) and 7.1.1.1 (conformity check) of Directive 70/220/EEC, as last amended by Directive 83/351/EEC, are applicable as from 1 October 1989 in the case of new vehicle types and from 1 October 1990 in the case of vehicles entering into service for the first time.  (1) OJ No L 220, 8.8.1987, p. 44."  The following new sections 8.3 and 8.4 are added:    "8.3. Test equivalent to the type I test for verifying emissions after a cold start.     8.3.1.  >PIC FILE= "T0046378">      8.3.1.1. For vehicle type-approval, the limit values specified in the table in section 5.2.1.1.4 are replaced by the following: >PIC FILE= "T0046022">   These limit values are deemed to be met if they are not exceeded by the results of tests on a vehicle type when the masses of each pollutant are multiplied by the appropriate deterioration factor from the following table: >PIC FILE= "T0046023">   Where a manufacturer has obtained evidence of deterioration factors specific to the vehicle type using the certification procedures of Community export markets, those factors may be used as an alternative when establishing compliance with the limit values set out in this section.       8.3.1.2. For the verification of production conformity, vehicles may be taken from the series and subjected to the test described in Annex IIIA.      8.3.1.2.1. A failed vehicle is one whose test results, when adjusted by the deterioration factors established for the type approved in accordance with section 8.3.1 lead to one or more of the limit values in section 8.3.1.1 being exceeded.       8.3.1.2.2. The production of the series is deemed to conform or not to conform by testing vehicles comprising a test sample until a pass decision is reached for all limit values or a fail decision is reached for one limit value. A pass decision is reached when the cumulative number of failed vehicles as defined in section 8.3.1.2.1 for each limit value is less than or equal to the pass decision number appropriate to the cumulative number of vehicles tested. A fail decision is reached when the cumulative number of failed vehicles for one limit value is greater than or equal to the fail decision number appropriate to the cumulative number of vehicles tested.  Once a pass decision has been made for a particular limit value the number of vehicles whose final deteriorated test results exceed that limit value must not be considered any further for the purposes of checking conformity of production.   The pass and fail decision numbers associated with the cumulative number of vehicles tested are given in the following table: >PIC FILE= "T0046024">                8.3.1.3. Manufacturers of vehicles in possession of certificates issued by government authorities in Community export markets incorporating results of tests equivalent to those set out in Annex IIIA to this Directive may present such results.        8.4. For the extension of EEC type-approval to vehicles approved in accordance with the provisions of Directive 70/220/EEC, as last amended by Directive 83/351/EEC, but modified to satisfy the engine fuel requirements of this Directive, the manufacturers are to certify that:    8.4.1. the vehicle type conforms with the requirement of section 5.1.2 regarding engine fuel requirements,  and       8.4.2. the vehicle continues to meet the production conformity limits in accordance with Directive 70/220/EEC, as last amended by Directive 83/351/EEC."          Sampling plan for use with Annex IIIA test >PIC FILE= "T0046025">    >PIC FILE= "T0046026">     ANNEX II A footnote reference "(4)" is inserted after sections 1.4 and 1.5.  A footnote reference "(5)" is inserted after section 1.7.  The following footnotes are added:  " (4) This figure must be rounded off to the nearest tenth of a millimetre.  (5) >PIC FILE= "T0046027">   Add the following subsection to section 7:  "Information to be supplied for the tests provided for in Annex IIIA  Gear change-over point (for first to second, etc.) : ...  Method of cold starting : ...    ANNEX III Delete section 3.1.7.  The following new Annex IIIA is added:  "ANNEX IIIA TEST EQUIVALENT TO THE TYPE I TEST FOR VERIFYING EMISSIONS AFTER A COLD START     1. INTRODUCTION  See section 8.3 of Annex I.       2. OPERATING CYCLE ON THE CHASSIS DYNAMOMETER      2.1. Description of the cycle  The operating cycle to be applied on the chassis dynamometer is that indicated in the following table and depicted in the graph in Appendix 1. The breakdown by operations is also given in that table.           2.2. Idem section 2.2 of Annex III.           2.3. Transmissions        2.3.1. All test conditions, except as noted, will be run according to the manufacturer's recommendations.               2.3.2. Vehicles equipped with free wheeling or overdrive, except as noted, will be tested with these features operated according to the manufacturer's recommendations.               2.3.3. Idle modes are to be run with automatic transmission in "drive" and the wheels braked : manual transmissions to be in gear with the clutch disengaged, except in the first idle mode.  The vehicle must be driven with minimum accelerator pedal movement to maintain the desired speed.               2.3.4. Acceleration must be smooth, following representative gear speeds and procedures. For manual transmissions, the operator must release the accelerator pedal during each gear change and complete the change in the minimum amount of time. If the vehicle cannot accelerate at the specified rate, it is to be operated at maximum available power until its speed reaches the value prescribed for that time in the driving schedule.               2.3.5. The deceleration modes must be run in gear using brakes or accelerator pedal as necessary to maintain the desired speed. Manual transmission vehicles must have the clutch engaged and must not change gears from the previous mode. For those modes which decelerate to zero, manual transmission clutches must be depressed when the speed drops below 24,1 km/h, when engine roughness is evident, or when engine stalling is imminent.               2.3.6. Manual transmission          2.3.6.1. In the case of test vehicles equipped with manual transmission, the transmission must be shifted according to the procedures recommended by the manufacturer, subject to the agreement of the technical service responsible for the tests.                                             2.4. Tolerances        2.4.1. The dynamometer driving schedule is listed in Appendix 1. The driving schedule is defined by a smooth trace drawn through the specified speed versus time relationships. It consists of a non-repetitive series of idle, acceleration, cruise, and deceleration modes of various time sequences and rates.                2.4.2. The speed tolerances are:          - the upper limit is 3,2 km/h higher than the lighest point on the trace within one second of the given time,                   - the lower limit is 3,2 km/h lower than the lowest point on the trace within one second of the given time,                   - speed variations greater than the tolerances (such as may occur during gear changes) are acceptable provided they do not occur for more than 2 seconds on any occasion,                   - speeds lower than those prescribed are acceptable provided the vehicle is operated at maximum available power during such occurences,                   - the speed tolerance must be as specified above, except the upper and lower limits which are 6,4 km/h,                   - the following figures show the range of acceptable speed tolerances for typical points. Figure A is typical of portions of the speed curve which are increasing or decreasing throughout the 2-second time interval. Figure B is typical of portions of the speed curve which include a maximum or minimum. >PIC FILE= "T0046028">                                                     3. VEHICLE AND FUEL      3.1. Test vehicles >PIC FILE= "T0046029">            3.2. Fuel  The appropriate reference fuel as defined in Annex VI must be used for testing, or the equivalent reference fuels used by the competent authorities in Community export markets.                  4. TEST EQUIPMENT      4.1. Chassis dynamometer        4.1.1. Idem section 4.1.1 of Annex III but add the following subparagraph:  "Dynamometers with adjustable load curve may be considered as having a fixed load curve if they meet the requirements of a fixed load curve dynamometer and are used as a fixed load curve dynamometer."  >PIC FILE= "T0046030">                                  5. PREPARING THE TEST      5.1. Adjustment of inertia simulators to the vehicle's translatory inertias >PIC FILE= "T0046033">    Flywheels, electrical or other means of simulating test mass as shown in the table may be used. If the equivalent test mass specified is not available on the dynamometer being used, the next higher equivalent test mass (not exceeding 115 kg) available is to be used.  Note:  The reference mass of the vehicle is the mass of the vehicle in running order less the uniform mass of the driver and increased by a uniform mass of 136 kg.           5.2. Idem section 5.2 of Annex III.           5.3. Conditioning of vehicle        5.3.1. Before the test, the vehicle must be kept in a room in which the temperature remains relatively constant between 20 and 30 °C.  This conditioning must continue for at least six hours if the engine oil temperature is measured or for at least 12 hours if it is not.  If the manufacturer so requests, the test must be carried out not later than 36 hours after the vehicle has been run at its normal temperature.               5.3.2. Idem section 5.3.2 of Annex III.                                 6. PROCEDURE FOR BENCH TESTS >PIC FILE= "T0046034">      6.2. Test and sampling      6.2.1. The vehicle must be stored prior to the emission test in such a manner that precipitation (e.g., rain or dew) does not occur on the vehicle. The complete dynamometer test consists of a cold start drive of 12,1 km and simulates a hot start drive of 12,1 km. The vehicle is allowed to stand on the dynamometer during the 10-minute time period between the cold and hot start tests. The cold start test is divided into two periods. The first period, representing the cold start "transient" phase, terminates at the end of the deceleration which is scheduled to occur at 505 seconds of the driving schedule. The second period, representing the "stabilized" phase, consists of the remainder of the driving schedule including engine shutdown. The hot start test similarly consists of two periods. The first period, representing the hot start "transient" phase, terminates at the same point in the driving schedule as the first period of the cold start test. The second period of the hot start test, "stabilized" phase, is assumed to be identical to the second period of the cold start test. Therefore the hot start test terminates after the first period (505 seconds) is run.           6.2.2. The following steps shall be taken for each test:        6.2.2.1. Place drive wheels of vehicle on dynamometer without starting engine. Reset and enable the roll revolution counter.               6.2.2.2. Open the vehicle engine compartment cover and position the cooling fan.               6.2.2.3. With the sample selector valves in the "standby" position, connect evacuated sample collection bags to the dilute exhaust and dilution air sample collection systems.               6.2.2.4. Start the CVS (constant volume sampler) (if not already on), the sample pumps, the temperature recorder, the vehicle cooling fan and the heated hydrocarbon analysis recorder (diesel only). (The heat exchanger of the constant volume sampler if used, should be preheated to its operating temperature.) The diesel hydrocarbon analyser continuous sample line and filter (if applicable) should be preheated to 190 °C ± 10 °C.               6.2.2.5. Adjust the sample flowrates to the desired flowrate (minimum of 0,28 m3/h) and set the gas flow measuring devices to zero.  Note:  CFV-CVS sample flowrate is fixed by the venturi design.               6.2.2.6. Attach the flexible exhaust tube to the vehicle tailpipe(s).               6.2.2.7. Start the gas flow measuring device, position the sample selector valves to direct the sample flow into the "transient" exhaust sample bag and the "transient" dilution air sample bag (turn on the diesel hydrocarbon analyser system integrator and mark the recorder chart, if applicable), turn the ignition key on and start the engine.               6.2.2.8. Fifteen seconds after the engine starts, place the transmission in gear.               6.2.2.9. Twenty seconds after the engine starts, begin the initial vehicle acceleration of the driving schedule.                6.2.2.10. Operate the vehicle according to the dynamometer driving schedule.               6.2.2.11. At the end of the deceleration which is scheduled to occur at 505 seconds, simultaneously switch the sample flows from the "transient" bags to the "stabilized" bags, switch off gas flow measuring device No 1 (and the diesel hydrocarbon integrator No 1, mark the diesel hydrocarbon recorder chart) and start gas flow measuring device No 2 (and diesel hydrocarbon integrator No 2). Before the acceleration which is scheduled to occur at 510 seconds, record the measured roller or shaft revolutions and reset the counter or switch to a second counter. As soon as possible transfer the "transient" exhaust and dilution air samples to the analytical system and process the samples so as to obtain a stabilized reading of the exhaust sample on all analysers within 20 minutes of the end of the sample collection part of the test.               6.2.2.12. Turn the engine off 2 seconds after the end of the last deceleration (at 1 369 seconds).               6.2.2.13. Five seconds after the engine stops running, simultaneously turn off gas flow measuring device No 2 (the diesel hydrocarbon integrator No 2 and mark the hydrocarbon recorder chart, if applicable) and position the sample selector valves to the "standby" position. Record the measured roller or shaft revolutions and reset the counter. As soon as possible transfer the "stabilized" exhaust and dilution air samples to the analytical system and process the samples in order to obtain a stabilized reading of the exhaust sample on all analysers within 20 minutes of the end of the sample collection part of the test.               6.2.2.14. Immediately after the end of the sample period turn off the cooling fan and close the engine compartment cover.               6.2.2.15. Turn off the CVS or disconnect the exhaust tube from the tailpipe of the vehicle.               6.2.2.16. Repeat the steps in sections 6.2.2.2 to 6.2.2.10 for the hot start test, except that only one evacuated sample bag is required for sampling exhaust gas and one for dilution air. The key-on operation step described in section 6.2.2.7 begins between 9 and 11 minutes after the end of the sample period for the cold start test.               6.2.2.17. At the end of the deceleration which is scheduled to occur at 505 seconds, simultaneously turn off gas flow measuring device No 1 (and diesel hydrocarbon integrator No 1, mark the diesel hydrocarbon recorder chart, if applicable) and position the sample selector valve to the "standby" position (engine shutdown is not part of the hot start test sample period). Record the measured roller or shaft revolutions.               6.2.2.18. As soon as possible transfer the hot start "transient" exhaust and dilution air samples to the analytical system and process the samples in order to obtain a stabilized reading of the exhaust sample on all analysers within 20 minutes of the end of the sample collection part of the test.              6.3. Engine starting and restarting      6.3.1. Petrol-engined vehicles  This section applies to petrol-engined vehicles.     6.3.1.1. The engine must be started according to the manufacturer's instructions as set out in the handbook for series-produced vehicles. The initial 20-second idle period begins when the engine starts.       6.3.1.2. Choke operation  Vehicles equipped with automatic chokes must be operated according to the manufacturer's instructions as set out in the handbook for series-produced vehicles.  Vehicles equipped with manual chokes must be operated according to the manufacturer's instructions as set out in the handbook for series-produced vehicles.       6.3.1.3. The transmission must be placed in gear 15 seconds after the engine is started. If necessary, braking may be employed to keep the drive wheels from turning.       6.3.1.4. The operator may use the choke, accelerator pedal, etc. where necessary to keep the engine running.       6.3.1.5. If the manufacturer's instructions as set out in the handbook for series-produced vehicles do not specify a warm engine starting procedure, the engine (automatic-and-manual-choke engines) must be started by depressing the accelerator pedal about half way and letting the engine turn over until it starts.           6.3.2. Diesel vehicles  The engine must be started according to the manufacturer's instructions as set out in the handbook for series-produced vehicles. The initial 20-second idle period begins when the engine starts. The transmission must be placed in gear 15 seconds after the engine is started. If necessary, braking may be employed to keep the drive wheels from turning.       6.3.3. If the vehicle does not start after 10 seconds' use of the starter, the attempt is to cease and the reason for failure to start determined. The gas flow measuring device on the constant volume sampler (usually a revolution counter) or CFV (and the hydrocarbon integrator when testing diesel vehicles) must be turned off and the sampler selector valves placed in the "standby" position during this diagnostic period. In addition,  either the CVS should be turned off, or the exhaust tube disconnected from the tailpipe during the diagnostic period. If failure to start is due to an operational error, the vehicle must be rescheduled for testing from a cold start.      6.3.3.1. If a failure to start occurs during the cold portion of the test and is caused by a vehicle malfunction, corrective action of less than 30 minutes duration may be taken and the test continued. All sampling system(s) must be reactivated at the same time as the engine begins to turn. When the engine starts, the driving schedule timing sequence begins. If failure to start is caused by vehicle malfunction and the vehicle cannot be started, the test is void.       6.3.3.2. If a failure to start occurs during the hot start portion of the test and is caused by vehicle malfunction, the vehicle must be started within one minute of key on. All sampling system(s) must be reactivated at the same time as the engine begins to turn. When the engine starts, the driving schedule timing sequence begins. If the vehicle cannot be started within one minute of key on, the test is void.              6.3.4. If the engine "false starts" the operator must repeat the recommended starting procedure (such as resetting the choke, etc.).       6.3.5. Stalling (1)  If the engine stalls during an idle period, the engine must be restarted immediately and the test continued. If the engine cannot be started soon enough to allow the vehicle to follow the next acceleration as prescribed, the driving schedule indicator must be stopped. When the vehicle restarts, the driving schedule indicator must be reactivated.                                          7. PROCEDURE FOR ANALYSES      7.1. Idem section 7.2.2 of Annex III. 7.2. Idem section 7.2.3 of Annex III.           7.3. Idem section 7.2.4 of Annex III.           7.4. Idem section 7.2.5 of Annex III.           7.5. Idem section 7.2.6 of Annex III.           7.6. Idem section 7.2.7 of Annex III.           7.7. Idem section 7.2.8 of Annex III.                  8. DETERMINATION OF THE QUANTITY OF GASEOUS POLLUTANTS >PIC FILE= "T0046035">   (1) If the engine stalls during some operating mode other than idle, the driving schedule must be stopped ; the vehicle is then restarted and accelerated to the speed required at that point in the driving schedule and the test continued. If the vehicle will not restart within one minute, the test is void.          Appendix 1 OPERATING CYCLE >PIC FILE= "T0046036">    >PIC FILE= "T0046037">    >PIC FILE= "T0046038">    >PIC FILE= "T0046039">    >PIC FILE= "T0046040">    >PIC FILE= "T0046041">     Appendix 2 CHASSIS DYNAMOMETER     1. DEFINITION      1.1. Idem section 1.1 of Appendix 2 to Annex III, but replace "50 km/h" by "80,5 km/h".                  2. METHOD OF CALIBRATING THE DYNAMOMETER      2.1. Idem section 2.1 of Appendix 2 to Annex III.           2.2. Calibrating the power indicator to 80,5 km/h.        2.2.1. The dynamometer must be calibrated at least once each month or performance verified at least once each week with a view to calibration if required. Calibration must be carried out at 80,5 km/h in accordance with the procedure described below. The measured absorbed power comprises the power absorbed by frictional effects and the power absorbed by the power absorption device. The dynamometer is driven above the test speed range. The device used for starting up the dynamometer is then disengaged from the dynamometer and the roller(s) is (are) allowed to coast down. The kinetic energy of the roller is dissipated by the power absorption device and frictional effects. This method disregards variations in the internal friction of the rollers when carrying a load or running free. The frictional effects of the rear roll shall be disregarded when this is free.          2.2.1.1. Measure the rotational speed of the drive roller if this has not already been done. A fifth wheel, a revolution counter or other suitable means may be used.                   2.2.1.2. Place a vehicle on the dynamometer or use another method of starting up the dynamometer.                   2.2.1.3. Engage the flywheel or other system of inertia simulation for the most common vehicle mass category for which the dynamometer is used. In addition other vehicle mass categories may be calibrated, if desired.                   2.2.1.4. Drive the dynamometer up to 80,5 km/h.                   2.2.1.5. Record indicated road power.                   2.2.1.6. Drive the dynamometer up to 96,9 km/h.                   2.2.1.7. Disengage the device used to drive the dynamometer.                   2.2.1.8. Record the time for the dynamometer drive roller to coast down from 88,5 km/h to 72,4 km/h.                   2.2.1.9. Adjust the power absorption device to a different level.                   2.2.1.10. Repeat 2.2.1.1 to 2.2.1.9 above a sufficient number of times to cover the range of absorbed power used.                   2.2.1.11. Caculate the power absorbed. See section 2.2.3.                   2.2.1.12. Plot power indicated at 80,5 km/h versus absorbed power (as shown in figure A).                                  2.2.2. The performance check consists of conducting a dynamometer coastdown at one or more inertia-horsepower settings and comparing the coastdown time to that recorded during the last calibration. If the coastdown times differ by more than 1s a new calibration is required.               2.2.3. Calculations  The power actually absorbed by the dynamometer is calculated from the following equation: >PIC FILE= "T0046042">                   >PIC FILE= "T0046043">            2.3. Idem section 2.3 of Appendix 2 to Annex III.           2.4. Deleted.                  3. SETTING OF THE DYNAMOMETER      3.1. Vacuum method  Idem section 3.1 of Appendix 2 to Annex III, but replace "at the speed of 50 km/h" by "at the speed of 80,5 km/h".           3.2. Other setting method  Idem section 3.2 of Appendix 2 to Annex III, but replace "at the speed of 50 km/h" by "at the speed of 80,5 km/h".           3.3. Alternative method        3.3.1. The power absorption device is adjusted to reproduce power absorbed at 80,5 km/h true speed. The dynamometer power absorption must take into account the dynamometer friction.  The following method has been established for small twin-roll dynamometers having a nominal roll diameter of 220 mm and a nominal roll spacing of 432 mm and large single-roll dynamometers having a nominal roll-diameter of 1219 mm. Dynamometers with other roll specifications may be used if approved by the technical service.               3.3.2. The dynamometer road load setting is determined from the equivalent test mass, the reference frontal area, the body shape, the vehicle protuberances and the tyre type according to the following equations.          3.3.2.1. For light-duty vehicles to be tested on a twin-roller dynamometer:  PA = aA + P + tw  where:  PA = setting at 80,5 km/h (kW)  A = the vehicle reference frontal area (m2). The vehicle reference frontal area is defined as the area of the orthogonal projection of the vehicle including tyres and suspension components, but excluding vehicle protuberances, on to a plane perpendicular to both the longitudinal plane of the vehicle and the surface upon which the vehicle is positioned. Measurements of this area are computed to the nearest hundredth of a square metre using a method approved in advance by the technical service responsible for the tests  P = the protuberance power correction factor from table 1 of this section  w = vehicle equivalent test mass (kg)  a = 3,45 for fastback-shaped vehicles ; = 4,01 for all other light-duty vehicles  t = 0,0 for vehicles equipped with radial-ply tyres ; = 4,93 x 10-4 for all other vehicles  A vehicle is considered to have a fastback shape if the rearward projection of that portion of the rear surface (A2) which slopes at an angle of less than 20° from the horizontal is at least 25 % as large as the vehicle reference frontal area. In addition, this surface must be smooth, continous, and free from any local transitions greater than 4°. An example of a fastback shape is presented in Figure 1.    >PIC FILE= "T0046044">    >PIC FILE= "T0046045">  The protuberance frontal area, Ap, is defined in a manner analogous to the definition of the vehicle reference frontal area, i.e. the total area of the orthogonal projections of the vehicle mirrors, handles, roof racks, and other protuberances on to a plane perpendicular to both the longitudinal plane of the vehicle and the surface upon which the vehicle is positioned. A protuberance is defined as any fixture attached to the vehicle protruding more than 2,54 cm from the vehicle surface and having a projected area greater than 0,00093 m2 with the area calculated by a method approved in advance by the technical service responsible for the tests. Included in the total protuberance frontal area are all fixtures which occur as standard equipment. The area of any optional equipment is also included if it is expected that more than 33 % of the vehicle range sold will be equipped with this option.       3.3.2.2. The dynamometer power absorber setting for light-duty vehicles is rounded off to the nearest 0,1 kW.       3.3.2.3. The equation to be used for testing light-duty vehicles on a single large-roller dynamometer is as follows:  PA = aA + P + (8,22 x 10-4 + 0,33 t)w  All symbols in the above equation are defined in section 3.3.2.1.        Appendix 3 RESISTANCE TO PROGRESS OF A VEHICLE - MEASUREMENT METHOD ON THE ROAD AND ON A CHASSIS DYNAMOMETER (Idem Appendix 3 to Annex III)    Appendix 4 VERIFICATION OF INERTIAS OTHER THAN MECHANICAL (Idem Appendix 4 of Annex III)    Appendix 5 DEFINITION OF GAS SAMPLING SYSTEMS (Idem Appendix 5 of Annex III, but six bags (instead of two) are necessary on the CVS)    Appendix 6 METHOD OF CALIBRATING THE EQUIPMENT (Idem Appendix 6 to Annex III)    Appendix 7 TOTAL SYSTEM VERIFICATION (Idem Appendix 7 to Annex III)   Appendix 8 CALCULATION OF THE MASS EMISSIONS OF POLLUTANTS  The mass emissions of pollutants are calculated by the following equation: >PIC FILE= "T0046371">   The mass emissions of pollutants are calculated by means of the following: >PIC FILE= "T0046046">     ANNEX VI The table in section I is replaced by the following table:  "1. TECHNICAL DATA OF THE REFERENCE FUEL TO BE USED FOR TESTING VEHICULES EQUIPPED WITH POSITIVE-IGNITION ENGINES >PIC FILE= "T0046047">   Section 2 is replaced by the following:  "2. TECHNICAL DATA OF THE REFERENCE FUEL TO BE USED FOR TESTING VEHICULES EQUIPPED WITH A DIESEL ENGINE >PIC FILE= "T0046048">    >PIC FILE= "T0046049">     Annex VII is replaced by the following: "ANNEX VII  MODEL Maximum size : A 4 (210 x 297 mm) >PIC FILE= "T0046050">    >PIC FILE= "T0046051">


Avis juridique important

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31983L0190

Commission Directive 83/190/EEC 28 March 1983 adapting to technical progress Council Directive 78/764/EEC on the approximation of the laws of the Member States relating to the driver's seat on wheeled agricultural or forestry tractors

Official Journal L 109 , 26/04/1983 P. 0013 - 0024 Finnish special edition: Chapter 13 Volume 12 P. 0159  Spanish special edition: Chapter 13 Volume 14 P. 0039  Swedish special edition: Chapter 13 Volume 12 P. 0159  Portuguese special edition Chapter 13 Volume 14 P. 0039

COMMISSION DIRECTIVE 28 March 1983 adapting to technical progress Council Directive 78/764/EEC on the approximation of the laws of the Member States relating to the driver's seat on wheeled agricultural or forestry tractors (83/190/EEC)  THE COMMISSION OF THE EUROPEAN COMMUNITIES,  Having regard to the Treaty establishing the European Economic Community,  Having regard to Council Directive 74/150/EEC of 4 March 1974 on the approximation of the laws of the Member States relating to the type-approval of wheeled agricultural or forestry tractors (1), as last amended by Directive 79/694/EEC (2), and by the Act of Accession of Greece, and in particular Article 11 thereof,  Having regard to Council Directive 78/764/EEC of 25 July 1978 on the approximation of the laws of the Member States relating to the driver's seat on wheeled agricultural or forestry tractors (3),  Whereas experience gained and the current state of the art now make it possible to supplement certain requirements and bring them more into line with actual test conditions ; whereas it has proved necessary to amend the wording of certain items in some language versions so as to ensure alignment with the other language versions;  Whereas this first set of amendments may be followed by others concerning, initially, a procedure for the inspection of the driver's seat on tractors whose mass exceeds 5 tonnes, in particular by means of test-stand examinations and, subsequently, as soon as technical conditions so permit, the replacement of track tests by test-stand inspections and, if possible, of test personnel by mechanical devices (for example, dummies);  Whereas the measures provided for in this Directive are in accordance with the opinion of the Committee for the Adaptation to Technical Progress of the Directives on the Elimination of Technical Barriers to Trade in Agricultural or Forestry Tractors,  HAS ADOPTED THIS DIRECTIVE:    Article 1 Annexes I, II and IV to Directive 78/764/EEC are hereby amended in accordance with the Annex to this Directive.   Article 2 1. With effect from 1 October 1983, no Member State may:    - refuse to grant EEC type-approval, to issue the document referred to in the last indent of Article 10 (1) of Directive 74/150/EEC or to grant national type-approval in respect of a type of tractor, or       - prohibit the entry into service of tractors,         if the driver's seat of this type of tractor or of these tractors complies with the provisions of this Directive.  2. With effect from 1 October 1984, Member States:    - shall no longer issue the document referred to in the last indent of Article 10 (1) of Directive 74/150/EEC in respect of a type of tractor in which the driver's seat does not comply with the provisions of this Directive,  (1) OJ No L 84, 28.3.1974, p. 10. (2) OJ No L 205, 13.8.1979, p. 17. (3) OJ No L 255, 18.9.1978, p. 1.        - may refuse to grant national type-approval in respect of a type of tractor in which the driver's seat does not comply with the provisions of the present Directive.          Article 3 Member States shall bring into force the provisions necessary to comply with this Directive by 30 September 1983 at the latest. They shall forthwith inform the Commission thereof.   Article 4 This Directive is addressed to the Member States.     Done at Brussels, 28 March 1983.  For the Commission  Karl-Heinz NARJES  Member of the Commission     ANNEX Annex I to Directive 78/764/EEC is hereby amended as follows: Item 9 shall be replaced by the following:  "9. Suspension travel "Suspension travel" means the vertical distance between the highest position and the position at a given moment of a point situated on the seat surface 200 mm in front of the seat reference point in the median longitudinal plane."  Item 10 : The English version shall remain unchanged.  Item 13 shall be deleted.  Item 14 shall become Item 13, and the following definitions shall be added: >PIC FILE= "T0023189">   Item 15 shall become Item 14. The English version shall remain unchanged.  Item 16 shall become Item 15.  Item 17 shall become Item 16 and shall be replaced by the following:  "16. Category A tractor "Category A tractor" means a tractor which can be assigned to a given vibration class by reason of similar design features."  Items 17.1 and 17.2 shall become Items 16.1 and 16.2 respectively.  Item 18 shall be deleted, together with its sub-items.  Item 19 shall become Item 17 and shall be replaced by the following:  "17. Category B tractor "Category B tractor" means a tractor which cannot be assigned to a vibration class in Category A."  Item 20 shall become Item 18 and its sub-items shall become sub-Items 18.1, 18.2, 18.3 and 18.4.   Annex II to Directive 78/764/EEC is hereby amended as follows: Item 1.3.1. The English version shall remain unchanged.  Item 1.6.2. In the last line "+ 0,1 bar" shall be replaced by "± 0,1 bar" in all language versions except the Danish.    1.7.1. The English version shall remain unchanged.    1.7.2. The English version shall remain unchanged.  Item 1.7.3 shall be replaced by the following:  "1.7.3. Determination of vertical vibration characteristics."  After Item 1.7.3, the following new item shall be added:  "1.7.4. Determination of the damping characteristics in the resonance range."  Item 1.8 : In the English version only, the repetition of the words "locked in a position" shall be deleted.  Item 2.1.3 : The English version only shall be replaced by the following:  "2.1.3. The depth and width of the surface of seats intended for tractors in which the minimum rear-wheel track width does not exceed 1 150 mm may be reduced to not less than 300 and 400 mm respectively if the design of the tractor prevents compliance with the requirements of Items 2.1.1 and 2.1.2."  Item 2.4.1 : The English version only shall be replaced by the following:  "2.4.1. The seat must be adjustable in the longitudinal direction over a minimum distance of:      - 150 mm for tractors with a minimum rear-wheel track width of more than 1 150 mm,           - 60 mm for tractors with a minimum rear-wheel track width of 1 150 mm or less."             Item 2.4.2 : The English version only shall be replaced by the following:  "2.4.2. The seat must be adjustable in the vertical direction over a minimum distance of:      - 60 mm for tractors with a minimum rear-wheel track width of more than 1 150 mm,           - 30 mm for tractors with a minimum rear-wheel track width of 1 150 mm or less."             Item 2.5.1 shall be replaced by the following:  "2.5.1. Determination of the suspension characteristics and the range of adjustment to the driver's mass."   Item 2.5.1.1 shall be replaced by the following:  "2.5.1.1. The suspension characteristics are determined by a static test. The range of adjustment to the driver's mass is calculated from the suspension characteristics. These calculations are not necessary in the case of seats that cannot be manually adjusted to the driver's mass."  Item 2.5.1.2 : The second sentence shall be replaced by the following:  "The measuring error for the suspension travel shall not exceed ± 1 mm."  Item 2.5.1.3 shall be replaced by the following:  "2.5.1.3. A complete characteristic curve representing the deflection of the suspension system must be plotted from zero load to maximum load, and back to zero. The load graduations at which the suspension travel is measured must not exceed 100 N ; at least eight measurement points must be plotted at approximately equal intervals in the suspension travel. The point taken as the maximum load should be either that at which no further suspension travel can be measured, or a load of 1 500 N. After each application or removal of the load, the suspension travel must be measured 200 mm in front of the seat reference point in the median longitudinal plane of the seat surface. After application or removal of the load, the seat must be allowed to return to its at-rest position."  Items 2.5.1.4, 2.5.1.4.1 and 2.5.1.4.2 shall be replaced the following:  "2.5.1.4. In the case of seats with a mass adjustment scale, the characteristic curves representing the deflection of the suspension system are plotted at mass adjustments for drivers having a mass of 50 and 120 kg. In the case of seats without a mass adjustment scale and with adjustment stops, measurements are taken at the lowest and the highest mass adjustment. In the case of seats without a mass adjustment scale or adjustment stops, the adjustment must be so selected that:      2.5.1.4.1. for the lower mass adjustment limit, the seat just returns to the top of the suspension travel when the load is removed, and           2.5.1.4.2. for the upper mass adjustment limit, the load of 1 500 N depresses the seat to the lowest limit of the suspension travel."             Items 2.5.1.4.3 and 2.5.1.4.4 shall be deleted.  Item 2.5.1.5 : In the Danish and French versions only, and adjective corresponding to "full" shall be inserted to qualify the word corresponding to "travel".  Item 2.5.1.5 : In the Danish and French versions only, an adjective corresponding to "full" shall be inserted to qualify the word corresponding to "travel".  Item 2.5.1.7 shall be replaced by the following:  "2.5.1.7. To determine the limits of the adjustment range as a function of the driver's mass, the vertical forces determined in accordance with Item 2.5.1.6 for points A and B (see Appendix 2 to this Annex) must be multiplied by the scale factor 0,13 kg/N".  Item 2.5.2 shall be replaced by the following:  "2.5.2. Determination of lateral stability"  Item 2.5.2.1 shall be replaced by the following:  "2.5.2.1. The seat must be set for the upper limit of the weight adjustment and connected to the test stand or to the tractor in such a way that its base plate rests on a rigid plate (test stand) not smaller than the base plate itself."   Item 2.5.3 shall be replaced by the following:  "2.5.3. Determination of the vertical vibration characteristics"  Item 2.5.3.1.1 shall be replaced by the following:  "2.5.3.1.1. The test stand must simulate the vertical vibrations at the point of attachment of the driver's seat. The vibrations are generated by means of an electrohydraulic device. The set values to be used are either those specified in Appendices 4 and 5 to Annex II for the class of tractor in question or the double-integrated acceleration signals recorded at the seat attachment of a Category B tractor moving at a speed of 12 ± 0,5 km/h on a standard roadway as defined in Item 2.5.3.2.1. To generate the vibrations, an uninterrupted double run of the set values must be used.  The transition from the end of the sequence of acceleration signals recorded on the standard roadway in the first run to the start of the second run must be smooth and jolt-free. The measurements must not be made during the first run of the set values or of the acceleration signals. More values than the 700 laid down in Appendices 4 and 5 to Annex II may be used if these values were calculated, for example, with a cubic Spline function from the original 700 values."  Item 2.5.3.1.3 shall be replaced by the following:  "2.5.3.1.3. The test stand must have a high degree of flexural and torsional rigidity and its bearings and guides must have no more than the technically necessary clearance. If the platform is carried on an oscillating arm, the dimension R must be not less than 2 000 mm (see Appendix 6). The magnitude of the vibration ratio at frequencies between 0,5 and 5,0 Hz shall be within the range 1,00 ± 0,05, measured at intervals not exceeding 0,5 Hz. The phase shift shall not vary by more than 20° throughout the same frequency range."  Item 2.5.3.2.1 shall be replaced by the following:  "2.5.3.2.1. The roadway consists of two parallel strips spaced according to the wheel track of the tractor. Both strips must be made of a rigid material, such as wood or concrete, and be formed either of blocks set in a base structure or of a continuous smooth surface. The longitudinal profile of each track strip is defined by the ordinates of elevation in relation to a base level ; these ordinates are shown in the tables in Appendix 3. With regard to the roadway, the elevation is defined at intervals of 16 cm along each strip.  The roadway must be firmly set in the ground and the distance between the strips must deviate only slightly over its entire length ; the tractor's wheels must be fully supported at all times. Where the strips are formed of blocks, these must be 6 to 8 cm thick, with a distance of 16 cm between the centres of the blocks. The length of the standard roadway shall be 100 m.  The measurements must begin as soon as the axis of the rear axle of the tractor is perpendicular to point D = 0 on the roadway, and end as soon as the axis of the front axle of the tractor is perpendicular to point D = 100 of the test roadway (see the table in Appendix 3 to this Annex)."  Item 2.5.3.2.2 shall be replaced by the following:  "2.5.3.2.2. Measurements shall be taken at a speed of 12 ± 0,5 km/h.   The prescribed speed must be maintained without the use of brakes. The vibrations must be measured on the seat and at the point where the seat is attached to the tractor, with a light and a heavy driver.  The speed of 12 km/h must be reached after a run-up track has been traversed. The surface of this run-up track must be flat and must join the standard roadway without any change in level."  Item 2.5.3.3.1 shall be replaced by the following:  "2.5.3.3.1. Driver's mass  The tests must be carried out with two drivers : one with a total mass of 59 ± 1 kg, of which not more than 5 kg may be carried in a weighting belt around the body ; the other with a mass of 98 ± 5 kg with a maximum mass of 8 kg in the weighting belt."  Item 2.5.3.3.2 shall be replaced by the following:  "2.5.3.3.2. Position of the accelerometer  To measure the vibrations transmitted to the driver, an accelerometer is fixed on a flat plate with a diameter of 250 ± 50 mm, the central part of which must be rigid up to a diameter of 75 mm and must include a rigid device to protect the accelerometer. This plate must be placed in the middle of the seat surface between the seat and the driver and have a non-slip surface.  To measure the vibrations at the seat attachment, an accelerometer must be fixed near to this attachment at a point not more than 100 mm from the median longitudinal plane of the tractor and not outside the vertical projection of the seat surface on the tractor."  Item 2.5.3.3.3 : In the English version only, the symbol "Hz" shall be inserted after the figure "80" to indicate the unit of measurement.  Item 2.5.3.3.5.3 : In the German and Danish versions only, the symbol "aw" used in the I formula must be placed in brackets.  The last sentence shall read as follows:  "The inaccuracy of the entire system for measuring the rms value of the acceleration must not exceed ± 5 % of the measured value."  Item 2.5.3.3.7.1 shall be replaced by the following:  "2.5.3.3.7.1. During each test, the weighted vibration acceleration for the whole test time must be determined with the vibration meter specified in Item 2.5.3.3.5."  Item 2.5.3.3.7.2 shall be replaced by the following:  "2.5.3.3.7.2. The test report must give the arithmetic mean value of the rms values of the weighted seat vibration acceleration (awS) for both the light driver and the heavy driver. The test report must also give the ratio of the arithmetic mean of the rms values of the weighted vibration acceleration measured on the seat (awS) to the arithmetic mean of the rms values of the weighted vibration acceleration measured at the seat attachment (awB). This ratio shall be given to two decimal places."   Item 2.5.3.3.7.3 shall be replaced by the following:  "2.5.3.3.7.3. The ambient temperature during the vibration test must be measured and shown in the report."  Item 2.5.4 shall be replaced by the following:  "2.5.4. Vibration test for tractor seats in accordance with their intended use"  Item 2.5.4.2 : In the German version only, "Schwingungsprüfung" shall be replaced by "Prüfung auf dem Schwingungsprüfstand".  Item 2.5.5 shall be replaced by the following:  "2.5.5. Procedure used for determining the weighted vibration acceleration of seats intended for Category A tractors"  Items 2.5.5.1 and 2.5.5.2 shall be deleted.  Item 2.5.5.3 shall become Item 2.5.5.1 and read as follows: >PIC FILE= "T0023058">   Item 2.5.5.4 shall become Item 2.5.5.2 and read as follows:  "2.5.5.2. For each of the two drivers referred to in Item 2.5.3.3.1, the weighted vibration acceleration must be measured at the seat over a period of 28 seconds. The measurement must begin at the set-value signal corresponding to t = 0 seconds and end at the set-value signal t = 28 seconds (see Appendices 4 and 5 to this Annex). At least two test runs must be carried out. The measured values must not deviate from the arithmetic mean by more than ± 5 %. Each complete sequence of set points must be reproduced in a time of 28 ± 0,5 sec."  Item 2.5.5 shall be replaced by the following:  "2.5.6. Procedure used for determining the weighted vibration acceleration of seats intended for Category B tractors."  Item 2.5.6.1 shall be replaced by the following:  "2.5.6.1. In accordance with the requirements of Item 2.5.4.2, the seat vibration tests are not applicable to a class of tractors, but only to each tractor type for which the seat is intended."  Item 2.5.6.2 shall be replaced by the following:  "2.5.6.2. The standard roadway test must be carried out in accordance with the requirements of Items 2.5.3.2 and 2.5.3.3. The vibration acceleration measured on the driver's seat (awS) need not be corrected. At least two test runs must be carried out on the standard roadway. The measured values must not deviate from the arithmetic mean by more than ± 10 %."   Item 2.5.6.3 shall be replaced by the following:  "2.5.6.3. If a bench test is conducted, it must be carried out in association with a standard roadway test pursuant to the requirements of Items 2.5.3.1 and 2.5.3.3."  Item 2.5.6.4 shall be replaced by the following: >PIC FILE= "T0023059">   After Item 2.5.6.4, the following new items shall be added:  "2.5.7. Test for determining the damping characteristics in the resonance range      2.5.7.1. This test is carried out on the test stand as specified in Item 2.5.3.1. However, account must be taken of the following:           2.5.7.2. Instead of the set values specified in the second paragraph of Item 2.5.3.1.1 (see Appendices 4 and 5 to this Annex), sinusoidal oscillations of ± 15 mm amplitude with a frequency of 0,5 to 2 Hz are generated. The frequency range is to be run through with a constant rate of frequency change in not less than 60 seconds or at intervals no greater than 0,05 Hz with increasing frequency, and in an identical manner with decreasing frequency. During this measurement, it is permissible to filter the signals emitted by the accelerometers through a bandpass filter with cut-off frequencies of 0,5 and 2,0 Hz.           2.5.7.3. The seat is to be loaded with a ballast of 40 kg in the first test and with a mass of 80 kg in the second test ; the ballast is to be applied on the device illustrated in Figure 1 of Appendix 1, with the same line of action of the force as when determining the seat reference point.           2.5.7.4. The ratio of the rms values of the vibration acceleration on the seat surface awS to those at the seat attachment awB: >PIC FILE= "T0023060">   is to be determined in the frequency range from 0,5 to 2,0 Hz at intervals no greater than 0,05 Hz.           2.5.7.5. The ratio measured must be given in the test report to two decimal places."             After Item 3.1.3, the following new Item 3.1.4 shall be added:  "3.1.4. The ratio referred to in Items 2.5.7.4 and 2.5.7.5 shall not exceed the value of 2."  Appendix 2 is hereby replaced by the following:  >PIC FILE= "T0023061">    Appendix 3 is hereby amended as follows:  In the table heading, "an arbitrary" shall be replaced by "a". The existing definition of D shall be replaced by the following:  "D = distance from the beginning of the standard roadway (in metres)."  Appendix 4 is hereby replaced by the following: >PIC FILE= "T0023062">   Appendix 5 is hereby replaced by the following: >PIC FILE= "T0023063">    The title of Appendix 6 shall be replaced by the following:  "Test stand (Item 2.5.3.1) ; example of construction (dimensions in mm)"  Appendices 7, 9 and 10 shall be deleted.  Appendices 8 and 11 shall become Appendices 7 and 8 respectively.  The following shall be added to Item 11 of Annex III:  "This note must be sent to the competent authorities of the other Member States if they so request."  The English version only of Annex IV to Directive 78/764/EEC shall be amended as follows:  Item 3 shall be replaced by the following:  "3. Seats intended for tractors with a minimum rear-wheel track of not more than 1 150 mm may have the following minimum dimensions in respect of the depth and width of the seat surface:      - depth of seat surface : 300 mm;           - width of seat surface : 400 mm.             This provision is applicable only if the values specified for the depth and the width of the seat surface (i.e. 400 ± 50 mm and at least 450 mm respectively) cannot be adhered to on grounds relating to the tractor."  Item 4 : In the French version only, "Annex I" shall be replaced by "Annex V".


Important legal notice

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31978L0316

Council Directive 78/316/EEC of 21 December 1977 on the approximation of the laws of the Member States relating to the interior fittings of motor vehicles (identification of controls, tell-tales and indicators)

Official Journal L 081 , 28/03/1978 P. 0003 - 0026 Finnish special edition: Chapter 13 Volume 8 P. 0058  Greek special edition: Chapter 13 Volume 7 P. 0043  Swedish special edition: Chapter 13 Volume 8 P. 0058  Spanish special edition: Chapter 13 Volume 8 P. 0105  Portuguese special edition Chapter 13 Volume 8 P. 0105  Special edition in Czech Chapter 13 Volume 005 P. 14  - 37 Special edition in Estonian Chapter 13 Volume 005 P. 14  - 37 Special edition in Hungarian Chapter 13 Volume 005 P. 14  - 37 Special edition in Lithuanian Chapter 13 Volume 005 P. 14  - 37 Special edition in Latvian Chapter 13 Volume 005 P. 14  - 37 Special edition in Maltese Chapter 13 Volume 005 P. 14  - 37 Special edition in Polish Chapter 13 Volume 005 P. 14  - 37 Special edition in Slovakian Chapter 13 Volume 005 P. 14  - 37 Special edition in Slovenian Chapter 13 Volume 005 P. 14  - 37

		Council Directiveof 21 December 1977on the approximation of the laws of the Member States relating to the interior fittings of motor vehicles (identification of controls, tell-tales and indicators)(78/316/EEC)THE COUNCIL OF THE EUROPEAN COMMUNITIES,Having regard to the Treaty establishing the European Economic Community, and in particular Article 100 thereof,Having regard to the proposal from the Commission,Having regard to the opinion of the European Parliament [1],Having regard to the opinion of the Economic and Social Committee [2],Whereas the technical requirements which motor vehicles must satisfy pursuant to national laws relate inter alia to the identification of controls, tell-tales and indicators;Whereas these requirements differ from one Member State to another; whereas it is therefore necessary that all Member States adopt the same requirements either in addition to or in place of their existing rules in order, in particular, to allow the EEC type-approval procedure, which was the subject of Council Directive 70/156/EEC of 6 February 1970 on the approximation of the laws of the Member States relating to the type-approval of motor vehicles and their trailers [3], as amended by Directive 78/315/EEC [4];Whereas it is advisable to draft the technical requirements so that they have the same aim as the work being carried out on the subject in the UN Economic Commission for Europe and as certain technical requirements adopted by the International Organization for Standardization (ISO);Whereas the approximation of national laws relating to motor vehicles entails reciprocal recognition by Member States of the checks carried out by each of them on the basis of the common requirements,HAS ADOPTED THIS DIRECTIVE:Article 1For the purposes of this Directive, "vehicle" means any motor vehicle intended for use on the road, having at least four wheels and a maximum design speed exceeding 25 km/h, with the exception of vehicles which run on rails, agricultural tractors and machinery and public works vehicles.Article 2No Member State may refuse to grant EEC type-approval or national type-approval of a vehicle on grounds relating to the identification of controls, telltales and indicators, if these satisfy the requirements laid down in Annexes I to IV.Article 3No Member State may refuse or prohibit the sale, registration, entry into service or use of any vehicle on grounds relating to the identification of controls, telltales and indicators if these satisfy the requirements laid down in Annexes I to IV.Article 4Any amendments necessary to adapt the requirements of Annexes I to V to technical progress shall be adopted in accordance with the procedure laid down in Article 13 of Directive 70/156/EEC.Article 51. Member States shall bring into force the provisions necessary in order to comply with this Directive within 18 months of its notification and shall forthwith inform the Commission thereof.2. Member States shall ensure that the texts of the main provisions of national law which they adopt in the field covered by this Directive are communicated to the Commission.Article 6This Directive is addressed to the Member States.Done at Brussels, 21 December 1977.For the CouncilThe PresidentJ. Chabert[1] OJ No C 118, 16. 5. 1977, p. 33.[2] OJ No C 114, 11. 5. 1977, p. 10.[3] OJ No L 42, 23. 2. 1970, p. 1.[4] See page 1 of this Official Journal.--------------------------------------------------LIST OF ANNEXESAnnex I: | Scope, definitions, application for EEC type-approval, EEC type-approval, specifications [1] |Annex II: | Controls, tell-tales and indicators for which, when fitted, identification is mandatory, and symbols to be used for that purpose [1] |Annex III: | Controls, tell-tales and indicators for which, when fitted, identification is optional, and symbols which must be used if they are to be identified [1] |Annex IV: | Construction of the basic pattern for the symbols shown in Annexes II and III [1] |Annex V: | Annex to the EEC vehicle type-approval certificate with regard to the identification of controls, tell-tales and indicators. |[*] The technical requirements of this Annex are similar to those of the relevant UN Economic Commission for Europe draft regulation; the subdivisions have thus been observed. Where a section of the draft regulation has no counterpart in the Annexes to this Directive, the number is given in brackets for the record.--------------------------------------------------ANNEX ISCOPE, DEFINITIONS, APPLICATION FOR EEC TYPE-APPROVAL, EEC TYPE-APPROVAL, SPECIFICATIONS1. SCOPEThis Directive applies to motor vehicles with regard to the identification of manual controls, tell-tales and indicators.2. DEFINITIONS(2.1.) 2.2. Vehicle type"Vehicle type" means motor vehicles which do not differ in respect of the internal arrangements which may affect the identification of symbols for controls, tell-tales and indicators.2.3. Control"Control" means that part of a device which enables the driver to bring about a change in the state or functioning of a vehicle.2.4. On/off switch"On/off switch" means a device by which the supply to an electrical circuit can be connected or cut off.2.5. Selector switch"Selector switch" means a device by which the supply of electric current can be transferred from one of two circuits to the other without any possibility of disconnection between the two positions.2.6. Combined on/off-selector switch"Combined on/off-selector switch" means a multi-function device which on first being actuated or put into position operates as an on/off switch and on each of the subsequent occasions when it is actuated or put into position operates as a selector switch.2.7. Indicator"Indicator" means a device which presents information on the functioning or situation of a system or part of a system, for example a fluid level.2.8. Tell-tale"Tell-tale" means an optical signal which indicates the actuation of a device, correct or defective functioning or condition, or failure to function.2.9. Symbol"Symbol" means a diagram identifying a control, a tell-tale or an indicator.2.10. Master lighting switch"Master lighting switch" means a switch connecting or cutting off the supply of current to the electrical circuits of the main/dipped-beam headlamps and lamp of the devices referred to in 3.11 of Annex I to Council Directive 76/756/EEC of 27 July 1976 on the approximation of the laws of the Member States relating to the installation of lighting and light-signalling devices on motor vehicles and their trailers [1].2.11. Battery-charging indicator"Battery-charging indicator" means a device showing whether the battery is being charged or not.2.12. Battery charging tell-tale"Battery charging tell-tale" means a signal which when alight indicates that the battery is not being charged.2.13. Fuel-level indicator"Fuel-level indicator" means a device which gives information on the amount of fuel in the tank.2.14. Fuel level tell-tale"Fuel level tell-tale" means a signal which when alight indicates that the fuel level is close to zero or that the vehicle is running on its fuel reserve.2.15. Engine coolant temperature indicator"Engine coolant temperature indicator" means a device which gives information on the temperature of the coolant.2.16. Engine coolant temperature tell-tale"Engine coolant temperature tell-tale" means a signal which when alight indicates that the temperature of the engine coolant is above the normal running temperature prescribed by the manufacturer.2.17. Oil pressure indicator"Oil pressure indicator" means a device which gives information on the pressure of the oil in the engine lubrication circuit.2.18. Oil pressure tell-tale"Oil pressure tell-tale" means a signal which when alight indicates that the oil pressure in the engine lubrication circuit is below the normal operating limit prescribed by the manufacturer.2.19. Safety belt tell-tale"Safety belt tell-tale" means a signal which when alight indicates that the buckle of the belt of at least one of the occupied seats is not locked.2.20. Parking brake circuit-closed tell-tale"Parking brake circuit-closed tell-tale" means a signal which when alight indicates that the parking brake control has not been released.3. APPLICATION FOR EEC TYPE-APPROVAL3.1. The application for type-approval of a vehicle type with regard to the identification of controls, tell-tales and indicators shall be submitted by the vehicle manufacturer or by his authorized representative.3.2. It must be accompanied by the following:3.2.1. drawings (three copies), on an appropriate scale and in sufficient detail, of the parts of the vehicle to which the requirements of this Directive apply and of the symbols referred to in section 5.3.3. A vehicle representative of the type to be approved or such part or parts of the vehicle as are considered to be necessary for carrying out the checks and tests prescribed by this Directive must be submitted to the technical service responsible for conducting the type-approval tests.4. EEC TYPE-APPROVAL(4.1.) (4.2.) 4.3. A certificate conforming to the model shown in Annex V shall be attached to the EEC type-approval certificate.(4.4.) (4.5.) (4.6.) (4.7.) (4.8.) 5. SPECIFICATIONS5.1. General specifications5.1.1. The controls, tell-tales and indicators listed in Annex II must be identified by symbols. The symbols must be in conformity with those indicated in the said Annex.5.1.2. If symbols are used for identifying the controls and tell-tales listed in Annex III, such symbols must be in conformity with those indicated in the said Annex.5.1.3. Symbols other than those shown in Annexes II and III may be used for other purposes, provided that there is no danger of confusion with those shown in the said Annexes.5.1.4. "Conformity" means having proportional dimensional characteristics.5.2. Characteristics of the symbols5.2.1. The symbols prescribed in 5.1.1 shall be identifiable, from his seat, by a driver with normal eyesight.5.2.2. The symbols prescribed in 5.1.1 and 5.1.2 must be on or close to the controls, tell-tales and indicators.5.2.3. The symbols must stand out clearly against the background, being either light on a dark background or dark on a light background.5.2.4. The colours used for tell-tales must be those prescribed in Annex II.[1] OJ No L 262, 27. 9. 1976, p. 1.--------------------------------------------------ANNEX IICONTROLS, TELL-TALES AND INDICATORS FOR WHICH, WHEN FITTED, IDENTIFICATION IS MANDATORY, AND SYMBOLS TO BE USED FOR THAT PURPOSENotes(a) The interior of the symbol may be entirely in a dark colour.(b) If the tell-tales for the left and right direction indicators are separate, the two arrows of the symbol may also be used separately.(c) The dark part of this symbol may be replaced by its outline, in which case the portion shown here as white must be entirely in a dark colour.(d) If the control is not separate, it may be identified by one or more symbols indicating its different functions.(e) If the indicator and tell-tale are combined, one symbol may be used for both.+++++ TIFF ++++++++++ TIFF ++++++++++ TIFF ++++++++++ TIFF ++++++++++ TIFF ++++++++++ TIFF ++++++++++ TIFF +++++Figure 8Stop lamp tell-taleIf fitted, its function must be performed by the braking system defective operation tell-tale, which is shown in figure 28.+++++ TIFF ++++++++++ TIFF ++++++++++ TIFF ++++++++++ TIFF ++++++++++ TIFF ++++++++++ TIFF ++++++++++ TIFF ++++++++++ TIFF ++++++++++ TIFF ++++++++++ TIFF ++++++++++ TIFF ++++++++++ TIFF ++++++++++ TIFF ++++++++++ TIFF ++++++++++ TIFF ++++++++++ TIFF ++++++++++ TIFF ++++++++++ TIFF ++++++++++ TIFF ++++++++++ TIFF ++++++++++ TIFF +++++[1] This tell-tale may not act as the tell-tale for the position (side) lamps.[2] If the vehicle manufacturer so wishes, section 5.1.1 of Annex I shall not apply where this control is not within the driver's field of vision from the normal driving position.--------------------------------------------------ANNEX IIICONTROLS, TELL-TALES AND INDICATORS FOR WHICH, WHEN FITTED, IDENTIFICATION IS OPTIONAL, AND SYMBOLS WHICH MUST BE USED IF THEY ARE TO BE IDENTIFIEDNoteSee note (c) in Annex II.+++++ TIFF +++++Figure 1Rear-compartment closure release control+++++ TIFF +++++Figure 2Audible warning device control--------------------------------------------------ANNEX IVCONSTRUCTION OF THE BASIC PATTERN FOR THE SYMBOLS SHOWN IN ANNEXES II AND III+++++ TIFF +++++Basic patternThe basic pattern comprises:1. a basic square of side 50 mm; this dimension is equal to the nominal dimension, "a", of the basic pattern;2. a basic circle of 56 mm diameter having approximately the same area as the basic square (1);3. a second circle of 50 mm diameter, being the inscribed circle of the basic square (1);4. a second square whose corners touch the basic circle (2) and whose sides are parallel to those of the basic square (1);5 and 6. two rectangles having the same area as the basic square (1); they are mutually perpendicular, each being drawn to cross opposite sides of the basic square symmetrically;7. a third square whose sides pass through the points of intersection of the basic square (1) and the basic circle (2) and are at an angle of 45°, giving the largest horizontal and vertical dimensions of the basic pattern;8. an irregular octagon, formed by lines at an angle of 30° to the sides of the square (7).The basic pattern is superimposed on a 12·5 mm grid which coincides with the basic square (1).--------------------------------------------------ANNEX VMODEL(Maximum format: A4 (210 × 297 mm))+++++ TIFF +++++--------------------------------------------------