ISO 23274-2:2012
(Main)Hybrid-electric road vehicles — Exhaust emissions and fuel consumption measurements — Part 2: Externally chargeable vehicles
Hybrid-electric road vehicles — Exhaust emissions and fuel consumption measurements — Part 2: Externally chargeable vehicles
ISO 23274-2:2012 specifies a chassis dynamometer test procedure to determine the end of CD (charge-depleting) state and consumed electric energy during CD state. The identification of the end of CD state is an important step for procedures to determine exhaust emissions and fuel consumption. Final determination of exhaust emissions and fuel consumption is not included in ISO 23274-2:2012. ISO 23274-2:2012 applies to vehicles with the following characteristics. The vehicles are hybrid-electric road vehicles (HEV) with an internal combustion engine (ICE) and the on-board rechargeable energy storage system (RESS) for vehicle propulsion which is supplied by electric energy from the stationary external power source. A CD state, in which the electric energy in RESS from the stationary external power source is consumed, is followed by a CS (charge-sustaining) state in which the fuel energy is consumed sustaining the electric energy of the RESS. Only batteries are assumed as the RESS of a vehicle. The RESS is not charged while driving unless by regenerative braking and/or by generating by ICE. The vehicle is classified as a passenger car or light duty truck, as defined in each regional annex. Only liquid fuels (for example, gasoline and diesel fuel) are used. Trolleybuses and solar powered vehicles are not included in the scope. In the case of vehicles with ICE using other fuel [for example, compressed natural gas (CNG), hydrogen (H2)], ISO 23274-2:2012 can apply except the measurement of consumed fuel; otherwise the measurement method for those using the corresponding fuel can apply.
Véhicules routiers électriques hybrides — Mesurages des émissions à l'échappement et de la consommation de carburant — Partie 2: Véhicules rechargeables par des moyens externes
General Information
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Standards Content (Sample)
INTERNATIONAL ISO
STANDARD 23274-2
First edition
2012-08-01
Hybrid-electric road vehicles —
Exhaust emissions and fuel
consumption measurements —
Part 2:
Externally chargeable vehicles
Véhicules routiers électriques hybrides — Mesurages des émissions à
l’échappement et de la consommation de carburant —
Partie 2: Véhicules rechargeables par des moyens externes
Reference number
ISO 23274-2:2012(E)
©
ISO 2012
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ISO 23274-2:2012(E)
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ISO 23274-2:2012(E)
Contents Page
Foreword .iv
1 Scope . 1
2 Normative references . 1
3 Terms and definitions . 1
4 Symbols and abbreviated terms . 3
5 Test conditions and instrumentation . 4
5.1 Test conditions . 4
5.2 Test instrumentation . 5
5.3 Charging of the RESS . 5
6 Test procedure . 6
6.1 General . 6
6.2 Test sequence . 6
6.3 Determination of the end of CD state and the beginning of CS state . 7
7 Additional data evaluation of results . 9
Annex A (informative) Test procedure in Japan.10
Annex B (informative) Test procedure in Europe .14
Annex C (informative) Test procedure in North America .19
Annex D (informative) Procedure for determining the beginning of CS state .30
Bibliography .34
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ISO 23274-2:2012(E)
Foreword
ISO (the International Organization for Standardization) is a worldwide federation of national standards
bodies (ISO member bodies). The work of preparing International Standards is normally carried out
through ISO technical committees. Each member body interested in a subject for which a technical
committee has been established has the right to be represented on that committee. International
organizations, governmental and non-governmental, in liaison with ISO, also take part in the work.
ISO collaborates closely with the International Electrotechnical Commission (IEC) on all matters of
electrotechnical standardization.
International Standards are drafted in accordance with the rules given in the ISO/IEC Directives, Part 2.
The main task of technical committees is to prepare International Standards. Draft International
Standards adopted by the technical committees are circulated to the member bodies for voting.
Publication as an International Standard requires approval by at least 75 % of the member bodies
casting a vote.
Attention is drawn to the possibility that some of the elements of this document may be the subject of
patent rights. ISO shall not be held responsible for identifying any or all such patent rights.
ISO 23274-2 was prepared by Technical Committee ISO/TC 22, Road vehicles, Subcommittee SC 21,
Electrically propelled road vehicles.
This first edition of ISO 23274-2, together with ISO 23274-1, cancels and replaces ISO 23274:2007, which
has been technically revised.
ISO 23274 consists of the following parts, under the general title Hybrid-electric road vehicles — Exhaust
emissions and fuel consumption measurements:
— Part 1: Non-externally chargeable vehicles
— Part 2: Externally chargeable vehicles
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INTERNATIONAL STANDARD ISO 23274-2:2012(E)
Hybrid-electric road vehicles — Exhaust emissions and
fuel consumption measurements —
Part 2:
Externally chargeable vehicles
1 Scope
This part of ISO 23274 specifies a chassis dynamometer test procedure to determine the end of
CD (charge-depleting) state and consumed electric energy during CD state.
The identification of the end of CD state is an important step for procedures to determine exhaust
emissions and fuel consumption. Final determination of exhaust emissions and fuel consumption is not
included in this part of ISO 23274.
This part of ISO 23274 applies to vehicles with the following characteristics.
— The vehicles are hybrid-electric road vehicles (HEV) with an internal combustion engine (ICE) and
the on-board rechargeable energy storage system (RESS) for vehicle propulsion which is supplied
by electric energy from the stationary external power source.
— A CD state, in which the electric energy in RESS from the stationary external power source is
consumed, is followed by a CS (charge-sustaining) state in which the fuel energy is consumed
sustaining the electric energy of the RESS.
— Only batteries are assumed as the RESS of a vehicle.
— The RESS is not charged while driving unless by regenerative braking and/or by generating by ICE.
NOTE 1 Trolleybuses and solar powered vehicles are not included in the scope.
— The vehicle is classified as a passenger car or light duty truck, as defined in each regional annex.
— Only liquid fuels (for example, gasoline and diesel fuel) are used.
NOTE 2 In the case of vehicles with ICE using other fuel [for example, compressed natural gas (CNG), hydrogen
(H )], this part of ISO 23274 can apply except the measurement of consumed fuel; otherwise the measurement
2
method for those using the corresponding fuel can apply.
2 Normative references
The following referenced documents are indispensable for the application of this document. For dated
references, only the edition cited applies. For undated references, the latest edition of the referenced
document (including any amendments) applies.
ISO/TR 8713, Electrically propelled road vehicles — Vocabulary
ISO 23274-1, Hybrid-electric road vehicles — Exhaust emissions and fuel consumption measurements —
Part 1: Non-externally chargeable vehicles
3 Terms and definitions
For the purposes of this document, the terms and definitions given in ISO/TR 8713 and the following apply.
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ISO 23274-2:2012(E)
3.1
applicable driving test
ADT
single driving test schedule which is specified for each region
EXAMPLE Chassis dynamometer test cycle for light-duty vehicles in Japan (JC08), New European Driving Cycle
(NEDC), Urban Dynamometer Driving Schedule (UDDS)
3.2
charge balance of RESS
change of charge in battery during fuel consumption measurement
NOTE Normally expressed in ampere hours (Ah).
3.3
charge-depleting state
CD state
operating mode of a HEV with ICE in which the vehicle runs by consuming mainly the electric energy
from the stationary external power source or along with the fuel energy simultaneously or sequentially
until CS state
3.4
charge-sustaining state
CS state
operating mode where the HEV runs by consuming the fuel energy while sustaining the electric
energy of the RESS
3.5
energy balance of RESS
ΔE
RESS
change of battery energy state during an applicable driving test
NOTE 1 Normally expressed in watt hours (Wh).
NOTE 2 For practical use, the energy balance of RESS is approximated by multiplying the charge balance of battery
in ampere hours (Ah) by the nominal voltage in volts (V). Nominal voltage is defined in 9.4.2 of ISO 12405-1:2011.
3.6
externally chargeable HEV
HEV with a rechargeable energy storage system (RESS) that is intended to be charged from an external
electric energy source
NOTE 1 External charge for the purpose of conditioning of the RESS is not included.
NOTE 2 Externally chargeable HEVs are widely known as plug-in HEVs (PHEVs).
3.7
hybrid-electric vehicle
HEV
vehicle with both a rechargeable energy storage system (RESS) and a fuelled power source for propulsion
EXAMPLE Internal combustion engine or fuel cell systems are typical types of fuelled power sources.
3.8
non-externally chargeable HEV
HEV with a rechargeable energy storage system (RESS) that is not intended to be charged from an
external electric energy source
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ISO 23274-2:2012(E)
3.9
rated capacity
supplier’s specification of the total number of ampere hours that can be withdrawn from a fully charged
battery pack or system for a specified set of test conditions such as discharge rate, temperature,
discharge cut-off voltage, etc.
3.10
rechargeable energy storage system
RESS
system that stores energy for delivery of electric power and which is rechargeable
EXAMPLE batteries or capacitors
3.11
regenerative braking
braking with conversion of kinetic energy into electric energy for charging the RESS
3.12
state of charge
SOC
available capacity in a battery pack or system
NOTE Expressed as a percentage of rated capacity.
4 Symbols and abbreviated terms
A/C air-conditioning
ABS antilock braking system
ADT applicable driving test
BMD bag mini-diluter
CD charge-depleting
CFR Code of Federal Regulations
CLA chemiluminescent assay
CNG compressed natural gas
CO carbon oxide
CS charge-sustaining
CVS constant volume sampler, constant volume sampling
E energy
ECE Economic Commission for Europe
E energy of consumed fuel
CF
EPA Environmental Protection Agency
E energy of RESS
RESS
F consumed fuel
FC fuel consumption
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ISO 23274-2:2012(E)
FCT full charge test
FEC full environmental chamber
FID flame ionization detector
FTP Federal Test Procedure
H hydrogen
2
HC hydrocarbon
HEV hybrid-electric vehicle
HFEDS Highway Fuel Economy Driving Schedule
HFID heated flame ionization detector
ICE internal combustion engine
ISO International Organization for Standardization
JC08 chassis dynamometer test cycle for light-duty vehicles in Japan
NDIR non dispersive infrared
NDUVR non dispersive ultraviolet resonance absorption
NEDC New European Driving Cycle
NOx nitrogen oxide
RESS rechargeable energy storage system
SAE Society of Automotive Engineers, Inc.
SC03 Speed Correction Driving Schedule
SOC state of charge
TCS traction control system
THC total hydrocarbons
UDDS Urban Dynamometer Driving Schedule
UN United Nations
US-06 Supplemental FTP
ρ density
5 Test conditions and instrumentation
5.1 Test conditions
For test conditions, ISO 23274-1 applies.
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ISO 23274-2:2012(E)
5.2 Test instrumentation
Test instrumentation shall have accuracy levels shown in Table 1, unless specified differently in
Annex A, B or C.
Table 1 — Accuracy of measured values
Item Unit Accuracy of measurement
Time s ± 0,1 s
Distance m ± 0,1 %
Temperature °C ± 1 °C
Speed km/h ± 1 %
Mass kg ± 0,5 %
Current A ± 0,5 %
Electric energy Wh ± 0,5 %
5.3 Charging of the RESS
5.3.1 Application of a normal charge
5.3.1.1 Normal charging procedure
The charging of the RESS shall be carried out at an ambient temperature of (25 ± 5) °C. The normal charging
procedure shall be in accordance with the vehicle manufacturer’s specification for normal operation.
For the normal charging procedure all types of special charging shall be excluded, for example RESS
service charging.
5.3.1.2 End-of-charge criteria
The end-of-charge criteria shall correspond to a charging time of 12 h except if a clear indication is given
to the driver by the standard instrumentation that the RESS is not yet fully charged. In this case, the
maximum charging time shall be in accordance with the manufacturer’s specification. After charging,
the vehicle shall not be conductively connected to the stationary external power source unless otherwise
specified by the manufacturer.
5.3.1.3 Fully charged RESS
A RESS is fully charged when charged according to the normal charging procedure (see 5.3.1.1) and the
end-of-charge criteria (see 5.3.1.2).
5.3.2 Charging the RESS and measuring energy
The vehicle shall be physically reconnected to the stationary external power source within 2 h
following completion of the appropriate test sequence unless otherwise specified by the regional
standards or regulations.
The RESS shall then be fully charged in accordance with the normal charging procedure (see 5.3.1.1).
The energy, E, in a.c. Wh, delivered from the stationary external power source, as well as the charging
time duration, shall be measured. The energy-measuring equipment shall be placed between the
stationary external a.c. power source and the vehicle power inlet.
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ISO 23274-2:2012(E)
6 Test procedure
6.1 General
This clause specifies how to determine the end of CD state and consumed electric energy during CD state. In
this part of ISO 23274, applicable driving tests during CS state are only used to determine the end of CD state.
In general, the results for the CS state in this part of ISO 23274 are not consistent with regulatory
requirements and should not be used for that purpose. See ISO 23274-1 to determine the exhaust
emissions and fuel consumption for the CS state. If only the CS state applies, then only testing in
accordance with ISO 23274-1 is necessary.
The appropriate regional procedure to measure exhaust emission and fuel consumption shall be selected
(see Annexes A, B and C for example). The test sequence and the single test steps of the test procedure to
determine the end of CD state are described below.
6.2 Test sequence
6.2.1 General
This test procedure consists of the following steps.
a) Perform vehicle preconditioning; (see 6.2.2).
b) Perform vehicle soak (see 6.2.3).
c) Perform initial charge of RESS to full (see 5.3.1.1).
d) Move the vehicle to the test room (see 6.2.4).
e) Run an applicable driving test and measure exhaust emissions, charge balance and fuel
consumption (see 6.2.5).
f) Determine if the end of CD state is reached (see 6.3.2 or 6.3.3).
If the end of CD state is identified, then go to g). If not, the procedure from e) shall be repeated.
g) Fully charge the RESS and measure a.c. electric energy (see 5.3.2).
6.2.2 Vehicle preconditioning
Vehicle preconditioning shall be carried out in accordance with the corresponding annex of regional test
procedure, if necessary.
If necessary, SOC may be pre-adjusted by charging or discharging, to obtain suitable energy balance of
RESS between the beginning and the end of test.
6.2.3 Vehicle soak
The vehicle shall be soaked in accordance with the appropriate regional procedure (see Annexes A, B
and C for example).
6.2.4 Vehicle movement to the test room
When the vehicle is brought into the test room, and moved during the test if necessary, it shall be pushed
or towed (neither driven or regeneratively recharged.). The test vehicle shall be set on the chassis
dynamometer after the chassis dynamometer has warmed up just before the test. The vehicle shall not
be activated during soak until right before starting the test.
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ISO 23274-2:2012(E)
6.2.5 Measurement in each applicable driving test
Energy balance of RESS, consumed fuel and exhaust emissions shall be measured in each applicable
driving test. The conditions of the vehicle during the applicable driving test shall follow the appropriate
regional test procedure (see Annexes A, B and C for example).
6.2.6 Electric energy measurement
The RESS shall be fully charged in accordance with the procedure described in 5.3.1.
After completing the applicable driving tests (see 6.3), the RESS shall be fully charged as specified by vehicle
manufacturers. The charging shall be started within 2 h after completion of the test in accordance with 5.3.
For the determination of the end of CD state (case 2) according to 6.3.3, the electric energy of the RESS
before charging may be adjusted to the mean value of the electric energy during CS state.
6.3 Determination of the end of CD state and the beginning of CS state
6.3.1 General
The energy balance of the RESS during CS state varies depending on the design of a HEV system and its
operation. Therefore this part of ISO 23274 specifies two cases for the determination of the transition
point between CD and CS state. Case 1 and case 2 depend on the characteristics in the CS state as
described in Figure 1 and Figure 2 and defined in 5.3.2 and 5.3.3. One of these cases shall apply unless
the regional Annexes A through C contain specific direction. Case 1 is applicable to most HEVs. If case 1
is not applicable, case 2 shall apply.
CD state does not exist unless the nominal energy of the RESS is 2 % or more of energy of consumed fuel
in an applicable driving test. See Annexes A, B and C for the measurement of consumed fuel.
6.3.2 Determination of the end of CD state (case 1)
Case 1 applies when the energy balance of the RESS during each applicable driving test in CS state is
varying within a specified small range (see Figure 1). For case 1, one or more applicable driving tests
shall be carried out. The vehicle is in CS state when the energy balance of the RESS during each driving
test is varying within the specified range.
The applicable driving test where CD state ends shall be determined by performing applicable driving
tests as follows.
— The energy balance of RESS (ΔE , Wh) between the start and the end of each applicable driving
RESS
test shall be calculated.
— Applicable driving tests shall continuously be carried out until each ΔE is determined to be
RESS
stable within ±(0,01 × E ) in Wh, E is the energy of consumed fuel of applicable driving test
CF CF
(converted to Wh using lower heating value).
— One or more consecutive applicable driving test(s) are necessary to know whether the vehicle is in
CS state.
— The applicable driving test where CD state ends is the one before the first applicable driving test
where CS state starts.
NOTE See Annex D for the procedure.
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ISO 23274-2:2012(E)
Key
1 full charge 8 first test
2 CD state 9 second test
3 CS state N test number
4 ΔE X time sequence
RESS
5 ΔE of Nth test Y1 electric energy of the RESS (Wh)
RESS
6 +0,01 × E of (N+1)th test Y2 ΔE (Wh)
CF RESS
7 −0,01 × E of Nth test
CF
Figure 1 — Determination of transition point of CD and CS state (case 1)
6.3.3 Determination of the end of CD state (case 2)
Case 2 applies when the energy balance of the RESS during a set of applicable driving tests in CS state is
varying within a specified small range(see Figure 2).
The applicable driving test where CD state ends is given by specifying the first set of applicable driving
tests in CS state as follows.
A series of applicable driving tests supposed to be in CS state shall be divided into sets. A set consists of
consecutive applicable driving tests. The number of applicable driving tests in a set should be minimum.
When the energy balance at the start of the first driving test and the end of the last test in the set is
determined to be stable within ± 1 % of the consumed fuel of one(P = 1 in Annex D) or more (P > 1 in
Annex D) consecutive set(s), the vehicle shall be determined as being in CS state. The applicable driving
test where CD state ends is the first applicable driving test of the first set of applicable driving tests in
the series where CS state starts.
NOTE See Annex D for the procedure to determine the minimum number of ADTs in a set.
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ISO 23274-2:2012(E)
Key
1 full charge 10 first set
2 CD state 11 second set
3 CS state 12 third set
4 ΔE of a single test 13 fourth set
RESS
5 ΔE of a set 14 first test
RESS
6 +0,01 × E of first set 15 second test
CF
7 +0,01 × E X time sequence
CF
8 −0,01 × E Y1 electric energy of the RESS (Wh)
CF
9 −0,01 × E of second set Y2 ΔE (Wh)
CF RESS
Figure 2 — Determination of transition of CD and CS state (case 2)
7 Additional data evaluation of results
Determination of CD state shall be documented. By determination of CD state in accordance with
Clause 6, the following results can be obtained:
— the number of applicable driving test(s) until CD state ends;
— electric energy consumed in the CD state as measured in accordance with 5.3.2.
NOTE Exhaust emissions and fuel consumption representing CD state depend on regional regulations.
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ISO 23274-2:2012(E)
Annex A
(informative)
Test procedure in Japan
A.1 General
This Annex describes the typical procedures and related conditions in Japan to measure the exhaust
emissions and fuel consumption of the passenger cars and light duty trucks defined in Japan regulations.
Japan Regulations are written as Announcement that Prescribes Details of Safety Regulations for Road
Vehicles (MLIT Announcement No. 619, 2002 Attachment 42), TRIAS 5-9-2009 and TRIAS 60-4-2009.
A.2 Test
A.2.1 Test facility
A.2.1.1 Chassis dynamometer
The equivalent inertia mass of the chassis dynamometer shall be set to the standard value of equivalent
inertia mass specified in the right column of Table A.1 according to the relative test vehicle mass (vehicle
curb mass plus 110 kg) specified in the left column of the table. Furthermore, if the standard value of the
equivalent inertia mass in the right column of the table cannot be set, it is permissible to set the equivalent
inertia mass within a range between the said standard value and the said standard value plus10 %.
A.2.2 Applicable driving test (ADT)
The test vehicle shall run the applicable driving test (ADT). In Japan, JC08-mode driving schedule [0 s to
1 204 s] specified in Japan Regulations is applicable (See Figure A.1).
A.2.3 Test vehicle mass
Test vehicle mass at measuring running resistance and at measuring exhaust emissions on the chassis
dynamometer shall be vehicle curb mass plus 110 kg.
A.3 Test procedure
Preconditioning shall be performed by running an ADT on the chassis dynamometer after given road
load setting. Then, the test procedure until electric energy measurement in 5.2.5 shall be carried out
according to the test flow in Figure A.2.
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ISO 23274-2:2012(E)
Table A.1 — Test vehicle mass and standard value of equivalent inertia mass
Test vehicle mass Standard value of equivalent inertia mass
kg kg
~480 455
481~540 510
541~595 570
596~650 625
651~710 680
711~765 740
766~850 800
851~965 910
966~1 080 1 020
1 081~1 190 1 130
1 191~1 305 1 250
1 306~1 420 1 360
1 421~1 530 1 470
1 531~1 640 1 590
1 641~1 760 1 700
1 761~1 870 1 810
1 871~1 980 1 930
1 981~2 100 2 040
2 101~2 210 2 150
2 211~2 380 2 270
2 381~2 625 2 500
2 626~2 875 2 750
2 876~3 250 3 000
3 251~3 750 3 500
Continued in increments of 500 kg Continued in increments of 500 kg
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ISO 23274-2:2012(E)
Key
X time (s)
Y speed (km/h)
Figure A.1 — JC08-mode driving schedule
A.4 Calculation of exhaust emissions and fuel consumption
A.4.1 Exhaust emissions
Each exhaust emission component in the sample gas shall be calculated by each ADT.
A.4.2 Fuel consumption
By using each exhaust emission component in the sample gas of each ADT, fuel consumption (km/l) shall
be calculated according to the carbon balance method as in the following equations.
A.4.2.1 In case of gasoline
866×ρ
f
FC = (A.1)
()i
0,,429×+mm0 866×+0,273×m
CO THCCO2
where
FC is fuel consumption of i-th ADT km/l
(i)
3
ρ is fuel density g/cm
f
m is CO emission mass g/km
CO
m is THC emission mass g/km
THC
m is CO emission mass g/km
CO2 2
A.4.2.2 In case of diesel oil
862×ρ
f
FC = (A.2)
()i
0,,429×+mm0 862×+0,273×m
CO THCCO2
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ISO 23274-2:2012(E)
A.4.3 Calculation of fuel consumption
Based on the fuel consumption calculated in A.4.2, consumed fuel (l) in each ADT shall be calculated.
8,172
F = (A.3)
()i
FC
()i
where
F is consumed fuel of i-th ADT l
(i)
Figure A.2 — Test flow
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ISO 23274-2:2012(E)
Annex B
(informative)
Test procedure in Europe
B.1 Overview
The test procedure prescribed in this Annex is based on UN ECE Regulation R 101 (Emission of carbon
dioxide, fuel and electric energy consumption, range), as amended to be applied to Hybrid Electric
vehicles, and on UN ECE Regulation 83 (Emissions of pollutants).
NOTE The following documents of both Regulations have been considered in this Annex:
— R 101: E/ECE/324 Rev.2/Add.100/Rev.2;
— R 83: E/ECE/324 Rev.1/Add.82/Rev.3.
At further amendments of R 101 and R 83, this part of ISO 23274 and especially Annex B will have
to be reviewed.
The measurements of the exhaust emissions (CO, NOx, HC particulates) and of CO emission and fuel
2
consumption are performed by applying the Type I Test in R 83.
The description given in the following clauses contain only the essentials to understand the procedure.
For details reference is made to the relevant clauses in both UN ECE Regulations.
B.2 Scope
Based on the legal requirements in Europe this Annex specifies the measurement procedures for the
determination of the exhaust and carbon dioxide emission and the fuel consumption of externally
chargeable HEV of categories M1 and N1 with a maximum permissible total mass (according to ISO 1176)
of 3 500 kg. As fuels for the ICE, only gasoline and diesel fuel are considered.
B.3 Test
B.3.1 Test equipment
B.3.1.1 Chassis dynamometer
Features, accuracy, load and inertia setting, calibration and other steps to prepare the chassis
dynamometer to be used are prescribed in R 83, Annex 4, Clauses 4.1, 5.1 and 5.2 and in Appendices 2
and 3 of Annex 4. The adjustment of the inertia simulators to the vehicle’s translatory inertias shall be
according to Table B.1, given in R 83, Annex 4, Clause 5.1.
B.3.2 Exhaust gas sampling system
The system that shall be used is the constant volume sampler (CVS) system. Details are given in R 83,
Annex 4, Clause 4.2 and 4.4 and in Appendix 5 of Annex 4.
B.3.3 Analytical equipment
Emitted gases shall be analysed with the following instruments:
— non dispersive infrared (NDIR) absorption type analysers for CO and CO determination;
2
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ISO 23274-2:2012(E)
— for HC determination, flame ionization (FID) type analysers for spark ignition engines and heated
flame ionizatio
...
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