Final Regulation Order Part 2 Date of Hearing: January 26-27, 2012 Amended: March 22, 2012 California Environmental Protection Agency

AIR RESOURCES BOARD

Part 2

CALIFORNIA EXHAUST EMISSION STANDARDS AND TEST PROCEDURES FOR

2009 THROUGH 2017AND SUBSEQUENT MODEL ZERO-EMISSION VEHICLES AND HYBRID ELECTRIC VEHICLES, IN THE PASSENGER CAR, LIGHT-DUTY

TRUCK AND MEDIUM-DUTY VEHICLE CLASSES

Adopted: December 17, 2008 Amended: December 2, 2009 Amended: March 22, 2012

Note: Set forth below are the 2012 amendments to the California zero emission vehicle (ZEV) regulation. The text of the amendm ents is shown in underline to indicate

additions and strikeout to indicate deletions , compared to the preexisting regulatory language.Final Regulation Order Part 2 Date of Hearing: January 26-27, 2012 Amended: March 22, 2012 NOTE: This document is incorporated by refe rence in section 1962.1, title 13, California Code of Regulations (CCR). Additional requirements necessary to complete an application for certification of zero-emission vehicles and hybrid electric vehicles are

contained in other documents that are designed to be used in conjunction with this

document. These other documents include:

1. “California Exhaust Emission Standar ds and Test Procedures for 2001 and Subsequent Model Passenger Cars, Light-Dut y Trucks, and Medium-Duty Vehicles” (incorporated by reference in section 1961(d), title 13, CCR);

2. “California Evaporative Emission St andards and Test Procedures for 2001 and Subsequent Model Motor Vehicles” (incorporat ed by reference in section 1976(c), title 13, CCR);

3. “California Refueling Emission Standards and Test Procedures for 2001 and Subsequent Model Motor Vehicles” (incorporat ed by reference in section 1978(b), title 13, CCR);

4. OBD II (section 1968, et seq. title 13, CCR, as applicable);

5. “California Environmental Perfo rmance Label Specifications for 2009 and Subsequent Model Year Passenger Cars, Light-Duty Trucks, and Medium-Duty Passenger Vehicles” (incorporated by reference in 1965, title 13, CCR);

6. Warranty Requirements (sections 2037 and 2038, title 13, CCR);

7. “Specifications for Fill Pipes and Openings of Motor Vehicle Fuel Tanks” (incorporated by reference in section 2235, title 13, CCR);

8. Guidelines for Certification of Federa lly Certified Light-Duty Motor Vehicles for Sale in California (incorporated by section 1960.5, title 13, CCR); and

9. “California Non-Methane Organic Gas Te st Procedures,” (incorporated by reference in section 1961(d), title 13, CCR).Final Regulation Order Part 2 Date of Hearing: January 26-27, 2012 Amended: March 22, 2012 TABLE OF CONTENTS

Section Page

No.

A. Applicabilit y ....................................................................................................... A-1

B. Definitions and Terminology . ........................................................................... B-1

1. Definiti ons. .............................................................................................. B-1

2. Terminol ogy. ........................................................................................... B-5
C. Zero-Emission Vehicle Standards. .................................................................. C-1

D. Certification Requi rements. ............................................................................. D-1

1. Durability and Emission Test ing Requirem ents. .................................... D-1

2. Information Requirements: Applicat ion for Certific ation. ........................ D-1

3. ZEV Reporting Requi rements. ............................................................... D-3

E. Determination of NEV Acceleration, Top Speed, and Constant Speed Range

............................................................................................................................. E-1

EF. Test Procedures for 2012 through 2017and Subsequent Model Zero-Emission Vehicles (including Fuel Cell Vehicles a nd Hybrid Fuel Cell Vehicles) and All 2012 through 2017and Subsequent Model Hy brid-Electric Vehicles, Except Off-Vehicle Charge Capable Hy brid Electric Ve hicles. ................................... F-1

1. Electric Dynamometer. ............................................................................ F-1

2. Vehicle and Battery Br eak-In Peri od. ...................................................... F-1

3. All-Electric R ange Test ........................................................................... F-1

4. Determination of Battery Specif ic Energy fo r ZEVs. ............................... F-4

5. Determination of the Emissions of the Fuel-fired Heater for Vehicles Other

Than ZEVs . ............................................................................................. F-4

6. Urban ...................................................................................................... F-5

7. Highway Emission Test Provisi ons ....................................................... F-11

8. SFTP Emission Test Provisions for A ll Hybrid Electric Vehicles, Except Hybrid Fuel Cell Vehicles and Off-Vehicle Charge Capable Hybrid Electric

Vehicles . ............................................................................................... F-13

9. State-of-Charge Net Change Tolerances .............................................. F-18

FG. Test Procedures for 2012 through 2017 and Subsequent Model Off-Vehicle Charge Capable Hybrid Electric Vehi cles. ...................................................... G-1

1. Electric Dynamometer. ........................................................................... G-1

2. Vehicle and Battery Br eak-In Peri od. ..................................................... G-1

3. General Testing R equirements. ............................................................. G-1

4. Determination of the Emissions of the Fuel-fir ed Heater........................ G-2

5. Urban Test Provisions for Off-Vehicle Charge Capable Hybrid Electric

Vehicles . ................................................................................................ G-2

6. Highway Test Provisions for Off-Vehicle Charge Capable Hybrid Electric

Vehicles . .................................................................................................. 11

7. SFTP Emission Test Provisions for Off-Vehicle Charge Capable Hybrid

Electric Vehi cles. ................................................................................. G-16Final Regulation Order Part 2 Date of Hearing: January 26-27, 2012 Amended: March 22, 2012 8. 50 o F and 20 o F Test Provision for Off-Vehicle Charge Capable Hybrid

Electric Vehi cles. ................................................................................. G-21

9. Additional Provisions. ........................................................................... G-22

10. State-of-Charge Net Change Tolerances. ............................................ G-23

11. Calculations – Equivalent All-El ectric Range for Off-Vehicle Charge Capable Hybrid Electr ic Vehicl es. ........................................................ G-25

12. The Calculations of the Combined Green House Gas Regulatory Rating of Off-vehicle Charge Capable Hybrid Electric V ehicles .......................... G-29

GH. Off-Vehicle Charge Capable Hybrid El ectric Vehicle Exhaust Emission Test Sequence. .......................................................................................................... H-1

HI. Examples of Off-Vehicle Charge Capable Hybrid Electric Vehicle Terminology . ........................................................................................................ I-1

IJ. Test Procedures for 2009 through 2011 Model Zero-Emission Vehicles and Hybrid-Electric Vehicles. ................................................................................... J-1 K. Advanced Technology Demonstrati on Program data re quirements. .............. K-1 1. Project Descrip tion ........................................................................................ K-1

2. Vehicl e data ................................................................................................... K-1 3. Vehicle spec ificati ons .................................................................................... K-1

L. Fast refue ling capabilit y ....................................................................................... L-1A-1
Final Regulation Order Part 2 Date of Hearing: January 26-27, 2012 Amended: March 22, 2012 CALIFORNIA EXHAUST EMISSION STANDARDS AND TEST PROCEDURES FOR
2009 THROUGH 2017AND SUBSEQUENT MODEL ZERO-EMISSION VEHICLES AND HYBRID ELECTRIC VEHICLES, IN THE PASSENGER CAR, LIGHT-DUTY

TRUCK AND MEDIUM-DUTY VEHICLE CLASSES

A. Applicability

The emission standards and test procedures in this document are applicable to

2009 through 2017and subsequent model-year zero-emission passenger cars, lightduty trucks, and medium-duty vehicl es, and 2009 through 2017and subsequent modelyear hybrid electric passenger cars, light -duty trucks, and medium-duty vehicles. The general procedures and requirements necessary to certify a vehicle for sale in California

are contained in the “California Exhaust Emission Standards and Test Procedures for 2001 and Subsequent Model Passenger Cars, Light-Duty Trucks and Medium-Duty Vehicles” (hereinafter “LDV/MDV TPs”), and apply except as amended herein.B-1
Final Regulation Order Part 2 Date of Hearing: January 26-27, 2012 Amended: March 22, 2012 B. Definitions and Terminology.

1. Definitions.

In addition to the following, these test procedures incorporate by reference the

definitions and abbreviations set forth in the Title 40 Code of Federal Regulations (CFR) §86.1803-01, the definitions and abbreviations se t forth in the LDV/MDV TPs, and the definitions set forth in section 1900, title 13, CCR.

“Advanced technology PZEV” or “AT PZEV” means any PZEV with an allowance greater than 0.2 bef ore application of the PZEV early introduction phase-in multiplier. “All-Electric Range” means the total miles driven electrically (with the engine off) before the engine turns on for the first time , after the battery has been fully charged. For a blended off-vehicle charge capable hybrid electric vehicle, the equivalent allelectric range shall be considered the “a ll-electric range” of the vehicle. “All-Electric Range Test” means a test sequence used to determine the range of an electric vehicle or of a hybrid electr ic vehicle without the use of its auxiliary power unit. The All-Electric Range Test cycle consists of the Highway Fuel Economy Schedule and the Urban Dynamomet er Driving Schedule (see section E of these test procedures).

“Alternate Continuous Urban Test Schedule” means a series of the following sequence: UDDS, 10 minute key-off hot soak, UDDS, and 10-20 minute key-off hot soak. This alternate procedure may be s ubstituted for the Continuous Urban Test

Schedule when the Continuous Urban Te st Schedule cannot be performed. “Alternate Continuous Highway Test Schedule” means a series of thefollowing sequence: HFEDS, 15 second key-on pause, HFEDS, and 10-20 minute keyoff hot soak or a 15 second key-on pause. This alternate procedure may be substituted for the Continuous Highway Test Schedule when the Continuous Highway Test Schedule cannot be performed. “Auxiliary power unit” or “APU” means a device that converts consumable fuel energy into mechanical or electrical energy. Some examples of auxiliary power units are internal combustion engines, gas turbi nes, or fuel cells. For the purposes of range extended battery electric vehicles, aux iliary power unit means any device that provides electrical or mechanical energy , meeting the requirements of subdivision C.3.2, to a Type I.5x or Type IIx vehicle, after the zero emission range has been fully depleted. A fuel fired heater does not qua lify under this definition for an APU. “Battery electric vehicle” or “BEV” means any vehicle that operates solely by use of a battery or battery pack, or that is powered primarily through the use of an electric battery or battery pack but uses a flywheel or capacitor that stores energy produced by the electric motor or through r egenerative braking to assist in vehicle operation. “Battery or Battery pack” means any electrical energy storage device consisting of any number of individual battery modules or cells that is used to propel aB-2
Final Regulation Order Part 2 Date of Hearing: January 26-27, 2012 Amended: March 22, 2012 battery electric or hybrid electric vehicle. These terms may also generically refer to capacitor and flywheel energy storage devices in the context of hybrid electric vehicles. “Battery state-of-charge” means the quantity of electrical energy remaining in the battery relative to the maximum rated c apacity of the battery expressed in percent. “Blended off-vehicle charge capable hybrid electric vehicle” means an offvehicle charge capable hybrid electric v ehicle that uses the engine to supplement battery/electric motor power during charge depleting operation. “Blended operation mode” means an operating mode in which the energy storage state-of-charge decreas es, on average, while the vehicle is driven and the engine is used occasionally to support power requests. “Charge-depleting net energy consumption” means the net electrical energy,

E cd , measured in watt-hours consumed by v ehicle over the charge depleting cycle range, R cdc . E cd can be expressed as AC or DC watt hours, where appropriate. “Charge-depleting (CD) mode” means an operating mode in which the energy storage state-of-charge (SOC) may fluctuat e but, on average, decreases while the vehicle is driven. Hybrid electric vehicles are required to be classified as either chargesustaining or charge-depleting over each dr iving cycle (i.e. UDDS, HFEDS, US06, or SC03). “Charge depleting actual range or R cda ” means the distance traveled on the Urban Charge Depleting Test Procedure at which the state-of-charge is first equal to the average state-of-charge of the two consec utive UDDS used to end the Urban Charge Depleting Test Procedure. This range must be reported to the nearest 0.1 miles. (See section F.11.9.) “Charge depleting actual range, highway or R cdah ” means the distance traveled on the Highway Charge Depleting Test Procedure at which the state-of-charge is first equal to the average state-of-char ge of the HFEDS used to end the Highway Charge Depleting Test Procedure. This range must be reported to the nearest 0.1

miles. “Charge depleting cycle range or R cdc ” means the distance traveled on the Urban or Highway Charge Depleting Procedure up to the test cycle prior to where the state-of-charge is above the lower bound state-of-charge tolerance for one test cycle. This range will appear as the sum of a discret e number of test cycle distances. This range shall be reported to the nearest 0.1 miles. (See section F.11.8.) “Charge-sustaining net energy consumption” means the net electrical energy, Ecs, measured in watt-hours consum ed by vehicle during charge sustaining operation. For charge sustaining oper ation, this number should be ~ 0. “Charge-sustaining (CS) mode” means an operating mode in which the energy storage SOC may fluctuate but, on average, is maintained at a certain level while the vehicle is driven. Hybrid electric vehicles are required to be classified as either chargesustaining or charge-depleting over each dr iving cycle (i.e. UDDS, HFEDS, US06, or SC03).

“Consumable fuel” means any solid, liquid, or gaseous matter that releases energy when consumed by an auxiliary power unit.
“Continuous Urban Test Schedule” means a repeated series comprised of an Urban Dynamometer Driving Schedules (UDDS), 40 CFR, Part 86, Appendix I, which is incorporated herein by reference; each test is followed by a 10 minute key-off soakB-3
Final Regulation Order Part 2 Date of Hearing: January 26-27, 2012 Amended: March 22, 2012 period. “Continuous Highway Test Schedule” means a repeated series comprised of four consecutive key-on Highway Fuel Ec onomy Driving Schedules (HFEDS) with a 15 second key-on pause in-between each HFEDS. If this schedule cannot be performed continuously, a key-off soak up to 30 minutes is permitted after every fourth HFEDS.

“Continuous US06 Test Schedule” means a repeated series of US06 driving schedules (US06) with a key-on idle period of not less than one minute and not greater

than two minutes between each US06.

“ Conventional rounding method ” means to increase the last digit to be retained when the following digit is five or greater. Retain the last digit as is when the following digit is four or less.

“ East Region pool ” means the combination Section 177 states east of the Mississippi River. “Electric drive system” means an electric motor and associated power electronics, which provide acceleration torque to the drive wheels sometime during normal vehicle operation. This does not incl ude components that could act as a motor, but are configured to act only as a generator or engine starter in a particular vehicle application. “Electric range fraction” means the fraction of electrical energy derived from off-vehicle charging and regenerative braking ener gy relative to total traction energy used over the charge depletion r ange on a specified drive cycle.

“Enhanced AT PZEV” means any model year 2009 through 2011 PZEV that has an allowance of 1.0 or greater per v ehicle without multipliers and makes use of a

ZEV fuel. Enhanced AT PZEV means Transitional Zero Emission Vehicle. “Equivalent all-electric range” means the portion of the total charge depleting range attributable to the use of electricity from the battery over the charge depleting range test.
“Fuel cell vehicle” or “FCV” means any vehicle that receives propulsion solely from an onboard fuel cell power system.

“Fuel-fired heater” means a fuel burning device that creates heat for the purpose of warming the passenger compartment of a vehicle but does not contribute to the propulsion of the vehicle. “Grid-connected hybrid electric vehicle” means a hybrid electric vehicle that has the capacity for the battery to be rechar ged from an off-board source of electricity and has some all-electric range. “Highway Fuel Economy Driving Schedule” or “HFEDS” means highway fuel economy driving schedule. See 40 CFR Part 600 §600.109(b). “Hybrid electric vehicle” or “HEV” means any vehicle that can draw propulsion energy from both of the following on-vehicle sources of stored energy: 1) a consumable fuel and 2) an energy storage device such as a battery, capacitor, or flywheel. “Hybrid fuel cell vehicle” or “HFCV” means any vehicle that receives propulsion energy from both an onboard fuel cell power system and either a battery or a capacitor. “Neighborhood Electric Vehicle” or “NEV ” means a motor vehicle that meets the definition of “low-speed vehicle” either in section 385.5 of the Vehicle Code or in 49 CFR §571.500 (July 1, 2000), and is certified to zero-emission vehicle standards.B-4
Final Regulation Order Part 2 Date of Hearing: January 26-27, 2012 Amended: March 22, 2012 “NIST” means the National Institute of Standards and Technology. “Off-vehicle charge capable” means having the capability to charge a battery from an off-vehicle electric energy source that cannot be connected or coupled to the vehicle in any manner while the vehicle is bei ng driven. A grid-connected hybrid electric vehicle is one example of an off-vehicle charge capable hybrid electric vehicle.

“Placed in service” means having been sold or leased to an end-user and not just to a dealer or other distribution chai n entity, and having been individually registered for on-road use by the California Department of Motor Vehicles. “Proportional value” means the ratio of a manufacturer’s California applicable

sales volume to the manufacturer’s Secti on 177 state applicable sales volume. In any given model year, the same applicable sale volume calculation method must be used to calculate proportional value.

“PZEV” means any vehicle that is deliver ed for sale in California and that qualifies for a partial ZEV allowance of at least 0.2. “Range Extended Battery Electric Vehicle” means a vehicle powered predominantly by a zero emission energy stor age device, able to drive the vehicle for more than 75 all-electric miles, and al so equipped with a backup APU, which does not operate until the energy storage device is fu lly depleted, and meeting requirements in subdivision C.4.5(g), “Regenerative braking” means the partial recovery of the energy normally dissipated into friction braking that is retur ned as electrical current to an energy storage

device.
“SAE J2572” means the “Recommended Practice for Measuring Fuel Consumption and Range of Fuel Cell and Hybrid Fuel Cell Vehicles Fuelled by Compressed Gaseous Hydrogen,” as published by the Society of Automotive Engineers in October, 2008.

“Section 177 State” means a state that is admin istering the California ZEV requirements pursuant to section 177 of the federal Clean Air Act (42 U.S.C. § 7507).

“SC03” means the U.S. EPA SC03 drivi ng schedule representing vehicle operation with air conditioning, as set fo rth in Appendix I of 40 CFR Part 86. “SOC Net Change Tolerance” means the state-of-c harge net change tolerance that is applied to the SOC Criterion for char ge-sustaining hybrid electric vehicles when validating an emission test. See section E.9 and F.10 of these procedures for tolerance specifications.

“SOC Criterion” means the state-of-charge criter ion that is applied to a chargesustaining hybrid electric vehicle to va lidate an emission test. The SOC Criterion requires that no net change in battery energy occu rs over a given test cycle, i.e. the final battery state-of-charge that is recorded at the end of the emission test must be equivalent to the initial battery state-of-c harge that is set at the beginning of the emission test. The SOC Net Change Toleranc e shall be applied to the SOC Criterion.

“Transitional Zero Emission Vehicle” means a PZEV that has an allowance of 1.0 or greater, and makes use of a ZEV fuel. “Type 0, I, I.5, II, III, IV, and V ZEV” all have the meanings set forth in section C.4.4(a). “Type I.5x” means range extended 75 mile to 100 mile all electric range battery

electric vehicle.B-5
Final Regulation Order Part 2 Date of Hearing: January 26-27, 2012 Amended: March 22, 2012 “Type IIx” means range extended 100 mile or great er all electric range battery

electric vehicle.
“US06” means the US06 driving schedule for aggressive driving as set forth in Appendix I of 40 CFR Part 86.

“UDDS” means urban dynamometer driving schedule as set forth Appendix I of

40 CFR Part 86.

“ West Region pool ” means the combination of Se ction 177 states west of the Mississippi River.

“Zero-emission vehicle” or “ ZEV” means any vehicle certified to zero-emission

standards.

“Zero-emission Vehicle Miles Tr aveled” or zero emission VMT” means the

vehicle miles traveled with zero exhaust emissions of any criteria pollutant (or precursor pollutant).

“ZEV fuel” means a fuel that provides traction energy in on-road ZEVs. Examples of current technology ZEV fuels include electricity, hydrogen, and compressed air.

2. Terminology.

Abbreviation Units Charge Depleting Actual Range (urban cycle) R cda mi Charge Depleting to Charge Sustaining Range R cdcs mi Charge Depleting Net Energy Consumption E cd wh Charge Depleting CO 2 Produced M cd g/mi Charge Sustaining CO 2 Produced M cs g/mi Highway Charge Depleting Actual Range R cdah mi Highway Charge Depleting Cycle Range R cdch mi Highway Electric Range Fraction ERF h % Highway Equivalent All-Electric Range EAER h mi Highway Equivalent All-Electric Range Energy Consumption EAEREC h wh/mi

Urban Charge Depleting Cycle Range R cdcu mi Urban Electric Range Fraction ERF u % Urban Equivalent All-Electric Range EAER u mi Urban Equivalent All-Electric Range scaled to 40 mi

limit EAER u40 mi

Urban Equivalent All-Electric Range Energy Consumption EAEREC
u wh/miC-1
Final Regulation Order Part 2 Date of Hearing: January 26-27, 2012 Amended: March 22, 2012 C. Zero-Emission Vehicle Standards.

1. ZEV Emission Standard. The Executive Officer shall certify new 2009 and subsequentthrough 2017 model year pa ssenger cars, light-duty trucks and medium-duty vehicles as ZEVs if the vehi cles produce zero exhaust emissions of any criteria pollutant (or precursor pollutant ) under any and all possible operational modes

and conditions.

2. Percentage ZEV Requirements

2.1 General Percentage ZEV Requirement.

(a) Basic Requirement. The minimum percentage ZEV requirement for each

manufacturer is listed in the table below as the percentage of the PCs and LDT1s, and LDT2s to the extent required by sect ionsubdivision C.2.2(c), produced by the

manufacturer and delivered for sale in Califor nia that must be ZEVs, subject to the
conditions in sectionsubdivision C.2.2. The ZEV requirement will be based on the annual NMOG production report for the appropriate model year.

Model Years Minimum ZEV Requirement
2009 through 2011 11 % 2012 through 2014 12 % 2015 through 2017 14 % 2018 and subsequent 16 %

(b) Calculating the Number of Vehicles to Which the Percentage ZEV Requirement is Applied. For purposes of calculating a manufacturer’s requirement in subdivision C.2.1 for model years 2009 thr ough 2017, a manufacturer may use a three year average method or same model year me thod, as described below in sections 1. and 2. A manufacturer may switch methods on an annual basis. This production averaging is used to determine ZEV requirement s specified in subdivision C.2.1(a) only,

and has no effect on a manufacturer’s size det ermination, specified in section 1900. For example, in applying the ZEV requiremen t, a PC, LDT1, or LDT2, that is produced by one manufacturer (e.g., Manufacturer A), but is marketed in California by another manufacturer (e.g., Manufacturer B) under t he other manufacturer’s (Manufacturer B) nameplate, shall be treated as having been pr oduced by the marketing manufacturer (Manufacturer B).

(1) For the 2009 through 2011 model years, a manufacturer’s production volume of PCs and LDT1s, and LDT2s as applicable, produced and delivered for sale in California will be based on the three-year aver age of the manufacturer’s volume of PCs and LDT1s, and LDT2s as applicable, produced and delivered for sale in California in the 2003 through 2005 model years. As an alte rnative to the three-year averaging of prior year production described above, a manufacturer may elect to base its ZEV obligation on the number of PCs and LDT1s, and LDT2s, as applicable, produced byC-2
Final Regulation Order Part 2 Date of Hearing: January 26-27, 2012 Amended: March 22, 2012 the manufacturer and delivered for sale in California that same model year.

(2) For 2012 and subsequentthrough 2017 model years, a manufacturer’s production volume for the given model year will be based on the three-year average of

the manufacturer’s volume of PCs and LDT1 s, and LDT2s, as applicable, produced and delivered for sale in California in the prior f ourth, fifth and sixth model year (for example, 2013 model year ZEV requirements will be bas ed on California production volume of PCs and LDT1s, and LDT2s as applicable, for the 2007 to 2009 model years, and 2014 model year ZEV requirements will be based on California production volume of PCs and LDTs, for the 2008 to 2010 model years). This production averaging is used to determine ZEV requirements only, and has no effect on a manufacturer’s size

determination. As an alternative to the th ree-year averaging of prior year production described above, a manufacturer may elect to base its ZEV obligation on the number of PCs and LDT1s, and LDT2s, as applicable, produced by the manufacturer and

delivered for sale in California that sa me model year. For 2012 and subsequent model years, a manufacturer may, on an annual basis, se lect either the three-year average or the same model-year calculation method. In applying the ZEV requirement, a PC, LDT1, or LDT2 as applicable, that is produced by one manufacturer (e.g., Manufacturer A), but is marketed in California by another manufacturer (e.g., Manufacturer B) under the other manufacturer’s (Manufacturer B) nameplate, shall be treated as having been produced by the marketing manufacturer (Manufacturer B).

(c) Phase-in of ZEV Requirements for LDT2s. Beginning with the ZEV requirements for the 2009 model year, a m anufacturer’s LDT2 production shall be included in determining the manufacture r’s overall ZEV requirement under sectionsubdivision C.2.1(a) in the increasi ng percentages shown in the table below.

2009 2010 2011 2012+
51% 68% 85% 100%

(d) Exclusion of ZEVs in Determining a Manufacturer’s Sales Volume. In calculating for purposes of sectionsubdivisi on C.2.1(b) and (c) the volume of PCs, LDT1s and LDT2s that a manufacturer has produced and delivered for sale in California, the manufacturer shall excl ude the number of ZEVs produced by the manufacturer, or by a subsidiary in which that the manufacturer has a greater than 50 percent ownership interest, and delivered for sale in California.

2.2 Requirements for Large Volume Manufacturers.

(a) Primary Requirements for Large Volume Manufacturers through Model

Year 2011 . In the 2009 through 2011 model years, a manufacturer must meet at least 22.5 percent of its ZEV requi rement with ZEVs or ZEV credits generated by such vehicles, and at least another 22.5 percent with ZEVs, AT PZEVs, or credits generated by such vehicles. The remainder of t he manufacturer’s ZEV requirement may be met using PZEVs or credits generated by such vehicles.C-3
Final Regulation Order Part 2 Date of Hearing: January 26-27, 2012 Amended: March 22, 2012 (b) Alternative Requirements for Large Volume Manufacturers.

(1) Minimum Floor for Production of Type III ZEVs.

(A) [Reserved]

(B) Requirement For the 2009-2011 Model Years. A manufacturer electing the alternative compliance requirement s during model years 2009 through 2011 must produce ZEV credits equal to 0.82 percent of the manufacturer’s average annual California sales of PCs and LDT1s, and LDT2 s, as applicable, over the three year period from model years 2003 through 2005, thoughthrough production, delivery for sale, and placement in service of ZEVs, ot her than NEVs and Type 0 ZEVs, using credit ratios for each ZEV Type compared to a Type III prescribed in the table below, or submit an equivalent number of credi ts generated by such vehicles.

ZEV Types Credit Substitution Ratio Type I 2 Type I.5 1.6 Type II 1.33 Type IV 0.8 Type V 0.57

(i) Manufacturers may use credits generated by 1997-2003 model-year ZEVs that qualify for an extended service multiplie r under sectionsubdivision C.6 for a year primarily during calendar year s 2009-2011, provided that 33 years of such a multiplier will equal 4 ZEV credits.

(C) [Reserved]

(D) [Reserved]

(E) [Reserved]

(F) Exclusion of Additional Credi ts for Transportation Systems. Any additional credits for transportation systems generated in accordance with sectionsubdivision
C.7.5 shall not be counted towards co mpliance with this sectionsubdivision C.2.2(b)(1)(B).

(G) Carry-over of Excess Credits. ZEV credits generated from excess production in model years 2005 through 2008 may be carried forward and applied to the 2009 through 2011 minimum floor requirement specified in sectionsubdivision C.2.2(b)(1)(B) provided that the value of t hese carryover credits shall be based on the model year in which the credits are used

. Beginning with the 2012 model year, these credits may no longer be used to meet the Z EV requirement, specified in subdivisionC-4
Final Regulation Order Part 2 Date of Hearing: January 26-27, 2012 Amended: March 22, 2012 C.2.2(b)(1)(B); they may be used as Enhanced AT PZEV, AT PZEV, or PZEV credits. ZEV credits earned in model year 2009 and subsequent through 2011 would be allowed to be carried forward for two years for applicat ion to the ZEV requirement. For example, ZEV credit earned in the 2010 model year woul d retain full flexibility through the 2012 model year. Starting 2013 model year, at which time that credit could only be used as Enhanced AT PZEVTZEV, AT PZEV, or PZEV credits, and could not be used to satisfy the ZEV credit obligation, which may only be satisfied with credit generated from ZEVs.

.

(H) Failure to Meet Requirement for Production of ZEVs. A manufacturer that, after electing the alternative requirements in sectionsubdivision C.2.2(b) for any model year from 2009 through 2011, fails to meet the requirement in sectionsubdivision C.2.2(b)(1)(B) by the end of the 2011 model y ear, shall be treated as subject to the primary requirements in sectionsubdivisi on C.2.1(a) for the 2009 through 2011 model

years.

(I) Rounding Convention. The number of ZEVs needed for a manufacturer under sectionsubdivision C.2.2(b)(1)(B) s hall be rounded to the nearest whole number.

(2) Compliance With Percentage ZEV Requirements. In the 2009 through 2011 model years, a manufacturer electing the alternative compliance requirements in a given model year must meet at least 45 perc ent of its ZEV requirement for that model year with ZEVs, AT PZEVs, or Enhanced AT PZEVsTZEVs, or credits generated from such vehicles. ZEV credits generated for co mpliance with the alternative requirements during any given model year will be applied to the 45 percent which may be met with ZEVs, AT PZEVs, Enhanced AT PZEVsTZEVs, or credits generated from such vehicles,

but not PZEVs. The remainder of the m anufacturer’s ZEV requirement may be met using PZEVs or credits generated from such vehicles.

(3) Sunset of Alternative Requirements After the 2011 Model Year. The alternative requirements in sectionsubdivision C.2.2(b) are not available after the 2011 model year.

(c) Election of the Primary or Alter native Requirements for Large Volume

Manufacturers. A manufacturer shall be subject to the primary ZEV requirements for the 2009 model year unless it notifies the Execut ive Officer in writing prior to the start of the 2009 model year that it is electing to be subject to the alternative compliance requirements for that model year. Thereafte r, a manufacturer shall be subject to the same compliance option as applied in the prev ious model year unless it notifies the Executive Officer in writing prior to the start of a new model year that it is electing to switch to the other compliance option fo r that new model year. However, a manufacturer that has previously elected t he primary ZEV requirements for one or more of the 2009 through 2011 model years may prior to the end of the 2011 model year elect the alternative compliance requirements fo r the 2009 through 2011 model years upon aC-5
Final Regulation Order Part 2 Date of Hearing: January 26-27, 2012 Amended: March 22, 2012 demonstration that it has complied with all of the applicable requirements for that period in sectionsubdivision C.2.2(b)(1)(B).

(d) Requirements for Large Volume Manufacturers in Model Years 2012 through 2017.

(1) 2012 through 2014 Requirements. On an annual basis, aA manufacturer must meet the total ZEV obligation with ZEVs or ZEV credits generated by such vehicles, excluding credits generated by NEVs and Type 0 ZEVs, equal to at least 0.79% of its annual sales, using either production volume determination method described in sectionsubdivision C.2.1(b) No more than 50% of the total obligation may be met with credits generated from PZEVs, No more than 75% of the total obligation may be met with credits generated from AT PZEVs. No more than 93.4% may be met with Enhanced AT PZEVs, Type 0 ZEVs, and NEVs, other than limits described in sectionsubdivision C.7.6. The entire requi rement obligation may be met solely with credits generated from ZEVs.

(2) 2015 through 2017 Requirements. On an annual basis, aA manufacturer must meet its ZEV obligation with ZEVs or ZEV credits generated by such vehicles, excluding credits generated by NEVs and Type 0 ZEVs, equal to at least 3% of its annual sales, using either production vo lume determination method described in sectionsubdivision C.2.1(b). No more than 42.8% of the total obligation may be met with credits generated from PZEVs. No more than 57.1% of the total obligation may be met with credits generated from AT PZEVs. No more than 78.5% may be met with Enhanced AT PZEVs credits generated from TZEVs, Type 0 ZEVs, and NEVs, other

than limits described in sectionsubdivision C.7. 6. The entire requirement obligation may be met solely with credits generated from ZEVs.

(3) The following table enumerates a manufacturer’s annual percentage obligation for the 2012 though 2017 model year s if the manufacturer produces the minimum number of credits required to meet its ZEV obligation and the maximum percentage for the Enhanced AT PZEV, AT PZEV, and PZEV categories.

Years Total ZEV

Percent Requirement Minimum
ZEV floor Enhanced

AT PZEVs

TZEVs, Type 0s,or

NEVs AT PZEVs PZEVs

2012 – 2014 12 0..79 2.21 3.0 6.0

2015 – 2017 14 3.0 3.0 2.0 6.0

(4) Use of Additional Credits for Transportation Systems. Any additional credits for transportation systems generat ed from ZEVs in accordance with sectionsubdivision C.7.5 may be used to meet up to one tenth of the portion of the ZEV obligation which must be met with ZEVs, s pecified in sectionsubdivision C.2.2(d)(1).C-6
Final Regulation Order Part 2 Date of Hearing: January 26-27, 2012 Amended: March 22, 2012 (e) [Reserved] Requirements for Large Volu me Manufacturers in Model Year 2018 and Subsequent. In the 2018 and subsequent model years, a manufacturer must meet a ZEV total percent requirement of 16 percent. The maximum portion of a manufacturer’s percentage ZEV requirement that may be satisfied by PZEVs that are not Enhanced AT PZEVs or AT PZEVs, or credi ts generated by such vehicles, is limited to 6 percent of the manufacturer’s applicabl e California PC, LDT1, and LDT2 production volume; Enhanced AT PZEVs and AT PZEVs or credits generated by such vehicles may be used either alone or in combinat ion, to meet up to one-half of the manufacturer’s remaining ZEV requirement.

2.3 Requirements for Intermediate Volume Manufacturers. In For 2009 and through 2017subsequent model years, an in termediate volume manufacturer may meet its ZEV requirement with up to 100 perc ent PZEVs or credits generated by such vehicles. For 2015 through 2017 model y ears, the overall credit percentage requirement for an intermediate volume manufacturer will be 12% instead of 14%.

2.4 Requirements for Small Volume Manufacturers and Independent Low

Volume Manufacturers. A small volume manufacturer or an independent low volume manufacturer is not required to meet the percentage ZEV requirements. However, a small volume manufacturer or an independent low volume manufacturer may earn and market credits for the ZEVs, TZEVs, AT PZEVs, or PZEVs it produces and delivers for

sale in California.

2.5 [Reserved] Counting ZEVs and PZEVs in Fleet Average NMOG

Calculations . For purposes of calculating a manufacturer’s fleet average NMOG value and NMOG credits under sections 1961(b) and (c), title 13, CCR, a vehicle certified as a ZEV is counted as one ZEV, and a PZEV is counted as one SULEV certified to the 150,000 mile standards, regardless of any ZEV or PZEV multipliers.

2.6 [Reserved]

2.7 Changes in Small Volume, Independent Low Volume, and

Intermediate Volume Manufacturer Status.

(a) Increases in California Production Volume. In 2009 and subsequent through 2017 model years, if a small volume m anufacturer’s average California production volume exceeds 4,500 units of new PCs, LDTs, and MDVs based on the average number of vehicles produced and delivered for sa le for the three previous consecutive model years, or if an independent low vo lume manufacturer’s average California production volume exceeds 10,000 units of new PCs, LDTs, and MDVs based on the average number of vehicles produced and deliv ered for sale for the three previous consecutive model years, the manufactu rer shall no longer be treated as a small volume, or independent low volume manufacturer, as applicable, and shall comply with the ZEV requirements for intermediate volu me manufacturers, as applicable, beginning with the sixth model year after the last of the three consecutive model years.C-7
Final Regulation Order Part 2 Date of Hearing: January 26-27, 2012 Amended: March 22, 2012 If an intermediate volume manufacturer’ s average California production volume exceeds 60,000 units of new PCs, LDTs, and MDVs based on the average number of vehicles produced and delivered for sale for t he three previous consecutive model years (i.e., total production volume exceeds 180,000 vehicles in a three year period), the manufacturer shall no longer be treated as an intermediate volume manufacturer and shall, beginning with the sixth model year afte r the last of the three consecutive model years, or in model year 2018 (whichever occu rs first), comply with all ZEV requirements for large volume manufacturers

Requirements will begin in the sixth m odel year, or in model year 2018 (whichever occurs first) when a manufactu rer ceases to be an intermediate volume manufacturer in 2003 or subsequent years due to the aggregation requirements in majority ownership situation.

(b) Decreases in California Production Volume. If a manufacturer’s average California production volume falls below 4,500, 10,000 or 60,000 units of new PCs, LDTs, and MDVs, as applicable, based on t he average number of vehicles produced and delivered for sale for the three previous consecutive model years, the manufacturer shall be treated as a small volume, independent low volume, or intermediate volume manufacturer, as applicable, and shall be s ubject to the requirements for a small volume, independent low volume, or intermediate volume manufacturer beginning with the next model year.

(c) Calculating California Production Volume in Change of Ownership Situations. Where a manufacturer experiences a change in ownership in a particular model year, the change will affect application of the aggr egation requirements on the manufacturer starting with the next model year. When a manufacturer is simultaneously producing two model years of vehicles at the time of a change of ownership, the basis of determining next model year must be the earlie r model year. The manufacturer’s small, independent low, or intermediate volume manuf acturer status for the next model year shall be based on the average California produc tion volume in the three previous consecutive model years of those manufac turers whose production volumes must be aggregated for that next model year. For ex ample, where a change of ownership during the 2010 calendar year occurs and the manuf acturer is producing both 2010 and 2011 model year vehicles results in a requirement that the production volume of Manufacturer A be aggregated with the production volume of M anufacturer B, Manufacturer A’s status for the 2011 model year will be based on the production volumes of Manufacturers A and B in the 2008-2010 model years. Where the production volume of Manufacturer A must be aggregated with the production volumes of Manufacturers B and C for the 2010 model year, and during that model year a change in ownership eliminates the requirement that Manufacturer B’s producti on volume be aggregated with Manufacturer A’s, Manufacturer A’s status for the 2011 model year will be based on the production
volumes of Manufacturers A and C in the 2008- 2010 model years. In either case, the lead time provisions in sectionsubdivisions C2.7(a) and (b) will apply.C-8
Final Regulation Order Part 2 Date of Hearing: January 26-27, 2012 Amended: March 22, 2012 3. Partial ZEV Allowance Vehicles (PZEVs).

3.1 Introduction

. This sectionsubdivisions C.3 sets forth the criteria for identifying vehicles delivered for sale in Calif ornia as PZEVs. A PZEV is a vehicle that cannot be certified as a ZEV but qualifies fo r a PZEV allowance of at least 0.2.

3.2 Baseline PZEV Allowance

. In order for a vehicle to be eligible to receive a PZEV allowance, the manufacturer must demonstrate compliance with all of the following requirements. A qualifying vehicl e will receive a baseline PZEV allowance of

0.2.

(a) SULEV Standards. For 2009 through 2013 model years, Ccertify the vehicle to the 150,000-mile SULEV exhaust emission standards for PCs and LDTs in sectionsubdivision 1961(a)(1), title 13, CCR. Bi -fuel, fuel-flexible and dual-fuel vehicles must certify to the applicable 150,000-m ile SULEV exhaust emission standards when operating on both fuels. For 2014 through 2017 m odel years, certify the vehicle to the 150,000-mile SULEV 20 or 30 exhaust emission standards for PCs and LDTs in subdivision 1961.2(a)(1). Bi-fuel, fuel flexible and dual-fuel vehicles must certify to the applicable 150,000-mile SULEV 20 or 30 exhaus t emission standards when operating on both fuels;

(b) Evaporative Emissions. For 2009 through 2014 model years, Ccertify the vehicle to the evaporative emission standards in sectionsubdivision 1976(b)(1)(E), title 13, CCR (zero-fuel evaporative emissions standards). For 2014 through 2017 model years, certify the vehicle to the ev aporative emission standards in subdivision 1976(b)(1)(G) or subdivision 1976(b)(1)(E);

(c) OBD. Certify that the vehicle will meet the applicable on-board diagnostic requirements in sections 1968.1 or 1968.2, title 13, CCR, as applicable, for 150,000 miles; and

(d) Extended Warranty. Extend the performance and defects warranty period set forth in sectionssubdivisions 2037(b)(2) and 2038(b)(2) to 15 years or 150,000 miles, whichever occurs first, except that the time period is to be 10 years for a zero emission energy storage device used for traction power (such as a battery, ultracapacitor, or other electric storage device).

3.3 Zero-Emission VMT PZEV Allowance

.

(a) Calculation of Zero Emission VMT Allowance. A vehicle that meets the requirements of sectionsubdivision C.3.2 and has zero-emission vehicle miles traveled (“VMT”) capability will generate an additional zero emission VMT PZEV allowance,

calculated as follows:C-9
Final Regulation Order Part 2 Date of Hearing: January 26-27, 2012 Amended: March 22, 2012 Range Zero-emission VMT Allowance

EAER u < 10 miles 0.0

EAER u ≥ 10 miles to 40 miles

and

R cda = 10 miles to 40 miles EAER u x (1 – UF Rcda )/11.028

R cda EAER u > 40 miles EAER u40 / 29.63 (EAER u40 ) x [1 – (UF 40 *R cda /EAER
u )]/

11.028

Where,

UF 40 = utility factor at 40 miles

EAER u40 = 40 miles

A vehicle cannot generate more than 1.39 zero-emission VMT PZEV

allowance.

The urban equivalent all-electric range (EAER
u ) and urban charge depleting depletion actual range actual (urban cycle) (R cda ) shall be determined in accordance with section F.12G.5.4 and F.5.5G.11.9, respectively, of these test procedures. The utility Factor (UF) based on the charge depleti ng actual range (urban cycle) (R cda ) shall be determined according to Section 4.5.2 Equat ion 6 and the “Fleet UF” Utility Factor Equation Coefficients in Section 4.5. 2, Table 3 of SAE J2841 March 2009.

(b) Alternative Procedures. As an alternative to determining the zeroemission VMT allowance in accordance with the preceding se ction C.3.3(a), a manufacturer may submit for Executive Offi cer approval an alternative procedure for determining the zero-emission VMT potential of the vehicle as a percent of total VMT, along with an engineering evaluation that adequat ely substantiates the zero-emission VMT determination. For example, an alter native procedure may provide that a vehicle with zero-emissions of one regulated pollut ant (e.g., NOx) and not another (e.g., NMOG) will qualify for a zero-emission VMT allowance of 1.5.

(c) [RESERVED].

3.4 PZEV Allowance for Advanced ZEV Componentry . A vehicle that meets the requirements of sectionsubdi vision C.3.2 may qualify for an advanced componentry PZEV allowance as provided in this section 3.4.

(a) Use of High Pressure Gaseous Fuel or Hydrogen Storage System. A vehicle equipped with a high pressure gaseous fuel storage system capable of refueling at 3600 pounds per square inch or more and operating exclusively on this gaseous fuel shall qualify for an advanced componentry PZEV allo wance of 0.2. A vehicle capable ofC-10
Final Regulation Order Part 2 Date of Hearing: January 26-27, 2012 Amended: March 22, 2012 operating exclusively on hydrogen stored in a high pressure system capable of refueling at 5000 pounds per square inch or more, stored in nongaseous form, or at cryogenic temperatures, shall instead qualify for an advanced componentry PZEV allowance of

0.3.

(b) Use of a Qualifying HEV Electric Drive System

(1) Classification of HEVs. HEVs qualifying for additional advanced componentry PZEV allowance or allowances that may be used in the AT PZEV category are classified in one of fivefour types of HEVs based on the criteria in the following

table.

Characteristics Type C Type D Type E Type F Type G

Electric Drive System Peak Power Output ≥ 10 kW ≥ 10 kW ≥ 50 kW Zero Emission

VMT allowance; ≥
10 mile

all-electric range (UDDS

drive cycle)range Zero-Emission VMT allowance;

≥ 10 mile all-electric range (US06 drive cycle) range

Traction Drive System Voltage < 60 Volts ≥ 60

Volts ≥ 60

volts ≥ 60 volts ≥ 60 volts

Traction Drive

Boost Yes Yes Yes Yes Yes

Regenerative Braking Yes Yes Yes Yes Yes

Idle Start/Stop Yes Yes Yes Yes Yes

(2) [Reserved].

(3) [Reserved].

(4) [Reserved].Type C HEVs. A PZEV that the manufacturer demonstrates to

the reasonable satisfaction of the Executive Office r meets all of the criteria for a Type C HEV, and that is equipped with an advanced tr action energy storage system – such as lithium ion batteries, nickel metal-hydride ba tteries, ultracapacitors, or other similar systems – with a design lifetim e of at least 10 years, qualifies for an additional advanced componentry allowance of 0.2 in the 2009 through 2011 model years, 0.15 in the 2012 through 2014 model years, and 0.1 in the 2015 and subsequent model years.C-11
Final Regulation Order Part 2 Date of Hearing: January 26-27, 2012 Amended: March 22, 2012 (5) Type D HEVs. A PZEV that the manufacturer demonstrates to the

reasonable satisfaction of the Executive Office r meets all of the criteria for a Type D HEV qualifies for an additional advanced componentry allowance of 0.4 in the 2009 through 2011 model years, 0.35 in the 2012 th rough 2014 model years, and 0.25 in the 2015 and subsequent model year sthrough 2017 model years.

(6) Type E HEVs. A PZEV that the manufacturer demonstrates to the

reasonable satisfaction of the Executive Office r meets all of the criteria for a Type E HEV qualifies for an additional advanced componentry allowance of 0.5 in the 2009 through 2011 model years, 0.45 in the 2012 th rough 2014 model years, and 0.35 in the 2015 and subsequent model year sthrough 2017 model years.

(7) Type F HEVs. A PZEV that the manufacturer demonstrates to the

reasonable satisfaction of the Executive Office r meets all of the criteria for a Type F HEV, including achieving 10 miles or more of all-electric UDDS range, qualifies for an additional advanced componentry allowance of 0.72 in the 2009 through 2011 model years, 0.67 in the 2012 through 2014 m odel years, and 0.57 in the 2015 and subsequent model yearst hrough 2017 model years.

(8) Type G HEVs. A PZEV that the manufacturer demonstrates to the

reasonable satisfaction of the Executive Office r meets all of the criteria for a Type G HEV, including achieving 10 miles or more of all-electric US06 range, qualifies for an additional advanced componentry allowance of 0.95 in the 2009 through 2011 model years, 0.89 in the 2012 through 2014 model years, and 0.78 in the 2015 and subsequent model yearst hrough 2017 model years.

(9) Severability. In the event that all or par t of sectionsubdivision C.3.4(b)(1)- (8) is found invalid, the remainder of thes e standards and test procedures, including the remainder of section C.3.4(b)(1)-(8), remains in full force and effect.

3.5 PZEV Allowance for Low Fuel-Cycle Emissions. A vehicle that makes exclusive use of fuel(s) with very low fuel-cycle emissions shall receive a PZEV

allowance of 0.3. In order to receive t he PZEV low fuel-cycle emissions allowance, a

manufacturer must demonstrate to the Execut ive Officer, using peer-reviewed studies or other relevant information, that NMOG emissi ons associated with the fuel(s) used by the vehicle (on a grams/mile basis) are lower t han or equal to 0.01 grams/mile. Fuel-cycle emissions must be calculated based on near-term production methods and infrastructure assumptions, and the uncerta inty in the results must be quantified.

3.6 Calculation of PZEV Allowance.

(a) Calculation of Combined PZEV Allowance for a Vehicle . The combined PZEV allowance for a qualifying vehicle in a particular model year is the sum of the

PZEV allowances listed in this sections ubdivision C.3.6, multiplied by any PZEV introduction phase-in multiplier listed in secti onsubdivision C.3.7, subject to the cap in sectionsubdivision C.3.6(b).C-12
Final Regulation Order Part 2 Date of Hearing: January 26-27, 2012 Amended: March 22, 2012 (1) Baseline PZEV Allowance. The baseline PZEV allowance of 0.2 for vehicles meeting the criteria in sectionsubdivision C.3.2;

(2) Zero Emission VMT PZEV Allowance. The zero-emission VMT PZEV allowance, if any, determined in acco rdance with sectionsubdivision C.3.3.;

(3) Advanced ZEV Componentry PZEV Allowance. The advanced ZEV componentry PZEV allowance, if any, determi ned in accordance with sectionsubdivision C.3.4; and

(4) Fuel-cycle Emissions PZEV Allowance. The fuel-cycle emissions PZEV allowance, if any, determined in acco rdance with sectionsubdivision C.3.5.

(b) Caps on the Value of an AT PZEV Allowance.

(1) Cap for 2009 and Subsequentthrough 2017 Model-Year Vehicles. The maximum value an AT PZEV may earn before phase-in multipliers, including the baseline PZEV allowance, is 3.0.

(2) [Reserved].

3.7 PZEV Multipliers

(a) [Reserved].

(b) Introduction Phase-In Multiplier for PZEVs That Earn a Zero Emission

VMT Allowance . Each 2009 through 2011 model year PZEV that earns a zeroemission VMT allowance under section C.3.3 and is sold to a California motorist or is leased for three or more years to a Califor nia motorist who is given the option to purchase or re-lease the vehicle for two years or more at the end of the first lease term, qualifies for a phase-in multiplier of 1.25. This subdivision C.3.7(b) multiplier will no longer be available after model year 2011.

4. Qualification for ZEV Multipliers and Credits.

4.1 [Reserved].

4.2 [Reserved].

4.3 [Reserved].

4.4 ZEV Credits for 2009 through 2017and Subsequent Model Years

ZEVs.

(a) ZEV Tiers for Credit Calculations . ZEV cCredits from a particular ZEV areC-13
Final Regulation Order Part 2 Date of Hearing: January 26-27, 2012 Amended: March 22, 2012 based on the assignment of a given ZEV into one of the following eight ZEV tiers:

ZEV Tier UDDS ZEV Range (miles) Fast Refueling Capability

NEV No minimum N/A

Type 0 < 50 N/A

Type I ≥ 50, <75 N/A

Type I.5 ≥ 75, <100 N/A

Type II ≥ 100 N/A

Type III ≥ 100 Must be capable of replacing 95 miles (UDDS ZEV range)

in ≤ 10 minutes per section C.4.4(b)

≥ 200 N/A

Type IV ≥ 200 Must be capable of replacing 190 miles (UDDS ZEV range) in ≤ 15 minutes per section C.4.4(b)

Type V ≥ 300 Must be capable of replacing 285 miles (UDDS ZEV range) in ≤ 15 minutes per section C.4.4(b)

Type I.5x and Type IIx vehicles are defined in subdivision C.4.5(g) and

C.9.10.

(b) Fast Refueling . The “fast refueling capability” requirement for a 2009 and subsequentthrough 2017 model year Type III, IV, or V ZEV in sectionsubdivision C.4.4.(a) will be considered met if the Type III ZEV has the capability to accumulate at least 95 miles of UDDS range in 10 minutes or less and the Type IV or V ZEV has the capability to accumulate at least 190 or 285 miles, respectively, in 15 minutes or less. For ZEVs that utilize more than one ZEV fuel, such as plug-in fuel cell vehicles, the Executive Officer may choose to waive these sectionsubdivision C.4.4.(b) fast fueling requirements and base the amount of credi t earned on UDDS ZEV range, as specified in sectionsubdivision C.4.4.(a).

(c) ZEV Credits for 2009 and Subsequent through 2017 Model-Year ZEVs. A 2009 and subsequentthrough 2017 model-year ZEV, other than a NEV or Type 0, earns 1 ZEV credit when it is produced and deliver ed for sale in California. A 2009 and subsequentthrough 2017 model-year ZEV earns additional credits based on the earliest year in which the ZEV is placed in service (not earlier than the ZEV’s model year). The vehicle must be delivered for sale and placed in service in a Section 177 state or in

California in order to earn the total credi t amount. The total credit amount will be earned in the state (i.e. California or a Section 177 st ate) in which the vehicle was delivered forC-14
Final Regulation Order Part 2 Date of Hearing: January 26-27, 2012 Amended: March 22, 2012 sale. The following table identifies the total credits that a ZEV in each of the eight ZEV tiers will earn, including the credi t not contingent on placement in service, if it is placed in service in the specified calendar year or by June 30 after the end of the specified calendar year. A vehicle is not eligible to re ceive credits if it is placed in service after December 31, five calendar years after the m odel year. For example, if a vehicle is produced in 2012, but does not get placed unt il January 1, 2018, the vehicle would no longer be eligible for ZEV credits.



### Total Credit Earned by ZEV Type and Model Year for Production and Delivery for Sale and for Placement

Tier Calendar Year in Which ZEV is Placed in Service

2009-20171 2012 - 20172018+

NEV 0.30 0.30

Type 0 1 1

Type I 2 2

Type I.5 2.5 2.5

Type I.5x n/a 2.5

Type II 3 3

Type IIx n/a 3

Type III 4 34

Type IV 5 35

Type V 7 32012-2014: 7

2015-2017: 9

(d) Multiplier for Certain ZEVs

. 2009 through 2011 model-year ZEVs, excluding NEVs or Type 0 ZEVs, shall qualify for a multiplier of 1.25 if it is either sold to a motorist or is leased for three or more y ears to a motorist who is given the option to purchase or re-lease the vehicle for two years or more at the end of the first lease term. This subdivision C.4.4(d) multiplier will no longer be available after model year 2011.

(e) Counting Specified ZEVs Placed in a Section 177 State and in California.

(1) Provisions for 2009 Model Year.C-15
Final Regulation Order Part 2 Date of Hearing: January 26-27, 2012 Amended: March 22, 2012 (A) Large volume manufacturers and intermediate volume manufacturers with credits earned from ZEVs, excluding NEVs and Ty pe 0 ZEVs, that are either certified to the California ZEV standards or approv ed as part of an advanced technology demonstration program and are placed in se rvice in a section 177 state, may be counted towards compliance with the Calif ornia percentage ZEV requirements in sectionsubdivision C.2, including the requirement s in sectionsubdivision C.2.2(b), as if they were delivered for sale and placed in service in California.

(B) Large volume manufacturers and intermediate volume manufacturers with credits earned from ZEVs, excluding NEVs and Type 0 ZEVs that are certified to the California ZEV standards or approved as par t of an advanced technology demonstration program and are placed in service in Ca lifornia may be counted towards compliance with the percentage ZEV requi rements of anyall section 177 state, including requirements based on sect ionsubdivision C.2.2(B).

(2) Provisions for 2010 and Subsequent Model Years. Large volume
manufacturers and intermediate volume m anufacturers with credits earned from Specified model year ZEVs, including Ty pe I.5xs and Type IIxs, and excluding NEVs and Type 0 ZEVs, that are either certified to the California ZEV standards applicable for the ZEV’s model year or approved as par t of an advanced technology demonstration program and are placed in service in Californi a or in a section 177 state may be counted towards compliance in California and in a ll section 177 states, with the percentage ZEV requirements in sectionsubdivision C.2, provi ded that the credits are multiplied by the ratio of an LVM’smanufacturer’s applicable production volume for a model year, as specified in sectionsubdivision C.2.1(b) in the state receiving credit to the LVM’smanufacturer’s applicable production volume (hereafter, “proportional value”), as specified in sectionsubdivision C.2.1(b) for t he same model year in California. Credits generated in a section 177 state will be earned at the proportional value in the section 177 state, and earned in California at the fu ll value specified in sectionsubdivision C.4.5(d) However, credits generated by 2010 and 2011 model-year vehicles produced, delivered for sale, and placed in service, or as part of an advanced technology demonstration program in Calif ornia to meet any section 177 state’s requirements that implement sectionsubdivision C.2.2(b) r equirements are exempt from proportional value, with the maximum number of credits allowed to be counted towards compliance in a section 177 state being limited to t he number of credits needed to satisfy a manufacturer’s section 177 state’s require ments to implement sectionsubdivision C.2.2(b)(1)(B). The table below specifie s the qualifying model years for each ZEV type that may be counted towards compliance in all section 177 states.

Vehicle Type Model Years:

Type I, I.5, or II ZEV 2009 – 20142017

Type III, IV, or V ZEV 2009 – 2017

Type I.5x or Type IIx 2012 – 2017

(3) Optional Section 177 State Compliance Path. Large volumeC-16
Final Regulation Order Part 2 Date of Hearing: January 26-27, 2012 Amended: March 22, 2012 manufacturers and intermediate volume manufac turers that choose to elect the optional section 177 state compliance path must notif y the Executive Officer and each section 177 state in writing no later than September 1, 2014.

(A) Additional 2016 and 2017 Model Year ZEV Requirements. Large volume
manufacturers and intermediate volume manufac turers that elect the optional section 177 state compliance path must generat e additional 2012 through 2017 model year ZEV credits, including no more than 50% Ty pe 1.5x and Type IIx vehicle credits and excluding all NEV and Type 0 ZEV credits, in each section 177 state equal to the following percentages of their sales volume determined under subdivision C.4.5(e)(3)(A)1.:

Model

Years Additional Section 177 State ZEV Requirements

2016 0.75%

2017 1.50%

Subdivision C.4.5(e)(2) shall not apply to any ZEV credits used to meet a

manufacturer’s additional 2016 and 2017 model year ZEV requirements under this subdivision C.4.5(e)(3)(A). ZEVs produced to meet a manufacturer’s additional 2016 and 2017 model year ZEV requirements under th is subdivision C.4.5(e)(3)(A) must be placed in service in the section 177 states no later than June 30, 2018.

1. Trading and Transferring ZEV Credits within the West Region Pool and East Region Pool. Manufacturers may trade or transfer specified model year ZEV credits used to meet the same model year requirements in subdi vision C.4.5(e)(3)(C), within the West Region pool, and will incur no premium on their credit values. For example, for a manufacturer to make up a 2016 model year shortfall of 100 credits in State X, the manufacturer may transfer 100 (2016 model year) ZEV credits, fr om State Y, within the West Region pool. Manufacturers may trade or transfer specified model year ZEV credits, used to meet t he same model year requirements in subdivision C.4.5(e)(3)(C), within the East Region pool, and will incur no premium on their credit values. For example, for a manufacturer to make up a 2016 model year shortfall of 100 credits in State W, the manufacturer may transfer 100 (2016 model year) ZEV credits from State Z, withi n the East Region pool.

2. Trading and Transferring ZEV Credits between the West Region Pool and East Region Pool. Manufacturers may trade or transfer specific model year ZEV credits used to meet the same model year requirements in subdi vision C.4.5(e)(3)(C) between the West Region pool and the East Region pool; however, any credits traded or transferred will incur a premiu m of 30% of their value. For example, in order for a manufacturer to make up a 2016 model yearC-17
Final Regulation Order Part 2 Date of Hearing: January 26-27, 2012 Amended: March 22, 2012 shortfall of 100 credits in the West Region Pool, the manufacturer may transfer 130 (2016 model year) ZEV credits from the East Region Pool. No credits may be traded or transferred to the East Region pool or West Region pool fr om a manufacturer’s California ZEV bank, or from the East Region pool or West Region pool to a

manufacturer’s California ZEV bank.

( B) Reduced TZEV Percentages. Large volume manufacturers and

intermediate volume manufacturers that el ect the optional section 177 state compliance path and that fully comply with the additional 2016 and 2017 model year ZEV requirements in this subdivision C.4.5(e)(3)(A ). are allowed to meet TZEV percentages reduced from the allowed TZEV percentages in subdivision C.2.2(d)(2) and (3) in 2015 through 2017 model year in each sect ion 177 state as enumerated below:

Model Year 2015 2016 2017

Existing TZEV Percentage 3.00% 3.00% 3.00%

Section 177 State Adjustment for Optional Compliance Path for TZEVs 75.00% 80.00% 85.00%

New Section 177 State Optional Compliance Path TZEV Percentage 2.25% 2.40% 2.55%

Manufacturers may meet the reduced TZEV percentages above with credits from ZEVs

or credits from TZEVs. These reduced TZ EV percentages also reduce the total ZEV percent requirement, as illustrat ed in subdivision C.4.5(e)(3)(C).

1. Trading and Transferring TZEV Credits within the West Region Pool and East Region Pool

. Manufacturers may trade or transfer specified TZEV credits to meet the same model year subdivision C.4.5(e)(3)(C) percent ages within the West Region pool, and will incur no premium on their credit values. For example, for a manufacturer to make up a 2016 shortfall of 100 credits in State X, the manufacturer may transfer 100 (2016 model year) TZEV credits from State Y, within the West Region pool. Manufacturers may trade or transfer TZEV credits to meet the same model year subdivision C.4.5( e)(3)(C) within the East Region pool, and will incur no premium on their credit values. For example, for a manufacturer to make up a 2016 model year shortfall of 100 credits in State W, the manufacturer may transfer 100 (2016 model year) TZEV credits from State Z, wit hin the East Region pool.

2. Trading and Transferring TZEV Credit between the West Region Pool and East Region Pool. Manufacturers may trade or transfer specified TZEV credits used to meet the same model year percentages in subdivision C.4.5(e)(3)(C) between the WestC-18
Final Regulation Order Part 2 Date of Hearing: January 26-27, 2012 Amended: March 22, 2012 Region pool and the East Region pool; however, any credits transferred will incur a premium of 30% of their value. For example, in order for a manufacturer to make up a 2016 model year

shortfall of 100 credits in the West Region Pool, the manufacturer may transfer 130 (2016 model year) TZEV credits from the East Region Pool. No credits may be traded or transferred to the East Region pool or West Region pool fr om a manufacturer’s California ZEV bank, or from the East Region pool or West Region pool to a

manufacturer’s California ZEV bank.

(C) Total Requirement Percentages. Requirements for the minimum ZEV floor, and allowed percentages for AT PZEVs and PZEVs in subdivision C.2 remain in effect for large and intermediate volume m anufacturers choosing the optional section 177 state compliance path in each section 177 st ate. However, the optional section 177 compliance path requires manufacturers to meet additional ZEV requirements and
allows manufacturers to meet reduc ed TZEV percentages as described above in subdivision C.4.5(e)(3)(A) and (B). The table below enumerates the total annual percentage obligation in each section 177 st ate for the 2015 through 2017 model years if the manufacturer elects the optional section 177 state compliance path and produces the minimum number of credits required to meet its minimum ZEV floor and the maximum percentage allowed to be met with credits from TZEVs, AT PZEVs and

PZEVs.

Years Total ZEV

Percent Requirement for Optional Compliance

Path Minimum

ZEV Floor for Optional Compliance

Path TZEVs for Optional Compliance

Path AT PZEVs (no change) PZEVs (no change)

2015 13.25% 3.00% 2.25% 2.00% 6.00%

2016 14.15% 3.75% 2.40% 2.00% 6.00%

2017 15.05% 4.50% 2.55% 2.00% 6.00%

d . Reporting Requirements. On an annual basis, by May 1st of the calendar year following the close of a model year, each manufacturer that elects the optional section 177 state compliance path sha ll submit, in writing, to the Executive Officer and each section 177 state a report, in cluding an itemized list, that demonstrates the manufacturer has met the requirements of this subdivision C.4.5(e)(3)(C) in each

section 177 state as well as in the East R egion pool and in the West Region pool. The itemized list shall include the following:

i. The manufacturer’s total applicable volume of PCs and LDTs delivered for sale in each section 177 state within the pool, as determined under subdivision C.2.1(b).C-19
Final Regulation Order Part 2 Date of Hearing: January 26-27, 2012 Amended: March 22, 2012 ii. Make, model, vehicle identif ication number, credit earned, and section 177 state where delivery for sale and placement in

service for ZEV occurred to meet the manufacturer’s additional ZEV obligation under subdivision C.4.5(e)(3)(A)

iii. Make, model, vehicle identif ication number, credit earned, and section 177 state where delivery for sale of each TZEV occurred and section 177 state where delivery for sale and placement in service of each ZEV occurred to meet manufacturer’s requirements under subdivision C.4.5(e)(3)(C)

e. Failure to Meet Optional Section 177 State Compliance Path Requirements. A manufacturer that elects the opt ional section 177 state compliance path and does not meet the requirements in subdivision C.4.5(e)(3)(A) by June 30, 2018 in all section 177 states within an applicable pool shall be treated as subject to the total ZEV percentage requirements in section C.2 for the 2015 through 2017 model years in each section 177 state and the pooling provisions in subdivision C.4.5(e)(3)(A) shall not apply. Any transfers of ZEV credits betw een section 177 states will be null and void, and

ZEV credits will return to the section 177 stat e in which the credits were earned. A manufacturer that elects the optional se ction 177 state compliance path and does not meet the percentages in subdi vision C.4.5(e)(3)(B) in a model year or make up their deficit within the specified ti me and with the specified credits allowed by subdivision C.7.7(a) in all section 177 st ates within an applicable pool shall be treated as subject to the ZEV percentage requirements in section C.2 for the 2015 through 2017 model years and the pooling provisions in subdivision C.4.5( e)(3)(B) shall not apply. Any transfers of

TZEV credits between section 177 states will be null and void if a manufacturer fails to comply, and TZEV credits will return to the section 177 state in which the credits were earned. Penalties shall be calculated separ ately by each section 177 state where a manufacturer fails to make up the ZEV def icits by the end of the 2018 model year.

f. The provisions in section C shall apply to a manufacturer electing the optional section 177 state compliance path, ex cept as specifically modified by this subdivision C.4.5(e)(3).

(f) NEV Test Procedures. Beginning in 2010 model year, to be eligible for the

credit amount in sectionsubdivision C.4.4. (c), NEVs must meet the following specifications and requirements in this sectionsubdivision C.4.4(f):

(1) Specifications. A 2010 through 2017and subsequent model-year NEV,

earns credit when it meets all the following specifications:

(A) Acceleration. The vehicle has a 0-20 mph acceleration of 6.0 seconds or less when operating with a payload of 332 pounds and starting with the battery at a 50% state of charge.

(B) Top Speed. The vehicle has a minimum top speed of 20 mph whenC-20
Final Regulation Order Part 2 Date of Hearing: January 26-27, 2012 Amended: March 22, 2012 operating with a payload of 332 pounds and starti ng with the battery at a 50% state of charge. The vehicle’s top speed shall not exceed 25 mph when tested in accordance with 49 CFR 571.500 (68 FR 43972, July 25, 2003).

(C) Constant Speed Range. The vehicle has a minimum 25 mile range when operating at constant top speed with a payload of 332 pounds and starting with the battery at 100% state of charge.

(2) Battery Requirement . A qualifying NEV must be equipped with sealed,

maintenance-free batteries.

(3) Warranty Requirement . A 2010 through 2017and subsequent model year NEV drive train, including battery packs, must be covered for a period of at least 24

months. At least The first 6 months of the first 12 months of the NEV warranty period must be covered by a full warranty; the rema inder of the first 12 months and all of the second 12 months of the remaining wa rranty period may be optional extended warranties (available for purchase) and may be prorated. If the extended warranty is prorated, the percentage of the battery pack's original value to be covered or refunded must be at least as high as the percent age of the prorated coverage period still remaining. For the purpose of this comput ation, the age of the battery pack must be expressed in intervals no larger than three months. Alternatively, a manufacturer may cover 50 percent of the original value of the battery pack for the full period of the extended warranty.

(4) Prior to allowance approval, the Executive Officer may request that the manufacturer provide copies of repres entative vehicle and battery warranties.

(5) NEV Charging Requirements. Model year 2014 through 2017 NEVs must meet charging connection standard portion of t he requirements specified in subdivision 1962.3(c)(2).

(g) Type I.5x and Type IIx Vehicles. Beginning in 2012 model year, to be eligible for the credit amount in subdivisi on C.4.4(c), Type I.5x and Type IIx vehicles must meet the following spec ifications and requirements:

(1) PZEV Requirements. Type I.5x and Type IIx vehicles must meet all PZEV requirements, specified in s ubdivision C.3.2 (a) through (d).

(2) Type G Requirements. Type I.5x and Type IIx vehicles must meet the requirements for Type G advanced componentry allowance, specified in subdivision C.3.4(b).

(3) APU Operation. The vehicle’s UDDS range after the APU first starts and enters “charge sustaining hybrid operation” mu st be less than or equal to the vehicle’s UDDS all-electric test range prior to APU start. The vehicle’s APU cannot start under any user-selectable driving mode unless t he energy storage system used for tractionC-21
Final Regulation Order Part 2 Date of Hearing: January 26-27, 2012 Amended: March 22, 2012 power is fully depleted.

(4) Minimum Zero Emission Range Requirements.

Vehicle Category Zero Emission UDDS Range Type I.5x ≥ 75 miles, < 100 miles Type IIx ≥ 100 miles

5. [Reserved]

6. Extended Service Multiplier for 1997-2003 Model-Year ZEVs and

PZEVs With  10 Mile Zero Emission Range. Except in the case of a NEV, an additional ZEV or PZEV multiplier will be earned by the manufacturer of a 1997 through 2003 model-year ZEV, or PZEV with  10 mile zero emission range for each full year it is registered for operation on public roads in California beyond its first three years of service, in the 2009 through 2011 calendar years. For additional years of service starting earlier than April 24, 2003, the m anufacturer will receive 0.1 times the ZEV credit that would be earned by the vehicle if it were leased or sold new in that year, including multipliers, on a year-by-year basis beginning in the fourth year after the vehicle is initially placed in service. For additional years of service starting April 24, 2003 or later, the manufacturer will re ceive 0.2 times the ZEV credit that would be earned by the vehicle if it were leased or so ld new in that year, including multipliers, on a year-by-year basis beginning in the fourth y ear after the vehicle is initially placed in service. The extended service multiplier is reported and earned in the year following each continuous year of service. Additional credit cannot be earned after model year

2011.

7. Generation and Use of ZEV Cred its; Calculation of Penalties

7.1 Introduction. A manufacturer that produces and delivers for sale in California ZEVs or PZEVs in a given m odel year exceeding the manufacturer’s ZEV requirement set forth in sectionsubdivision C.2 shall earn ZEV credits in accordance

with this sectionsubdivision C.7.

7.2 ZEV Credit Calculations.

(a) Credits from ZEVs . For model years 2009 through 2014, Tthe amount of g/mi ZEV credits earned by a manufacturer in a given model year from ZEVs shall be expressed in units of g/mi NMOG, and sha ll be equal to the number of credits from ZEVs produced and delivered for sale in Ca lifornia that the manufacturer applies towards meeting the ZEV requirements for t he model year subtracted from the number of ZEVs produced and delivered for sale in Ca lifornia by the manufacturer in the model year and then multiplied by the NMOG fleet average requirement for PCs and LDT1s, or LDT2s as applicable, for 2009 through 2011 model years , and for PCs and LDT1s for 2012 through 2014 that model years.C-22
Final Regulation Order Part 2 Date of Hearing: January 26-27, 2012 Amended: March 22, 2012 For model years 2015 through 2017, t he amount of credits earned by a manufacturer in a given model year from Z EVs shall be expressed in units of credits, and shall be equal to the number of credits from ZEVs produced and delivered for sale in California that the manufacturer applies to wards meeting the ZEV requirements, or, if applicable, requirements specified under subdi vision C.4.5(e)(3) for the model year

subtracted from the number of ZEV credits produced and delivered for sale in California by the manufacturer in the model year or model years.

(b) Credits from PZEVs. For model years 2009 through 2014, Tthe amount of g/mi ZEV credits from PZEVs earned by a manuf acturer in a given model year shall be expressed in units of g/mi NMOG, and shall be equal to the total number of PZEVs produced and delivered for sale in Californi a that the manufacturer applies towards meeting its ZEV requirement for the model year subtracted from the total number of PZEV allowances from PZEVs produced and delivered for sale in California by the manufacturer in the model year and t hen multiplied by the NMOG fleet average requirement for PCs and LDT1s, or LDT2s as applicable, for 2009 through 2011 model years , and for PCs and LDT1s for 2012 through 2014 that model years.

For model years 2015 through 2017, t he amount of credits earned by a manufacturer in a given model year from PZ EVs shall be expressed in units of credits, and shall be equal to the number of credits fr om PZEVs produced and delivered for sale in California that the manufacturer applies to wards meeting the ZEV requirements, or, if applicable, requirements specified under subdi vision C.4.5(e)(3), for the model year

subtracted from the number of PZEV cr edits produced and delivered for sale in California by the manufacturer in the model year or model years.

(c) Separate Credit Accounts. The number of credits from a manufacturer’s [i] ZEVs, [ii] Type I.5x and Type IIx vehicles, [iiiii] Enhanced AT PZEVsTZEVs, [iiiiv] AT PZEVs, [iv] all other PZEVs, and [vi] N EVs shall each be maintained separately.

(d) Rounding Credits. For model year 2012 through 2014, ZEV credits and

debits shall be rounded to the nearest 1/1000 th only on the final credit and debit totals using the conventional rounding method. For model year 2015 through 2017, ZEV

credits and debits shall be rounded to the nearest 1/100 th only on the final credit and debit totals using the conventional rounding method.

(e) Converting g/mi NMOG ZEV Credit to ZEV Credits

. After model year 2014 compliance, all manufacturer ZEV, Type I.5x and Type IIx, TZEV, AT PZEV, PZEV, and NEV accounts will be converted from g/mi NMOG to credits. Each g/mi NMOG account balance will be divided by 0.035. Starting in model year 2015, credits will no longer be expressed in terms of g/mi credits, but only as credits.

(f) Converting PZEV and AT PZEV Credits after Model Year 2017. After model year 2017 compliance, a manufactu rer’s PZEV and AT PZEV credit accounts will be converted to be used for compliance with r equirements specified in subdivision C.2. For LVMs, PZEV accounts will be discounted 93.25%, and AT PZEV accounts will beC-23
Final Regulation Order Part 2 Date of Hearing: January 26-27, 2012 Amended: March 22, 2012 discounted 75%. For IVMs, PZEV accounts and AT PZEV accounts will be discounted 75%. This will be a one time calculation after model year 2017 compliance is complete.

7.3 ZEV Credits for MDVs and LDTs Other Than LDT1s . ZEVs and PZEVs classified as MDVs or as LDTs other than LDT1s may be counted toward the ZEV requirement for PCs, LDT1s and LDT2s as app licable, and included in the calculation of ZEV credits as specified in this sect ionsubdivision C.4 if the manufacturer so designates.

7.4 ZEV Credits for Advanced Technology Demonstration Programs

.

(a) TZEVs. In model years For 2009 through 2014 model years, ZEVs and Enhanced AT PZEVs, excluding NEVs, TZEVs placed in a California advanced technology demonstration program for a peri od of two or more years, may earn ZEV

credits even if it is not “delivered for sale” or registered with the Ca lifornia Department of Motor Vehicles (DMV). To earn such credi ts, the manufacturer must demonstrate to the

reasonable satisfaction of the Executive Officer that the vehicles will be regularly used in applications appropriate to evaluate issues related to safety, infrastructure, fuel specifications or public education, and that fo r 50 percent or more of the first two years of placement the vehicle will be operated in Calif ornia. Such a vehicle is eligible to

receive the same allowances and credits that it would have earned if placed in service. To determine vehicle credit, the model-year designation for a demonstration vehicle shall be consistent with the model-year desi gnation for conventional vehicles placed in the same timeframe. Manufacturers may ear n credit for as many as 25 vehicles per model, per ZEV state, per year under this sect ion C.7.4. A manufacturer’s vehicles in excess of the 25-vehicle cap will not be elig ible for advanced technology demonstration program credits.

(b) ZEVs. In model years 2009 through 2017, ZEVs, including Type I.5x and IIx vehicles, excluding NEVs and Type 0 ZEVs, placed in a California advanced technology demonstration program for a peri od of two or more years, may earn ZEV

credits even if it is not “delivered for sale ” or registered with the California DMV. To earn such credits, the manufacturer must dem onstrate to the reasonable satisfaction of

the Executive Officer that the vehicles will be regularly used in applications appropriate to evaluate issues related to safety, infr astructure, fuel specifications or public education, and that for 50 percent or more of the first two years of placement the vehicle will be operated in California. Such a vehicle is eligible to receive the same allowances and credits that it would have earned if placed in service. To determine vehicle credit, the model year designation for a demonstrat ion vehicle shall be consistent with the model year designation for conventional vehi cles placed in the same timeframe. Manufacturers may earn credit for as many as 25 vehicles per model, per ZEV state, per year under this subdivision C.7.4. A m anufacturer’s vehicles in excess of the 25- vehicle cap will not be eligible for advanced technology demonstration program credits.C-24
Final Regulation Order Part 2 Date of Hearing: January 26-27, 2012 Amended: March 22, 2012 7.5 ZEV Credits for Transportation Systems

.

(a) General. In model years 2009 through 2011, a ZEV placed, for two or more years, as part of a transportation system may earn additional ZEV credits, which may be used in the same manner as other credi ts earned by vehicles of that category, except as provided in subdivision C. 7.5(c) below. In model years 201209 and subsequent through 2017, a ZEV, Type I.5x and Type IIx vehicles, or TZEV placed, for two or more years, as part of a transpor tation system may earn additional ZEV credits, which may be used in the same manner as ot her credits earned by vehicles of that category, except as provided in subdi vision C.4.5(e)(2) and as provided in sectionsubdivision C.7.5(c) below. In m odel years 2009 through 2011, an Enhanced AT PZEV, AT PZEV or PZEV placed as part of a transportation system may earn additional ZEV credits, which may be used in the same manner as other credits earned by vehicles of that category, except as provi ded in sectionsubdivision C.7.5(c) below. A NEV is not eligible to earn credit for trans portation systems. To earn such credits, the
manufacturer must demonstrate to the reas onable satisfaction of the Executive Officer that the vehicle will be used as a part of a pr oject that uses an innovative transportation system as described in sectionsubdivision C.7.5(b) below.

(b) Credits Earned. In order to earn additional credit under this section C.7.5, a project must at a minimum demonstrate [i ] shared use of ZEVs Type I.5x and Type IIx vehicles, Enhanced AT PZEVsTZEV, AT PZEVs or PZEVs, and [ii] the application of “intelligent” new technologies such as re servation management, card systems, depot management, location management, charge billi ng and real-time wireless information systems. If, in addition to factors [i] and [ii] above, a project also features linkage to transit, the project may receive further additi onal credit. For ZEVs only, not including NEVs, a project that features linkage to transit, such as dedicated parking and charging facilities at transit stations, but does not demonstrate shared use or the application of intelligent new technologies, may also receiv e additional credit for linkage to transit. The maximum credit awarded per vehicle shall be determined by the Executive Officer, based upon an application submitted by the manufacturer and, if appropriate, the project manager. The maximum credit aw arded shall not exceed the following:C-25
Final Regulation Order Part 2 Date of Hearing: January 26-27, 2012 Amended: March 22, 2012 Type of

Vehicle Model Year Shared Use, Intelligence Linkage to

Transit
PZEV through 2011 2 1
AT PZEV through 2011 4 2

Enhanced AT

PZEV 2009 through 2011 4 2

ZEV 2009 through 2011 6 3

Enhanced AT

PZEV

TZEV 2012 and subsequentthroug

h 2017 10.5 10.5

ZEV and Type I.5x and Type

IIx vehicles 2012 and subsequentthroug

h 2017 20.75 10.75

(c) Cap on Use of Credits.

(1) ZEVs. Credits earned or allocated by ZEVs ZEVs or Type I.5x and Type IIx vehicles pursuant to this sections ubdivision C.7.5, not including all credits earned by the vehicle itself, may be used to satisfy up to one-tenth of a manufacturer’s ZEV obligation in any given model year, and may be used to satisfy up to one-tenth of a manufacturer’s ZEV obligation which must be met with ZEVs, as specified in sectionsubdivision C.2.2(d)(3).

(2) Enhanced AT PZEVsTZEVs . Credits earned or allocated by Enhanced AT PZEVsTZEVs pursuant to this sectionsubdivisi on C.7.5, not including all credits earned by the vehicle itself, may be used to sati sfy up to one-tenth of a manufacturer’s ZEV obligation in any given model year, or, if applicable, requirements specified under subdivision 4.5(e)(3), but may only be used in the same manner as other credits earned by vehicles of that category.

(3) AT PZEVs. Credits earned or allocated by AT PZEVs pursuant to this sectionsubdivision C.7.5, not including all cr edits earned by the vehicle itself, may be used to satisfy up to one-twentieth of a manufacturer’s ZEV obligation in any given model year, but may only be used in the same manner as other credits earned by vehicles of that category.

(4) PZEVs. Credits earned or allocated by PZEVs pursuant to this sectionsubdivision C.7.5, not including all cr edits earned by the vehicle itself, may be used to satisfy up to one-fiftieth of the manuf acturer’s ZEV obligation in any given model year, but may only be used in the same manner as other credits earned by vehicles of that category.C-26
Final Regulation Order Part 2 Date of Hearing: January 26-27, 2012 Amended: March 22, 2012 (d) Allocation of Transportation System Credits. Credits shall be assigned by the Executive Officer to the project manager or , in the absence of a separate project manager, to the vehicle manufacturers upon demonstration that a vehicle has been placed in a project for the time specified in subdivision C.7.5(a). Credits shall be allocated to vehicle manufacturers by the Executive Officer in accordance with a recommendation submitted in writing by the project manager and signed by all manufacturers participating in the project, and need not be allocated in direct proportion to the number of vehicles placed. Credits will no longer be allocated for vehicles placed in transportation systems after 2017 model year.

7.6 Use of ZEV Credits . For model years 2009 through 2014, Aa manufacturer may meet the ZEV requirements in any given model year by submitting to
the Executive Officer a commensurate amount of g/mi ZEV credits, consistent with sectionsubdivision C.2. For model years 2015 through 2017, a manufacturer may meet the ZEV requirements in any given model year by submitting to the Executive Officer a commensurate amount of ZEV credits, consist ent with subdivision C.2. Credits in each of the categories may be used to meet the r equirement for that category as well as the requirements for lesser credit earning ZEV categor ies, but shall not be used to meet the requirement for a greater credit earning ZEV category. For example, credits produced from Enhanced AT PZEVsTZEVs may be used to comply with AT PZEV requirements, but not with the portion that must be satisfi ed by ZEVs. These credits may be earned previously by the manufacturer or acquired from another party.

(a) NEVs. Credits earned from NEVs offered for sale or placed in service in model years 2001 through 2005 cannot be used to satisfy more than the percentage limits described in the following table:

Model

Years ZEV Obligation that: Percent limit for NEVs

allowed to meet each Obligation 1 :

2009 –

2011 Must be met with ZEVs 50%

2009
May be met with AT PZEVs but not PZEVs 75%

2010 –

2011 50%

2009 –

2011 May be met with PZEVs No Limit

2012 –

20142017 Must be met with ZEVs 0%

May be met with Enhanced AT

PZEVsTZEVs and AT PZEVs 50%

May be met with PZEVs No Limit

1 If applicable, obligation in this table means r equirements specified under subdivision 4.5(e)(3). Additionally, credits earned from NEVs offered for sale or placed in service in modelC-27
Final Regulation Order Part 2 Date of Hearing: January 26-27, 2012 Amended: March 22, 2012 years 2006 through 2017 or later can be used to meet the percentage limits described in the following table:

Model

Years ZEV Obligation that: Percent Limit for NEVs

allowed to meet each Obligation 1 :

2009 -

2011 May be met through compliance with Primary Requirements No Limit

May be met through compliance with Alternative Requirements, and must be met

with ZEVs 0%

May be met through compliance Alternative Requirements, and may be met with AT

PZEVs or PZEVs No Limit

2012 –

20142017 Must be met with ZEVs 0%

May be met with Enhanced AT PZEVsTZEVs, AT PZEVs, or PZEVs No Limit

1 If applicable, obligation in this table means r equirements specified under subdivision 4.5(e)(3).

This limitation applies to credits earned by the same manufacturer or earned by another manufacturer and acquired.

(b) Carry forward provisions for Large Volume Manufacturers for 2009-2011

Model Years. ZEV cCredits from ZEVs, excluding credits generated from NEVs generated from excess production in model years 2009 through 2011 model yearsand subsequent, including those acquired from another party, may be carried forward and applied to the ZEV minimum floor require ment specified in sectionsubdivisions C.2.2(b)(1)(B) and (d) for two subsequent m odel years. Beginning with the third subsequent model year, those earned ZEV credi ts may no longer be used to satisfy the manufacturer’s percentage ZEV obligation that may only be satisfied by credits from ZEVs, but may be used to satisfy the manuf acturer’s percentage ZEV obligation that may be satisfied by credits from Enhanced AT PZEVsTZEVs, AT PZEVs, or PZEVs. For example, ZEV credit earned in 2010 would retain full flexibility through 2012, after which time that credit could only be used as Enhanced AT PZEVsTZEVs, AT PZEV, or

PZEV credits.

(c) Carry forward provisions for manufacturers other than Large Volume
Manufacturers for 2009-2011 Model Years. ZEV cCredits generated from ZEVs, excluding credits generated from NEVs , from 2009 through 2011and subsequent model year production by manufacturers that ar e not large volume manufacturers may be carried forward by the manufacturer produci ng the ZEV credit until the manufacturer becomes subject to the large volume manuf acturer requirements, after the transition period permitted in sectionsubdivision C.2.7( a). When subject to the large volumeC-28
Final Regulation Order Part 2 Date of Hearing: January 26-27, 2012 Amended: March 22, 2012 manufacturer requirements, a manufacturer must comply with the provisions of sectionsubdivision C.7.6(b).

ZEV cCredits traded by a manufacturer other than a large volume manufacturer to any other manufacturer, including a large vo lume manufacturer, are subject to sectionsubdivision C.7.6(b), beginning in the model year in which they were produced (e.g., a 2009 model year ZEV credit traded in calendar year 2010 can only be applied towards the portion of the manufacturer’s requirement that must be met with ZEVs through model year 2011; beginning in model year 2012, the credit can only be applied to the portion of the manufacturer’s requi rement that may be met with Enhanced AT PZEVsTZEVs, AT PZEVs, or PZEVs).

(d) Type I.5x and Type IIx vehicles. Credits earned from Type I.5x and Type IIx vehicles offered for sale or placed in se rvice may meet up to 50% of the portion of a manufacturer’s requirement that mu st be met with credits from ZEVs.

7.7 Requirement to Make Up a ZEV Deficit

. (a) General . A manufacturer that produces and delivers for sale in California fewer ZEVs than required in a giv en model year shall make up the deficit by the end of the third model year by submi tting to the Executive Officer a commensurate amount of g/mi ZEV credits generated by Z EVs, for model year 2009 through 2014, and

the commensurate amount of cr edits generated by ZEVs for model year 2015 through 2017. The amount of g/mi ZEV credits requir ed to be submitted shall be calculated by [i] adding the number of credits from ZEVs produced and delivered for sale in California by the manufacturer for the model year to the number of ZEV allowances from partial ZEV allowance vehicles produced and delivered for sale in California by the manufacturer for the model year (for a lar ge volume manufacturer, not to exceed that permitted under sectionsubdivision C.2.1), [ii] s ubtracting that total from the number of ZEVs credits required to be produced and de livered for sale in California by the manufacturer for the model year, and, fo r model year 2009 through 2014 compliance, [iii] multiplying the resulting value by t he fleet average requirements for PCs and LDT1s for the model year in which the deficit is in curred. Credits earned by delivery for sale of Type I.5x and Type IIx vehicles, TZEV, NEV, AT PZEV, and PZEV are not allowed to be used to fulfill a manufacturer’s ZEV deficit; only credits from ZEVs may be used to fulfill

a manufacturer’s ZEV deficit.

7.8 Penalty for Failure to Meet ZEV Requirements. Any manufacturer that fails to produce and deliver for sale in Ca lifornia the required number of ZEVs and submit an appropriate amount of g/mi Z EV credits, for model years 2009 through 2014, and credits for model years 2015 through 2017, and does not make up ZEV deficits within the specified time allowed by secti onsubdivision C.7.7(a) shall be subject to the Health and Safety Code section 43211 civil penalty applicable to a manufacturer that

sells a new motor vehicle that does not m eet the applicable emission standards adopted by the state board. The cause of ac tion shall be deemed to accrue when the ZEV deficits are not balanced by the end of the spec ified time allowed by sectionsubdivisionC-29
Final Regulation Order Part 2 Date of Hearing: January 26-27, 2012 Amended: March 22, 2012 C.7.7(a). For the purposes of Health and Safety Code section 43211, the number of vehicles not meeting the st ate board’s standards shall be t he number of vehicles not meeting the state board’s standar ds shall be equal to the manufacturer’s credit deficit,

rounded to the to the nearest 1/1000 th for model years 2009 through 2014 and rounded

to the nearest 1/100 th for model years 2015 through 2017, calculated according to the following equation, provided that the percentage of a large volume manufacturer’s ZEV requirement for a given model year that ma y be satisfied with PZEV allowance vehicles or credits from such vehicles may not exceed the percentages permitted under sectionsubdivision C.2.1(a):

For 2009 through 2014 model years: (No. of ZEVs credits required to be pr oduced and delivered for sale in California generated for the model year) – (No. of ZEVs produced and delivered for sale in California for the model year) – (No. of ZEV allowances from partial ZEV allowance vehicles produced and delivered for sale in California for the model year) - [(Amount of ZEV credits submitt ed for compliance for the model year) / (the fleet average requirement for PC s and LDT1s for the model year)]

For 2015 through 2017 model years: (No. of credits required to be generated fo r the model year) – (Amount of credits submitted for compliance for the model year)

8. Severability. Each provision of these standards and test procedures is severable, and in the event that any provisi on of these standards and test procedures is held to be invalid, the remainder of the st andards and test procedures remains in full

force and effect.

9. Public Disclosure. Records in the Board’s possession for the vehicles subject to the requirements of section C sha ll be subject to disclosure as public records
as follows:

(a) Each manufacturer’s annual production data and the corresponding credits per vehicle earned for ZEVs (including ZEV type), Enhanced AT PZEVs TZEVs, AT PZEVs, and PZEVs for the 2009 through 2017and subsequent model years; and

(b) Each manufacturer’s annual credit balances for 2010 through 2017 and subsequent years for:

(1) Each type of vehicle: ZEVs (minus NEVs), Type I.5x, and Type IIx vehicles, NEVs, Enhanced AT PZEVsTZEVs, AT PZEVs, and PZEVs; and

(2) Advanced technology demonstration programs; and

(3) Transportation systems; andC-30
Final Regulation Order Part 2 Date of Hearing: January 26-27, 2012 Amended: March 22, 2012 (4) Credits earned under section C.4.4(c) , including credits acquired from, or transferred to another party.D-1
Final Regulation Order Part 2 Date of Hearing: January 26-27, 2012 Amended: March 22, 2012 D. Certification Requirements.

1. Durability and Emission Testing Requirements. All ZEVs, excluding Type I.5x and Type IIx vehicles, are exempt fr om all mileage and service accumulation, durability-data vehicle, and emission-data vehicle testing requirements.

2. Information Requirements: App lication for Certification. Except as noted below, the Part I (40 CFR §86.1843-01(c)) certification application shall include the following:

2.1 Identification and descrip tion of the vehicle(s) co vered by the application.

2.2 Identification of the vehicle weight category to which the vehicle is certifying: PC, LDT 0-3750 lbs. LVW, LD T 3751-5750 lbs. LVW, LDT 3751 lbs. LVW - 8500 lbs. GVW, or MDV (state test weight range), and the curb weight and gross vehicle weight rating of the vehicle.

2.3 Identification and description of t he propulsion system for the vehicle.

2.4 Identification and descrip tion of the climate control system used on the

vehicle.

2.5 Projected number of vehicles produced and delivered for sale in California, and project ed California sales.

2.6 Identification of t he energy usage in kilowatt-hours per mile from: (a) the battery output (DC energy) (to be submitted with the Part II certification application (40 CFR §86.1843-01(d)); (b) the point when electricity is intr oduced from the electrical outlet (AC energy); and (c) the operating range in miles of the vehicle when tested in

accordance with the All-Electric R ange Test set forth in section EF, below. For off-vehicle charge capable hybrid electric vehicles certifying to section FG, the manufacturer shall provide the energy usage in kilowatt hours per mile from the Urban Equivalent AllElectric Range and the Highway Equivalent All-Electric Range.

2.7 For those vehicles that use fuel -fired heaters, the manufacturer shall provide: (a) a description of the control syst em logic of the fuel-fired heater, including an evaluation of the condi tions under which the fuel-fired heater can be operated and an ev aluation of the possible operational modes and conditions under which evaporative emissions can exist;D-2
Final Regulation Order Part 2 Date of Hearing: January 26-27, 2012 Amended: March 22, 2012(b) the exhaust emissions value per mile produced by the auxiliary fuelfired heater operated between 68 o F and 86 o F; and (c) the test plan which describes the procedure used to determine the

mass emissions of the fuel-fired heater.

2.8 All information necessary for proper and safe operation of the vehicle, including information on the safe handling of the battery system, emergency procedures to follow in the event of battery leakage or ot her malfunctions that may affect the safety of the vehicle operator or laboratory personnel.

2.9 Method for determining battery state- of-charge, battery charging capacity and recharging procedures, and any other relevant information as determined by the

Executive Officer.

2.10 Battery specific energy data and calcul ations as specified in section EF.4 of these procedures including the weight of the battery system and the three hour discharge rate (C/3) energy capacity.

2.11 Vehicle and battery break-in period, and the method used to determine them, as specified in sections EF.2 and FG.2 of these test procedures.

2.12 Labeling shall conform with the requi rements specified in section 1965, title 13, CCR and the “California Environmental Performance Label Specifications for 2009 and Subsequent Model Year Passenger Ca rs, Light-Duty Trucks, and MediumDuty Passenger Vehicles” (incorporated by reference therein).

2.13 For a ZEV, extended range HEV or PZ EV that qualifies to receive one or more multipliers under sections C.3 - C.7, t he manufacturer shall provide all information relevant to the vehicle’s qualification for, and the estimated value of, the multiplier(s). The Executive Officer may request additional information needed to appropriately

characterize the vehicle. Based on the s ubmitted information and other relevant data, the Executive Officer shall assign to the vehicle the highest multiplier(s) for which the

manufacturer has demonstrated the v ehicle qualifies at that time.

2.14 When a manufacturer plans to require any scheduled maintenance for a PZEV before 150,000 miles, the manufacturer must submit information demonstrating

the need for each scheduled maintenance item before 150,000 miles, including actual in-use data, engineering evaluation of the durability of the part, or other relevant information. The manufacturer may require such maintenance for a PZEV only upon the Executive Officer’s determination, prior to certification, the manufacturer has

demonstrated the need for the scheduled main tenance; this determination may not unreasonably be denied.

2.15 For off-vehicle charge capable hybrid el ectric vehicles certifying to section F, the manufacturer shall provide the Ur ban Charge Depleting Cycle Range, the Urban Charge Depleting Actual Range, the Char ge Depleting to Charge Sustaining UrbanD-3
Final Regulation Order Part 2 Date of Hearing: January 26-27, 2012 Amended: March 22, 2012 Range, the Highway Charge Depleting Cycl e Range, the Highway Charge Depleting Actual Range, the Charge Depleting to C harge Sustaining Highway Range, the Urban Equivalent All-Electric Range, the Highway Equivalent All-Electric Range, the Urban Electric Range Fraction, and the Hi ghway Electric Range Fraction.

3. ZEV Reporting Requirements. In order to verify the status of each manufacturer’s compliance with the ZEV requi rements for a given calendar year, each manufacturer shall submit a report to the Executive Officer at least annually, by May 1 of the calendar year following the close of t he model year, that identifies the necessary delivery and placement data of all vehicles generating ZEV credits or allowances, and all transfers and acquisitions of ZEV credits. The manufacturer may update the report by September 1 to cover activities occurring between April 1 and June 30. If a manufacturer updates their annual Californi a production numbers in their ZEV report, the annual NMOG production must also be updated.E-1
Final Regulation Order Part 2 Date of Hearing: January 26-27, 2012 Amended: March 22, 2012 E. Determination of NEV Acceleration, Top Speed, and Constant Speed Range

The acceleration and constant speed range for a NEV shall be determined as specified in “Implementation of SAE Standard J1666 May 93: Electric Vehicle Acceleration, Gradeability, and Deceleration Test Procedure, ” ETA-NTP002 Revision 3, February 1, 2008, and “Electric Vehicle Constant S peed Range Tests,” ETA-NTP004 Revision 3, February 1, 2008.F-1
Final Regulation Order Part 2 Date of Hearing: January 26-27, 2012 Amended: March 22, 2012EF. Test Procedures for 2012 through 2017and Subsequent Model ZeroEmission Vehicles (including Fuel Cell Ve hicles and Hybrid Fuel Cell Vehicles) and All 2012 through 2017and Subsequent Mode l Hybrid-Electric Vehicles, Except Off-Vehicle Charge Capable Hybrid Electric Vehicles.

The “as adopted or amended dates” of the 40 CFR Part 86 regulations referenced by this document are the dates i dentified in the “California Exhaust Emission

Standards and Test Procedures for 2001 and Subsequent Model Passenger Cars, Light-Duty Trucks and Medium-Duty Vehicl es.” Unless otherwise noted, these requirements shall apply to all ZEVs (includi ng fuel cell vehicles and hybrid fuel cell vehicles) and all HEVs, except off-vehicl e charge capable HEVs. A manufacturer may elect to certify a 2009, 2010, or 2011 model-y ear zero-emission vehicle or hybrid electric vehicle, except an off-vehicle charge capable hybrid electric vehicle, using this

section EF.

1. Electric Dynamometer. All ZEVs and HEVs must be tested using a 48- inch single roll electric dynamometer meet ing the requirements of 40 CFR Subpart B, §86.108-00(b)(2) [October 22, 1996].

2. Vehicle and Battery Break-In Period. A manufacturer shall use good engineering judgment in determining the proper stabilized emissions mileage test point and report same according to the requi rements of section D.2.11 above.

3. All-Electric Range Test for Ze ro-Emission Vehicles (including Fuel Cell Vehicles and Hybrid Fuel Cell Vehicles). All 2012 and subsequent ZEVs shall be subject to the All-Electric Range Test s pecified below for the purpose of determining the energy efficiency and operat ing range of the ZEV.

3.1 Determination of Urban All-Electric Range for Zero-Emission

Vehicles.

3.1.1 Determination of Urban All-Elect ric Range for Battery Electric

Vehicles.

(a) Cold soak . The vehicle shall be stored at an ambient temperature not less

than 68  F (20  C) and not more than 86  F (30  C) for 12 to 36 hours. During this time, the vehicle’s battery shall be charged to a fu ll state-of-charge. Charge time shall not

exceed soak time.

(b) At the end of the cold soak period, the vehicle shall be placed or pushed, onto a dynamometer and operated through su ccessive Urban Dynamometer Driving Schedules (UDDS), 40 CFR, Part 86, Appendix I [July 13, 2005], which is incorporated herein by reference. A 10-minute soak shall follow each UDDS.F-2
Final Regulation Order Part 2 Date of Hearing: January 26-27, 2012 Amended: March 22, 2012 (c) For vehicles with a maximum speed greater than or equal to the maximum speed on the UDDS, this test sequence shall be repeated until the vehicle is no longer able to maintain either the speed or time tolerances in 40 CFR §86.115-00 (b)(1) and (2) [October 22, 1996], or the manufacture r determines that the test should be terminated for safety reasons, e.g. excessive ly high battery temperature, abnormally low battery voltage, etc.

(d) For vehicles with a maximum speed less than the maximum speed on the UDDS, the vehicle shall be operated at maximum available power (or full throttle) when the vehicle cannot achieve the speed trac e within the speed and time tolerances specified in 40 CFR §86.115-00(b)(1) and (2) [October 22, 1996]. The test shall be terminated when the vehicle speed when operated at maximum available power (or full throttle) falls below 95 percent of the maxi mum speed initially achieved on the UDDS or when the battery state-of-charge is depleted to the lowest level allowed by the manufacturer, or the manufacturer determi nes that the test should be terminated for safety reasons, e.g. excessively high ba ttery temperature, abnormally low battery voltage, etc., whichever occurs first.

3.1.2 Determination of Urban All-Electric Range for Fuel Cell Vehicles and Hybrid Fuel Cell Vehicles.

(a) The urban all-electric range for a fuel cell vehicle and a hybrid fuel cell

vehicle shall be determined in accor dance with SAE J2572. As an option, a manufacturer may elect to determine the urban a ll-electric range for a fuel cell vehicle or a hybrid fuel cell vehicle in accordance with section FE.3.1.1 above.

3.2 Determination of Highway All-El ectric Range for Zero-Emission Vehicles and Range for Fuel Cell Vehicles and Hybrid Fuel Cell Vehicles.

3.2.1 Determination of Highway All-Elect ric Range for Battery Electric

Vehicles.

(a) Cold soak . The vehicle shall be stored at an ambient temperature not less

than 68  F (20  C) and not more than 86  F (30  C) for 12 to 36 hours. During this time, the vehicle’s battery shall be charged to a fu ll state-of-charge. Charge time shall not

exceed soak time.

(b) At the end of the cold soak period, the vehicle shall be either placed or pushed onto a dynamometer and operated through Continuous Highway Test Schedules of the Highway Fuel Economy Driving Schedule (HFEDS).

(c) For vehicles with a maximum speed greater than or equal to the maximum speed on the HFEDS, this test sequence sha ll be repeated until the vehicle is no longer able to maintain either the speed or time tolerances in 40 CFR §86.115-00 (b)(1) and (2) [October 22, 1996], or the manufacture r determines that the test should beF-3
Final Regulation Order Part 2 Date of Hearing: January 26-27, 2012 Amended: March 22, 2012 terminated for safety reasons, e.g. excessive ly high battery temperature, abnormally low battery voltage, etc.

(d) For vehicles with a maximum speed less than the maximum speed on the HFEDS, the vehicle shall be operated at maximu m available power (or full throttle) when the vehicle cannot achieve the speed trac e within the speed and time tolerances specified in 40 CFR §86.115-00(b)(1) and (2) [October 22, 1996]. The test shall be terminated when the vehicle speed when operated at maximum available power (or full throttle) falls below 95 percent of the ma ximum speed initially achieved on the HFEDS or when the battery state-of-charge is deplet ed to the lowest level allowed by the manufacturer, or the manufacturer determi nes that the test should be terminated for safety reasons, e.g. excessively high ba ttery temperature, abnormally low battery voltage, etc., whichever occurs first.

(e) NEVs are exempt from the all-electric range highway test.

3.2.2 Determination of Highway All-Elect ric Range for Fuel Cell Vehicles and Hybrid Fuel Cell Vehicles.

(a) The highway all-electric range for a fuel cell vehicle and a hybrid fuel cell

vehicle shall be determined in accor dance with SAE J2572. As an option, a manufacturer may elect to determine the highway all-electric range for a fuel cell vehicle or a hybrid fuel cell vehicle in a ccordance with section EF.3.2.1 above.

3.3 Recording requirements.

For all battery electric vehicles and hybrid electric vehicles, except offvehicle charge capable hybrid electric vehicles : Once the vehicle is no longer able to maintain the speed and time requirements specified in EF.3.1 or EF.3.2 above, the vehicle shall be brought to an immediate stop and the following data

shall be recorded:

(a) mileage accumulated during the All-Electric Range Test;(b) Net DC energy from the battery that was expended during the AllElectric Range Test (may be reported as the total DC battery energy output and the total DC battery energy input dur ing the All-Electric Range Test); (c) AC energy required to fully charge the battery after the All-Electric Range Test from the point where electricit y is introduced from the electric outlet to the battery charger; (d) DC energy required to fully charge the battery after the All-Electric Range Test from the point where electricit y is introduced from the battery charger to the battery; and (e) Measured AC and DC watt hours and amp hours shall be reported

to the nearest hundredths of a kilowa tt hour and tenths of an amp hour.F-4
Final Regulation Order Part 2 Date of Hearing: January 26-27, 2012 Amended: March 22, 2012 Battery charging shall begin within 1 hour a fter terminating the All-Electric Range

Test.

3.4 Regenerative braking . Regenerative braking systems may be utilized during the range test. The braking level, if adjustable, shall be set according to the manufacturer’s specifications for normal dr iving conditions prior to the commencement of the test. The driving schedule speed and time tolerances specified in EF.3.1 or EF.3.2 shall not be exceeded due to the oper ation of the regenerat ive braking system.

3.5 Measurement Accuracy . For battery electric vehicles, the overall error in voltage and current recording instruments shall be NIST traceable and accurate to ±1%

of the maximum value of the variable (AC/DC volts and amps) being measured. Suggested equipment: amp meter/power meter capable of sampling voltage and current. Voltage and current shall be sampled at a minimum rate of 20 hz.

3.6 Watt Hour Calculation for Battery Electric Vehicles.

DC energy (watt-hours) shall be calculated as follows

DC energy = ∫ v(t) *i(t) dt Where v = vehicle DC main battery pack voltage i = vehicle DC main battery pack current

AC energy (in watt-hours) shall be calculated as follows

AC energy = ∫ v(t) *i(t) dt in watt-hours Where v = AC instantaneous voltage

i = AC instantaneous current

3.7 Charger Requirements for Battery Electric Vehicles.

The standard charging apparatus (or equi valent) normally furnished with or specified for the vehicle shall be used for charging during vehicle testing.

4. Determination of Battery Specific Energy for ZEVs.

Determine the specific energy of batteries used to power a ZEV in accordance with the U.S. Advanced Battery Consortium’s Electric Vehicle Battery Procedure Manual (January 1996), Procedure No. 2, “Constant Curr ent Discharge Test Series,” using the C/3 rate. The weight calculation must refl ect a completely functional battery system as defined in the Appendix of the Manual, incl uding pack(s), required support ancillaries (e.g., thermal management), and electronic controller.

5. Determination of the Emissions of the Fuel-fired Heater for Vehicles

Other Than ZEVs.F-5
Final Regulation Order Part 2 Date of Hearing: January 26-27, 2012 Amended: March 22, 2012 The exhaust emissions result of the f uel-fired heater shall be determined by operating at a maximum heating capac ity with a cold start between 68 o F and 86 o F for a period of 20 minutes and dividing the grams of emissions by 20. The resulting grams per minute shall be multiplied by 3.0 minutes per mile to obtain a grams per mile value.

6. Urban Emission Test Provisions for All Hybrid Electric Vehicles, Except Hybrid Fuel Cell Vehicles and Off-Vehicle Charge Capable Hybrid Electric

Vehicles.

Alternative procedures may be used if s hown to yield equivalent results and if approved in advance by the Executive Offi cer of the Air Resources Board.

6.1 Vehicle Preconditioning.

To be conducted pursuant to the “Calif ornia Evaporative Emission Standards and Test Procedures for 2001 and Subsequent Model Motor Vehicles” with the following supplemental requirements:

6.1.1 For hybrid electric vehicles that do not allow manual activation of the auxiliary power unit, battery state-of-char ge shall be set at a level that causes the hybrid electric vehicle to operate the auxiliary power unit for the maximum possible cumulative amount of time during the preconditioning drive.

6.1.2 For hybrid electric vehicles that allow manual activation of the auxiliary power unit, battery state-of-charge s hall be set at a level that satisfies one of the following conditions:

(i) If the hybrid electric vehicle is charge-sustaining over the UDDS, battery state-of-charge shall be set at the lowest level allowed by

the manufacturer.

(ii) If the hybrid electric vehi cle is charge-depleting over the UDDS, battery state-of-charge shall be set at the level recommended by the manufacturer for activating the auxiliary power unit when operating in urban driving conditions.

6.1.3 After setting battery state-of-charge, the hybrid electric vehicle shall be pushed or towed to a work area for the initial fuel drain and fill according to

section III.D.1.4. of the “California Evaporative Emission Standards and Test Procedures for 2001 and Subsequent Model Motor Vehicles.”

6.1.4 Following the initial fuel drain and fill, the vehicle shall complete an initial soak period of a minimum of 6 hours. After completing the soak period, the vehicle shall be pushed or towed in to position on a dynamometer and preconditioned. If the auxiliary power unit is capable of being manually activated,F-6
Final Regulation Order Part 2 Date of Hearing: January 26-27, 2012 Amended: March 22, 2012 the auxiliary power unit shall be manually activated at the beginning of and operated throughout the pr econditioning drive.

6.1.5 Within five minutes of comp leting preconditioning drive, battery state-of-charge shall be set at a leve l that satisfies one of the following

conditions:

(i) If the hybrid electric vehicle does not allow manual activation of the auxiliary power unit and is c harge-sustaining over the UDDS, then set battery state-of-charge to a level su ch that the SOC criterion in section FG.10 would be satisfied for the dynam ometer procedure (section EF.6.2 of these procedures). If off-vehicle c harging is required to increase battery state-of-charge for proper setting, off- vehicle charging shall occur during the second soak period of 12 to 36 hours.

(ii) If the hybrid electric vehicle does not allow manual activation of the auxiliary power unit and is c harge-depleting over the UDDS, then no battery state-of-charge adjustment is permissible.

(iii) If the hybrid electric vehicle does allow manual activation of the auxiliary power unit, then set batte ry state-of-charge to manufacturer recommended level for activating the auxiliary power unit when the hybrid electric vehicle is operating in urban driving conditions.

6.2 Urban Dynamometer Procedure fo r All Hybrid Electric Vehicles, Except Hybrid Fuel Cell Vehicles and Off-Vehicle Charge Capable Hybrid Electric

Vehicles.

To be conducted pursuant to 40 CF R §86.135-00 [October 22, 1996] with the following revisions. References to §86.110-94 shall mean §86.110-94 as last amended June 30, 1995.

6.2.1 Amend subparagraph (a).

Overview . The dynamometer run shall consist of two tests, a “cold” start test, after a second fuel drain and fill and a 12 to 36 hour soak period performed pursuant to the provisions of the “California Evaporative

Emission Standards and Test Procedur es for 2001 and Subsequent Model

Motor Vehicles” and a “hot” start test following the “cold” start test by 10 minutes. Vehicle startup (with all a ccessories turned off), operation over the UDDS and vehicle shutdown make a complete cold start test. Vehicle startup and operation over the UDDS and vehicle shutdown make a complete hot start test.

For all UDDS tests, the exhaust em issions are diluted with ambient air in the dilution tunnel as shown in Figure B94-5 and Figure B94-6F-7
Final Regulation Order Part 2 Date of Hearing: January 26-27, 2012 Amended: March 22, 2012 (§86.110-94). As an alternative, the bag mini-diluter may be used in-lieu of the constant volume sampling (CVS) method for exhaust emission measurement as described below. A dilution tunnel is not required for testing vehicles waived from the requi rement to measure particulates. Four particulate samples are collect ed on filters for weighing; the first sample plus backup is collected during the cold start test (including shutdown); the second sample plus backup is collected during the hot start test (including shutdown). Part 1065 of the CFR may be used as an optional particulate sampling method. Continuous proportional samples of gaseous emissions are collected for analysis during each test. For hybrid electric vehicles with Otto-cycle auxiliary power units, the composite samples collected in bags are analyzed for THC, CO, CO 2 , CH 4 and NO
x . For hybrid electric vehicles that are not “off-vehicle charge capable,” and are equipped with petroleum-fueled diesel-cycle auxiliary power units (optional for natural gas-fueled, liquefied petroleum gas-fueled, and alcohol-fueled diesel-cycle vehicles), THC is sampled and analyzed continuously pursuant to the provisi ons of §86.110-94. Parallel samples of the dilution air are similarly analyzed for THC, CO, CO 2 , CH 4 and NO
x . For hybrid electric vehicles with natural gas-fueled, liquefied petroleum gas-fueled, and alcohol-fueled auxiliary power units, bag samples are collected and analyzed for THC (if not sampled continuously), CO, CO 2 , CH 4 and NO
x . For hybrid electric vehicles with alcohol-fueled auxiliary power units, alcohol and formaldehyde samples are taken for both exhaust emissions and dilution air (a single dilution air formaldehyde sample, covering the total test period may be collected). Parallel bag samples of dilution air are analyzed for THC, CO, CO 2 , CH 4 and NO
x .

6.2.2 Subparagraphs (b) through (c). [No change.]

6.2.3 Subparagraph (d). [No change.]

6.2.4 Subparagraphs (e) through (g). [No change.]

6.2.5 Amend subparagraph (h): The dr iving distance, as measured by counting the number of dynamometer roll or shaft revolutions, shall be

determined for the cold start test and hot start test. The revolutions shall be measured on the same roll or shaft used for measuring the vehicle’s speed.

6.2.6 Subparagraph (i). [No change.]F-8
Final Regulation Order Part 2 Date of Hearing: January 26-27, 2012 Amended: March 22, 2012 6.3 Urban Dynamometer Test Run, Gaseous and Particulate Emissions for All Hybrid Electric Vehicles, Except Hybrid Fuel Cell Vehicles and Off-Vehicle Charge Capable Hybrid Electric Vehicles.

To be conducted pursuant to 40 CF R §86.137-96 [March 24, 1993] with the following revisions:

6.3.1 Amend subparagraph (a): General . The dynamometer run shall consist of two tests, a “cold” start te st, after a second fuel drain and fill and a 12 to 36 hour soak period performed pursuant to the provisions of the “California Evaporative Emission Standards and Test Procedures for 2001 and Subsequent

Model Motor Vehicles” and a “hot” start test following the cold start test by 10 minutes. The complete dynamometer test consists of a cold start drive of 7.5 miles (12.1 km) and a hot start drive of 7.5 miles (12.1 km). The vehicle shall 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 vehicle is allowed to stand on the dynamometer during the 10 minute time period between each test.

6.3.2 Amend subparagraph (b) as follows.

6.3.2.1 Amend subparagraph (b)(9): Start the gas flow measuring device, position the sample se lector valves to direct the sample flow into the exhaust sample bag, the alcohol exhaust sample, the formaldehyde exhaust sample, the diluti on air sample bag, the alcohol dilution air sample and the formaldehyde dilution air sample (turn on the petroleum-fueled diesel-cycle THC analyzer system integrator, mark the recorder chart, start particulate sample pump No. 1, and record both gas

meter or flow measurement instrument readings, if applicable), and turn the key on. If the auxiliary power unit is capable of being manually activated, the auxiliary power unit s hall be activated at the beginning of and operated throughout the UDDS.

6.3.2.2 Delete subparagraph (b)(13).

6.3.2.3 Amend subparagraph (b)(14): Turn the vehicle off 2 seconds after the end of the last deceleration (at 1,369 seconds).

6.3.2.4 Amend subparagraph (b)(15): Five seconds after the vehicle is shutdown, simultaneously tu rn off gas flow measuring device No. 1 and if applicable, turn off the hydrocarbon integrator No. 1, mark the hydrocarbon recorder chart, turn off the No. 1 particulate sample pump and close the valves isolating particula te filter No. 1, and position the sample selector valves to the “st andby” position. Record the measured roll or shaft revolutions (both gas meter or flow measurement instrumentation readings), and reset t he counter. As soon as possible, transfer the exhaust and dilution air samples to the analytical system andF-9
Final Regulation Order Part 2 Date of Hearing: January 26-27, 2012 Amended: March 22, 2012 process the samples pursuant to §86. 140, obtaining a stabilized reading of the exhaust bag sample on all analyzers within 20 minutes of the end of the sample collection phase of the test. Obtain alcohol and formaldehyde sample analyses, if applicable, withi n 24 hours of the end of the sample period. (If it is not possible to perform analysis on the alcohol and formaldehyde samples within 24 hours, the samples should be stored in a dark cold (4C to 10C) environment until analysis. The samples should be analyzed within fourteen days.) If applicable, carefully remove both pairs of particulate sample filters fr om their respective holders, and place each in a separate petri dish, and cover.

6.3.2.5 Amend subparagraph (b)(18) : Repeat the steps in paragraphs (b)(2) through (b)(17) of this section for the hot start test. The step in paragraph (b)(9) of this section shall begin between 9 and 11 minutes after the end of the sample period for the cold start test.

6.3.2.6 Delete subparagraph (b)(19).

6.3.2.7 Delete subparagraph (b)(20).

6.3.2.8 Amend subparagraph (b)(21): As soon as possible, and in no case longer than one hour after the end of the hot start phase of the test, transfer the four particulate filters to the weighing chamber for post-test conditioning, if applicable. For hybrid electric

vehicles that do not allow manual ac tivation of the auxiliary power unit and are charge-sustaining over the UDDS, a valid test shall satisfy the SOC

criterion in section FG.10.

6.3.2.9 Amend subparagraph (b)(24): Vehicles to be tested for evaporative emissions will proceed pursuant to the “California Evaporative Emission Standards and Test Procedures for 2001 and Subsequent Model Motor Vehicles.”

6.4 Calculations - Exhaust Emissions for All Hybrid Electric Vehicles, Except Hybrid Fuel Cell Vehicles and Off-Vehicle Charge Capable Hybrid Electric

Vehicles.

To be conducted pursuant to 40 CFR §86.144-94 [July 13, 2005] with the following revisions:

6.4.1 Amend subparagraph (a): For li ght-duty vehicles and light duty

trucks:

Y wm = 0.43 *        

c c D Y + 0.57 *        

h h
D YF-10
Final Regulation Order Part 2 Date of Hearing: January 26-27, 2012 Amended: March 22, 2012 Where: (1) Y
wm = Weighted mass emissions of each pollutant, i.e., THC, CO, THCE, NMOG, NMHCE, CH 4 , NO
x , or CO 2 , in grams per vehicle mile. (2) Y c = Mass emissions as calculated from the cold start test, in grams per test. (3) Y h = Mass emissions as calculated from the hot start test, in grams per test. (4) D c = The measured driving distance from the cold start test, in

miles. (5) D h = The measured driving distance from the hot start test, in

miles.

6.4.2 Subparagraphs (b) through (e). [No change.]

6.5 Calculations - Particulate Emissi ons for All Hybrid Electric Vehicles, Except Hybrid Fuel Cell Vehicles and Off-Vehicle Charge Capable Hybrid Electric

Vehicles.

To be conducted pursuant to 40 CF R §86.145-82 [November 2, 1982] with the following revisions. References to §86.110-94 shall mean §86.110-94 as last amended June 30, 1995.

6.5.1 Amend subparagraph (a): The final reported test results for the mass particulate (M p ) in grams/mile shall be computed as follows:

M p = 0.43 *        

c pc
D M + 0.57 *        

h ph

D M

Where: (1) M pc = Mass of particulate determined from the cold start test, in grams per vehicle mile. (See §86.110-94 for determination.) (2) M ph = Mass of particulate determined from the hot start test, in grams per vehicle mile. (See §86.110-94 for determination.) (3) D c = The measured driving distance from the cold start test, in

miles. (4) D h = The measured driving distance from the hot start test, in

miles.

6.5.2 Subparagraph (b). [No change.]F-11
Final Regulation Order Part 2 Date of Hearing: January 26-27, 2012 Amended: March 22, 2012 7. Highway Emission Test Provisions for All Hybrid Electric Vehicles, Except Hybrid Fuel Cell Vehicles and Off-Vehicle Charge Capable Hybrid Electric

Vehicles.

To be conducted pursuant to 40 CFR §600.111-08 [December 27, 2006] with the following revisions.

7.1 Subparagraph (a). [not applicable - delete]

7.2 Amend subparagraph (b) as follows:

7.2.1 Amend subparagraph (b)(2): The highway fuel economy test is designated to simulate non-metropolitan driving with an average speed of 48.6 mph and a maximum speed of 60 mph. The cycle is 10.2 miles long with 0.2 stop per mile and consists of warm ed-up vehicle operation on a chassis dynamometer through a specified driving cycl e. A proportional part of the diluted exhaust emission is collected continuously for subsequent analysis of THC, CO,

CO 2 , and NO
x using a constant volume (variable dilution) sampler. Diesel dilute exhaust is continuously analyzed for hydrocarbons using a heated sample line and analyzer. Alcohol and formaldehyde samples are collected and individually analyzed for alcohol-fueled vehicles.

7.2.2 Amend subparagraph (b)(7)(i): T he dynamometer procedure shall consist of two cycles of the Highway Fuel Economy Driving Schedule (§600.109(b)) separated by 15 seconds of idle. The first cycle of the Highway Fuel Economy Driving Schedule is driven to precondition the test vehicle and the second is driven for the fuel economy measurement.

7.2.3 Amend subparagraph (b)(7)(iii): Only one exhaust sample and one background sample shall be collected and analyzed for THC (except diesel hydrocarbons which are analyzed continuously), CO, CO 2 , and NO
x . Alcohol and formaldehyde samples (exhaust and dilution air) are collected and analyzed for

alcohol-fueled vehicles.

7.2.4 Add subparagraph(b)(7)(v): For hybr id electric vehicles that do not allow manual activation of the auxiliary pow er unit, battery state-of-charge shall be set at a level that causes the hybrid electric vehicle to operate the auxiliary power unit for the maximum possible cu mulative amount of time during the HFEDS preconditioning cycle. For hybrid electric vehicles that allow manual activation of the auxiliary power unit, ba ttery state-of-charge shall be set at a level that satisfies one of the following conditions:

(i) If the hybrid electric vehicle is charge-sustaining over the HFEDS, battery state-of-charge shall be set at the lowest level allowed by
the manufacturer.F-12
Final Regulation Order Part 2 Date of Hearing: January 26-27, 2012 Amended: March 22, 2012 (ii) If the hybrid electric vehi cle is charge-depleting over the HFEDs, battery state-of-charge sha ll be set at the level recommended by the manufacturer for activating the aux iliary power unit when operating in highway driving conditions.

7.2.5 Amend subparagraph (b)(9)(v): Operate the vehicle over one HFEDS preconditioning cycle according to the dynamometer driving schedule specified in §600.109-08(b) [December 27, 2006]. If the auxiliary power unit is capable of being manually activated, the auxiliary power unit shall be manually activated at the beginning of and operated throughout the HFEDS preconditioning cycle.

7.2.6 Amend subparagraph (b)(9)(vi): When the vehicle reaches zero speed at the end of the HFEDS preconditioni ng cycle, the driver has 17 seconds to prepare for the HFEDS emission measur ement cycle of the test. Reset and enable the roll revolution counter. During the idle period, one of the following conditions shall apply:

(i) For hybrid electric vehicles that do not allow the auxiliary power unit to be manually activated and are charge-sustaining over the HFEDS, the vehicle shall be momentarily turned off for 5 seconds and turned back on during the idle period. The battery state-of-charge shall be recorded after the hybrid electric vehicle has fully turned on.

(ii) For hybrid electric vehicles that do not allow the auxiliary power unit to be manually activat ed and are charge-depleting over the HFEDS, the vehicle shall remain turned on during the idle period.

(iii) For hybrid electric vehicles that allow the auxiliary power unit to be manually activated, the vehi cle shall remain turned on with the auxiliary power unit operating during the idle period.

7.2.7 Add subparagraph (b)(9)(viii): At the conclusion of the HFEDS emission test, one of the following conditions shall apply:

(i) For hybrid electric vehicles that do not allow the auxiliary power unit to be manually activated and are charge-sustaining over the HFEDS, record the battery state- of-charge to determine if the SOC

criterion in section F.10 is satisfied. If the SOC criterion is not satisfied, then repeat dynamometer test r un from subparagraph (b)(9)(vi) and (b)(9)(vii). A total of three highway emission tests shall be allowed to satisfy the SOC criterion.

(ii) For hybrid electric vehicles that do not allow the auxiliary power unit to be manually activat ed and are charge-depleting over the HFEDS, the emission test is completed.F-13
Final Regulation Order Part 2 Date of Hearing: January 26-27, 2012 Amended: March 22, 2012 (iii) For hybrid electric vehicles that allow the auxiliary power unit to be manually activated, the emission test is completed.

7.2.8 Delete subparagraph (b)(10).

7.3 Delete subparagraphs (c) through (e).

8. SFTP Emission Test Provisions for All Hybrid Electric Vehicles, Except Hybrid Fuel Cell Vehicles and Off-Vehicle Charge Capable Hybrid Electric

Vehicles.

8.1 US06 Vehicle Preconditioning

To be conducted pursuant to 40 CF R §86.132-00 [October 22, 1996] with the following revisions.

8.1.1 Subparagraphs (a) through (m). [No change.]

8.1.2 Amend subparagraph (n): Aggre ssive Driving Test (US06) Preconditioning.

8.1.2.1 Amend subparagraph (1) as follows: If the US06 test follows the exhaust emission urban, highway, or evaporative testing, the refueling step may be deleted and the vehicle may be preconditioned using the fuel remaining in the t ank (see paragraph (c)(2)(ii) of this section). The test vehicle may be pushed or driven onto the test dynamometer. For vehicles that allo w manual activation of the auxiliary power unit, battery state-of-charge shall be set at according to the following conditions:

If the hybrid electric vehicle is charge-sustaining over the US06, battery state-of-charge shall be set at t he lowest level allowed by the manufacturer. The auxiliary power uni t shall be manually activated at the beginning of and operated throughout t he US06 preconditioning cycle.

If the hybrid electric vehicle is charge-depleting over the US06, battery state-of-charge shall be set at the level recommended by the manufacturer for activating the auxilia ry power unit when operating in highway driving conditions. The auxiliary power unit shall be manually activated at the beginning of and operated throughout the US06 preconditioning cycle.

8.1.2.1.1 Subparagraphs (i) through (iv). [No change.]

8.1.2.2 Subparagraph (2). [No change.]F-14
Final Regulation Order Part 2 Date of Hearing: January 26-27, 2012 Amended: March 22, 2012 8.1.3 Subparagraph (o). [No change.]

8.2 US06 Emission Test.

To be conducted pursuant to 40 CFR §86.159-08 [December 27, 2006] with the following revisions.

8.2.1 Amend subparagraph (a): Overview . The dynamometer operation consists of a single, 600 second test on the US06 driving schedule, as described in appendix I, paragraph (g), of this part. The hybrid electric vehicle is preconditioned in accordance with §86.132- 00, to bring it to a warmed-up stabilized condition. This preconditioning is followed by a 1 to 2 minute idle period that proceeds directly into the US06 driving schedule during which continuous proportional samples of gaseous emissions are collected for analysis. If engine stalling should occur during testi ng, follow the provisions of §86.136-90 (engine starting and restarting). For hybr id electric vehicles with Otto-cycle auxiliary power units, the composite samples collected in bags are analyzed for THC, CO, CO 2 , CH 4 and NO
x . For hybrid electric vehicles with diesel-cycle auxiliary power units, THC is sampled and analyzed continuously according to the provisions of §86.110. Parallel bag samples of dilution air are analyzed for THC, CO, CO 2 , CH 4 and NO
x . The US06 cycle after the preconditioning cycle

shall be used to calculate emissions and shall meet the state-of-charge net

tolerances as calculated in section EF.9.

8.2.2 Amend subparagraph (b) as follows.

8.2.2.1 Amend subparagraph (b)(2): Position the test vehicle on the dynamometer and restrain.

8.2.3 Subparagraph (c). [No change.]

8.2.4 Amend subparagraph (d): Practice runs over the prescribed driving schedule may be performed at test point to permit sampling system adjustment.

8.2.5 Subparagraph (e). [No change.]

8.2.6 Amend subparagraph (f) as follows.

8.2.6.1 Amend subparagraph (f)(2)(i ): Immediately after completion of the US06 preconditioning cycle, idle the vehicle. The idle period is not to be less than one minute or not greater than two minutes. During the idle period, one of the following conditions shall apply:F-15
Final Regulation Order Part 2 Date of Hearing: January 26-27, 2012 Amended: March 22, 2012 (i) For hybrid electric vehicles that do not allow the auxiliary power unit to be manually activated and are charge-sustaining over the US06, the vehicle shall be momentarily turned off for 5 seconds and turned back on during the idle period. The battery state-of-charge shall be recorded after the hybrid electric vehicle has fully turned on.

(ii) For hybrid electric vehicles that do not allow the auxiliary power unit to be manually activat ed and are charge-depleting over the US06, the vehicle shall remain turned on during the idle period.

(iii) For hybrid electric vehicles that allow the auxiliary power unit to be manually activated, the vehicle shall remain turned on with the auxiliary power unit operating during the idle period.

8.2.6.2 Amend subparagraph (f)(2)(ix): At the conclusion of the US06 emission test, one of the following conditions shall apply:

(i) For hybrid electric vehicles that do not allow manual activation of the auxiliary power uni t and are charge-sustaining over the US06, record the battery state-of-char ge to determine if the SOC criterion

in section F.10 is satisfied. If the SOC criterion is not satisfied, then repeat dynamometer test run fr om subparagraph (f)(2)(i) without the preconditioning cycle. A total of three US06 emission tests shall be allowed to satisfy the SOC criterion.

(ii) For hybrid electric vehicles that do not allow the auxiliary power unit to be manually activat ed and are charge-depleting over the US06, turn off vehicle 2 seconds after the end of the last deceleration.

(iii) For hybrid electric vehicles that allow the auxiliary power unit to be manually activated, turn off vehicle 2 seconds after the end of the

last deceleration.

8.3 SC03 Vehicle Preconditioning.

To be conducted pursuant to 40 CF R §86.132-00 [October 22, 1996] with the following revisions.

8.3.1 Subparagraphs (a) through (n). [No change.]

8.3.2 Amend subparagraph (o): Air Conditioning Test (SC03) Preconditioning

.

8.3.2.1 Amend subparagraph (1) as follows: If the SC03 test follows the exhaust emission FTP or evapor ative testing, the refueling step may be deleted and the vehicle may be preconditioned using the fuelF-16
Final Regulation Order Part 2 Date of Hearing: January 26-27, 2012 Amended: March 22, 2012 remaining in the tank (see paragraph (c)(2 )(ii) of this section). The test vehicle may be pushed or driven onto t he test dynamometer. For hybrid

electric vehicles that allow manual activation of the auxiliary power unit, battery state-of-charge shall be set at a level that satisfies one of the following conditions:

If the hybrid electric vehicle is charge-sustaining over the SC03, battery state-of-charge shall be set at t he lowest level allowed by the manufacturer. The auxiliary power uni t shall be manually activated at the beginning of and operated throughout t he SC03 preconditioning cycle.

If the hybrid electric vehicle is charge-depleting over the SC03, battery state-of-charge shall be set at the level recommended by the manufacturer for activating the auxilia ry power unit when operating in highway driving conditions. The auxiliary power unit shall be manually activated at the beginning of and operated throughout the SC03 preconditioning cycle.

8.3.2.1.1 Subparagraphs (i) and (ii). [No change.]

8.3.2.2 Subparagraphs (2) through (3). [No change.]

8.4 SC03 Emission Test.

To be conducted pursuant to 40 CF R §86.160-00 [December 8, 2005] with the following revisions.

8.4.1 Amend subparagraph (a): Overview . The dynamometer operation consists of a single, 594 sec ond test on the SC03 driving schedule, as described in appendix I, paragraph (h), of this part. The hybrid electric vehicle is preconditioned in accordance with §86.132-00 of this subpart, to bring the vehicle to a warmed-up stabilized condition. This preconditioning is followed by a 10 minute vehicle soak (vehicle turned off) that proceeds directly into the SC03 driving schedule, during which conti nuous proportional samples of gaseous emissions are collected for analysis. The entire test, including the SC03 preconditioning cycle, vehicle soak, and SC03 emission test, is either conducted in an environmental test facility or under test conditions that simulate testing in an environmental test cell (see §86.162-00 (a) for a discussion of simulation procedure approvals). The environmental test facility must be capable of providing the following nominal ambient test conditions of: 95 o F air temperature, 100 grains of water/pound of dry air (approx imately 40 percent relative humidity), a solar heat load intensity of 850 W/m 2 , and vehicle cooling air flow proportional to vehicle speed. Section 86.161-00 discusses the minimum facility requirements and corresponding control tolerances for air conditioning ambient

test conditions. The vehicle’s air conditioner is operated or appropriately simulated for the duration of the test pr ocedure (except for the 10 minute vehicleF-17
Final Regulation Order Part 2 Date of Hearing: January 26-27, 2012 Amended: March 22, 2012 soak), including the preconditioning. If engine stalling should occur during testing, follow the provisions of §86.136- 90 (engine starting and restarting). For hybrid electric vehicles with Otto-cycl e auxiliary power units, the composite samples collected in bags are analyzed for THC, CO, CO 2 , CH 4 and NO
x . For hybrid electric vehicles with diesel- cycle auxiliary power units, THC is sampled and analyzed continuously according to the provisions of §86.110. Parallel bag samples of dilution air are analyzed for THC, CO, CO 2 , CH 4 and NO
x . The SC03 cycle after the preconditioning cycle shall be used to calculate emissions and shall meet the state-of-charge net toler ances as calculated in section EF. 9.

8.4.2 Amend subparagraph (b) as follows.

8.4.2.1 Amend subparagraph (b)(2): Position the test vehicle on the dynamometer and restrain.

8.4.3 Amend subparagraph (c) as follows.

8.4.3.1 Amend subparagraph (c)(9): Start vehicle (with air conditioning system also running). If t he auxiliary power unit of the hybrid electric vehicle is capable of being m anually activated, the auxiliary power unit shall be manually activated at the beginning of and operated throughout the SC03 emission test. Fifteen seconds after the vehicle starts, begin the initial vehicle a cceleration of the driving schedule.

8.4.4 Amend subparagraph (d) as follows.

8.4.4.1 Amend subparagraph (d)(10) : At the conclusion of the SC03 emission test, one of the following conditions shall apply:

(i) For hybrid electric vehicles that do not allow the auxiliary power unit to be manually activated and are charge-sustaining over the SC03, record the battery state-of-char ge to determine if the SOC criterion

in section F.10 is satisfied. If the SO C criterion is not satisfied, then turn off the cooling fan(s), allow the vehicle to soak in the ambient conditions of paragraph (c)(5) of this section for 10 ± 1 minutes, and repeat the dynamometer test run from subparagraph (d). Up to three SC03 emission tests shall be attempted to sa tisfy the SOC criterion.

(ii) For hybrid electric vehicles that do not allow the auxiliary power unit to be manually activat ed and are charge-depleting over the SC03, turn off the vehicle two seconds after the end of the last

deceleration.

(iii) For hybrid electric vehicles that allow the auxiliary power unit to be manually activated, turn off the vehicle two seconds after the end of

the last deceleration.F-18
Final Regulation Order Part 2 Date of Hearing: January 26-27, 2012 Amended: March 22, 2012 8.4.5 Subparagraph (e). [No change.]

9. State-of-Charge Net Change Tolerances for All Hybrid Electric Vehicles, Except Hybrid Fuel Cell Vehicles and Off-Vehicle Capable Hybrid

Electric Vehicles.

9.1 For hybrid electric vehicles that use a battery as an energy storage device, the following state-of-charge net change tolerance shall apply:

(Amp-hr final ) max = (Amp-hr initial ) + 0.01        

 



1 K V m NHV

system fuel

fuel

(Amp-hr final ) min = (Amp-hr initial ) - 0.01        

 



1 K V m NHV

system fuel

fuel

Where: (Amp-hr final ) max = Maximum allowed Amp-hr stored in battery at the end of

the test (Amp-hr final ) min = Minimum allowed Amp-hr stored in battery at the end of the

test (Amp-hr initial ) = Battery Amp-hr stored at the beginning of the test

NHV fuel = Net heating value of consumable fuel, in Joules/kg

m fuel = Total mass of fuel consumed during test, in kg

K 1 = Conversion factor, 3600 seconds/hour

V system = Open circuit voltage (OCV) that corresponds to the SOC of the target SOC during charge su staining operation. This value shall be submitted for testing purposes, and it shall be subject to confirmation by the Air Resources Board.

9.2 For hybrid electric vehicles that use a capacitor as an energy storage device, the following state-of-char ge net change tolerance shall apply:

(V final ) max = 

#  

C m NHV V fuel fuel

initial  

  2 01

. 0 2

(V final ) min = 

#  

C m NHV V fuel fuel

initial  



 2 01

. 0 2

Where: (V final ) max = The stored capacitor voltage a llowed at the end of the test (V final ) min = The stored capacitor voltage a llowed at the end of the testF-19
Final Regulation Order Part 2 Date of Hearing: January 26-27, 2012 Amended: March 22, 2012 V 2

initial = The square of the capacitor voltage stored at the beginning of

the test

NHV fuel = Net heating value of consumable fuel, in Joules/kg

m fuel = Total mass of fuel consumed during test, in kg C = Rated capacitance of the capacitor, in Farads

9.3 For hybrid electric vehicles that use an electro-mechanical flywheel as an energy storage device, the following state- of-charge net change tolerance shall apply:

(rpm final ) max = 

#  

3 2 2 01

. 0 K I m NHV

rpm fuel fuel

initial   

 

(rpm final ) min = 

#  

3 2 2 01

. 0 K I m NHV

rpm fuel fuel

initial   





Where: (rpm final ) max = The maximum flywheel rotational speed allowed at the end of

the test (rpm final ) min = The minimum flywheel rotational speed allowed at the end of

the test

rpm 2

initial = The squared flywheel rotational speed at the beginning of the

test

NHV fuel = Net heating value of consumable fuel, in Joules/kg

m fuel = Total mass of fuel consumed during test, in kg

K 3 = Conversion factor,

2 2 2

sec 3600 4

rpm

 

I = Rated moment of inertia of the flywheel, in kg-m 2G-1
Final Regulation Order Part 2 Date of Hearing: January 26-27, 2012 Amended: March 22, 2012FG. Test Procedures for 2012 through 2017 and Subsequent Model OffVehicle Charge Capable Hybrid Electric Vehicles.

The “as adopted or amended dates” of the 40 CFR Part 86 regulations referenced by this document are the dates i dentified in the “California Exhaust Emission

Standards and Test Procedures for 2001 and Subsequent Model Passenger Cars, Light-Duty Trucks and Medium-Duty Vehicles,” unless otherwise noted. A manufacturer may elect to certify a 2009, 2010, or 2011 model-year off-vehicle charge capable hybrid electric vehicle using this section FG.

1. Electric Dynamometer.

All off-vehicle charge capable HEVs must be tested using a 48-inch single roll electric dynamometer meeting the require ments of 40 CFR Subpart B, §86.108-00(b)(2) [October 22, 1996].

2. Vehicle and Battery Break-In Period.

A manufacturer shall use good engineering judgment in determining the proper stabilized emissions mileage test point and r eport same according to the requirements
of section D.2.11 above.

3. General Testing Requirements.

3.1 Recording requirements.

For off-vehicle charge capable hybrid electric vehicles : The following data

shall be recorded for all tests and for each i ndividual test cycle therein, except for

the 20 o F and 50 o F tests, conducted in accordance with section FG.8:

(a) mileage accumulated during the A ll-Electric Range portion of the test, where applicable; (b) Net DC energy from the battery that was expended during the test (may be reported as the total DC battery energy output and the total DC battery energy input); (c) AC energy required to fully charge the battery after a charge depleting or charge sustaining test from t he point where electricity is introduced from the electric outlet to the battery charger; (d) DC energy required to fully charge the battery after a charge depleting or charge sustaining test from t he point where electricity is introduced from the battery charger to the battery; (e) Net DC amp-hrs from the battery that was expended during the test (may be reported as the total DC amp- hrs output and the total DC amp-hrs input); and (f) Measured AC and DC watt hours and amp hours shall be reported

to the nearest hundredths of a kilo watt hour and tenths of an amp hour.G-2
Final Regulation Order Part 2 Date of Hearing: January 26-27, 2012 Amended: March 22, 2012 3.2 Regenerative braking . Regenerative braking systems may be utilized during the range test. The braking level, if adjustable, shall be set according to the manufacturer’s specifications for normal dr iving conditions prior to the commencement of the test. The driving schedule speed and time tolerances specified in this section FG shall not be exceeded due to the operati on of the regenerative braking system.

3.3 Measurement Accuracy . The overall error in voltage and current recording instruments shall be NIST traceable and accurate to ±1% of the maximum value of the variable (AC/DC volts and amps) being measured. Suggested equipment: amp meter/power meter capable of sampling voltage and current. Voltage and current shall be sampled at a minimum rate of 20 hz.

3.4 Watt Hour Calculation.

DC energy (watt hours) shall be calculated as follows

DC energy = ∫ v(t) *i(t) dt Where v = vehicle DC main battery pack voltage i = vehicle DC main battery pack current

AC energy (in watt-hours) shall be calculated as follows

AC energy = ∫ v(t) *i(t) dt in watt-hours Where v = AC instantaneous voltage

i = AC instantaneous current

3.5 Charger Requirements

The standard charging apparatus (or equi valent) normally furnished with or specified for the vehicle shall be used for charging during vehicle testing.

4. Determination of the Emissi ons of the Fuel-fired Heater.

The exhaust emissions result of the f uel-fired heater shall be determined by operating at a maximum heating capac ity with a cold start between 68 o F and 86 o F for a period of 20 minutes and dividing the grams of emissions by 20. The resulting grams per minute shall be multiplied by 3.0 minutes per mile to obtain a grams per mile value.

5. Urban Test Provisions for Off-Veh icle Charge Capable Hybrid Electric

Vehicles.

Alternative procedures may be used if s hown to yield equivalent results and if approved in advance by the Executive Officer of the Air Resources Board.G-3
Final Regulation Order Part 2 Date of Hearing: January 26-27, 2012 Amended: March 22, 2012 The criteria certification emissions fo r the Urban test shall be the worst case emissions of NMOG, CO, NOx, and PM from either the charge depleting or charge sustaining tests. The sum of NMOG + NOx em issions shall constitute the worst case for the urban charge sustaining or c harge depleting modes of operation.

Vehicles with more than one mode of operat ion of the auxiliary power unit (e.g., economy mode, performance mode, etc.) fo r a given charge depleting or charge sustaining test cycle must be tested in the mode(s) which represents the worst case emissions of the auxiliary power unit. Conf irmatory testing may also be performed in any mode of operation to ensure co mpliance with emission standards.

5.1 Vehicle Preconditioning.

To be conducted pursuant to the “Calif ornia Evaporative Emission Standards and Test Procedures for 2001 and Subsequent Model Motor Vehicles” with the following supplemental requirements:

5.1.1 For vehicles that do not allo w manual activation of the auxiliary power unit, battery state-of-charge shall be se t at a level that causes the vehicle to operate the auxiliary power unit for t he maximum possible cumulative amount of time during the preconditioning drive.

5.1.2 For vehicles that allow manual activation of the auxiliary power unit, battery state-of-charge shall be set at the lowest level allowed by the
manufacturer.

5.1.3 After setting battery state-of-char ge, the vehicle shall be pushed or
towed to a work area for the initial fuel drain and fill according to section III.D.1.4 of the “California Evaporative Emissi on Standards and Test Procedures for 2001 and Subsequent Model Motor Vehicles.”

5.1.4 Following the initial fuel drain and fill, the vehicle shall complete an initial soak period of a minimum of 6 hours.

5.1.5 After completing the soak period, the vehicle shall be pushed or towed into position on a dynamometer and preconditioned.

5.1.6 If the auxiliary power unit is capable of being manually activated, the auxiliary power unit shall be manually activated at the beginning of and operated throughout the pr econditioning drive.

5.1.7 For the charge depleting range test and the charge sustaining emission test, the preconditioning cycle shall be the UDDS. The vehicle must be in charge sustaining operation during t he preconditioning drive. To determine charge sustaining operation, the vehicle mu st meet the SOC cr iterion in sectionG-4
Final Regulation Order Part 2 Date of Hearing: January 26-27, 2012 Amended: March 22, 2012 FG.10 from the start to the end of the two consecutive UDDSs. As an option, charge sustaining operation can be achi eved for a single UDDS if data is provided showing that charge sustai ning operation can consistently be
maintained over one UDDS. The vehicle must meet the SOC criterion in section

FG.10 from the start to the end of a single UDDS. Alternative procedures may be used to determine charge sustain operati on for the precondition drive if the alternate procedure demonstrates char ge sustaining operation based on section FG.10 and is approved in advance by the Executive Officer of the Air Resources

Board.

5.1.8 A fuel drain and fill shall be perfo rmed pursuant to the provisions of the “California Evaporative Emission Standards and Test Procedures for 2001 and Subsequent Model Motor Vehicles.”

5.1.9 The vehicle shall be soaked for 12-36 hours. During this soak period, canister preconditioning shall be per formed pursuant to the provisions of the “California Evaporative Emission Standards and Test Procedures for 2001 and Subsequent Model Motor Vehicles.”

5.1.10 For the urban charge depleting range test, the highway charge depleting range test, and the cold start US 06 range test, charge the vehicle to full state-of-charge as specified by the vehi cle manufacturer. The vehicle must be turned off during charging and charge time shall not exceed soak time.

5.2 Urban Dynamometer Procedure for Off-Vehicle Charge Capable Hybrid Electric Vehicles.

To be conducted pursuant to 40 CF R §86.135-00 [October 22, 1996] with the following revisions. References to §86.110-94 shall mean §86.110-94 as last amended June 30, 1995.

5.2.1 Amend subparagraph (a).

Overview . The charge depleting range te st dynamometer run shall consist of a series of charge depleting UDDSs, each followed by a 10 minute key-off hot soak period until charge su staining operation is achieved for two consecutive UDDSs. To determine charge sustaining operation, the vehicle must
meet the SOC criterion in section FG.10 from the star t of the first UDDS until the end of the second UDDS. As an option, charge sustaining operation may be achieved for a single UDDS if data is pr ovided showing that charge sustaining operation can consistently be maintai ned over one UDDS. To determine charge sustaining operation, in this case, the vehi cle shall meet SOC criterion in section

FG.10 from the start to the end of a single UDDS. Emissions are measured for all UDDSs when the auxiliary power unit is operating.G-5
Final Regulation Order Part 2 Date of Hearing: January 26-27, 2012 Amended: March 22, 2012 The vehicle shall be turned off and stor ed at an ambient temperature not less

than 68  F (20  C) and not more than 86  F (30  C) for 12 to 36 hours. At the end of this cold soak period, the v ehicle shall be placed or pushed onto a dynamometer.

The charge sustaining emission test dy namometer run shall consist of two consecutive UDDSs with a 10 minute key-off hot soak in between. Vehicle

emissions shall be measured over two UDDSs during charge sustaining operation, and the vehicle must meet the SO C criterion in section FG.10 from the

start of the first UDDS until the end of the second UDDS.

Vehicle charging shall be initiated wit hin three hours after either the charge depleting range test or the charge sustai ning emission test pursuant to section FG.5.4.2 or FG.5.4.3, as applicable. Du ring charging, all requirements in section FG.3 must be met, and energy consumption shall be calculated pursuant to the requirements in section FG.11.7.

For all exhaust emission tests, the exhaust emissions are diluted with ambient air

in the dilution tunnel as shown in Fi gure B94-5 and Figure B 94-6 (§86.110-94). As an alternative, the bag mini-diluter may be used in-lieu of the constant volume sampling (CVS) method for exhaust emi ssion measurement as described below. A dilution tunnel is not required for test ing vehicles waived from the requirement to measure particulates. For UDDSs, par ticulate samples are collected on filters for weighing during each UDDS. Each sample plus backup is collected during each UDDS (including shutdown). Part 1065 of the CFR may be used as an optional particulate sampling method. Continuous proportional samples of gaseous emissions are collected for analysis during each UDDS. For vehicles with Otto-cycle auxiliary power units, the composite samples collected in bags are analyzed for THC, CO, CO 2 , CH 4 and NO
x . For vehicles with petroleum-fueled diesel-cycle auxiliary power units (optional for natural gas-fueled, liquefied petroleum gas-f ueled, and alcohol-fueled diesel-cycle vehicles), THC is sampled and analyzed c ontinuously pursuant to the provisions of §86.110-94. Parallel samples of the dilu tion air are similarly analyzed for THC, CO, CO 2 , CH 4 and NO
x . For vehicles with natural gas-fueled, liquefied petroleum gas-fueled, and alcohol-fueled auxiliary power units, bag samples are collected and analyzed for THC (if not sampled continuously), CO, CO 2 , CH 4 and NO
x . For vehicles with alcohol-fueled auxiliary power units, alcohol and formaldehyde samples are taken for both exhaust emissions and dilution air (a single dilution air formaldehyde sample, covering the total test period may be collected). Parallel bag samples of dilution air are analyzed for THC, CO, CO 2 , CH 4 and NO
x .

5.2.2 Subparagraphs (b) through (c). [No change.]

5.2.3 Subparagraph (d). [No change.]

5.2.4 Subparagraphs (e) through (g). [No change.]G-6
Final Regulation Order Part 2 Date of Hearing: January 26-27, 2012 Amended: March 22, 2012 5.2.5 Amend subparagraph (h): The dr iving distance, as measured by counting the number of dynamometer roll or shaft revolutions, shall be determined for all charge depleting and exhaus t emission tests. The revolutions shall be measured on the same roll or shaft used for measuring the vehicle’s speed.

5.2.6 Subparagraph (i). [No change.]

5.3 Urban Dynamometer Test Run, Gaseous and Particulate Emissions for Off-Vehicle Charge Capable Hybrid Electric Vehicles.

To be conducted pursuant to 40 CF R §86.137-96 [March 24, 1993] with the following revisions:

5.3.1 Amend subparagraph (a): General . The dynamometer run shall consist of a series of UDDSs, after a second fuel drain and fill and a 12 to 36 hour soak period performed pursuant to the provisions of the “California Evaporative Emission Standards and Test Procedures for 2001 and Subsequent

Model Motor Vehicles.” The vehicle sha ll 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 vehicle is allowed to stand on t he dynamometer during the 10 minute time period between each UDDS.

5.3.2 Amend subparagraph (b) as follows.

5.3.2.1 Amend subparagraph (b)(9 ): Start the gas flow measuring device, direct the sample flow into the exhaust sample bag, the alcohol exhaust sample, the formaldehy de exhaust sample, the dilution air sample bag, the alcohol dilution air sample and the formaldehyde dilution air sample, and turn the key on. If the auxiliary power unit is capable of being manually activated, the auxiliary pow er unit shall be activated at the beginning of and operated throughout the UDDS.

5.3.2.2 Delete subparagraph (b)(13).

5.3.2.3 Subparagraph (b)(14). [No change.]

5.3.2.4 Amend subparagraph (b)(15): Five seconds after the vehicle is shutdown, simultaneously turn off the gas flow measuring device and particulate sample pump. Record the measured roll or shaft revolutions (both gas meter or flow measurement instrumentation readings), and reset t he counter. As soon as possible, transfer the exhaust and dilution air samples to the analytical system and process the samples pursuant to §86. 140, obtaining a stabilized reading of the exhaust bag sample on all analyzers within 20 minutes of the end ofG-7
Final Regulation Order Part 2 Date of Hearing: January 26-27, 2012 Amended: March 22, 2012 the sample collection phase of the UDDS. Obtain alcohol and formaldehyde sample analyses, if applic able, within 24 hours of the end of the sample period. (If it is not possible to perform analysis on the alcohol and formaldehyde samples within 24 hours, the samples should be stored in a dark cold (4C to 10C) environment until analysis. The samples should be analyzed within fourteen days.) If applicable, carefully remove both pairs of particulate sample filt ers from their respective holders, and place each in a separate petri dish, and cover.

5.3.2.5 Amend subparagraph (b)(18): Repeat the steps in paragraphs (b)(2) through (b)(17) of this section for the hot start UDDS. The steps in paragraph (b)(9) of this section shall begin between 9 and 11 minutes after the end of the sample period for the cold start

UDDS.

5.3.2.6 Delete subparagraph (b)(19).

5.3.2.7 Delete subparagraph (b)(20).

5.3.2.8 Amend subparagraph (b)(21): As soon as possible, transfer the particulate f ilters to the weighing chamber for post-test conditioning, if applicable. For vehicles undergoing a cold start charge sustaining test, a valid test sha ll satisfy the SOC criterion in section

FG.10.

5.3.2.9 Amend subparagraph (b)(24): Vehicles to be tested for evaporative emissions will pr oceed pursuant to the “California Evaporative Emission Standards and Test Procedures for 2001 and Subsequent Model Motor Vehicles.”

5.4 Determination of Urban All-Elect ric Range and Urban Equivalent AllElectric Range for Off-Vehicle Charge Capable Hybrid Electric Vehicles.

5.4.1 The Urban All-Electric Range shall be shall be defined as the

distance that the vehicle is driven fr om the start of Urban Charge Depleting Range Test until the internal combustion engine first starts.

5.4.2 Urban Charge Depleting Range Test.

(i) Vehicle preconditioning. The vehicle shall be preconditioned according to FG.5.1.

(ii) Dynamometer run. At the end of the cold soak period, the vehicle shall be placed or pushed, onto a dynamometer and operated through the Continuous Urban Test Schedule until the SOC Net Change Tolerances (specified in section F G.10 of these test procedures) thatG-8
Final Regulation Order Part 2 Date of Hearing: January 26-27, 2012 Amended: March 22, 2012 indicate charge sustaining operation are met for two consecutive UDDSs, or a single UDDS if data is provi ded showing that charge sustaining operation can consistently be maintained in one UDDS. If there are no charge depleting hot start cycles, then use the next hot start cycle (after the cold start cycle) in the test sequence for the purpose of determining

hot start emissions. For this case (no charge depleting hot start cycle), the manufacturer may optionally add one additional hot start cycle.

The Alternative Continuous Urban Test Schedule may be substituted for

the Continuous Urban Test Schedule if t he test facility is unable to perform

the Continuous Urban Test Schedule. Re fer to sections FG.5.5, FG.5.6, and FG.11, for calculations of urban exhaust emissions, urban particulate emissions, and equivalent all-electric range, respectively. Emissions are measured for all test cycles when the auxiliary power unit is operating. For each test cycle for which emissions were not measured, the

manufacturer must validate that the aux iliary power unit did not turn on at any time during the test cycle.

(iii) Vehicle charging after testing. Vehicle charging shall begin within three hours after either t he charge depleting range test or the charge sustaining emission test, and the vehicle shall be charged to the manufacturer specified full state-of-char ge. During charging, all applicable requirements in FG.3 must be met, and energy consumption shall be calculated pursuant to the require ments in section FG.11.7.

5.4.3 Urban Charge Sustaining Emission Test. The Urban Charge Sustaining Emission Test is conducted cold, and after charge sustaining operation has been reached, or an optional charge sustaining test mode has been activated, and no subsequent charge has been performed.

(i) Vehicle preconditioning. If the Urban Charge Sustaining Emission Test is performed within 36 hours after the Urban Charge Depleting Range Test, the vehicle shall be preconditioned pursuant to section FG.5.1.9. If the Urban Charge Sustaining Emission Test is performed more than 36 hours after the Urban Charge Depleting Range Test, the vehicle shall be preconditioned pursuant to section FG.5.1, except for vehicle charging. Secti ons FG.5.1.1 through FG.5.1.4 may be omitted if previously performed.G-9
Final Regulation Order Part 2 Date of Hearing: January 26-27, 2012 Amended: March 22, 2012 (ii) Dynamometer run. At the end of the cold soak period, the vehicle shall be placed or pushed onto a dynamometer, and two UDDSs shall be performed during charge sustai ning operation, each separated by a 10 minute key-off hot soak period. The vehicle must meet the SOC

criterion in section FG.10 from the st art of the first UDDS until the end of

the second UDDS. If the SOC criterion is not satisfied, the test shall be stopped, the vehicle cold soak shall be conducted again, and the dynamometer test run s hall be conducted again.

(iii) Vehicle charging after testing. If the vehicle was not charged after the Urban Charge Depleting Range Test, then vehicle charging shall begin within three hours after the Urban Charge Sustaining Emission Test and the vehicle shall be charged to the manufacturer specified full state-of-charge. During charging, all requirements in FG.3 must be met, and energy consumption s hall be calculated pursuant to the requirements in section FG.11.7.

5.5 Calculations - Urban Exhaust Emissions for Off-Vehicle Charge Capable Hybrid Electric Vehicles.

To be conducted pursuant to 40 CFR §86.144-94 [July 13, 2005] with the following revisions:

5.5.1 Amend subparagraph (a):

Gaseous Emissions – Urban Charge Depleting Range Test.

For light-duty vehicles and light duty trucks:

Y wm =        





         



n n

c c D Y

D Y 57

. 0 43

. 0

Where:

Y wm = Weighted mass emissions of each pollutant, i.e., THC, CO, THCE, NMOG, NMHCE, CH 4 , NOx, or CO 2 , in grams per vehicle

mile.

Y c = Mass emissions as calculated from the cold start UDDS, in grams per test.

D c = The measured driving distanc e from the cold start UDDS, in

miles.
n = number of hot start UDDSs in Charge Depleting operation If there are no charge depleting hot start cycles, then use the next hot start cycle (after the cold start cycle) in the test sequence for the purpose of determining hot start emissions. For this case (no charge depleting hot start cycle), the manufacturer may optionally add one additional hot start cycle for an n=2.G-10
Final Regulation Order Part 2 Date of Hearing: January 26-27, 2012 Amended: March 22, 2012 Gaseous Emissions – Urban Charge Sustaining Emission Test.

For light-duty vehicles and light-duty trucks:

Y wm = 0.43 *        

c c D Y + 0.57 *        

h h
D Y

Where:

Y wm = Weighted mass emissions of each pollutant, i.e., THC, CO, THCE, NMOG, NMHCE, CH 4 , NO
x , or CO 2 , in grams per vehicle

mile.

Y c = Mass emissions as calculated from the cold start UDDS, in grams per test.

Y h = Mass emissions as calculated from the hot start UDDS, in grams per test.

D c = The measured driving distanc e from the cold start UDDS, in

miles.

D h = The measured driving distance fr om the hot start UDDS, in miles.

5.5.2 Subparagraphs (b) through (e). [No change.]

5.6 Calculations - Urban Particulat e Emissions for Off-Vehicle Charge Capable Hybrid Electric Vehicles.

To be conducted pursuant to 40 CF R §86.145-82 [November 2, 1982] with the following revisions. References to §86.110-94 shall mean §86.110-94 as last amended June 30, 1995.

5.6.1 Amend subparagraph (a):

Particulate Emissions – Urban Charge Depleting Range Test.

The final reported test results for the mass particulate (M p ) in grams/mile shall be computed as follows:

M p = 0.43 *        

c pc
D M + 0.57 *        





n pn
D M

Where:

M pc = Mass of particulate determined from the cold start UDDS, in grams per vehicle mile. (See §86.110-94 for determination.)

D c = The measured driving distanc e from the cold start UDDS, in

miles.G-11
Final Regulation Order Part 2 Date of Hearing: January 26-27, 2012 Amended: March 22, 2012 n = number of hot start UDDSs in Charge Depleting operation If there are no charge depleting hot start cycles, then use the next hot start cycle (after the cold start cycle) in the test sequence for the purpose of determining hot start emissions. For this case (no charge depleting hot start cycle), the manufacturer may optionally add one additional hot start cycle for an n=2.

Particulate Emissions – Urban C harge Sustaining Emission Test.

The final reported test results for the mass particulate (M p ) in grams/mile shall be computed as follows:

M p = 0.43 *        

c pc
D M + 0.57 *        

h ph

D M

Where:

M pc = Mass of particulate determined from the cold start UDDS, in grams per vehicle mile. (See §86.110-94 for determination.)

M ph = Mass of particulate determined from the hot start UDDS, in grams per vehicle mile. (See §86.110-94 for determination.)

D c = The measured driving distanc e from the cold start UDDS, in

miles.

D h = The measured driving distance fr om the hot start UDDS, in miles.

5.6.2 Subparagraph (b). [No change.]

5.6.3 Equivalent All-Electric Range shall be calculated in accordance with section FG.11 of these test procedures.

6. Highway Test Provisions for Off-Vehicle Charge Capable Hybrid

Electric Vehicles.

Vehicles with more than one mode of operat ion of the auxiliary power unit (e.g., economy mode, performance mode, etc.) fo r a given charge depleting or charge sustaining test cycle must be tested in the mode(s) which represents the worst case emissions of the auxiliary power unit. Conf irmatory testing may also be performed in any mode of operation to ensure co mpliance with emission standards.

The third emission test HFEDS of the Hi ghway Charge Sustaining Test shall be used to calculate highway NOx emissions and must be within the SOC criterion in section FG.10. As an option, the m anufacturer may perform the Highway Charge Sustaining Test with two emission test HFED Ss provided that the second HFEDS meets

the SOC criterion in section FG.10. In this case, the second HFEDS shall be used to

calculate emissions.G-12
Final Regulation Order Part 2 Date of Hearing: January 26-27, 2012 Amended: March 22, 2012 Highway NOx emissions may be determined from the HFEDS in the Highway Charge Depleting Range Test that demonstr ates charge sustaining operation.

6.1 Vehicle Preconditioning.

If the Highway Charge Depleting Range Test is performed within 36 hours after completion of either the Urban Charge D epleting Range Test or the Urban Charge Sustaining Emission Test, the vehicle shall be preconditioned pursuant to sections FG.5.1.9 through FG.5.1.10, without canist er preconditioning. If the Highway Charge Depleting Range Test is performed more t han 36 hours after completion of either the Urban Charge Depleting Range Test or the Urban Charge Sustaining Emission Test, the vehicle shall be preconditioned pursuant to section FG.5.1, without canister preconditioning. Sections FG.5.1.1 through FG.5.1.4 may be omitted if previously performed.

If the Highway Charge Sustaining Emission Te st is performed within 36 hours after completion of either the Urban Charge Depleting Range Test, the Urban Charge Sustaining Emission Test, or the Highway Charge Depleting Range Test, the vehicle shall be preconditioned pursuant to section FG.5 .1.9 without canister preconditioning. If the Highway Charge Sustaining Emissions Test is performed more than 36 hours after completion of either the Urban Charge Depleting Range Test, the Urban Charge Sustaining Emission Test, or the Highway Charge Depleting Range Test, the vehicle shall be preconditioned pursuant to section FG.5.1 without canister precondition and vehicle charging. Sections FG.5.1.1 thr ough FG.5.1.4 may be omitted if previously performed.

6.2 Highway Dynamometer Procedure for Off-Vehicle Charge Capable Hybrid Electric Vehicles.

To be conducted pursuant to 40 CF R §600.111-08 [December 27, 2006] with the following revisions. This section FG.6.2 shall apply during both charge sustaining and charge depleting operation.

6.2.1 Subparagraph (a). [n/a]

6.2.2 Amend subparagraph (b) as follows:

6.2.2.1 Amend subparagraph (b)(2): The highway fuel economy test is designated to simulate non-metropolit an driving with an average speed of 48.6 mph and a maximum speed of 60 mph. The cycle is 10.2 miles long with 0.2 stop per mile and consists of warm ed-up vehicle operation on a chassis dynamometer through a specified driving cycl e. A proportional part of the diluted exhaust emission is collected continuously for subsequent analysis of THC, CO,

CO 2 , and NO
x using a constant volume (variable dilution) sampler. Diesel dilute exhaust is continuously analyzed for hydrocarbons using a heated sample lineG-13
Final Regulation Order Part 2 Date of Hearing: January 26-27, 2012 Amended: March 22, 2012 and analyzer. Alcohol and formaldehyde samples are collected and individually analyzed for alcohol-fueled vehicles.

6.2.2.2 Replace subparagraph (b)(6) with: Cold soak: The vehicle

shall be stored at an ambient temperature not less than 68 o F (20 o C) and not

more than 86 o F (30 o C) for 12 to 36 hours. At the end of the cold soak period, the vehicle shall be placed or pushed onto a dynamometer.

6.2.2.3 Amend subparagraph (b)(7)(i): The Highway Charge Sustaining Emission Test is conducted cold, and after charge sustaining operation has been reached, or an optional charge sustaining test mode has been activated, and no subsequent charge has been performed.

At the end of the cold soak period, t he vehicle shall be placed or pushed onto a dynamometer. A cold start HFEDS fo llowed by three emission measurement HFEDSs, separated by a 15 second key-on hot soak period, shall be performed.

The vehicle must meet the SOC criterion in section FG.10 for the third emission measurement HFEDS. As an opti on the manufacturer may perform two

emission measurement HFEDSs in li eu of three emission measurement HFEDSs, if the SOC criterion is satisf ied for the second emission measurement

HFEDS. If the SOC criterion is not sa tisfied, the test shall be stopped, and the procedure shall be repeated starting at section FG.6.2.2.2.

6.2.2.4 Amend subparagraph (b)(7)(iii) : One exhaust sample and one background sample per each HFEDS shall be collected and analyzed for THC (except diesel hydrocarbons wh ich are analyzed continuously), CO, CO 2 , and NO
x . Alcohol and formaldehyde samples (exhaust and dilution air) are collected and analyzed for alcohol-fueled vehicles.

6.2.2.5 Add subparagraph (b)(7)(v): For vehicles that do not allow manual activation of the auxiliary power unit, battery state-of-charge shall be set

at a level that causes the vehicle to operate the auxiliary power unit for the maximum possible cumulative amount of time during the HFEDS preconditioning cycle. For vehicles that allow manual activation of the auxiliary power unit, battery state-of-charge shall be set at the lowest level allowed by the
manufacturer.

6.2.2.6 Amend subparagraph (b)(9)(v): Operate the vehicle over the continuous highway test schedule, consisting of repeated HFEDSs according to the dynamometer driving schedule spec ified in §600.109-08(b) [December 27, 2006]. If the auxiliary power unit is capable of being manually activated, the auxiliary power unit shall be manually acti vated at the beginning of and operated throughout the HFEDS preconditioning cycle.

6.2.2.7 Amend subparagraph (b)(9)(vi) : When the vehicle reaches zero speed between each HFEDS, the driver has 17 seconds to prepare for theG-14
Final Regulation Order Part 2 Date of Hearing: January 26-27, 2012 Amended: March 22, 2012 HFEDS emission measurement cycle of the test. During the idle period, one of the following conditions shall apply:

(a) For vehicles that do not allow the auxiliary power unit to be manually activated, the vehicle shall remain turned on during the idle period.

(b) For vehicles that allow the auxiliary power unit to be manually activated, the vehicle shall remain turned on with the auxiliary power unit operating during the idle period.

6.2.2.8 Add subparagraph (b)(9)(viii): At the conclusion of the HFEDS emission test, the following conditions shall apply: For vehicles that do not allow the auxiliary power unit to be manually activated and are chargesustaining over the HFEDS, record the ba ttery state-of-charge to determine if the

SOC criterion in section F.10 is satisfied. If the SOC criterion is not satisfied, then repeat the dynamometer test run from subparagraph (b)(9)(vi) and (b)(9)(vii). Up to three highway emissi on tests shall be allowed to satisfy the

SOC criterion.

6.2.2.9 Delete subparagraph (b)(10).

6.2.3 Delete subparagraphs (c) through (e).

6.3 Determination of Highway All-El ectric Range and Highway Equivalent All-Electric Range for Off-Vehicle Char ge Capable Hybrid Electric Vehicles.

6.3.1 The Highway All-Electric Range shall be defined as the distance

that the vehicle is driven from the start of test until the internal combustion engine

starts.

6.3.2 Highway Charge Depleting Range Test.

(i) Vehicle preconditioning. The vehicle shall be preconditioned pursuant to section FG.6.1.G-15
Final Regulation Order Part 2 Date of Hearing: January 26-27, 2012 Amended: March 22, 2012 (ii) Dynamometer run. At the end of the cold soak period, the vehicle shall be placed or pushed, onto a dynamometer and operated through the Continuous Highway Te st Schedule until the State–of-Charge Net Change Tolerances (specified in section FG.10 of these test procedures) that indicate charge sustaining operation is met for one HFEDS. The Alternative Continuous Highway Test Schedule may be substituted for the Continuous Highway Test Schedule if the test facility is unable to perform the Continuous Highway Test Schedule. Refer to section FG.11, for calculations of highway exhaust emissions and equivalent all-electric range, respecti vely. Emissions are measured for all test cycles when the auxiliary power unit is operating. For each test cycle
for which emissions were not measur ed, the manufacturer must validate that the auxiliary power unit did not tu rn on at any time during the test cycle.

(iii) Vehicle charging after testing. Vehicle charging shall

begin within three hours after the Highw ay Charge Depleting Range Test and the vehicle shall be charged to t he manufacturer specified full stateof-charge. During charging, all applic able requirements in section FG.3 must be met, and energy consumption shall be calculated according to the requirements in section FG.11.7. If the manufacturer provides supplemental data demonstrating that the energy required to charge the vehicle from highway charge sustaining operation to full charge is equivalent (within ± 1% of the AC ener gy) to the energy required to charge the vehicle from urban charge sustaini ng operation to full charge, then the energy required to charge the vehi cle from urban charge sustaining operation to full charge may be used to determine highway energy consumption pursuant to section FG.11. 7. Data shall be approved in advance by the Executive Officer of the Air Resources Board.

6.3.3 Highway Charge Sustaining Emission Test. The Highway Charge Sustaining Emission Test is c onducted cold, and after charge sustaining operation has been reached, or an optional charge sustaining test mode has been activated, and no subsequent charge has been performed:

(i) Vehicle preconditioning. The vehicle shall be preconditioned pursuant to section FG.6.1.

(ii) Dynamometer run. At the end of the cold soak period, the vehicle shall be placed or pushed ont o a dynamometer. A cold start HFEDS followed by three emission m easurement HFEDSs, separated by a 15 second key-on hot soak period, shall be performed. The vehicle

must meet the SOC criterion in se ction FG.10 for the third emission measurement HFEDS. As an option, the manufacturer may perform two

emission measurement HFEDSs in lieu of three emission measurement HFEDSs, if the SOC criterion is sati sfied for the second HFEDS. If theG-16
Final Regulation Order Part 2 Date of Hearing: January 26-27, 2012 Amended: March 22, 2012 SOC criterion is not satisfied, the test shall be stopped, and the procedure shall be repeated starting at section FG.6.3.3.

6.3.4 Equivalent All-Electric Range shall be calculated in accordance with section FG.11 of these test procedures.

7. SFTP Emission Test Provisions for Off-Vehicle Charge Capable Hybrid

Electric Vehicles.

Vehicles with more than one mode of operat ion of the auxiliary power unit (e.g., economy mode, performance mode, etc.) fo r a given charge depleting or charge sustaining test cycle must be tested in the mode(s) which represents the worst case emissions of the auxiliary power unit. Conf irmatory testing may also be performed in any mode of operation to ensure co mpliance with emission standards.

7.1 US06 Vehicle Preconditioning.

To be conducted pursuant to 40 CF R §86.132-00 [October 22, 1996] with the following revisions. This section FG.1 shall apply during charge sustaining operation or at an optional charge sustaini ng test mode that has been activated, if no subsequent charge has been performed.

7.1.1 Subparagraphs (a) through (m). [No change.]

7.1.2 Amend subparagraph (n) Aggressive Driving Test (US06) Preconditioning . as follows:

7.1.2.1 Amend subparagraph (1) as follows: If the US06 test follows the exhaust emission urban, hi ghway, or evaporative testing, the refueling step may be deleted and the vehicle may be preconditioned using the fuel remaining in the t ank (see paragraph (c)(2)(ii) of this section). The test vehicle may be pushed or driven onto the test dynamometer. For vehicles that allo w manual activation of the auxiliary power unit, battery state-of-charge shall be set at the lowest level allowed by the manufacturer, and the auxiliary power unit shall be manually activated at the beginning of and operated throughout the US06 preconditioning cycle.

7.1.2.1.1 Subparagraphs (i) through (iv). [No change.]

7.1.2.2 Subparagraph (2). [No change.]

7.1.3 Subparagraph (o). [No change.]G-17
Final Regulation Order Part 2 Date of Hearing: January 26-27, 2012 Amended: March 22, 2012 7.2 US06 Emission Test.

To be conducted pursuant to 40 CFR §86.159-08 [December 27, 2006] with the following revisions. This secti on 7.2 shall apply during charge sustaining operation or at an optional charge sustaini ng test mode that has been activated, if no subsequent charge has been performed.

7.2.1 Amend subparagraph (a): Overview . The dynamometer operation consists of a single, 600 second test on the US06 driving schedule, as described in appendix I, paragraph (g), of this part. The vehicle is preconditioned in accordance with §86.132-00, to bring it to a warmed-up stabilized condition. This preconditioning is followed by a 1 to 2 mi nute idle period that proceeds directly into the US06 driving schedule during whic h continuous proportional samples of gaseous emissions are collected for analysis. If engine stalling should occur during testing, follow the provisi ons of §86.136-90 (engine starting and restarting). For vehicles with Otto-cycl e auxiliary power units, the composite samples collected in bags are analyzed for THC, CO, CO 2 , CH 4 and NO
x . For vehicles with diesel-cycle auxiliary power units, THC is sampled and analyzed continuously according to the provisions of §86.110. Parallel bag samples of dilution air are analyzed for THC, CO, CO 2 , CH 4 and NO
x . The US06 cycle after the preconditioning cycle shall be used to ca lculate emissions and shall meet the state-of-charge net tolerances as calculated in section FG.10.

7.2.2 Amend subparagraph (b) as follows.

7.2.2.1 Amend subparagraph (b)(2): Position the test vehicle on the dynamometer and restrain.

7.2.3 Subparagraph (c). [No change.]

7.2.4 Amend subparagraph (d): Practice runs over the prescribed driving schedule may be performed at test point to permit sampling system adjustment.

7.2.5 Subparagraph (e). [No change.]

7.2.6 Amend subparagraph (f) as follows.

7.2.6.1 Amend subparagraph (f)(2)(i ): Immediately after completion of the preconditioning cycle, idle the vehicle. The idle period is not to be less than one minute or not great er than two minutes. During the idle period, one of the following conditions shall apply:

(i) For vehicles that do not allow the auxiliary power unit to be manually activated, the vehicle sha ll remain on during the idle period.G-18
Final Regulation Order Part 2 Date of Hearing: January 26-27, 2012 Amended: March 22, 2012 (ii) For vehicles that allow the auxiliary power unit to be manually activated, the vehicle shall remain turned on with the auxiliary power unit operating during the idle period.

7.2.6.2 Amend subparagraph (f)(2)(ix) : At the completion of the test US06 cycle, determine if the SOC criterion in section FG.10 is

satisfied. If the SOC criterion is not satisfied, then repeat the dynamometer test run from subparagraph (f)(2)(i), without the preconditioning cycle. Up to three US06 emission tests shall be allowed to satisfy the SOC criterion. The idle period between multiple test cycles

shall not to be less than one minute and not greater than two minutes. For the final test cycle, turn off the v ehicle two seconds after the end of the last deceleration. During the idle per iod between multiple test cycles, one of the following conditions shall apply:

(i) For vehicles that do not allow the auxiliary power unit to be manually activated, the vehicle shall remain on during the idle period.

(ii) For vehicles that allow the auxiliary power unit to be manually activated, the vehicle shall remain turned on with the auxiliary power unit operating during the idle period.

7.3 SC03 Vehicle Preconditioning.

To be conducted pursuant to 40 CF R §86.132-00 [October 22, 1996] with the following revisions. This section 7.3 shall apply during charge sustaining operation or at an optional charge sustaini ng test mode that has been activated, if no subsequent charge has been performed.

7.3.1 Subparagraphs (a) through (n). [No change.]

7.3.2 Amend subparagraph (o): Air Conditioning Test (SC03) Preconditioning

.

7.3.2.1 Amend subparagraph (1) as follows: If the SC03 test follows the exhaust emission urban, hi ghway, or evaporative testing, the refueling step may be deleted and the vehicle may be preconditioned using the fuel remaining in the t ank (see paragraph (c)(2)(ii) of this section). The test vehicle may be pushed or driven onto the test dynamometer. For vehicles that allo w manual activation of the auxiliary power unit, battery state-of-charge shall be set at the lowest level allowed by the manufacturer, and the auxiliary power unit shall be manually activated at the beginning of and operated throughout the SC03 preconditioning cycle.G-19
Final Regulation Order Part 2 Date of Hearing: January 26-27, 2012 Amended: March 22, 2012 7.3.2.1.1 Subparagraphs (i) and (ii). [No change.]

7.3.2.2 Subparagraphs (2) through (3). [No change.]

7.4 SC03 Emission Test.

To be conducted pursuant to 40 CF R §86.160-00 [December 8, 2005] with the following revisions. This section 7.4 shall apply during charge sustaining operation or at an optional charge sustaini ng test mode that has been activated, if no subsequent charge has been performed. References to §86.162-03 shall mean §86.162-03 as adopted October 22, 1996.

7.4.1 Amend subparagraph (a): Overview . The dynamometer operation consists of a single, 594 sec ond test on the SC03 driving schedule, as described in appendix I, paragraph (h), of this part. The vehicle is preconditioned in accordance with §86.132-00 of this subpart, to bring the vehicle to a warmed-up stabilized condition. This preconditioning is followed by a 10 minute vehicle soak (vehicle turned off) that proceeds directly into the SC03 driving schedule, during which continuous propor tional samples of gaseous emissions are collected for analysis. The entire test, including the SC03 preconditioning cycle, vehicle soak, and SC03 emission test, is either conducted in an environmental test facility or under test conditions that simulate testing in an environmental test cell (see §86.162-03 (a) for a discussion of simulation procedure approvals). The environmental test facility must be capable of providing the following nominal ambient test conditions of: 95 o F air temperature, 100 grains of water/pound of dry air (approx imately 40 percent relative humidity), a solar heat load intensity of 850 W/m 2 , and vehicle cooling air flow proportional to vehicle speed. Section 86.161-00 discusses the minimum facility requirements and corresponding control tolerances for air conditioning ambient

test conditions. The vehicle’s air c onditioner is operated or appropriately simulated for the duration of the test pr ocedure (except for the 10 minute vehicle soak), including the preconditioning. If engine stalling should occur during testing, follow the provisions of §86.136- 90 (engine starting and restarting). For vehicles with Otto-cycle auxiliary power uni ts, the composite samples collected in bags are analyzed for THC, CO, CO 2 , CH 4 and NO
x . For vehicles with diesel-cycle auxiliary power units, THC is sampled and analyzed continuously according to the provisions of §86.110. Parallel bag samples of dilution air are analyzed for THC, CO, CO 2 , CH 4 and NO
x . The SC03 cycle after the preconditioning cycle shall be used to calc ulate emissions and shall meet the state-of-charge net tolerances as calculated in section FG.10.

7.4.2 Amend subparagraph (b) as follows.

7.4.2.1 Amend subparagraph (b)(2): Position the test vehicle on the dynamometer and restrain.G-20
Final Regulation Order Part 2 Date of Hearing: January 26-27, 2012 Amended: March 22, 2012 7.4.3 Amend subparagraph (c) as follows.

7.4.3.1 Amend subparagraph (c)(9): Start vehicle (with air conditioning system also running). If t he auxiliary power unit of the vehicle is capable of being manually activated, the auxiliary power unit shall be manually activated at the beginning of and operated throughout the SC03 emission test. Fifteen seconds after the vehicle starts, begin the initial vehicle acceleration of the driving schedule.

7.4.4 Amend subparagraph (d) as follows.

7.4.4.1 Amend subparagraph (d)(10) : At the conclusion of the SC03 emission test, one of the following conditions shall apply:

(i) For vehicles that do not allow the auxiliary power unit to be manually activated and are charge-sust aining over the SC03 test, record the battery state-of-charge to determi ne if the SOC criterion in section

FG.10 is satisfied. If the SOC criteri on is not satisfied , then turn off the engine and the cooling fan(s), allow the vehicle to soak in the ambient conditions of paragraph (c)(5) of this section for 10 ± 1 minutes, and repeat the dynamometer test run fr om subparagraph (d). Up to three SC03 emission tests shall be attempted to satisfy the SOC criterion.

(ii) For vehicles that allow the auxiliary power unit to be manually activated, turn off the vehicle two seconds after the end of the last

deceleration.

7.4.5 Subparagraph (e). [No change.]

7.5 Optional Cold Start US06 Range Test.

7.5.1 Cold soak and vehicle charging. The vehicle shall be stored at an ambient temperature not less than 68 o F (20 o C) and not more than 86 o F (30 o C) for 12 to 36 hours. During this time, the vehicle battery shall be charged to a full state-of-charge. The vehicle must be turned off during charging. Charge

time shall not exceed soak time.

7.5.2 At the end of the cold soak per iod, the vehicle shall be placed or pushed onto a dynamometer, and shall be driven on a continuous US06 test cycle until either:

(a) the auxiliary power unit starts, orG-21
Final Regulation Order Part 2 Date of Hearing: January 26-27, 2012 Amended: March 22, 2012 (b) the vehicle can no longer meet the speed trace limits of the US06 driving schedule as specified in CFR 86 Appendix I to within 2 mph higher than the highest point on the trace within 1 second for the upper limit or within 2 mph lower than the lowest point on the trace within 1

second for the lower limit.

When either of these conditions is met, the test shall be ended. The range for this test, in miles, shall be the distant driven from the start of the test to when condition (a) or (b) is met. Emission sa mpling is not required for this test.

8. 50 o F and 20 o F Test Provision for Off-Vehicle Charge Capable Hybrid

Electric Vehicles.

50 o F testing shall be conducted pursuant to section FG.5 with the modifications in Part II, Section C of th e “California Exhaust Emission Standards and Test Procedures for 2001 and Subsequent Model Year Passenger Cars, Light Duty Trucks, and Medium Duty Vehicles” and the additional following revisions.

20 o F testing shall be conducted pursuant to section FG.5 and shall include the temperature provisions in 40 CFR Part 86 Subpart C - Emission Regulations for 1994

and Later Model Year Gasoline-Fueled Ne w Light-Duty Vehicles, New Light-Duty Trucks and New Medium-Duty Passenger V ehicles; Cold Temperature Test

Procedures.

For 50 o F and 20 o F charge depleting testing, vehicl e charging, prior to emissions testing, shall be performed dur ing the soak period at 50 o F and 20 o F, respectively.

8.1 To satisfy test requirements for the 50 o F emission test, the vehicle shall be tested in the worst case (NMOG + NOx) of the urban charge depleting range test or urban charge sustaining emission test as defi ned in section FG.5. To satisfy test requirements for the 20 o F emission test, the vehicle shall be tested in the worst case (CO) of the urban charge depleting range test or urban charge sustaining emission test
as defined in section FG.5. For the 20 o F and 50 o F emission tests, the vehicle is not required to meet SOC net tolerances.

8.2 If the worst case for emissions is charge sustaining operation, the vehicle shall be preconditioned, and one of the followi ng two emission test options must be performed.

(i) A three phase test that includes phase one as the first 505 seconds of the UDDS, phase two as 506 seconds to the end of the UDDS, a 10 minute key-off soak period, and phase three the first 505 seconds of the UDDS. The first two phases test shall be counted as the first UDDS and the second and third phases will constitute the second UDDS. Emission weighting is as follows:G-22
Final Regulation Order Part 2 Date of Hearing: January 26-27, 2012 Amended: March 22, 2012 Y wm =        

 

         

 



3 2 3 2

2 1 2 1 57

. 0 43

. 0 D D Y Y

D D Y Y

Where:

Y wm = Weighted mass emissions of ea ch pollutant, i.e., THC, CO, THCE, NMOG, NMHCE, CH 4 , NO
x , or CO 2 , in grams per

vehicle mile.

Y 1 = Mass emissions as calculated from phase one of the three phase test.

Y 2 = Mass emissions as calculated from phase two of the three phase test.

Y 3 = Mass emissions as calculated from phase three of the three phase test.

D 1 = The measured driving distanc e from phase one of the three phase tests, in miles.

D 2 = The measured driving distance from phase two of the three phase tests, in miles.

D 3 = The measured driving distance from phase three of the three phase tests, in miles.

(ii) A two phase test that includes phase one as a UDDS, a 10 minute keyoff soak period, and phase two as a UDDS. Emission weighting for the four phase test will follow the procedure outlined in section FG.5.5.1.

8.3 If measurement of worst case emissions requires the urban charge depleting range test to be performed, the vehicle shall be preconditioned and fully charged. The continuous urban test schedul e shall then be performed. The UDDS, in which the auxiliary power unit first starts, shall be the cold UDDS. Emissions shall be sampled according to one of the options in section FG.8.2. For the three phase test option, if the auxiliary power unit starts in phase two of the UDDS, phase one emissions

are considered zero for emission calcul ation purposes. Emissions are weighted according to section FG.8.2.

9. Additional Provisions.

9.1 Confirmatory testing may be performed on all tests to establish if higher

emissions occur at different states-of-char ge in charge depleting mode. This is to

ensure that cold start and other emissi ons standards are not exceeded at other operating SOCs.

9.2 Confirmatory testing may be per formed on the US06 test or the manufacturer may provide data to show that potential cold start off-cycle emissions are

controlled to the extent that t hey are controlled for the UDDS.

9.3 Confirmatory testing may be performed on vehicles equipped with an optional charge sustaining operati on mode selector with selector set to simulate chargeG-23
Final Regulation Order Part 2 Date of Hearing: January 26-27, 2012 Amended: March 22, 2012 sustaining operation or in actual charge su staining operation in accordance with section F of these test procedures.

9.4 For an example of an off-vehicle c harge capable hybrid electric vehicle with all-electric range and bl ended operation that has charge depleting actual range and charge depleting cycle range, pleas e see section HI, Figure 1.

9.5 For an example of charge depleting to charge sustaining range with and without transitional range and end of test condi tions, please see section HI, Figure 2.

9.6 When determining the SOC tolerance during testing, the current drive cycle may be aborted if the SOC tolerance is met for previous drive cycle.

9.7 If the manufacturer determines ther e is insufficient fuel to run the subsequent test, the manufacturer may perform a fuel drain and fill or add fuel pursuant to the provisions of the “Californi a Evaporative Emission Standards and Test Procedures for 2001 and Subsequent Model Motor Vehicles.”

10. State-of-Charge Net Change Tolerances.

10.1 For vehicles that use a battery as an energy storage device, the following state-of-charge net change tolerance shall apply:

(Amp-hr final ) max = (Amp-hr initial ) + 0.01        

 



1 K V m NHV

system fuel

fuel

(Amp-hr final ) min = (Amp-hr initial ) - 0.01        

 



1 K V m NHV

system fuel

fuel

Where: (Amp-hr final ) max = Maximum allowed Amp-hr stored in battery at the end
of the test (Amp-hr final ) min = Minimum allowed Amp-hr stored in battery at the end
of the test (Amp-hr initial ) = Battery Amp-hr stored at the beginning of the test

NHV fuel = Net heating value of consumable fuel, in Joules/kg

m fuel = Total mass of fuel consumed during test, in kg

K 1 = Conversion factor, 3600 seconds/hour

V system = Open circuit voltage (OCV) that corresponds to the SOC of the target SOC during charge sustaining operation. This value shall be submitted for testing purposes, and it shall be subject to confirmation by

the Air Resources Board.G-24
Final Regulation Order Part 2 Date of Hearing: January 26-27, 2012 Amended: March 22, 2012 An alternate state-of-charge net toleranc e may be used if shown to be technically necessary and if approved in advance by the Executive Officer of the Air Resources

Board.

10.2 For vehicles that use a capacit or as an energy storage device, the following state-of-charge net change tolerance shall apply:

(V final ) max = 

#  

C m NHV V fuel fuel

initial  

  2 01

. 0 2

(V final ) min = 

#  

C m NHV V fuel fuel

initial  



 2 01

. 0 2

Where: (V final ) max = The stored capacitor voltage allowed at the end of the test (V final ) min = The stored capacitor voltage allowed at the end of the test

V 2

initial = The square of the capacitor voltage stored at the beginning

of the test

NHV fuel = Net heating value of consumable fuel, in Joules/kg

m fuel = Total mass of fuel consumed during test, in kg C = Rated capacitance of the capacitor, in Farads

10.3 For vehicles that use an electro -mechanical flywheel as an energy storage device, the following state-of-char ge net change tolerance shall apply:

(rpm final ) max = 

#  

3 2 2 01

. 0 K I m NHV

rpm fuel fuel

initial   

 

(rpm final ) min = 

#  

3 2 2 01

. 0 K I m NHV

rpm fuel fuel

initial   





Where: (rpm final ) max = The maximum flywheel rotational speed allowed at the

end of the test (rpm final ) min = The minimum flywheel rotational speed allowed at the

end of the test

rpm 2

initial = The squared flywheel rotational speed at the beginning of

the test

NHV fuel = Net heating value of consumable fuel, in Joules/kg

m fuel = Total mass of fuel consumed during test, in kgG-25
Final Regulation Order Part 2 Date of Hearing: January 26-27, 2012 Amended: March 22, 2012 K 3 = Conversion factor,

2 2 2

sec 3600 4

rpm

 

I = Rated moment of inertia of the flywheel, in kg-m 2

11. Calculations – Equivalent All-El ectric Range for Off-Vehicle Charge Capable Hybrid Electric Vehicles.

11.1 Charge Depleting CO 2 Produced means the cumulative tailpipe CO 2 emissions produced, M cd , in grams per mile during t he charge depleting cycle range.

M cd = Σ Y i

where:

Y i = The sum of the CO 2 grams per mile in the charge depleting mode from each test cycle (UDDS or HFEDS) i = Number (UDDS or HFEDS) of t he test over the charge depleting cycle range, R cdc

11.2 Charge Sustaining CO 2 Produced - urban means the cumulative tailpipe
CO 2 emissions produced, M cs , in grams per mile, during the cold start charge sustaining

urban test.

M cs = 

##        

  

c c cdcu

h c D D R Y Y

where:

R cdcu = Urban Charge Depleting Cycle Range, in miles

D c = The measured driving distance from the cold start UDDS, in

miles

Y c = Grams per mile CO 2 emissions as calculated from the cold start

UDDS

Y h = Grams per mile CO 2 emissions as calculated from the hot start

UDDSG-26
Final Regulation Order Part 2 Date of Hearing: January 26-27, 2012 Amended: March 22, 2012 11.3 Charge Sustaining CO 2 Produced - highway means the grams per mile tailpipe CO 2 emissions produced, M cs , during the cold start charge sustaining highway

test.

M cs = h

h cdch Y D R

        

where:

R cdch = Highway Charge Depleting Cycle Range, in miles

D h = The measured driving distance from the hot start HFEDS, in

miles

Y h = Grams per mile emissions as calculated from the hot start

HFEDS

11.4 Urban Equivalent All-Electric Range (EAER
u ) shall be calculated as

follows:

EAER u = cdcu

cs cd cs R

M M M

        



where:

M cs is as defined in FG.11.2.

M cd is as defined in FG.11.1, using the UDDS test cycle.

11.5 Highway Equivalent All-Electric Range (EAER h ) shall be calculated as

follows:

EAER h = cdch

cs cd cs R M M M

      



where:

M cs is as defined in FG.11.3.

M cd is as defined in FG.11.1, using the HFEDS test cycle.

R cdch is as defined in FG.11.3

11.6 Electric Range Fraction (%).

The Electric Range Fraction means fr action of the total miles driven electrically (with the engine off) for blended operation hybrid electric vehicles.

The Urban Electric Range Fraction (ERF
u ) is calculated as follows:G-27
Final Regulation Order Part 2 Date of Hearing: January 26-27, 2012 Amended: March 22, 2012 ERF u (%) = 100         

cda u R EAER

The Highway Electric Range Fraction (ERF h ) is calculated as follows:

ERF h (%) = 100         

cdah h
R EAER

11.7 Equivalent All-Electric Range Energy Consumption.

The Urban Equivalent All-Electric Range Energy Consumption (EAEREC
u )

shall be calculated as follows:

EAEREC
u (wh/mi) =

u cd EAER

E

where:

E cd = Total electrical energy used to fully charge the vehicle battery from an external power source a fter the charge depleting test has been completed. This shall be calculated for both AC and DC energy.

The Highway Equivalent All-Elec tric Range Energy Consumption (EAEREC h ) shall be calculated as follows:

EAEREC h (wh/mi) =

h cd EAER

E

where:

E cd = Total electrical energy used to fully charge the vehicle battery from an external power source a fter the charge depleting test has been completed. This shall be calculated for both AC and DC energy.

11.8 The Urban Charge Depleting Cycle Range, R cdcu , (see section H for an

illustration of R cdcu ) shall be defined as the distance traveled on the Urban Charge Depleting Procedure up to the UDDS prior to where the state-of-charge is above the lower bound state-of-charge tolerance for one test cycle given by:

(Amp-hr final ) min = (Amp-hr initial ) – 0.01 *        

 

1

K V m NHV

system fuel

fuel

Where:G-28
Final Regulation Order Part 2 Date of Hearing: January 26-27, 2012 Amended: March 22, 2012 (Amp-hr final ) min = Minimum allowed Amp-hr stored in battery at the end of the

test (Amp-hr initial ) = Battery Amp-hr stored at the beginning of the test

NHV fuel = Net heating value of consumable fuel, in Joules/kg

m fuel = Total mass of fuel consumed during test, in kg

K 1 = Conversion factor, 3600 seconds/hour

V system = Open circuit voltage (OCV) that corresponds to the SOC of the target SOC during charge su staining operation. This value shall be submitted for testing purposes, and it shall be subject to confirmation by the Air Resources Board.

11.9 The Charge Depleting Actual Range, R cda , shall be defined as the range at which the state-of-charge is first equal to t he average state-of-charge of the one or two UDDSs used to end the Urban Charge Depleting Test. This range must be reported to
the nearest 0.1 miles. For an illustration of R cda see section HI.

11.10 The Charge Depleting to Charge Sustaining Urban Range shall be defined

as the distance driven in miles from the start of the Urban Charge Depleting Test through the UDDS preceding the one or two UDDSs used to end the Urban Charge Depleting Test.

11.11 The Highway Charge Depleting Cycle Range, R cdch , shall be defined as

the sum of the distance traveled on the Hi ghway Charge Depleting Test up to the HFEDS prior to where the state-of-char ge is above the lower bound state-of-charge tolerance for one test cycle given by:

(Amp-hr final ) min = (Amp-hr initial ) – 0.01 *        

 

1

K V m NHV

system fuel

fuel

Where: (Amp-hr final ) min = Minimum allowed Amp-hr stored in battery at the end of the

test (Amp-hr initial ) = Battery Amp-hr stored at the beginning of the test

NHV fuel = Net heating value of consumable fuel, in Joules/kg

m fuel = Total mass of fuel consumed during test, in kg

K 1 = Conversion factor, 3600 seconds/hour

V system = Open circuit voltage (OCV) that corresponds to the SOC of the target SOC during charge su staining operation. This value shall be submitted for testing purposes, and it shall be subject to confirmation by the Air Resources Board.

11.12 The Charge Depleting to Charge Sustaining Highway Range shall be

defined as the distance driven in miles from the start of the Highway Charge Depleting Test through the HFEDS preceding the final HFEDS.G-29
Final Regulation Order Part 2 Date of Hearing: January 26-27, 2012 Amended: March 22, 2012 11.13 The Urban Equivalent All Electric Range for vehicles with an urban charge depleting actual range gr eater than 40 miles, EAER u40 , is determined through the following equation:

EAER u40 (miles) =       

100 40 mi ERF

u

12. The Calculations of the Combined Green House Gas Regulatory Rating of Off-vehicle Charge Ca pable Hybrid Electric Vehicles

12.1 The combined Greenhouse Gas (GHG) emissions value is determined by the following equation.
GHG PHEV, combined = 0.55 * ( GHG urban ) + 0.45 * ( GHG highway ) (Eq. 1)

12.2 The urban GHG emissions value for off-vehicle charge capable hybrid electric vehicles is calculated using the following equations. 12.2.1 The urban GHG emissions value is determined by the following equation.


##   

     

   urban urban urban N

i urban cs i upstream N

i i N

i i AC cd

i i CD

i urban Y UF G UF GHG D Y UF GHG

1 . 1 1 . . . ) ( * )) ( 1 ( ) ( ) ( * ) (

(Eq. 2)

Where,

GHG urban = Rated urban GHG emissions for PHEV, in gCO 2 e/mile

i = Number of charge-depleting urban test cycle

N

urban = Total number of urban test cycles in char ge depleting to charge sustaining range ( R cdtcs )

UF i = Utility factor for urban test cycle i Y

CD.i = Mass emissions of CO 2 in grams per vehicle mile, for the “ i ”th test in the charge depleting test

D .i = Distance of the “ i ”th urban test cycle, in miles.

GHG cd.AC.i = Rated GHG emissions for test cycle i , in gCO 2 e/mile

Y

cs.urban = Weighted mass emissions of CO 2 in grams/mi of the charge sustaining test.

G upstream = Gasoline upstream factor = 0.25 * GHG target .

12.2.2 The Charge Depleting to Charge Sustaining Range ( R cdtcs ) is the total number of cycles driven at least partially in charge depleting mode times the cycle distance. Cycles meets charge sustai ning criterion are not included in the R cdtcs . The

R

cdtcs includes the transitional cycle, where the vehicle may have operated in both depleting and sustaining modes.

12.2.3 The utility factors for urban and highway cycles are provided in the following table.G-30
Final Regulation Order Part 2 Date of Hearing: January 26-27, 2012 Amended: March 22, 2012 Utility factors for each PHEV drive cy cle test with charge-depletion operation

Test cycle

number Test cycle utility factor

Urban, UF i Highway, UF j

1 0.176 0.233

2 0.141 0.172

3 0.112 0.127

4 0.091 0.095

5 0.074 0.071

6 0.059 0.054

7 0.049 0.041

8 0.039 0.032

9 0.033 0.025

10 0.027 0.020

11 0.023 0.017

12 0.019 0.013

12.2.4 This charge-depleting GHG rate from electric ity use in each test cycle is defined by the following equation:

GHG cd.AC.i = GHG grid * E cd.AC.i (Eq. 3)

Where,

GHG cd.AC.i = Rated GHG emissions for charge-depleting PHEV, in gCO 2 e/mile

E

cd.AC.i = Urban or highway charge depleting electricity use, in kWh/mile

GHG grid = Lifecycle California electricity GHG intensity, 270 gCO 2 e/kWh

12.2.5 The urban or highway charge depleting electricity use is defined by the following

formula:

total AC cd N

i i DC cd i DC cd

i AC cd 

### E

E E E

. .

1 . . . .

. . 

### * 

# 

 

###  (Eq. 4)

Where,

N = Total number of test cycles in the charge depleting to charge sustaining range (R cdtcs ) of the urban or highway charge depleting test.

E

cd.AC.i = AC kWh consumed in the “i”th cycle of the charge depleting

test.G-31
Final Regulation Order Part 2 Date of Hearing: January 26-27, 2012 Amended: March 22, 2012 E

cd.DC.i = Depleted DC energy for the “i”th cycle in the charge depleting test. It is defined in section F.3.4 of these test procedures.

E

cd.AC.total = Charge-depleting net AC ener gy consumption is determined according to section F.3.4 of these test procedures.

12.2.6 The Y cs.urban , which is the weighted CO 2 mass emissions of the charge-sustaining test, is determined by t he following equation, which can be found in section F.5.5 of these test procedures.

H H

C C

Urban CS D Y

D Y Y * 57

. 0 * 43

. 0

.   (Eq. 5)

Where,

Y

CS.Urban = Weighted mass emissions of CO 2 in grams/mi of the charge sustaining test.

Y

C = Mass emissions as calculated from the cold start UDDS, in grams per cycle.

Y

H = Mass emissions as calculated from the hot start UDDS, in grams per cycle.

D C = The measured driving distanc e from the cold start UDDS, in

miles.

D H = The measured driving distance fr om the hot start UDDS, in miles.

12.3 The highway GHG emissions value for off-vehicle charge capable hybrid electric vehicles is calculated using the following equation.


##   

     

   highway highway highwayn N

j highway cs j upstream N

j i N

j j AC cd

j j CD

j highway Y UF G UF GHG D Y UF GHG

1 . 1 1 . . . ) ( * )) ( 1 ( ) ( ) ( * } (

(Eq. 7)

Where,

GHG highway = Rated highway GHG emissions for PHEV, in gCO 2 e/mile j = Number of charge-depleting highway test cycle

N

highway = Total number of highway test cycles in ch arge depleting to charge sustaining range ( R cdtcs )

UF j = Utility factor for highway test cycle j (see Table 1)

Y

CD.j = Mass emissions of CO 2 in grams per vehicle mile, for the “j”th test in the charge depleting

test D

j = Distance of the HFEDS cycle, in miles.

GHG cd.AC.j = Rated GHG emissions for test cycle j , in gCO 2 e/mile (see Eq. 3)

Y

cs.highway = Mass emissions of CO 2 in grams/mi of the highway char ge sustaining emission test, which can be found in section F.6.3.3 of these test procedures.

G upstream = Gasoline upstream factor 0.25 * GHG tarH-1
Final Regulation Order Part 2 Date of Hearing: January 26-27, 2012 Amended: March 22, 2012 GH. Off-Vehicle Charge Capable Hybrid Electric Vehicle Exhaust Emission Test Sequence.

[This page left intentionally blank for formatting purposes.]H-2
Final Regulation Order Part 2 Date of Hearing: January 26-27, 2012 Amended: March 22, 2012



## Off-Vehicle Charge Capable HEV Exhaust Emissions Test Sequence

* Equivalent to within ± 1% of AC energy us ed to charge battery to full state of charge

12 – 36 hour cold soak, canister preconditioning

12 – 36 hour cold soak

Hi g hwa y Cold Start Char g e Sustainin g Emission Tes t

US06 Char g e Sustainin g Emission Tes t

SC03 Char g e Sustainin g Emission Tes t Urban Char g e Sustainin g Emission Tes t

Hi g hwa y Char g e De p letin g Ran g e Tes t

Urban Char g e De p letin g Ran g e Tes t 12 – 36 hour cold soak, charge, canister preconditioning Drain & Fuel Vehicle Preconditionin g : 1 CS UDDS minimu m Cold Soak 6 hours Drain & Fuel Star t

Is CS E cd E q uivalent* to Urban CD ran g e test ?

N

Y Char g e and record ener gy

Dischar g e 12 – 36 hour cold soak, charge and record energyI-1Final Regulation Order Part 2Date of Hearing: January 26-27, 2012Amended: March 22, 2012HI. Examples of Off-Vehicle Charge Capable Hybrid Electric Vehicle Terminology.[This page left intentionally blank for formatting purposes.]I-2Final Regulation Order Part 2Date of Hearing: January 26-27, 2012Amended: March 22, 2012SOCCharge DepletingCycle Range,Rcdc= 22.5 miChargeSustainingOperationUDDS 1-1% FuelEnergy Used forLower Boundary(Cycles 4-5)UDDS 2 UDDS 3 UDDS 4 UDDS 5+1% Fuel Energy Usedfor Upper Boundary (Cycles 4-5)End of TestExample of an Off-Vehicle Charge Capable HEV withAER and Blended OperationUndergoing the Urban Charge Depleting Range TestCharge DepletingActual Range,Rcda= 18 miAvg SOC for CS Operation(Cycles 4-5)AER = 10 miEAER = 13.7 miEngineStartFigure 1I-3Final Regulation Order Part 2Date of Hearing: January 26-27, 2012Amended: March 22, 2012SOCCharge DepletingCycle RangeChargeSustainingOperationCycle 1Charge Depleting to ChargeSustaining Range-1% Fuel Energy UsedLower Boundary Usedfor RcdcDetermination(Cycle 5)Cycle 2 Cycle 3 Cycle4 Cycle Cycle 6 Cycle+1% Fuel Energy Used forRcdcDetermination (Cycle 5)End of TestSOCCharge DepletingCycle RangeChargeSustainingOperationCycle 1Charge Depleting to ChargeSustaining Range-1% Fuel Energy Usedfor Lower Boundary(Cycles 5-6)Cycle 2 Cycle 3 Cycle 4 Cycle Cycle 6+1% Fuel Energy Used forUpper Boundary (Cycles 5-6)End of TestExample of Urban End of Test Conditionsfor Off-Vehicle Charge Capable HEVwith Transitional Range+1% Fuel Energy Usedfor Upper Boundary(Cycle 6-7)-1% Fuel EnergyUsed for LowerBoundary (Cycle 6-7)Example of Urban End of Test Conditionsfor Off-Vehicle Charge Capable HEVTransitionalRangeFigureJ-1
Final Regulation Order Part 2 Date of Hearing: January 26-27, 2012 Amended: March 22, 2012 IJ. Test Procedures for 2009 through 2011 Model Zero-Emission Vehicles and Hybrid-E lectric Vehicles.

The “as adopted or amended dates” of the 40 CFR Part 86 regulations referenced by this document are the dates i dentified in the “California Exhaust Emission

Standards and Test Procedures for 2001 and Subsequent Model Passenger Cars, Light-Duty Trucks and Medium-Duty Vehicles.”

1. Electric Dynamometer. All ZEVs must be tested using a 48-inch single roll electric dynamometer meeting the requirements of 40 CFR Subpart B, §86.108- 00(b)(2).

2. Vehicle and Battery Break-In Period. A manufacturer shall use good engineering judgment in determining the proper stabilized emissions mileage test point and report same according to the requi rements of section D.2.11 above.

3. All-Electric Range Test. All 2009 through 2011 ZEVs and only offvehicle charge capable hybrid electric vehicles shall be subject to the All-Electric Range Test specified below for the purpose of det ermining the energy efficiency and operating range of a ZEV or of an off-vehicle charge capable hybrid electric vehicle operating without the use of its auxiliary power unit. For hybrid electric vehicles, the manufacturer may elect to conduct the All-Electric Range Te st prior to vehicle preconditioning in the exhaust and evaporative emission test sequence s pecified in the “California Evaporative

Emission Standards and Test Procedures for 2001 and Subsequent Model Motor

Vehicles”.

3.1 Cold soak . The vehicle shall be stored at an ambient temperature not

less than 68  F (20  C) and not more than 86  F (30  C) for 12 to 36 hours. During this time, the vehicle’s battery shall be charged to a full state-of-charge.

3.2 Driving schedule.

3.2.1 Determination of Urban All-Electric Range.

(a) At the end of the cold soak period, the vehicle shall be placed, either driven or pushed, onto a dynamomet er and operated through successi ve Urban Dynamometer Driving Schedules (UDDS), 40 CFR, Part 86, Appendix I, which is incorporated herein by reference. A 10-minute soak shall follow each UDDS cycle.

(b) For vehicles with a maximum speed greater than or equal to the maximum speed on the UDDS cycle, this test sequence shall be repeated until the vehicle is no longer able to maintain either the speed or time tolerances in 40 CFR §86.115-00 (b)(1) and (2), or the manufacturer determines that the test should be terminated for safety reasons, e.g. excessively high battery temper ature, abnormally low battery voltage, etc. For off-vehicle charge capable hybrid electric vehicles, this determination shall be performed without the use of the auxiliary power unit.J-2
Final Regulation Order Part 2 Date of Hearing: January 26-27, 2012 Amended: March 22, 2012 (c) For vehicles with a maximum speed less than the maximum speed on the UDDS cycle, the vehicle shall be operated at ma ximum available power (or full throttle) when the vehicle cannot achieve the speed tr ace within the speed and time tolerances specified in 40 CFR § 86.115-00(b)(1) and (2). The test shall be terminated when the vehicle speed when operated at maximum avail able power (or full throttle) falls below 95 percent of the maximum speed initially achieved on the UDDS cycle or when the battery state-of-charge is depleted to the lowe st level allowed by the manufacturer, or

the manufacturer determines that the test should be terminated for safety reasons, e.g. excessively high battery temperature, abnorma lly low battery voltage, etc., whichever occurs first. For off-vehicle charge capable hy brid electric vehicles, this determination shall be performed without the us e of the auxiliary power unit.

3.2.2 Determination of Highway All-Electric Range.

(a) At the end of the cold soak period, the vehicle shall be placed, either driven or pushed, onto a dynamomet er and operated through two successive Highway Fuel Economy Driving Schedules (HFEDS), 40 CFR, Part 600, Appendix I, which is incorporated herein by reference. Ther e shall be a 15 second zero speed with key on and brake depressed between two cycles and a 10-minute soak following the two HFEDS cycles.

(b) For vehicles with a maximum speed greater than or equal to the maximum speed on the HFEDS cycle, this test sequence shall be repeated until the vehicle is no longer able to maintain either the speed or time tolerances in 40 CFR § 86.115-00 (b)(1) and (2), or the manufacturer determines that the test should be terminated for safety reasons, e.g. excessively high battery temper ature, abnormally low battery voltage, etc. For off-vehicle charge capable hybrid electr ic vehicles, this determination is optional and shall be performed without the us e of the auxiliary power unit.

(c) For vehicles with a maximum speed less than the maximum speed on the HFEDS cycle, the vehicle shall be operated at maximum available power (or full throttle) when the vehicle cannot achieve the speed tr ace within the speed and time tolerances specified in 40 CFR § 86.115-00(b)(1) and (2). The test shall be terminated when the vehicle speed when operated at maximum avail able power (or full throttle) falls below 95 percent of the maximum speed initially achieved on the HFEDS cycle or when the battery state-of-charge is depleted to the lowe st level allowed by the manufacturer, or

the manufacturer determines that the test should be terminated for safety reasons, e.g. excessively high battery temperature, abnorma lly low battery voltage, etc., whichever occurs first. For off-vehicle charge capable hy brid electric vehicles, this determination shall be performed without the us e of the auxiliary power unit.

(d) NEVs are exempt from the highway all-electric range test.

3.2.3 Recording requirements. Once the vehicle is no longer able to maintain the speed and time requirements specified in (2) above, or once the auxiliary power unitJ-3
Final Regulation Order Part 2 Date of Hearing: January 26-27, 2012 Amended: March 22, 2012 turns on, in the case of an off-vehicle charge capable hybrid electric vehicle, the vehicle shall be brought to an immediate st op and the following data recorded:

(a) mileage accumulated during the All-Electric Range Test; (b) Net DC energy from the battery that was expended during the All-Electric Range Test (may be reported as the total DC battery energy output and the total DC battery energy input during the All-Electric Range Test); (c) AC energy required to fully charge the battery after the All-Electric Range Test from the point where electricity is intr oduced from the electric outlet to the battery charger; and (d) DC energy required to fully charge the battery after the All-Electric Range Test from the point where electricity is introduced from the battery charger to the battery.

Battery charging shall begin within 1 hour a fter terminating the All-Electric Range

Test.

3.2.4 Regenerative braking . Regenerative braking systems may be utilized during the range test. The braking level, if adjustable, shall be set according to the manufacturer’s specifications prior to t he commencement of the test. The driving schedule speed and time tolerances specified in (2) shall not be exceeded due to the operation of the regener ative braking system.

4. Determination of Battery Specific Energy for ZEVs.

Determine the specific energy of batteries used to power a ZEV in accordance with the U.S. Advanced Battery Consortium’s Electric Vehicle Battery Procedure Manual (January 1996), Procedure No. 2, “Constant Curr ent Discharge Test Series,” using the C/3 rate. The weight calculation must refl ect a completely functional battery system as defined in the Appendix of the Manual, incl uding pack(s), required support ancillaries (e.g., thermal management), and electronic controller.

5. Determination of the Emissions of the Fuel-fired Heater for Vehicles

Other Than ZEVs.

The exhaust emissions result of the f uel-fired heater shall be determined by operating at a maximum heating capac ity with a cold start between 68 o F and 86 o F for a period of 20 minutes and dividing the grams of emissions by 20. The resulting grams per minute shall be multiplied by 3.0 minutes per mile for a grams per mile value.

6. Hybrid Electric Vehicle FTP Emission Test Provisions.

Alternative procedures may be used if s hown to yield equivalent results and if approved in advance by the Executive Offi cer of the Air Resources Board.

6.1 Vehicle Preconditioning.J-4
Final Regulation Order Part 2 Date of Hearing: January 26-27, 2012 Amended: March 22, 2012 To be conducted pursuant to the “Calif ornia Evaporative Emission Standards and Test Procedures for 2001 and Subsequent Model Motor Vehicles” with the following supplemental requirements:

6.1.1 Battery state-of-charge shall be set pr ior to initial fuel drain and fill before vehicle preconditioning.

6.1.2 For hybrid electric vehicles that do not allow manual activation of the auxiliary power unit, battery state-of-charge shall be set at a level that causes the hybrid electric vehicle to operate the auxiliary power unit for the maximum possible cumulative amount of time during the preconditioning drive.

6.1.3 For hybrid electric vehicles that allow manual activation of the auxiliary power unit, battery state-of-charge shall be se t at a level that satisfies one of the following conditions:

(i) If the hybrid electric vehicle is charge-sustaining over the UDDS, battery state-of-charge shall be set at the lowest level allowed by the
manufacturer.

(ii) If the hybrid electric vehicl e is charge-depleting over the UDDS, battery state-of-charge shall be set at the level recommended by the manufacturer for activating the auxilia ry power unit when operating in urban driving conditions.

6.1.4 After setting battery state-of-charge, the hybrid electric vehicle shall be pushed or towed to a work area for fuel drai n and fill according to sections D.1.1. and

D.1.2. of the “California Evaporative Emission Standards and Test Procedures for 2001 and Subsequent Model Motor Vehicles”.

6.1.5 Following fuel drain and fill, the vehicle shall be pushed or towed into position on a dynamometer and preconditioned. If the auxiliary power unit is capable of being manually activated, the auxiliary power unit shall be manually activated at the beginning of and operated throughout the preconditioning drive.

6.1.6 Within five minutes of completi ng preconditioning drive, battery state-ofcharge shall be set at a level that sa tisfies one of the following conditions:

(i) If the hybrid electric vehicle does not allow manual activation of the auxiliary power unit and is charge-sustaining over the UDDS, then set battery state-of-charge to a level such that the SOC Criterion (see section B., Definitions, of these procedures) would be satisfied for the dynamometer procedure (section 6.2 of these procedures). If off-vehicle charging is required to increase batte ry state-of-charge for proper setting, off-vehicle charging shall occur during 12 to 36 hour soak period.J-5
Final Regulation Order Part 2 Date of Hearing: January 26-27, 2012 Amended: March 22, 2012 (ii) If the hybrid electric vehicle does not allow manual activation of the auxiliary power unit and is charge- depleting over the UDDS, then no battery state-of-charge adjustment is permissible.

(iii) If the hybrid electric vehicl e does allow manual activation of the auxiliary power unit, then set battery state-of-charge to manufacturer recommended level for activating the auxiliary power unit when the hybrid electric vehicle is operating in urban driving conditions.

6.2 Dynamometer Procedure

To be conducted pursuant to 40 CFR § 86.135-00 with the following

revisions:

6.2.1 Amend subparagraph (a): Over view. The dynamometer run consists of two tests, a “cold” start test, after a minimum 12-hour and a maximum 36-hour soak pursuant to the provisions of the “California Evaporative Emission Standards and Test Procedures for 2001 and Subsequent Model Motor Vehicles”, and a “hot” start test following the “cold” start test by 10 minutes. Vehicle startup (with all accessories turned off), operation over the UDDS and vehicle shutdown make a complete cold st art test. Vehicle startup and operation over the UDDS and vehicle shutdown make a complete hot start test. The

exhaust emissions are diluted with ambient air in the dilution tunnel as shown in Figure B94-5 and Figure B94-6. A diluti on tunnel is not required for testing vehicles waived from the requirement to m easure particulates. Four particulate samples are collected on filters for weighing; the first sample plus backup is collected during the cold start test (inc luding shutdown); the second sample plus backup is collected during the hot start test (including shutdown). Continuous proportional samples of gaseous emissions are collected for analysis during each test. For hybrid electric vehicles wit h gasoline-fueled, natural gas-fueled and liquefied petroleum gas-fueled Otto-cycle auxiliary power units, the composite samples collected in bags are analyzed for THC, CO, CO 2 , CH 4 and NO
x . For hybrid electric vehicles with petroleu m-fueled diesel-cycle auxiliary power units (optional for natural gas-fueled, liquefied petroleum gas-fueled and methanol-fueled diesel-cycle vehicles), THC is sampled and analyzed continuously pursuant to the provisions of § 86.110. Parallel samples of the dilution air are similarly analyzed for THC, CO, CO 2 , CH 4 and NO
x . For hybrid electric vehicles with natural gas-f ueled, liquefied petroleum gas-fueled and methanol-fueled auxiliary power units, bag samples are collected and analyzed for THC (if not sampled continuously), CO, CO 2 , CH 4 and NO
x . For hybrid
electric vehicles with methanol-fueled auxiliary power units, methanol and formaldehyde samples are taken for both exhaust emissions and dilution air (a single dilution air formaldehyde sample, covering the total test period may be collected). Parallel bag samples of dilution air are analyzed for THC, CO, CO 2 , CH 4 and NO
x .J-6
Final Regulation Order Part 2 Date of Hearing: January 26-27, 2012 Amended: March 22, 2012 6.2.2 Subparagraph (d). [No change.]

6.2.3 Amend subparagraph (h): The dr iving distance, as measured by counting the number of dynamometer roll or shaft revolutions, shall be

determined for the cold start test and hot start test. The revolutions shall be measured on the same roll or shaft used for measuring the vehicle’s speed.

6.3 Dynamometer Test Run, G aseous and Particulate Emissions

To be conducted pursuant to 40 CFR § 86.137-96 with the following

revisions:

6.3.1 Amend subparagraph (a): G eneral. The dynamometer run consists of two tests, a cold start test, after a minimum 12-hour and a maximum 36-hour soak pursuant to the provisions of the “California Evaporative Emission Standards and Test Procedures for 2001 and Subsequent Model Motor Vehicles” and a hot start test following the cold start test by 10 minutes. The vehicle shall be stored prior to the emission test in such a manner that precipitation (e.g., rain or dew) does not occur on the vehicle. T he complete dynamometer test consists of a cold start drive of 7.5 miles (12.1 km) and a hot start drive of 7.5 miles (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.

6.3.2 Amend subparagraph (b)(9): Start the gas flow measuring device, position the sample selector valves to direct the sample flow into the exhaust sample bag, the methanol exhaust samp le, the formaldehyde exhaust sample, the dilution air sample bag, the methanol dilution air sample and the formaldehyde dilution air sample (turn on the petroleum-fueled diesel-cycle THC analyzer system integrator, mark the reco rder chart, start particulate sample pump No. 1, and record both gas meter or flow measurement instrument readings, if applicable), and turn the key on. If the auxiliary power unit is capable of being manually activated, the auxiliary power unit shall be activated at the beginning of and operated throughout the UDDS.

6.3.2 Delete subparagraph (13).

6.3.3 Amend subparagraph (14): Turn t he vehicle off 2 seconds after the end of the last deceleration (at 1,369 seconds).

6.3.4 Amend subparagraph (15): Five seconds after the vehicle is shutdown, simultaneously turn off gas flow measuring device No. 1 and if applicable, turn off the hydrocarbon int egrator No. 1, mark the hydrocarbon recorder chart, turn off the No. 1 particulate sample pump and close the valves isolating particulate filter No. 1, and posit ion the sample selector valves to the “standby” position. Record the measured ro ll or shaft revolutions (both gas meterJ-7
Final Regulation Order Part 2 Date of Hearing: January 26-27, 2012 Amended: March 22, 2012 or flow measurement instrumentation r eadings), and reset the counter. As soon as possible, transfer the exhaust and diluti on air samples to the analytical system and process the samples pursuant to § 86.140, obtaining a stabilized reading of the exhaust bag sample on all analyzers wit hin 20 minutes of the end of the sample collection phase of the test. Obtain methanol and formaldehyde sample analyses, if applicable, within 24 hours of the end of the sample period. (If it is not possible to perform analysis on the methanol and formaldehyde samples within 24 hours, the samples should be st ored in a dark cold (4C to 10C) environment until analysis. The samp les should be analyzed within fourteen days.) If applicable, carefully remove both pai rs of particulate sample filters from their respective holders, and place each in a separate petri dish, and cover.

6.3.3 Amend subparagraph (18): Repeat the steps in paragraphs (b)(2) through (b)(17) of this section for the hot start test. The step in paragraph (b)(9) of this section shall begin between 9 and 11 minutes after the end of the sample period for the cold start test.

6.3.4 Delete subparagraph (19).

6.3.5 Delete subparagraph (20).

6.3.6 Amend subparagraph (21): As soon as possible, and in no case longer than one hour after the end of the hot start phase of the test, transfer the four particulate filters to the weighi ng chamber for post-test conditioning, if applicable. For hybrid electric vehicles that do not allow manual activation of the auxiliary power unit and are charge-sustaini ng over the UDDS, a valid test shall satisfy the SOC Criterion (see Definiti ons, section B of these procedures).

6.3.7 Amend subparagraph (24): Vehicl es to be tested for evaporative emissions will proceed pursuant to t he “California Evaporative Emission Standards and Test Procedures for 2001 and Subsequent Model Motor

Vehicles”.

6.4 Calculations - Exhaust Emissions

To be conducted pursuant to 40 CFR §86.144-94 with the following

revisions:

6.4.1 Amend subparagraph (a): For li ght-duty vehicles and light duty

trucks:

Y wm = 0.43 * Y c + 0.57 * Y h D c D h

Where:J-8
Final Regulation Order Part 2 Date of Hearing: January 26-27, 2012 Amended: March 22, 2012 (1) Y wm = Weighted mass emissions of each pollutant, i.e., THC, CO, THCE, NMHC, NMHCE, CH 4 , NO
x , or CO 2 , in grams per vehicle mile. (2) Y c = Mass emissions as calculated from the cold start test, in grams per test. (3) Y h = Mass emissions as calculated from the hot start test, in grams per test. (4) D c = The measured driving distance from the cold start test, in

miles. (5) D h = The measured driving distance from the hot start test, in

miles.

6.5 Calculations - Particulate Emissions

To be conducted pursuant to 40 CFR §86.145-82 with the following

revisions:

6.5.1 Amend subparagraph (a): The final reported test results for the mass particulate (M p ) in grams/mile shall be computed as follows:

M p = 0.43 * M pc + 0.57 *M ph D c D h

Where: (1) M pc = Mass of particulate determined from the cold start test, in grams per vehicle mile. (See § 86.110-94 for determination.) (2) M ph = Mass of particulate determined from the hot start test, in grams per vehicle mile. (See § 86.110-94 for determination.) (3) D c = The measured driving distance from the cold start test, in

miles. (4) D h = The measured driving distance from the hot start test, in

miles.

7. Hybrid Electric Vehicle Hi ghway Emission Test Provisions

To be conducted pursuant to 40 CFR § 600.111-93 with the following

revisions:

7.1 Amend subparagraph (b)(2): The highway fuel economy test is designated to simulate non-metropolitan driv ing with an average speed of 48.6 mph and a maximum speed of 60 mph. The cycle is 10.2 miles long with 0.2 stop per mile and consists of warmed-up vehicle operation on a chassis dynamometer through a specified driving cycle. A proportional part of t he diluted exhaust emission is collected continuously for subsequent analysis of THC, CO, CO 2 , and NO
x using a constant volume (variable dilution) sampler. Diese l dilute exhaust is continuously analyzed for hydrocarbons using a heated sample line and analyzer. Methanol and formaldehyde samples are collected and individually analyzed for methanol-fueled vehicles.J-9
Final Regulation Order Part 2 Date of Hearing: January 26-27, 2012 Amended: March 22, 2012 7.2 Amend subparagraph (f)(3): Only one exhaust sample and one background sample are collected and analyzed for THC (except diesel hydrocarbons which are analyzed continuously), CO, CO 2 , and NO
x . Methanol and formaldehyde samples (exhaust and dilution air) are collected and analyzed for methanol-fueled

vehicles.

7.3 Add subparagraph (f)(5): Battery st ate-of-charge shall be set prior to performing the HFEDS preconditioning cycle. For hybrid electric vehicles that do not allow manual activation of the auxiliary power unit, battery state-of-charge shall be set at a level that causes the hybrid electric vehicle to operate the auxiliary power unit for the maximum possible cumulative amount of time during the HFEDS preconditioning cycle. For hybrid electric vehicles that allow manual activation of the auxiliary power unit, battery state-of-charge shall be set at a level that satisfies one of the following

conditions:

(i) If the hybrid electric vehicle is charge-sustaining over the HFEDS, battery state-of-charge shall be set at the lowest level allowed by the
manufacturer.

(ii) If the hybrid electric vehicle is charge-depleting over the HFEDs, battery state-of-charge shall be set at the level recommended by the manufacturer for activating the auxiliary power unit when operating in highway driving conditions.

7.4 Amend subparagraph (h)(5): Oper ate the vehicle over one HFEDS preconditioning cycle according to the dynam ometer driving schedule specified in 600.109(b). If the auxiliary power unit is capable of being manually activated, the auxiliary power unit shall be manually ac tivated at the beginning of and operated throughout the HFEDS preconditioning cycle.

7.5 Amend subparagraph (h)(6): When the vehicle reaches zero speed at the end of the HFEDS preconditioning cycle, the dr iver has 17 seconds to prepare for the HFEDS emission measurement cycle of the test. Reset and enable the roll revolution counter. During the idle period, one of the following conditions shall apply:

(i) For hybrid electric vehicles that do not allow the auxiliary power unit to be manually activated and are charge-su staining over the HFEDS, the vehicle shall be momentarily turned off for 5 seconds and turned back on during the idle period. The battery state-of-charge sha ll be recorded after the hybrid electric vehicle has fully turned on.

(ii) For hybrid electric vehicles t hat do not allow the auxiliary power unit to be manually activated and are charge-depl eting over the HFEDS, the vehicle shall remain turned on during the idle period.J-10
Final Regulation Order Part 2 Date of Hearing: January 26-27, 2012 Amended: March 22, 2012 (iii) For hybrid electric vehicles t hat allow the auxiliary power unit to be manually activated, the vehicle shall re main turned on with the auxiliary power unit operating during the idle period.

7.6 Add subparagraph (h)(9): At the c onclusion of the HFEDS emission test, one of the following conditions shall apply:

(i) For hybrid electric vehicles that do not allow the auxiliary power unit to be manually activated and are charge-su staining over the HFEDS, record the battery state-of-charge to determine if t he SOC Criterion (see Definitions, section B of these procedures) is satisfied. If t he SOC Criterion is not satisfied, then repeat dynamometer test r un from subparagraph (h)(6). A total of three highway emission tests shall be allowed to satisfy the SOC Criterion. Manufacturers may elect to repeat dynamometer test run fr om subparagraph (h)(6) if battery energy level increased significantly relative to t he initial battery state-of-charge set at the beginning of the HFEDS emission test.

(ii) For hybrid electric vehicles t hat do not allow the auxiliary power unit to be manually activated and are charge-depl eting over the HFEDS, the emission test is completed.

(iii) For hybrid electric vehicles t hat allow the auxiliary power unit to be manually activated, the emission test is completed.

8. Hybrid Electric Vehicle S FTP Emission Test Provisions

8.1 US06 Vehicle Preconditioning

To be conducted pursuant to 40 CFR § 86.132-00 with the following

revisions:

8.1.1 Amend subparagraph (n): Aggre ssive Driving Test (US06) Preconditioning. (1) If the US06 test follows the exhaust emission FTP or evaporative testing, the refueling st ep may be deleted and the vehicle may be preconditioned using the fuel remaining in the tank (see paragraph (c)(2)(ii) of this section). The test vehicle may be pushed or driven onto the test dynamometer provided that battery st ate-of-charge has not been set; otherwise, if battery state-of-charge is set prior to securing vehicle on dynamometer, vehicle shall be pushed or towed into position on dynamometer. Battery state-of-charge shall be set prior to performing the US06 preconditioning cycle. For hybrid

electric vehicles that do not allow m anual activation of the auxiliary power unit, battery state-of-charge shall be set at a le vel that causes the hybrid electric vehicle to operate the auxiliary power uni t for the maximum possible cumulative amount of time during the US06 preconditi oning drive. For hybrid electric
vehicles that allow manual activation of the auxiliary power unit, battery state-ofcharge shall be set at a level that sa tisfies one of the following conditions:J-11
Final Regulation Order Part 2 Date of Hearing: January 26-27, 2012 Amended: March 22, 2012 (i) If the hybrid electric vehicle is charge-sustaining over the US06, battery state-of-charge shall be se t at the lowest level allowed by the manufacturer. The auxiliary power unit shall be manually activated at the beginning of and operated throughout the US06 preconditioning cycle.

(ii) If the hybrid electric vehi cle is charge-depleting over the US06, battery state-of-charge shall be set at the level recommended by the manufacturer for activating the aux iliary power unit when operating in highway driving conditions. The auxiliary power unit shall be manually activated at the beginning of and operated throughout the US06 preconditioning cycle.

8.1.2 Delete subparagraphs (n)(1)(i) and (n)(1)(ii).

8.2 US06 Emission Test

To be conducted pursuant to 40 CFR §86.159-00 with the following

revisions:

8.2.1 Amend subparagraph (a): Overvi ew. The dynamometer operation consists of a single, 600 second test on the US06 driving schedule, as described in appendix I, paragraph (g), of this part. The hybrid electric vehicle is preconditioned in accordance with § 86.132- 00, to bring it to a warmed-up stabilized condition. This preconditioning is followed by a 1 to 2 minute idle period that proceeds directly into the US06 driving schedule during which continuous proportional samples of gaseous emissions are collected for analysis. If engine stalling should occur during te sting, follow the provisions of § 86.136-90 (engine starting and restarting). For hybrid electric vehicles with gasoline-fueled Otto-cycle auxiliary power units, the composite samples collected in bags are analyzed for THC, CO, CO 2 , CH 4 and NO
x . For hybrid electric vehicles with petroleum-fueled diesel -cycle auxiliary power units, THC is sampled and analyzed continuously according to the provisions of § 86.110. Parallel bag samples of dilution air are analyzed for THC, CO, CO 2 , CH 4 and
NO
x .

8.2.2 Amend subparagraph (b)(2): Position (vehicle shall be pushed or towed if battery state-of-charge is set pr ior to securing to dynamometer otherwise vehicle may be driven as well) the test vehicle on the dynamometer and restrain.

8.2.3 Amend subparagraph (d): Practice runs over the prescribed driving schedule may be performed at test point, pr ovided that battery state-of-charge setting is conducted after practice and an emission sample is not taken, for thepurpose of finding the appropriate throttle action to maintain the proper speedtime relationship, or to pe rmit sampling system adjustment.J-12
Final Regulation Order Part 2 Date of Hearing: January 26-27, 2012 Amended: March 22, 2012 8.2.4 Amend subparagraph (f)(2)(i): Imm ediately after completion of the US06 preconditioning cycle, idle the vehicle. The idle period is not to be less than one minute or not greater than two mi nutes. During the idle period, one of the following conditions shall apply:

(i) For hybrid electric vehicles that do not allow the auxiliary power unit to be manually activated and are charge-sustaining over the US06, the vehicle shall be momentarily turned off for 5 seconds and turned back on during the idle period. The battery state-of-charge shall be recorded after the hybrid electric vehicle has fully turned on.

(ii) For hybrid electric vehicles that do not allow the auxiliary power unit to be manually activat ed and are charge-depleting over the US06, the vehicle shall remain turned on during the idle period.

(iii) For hybrid electric vehicles that allow the auxiliary power unit to be manually activated, the vehi cle shall remain turned on with the auxiliary power unit operating during the idle period.

8.2.5 Amend subparagraph (f)(2)(ix): At the conclusion of the US06 emission test, one of the following conditions shall apply:

(i) For hybrid electric vehicles that do not allow manual activation of the auxiliary power uni t and are charge-sustaining over the US06, record the battery state-of-char ge to determine if the SOC Criterion (see Definitions, section B of these pr ocedures) is satisfied. If the SOC Criterion is not satisfied, then repeat dynamometer test run from subparagraph (f)(2)(i). A total of three US06 emission tests shall be allowed to satisfy the SOC Criterion. Manufacturers may elect to repeat dynamometer test run from subparagraph (f)(2)(i) if battery energy level increased significantly relative to the initial battery state-of-charge set at the beginning of US06 emission test.

(ii) For hybrid electric vehicles that do not allow the auxiliary power unit to be manually activat ed and are charge-depleting over the US06, turn off vehicle 2 seconds after the end of the last deceleration.

(iii) For hybrid electric vehicles that allow the auxiliary power unit to be manually activated, turn off vehicle 2 seconds after the end of the

last deceleration.

8.3 SC03 Vehicle Preconditioning

To be conducted pursuant to 40 CFR §86.132-00 with the following

revisions:J-13
Final Regulation Order Part 2 Date of Hearing: January 26-27, 2012 Amended: March 22, 2012 8.3.1 Amend subparagraph (o): Air Conditioning Test (SC03) Preconditioning. (1) If the SC03 test follows the exhaust emission FTP or evaporative testing, the refueling st ep may be deleted and the vehicle may be preconditioned using the fuel remaining in the tank (see paragraph (c)(2)(ii) of this section). The test vehicle may be pushed or driven onto the test dynamometer provided that battery st ate-of-charge has not been set; otherwise, if battery state-of-charge is set prior to securing vehicle on dynamometer, vehicle shall be pushed or towed into position on dynamometer. Battery state-of-charge shall be set prior to performing the SC03 preconditioning cycle. For hybrid

electric vehicles that do not allow m anual activation of the auxiliary power unit, battery state-of-charge shall be set at a le vel that causes the hybrid electric vehicle to operate the auxiliary power uni t for the maximum possible cumulative amount of time during the SC03 preconditi oning drive. For hybrid electric
vehicles that allow manual activation of the auxiliary power unit, battery state-ofcharge shall be set at a level that sa tisfies one of the following conditions:

(i) If the hybrid electric vehicle is charge-sustaining over the SC03, battery state-of-charge shall be se t at the lowest level allowed by the manufacturer. The auxiliary power unit shall be manually activated at the beginning of and operated throughout the SC03 preconditioning cycle.

(ii) If the hybrid electric vehi cle is charge-depleting over the SC03, battery state-of-charge shall be set at the level recommended by the manufacturer for activating the auxiliary power unit when operating in highway driving conditions. The auxiliary power unit shall be manually activated at the beginning of and operated throughout the SC03 preconditioning cycle.

8.3.2 Delete subparagraphs (o)(1)(i) and (o)(1)(ii).

8.4 SC03 Emission Test

To be conducted pursuant to 40 CFR § 86.160-00 with the following

revisions:

8.4.1 Amend subparagraph (a): Overview. The dynamometer operation consists of a single, 594 sec ond test on the SC03 driving schedule, as described in appendix I, paragraph (h), of this part. The hybrid electric vehicle is preconditioned in accordance with §86.132-00 of this subpart, to bring the vehicle to a warmed-up stabilized condition. This preconditioning is followed by a 10 minute vehicle soak (vehicle turned off) that proceeds directly into the SC03 driving schedule, during which conti nuous proportional samples of gaseous emissions are collected for analysis. The entire test, including the SC03 preconditioning cycle, vehicle soak, and SC03 emission test, is either conducted in an environmental test facility or under test conditions that simulates testing in an environmental test cell (see Sec. 86.162-00 (a) for a discussion of simulationJ-14
Final Regulation Order Part 2 Date of Hearing: January 26-27, 2012 Amended: March 22, 2012 procedure approvals). The environmental test facility must be capable of providing the following nominal ambient test conditions of: 95 o F air temperature, 100 grains of water/pound of dry air (approx imately 40 percent relative humidity), a solar heat load intensity of 850 W/m 2 , and vehicle cooling air flow proportional to vehicle speed. Section 86.161-00 discusses the minimum facility requirements and corresponding control tolerances for air conditioning ambient test conditions. The vehicle’s air conditioner is operated or appropriately simulated for the duration of the test pr ocedure (except for the 10 minute vehicle soak), including the preconditioning. If engine stalling should occur during testing, follow the provisions of §86.136- 90 (engine starting and restarting). For hybrid electric vehicles with gasoline- fueled Otto-cycle auxiliary power units, the composite samples collected in bags are analyzed for THC, CO, CO 2 , CH 4 and
NO
x . For hybrid electric vehicles wit h petroleum-fueled diesel-cycle auxiliary power units, THC is sampled and analyzed continuously according to the provisions of § 86.110. Parallel bag samples of dilution air are analyzed for THC, CO, CO 2 , CH 4 and NO
x .

8.4.2 Amend subparagraph (b)(2): Posi tion (vehicle shall be pushed or towed if battery state-of-charge is set pr ior to securing to dynamometer otherwise vehicle may be driven as well) the test vehicle on the dynamometer and restrain.

8.4.3 Amend subparagraph (c)(9): Star t vehicle (with air conditioning system also running). If the auxiliary power unit of the hybrid electric vehicle is capable of being manually activated, the auxiliary power unit shall be manually activated at the beginning of and operat ed throughout the SC03 emission test. Fifteen seconds after the vehicle starts, begin the initial vehicle acceleration of the driving schedule.

8.4.4 Amend subparagraph (c)(12): Turn the vehicle off 2 seconds after

the end of the last deceleration.

8.4.5 Amend subparagraph (d)(7): Star t vehicle (with air conditioning system also running). If the auxiliary power unit of the hybrid electric vehicle is capable of being manually activated, the auxiliary power unit shall be manually activated at the beginning of and operat ed throughout the SC03 emission test. Fifteen seconds after the vehicle starts, begin the initial vehicle acceleration of the driving schedule.

8.4.6 Amend subparagraph (d)(10): At the conclusion of the SC03 emission test, one of the following conditions shall apply:

(i) For hybrid electric vehicles that do not allow the auxiliary power unit to be manually activated and are charge-sustaining over the SC03, record the battery state-of-char ge to determine if the SOC Criterion (see Definitions, section B of these pr ocedures) is satisfied. If the SOC Criterion is not satisfied, then turn o ff cooling fan(s), allow vehicle to soakJ-15
Final Regulation Order Part 2 Date of Hearing: January 26-27, 2012 Amended: March 22, 2012 in the ambient conditions of paragraph (c)(5) of this section for 10 ± 1 minutes, and repeat dynamometer test r un from subparagraph (d). A total of three SC03 emission tests shall be attempted to satisfy the SOC Criterion. Manufacturers may elect to repeat dynamometer test run from subparagraph (d) following a 10 ± 1 minute soak in the ambient conditions of paragraph (c)(5) of this section if battery energy level increased significantly relative to the initia l battery state-of-charge set at the beginning of SC03 emission test.

(ii) For hybrid electric vehicles that do not allow the auxiliary power unit to be manually activat ed and are charge-depleting over the SC03, turn off vehicle 2 seconds after the end of the last deceleration.

(iii) For hybrid electric vehicles that allow the auxiliary power unit to be manually activated, turn off vehicle 2 seconds after the end of the

last deceleration.

9. State-of-Charge Net Change Tolerances

9.1 For hybrid electric vehicles that use a battery as an energy storage device, the following state-of-charge net change tolerance shall apply:

(Amp-hr final ) max = (Amp-hr initial ) + 0.01 * (NHV fuel * m fuel ) (V system * K 1 )

(Amp-hr final ) min = (Amp-hr initial ) – 0.01 * ) K (V ) m NVH (

1 system fuel

fuel

 

Where:

(Amp-hr final ) max = Maximum allowed Amp-hr stored in battery at the end of

the test (Amp-hr final ) min = Minimum allowed Amp-hr stored in battery at the end of the

test (Amp-hr initial ) = Battery Amp-hr stored at the beginning of the test

NHV fuel = Net heating value of consumable fuel, in Joules/kg

m fuel = Total mass of fuel consumed during test, in kg

K 1 = Conversion factor, 3600 seconds/hour

V system = Open circuit voltage (OCV) that corresponds to the SOC of the target SOC during charge su staining operation. This value shall be submitted for testing purposes, and it shall be subject to confirmation by the Air Resources Board.J-16
Final Regulation Order Part 2 Date of Hearing: January 26-27, 2012 Amended: March 22, 2012 9.2 For hybrid electric vehicles that use a capacitor as an energy storage device, the following state-of-char ge net change tolerance shall apply:

(V final ) max = C m NHV V fuel fuel

initial ) 2 ( 01

. 0 ) ( 2  

 

(V final ) min = C m NHV V fuel fuel

initial ) 2 ( 01

. 0 ) ( 2  





Where: (V final )

max = The stored capacitor voltage a llowed at the end of the test (V final ) min = The stored capacitor voltage a llowed at the end of the test (V initial ) 2 = The square of the capacitor vo ltage stored at the beginning of

the test

NHV fuel = Net heating value of consumable fuel, in Joules/kg

m fuel = Total mass of fuel consumed during test, in kg C = Rated capacitance of the capacitor, in FaradsJ-17
Final Regulation Order Part 2 Date of Hearing: January 26-27, 2012 Amended: March 22, 2012 9.3 For hybrid electric vehicles that use an electro-mechanical flywheel as an energy storage device, the following state- of-charge net change tolerance shall apply:

(rpm final ) max = ) K 1 ( ) m NVH 2 ( 01

. 0 ) rpm (

3 fuel fuel 2

initial   

 

(rpm final ) min = ) K 1 ( ) m NVH 2 ( 01

. 0 ) rpm (

3 fuel fuel 2

initial   





Where: (rpm final ) max = The maximum flywheel rotational speed allowed at the end of the

test (rpm final ) min = The minimum flywheel rotational speed allowed at the end of the

test (rpm initial ) 2 = The squared flywheel rotational speed at the beginning of the test

NHV fuel = Net heating value of consumable fuel, in Joules/kg

m fuel = Total mass of fuel consumed during test, in kg

K 3 = Conversion factor, 4 2 /(3600 sec 2 -rpm 2 ) I = Rated moment of inertia of the flywheel, in kg-m 2K-1
Final Regulation Order Part 2 Date of Hearing: January 26-27, 2012 Adopted: March 22, 2012 K. Advanced Technology Demonstrat ion Program data requirements.

A vehicle placed in a California advanc ed technology demonstration program may earn ZEV credits even if it is not “de livered for sale” in accordance with the ZEV regulation section 1962.1(g)(4). Approval by the ARB’s Executive Officer is required for Advanced Technology Demonstration Program credits. The following data shall be provided in order to evaluate app lications for an Executive Order:

1. Project Description (a) General description (b) Goal (c) Specific objectives (e.g. durabilit y tests, customer marketability) (d) Location (include state, city, and agency/organization)

2. Vehicle data (a) Model (b) Model year (c) Date placed in program (d) Vehicle Identification Number (VIN)

3. Vehicle specifications (a) Passenger car (PC) or light duty truck (LDT) (b) Curb weight – pounds (lbs) (c) Payload (lbs) (d) City/highway range – miles (mi) (e) Estimated fuel economy or EPA fuel economy city/highway – miles per gallon (mpg) (f) Fuel type (g) Refueling time (h) Electric motor output – kilowatts (kW) (i) Hybrid energy storage; type, capacity and peak power (j) For Fuel Cell Vehicles (FCVs), fuel ce ll stack: type, peak output, manufacturer and estimated design life.L-1
Final Regulation Order Part 2 Date of Hearing: January 26-27, 2012 Amended: March 22, 2012 L. Fast refueling capability

The “fast refueling capability” criteri on for a 2009 through 2017 model-year Type III, IV and V ZEV in CCR, Title 13, Section 1962.1(d)(5)(A), “ZEV Tiers for Credit Calculations,” will be considered met for a par ticular ZEV if the manufacturer declares

that this ZEV can be fast refueled at an “ideal ” or prototype refueli ng or charging station and provides the documentation described below.

The fast refueling description shall incl ude (but not necessarily be limited to): (a) Tank or battery specifications (b) Ambient and tank conditions pr ior to the qualifying fill/charge (c) Plot or table of kilograms (kg) (or kilo watt-hour (kw-hr)) versus time for this “ideal” fill or charge (d) A general description of the fill or charge type.