As Amended: March 22, 2012 Date of Hearing: January 26-27, 2012 

### Attachment B-4

FINAL

CALIFORNIA EXHAUST EMISSION ST ANDARDS AND TEST PROCEDURES FOR 2018 AND SUBSEQUENT MODEL ZERO -EMISSION VEHICLES AND HYBRID ELECTRIC VEHICLES, IN THE PAS SENGER CAR, LIGHT-DUTY TRUCK AND
MEDIUM-DUTY VEHICLE CLASSES

Adopted: [insert date here]

[Note: Set forth below are t he 2012 amendments to the California zero emission vehicle (ZEV) regulation. This is a newly adopted test procedure, shown without underline as permitted by California Code of R egulations, title 1, section 8.]As Amended: March 22, 2012 Date of Hearing: January 26-27, 2012 NOTE: This document is incorporated by reference in section 1962.2, title 13, California Code of Regulations (CCR). Additional requirements necessary to complete an application for certificati on 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-D uty Trucks, and Medium-Duty Vehicles” (incorporated by reference in section 1961(d), title 13, CCR);

2. “California Evaporativ e Emission Standards and Test Procedures for 2001 and Subsequent Model Motor Vehicl es” (incorporated by referenc e in section 1976(c), title 13, CCR);

3. “California Refueling Emission St andards and Test Procedures for 2001 and Subsequent Model Motor Vehicl es” (incorporated by referenc e in section 1978(b), title 13, CCR);

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

5. “California Environmental Perform ance 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 (secti ons 2037 and 2038, title 13, CCR);

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

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

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

Section Page
No.

A. Applicabili ty ....................................................................................................... A-1
B. Definitions and Te rminology. ........................................................................... B-1
1. Definiti ons. .............................................................................................. B-1
2. Terminolog y. ........................................................................................... B-6
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: Applic ation for Certif ication. ........................ D-1
3. ZEV Reporting Requ irements. ............................................................... D-3
E. Determination of NEV Acceleration, Top Speed, and Constant Speed Range

............................................................................................................................. E-1
F. Test Procedures for 2018 and Subseque nt Model Zero-Emission Vehicles (including Fuel Cell Vehicles and Hybrid Fuel Cell Vehicles) and All 2018 and Subsequent Model Hybrid-Electric Ve hicles, Except Off-Vehicle Charge Capable Hybrid Elect ric Vehicl es. .................................................................... 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 for 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-10
8. SFTP Emission Test Provisions for A ll Hybrid Electric Vehicles, Except Hybrid Fuel Cell Vehicles and Off-Vehicl e Charge Capable Hybrid Electric
Vehicles . ............................................................................................... F-12
9. State-of-Charge Net Change Tolerances .............................................. F-17
G. Test Procedures for 2018 and Subsequent Model Off-Vehicle Charge Capable Hybrid Electric Vehicles. .................................................................................. 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-fired Heater. ....................... G-2

5. Urban Test Provisions for Off-Vehicl e Charge Capable Hybrid Electric
Vehicles. ................................................................................................ G-2
6. Highway Test Provisions for Off-Vehi cle Charge Capable Hybrid Electric
Vehicles . .............................................................................................. G-11

7. SFTP Emission Test Provisions fo r Off-Vehicle Charge Capable Hybrid
Electric Vehi cles. ................................................................................. G-15
8. 50 o F and 20 o F Test Provision for Off-V ehicle Charge Capable Hybrid
Electric Vehi cles. ................................................................................. G-20As Amended: March 22, 2012 Date of Hearing: January 26-27, 2012 9. Additional Pr ovisions ............................................................................ 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 Gr een House Gas Regulatory Rating of Off-vehicle Charge Capable Hybrid Electric V ehicles .......................... G-29

H. Off-Vehicle Charge Capable Hybrid El ectric Vehicle Exhaust Emission Test Sequence. .......................................................................................................... H-1
I. Examples of Off-Vehicle Charge Capable Hybrid Electric Vehicle Terminology. ........................................................................................................ I-1 J. Advanced Technology Demonstrati on Program data requirements............... J-1 1. Project Descr iption ........................................................................................ J-1
2. Vehicle data ................................................................................................... J-1 3. Vehicle specif ications .................................................................................... J-1B-4-A-1
As Amended: March 22, 2012 Date of Hearing: January 26-27, 2012 CALIFORNIA EXHAUST EMISSION STANDARDS AND TEST PROCEDURES FOR 2018 AND 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 2018 and subsequent model-year zero-emissi on passenger cars, light-duty trucks, and medium-duty vehicles, and 2018 and subsequent model-year 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 a nd Medium-Duty Vehicles” (hereinafter “LDV/MDV TPs”), and apply exce pt as amended herein.B-4-B-1
As Amended: March 22, 2012 Date of Hearing: January 26-27, 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 a bbreviations set forth in the LDV/MDV TPs, and the
definitions set forth in se ction 1900, title 13, CCR.

“Advanced technology PZEV” or “AT PZEV” means any PZEV with an allowance greater than 0.2 before application of the PZEV early introduction phase-in multiplier. “All-Electric Range” or “AER” means the total miles driv en electrically (with the engine off) before the engine tu rns on for the first time, afte r the battery has been fully charged. “All-Electric Range (AER) Test” means a test sequence used to determine the range of an electric vehicle or of a hybrid el ectric vehicle without t he use of its auxiliary power unit. The All-Electric Range Test cycl e consists of the Highway Fuel Economy Schedule and the Urban Dynamom eter 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 Conti nuous Urban Test Schedule cannot be performed.
“Alternate Continuous Highway Test Schedule” means a series of the following sequence: HFEDS, 15 second ke y-on pause, HFEDS, and 10-20 minute keyoff hot soak or a 15 second key-on pause. Th is alternate procedure may be substituted for the Continuous Highway Test Schedu le 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 ene rgy. Some examples of auxiliary power units are internal combustion engines, gas turb ines, 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 BEVx, after the zero emission range has been fu lly depleted. A fuel fired heater does not qualify 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 a 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.B-4-B-2
As Amended: March 22, 2012 Date of Hearing: January 26-27, 2012 “Battery state-of-charge” means the quantity of electrical energy remaining in the battery relative to the maximum rated ca pacity of the battery expressed in percent. “Blended off-vehicle charge cap able hybrid electric vehicle” means an offvehicle charge capable hybrid electric vehi cle that uses the engine to supplement battery/electric motor power dur ing 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 fluct uate 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 driving 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 Proc edure 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 ra nge 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 Deplet ing Procedure up to the test cycle prior to where the state-of-charge is above t he lower bound state-of-charge to lerance for one test cycle. This range will appear as the sum of a discr ete 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 driving 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 soak period. “Continuous Highway Test Schedule” means a repeated series comprised ofB-4-B-3
As Amended: March 22, 2012 Date of Hearing: January 26-27, 2012 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 ev ery 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.

“ Discounted PZEV and AT PZEV credits ” means credits earned under section 1962 and 1962.1 by delivery for sale of PZEVs and AT PZEVs, discounted according to subdivision C.7.2(f).

“ East Region pool ” means the combination of Se ction 177 states east of the Mississippi River. “Electric drive system” means an electric motor and associated power electronics, which provide acceleration to rque to the drive wheels sometime during normal vehicle operation. This does not inclu de 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 regener ative braking energy relative to total traction energy used over the charge depletion r ange on a specified drive cycle.

“ Energy storage device ” means a storage device able to provide the minimum power and energy storage capab ility to enable engine stop/st art capability, traction boost, regenerative braking, and (nominal) c harge sustaining mode dr iving capability. In the case of TZEVs, a mini mum range threshold relative to certified, new-vehicle range capability is not specified or required.
“Enhanced AT PZEV” means any model year 2009 through 2011 PZEV that has an allowance of 1.0 or gr eater per vehicle without mult ipliers and makes use of a
ZEV fuel. Enhanced AT PZEV means Tr ansitional Zero Emission Vehicle. “Equivalent all-electric range” or “EAER” means the portion of the total charge depleting range attributabl e to the use of electricity from the battery over the charge depleting range test.
“Fuel cell vehicle” or “FCV” means any vehicle that re ceives 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 s ource 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 s ources of stored energy: 1) a consumable fuel and 2) an energy storage device such as a battery, capacitor, or flywheel.B-4-B-4
As Amended: March 22, 2012 Date of Hearing: January 26-27, 2012 “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.
“ Hydrogen fuel cell vehicle ” means a ZEV that is fueled primarily by hydrogen, but may also have off-vehicle charge capability.
“ Hydrogen internal combustion engine vehicle ” means a TZEV that is fueled exclusively by hydrogen. “Majority ownership situations” means when one manufacturer owns another manufacturer more than 33.4%, for determi nation of size under CCR Section 1900.
“Manufacturer US PC and LDT Sales” means a manufacturer’s total passenger car and light duty truck (up to 8,500 pounds loaded vehicle we ight) sales sold in the
United States of America in a given model year. “Neighborhood Electric Vehicle” or “NEV ” means a motor vehicle that meets the definition of “low-speed vehicl e” either in section 385.5 of the Vehicle Code or in 49 CFR §571.500 (July 1, 2000), and is certified to zero-emission ve hicle standards.
“NIST” means the National Institut e 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 be ing 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 di stribution chain entity, and havi ng been individually registered for on-road use by the Californi a Department of Motor Vehicles. “Proportional value” means the ratio of a manufac turer’s California applicable
sales volume to the manufactu rer’s Section 177 state applicab le sales volume. In any given model year, the same applicable sale vo lume calculation method must be used to calculate proportional value.
“Partial Zero Emission Vehicle” or “PZEV” means any vehicle that is delivered for sale in California and that qualif ies for a partial ZEV allowance of at least 0.2, under sect ion 1962.1. “Range Extended Battery Electric Vehicle” or “BEVx” means a vehicle powered predominantly by a zero emission ener gy storage device, able to drive the
vehicle for more than 75 all- electric miles, and also eq uipped with a backup APU, which does not operate until the energy storage device is fully 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 returned as electrical current to an energy storage
device.
“SAE J2572” means the “Recommended Practice for Measuring Fuel Consumption and Range of Fuel Cell and Hybr id 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.B-4-B-5
As Amended: March 22, 2012 Date of Hearing: January 26-27, 2012 “State of Charge (SOC) Net Change Tolerance” means the state-of-charge net change tolerance that is applied to the SOC Criterion for charge-sustaining hybrid electric vehicles when validating an emissi on test. See section E.9 and F.10 of these procedures for tolerance specifications. “State of Charge (SOC) Criterion” means the state-of-char ge criterion that is applied to a charge-sustaining hybrid electric vehicle to validate an emission test. The SOC Criterion requires that no net change in ba ttery energy occurs over a given test cycle, i.e. the final battery state-of-charge th at is recorded at the end of the emission test must be equivalent to the initial battery state-of-charge that is set at the beginning of the emission test. The SOC Net Chang e Tolerance shall be applied to the SOC
Criterion.
“Transitional Zero Emission Vehicle” or “TZEV” means a PZEV that has an allowance of 1.0 or greater, and makes use of a ZEV fuel.
“US06” means the US06 driving schedule for aggr essive driving as set forth in Appendix I of 40 CF R 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 a vehicle that produces zero exhaust emissions of any criteria pollutant (or pr ecursor pollutant) or greenhouse gas under any possible operational modes or conditions.
“Zero-emission Vehicle Miles Tr aveled” or “zero emission VMT” means the
vehicle miles traveled with zero exhaust emissi ons of any criteria pol lutant (or precursor pollutant).
“ZEV fuel” means a fuel that provides traction energy in on-road ZEVs. Examples of current technology ZEV f uels include electricity, hydrogen, and compressed air.B-4-B-6
As Amended: March 22, 2012 Date of Hearing: January 26-27, 2012 2. Terminology.

Abbreviation Units Charge Depleting Actual Range (urban cycle) R cda mi Charge Depleting to C harge 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 A ll-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/miB-4-C-1

As Amended: March 22, 2012 Date of Hearing: January 26-27, 2012 C. Zero-Emission Vehicle Standards.

1. ZEV Emission Standard. The Executive Officer shall certify new 2018 and subsequent passenger cars, li ght-duty trucks and medium-duty vehicles as ZEVs if the vehicles produce zero exhaust emissions of any criteria pollutant (or precursor pollutant) or greenhouse gas, excluding emissions from air conditioning systems, 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 subdivision C.2.2(c), produced by the manufacturer and
delivered for sale in California that must be ZEVs, subject to the conditions in
subdivision C.2.2. The ZEV requirement will be based on the annual NMOG production report for the appropriate model year.

Model Year Credit Percentage Requirement

2018 4.5%

2019 7.0%

2020 9.5%

2021 12.0%

2022 14.5%

2023 17.0%

2024 19.5% 2025 and subsequent 22.0%

(b) Calculating the Number of Vehicl es to Which the Percentage ZEV Requirement is Applied. For 2018 and subsequent 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 LDTs, produced and delivered for sale in California in the prior second, third, and fourth model year [for example, 2019 model year ZEV requirements will be based on Calif ornia production volume average of PCs and LDTs for the 2015 to 2017 model years]. This production averaging is used to determine ZEV requirements only, and has no effect on a manufacturer’s size determination (eg. three-year average calc ulation method). In applying the ZEV requirement, a PC or LDT, t hat is produced by one manufactu rer (e.g., Manufacturer A), but is marketed in California by another m anufacturer (e.g., Manuf acturer B) under the other manufacturer’s (Manufacturer B) nam eplate, shall be treated as having been produced by the marketing manufa cturer (i.e., Manufacturer B). (1) [Reserved]

(2) [Reserved]B-4-C-2

As Amended: March 22, 2012 Date of Hearing: January 26-27, 2012 (3) A manufacturer may apply to t he Executive Officer to be permitted to base its ZEV obligation on the num ber of PCs and LDTs, produced by the
manufacturer and delivered for sale in Californi a that same model year (ie, same modelyear calculation method) as an alternative to the three-year averaging of prior year production described above, for up to two model years, total, between model year 2018 and model year 2025. For the same model-y ear calculation method to be allowed, a manufacturer’s application to t he Executive Officer must show that their volume of PCs and LDTs produced and delivered for sale in California has decreased by at least 30 percent from the previous year due to ci rcumstances that were unforeseeable and beyond their control.

(c) [Reserved]

(d) Exclusion of ZEVs in Determini ng a Manufacturer’s Sales Volume. In calculating a manufacturer’s applicable sa les, using either method described in subdivision C.2.1(b), a manuf acturer shall exclude the number of NEVs produced and
delivered for sale in California by the manufacturer itself, or by a subsidiary in which the
manufacturer has more than 33.4% percent ownership interest.

2.2 Requirements for Large Volume Manufacturers.

(a) [Reserved]

(b) [Reserved]

(c) [Reserved]

(d) [Reserved]

(e) Requirements for Large Volume Manuf acturers in 2018 and through 2025
Model Years. LVMs must produce credits from ZEVs equal to minimum ZEV floor percentage requirement, as enumerated below. Manufacturers may fulfill the remaining ZEV requirement with credits from TZEVs, as enumerated below.

Model Years Total ZEV
Percent Requirement Minimum
ZEV floor TZEVs

2018 4.5% 2.0% 2.5%

2019 7.0% 4.0% 3.0%

2020 9.5% 6.0% 3.5%

2021 12.0% 8.0% 4.0%

2022 14.5% 10.0% 4.5%

2023 17.0% 12.0% 5.0%

2024 19.5% 14.0% 5.5%B-4-C-3

As Amended: March 22, 2012 Date of Hearing: January 26-27, 2012 2025 22.0% 16.0% 6.0%

(f) Requirements for Large Volume Manuf acturers in Model Year 2026 and Subsequent. In 2026 and subsequent model years, a manufacturer must meet a total ZEV credit percentage of 22%. The maxi mum portion of a manufacturer’s credit percentage requirement that ma y be satisfied by TZEV credits is limited to 6% of the manufacturer’s applicable California PC and LD T production volume. ZEV credits must satisfy the remainder of t he manufacturer’s requirement.

2.3 Requirements for Intermedi ate Volume Manufacturers. For 2018 and subsequent model years, an intermediate volu me manufacturer may meet all of its ZEV credit percentage requirement, under subdi vision C.2, with credits from TZEV.

2.4 Requirements for Small Volume Manufacturers and Independent Low
Volume Manufacturers. A small volume manufacturer is not required to meet the ZEV credit percentage requirements. However, a small volu me manufacturer may earn, bank, market, and trade credits for the ZEVs and TZEVs it produces and delivers for
sale in California.

2.5 [Reserved]

2.6 [Reserved]

2.7 Changes in Small Volume, Independent Low Volume, and
Intermediate Volume Manufacturer Status.

(a) Increases in California Production Volume. In 2018 and subsequent model years, if a small volume manufactu rer’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 sale for the three previous consecutive model years (i.e., total production volume exceeds 13,500 v ehicles in a three-year period), for three consecutive averages, the manufacturer shall no longer be treated as a small volume manufacturer, and must comp ly with the ZEV requirement s for intermediate volume manufacturers beginning with the nex t model year after the last model year of the third consecutive average. For example, if (a small volume) Manufacturer A exceeds 4,500 PCs, LDTs, and MDVs for their 2018 – 2020, 2019 – 2021, and 2020 – 2022 model year averages, Manufacturer A would be subject to intermediate volume requirements starting in 2023 model year.

If an intermediate volume manufacture r’s average California production volume exceeds 20,000 units of new PCs, LDTs, and MDVs based on the average number of vehicles pr oduced and delivered for sale for the three previous consecutive model years (i.e., total production volume exceeds 60,000 vehicles in a three-year period), for three consecutive averages, the manufacturer shall no longer be treated as
an intermediate volume manufacturer and sha ll comply with the ZEV requirements forB-4-C-4

As Amended: March 22, 2012 Date of Hearing: January 26-27, 2012 large volume manufacturers beginning with the next model y ear after the last model year of the third consecut ive average. For example, if (an intermediate volume) Manufacturer B exceeds 20,000 PCs, LDTs, and MDVs for its 2018 – 2020, 2019 – 2021, and 2020 – 2022 average, Manufacturer B would be subject to large volume manufacturer requirements starting in 2023 model year.

Any new requirement described in the this subdivision will begin with the next model year after the la st model year of the thir d consecutive average when a
manufacturer ceases to be a small or inte rmediate volume manufacturer in 2018 or subsequent years due to the aggregation requir ements in majority ow nership situations.

(b) Decreases in California Production Volume. If a manufacturer’s average California production volume falls below 4,500 or 20,000 units of new PCs, LDT1 and 2s, and MDVs, based on the aver age number of vehicles produced and delivered for sale for the three previous cons ecutive model years, for three consecutive averages, the manufacturer shall be treated as a small volume or intermediate volume manufacturer, as applicable, and shall be subjec t to the requirements for a small volume or intermediate volume manufacturer beginning with the next model y ear. For example, if Manufacturer C falls below 20,000 PCs, LDTs, and MDVs for its 2019 – 2021, 2020 – 2022, and 2021 – 2023 averages, Manufactu rer C would be subject to IVM requirements starting in 2024 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 applicatio n of the aggregation requirements on the manufacturer starting with the next model ye ar. When a manufacturer is simultaneously producing two model years of vehicles at t he time of a change of ownership, the basis of determining next model year must be th e earlier model year. The manufacturer’s
small or intermediate volume manufacturer status for the next model year shall be based on the average California production volume in the three previous consecutive model years of those manufacturers whos e production volumes must be aggregated for that next model year. For example, where a change of ownership during the 2019 calendar year occurs and the manufac turer is producing both 2019 and 2020 model year vehicles results in a requirement that the production volume of Manufacturer A be aggregated with the production volu me of Manufacturer B, Manu facturer A’s status for the 2020 model year will be based on the pro duction volumes of Manufacturers A and B in the 2017 – 2019 model years. Where the production volume of Manufacturer A must be aggregated with the producti on volumes of Manufactu rers B and C for the 2019 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 2020 m odel year will be based on the production
volumes of Manufacturers A and C in the 2017 – 2019 model years. In either case, the lead time provisions in subdivisions 1962.2(b)(7)(A) and (B) will apply.B-4-C-5

As Amended: March 22, 2012 Date of Hearing: January 26-27, 2012 3. Transitional Zero Emission Vehicles (TZEV).

3.1 Introduction

. This subdivision C.3 sets fort h the criteria for identifying
vehicles delivered for sale in California as TZEVs.

3.2 TZEV Requirements

. In order for a vehicle to be eligible to receive a ZEV allowance, the manufacturer must demons trate compliance with all of the following requirements:

(a) SULEV Standards. 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 ce rtify to the applicable 150,000-mile SULEV 20 or 30 exhaust emission standards when opera ting on both fuels. Manufacturers may certify 2018 and 2019 TZEVs to the 150,000-m ile SULEV exhaust emission standards for PCs and LDTs in subdivision 1961(a)(1);

(b) Evaporative Emissions. Certify the vehicle to the evaporative emission standards in subdivision 1976(b)(1)(G) . Manufacturers may certify 2018 and 2019 TZEVs to the evaporative standards for PCs and LDTs in subdivision 1976(b)(1)(E;

(c) OBD. Certify that the vehi cle will meet the applicabl e on-board diagnostic requirements in sections 1968.1 or 1968.2, as applicable, for 150,000 miles; and

(d) Extended Warranty. Extend the performance and defects warranty period set forth in subdivisions 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 Allowances for TZEVs

.

(a) Zero Emission Vehicle Miles Traveled TZEV Allowance Calculation. A
vehicle that meets t he requirements of subdivision C. 3.2 and has zero-emission vehicle miles traveled (VMT), as defined by and calcul ated by this test procedure and measured as equivalent all electric range (EAER) capa bility will generate allowance according to the following equation:

UDDS Test Cycle Range (R cda ) Allowance

<10 all electric miles 0.00

≥ 10 miles range TZEV Cr edit = [(0.01) * R cda + 0.30]
>80 miles (credit cap) 1.10

(1) Allowance for US06 Capability. TZEVs with US06 all electric rangeB-4-C-6

As Amended: March 22, 2012 Date of Hearing: January 26-27, 2012 capability (AER) of at least 10 miles shall earn an additional 0.2 allowance. US06 test cycle range capability shall be determined in a ccordance with section E.8 of these test procedures.

(B) [Reserved]

(C) [Reserved]

(D) [Reserved]

(e) Credit Hydrogen Internal Combustion Engine Vehicles. A hydrogen internal combustion engine vehicle that meet s the requirements of subdivision C.3.2 and has a total range of at least 250 UDDS mile s will earn an allowance of 0.75, which may be in addition to allowances earned in subdivision C.3.3(a), and subject to an overall credit cap of 1.25

4. Qualification for Credits From ZEVs.

4.1 [Reserved]

4.2 [Reserved]

4.3 [Reserved]

4.4 [Reserved]

4.5 Credits for 2018 and Subsequent Model Years.

(a) ZEV Credit Calculations . Credits from a ZEV delivered for sale are based on the ZEV’s UDDS all electric range, det ermined in accordance with these test procedures using the following equation:

ZEV Credit = (0.01) * (UDDS range) + 0.50

(1) A ZEV with less than 50 miles UDDS range will receive zero credits.

(2) Credits earned under this provision C. 4.5(a) are be capped at 4 credits per
ZEV.

(b) [Reserved]

(c) [Reserved]

(d) [Reserved]

(1) Provisions for 2018 through 2025 Model Years. Large volume manufacturersB-4-C-7

As Amended: March 22, 2012 Date of Hearing: January 26-27, 2012 and intermediate volume manufacturers with credits earned from hydrogen fuel cell
vehicles that are certified to the Calif ornia ZEV standards applicable for the ZEV’s model year, delivered for sale and placed in se rvice in California or in a section 177 state, may be counted towards compliance in California and in all section 177 states with the percentage ZEV require ments in subdivision C.2. The credits earned are multiplied by the ratio of a manufacturer’ s applicable production volume for a model year, as specified in subdivision C.2.1(b) , in the state receiving credit to the manufacturer’s applicable production volume as specified in subdivisi on C.2.1(b), for the same model year in California(hereafter, “proportional value”). Credits generated from ZEV placement in a section 177 state will be earned at the proportional value in the section 177 state, and earned in California at the full value specified in subdivision C.4.5(a).

(2) Optional Section 177 State Compliance Path.

(A) Reduced ZEV and TZEV Percentages. Large volume manufacturers
and intermediate volume manuf acturers that have fully complied with the optional section 177 state compliance path requirements in subdivi sion 1962.1(d)(5)(E)3. are allowed to meet ZEV percentage require ments and optional TZEV percentages reduced
from the minimum ZEV floor percentages and TZEV percentages in subdivision C.2.2(e) in each section 177 state equal to the following percentages of their sales volume determined under subdivision 1962.2(b)(1)(B:

ZEVs

Model Year 2018 2019 2020 2021

Existing Minimum ZEV Floor 2.00% 4.00% 6.00% 8.00% Section 177 State Adju stment for Optional Compliance Path 62.5% 75% 87.5% 100%

Minimum Section 177 State ZEV Requirement 1.25% 3.00% 5.25% 8.00%

TZEVs

Model Year 2018 2019 2020 2021

Existing TZEV Percentage 2.50% 3.00% 3.50% 4.00%

Section 177 State Adju stment for Optional Compliance Path 90.00% 100% 100% 100%

New Section 177 State TZEV Percent age 2.25% 3.00% 3.50% 4.00%

Total Percent Requirement

Model Year 2018 2019 2020 2021
New Total Section 177 State Optional Requirements 3.50% 6.00% 8.75% 12.00%B-4-C-8

As Amended: March 22, 2012 Date of Hearing: January 26-27, 2012 1. Trading and Transferring ZEV and TZEV Credits within West Region Pool and East Region Pool. Manufacturers that have fully complied with the optional se ction 177 state compliance path requirements in subdivision 1962.1( d)(5)(E)3. may tr ade or transfer specified model year ZEV and TZEV credits within the West Region pool to meet the same model year requirements in subdivision C.4.5(e)(2)(A) and will incur no prem ium on their credit values. For example, for a manufacturer to make up a 2019 model year
shortfall of 100 credits in State X, the manufacturer may transfer 100 (2019 model year) ZEV credits fr om State Y, within the West Region pool. Manufactu rers that have fully complied with the optional section 177 state comp liance path requirements in subdivision 1962.1(d)(5)(E)3. may tr ade or transfer specified model year ZEV and TZEV credits within the East Region pool to meet the same model year requirements in subdivision C.4.5(e)(2)(A), and will incur no premium on their cred it values. For example, for a manufacturer to make up a 2019 model year shortfall of 100 credits in State W, the manufacturer ma y transfer 100 (2019 model year) ZEV credits from State Z, wit hin the East Region pool.

2. Trading and Transferring ZEV and TZEV Credits between the West Region Pool and the East Region Pool. Manufacturers that have fully complied with the optional section 177 state compliance path requirements in subdivision 1962.1(d)(5)(E)3. may trade or transfer spec ified model year ZEV and TZEV credits to meet the same model year requirements in subdivision C.4.5(e)(2)(A).a. between the We st Region pool and the East Region pool; however, any credits traded will incur a premium of 30% of their value. For example, in order for a manufacturer to make up a 2019 model year shortfa ll of 100 credits in the West Region Pool, the manufa cturer may transfer 130 (2019 model year)
credits from the East Region Pool. No credits may be traded or transferred to the East Region poo l or West Region pool from a manufacturer’s California ZEV bank, or from the East Region pool or West Region pool to a manufacturer’s California ZEV bank.

(B) Reporting Requirements. On an annual basis, by May 1st of the calendar year following the close of a m odel year, each manufactu rer that elects the optional section 177 state co mpliance path under subdivisi on 1962.1(d)(5)(E)3 shall submit, in writing, to the Executive Office r and each section 177 state a report, including an itemized list, that indicates where vehi cles have been placed within the East Region pool and within the West Region pool. The itemized list shall include the following:

1. The manufacturer’s total applicable volume of PCs and LDTs
delivered for sale in each section 177 state within the regional pool, as determined under subdivision C.2.1(b).B-4-C-9

As Amended: March 22, 2012 Date of Hearing: January 26-27, 2012 2. Make, model, vehicle identif ication number, credit earned,
and section 177 state where deliv ery for sale of each TZEV and
ZEV occurred and to meet manufa cturer’s requirements under subdivision C.4.5(e)(2)(A).

(C) Failure to Meet Optional Section 177 State Compliance Path Requirements. A manufacturer that elects the optional section 177 state compliance path subdivision 1962.1(d)(5)(E)3 and does not meet the modi fied percentages in subdivision C.4.5(e)(2)(A) in a model year or make up their deficit within the specified time and with the specified credits allowed by subdivision C.7.7(a) in all section 177 states of the applicable pool, shall be tr eated as subject to the ZEV percentage requirements in section C.2 in each secti on 177 state. The pool ing provisions in subdivision C.4.5(e)(2)(A) shall not apply. Any transfers of ZEV or TZEV credits
between section 177 states will be null and void if a manufacturer fails to comply, and
ZEV or TZEV credits will return to the se ction 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.

(D) The provisions of section C shall apply to a manufacturer electing the optional section 177 state comp liance path, except as spec ifically modified by this subdivision C.4.5(e)(2).

(f) NEVs. NEVs must meet the following to be eligible for 0.15 credits:

(1) Specifications. A 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 pay load 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 when operating with a payload of 332 pounds and starting with the bat tery 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 NEV drive train, including battery packs, must be covered for a period of at least 24 months. The first 6 months of the NEV warrantyB-4-C-10

As Amended: March 22, 2012 Date of Hearing: January 26-27, 2012 period must be covered by a full warranty; the remaining warranty period may be optional extended warranties (available for purchase) and may be pr orated. If the extended warranty is pr orated, the percentage of the battery pack's original value to be
covered or refunded must be at least as high as the percentage of the prorated coverage period still remaining. For the purpo se of this computat ion, the age of the battery pack must be expressed in intervals no larger than three months. Alternatively, a manufacturer may cover 50 perc ent of the original value of the battery pack for the full period of the extended warranty.

Prior to allowance approval, the Ex ecutive Officer may request that the manufacturer provide copies of repres entative vehicle and battery warranties.

(5) NEV Charging Requirements . A NEV must meet charging connection standard portion of the requirements spec ified in subdivisi on 1962.3(c)(2).

(g) BEVx. A BEVx must meet the following in order to receive credit, based on its zero emission UDDS range , through subdivision C.4.5(a):

(1) Emissions Requirements. BEVxs must meet all TZEV requirements, specified in subdivision C.3.2 (a) through (d).

(2) APU Operation. The vehicle’s UDDS range afte r the APU first starts and enters “charge sustaining hybrid operation” must be less t han 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 the energy storage system used for traction power is fully depleted.

(3) Minimum Zero Emission Range Requirements. BEVxs must have a minimum of 75 miles UDDS zero emission range.

5. [Reserved]

6. [Reserved]

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 TZEVs in a given m odel year exceeding the manufacturer’s ZEV requirement set forth in subdivision C.2 shal l earn ZEV credits in accordance with this
subdivision C.2.

7.2 ZEV Credit Calculations.

(a) Credits from ZEVs . The amount of credits earned by a manufacturer in a given model year from ZEVs shall be expre ssed in units of credits, and shall be equal to
the number of credits from Z EVs produced and delivered for sa le in California that theB-4-C-11

As Amended: March 22, 2012 Date of Hearing: January 26-27, 2012 manufacturer applies towards meeting the ZEV requirements, or, if applicable, requirements specified under subdivision C.4.5( e)(2)(A) for the model year subtracted
from the number of ZEVs produced and delivered for sale in California by the manufacturer in the model year.

(b) Credits from TZEVs. The amount of credits earned by a manufacturer in a given model year from TZEVs shall be expressed in units of credits, and shall be equal
to the total number of TZEVs produced and delivered for sale in California that the manufacturer applies towards meeting its ZEV requirement, or, if applicable, requirements specified under subdivision C.4.5( e)(2)(A) for the model year subtracted
from the total number of Z EV allowances from TZEVs pr oduced and delivered for sale in California by the manufacturer in the model year.

(c) Separate Credit Accounts. Credits from a manufacturer’s ZEVs, BEVxs, TZEVs, and NEVs shall each be main tained in separate accounts.

(d) Rounding Credits. ZEV credits and debits shall be rounded to the nearest
1/100 th only on the final credit and debit totals us ing the conventional rounding method.

7.3 ZEV Credits for MDVs and LDTs Other Than LDT1s . Credits from ZEVs and TZEVs classified as MDVs, may be counted toward the ZEV requirement for PCs and LDTs, and included in the calculation of ZEV credits as specified in this
subdivision C.7 if the m anufacturer so specifies.

7.4 ZEV Credits for Advanced T echnology Demonstration Programs

.

(a) [Reserved]

(b) ZEVs. ZEVs, including BEVxs, excluding NEVs, placed in a small or
intermediate volume manufacturer’s Ca lifornia advanced technology demonstration program for a period of two or more years, may earn ZEV credits even if the vehicle is not “delivered for sale” or regi stered with the California DMV. To earn such credits, the
manufacturer must demonstrate to the reasonable satisfaction of the Executive Officer that the vehicles will be regularly used in ap plications appropriate to evaluate issues related to safety, infrastructure, fuel specif ications or public education, and that for 50 percent or more of the firs t two years of placement t he vehicle will be operated in California. Such a vehicle is eligible to receive the same credit that it would have earned if delivered for sale, and for fuel cell vehicles, placed in service. To determine vehicle credit, the model year designatio n for a demonstration vehicle shall be consistent with the model year designation for conventional v ehicles placed in the same timeframe. Manufacturers may earn credit fo r up to 25 vehicles per model, per section 177 state, per year under thisB-4-C-12

As Amended: March 22, 2012 Date of Hearing: January 26-27, 2012 7.5 ZEV Credits for Transportation Systems

.

(a) [Reserved]

(b) [Reserved]

(c) Cap on Use of Transporta tion System Credits.

(1) ZEVs. Transportation system credits ear ned or allocated by ZEVs or BEVxs pursuant to subdivision 1962.1 (g)(5), not including any 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 sa tisfy up to one-tenth of a manufacturer’s ZEV obligation which must be met with ZEVs, as specified in subdivisi on C.2.2(e) , or, if applicable, requirements specified under subdivision C.4.5(e)(2)(A).

(2) TZEVs . Transportation system credits earned or allocated by TZEVs pursuant to subdivision 1962.1(g)(5), not in cluding all credits earned by the vehicle itself, may be used to satisfy up to one-tent h of the portion of a manufacturer’s ZEV obligation that may be met with TZEVs or, if applicable, the portion of a manufacturer’s obligation that may be met with TZEVs specif ied under subdivision C.4.5(e)(2)(A) in any given model year, but may only be used in t he same manner as other credits earned by vehicles of that category.

7.6 Use of ZEV Credits . A manufacturer may meet the ZEV requirements in a given model year by submitting to the Executive Officer a commensurate amount of ZEV credits, consistent with subdivision C.2. Credits in each of the categories may be used to meet the requirement for that category as well as the requirements for lesser credit earning ZEV categories, but shall not be used to meet the requirement for a greater credit earning ZEV category, exc ept for discounted PZEV and AT PZEV credits. For example, credits produced from TZEVs may be used to comply with the portion of the requirement that may be met with credits from TZEV, but not with the portion that
must be satisfied with credits from ZEVs. These credits may be earned previously by the manufacturer or acquired from another party.

(a) Use of Discounted PZEV and AT PZEV Credits and NEV Credits. For model years 2018 through 2025, discounted PZEV and AT PZEV credits, and NEV credits may be used to satisfy up to one-quar ter of the portion of a manufacturer’s requirement that can be met with credits from TZEVs or, if applicable, the portion of a manufacturer’s obligation that may be met with TZEVs specified under subdivision C.4.5(e)(2)(A). Intermediate volume manufacturers may fu lfill their entire requirement with discounted PZEV and AT PZEV credits, and NEV credits in model years 2018 and 2019. These credits may be earned previously by the manufacturer or acquired from another party. Discounted PZEV and AT PZ EV credits may no longer be used after model year 2025 compliance.B-4-C-13

As Amended: March 22, 2012 Date of Hearing: January 26-27, 2012 (b) Use of BEVx Credits. BEVx credits may be used to satisfy up to 50% of the portion of a manufacturer’s requirement that must be met wit h ZEV credits.

(c) GHG-ZEV Over Compliance Credits.

(1) Application

. Manufacturers may apply to the Executive Officer, no later than December 31, 2016, to be eligible for this subdivi sion C.7.6(c), based on the following qualifications:

(A) A manufacturer must have no model year 2017 compliance debits and no outstanding debits from all previous model year compliance with sections 1961.1 and 1961.3, and

(B) A manufacturer must have no model year 2017 compliance debits and no outstanding debits from all previous model year compliance with section 1962.1, and

(C) A manufacturer must submit documentation of its projected product plans to show over compliance with the manufacturer’s section 1961.3 requirement s by at least 2.0 gCO 2 /mile in each model year through the entir e 2018 through 2021 model year period.

(2) Credit Generation and Calculation. Manufacturers must calculate their over compliance with section 1961.3 require ments for model years 2018 through 2021 based on compliance with the previous model year standard. For example, to generate credits for this subdivision C.7.6(c) for m odel year 2018, manufacturers would calculate credits based on model year 2017 co mpliance with section 1961.3.

(A) At least 2.0 gCO 2 /mile over compliance with section 1961.3 is required in each year and the fo llowing equation must be used to
calculate the amount of ZEV credi ts earned for purposes of this subdivision C.7.6(c):

[(Manufacturer US PC and LDT Sales) x (gCO 2 /mile below manufacturer GHG standard for a given model year)] / (Manufacturer GHG standard for a given model year)

(B) Credits earned under secti on 1961.3(a)(9) may not be included in the calculation of gCO 2 /mile credits for use in the above equation in subdivision (A).

(C) Banked gCO 2 /mile credits earned under 1961.1 and 1961.3 from previous model years or from other manufacturers may not be included in the calculation of gCO 2 /mile credits for use in the above equation in subdivision (A).B-4-C-14

As Amended: March 22, 2012 Date of Hearing: January 26-27, 2012 (3) Use of GHG-ZEV Over Compliance Credits . A manufacturer may use no more than the percentage enumerated in the tabl e below to meet either the total ZEV requirement nor the portion of their ZEV requirement that must be met with ZEV credits,
with credits earned under this subdivision C.7.6(c).

Credits earned in any given model year under this subdivision C.7.6(c) may only be used in the applicable model year and may not be used in any other model year.

Credits calculated under this provision must also be removed from the GHG compliance bank, and cannot be banked for future compliance toward section 1961.3.

(4) Reporting Requirements. Annually, manufacturers ar e required to submit
calculations of credits for this subdivisi on C.7.6(c) for the model year, any remaining credits/debits from previous model years under 1961.3, and projected credits/debits for future years through 2021 under 1961.3 and this subdivision C.7.6(c).

If a manufacturer, who has been granted the ability to generate credits under this subdivision C.7.6(c), fails to ov er comply by at least 2.0 gCO 2 /mile in any one year, the manufacturer will be subject to the full ZEV r equirements for the model year and future model years, and will not be able to earn credits for any other model year under this subdivision C.7.6(c).

(5) If the Executive Officer does not ma ke a determination that a Federal greenhouse gas fleet standard is functionally equi valent to subdivision 1961.3, than this subdivision C.7.6(c)(1) through (4) is unavai lable for use by any manufacturer.

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 give n model year shall make up the deficit by the next model year by submitting to the Executive Officer a commensurate amount of ZEV credits. The amount of ZEV credits requi red to be submitted shall be calculated by [i] adding the number of credits from ZEVs pr oduced and delivered for sale in California by the manufacturer for the model year to the number of credits from TZEVs produced and delivered for sale in California by the m anufacturer for the model year (for a LVM, not to exceed that permitted under subdivision C. 2.2), and [ii] subtract ing that total from the number of credits required to be produced and delivered for sale in California by the manufacturer for the model year. BEVx, TZE V, NEV, or conver ted AT PZEV and PZEV
credits are not allowed to be used to fulf ill a manufacturer’s ZEV deficit; only credits from ZEVs may be used to fulf ill 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 California t he required number of ZEVs and submit an appropriate amount of credits and does not make up ZEV def icits within the specified 2018 2019 2020 2021
50% 50% 40% 30%B-4-C-15

As Amended: March 22, 2012 Date of Hearing: January 26-27, 2012 time allowed by subdivision C.7.7(a) shall be subject to the Health and Safety Code section 43211 civil penalty applicable to a ma nufacturer that sells a new motor vehicle that does not meet the applic able emission standards adopted by the state board. The
cause of action shall be deemed to accrue w hen the ZEV deficit is not balanced by the end of the specified time allowed by subdivi sion 1962.2(g)(7)(A). For the purposes of Health and Safety Code section 43211, the num ber of vehicles not meeting the state board’s standards shall be equal to the manufacturer’s credit deficit, rounded to the
nearest 1/100 th , calculated according to the following equation, provided that the percentage of a manufacturer’ s ZEV requirement for a giv en model year that may be
satisfied with TZEVs or credit from such vehicles may not exceed the percentages permitted under subdivision C.2.2::

(No. of ZEV credits required to be gener ated for the model year) – (Amount of credits submitted for compliance for the model year)

8. Severability. Each provision of these st andards and test procedures is severable, and in the event t hat any provision of these st andards and test procedures is held to be invalid, the remainder of the standards 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 shall be subject to disclosure as public records
as follows:

(a) Each manufacturer’s annual prod uction data and the corresponding credits per vehicle earned for ZEVs (including ZE V type), TZEVs, AT PZEVs, and PZEVs for the 2018 and subsequent model years; and

(b) Each manufacturer’s annual credit balances for 2018 and subsequent years for:

(1) Each type of vehicle: ZEVs (minus NEVs), BEVx, NEV, TZEV, and discounted AT PZEV and PZEV credits; and

(2) Advanced technology demonstration programs; and

(3) Transportation systems; and

(4) Credits earned under section C.4.4(c) , including credits acquired from, or transferred to another party, and the parties themselves.C-4-D-1

As Amended: March 22, 2012 Date of Hearing: January 26-27, 2012 D. Certification Requirements.

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

2. Information Requirements: A pplication for Ce rtification. 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) covered 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 wei ght range), and the curb weight and gross vehicle weight rating of the vehicle.

2.3 Identification and descr iption of the 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 projected California sales.

2.6 Identification of t he energy usage in kilo watt-hours per mile from: (a) the battery output (DC energy) (t o 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 E, below. For off-vehicle charge capable hybrid electric vehicles certifying to section F, the manuf acturer shall provide the energy usage in kilowatt hours per mile from the Urban Equivalent AllElectric Range and the Highway E quivalent 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 condition s under which evaporative emissions can exist;C-4-D-2

As Amended: March 22, 2012 Date of Hearing: January 26-27, 2012 (b) the exhaust emissions value per mile produced by the auxiliary
fuel-fired 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 stat e-of-charge, battery charging capacity and recharging procedures, and any other rele vant information as determined by the
Executive Officer.

2.10 Battery specific energy data and calculat ions as specified in section E.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 peri od, and the method used to determine them, as specified in sections E. 2 and F.2 of these test procedures.

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

2.13 For a ZEV, extended range HEV or PZEV that qua lifies to receive one or more multipliers under sections C.3 - C.7, t he manufacturer shall provide all information relevant to the vehicle’s qualif ication for, and the estimated va lue of, the multiplier(s). The Executive Officer may request additi onal information needed to appropriately
characterize the vehicle. Based on the s ubmitted information and other relevant data, the Executive Officer shall assign to the vehi cle the highest multiplier(s) for which the
manufacturer has demonstrated the v ehicle qualifies at that time.

2.14 When a manufacturer plans to r equire 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 evaluat ion of the durability of the part, or other relevant information. The manufacturer may requi re 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 pr ovide the Urban Charge Depleti ng Cycle Range, the Urban Charge Depleting Actual Ran ge, the Charge Depleting to Charge Sustaining UrbanC-4-D-3

As Amended: March 22, 2012 Date of Hearing: January 26-27, 2012 Range, the Highway Charge D epleting Cycle Range, the Highway Charge Depleting Actual Range, the Charge Depleting to Charge Sustaining Highway Range, the Urban Equivalent All-Electric Range, the Highway Equivalent A ll-Electric Range, the Urban Electric Range Fraction, and the Hig hway Electric Range Fraction.

3. ZEV Reporting Requirements. In order to verify the status of each manufacturer’s compliance with the ZEV requ irements for a given calendar year, each
manufacturer shall submit a report to the Executive Office r at least annually, by May 1 of the calendar year following the close of the 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 o ccurring between April 1 and June 30. If a manufacturer updates their annual California production numbers in their ZEV report, the annual NMOG production mu st also be updated.B-4-E-1
As Amended: March 22, 2012 Date of Hearing: January 26-27, 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 Ma y 93: Electric Vehicle Acceleration, Gradeability, and Deceleration Test Procedure, ” ETA-NTP002 Revision 3, December 2004, and “Electric Vehicle Constant S peed Range Tests,” ETA-NTP004 Revision 3, February 1, 2008.B-4-F-1
As Amended: March 22, 2012 Date of Hearing: January 26-27, 2012 F. Test Procedures for 2018 and Subseq uent Model Zero-Emission Vehicles (including Fuel Cell Vehicles and Hybrid Fuel Cell Vehicles) and All 2018 and Subsequent Model Hybrid-Electric Vehicl es, 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-vehicle charge capable HEVs.

1. Electric Dynamometer. All ZEVs and HEVs must be tested using a 48- inch single roll electric dy namometer meeting the requirem ents of 40 CFR Subpart B, §86.108-00(b)(2) [Octo ber 22, 1996].

2. Vehicle and Battery Break-In Period. A manufacturer shall use good engineering judgment in determi ning the proper stabilized emi ssions 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. C harge time shall not
exceed soak time.

(b) At the end of the cold soak peri od, the vehicle shall be placed or pushed, onto a dynamometer and oper ated through successive Ur ban Dynamometer Driving Schedules (UDDS), 40 CFR, Pa rt 86, Appendix I [July 13, 2005], which is incorporated herein by reference. A 10-mi nute soak shall follow each UDDS.

(c) For vehicles with a maximum s peed greater than or equal to the maximum speed on the UDDS, this test sequence shall be repeated until the vehi cle 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 t he manufacturer determines that the test should beB-4-F-2
As Amended: March 22, 2012 Date of Hearing: January 26-27, 2012 terminated for safety reasons, e. g. excessively 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 sha ll be operated at maximum available power (or full throttle) when
the vehicle cannot achieve the speed trace 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 s peed when operated at maximu m 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 determines that the test should be terminated for safety reasons, e.g. excessively high batte ry 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 accordance 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 a ccordance with secti on F.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. C harge 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 Ec onomy Driving Schedule (HFEDS).

(c) For vehicles with a maximum s peed greater than or equal to the maximum speed on the HFEDS, 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 t he manufacturer determines that the test should be terminated for safety reasons, e. g. excessively 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 maximum availabl e power (or full throttle)B-4-F-3
As Amended: March 22, 2012 Date of Hearing: January 26-27, 2012 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) [October 22, 1996]. The test shall be
terminated when the vehicle s peed when operated at maximu m 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 le vel allowed by the manufacturer, or the manufacturer determines that the test should be terminated for safety reasons, e.g. excessively high batte ry 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-Electric 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 accordance 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 accordance with section F.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 requi rements specified in F.3.1 or F.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 during the All-Electric Range Test); (c) AC energy required to fully charge the battery after the All-Electric Range Test from the point w here electricity is introduc ed 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 w here electricity 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 kilo watt hour and tenths of an amp hour.

Battery charging shall begin within 1 hour after terminating the All-Electric Range
Test.

3.4 Regenerative braking . Regenerative braking systems may be utilized during the range test. The brak ing level, if adjustable, shall be set according to the manufacturer’s specifications for normal driv ing conditions prior to the commencementB-4-F-4
As Amended: March 22, 2012 Date of Hearing: January 26-27, 2012 of the test. The dr iving schedule speed and time tolerances specified in F.3.1 or F.3.2
shall not be exceeded due to the operation of the regenerative 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 me ter capable of sampling voltage and current. Voltage and current shall be sa mpled 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 batteri es 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 calculat ion must reflect 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 fuel-fired heater shall be determined by operating at a maximum heating capacit y 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.B-4-F-5
As Amended: March 22, 2012 Date of Hearing: January 26-27, 2012 6. Urban Emission Test Provisions for All Hybrid Electric Vehicles, Except Hybrid Fuel Cell Vehicles and Off-Ve hicle 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 Emi ssion Standards and Test Procedures for 2001 and Subsequent M odel 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-c harge 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 precond itioning drive.

6.1.2 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 vehicl e is charge-sustaining over the UDDS, battery state-of-char ge shall be set at the lo west 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 aux iliary power unit when operating in urban driving conditions.

6.1.3 After setting battery state-of-char ge, 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 into positio n on a dynamometer and preconditioned. If the auxil iary power unit is capable of being manually activated, the auxiliary power unit shall be manual ly 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 se t at a level that satisf ies one of the following
conditions:B-4-F-6
As Amended: March 22, 2012 Date of Hearing: January 26-27, 2012 (i) If the hybrid electric vehicl e 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 G.10 would be satisfied for the dynamom eter procedure (section F.6.2 of these procedures). If off-vehicle c harging is required to increase battery state-of-charge for proper setting, of f-vehicle charging shall occur during the second soak period of 12 to 36 hours.

(ii) If the hybrid electric vehi cle 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 aux iliary 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-Ve hicle 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 sub paragraph (a).

Overview . The dynamometer run shall c onsist 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 fo llowing the “cold” start test by 10 minutes. Vehicle startup (with all a ccessories turned off), operation over
the UDDS and vehicle shutdown make a co mplete 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 emissions are diluted with ambient
air in the dilution tunnel as show n in Figure B94-5 and Figure B94-6 (§86.110-94). As an alternative, t he 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 r equirement to measure particulates. Four particulate samples are collect ed on filters for weighing; the first sample plus backup is collected duri ng the cold start test (includingB-4-F-7
As Amended: March 22, 2012 Date of Hearing: January 26-27, 2012 shutdown); the second sample plus backup is collected during the hot start test (including shutdown). Pa rt 1065 of the CFR may be used as an optional particulate samp ling method. Continuous proportional samples of gaseous emissions are collected for anal ysis 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 dies el-cycle auxiliary power units (optional for natural gas-fueled, liq uefied 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 nat ural gas-fueled, li quefied 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 formal dehyde 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 driving distance, as measured by counting the number of dynamometer ro ll or shaft revolutions, shall be
determined for the cold star t 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.]

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 sub paragraph (a): General . The dynamometer run shall consist of two tests, a “col d” 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 Te st Procedures for 2001 and Subsequent
Model Motor Vehicles” and a “ hot” start test following t he cold start test by 10B-4-F-8
As Amended: March 22, 2012 Date of Hearing: January 26-27, 2012 minutes. The complete dynamometer test consists of a co ld 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 precip itation (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 subparagr aph (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 dilu tion air sample bag, the alcohol dilution air sample and the formaldehyde dilution air sample (turn on the petroleum-fueled diesel-cycle THC anal yzer system integrator, mark the recorder chart, start part iculate 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 hy drocarbon integrator No. 1, mark the hydrocarbon recorder chart, turn o ff the No. 1 particulate sample pump and close the valves isolating particul ate 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 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 of the sample collection phase of the te st. 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 from their respective holders, and place each in a separate petri dish, and cover.B-4-F-9
As Amended: March 22, 2012 Date of Hearing: January 26-27, 2012 6.3.2.5 Amend subparagraph (b)( 18): Repeat the steps in paragraphs (b)(2) through (b)(17) of this section for t he 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 ho ur after the end of the hot start phase of the test, transfer the four particulate f ilters to the weighing chamber for post-test conditioning, if applicable. For hybrid electric
vehicles that do not allow manual acti vation of the auxiliary power unit and are charge-sustaining over the UDDS, a valid test shall satisfy the SOC
criterion in section G.10.

6.3.2.9 Amend subparagraph (b)(24) : Vehicles to be tested for evaporative emissions will proc eed pursuant to t he “California Evaporative Emission Standards and Test Procedures for 2001 and Subsequent Model Mo tor Vehicles.”

6.4 Calculations - Exhaust Emission s for All Hybrid Electric Vehicles, Except Hybrid Fuel Cell Vehicles and Off-Ve hicle 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 light-duty ve hicles and light duty
trucks:

Y wm = 0.43 *        

c c D Y + 0.57 *        

h h D Y

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.B-4-F-10
As Amended: March 22, 2012 Date of Hearing: January 26-27, 2012 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-Ve hicle Charge Capable Hybrid Electric
Vehicles.

To be conducted pursuant to 40 CFR §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.]

7. Highway Emission Test Provisions for All Hybrid Electric Vehicles, Except Hybrid Fuel Cell Vehicles and Off-Ve hicle 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): Th e highway fuel economy test is designated to simulate non-metropolit an driving with an av erage speed of 48.6 mph and a maximum speed of 60 mph. T he 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 specifi ed driving cycle. A proport ional part of the diluted exhaust emission is collected continuously for subsequent analysis of THC, CO,B-4-F-11
As Amended: March 22, 2012 Date of Hearing: January 26-27, 2012 CO 2 , and NO
x using a constant volume (variable dilution) sampler. Diesel dilute exhaust is continuously analyzed for hy drocarbons using a heated sample line and analyzer. Alcohol and formaldehyde samp les are collected and individually analyzed for alcohol-fueled vehicles.

7.2.2 Amend subparagraph (b )(7)(i): The dynamomet er procedure shall consist of two cycles of the Highway Fuel Economy Driving Schedule (§600.109(b)) separated by 15 seconds of id le. 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): On ly one exhaust sample and one background sample shall be collect ed and analyzed for THC (except diesel hydrocarbons which are anal yzed 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 power unit, bat tery 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, batte ry state-of-charge shall be set at a
level that satisfies one of the following conditions:

(i) If the hybrid electric vehicl e 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 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) [D ecember 27, 2006]. If the auxiliary power unit is capable of being manually ac tivated, the auxiliary pow er 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 precondition ing cycle, the driver has 17 seconds to prepare for the HFEDS emission meas urement cycle of t he test. Reset and enable the roll revolution counter. During the idle period, one of the following conditions shall apply:B-4-F-12
As Amended: March 22, 2012 Date of Hearing: January 26-27, 2012 (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 moment arily 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 operati ng 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 ru n 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.

(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-Ve hicle 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.B-4-F-13
As Amended: March 22, 2012 Date of Hearing: January 26-27, 2012 8.1.1 Subparagraphs (a) through (m). [No change.]

8.1.2 Amend subparagraph (n): Aggr essive 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 allow manual acti vation of the auxiliary power unit, battery state-of-charge shall be set at according to the following conditions:

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

If the hybrid electric vehicle is c harge-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 aux iliary 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.]

8.1.3 Subparagraph (o). [No change.]

8.2 US06 Emission Test.

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

8.2.1 Amend sub paragraph (a): Overview . The dynamometer operation consists of a single, 600 second test on the US06 driving sched ule, 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 em issions 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-cycleB-4-F-14
As Amended: March 22, 2012 Date of Hearing: January 26-27, 2012 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 sampl ed 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 st ate-of-charge net
tolerances as calculated in section F.9.

8.2.2 Amend subparagr aph (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 subpar agraph (f)(2)(i): Immediately after completion of the US06 preconditioning cycl e, 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 t he 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 momentar ily 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 operati ng during the idle period.

8.2.6.2 Amend subparagraph (f)(2)(ix): At the conclusion of the US06 emission test, one of the fo llowing conditions shall apply:B-4-F-15
As Amended: March 22, 2012 Date of Hearing: January 26-27, 2012 (i) For hybrid electric vehi cles 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 t he SOC criterion is not satisfied, then repeat dynamometer test run from subparagraph (f )(2)(i) without the preconditioning cycle. A total of three US06 emission tests shall be allowed to satisfy t he 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 afte r the end of the la st deceleration.

(iii) For hybrid electric vehicles that allow the auxiliary power unit to be manually activated, turn off v ehicle 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 ev aporative testing, the refueling step may be deleted and the vehicle may be preconditioned using the fuel remaining in the tank (see paragraph (c)(2 )(ii) of this sect ion). The test vehicle may be pushed or driven onto t he test dynamometer. For hybrid
electric vehicles that allow manual ac tivation 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 c harge-sustaining over the SC03, battery state-of-charge shall be set at the lowest level allowed by the
manufacturer. The auxili ary power unit shall be manually activated at the beginning of and operated throughout t he SC03 preconditioning cycle.

If the hybrid electric vehicle is c harge-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 aux iliary power unit shall be manually activated at the beginning of and operated throughout the SC03 preconditioning cycle.B-4-F-16
As Amended: March 22, 2012 Date of Hearing: January 26-27, 2012 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 CFR §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. Th is 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 SC 03 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 (appr oximately 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 tole rances for air conditioning ambient
test conditions. The vehicle’s air c onditioner is operated or appropriately
simulated for the duration of the test procedure (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 Otto-cycl e auxiliary power uni ts, the composite samples collected in bags are analyzed for THC, CO, CO 2 , CH 4 and NO
x . For hybrid electric vehicles with diesel-cycl e auxiliary power units, THC is sampled and analyzed continuously according to t he 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 shal l be used to calculate emissions and
shall meet the state-of-char ge net tolerances as calculated in section EF. 9.

8.4.2 Amend subparagr aph (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.B-4-F-17
As Amended: March 22, 2012 Date of Hearing: January 26-27, 2012 8.4.3.1 Amend subparagraph (c)(9): Start vehicle (with air conditioning system also running). If the auxiliary power uni t of the hybrid electric 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.

8.4.4 Amend subparagr aph (d) as follows.

8.4.4.1 Amend subparagraph (d)(10) : At the conclusion of the SC03 emission test, one of the fo llowing 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), allo w the vehicle to soak in the ambient conditions of paragraph (c)(5) of this section fo r 10 ± 1 minutes, and repeat the dynamometer test run fr om subparagraph (d). Up to three SC03 emission tests shall be attempted to sa tisfy the SOC cr iterion.

(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 se conds 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.

8.4.5 Subparagraph (e). [No change.]

9. State-of-Charge Net Change Tolerances for All Hybrid Electric Vehicles, Except Hybrid Fuel Cell Vehi cles 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

fuelB-4-F-18
As Amended: March 22, 2012 Date of Hearing: January 26-27, 2012 Where: (Amp-hr final ) max = Maximum allowed Amp-hr stor ed in battery at the end of
the test (Amp-hr final ) min = Minimum allowed Amp-hr stor ed 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 durin g charge sustaining operation. This
value shall be submitted for te sting 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-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 al lowed at the end of the test (V final ) min = The stored capacitor voltage al lowed 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

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:B-4-F-19
As Amended: March 22, 2012 Date of Hearing: January 26-27, 2012 (rpm final ) max = The maximum flywheel rotational speed allowed at the end of
the test (rpm final ) min = The minimum flywheel rotati onal 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 inerti a of the flywheel, in kg-m 2B-4-G-1

As Amended: March 22, 2012 Date of Hearing: January 26-27, 2012 G. Test Procedures for 2018 and Sub sequent Model 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 Vehi cles,” unless otherwise noted.

1. Electric Dynamometer.

All off-vehicle charge capable HEVs must be tested using a 48-inch single roll electric dynamometer meeti ng 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 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 in dividual test cycle th erein, except for
the 20 o F and 50 o F tests, conducted in accordance with section G.8:

(a) mileage accumulated during the All-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 the 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 the 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.B-4-G-2

As Amended: March 22, 2012 Date of Hearing: January 26-27, 2012 3.2 Regenerative braking . Regenerative braking systems may be utilized during the range test. The brak ing level, if adjustable, shall be set according to the manufacturer’s specifications for normal driv ing conditions prior to the commencement
of the test. The dr iving schedule speed and time tolerances specified in this section G
shall not be exceeded due to the operation of the regenerative braking system.

3.3 Measurement Accuracy . The overall error in voltage and current recording instruments shall be NIST trac eable and accurate to ±1% of the maximum value of the variable (AC/DC volts and am ps) being measured. Suggested equipment: amp meter/power meter capable of samplin g 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 fuel-fired heater shall be determined by operating at a maximum heating capacit y 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-Vehic le 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 Office r of the Air Resources Board.

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 chargeB-4-G-3

As Amended: March 22, 2012 Date of Hearing: January 26-27, 2012 sustaining tests. The sum of NMOG + NOx emissions shall constitute the worst case for the urban charge sustaining or charge depleting modes of operation.

Vehicles with more than one mode of operat ion of the auxiliary power unit (e.g., economy mode, performance m ode, etc.) for a given c harge depleting or charge sustaining test cycle must be tested in the mode(s) which represents the worst case emissions of the auxiliary pow er unit. Confirmatory test ing 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 Emi ssion Standards and Test Procedures for 2001 and Subsequent M odel 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 set at a level that causes the vehicle to operate the auxiliary power unit for the 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-c harge, 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 Evapor ative Emission 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 dynam ometer and prec onditioned.

5.1.6 If the auxiliary power unit is c apable of being manually activated, the auxiliary power unit shall be manual ly 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 preconditi oning cycle shall be the UDDS. The vehicle must be in charge sustaining operation during the preconditioning drive. To determine charge sustaining operation, the vehicle must meet the SOC criterion in section
FG.10 from the start to t he end of the two consecutiv e UDDSs. As an option, charge sustaining operation can be achiev ed for a single UDDS if data is provided showing that charge sustaini ng operation can consistently beB-4-G-4

As Amended: March 22, 2012 Date of Hearing: January 26-27, 2012 maintained over one UDDS. The vehicle mu st meet the SOC cr iterion in section
FG.10 from the start to t he end of a single UDDS. Al ternative procedures may be used to determine charge sustain operati on for the precondition drive if the alternate procedure demonstr ates charge sustaining op eration 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 Evaporat ive 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 performed pursuant to the provisions of the “California Evaporat ive Emission Standards and Test Procedures for 2001 and Subsequent Model Motor Vehicles.”

5.1.10 For the urban charge depleti ng range test, the highway charge depleting range test, and the co ld start US06 range test, c harge 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 sub paragraph (a).

Overview . The charge depleting range test dynamometer run shall consist of a series of charge depleti ng UDDSs, each followed by a 10 minute key-off hot soak period until charge sust aining operation is achieved for two consecutive UDDSs. To determine charge su staining operation, the vehicle must
meet the SOC criterion in se ction FG.10 from the start of the first UDDS until the end of the second UDDS. As an opti on, charge sustaining operation may be achieved for a single UDDS if data is provided showing that charge sustaining operation can consistently be maintained over one UDDS. To determine charge sustaining operation, in this case, the v ehicle shall meet SOC criterion in section
FG.10 from the start to t he end of a single UDDS. Emissions are measured for all UDDSs when the auxiliary power unit is operating.

The vehicle shall be turned off and stor ed at an ambient te mperature 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 vehi cle shall be placed or pushed onto a dynamometer.B-4-G-5

As Amended: March 22, 2012 Date of Hearing: January 26-27, 2012 The charge sustaining emission test dy namometer run sha ll consist of two consecutive UDDSs with a 10 minute key-o ff 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 withi n three hours after either the charge depleting range test or the charge sustai ning emission test pursuant to section
G.5.4.2 or G.5.4 .3, as applicable. During chargi ng, all requirements in section G.3 must be met, and energy consumpti on shall be calculated pursuant to the requirements in section G.11.7.

For all exhaust emission tests, the exhaus t emissions are diluted with ambient air
in the dilution tunnel as shown in Fi gure B94-5 and Figure B94-6 (§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 shut down). Part 1065 of the CFR may be used as an optional particulate samp ling method. Continuous proportional samples of gaseous emissions are collected for analysis during each UDDS. For vehicles with Otto-cycle auxiliary power units, t he 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-fuel ed, and alcohol-fueled diesel-cycle vehicles), THC is sampled and analyzed co ntinuously 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 emissi ons and dilution air (a single dilution air formaldehyde sample, covering the to tal 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.]

5.2.5 Amend subparagraph (h ): The driving distance, as measured by counting the number of dynamometer ro ll or shaft revolutions, shall beB-4-G-6

As Amended: March 22, 2012 Date of Hearing: January 26-27, 2012 determined for all charge depleting and exhau st emission tests. The revolutions
shall be measured on the same roll or s haft 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 sub paragraph (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 Te st Procedures for 2001 and Subsequent
Model Motor Vehicles.” The vehicle shall be stored prior to t he emission test in such a manner that precipitat ion (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 UDDS.

5.3.2 Amend subparagr aph (b) as follows.

5.3.2.1 Amend subparagraph (b)(9 ): Start the gas flow measuring device, direct the sample fl ow into the exhaust sample bag, the alcohol exhaust sample, the formaldehy de exhaust sample, the dilution air sample bag, the alcohol dilution ai r sample and the formaldehyde dilution air sample, and turn the key on. If t he auxiliary power unit is capable of being manually activated, the auxiliary power unit s hall be activated at the beginning of and operat ed 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, si multaneously turn off the gas flow measuring device and particulate samp le 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 of the sample collection phase of the UDDS. Obtain alcohol and formaldehyde sample analyses, if applicab le, within 24 hours of the end of the sample period. (If it is not possible to perform analysis on the alcoholB-4-G-7

As Amended: March 22, 2012 Date of Hearing: January 26-27, 2012 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 subparagr aph (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 cr iterion in section
FG.10.

5.3.2.9 Amend subparagraph (b )(24): Vehicles to be tested for evaporative emi ssions will proceed pursuant to the “California Evaporative Emission Standards and Test Procedures for 2001 and Subsequent Model Mo tor 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 Ur ban 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 G.5.1.

(ii) Dynamometer run. At the end of the cold soak period, the vehicle shall be placed or pus hed, onto a dynamom eter and operated through the Continuous Urban Test Schedule until the SOC Net Change Tolerances (specified in section F G.10 of these test procedures) that indicate charge sustaining operation are met for two consecutive UDDSs, or a single UDDS if data is provided showing that charge sustaining operation can consistently be maintai ned in one UDDS. If there are noB-4-G-8

As Amended: March 22, 2012 Date of Hearing: January 26-27, 2012 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 opt ionally add one additiona l hot start cycle.

The Alternative Continuous Urban Te st Schedule may be substituted for
the Continuous Urban Test Schedule if the test facility is unable to perform
the Continuous Urban Test Schedule. Refer to sections G.5.5, G.5.6, and G.11, for calculations of urban exhaust emissions, urban particulate emissions, and equivalent all-electric range, respectively. Emissions are measured for all test cycles when t he auxiliary power unit is operating. For each test cycle for which emis sions were not measured, the
manufacturer must validate that the auxil iary 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 a fter either the charge depl eting range test or the charge sustaining emission test, and t he vehicle shall be charged to the manufacturer specified full state-of-char ge. During charging, all applicable requirements in G.3 must be met, and energy consumption shall be calculated pursuant to the require ments in section G.11.7.

5.4.3 Urban Charge Sustai ning Emission Test. The Urban Charge Sustaining Emission Test is conduct ed 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 withi n 36 hours after the Urban Charge Depleting Range Test, the vehicle shall be preconditioned pursuant to
section FG.5.1.9. If the Urban Ch arge Sustaining Emission Test is performed more than 36 hours after t he Urban Charge Depleting Range Test, the vehicle shall be preconditione d pursuant to section G.5.1, except for vehicle charging. Sections G.5.1 .1 through G.5.1.4 may be omitted if previously performed.

(ii) Dynamometer run. At the end of the co ld soak period, the vehicle shall be placed or pushed onto a dynamometer, and two UDDSs shall be performed during charge sust aining operation, each separated by a 10 minute key-off hot soak period. The vehicle must meet the SOC
criterion in section G.10 from the start of the fi rst UDDS until the end of the
second UDDS. If the SOC criterion is not satisfi ed, the test shall be stopped, the vehicle cold soak shall be conducted again, and the dynamometer test run s hall be conducted again.B-4-G-9

As Amended: March 22, 2012 Date of Hearing: January 26-27, 2012 (iii) Vehicle charging after testing. If the vehicle was not charged after the Urban Charge D epleting Range Test, then vehicle charging shall begin within three hour s after the Urban Charge Sustaining
Emission Test and the vehicle sha ll be charged to the manufacturer specified full state-of-charge. Duri ng charging, all r equirements in G.3 must be met, and energy consumption s hall be calculated pursuant to the requirements in section G.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 fr om the cold start UDDS, in grams per test.
D c = The measured driving distance fr om 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 star t 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 st art cycle for an n=2.

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 YB-4-G-10

As Amended: March 22, 2012 Date of Hearing: January 26-27, 2012 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 CFR §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 result s 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 determi ned 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.
n = number of hot start UDDSs in Charge Depleting operation If there are no charge depleting ho t start cycles, then use the next hot start cycle (after the cold star t 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 st art cycle for an n=2.

Particulate Emissions – Urban Ch arge Sustaining Emission Test.B-4-G-11

As Amended: March 22, 2012 Date of Hearing: January 26-27, 2012 The final reported test result s 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 determi ned 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 G.11 of these test procedures.

6. Highway Test Provisions for Of f-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 m ode, etc.) for 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 pow er unit. Confirmatory testi ng may also be performed in any mode of operation to ensure co mpliance with emission standards.

The third emission test HFEDS of the Highw ay Charge Sustaining Test shall be used to calculate highway NOx emissions a nd must be within the SOC criterion in section G.10. As an option, the manuf acturer may perform the Highway Charge Sustaining Test with two emission test HF EDSs provided that t he second HFEDS meets
the SOC criterion in section G.10. In this case, the second HFEDS shall be used to
calculate emissions.

Highway NOx emissions may be determined from the HFEDS in the Highway Charge Depleting Range Test that demonstrates charge sustaining operation.

6.1 Vehicle Preconditioning.B-4-G-12

As Amended: March 22, 2012 Date of Hearing: January 26-27, 2012 If the Highway Charge Depleting Range Te st is performed within 36 hours after completion of either the Urban Charge Depleting Range Test or the Urban Charge Sustaining Emission Test, the vehicle sha ll be preconditioned pursuant to sections G.5.1.9 through G.5.1.10, without canister preconditioning. If the Highway Charge Depleting Range Test is performed more than 36 hours after completion of either the Urban Charge Depleting Range Te st or the Urban Charge Su staining Emission Test, the vehicle shall be precondi tioned pursuant to secti on G.5.1, without canister preconditioning. Sections G.5.1.1 thr ough G.5.1.4 may be omi tted if previously performed.

If the Highway Charge Sustaining Emissi on Test is performed within 36 hours after completion of either th e Urban Charge Depleting R ange Test, the Urban Charge Sustaining Emission Test, or the Highway Charge Depleting Rang e Test, the vehicle shall be preconditioned pursuant to section G.5 .1.9 without canister preconditioning. If the Highway Charge Sustaining Emissions Test is performed more than 36 hours after completion of either th e Urban Charge Depleting R ange Test, the Urban Charge Sustaining Emission Test, or the Highway Charge Depleting Rang e Test, the vehicle shall be preconditioned pursuant to section G.5.1 without canister precondition and vehicle charging. Sections G.5.1.1 thr ough G.5.1.4 may be omi tted if previously performed.

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

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

6.2.1 Subparagraph (a). [n/a]

6.2.2 Amend subparagr aph (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 av erage speed of 48.6 mph and a maximum speed of 60 mph. T he 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 specifi ed driving cycle. A proport ional 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 hy drocarbons using a heated sample line and analyzer. Alcohol and formaldehyde samp les 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 notB-4-G-13

As Amended: March 22, 2012 Date of Hearing: January 26-27, 2012 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 conduct ed cold, and after charge sustaining operation has been reached, or an optional charge sustaining test mode has been activated, and no subsequent c harge has been performed.

At the end of the cold s oak period, the vehicle shal l 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 G. 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 satisfied for the second emission measurement HFEDS. If the SOC criterion is not satisfied, the te st shall be stopped, and the procedure shall be repeated starting at section G.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 sample s (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 uni t, 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 th e vehicle over the continuous highway test schedule, consis ting 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 c apable of being manually activated, the auxiliary power unit shall be manually ac tivated at the begi nning of and operated throughout the HFEDS pr econditioning cycle.

6.2.2.7 Amend subparagraph (b)(9)(vi ): When the vehicle reaches zero speed between each HFEDS, the driv er has 17 seconds to prepare for the HFEDS emission measurement cycle of the test. During the idle period, one of the following conditions shall apply:B-4-G-14

As Amended: March 22, 2012 Date of Hearing: January 26-27, 2012 (a) For vehicles that do not allo w the auxiliary power unit to be manually activated, the vehicle sha ll remain turned on during the idle period.

(b) For vehicles that allow the auxiliary power unit to be manually activated, the vehicle sha ll 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 conditi ons shall apply: For vehicles that do not allow the auxiliary power unit to be manually activated and are chargesustaining 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 the dynamometer test r un 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 fr om the start of test until t he internal combustion engine

starts.

6.3.2 Highway Charge Depl eting Range Test.

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

(ii) Dynamometer run. At the end of the cold soak period, the vehicle shall be placed or pushed, onto a dynamomet er and operated through the Continuous Highway Test Schedule until the State–of-Charge Net Change Tolerances (specified in section G.10 of these test procedures) that indicate charge su staining operation is met for one
HFEDS. The Alternative Continu ous Highway Test Schedule may be substituted for the Continuous Highway Te st Schedule if the test facility is unable to perform the Continuous Hi ghway Test Schedule. Refer to section G.11, for calculations of hi ghway exhaust emissions and equivalent all-electric range, respectively. Emi ssions are measured for all test cycles when the auxiliary power unit is operating. For each test cycle for which emissions were not measured, the m anufacturer must validate that the auxiliary power unit did not turn on at any time during the test cycle.B-4-G-15

As Amended: March 22, 2012 Date of Hearing: January 26-27, 2012 (iii) Vehicle charging after testing. Vehicle charging shall begin within three hours after the Hig hway Charge Depleting Range Test and the vehicle shall be charged to t he manufacturer specified full stateof-charge. During charging, all applicable requirements in section G.3 must be met, and energy consumption shal l be calculated according to the requirements in section G.11.7. If the manufacturer provides supplemental data demonstrat ing that the energy r equired to charge the vehicle from highway charge sustai ning operation to full charge is equivalent (within ± 1% of the AC energy) to the energy required to charge
the vehicle from urban char ge sustaining 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 G.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 G.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 section G.10 for t he third emission measurement HFEDS. As an option, the manufacturer may perform two
emission measurement HFEDSs in lie u of three emission measurement HFEDSs, if the SOC criterion is sati sfied for the second HFEDS. If the SOC criterion is not satisfied, the te st shall be stopped, and the procedure shall be repeated starting at section G.6.3.3.

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

7. SFTP Emission Test Provisions fo r 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 m ode, etc.) for a given c harge depleting or charge sustaining test cycle must be tested in the mode(s) which represents the worst case emissions of the auxiliary pow er unit. Confirmatory test ing may also be performed in any mode of operation to ensure co mpliance with emission standards.B-4-G-16

As Amended: March 22, 2012 Date of Hearing: January 26-27, 2012 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 G.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 allow manual acti vation of the auxiliary power unit, battery state-of-charge sha ll be set at the lowest level allowed by the manufacturer, and the auxili ary 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.]

7.2 US06 Emission Test.

To be conducted pursuant to 40 CFR §86.159-08 [Dec ember 27, 2006] with the following revisions. This secti on 7.2 shall apply dur ing 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 sub paragraph (a): Overview . The dynamometer operation consists of a single, 600 second test on the US06 driving sched ule, as described in appendix I, paragraph (g), of this par t. 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 wh ich continuous propor tional samples of gaseous emissions are collected for analysi s. If engine stalling should occur during testing, follow the provisio ns of §86.136-90 ( engine starting and restarting). For vehicles with Otto-cycl e auxiliary power units, the compositeB-4-G-17

As Amended: March 22, 2012 Date of Hearing: January 26-27, 2012 samples collected in bags are analyzed for THC, CO, CO 2 , CH 4 and NO
x . For vehicles with diesel-cycle auxiliary pow er units, THC is sampled and analyzed continuously according to the provisions of §86.110. Para llel 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 G.10.

7.2.2 Amend subparagr aph (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 subpar agraph (f)(2)(i): Immediately after completion of the precondition ing cycle, idle the vehicle. The idle period is not to be less than one minute or not gr eater than two minutes. During the idle period, one of the follo wing conditions shall apply:

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

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

7.2.6.2 Amend subparagr aph (f)(2)(ix): At the completion of the test US06 cycle, determine if the SOC criterion in section G.10 is
satisfied. If the SOC criterion is not satisfied, then repeat the dynamometer test run from s ubparagraph (f)(2)(i), without the preconditioning cycle. Up to three US06 emission tests shall be allowed to satisfy the SOC criterion. The id le 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 period between multiple test cycles, one of the following condit ions shall apply:B-4-G-18

As Amended: March 22, 2012 Date of Hearing: January 26-27, 2012 (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 operati ng 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 sub paragraph (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 allow manual acti vation of the auxiliary power unit, battery state-of-charge sha ll be set at the lowest level allowed by the manufacturer, and the auxili ary power unit shall be manually activated at the beginning of and operated throughout the SC03 preconditioning cycle.

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 CFR §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 performe d. 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 preconditionedB-4-G-19

As Amended: March 22, 2012 Date of Hearing: January 26-27, 2012 in accordance with §86.132-00 of this subpart, to bring the vehicle to a warmed-up stabilized condition. This preco nditioning is followed by a 10 minute vehicle soak (vehicle turned off) that proceeds directly into the SC03 driving schedule, during which continuous proporti onal samples of gaseous emissions are collected for analysis. The entire te st, 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 (appr oximately 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 tole rances for air conditioning ambient
test conditions. The vehicle’s air c onditioner is operated or appropriately
simulated for the duration of the test procedure (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, T HC 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 G.10.

7.4.2 Amend subparagr aph (b) as follows.

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

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 the auxiliary power uni t of the vehicle is capable of being manually activated, the auxiliary power unit shall be manually activated at the beginni ng 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 subparagr aph (d) as follows.

7.4.4.1 Amend subparagraph (d)(10) : At the conclusion of the SC03 emission test, one of the fo llowing conditions shall apply:B-4-G-20

As Amended: March 22, 2012 Date of Hearing: January 26-27, 2012 (i) For vehicles that do not allow the auxiliary power unit to be manually activated and are charge-sustai ning over the SC03 test, record the battery state-of-charge to determi ne if the SOC criterion in section
G.10 is satisfied. If t he SOC criterion is not sati sfied , then turn off the engine and the cooling fan(s), allow t he vehicle to soak in the ambient conditions of paragraph (c)(5) of this section for 10 ± 1 minutes, and repeat the dynamometer te st run from subparagra ph (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 tw o 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 ti me, 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 co ld soak period, the v ehicle 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, or (b) the vehicle can no longer m eet the speed trac e 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 dr iven from the start of the test to when condition (a) or (b) is me t. Emission sampling is not required for this test.

8. 50 o F and 20 o F Test Provision for Off-Vehic le 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 the “California Exhaust Emission Standards and Test Procedures for 2001 and Subseque nt Model Year Passenger Cars, Light Duty Trucks, and Medium Duty Vehicles” and the additional following revisions.B-4-G-21

As Amended: March 22, 2012 Date of Hearing: January 26-27, 2012 20 o F testing shall be conducted pursuant to section G.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 during 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 def ined in section FG.5. To satisfy test requirements for the 20 o F emission test, the vehicle sha ll 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 oper ation, the vehicle shall be preconditioned, and one of the following two emissi on 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:

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 distanc e 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.B-4-G-22

As Amended: March 22, 2012 Date of Hearing: January 26-27, 2012(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 t he procedure outlined in section G.5.5.1.

8.3 If measurement of worst case emissions requires the urban charge depleting range test to be performed, the v ehicle 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, sh all be the cold UDDS. Emissions shall be sampled according to one of the options in section G.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 G.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-charge in charge depl eting mode. This is to
ensure that cold start and other emissions standards are not exceeded at other operating SOCs.

9.2 Confirmatory testing may be performed 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 they are controlled fo r the UDDS.

9.3 Confirmatory testing may be perfo rmed on vehicles equipped with an optional charge sustaining operation mode select or with selector set to simulate charge 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 c harge depleting actual range and charge depleting cycle range, please see section I, Figure 1.

9.5 For an example of charge depleting to charge sustaining range with and
without transitional r ange and end of test conditions, please see section I, Figure 2.

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

9.7 If the manufacturer determines ther e is insufficient fuel to run the subsequent test, the manufactu rer may perform a fuel drain and fill or add fuel pursuant to the provisions of the “California Evaporative Emission Standards and Test Procedures for 2001 and Subsequent Model Motor Vehicles.”B-4-G-23

As Amended: March 22, 2012 Date of Hearing: January 26-27, 2012 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 st ored 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 sha ll be submitted for testing purposes, and it shall be subject to confirmation by
the Air Resources Board.

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 c hange 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:B-4-G-24

As Amended: March 22, 2012 Date of Hearing: January 26-27, 2012 (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-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 rotati onal 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 inerti a of the flywheel, in kg-m 2B-4-G-25

As Amended: March 22, 2012 Date of Hearing: January 26-27, 2012 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 the 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 the test over t he 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
UDDS

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
HFEDSB-4-G-26

As Amended: March 22, 2012 Date of Hearing: January 26-27, 2012 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 G.11.2.

M cd is as defined in G.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 G.11.3.

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

R cdch is as defined in G.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:

ERF u (%) = 100         

cda u R EAER

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

ERF h (%) = 100         

cdah h R EAERB-4-G-27

As Amended: March 22, 2012 Date of Hearing: January 26-27, 2012 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 afte r the charge depleting test has been completed. This shall be calc ulated 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 calc ulated for both AC and DC energy.

11.8 The Urban Charge Depl eting Cycle Range, R cdcu , (see section H for an
illustration of R cdcu ) shall be defined as the distanc e traveled on the Urban Charge Depleting Procedure up to the UDDS prior to where the state-of-c harge 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) th at corresponds to the SOC of the target SOC durin g charge sustaining operation. This
value shall be submitted for te sting purposes, and it shall be subject to confirmation by the Air Resources Board.B-4-G-28

As Amended: March 22, 2012 Date of Hearing: January 26-27, 2012 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-char ge 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 I.

11.10 The Charge Depleting to Charge Sustaining Urban Range shall be defined
as the distance driven in miles from the st art of the Urban Char ge Depleting Test through the UDDS preceding the one or tw o UDDSs used to end the Urban Charge Depleting Test.

11.11 The Highway Charge D epleting Cycle Range, R cdch , shall be defined as
the sum of the distance trav eled on the Highway Charge Depleting Test up to the HFEDS 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: (Amp-hr final ) min = Minimum allowed Amp-hr stor ed 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) th at corresponds to the SOC of the target SOC durin g charge sustaining operation. This
value shall be submitted for te sting purposes, and it shall be subject to confirmation by the Air Resources Board.

11.12 The Charge Depleting to Char ge Sustaining Highway Range shall be
defined as the distance driven in miles from the start of the Highw ay Charge Depleting Test through the HFEDS preceding the final HFEDS.

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

uB-4-G-29

As Amended: March 22, 2012 Date of Hearing: January 26-27, 2012 12. The Calculations of the Comb ined 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 calcul ated 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 charge 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 cycl e, 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 par tially 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.B-4-G-30

As Amended: March 22, 2012 Date of Hearing: January 26-27, 2012 Utility factors for each PHEV drive cycle 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 el ectricity 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 el ectricity 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”t h cycle of the charge depleting

test.
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.B-4-G-31

As Amended: March 22, 2012 Date of Hearing: January 26-27, 2012 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 fr om 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 distance 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 calcul ated 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 charge 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 charge 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 targetB-4-H-1
As Amended: March 22, 2012 Date of Hearing: January 26-27, 2012 H. Off-Vehicle Charge Capable Hybrid Electric Vehicle Exhaust Emission Test Sequence.

[This page left intentionally bl ank for formatting purposes.]B-4-H-2
As Amended: March 22, 2012 Date of Hearing: January 26-27, 2012



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

* Equivalent to within ± 1% of AC energy used to charge ba ttery 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 Test

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

Hi g hwa y Char g e De p letin g Ran g e Test

Urban Char g e De p letin g Ran g e Test 12 – 36 hour cold soak, charge, canister preconditioning Drain & Fuel Vehicle Preconditionin g : 1 CS UDDS minimum 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 energyB-4-I-1As Amended: March 22, 2012Date of Hearing: January 26-27, 2012I. Examples of Off-Vehicle Charge Capable Hybrid Electric Vehicle Terminology.[This page left intentionally blank for formatting purposes.]B-4-I-2As Amended: March 22, 2012Date of Hearing: January 26-27, 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 1B-4-I-3As Amended: March 22, 2012Date of Hearing: January 26-27, 2012