02016D0588 — EN — 29.06.2020 — 001.001

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►B COMMISSION IMPLEMENTING DECISION (EU) 2016/588 of 14 April 2016 on the approval of the technology used in 12 Volt efficient alternators as an innovative technology for reducing CO2 emissions from passenger cars pursuant to Regulation (EC) No 443/2009 of the European Parliament and of the Council (Text with EEA relevance) (OJ L 101 16.4.2016, p. 25)

Amended by:









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COMMISSION IMPLEMENTING DECISION (EU) 2016/588

of 14 April 2016

on the approval of the technology used in 12 Volt efficient alternators as an innovative technology for reducing CO2 emissions from passenger cars pursuant to Regulation (EC) No 443/2009 of the European Parliament and of the Council

(Text with EEA relevance)







Article 1

Approval

The technology used in the Valeo high efficient alternator with high efficiency diodes and in the Bosch efficient alternator with MOS gated diodes is approved as an innovative technology within the meaning of Article 12 of Regulation (EC) No 443/2009.

Article 2

Application for certification of CO2 savings

1. The manufacturer may apply for certification of the CO2 savings from one or several 12 Volt (V) efficient alternators intended for use in M1 vehicles, provided that it complies with the following conditions:

(a) it is a component used solely to charge the vehicle battery and to power the electrical system of the vehicle when its combustion engine is running;

(b) the mass of the efficient alternator does not exceed the mass of the baseline alternator of 7 kg by more than 3 kg;

▼M1

(c) its efficiency is at least: (i) 73,8 % for petrol- or E85-fuelled vehicles other than turbo-charged; (ii) 73,4 % for turbo-charged petrol- or E85-fuelled vehicles; (iii) 74,2 % for diesel-fuelled vehicles; (iv) 74,6 % for vehicles fuelled with liquefied petroleum gas (LPG) other than turbo-charged; (v) 74,1 % for turbo-charged LPG-fuelled vehicles; (vi) 76,3 % for vehicles fuelled with compressed natural gas (CNG) other than turbo-charged; (vii) 75,7 % for turbo-charged CNG -fuelled vehicles.

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2. An application for the certification of the savings from one or several efficient alternators shall be accompanied by an independent verification report certifying that the alternator or alternators comply with the conditions set out in paragraph 1.

3. The type approval authority shall reject the application for certification if it finds that the alternator or alternators do not comply with the conditions set out in paragraph 1.

Article 3

Certification of CO2 savings

1. The reduction in CO2 emissions from the use of an efficient alternator referred to in Article 2(1) shall be determined using the methodology set out in the Annex.

2. Where a manufacturer applies for the certification of the CO2 savings from more than one efficient alternator referred to in Article 2(1) in relation to one vehicle version, the type approval authority shall determine which of the alternators tested delivers the lowest CO2 savings, and record the lowest value in the relevant type approval documentation. That value shall be indicated in the certificate of conformity in accordance with Article 11(2) of Implementing Regulation (EU) No 725/2011.

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3. Where the innovative technology is fitted in a bi-fuel or flex-fuel vehicle, the approval authority shall record the CO2 savings as follows:

(a) for bi-fuel vehicles using petrol and gaseous fuels, the CO2 savings value with regard to LPG or CNG;

(b) for flex-fuel vehicles using petrol and E85, the CO2 savings value with regard to petrol.

4. The certified CO2 savings recorded by reference to eco-innovation code No 17 may only be taken into account for the calculation of the average specific emissions of manufacturers until and including the calendar year 2020.

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Article 4

Eco-innovation code

The eco-innovation code No 17 shall be entered into the type approval documentation where reference is made to this Decision in accordance with Article 11(1) of Implementing Regulation (EU) No 725/2011.

Article 5

Entry into force

This Decision shall enter into force on the twentieth day following that of its publication in the Official Journal of the European Union.









ANNEX

METHODOLOGY TO DETERMINE THE CO2 SAVINGS OF A 12 V EFFICIENT ALTERNATOR

1. INTRODUCTION

In order to determine the CO2 savings that can be attributed to the use of an efficient alternator in an M1 vehicle, it is necessary to specify the following:

(1) the testing conditions;

(2) the test equipment;

(3) the determination of the efficiency of the efficient alternator and the baseline alternator;

(4) the calculation of the CO2 savings;

(5) the calculation of the statistical error.

Symbols, parameters and units

Latin symbols

— CO2 savings [g CO2/km]

CO2 — Carbon dioxide

CF — Conversion factor (l/100 km) — (g CO2/km) [g CO2/l] as defined in Table 3

h — Frequency as defined in Table 1

I — Current intensity at which the measurement shall be carried out [A]

m — Number of measurements of the sample

M — Torque [Nm]

n — Rotational frequency [min– 1] as defined in Table 1

P — Power [W]

— Standard deviation of the eco-innovative alternator efficiency [%]

— Standard deviation of the eco-innovative alternator efficiency mean [%]

— Standard deviation of the total CO2 savings [g CO2/km]

U — Test voltage at which the measurement shall be carried out [V]

v — Mean driving speed of the New European Driving Cycle (NEDC) [km/h]

VPe — Consumption of effective power [l/kWh] as defined in Table 2

— Sensitivity of calculated CO2 savings related to the efficiency of the eco-innovative alternator

Greek symbols

Δ — Difference

η — Baseline alternator efficiency [%]

ηEI — Efficient alternator efficiency [%]

— Mean of the eco-innovative alternator efficiency at operating point i [%]

Subscripts

Index (i) refers to operating point

Index (j) refers to measurement of the sample

EI — Eco-innovative

m — Mechanical

RW — Real-world conditions

TA — Type approval conditions

B — Baseline

2. TEST CONDITIONS

The testing conditions shall fulfil the requirements specified in ISO 8854:2012 ( 1 ).

Test equipment

The test equipment shall be in accordance with the specifications set out in ISO 8854:2012.

3. MEASUREMENTS AND DETERMINATION OF THE EFFICIENCY

The efficiency of the efficient alternator shall be determined in accordance with ISO 8854:2012, with the exception of the elements specified in the present paragraph.

The measurements shall be conducted at different operating points i, as defined in Table 1. The alternator current intensity is defined as half of the rated current for all operating points. For each speed the voltage and the output current of the alternator are to be kept constant, the voltage at 14,3 V.







Table 1 Operating points Operating point i Holding time [s] Rotational frequency ni [min– 1] Frequency hi 1 1 200 1 800 0,25 2 1 200 3 000 0,40 3 600 6 000 0,25 4 300 10 000 0,10

The efficiency shall be calculated in accordance with to Formula 1.

Formula 1

All efficiency measurements are to be performed consecutively at least five (5) times. The average of the measurements at each operating point (

) has to be calculated.

The efficiency of the eco-innovative alternator (ηEI) shall be calculated in accordance with Formula 2.

Formula 2

The efficient alternator leads to saved mechanical power under real-world conditions (ΔPmRW) and type approval conditions (ΔPmTA) as defined in Formula 3.

Formula 3

ΔPm = ΔPmRW – ΔPmTA

Where the saved mechanical power under real-world conditions (ΔPmRW) is calculated in accordance with Formula 4 and the saved mechanical power under type-approval conditions (ΔPmTA) in accordance with Formula 5.

Formula 4

Formula 5

where

PRW : Power requirement under ‘real-world’ conditions [W], which is 750 W

PTA : Power requirement under type-approval conditions [W], which is 350 W

ηB : Efficiency of the baseline alternator [%], which is 67 %

Calculation of the CO2 savings

The CO2 savings of the efficient alternator are to be calculated with the following formula.

Formula 6

where

v : Mean driving speed of the NEDC [km/h], which is 33,58 km/h

VPe : Is the consumption of effective power specified in the following Table 2 ▼M1



Table 2 Consumption of effective power Type of Engine Consumption of effective power (Vpe) [l/kWh] Petrol/E85 0,264 Petrol/E85 Turbo 0,280 Diesel 0,220 LPG 0,342 LPG Turbo 0,363 Consumption of effective power (Vpe) [m3/kWh] CNG (G20) 0,259 CNG (G20) Turbo 0,275 ▼B

CF : Is the factor specified in the following Table 3 ▼M1



Table 3 Fuel conversion factor (CF) Type of fuel Conversion factor [100 g CO2/l] [g CO2/l] Petrol/E85 23,3 2 330 Diesel 26,4 2 640 LPG 16,3 1 629 [100 g CO2/m3] [g CO2/m3] CNG (G20) 18,0 1 795 ▼B

Calculation of the statistical error

The statistical errors in the results of the testing methodology caused by the measurements are to be quantified. For each operating point the standard deviation is calculated as defined by the following formula:

Formula 7

The standard deviation of the efficiency value of the efficient alternator (

) is calculated in accordance with formula 8:

Formula 8

The standard deviation of the alternator efficiency (

) leads to an error in the CO2 savings (

). That error is calculated in accordance with formula 9:

Formula 9

Statistical Significance

It has to be demonstrated for each type, variant and version of a vehicle fitted with the efficient alternator that the error in the CO2 savings calculated in accordance with Formula 9 is not greater than the difference between the total CO2 savings and the minimum savings threshold specified in Article 9(1) of Implementing Regulation (EU) No 725/2011 (see Formula 10).

Formula 10

where:

MT : Minimum threshold [g CO2/km], which is 1 g CO2/km

Test and evaluation Report

The report shall include:

— Model and mass of the tested alternators

— Description of the bench

— Test results (measured values)

— Calculated results and corresponding formulae

The efficient alternator to be fitted in vehicles

The type approval authority is to certify the CO2 savings based on measurements of the efficient alternator and the baseline alternator using the test methodology set out in this Annex. Where the CO2 emission savings are below the threshold specified in Article 9(1), the second subparagraph of Article 11(2) of Implementing Regulation (EU) No 725/2011 shall apply.