2014R0134 — EN — 16.10.2016 — 001.001

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►B COMMISSION DELEGATED REGULATION (EU) No 134/2014 of 16 December 2013 supplementing Regulation (EU) No 168/2013 of the European Parliament and of the Council with regard to environmental and propulsion unit performance requirements and amending Annex V thereof (Text with EEA relevance) (OJ L 053 21.2.2014, p. 1)

Amended by:









▼B

COMMISSION DELEGATED REGULATION (EU) No 134/2014

of 16 December 2013

supplementing Regulation (EU) No 168/2013 of the European Parliament and of the Council with regard to environmental and propulsion unit performance requirements and amending Annex V thereof

(Text with EEA relevance)







CHAPTER I

SUBJECT MATTER AND DEFINITIONS

Article 1

Subject matter

This Regulation establishes the detailed technical requirements and test procedures regarding environmental and propulsion unit performance for the approval of L-category vehicles and the systems, components and separate technical units intended for such vehicles in accordance with Regulation (EU) No 168/2013 and sets out a list of UNECE regulations and amendments thereto.

Article 2

Definitions

The definitions of Regulation (EU) No 168/2013 shall apply. In addition, the following definitions shall apply:

(1) ‘WMTC stage 1’ refers to the World harmonised Motorcycle Test Cycle laid down in UNECE Global Technical Regulation No 2 ( 1 ) used as alternative type I emission test cycle to the European Driving Cycle as of 2006 for category L3e motorcycle types;

(2) ‘WMTC stage 2’ refers to the World harmonised Motorcycle Test Cycle laid down in the amended UNECE Global Technical Regulation No 2 ( 2 ) which is used as compulsory type I emission test cycle in the approval of Euro 4 compliant (sub-)categories L3e, L4e, L5e-A and L7e-A vehicles;

(3) ‘WMTC stage 3’ refers to the revised WMTC referred to in Annex VI(A) of Regulation (EU) No 168/2013 and is equal to the World harmonised Motorcycle Test Cycle laid down in the amended UNECE Global Technical Regulation No 2 ( 3 ) and adapted for vehicles with a low maximum design vehicle speed, which is used as the compulsory type I emission test cycle in the approval of Euro 5 compliant L-category vehicles;

(4) ‘maximum design vehicle speed’ means the maximum speed of the vehicle determined in accordance with Article 15 of this Regulation;

(5) ‘exhaust emissions’ means tailpipe emissions of gaseous pollutants and particulate matter;

(6) ‘particulate filter’ means a filtering device fitted in the exhaust system of a vehicle to reduce particulate matter from the exhaust flow;

(7) ‘properly maintained and used’ means that when selecting a test vehicle it satisfies the criteria with regard to a good level of maintenance and normal use according to the recommendations of the vehicle manufacturer for acceptance of such a test vehicle;

(8) ‘fuel requirement’ by the engine means the type of fuel normally used by the engine: (a) petrol (E5); (b) liquefied petroleum gas (LPG); (c) NG/biomethane (natural gas); (d) either petrol (E5) or LPG; (e) either petrol (E5) or NG/biomethane; (f) diesel fuel (B5); (g) mixture of ethanol (E85) and petrol (E5) (flex fuel); (h) mixture of biodiesel and diesel (B5) (flex fuel); (i) hydrogen (H2) or a mixture (H2NG) of NG/biomethane and hydrogen; (j) either petrol (E5) or hydrogen (bi-fuel);

(9) ‘environmental performance type-approval’ of a vehicle means the approval of a vehicle type, variant or version with regard to the following conditions: (a) complying with Parts A and B of Annex V to Regulation (EU) No 168/2013; (b) falling into one propulsion family according to the criteria set out in Annex XI;

(10) ‘vehicle type with regard to environmental performance’ means a set of L-category vehicles which do not differ in the following: (a) the equivalent inertia determined in relation to the reference mass, in accordance with Appendices 5, 7 or 8 to Annex II; (b) the propulsion characteristics set out in Annex XI regarding propulsion family;

(11) ‘periodically regenerating system’ means a pollution control device such as a catalytic converter, particulate filter or any other pollution control device that requires a periodical regeneration process in less than 4 000 km of normal vehicle operation;

(12) ‘alternative fuel vehicle’ means a vehicle designed to run on at least one type of fuel that is either gaseous at atmospheric temperature and pressure, or substantially non-mineral oil derived;

(13) ‘flex fuel H2NG vehicle’ means a flex fuel vehicle designed to run on different mixtures of hydrogen and natural gas or biomethane;

(14) ‘parent vehicle’ means a vehicle that is representative of a propulsion family set out in Annex XI;

(15) ‘pollution-control device type’ means a category of pollution-control devices that are used to control pollutant emissions and that do not differ in their essential environmental performance and design characteristics;

(16) ‘catalytic converter’ means an emission pollution-control device which converts toxic by-products of combustion in the ►M1 exhaust ◄ of an engine to less toxic substances by means of catalysed chemical reactions;

(17) ‘catalytic converter type’ means a category of catalytic converters that do not differ as regards the following: (a) number of coated substrates, structure and material; (b) type of catalytic activity (oxidising, three-way, or of another type of catalytic activity); (c) volume, ratio of frontal area and substrate length; (d) catalytic converter material content; (e) catalytic converter material ratio; (f) cell density; (g) dimensions and shape; (h) thermal protection; (i) an inseparable exhaust manifold, catalytic converter and muffler integrated in the exhaust system of a vehicle or separable exhaust system units that can be replaced;

(18) ‘reference mass’ means the mass in running order of the L-category vehicle determined in accordance with Article 5 of Regulation (EU) No 168/2013 increased with the mass of the driver (75 kg) and if applicable plus the mass of the propulsion battery;

(19) ‘drive train’ means the part of the powertrain downstream of the output of the propulsion unit(s) that consists if applicable of the torque converter clutches, the transmission and its control, either a drive shaft or belt drive or chain drive, the differentials, the final drive, and the driven wheel tyre (radius);

(20) ‘stop-start system’ means automatic stop and start of the propulsion unit to reduce the amount of idling, thereby reducing fuel consumption, pollutant and CO2 emissions of the vehicle;

(21) ‘powertrain software’ means a set of algorithms concerned with the operation of data processing in powertrain control units, propulsion control units or drive-train control units, containing an ordered sequence of instructions that change the state of the control units;

(22) ‘powertrain calibration’ means the application of a specific set of data maps and parameters used by the control unit’s software to tune the vehicle’s powertrain, propulsion or drive train unit(s)’s control;

(23) ‘powertrain control unit’ means a combined control unit of combustion engine(s), electric traction motors or drive train unit systems including the transmission or the clutch;

(24) ‘engine control unit’ means the on-board computer that partly or entirely controls the engine or engines of the vehicle;

(25) ‘drive train control unit’ means the on-board computer that partly or entirely controls the drive train of the vehicle;

(26) ‘sensor’ means a converter that measures a physical quantity or state and converts it into an electric signal that is used as input to a control unit;

(27) ‘actuator’ means a converter of an output signal from a control unit into motion, heat or other physical state in order to control the powertrain, engine(s) or drive train;

(28) ‘carburettor’ means a device that blends fuel and air into a mixture that can be combusted in a combustion engine;

(29) ‘scavenging port’ means a connector between crankcase and combustion chamber of a two-stroke engine through which the fresh charge of air, fuel and lubrication oil mixture enters the combustion chamber;

(30) ‘air intake system’ means a system composed of components allowing the fresh-air charge or air-fuel mixture to enter the engine and includes, if fitted, the air filter, intake pipes, resonator(s), the throttle body and the intake manifold of an engine;

(31) ‘turbocharger’ means an exhaust gas turbine-powered centrifugal compressor boosting the amount of air charge into the combustion engine, thereby increasing propulsion unit performance;

(32) ‘super-charger’ means an intake air compressor used for forced induction of a combustion engine, thereby increasing propulsion unit performance;

(33) ‘fuel cell’ means a converter of chemical energy from hydrogen into electric energy for propulsion of the vehicle;

(34) ‘crankcase’ means the spaces in or external to an engine which are connected to the oil sump by internal or external ducts through which gases and vapour can escape;

(35) ‘permeability test’ means testing of the losses through the walls of the non-metallic fuel storage and preconditioning the non-metallic fuel storage material prior to fuel storage testing in accordance with Number C8 of Annex II to Regulation (EU) No 168/2013;

(36) ‘permeation’ means the losses through the walls of the fuel storage and delivery systems, which is generally tested by determination of the weight losses;

(37) ‘evaporation’ means the breathing losses from the fuel storage, fuel delivery system or other sources through which hydrocarbons breathe into the atmosphere;

(38) ‘mileage accumulation’ means a representative test vehicle or a fleet of representative test vehicles driving a predefined distance as set out in points (a) or (b) of Article 23(3) to Regulation (EU) No 168/2013 in accordance with the test requirements of Annex VI to this Regulation;

(39) ‘electric powertrain’ means a system consisting of one or more electric energy storage devices such as batteries, electromechanical flywheels, super capacitors or other, one or more electric power conditioning devices and one or more electric machines that convert stored electric energy to mechanical energy delivered at the wheels for propulsion of the vehicle;

(40) ‘electric range’, means the distance that vehicles powered by an electric powertrain only or by a hybrid electric powertrain with off-vehicle charging can drive electrically on one fully charged battery or other electric energy storage device as measured in accordance with the procedure set out in Appendix 3.3. to Annex VII;

(41) ‘OVC range’ means the total distance covered during complete combined cycles run until the energy imparted by external charging of the battery (or other electric energy storage device) is depleted, as measured in accordance with the procedure described in Appendix 3.3. to Annex VII;

▼M1

(42) ‘maximum thirty minutes speed’ of a vehicle means the maximum achievable vehicle speed measured during 30 minutes as a result of the 30 minute power set out in UNECE regulation No 85 ( 4 );

▼B

(43) ‘propulsion unit performance type-approval’ of a vehicle means the approval of a vehicle type, variant or version with regard to the performance of the propulsion units as regards the following conditions: (a) the maximum design vehicle speed(s); (b) the maximum continuous rated torque or maximum net torque; (c) the maximum continuous rated power or the maximum net power; (d) the maximum total torque and power in the case of a hybrid application.

(44) ‘propulsion type’ means the propulsion units whose characteristics do not differ in any fundamental respect as regards maximum design vehicle speed, maximum net power, maximum continuous rated power and maximum torque;

(45) ‘net power’ means the power available on the test bench at the end of the crankshaft or equivalent component of the propulsion unit at the rotation speeds measured by the manufacturer at type-approval, together with the accessories listed in Tables Ap2.1-1 or Ap2.2-1 of Appendix 2 of Annex X, and taking into account the efficiency of the gearbox where the net power can only be measured with the gearbox fitted to the propulsion;

(46) ‘maximum net power’ means the maximum net power output from propulsion units that include one or more combustion engines, under full engine load operation;

(47) ‘maximum torque’ means the maximum torque value measured under full engine load operation;

(48) ‘accessories’ means all apparatus and devices listed in Table Ap2.1-1 or Ap2.2-1 of Annex X.







CHAPTER II

OBLIGATIONS OF THE MANUFACTURER REGARDING THE ENVIRONMENTAL PERFORMANCE OF VEHICLES

Article 3

Fitting and demonstration requirements related to the environmental performance of L-category vehicles

1. The manufacturer shall equip L-category vehicles with systems, components and separate technical units affecting the environmental performance of a vehicle that are designed, constructed and assembled so as to enable the vehicle in normal use and maintained according to the prescriptions of the manufacturer to comply with the detailed technical requirements and testing procedures of this Regulation.

2. The manufacturer shall demonstrate by means of physical demonstration testing to the approval authority that the L-category vehicles made available on the market, registered or entering into service in the Union comply with the detailed technical requirements and test procedures concerning the environmental performance of these vehicles laid down in Articles 5 to 15.

3. Where the manufacturer modifies the characteristics of the emission abatement system or performance of any of the emission-relevant components after the approved vehicle type with regard to environmental performance is placed on the market, the manufacturer shall report this to the approval authority without delay. The manufacturer shall provide evidence to the approval authority that the changed emission abatement system or component characteristics do not result in a worse environmental performance than that demonstrated at type-approval.

4. The ►M1 manufacturer of parts and equipment ◄ shall ensure that spare parts and equipment that are made available on the market or are entering into service in the Union comply with the detailed technical requirements and test procedures with respect to the environmental performance of the vehicles referred to in this Regulation. An approved L-category vehicle equipped with such a spare part or equipment shall meet the same test requirements and performance limit values as a vehicle equipped with an original part or equipment satisfying endurance requirements up to and including those set out in Article 22(2), Article 23 and Article 24 of Regulation (EU) No 168/2013.

5. The manufacturer shall ensure that type-approval procedures for verifying conformity of production are followed as regards the detailed environmental and propulsion unit performance requirements laid down in Article 33 of Regulation (EU) No 168/2013 and its Number C3 of Annex II.

6. The manufacturer shall submit to the approval authority a description of the measures taken to prevent tampering with the powertrain management system including the computers controlling the environmental and propulsion unit performance in accordance with Number C1 of Annex II to Regulation (EU) No 168/2013.

7. For hybrid applications or applications equipped with a stop-start system, the manufacturer shall install on the vehicle a ‘service mode’ that makes it possible, subject to environmental and propulsion unit performance testing or inspection, for the vehicle to continuously run the fuel-consuming engine. Where that inspection or test execution requires a special procedure, this shall be detailed in the service manual (or equivalent media). That special procedure shall not require the use of special equipment other than that provided with the vehicle.

Article 4

Application of UNECE regulations

1. The UNECE regulations and amendments thereto set out in Annex I to this Regulation shall apply to environmental and propulsion unit performance type approval.

2. Vehicles with a maximum design vehicle speed ≤ 25 km/h shall meet all the relevant requirements of UNECE regulations applying to vehicles with a maximum vehicle design speed of > 25 km/h.

3. References to vehicle categories L1, L2, L3, L4, L5, L6 and L7 in the UNECE regulations shall be understood as references to vehicle categories L1e, L2e, L3e, L4e, L5e, L6e and L7e respectively under this Regulation, including any sub-categories.

Article 5

Technical specifications, requirements and test procedures with respect to the environmental performance of L-category vehicles

1. The environmental and propulsion unit performance test procedures shall be performed in accordance with the test requirements laid down in this Regulation.

2. The test procedures shall be carried out or witnessed by the approval authority or, if authorised by the approval authority, by the technical service. The manufacturer shall select a representative parent vehicle to demonstrate compliance of the environmental performance of the L-category vehicles to the satisfaction of the approval authority complying with the requirements of Annex XI.

3. The measurement methods and test results shall be reported to the approval authority in the test report format pursuant to Article 32(1) of Regulation (EU) No 168/2013.

4. The environmental performance type-approval regarding test types I, II, III, IV, V, VII and VIII shall extend to different vehicle variants, versions and propulsion types and families, provided that the vehicle version, propulsion or pollution-control system parameters specified in Annex XI are identical or remain within the prescribed and declared tolerances in that Annex.

5. Hybrid applications or applications equipped with a stop-start system shall be tested with the fuel-consuming engine running where specified in the test procedure.

Article 6

Test type I requirements: tailpipe emissions after cold start

The test procedures and requirements applying to test type I on tailpipe emissions after cold start referred to in Part A of Annex V to Regulation (EU) No 168/2013, shall be conducted and verified in accordance with Annex II to this Regulation.

Article 7

Test type II requirements: tailpipe emissions at (increased) idle and at free acceleration

The test procedures and requirements applying to test type II on tailpipe emissions at (increased) idle and at free acceleration referred to in Part A of Annex V to Regulation (EU) No 168/2013, shall be conducted and verified in accordance with Annex III to this Regulation.

Article 8

Test type III requirements: emissions of crankcase gases

The test procedures and requirements applying to test type III on emissions of crankcase gases referred to in Part A of Annex V to Regulation (EU) No 168/2013, shall be conducted and verified in accordance with Annex IV to this Regulation.

Article 9

Test type IV requirements: evaporative emissions

The test procedures and requirements applying to test type IV on evaporative emissions referred to in Part A of Annex V to Regulation (EU) No 168/2013, shall be conducted and verified in accordance with Annex V to this Regulation.

Article 10

Test type V requirements: durability of pollution-control devices

The type V durability of pollution-control devices test procedures and requirements referred to in Part A of Annex V to Regulation (EU) No 168/2013, shall be conducted and verified in accordance with Annex VI to this Regulation.

Article 11

Test type VII requirements: CO2 emissions, fuel consumption, electric energy consumption or electric range

The test procedures and requirements applying to test type VII on energy efficiency with respect to CO2 emissions, fuel consumption, electric energy consumption or electric range referred to in Part A of Annex V to Regulation (EU) No 168/2013, shall be conducted and verified in accordance with Annex VII to this Regulation.

Article 12

Test type VIII requirements: OBD environmental tests

The test procedures and requirements applying to test type VIII on the environmental part of on-board diagnostics (OBD) referred to in Part A of Annex V to Regulation (EU) No 168/2013, shall be conducted and verified in accordance with Annex VIII to this Regulation.

Article 13

Test type IX requirements: sound level

The type test procedures and requirements applying to test type IX on sound level referred to in Part A of Annex V to Regulation (EU) No 168/2013, shall be conducted and verified in accordance with Annex IX to this Regulation.







CHAPTER III

OBLIGATIONS OF MANUFACTURERS REGARDING THE PROPULSION PERFORMANCE OF VEHICLES

Article 14

General obligations

1. Before making an L-category vehicle available on the market, the manufacturer shall demonstrate the propulsion unit performance of the L-category vehicle type to the approval authority in accordance with the requirements laid down in this Regulation.

2. When making an L-category vehicle available on the market or registering it or before its entry into service, the manufacturer shall ensure that the propulsion unit performance of the L-category vehicle type does not exceed that reported to the approval authority in the information folder provided for in Article 27 of Regulation (EU) No 168/2013.

3. The propulsion unit performance of a vehicle equipped with a replacement system, component or separate technical unit shall not exceed that of a vehicle equipped with the original systems, components or separate technical units.

Article 15

Propulsion performance requirements

The test procedures and requirements on propulsion unit performance referred to in Number A2 of Annex II to Regulation (EU) No 168/2013, shall be conducted and verified in accordance with Annex X to this Regulation.







CHAPTER IV

OBLIGATIONS OF THE MEMBER STATES

Article 16

Type-approval of L-category vehicles, their systems, components or separate technical units

1. Where a manufacturer so requests, the national authorities shall not, on grounds relating to the environmental performance of vehicle, refuse to grant an environmental and propulsion unit performance type-approval or national approval for a new type of vehicle, or prohibit the making available on the market, registration, or entry into service of a vehicle, system, component or separate technical unit, where the vehicle concerned complies with Regulation (EU) No 168/2013 and the detailed test requirements laid down in this Regulation.

2. With effect from the dates laid down in Annex IV to Regulation (EU) No 168/2013, national authorities shall, in the case of new vehicles that do not comply with the Euro 4 environmental step set out in Parts A1, B1, C1 and D of Annex VI and Annex VII to Regulation (EU) No 168/2013 or the Euro 5 environmental step set out in Parts A2, B2, C2 and D of Annex VI and Annex VII to Regulation (EU) No 168/2013 consider certificates of conformity containing previous environmental limit values to be no longer valid for the purposes of Article 43(1) of Regulation (EU) No 168/2013 and shall, on grounds relating to emissions, fuel or energy consumption, or the applicable functional safety or vehicle construction requirements, prohibit the making available on the market, registration or entry into service of such vehicles.

3. When applying Article 77(5) of Regulation (EU) No 168/2013, national authorities shall classify the approved vehicle type in accordance with Annex I to that Regulation.

Article 17

Type-approval of replacement pollution-control devices

1. National authorities shall prohibit the making available on the market or installation on a vehicle of new replacement pollution-control devices intended to be fitted on vehicles approved under this Regulation where they are not of a type in respect of which an environmental and propulsion unit performance type-approval has been granted in compliance with Article 23(10) of Regulation (EU) No 168/2013 and with this Regulation.

2. National authorities may continue to grant extensions to EU type-approvals referred to in Article 35 of Regulation (EU) No 168/2013 for replacement pollution-control devices which are of a type in the scope of Directive 2002/24/EC under the terms which originally applied. National authorities shall prohibit the making available on the market or installation on a vehicle of such replacement pollution-control device type unless they are of a type in respect of which a relevant type-approval has been granted.

3. A replacement pollution-control device type intended to be fitted to a vehicle type-approved in compliance with this Regulation shall be tested in accordance with Appendix 10 to Annex II and with Annex VI.

4. Original equipment replacement pollution-control devices which are of a type covered by this Regulation and which are intended to be fitted to a vehicle which the relevant whole vehicle type-approval document refers to, do not need to comply with the test requirements of Appendix 10 to Annex II, provided they fulfil the requirements of point 4 of that Appendix.







CHAPTER V

FINAL PROVISIONS

Article 18

Amendment of Annex V to Regulation (EU) No 168/2013

Part A of Annex V to Regulation (EU) No 168/2013 is amended in accordance with Annex XII.

Article 19

Entry into force

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

2. It shall apply from 1 January 2016.

This Regulation shall be binding in its entirety and directly applicable in all Member States.









LIST OF ANNEXES







Annex Number Annex title I List of UNECE regulations which apply on a compulsory basis II Test type I requirements: tailpipe emissions after cold start III Test type II requirements: tailpipe emissions at (increased) idle and free acceleration IV Test type III requirements: emissions of crankcase gases V Test type IV requirements: evaporative emissions VI Test type V requirements: durability of pollution-control devices VII Test type VII requirements on energy efficiency: CO2 emissions, fuel consumption, electric energy consumption and electric range VIII Test type VIII requirements: OBD environmental tests IX Test type IX requirements: sound level X Testing procedures and technical requirements as regards propulsion unit performance XI Vehicle propulsion family with regard to environmental performance demonstration testing XII Amendment of Part A of Annex V to Regulation (EU) No 168/2013









ANNEX I







List of UNECE regulations which apply on a compulsory basis UNECE regulation No Subject Series of amendments OJ Reference Applicability 41 Noise emissions of motorcycles 04 OJ L 317, 14.11.2012, p. 1 L3e, L4e

Explanatory note:

The fact that a system or component is included in this list does not make its installation mandatory. For certain components, however, mandatory installation requirements are laid down in other annexes to this Regulation.









ANNEX II

Test type I requirements: tailpipe emissions after cold start







Appendix Number Appendix title 1 Symbols used in Annex II 2 Reference fuels 3 Chassis dynamometer system 4 Exhaust dilution system 5 Classification of equivalent inertia mass and running resistance 6 Driving cycles for type I tests 7 Road tests of L-category vehicles equipped with one wheel on the driven axle or with twinned wheels for the determination of test bench settings 8 Road tests of L-category vehicles equipped with two or more wheels on the powered axle for the determination of test bench settings 9 Explanatory note on the gearshift procedure for a type I test 10 Type-approval tests of a replacement pollution-control device type for L-category vehicles as a separate technical unit 11 Type I test procedure for hybrid L-category vehicles 12 Type I test procedure for L-category vehicles fuelled with LPG, NG/biomethane, flex fuel H2NG or hydrogen 13 Type I test procedure for L-category vehicles equipped with a periodically regenerating system

1. Introduction

1.1. This Annex sets out the procedure for type I testing, as referred to in Part A of Annex V to Regulation (EU) No 168/2013.

1.2. This Annex provides a harmonised method for the determination of the levels of gaseous pollutant emissions and particulate matter, the emissions of carbon dioxide and is referred to in Annex VII to determine the fuel consumption, energy consumption and electric range of the L-category vehicle within the scope of Regulation (EU) No 168/2013 that are representative for real world vehicle operation.

1.1.1. The ‘WMTC stage 1’ was introduced in EU type-approval legislation in 2006, which allowed manufacturers from then on to demonstrate the emission performance of the L3e motorcycle type by using the world harmonised motorcycle test cycle (WMTC) set out in UN GTR No 2 as alternative type I test to the use of the conventional European Driving Cycle (EDC) set out in Chapter 5 of Directive 97/24/EC.

1.1.2. The ‘WMTC stage 2’ is equal to ‘WMTC stage 1’ with additional enhancements in the area of gear shift prescriptions and shall be used as compulsory type I test to approve Euro 4 compliant (sub-)categories L3e, L4e, L5e-A and L7e-A vehicles.

1.1.3. The ‘revised WMTC’ or ‘WMTC stage 3’ is equal to ‘WMTC stage 2’ for L3e motorcycles, but contains also custom-tailored driving cycles for all other (sub-) category vehicles, used as type I test to approve Euro 5 compliant L-category vehicles.

1.2. The results may form the basis for limiting gaseous pollutants, carbon dioxide and for the fuel consumption, energy consumption and electric range indicated by the manufacturer within the environmental performance type-approval procedures.

2. General requirements

2.1. The components liable to affect the emission of gaseous pollutants, carbon dioxide emissions and fuel consumption shall be so designed, constructed and assembled as to enable the vehicle in normal use, despite the vibration to which it may be subjected, to comply with the provisions of this Annex. Note 1: The symbols used in Annex II are summarised in Appendix 1.

2.2. Any hidden strategy that ‘optimises’ the powertrain of the vehicle running the relevant emission laboratory test cycle in an advantageous way, reducing tailpipe emissions and running significantly differently under real-world conditions, is considered a defeat strategy and is prohibited, unless the manufacturer has documented and declared it to the satisfaction of the approval authority.

3. Performance requirements

The applicable performance requirements for EU type-approval are referred to in Parts A, B and C of Annex VI to Regulation (EU) No 168/2013.

4. Test conditions

4.1. Test room and soak area

4.1.1. Test room

The test room with the chassis dynamometer and the gas sample collection device shall have a temperature of 298,2 ± 5 K (25 ± 5 °C). The room temperature shall be measured in the vicinity of the vehicle cooling blower (fan) before and after the type I test.

4.1.2. Soak area

The soak area shall have a temperature of 298,2 ± 5 K (25 ± 5 °C) and be such that the test vehicle to be preconditioned can be parked in accordance with point 5.2.4. of this Annex.

4.2. Test vehicle

4.2.1. General

All components of the test vehicle shall conform to those of the production series or, if the vehicle is different from the production series, a full description shall be given in the test report. In selecting the test vehicle, the manufacturer and the technical service shall agree to the satisfaction of the approval authority which tested parent vehicle is representative of the related vehicle propulsion family as laid down in Annex XI.

4.2.2. Run-in

The vehicle shall be presented in good mechanical condition, properly maintained and used. It shall have been run in and driven at least 1 000 km before the test. The engine, drive train and vehicle shall be properly run in, in accordance with the manufacturer’s requirements.

4.2.3. Adjustments

The test vehicle shall be adjusted in accordance with the manufacturer’s requirements, e.g. as regards the viscosity of the oils, or, if it differs from the production series, a full description shall be given in the test report. In case of a four by four drive, the axle to which the lowest torque is delivered may be deactivated in order to allow testing on a standard chassis dynamometer.

4.2.4. Test mass and load distribution

The test mass, including the masses of the rider and the instruments, shall be measured before the beginning of the tests. The load shall be distributed across the wheels in conformity with the manufacturer’s instructions.

4.2.5. Tyres

The tyres shall be of a type specified as original equipment by the vehicle manufacturer. The tyre pressures shall be adjusted to the specifications of the manufacturer or to those where the speed of the vehicle during the road test and the vehicle speed obtained on the chassis dynamometer are equalised. The tyre pressure shall be indicated in the test report.

4.3. L-category vehicle sub-classification

Figure 1-1 provides a graphical overview of the L-category vehicle sub-classification in terms of engine capacity and maximum vehicle speed if subject to environmental test types I, VII and VIII, indicated by the (sub-)class numbers in the graph areas. The numerical values of the engine capacity and maximum vehicle speed shall not be rounded up or down.

Figure 1-1

L-category vehicle sub-classification for environmental testing, test types I, VII and VIII

4.3.1. Class 1

L-category vehicles that fulfil the following specifications belong to class 1:







Table 1-1 sub-classification criteria for class 1 L-category vehicles engine capacity < 150 cm3 and vmax< 100 km/h class 1

4.3.2. Class 2

L-category vehicles that fulfil the following specifications belong to class 2 and shall be sub-classified in:







Table 1-2 sub-classification criteria for class 2 L-category vehicles Engine capacity < 150 cm3 and 100 km/h ≤ vmax< 115 km/h or engine capacity ≥150 cm3 and vmax< 115 km/h sub-class 2-1 115 km/h ≤ vmax< 130 km/h sub-class 2-2

4.3.3. Class 3

L-category vehicles that fulfil the following specifications belong to class 3 and shall be sub-classified in:







Table 1-3 sub-classification criteria for class 3 L-category vehicles 130 ≤ vmax< 140 km/h subclass 3-1 vmax ≥ 140 km/h or engine capacity > 1 500 cm3 subclass 3-2

4.3.4. WMTC, test cycle parts

The WMTC test cycle (vehicle speed patterns) for type I, VII and VIII environmental tests consist of up to three parts as set out in Appendix 6. Depending on the L-vehicle category subject to the WMTC laid down in point 4.5.4.1. and its classification in terms of engine displacement and maximum design vehicle speed in accordance with point 4.3, the following WMTC test cycle parts must be run:







Table 1-4 WMTC test cycle parts for class 1.2 and 3 L-category vehicles L-category vehicle (sub-)class Applicable parts of the WMTC as specified in Appendix 6 Class 1: part 1, reduced vehicle speed in cold condition, followed by part 1, reduced vehicle speed in warm condition. Class 2 subdivided in: Sub-class 2-1: part 1, reduced vehicle speed in cold condition, followed by part 2, reduced vehicle speed in warm condition. Sub-class 2-2: part 1, in cold condition, followed by part 2, in warm condition. Class 3 subdivided in: Sub-class 3-1: part 1, in cold condition, followed by part 2, in warm condition, followed by part 3, reduced vehicle speed in warm condition. Sub-class 3-2: part 1, in cold condition, followed by part 2, in warm condition, followed by part 3, in warm condition.

4.4. Specification of the reference fuel

The appropriate reference fuels as specified in Appendix 2 shall be used for testing. For the purpose of the calculation referred to in point 1.4 of Appendix 1 of Annex VII, for liquid fuels, the density measured at 288,2 K (15 °C) shall be used.

4.5. Type I test

4.5.1. Driver

The test driver shall have a mass of 75 kg ± 5 kg.

4.5.2. Test bench specifications and settings

4.5.2.1. The dynamometer shall have a single roller for two-wheel L-category vehicles with a diameter of at least 400 mm. A chassis dynamometer equipped with dual rollers is permitted when testing tricycles with two front wheels or quadricycles.

4.5.2.2. The dynamometer shall be equipped with a roller revolution counter for measuring actual distance travelled.

4.5.2.3. Dynamometer flywheels or other means shall be used to simulate the inertia specified in point 5.2.2.

4.5.2.4. The dynamometer rollers shall be clean, dry and free from anything which might cause the tyre to slip.

4.5.2.5. Cooling fan specifications as follows: 4.5.2.5.1. Throughout the test, a variable-speed cooling blower (fan) shall be positioned in front of the vehicle so as to direct the cooling air onto it in a manner that simulates actual operating conditions. The blower speed shall be such that, within the operating range of 10 to 50 km/h, the linear velocity of the air at the blower outlet is within ±5 km/h of the corresponding roller speed. At the range of over 50 km/h, the linear velocity of the air shall be within ± 10 percent. At roller speeds of less than 10 km/h, air velocity may be zero. 4.5.2.5.2. The air velocity referred to in point 4.5.2.5.1. shall be determined as an averaged value of nine measuring points which are located at the centre of each rectangle dividing the whole of the blower outlet into nine areas (dividing both horizontal and vertical sides of the blower outlet into three equal parts). The value at each of the nine points shall be within 10 percent of the average of the nine values. 4.5.2.5.3. The blower outlet shall have a cross-section area of at least 0.4 m2 and the bottom of the blower outlet shall be between 5 and 20 cm above floor level. The blower outlet shall be perpendicular to the longitudinal axis of the vehicle, between 30 and 45 cm in front of its front wheel. The device used to measure the linear velocity of the air shall be located at between 0 and 20 cm from the air outlet.

4.5.2.6. The detailed requirements regarding test bench specifications are listed in Appendix 3.

4.5.3. Exhaust gas measurement system

4.5.3.1. The gas-collection device shall be a closed-type device that can collect all exhaust gases at the vehicle exhaust outlets on condition that it satisfies the backpressure condition of ± 125 mm H2O. An open system may be used if it is confirmed that all the exhaust gases are collected. The gas collection shall be such that there is no condensation which could appreciably modify the nature of exhaust gases at the test temperature. An example of a gas-collection device is illustrated in Figure 1-2:

4.5.3.2. A connecting tube shall be placed between the device and the exhaust gas sampling system. This tube and the device shall be made of stainless steel, or of some other material which does not affect the composition of the gases collected and which withstands the temperature of these gases.

4.5.3.3. A heat exchanger capable of limiting the temperature variation of the diluted gases in the pump intake to ± 5 K shall be in operation throughout the test. This exchanger shall be equipped with a preheating system capable of bringing the exchanger to its operating temperature (with the tolerance of ± 5 K) before the test begins.

4.5.3.4. A positive displacement pump shall be used to draw in the diluted exhaust mixture. This pump shall be equipped with a motor with several strictly controlled uniform speeds. The pump capacity shall be large enough to ensure the intake of the exhaust gases. A device using a critical-flow venturi (CFV) may also be used.

4.5.3.5. A device (T) shall be used for the continuous recording of the temperature of the diluted exhaust mixture entering the pump.

4.5.3.6. Two gauges shall be used, the first to ensure the pressure depression of the dilute exhaust mixture entering the pump relative to atmospheric pressure, and the second to measure the dynamic pressure variation of the positive displacement pump.

4.5.3.7. A probe shall be located near to, but outside, the gas-collecting device, to collect samples of the dilution air stream through a pump, a filter and a flow meter at constant flow rates throughout the test.

4.5.3.8. A sample probe pointed upstream into the dilute exhaust mixture flow, upstream of the positive displacement pump, shall be used to collect samples of the dilute exhaust mixture through a pump, a filter and a flow meter at constant flow rates throughout the test. The minimum sample flow rate in the sampling devices shown in Figure 1-2 and in point 4.5.3.7. shall be at least 150 litre/hour.

4.5.3.9. Three-way valves shall be used on the sampling system described in points 4.5.3.7. and 4.5.3.8. to direct the samples either to their respective bags or to the outside throughout the test.

4.5.3.10. Gas-tight collection bags 4.5.3.10.1. For dilution air and dilute exhaust mixture the collection bags shall be of sufficient capacity not to impede normal sample flow and shall not change the nature of the pollutants concerned. 4.5.3.10.2. The bags shall have an automatic self-locking device and shall be easily and tightly fastened either to the sampling system or the analysing system at the end of the test.

4.5.3.11. A revolution counter shall be used to count the revolutions of the positive displacement pump throughout the test. Note 2: Attention shall be paid to the connecting method and the material or configuration of the connecting parts, because each section (e.g. the adapter and the coupler) of the sampling system can become very hot. If the measurement cannot be performed normally due to heat damage to the sampling system, an auxiliary cooling device may be used as long as the exhaust gases are not affected. Note 3: With open type devices, there is a risk of incomplete gas collection and gas leakage into the test cell. There shall be no leakage throughout the sampling period. Note 4: If a constant volume sampler (CVS) flow rate is used throughout the test cycle that includes low and high speeds all in one (i.e. part 1, 2 and 3 cycles), special attention shall be paid to the higher risk of water condensation in the high speed range.

4.5.3.12. Particulate mass emissions measurement equipment 4.5.3.12.1 Specification 4.5.3.12.1.1. System overview 4.5.3.12.1.1.1. The particulate sampling unit shall consist of a sampling probe located in the dilution tunnel, a particle transfer tube, a filter holder, a partial-flow pump, and flow rate regulators and measuring units. 4.5.3.12.1.1.2. It is recommended that a particle size pre-classifier (e.g. cyclone or impactor) be employed upstream of the filter holder. However, a sampling probe, used as an appropriate size-classification device such as that shown in Figure 1-6, is acceptable. 4.5.3.12.1.2. General requirements 4.5.3.12.1.2.1. The sampling probe for the test gas flow for particulates shall be so arranged within the dilution tract that a representative sample gas flow can be taken from the homogeneous air/exhaust mixture. 4.5.3.12.1.2.2. The particulate sample flow rate shall be proportional to the total flow of diluted exhaust gas in the dilution tunnel to within a tolerance of ±5 percent of the particulate sample flow rate. 4.5.3.12.1.2.3. The sampled dilute exhaust gas shall be maintained at a temperature below 325,2 K (52 °C) within 20 cm upstream or downstream of the particulate filter face, except in the case of a regeneration test, where the temperature shall be below 465,2 K (192 °C). 4.5.3.12.1.2.4. The particulate sample shall be collected on a single filter mounted in a holder in the sampled diluted exhaust gas flow 4.5.3.12.1.2.5. All parts of the dilution system and the sampling system from the exhaust pipe up to the filter holder which are in contact with raw and diluted exhaust gas shall be designed to minimise deposition or alteration of the particulates. All parts shall be made of electrically conductive materials that do not react with exhaust gas components, and shall be electrically grounded to prevent electrostatic effects. 4.5.3.12.1.2.6. If it is not possible to compensate for variations in the flow rate, provision shall be made for a heat exchanger and a temperature control device as specified in Appendix 4 so as to ensure that the flow rate in the system is constant and the sampling rate accordingly proportional. 4.5.3.12.1.3. Specific requirements 4.5.3.12.1.3.1. Particulate matter (PM) sampling probe 4.5.3.12.1.3.1.1. The sample probe shall deliver the particle-size classification performance described in point 4.5.3.12.1.3.1.4. It is recommended that this performance be achieved by the use of a sharp-edged, open-ended probe facing directly in the direction of flow, plus a pre-classifier (cyclone impactor, etc.). An appropriate sampling probe, such as that indicated in Figure 1-1, may alternatively be used provided it achieves the pre-classification performance described in point 4.5.3.12.1.3.1.4. 4.5.3.12.1.3.1.2. The sample probe shall be installed near the tunnel centreline between ten and 20 tunnel diameters downstream of the exhaust gas inlet to the tunnel and have an internal diameter of at least 12 mm. If more than one simultaneous sample is drawn from a single sample probe, the flow drawn from that probe shall be split into identical sub-flows to avoid sampling artefacts. If multiple probes are used, each probe shall be sharp-edged, open-ended and facing directly into the direction of flow. Probes shall be equally spaced at least 5 cm apart around the central longitudinal axis of the dilution tunnel. 4.5.3.12.1.3.1.3. The distance from the sampling tip to the filter mount shall be at least five probe diameters, but shall not exceed 1 020 mm. 4.5.3.12.1.3.1.4. The pre-classifier (e.g. cyclone, impactor, etc.) shall be located upstream of the filter holder assembly. The pre-classifier 50 percent cut point particle diameter shall be between 2.5 μm and 10 μm at the volumetric flow rate selected for sampling particulate mass emissions. The pre-classifier shall allow at least 99 percent of the mass concentration of 1 μm particles entering the pre-classifier to pass through the exit of the pre-classifier at the volumetric flow rate selected for sampling particulate mass emissions. However, a sampling probe, used as an appropriate size-classification device, such as that shown in Figure 1-6, is acceptable as an alternative to a separate pre-classifier. 4.5.3.12.1.3.2. Sample pump and flow meter 4.5.3.12.1.3.2.1. The sample gas flow measurement unit shall consist of pumps, gas flow regulators and flow measuring units. 4.5.3.12.1.3.2.2. The temperature of the gas flow in the flow meter may not fluctuate by more than ±3 K, except during regeneration tests on vehicles equipped with periodically regenerating after-treatment devices. In addition, the sample mass flow rate shall remain proportional to the total flow of diluted exhaust gas to within a tolerance of ± 5 percent of the particulate sample mass flow rate. Should the volume of flow change unacceptably as a result of excessive filter loading, the test shall be stopped. When the test is repeated, the rate of flow shall be decreased. 4.5.3.12.1.3.3. Filter and filter holder 4.5.3.12.1.3.3.1. A valve shall be located downstream of the filter in the direction of flow. The valve shall be responsive enough to open and close within one second of the start and end of the test. 4.5.3.12.1.3.3.2. It is recommended that the mass collected on the 47 mm diameter filter (Pe) is ≥ 20 μg and that the filter loading is maximised in line with the requirements of points 4.5.3.12.1.2.3. and 4.5.3.12.1.3.3. 4.5.3.12.1.3.3.3. For a given test, the gas filter face velocity shall be set to a single value within the range 20 cm/s to 80 cm/s, unless the dilution system is being operated with sampling flow proportional to CVS flow rate. 4.5.3.12.1.3.3.4. Fluorocarbon coated glass fibre filters or fluorocarbon membrane filters are required. All filter types shall have a 0,3 μm DOP (di-octylphthalate) or PAO (poly-alpha-olefin) CS 68649-12-7 or CS 68037-01-4 collection efficiency of at least 99 percent at a gas filter face velocity of 5,33 cm/s. 4.5.3.12.1.3.3.5. The filter holder assembly shall be of a design that provides an even flow distribution across the filter stain area. The filter stain area shall be at least 1 075 mm2. 4.5.3.12.1.3.4. Filter weighing chamber and balance 4.5.3.12.1.3.4.1. The microgram balance used to determine the weight of a filter shall have a precision (standard deviation) of 2 μg and resolution of 1 μg or better. It is recommended that the microbalance be checked at the start of each weighing session by weighing one reference weight of 50 mg. This weight shall be weighed three times and the average result recorded. The weighing session and balance are considered valid if the average result of the weighing is within ± 5 μg of the result from the previous weighing session. The weighing chamber (or room) shall meet the following conditions during all filter conditioning and weighing operations: — Temperature maintained at 295,2 ± 3 K (22 ± 3 °C); — Relative humidity maintained at 45 ± 8 percent; — Dew point maintained at 282,7 ± 3 K (9,5 ± 3 °C). It is recommended that temperature and humidity conditions be recorded along with sample and reference filter weights. 4.5.3.12.1.3.4.2. Buoyancy correction All filter weights shall be corrected for filter buoyancy in air. The buoyancy correction depends on the density of the sample filter medium, the density of air, and the density of the calibration weight used to calibrate the balance. The density of the air is dependent on the pressure, temperature and humidity. It is recommended that the temperature and dew point of the weighing environment be controlled to 295,2 K ± 1 K (22 °C ± 1 °C) and 282,7 ± 1 K (9,5 ± 1 °C) respectively. However, the minimum requirements stated in point 4.5.3.12.1.3.4.1. will also result in an acceptable correction for buoyancy effects. The correction for buoyancy shall be applied as follows: Equation 2-1: where: mcorr = PM mass corrected for buoyancy muncorr = PM mass uncorrected for buoyancy ρair = density of air in balance environment ρweight = density of calibration weight used to span balance ρmedia = density of PM sample medium (filter) with filter medium Teflon coated glass fibre (e.g. TX40): ρmedia = 2,300 kg/m3 ρair can be calculated as follows: Equation 2-2: where: Pabs = absolute pressure in balance environment Mmix = molar mass of air in balance environment (28,836 gmol-1) R = molar gas constant (8,314 Jmol-1K-1) Tamb = absolute ambient temperature of balance environment The chamber (or room) environment shall be free of any ambient contaminants (such as dust) that would settle on the particulate filters during their stabilisation. Limited deviations from weighing room temperature and humidity specifications shall be allowed provided their total duration does not exceed 30 minutes in any one filter conditioning period. The weighing room shall meet the required specifications prior to personal entrance into the weighing room. No deviations from the specified conditions are permitted during the weighing operation. 4.5.3.12.1.3.4.3. The effects of static electricity shall be nullified. This may be achieved by grounding the balance through placement on an antistatic mat and neutralisation of the particulate filters prior to weighing using a Polonium neutraliser or a device of similar effect. Alternatively, nullification of static effects may be achieved through equalisation of the static charge. 4.5.3.12.1.3.4.4. A test filter shall be removed from the chamber no earlier than an hour before the test begins. 4.5.3.12.1.4. Recommended system description Figure 1-3 is a schematic drawing of the recommended particulate sampling system. Since various configurations can produce equivalent results, exact conformity with this figure is not required. Additional components such as instruments, valves, solenoids, pumps and switches may be used to provide additional information and coordinate the functions of component systems. Further components that are not needed to maintain accuracy with other system configurations may be excluded if their exclusion is based on good engineering judgment. A sample of the diluted exhaust gas is taken from the full flow dilution tunnel (DT) through the particulate sampling probe (PSP) and the particulate transfer tube (PTT) by means of the pump (P). The sample is passed through the particle size pre-classifier (PCF) and the filter holders (FH) that contain the particulate sampling filters. The flow rate for sampling is set by the flow controller (FC).

4.5.4. Driving schedules

4.5.4.1. Test cycles

Test cycles (vehicle speed patterns) for the type I test consist of up to three parts, as laid down in Appendix 6. Depending on the vehicle (sub-)category, the following test cycle parts must be run:







Table 1-5 Applicable test type I cycle for Euro 4 compliant vehicles Vehicle category Vehicle category name Test cycle Euro 4 L1e-A Powered cycle ECE R47 L1e-B Two-wheel moped L2e Three-wheel moped L6e-A Light on-road quad L6e-B Light quadri-mobile L3e Two-wheel motorcycle with and without side-car WMTC, stage 2 L4e L5e-A Tricycle L7e-A Heavy on-road quad L5e-B Commercial tricycle ECE R40 L7e-B Heavy all terrain quad L7e-C Heavy quadri-mobile







Table 1-6 Applicable test type I cycle for Euro 5 compliant vehicles Vehicle category Vehicle category name Test cycle Euro 5 L1e-A Powered cycle Revised WMTC L1e-B Two-wheel moped L2e Three-wheel moped L6e-A Light on-road quad L6e-B Light quadri-mobile L3e Two-wheel motorcycle with and without side-car L4e L5e-A Tricycle L7e-A Heavy on-road quad L5e-B Commercial tricycle L7e-B Heavy all terrain quad L7e-C Heavy quadri-mobile

4.5.4.2. Vehicle speed tolerances

4.5.4.2.1. The vehicle speed tolerance at any given time on the test cycles prescribed in point 4.5.4.1. is defined by upper and lower limits. The upper limit is 3,2 km/h higher than the highest point on the trace within one second of the given time. The lower limit is 3,2 km/h lower than the lowest point on the trace within one second of the given time. Vehicle speed variations greater than the tolerances (such as may occur during gear changes) are acceptable provided they occur for less than two seconds on any occasion. Vehicle speeds lower than those prescribed are acceptable provided the vehicle is operated at maximum available power during such occurrences. Figure 1-4 shows the range of acceptable vehicle speed tolerances for typical points.

4.5.4.2.2. If the acceleration capability of the vehicle is not sufficient to carry out the acceleration phases or if the maximum design speed of the vehicle is lower than the prescribed cruising speed within the prescribed limits of tolerances, the vehicle shall be driven with the throttle fully open until the set speed is reached or at the maximum design speed achievable with fully opened throttle during the time that the set speed exceeds the maximum design speed. In both cases, point 4.5.4.2.1. is not applicable. The test cycle shall be carried on normally when the set speed is again lower than the maximum design speed of the vehicle.

4.5.4.2.3. If the period of deceleration is shorter than that prescribed for the corresponding phase, the set speed shall be restored by a constant vehicle speed or idling period merging into succeeding constant speed or idling operation. In such cases, point 4.5.4.2.1. is not applicable.

4.5.4.2.4. Apart from these exceptions, the deviations of the roller speed from the set speed of the cycles shall meet the requirements described in point 4.5.4.2.1. If not, the test results shall not be used for further analysis and the run must be repeated.

4.5.5. Gearshift prescriptions for the WMTC prescribed in Appendix 6

4.5.5.1. Test vehicles with automatic transmission

4.5.5.1.1. Vehicles equipped with transfer cases, multiple sprockets, etc., shall be tested in the configuration recommended by the manufacturer for street or highway use.

4.5.5.1.2. All tests shall be conducted with automatic transmissions in ‘Drive’ (highest gear). Automatic clutch-torque converter transmissions may be shifted as manual transmissions at the request of the manufacturer.

4.5.5.1.3. Idle modes shall be run with automatic transmissions in ‘Drive’ and the wheels braked.

4.5.5.1.4. Automatic transmissions shall shift automatically through the normal sequence of gears. The torque converter clutch, if applicable, shall operate as under real-world conditions.

4.5.5.1.5. The deceleration modes shall be run in gear using brakes or throttle as necessary to maintain the desired speed.

4.5.5.2. Test vehicles with manual transmission

4.5.5.2.1 Mandatory requirements

▼M1

4.5.5.2.1.1. Step 1 — Calculation of shift speeds

Upshift speeds (v1→2 and vi→i + 1) in km/h during acceleration phases shall be calculated using the following formulae:

Equation 2-3:

Equation 2-4: , i = 2 to ng – 1 , i = 2 to ng – 1

where:

‘i’ is the gear number (≥ 2)

‘ng’ is the total number of forward gears

‘Pn’ is the rated power in kW

‘mk’ is the reference mass in kg

‘nidle’ is the idling speed in min–1

‘s’ is the rated engine speed in min–1

‘ndvi’ is the ratio between engine speed in min–1 and vehicle speed in km/h in gear ‘i’

4.5.5.2.1.2. Downshift speeds (vi→i – 1) in km/h during cruise or deceleration phases in gears 4 (4th gear) to ng shall be calculated using the following formula: Equation 2-5: , i = 4 to ng where: i is the gear number (≥ 4) ng is the total number of forward gears Pn is the rated power in kW mk is the reference mass in kg nidle is the idling speed in min–1 s is the rated engine speed in min–1 ndvi-2 is the ratio between engine speed in min–1 and vehicle speed in km/h in gear i – 2 The downshift speed from gear 3 to gear 2 (v3→2) shall be calculated using the following equation: Equation 2-6: where: Pn is the rated power in kW mk is the reference mass in kg nidle is the idling speed in min–1 s is the rated engine speed in min–1 ndv1 is the ratio between engine speed in min–1 and vehicle speed in km/h in gear 1 The downshift speed from gear 2 to gear 1 (v2→1) shall be calculated using the following equation: Equation 2-7: where: ndv2 is the ratio between engine speed in min–1 and vehicle speed in km/h in gear 2 Since the cruise phases are defined by the phase indicator, slight speed increases could occur and it may be appropriate to apply an upshift. The upshift speeds (v1→2, v2→3 and vi→i + 1) in km/h during cruise phases shall be calculated using the following equations: Equation 2-7a: Equation 2-8: Equation 2-9: , i = 3 to ng , i = 3 to ng

▼B

4.5.5.2.1.3. Step 2 — Gear choice for each cycle sample In order to avoid different interpretations of acceleration, deceleration, cruise and stop phases, corresponding indicators are added to the vehicle speed pattern as integral parts of the cycles (see tables in Appendix 6). The appropriate gear for each sample shall then be calculated according to the vehicle speed ranges resulting from the shift speed equations of point 4.5.5.2.1.1. and the phase indicators for the cycle parts appropriate for the test vehicle, as follows: Gear choice for stop phases: For the last five seconds of a stop phase, the gear lever shall be set to gear 1 and the clutch shall be disengaged. For the previous part of a stop phase, the gear lever shall be set to neutral or the clutch shall be disengaged. Gear choice for acceleration phases: gear 1, if v ≤ v1→2 gear 2, if v1→2 < v ≤ v2→3 gear 3, if v2→3 < v ≤ v3→4 gear 4, if v3→4 < v ≤ v4→5 gear 5, if v4→5 < v ≤ v5→6 gear 6, if v > v5→6 Gear choice for deceleration or cruise phases: gear 1, if v < v2→1 gear 2, if v < v3→2 gear 3, if v3→2 ≤ v < v4→3 gear 4, if v4→3 ≤ v < v5→4 gear 5, if v5→4 ≤ v < v6→5 gear 6, if v ≥ v4→5 The clutch shall be disengaged, if: (a) the vehicle speed drops below 10 km/h, or (b) the engine speed drops below

; (c) there is a risk of engine stalling during cold-start phase.

4.5.5.2.3. Step 3 — Corrections according to additional requirements

4.5.5.2.3.1. The gear choice shall be modified according to the following requirements: (a) no gearshift at a transition from an acceleration phase to a deceleration phase. The gear that was used for the last second of the acceleration phase shall be kept for the following deceleration phase unless the speed drops below a downshift speed; (b) no upshifts or downshifts by more than one gear, except from gear 2 to neutral during decelerations down to stop; (c) upshifts or downshifts for up to four seconds are replaced by the gear before, if the gears before and after are identical, e.g. 2 3 3 3 2 shall be replaced by 2 2 2 2 2, and 4 3 3 3 3 4 shall be replaced by 4 4 4 4 4 4. In the cases of consecutive circumstances, the gear used longer takes over, e.g. 2 2 2 3 3 3 2 2 2 2 3 3 3 will be replaced by 2 2 2 2 2 2 2 2 2 2 3 3 3. If used for the same time, a series of succeeding gears shall take precedence over a series of preceding gears, e.g. 2 2 2 3 3 3 2 2 2 3 3 3 will be replaced by 2 2 2 2 2 2 2 2 2 3 3 3; (d) no downshift during an acceleration phase.

4.5.5.2.2. Optional provisions

The gear choice may be modified according to the following provisions:

The use of gears lower than those determined by the requirements described in point 4.5.5.2.1. is permitted in any cycle phase. Manufacturers’ recommendations for gear use shall be followed if they do not result in gears higher than determined by the requirements of point 4.5.5.2.1.

4.5.5.2.3. Optional provisions

Note 5: The calculation programme to be found on the UN website at the following URL may be used as an aid for the gear selection:

http://live.unece.org/trans/main/wp29/wp29wgs/wp29grpe/wmtc.html

Explanations of the approach and the gearshift strategy and a calculation example are given in Appendix 9.

4.5.6. Dynamometer settings

A full description of the chassis dynamometer and instruments shall be provided in accordance with Appendix 6. Measurements shall be taken to the accuracies specified in point 4.5.7. The running resistance force for the chassis dynamometer settings can be derived either from on-road coast-down measurements or from a running resistance table, with reference to Appendix 5 or 7 for a vehicle equipped with one wheel on the powered axle and to Appendix 8 for a vehicle with two or more wheels on the powered axles.

4.5.6.1. Chassis dynamometer setting derived from on-road coast-down measurements

To use this alternative, on-road coast-down measurements shall be carried out as specified in Appendix 7 for a vehicle equipped with one wheel on the powered axle and Appendix 8 for a vehicle equipped with two or more wheels on the powered axles.

4.5.6.1.1. Requirements for the equipment

The instrumentation for the speed and time measurement shall have the accuracies specified in point 4.5.7.

4.5.6.1.2. Inertia mass setting

4.5.6.1.2.1. The equivalent inertia mass mi for the chassis dynamometer shall be the flywheel equivalent inertia mass, mfi, closest to the sum of the mass in running order of the vehicle and the mass of the driver (75 kg). Alternatively, the equivalent inertia mass mi can be derived from Appendix 5.

4.5.6.1.2.2. If the reference mass mref cannot be equalised to the flywheel equivalent inertia mass mi, to make the target running resistance force F* equal to the running resistance force FE (which is to be set to the chassis dynamometer), the corrected coast-down time ΔTE may be adjusted in accordance with the total mass ratio of the target coast-down time ΔTroad in the following sequence: Equation 2-10: Equation 2-11: Equation 2-12: Equation 2-13: with where: mr1 may be measured or calculated, in kilograms, as appropriate. As an alternative, mr1 may be estimated as f percent of m.

4.5.6.2. Running resistance force derived from a running resistance table

4.5.6.2.1. The chassis dynamometer may be set by the use of the running resistance table instead of the running resistance force obtained by the coast-down method. In this table method, the chassis dynamometer shall be set by the mass in running order regardless of particular L-category vehicle characteristics. Note 6: Care shall be taken when applying this method to L-category vehicles with extraordinary characteristics.

4.5.6.2.2. The flywheel equivalent inertia mass mfi shall be the equivalent inertia mass mi specified in Appendix 5, 7 or 8 where applicable. The chassis dynamometer shall be set by the rolling resistance of the non-driven wheels (a) and the aero drag coefficient (b) specified in Appendix 5 or determined in accordance with the procedures set out in Appendix 7 or 8 respectively.

4.5.6.2.3 The running resistance force on the chassis dynamometer FE shall be determined using the following equation: Equation 2-14:

4.5.6.2.4. The target running resistance force F* shall be equal to the running resistance force obtained from the running resistance table FT, because the correction for the standard ambient conditions is not necessary.

4.5.7. Measurement accuracies

Measurements shall be taken using equipment that fulfils the accuracy requirements in Table 1-7:







Table 1-7 Required accuracy of measurements Measurement items At measured value Resolution (a) Running resistance force, F + 2 percent — (b) Vehicle speed (v1, v2) ± 1 percent 0,2 km/h (c) Coast-down speed interval ( ) ± 1 percent 0,1 km/h (d) Coast-down time (Δt) ± 0,5 percent 0,01 s (e) Total vehicle mass (mk + mrid) ± 0,5 percent 1,0 kg (f) Wind speed ± 10 percent 0,1 m/s (g) Wind direction — 5 deg. (h) Temperatures ± 1 K 1 K (i) Barometric pressure — 0,2 kPa (j) Distance ± 0,1 percent 1 m (k) Time ± 0,1 s 0,1 s

5. Test procedures

5.1. Description of the type I test

The test vehicle shall be subjected, according to its category, to test type I requirements as specified in this point 5.

5.1.1. Type I test (verifying the average emission of gaseous pollutants, CO2 emissions and fuel consumption in a characteristic driving cycle)

5.1.1.1. The test shall be carried out by the method described in point 5.2. The gases shall be collected and analysed by the prescribed methods.

5.1.1.2. Number of tests 5.1.1.2.1. The number of tests shall be determined as shown in figure 1-5. Ri1 to Ri3 describe the final measurement results for the first (No 1) test to the third (No 3) test and the gaseous pollutant, carbon dioxide emission, fuel / energy consumption or electric range as laid down in Annex VII. ‘Lx’ represents the limit values L1 to L5 as defined in Parts A, B and C of Annex VI to Regulation (EU) No 168/2013. 5.1.1.2.2. In each test, the masses of the carbon monoxide, hydrocarbons, nitrogen oxides, carbon dioxide and the fuel consumed during the test shall be determined. The mass of particulate matter shall be determined only for those (sub-)categories referred to in Parts A and B of Annex VI to Regulation (EU) No 168/2013 (see explanatory notes 8 and 9 at the end of Annex VIII to that Regulation).

5.2. Type I tests

5.2.1. Overview

5.2.1.1. The type I test consists of prescribed sequences of dynamometer preparation, fuelling, parking, and operating conditions.

5.2.1.2. The test is designed to determine hydrocarbon, carbon monoxide, oxides of nitrogen, carbon dioxide, particulate matter mass emissions if applicable and fuel / energy consumption as well as electric range while simulating real-world operation. The test consists of engine start-ups and L-category vehicle operation on a chassis dynamometer, through a specified driving cycle. A proportional part of the diluted exhaust emissions is collected continuously for subsequent analysis, using a constant volume (variable dilution) sampler (CVS).

5.2.1.3. Except in cases of component malfunction or failure, all emission-control systems installed on or incorporated in a tested L-category vehicle shall be functioning during all procedures.

5.2.1.4. Background concentrations are measured for all emission constituents for which emissions measurements are taken. For exhaust testing, this requires sampling and analysis of the dilution air.

5.2.1.5. Background particulate mass measurement The particulate background level of the dilution air may be determined by passing filtered dilution air through the particulate filter. This shall be drawn from the same point as the particulate matter sample, if a particulate mass measurement is applicable according to Annex VI(A) to Regulation (EU) No 168/2013. One measurement may be performed prior to or after the test. Particulate mass measurements may be corrected by subtracting the background contribution from the dilution system. The permissible background contribution shall be ≤ 1 mg/km (or equivalent mass on the filter). If the background contribution exceeds this level, the default figure of 1 mg/km (or equivalent mass on the filter) shall be used. Where subtraction of the background contribution gives a negative result, the particulate mass result shall be considered to be zero.

5.2.2. Dynamometer settings and verification

5.2.2.1. Test vehicle preparation

5.2.2.1.1. The manufacturer shall provide additional fittings and adapters, as required to accommodate a fuel drain at the lowest point possible in the tanks as installed on the vehicle, and to provide for exhaust sample collection.

5.2.2.1.2. The tyre pressures shall be adjusted to the manufacturer’s specifications to the satisfaction of the technical service or so that the speed of the vehicle during the road test and the vehicle speed obtained on the chassis dynamometer are equal.

5.2.2.1.3. The test vehicle shall be warmed up on the chassis dynamometer to the same condition as it was during the road test.

5.2.2.2. Dynamometer preparation, if settings are derived from on-road coast-down measurements

Before the test, the chassis dynamometer shall be appropriately warmed up to the stabilised frictional force Ff. The load on the chassis dynamometer FE is, in view of its construction, composed of the total friction loss Ff, which is the sum of the chassis dynamometer rotating frictional resistance, the tyre rolling resistance, the frictional resistance of the rotating parts in the powertrain of the vehicle and the braking force of the power absorbing unit (pau) Fpau, as in the following equation:

Equation 2-15:

The target running resistance force F* derived from Appendix 5 or 7 for a vehicle equipped with one wheel on the powered axle and Appendix 8 for a vehicle with two or more wheels on the powered axles, shall be reproduced on the chassis dynamometer in accordance with the vehicle speed, i.e.:

Equation 2-16:

The total friction loss Ff on the chassis dynamometer shall be measured by the method in point 5.2.2.2.1. or 5.2.2.2.2.

5.2.2.2.1. Motoring by chassis dynamometer

This method applies only to chassis dynamometers capable of driving an L-category vehicle. The test vehicle shall be driven steadily by the chassis dynamometer at the reference speed v0 with the drive train engaged and the clutch disengaged. The total friction loss Ff (v0) at the reference speed v0 is given by the chassis dynamometer force.

5.2.2.2.2. Coast-down without absorption

The method for measuring the coast-down time is the coast-down method for the measurement of the total friction loss Ff. The vehicle coast-down shall be performed on the chassis dynamometer by the procedure described in Appendix 5 or 7 for a vehicle equipped with one wheel on the powered axle and Appendix 8 for a vehicle equipped with two or more wheels on the powered axles, with zero chassis dynamometer absorption. The coast-down time Δti corresponding to the reference speed v0 shall be measured. The measurement shall be carried out at least three times, and the mean coast-down time

shall be calculated using the following equation:

Equation 2-17:

5.2.2.2.3. Total friction loss

The total friction loss Ff(v0) at the reference speed v0 is calculated using the following equation:

Equation 2-18:

5.2.2.2.4. Calculation of power-absorption unit force

The force Fpau(v0) to be absorbed by the chassis dynamometer at the reference speed v0 is calculated by subtracting Ff(v0) from the target running resistance force F*(v0) as shown in the following equation:

Equation 2-19:

5.2.2.2.5. Chassis dynamometer setting

Depending on its type, the chassis dynamometer shall be set by one of the methods described in points 5.2.2.2.5.1. to 5.2.2.2.5.4. The chosen setting shall be applied to the pollutant and CO2 emission measurements as well as for the energy efficiency measurements (fuel /energy consumption and electric range) laid down in Annex VII.

5.2.2.2.5.1. Chassis dynamometer with polygonal function

In the case of a chassis dynamometer with polygonal function, in which the absorption characteristics are determined by load values at several speed points, at least three specified speeds, including the reference speed, shall be chosen as the setting points. At each setting point, the chassis dynamometer shall be set to the value Fpau (vj) obtained in point 5.2.2.2.4.

5.2.2.2.5.2. Chassis dynamometer with coefficient control

In the case of a chassis dynamometer with coefficient control, in which the absorption characteristics are determined by given coefficients of a polynomial function, the value of Fpau (vj) at each specified speed shall be calculated by the procedure in point 5.2.2.2.

Assuming the load characteristics to be:

Equation 2-20:

where:

the coefficients a, b and c shall be determined by the polynomial regression method.

The chassis dynamometer shall be set to the coefficients a, b and c obtained by the polynomial regression method.

5.2.2.2.5.3. Chassis dynamometer with F* polygonal digital setter

In the case of a chassis dynamometer with a polygonal digital setter, where a central processor unit is incorporated in the system, F*is input directly, and Δti, Ff and Fpau are automatically measured and calculated to set the chassis dynamometer to the target running resistance force:

Equation 2-21:

In this case, several points in succession are directly input digitally from the data set of F* j and vj, the coast-down is performed and the coast-down time Δtj is measured. After the coast-down test has been repeated several times, Fpau is automatically calculated and set at L-category vehicle speed intervals of 0,1 km/h, in the following sequence:

Equation 2-22:

Equation 2-23:

Equation 2-24:

5.2.2.2.5.4. Chassis dynamometer with f* 0, f* 2 coefficient digital setter

In the case of a chassis dynamometer with a coefficient digital setter, where a central processor unit is incorporated in the system, the target running resistance force

is automatically set on the chassis dynamometer.

In this case, the coefficients f* 0 and f* 2 are directly input digitally; the coast-down is performed and the coast-down time Δti is measured. Fpau is automatically calculated and set at vehicle speed intervals of 0,06 km/h, in the following sequence:

Equation 2-25:

Equation 2-26:

Equation 2-27:

5.2.2.2.6. Dynamometer settings verification

5.2.2.2.6.1. Verification test

Immediately after the initial setting, the coast-down time ΔtE on the chassis dynamometer corresponding to the reference speed (v0) shall be measured by the procedure set out in Appendix 5 or 7 for a vehicle equipped with one wheel on the powered axle and in Appendix 8 for a vehicle with two or more wheels on the powered axles. The measurement shall be carried out at least three times, and the mean coast-down time ΔtE shall be calculated from the results. The set running resistance force at the reference speed, FE (v0) on the chassis dynamometer is calculated by the following equation:

Equation 2-28:

5.2.2.2.6.2. Calculation of setting error

The setting error ε is calculated by the following equation:

Equation 2-29:

The chassis dynamometer shall be readjusted if the setting error does not satisfy the following criteria:

ε ≤ 2 percent for v0≥ 50 km/h

ε ≤ 3 percent for 30 km/h ≤ v0< 50 km/h

ε ≤ 10 percent for v0< 30 km/h

The procedure in points 5.2.2.2.6.1. to 5.2.2.2.6.2. shall be repeated until the setting error satisfies the criteria. The chassis dynamometer setting and the observed errors shall be recorded. Specimen record forms are provided in the template of the test report laid down in accordance with Article 32(1) of Regulation (EU) No 168/2013.

5.2.2.3. Dynamometer preparation, if settings are derived from a running resistance table

5.2.2.3.1. The specified vehicle speed for the chassis dynamometer

The running resistance on the chassis dynamometer shall be verified at the specified vehicle speed v. At least four specified speeds shall be verified. The range of specified vehicle speed points (the interval between the maximum and minimum points) shall extend either side of the reference speed or the reference speed range, if there is more than one reference speed, by at least Δv, as defined in Appendix 5 or 7 for a vehicle equipped with one wheel on the powered axle and in Appendix 8 for a vehicle with two or more wheels on the powered axles. The specified speed points, including the reference speed points, shall be at regular intervals of no more than 20 km/h apart.

5.2.2.3.2. Verification of chassis dynamometer

5.2.2.3.2.1. Immediately after the initial setting, the coast-down time on the chassis dynamometer corresponding to the specified speed shall be measured. The vehicle shall not be set up on the chassis dynamometer during the coast-down time measurement. The coast-down time measurement shall start when the chassis dynamometer speed exceeds the maximum speed of the test cycle.

5.2.2.3.2.2. The measurement shall be carried out at least three times, and the mean coast-down time ΔtE shall be calculated from the results.

5.2.2.3.2.3. The set running resistance force FE(vj) at the specified speed on the chassis dynamometer is calculated using the following equation: Equation 2-30:

5.2.2.3.2.4. The setting error ε at the specified speed is calculated using the following equation: Equation 2-31:

5.2.2.3.2.5. The chassis dynamometer shall be readjusted if the setting error does not satisfy the following criteria: ε ≤ 2 percent for v ≥ 50 km/h ε ≤ 3 percent for 30 km/h ≤ v < 50 km/h ε ≤ 10 percent for v < 30 km/h

5.2.2.3.2.6. The procedure described in points 5.2.2.3.2.1. to 5.2.2.3.2.5. shall be repeated until the setting error satisfies the criteria. The chassis dynamometer setting and the observed errors shall be recorded.

5.2.2.4. The chassis dynamometer system shall comply with the calibration and verification methods laid down in Appendix 3.

5.2.3. Calibration of analysers

5.2.3.1. The quantity of gas at the indicated pressure compatible with the correct functioning of the equipment shall be injected into the analyser with the aid of the flow metre and the pressure-reducing valve mounted on each gas cylinder. The apparatus shall be adjusted to indicate as a stabilised value the value inserted on the standard gas cylinder. Starting from the setting obtained with the gas cylinder of greatest capacity, a curve shall be drawn of the deviations of the apparatus according to the content of the various standard cylinders used. The flame ionisation analyser shall be recalibrated periodically, at intervals of not more than one month, using air/propane or air/hexane mixtures with nominal hydrocarbon concentrations equal to 50 percent and 90 percent of full scale.

5.2.3.2. Non-dispersive infrared absorption analysers shall be checked at the same intervals using nitrogen/ CO and nitrogen/ CO2 mixtures in nominal concentrations equal to 10, 40, 60, 85 and 90 percent of full scale.

5.2.3.3. To calibrate the NOX chemiluminescence analyser, nitrogen/nitrogen oxide (NO) mixtures with nominal concentrations equal to 50 percent and 90 percent of full scale shall be used. The calibration of all three types of analysers shall be checked before each series of tests, using mixtures of the gases, which are measured in a concentration equal to 80 percent of full scale. A dilution device can be applied for diluting a 100 percent calibration gas to required concentration.

5.2.3.4. Heated flame ionisation detector (FID) (analyser) hydrocarbon response check procedure 5.2.3.4.1. Detector response optimisation The FID shall be adjusted according to the manufacturer’s specifications. To optimise the response, propane in air shall be used on the most common operating range. 5.2.3.4.2. Calibration of the hydrocarbon analyser The analyser shall be calibrated using propane in air and purified synthetic air (see point 5.2.3.6.). A calibration curve shall be established as described in point 5.2.3.1 to 5.2.3.3. 5.2.3.4.3. Response factors of different hydrocarbons and recommended limits The response factor (Rf) for a particular hydrocarbon species is the ratio of the FID C1 reading to the gas cylinder concentration, expressed as ppm C1. The concentration of the test gas shall be at a level to give a response of approximately 80 percent of full-scale deflection for the operating range. The concentration shall be known to an accuracy of 2 percent in reference to a gravimetric standard expressed in volume. In addition, the gas cylinder shall be pre-conditioned for 24 hours at a temperature of between 293,2 K and 303,2 K (20 °C and 30 °C). Response factors shall be determined when introducing an analyser into service and thereafter at major service intervals. The test gases to be used and the recommended response factors are: Methane and purified air: 1,00 < Rf < 1,15 or 1,00 < Rf < 1,05 for NG/biomethane-fuelled vehicles Propylene and purified air: 0,90 < Rf < 1,00 Toluene and purified air: 0,90 < Rf < 1,00 These are relative to a response factor (Rf) of 1,00 for propane and purified air.

5.2.3.5. Calibration and verification procedures of the particulate mass emissions measurement equipment 5.2.3.5.1. Flow meter calibration The technical service shall check that a calibration certificate has been issued for the flow meter demonstrating compliance with a traceable standard within a 12-month period prior to the test, or since any repair or change which could influence calibration. 5.2.3.5.2. Microbalance calibration The technical service shall check that a calibration certificate has been issued for the microbalance demonstrating compliance with a traceable standard within a 12-month period prior to the test. 5.2.3.5.3. Reference filter weighing To determine the specific reference filter weights, at least two unused reference filters shall be weighed within eight hours of, but preferably at the same time as, the sample filter weighing. Reference filters shall be of the same size and material as the sample filter. If the specific weight of any reference filter changes by more than ± 5 μg between sample filter weighings, the sample filter and reference filters shall be reconditioned in the weighing room and then reweighed. This shall be based on a comparison of the specific weight of the reference filter and the rolling average of that filter’s specific weights. The rolling average shall be calculated from the specific weights collected in the period since the reference filters were placed in the weighing room. The averaging period shall be between one day and 30 days. Multiple reconditioning and reweighings of the sample and reference filters are permitted up to 80 hours after the measurement of gases from the emissions test. If, within this period, more than half the reference filters meet the ± 5 μg criterion, the sample filter weighing can be considered valid. If, at the end of this period, two reference filters are used and one filter fails to meet the ± 5 μg criterion, the sample filter weighing may be considered valid provided that the sum of the absolute differences between specific and rolling averages from the two reference filters is no more than 10 μg. If fewer than half of the reference filters meet the ± 5 μg criterion, the sample filter shall be discarded and the emissions test repeated. All reference filters shall be discarded and replaced within 48 hours. In all other cases, reference filters shall be replaced at least every 30 days and in such a manner that no sample filter is weighed without comparison with a reference filter that has been in the weighing room for at least one day. If the weighing room stability criteria outlined in point 4.5.3.12.1.3.4. are not met but the reference filter weighings meet the criteria listed in point 5.2.3.5.3, the vehicle manufacturer has the option of accepting the sample filter weights or voiding the tests, fixing the weighing room control system and re-running the test.





5.2.3.6. Reference gases 5.2.3.6.1. Pure gases The following pure gases shall be available, if necessary, for calibration and operation: Purified nitrogen: (purity: ≤ 1 ppm C1, ≤ 1 ppm CO, ≤ 400 ppm CO2, ≤ 0,1 ppm NO); Purified synthetic air: (purity: ≤ 1 ppm C1, ≤ 1 ppm CO, ≤ 400 ppm CO2, ≤ 0,1 ppm NO); oxygen content between 18 and 21 percent by volume; Purified oxygen: (purity > 99,5 percent vol. O2); Purified hydrogen (and mixture containing helium): (purity ≤ 1 ppm C1, ≤400 ppm CO2); Carbon monoxide: (minimum purity 99,5 percent); Propane: (minimum purity 99,5 percent). 5.2.3.6.2. Calibration and span gases Mixtures of gases with the following chemical compositions shall be available: (a) C3H8 and purified synthetic air (see point 5.2.3.5.1.); (b) CO and purified nitrogen; (c) CO2 and purified nitrogen; (d) NO and purified nitrogen (the amount of NO2 contained in this calibration gas shall not exceed 5 percent of the NO content). The true concentration of a calibration gas shall be within ± 2 percent of the stated figure.

5.2.3.6. Calibration and verification of the dilution system The dilution system shall be calibrated and verified and shall comply with the requirements of Appendix 4.

5.2.4. Test vehicle preconditioning

5.2.4.1. The test vehicle shall be moved to the test area and the following operations performed: — The fuel tanks shall be drained through the drains of the fuel tanks provided and charged with the test fuel requirement as specified in Appendix 2 to half the capacity of the tanks. — The test vehicle shall be placed, either by being driven or pushed, on a dynamometer and operated through the applicable test cycle as specified for the vehicle (sub-)category in Appendix 6. The vehicle need not be cold, and may be used to set dynamometer power.

5.2.4.2. Practice runs over the prescribed driving schedule may be performed at test points, provided an emission sample is not taken, for the purpose of finding the minimum throttle action to maintain the proper speed-time relationship, or to permit sampling system adjustments.

5.2.4.3. Within five minutes of completion of preconditioning, the test vehicle shall be removed from the dynamometer and may be driven or pushed to the soak area to be parked. The vehicle shall be stored for between six and 36 hours prior to the cold start type I test or until the engine oil temperature TO or the coolant temperature TC or the sparkplug seat/gasket temperature TP (only for air-cooled engine) equals the air temperature of the soak area within 2 K.

5.2.4.4. For the purpose of measuring particulates, between six and 36 hours before testing, the applicable test cycle from Part A of Annex VI to Regulation (EU) No 168/2013 shall be conducted on the basis of Annex IV to that Regulation. The technical details of the applicable test cycle are laid down in Appendix 6 and the applicable test cycle shall also be used for vehicle pre-conditioning. Three consecutive cycles shall be driven. The dynamometer setting shall be indicated as in point 4.5.6.

5.2.4.5. At the request of the manufacturer, vehicles fitted with indirect injection positive-ignition engines may be preconditioned with one Part One, one Part Two and two Part Three driving cycles, if applicable, from the WMTC. In a test facility where a test on a low particulate emitting vehicle could be contaminated by residue from a previous test on a high particulate emitting vehicle, it is recommended that, in order to pre-condition the sampling equipment, the low particulate emitting vehicle undergo a 20 minute 120 km/h steady state drive cycle or at 70% of the maximum design speed for vehicles not capable of attaining 120 km/h followed by three consecutive Part Two or Part Three WMTC cycles, if feasible. After this preconditioning, and before testing, vehicles shall be kept in a room in which the temperature remains relatively constant between 293,2 K and 303,2 K (20 °C and 30 °C). This conditioning shall be carried out for at least six hours and continue until the engine oil temperature and coolant, if any, are within ±2 K of the temperature of the room. If the manufacturer so requests, the test shall be carried out not later than 30 hours after the vehicle has been run at its normal temperature.

5.2.4.6. Vehicles equipped with a positive-ignition engine, fuelled with LPG, NG/biomethane, H2NG, hydrogen or so equipped that they can be fuelled with either petrol, LPG, NG/biomethane, H2NG or hydrogen between the tests on the first gaseous reference fuel and the second gaseous reference fuel, shall be preconditioned before the test on the second reference fuel. This preconditioning on the second reference fuel shall involve a preconditioning cycle consisting of one Part One, Part Two and two Part Three WMTC cycles, as described in Appendix 6. At the manufacturer’s request and with the agreement of the technical service, this preconditioning may be extended. The dynamometer setting shall be as indicated in point 4.5.6 of this Annex.

5.2.5. Emissions tests

5.2.5.1. Engine starting and restarting

5.2.5.1.1. The engine shall be started according to the manufacturer’s recommended starting procedures. The test cycle run shall begin when the engine starts.

5.2.5.1.2. Test vehicles equipped with automatic chokes shall be operated according to the instructions in the manufacturer’s operating instructions or owner’s manual covering choke-setting and ‘kick-down’ from cold fast idle. In the case of the WMTC set out in Appendix 6, the transmission shall be put in gear 15 seconds after the engine is started. If necessary, braking may be employed to keep the drive wheels from turning. In the case of the ECE R40 or 47 cycles, the transmission shall be put in gear five seconds before the first acceleration.

5.2.5.1.3. Test vehicles equipped with manual chokes shall be operated according to the manufacturer’s operating instructions or owner’s manual. Where times are provided in the instructions, the point for operation may be specified, within 15 seconds of the recommended time.

5.2.5.1.4. The operator may use the choke, throttle, etc. where necessary to keep the engine running.

5.2.5.1.5. If the manufacturer’s operating instructions or owner’s manual do not specify a warm engine starting procedure, the engine (automatic and manual choke engines) shall be started by opening the throttle about half way and cranking the engine until it starts.

5.2.5.1.6. If, during the cold start, the test vehicle does not start after ten seconds of cranking or ten cycles of the manual starting mechanism, cranking shall cease and the reason for failure to start determined. The revolution counter on the constant volume sampler shall be turned off and the sample solenoid valves placed in the ‘standby’ position during this diagnostic period. In addition, either the CVS blower shall be turned off or the exhaust tube disconnected from the tailpipe during the diagnostic period.

5.2.5.1.7. If failure to start is an operational error, the test vehicle shall be rescheduled for testing from a cold start. If failure to start is caused by vehicle malfunction, corrective action (following the unscheduled maintenance provisions) lasting less than 30 minutes may be taken and the test continued. The sampling system shall be reactivated at the same time cranking is started. The driving schedule timing sequence shall begin when the engine starts. If failure to start is caused by vehicle malfunction and the vehicle cannot be started, the test shall be voided, the vehicle removed from the dynamometer, corrective action taken (following the unscheduled maintenance provisions) and the vehicle rescheduled for test. The reason for the malfunction (if determined) and the corrective action taken shall be reported.

5.2.5.1.8. If the test vehicle does not start during the hot start after ten seconds of cranking or ten cycles of the manual starting mechanism, cranking shall cease, the test shall be voided, the vehicle removed from the dynamometer, corrective action taken and the vehicle rescheduled for test. The reason for the malfunction (if determined) and the corrective action taken shall be reported.

5.2.5.1.9. If the engine ‘false starts’, the operator shall repeat the recommended starting procedure (such as resetting the choke, etc.)

5.2.5.2. Stalling

5.2.5.2.1. If the engine stalls during an idle period, it shall be restarted immediately and the test continued. If it cannot be started soon enough to allow the vehicle to follow the next acceleration as prescribed, the driving schedule indicator shall be stopped. When the vehicle restarts, the driving schedule indicator shall be reactivated.

5.2.5.2.2. If the engine stalls during some operating mode other than idle, the driving schedule indicator shall be stopped, the test vehicle restarted and accelerated to the speed required at that point in the driving schedule, and the test continued. During acceleration to this point, gearshifts shall be performed in accordance with point 4.5.5.

5.2.5.2.3. If the test vehicle will not restart within one minute, the test shall be voided, the vehicle removed from the dynamometer, corrective action taken and the vehicle rescheduled for test. The reason for the malfunction (if determined) and the corrective action taken shall be reported.

5.2.6. Drive instructions

5.2.6.1. The test vehicle shall be driven with minimum throttle movement to maintain the desired speed. No simultaneous use of brake and throttle shall be permitted.

5.2.6.2. If the test vehicle cannot accelerate at the specified rate, it shall be operated with the throttle fully opened until the roller speed reaches the value prescribed for that time in the driving schedule.

5.2.7. Dynamometer test runs

5.2.7.1. The complete dynamometer test consists of consecutive parts as described in point 4.5.4.

5.2.7.2. The following steps shall be taken for each test: (a) place drive wheel of vehicle on dynamometer without starting engine; (b) activate vehicle cooling fan; (c) for all test vehicles, with the sample selector valves in the ‘standby’ position, connect evacuated sample collection bags to the dilute exhaust and dilution air sample collection systems; (d) start the CVS (if not already on), the sample pumps and the temperature recorder. (The heat exchanger of the constant volume sampler, if used, and sample lines shall be preheated to their respective operating temperatures before the test begins); (e) adjust the sample flow rates to the desired flow rate and set the gas flow measuring devices to zero; — For gaseous bag (except hydrocarbon) samples, the minimum flow rate is 0.08 litre/second; — For hydrocarbon samples, the minimum flame ionisation detection (FID) (or heated flame ionisation detection (HFID) in the case of methanol-fuelled vehicles) flow rate is 0.031 litre/second; (f) attach the flexible exhaust tube to the vehicle tailpipes; (g) start the gas flow measuring device, position the sample selector valves to direct the sample flow into the ‘transient’ exhaust sample bag, the ‘transient’ dilution air sample bag, turn the key on and start cranking the engine; (h) put the transmission in gear; (i) begin the initial vehicle acceleration of the driving schedule; (j) operate the vehicle according to the driving cycles specified in point 4.5.4.; (k) at the end of part 1 or part 1 in cold condition, simultaneously switch the sample flows from the first bags and samples to the second bags and samples, switch off gas flow measuring device No 1 and start gas flow measuring device No 2; (l) in case of vehicles capable of running Part 3 of the WMTC, at the end of Part 2 simultaneously switch the sample flows from the second bags and samples to the third bags and samples, switch off gas flow measuring device No 2 and, start gas flow measuring device No 3; (m) before starting a new part, record the measured roll or shaft revolutions and reset the counter or switch to a second counter. As soon as possible, transfer the exhaust and dilution air samples to the analytical system and process the samples according to point 6., obtaining a stabilised reading of the exhaust bag sample on all analysers within 20 minutes of the end of the sample collection phase of the test; (n) turn the engine off two seconds after the end of the last part of the test; (o) immediately after the end of the sample period, turn off the cooling fan; (p) turn off the constant volume sampler (CVS) or critical-flow venturi (CFV) or disconnect the exhaust tube from the tailpipes of the vehicle; (q) disconnect the exhaust tube from the vehicle tailpipes and remove the vehicle from the dynamometer; (r) for comparison and analysis reasons, second-by-second emissions (diluted gas) data shall be monitored as well as the bag results.

6. Analysis of results

6.1. Type I tests

6.1.1. Exhaust emission and fuel consumption analysis

6.1.1.1. Analysis of the samples contained in the bags

The analysis shall begin as soon as possible, and in any event not later than 20 minutes after the end of the tests, in order to determine:

— the concentrations of hydrocarbons, carbon monoxide, nitrogen oxides and carbon dioxide in the sample of dilution air contained in bag(s) B;

— the concentrations of hydrocarbons, carbon monoxide, nitrogen oxides and carbon dioxide in the sample of diluted exhaust gases contained in bag(s) A.

6.1.1.2. Calibration of analysers and concentration results

The analysis of the results has to be carried out in the following steps:

(a) prior to each sample analysis, the analyser range to be used for each pollutant shall be set to zero with the appropriate zero gas;

(b) the analysers are set to the calibration curves by means of span gases of nominal concentrations of 70 to 100 percent of the range;

(c) the analysers’ zeros are rechecked. If the reading differs by more than 2 percent of range from that set in (b), the procedure is repeated;

(d) the samples are analysed;

(e) after the analysis, zero and span points are rechecked using the same gases. If the readings are within 2 percent of those in point (c), the analysis is considered acceptable;

(f) at all points in this section the flow-rates and pressures of the various gases shall be the same as those used during calib