2.

The following input data for the calculation of CO 2 savings potential are to be used: — mean solar irradiation PSR specified in Chapter 5.7.1 of the Technical Guidelines (2), i.e. 120 W/m2, — usage factor/shading effect UFIR specified in Chapter 5.4.2 of the Technical Guidelines, i.e. 0,51, — efficiency of the solar system ηSS specified in Chapter 5.1.3 of the Technical Guidelines, i.e. 0,76, — solar correction coefficient SCC specified in Table 1 and in Chapter 5.7.2 of the Technical Guidelines, Table 1 Total available storage capacity (12 V)/ PV peak power (Ah/Wp) (3) 0,10 0,20 0,30 0,40 0,50 0,60 > 0,666 Solar correction coefficient (SCC) 0,481 0,656 0,784 0,873 0,934 0,977 1 — consumption of effective power for petrol VPe-P and diesel-fuelled vehicles VPe-D specified in Table 2 and in Chapter 5.1.1 of the Technical Guidelines, Table 2 Type of engine Consumption of effective power VPe (l/kWh) Petrol (VPe-P) 0,264 Diesel (VPe-D) 0,22 — efficiency of the alternator ηΑ , specified in Chapter 5.1.2 of the Technical Guidelines, i.e. 0,67. For the conversion factors CF the data in Table 3 is to be used: Table 3 Type of fuel Conversion factor (l/100 km) → (g CO2/km) (100 g/l) Petrol (CFP) 23,3 (= 2 330 g CO2/l) Diesel (CFD) 26,4 (= 2 640 g CO2/l) For the mean annual mileage the data in Table 4 is to be used (km/year): Table 4 Type of fuel Mean annual mileage (km/year) Petrol (MP) 12 700 Diesel (MD) 17 000 With these input data the CO2 savings for a petrol-fuelled vehicle are to be calculated by Formula (2). The difference in mass between the baseline vehicle and the eco-innovation vehicle due to the installation of the solar roof and where relevant, the extra battery, is to be taken into account by applying the mass correction coefficient (4). The baseline vehicle is to be a vehicle variant that in all aspects is identical to the eco-innovation vehicle with the exception of the solar roof and, where applicable, without the additional battery and other appliances needed specifically for the conversion of the solar energy into electricity and its storage. For a new version of a vehicle in which the solar roof panel is installed the baseline vehicle is to be specified as follows: it is the vehicle in which the solar roof panel is disconnected and the change in mass due to the installation of the solar roof is taken into account. In case the solar roof panel is made of glass a correction for the change in mass is to be introduced, i.e. an extra mass of 3,4 kg. In case the solar roof panel is made of low weight synthetic material no correction for the change in mass has to be made. On this change of mass the manufacturer must hand over verified documentation to the Type-Approval Authority. Formula (2): Where: CCO 2 : CO2 savings (g CO2/km); PSR : Mean solar irradiation (W/m2); UFIR : Usage factor/shading effect (-); ηSS : Efficiency of the solar system (-); PP : Peak power output (Wp); SCC : Solar correction coefficient (-); VPe – P : Consumption of effective power for petrol vehicles (l/kWh); ηA : Efficiency of the alternator (-); CFP : Conversion factor for petrol vehicles (100 g/l); MP : Mean annual mileage for petrol vehicles (km/year); Φ : Lengthwise inclination of the solar panel [o]; ΔCO2mP : CO2 correction coefficient due to the change in mass following the installation of the solar roof and, where applicable, the additional battery and other appliances needed specifically for the conversion of the solar energy into electricity and its storage for petrol vehicles (g CO2/km). The CO2 savings for diesel-fuelled vehicles are to be calculated by Formula (3). The difference in mass between the baseline vehicle and the eco-innovation vehicle due to the installation of solar roof and, where relevant, the extra battery is to be taken into account by applying the mass correction coefficient (4). The baseline vehicle is to be a vehicle variant that in all aspects is identical to the eco-innovation vehicle with the exception of the solar roof and, where applicable, without the additional battery and other appliances needed specifically for the conversion of the solar energy into electricity and its storage. For a new version of a vehicle in which the solar roof panel is installed the baseline vehicle is to be specified as follows: it is the vehicle in which the solar roof panel is disconnected, and the change in mass due to the installation of the solar roof is taken into account. In case the solar roof panel is made of glass a correction for the change in mass is to be introduced, i.e. an extra mass of 3,4 kg. In case the solar roof panel is made of low weight synthetic material no correction for the change in mass has to be made. On this change of mass the manufacturer must hand over verified documentation to the Type-Approval Authority. Formula (3): Where: VPe – D : Consumption of effective power for diesel vehicles (l/kWh); CFD : Conversion factor for diesel vehicles (100 g/l); MD : Mean annual mileage for diesel vehicles (km/year); ΔCO2mD : CO2 correction coefficient due to the change in mass following the installation of the solar roof and, where applicable, the additional battery and other appliances needed specifically for the conversion of the solar energy into electricity and its storage for diesel vehicles (g CO2/km). The CO2 correction coefficient due to the change in mass is to be calculated by Formulas (4) and (5). Formula (4): for a petrol-fuelled vehicle and Formula (5): for a diesel-fuelled vehicle Where: Δm : Change in mass due to the installation of the solar roof and, where applicable, the additional battery and other appliances needed specifically for the conversion of the solar energy into electricity and its storage (e.g. 5 kg).