Regulation No 101 of the Economic Commission for Europe of the United Nations (UN/ECE) — Uniform provisions concerning the approval of passenger cars equipped with an internal combustion engine with regard to the measurement of the emission of carbon dioxide and fuel consumption and of categories M1 and N1 vehicles equipped with an electric power train with regard to the measurement of electric energy consumption and range
Date: 2004-03-31
Institutions: United Nations Economic Commission for Europe
Subjects: approval, energy consumption, harmonisation of standards, motor vehicle, reduction of gas emissions

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Regulation No 101 of the Economic Commission for Europe of the United Nations (UN/ECE) —
Uniform provisions concerning the approval of passenger cars equipped with an internal
combustion engine with regard to the measurement of the emission of carbon dioxide and fuel
consumption and of categories M1 and N1 vehicles equipped with an electric power train with
regard to the measurement of electric energy consumption and range (*)

1.

2.

2.1.

2.2.

2.3.

2.4.

2.5.

2.6.

2.7.

2.8.

2.9.

2.10.

2.11.

SCOPE

This Regulation applies to the measurement of the emission of carbon dioxide (CO2) and
fuel consumption from all motor vehicles of M1 category vehicles, or to the measurement
of electric energy consumption and range of categories M1 and N1 vehicles (1).

DEFINITIONS

For the purposes of this Regulation,

‘Approval of a vehicle’ means the approval of a vehicle type with regard to the
measurement of energy consumption (fuel or electric energy).

‘Vehicle type’ means a category of power driven vehicles which do not differ in such
essential respects as body, drive train, transmission, traction battery (if applicable), tyres
and unladen mass.

‘Unladen mass’ means the mass of the vehicle in running order without crew, passengers
or load, but with the fuel tank full (if any), cooling liquid, service and traction batteries,
oils, onboard charger, portable charger, tools and spare wheel, whatever is appropriate for
the vehicle considered and if provided by the manufacturer of the vehicle.

‘Reference mass’ means the unladen mass of the vehicle increased by a uniform figure of
100 kg.

‘Maximum mass’ means the technically permissible maximum mass declared by the manu-
facturer (this mass may be greater than the maximum mass authorized by the national
administration).

‘Test mass’ for the pure electric vehicles means the ‘reference mass’ for the category M1
vehicles and the unladen mass plus half the full load for the category N1 vehicles.

‘Cold start device’ means a device, which enriches the air/fuel mixture of the engine
temporarily, to assist starting.

‘Starting aid’ means a device which assists engine starting without enrichment of the
air/fuel mixture, e.g. glow plug, changed injection timing, etc.

‘Drive train’ means the combination of an electric motor and a power controller.

‘Power train’ means the combination of a drive train and a traction battery.

‘Periodically regenerating system’ means an anti-pollution device (e.g. catalytic converter,
particulate trap) that requires a periodical regeneration process in less than 4 000 km of
normal vehicle operation. If a regeneration of an anti-pollution device occurs at least once
per Type I test and has already regenerated at least once during the vehicle preparation
cycle, it will be considered as a continuously regenerating system, which does not require
a special test procedure. Annex 8 does not apply to continuously regenerating systems.

(*) Publication in accordance with article 4(5) of Council Decision 97/836/EC of 27 November 1997 (OJ L 346 of

17.12.1997, p. 78).
defined

in

(1) As

the Consolidated Resolution

TRANS/WP.29/78/Rev. 1/Amend. 2).

on

the Construction

of Vehicles

(R.E.3)

(document

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At the request of the manufacturer, the test procedure specific to periodically regenerating
systems will not apply to a regenerative device if the manufacturer provides data to the
type approval authority that, during cycles where regeneration occurs, emission of CO2
does not exceed the declared value by more than 4 per cent after agreement of the
technical service.

3.

3.1.

3.2.

3.2.1.

APPLICATION FOR APPROVAL

The application for approval of a vehicle type with regard to the measurement of the
emission of carbon dioxide and fuel consumption or to the measurement of electric
energy consumption shall be submitted by the vehicle manufacturer or by his duly
accredited representative.

It shall be accompanied by the under-mentioned documents in triplicate and the following
particulars:

A description of the internal combustion engine type or the electric power train type
comprising all the particulars referred to in annex 1 or annex 2. At the request of the
technical service in charge of the tests or the manufacturer, complementary technical
information could be considered for specific vehicles, which are particularly fuel efficient.

3.2.2.

Description of the basic features of the vehicle, including those used in drafting annex 3.

3.3.

3.4.

4.

4.1.

4.2.

4.3.

4.4.

A vehicle, representative of the vehicle type to be approved, shall be submitted to the
technical services responsible for conducting approval tests. During the test, the technical
if equipped with an internal combustion engine,
service will check that this vehicle,
conforms to the limit values applicable to that type, as described in Regulation No 83.

The competent authority shall verify the existence of satisfactory provisions to ensure an
effective check of conformity of production before approval of the vehicle type is granted.

APPROVAL

If the emissions of CO2 and fuel consumption of internal combustion engine or the
electric energy consumption of the vehicle type submitted for approval pursuant to this
Regulation have been measured according to the conditions specified in paragraph 5
below, approval of that vehicle type shall be granted.

An approval number shall be assigned to each type approved. Its first two digits (at
present 00 for the Regulation in its original form) shall indicate the series of amendments
incorporating the most recent major technical amendments made to the Regulation at the
time of issue of the approval. The same Contracting Party shall not assign the same
number to another vehicle type.

Notice of approval or of extension or refusal of approval of a vehicle type pursuant to this
Regulation shall be communicated to the Parties to the 1958 Agreement applying this
Regulation by means of a form conforming to the model in annex 3 to this Regulation.

There shall be affixed, conspicuously and in a readily accessible place specified on the
approval form, to every vehicle conforming to a vehicle type approved under this Regu-
lation, an international approval mark consisting of:

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4.4.1.

4.4.2.

4.5.

4.6.

4.7.

4.8.

5.

5.1.

5.2.

5.2.1.

5.2.2.

5.2.3.

5.2.4.

a circle surrounding the letter ‘E’ followed by the distinguishing number of the country
which has granted approval (1);

the number of this Regulation, followed by the letter ‘R’, a dash and the approval number
to the right of the circle prescribed in paragraph 4.4.1.

If the vehicle conforms to a vehicle type approved under one or more other Regulations
annexed to the Agreement, in the country which has granted approval under this Regu-
lation, the symbol prescribed in paragraph 4.4.1 need not be repeated; in such a case, the
Regulation and approval numbers and the additional symbols of all the Regulations under
which approval has been granted in the country which has granted approval under this
Regulation shall be placed in vertical columns to the right of the symbol prescribed in
paragraph 4.4.1.

The approval mark shall be clearly legible and be indelible.

The approval mark shall be placed close to or on the vehicle data plate.

Annex 4 to this Regulation gives examples of arrangements of the approval mark.

SPECIFICATIONS AND TESTS

General

The components liable to affect the emissions of CO2 and fuel consumption or the electric
energy consumption shall be so designed, constructed and assembled as to enable the
vehicle, in normal use, despite the vibrations to which it may be subjected, to comply
with the provisions of this Regulation.

Description of tests for internal combustion engines

The emissions of CO2 shall be measured during the test cycle simulating the urban and
extra-urban driving patterns as described in appendix 1 of annex 4 to Regulation No. 83,
in force at the time of the approval of the vehicle.

The results of the test must be expressed as CO2 emissions in grams per kilometre (g/km)
rounded to the nearest whole number.

Fuel consumptions are calculated according to paragraph 1.5 of annex 4 by the carbon
balance method using the measured emissions of CO2 and the other carbon related
emissions (CO and HC). The results will be rounded to the first decimal place.

The appropriate reference fuels as defined in annex 10 to Regulation No 83 must be used
for testing.

(1) 1 for Germany, 2 for France, 3 for Italy, 4 for the Netherlands, 5 for Sweden, 6 for Belgium, 7 for Hungary, 8 for
the Czech Republic, 9 for Spain, 10 for Serbia and Montenegro, 11 for the United Kingdom, 12 for Austria, 13 for
Luxembourg, 14 for Switzerland, 15 (vacant), 16 for Norway, 17 for Finland, 18 for Denmark, 19 for Romania, 20
for Poland, 21 for Portugal, 22 for the Russian Federation, 23 for Greece, 24 for Ireland, 25 for Croatia, 26 for
Slovenia, 27 for Slovakia, 28 for Belarus, 29 for Estonia, 30 (vacant), 31 for Bosnia-Herzegovina, 32 for Latvia, 33
(vacant), 34 for Bulgaria, 35 and 36 (vacant), 37 for Turkey, 38 (vacant), 39 for Azerbaijan, 40 for The former
Yugoslav Republic of Macedonia, 41 (vacant), 42 for the European Community (Approvals are granted by its
Member States using their respective ECE symbol), 43 for Japan, 44 (vacant), 45 for Australia, 46 for Ukraine,
47 for South Africa and 48 for New Zealand. Subsequent numbers shall be assigned to other countries in the
chronological order in which they ratify or accede to the Agreement Concerning the Adoption of Uniform Technical
Prescriptions for Wheeled Vehicles, Equipment and Parts which can be Fitted and/or be Used on Wheeled Vehicles
and the Conditions for Reciprocal Recognition of Approvals Granted on the Basis of these Prescriptions, and the
numbers thus assigned shall be communicated by the Secretary-General of the United Nations to the Contracting
Parties to the Agreement.

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For LPG and natural gas (NG) that reference fuel must be used which is chosen by the
manufacturer for the measurement of the net power in accordance with Regulation No
85. The chosen fuel must be specified in the communication document as defined in
annex 3 to this Regulation.

For the purpose of calculation mentioned in paragraph 5.2.3, the fuel consumption shall
be expressed in appropriate units and the following fuel characteristics shall be used:

(a) density: measured on the test fuel according to ISO 3675 or an equivalent method.

For petrol and diesel fuel the density measured at 15 °C will be used; for LPG and
natural gas a reference density will be used, as follows:

0,538 kg/litre for LPG

0,654 kg/m3 for NG (1)

(b) hydrogen-carbon ratio: fixed values will be used which are:

1,85 for petrol

1,86 for diesel fuel

2,525 for LPG

4,00 for NG

5.3.

5.3.1.

5.3.2.

5.3.3.

5.4.

5.4.1.

Description of tests for pure electric vehicles

The technical service in charge of the tests conducts the measurement of the electric
energy consumption according to the method and test cycle described in annex 6 to this
Regulation.

The technical service in charge of the tests conducts the measurement of the range of the
vehicle according to the method described in annex 7.

The range measured by this method is the only one which may be included in sales
promotional material.

The result of the electric energy consumption must be expressed in Watt hours per
kilometer (Wh/km) and the range in km, both rounded to the nearest whole number.

Interpretation of results

The CO2 value or the value of electric energy consumption adopted as the type approval
value shall be the value declared by the manufacturer if the value measured by the
technical service does not exceed the declared value by more than 4 per cent. The
measured value can be lower without any limitations.

In the case of periodically regenerating systems as defined in paragraph 2.11, the results
are multiplied by the factor Ki obtained from annex 8 before being compared to the
declared value.

5.4.2.

If the measured value of CO2 or electric energy consumption exceeds the manufacturer's
declared CO2 or electric energy consumption value by more than 4 per cent, then another
test is run on the same vehicle.

When the average of the two test results does not exceed the manufacturer's declared
value by more than 4 per cent, then the value declared by the manufacturer is taken as
the type approval value.

(1) Mean value of G 20 and G 23 reference fuels at 15 °C.

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5.4.3.

6.

6.1.

6.1.1.

6.1.2.

6.2.

6.3.

7.

7.1.

7.1.1.

7.1.2.

7.1.3.

7.1.4.

7.1.5.

7.2.

If the average still exceeds the declared value by more than 4 per cent, a final test is run
on the same vehicle. The average of the three test results is taken as the type approval
value.

MODIFICATION AND EXTENSION OF APPROVAL OF THE APPROVED TYPE

Every modification of
department, which approved the type. The department may then either:

the approved type shall be notified to the administrative

Consider that the modifications made are unlikely to have an appreciable adverse effect on
the values of CO2 and fuel consumption or electric energy consumption and that, in this
case, the original approval will be valid for the modified vehicle type; or

require a further test report from the technical service responsible for conducting the tests
according to conditions in paragraph 7 of this Regulation.

Confirmation or extension of approval, specifying the alterations, shall be communicated
by the procedure specified in paragraph 4.3 to the Parties to the 1958 Agreement
applying this Regulation.

The competent authority which grants the extension of the approval shall assign a series
number for such an extension and inform thereof
the other Parties to the 1958
Agreement applying this Regulation by means of a communication form conforming to
the model in annex 3 to this Regulation.

CONDITIONS OF EXTENSION OF THE TYPE APPROVAL FOR VEHICLE TYPE

Vehicles powered by an internal combustion engine, except vehicles equipped with a periodically
regenerating emission control system

The type approval can be extended to vehicles from the same type or from a different
type differing with regard to the following characteristics of annex 2 if the CO2 emissions
measured by the technical service do not exceed by more than 4 per cent the type
approved value:

Mass

Maximum authorized mass

Type of bodywork: saloon, estate, coupé

Overall gear ratios

Engine equipment and accessories

Vehicles powered by an internal combustion engine and equipped with a periodically regenerating
emission control system

The type approval can be extended to vehicles from the same type or from a different
type, differing with regard to the characteristics of annex 3, given in paragraphs 7.1.1 to
7.1.5 above, but not exceeding the family characteristics of annex 8, if the CO2 emissions
measured by the technical service do not exceed by more than 4 per cent the type
approved value, and where the same Ki factor is applicable.

The type approval can be extended also to vehicles from the same type, but with a
different Ki factor,
if the corrected CO2 value measured by the technical service does
not exceed by more than 4 per cent the type approved value.

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7.3.

Vehicles powered by an electric power train

Extensions may be granted after agreement with the technical service responsible for
conducting the tests.

8.

SPECIAL PROVISIONS

In the future, vehicles with special energy efficient technologies may be offered which
could be submitted to complementary testing programmes. These would be specified at a
later stage, which can be claimed by the manufacturer in order to demonstrate the
advantages of the solution.

9.

9.1.

9.2.

9.3.

9.3.1.

CONFORMITY OF PRODUCTION

Vehicles approved to this Regulation shall be so manufactured as to conform to the type
approved vehicle.

So as to verify that the conditions set out in paragraph 9.1 are complied with, appropriate
production checks shall be carried out.

Vehicles powered by an internal combustion engine:

As a general rule, measures to ensure the conformity of production with regard to CO2
emissions from vehicles is checked on the basis of the description in the type approval
certificate conforming to the model in annex 3 of this Regulation.

The control of production conformity is based on an assessment made by the competent
authority of the manufacturer's auditing procedure in order to ensure conformity of the
vehicle type with respect to the emission of pollutants.

If the authority is not satisfied with the standard of the manufacturer's auditing procedure,
they may require that verification tests be carried out on vehicles in production.

9.3.1.1.

If a measurement of the emissions of CO2 must be carried out on a vehicle type that has
had one or several extensions, the tests will be carried out on the vehicle(s) available at the
time of the test (vehicle(s) described in the first document or in subsequent extensions).

9.3.1.1.1.

Conformity of the vehicle for the CO2 test.

9.3.1.1.1.1.

Three vehicles are randomly taken in the series and are tested as described in paragraph
1.4 of annex 5.

9.3.1.1.1.2.

If the authority is satisfied with the production standard deviation given by the manu-
facturer, the tests are carried out according to paragraph 9.2.

If the authority is not satisfied with the production standard deviation given by the
manufacturer, the tests are carried out according to paragraph 9.3.

9.3.1.1.1.3.

The production of a series is regarded as conforming or non-conforming, on the basis of
tests on the three sampled vehicles, once a pass or fail decision is reached for CO2,
according to the test criteria applied in the appropriate table.

If no pass or fail decision is reached for CO2, a test is carried out on an additional vehicle
(see Figure 1).

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9.3.1.1.1.4.

In the case of periodically regenerating systems as defined in paragraph 2.11., the results
shall be multiplied by the factor Ki obtained by the procedure specified in annex 8 at the
time when type approval was granted.

At the request of the manufacturer, testing may be carried out immediately after a
regeneration has been completed.

9.3.1.1.2.

Notwithstanding the requirements of paragraph 1.1.1 of annex 5, the tests will be carried
out on vehicles which have not travelled any distance.

9.3.1.1.2.1.

However, at the request of the manufacturer, the tests will be carried out on vehicles
which have been run-in a maximum of 15 000 km.

In this case, the running-in procedure will be conducted by the manufacturer who shall
undertake not to make any adjustments to those vehicles.

Figure 1

9.3.1.1.2.2.

If the manufacturer asks to conduct a running-in procedure (‘x’ km, where £ 15 000 km),
it may be carried out as follows:

— the emissions of CO2 will be measured at zero and at ‘x’ km on the first tested vehicle

(which can be the type approval vehicle);

— the evolution coefficient (EC) of the emissions between zero and ‘x’ km will be

calculated as follows:

EC =

Emmissions at x km

Emissions at zero km

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It may be less than 1.

— The following vehicles will not be subjected to the running-in procedure, but their

zero km emissions will be modified by the evolution coefficient, EC.

In this case, the values to be taken will be:

— the value at ‘x’ km for the first vehicle;

— the values at zero km multiplied by the evolution coefficient for the following vehicles.

9.3.1.1.2.3.

As an alternative to this procedure, the car manufacturer can use a fixed evolution
coefficient, EC, of 0,92 and multiply all values of CO2 measured at zero km by this factor.

9.3.1.1.2.4.

The reference fuels described in annex 9 of Regulation No 83 shall be used for this test.

9.3.2.

Conformity of production when manufacturer's statistical data is available.

9.3.2.1.

9.3.2.2.

The following sections describe the procedure to be used to verify the CO2 conformity of
production requirements when the manufacturer's production standard deviation is satis-
factory.

With a minimum sample size of three, the sampling procedure is set so that the prob-
ability of a lot passing a test with 40 per cent of the production defective is 0,95
(producer's risk = 5 per cent) while the probability of a lot being accepted with 65 per
cent of the production defective is 0,1 (consumer's risk = 10 per cent).

9.3.2.3.

The following procedure is used (see Figure 1).

Let L be the natural logarithm of the CO2 type approval value:

xi = the natural logarithm of the measurement for the i-th vehicle of the sample;

s = an estimate of the production standard deviation (after taking the natural logarithm

of the measurements);

n = the current sample number.

9.3.2.4.

Compute for the sample,
deviations to the limit and defined as:

the test statistic quantifying the sum of

the standardized

1
s

Xn

i¼1

ðL (cid:1) xiÞ

9.3.2.5.

Then:

9.3.2.5.1.

if the test statistic is greater than the pass decision number for the sample given in Table
1, a pass decision is reached;

9.3.2.5.2.

if the test statistic is less than the fail decision number for the sample size given in Table
1, a fail decision is reached;

9.3.2.5.3.

otherwise, an additional vehicle is tested according to paragraph 1.4 of annex 5 and the
procedure is applied to the sample with one unit more.

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Sample Size
(cumulative number of vehicles tested)

Pass Decision No

Fail Decision No

Table 1

(a)

3

4

5

6

7

8

9

10

11

12

13

14

15

16

17

18

19

20

21

22

23

24

25

26

27

28

29

30

31

32

(b)

3,327

3,261

3,195

3,129

3,063

2,997

2,931

2,865

2,799

2,733

2,667

2,601

2,535

2,469

2,403

2,337

2,271

2,205

2,139

2,073

2,007

1,941

1,875

1,809

1,743

1,677

1,611

1,545

1,479

– 2,112

(c)

– 4,724

– 4,790

– 4,856

– 4,922

– 4,988

– 5,054

– 5,120

– 5,185

– 5,251

– 5,317

– 5,383

– 5,449

– 5,515

– 5,581

– 5,647

– 5,713

– 5,779

– 5,845

– 5,911

– 5,977

– 6,043

– 6,109

– 6,175

– 6,241

– 6,307

– 6,373

– 6,439

– 6,505

– 6,571

– 2,112

9.3.3.

Conformity of production when manufacturer's statistical data is unsatisfactory or
unavailable.

9.3.3.1.

9.3.3.2.

9.3.3.3.

The following sections describe the procedure to be used to verify the CO2 conformity of
production requirements when the manufacturer's evidence of production standard
deviation is either unsatisfactory or unavailable.

With a minimum sample size of three the sampling procedure is set so that the prob-
ability of a lot passing a test with 40 per cent of the production defective is 0,95
(producer's risk = 5 per cent) while the probability of a lot being accepted with 65 per
cent of the production defective is 0,1 (consumer's risk = 10 per cent).

The measurement of CO2 is considered to be log-normally distributed and should first be
transformed by taking the natural logarithms. Let mo and m denote the minimum and
maximum sample sizes respectively (mo = 3 and m = 32) and let n denote the current
sample number.

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9.3.3.4.

If the natural logarithms of the measurements in the series are x1, x2, . . ., xj and L is the
natural logarithm of the CO2 type approval value, then define:

dj ¼ xj (cid:1) L

dn ¼

1
n

Xn

j¼1

dj

v2
n ¼

1
n

Xn

ðdj (cid:1) dnÞ2

j¼1

9.3.3.5.

Table 2 shows values of the pass (An) and fail (Bn) decision numbers against current
sample number. The test statistic is the ratio dn/vn and shall be used to determine whether
the series has passed or failed as follows:

for mo £ n £ m:

9.3.3.5.1.

pass the series if dn/vn £ An;

9.3.3.5.2.

fail the series if dn/vn ‡ Bn;

9.3.3.5.3.

take another measurement if An < dn/vn < Bn.

9.3.3.6.

Remarks

The following recursive formulae are useful for computing successive values of the test
statistic:

dn ¼

8
:1 (cid:1)

1
n

9
;dn (cid:1) 1 þ

1
n

dn

v2
n ¼

8
:1 (cid:1)

9
;v2

n (cid:1) 1 þ

1
n

ðdn (cid:1) dnÞ2
n (cid:1) 1

ðn ¼ 2; 3: : :; dn ¼ d1; v1 ¼ 0Þ

9.4.

Vehicles powered by an electric power train:

As a general rule, measures to ensure the conformity of production with regard to electric
energy consumption is checked on the basis of the description in the type approval
certificate set out in annex 3 to this Regulation.

9.4.1.

The holder of the approval shall, in particular:

9.4.1.1.

Ensure the existence of procedures for the effective control of product quality;

9.4.1.2.

9.4.1.3.

9.4.1.4.

9.4.1.5.

Have access to the equipment necessary for checking conformity with each approved
type;

Ensure that the data concerning the test results are recorded and that the annexed
documents are available during a period to be agreed with the administrative service;

Analyze the results of each type of test so as to monitor and ensure the consistency of the
characteristics of the product, taking into account the variations admissible in industrial
manufacture;

Make sure that for each type of vehicle tests prescribed in annex 6 to this Regulation are
carried out; notwithstanding the requirements of paragraph 2.3.1.6 of annex 6, at the
request of the manufacturer, the tests will be carried out on vehicles which have not
travelled any distance;

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9.4.1.6.

9.4.2.

9.4.2.1.

9.4.2.2.

9.4.2.3.

Make sure that any collections of samples or test pieces demonstrating non-conformity
with the type of test under consideration is followed by a subsequent sampling and a
further test. All necessary steps shall be taken to re-establish the conformity of production.

The competent authorities issuing the approval may verify at any time the methods
applied in each production unit.

In every inspection,
records of
communicated to the visiting inspector.

the

tests and production monitoring shall be

The inspector may select at random the samples to be tested in the manufacturer's
laboratory. The minimum number of samples may be determined on the basis of the
results of the manufacturer's own checks.

When the quality standard does not seem satisfactory or when it seems necessary to verify
the validity of the tests conducted under paragraph 9.4.2.2, the inspector shall collect
samples to be sent to the technical service which carried out the approval tests.

9.4.2.4.

The competent authorities may carry out all the tests prescribed in this Regulation.

9.4.2.5.

If, during inspections, negative results are observed, the competent authority shall ensure
that all necessary steps are taken to re-establish conformity of production as soon as
possible.

Table 2

Sample Size
(cumulative number of vehicles tested)
n

Pass Decision No
An

Fail Decision No
Bn

(a)

3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32

(b)

– 0,80381
– 0,76339
– 0,72982
– 0,69962
– 0,67129
– 0,64406
– 0,61750
– 0,59135
– 0,56542
– 0,53960
– 0,51379
– 0,48791
– 0,46191
– 0,43573
– 0,40933
– 0,38266
– 0,35570
– 0,32840
– 0,30072
– 0,27263
– 0,24410
– 0,21509
– 0,18557
– 0,15550
– 0,12483
– 0,09354
– 0,06159
– 0,02892
0,00449
0,03876

(c)

16,64743
7,68627
4,67136
3,25573
2,45431
1,94369
1,59105
1,33295
1,13566
0,97970
0,85307
0,74801
0,65928
0,58321
0,51718
0,45922
0,40788
0,36203
0,32078
0,28343
0,24943
0,21831
0,18970
0,16328
0,13880
0,11603
0,09480
0,07493
0,05629
0,03876

L 95/100

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31.3.2004

10.

10.1.

10.2.

PENALTIES FOR NON-CONFORMITY OF PRODUCTION

The approval granted in respect of a vehicle type pursuant to this Regulation may be
withdrawn if the requirements laid down in paragraph 9.1 are not complied with.

If a Party to the 1958 Agreement which applies this Regulation withdraws an approval it
has previously granted, it shall forthwith so notify the other Contracting Parties applying
this Regulation, by means of a communication form conforming to the model in annex 3
of this Regulation.

11.

PRODUCTION DEFINITELY DISCONTINUED

If the holder of the approval completely ceases to manufacture a type of vehicle approved
in accordance with this Regulation, he shall so inform the authority which granted the
approval. Upon receiving the relevant communication, that authority shall inform thereof
the other Parties to the 1958 Agreement applying this Regulation by means of a
communication form conforming to the model in annex 3 to this Regulation.

12.

NAMES AND ADDRESSES OF TECHNICAL SERVICES RESPONSIBLE FOR CONDUCTING
APPROVAL TESTS AND OF ADMINISTRATIVE DEPARTMENTS

The Parties to the 1958 Agreement which apply this Regulation shall communicate to the
United Nations Secretariat the names and addresses of the technical services responsible
for conducting approval tests and the administrative departments which grant approval
and to which forms, certifying approval or refusal or extension or withdrawal of approval,
issued in other countries, are to be sent.

31.3.2004

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Official Journal of the European Union

L 95/101

ESSENTIAL CHARACTERISTICS OF THE INTERNAL COMBUSTION ENGINE AND INFORMATION
CONCERNING THE CONDUCT OF TESTS

ANNEX 1

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Official Journal of the European Union

L 95/103

L 95/104

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31.3.2004

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EN

Official Journal of the European Union

L 95/105

L 95/106

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Official Journal of the European Union

31.3.2004

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EN

Official Journal of the European Union

L 95/107

ESSENTIAL CHARACTERISTICS OF THE ELECTRIC POWER TRAIN AND INFORMATION CONCERNING
THE CONDUCT OF TESTS (1)

ANNEX 2

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Official Journal of the European Union

L 95/109

L 95/110

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Official Journal of the European Union

L 95/111

ANNEX 3

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L 95/113

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ANNEX 4

ARRANGEMENTS OF APPROVAL MARKS

Model A

(see paragraph 4.4 of this Regulation)

The above approval mark affixed to a vehicle shows that the vehicle type concerned has been approved in the
Netherlands (E 4) with regard to the measurement of emissions of CO2 and fuel consumption or to the measurement
of electric energy consumption and range pursuant to Regulation No 101 and under approval number 002492. The first
two digits of the approval number indicate that the approval was granted according to the requirements of Regulation
No 101 in its original form.

Model B

(see paragraph 4.5 of this Regulation)

The above approval mark affixed to a vehicle shows that the vehicle type concerned has been approved in the
Netherlands (E 4) pursuant to Regulations Nos 101 and 83 (1). The first two digits of the approval numbers indicate
that, at the dates when the respective approvals were given, Regulation No 101 had not been modified and Regulation
No 83 already included the 02 series of amendments.

(1) The second number is given merely as an example.

31.3.2004

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Official Journal of the European Union

L 95/115

METHOD OF MEASURING EMISSIONS OF CARBON DIOXIDE AND FUEL CONSUMPTION OF INTERNAL
COMBUSION ENGINES

ANNEX 5

1.

1.1.

1.1.1.

1.1.2.

1.1.3.

1.1.4.

1.1.5.

1.1.6.

1.1.7.

TEST CONDITIONS

General condition of the vehicle

The vehicle shall have been run-in and shall have been driven for at least 3 000 km but less than
15 000 km before the test.

The settings of the engine and of the vehicle's controls shall be those prescribed by the manufacturer.
This requirement also applies, in particular, to the idle settings (rotation speed and carbon monoxide
(CO) content of the exhaust gases), to the cold start device and to the exhaust gas pollutant emission
control system.

The laboratory may check the tightness of the inlet system to ensure that carburation is not affected
by accidental intake of air.

The laboratory may check that vehicle performance is as specified by the manufacturer and that it is
possible to use it in normal driving conditions, particularly cold and hot starts.

Before the test, the vehicle shall be stored in a room where the temperature remains relatively
constant between 20 and 30 °C. This conditioning shall be carried out for at least six hours and
shall continue until the engine oil temperature and coolant, if any, have reached the temperature of
the room to within 2 °C. At the request of the manufacturer, the test shall be carried out not later
than 30 hours after the vehicle has been run at its normal temperature.

At the request of the manufacturer, vehicles with positive-ignition engines may be preconditioned
according to the procedure prescribed in paragraph 5.2.1 of annex 7 to Regulation No 83 in force at
the time of the approval of the vehicle.

Only the equipment necessary for the operation of the vehicle during the test shall be in use. If there
is a manually controlled device for the engine intake air temperature,
it shall be in the position
prescribed by the manufacturer for the ambient temperature at which the test is performed. In
general, the auxiliary devices required for the normal operation of the vehicle shall be in use.

If the radiator fan is temperature controlled, it shall be in the condition of normal operation on the
vehicle. The passenger compartment heating system shall be switched off, as shall any air condi-
tioning system, but such systems compressor shall be functioning normally.

1.1.8.

If a super-charger is fitted, it shall be in the normal operating condition for the test conditions.

1.2.

Lubricants

All the lubricants shall be those recommended by the manufacturer of the vehicle and shall be
specified in the test report.

1.3.

Tyres

The tyres shall be of a type specified as original equipment by the vehicle manufacturer inflated to
the pressure recommended for the test load and speeds. The pressures shall be indicated in the test
report.

1.4.

1.4.1.

Measurement of CO2 and carbon-related emissions

The test cycle is described in appendix 1 of annex 4 to Regulation No 83 in force at the time of the
approval of the vehicle.

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1.4.2.

Calculation of emissions:

1.4.2.1.

The emissions of gaseous pollutants are calculated by means of the following equation:

Vmix (cid:2) Qi

Mi ¼

(cid:2) 10(cid:1)6

(cid:2) Ci
d

(1)

where:

Mi

= mass emission of the pollutant i in grams per kilometre;

Vmix = volume of the diluted exhaust gas expressed in litres per test and corrected to standard

conditions (273,2 K and 101,33 kPa);

Qi

Ci

= density of the pollutant i in grams per litre at normal temperature and pressure (273,2 K

and 101,33 kPa);

= concentration of the pollutant i in the diluted exhaust gas expressed in ppm and corrected
by the amount of the pollutant i contained in the dilution air. If Ci is expressed in per cent
volume, 10-6 factor is replaced by 10-2;

d

= driven distance during the operating cycle in kilometres.

1.4.2.2.

Volume determination:

1.4.2.2.1.

Calculation of the volume when a variable dilution device with constant flow control by orifice or
venturi is used. Record continuously the parameters showing the volumetric flow and calculate the
total volume for the duration of the test.

1.4.2.2.2.

Calculation of volume when a positive displacement pump is used. The volume of diluted exhaust gas
in systems comprising a positive displacement pump is calculated with the following formula:

V ¼ Vo (cid:2) N

where:

V = volume of the diluted exhaust gas expressed in litres per test (prior to correction);

Vo = volume of gas delivered by the positive displacement pump on testing conditions in litres per

revolution;

N = number of revolutions per test.

1.4.2.2.3.

Correction of the diluted exhaust gas volume to standard conditions. The diluted exhaust gas volume
is corrected by means of the following formula:

Vmix V (cid:2) K1 (cid:2)

PP
TP

K1 ¼

273,2
101,33

2,6961ðK (cid:2) kPa(cid:1)1Þ

(2)

(2)

in which:

where:

Pp

Tp

= absolute pressure at the inlet to the positive displacement pump in kPa;

= average temperature of the diluted exhaust gas entering the positive displacement pump

during the test (K).

31.3.2004

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Official Journal of the European Union

L 95/117

1.4.2.3.

Calculation of the corrected concentration of pollutants in the sampling bag:

Ci ¼ Ce (cid:1) Cd

8
:1 (cid:1)

9
;

1
DF

(3)

where:

Ci = concentration of the pollutant i in the diluted exhaust gas, expressed in ppm or per cent

volume and corrected by the amount of i contained in the dilution air;

Ce = measured concentration of pollutant i in the diluted exhaust gas, expressed in ppm or per cent

volume;

Cd = measured concentration of pollutant i in the air used for dilution, expressed in ppm or per

cent volume;

DF = dilution factor.

where:

The dilution factor is calculated as follows:

For petrol and diesel:

DF ¼

13,4
CCO2 þ ðCHC þ CCOÞ 10(cid:1)4

For LPG:

For natural gas:

DF ¼

11,9
CCO2 þ ðCHC þ CCOÞ 10(cid:1)4

DF ¼

9,5
CCO2 þ ðCHC þ CCOÞ 10(cid:1)4

(5a)

(5b)

(5c)

where:

CCO2

CHC

CCO

= concentration of CO2 in the diluted exhaust gas contained in the sampling bag, expressed in

per cent volume;

= concentration of HC in the diluted exhaust gas contained in the sampling bag, expressed in

ppm carbon equivalent;

= concentration of CO in the diluted exhaust gas contained in the sampling bag, expressed in

ppm.

1.4.2.4.

Example:

1.4.2.4.1.

Data

1.4.2.4.1.1.

Ambient conditions:

Ambient temperature: 23 °C = 296,2 K,

Barometric pressure: PB = 101,33 kPa.

1.4.2.4.1.2.

Volume measured and reduced to standard conditions:

V = 51,961 litres

1.4.2.4.1.3.

Analyser readings:

HC (*)

CO
CO2

(*) in ppm carbon equivalent.

Diluted exhaust

92 ppm

470 ppm

1,6 volume

Dilution air

3,0 ppm

0 ppm

0,03 volume

L 95/118

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Official Journal of the European Union

31.3.2004

1.4.2.4.2.

Calculation

1.4.2.4.2.1.

Dilution factor (DF) (see formula 5):

DF ¼

13,4
CCO2 þ ðCHC þ CCOÞ (cid:2) 10(cid:1)4

DF ¼

13,4
1,6 þ ð92 þ 470Þ (cid:2) 10(cid:1)4

DF ¼ 8,091

1.4.2.4.2.2.

Calculation of the corrected concentration of pollutants in the sampling bag:

HC Mass emissions (see formulas 4 and 1):

Ci ¼ Ce (cid:1) Cd

8
>>:1 (cid:1)

9
>>;

1
DF

CHC ¼ 92 (cid:1) 3 (cid:2)

8
>>:1 (cid:1)

1
8,091

9
>>;

CHC ¼ 89,371 ppm

MHC ¼ CHC (cid:2) Vmix (cid:2) QHC (cid:2)

1
d

(cid:2) 10(cid:1)6

QHC ¼ 0,619

MHC ¼ 89,371 (cid:2) 51,961 (cid:2) 0,619 (cid:2) 10(cid:1)6 (cid:2)

1
d

where:

MHC ¼

2,88
d

g=km

CO2 mass emissions (see formula 1):

MCO ¼ CCO (cid:2) Vmix (cid:2) QCO (cid:2)

1
d

(cid:2) 10(cid:1)6

where:

QCO ¼ 1,25

MCO ¼ 470 (cid:2) 51,961 (cid:2) 1,25 (cid:2) 10(cid:1)6 (cid:2)

1
d

MCO ¼

30,5
d

g=km

(4)

(1)

(1)

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L 95/119

CO2 mass emissions (see formula 1):

and:

Ci ¼ Ce (cid:1) Cd

8
>>:1 (cid:1)

9
>>;

1
DF

CCO2 ¼ 1,6 (cid:1) 0,03 (cid:2)

8
>>:1 (cid:1)

1
8,091

9
>>;

CCO2 ¼ 1,573 volume %

QCO2 ¼ 1,964

MCO2 ¼ CCO2

(cid:2) Vmix (cid:2) QCO2

(cid:2) 10(cid:1)2 (cid:2)

1
d

MCO2 ¼ 1; 573 (cid:2) 51,961 (cid:2) 1,964 (cid:2) 10(cid:1)2 (cid:2)

1
d

MCO2 ¼

1 605,27
d

g=km

(4)

(1)

1.4.2.5.

Special provisions relating to vehicles equipped with compression-ignition engines.

HC measurements for compression-ignition engines.

The average HC concentration used in determining the HC mass emissions from compression-ignition
engines is calculated with the aid of the following formula:

Ce ¼

R t2
t1

CHC (cid:2) dt

t2 (cid:1) t1

(7)

where:

R t2
t1

Ce

CHC (cid:2) dt = integral of the recording of the heated FID on the test duration (t2 - t1)

= HC concentration of the diluted exhaust gas sample as calculated from the integrated

HC trace, in ppm carbon equivalent.

1.5.

1.5.1.

1.5.2.

Calculation of fuel consumptions

The fuel consumptions are calculated from the emissions of hydrocarbons, carbon monoxide and
carbon dioxide in accordance with paragraph 1.4 of this annex.

The fuel consumption, expressed in litres per 100 km (in the case of petrol, LPG or diesel) or in m3
per 100 km (in the case of NG) is calculated by means of the following formulas:

(a) for vehicles with a positive ignition engine fuelled with petrol:

FC ¼ ð0,1154=DÞ (cid:2) ½ð0,866 (cid:2) HCÞ þ ð0,429 (cid:2) COÞ þ ð0,273 (cid:2) CO2Þ(cid:3)

(b) for vehicles with a positive ignition engine fuelled with LPG:

Fcnorm ¼ ð0,1212=0,538Þ (cid:2) ½ð0,825 (cid:2) HCÞ þ ð0,429 (cid:2) COÞ þ ð0,273 (cid:2) CO2Þ(cid:3)

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Official Journal of the European Union

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If the composition of the fuel used for the test differs from the composition that is assumed for the
calculation of the normalised consumption, on the manufacturer's request a correction factor cf may
be applied, as follows:

Fcnorm ¼ ð0,1212=0,538Þ (cid:2)

ðcfÞ

(cid:2) ½ð0,825 (cid:2) HCÞ þ ð0,429 (cid:2) COÞ þ ð0,273 (cid:2) CO2Þ(cid:3)

The correction factor cf, which may be applied, is determined as follows:

cf ¼ 0,825 þ 0,0693 (cid:2) nactual

where:

nactual =

the actual H/C ratio of the fuel used

(c) for vehicles with a positive ignition engine fuelled with NG:

Fcnorm ¼ ð0,1336=0,654Þ (cid:2) ½ð0,749 (cid:2) HCÞ þ ð0,429 (cid:2) COÞ þ ð0,273 (cid:2) CO2Þ(cid:3)

(d) or vehicles with a compression ignition engine:

FC ¼ ð0,1155=DÞ (cid:2) ½ð0,866 (cid:2) HCÞ þ ð0,429 (cid:2) COÞ þ ð0,273 (cid:2) CO2Þ(cid:3)

In these formulas:

FC = the fuel consumption in litre per 100 km (in the case of petrol, LPG or diesel) or in m3 per

100 km (in the case of natural gas)

HC = the measured emission of hydrocarbons in g/km

CO = the measured emission of carbon monoxide in g/km

CO2 = the measured emission of carbon dioxide in g/km

D = the density of the test fuel. In the case of gaseous fuels this is the density at 15 °C.

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Official Journal of the European Union

L 95/121

METHOD OF MEASURING THE ELECTRIC ENERGY CONSUMPTION

ANNEX 6

1.

1.1.

TEST SEQUENCE

Composition

The test sequence is composed of two parts (see figure 1):

(a) an urban cycle made of four elementary urban cycles;

(b) an extra-urban cycle.

In case of a manual gear box with several gears, the operator changes the gear according to the manu-
facturer's specifications.

If the vehicle has several driving modes, which may be selected by the driver, the operator shall select the
one to best match the target curve.

Figure 1

Test sequence — M1 and N1 categories of vehicles

1.2.

Urban cycle

The urban cycle is composed of four elementary cycles of 195 seconds each and lasts 780 seconds in
total.

Description of the elementary urban cycle is given in figure 2 and table 1.

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Official Journal of the European Union

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Figure 2

Elementary urban cycle (195 seconds)

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L 95/123

Table 1

Elementary urban cycle

Operation
No

Operation type

Mode
No

Acceleration
(m/s2)

Speed
(km/h)

Operation
duration
(s)

Mode duration
(s)

Total time
(s)

1

2

3

4

5

6

7

8

9

10

11

12

13

14

15

16

17

18

Stop

Acceleration

Constant speed

Deceleration

Stop

Acceleration

Acceleration

Constant speed

Deceleration

Stop

Acceleration

Acceleration

Acceleration

Constant speed

Deceleration

Constant speed

Deceleration

Stop

1

2

3

4

5

6

7

8

9

10

11

12

13

14

15

0,00

1,04

0,00

– 0,83

0,00

0,69

0,79

0,00

– 0,81

0,00

0,69

0,51

0,46

0,00

0

0-15

15

15-0

0

0-15

15-32

32

32-0

0

0-15

15-35

35-50

50

– 0,52

50-35

0,00

– 0,97

0,00

35

35-0

0

11

4

8

5

21

6

6

24

11

21

6

11

9

12

8

15

10

7

11

4

8

5

21

12

24

11

21

26

12

8

15

10

7

11

15

23

28

49

55

61

85

96

117

123

134

143

155

163

178

188

195

Generalities

in time
(s)

in percentage

60

42

59

34

30,77

21,54

30,26

17,44

Total

195

100,00

Stop

Acceleration

Constant speed

Deceleration

Average speed (km/h)

Working time (s)

Theoretical distance by elementary urban cycle (m)

Theoretical distance for four elementary urban cycles (m)

18,77

195

1 017

4 067

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1.3.

Extra-urban cycle

The description of the extra-urban cycle is given in figure 3 and table 2.

Figure 3

Extra-urban cycle (400 seconds)

Note: The procedure to be adopted when the vehicle failed to meet the speed requirements of this curve
is detailed in item 1.4.

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Table 2

Extra-urban cycle

Operation
No

Operation type

Mode
No

Acceleration
(m/s2)

1

2

3

4

5

6

7

8

9

10

11

12

13

14

15

16

17

18

Stop

Acceleration

Acceleration

Acceleration

Acceleration

Constant speed

Deceleration

Constant speed

Acceleration

Constant speed

Acceleration

Constant speed

Acceleration

Constant speed

Deceleration

Deceleration

Deceleration

Stop

1

2

3

4

5

6

7

8

9

10

11

12

13

Speed
(km/h)

0

0-15

15-35

35-50

50-70

70

0,00

0,69

0,51

0,42

0,40

0,00

– 0,69

70-50

0,00

0,43

0,00

0,24

0,00

0,28

0,00

– 0,69

– 1,04

– 1,39

0,00

50

50-70

70

70-100

100

100-120

120

120-80

80-50

50-0

0

Operation
duration
(s)

Mode duration
(s)

Total time
(s)

20

6

11

10

14

50

8

69

13

50

35

30

20

10

16

8

10

20

20

41

50

8

69

13

50

35

30

20

10

34

20

20

26

37

47

61

111

119

188

201

251

286

316

336

346

362

370

380

400

Generalities

in time
(s)

in percentage

Stop

Acceleration

Constant speed

Deceleration

Average speed (km/h)

Working time (s)

Theoretical distance (m)

40

109

209

42

400

Total

10,00

27,25

52,25

10,50

100,00

62,60

400

6 956

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1.4.

Tolerance

Tolerances are given in figure 4

Figure 4

Speed tolerance

Tolerances on speed (± 2 km/h) and on time (± 1 s) are geometrically combined at each point as
represented in figure 4.

Below 50 km/h, deviations beyond this tolerance are permitted as follows:

(a) at gear changes for a duration less than 5 seconds,

(b) and up to five times per hour at other times, for a duration less than 5 seconds each.

The total time out of tolerance has to be mentioned in the test report.

Over 50 km/h, it is accepted to go beyond tolerances provided the accelerator pedal is fully depressed.

2.

2.1.

TEST METHOD

Principle

The test method described hereafter permits to measure the electric energy consumption expressed in
Wh/km:

2.2.

Parameters, units and accuracy of measurements

Parameter

Time

Distance

Temperature

Speed

Mass

Energy

Units

s

m

°C

km/h

kg

Wh

IEC = International Electrotechnical Commission.

Accuracy

± 0,1 s

± 0,1 %

± 1 °C

± 1 %

± 0,5 %

± 0,2 %

Resolution

0,1 s

1 m

1 °C

0,2 km/h

1 kg

Class 0,2 s according to
IEC 687

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2.3.

2.3.1.

2.3.1.1.

2.3.1.2.

2.3.1.3.

2.3.1.4.

2.3.1.5.

Vehicle

C o n d i t i o n o f

t h e v e h i c l e

The vehicle tyres shall be inflated to the pressure specified by the vehicle manufacturer when the tyres
are at the ambient temperature.

The viscosity of the oils for the mechanical moving parts shall conform to the specification of the vehicle
manufacturer.

The lighting and light-signaling and auxiliary devices shall be off, except those required for testing and
usual day-time operation of the vehicle.

All energy storage systems available for other than traction purposes (electric, hydraulic, pneumatic, etc.)
shall be charged up to their maximum level specified by the manufacturer.

If the batteries are operated above the ambient temperature, the operator shall follow the procedure
recommended by the car manufacturer in order to keep the temperature of the battery in the normal
operating range.

The manufacturer's agent shall be in a position to attest that the thermal management system of the
battery is neither disabled nor reduced.

2.3.1.6.

The vehicle must have undergone at least 300 km during the seven days before the test with those
batteries that are installed in the test vehicle.

2.4.

Operation mode

All the tests are conducted at a temperature of between 20 °C and 30 °C.

The test method includes the four following steps:

(a) Initial charge of the battery;

(b) Application twice of the cycle made of four elementary urban cycles and an extra-urban cycle;

(c) Charging the battery;

(d) Calculation of the electric energy consumption.

Between the steps, if the vehicle shall move, it is pushed to the following test area (without regenerative
recharging).

2.4.1.

I n i t i a l c h a r g e o f

t h e b a t t e r y

Charging the battery consists of the following procedures:

2.4.1.1.

Discharge of the battery

The procedure starts with the discharge of the battery of the vehicle while driving (on the test track, on a
chassis dynamometer, etc.) at a steady speed of 70 % ± 5 % from the maximum thirty minutes speed of
the vehicle.

Stopping the discharge occurs:

(a) when the vehicle is not able to run at 65 % of the maximum thirty minutes speed;

(b) or when an indication to stop the vehicle is given to the driver by the standard on-board instru-

mentation, or

(c) after covering the distance of 100 km.

2.4.1.2.

Application of a normal overnight charge

The battery shall be charged according to the following procedure.

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2.4.1.2.1.

Normal overnight charge procedure

The charge is carried out:

(a) with the on-board charger if fitted,

(b) with an external charger recommended by the manufacturer, the connection being made with the

domestic plug whose pattern has been recommended by the manufacturer,

(c) in an ambient temperature comprised between 20 °C and 30 °C.

The procedure excludes all types of special charges that could be automatically or manually initiated like,
for instance, the equalization charges or the servicing charges.

The car manufacturer shall be in a position to attest that during the test, a special charge procedure has
not occurred.

2.4.1.2.2.

End of charge criteria

The end of charge criteria corresponds to a charging time of 12 hours except if a clear indication is given
to the driver by the standard instrumentation that the battery is not yet fully charged.

In this case,

the maximum time is

3 · claimed battery capacity (Wh)

mains power supply (W)

2.4.1.2.3.

Fully charged battery

Battery having been charged according to overnight charge procedure until the end of charge criteria.

2.4.2.

A p p l i c a t i o n o f

t h e c y c l e a n d m e a s u r e m e n t o f

t h e d i s t a n c e

The end of charging time t0 (plug off) is reported.

The chassis dynamometer shall be set with the method described in appendix 1 to this annex.

Starting within 4 hours from t0, the cycle made of four elementary urban cycles and an extra-urban cycle
is run twice on a chassis dynamometer (test distance: 22 km, test duration: 40 minutes).

At the end, the measure D of the covered distance in km is recorded.

2.4.3.

C h a r g e o f

t h e b a t t e r y

The vehicle shall be connected to the mains within the 30 minutes after the conclusion of the cycle made
of four elementary urban cycles and an extra-urban cycle, carried out twice.

The vehicle is being charged according to normal overnight charge procedure (see paragraph 2.4.1.2
above).

The energy measurement equipment, placed between the mains socket and the vehicle charger, measures
the charge energy E delivered from the mains, as well as its duration.

Charging is stopped after 24 hours from the previous end of charging time (t0).

Note: In case of a mains power cut, the 24 hours period will be extended accordingly to the cut duration.
Validity of the charge will be discussed between the technical services of the approval laboratory and the
vehicle's manufacturer.

2.4.4.

E l e c t r i c e n e r g y c o n s u m p t i o n c a l c u l a t i o n

Energy E in Wh and charging time measurements are recorded in the test report.

The electric energy consumption c is defined by the formula:
c ¼ E

D (expressed in Wh/km and rounded to the nearest whole number)

where D = range (km).

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1.

2.

Determination of the total road load power of a vehicle and calibration of the dynamometer

Appendix 1

INTRODUCTION

The purpose of this appendix is to define the method of measuring the total road load power of a vehicle
with a statistical accuracy of ± 4 % at a constant speed and to reproduce this measured road load power
on a dynamometer with an accuracy of ± 5 %.

CHARACTERISTICS OF THE TRACK

The test road layout shall be level, straight and free of obstacles or wind barriers which adversely affect
the variability of road load measurement.

The test road longitudinal slope shall not exceed ± 2 %. This slope is defined as the ratio of the difference
in elevation between both ends of the test road and its overall length. In addition, the local inclination
between any two points 3 m apart shall not deviate by more than ± 0,5 % from this longitudinal slope.

The maximum cross-sectional camber of the test road shall be 1,5 % or less.

3.

3.1.

ATMOSPHERIC CONDITIONS

Wind

Testing shall be performed at wind speeds averaging less than 3 m/s with peak speeds less than 5 m/s.
In addition, the vector component of the wind speed across the test track must be less than 2 m/s. Wind
velocity shall be measured at 0,7 m above the track surface.

3.2.

Humidity

The track shall be dry.

3.3.

Reference conditions

Barometric pressure: H0 = 100 kPa

Temperature:

T0 = 293 K (20 °C)

Air density:

d0 = 1,189 kg/m3

3.3.1.

A i r d e n s i t y

3.3.1.1.

The air density during the test, calculated as described in paragraph 3.3.1.2 below, shall not differ by
more than 7,5 % from the air density under the reference conditions.

3.3.1.2.

The air density shall be calculated by the formula:

dT ¼ do (cid:2)

HT
HO

(cid:2)

TO
TT

where:

dT = is the air density during the test (kg/m3)

d0 = is the air density at reference conditions (kg/m3)

HT = is the total barometric pressure during the test (kPa)

TT = is absolute temperature during the test (K).

3.3.2.

A m b i e n t c o n d i t i o n s

3.3.2.1.

3.3.2.2.

The ambient temperature shall be between 5 °C (278 K) and 35 °C (308 K) and the barometric pressure
between 91 kPa and 104 kPa. The relative humidity shall be less than 95 %.

However, with the manufacturer's agreement, the tests may be made at lower ambient temperatures
down to 1 °C. In this case the correction factor calculated for 5 °C should be used.

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4.

4.1.

PREPARATION OF THE VEHICLE

Running-in

The vehicle shall be in normal running order and adjustment after having been run in for at least
300 km. The tyres shall be run in at the same time as the vehicle or shall have a tread depth within
90 and 50 % of the initial tread depth.

4.2.

Checks

The following checks shall be made in accordance with the manufacturer's specifications for the use
considered: wheels, wheel rims, tyres (make, type, pressure), front axle geometry, brake adjustment
(elimination of parasitic drag),
lubrication of front and rear axles, adjustment of the suspension and
vehicle ground clearance, etc. Check that during freewheeling, there is no electrical braking.

4.3.

4.3.1.

4.3.2.

Preparation for the test

The vehicle shall be loaded to its test mass including driver and measurement equipments, spread in a
uniform way in the loading areas.

The windows of the vehicle shall be closed. Any covers for air conditioning systems, headlamps, etc. shall
be closed.

4.3.3.

The vehicle shall be clean.

4.3.4.

Immediately before the test, the vehicle shall be brought to the normal running temperature in an
appropriate manner.

5.

SPECIFIED SPEED V

The specified speed is required for determining the running resistance at the reference speed from the
running resistance curve. To determine the running resistance as a function of vehicle speed in the
vicinity of the reference speed Vo, running resistances shall be measured at the specified speed V. At least
four to five points indicating the specified speeds, along with the reference speeds, are desired to be
measured.

Table 1 shows the specified speeds in accordance with the category of the vehicle. The asterisk (*)
indicates the reference speed in the table.

Table 1

Specified speeds
(km/h)

Category
Vmax.

> 130

130-100

100-70

120 (**)

100

80 (*)

90

60

80 (*)

50 (*)

40 (*)

60

40

30

< 70

50 (**)

60

40

30

20

40

20

20

—

20

—

—

—

(**) If it could be reached by the vehicle.

6.

6.1.

ENERGY VARIATION DURING COAST-DOWN

Total road load power determination

6.1.1.

M e a s u r e m e n t e q u i p m e n t a n d a c c u r a c y

The margin of measurement error shall be less than 0,1 second for time and less than ± 0,5 km/h for
speed.

6.1.2.

T e s t p r o c e d u r e

6.1.2.1.

Accelerate the vehicle to a speed of 5 km/h greater than the speed at which test measurement begins.

6.1.2.2.

Put the gearbox to neutral, or disconnect the power supply.

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6.1.2.3.

Measure the time t1 taken by the vehicle to decelerate from: V2 = V + ∆ Vkm/h to V1 = V – ∆ Vkm/h

where:

∆ V £ 5 km/h for nominal speed £ 50 km/h

∆ V £ 10 km/h for nominal speed > 50 km/h

6.1.2.4.

Carry out the same test in the opposite direction, measuring time t2.

6.1.2.5.

Take the average T1 of the two times t1 and t2.

6.1.2.6.

Repeat these tests until the statistical accuracy (p) of the average

is equal to or less than 4 % (p £ 4 %).

The statistical accuracy (p) is defined by:

T ¼

1
n

Xn

i¼1

Ti

p ¼

t (cid:2) s
p (cid:2)
ﬃﬃﬃn

100
T

where:

T = is the coefficient given by the table below;

s = is the standard deviation

s ¼

s

ﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃ
ðTi (cid:1) TÞ2
Xn
n (cid:1) 1

i¼1

n = is the number of tests

n

t
p
t= ﬃﬃﬃn

4

3,2

1,6

5

2,8

6

2,6

7

2,5

8

2,4

9

2,3

10

2,3

1,25

1,06

0,94

0,85

0,77

0,73

6.1.2.7.

Calculation of the running resistance force

The running resistance force F at the specified speed V is calculated as follows:

F ¼ ðMHP þ MrÞ

2 (cid:2) 4V
4T

(cid:2)

1
3,6

Where:

MHP = is the test mass.

Mr

= is the equivalent inertia mass of all the wheels and vehicle portions rotating with the wheels
during coast down on the road. Mr should be measured or calculated by an appropriate manner.

6.1.2.8.

The running resistance determined on the track shall be corrected to the reference ambient conditions as
follows:

Fcorrected = k × Fmeasured

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k ¼

RR
RT

(cid:2) ½1 þ KRðt (cid:1) toÞ(cid:3) þ

RAERO
RT

(cid:2)

d0
dt

where:

RR

= is the rolling resistance at speed V

RAERO = is the aerodynamic drag at speed V

RT

KR

t

t0

dt

d0

= is the total road load = RR + RAERO

= is the temperature correction factor of rolling resistance, taken to be equal to: 3,6 × 10-3/°C

= is the road test ambient temperature in °C

= is the reference ambient temperature = 20 °C

= is the air density at the test conditions

= is the air density at the reference conditions (20 °C, 100 kPa) = 1,189 kg/m3.

The ratios RR/RT and RAERO/RT shall be specified by the vehicle manufacturer on the basis of the data
normally available to the company.

If these values are not available, subject to the agreement of the manufacturer and the technical service
concerned, the figures for the rolling/total resistance ratio given by the following formula may be used:

RR
RT

¼ a (cid:2) MHP þ b

where:

MHP = is the test mass in kg

and for each speed the coefficients a and b are as shown in the following table:

V (km/h)

20

30

40

50

90

120

a

7,24 · 10-5

1,25 · 10-4

1,59 · 10-4

1,86 · 10-4

1,71 · 10-4

1,57 · 10-4

b

0,82

0,67

0,54

0,42

0,21

0,14

6.2.

Setting of the dynamometer

The purpose of this procedure is to simulate on the dynamometer the total road load power at a given
speed.

6.2.1.

M e a s u r e m e n t e q u i p m e n t a n d a c c u r a c y

The measuring equipment shall be similar to that used on the track.

6.2.2.

T e s t p r o c e d u r e

6.2.2.1.

Install the vehicle on the dynamometer.

6.2.2.2.

Adjust the tyre pressure (cold) of the driving wheels as required for the chassis dynamometer.

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6.2.2.3.

Adjust the equivalent inertia mass of the chassis dynamometer, according to table 2.

Test mass
MHP
(kg)

MHP £ 480
480 < MHP £ 540
540 < MHP £ 595
595 < MHP £ 650
650 < MHP £ 710
710 < MHP £ 765
765 < MHP £ 850
850 < MHP £ 965
965 < MHP £ 1 080
1 080 < MHP £ 1 190
1 190 < MHP £ 1 305
1 305 < MHP £ 1 420
1 420 < MHP £ 1 530
1 530 < MHP £ 1 640
1 640 < MHP £ 1 760
1 760 < MHP £ 1 870
1 870 < MHP £ 1 980
1 980 < MHP £ 2 100
2 100 < MHP £ 2 210
2 210 < MHP £ 2 380
2 380 < MHP £ 2 610
2 610 < MHP

Table 2

Equivalent inertia
I
(kg)

455

510

570

625

680

740

800

910

1 020

1 130

1 250

1 360

1 470

1 590

1 700

1 810

1 930

2 040

2 150

2 270

2 270

2 270

6.2.2.4.

6.2.2.5.

6.2.2.6.

Bring the vehicle and the chassis dynamometer to the stabilized operating temperature,
approximate the road conditions.

in order to

Carry out the operations specified in paragraph 6.1.2 with the exception of paragraphs 6.1.2.4 and
6.1.2.5, replacing MHP by I and Mr by Mrm in the formula given in paragraph 6.1.2.7.

Adjust the brake to reproduce the corrected running resistance half payload (paragraph 6.1.2.8) and to
take into account the difference between the vehicle mass on the track and the equivalent inertia test
mass (I) to be used. This may be done by calculating the mean corrected road coast down time from V2
to V1 and reproducing the same time on the dynamometer by the following relationship:

Tcorrected ¼ ðI þ MrmÞ (cid:2)

2 (cid:2) 4V
Fcorrected

(cid:2)

1
3,6

where:

I

= is the flywheel equivalent inertia mass of chassis dynamometer.

Mrm = is the equivalent inertia mass of the powered wheels and vehicle portions rotating with the wheels

during coast down. Mrm shall be measured or calculated by an appropriate manner.

6.2.2.7.

The power Pa to be absorbed by the bench should be determined in order to enable the same total road
load power to be reproduced for the same vehicle on different days or on different chassis dynamometers
of the same type.

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METHOD OF MEASURING THE RANGE OF VEHICLES POWERED BY AN ELECTRIC POWER TRAIN

ANNEX 7

1.

2.

3.

3.1.

3.1.1.

3.1.2.

3.1.3.

3.1.4.

3.1.5.

MEASUREMENT OF THE RANGE

The test method described hereafter permits to measure the range of vehicles powered by an electric
power train, expressed in km.

PARAMETERS, UNITS AND ACCURACY OF MEASUREMENTS

Parameters, units and accuracy of measurements shall be as follows:

Unit

s

m

°C

km/h

kg

Accuracy

± 0,1 s

± 1 %

± 1 °C

± 1 %

± 0,5 %

Resolution

0,1 s

1 m

1 °C

0,2 km/h

1 kg

Parameter

Time

Distance

Temperature

Speed

Mass

TEST CONDITIONS

Condition of the vehicle

The vehicle tyres shall be inflated to the pressure specified by the vehicle manufacturer when the tyres
are at the ambient temperature.

The viscosity of the oils for the mechanical moving parts shall conform to the specifications of the
vehicle manufacturer.

The lighting and light-signalling and auxiliary devices shall be off, except those required for testing and
usual daytime operation of the vehicle.

All energy storage systems available for other than traction purposes (electric, hydraulic, pneumatic, etc.)
shall be charged up to their maximum level specified by the manufacturer.

If the batteries are operated above the ambient temperature, the operator shall follow the procedure
recommended by the vehicle manufacturer in order to keep the temperature of the battery in the normal
operating range.

The manufacturer's agent shall be in a position to attest that the thermal management system of the
battery is neither disabled nor reduced.

3.1.6.

The vehicle must have undergone at least 300 km during the seven days before the test with those
batteries that are installed in the test vehicle.

3.2.

Climatic conditions

For testing performed outdoors, the ambient temperature shall be between 5 °C and 32 °C.

The indoors testing shall be performed at a temperature between 20 °C and 30 °C.

4.

OPERATION MODES

The test method includes the following steps:

(a) Initial charge of the battery.

(b) Application of the cycle and measurement of the range.

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Between the steps, if the vehicle shall move, it is pushed to the following test area (without regenerative
recharging).

4.1.

Initial charge of the battery

Charging the battery consists of the following procedures:

Note: ‘Initial charge of the battery’ applies to the first charge of the battery, at the reception of the vehicle.
In case of several combined tests or measurements, carried out consecutively, the first charge carried out
shall be an ‘initial charge of the battery’ and the following may be done in accordance with the ‘normal
overnight charge’ procedure.

4.1.1.

D i s c h a r g e o f

t h e b a t t e r y

The procedure starts with the discharge of the battery of the vehicle while driving (on the test track, on a
chassis dynamometer, etc.) at a steady speed of 70 % ± 5 % from the maximum thirty minutes speed of
the vehicle.

Stopping the discharge occurs:

(a) when the vehicle is not able to run at 65 % of the maximum thirty minutes speed;

(b) or when an indication to stop the vehicle is given to the driver by the standard on-board instru-

mentation, or;

(c) after covering the distance of 100 km.

4.1.2.

A p p l i c a t i o n o f a n o r m a l o v e r n i g h t c h a r g e

The battery shall be charged according to normal overnight charge procedure for a period not exceeding
12 hours (see paragraph 2.4.1.2.1 of annex 6).

4.2.

Application of the cycle and measurement of the range

The test sequence as defined in paragraph 1.1 of annex 6 is applied on a chassis dynamometer adjusted
as described in appendix 1 of annex 6, until the end of the test criteria is reached.

The end of the test criteria is when the vehicle is not able to meet the target curve up to 50 km/h, or
when an indication from the standard on-board instrumentation is given to the driver to stop the vehicle.

Then the vehicle shall be slowed down to 5 km/h by releasing the accelerator pedal, without touching
the brake pedal and then stopped by braking.

At a speed over 50 km/h, when the vehicle does not reach the required acceleration or speed of the test
cycle, the accelerator pedal shall remain fully depressed until the reference curve has been reached again.

To respect human needs, up to three interruptions are permitted between test sequences, of no more
than 15 minutes in total.

At the end, the measure D of the covered distance in km is the range of the electric vehicle. It shall be
expressed to the nearest whole number.

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EMISSIONS TEST PROCEDURE FOR A VEHICLE EQUIPPED WITH A PERIODICALLY REGENERATING
SYSTEM

ANNEX 8

1.

1.1.

2.

2.1.

INTRODUCTION

This annex defines the specific provisions regarding type-approval of a vehicle equipped with a period-
ically regenerating system as defined in paragraph 2.11 of this Regulation.

SCOPE AND EXTENTION OF THE TYPE APPROVAL

Vehicle family groups equipped with periodically regenerating system

The procedure applies to vehicles equipped with a periodically regenerating system as defined in
paragraph 2.11 of this Regulation. For the purpose of this annex vehicle family groups may be estab-
lished. Accordingly, those vehicle types with regenerative systems, whose parameters described below are
identical, or within the stated tolerances, shall be considered to belong to the same family with respect to
measurements specific to the defined periodically regenerating systems.

2.1.1.

Identical parameters are:

Engine:

(a) number of cylinders,

(b) engine capacity (± 15 per cent),

(c) number of valves,

(d) fuel system,

(e) combustion process (2 stroke, 4 stroke, rotary).

Periodically regenerating system (i.e. catalyst, particulate trap):

(a) Construction (i.e. type of enclosure, type of precious metal, type of substrate, cell density),

(b) Type and working principle,

(c) Dosage and additive system,

(d) Volume (± 10 per cent)

(e) Location (temperature ± 50 °C at 120 km/h or 5 per cent difference of maximum temperature/

pressure).

2.2.

Vehicle types of different reference masses

The Ki factor developed by the procedures in this annex for type approval of a vehicle type with a
periodically regenerating system as defined in paragraph 2.11 of this Regulation, may be extended to
other vehicles in the family group with a reference mass within the next two higher equivalent inertia
classes or any lower equivalent inertia.

2.3.

Instead of carrying out the test procedures defined in the following section, a fixed Ki value of 1,05 may
be used, if the technical service sees no reason that this value could be exceeded.

3.

TEST PROCEDURE

The vehicle may be equipped with a switch capable of preventing or permitting the regeneration process
provided that this operation has no effect on original engine calibration. This switch shall be permitted
only for the purpose of preventing regeneration during loading of the regeneration system and during the
pre-conditioning cycles. However, it shall not be used during the measurement of emissions during the
regeneration phase; rather the emission test shall be carried out with the unchanged Original Equipment
Manufacturer's (OEM) control unit.

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3.1.

3.1.1.

3.1.2.

3.1.3.

3.2.

3.2.1.

Measurement of carbon dioxide emission and fuel consumption between two cycles where regenerative phases occur

Average of carbon dioxide emission and fuel consumption between regeneration phases and during
loading of the regenerative device shall be determined from the arithmetic mean of several approximately
equidistant (if more than 2) Type I operating cycles or equivalent engine test bench cycles. As an
alternative, the manufacturer may provide data to show that the carbon dioxide emission and fuel
consumption remain constant ± 4 per cent between regeneration phases.
the carbon
dioxide emission and fuel consumption measured during the regular Type I test may be used. In any
other case emissions measurement for at least two Type I operating cycles or equivalent engine test
bench cycles must be completed: one immediately after regeneration (before new loading) and one as
close as possible prior to a regeneration phase. All emissions measurements and calculations shall be
carried out according to annex 5, paragraphs 1.4.3 and 1.5.

In this case,

The loading process and Ki determination shall be made during the Type I operating cycle, on a chassis
dynamometer or on an engine test bench using an equivalent test cycle. These cycles may be run
continuously (i.e. without the need to switch the engine off between cycles). After any number of
completed cycles, the vehicle may be removed from the chassis dynamometer, and the test continued
at a later time.

The number of cycles (D) between two cycles where regeneration phases occur, the number of cycles
over which emissions measurements are made (n), and each emissions measurement (M'sij) shall be
reported in annex 1,
items 1.2.11.2.1.10.1 or 1.2.11.2.1.10.4 to 1.2.11.2.5.4.1 to 1.2.11.2.5.4.4 as
applicable.

Measurement of carbon dioxide emission and fuel consumption during regeneration

Preparation of the vehicle,
if required, for the emissions test during a regeneration phase, may be
completed using the preparation cycles in paragraph 5.3 of annex 4 of Regulation No 83 or equivalent
engine test bench cycles, depending on the loading procedure chosen in paragraph 3.1.2 above.

3.2.2.

The test and vehicle conditions for the test described in annex 5 apply before the first valid emission test
is carried out.

3.2.3.

Regeneration must not occur during the preparation of the vehicle. This may be ensured by one of the
following methods:

3.2.3.1.

A ‘dummy’ regenerating system or partial system may be fitted for the pre-conditioning cycles.

3.2.3.2.

Any other method agreed between the manufacturer and the type approval authority.

3.2.4.

3.2.5.

3.2.6.

A cold-start exhaust emission test including a regeneration process shall be performed according to the
Type I operating cycle, or equivalent engine test bench cycle. If the emissions tests between two cycles
where regeneration phases occur are carried out on an engine test bench, the emissions test including a
regeneration phase shall also be carried out on an engine test bench.

If the regeneration process requires more than one operating cycle, subsequent test cycle(s) shall be
driven immediately, without switching the engine off, until complete regeneration has been achieved
(each cycle shall be completed). The time necessary to set up a new test should be as short as possible
(e.g. particular matter filter change). The engine must be switched off during this period.

The carbon dioxide emission and fuel consumption values during regeneration (Mri) shall be calculated
according to annex 5, paragraph 1.4.3 and 1.5. The number of operating cycles (d) measured for
complete regeneration shall be recorded.

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3.3.

Calculation of the combined carbon dioxide emission and fuel consumption

Xn

j¼1

M0

sij

n

Msi ¼

n ‡ 2;

Mri ¼

(cid:2)

Mpi ¼

Msi (cid:2) DþMri (cid:2) d
Dþd

(cid:3)

Xd

j¼1

M0

rij

d

where for each carbon dioxide emission and fuel consumption considered:

M'sij = mass emissions of CO2 in g/km and fuel consumption in l/100 km over one part (i) of the

operating cycle (or equivalent engine test bench cycle) without regeneration

M'rij = mass emissions of CO2 in g/km and fuel consumption in l/100 km over one part (i) of the
operating cycle (or equivalent engine test bench cycle) during regeneration (when n > 1, the first
Type I test is run cold, and subsequent cycles are hot)

Msi = mean mass emissions of CO2 in g/km and fuel consumption in l/100 km over one part (i) of the

operating cycle without regeneration

Mri = mean mass emissions of CO2 in g/km and fuel consumption in l/100 km over one part (i) of the

operating cycle during regeneration

Mpi = mean mass emission of CO2 in g/km and fuel consumption in l/100 km

N

= number of test points at which emissions measurements (Type I operating cycles or equivalent
engine test bench cycles) are made between two cycles where regenerative phases occur, ‡ 2

d

= number of operating cycles required for regeneration

D

= number of operating cycles between two cycles where regenerative phases occur

For exemplary illustration of measurement parameters see figure 1.

Figure 1

Parameters measured during carbon dioxide emission and fuel consumption test during and between
cycles where regeneration occurs (schematic example, the emissions during ‘D’ may increase or decrease)

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3.4.

Calculation of the regeneration factor K for each carbon dioxide emission and fuel consumption (i) considered

Ki ¼ Mpi=Msi

Msi, Mpi and Ki results shall be recorded in the test report delivered by the technical service.

Ki may be determined following the completion of a single sequence.