Source: EURLEX
Language: en
Format: md

7.7.2017 EN Official Journal of the European Union L 175/1

## II

_(Non-legislative acts)_

# REGULATIONS

**COMMISSION REGULATION (EU) 2017/1151**

**of 1 June 2017**

**supplementing Regulation (EC) No 715/2007 of the European Parliament and of the Council on**
**type-approval of motor vehicles with respect to emissions from light passenger and commercial**
**vehicles (Euro 5 and Euro 6) and on access to vehicle repair and maintenance information,**
**amending Directive 2007/46/EC of the European Parliament and of the Council, Commission**
**Regulation (EC) No 692/2008 and Commission Regulation (EU) No 1230/2012 and repealing**
**Commission Regulation (EC) No 692/2008**

**(Text with EEA relevance)**

THE EUROPEAN COMMISSION,

Having regard to the Treaty on the Functioning of the European Union,

Having regard to Regulation (EC) No 715/2007 of the European Parliament and of the Council of 20 June 2007 on typeapproval of motor vehicles with respect to emissions from light passenger and commercial vehicles (Euro 5 and Euro 6)
and on access to vehicle repair and maintenance information ( [1] ), and in particular Articles 8 and 14(3) thereof,

Having regard to Directive 2007/46/EC of the European Parliament and of the Council of 5 September 2007 establishing
a framework for the approval of motor vehicles and their trailers, and of systems, components and separate technical
units intended for such vehicles (Framework Directive) ( [2] ), and in particular Article 39(2) thereof.

Whereas:

(1) Commission Regulation (EC) No 692/2008 implementing and amending Regulation (EC) No 715/2007 ( [3] )
provides for light-duty vehicles to be tested in accordance with the New European Driving Cycle (NEDC).

(2) Based on the continuous review of the relevant procedures, test cycles and test results provided for in Article 14(3)
of Regulation (EC) No 715/2007, it is evident that the information about fuel consumption and CO 2 emissions
provided by testing vehicles in accordance with the NEDC is no longer adequate and no longer reflects real world
emissions.

(3) Against that background, it is appropriate to provide for a new regulatory test procedure by implementing the
Worldwide harmonised Light-duty vehicles Test Procedures (WLTP) into Union legislation.

(4) The WLTP was developed at the level of the United Nations Economic Commission for Europe (UNECE) and was
adopted as Global Technical Regulation (GTR) No 15 by the World Forum for Harmonization of Vehicle Regu­
lations (WP.29) in March 2014.

( [1] ) OJ L 171, 29.6.2007, p. 1.
( [2] ) OJ L 263, 9.10.2007, p. 1.
( [3] ) Commission Regulation (EC) No 692/2008 of 18 July 2008 implementing and amending Regulation (EC) No 715/2007 of the
European Parliament and of the Council on type-approval of motor vehicles with respect to emissions from light passenger and
commercial vehicles (Euro 5 and Euro 6) and on access to vehicle repair and maintenance information (OJ L 199, 28.7.2008, p. 1).

L 175/2 EN Official Journal of the European Union 7.7.2017

(5) In addition to more realistic information about fuel consumption and CO 2 emissions for consumer and regulatory
purposes, the WLTP also creates a global framework for vehicle testing, leading to a closer international harmon­
isation of test requirements.

(6) The WLTP provides a full description of a vehicle test cycle for CO 2 and regulated pollutant emissions under
standardised ambient conditions. In order to adapt it to the EU type-approval system, it is necessary to
complement it by further improving the transparency requirements for technical parameters that will allow
independent parties to reproduce the type approval test results and by reducing testing flexibilities.

(7) This proposal also specifies a revised procedure for the conformity of production (CoP) assessment of vehicles.
Since under the new provisions the CoP evolution coefficient as described in point 4.2.4.1 of Annex I is likely to
be determined more often by specific testing of the manufacturer instead of using a default value, the respective
test procedure will need to be revised in due course.

(8) While the WLTP specifies a new test cycle and procedure for measuring emissions, other obligations, such as those
linked to durability of pollution control devices, in-service conformity or consumer information on CO 2 emissions
and fuel consumption, remain essentially the same as those laid down in Regulation (EC) No 692/2008.

(9) In order to allow approval authorities and manufacturers to put in place the necessary procedures to comply with
the requirements of this Regulation, as well as to follow as much as possible the established calendar for the
application of emissions requirements, it should apply to new type-approvals from 1 September 2017 in the case
of categories M1, M2 and category N1 class I vehicles and from 1 September 2018 in the case of N1 vehicles of
class II and III and category N2 vehicles, and to new vehicles from 1 September 2018 in the case of categories M1,
M2 and category N1 class I vehicles, and from 1 September 2019 in the case of N1 vehicles of class II and III and
category N2 vehicles.

(10) As the purpose of this Regulation is the introduction of the WLTP into European legislation, the timetable and the
transitional provisions for introducing the real driving emissions test procedure remain unchanged with respect to
those lined out previously in Commission Regulations (EU) 2016/427 ( [1] ) and (EU) 2016/646 ( [2] ).

(11) The measures provided for in this Regulation are in accordance with the opinion of the Technical Committee –
Motor Vehicles,

HAS ADOPTED THIS REGULATION:

_Article 1_

**Subject matter**

This Regulation lays down measures for the implementation of Regulation (EC) No 715/2007.

_Article 2_

**Definitions**

For the purposes of this Regulation, the following definitions shall apply:

(1) ‘vehicle type with regard to emissions and vehicle repair and maintenance information’ means a group of vehicles
which:

(a) do not differ with respect to the criteria constituting an " interpolation family " as defined in point 5.6 of
Annex XXI;

( [1] ) Commission Regulation (EU) 2016/427 of 10 March 2016 amending Regulation (EC) No 692/2008 as regards emissions from light
passenger and commercial vehicles (Euro 6) (OJ L 82, 31.3.2016, p. 1).
( [2] ) Commission Regulation (EU) 2016/646 of 20 April 2016 amending Regulation (EC) No 692/2008 as regards emissions from light
passenger and commercial vehicles (Euro 6) (OJ L 109, 26.4.2016, p. 1).

7.7.2017 EN Official Journal of the European Union L 175/3

(b) fall in a single " CO 2 interpolation range " as defined in point 1.2.3.2 of sub-Annex 6 to Annex XXI;

(c) do not differ with respect to any characteristics that have a non-negligible influence on tailpipe emissions, such
as, but not limited to, the following:

— types and sequence of pollution control devices (e.g. three-way catalyst, oxidation catalyst, lean NO x trap,
SCR, lean NO x catalyst, particulate trap or combinations thereof in a single unit);

— exhaust gas recirculation (with or without, internal/external, cooled/non-cooled, low/high pressure).

(2) ‘EC type-approval of a vehicle with regard to emissions and vehicle repair and maintenance information’ means an
EC type-approval of the vehicles contained in a ‘vehicle type with regard to emissions and vehicle repair and
maintenance information’ with regard to their tailpipe emissions, crankcase emissions, evaporative emissions, fuel
consumption and access to vehicle OBD and vehicle repair and maintenance information;

(3) ‘odometer’ means that part of the odometer equipment which indicates to the driver the total distance recorded by
the vehicle since its entry into service;

(4) ‘starting aid’ means glow plugs, modifications to the injection timing and other devices which assist the engine to
start without enrichment of the air/fuel mixture of the engine;

(5) ‘engine capacity’ means either of the following:

(a) for reciprocating piston engines, the nominal engine swept volume;

(b) for rotary piston (Wankel) engines, double the nominal engine swept volume;

(6) ‘periodically regenerating system’ means an exhaust emissions control device (e.g. catalytic converter, particulate trap)
that requires a periodical regeneration process in less than 4 000 km of normal vehicle operation;

(7) ‘original replacement pollution control device’ means a pollution control device or an assembly of pollution control
devices whose types are indicated in Appendix 4 to Annex I to this Regulation but are offered on the market as
separate technical units by the holder of the vehicle type-approval;

(8) ‘type of pollution control device’ means catalytic converters and particulate filters which do not differ in any of the
following essential aspects:

(a) number of substrates, structure and material;

(b) type of activity of each substrate;

(c) volume, ratio of frontal area and substrate length;

(d) catalyst material content;

(e) catalyst material ratio;

(f) cell density;

(g) dimensions and shape;

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(h) thermal protection;

(9) ‘mono fuel vehicle’ means a vehicle that is designed to run primarily on one type of fuel;

(10) ‘mono fuel gas vehicle’ means a mono fuel vehicle that primarily runs on LPG, NG/biomethane, or hydrogen but
may also have a petrol system for emergency purposes or starting only, where the petrol tank does not contain
more than 15 litres of petrol;

(11) ‘bi fuel vehicle’ means a vehicle with two separate fuel storage systems that can run part-time on two different fuels
and is designed to run on only one fuel at a time;

(12) ‘bi fuel gas vehicle’ means a bi fuel vehicle that can run on petrol and also on either LPG, NG/biomethane or
hydrogen;

(13) ‘flex fuel vehicle’ means a vehicle with one fuel storage system that can run on different mixtures of two or more
fuels;

(14) ‘flex fuel ethanol vehicle’ means a flex fuel vehicle that can run on petrol or a mixture of petrol and ethanol up to
an 85 per cent ethanol blend (E85);

(15) ‘flex fuel biodiesel vehicle’ means a flex fuel vehicle that can run on mineral diesel or a mixture of mineral diesel and
biodiesel;

(16) ‘hybrid electric vehicle’ (HEV) means a hybrid vehicle where one of the propulsion energy converters is an electric
machine;

(17) ‘properly maintained and used’ means, for the purpose of a test vehicle, that such a vehicle satisfies the criteria for
acceptance of a selected vehicle laid down in section 2 of Appendix 3 to UN/ECE Regulation No 83 ( [1] );

(18) ‘emission control system’ means, in the context of the OBD system, the electronic engine management controller
and any emission-related component in the exhaust or evaporative system which supplies an input to or receives an
output from this controller;

(19) ‘malfunction indicator’ (MI) means a visible or audible indicator that clearly informs the driver of the vehicle in the
event of a malfunction of any emission-related component connected to the OBD system, or of the OBD system
itself;

(20) ‘malfunction’ means the failure of an emission-related component or system that would result in emissions
exceeding the limits in section 2.3 of Annex XI or if the OBD system is unable to fulfil the basic monitoring
requirements set out in Annex XI;

(21) ‘secondary air’ means the air introduced into the exhaust system by means of a pump or aspirator valve or other
means that is intended to aid in the oxidation of HC and CO contained in the exhaust gas stream;

(22) ‘driving cycle’, means, in respect of vehicle OBD systems, the engine start-up, driving mode where a malfunction
would be detected if present, and engine shut-off;

(23) ‘access to information’ means the availability of all vehicle OBD and vehicle repair and maintenance information,
required for the inspection, diagnosis, servicing or repair of the vehicle.

( [1] ) Regulation No 83 of the Economic Commission for Europe of the United Nations (UNECE) — Uniform provisions concerning the
approval of vehicles with regard to the emission of pollutants according to engine fuel requirements [2015/1038] (OJ L 172,
3.7.2015, p. 1).

7.7.2017 EN Official Journal of the European Union L 175/5

(24) ‘deficiency’ means, in the context of the OBD system, that up to two separate components or systems which are
monitored contain temporary or permanent operating characteristics that impair the otherwise efficient OBD
monitoring of those components or systems or do not meet all of the other detailed requirements for OBD;

(25) ‘deteriorated replacement pollution control device’ means a pollution control device as defined in Article 3(11) of
Regulation (EC) No 715/2007 that has been aged or artificially deteriorated to such an extent that it fulfils the
requirements laid out in section 1 to Appendix 1 to Annex XI of UN/ECE Regulation No 83;

(26) ‘vehicle OBD information’ means information relating to an on-board diagnostic system for any electronic system
on the vehicle

(27) ‘reagent’ means any product other than fuel that is stored on-board the vehicle and is provided to the exhaust aftertreatment system upon request of the emission control system;

(28) ‘mass in running order’ means the mass of the vehicle, with its fuel tank(s) filled to at least 90 per cent of its or their
capacity/capacities, including the mass of the driver, fuel and liquids, fitted with the standard equipment in
accordance with the manufacturer's specifications and, when they are fitted, the mass of the bodywork, the
cabin, the coupling and the spare wheel(s) as well as the tools;

(29) ‘engine misfire’ means lack of combustion in the cylinder of a positive ignition engine due to absence of spark, poor
fuel metering, poor compression or any other cause;

(30) ‘cold start system or device’ means a system which temporarily enriches the air/fuel mixture of the engine thus
assisting the engine to start;

(31) ‘power take-off operation or unit’ means an engine-driven output provision for the purposes of powering auxiliary,
vehicle mounted, equipment;

(32) ‘small volume manufacturers’ means vehicle manufacturers whose worldwide annual production is less than 10 000
units;

(33) ‘Electric power train’ means a system consisting of one or more electric energy storage devices, 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;

(34) ‘Pure electric vehicle’ (PEV) means a vehicle equipped with a powertrain containing exclusively electric machines as
propulsion energy converters and exclusively rechargeable electric energy storage systems as propulsion energy
storage systems.

(35) ‘Fuel cell’ means an energy converter transforming chemical energy (input) into electrical energy (output) or vice

versa.

(36) ‘Fuel cell vehicle’ (FCV) means a vehicle equipped with a powertrain containing exclusively fuel cell(s) and electric
machine(s) as propulsion energy converter(s).

(37) ‘net power’ means the power obtained on a test bench at the end of the crankshaft or its equivalent at the
corresponding engine or motor speed with the auxiliaries, tested in accordance with Annex XX (Measurements
of net power and the maximum 30 minutes power of electric drive train), and determined under reference
atmospheric conditions;

(38) ‘rated engine power (P rated )’ means maximum engine power in kW as per the requirements of Annex XX to this
Regulation;

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(39) ‘maximum 30 minutes power’ means the maximum net power of an electric drive train at DC voltage as set out in
paragraph 5.3.2. of UN/ECE Regulation No 85 ( [1] );

(40) ‘cold start’ means, in the context of the in use performance ratio of OBD monitors, an engine coolant temperature
or equivalent temperature at engine start less than or equal to 35 °C and less than or equal to 7 °C higher than
ambient temperature, if available;

(41) ‘Real driving emissions (RDE)’ means the emissions of a vehicle under its normal conditions of use;

(42) ‘Portable emissions measurement system’ (PEMS) means a portable emissions measurement system meeting the
requirements specified in Appendix 1 to Annex IIIA;

(43) ‘Base Emission Strategy’, (‘BES’) means an emission strategy that is active throughout the speed and load operating
range of the vehicle unless an Auxiliary Emission Strategy is activated;

(44) ‘Auxiliary Emission Strategy’, (‘AES’) means an emission strategy that becomes active and replaces or modifies a BES
for a specific purpose and in response to a specific set of ambient or operating conditions and only remains
operational as long as those conditions exist.

(45) ‘Fuel Storage System’ means devices which allow storing the fuel, comprising of the fuel tank, the fuel filler, the filler
cap and the fuel pump;

(46) ‘Permeability Factor (PF)’ means the hydrocarbon emissions as reflected in the permeability of the fuel storage
system;

(47) ‘Monolayer tank’ means a fuel tank constructed with a single layer of material;

(48) ‘Multilayer tank’ means a fuel tank constructed with at least two different layered materials, one of which is
impermeable to hydrocarbons, including ethanol;

_Article 3_

**Requirements for type-approval**

1. In order to receive an EC type-approval with regard to emissions and vehicle repair and maintenance information,
the manufacturer shall demonstrate that the vehicles comply with the requirements of this Regulation when tested in
accordance with the test procedures specified in Annexes IIIA to VIII, XI, XIV, XVI, XX and XXI. The manufacturer shall
also ensure that the reference fuels comply with the specifications set out in Annex IX.

2. Vehicles shall be subject to the tests specified in Figure I.2.4 of Annex I.

3. As an alternative to the requirements contained in Annexes II, V to VIII, XI, XVI and XXI, small volume manu­
facturers may request the granting of EC type-approval to a vehicle type which was approved by an authority of a third
country on the basis of the legislative acts listed in section 2.1 of Annex I.

The emissions tests for roadworthiness purposes set out in Annex IV, tests for fuel consumption and CO 2 emissions set
out in Annex XXI and the requirements for access to vehicle OBD and vehicle repair and maintenance information set
out in Annex XIV shall be required to obtain EC type-approval with regard to emissions and vehicle repair and main­
tenance information under this paragraph.

The approval authority shall inform the Commission of the circumstances of each type approval granted under this
paragraph.

( [1] ) Regulation No 85 of the Economic Commission for Europe of the United Nations (UN/ECE) — Uniform provisions concerning the
approval of internal combustion engines or electric drive trains intended for the propulsion of motor vehicles of categories M and N
with regard to the measurement of net power and the maximum 30 minutes power of electric drive trains (OJ L 323, 7.11.2014,
p. 52).

7.7.2017 EN Official Journal of the European Union L 175/7

4. Specific requirements for inlets to fuel tanks and electronic system security are laid down in Section 2.2 and 2.3 of
Annex I.

5. The manufacturer shall take technical measures so as to ensure that the tailpipe and evaporative emissions are
effectively limited, in accordance with this Regulation, throughout the normal life of the vehicle and under normal
conditions of use.

These measures shall include ensuring that the security of hoses, joints and connections, used within the emission control
systems, are constructed so as to conform with the original design intent.

6. The manufacturer shall ensure that the emissions test results comply with the applicable limit value under the
specified test conditions of this Regulation.

7. For the Type 1 test set out in Annex XXI, vehicles that are fuelled with LPG or NG/biomethane shall be tested in the
Type 1 test for variation in the composition of LPG or NG/biomethane, as set out in Annex XII. Vehicles that can be
fuelled either with petrol or LPG or NG/biomethane shall be tested on both the fuels, tests on LPG or NG/biomethane
being performed for variation in the composition of LPG or NG/biomethane, as set out in Annex XII.

Notwithstanding the requirement of the previous sub-paragraph, vehicles that can be fuelled with either petrol or a
gaseous fuel, but where the petrol system is fitted for emergency purposes or starting only and which the petrol tank
cannot contain more than 15 litres of petrol will be regarded for the Type 1 test as vehicles that can only run on a
gaseous fuel.

8. For the Type 2 test set out in Appendix 1 to Annex IV, at normal engine idling speed, the maximum permissible
carbon monoxide content in the exhaust gases shall be that stated by the vehicle manufacturer. However, the maximum
carbon monoxide content shall not exceed 0,3 % vol.

At high engine idling speed, the carbon monoxide content by volume of the exhaust gases shall not exceed 0,2 %, with
the engine speed being at least 2 000 min [–1] and Lambda being 1 ± 0,03 or in accordance with the specifications of the
manufacturer.

9. The manufacturer shall ensure that for the Type 3 test set out in Annex V, the engine's ventilation system does not
permit the emission of any crankcase gases into the atmosphere.

10. The Type 6 test measuring emissions at low temperatures set out in Annex VIII shall not apply to diesel vehicles.

However, when applying for type-approval, manufacturers shall present to the approval authority with information
showing that the NO x after-treatment device reaches a sufficiently high temperature for efficient operation within 400
seconds after a cold start at – 7 °C as described in the Type 6 test.

In addition, the manufacturer shall provide the approval authority with information on the operating strategy of the
exhaust gas recirculation system (EGR), including its functioning at low temperatures.

This information shall also include a description of any effects on emissions.

The approval authority shall not grant type-approval if the information provided is insufficient to demonstrate that the
after-treatment device actually reaches a sufficiently high temperature for efficient operation within the designated period
of time.

At the request of the Commission, the approval authority shall provide information on the performance of NO x aftertreatment devices and EGR system at low temperatures.

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11. The manufacturer shall ensure that, throughout the normal life of a vehicle which is type approved in accordance
with Regulation (EC) No 715/2007, its emissions as determined in accordance with the requirements set out in Annex
IIIA and emitted at an RDE test performed in accordance with that Annex, shall not exceed the values set out therein.

Type approval in accordance with Regulation (EC) No 715/2007 may only be issued if the vehicle is part of a validated
PEMS test family according to Appendix 7 of Annex IIIA.

_Article 4_

**Requirements for type-approval regarding the OBD system**

1. The manufacturer shall ensure that all vehicles are equipped with an OBD system.

2. The OBD system shall be designed, constructed and installed on a vehicle so as to enable it to identify types of
deterioration or malfunction over the entire life of the vehicle.

3. The OBD system shall comply with the requirements of this Regulation during normal conditions of use.

4. When tested with a defective component in accordance with Appendix 1 of Annex XI, the OBD system malfunction
indicator shall be activated.

The OBD system malfunction indicator may also activate during this test at levels of emissions below the OBD thresholds
limits specified in section 2.3 of Annex XI.

5. The manufacturer shall ensure that the OBD system complies with the requirements for in-use performance set out
in section 3 of Appendix 1 to Annex XI of this Regulation under all reasonably foreseeable driving conditions.

6. In-use performance related data to be stored and reported by a vehicle's OBD system according to the provisions of
Section 7.6 of Appendix 1 to Annex XI of UN/ECE Regulation No 83 shall be made readily available by the manufacturer
to national authorities and independent operators without any encryption.

_Article 5_

**Application for EC type-approval of a vehicle with regard to emissions and access to vehicle repair and**
**maintenance information**

1. The manufacturer shall submit to the approval authority an application for EC type-approval of a vehicle with
regard to emissions and access to vehicle repair and maintenance information.

2. The application referred to in paragraph 1 shall be drawn up in accordance with the model of the information
document set out in Appendix 3 to Annex I.

3. In addition, the manufacturer shall submit the following information:

(a) in the case of vehicles equipped with positive-ignition engines, a declaration by the manufacturer of the minimum
percentage of misfires out of a total number of firing events that either would result in emissions exceeding the limits
given in section 2.3 of Annex XI if that percentage of misfire had been present from the start of a type 1 test as
chosen for the demonstration according to Annex XI to this Regulation or could lead to an exhaust catalyst, or
catalysts, overheating prior to causing irreversible damage;

(b) detailed written information fully describing the functional operation characteristics of the OBD system, including a
listing of all relevant parts of the emission control system of the vehicle that are monitored by the OBD system;

(c) a description of the malfunction indicator used by the OBD system to signal the presence of a fault to a driver of the
vehicle;

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(d) a declaration by the manufacturer that the OBD system complies with the provisions of section 3 of Appendix 1 to
Annex XI relating to in-use performance under all reasonably foreseeable driving conditions;

(e) a plan describing the detailed technical criteria and justification for incrementing the numerator and denominator of
each monitor that must fulfil the requirements of paragraphs 7.2 and 7.3. of Appendix 1 to Annex XI of UN/ECE
Regulation No 83, as well as for disabling numerators, denominators and the general denominator under the
conditions outlined in paragraph 7.7 of Appendix 1 to Annex XI of UN/ECE Regulation No 83;

(f) a description of the provisions taken to prevent tampering with and modification of the emission control computer,
odometer including the recording of mileage values for the purposes of the requirements of Annexes XI and XVI;

(g) if applicable, the particulars of the vehicle family as referred to in Appendix 2 to Annex 11 to UN/ECE Regulation
No 83;

(h) where appropriate, copies of other type-approvals with the relevant data to enable extension of approvals and
establishment of deterioration factors.

4. For the purposes of point (d) of paragraph 3, the manufacturer shall use the model of manufacturer's certificate of
compliance with the OBD in-use performance requirements set out in Appendix 7 of Annex I

5. For the purposes of point (e) of paragraph 3, the approval authority that grants the approval shall make the
information referred to in that point available to the approval authorities or the Commission upon request.

6. For the purposes of points (d) and (e) of paragraph 3, approval authorities shall not approve a vehicle if the
information submitted by the manufacturer is inappropriate for fulfilling the requirements of section 3 of Appendix 1 to
Annex XI.

Paragraphs 7.2, 7.3 and 7.7 of Appendix 1 to Annex XI of UN/ECE Regulation No 83 shall apply under all reasonably
foreseeable driving conditions.

For the assessment of the implementation of the requirements set out in these paragraphs, the approval authorities shall
take into account the state of technology.

7. For the purposes of point (f) of paragraph 3, the provisions taken to prevent tampering with and modification of
the emission control computer shall include the facility for updating using a manufacturer-approved programme or
calibration.

8. For the tests specified in Figure I.2.4 of Annex I the manufacturer shall submit to the technical service responsible
for the type-approval tests a vehicle representative of the type to be approved.

9. The application for type-approval of mono fuel, bi-fuel and flex-fuel vehicles shall comply with the additional
requirements laid down in Sections 1.1 and 1.2 of Annex I.

10. Changes to the make of a system, component or separate technical unit that occur after a type-approval shall not
automatically invalidate a type approval, unless its original characteristics or technical parameters are changed in such a
way that the functionality of the engine or pollution control system is affected.

11. The manufacturer shall also provide an extended documentation package with the following information:

(a) information on the operation of all AES and BES, including a description of the parameters that are modified by any
AES and the boundary conditions under which the AES operate, and indication of the AES or BES which are likely to
be active under the conditions of the test procedures set out in this Regulation;

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(b) a description of the fuel system control logic, timing strategies and switch points during all modes of operation.

(c) a description of the coastdown mode, if any, as referred to in paragraph 4.2.1.8.5. of Sub-Annex 4 to Annexe XXI,
and a description of the vehicle's dynamometer operation mode, if any, as referred to in paragraph 1.2.4. of SubAnnex 6 to Annex XXI.

12. The extended documentation package referred to in paragraph 11 (a) and (b) shall remain strictly confidential. It
may be kept by the approval authority, or, at the discretion of the approval authority, may be retained by the manu­
facturer. In the case the manufacturer retains the documentation package, that package shall be identified and dated by
the approval authority once reviewed and approved. It shall be made available for inspection by the approval authority at
the time of approval or at any time during the validity of the approval.

_Article 6_

**Administrative provisions for EC type-approval of a vehicle with regard to emissions and access to vehicle**
**repair and maintenance information**

1. If all the relevant requirements are met, the approval authority shall grant an EC type-approval and issue a typeapproval number in accordance with the numbering system set out in Annex VII to Directive 2007/46/EC.

Without prejudice to the provisions of Annex VII to Directive 2007/46/EC, Section 3 of the type-approval number shall
be drawn up in accordance with Appendix 6 to Annex I to this Regulation.

An approval authority shall not assign the same number to another vehicle type.

2. By way of derogation from paragraph 1, at the request of the manufacturer, a vehicle with an OBD system may be
accepted for type-approval with regard to emissions and vehicle repair and maintenance information, even though the
system contains one or more deficiencies such that the specific requirements of Annex XI are not fully met, provided that
the specific administrative provisions set out in Section 3 of that Annex are complied with.

The approval authority shall notify the decision to grant such a type approval to all approval authorities in the other
Member States in accordance with the requirements set out in Article 8 of Directive 2007/46/EC.

3. When granting an EC type approval under paragraph 1, the approval authority shall issue an EC type-approval
certificate using the model set out in Appendix 4 to Annex I.

_Article 7_

**Amendments to type-approvals**

Articles 13, 14 and 16 of Directive 2007/46/EC shall apply to any amendments to the type-approvals granted in
accordance to Regulation (EC) No 715/2007.

At the manufacturer's request the provisions specified in Section 3 of Annex I shall apply without the need for additional
testing only to vehicles of the same type.

_Article 8_

**Conformity of production**

1. Measures to ensure the conformity of production shall be taken in accordance with the provisions of Article 12 of
Directive 2007/46/EC.

In addition, the provisions laid down in Section 4 of Annex I to this Regulation and the relevant statistical method in
Appendices 1 and 2 to that Annex shall apply.

2. Conformity of production shall be checked on the basis of the description in the type-approval certificate set out in
Appendix 4 to Annex I to this Regulation.

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_Article 9_

**In service conformity**

1. Measures to ensure in-service conformity of vehicles type-approved under this Regulation shall be taken in
accordance with Annex X to Directive 2007/46/EC and Annex II to this Regulation.

2. The in-service conformity measures shall be appropriate for confirming the functionality of the pollution control
devices during the normal life of the vehicles under normal conditions of use as specified in Annex II to this Regulation.

3. The in-service conformity measures shall be checked for a period of up to 5 years of age or 100 000 km, whichever
is the sooner.

4. The manufacturer shall not be obliged to carry out an audit of in-service conformity if the number of vehicles sold
precludes obtaining sufficient samples to test. Therefore, an audit shall not be required if the annual sales of that vehicle
type are less than 5 000 across the Union.

However, the manufacturer of such small series vehicles shall provide the approval authority with a report of any
emissions related warranty and repair claims and OBD faults as set out in paragraph 9.2.3 of UN/ECE Regulation
No 83. In addition, the type-approval authority may require such vehicle types to be tested in accordance with
Appendix 3 to UN/ECE Regulation No 83.

5. With regard to vehicles type-approved under this Regulation, where the approval authority is not satisfied with the
results of the tests in accordance with the criteria defined in Appendix 4 to UN/ECE Regulation No 83, the remedial
measures referred to in Article 30(1) and in Annex X to Directive 2007/46/EC shall be extended to vehicles in service
belonging to the same vehicle type which are likely to be affected with the same defects in accordance with section 6 of
Appendix 3 to UN/ECE Regulation No 83.

The plan of remedial measures presented by the manufacturer according to section 6.1 of Appendix 3 to UN/ECE
Regulation No 83 shall be approved by the approval authority. The manufacturer shall be responsible for the execution of
the approved remedial plan.

The approval authority shall notify its decision to all Member States within 30 days. Member States may require that the
same plan of remedial measures be applied to all vehicles of the same type registered in their territory.

6. If an approval authority has established that a vehicle type does not conform to the applicable requirements of
Appendix 3 to UN/ECE Regulation No 83, it shall notify without delay the Member State which granted the original typeapproval in accordance with the requirements of Article 30(3) of Directive 2007/46/EC.

Following that notification and subject to the provision of Article 30(6) of Directive 2007/46/EC, the approval authority
which granted the original type-approval shall inform the manufacturer that a vehicle type fails to satisfy the requirements
of these provisions and that certain measures are expected of the manufacturer. The manufacturer shall submit to that
authority, within two months after this notification, a plan of measures to overcome the defects, the substance of which
should correspond to the requirements of sections 6.1 to 6.8 of Appendix 3 to UN/ECE Regulation No 83. The approval
authority which granted the original type-approval shall, within two months, consult the manufacturer in order to secure
agreement on a plan of measures and on the carrying out the plan. If the approval authority which granted the original
type-approval establishes that no agreement can be reached, the procedure pursuant to Article 30(3) and (4) of Directive
2007/46/EC shall be initiated.

_Article 10_

**Pollution control devices**

1. The manufacturer shall ensure that replacement pollution control devices intended to be fitted to EC type-approved
vehicles covered by the scope of Regulation (EC) No 715/2007 are EC type-approved, as separate technical units within
the meaning of Article 10(2) of Directive 2007/46/EC, in accordance with Article 12, Article 13 and Annex XIII to this
Regulation.

L 175/12 EN Official Journal of the European Union 7.7.2017

Catalytic converters and particulate filters shall be considered to be pollution control devices for the purposes of this
Regulation.

The relevant requirements shall be deemed to be met if all the following conditions are fulfilled:

(a) the requirements of Article 13 are met;

(b) the replacement pollution control devices have been approved according to UN/ECE Regulation No 103 ( [1] ).

In the case referred to in the third subparagraph Article 14 shall also apply.

2. Original equipment replacement pollution control devices, which fall within the type covered by point 2.3 of the
Addendum to Appendix 4 to Annex I and are intended for fitment to a vehicle to which the relevant type-approval
document refers, do not need to comply with Annex XIII provided they fulfil the requirements of points 2.1 and 2.2 of
that Annex.

3. The manufacturer shall ensure that the original pollution control device carries identification markings.

4. The identification markings referred to in paragraph 3 shall comprise the following:

(a) the vehicle or engine manufacturer's name or trade mark;

(b) the make and identifying part number of the original pollution control device as recorded in the information referred
to in point 3.2.12.2 of Appendix 3 to Annex I.

_Article 11_

**Application for EC type-approval of a type of replacement pollution control device as a separate technical unit**

1. The manufacturer shall submit to the approval authority an application for EC type-approval of a type of
replacement pollution control device as a separate technical unit.

The application shall be drawn up in accordance with the model of the information document set out in Appendix 1 to
Annex XIII.

2. In addition to the requirements laid down in paragraph 1, the manufacturer shall submit to the technical service
responsible for the type-approval test all of the following:

(a) a vehicle or vehicles of a type approved in accordance with this Regulation equipped with a new original equipment
pollution control device;

(b) one sample of the type of the replacement pollution control device;

(c) an additional sample of the type of the replacement pollution control device, in the case of a replacement pollution
control device intended to be fitted to a vehicle equipped with an OBD system.

3. For the purposes of point (a) of paragraph 2, the test vehicles shall be selected by the applicant with the agreement
of the technical service.

The test vehicles shall comply with the requirements set out in Section 3.2 of Annex 4a to UN/ECE Regulation No 83.

( [1] ) Regulation No 103 of the Economic Commission for Europe of the United Nations (UN/ECE) — Uniform provisions concerning the
approval of replacement catalytic converters for power-driven vehicles (OJ L 158, 19.6.2007, p. 106).

7.7.2017 EN Official Journal of the European Union L 175/13

The test vehicles shall respect all of the following requirements:

(a) they shall have no emission control system defects;

(b) any excessively worn out or malfunctioning emission-related original part shall be repaired or replaced;

(c) they shall be tuned properly and set to manufacturer's specification prior to emission testing.

4. For the purposes of points (b) and (c) of paragraph 2, the sample shall be clearly and indelibly marked with the
applicant's trade name or mark and its commercial designation.

5. For the purposes of point (c) of paragraph 2, the sample shall have been deteriorated as defined under point (25) of
Article 2.

_Article 12_

**Administrative provisions for EC type-approval of replacement pollution control device as separate technical**
**unit**

1. If all the relevant requirements are met, the type approval authority shall grant an EC type-approval for replacement
pollution control devices as separate technical unit and issue a type-approval number in accordance with the numbering
system set out in Annex VII to Directive 2007/46/EC.

The approval authority shall not assign the same number to another replacement pollution control device type.

The same type-approval number may cover the use of that replacement pollution control device type on a number of
different vehicle types.

2. For the purposes of paragraph 1, the approval authority shall issue an EC type-approval certificate established in
accordance with the model set out in Appendix 2 to Annex XIII.

3. If the applicant for type-approval is able to demonstrate to the approval authority or technical service that the
replacement pollution control device is of a type indicated in section 2.3 of the Addendum to Appendix 4 to Annex I,
the granting of a type-approval shall not be dependent on verification of compliance with the requirements specified in
section 4 of Annex XIII.

_Article 13_

**Access to vehicle OBD and vehicle repair and maintenance information**

1. Manufacturers shall put in place the necessary arrangements and procedures, in accordance with Articles 6 and 7 of
Regulation (EC) No 715/2007 and Annex XIV of this regulation, to ensure that vehicle OBD and vehicle repair and
maintenance information is readily accessible.

2. Approval authorities shall only grant type-approval after receiving from the manufacturer a Certificate on Access to
Vehicle OBD and Vehicle Repair and Maintenance Information.

3. The Certificate on Access to Vehicle OBD and Vehicle Repair and Maintenance Information shall serve as the proof
of compliance with Article 6(7) of Regulation (EC) No 715/2007.

4. The Certificate on Access to Vehicle OBD and Vehicle Repair and Maintenance Information shall be drawn up in
accordance with the model set out in Appendix 1 of Annex XIV.

5. If the vehicle OBD and vehicle repair and maintenance information is not available, or does not conform to
Article 6 and 7 of Regulation (EC) No 715/2007 and Annex XIV of this Regulation, when the application for typeapproval is made, the manufacturer shall provide that information within six months of the date of type approval.

L 175/14 EN Official Journal of the European Union 7.7.2017

6. The obligations to provide information within the period specified in paragraph 5 shall apply only if, following
type-approval, the vehicle is placed on the market.

When the vehicle is placed on the market more than six months after type-approval, the information shall be provided
on the date on which the vehicle is placed on the market.

7. The approval authority may presume that the manufacturer has put in place satisfactory arrangements and
procedures with regard to access to vehicle OBD and vehicle repair and maintenance information, on the basis of a
completed Certificate on Access to Vehicle OBD and Vehicle Repair and Maintenance Information, providing that no
complaint was made, and that the manufacturer provides this information within the period set out in paragraph 5.

8. In addition to the requirements for the access to OBD information that are specified in Section 4 of Annex XI, the
manufacturer shall make available to interested parties the following information:

(a) relevant information to enable the development of replacement components which are critical to the correct func­
tioning of the OBD system;

(b) information to enable the development of generic diagnostic tools.

For the purposes of point (a), the development of replacement components shall not be restricted by: the unavailability of
pertinent information, the technical requirements relating to malfunction indication strategies if the OBD thresholds are
exceeded or if the OBD system is unable to fulfil the basic OBD monitoring requirements of this Regulation; specific
modifications to the handling of OBD information to deal independently with vehicle operation on petrol or on gas; and
the type-approval of gas-fuelled vehicles that contain a limited number of minor deficiencies.

For the purposes of point (b), where manufacturers use diagnostic and test tools in accordance with ISO 22900 Modular
Vehicle Communication Interface (MVCI) and ISO 22901 Open Diagnostic Data Exchange (ODX) in their franchised
networks, the ODX files shall be accessible to independent operators via the web site of the manufacturer.

9. The Forum on Access to Vehicle Information (the Forum).

The Forum shall consider whether access to information affects the advances made in reducing vehicle theft and shall
make recommendations for improving the requirements relating to access to information. In particular, the Forum shall
advise the Commission on the introduction of a process for approving and authorising independent operators by
accredited organisations to access information on vehicle security.

The Commission may decide to keep the discussions and findings of the Forum confidential.

_Article 14_

**Compliance with the obligations regarding access to vehicle OBD and vehicle repair and maintenance**
**information**

1. An approval authority may, at any time, whether on its own initiative, on the basis of a complaint, or on the basis
of an assessment by a technical service, check the compliance of a manufacturer with the provisions of Regulation (EC)
No 715/2007, this Regulation, and the terms of the Certificate on Access to Vehicle OBD and Vehicle Repair and
Maintenance Information.

2. Where an approval authority finds that the manufacturer has failed to comply with its obligations regarding access
to vehicle OBD and vehicle repair and maintenance information, the approval authority which granted the relevant type
approval shall take appropriate steps to remedy the situation.

3. The steps referred to in paragraph 2 may include withdrawal or suspension of type-approval, fines, or other
measures adopted in accordance with Article 13 of Regulation (EC) No 715/2007.

7.7.2017 EN Official Journal of the European Union L 175/15

4. The approval authority shall proceed to an audit in order to verify compliance by the manufacturer with the
obligations concerning access to vehicle OBD and vehicle repair and maintenance information, if an independent operator
or a trade association representing independent operators files a complaint to the approval authority.

5. When carrying out the audit, the approval authority may ask a technical service or any other independent expert to
carry out an assessment to verify whether these obligations are met.

_Article 15_

**Transitional provisions**

1. Until 31 August 2017 in the case of categories M1, M2 and category N1 class I vehicles, and until 31 August 2018
in the case of N1 vehicles of class II and III and category N2 vehicles manufacturers may request type-approval to be
granted in accordance with this Regulation. Where such request is not made, Regulation (EC) No 692/2008 shall apply.

2. With effect from 1 September 2017 in the case of categories M1, M2 and category N1 class I vehicles, and from
1 September 2018 in the case of N1 vehicles of class II and III and category N2 vehicles, national authorities shall refuse,
on grounds relating to emissions or fuel consumption, to grant EC type approval or national type approval, in respect to
new vehicle types which do not comply with this Regulation.

3. With effect from 1 September 2018 in the case of categories M1, M2 and category N1 class I vehicles, and from
1 September 2019 in the case of N1 vehicles of class II and III and category N2 vehicles, national authorities shall, on
grounds relating to emissions or fuel consumption, in the case of new vehicles which do not comply with this
Regulation, consider certificates of conformity to be no longer valid for the purposes of Article 26 of Directive
2007/46/EC and shall prohibit the registration, sale or entry into service of such vehicles.

4. Until three years after the dates specified in Article 10(4) of Regulation (EC) No 715/2007 in the case of new
vehicle types and four years after the dates specified in Article 10(5) of that Regulation in the case of new vehicles, the
following provisions shall apply:

(a) the requirements of point 2.1 of Annex IIIA shall not apply;

(b) the requirements of Annex IIIA other than that in point 2.1, including the requirements with regard to RDE tests to
be performed and data to be recorded and made available, shall apply only to new type approvals granted in
accordance with Regulation (EC) No 715/2007 from 27 July 2017;

(c) the requirements of Annex IIIA shall not apply to type approvals granted to small volume manufacturers;

(d) where the requirements set out in Appendices 5 and 6 of Annex IIIA are satisfied for only one of the two data
evaluation methods described in those Appendices, one additional RDE test shall be performed;

where those requirements are again satisfied for only one method, the analysis of the completeness and normality
shall be recorded for both methods and the calculation required by point 9.3 of Annex IIIA may be limited to the
method for which the completeness and normality requirements are satisfied; the data of both RDE tests and of the
analysis of the completeness and normality shall be recorded and made available for examining the difference in the
results of the two data evaluation methods;

(e) the power at the wheels of the test vehicle shall be determined either by wheel hub torque measurement or from the
CO 2 mass flow using ‘Velines’ in accordance with point 4 of Appendix 6 to Annex IIIA.

5. Until 8 years after the dates given in Article 10(4) of Regulation (EC) No 715/2007:

(a) type 1/I tests performed and completed in accordance to Regulation (EC) No 692/2008 until 3 years after the dates
given in Article 10(4) of Regulation (EC) No 715/2007 shall be valid for the purposes of fulfilling the requirements of
Annex VII and/or Appendix 1 to Annex XI to this Regulation;

L 175/16 EN Official Journal of the European Union 7.7.2017

(b) procedures performed in accordance with section 3.13. of Annex III to Regulation (EC) No 692/2008 until 3 years
after the dates given in Article 10(4) of Regulation (EC) 715/2007 shall be accepted by the approval authority for the
purposes of fulfilling the requirements of the second paragraph of point 1.1 of Appendix 1 to Sub-Annex 6 to Annex
XXI of this Regulation.

6. In order to ensure a fair treatment of previously existing type-approvals, the Commission shall examine the
consequences of Chapter V of Directive 2007/46/EC for the purposes of this Regulation.

_Article 16_

**Amendments to Directive 2007/46/EC**

Directive 2007/46/EC is amended in accordance with Annex XVIII to this Regulation.

_Article 17_

**Amendments to Regulation (EC) No 692/2008**

Regulation (EC) No 692/2008 is amended as follows:

(1) In Article 6, paragraph 1, shall be replaced by the following text:

‘1. If all the relevant requirements are met, the approval authority shall grant an EC type-approval and issue a typeapproval number in accordance with the numbering system set out in Annex VII to Directive 2007/46/EC.

Without prejudice to the provisions of Annex VII to Directive 2007/46/EC, Section 3 of the type-approval number
shall be drawn up in accordance with Appendix 6 to Annex I to this Regulation.

An approval authority shall not assign the same number to another vehicle type.

The requirements of Regulation (EC) No 715/2007 shall be deemed to be met if all the following conditions are
fulfilled:

(a) the requirements of Article 3(10) of this Regulation are met;

(b) the requirements of Article 13 of this Regulation are met;

(c) the vehicle has been approved according to UN/ECE Regulations No 83, series of amendments 07; No 85 and its
supplements, No 101, Revision 3 (comprising series of amendments 01 and their supplements) and in the case of
compression ignition vehicles No 24 Part III, series of amendments 03.

(d) the requirements of Article 5(11) and (12) are met.’

(2) the following Article 16a is added:

_‘Article 16a_

**Transitional provisions**

With effect from 1 September 2017 in the case of categories M1, M2 and category N1 class I vehicles, and from
1 September 2018 in the case of N1 vehicles of class II and III and category N2 vehicles, this Regulation shall only
apply for the purposes of assessing the following requirements of vehicles type-approved in accordance with this
Regulation before those dates:

(a) conformity of production in accordance with Article 8;

7.7.2017 EN Official Journal of the European Union L 175/17

(b) in-service conformity in accordance with Article 9;

(c) access to vehicle OBD and vehicle repair and maintenance information in accordance with Article 13;

This Regulation shall also apply for the purposes of the correlation procedure set out in Commission Implementing
Regulations (EU) 2017/1152 (*) and (EU) 2017/1153 (**).

___________
(*) Commission Implementing Regulation (EU) 2017/1152 of 2 June 2017 setting out a methodology for deter­
mining the correlation parameters necessary for reflecting the change in the regulatory test procedure with regard
to light commercial vehicles and amending Implementing Regulation (EU) No 293/2012 (See page 644 of this
Official Journal).
(**) Commission Implementing Regulation (EU) 2017/1153 of 2 June 2017 setting out a methodology for deter­
mining the correlation parameters necessary for reflecting the change in the regulatory test procedure and
amending Regulation (EU) No 1014/2010 (See page 679 of this Official Journal).’

(3) Annex I is amended in accordance with Annex XVII to this Regulation.

_Article 18_

**Amendments to Commission Regulation (EU) No 1230/2012** ( [1] )

In Regulation (EU) No 1230/2012, Article 2(5) is replaced by the following:

‘(5) “Mass of the optional equipment” means the maximum mass of the combinations of optional equipment which
may be fitted to the vehicle in addition to the standard equipment in accordance with the manufacturer's
specifications;’

_Article 19_

**Repeal**

Regulation (EC) No 692/2008 is repealed as from 1 January 2022.

_Article 20_

**Entry into force and application**

This Regulation shall enter into force on the twentieth day following its publication in the _Official Journal of the European_
_Union_ .

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

Done at Brussels, 1 June 2017.

_For the Commission_

_The President_

Jean-Claude JUNCKER

( [1] ) Commission Regulation (EU) No 1230/2012 of 12 December 2012 implementing Regulation (EC) No 661/2009 of the European
Parliament and of the Council with regard to type-approval requirements for masses and dimensions of motor vehicles and their
trailers and amending Directive 2007/46/EC of the European Parliament and of the Council (OJ L 353, 21.12.2012, p. 31).

L 175/18 EN Official Journal of the European Union 7.7.2017

LIST OF ANNEXES

ANNEX I Administrative provisions for EC type-approval

Appendix 1 Verification of conformity of production for Type 1 test — statistical method

Appendix 2 Calculations for Conformity of Production for EVs

Appendix 3 Model information document

Appendix 4 Model EC type-approval certificate

Appendix 5 OBD related information

Appendix 6 EC type-approval certificate numbering system

Appendix 7 Manufacturer's certificate of compliance with OBD in-use performance requirements

Appendix 8a Type 1 test Test Report template (including ATCT) with minimum reporting requirements

Annex for reporting Co2mpass

Appendix 8b Road Load Test Report template with minimum reporting requirements

Appendix 8c Test Sheet template

ANNEX II In-service conformity

Appendix 1 In-service conformity check

Appendix 2 Statistical procedure for tailpipe emissions in-service conformity testing

Appendix 3 Responsibilities for in-service conformity

ANNEX IIIA Real Driving Emissions (RDE)

ANNEX IV Emissions data required at type-approval for roadworthiness purposes

Appendix 1 Measuring carbon monoxide emissions at engine idling speeds (Type 2 test)

Appendix 2 Measurement of smoke opacity

ANNEX V Verifying emissions of crankcase gases (Type 3 test)

ANNEX VI Determination of evaporative emissions (Type 4 test)

ANNEX VII Verifying the durability of pollution control devices (Type 5 test)

Appendix 1 Standard Bench Cycle (SBC)

Appendix 2 Standard Diesel Bench Cycle (SDBC)

Appendix 3 Standard Road Cycle (SRC)

ANNEX VIII Verifying the average exhaust emissions at low ambient temperatures (Type 6 test)

ANNEX IX Specifications of reference fuels

ANNEX X Reserved

ANNEX XI On-board diagnostics (OBD) for motor vehicles

Appendix 1 Functional aspects of OBD systems

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Appendix 2 Essential characteristics of the vehicle family

ANNEX XII Type-Approval of vehicles fitted with eco-innovations and Determination of CO 2 emissions and fuel
consumption from N1 vehicles submitted to multi-stage type-approval

ANNEX XIII EC Type-approval of replacement pollution control devices as separate technical unit

Appendix 1 Model information document

Appendix 2 Model EC type-approval certificate

Appendix 3 Model EC type-approval mark

ANNEX XIV Access to vehicle OBD and vehicle repair and maintenance information

Appendix 1 Certificate of compliance

ANNEX XV Reserved

ANNEX XVI Requirements for vehicles that use a reagent for the exhaust after-treatment system

ANNEX XVII Amendments to Regulation (EC) No 692/2008

ANNEX XVIII Amendments to Directive 2007/46/EC

ANNEX XIX Amendments to Regulation (EU) No 1230/2012

ANNEX XX Measurement of net engine power

ANNEX XXI Type 1 emissions test procedures

L 175/20 EN Official Journal of the European Union 7.7.2017

_ANNEX I_

**ADMINISTRATIVE PROVISIONS FOR EC TYPE-APPROVAL**

1. ADDITIONAL REQUIREMENTS FOR GRANTING OF EC TYPE-APPROVAL

1.1. **Additional requirements for mono fuel gas vehicles, and bi-fuel gas vehicles.**

1.1.1. The additional requirements for granting of type-approval for mono fuel gas vehicles, and bi-fuel gas vehicles
shall be those set out in sections 1, 2 and 3 and Appendices 1 and 2 to Annex 12 to UN/ECE Regulation No
83, with the exceptions set out below.

1.1.2. The reference in paragraphs 3.1.2. and 3.1.4. of Annex 12 to UN/ECE Regulation No 83 to reference fuels of
Annex 10a shall be understood as being reference to the appropriate reference fuel specifications in Section A of
Annex IX to this Regulation.

1.2. **Additional requirements for flex fuel vehicles**

The additional requirements for granting of type-approval for flex fuel vehicles shall be those set out in
paragraph 4.9. of UN/ECE Regulation No 83.

2. ADDITIONAL TECHNICAL REQUIREMENTS AND TESTS

2.1. **Small volume manufacturers**

2.1.1. List of legislative acts referred to in Article 3(3):

|Legislative Act|Requirements|
|---|---|
|The California Code of Regulations, Title 13, Sections<br>1961(a) and 1961(b)(1)(C)(1) applicable to 2001 and<br>later model year vehicles, 1968.1, 1968.2, 1968.5,<br>1976 and 1975, published by Barclay’s Publishing|Type-approval must be granted under the California<br>Code of Regulations applicable to the most recent<br>model year of light-duty vehicle.|

2.2. **Inlets to fuel tanks**

2.2.1. The requirements for inlets to fuel tanks shall be those specified in paragraphs 5.4.1. and 5.4.2. of Annex XXI
and point 2.2.2 below.

2.2.2. Provision shall be made to prevent excess evaporative emissions and fuel spillage caused by a missing fuel filler
cap. This may be achieved by using one of the following:

(a) an automatically opening and closing, non-removable fuel filler cap,

(b) design features which avoid excess evaporative emissions in the case of a missing fuel filler cap,

(c) any other provision which has the same effect. Examples may include, but are not limited to, a tethered filler
cap, a chained filler cap or one utilizing the same locking key for the filler cap as for the vehicle’s ignition.
In this case the key shall be removable from the filler cap only in the locked condition.

2.3. **Provisions for electronic system security**

2.3.1. The provisions for electronic system security shall be those specified in paragraph 5.5 of Annex XXI and points
2.3.2 and 2.3.3 below.

2.3.2 In the case of mechanical fuel-injection pumps fitted to compression-ignition engines, manufacturers shall take
adequate steps to protect the maximum fuel delivery setting from tampering while a vehicle is in service.

7.7.2017 EN Official Journal of the European Union L 175/21

2.3.3. Manufacturers shall effectively deter reprogramming of the odometer readings, in the board network, in any
powertrain controller as well as in the transmitting unit for remote data exchange if applicable. Manufacturers
shall include systematic tamper-protection strategies and write-protect features to protect the integrity of the
odometer reading. Methods giving an adequate level of tamper protection shall be approved by the approval
authority.

2.4. **Application of tests**

2.4.1. Figure I.2.4 illustrates the application of the tests for type-approval of a vehicle. The specific test procedures are
described in Annexes II, 111A, IV, V, VI, VII, VIII, XI, XVI, XX and XXI.

L 175/22 EN Official Journal of the European Union 7.7.2017

|Hydrogen fuel cell vehicles|Col2|Hydrogen (Fuel Cell)|Col4|—|—|—|—|—|—|—|
|---|---|---|---|---|---|---|---|---|---|---|
|Pure electric<br>vehicles||—|—|—|—|—|—|—|—|—|
|Vehicles with<br>compression ignition<br>engines including<br>hybrids||Diesel<br>(B7) 5|Diesel<br>(B7) 5|Yes|Yes|Yes|Yes|Yes|—|—|
|Vehicles with positive ignition engines including hybrids1 <br>|Flex-fuel3|Petrol (E10)|Ethanol<br>(E85)|Yes<br>(both fuels)|Yes2 <br>(both fuels)|Yes2 <br>(both fuels)|Yes (both fuels)|Yes (both fuels)|Yes<br>(both fuels)|Yes<br>(petrol only)|
|Vehicles with positive ignition engines including hybrids1 <br>|Bi-fuel3|Petrol (E10)|Hydrogen<br>(ICE) 4|Yes<br>(both fuels)|Yes2 <br>(petrol only)|Yes2 <br>(petrol only)|Yes (both<br>fuels)|Yes (both<br>fuels|Yes<br>(petrol only)|Yes<br>(petrol only)|
|Vehicles with positive ignition engines including hybrids1 <br>|Bi-fuel3|Petrol<br>(E10)|NG/Bio­<br>methane|Yes<br>(both<br>fuels)|Yes2 <br>(petrol<br>only)|Yes2 <br>(petrol<br>only)|Yes (both<br>fuels)|Yes (both<br>fuels|Yes<br>(both<br>fuels)|Yes<br>(petrol<br>only)|
|Vehicles with positive ignition engines including hybrids1 <br>|Bi-fuel3|Petrol<br>(E10)|LPG|Yes<br>(both<br>fuels)|Yes2 <br>(petrol<br>only)|Yes2 <br>(petrol<br>only)|Yes (both<br>fuels)|Yes (both<br>fuels)|Yes<br>(both<br>fuels)|Yes<br>(petrol<br>only)|
|Vehicles with positive ignition engines including hybrids1 <br>|Mono fuel|Hydro­<br>gen<br>(ICE)|Hydro­<br>gen<br>(ICE)|Yes4|—|—|Yes (4 )|—|—|—|
|Vehicles with positive ignition engines including hybrids1 <br>|Mono fuel|NG/Bio­<br>methane|NG/Bio­<br>methane|Yes|—|—|Yes|—|Yes|Yes|
|Vehicles with positive ignition engines including hybrids1 <br>|Mono fuel|LPG|LPG|Yes|—|—|Yes|—|Yes|Yes|
|Vehicles with positive ignition engines including hybrids1 <br>|Mono fuel|Petrol<br>(E10)|Petrol<br>(E10)|Yes|Yes2|Yes2|Yes|Yes|Yes|Yes|
|Vehicle category||Reference fuel|Reference fuel|Gaseous pollutants<br>(Type 1 test)|PM<br>(Type 1 test)|PN|Gaseous pollutants, RDE<br>(Type 1A test)|PN, RDE (Type 1A test)|Idle emissions<br>(Type 2 test)|Crankcase emissions<br>(Type 3 test)|

7.7.2017 EN Official Journal of the European Union L 175/23

|Hydrogen fuel cell vehicles|Col2|—|—|—|—|—|Yes|—|Yes|
|---|---|---|---|---|---|---|---|---|---|
|Pure electric<br>vehicles||—|—|—|—|—|Yes|—|Yes|
|Vehicles with<br>compression ignition<br>engines including<br>hybrids||—|Yes|—|Yes|Yes|Yes|Yes|Yes|
|Vehicles with positive ignition engines including hybrids1 <br>|Flex-fuel3|Yes<br>(petrol only)|Yes<br>(petrol only)|Yes<br>(both fuels)|Yes<br>(both fuels)|Yes|Yes<br>(both fuels)|—|Yes|
|Vehicles with positive ignition engines including hybrids1 <br>|Bi-fuel3|Yes<br>(petrol only)|Yes<br>(petrol only)|Yes<br>(petrol only)|Yes<br>(both fuels)|Yes|Yes<br>(both fuels)|—|Yes|
|Vehicles with positive ignition engines including hybrids1 <br>|Bi-fuel3|Yes<br>(petrol<br>only)|Yes<br>(petrol<br>only)|Yes<br>(petrol<br>only)|Yes<br>(both<br>fuels)|Yes|Yes<br>(both<br>fuels)|—|Yes|
|Vehicles with positive ignition engines including hybrids1 <br>|Bi-fuel3|Yes<br>(petrol<br>only)|Yes<br>(petrol<br>only)|Yes<br>(petrol<br>only)|Yes<br>(both<br>fuels)|Yes|Yes<br>(both<br>fuels)|—|Yes|
|Vehicles with positive ignition engines including hybrids1 <br>|Mono fuel|—|Yes|—|Yes|Yes|Yes|—|Yes|
|Vehicles with positive ignition engines including hybrids1 <br>|Mono fuel|—|Yes|—|Yes|Yes|Yes|—|Yes|
|Vehicles with positive ignition engines including hybrids1 <br>|Mono fuel|—|Yes|—|Yes|Yes|Yes|—|Yes|
|Vehicles with positive ignition engines including hybrids1 <br>|Mono fuel|Yes|Yes|Yes|Yes|Yes|Yes|—|Yes|
|Vehicle category||Evaporative emissions<br>(Type 4 test)|Durability<br>(Type 5 test)|Low temperature<br>emissions<br>(Type 6 test)|In-service conformity|On-board diagnostics|CO 2 emissions, fuel<br>consumption, electric<br>energy consumption and<br>electric range|Smoke opacity|Engine power|

L 175/24 EN Official Journal of the European Union 7.7.2017

3. EXTENSIONS TO TYPE-APPROVALS

3.1. **Extensions for tailpipe emissions (type 1 and type 2 tests)**

3.1.1. The type-approval shall be extended to vehicles if they conform to the criteria of Article 2 (1).

3.1.2. Vehicles with periodically regenerating systems

For Ki tests undertaken under Appendix 1 to Sub-Annex VI to Annex XXI (WLTP), the type-approval shall be
extended to vehicles if they conform to the criteria of paragraph 5.9. of Annex XXI.

For Ki tests undertaken under Annex 13 of UN/ECE Regulation No 83 (NEDC) the type-approval shall
be extended to vehicles according to the requirements of Section 3.1.4. of Annex I to Regulation (EC)
No 692/2008.

3.2. **Extensions for evaporative emissions (type 4 test)**

3.2.1. The type-approval shall be extended to vehicles equipped with a control system for evaporative emissions which
meet the following conditions:

3.2.1.1. The basic principle of fuel/air metering (e.g. single point injection) is the same.

3.2.1.2. The shape of the fuel tank and the material of the fuel tank and liquid fuel hoses are identical.

3.2.1.3. The worst-case vehicle with regard to the cross-section and approximate hose length shall be tested. Whether
non-identical vapour/liquid separators are acceptable is decided by the technical service responsible for the typeapproval tests.

3.2.1.4. The fuel tank volume is within a range of ± 10 %.

3.2.1.5. The setting of the fuel tank relief valve is identical.

3.2.1.6. The method of storage of the fuel vapour is identical, i.e. trap form and volume, storage medium, air cleaner (if
used for evaporative emission control), etc.

3.2.1.7. The method of purging of the stored vapour is identical (e.g. air flow, start point or purge volume over the
preconditioning cycle).

3.2.1.8. The method of sealing and venting of the fuel metering system is identical.

3.2.2. The type-approval shall be extended to vehicles with:

3.2.2.1. different engine sizes;

3.2.2.2. different engine powers;

3.2.2.3. automatic and manual gearboxes;

3.2.2.4. two and four wheel transmissions;

3.2.2.5. different body styles; and

3.2.2.6. different wheel and tyre sizes.

3.3. **Extensions for durability of pollution control devices (type 5 test)**

3.3.1. The type-approval shall be extended to different vehicle types, provided that the vehicle, engine or pollution
control system parameters specified below are identical or remain within the prescribed tolerances:

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3.3.1.1. Vehicle:

Inertia category: the two inertia categories immediately above and any inertia category below.

Total road load at 80 km/h: + 5 % above and any value below.

3.3.1.2. Engine

(a) engine cylinder capacity (± 15 %),

(b) number and control of valves,

(c) fuel system,

(d) type of cooling system,

(e) combustion process.

3.3.1.3. Pollution control system parameters:

(a) Catalytic converters and particulate filters:

number of catalytic converters, filters and elements,

size of catalytic converters and filters (volume of monolith ± 10 %),

type of catalytic activity (oxidizing, three-way, lean NO x trap, SCR, lean NO x catalyst or other),

precious metal load (identical or higher),

precious metal type and ratio (± 15 %),

substrate (structure and material),

cell density,

temperature variation of no more than 50 K at the inlet of the catalytic converter or filter. This temperature
variation shall be checked under stabilized conditions at a vehicle speed of 120 km/h and the load setting of
the type 1 test.

(b) Air injection:

with or without

type (pulsair, air pumps, other(s))

(c) EGR:

with or without

type (cooled or non-cooled, active or passive control, high pressure or low pressure).

3.3.1.4. The durability test may be carried out using a vehicle, which has a different body style, gear box (automatic or
manual) and size of the wheels or tyres, from those of the vehicle type for which the type-approval is sought.

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3.4. **Extensions for on-board diagnostics**

3.4.1. The type-approval shall be extended to different vehicles with identical engine and emission control systems as
defined in Annex XI, Appendix 2. The type-approval shall be extended regardless of the following vehicle
characteristics:

(a) engine accessories;

(b) tyres;

(c) equivalent inertia;

(d) cooling system;

(e) overall gear ratio;

(f) transmission type; and

(g) type of bodywork.

3.5 **Extensions for low temperature test (type 6 test)**

3.5.1. Vehicles with different reference masses

3.5.1.1. The type-approval shall be extended only to vehicles with a reference mass requiring the use of the next two
higher equivalent inertia or any lower equivalent inertia.

3.5.1.2. For category N vehicles, the approval shall be extended only to vehicles with a lower reference mass, if the
emissions of the vehicle already approved are within the limits prescribed for the vehicle for which extension of
the approval is requested.

3.5.2. Vehicles with different overall transmission ratios

3.5.2.1. The type-approval shall be extended to vehicles with different transmission ratios only under certain conditions.

3.5.2.2. To determine whether type-approval can be extended, for each of the transmission ratios used in the type 6 test,
the proportion,

ðEÞ ¼ ðV 2 Ä V 1 Þ _=_ V 1

shall be determined where, at an engine speed of 1 000 min [–1], V 1 is the speed of the vehicle-type approved and
V 2 is the speed of the vehicle type for which extension of the approval is requested.

3.5.2.3. If, for each transmission ratio, E ≤ 8 %, the extension shall be granted without repeating the type 6 test.

3.5.2.4. If, for at least one transmission ratio, E > 8 %, and if, for each gear ratio, E ≤ 13 %, the type 6 test shall be
repeated. The tests may be performed in a laboratory chosen by the manufacturer subject to the approval of the
technical service. The report of the tests shall be sent to the technical service responsible for the type-approval
tests.

3.5.3. Vehicles with different reference masses and transmission ratios

The type-approval shall be extended to vehicles with different reference masses and transmission ratios, provided
that all the conditions prescribed in paragraphs 3.5.1 and 3.5.2 are fulfilled.

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4. CONFORMITY OF PRODUCTION

4.1. **Introduction**

4.1.1. Every vehicle produced under a Type Approval according to this Regulation shall be so manufactured as to
conform to the type approval requirements of this Regulation. The Manufacturer shall implement adequate
arrangements and documented control plans and carry-out at specified intervals as given in this regulation the
necessary emission and OBD tests to verify continued conformity with the approved type. The approval
authority shall verify and agree with these arrangements and control plans of the manufacturer and perform
audits and conduct emission and OBD tests at specific intervals, as given in this regulation, at the premises of
the manufacturer, including production and test facilities as part of the product conformity and continued
verification arrangements as described in Annex X of Directive 2007/46/EC.

4.1.2. The manufacturer shall check the conformity of production by testing the emissions of pollutants (given in
Table 2 of Annex I to Regulation (EC) No 715/2007), the emission of CO 2 (along with the measurement of
electric energy consumption, EC), the crankcase emissions, evaporative emissions and the OBD. The verification
shall therefore include the tests of types 1, 3, 4 and the test for OBD, as described in section 2.4 of this Annex
and the relevant annexes quoted therein. The specific procedures for conformity of production are set out in
Sections 4.2 to 4.7 and Appendixes 1 and 2.

4.1.3. For the purposes of the manufactures conformity of production check, the family means the CO 2 interpolation
family for tests of Type 1 and 3, includes for the Type 4 test the extensions described in paragraph 3.2 of this
Annex and the OBD family with the extensions described in paragraph 3.3 of this Annex for the OBD tests.

4.1.4. The frequency for product verification performed by the manufacturer shall be based on a risk assessment
methodology consistent with the international standard ISO 31000:2009 — Risk Management — Principles and
guidelines and at least for Type 1 with a minimum frequency of one verification per 5 000 vehicles produced
per family or once per year, whichever comes first.

4.1.5. The Approval Authority which has granted type-approval may at any time verify the conformity control
methods applied in each production facility.

For the purpose of this regulation the Approval Authority shall perform audits for verifying the manufacturers
arrangements and documented control plans at the premises of the manufacturer on a risk assessment
methodology consistent with the international standard ISO 31000:2009 — Risk Management — Principles
and guidelines and, in all cases, with a minimum frequency of one audit per year.

If the Approval Authority is not satisfied with the auditing procedure of the manufacturer, physical test shall
directly be carried out on production vehicles as described in Sections 4.2 to 4.9.

4.1.6. The normal frequency of physical test verifications by the Approval Authority shall be based on the results of
the auditing procedure of the manufacturer on a risk assessment methodology and in all cases with a minimum
frequency of one verification test per three years. The Approval Authority shall conduct these physical emission
tests and OBD tests on production vehicles as described in Sections 4.2 to 4.9.

In the case of the manufacturer running the physical tests, the Approval Authority shall witness the tests at the
manufacturer's facility.

4.1.7. The Approval Authority shall report the results of all audit checks and physical tests performed on verifying
conformity of the manufacturers and file it for a period of minimum 10 years. These reports should be available
for other type approval authorities and the European Commission on request.

4.1.8. In case of non-conformity Article 30 of Directive 2007/46/EC shall apply.

4.2. **Checking the conformity of the vehicle for a type 1 test**

4.2.1. The Type 1 test shall be carried out on production vehicles of a valid member of the CO 2 interpolation family
as described in the TA certificate. The limit values against which to check conformity for pollutants are set out

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in Table 2 of Annex I to Regulation (EC) No 715/2007. As regards CO 2 emissions, the limit value shall be the
value determined by the manufacturer for the selected vehicle in accordance with the interpolation methodology
set out in Sub-Annex 7 of Annex XXI. The interpolation calculation shall be verified by the approval authority.

4.2.2. A sample of three vehicles shall be selected at random in the family. After selection by the approval authority,
the manufacturer shall not undertake any adjustment to the vehicles selected.

4.2.2.1. The selection shall only include finalised production vehicles which have completed a maximum of 80 km and
those vehicles will be referred to as zero km vehicles for the purposes of checking conformity against Type 1
test. The vehicle shall be tested on the appropriate WLTP cycle as described in Annex XXI to this Regulation
notwithstanding the requirements for test repetitions, or km of vehicles. The test results shall be the values after
all corrections according to this regulation are applied.

4.2.3. The statistical method for calculating the test criteria is described in Appendix 1.

The production of a family shall be deemed to not conform when a fail decision is reached for one or more of
the pollutants and CO 2 values, according to the test criteria in Appendix 1.

The production of a family shall be deemed to conform once a pass decision is reached for all the pollutants
and CO 2 values according to the test criteria in Appendix 1.

When a pass decision has been reached for one pollutant, that decision shall not be changed by any additional
tests carried out to reach a decision for the other pollutants and CO 2 values.

If a pass decision is not reached for all the pollutants and CO 2 values, a test shall be carried out on another
vehicle, up to the maximum of 16 vehicles, and the procedure described in Appendix 1 for taking a pass or fail
decision shall be repeated (see Figure I.4.2).

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_Figure I.4.2_

4.2.4. At the request of the manufacturer and with the acceptance of the approval authority, tests may be carried out
on a vehicle of the family with a maximum of 15 000 km in order to establish measured evolution coefficients
EvC for pollutants/CO 2 for each family. The running-in procedure shall be conducted by the manufacturer, who
shall not to make any adjustments to these vehicles.

4.2.4.1. In order to establish a measured evolution coefficient with a run-in vehicle the procedure shall be as follows:

(a) the pollutants/CO 2 shall be measured at a mileage of at most 80 km and at ‘x’ km of the first tested vehicle;

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(b) the evolution coefficient (EvC) of the pollutants/CO 2 between 80 km and ‘x’ km shall be calculated as:

EvC meas ¼ values at ‘x’ km _=_ values at 80 km

(c) the other vehicles in the interpolation family shall not be run in, but their zero km emissions/EC/CO 2 shall
be multiplied by the evolution coefficient of the first run-in vehicle. In this case, the values to be taken for
testing as in Appendix 1 shall be:

(i) the values at ‘x’ km for the first vehicle;

(ii) the values at zero km multiplied by the relevant evolution coefficient for the other vehicles.

4.2.4.2. All these tests shall be conducted with commercial fuel. However, at the manufacturer’s request, the reference
fuels described in Annex IX may be used.

4.2.4.3. When checking the conformity of production for CO 2, as an alternative to the procedure mentioned in Section
4.2.4.1 the vehicle manufacturer may use a fixed evolution coefficient EvC of 0,98 and multiply all values of
CO 2 measured at zero km by this factor.

4.2.5 Tests for conformity of production of vehicles fuelled by LPG or NG/biomethane may be performed with a
commercial fuel of which the C3/C4 ratio lies between those of the reference fuels in the case of LPG, or of one
of the high or low caloric fuels in the case of NG/biomethane. In all cases a fuel analysis shall be presented to
the approval authority.

4.2.6. Vehicles fitted with eco-innovations

4.2.6.1. In the case of a vehicle type fitted with one or more eco-innovations, within the meaning of Article 12 of
Regulation (EC) No 443/2009 for M1 vehicles or Article 12 of Regulation (EU) No 510/2011 for N1 vehicles,
the conformity of production shall be demonstrated with respect to the eco-innovations, by checking the
presence of the correct eco-innovation(s) in question.

4.3. **PEVs**

4.3.1 Measures to ensure the conformity of production with regard to electric energy consumption (EC) shall be
checked on the basis of the type-approval certificate set out in Appendix 4 to this Annex.

4.3.2. Electric energy consumption verification for conformity of production

4.3.2.1. During the conformity of production procedure, the break-off criterion for the Type 1 test procedure according
to paragraph 3.4.4.1.3 of Sub-Annex 8 to Annex XXI of this Regulation (consecutive cycle procedure) and
paragraph 3.4.4.2.3. of Sub-Annex 8 to Annex XXI of this Regulation (Shortened Test Procedure) shall be
replaced with the following:

The break-off criterion for the conformity of production procedure shall be reached with having finished the
first applicable WLTP test cycle.

4.3.2.2. During this first applicable WLTP test cycle, the DC energy from the REESS(s) shall be measured according to
the method described in Appendix 3 of Sub-Annex 8 to Annex XXI of this Regulation and divided by the driven
distance in this applicable WLTP test cycle.

4.3.2.3. The value determined according to paragraph 4.3.2.2 shall be compared to the value determined according to
paragraph 1.2 of Appendix 2.

4.3.2.4. Conformity for EC shall be checked using the statistical procedures described in Section 4.2 and Appendix 1.
For the purposes of this conformity check, the terms pollutants/CO 2 shall be replaced by EC.

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4.4. **OVC-HEVs**

4.4.1. Measures to ensure the conformity of production with regard to CO 2 mass emission and electric energy
consumption from OVC-HEV shall be checked on the basis of the description in the type-approval certificate
set out in Appendix 4 to this Annex.

4.4.2. CO 2 mass emission verification for conformity of production

4.4.2.1. The vehicle shall be tested according to the charge-sustaining Type 1 test as described in paragraph 3.2.5. of
Sub-Annex 8 to Annex XXI of this Regulation.

4.4.2.2. During this test, the charge-sustaining CO 2 mass emission shall be determined according to Table A8/5 of SubAnnex 8 to Annex XXI of this Regulation and compared to the charge-sustaining CO 2 mass emission according
to paragraph 2.3 of Appendix 2.

4.4.2.3. Conformity for CO 2 emissions shall be checked using the statistical procedures described in Section 4.2 and
Appendix 1.

4.4.3. Electric energy consumption verification for conformity of production

4.4.3.1. During the conformity of production procedure, the end of the charge-depleting Type 1 test procedure
according to paragraph 3.2.4.4. of Sub-Annex 8 to Annex XXI of this Regulation shall be replaced with the
following:

The end of the charge-depleting Type 1 test procedure for the conformity of production procedure shall be
reached with having finished the first applicable WLTP test cycle.

4.4.3.2. During this first applicable WLTP test cycle, the DC energy from the REESS(s) shall be measured according to
the method described in Appendix 3 of Sub-Annex 8 to Annex XXI of this Regulation and divided by the driven
distance in this applicable WLTP test cycle.

4.4.3.3. The value determined according to paragraph 4.5.3.2. of this Regulation shall be compared to the value
determined according to paragraph 2.4. of Appendix 2.

4.4.1.4. Conformity for EC shall be checked using the statistical procedures described in Section 4.2 and Appendix 1.
For the purposes of this conformity check, the terms pollutants/CO 2 shall be replaced by EC.

4.5. **Checking the conformity of the vehicle for a Type 3 test**

4.5.1. If a verification of the Type 3 test is to be carried out, it shall be conducted in accordance with the following
requirements:

4.5.1.1. When the approval authority determines that the quality of production seems unsatisfactory, a vehicle shall be
randomly taken from the family and subjected to the tests described in Annex V.

4.5.1.2. The production shall be deemed to conform if this vehicle meets the requirements of the tests described in
Annex V.

4.5.1.3. If the vehicle tested does not satisfy the requirements of Section 4.5.1.1, a further random sample of four
vehicles shall be taken from the same family and subjected to the tests described in Annex V. The tests may be
carried out on vehicles which have completed a maximum of 15 000 km with no modifications.

4.5.1.4. The production shall be deemed to conform if at least three vehicles meet the requirements of the tests
described in Annex V.

4.6. **Checking the conformity of the vehicle for a Type 4 test**

4.6.1. If a verification of the Type 4 test is to be carried out, it shall be conducted in accordance with the following
requirements:

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4.6.1.1. When the approval authority determines that the quality of production seems unsatisfactory, a vehicle shall be
randomly taken from the family and subjected to the tests described in Annex VI, or at least as in paragraph 7
of Annex 7 of UN Regulation 83.

4.6.1.2. The production shall be deemed to conform if this vehicle meets the requirements of the tests described in
Annex VI, or paragraph 7 of Annex 7 of UN Regulation 83 depending on the test performed.

4.6.1.3. If the vehicle tested does not satisfy the requirements of section 4.6.1.1, a further random sample of four
vehicles shall be taken from the same family and subjected to the tests described in Annex VI, or at least as in
paragraph 7 of Annex 7 of UN Regulation 83. The tests may be carried out on vehicles which have completed a
maximum of 15 000 km with no modifications.

4.6.1.4. The production shall be deemed to conform if at least three vehicles meet the requirements of the tests
described in Annex VI, or paragraph 7 of Annex 7 of UN Regulation 83 depending on the test performed.

4.7. **Checking the conformity of the vehicle for On-board Diagnostics (OBD)**

4.7.1. If a verification of the performance of the OBD system is to be carried out, it shall be conducted in accordance
with the following requirements:

4.7.1.1. When the approval authority determines that the quality of production seems unsatisfactory, a vehicle shall be
randomly taken from the family and subjected to the tests described in Appendix 1 to Annex XI.

4.7.1.2. The production shall be deemed to conform if this vehicle meets the requirements of the tests described in
Appendix 1 to Annex XI.

4.7.1.3. If the vehicle tested does not satisfy the requirements of section 4.7.1.1, a further random sample of four
vehicles shall be taken from the same family and subjected to the tests described in Appendix 1 to Annex XI.
The tests may be carried out on vehicles which have completed a maximum of 15 000 km with no modifi­
cations.

4.7.1.4. The production shall be deemed to conform if at least three vehicles meet the requirements of the tests
described in Appendix 1 to Annex XI.

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_Appendix 1_

**Verification of conformity of production for Type 1 test—statistical method**

1. This appendix describes the procedure to be used to verify the production conformity requirements for the Type 1 test
for pollutants/CO 2, including conformity requirements for PEVs and OVC-HEVs.

2. Measurements of the pollutants specified in Table 2 of Annex I to Regulation (EC) No 715/2007 and the emission of
CO 2 shall be carried out on a minimum number of 3 vehicles, and consecutively increase until a pass or fail decision
is reached.

From the number of _N_ tests: _x_ _1,_ _x_ _2,_ _… x_ _N,_ the average _X_ _tests_ and the variance _VAR_ are to be determined from all _N_
measurements:

_X_ _tests_ ¼ ð _x_ _1_ þ _x_ _2_ þ _x_ _3_ þ _…_ þ _x_ _N_ Þ _=N_

and

_VAR_ ¼ ðð _x_ _1_ Ä _X_ _tests_ Þ _[2]_ þ ð _x_ _2_ Ä _X_ _tests_ Þ _[2]_ þ _…_ þ ð _x_ _N_ Ä _X_ _tests_ Þ _[2]_ Þ _=_ ð _N_ Ä _1_ Þ

3. For each number of tests, one of the three following decisions (see (i) to ((iii) below) can be reached for pollutants
based on the limit value _L_ for each pollutant, the average of all _N_ tests: _X_ _tests_, the variance of the test results _VAR_ and
the number of tests _N_ :

(i) Pass the family if _X_ _tests_ _<_ A Ü _L_ Ä _VAR=L_

(ii) Fail the family if _X_ _tests_ _>_ A Ü _L_ Ä ðð _N_ Ä 3Þ _=_ 13Þ Ü _VAR=L_

(iii) Take another measurement if:

A Ü _L_ Ä _VAR=L_ Ï _X_ _tests_ _<_ A Ü _L_ Ä ðð _N_ Ä 3Þ _=_ 13Þ Ü _VAR=L_

For the measurement of pollutants the factor A is set at 1,05 in order to take into account inaccuracies in the

measurements.

4. For CO 2 and EC the normalised values for CO 2 and EC shall be used:

_x_ _i_ ¼ _CO_ _2test_ Ä _i_ _=CO_ _2declared:_

_x_ _i_ ¼ EC _test_ Ä _i_ _=_ EC DC _;_ COP

In the case of CO 2 and EC the factor A is set at 1.01 and the value for L is set at 1. So in the case of CO 2 and EC the
criteria are simplified to:

(i) Pass the family if _X_ _tests_ _<_ A Ä _VAR_

(ii) Fail the family if _X_ _tests_ _>_ A Ä ðð _N_ Ä 3Þ _=_ 13Þ Ü _VAR_

(iii) Take another measurement if:

A Ä _VAR_ Ï _X_ _tests_ _<_ A Ä ðð _N_ Ä 3Þ _=_ 13Þ Ü _VAR_

The A values for pollutants, EC and CO 2 will be reviewed and may change according to the available evidence. For this
reason the Type Approval Authorities will need to provide the Commission with all relevant data at least for the initial
period of 5 years.

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_Appendix 2_

**Calculations for Conformity of Production of EVs**

1. Calculations for conformity of production values for PEVs

1.1 Interpolating of individual electric energy consumption of PEVs

EC DCÄind _;_ COP ¼ EC DCÄL _;_ COP þ K ind Ü ðEC DCÄH _;_ COP Ä EC DCÄL _;_ COP Þ

where:

EC DC–ind,COP is the electric energy consumption of an individual vehicle for the conformity of production, Wh/km;

EC DC–L,COP is the electric energy consumption of vehicle L for the conformity of production, Wh/km;

EC DC–H,COP is the electric energy consumption of vehicle H for the conformity of production, Wh/km;

K ind is the interpolation coefficient for the considered individual vehicle for the applicable WLTP test cycle.

1.2 Electric Consumption for PEVs

The following value shall be declared and used for verifying the conformity of production with respect to the electric
consumption:

EC DC _;_ COP ¼ EC DC _;_ CD _;_ first WLTC Ü AF EC

where:

EC DC,COP is the electric energy consumption based on the REESS depletion of the first applicable WLTC test
cycle provided for the verification during the conformity of production test procedure;

EC DC,CD,first WLTC is the electric energy consumption based on the REESS depletion of the first applicable WLTC test
cycle according to paragraph 4.3. of Sub-Annex 8 to Annex XXI, in Wh/km;

AF EC is the adjustment factor which compensates the difference between the charge-depleting electric
energy consumption value declared after having performed the Type 1 test procedure during
homologation and the measured test result determined during the conformity of production
procedure

and

AF EC ¼ [EC] [ WLTC] _[;]_ [declared]
EC WLTC

where

EC WLTC,declared is the declared electric energy consumption for PEVs according to paragraph 1.1.2.3. of Sub-Annex
6 of Annex XXI

EC WLTC is the measured electric energy consumption according to paragraph 4.3.4.2. of Sub-Annex 8 to
Annex XXI.

2. Calculations for conformity of production values for OVC-HEVs

2.1 Individual charge-sustaining CO 2 mass emission of OVC-HEVs for conformity of production

M CO2Äind _;_ CS _;_ COP ¼ M CO2ÄL _;_ CS _;_ COP þ K ind Ü ðM CO2ÄH _;_ CS _;_ COP Ä M CO2ÄL _;_ CS _;_ COP Þ

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where:

M CO2–ind,CS,COP is the charge-sustaining CO 2 mass emission of an individual vehicle for the conformity of
production, g/km;

M CO2–L,CS,COP is the charge-sustaining CO 2 mass emission of vehicle L for the conformity of production, g/km;

M CO2–H,CS,COP is the charge-sustaining CO 2 mass emission of vehicle H for the conformity of production, g/km;

K ind is the interpolation coefficient for the considered individual vehicle for the applicable WLTP test
cycle.

2.2 Individual charge-depleting electric energy consumption of OVC-HEVs for conformity of production

EC DCÄind _;_ CD _;_ COP ¼ EC DCÄL _;_ CD _;_ COP þ K ind Ü ðEC DCÄH _;_ CD _;_ COP Ä EC DCÄL _;_ CD _;_ COP Þ

where:

EC DC–ind,CD,COP is the charge-depleting electric energy consumption of an individual vehicle for the conformity of
production, Wh/km;

EC DC–L,CD,COP is the charge-depleting electric energy consumption of vehicle L for the conformity of production,
Wh/km;

EC DC–H,CD,COP is the charge-depleting electric energy consumption of vehicle H for the conformity of production,
Wh/km;

K ind is the interpolation coefficient for the considered individual vehicle for the applicable WLTP test
cycle.

2.3 Charge-sustaining CO 2 mass emission value for conformity of production

The following value shall be declared and used for the verification of the conformity of production with respect to
the charge-sustaining CO 2 mass emission:

M CO2 _;_ CS _;_ COP ¼ M CO2 _;_ CS Ü AF CO2 _;_ CS

where:

M CO2,CS,COP is the charge-sustaining CO 2 mass emission value of the charge-sustaining Type 1 test provided for the
verification during the conformity of production test procedure;

M CO2,CS is the charge-sustaining CO 2 mass emission of the charge-sustaining Type 1 test according to
paragraph 4.1.1. of Annex XXI, g/km;

AF CO2,CS is the adjustment factor which compensates the difference between the value declared after having
performed the Type 1 test procedure during homologation and the measured test result determined
during the conformity of production procedure

And

AF CO2 _;_ CS ¼ [M] [ CO2] M CO2 _[;]_ [CS] _[;]_ _;_ [c] CS _[;]_ [declared] _;_ c _;_ 6

where

M CO2,CS,c,declared is the declared charge-sustaining CO 2 mass emission of the charge-sustaining Type 1 test according
to step 7 of Table A8/5 of Sub-Annex 8 to Annex XXI.

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M CO2,CS,c,6 is the measured charge-sustaining CO 2 mass emission of the charge-sustaining Type 1 test
according to step 6 of Table A8/5 of Sub-Annex 8 to Annex XXI.

2.4 Charge-depleting electric energy consumption for conformity of production

The following value shall be declared and used for verifying the conformity of production with respect to the chargedepleting electric energy consumption

EC DC _;_ CD _;_ COP ¼ EC DC _;_ CD _;_ first WLTC Ü AF EC _;_ AC _;_ CD

where:

EC DC,CD,COP is the charge-depleting electric energy consumption based on the REESS depletion of the first
applicable WLTC test cycle of the charge-depleting Type 1 test provided for the verification during
the conformity of production test procedure;

EC DC,CD,first WLTC is the charge-depleting electric energy consumption based on the REESS depletion of the first
applicable WLTC test cycle of the charge-depleting Type 1 test according to paragraph 4.3. of SubAnnex 8 to Annex XXI, Wh/km;

AF EC,AC,CD is the adjustment factor for the charge-depleting electric energy consumption which compensates
the difference between the value declared after having performed the Type 1 test procedure during
homologation and the measured test result determined during the conformity of production
procedure

and

AF EC _;_ AC _;_ CD ¼ [EC] [ AC] EC _[;]_ [CD] AC _[;]_ _;_ [declared] CD

where

EC AC,CD,declared is the declared charge-depleting electric energy consumption of the charge-depleting Type 1 test
according to paragraph 1.1.2.3. of Sub-Annex 6 to Annex XXI.

EC AC,CD is the measured charge-depleting electric energy consumption of the charge-depleting Type 1 test
according to paragraph 4.3.1. of Sub-Annex 8 to Annex XXI.

7.7.2017 EN Official Journal of the European Union L 175/37

_Appendix 3_

**MODEL**

**INFORMATION DOCUMENT No …**

RELATING TO EC TYPE-APPROVAL OF A VEHICLE WITH REGARD TO EMISSIONS AND ACCESS TO VEHICLE REPAIR AND

MAINTENANCE INFORMATION

The following information, if applicable, must be supplied in triplicate and include a list of contents. Any drawings must
be supplied in appropriate scale and in sufficient detail on size A4 or on a folder of A4 format. Photographs, if any, must
show sufficient detail.

If the systems, components or separate technical units have electronic controls, information concerning their performance
must be supplied.

0 GENERAL

0.1. Make (trade name of manufacturer): ....................................................................................................................

0.2. Type: .............................................................................................................................................................................

0.2.1. Commercial name(s) (if available): .........................................................................................................................

0.4. Category of vehicle ( [c] ): .............................................................................................................................................

0.8. Name(s) and address(es) of assembly plant(s): ...................................................................................................

0.9. Name and address of the manufacturer's representative (if any): ................................................................

1 GENERAL CONSTRUCTION CHARACTERISTICS

1.1. Photographs and/or drawings of a representative vehicle/component/separate technical unit ( [1] ):

1.3.3. Powered axles (number, position, interconnection): .........................................................................................

2 MASSES AND DIMENSIONS ( [f] ) ( [g] ) ( [7] )

(in kg and mm) (Refer to drawing where applicable)

2.6. Mass in running order ( [h] )

(a) maximum and minimum for each variant: .................................................................................................

(b) mass of each version (a matrix must be provided): .................................................................................

2.8. Technically permissible maximum laden mass stated by the manufacturer ( [i] ) ( [3] ): ....................................

3 PROPULSION ENERGY CONVERTER ( [k] )

3.1. Manufacturer of the propulsion energy converter(s): .......................................................................................

3.1.1. Manufacturer's code (as marked on the propulsion energy converter or other means of
identification): .............................................................................................................................................................

3.2. Internal combustion engine

3.2.1.1. Working principle: positive ignition/compression ignition/dual fuel ( [1] )

Cycle: four stroke/two stroke/rotary ( [1] )

3.2.1.2. Number and arrangement of cylinders: ...............................................................................................................

L 175/38 EN Official Journal of the European Union 7.7.2017

3.2.1.2.1. Bore ( [1] ): ............................................................................................................................................................... mm

3.2.1.2.2. Stroke ( [1] ): ............................................................................................................................................................. mm

3.2.1.2.3. Firing order: ................................................................................................................................................................

3.2.1.3. Engine capacity ( [m] ): .......................................................................................................................................... cm [3]

3.2.1.4. Volumetric compression ratio ( [2] ): ..........................................................................................................................

3.2.1.5. Drawings of combustion chamber, piston crown and, in the case of positive ignition engines, piston
rings: .............................................................................................................................................................................

3.2.1.6. Normal engine idling speed ( [2] ): ................................................................................................................. min [–1]

3.2.1.6.1. High engine idling speed ( [2] ): ...................................................................................................................... min [–1]

3.2.1.8. Rated engine power ( [n] ): .......................... kW at ........................... min [–1] (manufacturer's declared value)

3.2.1.9. Maximum permitted engine speed as prescribed by the manufacturer: ........................................ min [–1]

3.2.1.10. Maximum net torque ( [n] ): ......................... Nm at ......................... min [–1] (manufacturer's declared value)

3.2.2. Fuel

3.2.2.1. Light-duty vehicles: Diesel/Petrol/LPG/NG or Biomethane/Ethanol (E85)/Biodiesel/Hydrogen/
H 2 NG ( [1] ) ( [6] )

3.2.2.1.1. RON, unleaded: ..........................................................................................................................................................

3.2.2.4. Vehicle fuel type: Mono fuel, Bi fuel, Flex fuel ( [1] )

3.2.2.5. Maximum amount of biofuel acceptable in fuel (manufacturer's declared value): ........ % by volume

3.2.4. Fuel feed

3.2.4.1. By carburettor(s): yes/no ( [1] )

3.2.4.2. By fuel injection (compression ignition or dual fuel only): yes/no ( [1] )

3.2.4.2.1. System description (common rail/unit injectors/distribution pump etc.): ...................................................

3.2.4.2.2. Working principle: direct injection/pre-chamber/swirl chamber ( [1] )

3.2.4.2.3. Injection/Delivery pump

3.2.4.2.3.1. Make(s): ........................................................................................................................................................................

3.2.4.2.3.2. Type(s): ........................................................................................................................................................ **.** ................

3.2.4.2.3.3. Maximum fuel delivery ( [1] ) ( [2] ): ..................................... mm [3] /stroke or cycle at an engine speed
of: ................. min [–1] or, alternatively, a characteristic diagram: .................................................... (When
boost control is supplied, state the characteristic fuel delivery and boost pressure versus engine speed)

3.2.4.2.4. Engine speed limitation control

3.2.4.2.4.2.1. Speed at which cut-off starts under load: .............................................................................................. min [–1]

3.2.4.2.4.2.2. Maximum no-load speed: ........................................................................................................................... min [–1]

3.2.4.2.6. Injector(s)

3.2.4.2.6.1. Make(s): ........................................................................................................................................................................

3.2.4.2.6.2. Type(s): ........................................................................................................................................................ **.** ................

7.7.2017 EN Official Journal of the European Union L 175/39

3.2.4.2.8. Auxiliary starting aid

3.2.4.2.8.1. Make(s): ........................................................................................................................................................................

3.2.4.2.8.2. Type(s): ........................................................................................................................................................ **.** ................

3.2.4.2.8.3. System description: ....................................................................................................................................................

3.2.4.2.9. Electronic controlled injection: yes/no ( [1] )

3.2.4.2.9.1. Make(s): ........................................................................................................................................................................

3.2.4.2.9.2. Type(s):

3.2.4.2.9.3 Description of the system: ......................................................................................................................................

3.2.4.2.9.3.1. Make and type of the control unit (ECU): .........................................................................................................

3.2.4.2.9.3.1.1. Software version of the ECU: .................................................................................................................................

3.2.4.2.9.3.2. Make and type of the fuel regulator: ...................................................................................................................

3.2.4.2.9.3.3. Make and type of the air-flow sensor: ................................................................................................................

3.2.4.2.9.3.4. Make and type of fuel distributor: ........................................................................................................................

3.2.4.2.9.3.5. Make and type of the throttle housing: ..............................................................................................................

3.2.4.2.9.3.6. Make and type or working principle of water temperature sensor: ............................................................

3.2.4.2.9.3.7. Make and type or working principle of air temperature sensor: .................................................................

3.2.4.2.9.3.8. Make and type or working principle of air pressure sensor: ........................................................................

3.2.4.3. By fuel injection (positive ignition only): yes/no ( [1] )

3.2.4.3.1. Working principle: intake manifold (single-/multi-point/direct injection ( [1] ) /other (specify): ................

3.2.4.3.2. Make(s): ........................................................................................................................................................................

3.2.4.3.3. Type(s): ........................................................................................................................................................ **.** ................

3.2.4.3.4. System description (In the case of systems other than continuous injection give equivalent details): ...

3.2.4.3.4.1. Make and type of the control unit (ECU): .........................................................................................................

3.2.4.3.4.1.1. Software version of the ECU: .................................................................................................................................

3.2.4.3.4.3. Make and type or working principle of air-flow sensor: ...............................................................................

3.2.4.3.4.8. Make and type of throttle housing: ......................................................................................................................

3.2.4.3.4.9. Make and type or working principle of water temperature sensor: ............................................................

3.2.4.3.4.10. Make and type or working principle of air temperature sensor: .................................................................

3.2.4.3.4.11. Make and type or working principle of air pressure sensor: ........................................................................

3.2.4.3.5. Injectors

3.2.4.3.5.1. Make: .............................................................................................................................................................................

3.2.4.3.5.2. Type: .............................................................................................................................................................................

L 175/40 EN Official Journal of the European Union 7.7.2017

3.2.4.3.7. Cold start system

3.2.4.3.7.1. Operating principle(s): ..............................................................................................................................................

3.2.4.3.7.2. Operating limits/settings ( [1] ) ( [2] ): ..............................................................................................................................

3.2.4.4. Feed pump

3.2.4.4.1. Pressure ( [2] ): ................................................. kPa or characteristic diagram ( [2] ): .................................................

3.2.4.4.2. Make(s): ........................................................................................................................................................................

3.2.4.4.3. Type(s): ........................................................................................................................................................ **.** ................

3.2.5. Electrical system

3.2.5.1. Rated voltage: .................................................................................................... V, positive/negative ground ( [1] )

3.2.5.2. Generator

3.2.5.2.1. Type: .............................................................................................................................................................................

3.2.5.2.2. Nominal output: .................................................................................................................................................. VA

3.2.6. Ignition system (spark ignition engines only)

3.2.6.1. Make(s): ........................................................................................................................................................................

3.2.6.2. Type(s): ........................................................................................................................................................ **.** ................

3.2.6.3. Working principle: .....................................................................................................................................................

3.2.6.6. Spark plugs

3.2.6.6.1. Make: .............................................................................................................................................................................

3.2.6.6.2. Type: .............................................................................................................................................................................

3.2.6.6.3. Gap setting: ......................................................................................................................................................... mm

3.2.6.7. Ignition coil(s)

3.2.6.7.1. Make: .............................................................................................................................................................................

3.2.6.7.2. Type: .............................................................................................................................................................................

3.2.7. Cooling system: liquid/air ( [1] )

3.2.7.1. Nominal setting of the engine temperature control mechanism: ................................................................

3.2.7.2. Liquid

3.2.7.2.1. Nature of liquid: .........................................................................................................................................................

3.2.7.2.2. Circulating pump(s): yes/no ( [1] )

3.2.7.2.3. Characteristics: ........................................................... **.** .......................................................................................... or

3.2.7.2.3.1. Make(s): ........................................................................................................................................................................

3.2.7.2.3.2. Type(s): ........................................................................................................................................................ **.** ................

3.2.7.2.4. Drive ratio(s): ..............................................................................................................................................................

3.2.7.2.5. Description of the fan and its drive mechanism: .............................................................................................

7.7.2017 EN Official Journal of the European Union L 175/41

3.2.7.3. Air

3.2.7.3.1. Fan: yes/no ( [1] )

3.2.7.3.2. Characteristics: ........................................................... **.** .......................................................................................... or

3.2.7.3.2.1. Make(s): ........................................................................................................................................................................

3.2.7.3.2.2. Type(s): ........................................................................................................................................................ **.** ................

3.2.7.3.3. Drive ratio(s): ..............................................................................................................................................................

3.2.8. Intake system

3.2.8.1. Pressure charger: yes/no ( [1] )

3.2.8.1.1. Make(s): ........................................................................................................................................................................

3.2.8.1.2. Type(s): ........................................................................................................................................................ **.** ................

3.2.8.1.3. Description of the system (e.g. maximum charge pressure: ........ kPa; wastegate if applicable): ........

3.2.8.2. Intercooler: yes/no ( [1] )

3.2.8.2.1. Type: air-air/air-water ( [1] )

3.2.8.3. Intake depression at rated engine speed and at 100 % load (compression ignition engines only)

3.2.8.4. Description and drawings of inlet pipes and their accessories (plenum chamber, heating device,
additional air intakes, etc.): .....................................................................................................................................

3.2.8.4.1. Intake manifold description (include drawings and/or photos): ...................................................................

3.2.8.4.2. Air filter, drawings: ............................................................................................................................................. or

3.2.8.4.2.1. Make(s): ........................................................................................................................................................................

3.2.8.4.2.2. Type(s): ........................................................................................................................................................ **.** ................

3.2.8.4.3. Intake silencer, drawings: ................................................................................................................................... or

3.2.8.4.3.1. Make(s): ........................................................................................................................................................................

3.2.8.4.3.2. Type(s): ........................................................................................................................................................ **.** ................

3.2.9. Exhaust system

3.2.9.1. Description and/or drawing of the exhaust manifold: .....................................................................................

3.2.9.2. Description and/or drawing of the exhaust system: .........................................................................................

3.2.9.3. Maximum allowable exhaust back pressure at rated engine speed and at 100 % load (compression
ignition engines only): ...................................................................................................................................... kPa

3.2.10. Minimum cross-sectional areas of inlet and outlet ports: ..............................................................................

3.2.11. Valve timing or equivalent data

3.2.11.1. Maximum lift of valves, angles of opening and closing, or timing details of alternative distribution
systems, in relation to dead centres. For variable timing system, minimum and maximum timing: ...

3.2.11.2. Reference and/or setting ranges ( [1] ): .......................................................................................................................

L 175/42 EN Official Journal of the European Union 7.7.2017

3.2.12. Measures taken against air pollution

3.2.12.1. Device for recycling crankcase gases (description and drawings): ...............................................................

3.2.12.2. Pollution control devices (if not covered by another heading)

3.2.12.2.1. Catalytic converter

3.2.12.2.1.1. Number of catalytic converters and elements (provide the information below for each separate
unit): ..............................................................................................................................................................................

3.2.12.2.1.2. Dimensions, shape and volume of the catalytic converter(s): .......................................................................

3.2.12.2.1.3. Type of catalytic action: ..........................................................................................................................................

3.2.12.2.1.4. Total charge of precious metals: ........................................................... **.** ...............................................................

3.2.12.2.1.5. Relative concentration: .............................................................................................................................................

3.2.12.2.1.6. Substrate (structure and material): .........................................................................................................................

3.2.12.2.1.7. Cell density: ................................................................................................................................................................

3.2.12.2.1.8. Type of casing for the catalytic converter(s): .....................................................................................................

3.2.12.2.1.9. Location of the catalytic converter(s) (place and reference distance in the exhaust line): .....................

3.2.12.2.1.10. Heat shield: yes/no ( [1] )

3.2.12.2.1.11. Normal operating temperature range: ............................................................................................................ °C

3.2.12.2.1.12. Make of catalytic converter: ...................................................................................................................................

3.2.12.2.1.13. Identifying part number: ..........................................................................................................................................

3.2.12.2.2. Sensors

3.2.12.2.2.1. Oxygen sensor: yes/no ( [1] )

3.2.12.2.2.1.1. Make: .............................................................................................................................................................................

3.2.12.2.2.1.2. Location: ......................................................................................................................................................................

3.2.12.2.2.1.3. Control range: ........................................................... **.** ................................................................................................

3.2.12.2.2.1.4. Type or working principle: .....................................................................................................................................

3.2.12.2.2.1.5. Identifying part number: ..........................................................................................................................................

3.2.12.2.2.2. NO x sensor: yes/no ( [1] )

3.2.12.2.2.2.1. Make: .............................................................................................................................................................................

3.2.12.2.2.2.2. Type: .............................................................................................................................................................................

3.2.12.2.2.2.3. Location

3.2.12.2.2.3. Particulate sensor: yes/no ( [1] )

3.2.12.2.2.3.1. Make: .............................................................................................................................................................................

3.2.12.2.2.3.2. Type: .............................................................................................................................................................................

3.2.12.2.2.3.3. Location: ......................................................................................................................................................................

7.7.2017 EN Official Journal of the European Union L 175/43

3.2.12.2.3. Air injection: yes/no ( [1] )

3.2.12.2.3.1. Type (pulse air, air pump, etc.): ............................................................................................................................

3.2.12.2.4. Exhaust gas recirculation (EGR): yes/no ( [1] )

3.2.12.2.4.1. Characteristics (make, type, flow, high pressure/low pressure/combined pressure, etc.): ........................

3.2.12.2.4.2. Water-cooled system (to be specified for each EGR system e.g. low pressure/high pressure/combined
pressure: yes/no ( [1] )

3.2.12.2.5. Evaporative emissions control system (petrol and ethanol engines only): yes/no ( [1] )

3.2.12.2.5.1. Detailed description of the devices: ......................................................................................................................

3.2.12.2.5.2. Drawing of the evaporative control system: ......................................................................................................

3.2.12.2.5.3. Drawing of the carbon canister: ........................................................... **.** ...............................................................

3.2.12.2.5.4. Mass of dry charcoal: ............................................................................................................................................ g

3.2.12.2.5.5. Schematic drawing of the fuel tank with indication of capacity and material (petrol and ethanol
engines only): .............................................................................................................................................................

3.2.12.2.5.6. Description and schematic of the heat shield between tank and exhaust system: .................................

3.2.12.2.6. Particulate trap (PT): yes/no ( [1] )

3.2.12.2.6.1. Dimensions, shape and capacity of the particulate trap: ................................................................................

3.2.12.2.6.2. Design of the particulate trap: ...............................................................................................................................

3.2.12.2.6.3. Location (reference distance in the exhaust line): ............................................................................................

3.2.12.2.6.4. Make of particulate trap: .........................................................................................................................................

3.2.12.2.6.5. Identifying part number: ..........................................................................................................................................

3.2.12.2.7 On-board-diagnostic (OBD) system: yes/no ( [1] )

3.2.12.2.7.1. Written description and/or drawing of the MI: ................................................................................................

3.2.12.2.7.2. List and purpose of all components monitored by the OBD system: ........................................................

3.2.12.2.7.3. Written description (general working principles) for

3.2.12.2.7.3.1 Positive-ignition engines

3.2.12.2.7.3.1.1. Catalyst monitoring: ..................................................................................................................................................

3.2.12.2.7.3.1.2. Misfire detection: ........................................................................................................................................................

3.2.12.2.7.3.1.3. Oxygen sensor monitoring: ....................................................................................................................................

3.2.12.2.7.3.1.4. Other components monitored by the OBD system: ........................................................................................

3.2.12.2.7.3.2. Compression-ignition engines: ...............................................................................................................................

3.2.12.2.7.3.2.1. Catalyst monitoring: ..................................................................................................................................................

3.2.12.2.7.3.2.2. Particulate trap monitoring: ....................................................................................................................................

3.2.12.2.7.3.2.3. Electronic fuelling system monitoring: .................................................................................................................

L 175/44 EN Official Journal of the European Union 7.7.2017

3.2.12.2.7.3.2.5. Other components monitored by the OBD system: ........................................................................................

3.2.12.2.7.4. Criteria for MI activation (fixed number of driving cycles or statistical method): ..................................

3.2.12.2.7.5. List of all OBD output codes and formats used (with explanation of each): ...........................................

3.2.12.2.7.6. The following additional information shall be provided by the vehicle manufacturer for the purposes
of enabling the manufacture of OBD-compatible replacement or service parts and diagnostic tools
and test equipment.

3.2.12.2.7.6.1. A description of the type and number of the preconditioning cycles used for the original type
approval of the vehicle.

3.2.12.2.7.6.2. A description of the type of the OBD demonstration cycle used for the original type-approval of the
vehicle for the component monitored by the OBD system.

3.2.12.2.7.6.3. A comprehensive document describing all sensed components with the strategy for fault detection
and MI activation (fixed number of driving cycles or statistical method), including a list of relevant
secondary sensed parameters for each component monitored by the OBD system. A list of all OBD
output codes and format used (with an explanation of each) associated with individual emission
related power-train components and individual non-emission related components, where monitoring
of the component is used to determine MI activation, including in particular a comprehensive
explanation for the data given in service $05 Test ID $21 to FF and the data given in service $06.

In the case of vehicle types that use a communication link in accordance with ISO 15765-4 ‘Road
vehicles, diagnostics on controller area network (CAN) — Part 4: requirements for emissions-related
systems’, a comprehensive explanation for the data given in service $06 Test ID $00 to FF, for each
OBD monitor ID supported, shall be provided.

3.2.12.2.7.6.4. The information required above may be defined by completing a table as described below.

3.2.12.2.7.6.4.1. Light-duty vehicles

|Compon­<br>ent|Fault<br>code|Monitoring<br>strategy|Fault detection<br>criteria|MI<br>activation<br>criteria|Secondary<br>parameters|Precondi­<br>tioning|Demon­<br>stration<br>test|
|---|---|---|---|---|---|---|---|
|Catalyst|P0420|Oxygen<br>sensor 1<br>and sensor<br>2 signals|Difference<br>between<br>sensor 1 and<br>sensor 2<br>signals-|3rd cycle|Engine speed<br>load, A/F<br>mode, catalyst<br>temperature|Two type<br>I cycles|Type I|

3.2.12.2.8. Other system: .............................................................................................................................................................

3.2.12.2.8.2. Driver inducement system

3.2.12.2.8.2.3. Type of inducement system: no engine restart after countdown/no start after refuelling/fuel-lockout/
performance restriction

3.2.12.2.8.2.4. Description of the inducement system

3.2.12.2.8.2.5. Equivalent to the average driving range of the vehicle with a complete tank of fuel: .................. km

3.2.12.2.10. Periodically regenerating system: (provide the information below for each separate unit)

3.2.12.2.10.1. Method or system of regeneration, description and/or drawing: .................................................................

7.7.2017 EN Official Journal of the European Union L 175/45

3.2.12.2.10.2. The number of Type 1 operating cycles, or equivalent engine test bench cycles, between two cycles
where regenerative phases occur under the conditions equivalent to Type 1 test (Distance ‘D’ in Figure
A6.App1/1 in Appendix 1 to Sub-Annex 6 of Annex XXI to Regulation (EU) 2017/1151 or figure
A13/1 in Annex 13 to UN/ECE Regulation 83 (as applicable)): .................................................................

3.2.12.2.10.2.1. Applicable Type 1 cycle (indicate the applicable procedure: Annex XXI, Sub-Annex 4 or UN/ECE
Regulation 83): ..........................................................................................................................................................

3.2.12.2.10.3. Description of method employed to determine the number of cycles between two cycles where
regenerative phases occur: .......................................................................................................................................

3.2.12.2.10.4. Parameters to determine the level of loading required before regeneration occurs (i.e. temperature,
pressure etc.): ..............................................................................................................................................................

3.2.12.2.10.5. Description of method used to load system in the test procedure described in paragraph 3.1., Annex
13 to UN/ECE Regulation 83: ...............................................................................................................................

3.2.12.2.11. Catalytic converter systems using consumable reagents (provide the information below for each
separate unit) yes/no ( [1] )

3.2.12.2.11.1. Type and concentration of reagent needed: .......................................................................................................

3.2.12.2.11.2. Normal operational temperature range of reagent: ........................................................... **.** ..............................

3.2.12.2.11.3. International standard: ..............................................................................................................................................

3.2.12.2.11.4. Frequency of reagent refill: continuous/maintenance (where appropriate):

3.2.12.2.11.5. Reagent indicator: (description and location)

3.2.12.2.11.6. Reagent tank

3.2.12.2.11.6.1. Capacity: .......................................................................................................................................................................

3.2.12.2.11.6.2. Heating system: yes/no

3.2.12.2.11.6.2.1. Description or drawing

3.2.12.2.11.7. Reagent control unit: yes/no ( [1] )

3.2.12.2.11.7.1. Make: .............................................................................................................................................................................

3.2.12.2.11.7.2. Type: .............................................................................................................................................................................

3.2.12.2.11.8. Reagent injector (make type and location): ........................................................................................................

3.2.13. Smoke opacity

3.2.13.1. Location of the absorption coefficient symbol (compression ignition engines only): .............................

3.2.14. Details of any devices designed to influence fuel economy (if not covered by other items):.

3.2.15. LPG fuelling system: yes/no ( [1] )

3.2.15.1. Type-approval number according to Regulation (EC) No 661/2009 (OJ L 200, 31.7.2009, p. 1): ...

L 175/46 EN Official Journal of the European Union 7.7.2017

3.2.15.2. Electronic engine management control unit for LPG fuelling

3.2.15.2.1. Make(s): ........................................................................................................................................................................

3.2.15.2.2. Type(s): ........................................................................................................................................................ **.** ................

3.2.15.2.3. Emission-related adjustment possibilities: ............................................................................................................

3.2.15.3. Further documentation

3.2.15.3.1. Description of the safeguarding of the catalyst at switch-over from petrol to LPG or back: .............

3.2.15.3.2. System lay-out (electrical connections, vacuum connections compensation hoses, etc.): .......................

3.2.15.3.3. Drawing of the symbol: ...........................................................................................................................................

3.2.16. NG fuelling system: yes/no ( [1] )

3.2.16.1. Type-approval number according to Regulation (EC) No 661/2009: ..........................................................

3.2.16.2. Electronic engine management control unit for NG fuelling

3.2.16.2.1. Make(s): ........................................................................................................................................................................

3.2.16.2.2. Type(s): ........................................................................................................................................................ **.** ................

3.2.16.2.3. Emission-related adjustment possibilities: ............................................................................................................

3.2.16.3. Further documentation

3.2.16.3.1. Description of the safeguarding of the catalyst at switch-over from petrol to NG or back: ...............

3.2.16.3.2. System lay-out (electrical connections, vacuum connections compensation hoses, etc.): .......................

3.2.16.3.3. Drawing of the symbol: ...........................................................................................................................................

3.2.18. Hydrogen fuelling system: yes/no ( [1] )

3.2.18.1. EC type-approval number in accordance with Regulation (EC) No 79/2009: ..........................................

3.2.18.2. Electronic engine management control unit for hydrogen fuelling

3.2.18.2.1. Make(s): ........................................................................................................................................................................

3.2.18.2.2. Type(s): ........................................................................................................................................................ **.** ................

3.2.18.2.3. Emission-related adjustment possibilities: ............................................................................................................

3.2.18.3. Further documentation

3.2.18.3.1. Description of the safeguarding of the catalyst at switch-over from petrol to hydrogen or back: ...

3.2.18.3.2. System lay-out (electrical connections, vacuum connections compensation hoses, etc.): .......................

3.2.18.3.3. Drawing of the symbol: ...........................................................................................................................................

3.2.19.4. Further documentation

3.2.19.4.1. Description of the safeguarding of the catalyst at switch-over from petrol to H 2 NG or back: ..........

7.7.2017 EN Official Journal of the European Union L 175/47

3.2.19.4.2. System lay-out (electrical connections, vacuum connections compensation hoses, etc.): .......................

3.2.19.4.3. Drawing of the symbol: ...........................................................................................................................................

3.2.20. Heat storage information

3.2.20.1. Active heat storage device: yes/no ( [1] )

3.2.20.1.1. Enthalpy: ................................................................................................................................................................. (J)

3.2.20.2. Insulation materials

3.2.20.2.1. Insulation material: ....................................................................................................................................................

3.2.20.2.2. Insulation volume: .....................................................................................................................................................

3.2.20.2.3. Insulation weight: .......................................................................................................................................................

3.2.20.2.4. Insulation location: ....................................................................................................................................................

3.3. Electric machine

3.3.1. Type (winding, excitation): ......................................................................................................................................

3.3.1.2. Operating voltage: .................................................................................................................................................. V

3.4. Combinations of propulsion energy converters

3.4.1. Hybrid electric vehicle: yes/no ( [1] )

3.4.2. Category of hybrid electric vehicle: off-vehicle charging/not off-vehicle charging: ( [1] )

3.4.3. Operating mode switch: with/without ( [1] )

3.4.3.1. Selectable modes

3.4.3.1.1. Pure electric: yes/no ( [1] )

3.4.3.1.2. Pure fuel consuming: yes/no ( [1] )

3.4.3.1.3. Hybrid modes: yes/no ( [1] )

(if yes, short description): ........................................................................................................................................

3.4.4. Description of the energy storage device: (REESS, capacitor, flywheel/generator)

3.4.4.1. Make(s): ........................................................................................................................................................................

3.4.4.2. Type(s): ........................................................................................................................................................ **.** ................

3.4.4.3. Identification number: ..............................................................................................................................................

3.4.4.4. Kind of electrochemical couple: ............................................................................................................................

3.4.4.5. Energy: .......................... (for REESS: voltage and capacity Ah in 2 h, for capacitor: J, ..........................)

3.4.4.6. Charger: on board/external/without ( [1] )

3.4.5. Electric machine (describe each type of electric machine separately)

L 175/48 EN Official Journal of the European Union 7.7.2017

3.4.5.1. Make: .............................................................................................................................................................................

3.4.5.2. Type: .............................................................................................................................................................................

3.4.5.3. Primary use: traction motor/generator ( [1] )

3.4.5.3.1. When used as traction motor: single-/multimotors (number) ( [1] ): ................................................................

3.4.5.4. Maximum power: ............................................................................................................................................... kW

3.4.5.5. Working principle

3.4.5.5.5.1 Direct current/alternating current/number of phases: .......................................................................................

3.4.5.5.2. Separate excitation/series/compound ( [1] )

3.4.5.5.3. Synchronous/asynchronous ( [1] )

3.4.6. Control unit

3.4.6.1. Make(s): ........................................................................................................................................................................

3.4.6.2. Type(s): ........................................................................................................................................................ **.** ................

3.4.6.3. Identification number: ..............................................................................................................................................

3.4.7. Power controller

3.4.7.1. Make: .............................................................................................................................................................................

3.4.7.2. Type: .............................................................................................................................................................................

3.4.7.3. Identification number: ..............................................................................................................................................

3.4.9. Manufacturer's recommendation for preconditioning: .....................................................................................

3.5. Manufacturer’s declared values for determination of CO 2 emissions/fuel consumption/electric
consumption/electric range and details of eco-innovations (where applicable) ( [o] )

3.5.7. Manufacturer’s declared values

3.5.7.1. Test vehicle parameters

3.5.7.1.1 Vehicle high

3.5.7.1.1.1. Cycle Energy Demand (J): ........................................................................................................................................

3.5.7.1.1.2. Road load coefficients

3.5.7.1.1.2.1. f 0, N: .............................................................................................................................................................................

3.5.7.1.1.2.2. f 1, N/(km/h): ...............................................................................................................................................................

3.5.7.1.1.2.3. f 2, N/(km/h) [2] : ..............................................................................................................................................................

3.5.7.1.2. Vehicle Low (if applicable)

3.5.7.1.2.1. Cycle Energy Demand (J)

3.5.7.1.2.2. Road load coefficients

3.5.7.1.2.2.1. f 2, N: .............................................................................................................................................................................

3.5.7.1.2.2.2. f 1, N/(km/h): ...............................................................................................................................................................

7.7.2017 EN Official Journal of the European Union L 175/49

3.5.7.1.2.2.3. f 2, N/(km/h) [2] : ..............................................................................................................................................................

3.5.7.1.3. Vehicle M (if applicable)

3.5.7.1.3.1. Cycle Energy Demand (J)

3.5.7.1.3.2. Road load coefficients

3.5.7.1.3.2.1. f 0, N: .............................................................................................................................................................................

3.5.7.1.3.2.2. f 1, N/(km/h): ...............................................................................................................................................................

3.5.7.1.3.2.3. f 2, N/(km/h) [2] : ..............................................................................................................................................................

3.5.7.2. Combined CO 2 mass emissions

3.5.7.2.1. CO 2 mass emission for ICE

3.5.7.2.1.1. Vehicle High: .................................................................................................................................................... g/km

3.5.7.2.1.2. Vehicle low (if applicable): ............................................................................................................................ g/km

3.5.7.2.2. Charge Sustaining CO 2 mass emission for OVC-HEVs and NOVC-HEVs

3.5.7.2.2.1. Vehicle high: ..................................................................................................................................................... g/km

3.5.7.2.2.2. Vehicle low (if applicable): ............................................................................................................................ g/km

3.5.7.2.2.3. Vehicle M (if applicable): .............................................................................................................................. g/km

3.5.7.2.3. Charge Depleting CO 2 mass emission for OVC-HEVs

3.5.7.2.3.1. Vehicle high: ..................................................................................................................................................... g/km

3.5.7.2.3.2. Vehicle low (if applicable): ............................................................................................................................ g/km

3.5.7.2.3.3. Vehicle M (if applicable): .............................................................................................................................. g/km

3.5.7.3. Electric range for electrified vehicles

3.5.7.3.1. Pure Electric Range (PER) for PEVs

3.5.7.3.1.1. Vehicle high: ........................................................................................................................................................ km

3.5.7.3.1.2. Vehicle low (if applicable): ............................................................................................................................... km

3.5.7.3.2. All Electric Range AER for OVC-HEVs

3.5.7.3.2.1. Vehicle high: ........................................................................................................................................................ km

3.5.7.3.2.2. Vehicle low (if applicable): ............................................................................................................................... km

3.5.7.3.2.3. Vehicle M (if applicable): ................................................................................................................................. km

3.5.7.4. Charge Sustaining fuel consumption (FC CS ) for FCHVs

3.5.7.4.1. Vehicle high: .......................................................................................................................................... kg/100 km

L 175/50 EN Official Journal of the European Union 7.7.2017

3.5.7.4.2. Vehicle low (if applicable): ................................................................................................................. kg/100 km

3.5.7.4.3. Vehicle M (if applicable): .................................................................................................................... kg/100 km

3.5.7.5. Electric energy consumption for electrified vehicles

3.5.7.5.1. Combined electric energy consumption (EC WLTC ) for Pure electric vehicles

3.5.7.5.1.1. Vehicle high: ................................................................................................................................................ Wh/km

3.5.7.5.1.2. Vehicle low (if applicable): ....................................................................................................................... Wh/km

3.5.7.5.2. UF-weighted charge-depleting electric consumption EC AC,CD (combined)

3.5.7.5.2.1. Vehicle high: ................................................................................................................................................ Wh/km

3.5.7.5.2.2. Vehicle low (if applicable): ....................................................................................................................... Wh/km

3.5.7.5.2.3. Vehicle M (if applicable): .......................................................................................................................... Wh/km

3.5.8. Vehicle fitted with an eco-innovation within the meaning of Article 12 of Regulation (EC)
No 443/2009 for M1 vehicles or Article 12 of Regulation (EU) No 510/2011 for N1 vehicles:
yes/no ( [1] )

3.5.8.1. Type/Variant/Version of the baseline vehicle as referred to in Article 5 of Regulation (EU)
No 725/2011 for M1 vehicles or Article 5 of Regulation (EU) No 427/2014 for N1 vehicles (if
applicable): ....................................................................................................................................................................

3.5.8.2. Existence of interactions between different eco-innovations: yes/no ( [1] )

3.5.8.3. Emissions data related to the use of eco-innovations (repeat the table for each reference fuel
tested) ( [w1] )

|Decision<br>approving<br>the eco-<br>inno­<br>vation ( w2 )|Code of<br>the eco-<br>inno­<br>vation ( w3 )|1. CO<br>2<br>emissions<br>of the<br>baseline<br>vehicle<br>(g/km)|2. CO<br>2<br>emissions of<br>the eco-inno­<br>vation vehicle<br>(g/km)|3. CO<br>2<br>emissions of<br>the baseline<br>vehicle under<br>type 1<br>test-cycle ( w4 )|4. CO<br>2<br>emissions of<br>the eco-inno­<br>vation vehicle<br>under type 1<br>test-cycle|5. Usage<br>factor (UF),<br>i.e. temporal<br>share of<br>technology<br>usage in<br>normal<br>operation<br>conditions|CO<br>2<br>emissions<br>savings<br>((1 – 2) –<br>(3 – 4))*5|
|---|---|---|---|---|---|---|---|
|xxxx/201x||||||||
|||||||||
|||||||||
|Total CO 2 emissions saving (g/km) ( w5 )|Total CO 2 emissions saving (g/km) ( w5 )|Total CO 2 emissions saving (g/km) ( w5 )|Total CO 2 emissions saving (g/km) ( w5 )|Total CO 2 emissions saving (g/km) ( w5 )|Total CO 2 emissions saving (g/km) ( w5 )|Total CO 2 emissions saving (g/km) ( w5 )||

(w) Eco-innovations.
(w1) Expand the table if necessary, using one extra row per eco-innovation.
(w2) Number of the Commission Decision approving the eco-innovation.
(w3) Assigned in the Commission Decision approving the eco-innovation.
(w4) Under agreement of the type-approval authority, if a modelling methodology is applied instead of the type 1
test cycle, this value shall be the one provided by the modelling methodology.
(w5) Sum of the CO 2 emissions savings of each individual eco-innovation.

3.6. Temperatures permitted by the manufacturer

3.6.1. Cooling system

7.7.2017 EN Official Journal of the European Union L 175/51

3.6.1.1. Liquid cooling

Maximum temperature at outlet: ....................................................................................................................... K

3.6.1.2. Air cooling

3.6.1.2.1. Reference point: .........................................................................................................................................................

3.6.1.2.2. Maximum temperature at reference point: ..................................................................................................... K

3.6.2. Maximum outlet temperature of the inlet intercooler: ................................................................................ K

3.6.3. Maximum exhaust temperature at the point in the exhaust pipe(s) adjacent to the outer flange(s) of
the exhaust manifold or turbocharger: ............................................................................................................ K

3.6.4. Fuel temperature

Minimum: .......................................................................... K — maximum: .......................................................................... K

For diesel engines at injection pump inlet, for gas fuelled engines at pressure regulator final stage

3.6.5. Lubricant temperature

Minimum: .......................................................................... K — maximum: ........................................................................... K

3.8. Lubrication system

3.8.1. Description of the system

3.8.1.1. Position of lubricant reservoir: ..............................................................................................................................

3.8.1.2. Feed system (by pump/injection into intake/mixing with fuel, etc.) ( [1] )

3.8.2. Lubricating pump

3.8.2.1. Make(s): ........................................................................................................................................................................

3.8.2.2. Type(s): ........................................................................................................................................................ **.** ................

3.8.3. Mixture with fuel

3.8.3.1. Percentage: ....................................................................................................................................................................

3.8.4. Oil cooler: yes/no ( [1] )

3.8.4.1. Drawing(s): ............................................................................................................................................................ or

3.8.4.1.1. Make(s): ........................................................................................................................................................................

3.8.4.1.2. Type(s): ........................................................................................................................................................ **.** ................

4 TRANSMISSION ( [p] )

4.3. Moment of inertia of engine flywheel: ................................................................................................................

4.3.1. Additional moment of inertia with no gear engaged: .....................................................................................

4.4. Clutch(es)

4.4.1. Type: .............................................................................................................................................................................

4.4.2. Maximum torque conversion: .................................................................................................................................

4.5. Gearbox

4.5.1. Type (manual/automatic/CVT (continuously variable transmission)) ( [1] )

L 175/52 EN Official Journal of the European Union 7.7.2017

4.5.1.1. Predominant mode: yes/no ( [1] )

4.5.1.2. Best mode (if no predominant mode): ................................................................................................................

4.5.1.3. Worst mode (if no predominant mode): ............................................................................................................

4.5.1.4. Torque rating: .............................................................................................................................................................

4.5.1.5. Number of clutches: ..................................................................................................................................................

4.6. Gear ratios

|Gear|Internal gearbox ratios<br>(ratios of engine to<br>gearbox output shaft<br>revolutions)|Final drive ratio(s) (ratio<br>of gearbox output shaft to<br>driven wheel revolutions)|Total gear ratios|
|---|---|---|---|
|Maximum for CVT<br>1 <br>2 <br>3 <br>… <br>Minimum for CVT<br>Reverse||||

4.7. Maximum vehicle design speed (in km/h) ( [q] ): ...................................................................................................

6 SUSPENSION

6.6. Tyres and wheels

6.6.1. Tyre/wheel combination(s)

6.6.1.1. Axles

6.6.1.1.1. Axle 1: ..........................................................................................................................................................................

6.6.1.1.1.1. Tyre size designation

6.6.1.1.2. Axle 2: ..........................................................................................................................................................................

6.6.1.1.2.1. Tyre size designation

etc.

6.6.2. Upper and lower limits of rolling radii

6.6.2.1. Axle 1: ..........................................................................................................................................................................

6.6.2.2. Axle 2: ..........................................................................................................................................................................

6.6.3. Tyre pressure(s) as recommended by the vehicle manufacturer: ........................................................... kPa

9 BODYWORK

9.1. Type of bodywork using the codes defined in Part C of Annex II of Directive 2007/46/EC: ...........

9.10.3. Seats

9.10.3.1. Number of seating positions (s): ........................................................... **.** ...............................................................

7.7.2017 EN Official Journal of the European Union L 175/53

16 ACCESS TO VEHICLE REPAIR AND MAINTENANCE INFORMATION

16.1. Address of principal website for access to vehicle repair and maintenance information: .....................

16.1.1. Date from which it is available (no later than 6 months from the date of type-approval): ...............

16.2. Terms and conditions of access to website: ......................................................................................................

16.3. Format of the vehicle repair and maintenance information accessible through website: ......................

L 175/54 EN Official Journal of the European Union 7.7.2017

_Appendix to information document_

**INFORMATION ON TEST CONDITIONS**

1. **Lubricants used**

1.1. Engine lubricant

1.1.1. Make: …

1.1.2. Type: …

1.2. Gearbox lubricant

1.2.1. Make: …

1.2.2. Type: …

(state percentage of oil in mixture if lubricant and fuel mixed)

|Road load information Gearbox type (manual/automatic/CVT)|Col2|
|---|---|
|VL (if existing)|VH|
|2.2.<br>Vehicle bodywork type (variant/version)<br>2.3.<br>Road load method used (measurement or<br>calculation by road load family)<br>2.4.<br>Road load information from the test<br>2.4.1. Tyres make and type:<br>2.4.2. Tyre dimensions (front/rear):<br>2.4.4. Tyre pressure (front/rear) (kPa):<br>2.4.5. Tyre rolling resistance (front/rear) (kg/t):<br>2.4.6. Vehicle test mass (kg):<br>2.4.7. Delta Cd.A compared to VH (m 2 ) <br>2.4.8. Road load coefficient f 0 , f 1 , f 2|2.2.<br>Vehicle bodywork type (variant/version)<br>2.3.<br>Road load method used (measurement or<br>calculation by road load family)<br>2.4.<br>Road load information from the test<br>2.4.1. Tyres make and type:<br>2.4.2. Tyre dimensions (front/rear):<br>2.4.4. Tyre pressure (front/rear) (kPa):<br>2.4.5. Tyre rolling resistance (front/rear) (kg/t):<br>2.4.6. Vehicle test mass (kg):<br>2.4.8. Road load coefficient f 0 , f 1 , f 2|

7.7.2017 EN Official Journal of the European Union L 175/55

_Appendix 4_

**MODEL OF EC TYPE-APPROVAL CERTIFICATE**

(Maximum format: A4 (210 × 297 mm))

**EC TYPE-APPROVAL CERTIFICATE**

_Stamp of administration_

Communication concerning the:

— EC type-approval ( [1] ),

— extension of EC type-approval ( [1] ),

— refusal of EC type-approval ( [1] ),

— withdrawal of EC type-approval ( [1] ),

— of a type of system/type of a vehicle with regard to a system ( [1] ) with regard to Regulation (EC) No 715/2007 ( [2] ) and
Regulation (EU) 2017/1151 ( [3] )

EC type-approval number: …

Reason for extension: …

_SECTION I_

0.1. Make (trade name of manufacturer): …

0.2. Type: …

0.2.1. Commercial name(s) (if available): …

0.3. Means of identification of type if marked on the vehicle ( [4] )

0.3.1. Location of that marking: …

0.4. Category of vehicle ( [5] )

0.5. Name and address of manufacturer: …

0.8. Name(s) and address(es) of assembly plant(s): …

0.9. Representative of the manufacturer: …

_SECTION II —_ to be repeated for each interpolation family, as defined in paragraph 5.6. of Annex XXI

0. Interpolation family identifier as defined in paragraph 5.0 of Annex XXI

1. Additional information (where applicable): (see addendum)

2. Technical service responsible for carrying out the tests: …

3. Date of type 1 test report: …

4. Number of the type 1 test report: …

5. Remarks (if any): (see addendum)

L 175/56 EN Official Journal of the European Union 7.7.2017

6. Place: …

7. Date: …

8. Signature: …

7.7.2017 EN Official Journal of the European Union L 175/57

_Addendum to EC type-approval certificate No …_

**concerning the type-approval of a vehicle with regard to emissions and access to vehicle repair and**
**maintenance information according to Regulation (EC) No 715/2007**

Cross references to information in Test Report or Information Document should be avoided when completing the TA
certificate.

0. INTERPOLATION FAMILY IDENTIFIER AS DEFINED IN PARAGRAPH 5.0 OF ANNEX XXI

1. ADDITIONAL INFORMATION

1.1. Mass of the vehicle in running order: …

1.2. Maximum mass: …

1.3. Reference mass: …

1.4. Number of seats: …

1.6. Type of bodywork:

1.6.1. for M1, M2: saloon, hatchback, station wagon, coupé, convertible, multipurpose vehicle ( [1] )

1.6.2. for N1, N2: lorry, van ( [1] )

1.7. Drive wheels: front, rear, 4 × 4 ( [1] )

1.8. Pure electric vehicle: yes/no ( [1] )

1.9. Hybrid electric vehicle: yes/no ( [1] )

1.9.1. Category of Hybrid Electric vehicle: Off Vehicle Charging/Not Off Vehicle charging / Fuel Cell ( [1] )

1.9.2. Operating mode switch: with/without ( [1] )

1.10. Engine identification:

1.10.1. Engine displacement:

1.10.2. Fuel supply system: direct injection/indirect injection ( [1] )

1.10.3. Fuel recommended by the manufacturer:

1.10.4.1. Maximum power: kW at min [–1]

1.10.4.2. Maximum torque: Nm at min [–1]

1.10.5. Pressure charging device: yes/no ( [1] )

1.10.6. Ignition system: compression ignition/positive ignition ( [1] )

1.11. Power train (for pure electric vehicle or hybrid electric vehicle) ( [1] )

1.11.1. Maximum net power: … kW, at: … to … min [–1]

1.11.2. Maximum thirty minutes power: … kW

1.11.3. Maximum net torque: … Nm, at … min [–1]

L 175/58 EN Official Journal of the European Union 7.7.2017

1.12. Traction battery (for pure electric vehicle or hybrid electric vehicle)

1.12.1. Nominal voltage: V

1.12.2. Capacity (2 h rate): Ah

1.13. Transmission: …, …

1.13.1. Type of gearbox: manual/automatic/variable transmission ( [1] )

1.13.2. Number of gear ratios:

1.13.3. Total gear ratios (including the rolling circumferences of the tyres under load): (vehicle speed (km/h)) /
(engine speed (1 000 (min [–1] ))

|First gear: …|Sixth gear: …|
|---|---|
|Second gear: …|Seventh gear: …|
|Third gear: …|Eighth gear: …|
|Fourth gear: …|Overdrive: …|
|Fifth gear: …||

1.13.4. Final drive ratio:

1.14. Tyres: …, …, …

Type: radial/bias/… ( [7] )

Dimensions: …

Rolling circumference under load:

Rolling circumference of tyres used for the Type 1 test

2. TEST RESULTS

2.1. Tailpipe emissions test results

Emissions classification: Euro 6

Type 1 test results, where applicable

Type approval number if not parent vehicle ( [1] ): …

|Col1|Col2|Col3|Test 1|Col5|Col6|Col7|Col8|
|---|---|---|---|---|---|---|---|
|Type 1 Result|CO<br>(mg/km)|THC<br>(mg/km)|NMHC<br>(mg/km)|NO x <br>(mg/km)|THC +<br>NO x <br>(mg/km)|PM<br>(mg/km)|PN<br>(#.10 11 / <br>km)|
|Measured ( 8 ) ( 9 )||||||||
|Ki (*) ( 8 ) ( 10 )|||||( 11 )|||
|Ki (+) ( 8 ) ( 10 )|||||( 11 )|||
|Mean value calculated with<br>Ki (M.Ki or M+Ki) ( 9 )|||||( 12 )|||

7.7.2017 EN Official Journal of the European Union L 175/59

|Type 1 Result|CO<br>(mg/km)|THC<br>(mg/km)|NMHC<br>(mg/km)|NO<br>x<br>(mg/km)|THC +<br>NO<br>x<br>(mg/km)|PM<br>(mg/km)|PN<br>(#.10 11 /<br>km)|
|---|---|---|---|---|---|---|---|
|DF (+) ( 8 ) ( 10 )||||||||
|DF (*) ( 8 )( 10 )||||||||
|Final mean value calcula­<br>ted with Ki and DF ( 13 )||||||||
|Limit value||||||||

**Test 2** (if applicable)

Repeat Test 1 table with the second test results.

**Test 3** (if applicable)

Repeat Test 1 table with the third test results.

Repeat Test 1, test 2 (if applicable) and test 3 (if applicable) for Vehicle Low (if applicable), and VM (if
applicable)

Information about regeneration strategy

D — number of operating cycles between 2 cycles where regenerative phases occur: …

d — number of operating cycles required for regeneration: …

Applicable Type 1 cycle: (Annex XXI, Sub-Annex 4 or UN/ECE Regulation No 83) ( [14] ): …

|ATCT test|Col2|
|---|---|
|CO 2 Emission (g/km)|Combined|
|ATCT (14 °C) M CO2,Treg||
|Type 1 (23 °C) M CO2,23°||
|Family correction factor (FCF)||

Difference between engine coolant end temperature and average soak area temperature of the last 3 hours
ΔT_ATCT (°C): …

The minimum soaking time t soak _ATCT (s): …

Location of temperature sensor: …

Type 2: (including data required for roadworthiness testing):

|Test|CO value<br>(% vol)|Lambda ( 7 )|Engine speed<br>(min –1 )|Engine oil temperature<br>(°C)|
|---|---|---|---|---|
|Low idle test||N/A|||
|High idle test|||||

L 175/60 EN Official Journal of the European Union 7.7.2017

Type 3: …

Type 4: … g/test

Type 5: — Durability test: whole vehicle test/bench ageing test/none ( [1] )

— Deterioration factor DF: calculated/assigned ( [1] )

— Specify the values: …

— Applicable Type 1 cycle (Annex XXI, Sub-Annex 4 or UN/ECE Regulation No 83) ( [14] ): …

|Type 6|CO (g/km)|THC (g/km)|
|---|---|---|
|Measured value|||

2.1.1. For bi fuel vehicles, the type 1 table shall be repeated for both fuels. For flex fuel vehicles, when the type 1
test is to be performed on both fuels according to Figure I.2.4 of Annex I, and for vehicles running on LPG
or NG/Biomethane, either mono fuel or bi fuel, the table shall be repeated for the different reference gases
used in the test, and an additional table shall display the worst results obtained. When applicable, in
accordance with section 3.1.4 of Annex 12 to UN/ECE Regulation No 83, it shall be shown if the results
are measured or calculated.

2.1.2. Written description and/or drawing of the MI: …

2.1.3. List and function of all components monitored by the OBD system: …

2.1.4. Written description (general working principles) for: …

2.1.4.1. Misfire detection ( [15] ): …

2.1.4.2. Catalyst monitoring ( [15] ): …

2.1.4.3. Oxygen sensor monitoring ( [15] ): …

2.1.4.4. Other components monitored by the OBD system ( [15] ): …

2.1.4.5. Catalyst monitoring ( [16] ): …

2.1.4.6. Particulate trap monitoring ( [16] ): …

2.1.4.7. Electronic fuelling system actuator monitoring ( [16] ): …

2.1.4.8. Other components monitored by the OBD system: …

2.1.5. Criteria for MI activation (fixed number of driving cycles or statistical method): …

2.1.6. List of all OBD output codes and formats used (with explanation of each): …

2.2. Reserved

2.3. Catalytic converters yes/no ( [1] )

2.3.1. Original equipment catalytic converter tested to all relevant requirements of this Regulation yes/no ( [1] )

2.4. Smoke opacity test results ( [1] )

2.4.1. At steady engine speeds: See technical service test report number: …

7.7.2017 EN Official Journal of the European Union L 175/61

2.4.2. Free acceleration tests

2.4.2.1. Measured value of the absorption coefficient: … m [–1]

2.4.2.2. Corrected value of the absorption coefficient: … m [–1]

2.4.2.3. Location of the absorption coefficient symbol on the vehicle: …

2.5. CO 2 emissions and fuel consumption test results

2.5.1. Internal combustion engine vehicle and Not Externally Chargeable (NOVC) Hybrid Electric Vehicle

2.5.1.1. Vehicle High

2.5.1.1.1. Cycle Energy Demand: … J

2.5.1.1.2. Road load coefficients

2.5.1.1.2.1. f 0, N: …

2.5.1.1.2.2. f 1, N/(km/h): …

2.5.1.1.2.3. f 2, N/(km/h) [2] : …

2.5.1.1.3. CO 2 mass emissions (provide values for each reference fuel tested, for the phases: the measured values, for
the combined see paragraphs 1.1.2.3.8 and 1.1.2.3.9 of Sub-Annex 6 to Annex XXI)

|CO Emission (g/km)<br>2|Test|Low|Medium|High|Extra High|Combined|
|---|---|---|---|---|---|---|
|M CO2,p,5 / M CO2,c,5|1||||||
|M CO2,p,5 / M CO2,c,5|2||||||
|M CO2,p,5 / M CO2,c,5|3||||||
|M CO2,p,H / M CO2,c,H|M CO2,p,H / M CO2,c,H||||||

2.5.1.1.4. Fuel consumption (provide values for each reference fuel tested, for the phases: the measured values for the
combined see paragraphs 1.1.2.3.8 and 1.1.2.3.9 of Sub-Annex 6 to Annex XXI)

|Fuel consumption (l/100 km) or m 3 /100<br>km or kg/100 km ( 1 )|Low|Medium|High|Extra High|Combined|
|---|---|---|---|---|---|
|Final values FC p,H / FC c,H||||||

2.5.1.2. Vehicle Low (if applicable)

2.5.1.2.1. Cycle Energy Demand: … J

2.5.1.2.2. Road load coefficients

2.5.1.2.2.1. f 0, N: …

2.5.1.2.2.2. f 1, N/(km/h): …

2.5.1.2.2.3. f 2, N/(km/h) [2] : …

L 175/62 EN Official Journal of the European Union 7.7.2017

2.5.1.2.2. CO 2 mass emissions (provide values for each reference fuel tested, for the phases: the measured values for the
combined see paragraphs 1.1.2.3.8 and 1.1.2.3.9 of Sub-Annex 6 to Annex XXI)

|CO Emission (g/km)<br>2|Test|Low|Medium|High|Extra High|Combined|
|---|---|---|---|---|---|---|
|M CO2,p,5 / M CO2,c,5|1||||||
|M CO2,p,5 / M CO2,c,5|2||||||
|M CO2,p,5 / M CO2,c,5|3||||||
|M CO2,p,L / M CO2,c,L|M CO2,p,L / M CO2,c,L||||||

2.5.1.2.3. Fuel consumption (provide values for each reference fuel tested, for the phases: the measured values for the
combined see paragraphs 1.1.2.3.8 and 1.1.2.3.9 of Sub-Annex 6 to Annex XXI)

|Fuel consumption (l/100 km) or m 3 /100<br>km or kg/100 km ( 1 )|Low|Medium|High|Extra High|Combined|
|---|---|---|---|---|---|
|Final values FC p,H / FC c,H||||||

2.5.1.3. For vehicles powered by an internal combustion engine only which are equipped with periodically regen­
erating systems as defined in paragraph 6 of Article 2 of this Regulation, the test results shall be adjusted by
the Ki factor as specified in Appendix 1 to Sub-Annex 6 of Annex XXI.

2.5.1.3.1. Information about regeneration strategy for CO 2 emissions and fuel consumption

D — number of operating cycles between 2 cycles where regenerative phases occur: …

d — number of operating cycles required for regeneration: …

Applicable Type 1 cycle (Annex XXI, Sub-Annex 4 or UN/ECE Regulation 83) ( [14] ): …

|Col1|Low|Mid|High|Extra High|Combined|
|---|---|---|---|---|---|
|Ki (additive / multiplicative) ( 1 ) <br>Values for CO 2 and fuel<br>consumption ( 10 )||||||

2.5.2. Pure electric vehicles ( [1] )

2.5.2.1. Electric energy consumption (declared value)

2.5.2.1.1. Electric energy consumption:

|EC (Wh/km)|Test|City|Combined|
|---|---|---|---|
|Calculated EC|1|||
|Calculated EC|2|||
|Calculated EC|3|||
|Declared value|Declared value|—||

7.7.2017 EN Official Journal of the European Union L 175/63

2.5.2.1.2. Total time out of tolerance for the conduct of the cycle: … sec

|Pure Electric Range|Col2|Col3|Col4|
|---|---|---|---|
|PER (km)|Test|City|Combined|
|Measured Pure Electric Range|1|||
|Measured Pure Electric Range|2|||
|Measured Pure Electric Range|3|||
|Declared value|Declared value|—||

2.5.3. Externally chargeable (OVC) Hybrid Electric Vehicle:

|CO 2 mass emission Charge Sustain Vehicle High|ning|Col3|Col4|Col5|Col6|Col7|
|---|---|---|---|---|---|---|
|CO 2 Emission (g/km)|Test|Low|Medium|High|Extra High|Combined|
|M CO2,p,5 / M CO2,c,5|1||||||
|M CO2,p,5 / M CO2,c,5|2||||||
|M CO2,p,5 / M CO2,c,5|3||||||
|M CO2,p,H / M CO2,c,H|M CO2,p,H / M CO2,c,H||||||

|Vehicle Low (if applicable)|Col2|Col3|Col4|Col5|Col6|Col7|
|---|---|---|---|---|---|---|
|CO 2 Emission (g/km)|Test|Low|Medium|High|Extra High|Combined|
|M CO2,p,5 / M CO2,c,5|1||||||
|M CO2,p,5 / M CO2,c,5|2||||||
|M CO2,p,5 / M CO2,c,5|3||||||
|M CO2,p,L / M CO2,c,L|M CO2,p,L / M CO2,c,L||||||

|Vehicle M (if applicable)|Col2|Col3|Col4|Col5|Col6|Col7|
|---|---|---|---|---|---|---|
|CO 2 Emission (g/km)|Test|Low|Medium|High|Extra High|Combined|
|M CO2,p,5 / M CO2,c,5|1||||||
|M CO2,p,5 / M CO2,c,5|2||||||
|M CO2,p,5 / M CO2,c,5|3||||||
|M CO2,p,M / M CO2,c,M|M CO2,p,M / M CO2,c,M||||||

|CO 2 mass emission Charge Depleting Vehicle High|Col2|Col3|
|---|---|---|
|CO 2 Emission (g/km)|Test|Combined|
|M CO2,CD|1||
|M CO2,CD|2||
|M CO2,CD|3||
|M CO2,CD,H|M CO2,CD,H||

L 175/64 EN Official Journal of the European Union 7.7.2017

|Vehicle Low (if applicable)|Col2|Col3|
|---|---|---|
|CO 2 Emission (g/km)|Test|Combined|
|M CO2,CD|1||
|M CO2,CD|2||
|M CO2,CD|3||
|M CO2,CD,L|M CO2,CD,L||

|Vehicle M (if applicable)|Col2|Col3|
|---|---|---|
|CO 2 Emission (g/km)|Test|Combined|
|M CO2,CD|1||
|M CO2,CD|2||
|M CO2,CD|3||
|M CO2,CD,M|M CO2,CD,M||

2.5.3.3. CO 2 mass emission (weighted, combined) ( [17] ):

Vehicle High: M CO2,weighted … g/km

Vehicle Low (if applicable): M CO2,weighted … g/km

Vehicle M (if applicable): M CO2,weighted … g/km

|Fuel consumption Charge Sustaining Vehicle High|Col2|Col3|Col4|Col5|Col6|
|---|---|---|---|---|---|
|Fuel Consumption (l/100 km)|Low|Medium|High|Extra High|Combined|
|Final values FC p,H / FC c,H||||||

|Vehicle Low (if applicable)|Col2|Col3|Col4|Col5|Col6|
|---|---|---|---|---|---|
|Fuel Consumption (l/100 km)|Low|Medium|High|Extra High|Combined|
|Final values FC p,L / FC c,L||||||

|Vehicle M (if applicable)|Col2|Col3|Col4|Col5|Col6|
|---|---|---|---|---|---|
|Fuel Consumption (l/100 km)|Low|Medium|High|Extra High|Combined|
|Final values FC p,M / FC c,M||||||

|Fuel consumption Charge Depleting Vehicle High|Col2|Col3|
|---|---|---|
|Fuel consumption (l/100 km)|Test|Combined|
|FC CD|1||
|FC CD|2||
|FC CD|3||
|FC CD,H|FC CD,H||

7.7.2017 EN Official Journal of the European Union L 175/65

|Vehicle Low (if applicable)|Col2|Col3|
|---|---|---|
|Fuel consumption (l/100 km)|Test|Combined|
|FC CD|1||
|FC CD|2||
|FC CD|3||
|FC CD,L|FC CD,L||

|Vehicle M (if applicable)|Col2|Col3|
|---|---|---|
|Fuel consumption (l/100 km)|Test|Combined|
|FC CD|1||
|FC CD|2||
|FC CD|3||
|FC CD,M|FC CD,M||

2.5.3.6. Fuel consumption (weighted, combined) ( [17] ):

Vehicle High: FC weighted … l/100 km

Vehicle Low (if applicable): FC weighted … l/100 km

Vehicle M (if applicable): FC weighted … l/100 km

2.5.3.7. Ranges:

|All Electric Range AER|Col2|Col3|Col4|
|---|---|---|---|
|AER (km)|Test|City|Combined|
|AER values|1|||
|AER values|2|||
|AER values|3|||
|Final values AER|Final values AER|||

|Equivalent All Electric Range EAER|Col2|Col3|
|---|---|---|
|EAER (km)|City|Combined|
|EAER values|||

|Actual Charge Depleting Range R CDA|Col2|
|---|---|
|R CDA (km)|Combined|
|R CDA values||

|Charge Depleting Cycle Range R CDC|Col2|Col3|
|---|---|---|
|R CDC (km)|Test|Combined|
|R CDC values|1||
|R CDC values|2||
|R CDC values|3||
|Final values R CDC|Final values R CDC||

L 175/66 EN Official Journal of the European Union 7.7.2017

|Electric consumption Electric Consumption EC|Col2|Col3|Col4|Col5|Col6|Col7|
|---|---|---|---|---|---|---|
|EC (Wh/km)|Low|Medium|High|Extra High|City|Combined|
|Electric consumption values|||||||

|UF-weighted charge-depleting electric consumption EC AC,CD (comb|bined)|Col3|
|---|---|---|
|EC AC,CD (Wh/km)|Test|Combined|
|EC AC,CD values|1||
|EC AC,CD values|2||
|EC AC,CD values|3||
|Final values EC AC,CD|Final values EC AC,CD||

|UF-weighted electric consumption EC AC, weighted (combined)|Col2|Col3|
|---|---|---|
|EC AC,weighted (Wh/km)|Test|Combined|
|EC AC,weighted values|1||
|EC AC,weighted values|2||
|EC AC,weighted values|3||
|Final values EC AC,weighted|Final values EC AC,weighted||

2.6. **Test results of eco-innovations** ( [18] ) ( [19] )

|Decision<br>approving the<br>eco-innova-<br>tion ( 20 )|Code of<br>the eco-<br>inno­<br>vation ( 21 )|Type 1/I<br>cycle ( 22 )|1. CO<br>2<br>emissions<br>of the<br>baseline<br>vehicle<br>(g/km)|2. CO<br>2<br>emissions<br>of the eco-<br>innovation<br>vehicle<br>(g/km)|3. CO<br>2<br>emissions of<br>the baseline<br>vehicle<br>under type 1<br>test-<br>cycle ( 23 )|4. CO<br>2<br>emissions of<br>the eco-<br>innovation<br>vehicle<br>under type 1<br>test-cycle|5. Usage<br>factor (UF) i.e.<br>temporal share<br>of technology<br>usage in<br>normal<br>operation<br>conditions|CO<br>2<br>emissions<br>savings<br>((1 - 2) -<br>(3 - 4)) * 5|
|---|---|---|---|---|---|---|---|---|
|xxx/201x|||||||||
||||||||||
||||||||||
||Total CO 2 emissions saving on NEDC (g/km) ( 24 )|Total CO 2 emissions saving on NEDC (g/km) ( 24 )|Total CO 2 emissions saving on NEDC (g/km) ( 24 )|Total CO 2 emissions saving on NEDC (g/km) ( 24 )|Total CO 2 emissions saving on NEDC (g/km) ( 24 )|Total CO 2 emissions saving on NEDC (g/km) ( 24 )|Total CO 2 emissions saving on NEDC (g/km) ( 24 )||
||Total CO 2 emissions saving on WLTP (g/km) ( 25 )|Total CO 2 emissions saving on WLTP (g/km) ( 25 )|Total CO 2 emissions saving on WLTP (g/km) ( 25 )|Total CO 2 emissions saving on WLTP (g/km) ( 25 )|Total CO 2 emissions saving on WLTP (g/km) ( 25 )|Total CO 2 emissions saving on WLTP (g/km) ( 25 )|Total CO 2 emissions saving on WLTP (g/km) ( 25 )||

2.6.1. _General code of the eco-innovation(s)_ ( [26] ): …

3. VEHICLE REPAIR INFORMATION

3.1. Address of website for access to vehicle repair and maintenance information: …

3.1.1. Date from which it is available (up to 6 months from the date of type approval): …

7.7.2017 EN Official Journal of the European Union L 175/67

3.2. Terms and conditions of access (i.e. duration of access, price of access on an hourly, daily, monthly, annual
and per-transaction basis) to websites referred to in point 3.1): …

3.3. Format of vehicle repair and maintenance information accessible through website referred to in point 3.1: …

3.4. Manufacturer’s certificate on access to vehicle repair and maintenance information provided: …

4. POWER MEASUREMENT

Maximum engine net power of internal combustion engine, net power and maximum 30 minutes power of
electric drive train

4.1. **Internal combustion engine net power**

4.1.1. Engine speed (min [–1] ) …

4.1.2. Measured fuel flow (g/h) …

4.1.3. Measured torque (Nm) …

4.1.4. Measured power (kW) …

4.1.5. Barometric pressure (kPa) …

4.1.6. Water vapour pressure (kPa) …

4.1.7. Intake air temperature (K) …

4.1.8. Power correction factor when applied …

4.1.9. Corrected power (kW) …

4.1.10. Auxiliary power (kW) …

4.1.11. Net power (kW) …

4.1.12. Net torque (Nm) …

4.1.13. Corrected specific fuel consumption (g/kWh) …

4.2. **Electric drive train(s):**

4.2.1. Declared figures

4.2.2. Maximum net power: … kW, at … min [–1]

4.2.3. Maximum net torque: … Nm, at … min [–1]

4.2.4. Maximum net torque at zero engine speed: … Nm

4.2.5. Maximum 30 minutes power: … kW

4.2.6. Essential characteristics of the electric drive train

4.2.7. Test DC voltage: … V

4.2.8. Working principle: …

L 175/68 EN Official Journal of the European Union 7.7.2017

4.2.9. Cooling system:

4.2.10. Motor: liquid/air ( [1] )

4.2.11. Variator: liquid/air ( [1] )

5. REMARKS: …

_Explanatory Notes_

( [1] ) Delete where not applicable (there are cases where nothing needs to be deleted when more than one entry is applicable)
( [2] ) OJ L 171, 29.6.2007, p. 1.
( [3] ) OJ L 175, 7.7.2017, p. 1.
( [4] ) If the means of identification of type contains characters not relevant to describe the vehicle, component or separate technical unit
types covered by this information, such characters shall be represented in the documentation by the symbol ‘?’ (e.g. ABC??123??)
( [5] ) As defined in Annex II, Section A
( [6] ) As defined in article 3, paragraph 39 of Directive 2007/46/EC
( [7] ) Type of tyre according UN/ECE Regulation 117
( [8] ) Where applicable.
( [9] ) Round to 2 decimal places
( [10] ) Round to 4 decimal places
( [11] ) Not applicable
( [12] ) Mean value calculated by adding mean values (M.Ki) calculated for THC and NOx.
( [13] ) Round to 1 decimal place more than limit value.
( [14] ) Indicate the applicable procedure.
( [15] ) For vehicles equipped with positive-ignition engines.
( [16] ) For compression-ignition engine vehicles
( [17] ) Measured over the combined cycle
( [18] ) Repeat the table for each reference fuel tested.
( [19] ) Expand the table if necessary, using one extra row per eco-innovation.
( [20] ) Number of the Commission Decision approving the eco-innovation.
( [21] ) Assigned in the Commission Decision approving the eco-innovation.
( [22] ) Applicable Type 1 cycle: Annex XXI, Sub-Annex 4 or UN/ECE Regulation 83
( [23] ) If modelling is applied instead of the type 1 test-cycle, this value shall be the one provided by the modelling methodology.
( [24] ) Sum of the emissions saving of each individual eco-innovation on Type I according to UN/ECE Regulation 83.
( [25] ) Sum of the emissions saving of each individual eco-innovation on Type 1 according to Annex XXI, Sub-Annex 4 of this regulation
( [26] ) The general code of the eco-innovation(s) shall consist of the following elements, each separated by a blank space:
— Code of the type-approval authority as set out in Annex VII to Directive 2007/46/EC;

— Individual code of each eco-innovation fitted in the vehicle, indicated in chronological order of the Commission approval
decisions.

(E.g. the general code of three eco-innovations approved chronologically as 10, 15 and 16 and fitted to a vehicle certified by the
German type approval authority should be: ‘e1 10 15 16’)

7.7.2017 EN Official Journal of the European Union L 175/69

_Appendix to the Addendum to the Type Approval Certificate_

Transitional period (correlation output)
(Transitional provision):

1. CO 2 emissions results from Co2mpas

1.1 Co2mpas version

1.2. Vehicle High

|CO 2 mass emissions (for each referenc|ce fuel tested)|Col3|Col4|
|---|---|---|---|
|CO 2 Emission (g/km)|Urban|Extra Urban|Combined|
|M CO2,NEDC_H,co2mpas||||

1.3. Vehicle Low (if applicable)

|CO 2 mass emissions (for each referenc|ce fuel tested)|Col3|Col4|
|---|---|---|---|
|CO 2 Emission (g/km)|Urban|Extra Urban|Combined|
|M CO2,NEDC_L,co2mpas||||

2. CO 2 emissions test results (if applicable)

2.1. Vehicle High

|CO 2 mass emissions (for each referenc|ce fuel tested)|Col3|Col4|
|---|---|---|---|
|CO 2 Emission (g/km)|Urban|Extra Urban|Combined|
|M CO2,NEDC_H,test||||

2.2. Vehicle Low (if applicable)

|CO 2 mass emissions (for each referenc|ce fuel tested)|Col3|Col4|
|---|---|---|---|
|CO 2 Emission (g/km)|Urban|Extra Urban|Combined|
|M CO2,NEDC_L,test||||

3. Deviation factors (determined in accordance with point 3.2.8 of Annex I to Implementing Regulations (EU)

|Deviation factors (determined in accordance w 2017/1152 and (EU) 2017/1153)|with point 3.2.8 of Annex I to|Implementing Regulations (EU)|
|---|---|---|
|Deviation factors|Vehicle High|Vehicle Low<br>(if applicable)|
|De|||

L 175/70 EN Official Journal of the European Union 7.7.2017

_Appendix 5_

**Vehicle OBD information**

1. The information required in this Appendix shall be provided by the vehicle manufacturer for the purposes of
enabling the manufacture of OBD-compatible replacement or service parts and diagnostic tools and test equipment.

2. Upon request, the following information shall be made available to any interested component, diagnostic tools or
test equipment manufacturer, on a non-discriminatory basis:

2.1. A description of the type and number of the preconditioning cycles used for the original type-approval of the
vehicle;

2.2. A description of the type of the OBD demonstration cycle used for the original type-approval of the vehicle for the
component monitored by the OBD system;

2.3. A comprehensive document describing all sensed components with the strategy for fault detection and MI activation
(fixed number of driving cycles or statistical method), including a list of relevant secondary sensed parameters for
each component monitored by the OBD system and a list of all OBD output codes and format used (with an
explanation of each) associated with individual emission-related power-train components and individual nonemission related components, where monitoring of the component is used to determine MI activation. In particular,
a comprehensive explanation for the data given in service $ 05 Test ID $ 21 to FF and the data given in service $ 06
shall be provided. In the case of vehicle types that use a communication link in accordance with ISO 15765-4 ‘Road
vehicles — Diagnostics on Controller Area Network (CAN) — Part 4: Requirements for emissions-related systems’, a
comprehensive explanation for the data given in service $ 06 Test ID $ 00 to FF, for each OBD monitor ID
supported, shall be provided.

This information may be provided in the form of a table, as follows:

|Component|Fault<br>code|Monitoring<br>strategy|Fault detection<br>criteria|MI activation<br>criteria|Secondary<br>parameters|Preconditioning|Demonstration<br>test|
|---|---|---|---|---|---|---|---|
|Catalyst|P0420|Oxygen<br>sensor 1<br>and 2<br>signals|Difference<br>between<br>sensor 1 and<br>sensor 2<br>signals|3rd cycle|Engine<br>speed,<br>engine load,<br>A/F mode,<br>catalyst<br>temperature|e.g. Two Type<br>1 cycles (as<br>described in<br>Annex III of<br>Regulation (EC)<br>No 692/2008<br>or in Annex<br>XXI to Regu­<br>lation (EU)<br>2017/1151)|e.g. Type 1 test<br>(as described in<br>Annex III of<br>Regulation (EC)<br>No 692/2008 or<br>in Annex XXI to<br>Regulation (EU)<br>2017/1151)|

3. INFORMATION REQUIRED FOR THE MANUFACTURE OF DIAGNOSTIC TOOLS

In order to facilitate the provision of generic diagnostic tools for multi-make repairers, vehicle manufacturers shall
make available the information referred to in the points 3.1 to 3.3. through their repair information web-sites. This
information shall include all diagnostic tool functions and all the links to repair information and troubleshooting
instructions. The access to this information may be subject to the payment of a reasonable fee.

3.1. **Communication Protocol Information**

The following information shall be required indexed against vehicle make, model and variant, or other workable
definition such as VIN or vehicle and systems identification:

(a) Any additional protocol information system necessary to enable complete diagnostics in addition to the
standards prescribed in Section 4 of Annex XI, including any additional hardware or software protocol
information, parameter identification, transfer functions, ‘keep alive’ requirements, or error conditions;

7.7.2017 EN Official Journal of the European Union L 175/71

(b) Details of how to obtain and interpret all fault codes not in accordance with the standards prescribed in Section
4 of Annex XI:

(c) A list of all available live data parameters including scaling and access information;

(d) A list of all available functional tests including device activation or control and the means to implement them;

(e) Details of how to obtain all component and status information, time stamps, pending DTC and freeze frames;

(f) Resetting adaptive learning parameters, variant coding and replacement component setup, and customer prefer­

ences;

(g) ECU identification and variant coding;

(h) Details of how to reset service lights;

(i) Location of diagnostic connector and connector details;

(j) Engine code identification.

3.2. **Test and diagnosis of OBD monitored components**

The following information shall be required:

(a) A description of tests to confirm its functionality, at the component or in the harness

(b) Test procedure including test parameters and component information

(c) Connection details including minimum and maximum input and output and driving and loading values

(d) Values expected under certain driving conditions including idling

(e) Electrical values for the component in its static and dynamic states

(f) Failure mode values for each of the above scenarios

(g) Failure mode diagnostic sequences including fault trees and guided diagnostics elimination.

3.3. **Data required to perform the repair**

The following information shall be required:

(a) ECU and component initialisation (in the event of replacements being fitted)

(b) Initialisation of new or replacement ECUs where relevant using pass-through (re-) programming techniques.

L 175/72 EN Official Journal of the European Union 7.7.2017

_Appendix 6_

**EC Type–Approval Certification Numbering System**

1. Section 3 of the EC type-approval number issued according to Article 6(1) shall be composed by the number of the
implementing regulatory act or the latest amending regulatory act applicable to the EC type-approval. This number
shall be followed by one or more characters reflecting the different categories in accordance with Table 1.

|Char­<br>acter|Emission<br>standard|OBD standard|Vehicle category<br>and class|Engine|Implemen­<br>tation date:<br>new types|Implemen­<br>tation date:<br>new vehicles|Last date of<br>registration|
|---|---|---|---|---|---|---|---|
|AA|Euro 6c|Euro 6-1|M, N1 class I|PI, CI|||31.8.2018|
|AB|Euro 6c|Euro 6-1|N1 class II|PI, CI|||31.8.2019|
|AC|Euro 6c|Euro 6-1|N1 class III,<br>N2|PI, CI|||31.8.2019|
|AD|Euro 6c|Euro 6-2|M, N1 class I|PI, CI||1.9.2018|31.8.2019|
|AE|Euro 6c|Euro 6-2|N1 class II|PI, CI||1.9.2019|31.8.2020|
|AF|Euro 6c|Euro 6-2|N1 class III,<br>N2|PI, CI||1.9.2019|31.8.2020|
|AG|Euro 6d-<br>TEMP|Euro 6-2|M, N1 class I|PI, CI|1.9.2017|1.9.2019|31.12.2020|
|AH|Euro 6d-<br>TEMP|Euro 6-2|N1 class II|PI, CI|1.9.2018|1.9.2020|31.12.2021|
|AI|Euro 6d-<br>TEMP|Euro 6-2|N1 class III,<br>N2|PI, CI|1.9.2018|1.9.2020|31.12.2021|
|AJ|Euro 6d|Euro 6-2|M, N1 class I|PI, CI|1.1.2020|1.1.2021||

7.7.2017 EN Official Journal of the European Union L 175/73

|Char­<br>acter|Emission<br>standard|OBD standard|Vehicle category<br>and class|Engine|Implemen­<br>tation date:<br>new types|Implemen­<br>tation date:<br>new vehicles|Last date of<br>registration|
|---|---|---|---|---|---|---|---|
|AK|Euro 6d|Euro 6-2|N1 class II|PI, CI|1.1.2021|1.1.2022||
|AL|Euro 6d|Euro 6-2|N1 class III,<br>N2|PI, CI|1.1.2021|1.1.2022||
|AX|n.a.|n.a.|All vehicles|Battery full<br>electric|1.9.2009|1.1.2011||
|AY|n.a.|n.a.|All vehicles|Battery full<br>electric|1.9.2009|1.1.2011||
|AZ|n.a.|n.a.|All vehicles<br>using<br>certificates<br>according to<br>point 2.1.1 of<br>Annex I|PI, CI|1.9.2009|1.1.2011||

_Key:_

‘Euro 6-1’ OBD standard = Full Euro 6 OBD requirements but with preliminary OBD threshold limits as defined in point 2.3.4 of
Annex XI and partially relaxed IUPR;
‘Euro 6-2’ OBD standard = Full Euro 6 OBD requirements but with final OBD threshold limits as defined in point 2.3.3 of Annex XI;
‘Euro 6c’ emissions standard = RDE testing for monitoring only (no NTE emission limits applied), otherwise full Euro 6 emission
requirements;
‘Euro 6d-TEMP’ emissions standard = RDE testing against temporary conformity factors, otherwise full Euro 6 emission requirements; "
‘Euro 6d’ emissions standard = RDE testing against final conformity factors, otherwise full Euro 6 emission requirements.

2. EXAMPLES OF TYPE–APPROVAL CERTIFICATION NUMBERS

2.1 An example is provided below of an approval of a Euro 6 light passenger car to the ' Euro 6d ' emission standard and
' Euro 6-2 ' OBD standard, identified by the characters AJ according to table 1, issued by Luxembourg, identified by
the code e13. The approval was granted for the base Regulation (EC) 715/2007 and its implementing Regulation
(EC) xxx/2016 without any amendments. It is the 17th approval of this kind without any extension, so the fourth
and fifth components of the certification number are 0017 and 00, respectively.

e13 Ü 715 _=_ 2007 Ü xxx _=_ 2016AJ Ü 0017 Ü 00

2.2 This second example shows an approval of a Euro 6 N1 class II light commercial vehicle to the ' Euro 6d-TEMP '
emission standard and ' Euro 6-2 ' OBD standard, identified by the characters AH according to table 1, issued by
Romania, identified by the code e19. The approval was granted for the base Regulation (EC) 715/2007 and its
implementing legislation as last amended by a Regulation xyz/2018. It is the 1st approval of this kind without
extension, so the fourth and fifth components of the certification number are 0001 and 00, respectively.

e19 Ü 715 _=_ 2007 Ü xyz _=_ 2018AH Ü 0001 Ü 00

L 175/74 EN Official Journal of the European Union 7.7.2017

_Appendix 7_

7.7.2017 EN Official Journal of the European Union L 175/75

_Appendix 8a_

**Test Report**

The Test Report is the report issued by the technical service responsible for conducting the tests according this regulation.

A separate Test Report shall be prepared for each interpolation family, as defined in paragraph 5.6. of Annex XXI

The following information, if applicable, is the minimum data required for the Type 1 test and Ambient Temperature
Correction Test (ATCT) test.

|REPORT number|Col2|
|---|---|
|**APPLICANT**||
|**Manufacturer**||
|**SUBJECT**|Determination of a vehicle road load|

|Object submitted to tests|Col2|Col3|Col4|
|---|---|---|---|
||Make|**:**||
||Type|**: **||
|**CONCLUSION**|The object submitted to tests complies with the requirements mentioned in the<br>subject.|The object submitted to tests complies with the requirements mentioned in the<br>subject.|The object submitted to tests complies with the requirements mentioned in the<br>subject.|

_Remarks:_

— The references to the relevant sections of Regulation (EU) No 692/2008 are highlighted in grey

— (ATCT) means only for Ambient Temperature Correction Test (ATCT) test report

— (not ATCT) means not relevant for ATCT test report

— No reference to ATCT means needed for both ‘type 1’ test report and ATCT test report

_General notes:_

If there are several options (references), the one tested should be described in the test report

If there are not, a single reference to the information document at the start of the test report may be sufficient.

Every Technical Service is free to include some additional information

(a) Specific to positive ignition engine

(b) Specific to compression ignition engine

1. **DESCRIPTION OF TESTED VEHICLE(S): HIGH, LOW AND M (IF APPLICABLE)**

1.1. GENERAL

L 175/76 EN Official Journal of the European Union 7.7.2017

|Category<br>Annex I Appendix 3 & 4 §0.4|:|Col3|
|---|---|---|
|Number of seats including the driver<br>Annex<br>I <br>Appendix<br>3 <br>§9.10.3<br>& <br>Appendix 4 addendum §1.4|**:**||
|Bodywork<br>Annex I Appendix 3 §9.1 & Appendix 4<br>addendum §1.6|**:**||
|Drive wheels<br>Annex<br>I <br>Appendix<br>3 <br>§1.3.3<br>& <br>Appendix 4 addendum §1.7|**:**||

1.1.1. **POWERTRAIN ARCHITECTURE**

1.1.2. **INTERNAL COMBUSTION ENGINE** **(if applicable)**

For more than one ICE, please repeat the paragraph

|Make|:|Col3|Col4|Col5|Col6|Col7|
|---|---|---|---|---|---|---|
|Type<br>Annex<br>I <br>Appendix<br>3 <br>§3.1.1<br>& <br>Appendix 4 addendum §1.10|**:**||||||
|Working principle<br>Annex I Appendix 3 §3.2.1.1|**:**|two/four stroke|two/four stroke|two/four stroke|two/four stroke|two/four stroke|
|Cylinders number and arrangement<br>Annex I Appendix 3 §3.2.1.2|**:**||||||
|Engine capacity (cm 3 ) <br>Annex<br>I <br>Appendix 3<br>§3.2.1.3 &<br>Appendix 4 addendum §1.10.1|**:**||||||
|Engine idling speed (min –1 ) <br>Annex I Appendix 3 §3.2.1.6|**:**||+ <br>–|+ <br>–|+ <br>–|+ <br>–|
|High engine idling speed (min –1 (a)<br>Annex I Appendix 3 §3.2.1.6.1|**:**||+ <br>–|+ <br>–|+ <br>–|+ <br>–|
|n min drive (rpm)|**:**||||||
|Rated engine power<br>Annex<br>I <br>Appendix 3<br>§3.2.1.8 &<br>Appendix 4 addendum §1.10.4|**:**||kW|at||rpm|
|Maximum net torque<br>Annex I Appendix 3 §3.2.1.10 &<br>Appendix 4 addendum §1.11.3|**:**||Nm|at||rpm|

7.7.2017 EN Official Journal of the European Union L 175/77

|Engine lubricant|:|Manufacturer specification (If there are several references in<br>the information document)|
|---|---|---|
|Cooling system<br>Annex I Appendix 3 §3.2.7|**:**|Type: air/water/oil|
|Insulation|**:**|material, amount, location, volume and weight|

1.1.3. **TEST FUEL FOR TYPE 1 TEST** **(if applicable)**

For more than one test fuel, please repeat the paragraph

|Make|:|Col3|
|---|---|---|
|Type<br>Annex<br>I <br>Appendix<br>3 <br>§3.2.2.1<br>& <br>Appendix 4 addendum §1.10.3|:|petrol E10 - Diesel B7 – LPG – NG - …|
|Density at 15°C<br>Annex IX|:||
|Sulphur content<br>sub annex 3 of annex XXI|:|Only for Diesel B7 and Petrol E10|
|Annex IX|:||
|Batch number|:||
|Willans factors (for ICE) for CO 2 <br>emission (gCO 2 /km)|:||

1.1.4. **FUEL FEED SYSTEM** **(if applicable)**

For more than one fuel feed system, please repeat the paragraph

|Direct injection|:|yes/no or description|
|---|---|---|
|Vehicle fuel type<br>Annex I Appendix 3 §3.2.2.4|**:**|Monofuel / bifuel / flex fuel|

Control unit

|Part reference<br>Annex I Appendix 3 § 3.2.4.2.9.3.1|:|same as information document|
|---|---|---|
|Software tested<br>Annex I Appendix 3 §<br>3.2.4.2.9.3.1.1|**:**|read via scantool, for example|
|Air flowmeter<br>Annex I Appendix 3 § 3.2.4.2.9.3.3|**:**||
|Throttle body<br>Annex I Appendix 3 § 3.2.4.2.9.3.5|**:**||
|Pressure sensor<br>Annex I Appendix 3 § 3.2.4.3.4.11|**:**||

L 175/78 EN Official Journal of the European Union 7.7.2017

|Injection pump<br>Annex I Appendix 3 § 3.2.4.2.3|:|Col3|
|---|---|---|
|Injector(s)<br>Annex I Appendix 3 § 3.2.4.2.6|**:**||

1.1.5. **INTAKE SYSTEM** **(if applicable)**

For more than one intake system, please repeat the paragraph

|Pressure charger<br>Annex I Appendix 3 § 3.2.8.1|:|Yes/no<br>make & type ( 1 )|
|---|---|---|
|Intercooler<br>Annex I Appendix 3 § 3.2.8.2|**:**|yes/no<br>type (air/air – air/water) ( 1 )|
|Air filter (element) ( 1 ) <br>Annex I Appendix 3 § 3.2.8.4.2|**:**|make & type|
|Intake silencer ( 1 ) <br>Annex I Appendix 3 § 3.2.8.4.3|**:**|make & type|

1.1.6. **EXHAUST SYSTEM AND ANTI-EVAPORATIVE SYSTEM** **(if applicable)**

For more than one, please repeat the paragraph

|First catalytic converter<br>Annex I Appendix 3 §3.2.12.2.1.12.&<br>3.2.12.2.1.13|:|make & reference ( 1 )<br>principle: three way / oxidising / NOx trap /Selective Catalyst<br>Reduction|
|---|---|---|
|Second catalytic converter|**:**|make & reference ( 1 ) <br>principle: three way / oxidising / NOx trap /Selective Catalyst<br>Reduction|
|Particulate trap<br>Annex I Appendix 3 §3.2.12.2.6|**:**|with/without/not applicable<br>make & reference ( 1 )|
|Reference<br>and<br>position<br>of<br>oxygen<br>sensor(s)<br>Annex I Appendix 3 §3.2.12.2.2|**:**|before catalyst / after catalyst|
|Air injection<br>Annex I Appendix 3 §3.2.12.2.3|**:**|with/without/not applicable|
|EGR<br>Annex I Appendix 3 §3.2.12.2.4|**:**|with/without/not applicable<br>cooled/non-cooled|
|Evaporative emission control system<br>Annex I Appendix 3 §3.2.12.2.5|**:**|with/without/not applicable|
|Reference and position of NOx sensor(s)|**:**|Before/ after|
|General description ( 1 ) <br>Annex I Appendix 3 §3.2.9.2|**:**||

7.7.2017 EN Official Journal of the European Union L 175/79

1.1.7. **HEAT STORAGE DEVICE** **(if applicable)**

For more than one Heat Storage System, please repeat the paragraph

|Heat storage device|:|yes/no|
|---|---|---|
|Heat capacity (enthalpy stored J)|**:**||
|Time for heat release (s)|**:**||

1.1.8. **TRANSMISSION** **(if applicable)**

For more than one Transmission, please repeat the paragraph

Gear shifting procedure

|Predominant mode|:|yes/no<br>normal / drive / eco/…|
|---|---|---|
|Best case mode for CO 2 emissions<br>and fuel consumption (if applicable)|**:**||
|Worst case mode for CO 2 emissions<br>and fuel consumption (if applicable)|**:**||
|Control unit|**:**||
|Gearbox lubricant|**:**|Manufacturer’s specification (If there are several references in<br>the information document)|

Tyres

Annex I Appendix 3 §6.6 & Appendix 4 addendum §1.14

|Make|:|Col3|
|---|---|---|
|Type|**:**||
|Dimensions front/rear<br>Annex I Appendix 3 §6.6.1|**:**||
|Circumference (m)|**:**||
|Tyre pressure (kPa)<br>Annex I Appendix 3 §6.6.3|**:**||

Transmission ratios (R.T.), primary ratios (R.P.) and (vehicle speed (km/h)) / (engine speed (1 000 (min [– 1] ))
(V 1 000 ) for each of the gearbox ratios (R.B.).

Annex I Appendix 3 §4.6 & Appendix 4 addendum §1.13.3

|R.B.|R.P.|R.T.|V<br>1 000|
|---|---|---|---|
|1 st|1/1|||
|2 nd|1/1|||

L 175/80 EN Official Journal of the European Union 7.7.2017

|R.B.|R.P.|R.T.|V<br>1 000|
|---|---|---|---|
|3 rd|1/1|||
|4 th|1/1|||
|5 th|1/1|||
|…||||
|||||

1.1.9. **ELECTRIC MACHINE** **(if applicable)**

For more than one Electric Machine, please repeat the paragraph

|Make|:|Col3|
|---|---|---|
|Type|:||
|Peak Power|:||

1.1.10. **TRACTION REESS** **(if applicable)**

For more than one Traction REESS, please repeat the paragraph

|Make|:|Col3|
|---|---|---|
|Type|:||
|Capacity|:||
|Nominal Voltage|:||

1.1.12. **FUEL CELL** **(if applicable)**

For more than one Fuel Cell, please repeat the paragraph

|Make|:|Col3|
|---|---|---|
|Type|:||
|Maximum Power|:||
|Nominal Voltage|:||

1.1.13. **POWER ELECTRONICS** **(if applicable)**

Can be more than one PE (propulsion converter, low voltage system or charger)

|Make|:|Col3|
|---|---|---|
|Type|:||
|Power|:||

7.7.2017 EN Official Journal of the European Union L 175/81

1.2. VEHICLE HIGH DESCRIPTION (TYPE 1) OR VEHICLE DESCRIPTION (ATCT)

1.2.1. **MASS**

|ROAD LOAD PARAMETERS|Col2|Col3|
|---|---|---|
|f 0 (N)|**:**||
|f 1 (N/(km/h))|**:**||
|f 2 (N/(km/h) 2 )|**:**||
|f 2_TReg (N/(km/h) 2 )|**:**|(ATCT)|
|Cycle energy demand (Ws)<br>Annex XXI §3.5.6|**:**||
|Road load test report reference|**:**||

|CYCLE SELECTION PARAMETERS|Col2|Col3|
|---|---|---|
|Cycle (without downscaling)|**:**|Class 1 / 2 / 3a / 3b|
|Ratio of rated power to mass in<br>running order (PMR)(W/kg)|**:**|(if applicable)|
|Capped speed process used during<br>measurement<br>Annex XXI sub-annex 1 §9|**:**|yes/no|
|Maximum speed of the vehicle<br>Annex I appendix 3 §4.7|**:**||
|Downscaling (if applicable)|**:**|yes/no|
|Downscaling factor f dsc|**:**||
|Cycle distance (m)|**:**||
|Constant speed (in the case of the<br>shortened test procedure)|**:**|if applicable|

1.2.4. **GEAR SHIFT POINT (IF APPLICABLE)**

1.3. VEHICLE LOW DESCRIPTION (IF APPLICABLE)

1.3.1. **MASS**

L 175/82 EN Official Journal of the European Union 7.7.2017

|ROAD LOAD PARAMETERS|Col2|Col3|
|---|---|---|
|f 0 (N)|**:**||
|f 1 (N/(km/h))|**:**||
|f 2 (N/(km/h) 2 )|**:**||
|Cycle energy demand (Ws)|**:**||
|Δ(C D ×A f ) LH|**:**||
|Road load test report reference|**:**||

|CYCLE SELECTION PARAMETERS|Col2|Col3|
|---|---|---|
|Cycle (without downscaling)|**:**|Class 1 / 2 / 3a / 3b|
|Ratio of rated power to mass in<br>running order (PMR)(W/kg)|**:**|(if applicable)|
|Capped speed process used during<br>measurement<br>Annex XXI sub-annex 1 §9|**:**|yes/no|
|Maximum speed of the vehicle<br>Annex I appendix 3 §4.7|**:**||
|Downscaling (if applicable)|**:**|yes/no|
|Downscaling factor f dsc|**:**||
|Cycle distance (m)|**:**||
|Constant speed (in the case of the<br>shortened test procedure)|**:**|if applicable|

1.3.4. **GEAR SHIFT POINT (IF APPLICABLE)**

1.4. VEHICLE M DESCRIPTION (IF APPLICABLE)

1.4.1. **MASS**

|ROAD LOAD PARAMETERS|Col2|Col3|
|---|---|---|
|f 0 (N)|**:**||
|f 1 (N/(km/h))|**:**||
|f 2 (N/(km/h) 2 )|**:**||
|Cycle energy demand (Ws)|**:**||
|Δ(C D ×A f ) LH|**:**||

7.7.2017 EN Official Journal of the European Union L 175/83

|CYCLE SELECTION PARAMETERS|Col2|Col3|
|---|---|---|
|Cycle (without downscaling)|**:**|Class 1 / 2 / 3a / 3b|
|Ratio of rated power to mass in<br>running order (PMR)(W/kg)|**:**|(if applicable)|
|Capped speed process used during<br>measurement<br>Annex XXI sub-annex 1 §9|**:**|yes/no|
|Maximum speed of the vehicle<br>Annex I appendix 3 §4.7|**:**||
|Downscaling (if applicable)|**:**|yes/no|
|Downscaling factor f dsc|**:**||
|Cycle distance (m)|**:**||
|Constant speed (in the case of the<br>shortened test procedure)|**:**|if applicable|

1.4.4. **GEAR SHIFT POINT (IF APPLICABLE)**

2. **TEST RESULTS**

2.1. TYPE 1 TEST or ATCT TEST

|Method of chassis dyno setting|:|Fixed run / iterative / alternative with its own warmup cycle|
|---|---|---|
|Dynamometer operation mode<br>Ann XXI sub-ann6 §1.2.4.2.2.||yes/no|
|Coastdown mode<br>Ann XXI sub-ann4 §4.2.1.8.5|**:**|yes/no|
|Additional preconditioning|**:**|yes/no<br>description|
|Deterioration factors|**:**|assigned / tested|

|Vehicle high (used for ATCT, also)|Col2|Col3|
|---|---|---|
|Date of tests|**:**|(day/month/year)|
|Place of the test|**:**||
|Height of the lower edge above ground<br>of cooling fan (cm)|**:**||
|Lateral position of fan centre (if modified<br>as request by the manufacturer)|**:**|in the vehicle centre-line/…|
|Distance from the front of the vehicle<br>(cm)|**:**||

L 175/84 EN Official Journal of the European Union 7.7.2017

2.1.1.1. **Pollutant emissions (if applicable)**

2.1.1.1.1. _**Pollutant emissions of vehicles with at least one combustion engine, of NOVC-HEVs and of OVC-HEVs**_
_**in case of a charge-sustaining Type 1 test**_

For each operating modes tested the paragraphs below has to be repeated (predominant mode or best case
mode and worst case, mode if applicable)

|Test 1|Col2|Col3|Col4|Col5|Col6|Col7|Col8|
|---|---|---|---|---|---|---|---|
|Pollutants|CO<br>(mg/km)|THC (a)<br>(mg/km)|NMHC<br>(a)<br>(mg/km)|NO x <br>(mg/km)|THC+NOx<br>(b)<br>(mg/km)|Particulate<br>Matter<br>(mg/km)|Particle<br>Number<br>(#.10 11 /km)|
|Measured values||||||||
|Regeneration factors (Ki)(2)<br>Additive||||||||
|Regeneration factors (Ki)(2)<br>Multiplicative||||||||
|Deterioration factors (DF)<br>additive||||||||
|Deterioration factors (DF)<br>multiplicative||||||||
|Final values||||||||
|Limit values||||||||

|(2) See Ki family report(s)|:|Col3|
|---|---|---|
|Type 1/I performed for Ki determination|**:**|Annex XXI, Sub-Annex 4 or UN/ECE Regulation No 83 ( 1 )|

( [1] ) Indicate as applicable

Test 2 if applicable: for CO 2 reason (d CO2 1 ) / for pollutants reason (90 % of the limits) / for both

Same paragraph

Test 3 if applicable: for CO 2 reason (d CO2 2 )

Same paragraph

2.1.1.1.2. _**Pollutant emissions of OVC-HEVs in case of a charge-depleting Type 1 test**_

Test 1

Pollutant emission limits have to be fulfilled and the following paragraph has to be repeated for each driven
test cycle.

|Pollutants|CO<br>(mg/km)|THC (a)<br>(mg/km)|NMHC<br>(a)<br>(mg/km)|NO<br>x<br>(mg/km)|THC+NOx<br>(b)<br>(mg/km)|Particulate<br>Matter<br>(mg/km)|Particle Number<br>(#.10 11 /km)|
|---|---|---|---|---|---|---|---|
|Measured<br>single<br>cycle<br>values||||||||
|Limit single cycle values||||||||

7.7.2017 EN Official Journal of the European Union L 175/85

Test 2 (if applicable): for CO 2 reason (d CO2 1 ) / for pollutants reason (90 % of the limits) / for both

Same paragraph

Test 3 (if applicable): for CO 2 reason (d CO2 2 )

Same paragraph

2.1.1.1.3. _**UF-WEIGHTED POLLUTANT EMISSIONS OF OVC-HEVS**_

|Pollutants|CO<br>(mg/km)|THC (a)<br>(mg/km)|NMHC<br>(a)<br>(mg/km)|NO<br>x<br>(mg/km)|THC+NOx<br>(b)<br>(mg/km)|Particulate<br>Matter<br>(mg/km)|Particle Number<br>(#.10 11 /km)|
|---|---|---|---|---|---|---|---|
|Calculated values||||||||

2.1.1.2. **CO** **2** **emission** _**(if applicable)**_

2.1.1.2.1. _**CO**_ _**2**_ _**Emission of vehicles with at least one combustion engine, of NOVC-HEV and of OVC-HEV in case**_
_**of a charge-sustaining Type 1 test (not ATCT)**_

For each operating mode tested the paragraphs below have to be repeated (predominant mode or best case
mode and worst case, mode if applicable)

|Test 1|Col2|Col3|Col4|Col5|Col6|
|---|---|---|---|---|---|
|CO 2 Emission|Low|Medium|High|Extra High|Combined|
|Measured value M CO2,p,1 / M CO2,c,2||||||
|RCB correction coefficient: ( 2 )||||||
|M CO2,p,3 / M CO2,c,3||||||
|Regeneration factors (Ki)<br>Additive||||||
|Regeneration factors (Ki)<br>Multiplicative||||||
|M CO2,c,4|—|—|—|—||
|AF Ki= M CO2,c,3 / M CO2,c,4|—|—|—|—||
|M CO2,p,4 / M CO2,c,4|||||—|
|ATCT correction (FCF) ( 1 )||||||
|Temporary values M CO2,p,5 / M CO2,c,5||||||
|Declared value<br>|—|—|—|—||
|d CO2<br>1 * declared value|—|—|—|—||

( [1] ) FCF: family correction factor for correcting for representative regional temperature conditions (ATCT)
See FCF family report(s):
( [2] ) correction as referred to in Sub-Annex 6 Appendix 2 of Annex XXI of this Regulation for ICE vehicles, K CO2 for
HEVs

Test 2 (if applicable)

Same paragraph with d CO2 2

Test 3 (if applicable)

Same paragraph

L 175/86 EN Official Journal of the European Union 7.7.2017

|Conclusion|Col2|Col3|Col4|Col5|Col6|
|---|---|---|---|---|---|
|CO 2 Emission (g/km)|Low|Medium|High|Extra High|Combined|
|Averaging M CO2,p,6/ M CO2,c,6||||||
|Alignment M CO2,p,7 / M CO2,c,7||||||
|Final values M CO2,p,H / M CO2,c,H||||||

|ATCT CO 2 Emission of vehicles with at lea in case of a charge-sustaining Type 1 test Test at 14°C (ATCT)|ast one comb (ATCT)|bustion engin|ne, of NOVC|C-HEV and o|of OVC-HEV|
|---|---|---|---|---|---|
|CO 2 Emission (g/km)|Low|Medium|High|Extra High|Combined|
|Measured value M CO2,p,1 / M CO2,c,2||||||
|RCB correction coefficient (5)||||||
|M CO2,p,3 / M CO2,c,3||||||

|Conclusion (ATCT)|Col2|
|---|---|
|CO 2 Emission (g/km)|Combined|
|ATCT (14°C) M CO2,Treg||
|Type 1 (23°C) M CO2,23 °||
|Family correction factor (FCF)||

2.1.1.2.3. _**CO**_ _**2**_ _**Mass Emission of OVC-HEVs in case of a charge-depleting Type 1 test**_

Test 1:

|CO Mass Emission (g/km)<br>2|Combined|
|---|---|
|Calculated value M CO2,CD||
|Declared value||
|d CO2<br>1||

Test 2 (if applicable)

Same paragraph with d CO2 2

Test 3 (if applicable)

Same paragraph

|Conclusion|Col2|
|---|---|
|CO 2 Mass Emission (g/km)|Combined|
|Averaging M CO2,CD||
|Final value M CO2,CD||

7.7.2017 EN Official Journal of the European Union L 175/87

|UF-WEIGHTED CO 2 Mass Emission of OVC-HEVs|s|
|---|---|
|CO 2 Mass Emission (g/km)|Combined|
|Calculated value M CO2,weighted||

2.1.1.3 **FUEL CONSUMPTION (IF APPLICABLE, NOT ATCT)**

2.1.1.3.1. _**Fuel consumption of vehicles with only a combustion engine, of NOVC-HEVs and of OVC-HEVs in case**_
_**of a charge-sustaining Type 1 test**_

For each operating modes tested the paragraphs below has to be repeated (predominant mode or best case
mode and worst case, mode if applicable)

|Consumption (l/100 km)|Low|Medium|High|Extra High|Combined|
|---|---|---|---|---|---|
|Final values FC p,H / FC c,H ( 1 )||||||

( [1] ) Calculated from aligned CO 2 values

2.1.1.3.2. _**Fuel consumption of OVC-HEVs in case of a charge-depleting Type 1 test**_

|Test 1:|Col2|
|---|---|
|Fuel Consumption (l/100 km)|Combined|
|Calculated value FC CD||

Test 2 (if applicable)

Same paragraph

Test 3 (if applicable)

Same paragraph

|Conclusion|Col2|
|---|---|
|Fuel Consumption (l/100 km)|Combined|
|Averaging FC CD||
|Final value FC CD||

|UF-Weighted Fuel consumption of OVC-HEVs|Col2|
|---|---|
|Fuel Consumption (l/100 km)|Combined|
|Calculated value FC weighted||

2.1.1.3.4. _**Fuel consumption of vehicles of NOVC-FCHVs in case of a charge-sustaining Type 1 test**_

For each operating modes tested the paragraphs below has to be repeated (predominant mode or best case
mode and worst case, mode if applicable)

|Consumption (kg/100 km)|Low|Medium|High|Extra High|Combined|
|---|---|---|---|---|---|
|Measured values||||||

L 175/88 EN Official Journal of the European Union 7.7.2017

|Consumption (kg/100 km)|Low|Medium|High|Extra High|Combined|
|---|---|---|---|---|---|
|RCB correction coefficient||||||
|Final values FC p/ FC c||||||

2.1.1.4. **RANGES (IF APPLICABLE)**

|Ranges for OVC-HEVs (if applicable) All electric Range Test 1|Col2|Col3|
|---|---|---|
|AER (km)|City|Combined|
|Measured/Calculated values AER|||
|Declared value|—||

Test 2 (if applicable)

Same paragraph

Test 3 (if applicable)

Same paragraph

|Conclusion|Col2|Col3|
|---|---|---|
|AER (km)|City|Combined|
|Averaging AER (if applicable)|||
|Final values AER|||

|Equivalent All electric Range|Col2|Col3|
|---|---|---|
|EAER (km)|City|Combined|
|Final values EAER|||

|Actual Charge-Depleting Range|Col2|
|---|---|
|R CDA (km)|Combined|
|Final value R CDA||

|Charge-Depleting Cycle Range Test 1|Col2|
|---|---|
|R CDC (km)|Combined|
|Final value R CDC||
|Index Number of the transition cycle||
|REEC of confirmation-cycle (%)||

7.7.2017 EN Official Journal of the European Union L 175/89

Test 2 (if applicable)

Same paragraph

Test 3 (if applicable)

Same paragraph

2.1.1.4.2. **Ranges for PEVs - Pure electric Range (if applicable)**

|Test 1|Col2|Col3|
|---|---|---|
|PER (km)|City|Combined|
|Calculated values PER|||
|Declared value|—||

Test 2 (if applicable)

Same paragraph

Test 3 (if applicable)

Same paragraph

|Conclusion|Col2|Col3|
|---|---|---|
|PER (km)|City|Combined|
|Averaging PER|||
|Final values PER|||

2.1.1.5. **ELECTRIC CONSUMPTION (IF APPLICABLE)**

2.1.1.5.1. **Electric Consumption of OVC-HEVs (if applicable)**

|Electric consumption EC|Col2|Col3|Col4|Col5|Col6|Col7|
|---|---|---|---|---|---|---|
|EC (Wh/km)|Low|Medium|High|Extra High|City|Combined|
|Final values EC|||||||

|UF-weighted charge-depleting electric consumption Test 1|Col2|
|---|---|
|EC AC,CD (Wh/km)|Combined|
|Calculated value EC AC,CD||

Test 2 (if applicable)

Same paragraph

Test 3 (if applicable)

Same paragraph

L 175/90 EN Official Journal of the European Union 7.7.2017

|Conclusion (if applicable)|Col2|
|---|---|
|EC AC,CD (Wh/km)|Combined|
|Averaging EC AC,CD||
|Final value||

|UF-weighted electric consumption Test 1|Col2|
|---|---|
|EC AC,weighted (Wh)|Combined|
|Calculated value EC AC,weighted||

Test 2 (if applicable)

Same paragraph

Test 3 (if applicable)

Same paragraph

|Conclusion (if applicable)|Col2|
|---|---|
|EC AC,weighted (Wh/km)|Combined|
|Averaging EC AC,weighted||
|Final value||

|Electric consumption of PEVs (if applicable) Test 1|Col2|Col3|
|---|---|---|
|EC (Wh/km)|City|Combined|
|Calculated values EC|||
|Declared value|—||

Test 2 (if applicable)

Same paragraph

Test 3 (if applicable)

Same paragraph

|EC (Wh/km)|Low|Medium|High|Extra High|City|Combined|
|---|---|---|---|---|---|---|
|Averaging EC|||||||
|Final values EC|||||||

2.1.2. **VEHICLE LOW (IF APPLICABLE)**

Repeat § 2.1.1.

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2.1.3. **VEHICLE M (IF APPLICABLE)**

Repeat § 2.1.1.

2.1.4. **FINAL CRITERIA EMISSIONS VALUES (IF APPLICABLE)**

|Pollutants|CO<br>(mg/km)|THC (a)<br>(mg/km)|NMHC<br>(a)<br>(mg/km)|NO<br>x<br>(mg/km)|THC+NOx<br>(b)<br>(mg/km)|PM<br>(mg/km)|PN<br>(#.10 11 /km)|
|---|---|---|---|---|---|---|---|
|Highest values ( 1 )||||||||

( [1] ) for each pollutant within all test results of VH, VL (if applicable) and VIM (if applicable)

2.2. TYPE 2 (a) TEST (not ATCT )

Included the emissions data required for roadworthiness testing

|Test|CO (% vol)|Lambda|Engine speed (min –1 )|Oil temperature (°C)|
|---|---|---|---|---|
|Idle||—|||
|High idle|||||

2.3. TYPE 3 (a) TEST (not ATCT )

Emission of crankcase gases into the atmosphere: none

2.4. TYPE 4 (a) TEST (not ATCT )

2.5. TYPE 5 (a) TEST (not ATCT )

|See durability family report(s)|:|Col3|
|---|---|---|
|Type 1/I cycle for criteria emissions<br>testing|**:**|Annex XXI, Sub-Annex 4 or UN/ECE Regulation No 83 ( 1 )|

( [1] ) Indicate as applicable

2.6. RDE TEST (not ATCT )

|RDE family number|:|MSxxxx|
|---|---|---|
|See family report(s)|**:**||

2.7. TYPE 6 (a) TEST (not ATCT )

|Date of tests|:|(day/month/year)|
|---|---|---|
|Place of tests|**:**||
|Method of setting of the chassis dyno|**:**|coast down (road load reference)|
|Inertia mass (kg)|**:**||

L 175/92 EN Official Journal of the European Union 7.7.2017

|If deviation from the vehicle of type 1|:|Col3|
|---|---|---|
|Tyres|**:**||
|Make|**:**||
|Type|**:**||
|Dimensions front/rear|**:**||
|Circumference (m)|**:**||
|Tyre pressure (kPa)|**:**||

|Pollutants|Col2|CO<br>(g/km)|HC<br>(g/km)|
|---|---|---|---|
|Test|1|||
|Test|2|||
|Test|3|||
|Average|Average|||
|Limit|Limit|||

2.8. ON BOARD DIAGNOSTIC SYSTEM (not ATCT )

2.9. SMOKE OPACITY (b) TEST (not ATCT )

2.9.1. **STEADY SPEEDS TEST**

|FREE ACCELERATION TEST|Col2|Col3|
|---|---|---|
|Measured absorption value (m –1 )|**:**||
|Corrected absorption value (m –1 )|**:**||

2.10. ENGINE POWER (not ATCT )

|TEMPERATURE INFORMATION RELATED TO VEHICLE HIGH (VH)|Col2|Col3|
|---|---|---|
|Engine coolant temperature at the end of soaking time (°C)<br>sub-ann6a §3.9.2|:||
|Average soak area temperature over the 3 last hours (°C)<br>sub-ann6a §3.9.2|:||

7.7.2017 EN Official Journal of the European Union L 175/93

|Difference between engine coolant end temperature and average soak<br>area temperature of the last 3 hours Δ (°C)<br>T _ATCT<br>sub-ann6a §3.9.3|:|Col3|
|---|---|---|
|The minimum soaking time t soak_ATCT (s)<br>sub-ann6a §3.9.1|:||
|Location of temperature sensor<br>sub-ann6a §3.9.5|:||

Annex of the test report (not applicable ATCT test and PEV),

1 — By electronic format, all the input data for the correlation tool, listed in Annex 1 point 2.4 to Implementing
Regulations (EU) 2017/1152 and (EU) 2017/1153.

Reference of input file: …

2 — Co2mpas output:

3 — NEDC test results (if applicable):

L 175/94 EN Official Journal of the European Union 7.7.2017

_Appendix 8b_

**Road Load Test Report**

The following information, if applicable, is the minimum data required for the road load determination test.

|REPORT number|Col2|
|---|---|
|**APPLICANT**||
|**Manufacturer**||
|**SUBJECT**|Determination of a vehicle road load|

|Object submitted to tests|Col2|Col3|Col4|
|---|---|---|---|
||Make|**:**||
||Type|**: **||
|**CONCLUSION**|The object submitted to tests complies with the requirements mentioned in the<br>subject.|The object submitted to tests complies with the requirements mentioned in the<br>subject.|The object submitted to tests complies with the requirements mentioned in the<br>subject.|

|CONCERNED VEHICLE(S)|Col2|Col3|
|---|---|---|
|Make(s) concerned|:||
|Type(s) concerned|:||
|Commercial description|:||
|Maximal speed (km/h)|:||
|Powered axle(s)|:||

2. **DESCRIPTION OF TESTED VEHICLES**

2.1. **GENERAL**

If no interpolation: the worst-case vehicle (regarding energy demand) has to be described

|Vehicle High|Col2|Col3|
|---|---|---|
|Make|:||
|Type|:||
|Version|:||
|Cycle energy demand over a complete<br>WLTC Class 3 cycle independent of the<br>vehicle class|:||
|Deviation from production series|:||
|Mileage|:||

7.7.2017 EN Official Journal of the European Union L 175/95

|Vehicle Low|Col2|Col3|
|---|---|---|
|Make|:||
|Type|:||
|Version|:||
|Cycle energy demand over a complete<br>WLTC Class 3 cycle independent of the<br>vehicle class|:|(4 to 35% based on H R )|
|Deviation from production series|:||
|Mileage|:||

2.1.3. **Representative vehicle of the road load matrix family (if applicable)**

|Make|:|Col3|
|---|---|---|
|Type|:||
|Version|:||
|Cycle energy demand over a complete<br>WLTC|:||
|Deviation from production series|:||
|Mileage|:||

2.2. **MASSES**

|Vehicle High|Col2|Col3|
|---|---|---|
|Test mass (kg)|:||
|Average mass m av (kg)|:|(average before and after the test)|
|Rotational mass m r (kg)|:|3% of (MRO+25kg) or measured|

|Weight distribution|Col2|Col3|
|---|---|---|
|Front|:||
|Rear|:||

2.2.2. **Vehicle Low**

Repeat §2.2.1. with VL data

2.2.3. **Representative vehicle of the road load matrix family (if applicable)**

|Test mass (kg)|:|Col3|
|---|---|---|
|Average mass m av (kg)|:|(average before and after the test)|
|Technically permissible maximum laden<br>mass (≥3 000kg)|:||

L 175/96 EN Official Journal of the European Union 7.7.2017

|Weight distribution|Col2|Col3|
|---|---|---|
|Front|:||
|Rear|:||

2.3. **TYRES**

|Vehicle High|Col2|Col3|
|---|---|---|
|Size designation|:|front/rear if different|
|Make|:|front/rear if different|
|Type|:|front/rear if different|

|Rolling resistance (kgf/1 000 kg|Col2|Col3|
|---|---|---|
|Front|:||
|Rear|:||
|Front pressure (kPa)|:||
|Rear pressure (kPa)|:||

2.3.2. **Vehicle Low**

Repeat §2.3.1. with VL data

2.3.3. **Representative vehicle of the road load matrix family (if applicable)**

Repeat §2.3.1. with the representative vehicle data

2.4. **BODYWORK**

|Vehicle High|Col2|Col3|
|---|---|---|
|Type|:|AA/AB/AC/AD/AE/AF BA/BB/BC/BD|
|Version|:||
|Aerodynamic devices|||
|Movable aerodynamic body parts|:|y/n and list if applicable|
|Installed aerodynamic options list|:||

2.4.2. **Vehicle Low**

Repeat §2.4.1. with VL data

7.7.2017 EN Official Journal of the European Union L 175/97

2.4.3. **Representative vehicle of the road load matrix family (if applicable)**

Repeat §2.4.1. with the representative vehicle data if applicable

2.5. **POWERTRAIN**

|Vehicle High|Col2|Col3|
|---|---|---|
|Engine code|:||
|Transmission type|:|manual, automatic, CVT|
|Transmission model<br>(manufacturer's codes)|:|(torque rating and no of clutches → to be included in info doc)|
|Covered transmission models<br>(manufacturer's codes)|:||
|Engine rotational speed divided by<br>vehicle speed|:|Gear<br>Gear ratio<br>N/V ratio <br>1 st <br>1/..<br>2 nd <br>1..<br>3 rd <br>1/..<br>4 th <br>1/..<br>5 th <br>1/..<br>6 th <br>1/..<br>..<br>..|
|Electric machine(s) coupled in position N|:|n.a. (no electric machine or no coastdown mode)|
|Type and number of electric machines|:|construction type: asynchronous/ synchronous…|
|Type of coolant|:|air, liquid,…|

2.5.2. **Vehicle Low**

Repeat §2.5.1. with VL data

2.6. **TEST RESULTS**

2.6.1. **Vehicle High**

L 175/98 EN Official Journal of the European Union 7.7.2017

**ON ROAD (Annex XXI, Sub Annex 4, §4)**

|Method of the test|:|coastdown (Annex XXI, Sub Annex 4, §4.3.)<br>or torque meter method (Annex XXI, Sub Annex 4, §4.4.)|
|---|---|---|
|Facility (name / location / track's<br>reference)|:||
|Coastdown mode|:|y/n|
|Wheel alignment|:|Toe and camber values|
|Maximum reference speed (km/h)<br>Annex XXI, Sub Annex 4, §4.2.4.1.2.|:||
|Anemometry|:|stationary<br>or on board: influence of anemometry (c d *A) and if it was corrected.|
|Number of split(s)|:||
|Wind|:|average, peaks and direction in conjunction with direction of the test track|
|Air pressure|:||
|Temperature (mean value)|:||
|Wind correction|:|y/n|
|Tyre pressure adjustment|:|y/n|
|Raw results|:|Torque method:<br>c0=<br>c1=<br>c2=<br>Coastdown method:<br>f0<br>f1<br>f2|
|Final results||Torque method:<br>c0=<br>c1=<br>c2=<br>and<br>f0=<br>f1=<br>f2=<br>Coastdown method:<br>f0=<br>f1=<br>f2=|

7.7.2017 EN Official Journal of the European Union L 175/99

**Or**

**WIND TUNNEL METHOD (Annex XXI, Sub Annex 4, §6)**

|Facility (name/location/dynamometer's<br>reference)|:|Col3|
|---|---|---|
|Qualification of the facilities|:|Report reference and date|

|Dynamometer|Col2|Col3|
|---|---|---|
|Type of dynamometer|:|flat belt or chassis dynamometer|
|Method|:|stabilised speeds or deceleration method|
|Warm up|:|warm-up by dyno or by driving the vehicle|
|Correction of the roller curve<br>(Annex XXI, Sub Annex 4, §6.6.3.)|:|(for chassis dynamometer, if applicable)|
|Method of chassis dynamometer<br>setting|:|Fixed run / iterative / alternative with its own warmup cycle|
|Measured aerodynamic drag coefficient<br>multiplied by the frontal area|:|Velocity (km/h)<br>C d *A (m 2 ) <br>… <br>… <br>… <br>…|
|Result|:|f0=<br>f1=<br>f2=|

**Or**

**ROAD LOAD MATRIX (Annex XXI, Sub Annex 4, §5)**

|Method of the test|:|coastdown (Annex XXI, Sub Annex 4, §4.3)<br>or torque meter method (Annex XXI, Sub Annex 4, §4.4)|
|---|---|---|
|Facility (name/location/track's reference)|:||
|Coastdown mode|:|y/n|
|Wheel alignment|:|Toe and camber values|
|Maximum reference speed (km/h)<br>Annex XXI, Sub Annex 4, §4.2.4.1.2.|:||
|Anemometry|:|stationary<br>or on board: influence of anemometry (cd*A) and if it was corrected.|
|Number of split(s)|:||
|Wind|:|average, peaks and direction in conjunction with direction of the test track|
|Air pressure|:||
|Temperature (mean value)|:||
|Wind correction|:|y/n|
|Tyre pressure adjustment|:|y/n|

L 175/100 EN Official Journal of the European Union 7.7.2017

|Raw results|:|Torque method:<br>c0r=<br>c1r=<br>c2r=<br>Coastdown method:<br>f0r<br>f1r<br>f2r|
|---|---|---|
|Final results||Torque method:<br>c0r=<br>c1r=<br>c2r=<br>and<br>f0r=<br>f1r=<br>f2r=<br>Coastdown method:<br>f0r=<br>f1r=<br>f2r=|

2.6.2. **Vehicle Low**

Repeat §2.6.1. with VL data

7.7.2017 EN Official Journal of the European Union L 175/101

_Appendix 8c_

**Template for Test Sheet**

The ‘test sheet’ shall include the test data that are recorded, but not included in any test report.

The test sheet(s) shall be retained by the technical service or the manufacturer for at least 10 years.

The following information, if applicable, is the minimum data required for test sheets.

|Adjustable wheel alignment parameters<br>Annex XXI, Sub-Annex 4, § 4.2.1.8.3.|:|Col3|
|---|---|---|
|The coefficients, c0, c1 and c2,<br>The coastdown times measured on the chassis dynamometer<br>Annex XXI, Sub-Annex 4, §4.4.4.|: <br>:|c0=<br>c1=<br>c2=<br>Vehicle speed (km/h)<br>Coastdown time (s) <br>125-115<br>115-105<br>105-95<br>95-85<br>85-75<br>75-65<br>65-55<br>55-45<br>45-35<br>35-25<br>25-15<br>15-05|
|Additional weight may be placed on or in the vehicle to<br>eliminate tyre slippage<br>Annex XXI, Sub-Annex 4, §7.1.1.1.1.|:|weight (kg)<br>on/in the vehicle|
|The coastdown times after performing the vehicle coast down<br>procedure according paragraph 4.3.1.3 of Annex XXI, Sub-<br>Annex 4<br>Annex XXI, Sub-Annex 4, §8.2.4.2.|:|Vehicle speed (km/h)<br>Coastdown time (s) <br>125-115<br>115-105<br>105-95<br>95-85<br>85-75<br>75-65<br>65-55<br>55-45<br>45-35<br>35-25<br>25-15<br>15-05|

L 175/102 EN Official Journal of the European Union 7.7.2017

|NOx converter efficiency<br>Indicated concentrations (a); (b), (c), (d), and the concentration<br>when the NOx analyser is in the NO mode so that the cali­<br>bration gas does not pass through the converter<br>Annex XXI, Sub-Annex 5, §5.5|:|(a)=<br>(b)=<br>(c)=<br>(d)=<br>Concentration in NO mode=|
|---|---|---|
|The distance actually driven by the vehicle<br>Annex XXI, Sub-Annex 6, §1.2.6.4.6. and 1.2.12.6.|:||
|For manual shift transmission vehicle, MT vehicle that cannot<br>follow the cycle trace:<br>The deviations from the driving cycle<br>Annex XXI, Sub-Annex 6, §1.2.6.5.1|:||
|Drive trace indices:<br>The following indices shall be calculated according to SAE<br>J2951(Revised JAN2014):<br>(a) ER<br>: Energy Rating<br>(b) DR<br>: Distance Rating<br>(c) EER<br>: Energy Economy Rating<br>(d) ASCR : Absolute Speed Change Rating<br>(e) IWR<br>: Inertial Work Rating<br>(f) RMSSE : Root Mean Squared Speed Error<br>Annex XXI, Sub-Annex 6, §1.2.8.5. and 7.|: <br>: <br>: <br>: <br>: <br>:||
|Particulate sample filter weighing<br>Filter before the test<br>Filter after the test<br>Reference filter<br>Annex XXI, Sub-Annex 6, §1.2.10.1.2 and 1.2.14.3.1|: <br>: <br>:||
|Content of each of the compounds measured after stabil­<br>ization of the measuring device<br>Annex XXI, Sub-Annex 6, §1.2.14.2.8|:||
|Regeneration factor determination<br>The number of cycles D between two WLTCs where regen­<br>eration events occur<br>The number of cycles over which emission measurements are<br>made n<br>The mass emissions measurement M′ sij for each compound i<br>over each cycle j<br>Annex XXI, Sub-Annex 6, Appendix 1, §2.1.3.|: <br>: <br>:||
|Regeneration factor determination<br>The number of applicable test cycles d measured for complete<br>regeneration<br>Annex XXI, Sub-Annex 6, Appendix 1, § 2.2.6.|:||

7.7.2017 EN Official Journal of the European Union L 175/103

|Regeneration factor determination<br>Msi<br>Mpi<br>Ki<br>Annex XXI, Sub-Annex 6, Appendix 1, §3.1.1|:<br>:<br>:|Col3|
|---|---|---|
|ATCT<br>The air temperature and humidity of the test cell measured at<br>the vehicle cooling fan outlet at a minimum frequency of<br>1 Hz.<br>Annex XXI, Sub-Annex 6a, §3.2.1.1.|:|Temperature set point = T reg <br>Actual temperature value<br>± 3 °C at the start of the test<br>± 5 °C during the test|
|The temperature of the soak area measured continuously at a<br>minimum frequency of 1 Hz.<br>Annex XXI, Sub-Annex 6a, §3.2.2.1.|:|Temperature set point = T reg <br>Actual temperature value<br>± 3 °C at the start of the test<br>± 5 °C during the test|
|The time of transfer from the preconditioning to the soak area<br>Annex XXI, Sub-Annex 6a, §3.6.2.|:|≤ 10 minutes|
|The time between the end of the Type 1 test and the cool<br>down procedure<br>The measured soaking time, and shall be recorded in all<br>relevant test sheets.<br>Annex XXI, Sub-Annex 6a, §3.9.2.|: <br>:|≤ 10 minutes<br>time between the measurement of the end<br>temperature and the end of the Type 1 test at<br>23 °C|

L 175/104 EN Official Journal of the European Union 7.7.2017

_ANNEX II_

**IN-SERVICE CONFORMITY**

1. INTRODUCTION

1.1. This Annex sets out the tailpipe emissions and OBD (inclusive IUPR M ) in-service conformity requirements for
vehicles type approved to this Regulation.

2. REQUIREMENTS

The in-service conformity requirements shall be those specified in paragraph 9 and Appendices 3, 4 and 5 of
UN/ECE Regulation No 83 with exceptions described in the following sections.

2.1. Paragraph 9.2.1. of UN/ECE Regulation No 83 shall be understood as being as follows:

The audit of in-service conformity by the approval authority shall be conducted on the basis of any relevant
information that the manufacturer has, under the same procedures as those for the conformity of production
defined in Article 12(1) and (2) of Directive 2007/46/EC and in points 1 and 2 of Annex X to that Directive. If
information is provided to the approval authority from any approval authority or Member State surveillance
testing, it shall complement the in-service monitoring reports supplied by the manufacturer.

2.2. Paragraph 9.3.5.2 of UN/ECE Regulation No 83 shall be amended with the addition of the following new subparagraph:

‘…

Vehicles of small series productions with less than 1 000 vehicles per OBD family are exempted from minimum
IUPR requirements as well as the requirement to demonstrate these to the approval authority.’

2.3. References to ‘Contracting Parties’ shall be understood as references to ‘Member States’.

2.4. Paragraph 2.6. of Appendix 3 to UN/ECE Regulation No 83 shall be replaced with the following:

The vehicle shall belong to a vehicle type that is type-approved under this Regulation and covered by a certificate
of conformity in accordance with Directive 2007/46/EC. It shall be registered and have been used in the Union.

2.5. The reference in paragraph 2.2. of Appendix 3 to UN/ECE Regulation No 83 to the ‘1958 Agreement’ shall be
understood as reference to Directive 2007/46/EC.

2.6. Paragraph 2.6. of Appendix 3 to UN/ECE Regulation No 83 shall be replaced with the following:

The lead content and sulphur content of a fuel sample from the vehicle tank shall meet the applicable standards
laid down in Directive 2009/30/EC of the European Parliament and of the Council ( [1] ) and there shall be no
evidence of mis-fuelling. Checks may be done in the tailpipe.

2.7. Reference in paragraph 4.1. of Appendix 3 to UN/ECE Regulation No 83 to ‘emissions tests in accordance with
Annex 4a’ shall be understood as being to ‘emissions tests conducted in accordance with Annex XXI to this
Regulation’.

2.8. Reference in paragraph 4.1. of Appendix 3 to UN/ECE Regulation No 83 to ‘paragraph 6.3. of Annex 4a’ shall be
understood as being to ‘paragraph 1.2.6. of Sub-Annex 6 to Annex XXI to this Regulation’.

( [1] ) OJ L 140, 5.6.2009, p. 88.

7.7.2017 EN Official Journal of the European Union L 175/105

2.9. Reference in paragraph 4.4. of Appendix 3 to UN/ECE Regulation No 83 to ‘the 1958 Agreement’ shall be
understood as reference to ‘Article 13(1) or (2) of Directive 2007/46/EC’.

2.10. In paragraph 3.2.1., paragraph 4.2. and footnotes 1 and 2 of Appendix 4 to UN/ECE Regulation No 83, the
reference to the limit values given in Table 1 of paragraph 5.3.1.4. shall be understood as reference to Table 1 of
Annex I to Regulation (EC) No 715/2007.

L 175/106 EN Official Journal of the European Union 7.7.2017

_ANNEX III_

**[Reserved]**

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_ANNEX IIIA_

**VERIFYING REAL DRIVING EMISSIONS**

1. INTRODUCTION, DEFINITIONS AND ABBREVIATIONS

1.1. **Introduction**

This Annex describes the procedure to verify the Real Driving Emissions (RDE) performance of light passenger
and commercial vehicles.

1.2. **Definitions**

1.2.1. ‘ _Accuracy_ ’ means the deviation between a measured or calculated value and a traceable reference value.

1.2.2. ‘ _Analyser_ ’ means any measurement device that is not part of the vehicle but installed to determine the
concentration or the amount of gaseous or particle pollutants.

1.2.3. ‘ _Axis intercept_ ’ of a linear regression ( _a_ 0 ) means:

_a_ 0 ¼ ~~_y_~~ Ä ð _a_ 1 Ü ~~_x_~~ Þ

where:

_a_ 1 is the slope of the regression line

~~_x_~~ is the mean value of the reference parameter

~~_y_~~ is the mean value of the parameter to be verified

1.2.4. ‘ _Calibration_ ’ means the process of setting the response of an analyser, flow-measuring instrument, sensor, or
signal so that its output agrees with one or multiple reference signals.

1.2.5. ‘ _Coefficient of determination_ ’ ( _r_ [2] ) means:

_r_ [2] ¼ _1_ Ä P _n i_ ¼ _1_ ½ _y_ i Ä _a_ 0 Ä ð _a_ 1 Ü _x_ i Þâ _[2]_
~~P~~ _n i_ ¼ _1_ ð _y_ i Ä ~~_y_~~ Þ [2]

where:

_a_ 0 is the axis intercept of the linear regression line

_a_ 1 is the slope of the linear regression line

_x_ i is the measured reference value

_y_ i is the measured value of the parameter to be verified

~~y~~ is the mean value of the parameter to be verified

_n_ is the number of values

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1.2.6. ‘ _Cross-correlation coefficient_ ’ ( _r_ ) means:

_n_ Ä1
P _i_ ¼1 [ð] _[x]_ [ i] [ Ä] ~~_[x]_~~ [Þ][Ü][ð] _[y]_ [ i] [ Ä] ~~_[y]_~~ [Þ]
_r_ ¼ ~~f f~~ **f** i ~~f~~ **f** i ~~f~~ **f** i ~~f~~ **f** i ~~f~~ **f** i ~~f~~ **f** i ~~f~~ **f** i ~~f~~ **f** i ~~f~~ **f** i ~~f~~ **f** i ~~f~~ **f** i ~~f~~ **f** i ~~f~~ **f** i **f** i ~~f f~~ **f** i ~~f~~ **f** i ~~f~~ **f** i ~~f~~ **f** i ~~f~~ **f** i ~~f~~ **f** i ~~f~~ **f** i ~~f~~ **f** i ~~f~~ **f** i ~~f~~ **f** i ~~f~~ **f** i ~~f~~ **f** i **f** i ~~**f**~~ fi

_n_ Ä1 _n_ Ä1
~~qP~~ _i_ ¼1 [ð] _[x]_ [ i] [ Ä] ~~_[x]_~~ ~~[Þ]~~ [ 2] Ü ~~qP~~ _i_ ¼1 [ð] _[y]_ [ i] [ Ä] ~~_[y]_~~ [Þ] [ 2]

where:

_x_ _i_ is the measured reference value

_y_ _i_ is the measured value of the parameter to be verified

~~_x_~~ is the mean reference value

~~_y_~~ is the mean value of the parameter to be verified

_n_ is the number of values

1.2.7. ‘ _Delay time_ ’ means the time from the gas flow switching ( _t_ 0 ) until the response reaches 10 per cent ( _t_ 10 ) of the
final reading.

1.2.8. ‘ _Engine control unit (ECU) signals or data_ ’ means any vehicle information and signal recorded from the vehicle
network using the protocols specified in point 3.4.5.of Appendix 1.

1.2.9. ‘ _Engine control unit_ ’ means the electronic unit that controls various actuators to ensure the optimal performance
of the powertrain.

1.2.10. ‘ _Emissions_ ’ also referred to as ‘ _components_ ’, ‘ _pollutant components_ ’ or ‘ _pollutant emissions_ ’ means the regulated
gaseous or particle constituents of the exhaust.

1.2.11. ‘ _Exhaust_ ’, also referred to as exhaust gas, means the total of all gaseous and particulate components emitted at
the exhaust outlet or tailpipe as the result of fuel combustion within the vehicle’s internal combustion engine.

1.2.12. ‘ _Exhaust emissions_ ’ means the emissions of particles, characterized as particulate matter and particle number,
and of gaseous components at the tailpipe of a vehicle.

1.2.13. ‘ _Full scale_ ’ means the full range of an analyser, flow-measuring instrument or sensor as specified by the
equipment manufacturer. If a sub-range of the analyser, flow-measuring instrument or sensor is used for
measurements, full scale shall be understood as the maximum reading.

1.2.14. ‘ _Hydrocarbon response factor_ ’ of a particular hydrocarbon species means the ratio between the reading of a FID
and the concentration of the hydrocarbon species under consideration in the reference gas cylinder, expressed
as ppmC 1 .

1.2.15. ‘ _Major maintenance_ ’ means the adjustment, repair or replacement of an analyser, flow-measuring instrument or
sensor that could affect the accuracy of measurements.

1.2.16. ‘ _Noise_ ’ means two times the root mean square of ten standard deviations, each calculated from the zero
responses measured at a constant recording frequency of at least 1.0 Hz during a period of 30 seconds.

1.2.17. ‘ _Non-methane hydrocarbons_ ’ (NMHC) means the total hydrocarbons (THC) excluding methane (CH 4 ).

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1.2.18. ‘ _Particle number_ ’ (PN) means as the total number of solid particles emitted from the vehicle exhaust as defined
by the measurement procedure provided for by this Regulation for assessing compliance with the respective
Euro 6 emission limit defined in Table 2 of Annex I to Regulation 715/2007.

1.2.19. ‘ _Precision_ ’ means 2.5 times the standard deviation of 10 repetitive responses to a given traceable standard value.

1.2.20. ‘ _Reading_ ’ means the numerical value displayed by an analyser, flow-measuring instrument, sensor or any other
measurement devise applied in the context of vehicle emission measurements.

1.2.21. ‘ _Response time_ ’ ( _t_ 90 ) means the sum of the delay time and the rise time.

1.2.22. ‘ _Rise time_ ’ means the time between the 10 per cent and 90 per cent response ( _t_ 90 – _t_ 10 ) of the final reading.

1.2.23. ‘ _Root mean square_ ’ ( _x_ rms ) means the square root of the arithmetic mean of the squares of values and defined as:

**f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** i

f **f** i f **f** i f **f** i f **f** i f **f** i f **f** i f **f** i f **f** i f **f** i f **f** i f **f** i f **f** i f **f** i f **f** i f **f** i f **f** i f **f** i f **f** i f **f** i f **f** i f **f** i
1
1 [þ] _[ x]_ [ 2 ] 2 [þ] _[ …]_ [ þ] _[ x]_ [ 2 ] n Þ
_n_ [ð] _[x]_ [ 2 ]

**f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** i

_x_ rms ¼

**f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** i

r

**f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** i

where:

_x_ is the measured or calculated value

n is the number of values

1.2.24. ‘ _Sensor_ ’ means any measurement device that is not part of the vehicle itself but installed to determine
parameters other than the concentration of gaseous and particle pollutants and the exhaust mass flow.

1.2.25. ‘ _Span_ ’ means the calibration of an analyser, flow-measuring instrument, or sensor so that it gives an accurate
response to a standard that matches as closely as possible the maximum value expected to occur during the
actual emissions test.

1.2.26. ‘ _Span response_ ’ means the mean response to a span signal over a time interval of at least 30 seconds.

1.2.27. ‘ _Span response drift_ ’ means the difference between the mean response to a span signal and the actual span signal
that is measured at a defined time period after an analyser, flow-measuring instrument or sensor was
accurately spanned.

1.2.28. ‘ _Slope_ ’ of a linear regression ( _a_ 1 ) means:

n
P i¼1 ð _y_ i Ä ~~_y_~~ ~~Þ~~ Ü ð _x_ i Ä ~~_x_~~ Þ
_a_ _1_ ¼ ~~P~~ n i¼1 ð _x_ i Ä ~~_x_~~ Þ [2]

where:

~~_x_~~ is the mean value of the reference parameter

~~_y_~~ is the mean value of the parameter to be verified

_x_ i is the actual value of the reference parameter

_y_ i is the actual value of the parameter to be verified

_n_ is the number of values

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1.2.29. ‘ _Standard error of estimate_ ’ ( _SEE_ ) means:

**f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f**

f **f** i f **f** i f **f** i f **f** i f **f** i f **f** i f **f** i f **f** i f **f** i f **f** i f **f** i f **f** i f **f** iffi
P n i¼1 ð _y_ i Ä _ý_ Þ [2]

ð _n_ Ä 2Þ

**f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f**

_SEE_ ¼ [1] Ü
_x_ max

**f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f**

s

**f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f**

where:

_ý_ is the estimated value of the parameter to be verified

_y_ i is the actual value of the parameter to be verified

_x_ max is the maximum actual value of the reference parameter

n is the number of values

1.2.30. ‘ _Total hydrocarbons_ ’ (THC) means the sum of all volatile compounds measurable by a flame ionization detector
(FID).

1.2.31. ‘ _Traceable_ ’ means the ability to relate a measurement or reading through an unbroken chain of comparisons to
a known and commonly agreed standard.

1.2.32. ‘ _Transformation time_ ’ means the time difference between a change of concentration or flow ( _t_ 0 ) at the reference
point and a system response of 50 per cent of the final reading ( _t_ 50 ).

1.2.33. ‘ _Type of analyser_ ’, also referred to as ‘ _analyser type_ ’ means a group of analysers produced by the same manu­
facturer that apply an identical principle to determine the concentration of one specific gaseous component or
the number of particles.

1.2.34. ‘ _Type of exhaust mass flow meter_ ’ means a group of exhaust mass flow meters produced by the same manu­
facturer that share a similar tube inner diameter and function on an identical principle to determine the mass
flow rate of the exhaust gas.

1.2.35. ‘ _Validation_ ’ means the process of evaluating the correct installation and functionality of a Portable Emissions
Measurement System and the correctness of exhaust mass flow rate measurements as obtained from one or
multiple non-traceable exhaust mass flow meters or as calculated from sensors or ECU signals.

1.2.36. ‘ _Verification_ ’ means the process of evaluating whether the measured or calculated output of an analyser, flowmeasuring instrument, sensor or signal agrees with a reference signal within one or more predetermined
thresholds for acceptance.

1.2.37. ‘ _Zero_ ’ means the calibration of an analyser, flow-measuring instrument or sensor so that it gives an accurate
response to a zero signal.

1.2.38. ‘ _Zero response_ ’ means the mean response to a zero signal over a time interval of at least 30 seconds.

1.2.39. ‘ _Zero response drift_ ’ means the difference between the mean response to a zero signal and the actual zero signal
that is measured over a defined time period after an analyser, flow-measuring instrument or sensor has been
accurately zero calibrated.

1.3. **Abbreviations**

Abbreviations refer generically to both the singular and the plural forms of abbreviated terms.

CH 4 — Methane

CLD — ChemiLuminescence Detector

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CO — Carbon Monoxide

CO 2 — Carbon Dioxide

CVS — Constant Volume Sampler

DCT — Dual Clutch Transmission

ECU — Engine Control Unit

EFM — Exhaust mass Flow Meter

FID — Flame Ionisation Detector

FS — full scale

GPS — Global Positioning System

H 2 O — Water

HC — HydroCarbons

HCLD — Heated ChemiLuminescence Detector

HEV — Hybrid Electric Vehicle

ICE — Internal Combustion Engine

ID — identification number or code

LPG — Liquid Petroleum Gas

MAW — Moving Average Window

max — maximum value

N 2 — Nitrogen

NDIR — Non-Dispersive InfraRead analyser

NDUV — Non-Dispersive UltraViolet analyser

NEDC — New European Driving Cycle

NG — Natural Gas

NMC — Non-Methane Cutter

NMC-FID — Non-Methane Cutter in combination with a Flame-Ionisation Detector

NMHC — Non-Methane HydroCarbons

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NO — Nitrogen Monoxide

No. — number

NO 2 — Nitrogen Dioxide

NO X — Nitrogen Oxides

NTE — Not-to-exceed

O 2 — Oxygen

OBD — On-Board Diagnostics

PEMS — Portable Emissions Measurement System

PHEV — Plug-in Hybrid Electric Vehicle

PN — particle number

RDE — Real Driving Emissions

RPA — Relative Positive Acceleration

SCR — Selective Catalytic Reduction

SEE — Standard Error of Estimate

THC — Total HydroCarbons

UN/ECE — United Nations Economic Commission for Europe

VIN — Vehicle Identification Number

WLTC — Worldwide harmonized Light vehicles Test Cycle

WWH-OBD — WorldWide Harmonised On-Board Diagnostics

2. GENERAL REQUIREMENTS

2.1 **Not-to-exceed emission limits**

Throughout the normal life of a vehicle type approved according to Regulation (EC) No 715/2007, its
emissions determined in accordance with the requirements of this Annex and emitted at any possible RDE
test performed in accordance with the requirements of this Annex, shall not be higher than the following
pollutant-specific not-to-exceed (NTE) values:

_NTE_ _pollutant_ ¼ _CF_ _pollutant_ Ü _TF_ ð _p_ _1;…;_ _p_ _n_ Þ Ü EURO-6

where EURO-6 is the applicable Euro 6 emission limit laid down in Table 2 of Annex I to Regulation (EC)
No 715/2007.

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2.1.1 Final Conformity Factors

|The conformity|factor CF pollutant|for the respectiv|ve pollutant is sp|pecified as follows:|Col6|
|---|---|---|---|---|---|
|Pollutant|Mass of oxides<br>of nitrogen<br>(NO x )|Number of<br>particles (PN)|Mass of carbon<br>monoxide<br>(CO) ( 1 )|Mass of total hydro­<br>carbons (THC)|Combined mass of total<br>hydrocarbons and<br>oxides of nitrogen<br>(THC + NO x )|
|_CF pollutant_|1 +_ margin_ <br>with <br>_margin_ = 0,5|to be deter­<br>mined|—|—|—|

( [1] ) CO emissions shall be measured and recorded at RDE tests.
_margin_ is a parameter taking into account the additional measurement uncertainties introduced by the PEMS equipment,
which are subject to an annual review and shall be revised as a result of the improved quality of the PEMS procedure or
technical progress.

2.1.2 Temporary Conformity Factors

By way of exception to the provisions of point 2.1.1, during a period of 5 years and 4 months following the
dates specified in Article 10(4) and (5) of Regulation (EC) 715/2007 and upon request of the manufacturer,
the following temporary conformity factors may apply:

|Pollutant|Mass of oxides<br>of nitrogen<br>(NO x)|Number of<br>particles (PN)|Mass of carbon<br>monoxide<br>(CO) ( 1 )|Mass of total hydro­<br>carbons (THC)|Combined mass of total<br>hydrocarbons and<br>oxides of nitrogen<br>(THC + NO x)|
|---|---|---|---|---|---|
|_CF pollutant_|2,1|to be deter­<br>mined|—|—|—|

( [1] ) CO emissions shall be measured and recorded at RDE tests.

The application of temporary conformity factors shall be recorded in the certificate of conformity of the
vehicle.

2.1.3 Transfer functions

The transfer function _TF(p1, …, pn)_ referred to in point 2.1 is set to 1 for the entire range of parameters
_pi (i = 1, …, n)_ .

If the transfer function _TF(p_ _1_ _, …, p_ _n_ _)_ is amended, this shall be done in a manner which is not detrimental to
the environmental impact and the effectiveness of the RDE test procedures. In particular the following
condition shall hold:

_TF_ ð _p_ 1 _; …; pn_ Þ Ü _Q_ ð _p_ 1 _; …; pn_ Þ _dp_ ¼ _Q_ ð _p_ 1 _; …; pn_ Þ _dp_
Z Z

Where:

—
_dp_ represents the integral over the entire space of the parameters _p_ _i_ _(i = 1, …, n)_

— _Q(p_ _1_ _, …, p_ _n_ _),_ is the probability density of an event corresponding to the parameters _p_ _i_ _(i= 1, …, n)_ in real
driving The manufacturer shall confirm compliance with point 2.1 by completing the certificate set out in
Appendix 9.

2.2. The RDE tests required by this Annex at type approval and during the lifetime of a vehicle provide a
presumption of conformity with the requirement set out in point 2.1. The presumed conformity may be
reassessed by additional RDE tests.

2.3. Member States shall ensure that vehicles can be tested with PEMS on public roads in accordance with the
procedures under their own national law, while respecting local road traffic legislation and safety requirements.

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2.4. Manufacturers shall ensure that vehicles can be tested with PEMS by an independent party on public roads, e.g.
by making available suitable adapters for exhaust pipes, granting access to ECU signals and making the
necessary administrative arrangements. If the respective PEMS test is not required by this Regulation the
manufacturer may charge a reasonable fee as set out in Article 7(1) of Regulation (EC) No 715/2007.

3. RDE TEST TO BE PERFORMED

3.1. The following requirements apply to PEMS tests referred to in Article 3(10), second sub-paragraph.

3.1.0. The requirements of point 2.1 shall be fulfilled for the urban part and the complete PEMS trip. Upon the
choice of the manufacturer the conditions of at least one of the two points below shall be fulfilled:

3.1.0.1. _M_ _gas,d,t_ ≤ _NTE_ _pollutant_ and _M_ _gas,d,u_ ≤ _NTE_ _pollutant_ with the definitions of point 2.1 of this Annex and points 6.1
and 6.3 of Appendix 5 and the setting _gas_ = _pollutant_ .

3.1.0.2. _**M**_ _**w,gas,d**_ ≤ _NTE_ _pollutant_ and _**M**_ _**w,gas,d,u**_ ≤ _NTE_ _pollutant_ with the definitions of point 2.1 of this Annex and point 3.9
of Appendix 6 and the setting _gas_ = _pollutant_ .

3.1.1. For type approval, the exhaust mass flow shall be determined by measurement equipment functioning
independently from the vehicle and no vehicle ECU data shall be used in this respect. Outside the type
approval context, alternative methods to determine the exhaust mass flow can be used according to
Appendix 2, Section 7.2.

3.1.2. If the approval authority is not satisfied with the data quality check and validation results of a PEMS test
conducted according to Appendices 1 and 4, the approval authority may consider the test to be void. In such
case, the test data and the reasons for voiding the test shall be recorded by the approval authority.

3.1.3. Reporting and dissemination of RDE test information

3.1.3.1. A technical report prepared by the manufacturer in accordance with Appendix 8 shall be made available to the
approval authority.

3.1.3.2. The manufacturer shall ensure that the following information is made available on a publicly accessible
website without costs:

3.1.3.2.1. By entering the vehicle type approval number and the information on type, variant and version as defined in
sections 0.10 and 0.2 of the vehicle's EC certificate of conformity provided by Annex IX of Directive (EC)
2007/46, the unique identification number of a PEMS test family to which a given vehicle emission type
belongs, as set out in point 5.2 of Appendix 7.

3.1.3.2.2. By entering the unique identification number of a PEMS test family:

— the full information as required by point 5.1 of Appendix 7,

— the lists described in points 5.3 and 5.4 of Appendix 7;

— the results of the PEMS tests as set out in points 6.3 of Appendix 5 and 3.9 of Appendix 6 for all vehicle
emission types in the list described in point 5.4 of Appendix 7.

3.1.3.3. Upon request, without costs and within 30 days, the manufacturer shall make available the technical report
referred to in point 3.1.3.1 to any interested party.

3.1.3.4. Upon request, the type approval authority shall make available the information listed under points 3.1.3.1 and
3.1.3.2 within 30 days of receiving the request. The type approval authority may charge a reasonable and
proportionate fee, which does not discourage an inquirer with a justified interest from requesting the
respective information or exceed the internal costs of the authority for making the requested information
available.

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4. GENERAL REQUIRMENTS

4.1. The RDE performance shall be demonstrated by testing vehicles on the road operated over their normal
driving patterns, conditions and payloads. The RDE test shall be representative for vehicles operated on their
real driving routes, with their normal load.

4.2. The manufacturer shall demonstrate to the approval authority that the chosen vehicle, driving patterns,
conditions and payloads are representative for the vehicle family. The payload and altitude requirements, as
specified in points 5.1 and 5.2, shall be used ex-ante to determine whether the conditions are acceptable for
RDE testing.

4.3. The approval authority shall propose a test trip in urban, rural and motorway environments meeting the
requirements of point 6. For the purpose of trip selection, the definition of urban, rural and motorway
operation shall be based on a topographic map.

4.4. If for a vehicle the collection of ECU data influences the vehicle's emissions or performance the entire PEMS
test family to which the vehicle belongs as defined in Appendix 7 shall be considered as non-compliant. Such
functionality shall be considered as a ‘defeat device’ as defined in Article 3(10) of Regulation (EC) 715/2007.

5. BOUNDARY CONDITIONS

5.1. Vehicle payload and test mass

5.1.1. The vehicle's basic payload shall comprise the driver, a witness of the test (if applicable) and the test
equipment, including the mounting and the power supply devices.

5.1.2. For the purpose of testing some artificial payload may be added as long as the total mass of the basic and
artificial payload does not exceed 90% of the sum of the ‘mass of the passengers’ and the ‘pay-mass’ defined in
points 19 and 21 of Article 2 of Commission Regulation (EU) No 1230/2012 (*).

___________
(*) Commission Regulation (EU) No 1230/2012 of 12 December 2012 implementing Regulation (EC)
No 661/2009 of the European Parliament and of the Council with regard to type-approval requirements
for masses and dimensions of motor vehicles and their trailers and amending Directive 2007/46/EC of the
European Parliament and of the Council (OJ L 353, 21.12.2012, p. 31).

5.2. Ambient conditions

5.2.1. The test shall be conducted under ambient conditions laid down in this section. The ambient conditions
become ‘extended’ when at least one of the temperature and altitude conditions is extended.

5.2.2. Moderate altitude conditions: Altitude lower or equal to 700 meters above sea level.

5.2.3. Extended altitude conditions: Altitude higher than 700 meters above sea level and lower or equal to 1300
meters above sea level.

5.2.4. Moderate temperature conditions: Greater than or equal to 273 K (0 °C) and lower than or equal to 303 K
(30 °C)

5.2.5. Extended temperature conditions: Greater than or equal to 266 K (– 7 °C) and lower than 273 K (0 °C) or
greater than 303 K (30 °C) and lower than or equal to 308 K (35 °C)

5.2.6. By way of derogation from the provisions of points 5.2.4 and 5.2.5 the lower temperature for moderate
conditions shall be greater or equal to 276 K (3 °C) and the lower temperature for extended conditions shall
be greater or equal to 271K (– 2 °C) between the start of the application of binding NTE emission limits as
defined in section 2.1 and until five years after the dates given in paragraphs 4 and 5 of Article 10 of
Regulation (EC) No 715/2007.

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5.3. Not applicable.

5.4. Dynamic conditions

The dynamic conditions encompass the effect of road grade, head wind and driving dynamics (accelerations,
decelerations) and auxiliary systems upon energy consumption and emissions of the test vehicle. The verifi­
cation of the normality of dynamic conditions shall be done after the test is completed, using the recorded
PEMS data. This verification shall be conducted in 2 steps:

5.4.1. The overall excess or insufficiency of driving dynamics during the trip shall be checked using the methods
described in Appendix 7a to this Annex.

5.4.2. If the trip results as valid following the verifications according to point 5.4.1, the methods for verifying the
normality of the test conditions as laid down in Appendices 5 and 6 to this Annex must be applied. Each
method includes a reference for test conditions, ranges around the reference and the minimum coverage
requirements to achieve a valid test.

5.5. Vehicle condition and operation

5.5.1. Auxiliary systems

The air conditioning system or other auxiliary devices shall be operated in a way which corresponds to their
possible use by a consumer at real driving on the road.

5.5.2. Vehicles equipped with periodically regenerating systems

5.5.2.1. ‘Periodically regenerating systems’ shall be understood according to the definition in Article 2(6).

5.5.2.2. If periodic regeneration occurs during a test, the test may be voided and repeated once at the request of the
manufacturer.

5.5.2.3. The manufacturer may ensure the completion of the regeneration and precondition the vehicle appropriately
prior to the second test.

5.5.2.4. If regeneration occurs during the repetition of the RDE test, pollutants emitted during the repeated test shall
be included in the emissions evaluation.

6. TRIP REQUIREMENTS

6.1. The shares of urban, rural and motorway driving, classified by instantaneous speed as described in points 6.3
to 6.5, shall be expressed as a percentage of the total trip distance.

6.2. The trip sequence shall consist of urban driving followed by rural and motorway driving according to the
shares specified in point 6.6. The urban, rural and motorway operation shall be run continuously. Rural
operation may be interrupted by short periods of urban operation when driving through urban areas.
Motorway operation may be interrupted by short periods of urban or rural operation, e.g., when passing
toll stations or sections of road work. If another testing order is justified for practical reasons, the order of
urban, rural and motorway operation may be altered, after obtaining approval from the approval authority.

6.3. Urban operation is characterised by vehicle speeds lower than or equal to 60 km/h.

6.4. Rural operation is characterised by vehicle speeds higher than 60 and lower than or equal to 90 km/h.

6.5. Motorway operation is characterised by speeds above 90 km/h.

6.6. The trip shall consist of approximately 34 % per cent urban, 33 % per cent rural and 33 % per cent motorway
driving classified by speed as described in points 6.3 to 6.5 above. ‘Approximately’ shall mean the interval of
±10 per cent points around the stated percentages. The urban driving shall however never be less than 29% of
the total trip distance.

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6.7. The vehicle velocity shall normally not exceed 145 km/h. This maximum speed may be exceeded by a
tolerance of 15 km/h for not more than 3 % of the time duration of the motorway driving. Local speed
limits remain in force during a PEMS test, notwithstanding other legal consequences. Violations of local speed
limits per se do not invalidate the results of a PEMS test.

6.8. The average speed (including stops) of the urban driving part of the trip should be between 15 and 40 km/h.
Stop periods, defined as vehicle speed of less than 1 km/h, shall account for 6 to 30 % of the time duration of
urban operation. Urban operation shall contain several stop periods of 10s or longer. If a stop period lasts
more the 180 s, the emission events during the 180 s following such an excessively long stop period shall be
excluded from the emissions evaluation.

6.9. The speed range of the motorway driving shall properly cover a range between 90 and at least 110 km/h. The
vehicle's velocity shall be above 100 km/h for at least 5 minutes.

6.10. The trip duration shall be between 90 and 120 minutes.

6.11. The start and the end point shall not differ in their elevation above sea level by more than 100 m. In addition,
the proportional cumulative positive altitude gain shall be less than 1 200 m/100km) and be determined
according to Appendix 7b.

6.12. The minimum distance of each, the urban, rural and motorway operation shall be 16 km.

7. OPERATIONAL REQUIREMENTS

7.1. The trip shall be selected in such a way that the testing is uninterrupted and the data continuously recorded to
reach the minimum test duration defined in point 6.10.

7.2. Electrical power shall be supplied to the PEMS by an external power supply unit and not from a source that
draws its energy either directly or indirectly from the engine of the test vehicle.

7.3. The installation of the PEMS equipment shall be done in a way to influence the vehicle emissions or
performance or both to the minimum extent possible. Care should be exercised to minimize the mass of
the installed equipment and potential aerodynamic modifications of the test vehicle. The vehicle payload shall
be in accordance with point 5.1.

7.4. RDE tests shall be conducted on working days as defined for the Union in Council Regulation (EEC, Euratom)
No 1182/71 (*)

___________
(*) Regulation (EEC, Euratom) No 1182/71 of the Council of 3 June 1971 determining the rules applicable to
periods, dates and time limits (OJ L 124, 8.6.1971, p. 1).

7.5. RDE tests shall be conducted on paved roads and streets (e.g. off road operation is not permitted).

7.6. Prolonged idling shall be avoided after the first ignition of the combustion engine at the beginning of the
emissions test. If the engine stalls during the test, it may be restarted, but the sampling shall not be inter­
rupted.

8. LUBRICATING OIL, FUEL AND REAGENT

8.1. The fuel, lubricant and reagent (if applicable) used for RDE testing shall be within the specifications issued by
the manufacturer for vehicle operation by the customer.

8.2. Samples of fuel, lubricant and reagent (if applicable) shall be taken and kept for at least 1 year.

9. EMISSIONS AND TRIP EVALUATION

9.1. The test shall be conducted in accordance with Appendix 1 of this Annex.

9.2. The trip shall fulfil the requirements set out in points 4 to 8.

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9.3. It shall not be permitted to combine data of different trips or to modify or remove data from a trip with
exception of provisions for long stops as described in 6.8.

9.4. After establishing the validity of a trip according to Point 9.2 emission results shall be calculated using the
methods laid down in Appendices 5 and 6 of this Annex.

9.5. If during a particular time interval the ambient conditions are extended in accordance with point 5.2, the
pollutant emissions during this particular time interval, calculated according to Appendix 4, shall be divided by
a value of 1,6 before being evaluated for compliance with the requirements of this Annex. This provision does
not apply to carbon dioxide emissions.

9.6. The cold start is defined in accordance with point 4 of Appendix 4 of this Annex. Until specific requirements
for emissions at cold start are applied, the latter shall be recorded but excluded from the emissions evaluation.

7.7.2017 EN Official Journal of the European Union L 175/119

_Appendix 1_

**Test procedure for vehicle emissions testing with a Portable Emissions Measurement System (PEMS)**

1. INTRODUCTION

This Appendix describes the test procedure to determine exhaust emissions from light passenger and commercial
vehicles using a Portable Emissions Measurement System.

2. SYMBOLS, PARAMETERS AND UNITS

≤ — smaller or equal

# — number

#/m [3] — number per cubic metre

% — per cent

°C — degree centigrade

g — gramme

g/s — gramme per second

h — hour

Hz — hertz

K — kelvin

kg — kilogramme

kg/s — kilogramme per second

km — kilometre

km/h — kilometre per hour

kPa — kilopascal

kPa/min — kilopascal per minute

l — litre

l/min — litre per minute

m — metre

m [3] — cubic-metre

mg — milligram

min — minute

_p_ e — evacuated pressure [kPa]

_q_ _vs_ — volume flow rate of the system [l/min]

ppm — parts per million

L 175/120 EN Official Journal of the European Union 7.7.2017

ppmC 1 — parts per million carbon equivalent

rpm — revolutions per minute

s — second

_V_ s — system volume [l]

3. GENERAL REQUIREMENTS

3.1. **PEMS**

The test shall be carried out with a PEMS, composed of components specified in points 3.1.1 to 3.1.5. If
applicable, a connection with the vehicle ECU may be established to determine relevant engine and vehicle
parameters as specified in point 3.2.

3.1.1. Analysers to determine the concentration of pollutants in the exhaust gas.

3.1.2. One or multiple instruments or sensors to measure or determine the exhaust mass flow.

3.1.3. A Global Positioning System to determine the position, altitude and, speed of the vehicle.

3.1.4. If applicable, sensors and other appliances being not part of the vehicle, e.g., to measure ambient temperature,
relative humidity, air pressure, and vehicle speed.

3.1.5. An energy source independent of the vehicle to power the PEMS.

3.2. **Test parameters**

Test parameters as specified in Table 1 of this Appendix shall be measured, recorded at a constant frequency of
1.0 Hz or higher and reported according to the requirements of Appendix 8. If ECU parameters are obtained,
these should be made available at a substantially higher frequency than the parameters recorded by PEMS. The
PEMS analysers, flow-measuring instruments and sensors shall comply with the requirements laid down in
Appendices 2 and 3 of this Annex.

_Table 1_

|Col1|Test parameters|Col3|
|---|---|---|
|Parameter|Recommended unit|Source ( 8 )|
|THC concentration ( 1 ), ( 4 )|ppm|Analyser|
|CH 4 concentration ( 1 ), ( 4 )|ppm|Analyser|
|NMHC concentration ( 1 ), ( 4 )|ppm|Analyser ( 6 )|
|CO concentration ( 1 ), ( 4 )|ppm|Analyser|
|CO 2 concentration ( 1 )|ppm|Analyser|
|NO X concentration ( 1 ), ( 4 )|ppm|Analyser ( 7 )|
|PN concentration ( 4 )|#/m 3|Analyser|
|Exhaust mass flow rate|kg/s|EFM, any methods described in point 7 of<br>Appendix 2|
|Ambient humidity|%|Sensor|
|Ambient temperature|K|Sensor|
|Ambient pressure|kPa|Sensor|
|Vehicle speed|km/h|Sensor, GPS, or ECU ( 3 )|

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|Parameter|Recommended unit|Source ( 8 )|
|---|---|---|
|Vehicle latitude|Degree|GPS|
|Vehicle longitude|Degree|GPS|
|Vehicle altitude ( 5 ), ( 9 )|M|GPS or Sensor|
|Exhaust gas temperature ( 5 )|K|Sensor|
|Engine coolant temperature ( 5 )|K|Sensor or ECU|
|Engine speed ( 5 )|rpm|Sensor or ECU|
|Engine torque ( 5 )|Nm|Sensor or ECU|
|Torque at driven axle ( 5 )|Nm|Rim torque meter|
|Pedal position ( 5 )|%|Sensor or ECU|
|Engine fuel flow ( 2 )|g/s|Sensor or ECU|
|Engine intake air flow ( 2 )|g/s|Sensor or ECU|
|Fault status ( 5 )|—|ECU|
|Intake air flow temperature|K|Sensor or ECU|
|Regeneration status ( 5 )|—|ECU|
|Engine oil temperature ( 5 )|K|Sensor or ECU|
|Actual gear ( 5 )|#|ECU|
|Desired gear (e.g. gear shift indicator) ( 5 )|#|ECU|
|Other vehicle data ( 5 )|unspecified|ECU|

( [1] ) to be measured on a wet basis or to be corrected as described in point 8.1 of Appendix 4
( [2] ) to be determined only if indirect methods are used to calculate exhaust mass flow rate as described in paragraphs 10.2 and
10.3 of Appendix 4
( [3] ) method to be chosen according to point 4.7
( [4] ) parameter only mandatory if measurement required by Annex IIIA, section 2.1
( [5] ) to be determined only if necessary to verify the vehicle status and operating conditions
( [6] ) may be calculated from THC and CH 4 concentrations according to point 9.2 of Appendix 4
( [7] ) may be calculated from measured NO and NO 2 concentrations
( [8] ) Multiple parameter sources may be used.
( [9] ) The preferable source is the ambient pressure sensor.

3.3. **Preparation of the vehicle**

The preparation of the vehicle shall include a general verification of the correct technical functioning of the test
vehicle.

3.4. **Installation of PEMS**

3.4.1. _General_

The installation of the PEMS shall follow the instructions of the PEMS manufacturer and the local health and
safety regulations. The PEMS should be installed as to minimize during the test electromagnetic interferences as
well as exposure to shocks, vibration, dust and variability in temperature. The installation and operation of the
PEMS shall be leak-tight and minimize heat loss. The installation and operation of PEMS shall not change the
nature of the exhaust gas nor unduly increase the length of the tailpipe. To avoid the generation of particles,
connectors shall be thermally stable at the exhaust gas temperatures expected during the test. It is recommended
to avoid the use of a material which may emit volatile components to connect the vehicle exhaust outlet and the
connecting tube. Elastomer connectors, if used, shall have a minimum exposure to the exhaust gas to avoid
artefacts at high engine load.

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3.4.2. _Permissible backpressure_

The installation and operation of the PEMS shall not unduly increase the static pressure at the exhaust outlet. If
technically feasible, any extension to facilitate the sampling or connection with the exhaust mass flow meter shall
have an equivalent, or larger, cross sectional area than the exhaust pipe.

3.4.3. _Exhaust mass flow meter_

Whenever used, the exhaust mass flow meter shall be attached to the vehicle's tailpipe(s) according to the
recommendations of the EFM manufacturer. The measurement range of the EFM shall match the range of the
exhaust mass flow rate expected during the test. The installation of the EFM and any exhaust pipe adaptors or
junctions shall not adversely affect the operation of the engine or exhaust after-treatment system. A minimum of
four pipe diameters or 150 mm of straight tubing, whichever is larger, shall be placed at either side of the flowsensing element. When testing a multi-cylinder engine with a branched exhaust manifold, it is recommended to
combine the manifolds upstream of the exhaust mass flow meter and to increase the cross section of the piping
appropriately as to minimize backpressure in the exhaust. If this is not feasible, exhaust flow measurements with
several exhaust mass flow meters shall be considered. The wide variety of exhaust pipe configurations, dimensions
and exhaust mass flow rates may require compromises, guided by good engineering judgement, when selecting
and installing the EFM(s). If measurement accuracy requires, it is permissible to install an EFM with a diameter
smaller than that of the exhaust outlet or the total cross-sectional area of multiple outlets, providing it does not
adversely affect the operation or the exhaust after-treatment as specified in point 3.4.2.

3.4.4. _Global Positioning System (GPS)_

The GPS antenna should be mounted, e.g. at the highest possible location, as to ensure good reception of the
satellite signal. The mounted GPS antenna shall interfere as little as possible with the vehicle operation.

3.4.5. _Connection with the Engine Control Unit (ECU)_

If desired, relevant vehicle and engine parameters listed in Table 1 can be recorded by using a data logger
connected with the ECU or the vehicle network through standards, such as ISO 15031-5 or SAE J1979,
OBD-II, EOBD or WWH-OBD. If applicable, manufacturers shall disclose labels to allow the identification of
required parameters.

3.4.6. _Sensors and auxiliary equipment_

Vehicle speed sensors, temperature sensors, coolant thermocouples or any other measurement device not part of
the vehicle shall be installed to measure the parameter under consideration in a representative, reliable and
accurate manner without unduly interfering with the vehicle operation and the functioning of other analysers,
flow-measuring instruments, sensors and signals. Sensors and auxiliary equipment shall be powered independently
of the vehicle. It is permitted to power any safety-related illumination of fixtures and installations of PEMS
components outside of the vehicle’s cabin by the vehicle’s battery.

3.5. **Emissions sampling**

Emissions sampling shall be representative and conducted at locations of well-mixed exhaust where the influence
of ambient air downstream of the sampling point is minimal. If applicable, emissions shall be sampled down­
stream of the exhaust mass flow meter, respecting a distance of at least 150 mm to the flow sensing element. The
sampling probes shall be fitted at least 200 mm or three times the inner diameter of the exhaust pipe, whichever
is larger, upstream of the point at which the exhaust exits the PEMS sampling installation into the environment. If
the PEMS feeds back a flow to the tail pipe, this shall occur downstream of the sampling probe in a manner that
does not affect during engine operation the nature of the exhaust gas at the sampling point(s). If the length of the
sampling line is changed, the system transport times shall be verified and if necessary corrected.

If the engine is equipped with an exhaust after-treatment system, the exhaust sample shall be taken downstream of
the exhaust after-treatment system. When testing a vehicle with a multi-cylinder engine and branched exhaust
manifold, the inlet of the sampling probe shall be located sufficiently far downstream so as to ensure that the
sample is representative of the average exhaust emissions of all cylinders. In multi-cylinder engines, having distinct
groups of manifolds, such as in a ‘V’ engine configuration, the manifolds shall be combined upstream of the
sampling probe. If this is technically not feasible, multi-point sampling at locations of well-mixed exhaust free of

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ambient air shall be considered. In this case, the number and location of sampling probes shall match as far as
possible those of the exhaust mass flow meters. In case of unequal exhaust flows, proportional sampling or
sampling with multiple analysers shall be considered.

If particles are measured, the exhaust shall be sampled from the centre of the exhaust stream. If several probes are
used for emissions sampling, the particle sampling probe shall be placed upstream of the other sampling probes.

If hydrocarbons are measured, the sampling line shall be heated to 463 ± 10 K (190 ± 10 °C). For the
measurement of other gaseous components with or without cooler, the sampling line shall be kept at a
minimum of 333 K (60 °C) to avoid condensation and to ensure appropriate penetration efficiencies of the
various gases. For low pressure sampling systems, the temperature can be lowered corresponding to the
pressure decrease provided that the sampling system ensures a penetration efficiency of 95 % for all regulated
gaseous pollutants. If particles are sampled, the sampling line from the raw exhaust sample point shall be heated
to a minimum of 373 K (100 °C). The residence time of the sample in the particle sampling line shall be less than
3 s until reaching first dilution or the particle counter.

4. PRE-TEST PROCEDURES

4.1. **PEMS leak check**

After the installation of the PEMS is completed, a leak check shall be performed at least once for each PEMSvehicle installation as prescribed by the PEMS manufacturer or as follows. The probe shall be disconnected from
the exhaust system and the end plugged. The analyser pump shall be switched on. After an initial stabilization
period all flow meters shall read approximately zero in the absence of a leak. Else, the sampling lines shall be
checked and the fault be corrected.

The leakage rate on the vacuum side shall not exceed 0.5 per cent of the in-use flow rate for the portion of the
system being checked. The analyser flows and bypass flows may be used to estimate the in-use flow rate.

Alternatively, the system may be evacuated to a pressure of at least 20 kPa vacuum (80 kPa absolute). After an
initial stabilization period the pressure increase _Δp_ (kPa/min) in the system shall not exceed:

Δ _p_ ¼ _[p]_ _[ e]_ Ü _q_ _vs_ Ü 0 _:_ 005
_V_ _s_

Alternatively, a concentration step change at the beginning of the sampling line shall be introduced by switching
from zero to span gas while maintaining the same pressure conditions as under normal system operation. If for a
correctly calibrated analyser after an adequate period of time the reading is ≤ 99 per cent compared to the
introduced concentration, the leakage problem shall be corrected.

4.2. **Starting and stabilizing the PEMS**

The PEMS shall be switched on, warmed up and stabilized according to the specifications of the PEMS manu­
facturer until, e.g., pressures, temperatures and flows have reached their operating set points.

4.3. **Preparing the sampling system**

The sampling system, consisting of the sampling probe, sampling lines and the analysers, shall be prepared for
testing by following the instruction of the PEMS manufacturer. It shall be ensured that the sampling system is
clean and free of moisture condensation.

4.4. **Preparing the Exhaust mass Flow Meter (EFM)**

If used for measuring the exhaust mass flow, the EFM shall be purged and prepared for operation in accordance
with the specifications of the EFM manufacturer. This procedure shall, if applicable, remove condensation and
deposits from the lines and the associated measurement ports.

L 175/124 EN Official Journal of the European Union 7.7.2017

4.5. **Checking and calibrating the analysers for measuring gaseous emissions**

Zero and span calibration adjustments of the analysers shall be performed using calibration gases that meet the
requirements of point 5 of Appendix 2. The calibration gases shall be chosen to match the range of pollutant
concentrations expected during the RDE test. To minimize analyser drift, one should conduct the zero and span
calibration of analysers at an ambient temperature that resembles, as closely as possible, the temperature
experienced by the test equipment during the trip.

4.6. **Checking the analyser for measuring particle emissions**

The zero level of the analyser shall be recorded by sampling HEPA filtered ambient air. The signal shall be
recorded at a constant frequency of at least 1.0 Hz over a period of 2 min and averaged; the permissible
concentration value shall be determined once suitable measurement equipment becomes available.

4.7. **Determining vehicle speed**

Vehicle speed shall be determined by at least one of the following methods:

(a) a GPS; if vehicle speed is determined by a GPS, the total trip distance shall be checked against the
measurements of another method according to point 7 of Appendix 4.

(b) a sensor (e.g., optical or micro-wave sensor); if vehicle speed is determined by a sensor, the speed
measurements shall comply with the requirements of point 8 of Appendix 2, or alternatively, the total trip
distance determined by the sensor shall be compared with a reference distance obtained from a digital road
network or topographic map. The total trip distance determined by the sensor shall deviate by no more than
4 % from the reference distance.

(c) the ECU; if vehicle speed is determined by the ECU, the total trip distance shall be validated according to point
3 of Appendix 3 and the ECU speed signal adjusted, if necessary to fulfil the requirements of point 3.3 of
Appendix 3. Alternatively, the total trip distance as determined by the ECU can be compared with a reference
distance obtained from a digital road network or topographic map. The total trip distance determined by the
ECU shall deviate by no more than 4 % from the reference.

4.8. **Check of PEMS set up**

The correctness of connections with all sensors and, if applicable, the ECU shall be verified. If engine parameters
are retrieved, it shall be ensured that the ECU reports values correctly (e.g., zero engine speed [rpm] while the
combustion engine is in key-on-engine-off status). The PEMS shall function free of warning signals and error
indication.

5. EMISSIONS TEST

5.1. **Test start**

Sampling, measurement and recording of parameters shall begin prior to the start of the engine. To facilitate time
alignment, it is recommended to record the parameters that are subject to time alignment either by a single data
recording device or with a synchronised time stamp. Before and directly after engine start, it shall be confirmed
that all necessary parameters are recorded by the data logger.

5.2. **Test**

Sampling, measurement and recording of parameters shall continue throughout the on-road test of the vehicle.
The engine may be stopped and started, but emissions sampling and parameter recording shall continue. Any
warning signals, suggesting malfunctioning of the PEMS, shall be documented and verified. Parameter recording
shall reach a data completeness of higher than 99 %. Measurement and data recording may be interrupted for less
than 1 % of the total trip duration but for no more than a consecutive period of 30 s solely in the case of
unintended signal loss or for the purpose of PEMS system maintenance. Interruptions may be recorded directly by
the PEMS. It is not permissible to introduce interruptions in the recorded parameter via the pre-processing,
exchange or post-processing of data. If conducted, auto zeroing shall be performed against a traceable zero
standard similar to the one used to zero the analyser. If necessary it is strongly recommended to initiate PEMS
system maintenance during periods of zero vehicle speed.

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5.3. **Test end**

The end of the test is reached when the vehicle has completed the trip and the combustion engine is switched off.
Excessive idling of the engine after the completion of the trip shall be avoided. The data recording shall continue
until the response time of the sampling systems has elapsed.

6. POST-TEST PROCEDURE

6.1. **Checking the analysers for measuring gaseous emissions**

The zero and span of the analysers of gaseous components shall be checked by using calibration gases identical to
the ones applied under point 4.5 to evaluate the analyser's zero and response drift compared to the pre-test
calibration. It is permissible to zero the analyser prior to verifying the span drift, if the zero drift was determined
to be within the permissible range. The post-test drift check shall be completed as soon as possible after the test
and before the PEMS, or individual analysers or sensors, are turned off or have switched into a non-operating
mode. The difference between the pre-test and post-test results shall comply with the requirements specified in
Table 2.

_Table 2_

**Permissible analyser drift over a PEMS test**

|Pollutant|Zero response drift|Span response drift ( 1 )|
|---|---|---|
|CO 2|≤ 2 000 ppm per test|≤ 2 % of reading or ≤ 2 000 ppm per test, whichever<br>is larger|
|CO|≤ 75 ppm per test|≤ 2 % of reading or ≤ 75 ppm per test, whichever is<br>larger|
|NO 2|≤ 5 ppm per test|≤ 2 % of reading or ≤ 5 ppm per test, whichever is<br>larger|
|NO/NO X|≤ 5 ppm per test|≤ 2 % of reading or ≤ 5 ppm per test, whichever is<br>larger|
|CH 4|≤ 10 ppmC 1 per test|≤ 2 % of reading or ≤ 10 ppmC 1 per test, whichever<br>is larger|
|THC|≤ 10 ppmC 1 per test|≤ 2 % of reading or ≤10 ppmC 1 per test, whichever<br>is larger|

( [1] ) If the zero drift is within the permissible range, it is permissible to zero the analyser prior to verifying the span drift.

If the difference between the pre-test and post-test results for the zero and span drift is higher than permitted, all
test results shall be voided and the test repeated.

6.2. **Checking the analyser for measuring particle emissions**

The zero level of the analyser shall be recorded by sampling HEPA filtered ambient air. The signal shall be
recorded over a period of 2 min and averaged; the permissible final concentration shall be defined once suitable
measurement equipment becomes available. If the difference between the pre-test and post-test check is higher
than permitted, all test results shall be voided and the test repeated.

6.3. **Checking the on-road emission measurements**

The calibrated range of the analysers shall account at least for 90 % of the concentration values obtained from
99 % of the measurements of the valid parts of the emissions test. It is permissible that 1 % of the total number of
measurements used for evaluation exceeds the calibrated range of the analysers by up to a factor of two. If these
requirements are not met, the test shall be voided.

L 175/126 EN Official Journal of the European Union 7.7.2017

_Appendix 2_

**Specifications and calibration of PEMS components and signals**

1. INTRODUCTION

This appendix sets out the specifications and calibration of PEMS components and signals.

2. SYMBOLS, PARAMETERS AND UNITS

        - — larger than

≥ — larger than or equal to

% — per cent

≤ — smaller than or equal to

_A_ — undiluted CO 2 concentration [%]

_a_ 0 — y-axis intercept of the linear regression line

_a_ 1 — slope of the linear regression line

_B_ — diluted CO 2 concentration [%]

_C_ — diluted NO concentration [ppm]

_c_ — analyser response in the oxygen interference test

_c_ FS,b — full scale HC concentration in step (b) [ppmC 1 ]

_c_ FS,d — full scale HC concentration in step (d) [ppmC 1 ]

_c_ HC(w/NMC) — HC concentration with CH 4 or C 2 H 6 flowing through the NMC [ppmC 1 ]

_c_ HC(w/o NMC) — HC concentration with CH 4 or C 2 H 6 bypassing the NMC [ppmC 1 ]

_c_ m,b — measured HC concentration in step (b) [ppmC 1 ]

_c_ m,d — measured HC concentration in step (d) [ppmC 1 ]

_c_ ref,b — reference HC concentration in step (b) [ppmC 1 ]

_c_ ref,d — reference HC concentration in step (d) [ppmC 1 ]

°C — degree centigrade

_D_ — undiluted NO concentration [ppm]

_D_ e — expected diluted NO concentration [ppm]

_E_ — absolute operating pressure [kPa]

_E_ CO2 — per cent CO 2 quench

_E_ E — ethane efficiency

_E_ H2O — per cent water quench

_E_ M — methane efficiency

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E O2 — oxygen interference

_F_ — water temperature [K]

_G_ — saturation vapour pressure [kPa]

g — gram

gH 2 O/kg — gramme water per kilogram

h — hour

_H_ — water vapour concentration [%]

_H_ m — maximum water vapour concentration [%]

Hz — hertz

K — kelvin

kg — kilogramme

km/h — kilometre per hour

kPa — kilopascal

max — maximum value

NO X,dry — moisture-corrected mean concentration of the stabilized NO X recordings

NO X,m — mean concentration of the stabilized NO X recordings

NO X,ref — reference mean concentration of the stabilized NO X recordings

ppm — parts per million

ppmC 1 — parts per million carbon equivalents

r [2] — coefficient of determination

s — second

t 0 — time point of gas flow switching [s]

t 10 — time point of 10 % response of the final reading

t 50 — time point of 50 % response of the final reading

t 90 — time point of 90 % response of the final reading

tbd — to be determined

_x_ — independent variable or reference value

_χ_ min — minimum value

y — dependent variable or measured value

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3. LINEARITY VERIFICATION

3.1. **General**

The linearity of analysers, flow-measuring instruments, sensors and signals, shall be traceable to international or
national standards. Any sensors or signals that are not directly traceable, e.g., simplified flow-measuring
instruments shall be calibrated alternatively against chassis dynamometer laboratory equipment that has been
calibrated against international or national standards.

3.2. **Linearity requirements**

All analysers, flow-measuring instruments, sensors and signals shall comply with the linearity requirements given
in Table 1. If air flow, fuel flow, the air-to-fuel ratio or the exhaust mass flow rate is obtained from the ECU, the
calculated exhaust mass flow rate shall meet the linearity requirements specified in Table 1.

_Table 1_

**Linearity requirements of measurement parameters and systems**

|Measurement parameter/instrument|jχ min Ü ða 1 Ä 1Þ þ a 0 j|Slope<br>a<br>1|Standard error<br>SEE|Coefficient of<br>determination r2|
|---|---|---|---|---|
|Fuel flow rate ( 1 )|≤ 1 % max|0,98 - 1,02|≤ 2 % max|≥ 0,990|
|Air flow rate ( 1 )|≤ 1 % max|0,98 - 1,02|≤ 2 % max|≥ 0,990|
|Exhaust mass flow rate|≤ 2 % max|0,97 - 1,03|≤ 2 % max|≥ 0,990|
|Gas analysers|≤ 0,5 % max|0,99 - 1,01|≤ 1 % max|≥ 0,998|
|Torque ( 2 )|≤ 1 % max|0,98-1,02|≤ 2 % max|≥ 0,990|
|PN analysers ( 3 )|tbd|tbd|tbd|tbd|

( [1] ) Optional to determine exhaust mass flow.
( [2] ) Optional parameter.
( [3] ) To be decided once equipment becomes available.

3.3. **Frequency of linearity verification**

The linearity requirements according to point 3.2 shall be verified:

(a) for each analyser at least every three months or whenever a system repair or change is made that could
influence the calibration;

(b) for other relevant instruments, such as exhaust mass flow meters and traceably calibrated sensors, whenever
damage is observed, as required by internal audit procedures, by the instrument manufacturer or by ISO 9000
but no longer than one year before the actual test.

The linearity requirements according to point 3.2 for sensors or ECU signals that are not directly traceable shall be
performed with a traceably calibrated measurement device on the chassis dynamometer once for each PEMS setup.

3.4. **Procedure of linearity verification**

3.4.1. _General requirements_

The relevant analysers, instruments and sensors shall be brought to their normal operating condition according to
the recommendations of their manufacturer. The analysers, instruments and sensors shall be operated at their
specified temperatures, pressures and flows.

3.4.2. _General procedure_

The linearity shall be verified for each normal operating range by executing the following steps:

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(a) The analyser, flow-measuring instrument or sensor shall be set to zero by introducing a zero signal. For gas
analysers, purified synthetic air or nitrogen shall be introduced to the analyser port via a gas path that is as
direct and short as possible.

(b) The analyser, flow-measuring instrument or sensor shall be spanned by introducing a span signal. For gas
analysers, an appropriate span gas shall be introduced to the analyser port via a gas path that is as direct and
short as possible.

(c) The zero procedure of (a) shall be repeated.

(d) The linearity shall be verified by introducing at least 10, approximately equally spaced and valid, reference
values (including zero). The reference values with respect to the concentration of components, the exhaust
mass flow rate or any other relevant parameter shall be chosen to match the range of values expected during
the emissions test. For measurements of exhaust mass flow, reference points below 5 % of the maximum
calibration value can be excluded from the linearity verification.

(e) For gas analysers, known gas concentrations in accordance with point 5 shall be introduced to the analyser
port. Sufficient time for signal stabilisation shall be given.

(f) The values under evaluation and, if needed, the reference values shall be recorded at a constant frequency of at
least 1.0 Hz over a period of 30 seconds.

(g) The arithmetic mean values over the 30 seconds period shall be used to calculate the least squares linear
regression parameters, with the best-fit equation having the form:

_y_ ¼ _a_ 1 _x_ þ _a_ 0

where:

_y_ is the actual value of the measurement system

_a_ 1 is the slope of the regression line

_x_ is the reference value

_a_ 0 is the _y_ intercept of the regression line

The standard error of estimate (SEE) of _y_ on _x_ and the coefficient of determination (r [2] ) shall be calculated for
each measurement parameter and system.

(h) The linear regression parameters shall meet the requirements specified in Table 1.

3.4.3. _Requirements for linearity verification on a chassis dynamometer_

Non-traceable flow-measuring instruments, sensors or ECU signals that cannot directly be calibrated according to
traceable standards, shall be calibrated on a chassis dynamometer. The procedure shall follow as far as applicable,
the requirements of Annex 4a to UN/ECE Regulation No 83. If necessary, the instrument or sensor to be
calibrated shall be installed on the test vehicle and operated according to the requirements of Appendix 1. The
calibration procedure shall follow whenever possible the requirements of point 3.4.2; at least 10 appropriate
reference values shall be selected as to ensure that at least 90 % of the maximum value expected to occur during
the RDE test is covered.

If a not directly traceable flow-measuring instrument, sensor or ECU signal for determining exhaust flow is to be
calibrated, a traceably calibrated reference exhaust mass flow meter or the CVS shall be attached to the vehicle’s
tailpipe. It shall be ensured that the vehicle exhaust is accurately measured by the exhaust mass flow meter
according to point 3.4.3 of Appendix 1. The vehicle shall be operated by applying constant throttle at a constant
gear selection and chassis dynamometer load.

L 175/130 EN Official Journal of the European Union 7.7.2017

4. ANALYSERS FOR MEASURING GASEOUS COMPONENTS

4.1. **Permissible types of analysers**

4.1.1. _Standard analysers_

The gaseous components shall be measured with analysers specified in points 1.3.1 to 1.3.5 of Appendix 3,
Annex 4A to UN/ECE Regulation No 83, 07 series of amendments. If an NDUV analyser measures both NO and
NO 2, a NO 2 /NO converter is not required.

4.1.2. _Alternative analysers_

Any analyser not meeting the design specifications of point 4.1.1 is permissible provided that it fulfils the
requirements of point 4.2. The manufacturer shall ensure that the alternative analyser achieves an equivalent
or higher measurement performance compared to a standard analyser over the range of pollutant concentrations
and co-existing gases that can be expected from vehicles operated with permissible fuels under moderate and
extended conditions of valid RDE testing as specified in points 5, 6 and 7 of this Annex. Upon request, the
manufacturer of the analyser shall submit in writing supplemental information, demonstrating that the
measurement performance of the alternative analyser is consistently and reliably in line with the measurement
performance of standard analysers. Supplemental information shall contain:

(a) a description of the theoretical basis and the technical components of the alternative analyser;

(b) a demonstration of equivalency with the respective standard analyser specified in point 4.1.1 over the expected
range of pollutant concentrations and ambient conditions of the type-approval test defined in Annex 4a to
UN/ECE Regulation No 83, 07 series of amendments as well as a validation test as described in point 3 of
Appendix 3 for a vehicle equipped with a spark-ignition and compression-ignition engine; the manufacturer of
the analyser shall demonstrate the significance of equivalency within the permissible tolerances given in point
3.3 of Appendix 3.

(c) a demonstration of equivalency with the respective standard analyser specified in point 4.1.1 with respect to
the influence of atmospheric pressure on the measurement performance of the analyser; the demonstration
test shall determine the response to span gas having a concentration within the analyser range to check the
influence of atmospheric pressure under moderate and extended altitude conditions defined in point 5.2 of
this Annex. Such a test can be performed in an altitude environmental test chamber.

(d) a demonstration of equivalency with the respective standard analyser specified in point 4.1.1 over at least
three on-road tests that fulfil the requirements of this Annex.

(e) a demonstration that the influence of vibrations, accelerations and ambient temperature on the analyser
reading does not exceed the noise requirements for analysers set out in point 4.2.4.

Approval authorities may request additional information to substantiate equivalency or refuse approval if
measurements demonstrate that an alternative analyser is not equivalent to a standard analyser.

4.2. **Analyser specifications**

4.2.1. _General_

In addition to the linearity requirements defined for each analyser in point 3, the compliance of analyser types
with the specifications laid down in points 4.2.2 to 4.2.8 shall be demonstrated by the analyser manufacturer.
Analysers shall have a measuring range and response time appropriate to measure with adequate accuracy the
concentrations of the exhaust gas components at the applicable emissions standard under transient and steady
state conditions. The sensitivity of the analysers to shocks, vibration, aging, variability in temperature and air
pressure as well as electromagnetic interferences and other impacts related to vehicle and analyser operation shall
be limited as far as possible.

4.2.2. _Accuracy_

The accuracy, defined as the deviation of the analyser reading from the reference value, shall not exceed 2 % of
reading or 0.3 % of full scale, whichever is larger.

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4.2.3. _Precision_

The precision, defined as 2.5 times the standard deviation of 10 repetitive responses to a given calibration or span
gas, shall be no greater than 1 % of the full scale concentration for a measurement range equal or above 155 ppm
(or ppmC 1 ) and 2 % of the full scale concentration for a measurement range of below 155 ppm (or ppmC 1 ).

4.2.4. _Noise_

The noise, defined as two times the root mean square of ten standard deviations, each calculated from the zero
responses measured at a constant recording frequency of at least 1.0 Hz during a period of 30 seconds, shall not
exceed 2 % of full scale. Each of the 10 measurement periods shall be interspersed with an interval of 30 seconds
in which the analyser is exposed to an appropriate span gas. Before each sampling period and before each span
period, sufficient time shall be given to purge the analyser and the sampling lines.

4.2.5. _Zero response drift_

The drift of the zero response, defined as the mean response to a zero gas during a time interval of at least
30 seconds, shall comply with the specifications given in Table 2.

4.2.6. _Span response drift_

The drift of the span response, defined as the mean response to a span gas during a time interval of at least
30 seconds, shall comply with the specifications given in Table 2.

_Table 2_

**Permissible zero and span response drift of analysers for measuring gaseous components under**
**laboratory conditions**

|Pollutant|Zero response drift|Span response drift|
|---|---|---|
|CO 2|≤1,000 ppm over 4 h|≤2 % of reading or ≤1,000 ppm over 4 h, whichever<br>is larger|
|CO|≤50 ppm over 4 h|≤2 % of reading or ≤50 ppm over 4 h, whichever is<br>larger|
|NO 2|≤5 ppm over 4 h|≤2 % of reading or ≤5 ppm over 4 h, whichever is<br>larger|
|NO/NO X|≤5 ppm over 4 h|≤2 % of reading or 5 ppm over 4h, whichever is<br>larger|
|CH 4|≤10 ppmC 1|≤2 % of reading or ≤10 ppmC 1 over 4 h, whichever<br>is larger|
|THC|≤10 ppmC 1|≤2 % of reading or ≤10 ppmC 1 over 4 h, whichever<br>is larger|

4.2.7. _Rise time_

The rise time, defined as the time between the 10 per cent and 90 per cent response of the final reading ( _t_ 90 – _t_ 10 ;
see point 4.4), shall not exceed 3 seconds.

4.2.8. _Gas drying_

Exhaust gases may be measured wet or dry. A gas-drying device, if used, shall have a minimal effect on the
composition of the measured gases. Chemical dryers are not permitted.

4.3. **Additional requirements**

4.3.1. _General_

The provisions in points 4.3.2 to 4.3.5 define additional performance requirements for specific analyser types and
apply only to cases, in which the analyser under consideration is used for RDE emission measurements.

L 175/132 EN Official Journal of the European Union 7.7.2017

4.3.2. _Efficiency test for NO_ _X_ _converters_

If a NO X converter is applied, for example to convert NO 2 into NO for analysis with a chemiluminescence
analyser, its efficiency shall be tested by following the requirements of point 2.4 of Appendix 3 of Annex 4a to
UN/ECE Regulation No 83, 07 series of amendments. The efficiency of the NO X converter shall be verified no
longer than one month before the emissions test.

4.3.3. _Adjustment of the Flame Ionisation Detector (FID)_

(a) Optimization of the detector response

If hydrocarbons are measured, the FID shall be adjusted at intervals specified by the analyser manufacturer by
following point 2.3.1 of Appendix 3 of Annex 4a to UN/ECE Regulation No 83, 07 series of amendments. A
propane-in-air or propane-in-nitrogen span gas shall be used to optimize the response in the most common
operating range.

(b) Hydrocarbon response factors

If hydrocarbons are measured, the hydrocarbon response factor of the FID shall be verified by following the
provisions of point 2.3.3 of Appendix 3 of Annex 4a to UN/ECE Regulation No 83, 07 series of amendments,
using propane-in-air or propane-in-nitrogen as span gases and purified synthetic air or nitrogen as zero gases,
respectively.

(c) Oxygen interference check

The oxygen interference check shall be performed when introducing a FID into service and after major
maintenance intervals. A measuring range shall be chosen in which the oxygen interference check gases
fall in the upper 50 per cent. The test shall be conducted with the oven temperature set as required. The
specifications of the oxygen interference check gases are described in point 5.3.

The following procedure applies:

(i) The analyser shall be set at zero;

(ii) The analyser shall be spanned with a 0 per cent oxygen blend for positive ignition engines and a 21 per
cent oxygen blend for compression ignition engines;

(iii) The zero response shall be rechecked. If it has changed by more than 0.5 per cent of full scale, steps (i)
and (ii) shall be repeated;

(iv) The 5 per cent and 10 per cent oxygen interference check gases shall be introduced;

(v) The zero response shall be rechecked. If it has changed by more than ±1 per cent of full scale, the test
shall be repeated;

(vi) The oxygen interference _E_ O2 shall be calculated for each oxygen interference check gas in step (iv) as
follows:

_E_ O2 ¼ [ð] _[c]_ [ ref] _[;]_ [d] [ Ä] _[ c]_ [Þ]
ð _c_ ref _;_ d Þ [Ü][ 100 ]

where the analyser response is:

Þ
_c_ ¼ [ð] _[c]_ [ ref] _[;]_ [d] [ Ü] _[ c]_ _[ FS][;][b]_ Ü _[c]_ _[ m][;][b]_
_c_ m _;_ b _c_ _FS;d_

where:

_c_ ref,b is the reference HC concentration in step (ii) [ppmC 1 ]

7.7.2017 EN Official Journal of the European Union L 175/133

_c_ ref,d is the reference HC concentration in step (iv) [ppmC 1 ]

_c_ FS,b is the full scale HC concentration in step (ii) [ppmC 1 ]

_c_ FS,d is the full scale HC concentration in step (iv) [ppmC 1 ]

_c_ m,b is the measured HC concentration in step (ii) [ppmC 1 ]

_c_ m,d is the measured HC concentration in step (iv) [ppmC 1 ]

(vii) The oxygen interference _E_ O2 shall be less than ±1.5 per cent for all required oxygen interference check

gases.

(viii) If the oxygen interference _E_ O2 is higher than ±1.5 per cent, corrective action may be taken by incre­
mentally adjusting the air flow (above and below the manufacturer's specifications), the fuel flow and the
sample flow.

(ix) The oxygen interference check shall be repeated for each new setting.

4.3.4. _Conversion efficiency of the non-methane cutter (NMC)_

If hydrocarbons are analysed, a NMC can be used to remove non-methane hydrocarbons from the gas sample by
oxidizing all hydrocarbons except methane. Ideally, the conversion for methane is 0 per cent and for the other
hydrocarbons represented by ethane is 100 per cent. For the accurate measurement of NMHC, the two efficiencies
shall be determined and used for the calculation of the NMHC emissions (see point 9.2 of Appendix 4). It is not
necessary to determine the methane conversion efficiency in case the NMC-FID is calibrated according to method
(b) in point 9.2 of Appendix 4 by passing the methane/air calibration gas through the NMC.

(a) Methane conversion efficiency

Methane calibration gas shall be flown through the FID with and without bypassing the NMC; the two
concentrations shall be recorded. The methane efficiency shall be determined as:

_E_ M ¼ 1 Ä _[c]_ [ HC][ð][w] _[=]_ [NMC][Þ]
_c_ HCðw _=_ oNMCÞ

where:

_c_ HC(w/NMC) is the HC concentration with CH 4 flowing through the NMC [ppmC 1 ]

_c_ HC(w/o NMC) is the HC concentration with CH 4 bypassing the NMC [ppmC 1 ]

(b) Ethane conversion efficiency

Ethane calibration gas shall be flown through the FID with and without bypassing the NMC; the two
concentrations shall be recorded. The ethane efficiency shall be determined as:

_E_ E ¼ 1 Ä _[c]_ [ HC][ð][w] _[=]_ [NMC][Þ]
_c_ HCðw _=_ oNMCÞ

where:

_c_ HC(w/NMC) is the HC concentration with C 2 H 6 flowing through the NMC [ppmC 1 ]

_c_ HC(w/o NMC) is the HC concentration with C 2 H 6 bypassing the NMC [ppmC 1 ]

L 175/134 EN Official Journal of the European Union 7.7.2017

4.3.5. _Interference effects_

(a) General

Other gases than the ones being analysed can affect the analyser reading. A check for interference effects and
the correct functionality of analysers shall be performed by the analyser manufacturer prior to market intro­
duction at least once for each type of analyser or device addressed in points (b) to (f).

(b) CO analyser interference check

Water and CO 2 can interfere with the measurements of the CO analyser. Therefore, a CO 2 span gas having a
concentration of 80 to 100 per cent of full scale of the maximum operating range of the CO analyser used
during the test shall be bubbled through water at room temperature and the analyser response recorded. The
analyser response shall not be more than 2 per cent of the mean CO concentration expected during normal
on-road testing or ± 50 ppm, whichever is larger. The interference check for H 2 O and CO 2 may be run as
separate procedures. If the H 2 O and CO 2 levels used for the interference check are higher than the maximum
levels expected during the test, each observed interference value shall be scaled down by multiplying the
observed interference with the ratio of the maximum expected concentration value during the test and the
actual concentration value used during this check. Separate interference checks with concentrations of H 2 O
that are lower than the maximum concentration expected during the test may be run and the observed H 2 O
interference shall be scaled up by multiplying the observed interference with the ratio of the maximum H 2 O
concentration value expected during the test and the actual concentration value used during this check. The
sum of the two scaled interference values shall meet the tolerance specified in this point.

(c) NO X analyser quench check

The two gases of concern for CLD and HCLD analysers are CO 2 and water vapour. The quench response to
these gases is proportional to the gas concentrations. A test shall determine the quench at the highest
concentrations expected during the test. If the CLD and HCLD analysers use quench compensation algorithms
that utilize H 2 O or CO 2 measurement analysers or both, quench shall be evaluated with these analysers active
and with the compensation algorithms applied.

(i) CO 2 quench check

A CO 2 span gas having a concentration of 80 to 100 per cent of the maximum operating range shall be
passed through the NDIR analyser; the CO 2 value shall be recorded as A. The CO 2 span gas shall then be
diluted by approximately 50 per cent with NO span gas and passed through the NDIR and CLD or HCLD;
the CO 2 and NO values shall be recorded as B and C, respectively. The CO 2 gas flow shall then be shut
off and only the NO span gas shall be passed through the CLD or HCLD; the NO value shall be recorded
as D. The per cent quench shall be calculated as:

_C_ Ü _A_
_E_ CO2 ¼ 1 Ä
Ï Íð _D_ Ü _A_ Þ Ä ð _D_ Ü _B_ Þ

Ü 100
Î B

where:

_A_ is the undiluted CO 2 concentration measured with the NDIR [%]

_B_ is the diluted CO 2 concentration measured with the NDIR [%]

_C_ is the diluted NO concentration measured with the CLD or HCLD [ppm]

_D_ is the undiluted NO concentration measured with the CLD or HCLD [ppm]

Alternative methods of diluting and quantifying of CO 2 and NO span gas values such as dynamic
mixing/blending are permitted upon approval of the approval authority.

(ii) Water quench check

This check applies to measurements of wet gas concentrations only. The calculation of water quench shall
consider dilution of the NO span gas with water vapour and the scaling of the water vapour concen­
tration in the gas mixture to concentration levels that are expected to occur during an emissions test.

7.7.2017 EN Official Journal of the European Union L 175/135

A NO span gas having a concentration of 80 per cent to 100 per cent of full scale of the normal
operating range shall be passed through the CLD or HCLD; the NO value shall be recorded as _D_ . The NO
span gas shall then be bubbled through water at room temperature and passed through the CLD or
HCLD; the NO value shall be recorded as _C_ . The analyser's absolute operating pressure and the water
temperature shall be determined and recorded as E and F, respectively. The mixture's saturation vapour
pressure that corresponds to the water temperature of the bubbler _F_ shall be determined and recorded as
_G_ . The water vapour concentration _H_ [%] of the gas mixture shall be calculated as:

_H_ ¼ _[G ]_ _E_ [¼][ 100 ]

The expected concentration of the diluted NO-water vapour span gas shall be recorded as _D_ e after being
calculated as:

_D_ e ¼ _D_ Ü 1 Ä _[H]_
Ê 100

Ì

For diesel exhaust, the maximum concentration of water vapour in the exhaust gas (in per cent) expected
during the test shall be recorded as _H_ m after being estimated, under the assumption of a fuel H/C ratio of
1.8/1, from the maximum CO 2 concentration in the exhaust gas A as follows:

_H_ m ¼ 0,9 Ü _A_

The per cent water quench shall be calculated as:

_D_ e Ä _C_ _H_ m
_E_ H2O ¼ Ü
Í Ê _D_ e Ì Ê _H_

[Î]

Ü 100
Ì

where:

_D_ e is the expected diluted NO concentration [ppm]

_C_ is the measured diluted NO concentration [ppm]

_H_ m is the maximum water vapour concentration [%]

_H_ is the actual water vapour concentration [%]

(iii) Maximum allowable quench

The combined CO 2 and water quench shall not exceed 2 per cent of full scale.

(d) Quench check for NDUV analysers

Hydrocarbons and water can positively interfere with NDUV analysers by causing a response similar to that of
NO X . The manufacturer of the NDUV analyser shall use the following procedure to verify that quench effects
are limited:

(i) The analyser and chiller shall be set up by following the operating instructions of the manufacturer;
adjustments should be made as to optimise the analyser and chiller performance.

(ii) A zero calibration and span calibration at concentration values expected during emissions testing shall
be performed for the analyser.

(iii) A NO 2 calibration gas shall be selected that matches as far as possible the maximum NO 2 concentration
expected during emissions testing.

L 175/136 EN Official Journal of the European Union 7.7.2017

(iv) The NO 2 calibration gas shall overflow at the gas sampling system's probe until the NO X response of the
analyser has stabilised.

(v) The mean concentration of the stabilized NO X recordings over a period of 30 s shall be calculated and
recorded as NO X,ref .

(vi) The flow of the NO 2 calibration gas shall be stopped and the sampling system saturated by overflowing
with a dew point generator's output, set at a dew point of 50 °C. The dew point generator's output shall
be sampled through the sampling system and chiller for at least 10 minutes until the chiller is expected
to be removing a constant rate of water.

(vii) Upon completion of (iv), the sampling system shall again be overflown by the NO 2 calibration gas used
to establish NO X,ref until the total NO X response has stabilized.

(viii) The mean concentration of the stabilized NO X recordings over a period of 30 s shall be calculated and
recorded as NO X,m .

(ix) NO X,m shall be corrected to NO X,dry based upon the residual water vapour that passed through the chiller
at the chiller's outlet temperature and pressure.

The calculated NO X,dry shall at least amount to 95 % of NO X,ref .

(e) Sample dryer

A sample dryer removes water, which can otherwise interfere with the NO X measurement. For dry CLD
analysers, it shall be demonstrated that at the highest expected water vapour concentration _H_ m the sample
dryer maintains the CLD humidity at ≤ 5 g water/kg dry air (or about 0.8 per cent H 2 O), which is 100 per
cent relative humidity at 3.9 °C and 101.3 kPa or about 25 per cent relative humidity at 25 °C and 101.3 kPa.
Compliance may be demonstrated by measuring the temperature at the outlet of a thermal sample dryer or by
measuring the humidity at a point just upstream of the CLD. The humidity of the CLD exhaust might also be
measured as long as the only flow into the CLD is the flow from the sample dryer.

(f) Sample dryer NO 2 penetration

Liquid water remaining in an improperly designed sample dryer can remove NO 2 from the sample. If a sample
dryer is used in combination with a NDUV analyser without an NO 2 /NO converter upstream, water could
therefore remove NO 2 from the sample prior to the NO X measurement. The sample dryer shall allow for
measuring at least 95 per cent of the NO 2 contained in a gas that is saturated with water vapour and consists
of the maximum NO 2 concentration expected to occur during emission testing.

4.4. **Response time check of the analytical system**

For the response time check, the settings of the analytical system shall be exactly the same as during the emissions
test (i.e. pressure, flow rates, filter settings in the analysers and all other parameters influencing the response time).
The response time shall be determined with gas switching directly at the inlet of the sample probe. The gas
switching shall be done in less than 0.1 second. The gases used for the test shall cause a concentration change of
at least 60 per cent full scale of the analyser.

The concentration trace of each single gas component shall be recorded. The delay time is defined as the time
from the gas switching ( _t_ 0 ) until the response is 10 per cent of the final reading ( _t_ 10 ). The rise time is defined as
the time between 10 per cent and 90 per cent response of the final reading ( _t_ 90 – _t_ 10 ). The system response time
( _t_ 90 ) consists of the delay time to the measuring detector and the rise time of the detector.

For time alignment of the analyser and exhaust flow signals, the transformation time is defined as the time from
the change ( _t_ 0 ) until the response is 50 per cent of the final reading ( _t_ 50 ).

The system response time shall be ≤ 12 s with a rise time of ≤ 3 seconds for all components and all ranges used.
When using a NMC for the measurement of NMHC, the system response time may exceed 12 seconds.

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5. GASES

5.1. **General**

The shelf life of calibration and span gases shall be respected. Pure and mixed calibration and span gases shall
fulfil the specifications of points 3.1 and 3.2 of Appendix 3 of Annex 4A to UN/ECE Regulation No 83, 07 series
of amendments. In addition, NO 2 calibration gas is permissible. The concentration of the NO 2 calibration gas shall
be within two per cent of the declared concentration value. The amount of NO contained in the NO 2 calibration
gas shall not exceed 5 per cent of the NO 2 content.

5.2. **Gas dividers**

Gas dividers, i.e., precision blending devices that dilute with purified N 2 or synthetic air, can be used to obtain
calibration and span gases. The accuracy of the gas divider shall be such that the concentration of the blended
calibration gases is accurate to within ± 2 per cent. The verification shall be performed at between 15 and 50 per
cent of full scale for each calibration incorporating a gas divider. An additional verification may be performed
using another calibration gas, if the first verification has failed.

Optionally, the gas divider may be checked with an instrument which by nature is linear, e.g. using NO gas in
combination with a CLD. The span value of the instrument shall be adjusted with the span gas directly connected
to the instrument. The gas divider shall be checked at the settings typically used and the nominal value shall be
compared with the concentration measured by the instrument. The difference shall in each point be within ±1 per
cent of the nominal concentration value.

5.3. **Oxygen interference check gases**

Oxygen interference check gases consist of a blend of propane, oxygen and nitrogen and shall contain propane at
a concentration of 350 ± 75 ppmC 1 . The concentration shall be determined by gravimetric methods, dynamic
blending or the chromatographic analysis of total hydrocarbons plus impurities. The oxygen concentrations of the
oxygen interference check gases shall meet the requirements listed in Table 3; the remainder of the oxygen
interference check gas shall consist of purified nitrogen.

_Table 3_

|Col1|Oxygen interference check gases|Col3|
|---|---|---|
||Engine type|Engine type|
||Compression ignition|Positive ignition|
|O 2 concentration|21 ± 1 %|10 ± 1 %|
|O 2 concentration|10 ± 1 %|5 ± 1 %|
|O 2 concentration|5 ± 1 %|0,5 ± 0,5 %|

6. ANALYSERS FOR MEASURING PARTICLE NUMBER EMISSIONS

This sections will define future requirement for analysers for measuring particle number emissions, once their
measurement becomes mandatory.

7. INSTRUMENTS FOR MEASURING EXHAUST MASS FLOW

7.1. **General**

Instruments, sensors or signals for measuring the exhaust mass flow rate shall have a measuring range and
response time appropriate for the accuracy required to measure the exhaust mass flow rate under transient
and steady state conditions. The sensitivity of instruments, sensors and signals to shocks, vibration, aging,
variability in temperature, ambient air pressure, electromagnetic interferences and other impacts related to
vehicle and instrument operation shall be on a level as to minimize additional errors.

7.2. **Instrument specifications**

The exhaust mass flow rate shall be determined by a direct measurement method applied in either of the
following instruments:

(a) Pitot-based flow devices;

L 175/138 EN Official Journal of the European Union 7.7.2017

(b) Pressure differential devices like flow nozzle (details see ISO 5167);

(c) Ultrasonic flow meter;

(d) Vortex flow meter.

Each individual exhaust mass flow meter shall fulfil the linearity requirements set out in point 3. Furthermore, the
instrument manufacturer shall demonstrate the compliance of each type of exhaust mass flow meter with the
specifications in points 7.2.3 to 7.2.9.

It is permissible to calculate the exhaust mass flow rate based on air flow and fuel flow measurements obtained
from traceably calibrated sensors if these fulfil the linearity requirements of point 3, the accuracy requirements of
point 8 and if the resulting exhaust mass flow rate is validated according to point 4 of Appendix 3.

In addition, other methods that determine the exhaust mass flow rate based on not directly traceable instruments
and signals, such as simplified exhaust mass flow meters or ECU signals are permissible if the resulting exhaust
mass flow rate fulfils the linearity requirements of point 3 and is validated according to point 4 of Appendix 3.

7.2.1. _Calibration and verification standards_

The measurement performance of exhaust mass flow meters shall be verified with air or exhaust gas against a
traceable standard such as, e.g. a calibrated exhaust mass flow meter or a full flow dilution tunnel.

7.2.2. _Frequency of verification_

The compliance of exhaust mass flow meters with points 7.2.3 and 7.2.9 shall be verified no longer than one year
before the actual test.

7.2.3. _Accuracy_

The accuracy, defined as the deviation of the EFM reading from the reference flow value, shall not exceed ± 2
percent of the reading, 0,5 % of full scale or ± 1,0 per cent of the maximum flow at which the EFM has been
calibrated, whichever is larger.

7.2.4. _Precision_

The precision, defined as 2,5 times the standard deviation of 10 repetitive responses to a given nominal flow,
approximately in the middle of the calibration range, shall not exceed 1 per cent of the maximum flow at which
the EFM has been calibrated.

7.2.5. _Noise_

The noise, defined as two times the root mean square of ten standard deviations, each calculated from the zero
responses measured at a constant recording frequency of at least 1,0 Hz during a period of 30 seconds, shall not
exceed 2 per cent of the maximum calibrated flow value. Each of the 10 measurement periods shall be inter­
spersed with an interval of 30 seconds in which the EFM is exposed to the maximum calibrated flow.

7.2.6. _Zero response drift_

The zero response drift is defined as the mean response to zero flow during a time interval of at least 30 seconds.
The zero response drift can be verified based on the reported primary signals, e.g., pressure. The drift of the
primary signals over a period of 4 hours shall be less than ±2 per cent of the maximum value of the primary
signal recorded at the flow at which the EFM was calibrated.

7.2.7. _Span response drift_

The span response drift is defined as the mean response to a span flow during a time interval of at least 30
seconds. The span response drift can be verified based on the reported primary signals, e.g., pressure. The drift of
the primary signals over a period of 4 hours shall be less than ± 2 per cent of the maximum value of the primary
signal recorded at the flow at which the EFM was calibrated.

7.7.2017 EN Official Journal of the European Union L 175/139

7.2.8. _Rise time_

The rise time of the exhaust flow instruments and methods should match as far as possible the rise time of the gas
analysers as specified in point 4.2.7 but shall not exceed 1 second.

7.2.9. _Response time check_

The response time of exhaust mass flow meters shall be determined by applying similar parameters as those
applied for the emissions test (i.e., pressure, flow rates, filter settings and all other response time influences). The
response time determination shall be done with gas switching directly at the inlet of the exhaust mass flow meter.
The gas flow switching shall be done as fast as possible, but highly recommended in less than 0,1 second. The gas
flow rate used for the test shall cause a flow rate change of at least 60 per cent full scale of the exhaust mass flow
meter. The gas flow shall be recorded. The delay time is defined as the time from the gas flow switching ( _t_ 0 ) until
the response is 10 per cent ( _t_ 10 ) of the final reading. The rise time is defined as the time between 10 per cent and
90 per cent response ( _t_ 90 – _t_ 10 ) of the final reading. The response time ( _t_ 90 ) is defined as the sum of the delay time
and the rise time. The exhaust mass flow meter response time ( _t_ _90_ ) shall be ≤ 3 seconds with a rise time ( _t_ 90 – _t_ 10 )
of ≤ 1 second in accordance with point 7.2.8.

8. SENSORS AND AUXILIARY EQUIPMENT

Any sensor and auxiliary equipment used to determine, e.g., temperature, atmospheric pressure, ambient humidity,
vehicle speed, fuel flow or intake air flow shall not alter or unduly affect the performance of the vehicle’s engine
and exhaust after-treatment system. The accuracy of sensors and auxiliary equipment shall fulfil the requirements
of Table 4. Compliance with the requirements of Table 4 shall be demonstrated at intervals specified by the
instrument manufacturer, as required by internal audit procedures or in accordance with ISO 9000.

_Table 4_

**Accuracy requirements for measurement parameters**

|Measurement parameter|Accuracy|
|---|---|
|Fuel flow ( 1 )|± 1 % of reading ( 3 )|
|Air flow ( 1 )|± 2 % of reading|
|Vehicle speed ( 2 )|± 1,0 km/h absolute|
|Temperatures ≤600 K|± 2 K absolute|
|Temperatures >600 K|± 0,4 % of reading in Kelvin|
|Ambient pressure|± 0,2 kPa absolute|
|Relative humidity|± 5 % absolute|
|Absolute humidity|± 10 % of reading or, 1 gH 2 O/kg dry air, whichever is larger|

( [1] ) optional to determine exhaust mass flow
( [2] ) This requirement applies to the speed sensor only; if vehicle speed is used to determine parameters like acceleration, the
product of speed and positive acceleration, or RPA, the speed signal shall have an accuracy of 0,1 % above 3 km/h and a
sampling frequency of 1 Hz. This accuracy requirement can be met by using the signal of a wheel rotational speed sensor.
( [3] ) The accuracy shall be 0,02 per cent of reading if used to calculate the air and exhaust mass flow rate from the fuel flow
according to point 10 of Appendix 4.

L 175/140 EN Official Journal of the European Union 7.7.2017

_Appendix 3_

**Validation of PEMS and non-traceable exhaust mass flow rate**

1. INTRODUCTION

This appendix describes the requirements to validate under transient conditions the functionality of the installed
PEMS as well as the correctness of the exhaust mass flow rate obtained from non-traceable exhaust mass flow
meters or calculated from ECU signals.

2. SYMBOLS, PARAMETERS AND UNITS

% — per cent

#/km — number per kilometre

_a_ 0 — _y_ intercept of the regression line

_a_ 1 — slope of the regression line

g/km — gramme per kilometre

Hz — hertz

km — kilometre

m — metre

mg/km — milligramme per kilometre

r [2] — coefficient of determination

_x_ — actual value of the reference signal

_y_ — actual value of the signal under validation

3. VALIDATION PROCEDURE FOR PEMS

3.1. **Frequency of PEMS validation**

It is recommended to validate the installed PEMS once for each PEMS-vehicle combination either before the RDE
test or, alternatively, after the completion of the test.

3.2. **PEMS validation procedure**

3.2.1. _PEMS installation_

The PEMS shall be installed and prepared according to the requirements of Appendix 1. The PEMS installation
shall be kept unchanged in the time period between the validation and the RDE test.

3.2.2. _Test conditions_

The validation test shall be conducted on a chassis dynamometer, as far as applicable, under type approval
conditions by following the requirements of Annex 4a to UN/ECE Regulation No 83, 07 series of amendments
or any other adequate measurement method. It is recommended to conduct the validation test with the Worldwide
harmonized Light vehicles Test Cycle (WLTC) as specified in Annex 1 to UNECE Global Technical Regulation No.
15. The ambient temperature shall be within the range specified in point 5.2 of this Annex.

It is recommended to feed the exhaust flow extracted by the PEMS during the validation test back to the CVS. If
this is not feasible, the CVS results shall be corrected for the extracted exhaust mass. If the exhaust mass flow rate
is validated with an exhaust mass flow meter, it is recommended to cross-check the mass flow rate measurements
with data obtained from a sensor or the ECU.

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3.2.3. _Data analysis_

The total distance-specific emissions [g/km] measured with laboratory equipment shall be calculated following
Annex 4a to UN/ECE Regulation No 83, 07 series of amendments. The emissions as measured with the PEMS shall
be calculated according to point 9 of Appendix 4, summed to give the total mass of pollutant emissions [g] and
then divided by the test distance [km] as obtained from the chassis dynamometer. The total distance-specific mass
of pollutants [g/km], as determined by the PEMS and the reference laboratory system, shall be evaluated against the
requirements specified in point 3.3. For the validation of NO X emission measurements, humidity correction shall
be applied following point 6.6.5 of Annex 4a to UN/ECE Regulation No 83, 07 series of amendments.

3.3. **Permissible tolerances for PEMS validation**

The PEMS validation results shall fulfil the requirements given in Table 1. If any permissible tolerance is not met,
corrective action shall be taken and the PEMS validation shall be repeated.

_Table 1_

|Col1|Permissible tolerances|
|---|---|
|Parameter [Unit]|Permissible tolerance|
|Distance [km] ( 1 )|± 250 m of the laboratory reference|
|THC ( 2 ) [mg/km]|± 15 mg/km or 15 % of the laboratory reference, whichever is larger|
|CH 4 ( 2 ) [mg/km]|± 15 mg/km or 15 % of the laboratory reference, whichever is larger|
|NMHC ( 2 ) [mg/km]|± 20 mg/km or 20 % of the laboratory reference, whichever is larger|
|PN ( 2 ) [#/km]|( 3 )|
|CO ( 2 ) [mg/km]|± 150 mg/km or 15 % of the laboratory reference, whichever is larger|
|CO 2 [g/km]|± 10 g/km or 10 % of the laboratory reference, whichever is larger|
|NO x ( 2 ) [mg/km]|± 15 mg/km or 15 % of the laboratory reference, whichever is larger|

( [1] ) Only applicable if vehicle speed is determined by the ECU; to meet the permissible tolerance it is permitted to adjust the ECU
vehicle speed measurements based on the outcome of the validation test
( [2] ) Parameter only mandatory if measurement required by point 2.1 of this Annex.
( [3] ) Still to be determined.

4. VALIDATION PROCEDURE FOR THE EXHAUST MASS FLOW RATE DETERMINED BY NON-TRACEABLE INSTRUMENTS

AND SENSORS

4.1. **Frequency of validation**

In addition to fulfilling the linearity requirements of point 3 of Appendix 2 under steady-state conditions, the
linearity of non-traceable exhaust mass flow meters or the exhaust mass flow rate calculated from non-traceable
sensors or ECU signals shall be validated under transient conditions for each test vehicle against a calibrated
exhaust mass flow meter or the CVS. The validation can be executed without the installation of the PEMS but shall
generally follow the requirements defined in Annex 4a to UN/ECE Regulation No 83, 07 series of amendments and
the requirements pertinent to exhaust mass flow meters defined in Appendix 1.

4.2. **Validation procedure**

The validation shall be conducted on a chassis dynamometer under type approval conditions, as far as applicable,
by following the requirements of Annex 4a to UN/ECE Regulation No 83, 07 series of amendments. The test cycle
shall be the Worldwide harmonized Light vehicles Test Cycle (WLTC) as specified in Annex 1 to UNECE Global
Technical Regulation No. 15. As reference, a traceably calibrated flow meter shall be used. The ambient
temperature can be any within the range specified in point 5.2 of this Annex. The installation of the exhaust
mass flow meter and the execution of the test shall fulfil the requirement of point 3.4.3 of Appendix 1 of this
Annex.

L 175/142 EN Official Journal of the European Union 7.7.2017

The following calculation steps shall be taken to validate the linearity:

(a) The signal under validation and the reference signal shall be time corrected by following, as far as applicable,
the requirements of point 3 of Appendix 4.

(b) Points below 10 % of the maximum flow value shall be excluded from the further analysis.

(c) At a constant frequency of at least 1,0 Hz, the signal under validation and the reference signal shall be
correlated using the best-fit equation having the form:

_y_ ¼ _a_ 1 _x_ þ _a_ 0

where:

_y_ is the actual value of the signal under validation

_a_ 1 is the slope of the regression line

_x_ is the actual value of the reference signal

_a_ 0 is the _y_ intercept of the regression line

The standard error of estimate (SEE) of _y_ on _x_ and the coefficient of determination (r [2] ) shall be calculated for
each measurement parameter and system.

(d) The linear regression parameters shall meet the requirements specified in Table 2.

4.3. **Requirements**

The linearity requirements given in Table 2 shall be fulfilled. If any permissible tolerance is not met, corrective
action shall be taken and the validation shall be repeated.

_Table 2_

**Linearity requirements of calculated and measured exhaust mass flow**

|Measurement parameter/system|a<br>0|Slope a<br>1|Standard error<br>SEE|Coefficient of<br>determination<br>r2|
|---|---|---|---|---|
|Exhaust mass flow|0,0 ± 3,0 kg/h|1,00 ± 0,075|≤10 % max|≥ 0,90|

7.7.2017 EN Official Journal of the European Union L 175/143

_Appendix 4_

**Determination of emissions**

1. INTRODUCTION

This appendix describes the procedure to determine the instantaneous mass and particle number emissions [g/s;
#/s] that shall be used for the subsequent evaluation of a RDE trip and the calculation of the final emission result
as described in Appendices 5 and 6.

2. SYMBOLS, PARAMETERS AND UNITS

% — per cent

< — smaller than

#/s — number per second

α — molar hydrogen ratio (H/C)

β — molar carbon ratio (C/C)

γ — molar sulphur ratio (S/C)

δ — molar nitrogen ratio (N/C)

_Δ_ t t,i — transformation time t of the analyser [s]

_Δ_ t t,m — transformation time t of the exhaust mass flow meter [s]

ε — molar oxygen ratio (O/C)

_ρ_ e — density of the exhaust

_ρ_ gas — density of the exhaust component ‘gas’

_λ_ — excess air ratio

_λ_ i — instantaneous excess air ratio

_A/F_ st — stoichiometric air-to-fuel ratio [kg/kg]

°C — degrees centigrade

_c_ CH4 — concentration of methane

_c_ CO — dry CO concentration [%]

_c_ CO2 — dry CO 2 concentration [%]

_c_ dry — dry concentration of a pollutant in ppm or per cent volume

_c_ gas,i — instantaneous concentration of the exhaust component ‘gas’ [ppm]

_c_ HCw — wet HC concentration [ppm]

_c_ HC(w/NMC) — HC concentration with CH 4 or C 2 H 6 flowing through the NMC [ppmC 1 ]

_c_ HC(w/oNMC) — HC concentration with CH 4 or C 2 H 6 bypassing the NMC [ppmC 1 ]

_c_ i,c — time-corrected concentration of component _i_ [ppm]

_c_ i,r — concentration of component _i_ [ppm] in the exhaust

_c_ NMHC — concentration of non-methane hydrocarbons

_c_ wet — wet concentration of a pollutant in ppm or per cent volume

L 175/144 EN Official Journal of the European Union 7.7.2017

_E_ E — ethane efficiency

_E_ M — methane efficiency

g — gramme

g/s — gramme per second

_H_ a — intake air humidity [g water per kg dry air]

_i_ — number of the measurement

kg — kilogramme

kg/h — kilogramme per hour

kg/s — kilogramme per second

_k_ w — dry-wet correction factor

m — metre

_m_ gas,i — mass of the exhaust component ‘gas’ [g/s]

_q_ _m_ aw,i — instantaneous intake air mass flow rate [kg/s]

_q_ m,c — time-corrected exhaust mass flow rate [kg/s]

_q_ _m_ ew,i — instantaneous exhaust mass flow rate [kg/s]

_q_ _m_ f,i — instantaneous fuel mass flow rate [kg/s]

_q_ m,r — raw exhaust mass flow rate [kg/s]

r — cross-correlation coefficient

r [2] — coefficient of determination

_r_ h — hydrocarbon response factor

rpm — revolutions per minute

s — second

_u_ gas — _u_ value of the exhaust component ‘gas’

3. TIME CORRECTION OF PARAMETERS

For the correct calculation of distance-specific emissions, the recorded traces of component concentrations, exhaust
mass flow rate, vehicle speed, and other vehicle data shall be time corrected. To facilitate the time correction, data
which are subject to time alignment shall be recorded either in a single data recording device or with a
synchronised timestamp following point 5.1 of Appendix 1. The time correction and alignment of parameters
shall be carried out by following the sequence described in points 3.1 to 3.3.

3.1. **Time correction of component concentrations**

The recorded traces of all component concentrations shall be time corrected by reverse shifting according to the
transformation times of the respective analysers. The transformation time of analysers shall be determined
according to point 4.4 of Appendix 2:

_c_ i _;_ c ð _t_ Ä _Δt_ t _;_ i Þ ¼ _c_ i _;_ r ð _t_ Þ

where:

_c_ i,c is the time-corrected concentration of component i as function of time _t_

_c_ i,r is the raw concentration of component i as function of time _t_

Δt t,i is the transformation time t of the analyser measuring component i

7.7.2017 EN Official Journal of the European Union L 175/145

3.2. **Time correction of exhaust mass flow rate**

The exhaust mass flow rate measured with an exhaust flow meter shall be time corrected by reverse shifting
according to the transformation time of the exhaust mass flow meter. The transformation time of the mass flow
meter shall be determined according to point 4.4.9 of Appendix 2:

_q_ m _;_ c ð _t_ Ä _Δt_ t _;_ m Þ ¼ _q_ m _;_ r ð _t_ Þ

where:

_q_ m,c is the time-corrected exhaust mass flow rate as function of time _t_

_q_ m,r is the raw exhaust mass flow rate as function of time _t_

Δt is the transformation time t of the exhaust mass flow meter
t,m

In case the exhaust mass flow rate is determined by ECU data or a sensor, an additional transformation time shall
be considered and obtained by cross-correlation between the calculated exhaust mass flow rate and the exhaust
mass flow rate measured following point 4 of Appendix 3.

3.3. **Time alignment of vehicle data**

Other data obtained from a sensor or the ECU shall be time-aligned by cross-correlation with suitable emission
data (e.g., component concentrations).

3.3.1. _Vehicle speed from different sources_

To time align vehicle speed with the exhaust mass flow rate, it is first necessary to establish one valid speed trace.
In case vehicle speed is obtained from multiple sources (e.g., the GPS, a sensor or the ECU), the speed values shall
be time aligned by cross-correlation.

3.3.2. _Vehicle speed with exhaust mass flow rate_

Vehicle speed shall be time aligned with the exhaust mass flow rate by cross-correlation between the exhaust mass
flow rate and the product of vehicle speed and positive acceleration.

3.3.3. _Further signals_

The time alignment of signals whose values change slowly and within a small value range, e.g. ambient
temperature, can be omitted.

4. COLD START

The cold start period covers the first 5 minutes after initial start of the combustion engine. If the coolant
temperature can be reliably determined, the cold start period ends once the coolant has reached 343 K (70 °C)
for the first time but no later than 5 min after initial engine start. Cold start emissions shall be recorded.

5. EMISSION MEASUREMENTS DURING ENGINE STOP

Any instantaneous emissions or exhaust flow measurements obtained while the combustion engine is deactivated
shall be recorded. In a separate step, the recorded values shall afterward be set to zero by the data post processing.
The combustion engine shall be considered as deactivated if two of the following criteria apply: the recorded
engine speed is < 50 rpm; the exhaust mass flow rate is measured at < 3 kg/h; the measured exhaust mass flow
rate drops to <15 % of the steady-state exhaust mass flow rate at idling.

6. CONSISTENCY CHECK OF VEHICLE ALTITUDE

In case well-reasoned doubts exist that a trip has been conducted above of the permissible altitude as specified in
point 5.2 of this Annex and in case altitude has only been measured with a GPS, the GPS altitude data shall be
checked for consistency and, if necessary, corrected. The consistency of data shall be checked by comparing the
latitude, longitude and altitude data obtained from the GPS with the altitude indicated by a digital terrain model or
a topographic map of suitable scale. Measurements that deviate by more than 40 m from the altitude depicted in
the topographic map shall be manually corrected and marked.

L 175/146 EN Official Journal of the European Union 7.7.2017

7. CONSISTENCY CHECK OF GPS VEHICLE SPEED

The vehicle speed as determined by the GPS shall be checked for consistency by calculating and comparing the
total trip distance with reference measurements obtained from either a sensor, the validated ECU or, alternatively,
from a digital road network or topographic map. It is mandatory to correct GPS data for obvious errors, e.g., by
applying a dead reckoning sensor, prior to the consistency check. The original and uncorrected data file shall be
retained and any corrected data shall be marked. The corrected data shall not exceed an uninterrupted time period
of 120 s or a total of 300 s. The total trip distance as calculated from the corrected GPS data shall deviate by no
more than 4 % from the reference. If the GPS data do not meet these requirements and no other reliable speed
source is available, the test results shall be voided.

8. CORRECTION OF EMISSIONS

8.1. **Dry-wet correction**

If the emissions are measured on a dry basis, the measured concentrations shall be converted to a wet basis as:

where:

_c_ wet ¼ _k_ w Ü _c_ dry

_c_ wet is the wet concentration of a pollutant in ppm or per cent volume

_c_ dry is the dry concentration of a pollutant in ppm or per cent volume

_k_ w is the dry-wet correction factor

The following equation shall be used to calculate _k_ w :

Ü 1,008
Î

where:

where:

1
_k_ w ¼ Í1 þ _α_ Ü 0,005 Ü ð _c_ co 2 þ _c_ co Þ [Ä] _[ k]_ [ w1]

_k_ w1 ¼ 1,608 Ü _H_ a
1 000 þ ð1,608 Ü _H_ a Þ

_H_ a is the intake air humidity [g water per kg dry air]

_c_ CO2 is the dry CO 2 concentration [%]

_c_ CO is the dry CO concentration [%]

α is the molar hydrogen ratio

8.2. **Correction of NO** **x** **for ambient humidity and temperature**

NO x emissions shall not be corrected for ambient temperature and humidity.

9. DETERMINATION OF THE INSTANTANEOUS GASEOUS EXHAUST COMPONENTS

9.1. **Introduction**

The components in the raw exhaust shall be measured with the measurement and sampling analysers described in
Appendix 2. The raw concentrations of relevant components shall be measured in accordance with Appendix 1.
The data shall be time corrected and aligned in accordance with point 3.

9.2. **Calculating NMHC and CH** **4** **concentrations**

For methane measurement using a NMC-FID, the calculation of NMHC depends on the calibration gas/method
used for the zero/span calibration adjustment. When a FID is used for THC measurement without a NMC, it shall
be calibrated with propane/air or propane/N 2 in the normal manner. For the calibration of the FID in series with a
NMC, the following methods are permitted:

7.7.2017 EN Official Journal of the European Union L 175/147

(a) the calibration gas consisting of propane/air bypasses the NMC;

(b) the calibration gas consisting of methane/air passes through the NMC.

It is strongly recommended to calibrate the methane FID with methane/air through the NMC.

In method (a), the concentrations of CH 4 and NMHC shall be calculated as follows:

_c_ _CH_ 4 ¼ _[c]_ [ HC][ð][w] _[=]_ [oNMC][Þ] [ Ü ][ð][1][ Ä] _[ E]_ _[ M]_ Þ Ä _c_ HCðw _=_ NMCÞ
ð _E_ _E_ Ä _E_ _M_ Þ

_c_ NMHC ¼ _[c]_ [ HC][ð][w] _[=]_ [NMC][Þ] [ Ä] _[ c]_ [ HC][ð][w] _[=]_ [oNMC][Þ] [ Ü ð][1][ Ä] _[ E]_ _[ E]_ Þ
_r_ _h_ Ü ð _E_ _E_ Ä _E_ _M_ Þ

In method (b), the concentration of CH 4 and NMHC shall be calculated as follows:

_c_ _CH_ 4 ¼ _[c]_ [ HC][ð][w] _[=]_ [NMC][Þ] [ Ü] _[ r]_ _[ h]_ [ Ü ][ð][1][ Ä] _[ E]_ _[ M]_ Þ Ä _c_ HCðw _=_ oNMCÞ Ü ð1 Ä _E_ _E_ Þ
_r_ _h_ Üð _E_ _E_ Ä _E_ _M_ Þ

_c_ NMHC ¼ _[c]_ [ HC][ð][w] _[=]_ [oNMC][Þ] [ Ü ð][1][ Ä] _[ E]_ _[ M]_ Þ Ä _c_ HCðw _=_ NMCÞ Ü _r_ _h_ Ü ð1 Ä _E_ _M_ Þ
ð _E_ _E_ Ä _E_ _M_ Þ

where:

_c_ HC(w/oNMC) is the HC concentration with CH 4 or C 2 H 6 bypassing the NMC [ppmC 1 ]

_c_ HC(w/NMC) is the HC concentration with CH 4 or C 2 H 6 flowing through the NMC [ppmC 1 ]

_r_ h is the hydrocarbon response factor as determined in point 4.3.3.(b) of Appendix 2

_E_ M is the methane efficiency as determined in point 4.3.4.(a) of Appendix 2

_E_ E is the ethane efficiency as determined in point 4.3.4(b) of Appendix 2

If the methane FID is calibrated through the cutter (method b), then the methane conversion efficiency as
determined in point 4.3.4.(a) of Appendix 2 is zero. The density used for calculating the NMHC mass shall be
equal to that of total hydrocarbons at 273,15 K and 101,325 kPa and is fuel-dependent.

10. DETERMINATION OF EXHAUST MASS FLOW RATE

10.1. **Introduction**

The calculation of instantaneous mass emissions according to points 11 and 12 requires determining the exhaust
mass flow rate. The exhaust mass flow rate shall be determined by one of the direct measurement methods
specified in point 7.2 of Appendix 2. Alternatively, it is permissible to calculate the exhaust mass flow rate as
described in points 10.2 to 10.4.

10.2. **Calculation method using air mass flow rate and fuel mass flow rate**

The instantaneous exhaust mass flow rate can be calculated from the air mass flow rate and the fuel mass flow rate
as follows:

_q_ mew _;_ i ¼ _q_ maw _;_ i þ _q_ mf _;_ i

where:

_q_ _m_ ew,i is the instantaneous exhaust mass flow rate [kg/s]

_q_ _m_ aw,i is the instantaneous intake air mass flow rate [kg/s]

_q_ _m_ f,i is the instantaneous fuel mass flow rate [kg/s]

L 175/148 EN Official Journal of the European Union 7.7.2017

If the air mass flow rate and the fuel mass flow rate or the exhaust mass flow rate are determined from ECU
recording, the calculated instantaneous exhaust mass flow rate shall meet the linearity requirements specified for
the exhaust mass flow rate in point 3 of Appendix 2 and the validation requirements specified in point 4.3 of
Appendix 3.

10.3. **Calculation method using air mass flow and air-to-fuel ratio**

The instantaneous exhaust mass flow rate can be calculated from the air mass flow rate and the air-to-fuel ratio as
follows:

1
_q_ mew _;_ i ¼ _q_ maw _;_ i Ü Í1 þ _A=F_ st _· λ_ i

Î

where:

where:

138,0 Ü 1 þ _[α]_
Ê 4 [Ä] _[ ε]_ 2 [þ][ γ] Ì
_A=F_ st ¼

12,011 þ 1,008 Ü _α_ þ 15,9994 Ü _ε_ þ 14,0067 Ü _δ_ þ 32,0675 Ü _γ_

[CO] Ü10 Ä4 Ä4 [Ì]
Ê100 Ä _[c]_ 2 [Ä] _[ c]_ [ HCw] [ Ü][ 10] þ

A4 _α_ [Ü] 11 Ä þ [2][Ü] _[c]_ 33 [CO] _[c]_,,55 [CO] ÜÜÜÜ10 _cc_ CO2 CO2 10 Ä4Ä4 Ä 2 _[ε]_ [Ä] _[ δ]_ 2

!

Ü ð _c_ CO2 þ _c_ CO Ü 10 Ä4 Þ

_λ_ i ¼

4,764 Ü 1 þ ~~_[α]_~~ ~~_[ε]_~~ Ü ð _c_ CO2 þ _c_ CO Ü 10 Ä4 þ _c_ HCw Ü 10 Ä4 Þ
~~Ê~~ 4 [Ä] 2 [þ] _[ γ]_ ~~Ì~~

_q_ _m_ aw,i is the instantaneous intake air mass flow rate [kg/s]

_A/F_ st is the stoichiometric air-to-fuel ratio [kg/kg]

_λ_ i is the instantaneous excess air ratio

_c_ CO2 is the dry CO 2 concentration [%]

_c_ CO is the dry CO concentration [ppm]

_c_ HCw is the wet HC concentration [ppm]

α is the molar hydrogen ratio (H/C)

β is the molar carbon ratio (C/C)

γ is the molar sulphur ratio (S/C)

δ is the molar nitrogen ratio (N/C)

ε is the molar oxygen ratio (O/C)

Coefficients refer to a fuel C β H α O ε N δ S γ with _β_ = 1 for carbon based fuels. The concentration of HC emissions is
typically low and may be omitted when calculating _λ_ i .

If the air mass flow rate and air-to-fuel ratio are determined from ECU recording, the calculated instantaneous
exhaust mass flow rate shall meet the linearity requirements specified for the exhaust mass flow rate in point 3 of
Appendix 2 and the validation requirements specified in point 4.3 of Appendix 3.

10.4. **Calculation method using fuel mass flow and air-to-fuel ratio**

The instantaneous exhaust mass flow rate can be calculated from the fuel flow and the air-to-fuel ratio (calculated
with A/F st and _λ_ i according to point 10.3) as follows:

_q_ mew _;_ i ¼ _q_ mf _;_ i Ü ð1 þ _A=F_ st Ü _λ_ i Þ

The calculated instantaneous exhaust mass flow rate shall meet the linearity requirements specified for the exhaust
gas mass flow rate in point 3 of Appendix 2 and the validation requirements specified in point 4.3 of Appendix 3.

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11. CALCULATING THE INSTANTANEOUS MASS EMISSIONS OF GASEOUS COMPONENTS

The instantaneous mass emissions [g/s] shall be determined by multiplying the instantaneous concentration of the
pollutant under consideration [ppm] with the instantaneous exhaust mass flow rate [kg/s], both corrected and
aligned for the transformation time, and the respective _u_ value of Table 1. If measured on a dry basis, the dry-wet
correction according to point 8.1 shall be applied to the instantaneous component concentrations before executing
any further calculations. If occurring, negative instantaneous emission values shall enter all subsequent data
evaluations. Parameter values shall enter the calculation of instantaneous emissions [g/s] as reported by the
analyser, flow-measuring instrument, sensor or the ECU. The following equation shall be applied:

where:

_m_ gas _;_ i ¼ _u_ gas _· c_ _gas;i_ _· q_ mew _;_ i

_m_ gas,i is the mass of the exhaust component ‘gas’ [g/s]

_u_ gas is the ratio of the density of the exhaust component ‘gas’ and the overall density of the exhaust as listed in
Table 1

_c_ gas,i is the measured concentration of the exhaust component ‘gas’ in the exhaust [ppm]

_q_ _m_ ew,i is the measured exhaust mass flow rate [kg/s]

_gas_ is the respective component

_i_ number of the measurement

_Table 1_

|Raw exhaust gas u va|alues depic [kg/m 3|cting the ratio between the densities of exhaust component or pollutant i 3 ] and the density of the exhaust gas [kg/m 3 ] ( 6 )|Col4|Col5|Col6|Col7|Col8|
|---|---|---|---|---|---|---|---|
|Fuel|_ρ_ e [kg/m 3 ]|Component or pollutant i|Component or pollutant i|Component or pollutant i|Component or pollutant i|Component or pollutant i|Component or pollutant i|
|Fuel|_ρ_ e [kg/m 3 ]|NO x|CO|HC|CO 2|O 2|CH 4|
|Fuel|_ρ_ e [kg/m 3 ]|_ρ_ gas [kg/m 3 ]|_ρ_ gas [kg/m 3 ]|_ρ_ gas [kg/m 3 ]|_ρ_ gas [kg/m 3 ]|_ρ_ gas [kg/m 3 ]|_ρ_ gas [kg/m 3 ]|
|Fuel|_ρ_ e [kg/m 3 ]|2,053|1,250|( 1 )|1,9636|1,4277|0,716|
|Fuel|_ρ_ e [kg/m 3 ]|_u_ gas ( 2 ), ( 6 )|_u_ gas ( 2 ), ( 6 )|_u_ gas ( 2 ), ( 6 )|_u_ gas ( 2 ), ( 6 )|_u_ gas ( 2 ), ( 6 )|_u_ gas ( 2 ), ( 6 )|
|Diesel (B7)|1,2943|0,001586|0,000966|0,000482|0,001517|0,001103|0,000553|
|Ethanol (ED95)|1,2768|0,001609|0,000980|0,000780|0,001539|0,001119|0,000561|
|CNG ( 3 )|1,2661|0,001621|0,000987|0,000528 ( 4 )|0,001551|0,001128|0,000565|
|Propane|1,2805|0,001603|0,000976|0,000512|0,001533|0,001115|0,000559|
|Butane|1,2832|0,001600|0,000974|0,000505|0,001530|0,001113|0,000558|
|LPG ( 5 )|1,2811|0,001602|0,000976|0,000510|0,001533|0,001115|0,000559|
|Petrol (E10)|1,2931|0,001587|0,000966|0,000499|0,001518|0,001104|0,000553|
|Ethanol (E85)|1,2797|0,001604|0,000977|0,000730|0,001534|0,001116|0,000559|

( [1] ) depending on fuel
( [2] ) at _λ_ = 2, dry air, 273 K, 101.3 kPa
( [3] ) _u_ values accurate within 0,2 % for mass composition of: C=66-76 %; H=22-25 %; N=0-12 %
( [4] ) NMHC on the basis of CH 2.93 (for THC the _u_ gas coefficient of CH 4 shall be used)
( [5] ) _u_ accurate within 0,2 % for mass composition of: C 3 =70-90 %; C 4 =10-30 %
( [6] ) u gas is a unitless parameter; the _u_ gas values include unit conversions to ensure that the instantaneous emissions are obtained in
the specified physical unit, i.e., g/s

L 175/150 EN Official Journal of the European Union 7.7.2017

12. CALCULATING THE INSTANTANEOUS PARTICLE NUMBER EMISSIONS

This sections will define the requirement for calculating instantaneous particle number emissions, once their
measurement becomes mandatory.

13. DATA REPORTING AND EXCHANGE

The data shall be exchanged between the measurement systems and the data evaluation software by a standardised
reporting file as specified in point 2 of Appendix 8. Any pre-processing of data (e.g. time correction according to
point 3 or the correction of the GPS vehicle speed signal according to point 7) shall be done with the control
software of the measurement systems and shall be completed before the data reporting file is generated. If data are
corrected or processed prior to entering the data reporting file, the original raw data shall be kept for quality
assurance and control. Rounding of intermediate values is not permitted.

7.7.2017 EN Official Journal of the European Union L 175/151

_Appendix 5_

**Verification of trip dynamic conditions and calculation of the final RDE emissions result with method 1 (Moving**
**Averaging Window)**

1. INTRODUCTION

The Moving Averaging Window method provides an insight on the real-driving emissions (RDE) occurring during
the test at a given scale. The test is divided in sub-sections (windows) and the subsequent statistical treatment aims
at identifying which windows are suitable to assess the vehicle RDE performance.

The ‘normality’ of the windows is conducted by comparing their CO 2 distance-specific emissions ( [1] ) with a
reference curve. The test is complete when the test includes a sufficient number of normal windows, covering
different speed areas (urban, rural, motorway).

Step 1. Segmentation of the data and exclusion of cold start emissions (section 4 in Appendix 4);

Step 2. Calculation of emissions by sub-sets or ‘windows’ (section 3.1);

Step 3. Identification of normal windows (section 4);

Step 4. Verification of trip completeness and normality (section 5);

Step 5. Calculation of emissions using the normal windows (section 6).

2. SYMBOLS, PARAMETERS AND UNITS

Index (i) refers to the time step

Index (j) refers to the window

Index (k) refers to the category (t=total, u=urban, r=rural, m=motorway) or to the CO 2 characteristic curve (cc)

Index ‘gas’ refers to the regulated exhaust gas components (e.g. NO x, CO, PN)

Δ – difference

≥ – larger or equal

# – number

% – per cent

≤ – smaller or equal

_a_ 1, _b_ 1 – coefficients of the CO 2 characteristic curve

_a_ 2, _b_ 2 – coefficients of the CO 2 characteristic curve

_d_ j – distance covered by window _j_ [km]

_f_ _k_ – weighting factors for urban, rural and motorway shares

_h_ – distance of windows to the CO 2 characteristic curve [%]

( [1] ) For hybrids, the total energy consumption shall be converted to CO 2 . The rules for this conversion will be introduced in a second
step.

L 175/152 EN Official Journal of the European Union 7.7.2017

_h_ _j_ – distance of window j to the CO 2 characteristic curve [%]

_h_ _k_ – severity index for urban, rural and motorway shares and the complete trip

_k_ 11, _k_ 12 – coefficients of the weighting function

_k_ 21, _k_ 21 – coefficients of the weighting function

_M_ CO2,ref – reference CO 2 mass [g]

_M_ _gas_ – mass or particle number of the exhaust component ‘gas’ [g] or [#]

_M_ _gas,j_ – mass or particle number of the exhaust component ‘gas’ in window j [g] or [#]

_M_ _gas,d_ – distance-specific emission for the exhaust component ‘gas’ [g/km] or [#/km]

_M_ _gas,d,j_ – distance-specific emission for the exhaust component ‘gas’ in window j [g/km] or [#/km]

_N_ k – number of windows for urban, rural, and motorway shares

_P_ 1, _P_ 2, _P_ 3 – reference points

t – time [s]

_t_ 1,j – first second of the j [th] averaging window [s]

_t_ 2,j – last second of the j [th] averaging window [s]

_t_ _i_ _–_ total time in step i [s]

_t_ i,j – total time in step _i_ considering window _j_ [s]

_tol_ 1 – primary tolerance for the vehicle CO 2 characteristic curve [%]

_tol_ 2 – secondary tolerance for the vehicle CO 2 characteristic curve [%]

_t_ _t_ – duration of a test [s]

_v_ – vehicle speed [km/h]

~~_v_~~ – average speed of windows [km/h]

_v_ _i_ – actual vehicle speed in time step i [km/h]

~~_v_~~ _j_ – average vehicle speed in window j [km/h]

~~_v_~~ _P1_ ¼ 19 _km=h_ – average speed of the Low Speed phase of the WLTP cycle

7.7.2017 EN Official Journal of the European Union L 175/153

~~_v_~~ _P2_ ¼ 56,6 _km=h_ – average speed of the High Speed phase of the WLTP cycle

~~_v_~~ _P3_ ¼ 92,3 _km=h_ – average speed of the Extra High Speed phase of the WLTP cycle

_w_ – weighting factor for windows

_w_ _j_ – weighting factor of window j

3. MOVING AVERAGING WINDOWS

3.1. **Definition of averaging windows**

The instantaneous emissions calculated according to Appendix 4 shall be integrated using a moving averaging
window method, based on the reference CO 2 mass. The principle of the calculation is as follows: The mass
emissions are not calculated for the complete data set, but for sub-sets of the complete data set, the length of these
sub-sets being determined so as to match the CO 2 mass emitted by the vehicle over the reference laboratory cycle.
The moving average calculations are conducted with a time increment Δ _t_ corresponding to the data sampling
frequency. These sub-sets used to average the emissions data are referred to as ‘averaging windows’. The calculation
described in the present point may be run from the last point (backwards) or from the first point (forward).

The following data shall not be considered for the calculation of the CO 2 mass, the emissions and the distance of
the averaging windows:

— The periodic verification of the instruments and/or after the zero drift verifications;

— The cold start emissions, defined according to Appendix 4, point 4.4;

— Vehicle ground speed < 1 km/h;

— Any section of the test during which the combustion engine is switched off.

The mass (or particle number) emissions _M_ _gas,j_ shall be determined by integrating the instantaneous emissions in
g/s (or #/s for PN) calculated as specified in Appendix 4.

_Figure 1_

**Vehicle speed versus time - Vehicle averaged emissions versus time, starting from the first averaging**
**window**

L 175/154 EN Official Journal of the European Union 7.7.2017

_Figure 2_

**Definition of CO** **2** **mass based on averaging windows**

The duration ð _t_ _2;j_ Ä _t_ _1;j_ Þ of the j [th] averaging window is determined by:

_M_ _CO_ 2 ð _t_ 2 _;j_ Þ Ä _M_ _CO_ 2 ð _t_ 1 _;j_ Þ ã _M_ _CO_ 2 _;ref_

where:

_M_ _CO_ _2_ ð _t_ _i;j_ Þ is the CO 2 mass measured between the test start and time _(t_ _2,j_ _)_ [g];

_M_ _CO_ _2_ _;ref_ is the half of the CO 2 mass [g] emitted by the vehicle over the Worldwide harmonized Light vehicles
Test Cycle (WLTC) described in the UNECE Global Technical Regulation No. 15 - Worldwide
harmonized Light vehicles Test Procedure (ECE/TRANS/180/Add.15; Type I test, including cold start);

_t_ _2,j_ shall be selected such as:

_M_ _CO_ 2 ð _t_ 2 _;j_ Ä _Δt_ Þ Ä _M_ _CO_ 2 ð _t_ 1 _;j_ Þ _< M_ _CO_ 2 _;ref_ Ï _M_ _CO_ 2 ð _t_ 2 _;j_ Þ Ä _M_ _CO_ 2 ð _t_ 1 _;j_ Þ

where Δ _t_ is the data sampling period.

The CO 2 masses are calculated in the windows by integrating the instantaneous emissions calculated as specified in
Appendix 4 to this Annex.

3.2. **Calculation of window emissions and averages**

The following shall be calculated for each window determined in accordance with point 3.1.,

— The distance-specific emissions _M_ _gas,d,j_ for all the pollutants specified in this annex;

— The distance-specific CO 2 emissions _M_ _CO2,d,j_ ;

— The average vehicle speed ~~_v_~~ _j_

7.7.2017 EN Official Journal of the European Union L 175/155

4. EVALUATION OF WINDOWS

4.1. **Introduction**

The reference dynamic conditions of the test vehicle are set out from the vehicle CO 2 emissions versus average
speed measured at type approval and referred to as ‘vehicle CO 2 characteristic curve’.

To obtain the distance-specific CO 2 emissions, the vehicle shall be tested on the chassis dynamometer by applying
the vehicle road load settings as determined following the procedure prescribed in Annex 4 of the UNECE Global
Technical Regulation No. 15 - Worldwide harmonized Light vehicles Test Procedure (ECE/TRANS/180/Add.15).
The road loads shall not account for the mass added to the vehicle during the RDE test, e.g. the co-pilot and the
PEMS equipment.

4.2. **CO** **2** **characteristic curve reference points**

The reference points _P_ 1, _P_ 2 and _P_ 3 required to define the curve shall be established as follows:

4.2.1. _Point P_ _1_

~~_v_~~ _P_ 1 ¼ 19 _km=h_ (average speed of the Low Speed phase of the WLTP cycle)

_M_ _CO_ _2_ _;d;P_ _1_ = Vehicle CO 2 emissions over the Low Speed phase of the WLTP cycle x 1,2 [g/km]

4.2.2. _Point P_ _2_

4.2.3. ~~_v_~~ _P_ 2 ¼ _56,6 km=h_ _(average speed of the High Speed phase of the WLTP cycle)_

_M_ _CO_ _2_ _;d;P_ _2_ = Vehicle CO 2 emissions over the High Speed phase of the WLTP cycle x 1.1 [g/km]

4.2.4. _Point P_ _3_

4.2.5. ~~_v_~~ _P_ 3 ¼ _92,3 km=h_ _(average speed of the Extra High Speed phase of the WLTP cycle)_

_M_ _CO_ _2_ _;d;P_ _3_ = Vehicle CO 2 emissions over the Extra High Speed phase of the WLTP cycle x 1,05 [g/km]

4.3. **CO** **2** **characteristic curve definition**

Using the reference points defined in section 4.2, the characteristic curve CO 2 emissions are calculated as a
function of the average speed using two linear sections ( _P_ 1, _P_ 2 ) and ( _P_ 2, _P_ 3 ). The section ( _P_ 2, _P_ 3 ) is limited to
145 km/h on the vehicle speed axis. The characteristic curve is defined by equations as follows:

For the section ( _P_ 1, _P_ 2 ):

_M_ _CO_ 2 _;d;CC_ ð ~~_v_~~ Þ ¼ _a_ 1 ~~_v_~~ þ _b_ 1

_with:_ _a_ 1 ¼ ð _M_ _CO_ 2 _;d;P_ 2 Ä _M_ _CO_ 2 _;d;P_ 1 Þ _=_ ð ~~v~~ P2 Ä ~~v~~ P1 ~~Þ~~

_and:_ _b_ 1 ¼ _M_ _CO_ 2 _;d;P_ 1 Ä _a_ 1 ~~_v_~~ _P_ 1

For the section ( _P_ 2, _P_ 3 ):

_M_ _CO_ 2 _;d;C C_ ð ~~_v_~~ ~~Þ~~ ¼ a 2 ~~v~~ þ b 2

_with:_ _a_ 2 ¼ ð _M_ _CO_ 2 _;d;P_ 3 Ä _M_ _CO_ 2 _;d;P_ 2 Þ _=_ ð ~~_v_~~ _P_ 3 Ä ~~_v_~~ _P_ 2 Þ

_and:_ _b_ 2 ¼ _M_ _CO_ 2 _;d;P_ 2 Ä _a_ 2 ~~_v_~~ _P_ 2

L 175/156 EN Official Journal of the European Union 7.7.2017

_Figure 3_

**Vehicle CO** **2** **characteristic curve**

4.4. **Urban, rural and motorway windows**

4.4.1. Urban windows are characterized by average vehicle ground speeds ~~_v_~~ _j_ smaller than 45 km/h,

4.4.2. Rural windows are characterized by average vehicle ground speeds ~~_v_~~ _j_ greater than or equal to 45 km/h and smaller
than 80 km/h,

4.4.3. Motorway windows are characterized by average vehicle ground speeds ~~_v_~~ _j_ greater than or equal to 80 km/h and
smaller than 145 km/h

_Figure 4_

**Vehicle CO** **2** **characteristic curve: urban, rural and motorway driving definitions**

5. VERIFICATION OF TRIP COMPLETENESS AND NORMALITY

5.1. **Tolerances around the vehicle CO** **2** **characteristic curve**

The primary tolerance and the secondary tolerance of the vehicle CO 2 characteristic curve are respectively _tol_ 1 =
25 % and _tol_ 2 = 50 %.

7.7.2017 EN Official Journal of the European Union L 175/157

5.2. **Verification of test completeness**

The test shall be complete when it comprises at least 15 % of urban, rural and motorway windows, out of the total
number of windows.

5.3. **Verification of test normality**

The test shall be normal when at least 50 % of the urban, rural and motorway windows are within the primary
tolerance defined for the characteristic curve.

If the specified minimum requirement of 50 % is not met, the upper positive tolerance _tol_ 1 may be increased by
steps of 1 percentage point until the 50 % of normal windows target is reached. When using this approach, _tol_ _1_
shall never exceed 30 %.

6. CALCULATION OF EMISSIONS

6.1. **Calculation of weighted distance-specific emissions**

The emissions shall be calculated as a weighted average of the windows' distance-specific emissions separately for
the urban, rural and motorway categories and the complete trip.

_M_ _gas;d;k_ ¼

Pð _w_ _j_ _M_ _gas;d;j_ Þ
_k_ ¼ _u; r; m_
~~P~~ _w_ _j_

The weighting factor _w_ j for each window shall be determined as such:

If _M_ _CO_ 2 _;d;CC_ ð ~~_v_~~ _j_ Þ _·_ ð1 Ä _tol_ 1 _=_ 100Þ Ï _M_ _CO_ 2 _;d;j_ Ï _M_ _CO_ 2 _;d;C C_ ð ~~_v_~~ _j_ Þ _·_ ð1 þ _tol_ 1 _=_ 100Þ

Then _w_ j ¼ 1

If

_M_ _CO_ 2 _;d;CC_ ð ~~_v_~~ _j_ Þ _·_ ð1 þ _tol_ 1 _=_ 100Þ _< M_ _CO_ 2 _;d;j_ Ï _M_ _CO_ 2 _;d;CC_ ð ~~_v_~~ _j_ Þ _·_ ð1 þ _tol_ 2 _=_ 100Þ

Then _w_ _j_ ¼ _k_ 11 _h_ _j_ þ _k_ 12

_With_ _k_ 11 ¼ 1 _=_ ð _tol_ 1 Ä _tol_ 2 Þ

_and_ _k_ 12 ¼ _tol_ 2 _=_ ð _tol_ 2 Ä _tol_ 1 Þ

If

_M_ _CO_ 2 _;d;CC_ ð ~~_v_~~ _j_ Þ _·_ ð1 Ä _tol_ 2 _=_ 100Þ Ï _M_ _CO_ 2 _;d;j_ _< M_ _CO_ 2 _;d;CC_ ð ~~_v_~~ _j_ Þ _·_ ð1 Ä _tol_ 1 _=_ 100Þ

Then _w_ _j_ ¼ _k_ 21 _h_ _j_ þ _k_ 22

_with_ _k_ 21 ¼ 1 _=_ ð _tol_ 2 Ä _tol_ 1 Þ

_and_ _k_ 22 ¼ _k_ 12 ¼ _tol_ 2 _=_ ð _tol_ 2 Ä _tol_ 1 Þ

If

_M_ _CO_ 2 _;d;j_ _< M_ _CO_ 2 _;d;CC_ ð ~~_v_~~ _j_ Þ _·_ ð1 Ä _tol_ 2 _=_ 100Þ

or

_M_ _CO_ 2 _;d;j_ _> M_ _CO_ 2 _;d;CC_ ð ~~_v_~~ _j_ Þ _·_ ð1 þ _tol_ 2 _=_ 100Þ

Then _w_ j ¼ 0

L 175/158 EN Official Journal of the European Union 7.7.2017

where:

ð ~~_v_~~ _j_ Þ
_h_ _j_ ¼ 100 · _[M]_ _[ CO]_ [2] _[;][d][;][j]_ [ Ä] _[ M]_ _[ CO]_ [2] _[;][d][;][CC]_
M CO2 _;d;cc_ ð ~~v~~ j Þ

_Figure 5_

**Averaging window weighting function**

6.2. **Calculation of severity indices**

The severity indices shall be calculated separately for the urban, rural and motorway categories:

_h_ _k_ ¼ [1]
_N_ _k_

X _h_ _j_ _k_ ¼ _u; r; m_

and the complete trip:

_[ƒ]_ _[ r]_ _[ h]_ _[ r]_ [ þ] _[ƒ]_ _[ m]_ _[ h]_ _[ m]_
_h_ _t_ ¼ _[ƒ]_ _[ u]_ _[ h]_ _[ u]_ [ þ]
_ƒ_ _u_ þ _ƒ_ _r_ þ _ƒ_ _m_

where ƒ _u_ _, ƒ_ _r_ _ƒ_ _m_ are equal to 0,34, 0,33 and 0,33 respectively.

6.3. **Calculation of emissions for the total trip**

Using the weighted distance-specific emissions calculated under point 6.1, the distance-specific emissions in

[mg/km] shall be calculated for the complete trip each gaseous pollutant in the following way:

_M_ _gas;d;t_ ¼ 1 000 · _[ƒ]_ _[ u]_ _[ · M]_ _[g][as]_ _[;][d]_ _[;][u]_ [ þ] _[ƒ]_ _[ r]_ _[ · M]_ _[g][as]_ _[;][d]_ _[;][r]_ [ þ] _[ƒ]_ _[ m]_ _[ · M]_ _[g][as]_ _[;][d]_ _[;][m]_
ð _ƒ_ _u_ þ _ƒ_ _r_ þ _ƒ_ _m_ Þ

And for particle number:

_[ƒ]_ _[ r]_ _[ · M]_ _[ PN]_ _[;][d]_ _[;][r]_ [ þ] _[ƒ]_ _[ m]_ _[ · M]_ _[ PN]_ _[;][d]_ _[;][m]_
_M_ _PN;d;t_ ¼ _[ƒ]_ _[ u]_ _[ · M]_ _[ PN][;][d][;][u]_ [ þ]
ð _ƒ_ _u_ þ _ƒ_ _r_ þ _ƒ_ _m_ Þ

Where _ƒ_ _u_ _, ƒ_ _r_ _ƒ_ _m_ are respectively equal to 0,34, 0,33 and 0,33.

7.7.2017 EN Official Journal of the European Union L 175/159

7. NUMERICAL EXAMPLES

7.1. **Averaging window calculations**

_Table 1_

**Main calculation settings**

|M [g]<br>CO2,ref|610|
|---|---|
|Direction for averaging window calculation|Forward|
|Acquisition Frequency [Hz]|1|

Figure 6 shows how averaging windows are defined on the basis of data recorded during an on-road test
performed with PEMS. For sake of clarity, only the first 1 200 seconds of the trip are shown hereafter.

Seconds 0 up to 43 as well as seconds 81 to 86 are excluded due to operation under zero vehicle speed.

The first averaging window starts at _t_ 1,1 = 0s and ends at second _t_ 2,1 = 524s (Table 3).

_Figure 6_

**Instantaneous CO** **2** **emissions recorded during on-road test with PEMS as a function of time. Rectangular**
**frames indicate the duration of the j** **[th]** **window. Data series named ‘Valid=100 / Invalid=0’ shows second**
**by second data to be excluded from analysis.**

7.2. **Evaluation of windows**

_Table 2_

|Calculation settings for the|e CO 2 characteristic curve|
|---|---|
|CO 2 Low Speed WLTC × 1,2 (P 1 ) [g/km]|154|
|CO 2 High Speed WLTC × 1,1 (P 2 ) [g/km]|96|
|CO 2 Extra-High Speed WLTC × 1,05 (P 3 ) [g/km]|120|

|Reference Point|Col2|Col3|
|---|---|---|
|P 1|~~_v _~~_P_1 ¼ 19,0_ km=h _|_M CO_ 2_;d;P_ 1 ¼_ 154 g=km_|
|P 2|~~_v _~~_P_2 ¼ 56,6_ km=h _|_M CO_ 2_;d;P_ 2 ¼ 96_ g=km_|
|P 3|~~_v _~~_P_3 ¼_ 92:3 km=h _|_M CO_ 2_;d;P_ 3 ¼ 120_ g=km_|

L 175/160 EN Official Journal of the European Union 7.7.2017

The definition of the CO 2 characteristic curve is as follows:

For the section ( _P_ 1, _P_ 2 ):

_M_ _CO_ 2 _;d_ ð ~~_v_~~ Þ ¼ _a_ 1 ~~_v_~~ þ _b_ 1

_with_

_a_ 1 ¼ ð96 Ä 154Þ _=_ ð56 _:_ 6 Ä 19 _:_ 0Þ ¼ Ä [58 ]
37 _:_ 6 [¼ Ä][1] _[:]_ [543]

_and_ _b_ _1_ ¼ _154_ Ä ðÄ _1,543_ Þ Ü _19,0_ ¼ _154_ þ _29,317_ ¼ _183,317_

For the section ( _P_ 2, _P_ 3 ):

_M_ _CO_ 2 _;d_ ð ~~_v_~~ Þ ¼ _a_ 2 ~~_v_~~ þ _b_ 2

_with_

_a_ _2_ ¼ ð120 Ä 96Þ _=_ ð92 _:_ 3 Ä 56 _:_ 6Þ ¼ [24 ]
35 _:_ 7 [¼][ 0] _[:]_ [672]

_and_ _b_ _2_ ¼ 96 Ä 0,672 Ü 56,6 ¼ 96 Ä 38,035 ¼ 57,965

Examples of calculation for the weighting factors and the window categorisation as urban, rural or motorway are:

For window #45:

_M_ _CO_ 2 _;d;45_ ¼ 122,62 _g=km_

~~_v_~~ 45 ¼ _38,12km=h_

The average speed of the window is lower than 45 km/h, therefore it is an urban window.

For the characteristic curve:

_M_ _CO_ 2 _;d;CC_ ð ~~_v_~~ 45 ~~Þ~~ ¼ _a_ 1 ~~_v_~~ _45_ þ _b_ _1_ ¼ Ä1,543 Ü 38,12 þ 183,317 ¼ _124,498g=km_

Verification of:

_M_ _CO_ 2 _;d;CC_ ð ~~_v_~~ _j_ ~~Þ~~ _·_ ð1 Ä _tol_ 1 _=_ 100Þ Ï _M_ _CO_ 2 _;d;j_ Ï _M_ _CO_ 2 _;d;CC_ ð ~~_v_~~ _j_ ~~Þ~~ _·_ ð1 þ _tol_ 1 _=_ 100Þ

_M_ _CO_ 2 _;d;CC_ ð ~~_v_~~ _45_ ~~Þ~~ _·_ ð1 Ä _tol_ 1 _=_ 100Þ Ï _M_ _CO_ 2 _;d;_ 45 Ï _M_ _CO_ 2 _;d;CC_ ð ~~_v_~~ _45_ ~~Þ~~ _·_ ð1 þ _tol_ 1 _=_ 100Þ

124,498 Ü ð1 Ä 25 _=_ 100Þ Ï 122,62 Ï 124,498 Ü ð1 þ 25 _=_ 100Þ

93,373 Ï 122,62 Ï 155,622

Leads to: _w_ 45 ¼ 1

For window #556:

_M_ _CO_ 2 _;d;556_ ¼ 72,15 _g=km_

~~_v_~~ 556 ¼ 50,12 _km=h_

The average speed of the window is higher than 45 km/h but lower than 80 km/h, therefore it is a rural window.

7.7.2017 EN Official Journal of the European Union L 175/161

For the characteristic curve:

_M_ _CO_ 2 _;d;CC_ ð ~~_v_~~ 556 ~~Þ~~ ¼ _a_ 1 ~~_v_~~ 556 þ _b_ 1 ¼ Ä1,543 Ü 50,12 þ 183,317 ¼ 105,982 _g=km_

Verification of:

_M_ _CO_ 2 _;d;CC_ ð ~~_v_~~ _j_ ~~Þ~~ _·_ ð1 Ä _tol_ 2 _=_ 100Þ Ï _M_ _CO_ 2 _;d;j_ _< M_ _CO_ 2 _;d;CC_ ð ~~_v_~~ _j_ ~~Þ~~ _·_ ð1 Ä tol 1 _=_ 100Þ

_M_ _CO_ 2 _;d;CC_ ð ~~_v_~~ 556 Þ _·_ ð _1_ Ä _tol_ 2 _=_ 100Þ Ï _M_ _CO_ 2 _;d;_ 556 _< M_ _CO_ 2 _;d;CC_ ð ~~_v_~~ 556 Þ _·_ ð1 Ä _tol_ 1 _=_ 100Þ

105,982 Ü ð1 Ä 50 _=_ 100Þ Ï 72,15 _<_ 105,982 Ü ð1 Ä 25 _=_ 100Þ

52,991 Ï 72,15 _<_ 79,487

Leads to:

ð ~~_v_~~ 556 Þ
_h_ 556 ¼ 100 · _[M]_ _[ CO]_ [2] _[;][d][;]_ [556] [ Ä] _[ M]_ _[ CO]_ [2] _[;][d][;][CC]_ ¼ 100 · [72,15][ Ä][ 105,982 ] ¼ Ä31,922
_M_ _CO_ 2 _;d;CC_ ð ~~_v_~~ 556 Þ 105,982

_w_ 556 ¼ _k_ 21 _h_ 556 þ _k_ 22 ¼ 0,04 Ü ðÄ31 _:_ 922Þ þ 2 ¼ _0,723_

_with_

_k_ 21 ¼ 1 _=_ ð _tol_ 2 Ä _tol_ 1 Þ ¼ 1 _=_ ð50 Ä 25Þ ¼ 0,04

_and_ _k_ 22 ¼ _k_ 12 ¼ _tol_ 2 _=_ ð _tol_ 2 Ä _tol_ 1 Þ ¼ 50 _=_ ð50 Ä 25Þ ¼ 2

_Table 3_

**Emissions numerical data**

|Window<br>[#]|t<br>1,j<br>[s]|t 2;j Ä Δt<br>[s]|t<br>2,j<br>[s]|M CO2 ðt 2;j Ä ΔtÞ Ä M CO2 ðt 1;j Þ < M CO2 ;ref<br>[g]|M CO2 ðt 2;j Þ Ä M CO 2 ðt 1;j Þ ã CO2 ;ref<br>[g]|
|---|---|---|---|---|---|
|||||||
|1|0|523|524|609,06|610,22|
|2|1|523|524|609,06|610,22|
|…|…||…|…|…|
|43|42|523|524|609,06|610,22|
|44|43|523|524|609,06|610,22|
|45|44|523|524|609,06|610,22|
|46|45|524|525|609,68|610,86|
|47|46|524|525|609,17|610,34|
|…|…||…|…|…|
|100|99|563|564|609,69|612,74|
|…|…||…|…|…|
|200|199|686|687|608,44|610,01|
|…|…||…|…|…|
|474|473|1 024|1 025|609,84|610,60|

L 175/162 EN Official Journal of the European Union 7.7.2017

|Window<br>[#]|t<br>1,j<br>[s]|t 2;j Ä Δt<br>[s]|t<br>2,j<br>[s]|M CO2 ðt 2;j Ä ΔtÞ Ä M CO2 ðt 1;j Þ < M CO2 ;ref<br>[g]|M CO2 ðt 2;j Þ Ä M CO 2 ðt 1;j Þ ã CO2 ;ref<br>[g]|
|---|---|---|---|---|---|
|475|474|1 029|1 030|609,80|610,49|
||…||…|…|…|
|556|555|1 173|1 174|609,96|610,59|
|557|556|1 174|1 175|609,09|610,08|
|558|557|1 176|1 177|609,09|610,59|
|559|558|1 180|1 181|609,79|611,23|

7.3. **Urban, rural and motorway windows - Trip completeness**

In this numerical example, the trip consists of 7 036 averaging windows. Table 5 lists the number of windows
classified in urban, rural and motorway according to their average vehicle speed and divided in regions with
respect to their distance to the CO 2 characteristic curve. The trip is complete since it comprises at least 15 % of
urban, rural and motorway windows out of the total number of windows. In addition the trip is characterized as
normal since at least 50 % of the urban, rural and motorway windows are within the primary tolerances defined
for the characteristic curve.

_Table 4_

**Verification of trip completeness and normality**

Driving Conditions Numbers Percentage of windows

|All Windows|Col2|Col3|
|---|---|---|
|Urban|1 909|1 909/7 036*100=27,1 > 15|
|Rural|2 011|2 011/7 036*100=28,6 > 15|
|Motorway|3 116|3 116/7 036*100=44,3 > 15|
|Total|1 909 + 2 011 + 3 116=7 036||

|Normal Windows|Col2|Col3|
|---|---|---|
|Urban|1 514|1 514/1 909*100=79,3 > 50|
|Rural|1 395|1 395/2 011*100=69,4 > 50|
|Motorway|2 708|2 708/3 116*100=86,9 > 50|
|Total|1 514 + 1 395+2 708=5 617||

7.7.2017 EN Official Journal of the European Union L 175/163

_Appendix 6_

**Verification of trip dynamic conditions and calculation of the final RDE emissions result with method 2**
**(Power Binning)**

1. INTRODUCTION

This Appendix describes the data evaluation according to the power binning method, named in this appendix
‘evaluation by normalisation to a standardised power frequency (SPF) distribution’

2. SYMBOLS, PARAMETERS AND UNITS

a ref .......................Reference acceleration for P drive, [0,45 m/s [2] ]

D WLTC ................intercept of the Veline from WLTC

f 0, f 1, f 2 .............Driving resistance coefficients [N], [N/(km/h)], [N/(km/h) [2] ]

i ...........................Time step for instantaneous measurements, minimum resolution 1Hz

j ...........................Wheel power class, j=1 to 9

k ..........................Time step for the 3 second moving average values

k WLTC .................Slope of the Veline from WLTC

m gas, i .................Instantaneous mass of the exhaust component ‘gas’ at time step i, [g/s]; for PN in [#/s]

m gas, 3s, k ........... 3 second moving average mass flow of the exhaust gas component ‘gas’ in time step k given in
1 Hz resolution [g/s]; for PN in [#/s]

~~m~~ gas _;_ j ..................Average emission value of an exhaust gas component in the wheel power class j, [g/s]; for PN in

[#/s]

~~m~~ gas _;_ U .................Weighted emission value of an exhaust gas component ‘gas’ for the subsample of all seconds i with
v i < 60 km/h, [g/s]; for PN in [#/s]

M w gas,d ..............Weighted distance-specific emissions for the exhaust gas component ‘gas’ for the entire trip,

[g/km]; for PN in [#/km]

M w PN,d ..............Weighted distance-specific emissions for the exhaust gas component ‘PN’ for the entire trip, [#/km]

M w,gas,d,U ........... Weighted distance-specific emissions for the exhaust gas component ‘gas’ for the subsample of all
seconds i with v i < 60 km/h, [g/km]

M w,PN,d,U ............ Weighted distance-specific emissions for the exhaust gas component ‘PN’ for the subsample of all
seconds i with v i < 60 km/h, [#/km]

p ..........................Phase of WLTC (low, medium, high and extra-high), p=1-4

P drag ....................Engine drag power in the Veline approach where fuel injection is zero, [kW]

P rated ...................Maximum rated engine power as declared by the manufacturer, [kW]

P required,i .............Power to overcome road load and inertia of a vehicle at time step i, [kW]

L 175/164 EN Official Journal of the European Union 7.7.2017

P r,,i .......................Same as P required,i defined above used in longer equations

P wotð n normÞ ....... Full load power curve, [kW]

P c,j .......................Wheel power class limits for class number j, [kW] (P c,j, lower bound represents the lower limit P c,j,
upper bound [the upper limit) ]

P c,norm, j .............Wheel power class limits for class j as normalised power value, [-]

P r, i ......................Power demand at the vehicles wheel hubs to overcome driving resistances in time step i [kW]

P w, 3s,k .................3 second moving average power demand at the vehicles wheel hubs to overcome driving resis­
tances in in time step k in 1 Hz resolution [kW]

P drive ...................Power demand at the wheel hubs for a vehicle at reference speed and acceleration [kW]

P norm ..................Normalised power demand at the wheel hubs [-]

t i ..........................Total time in step i, [s]

t c,j ........................Time share of the wheel power class j, [%]

ts .........................Start time of the WLTC phase p, [s]

te .........................end time of the WLTC phase p, [s]

TM ......................Test mass of the vehicle, [kg]; to be specified per section: real test weight in PEMS test, NEDC
inertia class weight or WLTP masses (TM L, TM H or TM ind )

SPF ......................Standardised Power Frequency distribution

v i .........................Actual vehicle speed in time step i, [km/h]

~~v~~ j .........................Average vehicle speed in the wheel power class j, km/h

v ref .......................Reference velocity for P drive, [70 km/h]

v 3s,k .....................3 seconds moving average of the vehicle velocity in time step k, [km/h]

~~v~~ U .......................Weighted vehicle speed in the wheel power class j, [km/h]

3. EVALUATION OF THE MEASURED EMISSIONS USING A STANDARDISED WHEEL POWER FREQUENCY DISTRIBUTION

The power binning method uses the instantaneous emissions of the pollutants, m gas, i (g/s) calculated in accordance
with Appendix 4.

The m gas, i values shall be classified in accordance with the corresponding power at the wheels and the classified
average emissions per power class shall be weighted to obtain the emission values for a test with a normal power
distribution according to the following points.

7.7.2017 EN Official Journal of the European Union L 175/165

3.1. **Sources for the actual wheel power**

The actual wheel power P r,i shall be the total power to overcome air resistance, rolling resistance, road gradients,
longitudinal inertia of the vehicle and rotational inertia of the wheels.

When measured and recorded, the wheel power signal shall use a torque signal meeting the linearity requirements
laid down in Appendix 2, point 3.2. The reference point for measurement are the wheel hubs of the driven wheels.

As an alternative, the actual wheel power may be determined from the instantaneous CO 2 emissions following the
procedure laid down in point 4 of this Appendix.

3.2. **Calculation of the moving averages of the instantaneous test data**

Three second moving averages shall be calculated from all relevant instantaneous test data to reduce influences of
possibly imperfect time alignment between emission mass flow and wheel power. The moving average values shall
be computed in a 1 Hz frequency:

_k_ þ2
P _i_ ¼ _k_ _[m]_ _[g][as]_ _[;][i]_
_m_ _gas;3s;k_ ¼ 3

_k_ þ2
_P_ _w;3s;k_ ¼ P _i_ ¼ 3 _k_ _[P]_ _[ w][;][i]_

_k_ þ2
P _i_ ¼ _k_ _[v]_ _[ i]_
_v_ _3s;k_ ¼ 3

Where

k ............ time step for moving average values

i .............time step from instantaneous test data

3.3. **Classification of the moving averages to urban, rural and motorway**

The standard power frequencies are defined for urban driving and for the total trip (see paragraph 3.4) and a
separate evaluation of the emissions shall be made for the total trip and for the urban part. For the later evaluation
of the urban part of the trip, the three second moving averages calculated according to paragraph 3.2 shall be
allocated to urban driving conditions according to the three second moving average of the velocity signal (v 3s,k )
following the speed range defined in Table 1-1. The sample for the total trip evaluation shall cover all speed ranges
including also the urban part.

_Table 1-1_

**Speed ranges for the allocation of test data to urban, rural and motorway conditions in the power binning**
**method**

|Col1|Urban|Rural ( 1 )|Motorway ( 1 )|
|---|---|---|---|
|v i [km/h]|0 to ≤ 60|> 60 to ≦ 90|> 90|

( [1] ) Not used in the actual regulatory evaluation

3.4. **Set up of the wheel power classes for emission classification**

3.4.1. The power classes and the corresponding time shares of the power classes in normal driving are defined for
normalized power values to be representative for any LDV (Table 1).

L 175/166 EN Official Journal of the European Union 7.7.2017

_Table 1_

**Normalized standard power frequencies for urban driving and for a weighted average for a total trip**
**consisting of 1/3 urban, 1/3 road, 1/3 motorway mileage**

|Power<br>class No.|P [-]<br>c,norm,j|Col3|Urban|Total trip|
|---|---|---|---|---|
|Power<br>class No.|From >|to ≤|Time share, t C,j|Time share, t C,j|
|1||– 0,1|21,9700 %|18,5611 %|
|2|– 0,1|0,1|28,7900 %|21,8580 %|
|3|0,1|1|44,0000 %|43,4582 %|
|4|1|1,9|4,7400 %|13,2690 %|
|5|1,9|2,8|0,4500 %|2,3767 %|
|6|2,8|3,7|0,0450 %|0,4232 %|
|7|3,7|4,6|0,0040 %|0,0511 %|
|8|4,6|5,5|0,0004 %|0,0024 %|
|9|5,5||0,0003 %|0,0003 %|

The P c,norm columns in Table 1 shall be de-normalised by multiplication with P drive, where P drive is the actual wheel
power of the tested car in the type approval settings at the chassis dynamometer at v ref and a ref .

P c,j [kW] = P c,norm,j                     - P drive

_P_ _drive_ ¼ 3 _[v]_ _[ re]_ _:_ 6 _[f]_ [Ü ð] _[f]_ [ 0] [ þ] _[ f]_ [ 1] [ Ü] _[ v]_ _[ ref]_ [ þ] _[ f]_ [ 2] [ Ü] _[ v]_ _ref_ [ 2] [þ] _[ TM]_ _[ NEDC]_ [ Ü] _[ a]_ _[ ref]_ Þ Ü 0,001

Where:

—
_j_ is the power class index according to Table 1

— The driving resistance coefficients _f_ _0_ _, f_ _1_ _, f_ _2_ should be calculated with a least squares regression analysis from the
following definition:

_P_ _Corrected_ _=v_ ¼ _f_ 0 þ _f_ 1 Ü _v_ þ _f_ 2 Ü _v_ [2]

with ( _P_ _Corrected_ _/v)_ being the road load force at vehicle velocity _v_ for the NEDC test cycle defined in point
5.1.1.2.8 of Appendix 7 to Annex 4a of UNECE Regulation 83 - 07 series of amendments.

— TM NEDC is the inertia class of the vehicle in the type approval test, [kg]

3.4.2. _Correction of the wheel power classes_

The maximum wheel power class to be considered is the highest class in Table 1 which includes (P rated × 0.9). The
time shares of all excluded classes shall be added to the highest remaining class.

From each P c,norm,j the corresponding P c,j shall be calculated to define the upper and lower bounds in kW per
wheel power class for the tested vehicle as shown in Figure 1.

7.7.2017 EN Official Journal of the European Union L 175/167

_Figure 1_

**Schematic picture for converting the normalized standardised power frequency into a vehicle specific**
**power frequency**

An example for this de-normalisation is given below.

**Example for input data**

|Parameter|Value|
|---|---|
|f 0 [N]|79,19|
|f 1 [N/(km/h)]|0,73|
|f 2 [N/(km/h) 2 ]|0,03|
|TM [kg]|1,470|
|P rated [kW]|120 (Example 1)|
|P rated [kW]|75 (Example 2)|

Corresponding results (see Table 2, Table 3):

âÜ
_P_ _drive_ ¼ [70][½] _[km][=][h]_ [â] _[=]_ [3,6][ Ü ð] ð70 [79,19] ½ _km=h_ [ þ] âÞ [2] [ 0,73] þ 1470 [½] _[N][=]_ [ð] ½ _[km]_ _kg_ â Ü _[=][h]_ [Þâ Ü] 0,45 [ 70] ½ _m_ [½] _=_ _[km]_ _s_ [2] _[=]_ âÞ Ü _[h]_ [â þ] 0,001 [ 0,03][½] _[N][=]_ [ð] _[km][=][h]_ [Þ] [ 2]

_P_ _drive_ ¼ 18,25 kW

_Table 2_

**De-normalised standard power frequency values from Table 1. (for Example 1)**

|Power<br>class No.|P [kW]<br>c,j|Col3|Urban|Total trip|
|---|---|---|---|---|
|Power<br>class No.|From >|to ≤|Time share, t C,j [%]|Time share, t C,j [%]|
|1|All < – 1,825|– 1,825|21,97 %|18,5611 %|

L 175/168 EN Official Journal of the European Union 7.7.2017

|Power<br>class No.|P [kW]<br>c,j|Col3|Urban|Total trip|
|---|---|---|---|---|
|Power<br>class No.|From >|to ≤|Time share, t C,j [%]|Time share, t C,j [%]|
|2|– 1,825|1,825|28,79 %|21,8580 %|
|3|1,825|18,25|44,00 %|43,4583 %|
|4|18,25|34,675|4,74 %|13,2690 %|
|5|34,675|51,1|0,45 %|2,3767 %|
|6|51,1|67,525|0,045 %|0,4232 %|
|7|67,525|83,95|0,004 %|0,0511 %|
|8|83,95|100,375|0,0004 %|0,0024 %|
|9 ( 1 )|100,375|All > 100,375|0,00025 %|0,0003 %|

( [1] ) The highest wheel power class to be considered is the one containing 0,9 × Prated. Here 0,9 × 120 = 108.

_Table 3_

**De-normalised standard power frequency values from Table 1.(for Example 2)**

|Power<br>class No.|P [kW]<br>c,j|Col3|Urban|Total trip|
|---|---|---|---|---|
|Power<br>class No.|From >|to ≤|Time share, t C,j [%]|Time share, t C,j [%]|
|1|All < –1,825|– 1,825|21,97 %|18,5611 %|
|2|– 1,825|1,825|28,79 %|21,8580 %|
|3|1,825|18,25|44,00 %|43,4583 %|
|4|18,25|34,675|4,74 %|13,2690 %|
|5|34,675|51,1|0,45 %|2,3767 %|
|6 ( 1 )|51,1|All > 51,1|0,04965 %|0,4770 %|
|7|67,525|83,95|—|—|
|8|83,95|100,375|—|—|
|9|100,375|All > 100,375|—|—|

( [1] ) The highest class wheel power class to be considered is the one containing 0,9 × Prated. Here 0,9 × 75 = 67,5.

3.5. **Classification of the moving average values**

The cold start emissions, defined according to Appendix 4, point 4.4, shall be excluded from the following
evaluation.

Each moving average value calculated according to point 3.2 shall be sorted into the de-normalized wheel power
class into which the actual 3 second moving average wheel power P w, 3s,k fits. The de-normalised wheel power class
limits have to be calculated according to point 3.3.

The classification shall be done for all three second moving averages of the entire valid trip data including also all
urban trip parts. Additionally all moving averages classified to urban according to the velocity limits defined in
table 1-1 shall be classified into one set of urban power classes independently of the time when the moving
average appeared in the trip.

7.7.2017 EN Official Journal of the European Union L 175/169

Then the average of all three second moving average values within a wheel power class shall be calculated for each
wheel power class per parameter. The equations are described below and shall be applied once for the urban data
set and once for the total data set.

Classification of the 3-second moving average values into power class j (j = 1 to 9):

_if P_ _C;j lower bound_ _< P_ _w;3s;k_ Ï _P_ _C;j upper bound_

then: class index for emissions and velocity = j

The number of 3-second moving average values shall be counted for each power class:

_if P_ _C;j lower bound_ _< P_ _w;3s;k_ Ï _P_ _C;j upper bound_

then: counts j = n + 1 (counts j is counting the number of 3 second moving average emission values in a power
class to check later the minimum coverage demands)

3.6. **Check of power class coverage and of normality of power distribution**

For a valid test the time shares of the single wheel power classes shall be in the ranges listed in Table 4.

_Table 4_

**Minimum and maximum shares per power class for a valid test**

|Power<br>class No.|P [–]<br>c,norm,j|Col3|Total trip|Col5|Urban trip parts|Col7|
|---|---|---|---|---|---|---|
|Power<br>class No.|From >|to ≤|lower bound|upper bound|lower bound|upper bound|
|Sum 1+2 ( 1 )||0,1|15 %|60 %|5 % ( 1 )|60 %|
|3|0,1|1|35 %|50 %|28 %|50 %|
|4|1|1,9|7 %|25 %|0,7 %|25 %|
|5|1,9|2,8|1,0 %|10 %|> 5 counts|5 %|
|6|2,8|3,7|> 5 counts|2,5 %|0 %|2 %|
|7|3,7|4,6|0 %|1,0 %|0 %|1 %|
|8|4,6|5,5|0 %|0,5 %|0 %|0,5 %|
|9|5,5||0 %|0,25 %|0 %|0,25 %|

( [1] ) Representing the total of motoring and low power conditions

In addition to the requirements in Table 4, a minimum coverage of 5 counts is demanded for the total trip in each
wheel power class up to the class containing 90 % of the rated power to provide a sufficient sample size.

A minimum coverage of 5 counts is required for the urban part of the trip in each wheel power class up to class
No. 5. If the counts in the urban part of the trip in a wheel power class above number 5 are less than 5, the
average class emission value shall be set to zero.

3.7. **Averaging of the measured values per wheel power class**

The moving averages sorted in each wheel power class shall be averaged as follows:

~~_m_~~ _gas;j_ ¼

P _all k in class_ _j_ _[m]_ _[ gas][;][3s][;][k]_

_counts_ _j_

L 175/170 EN Official Journal of the European Union 7.7.2017

~~_v_~~ _j_ ¼

P _all k in class_ _j_ _[v]_ _[ 3s][;][k]_

_counts_
_j_

Where

j ............wheel power class 1 to 9 according to Table 1

~~m~~ gas _;_ j ..... average emission value of an exhaust gas component in a wheel power class (separate value for total trip
data and for the urban parts of the trip), [g/s]

~~v~~ j ............average velocity in a wheel power class (separate value for total trip data and for the urban parts of the
trip), [km/h]

k ...........time step for moving average values

3.8. **Weighting of the average values per wheel power class**

The average values of each wheel power class shall be multiplied with the time share, t C,j per class according to
Table 1 and summed up to produce the weighted average value for each parameter. This value represents the
weighted result for a trip with the standardised power frequencies. The weighted averages shall be computed for
the urban part of the test data using the time shares for urban power distribution as well as for the total trip using
the time shares for the total.

The equations are described below and shall be applied once for the urban data set and once for the total data set.

9
~~_m_~~ _gas_ ¼ X ~~_m_~~ _gas;j_ Ü _t_ _c;j_

_j_ ¼1

9
~~_v_~~ ¼ X ~~_v_~~ _j_ Ü _t_ _c;j_

_j_ ¼1

3.9 **Calculation of the weighted distance-specific emission value**

The time based weighted averages of the emissions in the test shall be converted into distance based emissions
once for the urban data set and once for the total data set as follows:

For the total trip:

_M_ _w;gas;d_ ¼ ~~_[m]_~~ _[g][as]_ [ Ü] _[ 3 600 ]_
~~_v_~~

For the urban part of the trip:

_M_ _w;gas;d;U_ ¼ ~~_[m]_~~ _[g][as]_ _[;][U]_ [ Ü] _[ 3 600 ]_
~~_v_~~ _U_

For particle number the same method as for gaseous pollutants shall be applied but the unit [#/s] shall be used for
~~_m_~~ _PN_ and [#/km] shall be used for M w,PN :

For the total trip:

_M_ _w;PN;d_ ¼ ~~_[m]_~~ _[ PN]_ [ Ü] ~~_v_~~ _[ 3 600 ]_

7.7.2017 EN Official Journal of the European Union L 175/171

For the urban part of the trip:

_M_ _w;PN;d;U_ ¼ ~~_[m]_~~ _[ PN]_ [ Ü] ~~_v_~~ _U_ _[ 3 600 ]_

4. ASSESSMENT OF THE WHEEL POWER FROM THE INSTANTANEOUS CO 2 MASS FLOW

The power at the wheels (P w,i ) can be computed from the measured CO 2 mass flow in 1 Hz. For this calculation
the vehicle specific CO 2 line (‘Veline’) shall be used.

The Veline shall be calculated from the vehicle type approval test in the WLTC according to the test procedure
described in UNECE Global Technical Regulation No. 15 - Worldwide harmonized Light vehicles Test Procedure
(ECE/TRANS/180/Add.15).

The average wheel power per WLTC phase shall be calculated in 1 Hz from the driven velocity and from the
chassis dynamometer settings. For all wheel power values below the drag power shall be set to the drag power
value.

_P_ _w;i_ ¼ _[v]_ _[ i]_ _i_ [þ] _[ TM]_ [ Ü] _[ a]_ _[ i]_ Þ Ü 0,001
3,6 [Ü ð] _[f]_ [ 0] [ þ] _[ f]_ [ 1] [ Ü] _[ v]_ _[ i]_ [ þ] _[ f]_ [ 2] [ Ü] _[ v]_ [ 2]

With f 0, f 1, f 2 .... road load coefficients used in in the WLTP test performed with the vehicle

TM .............. test mass of the vehicle in the WLTP test performed with the vehicle in [kg]

_P_ _drag_ ¼ Ä0,04 Ü _P_ _rated_

_if P_ _w;i_ _< P_ _drag_ _then P_ _w;i_ ¼ _P_ _drag_

The average power per WLTC phase is calculated from the 1 Hz wheel power according to:

_P_ _w;p_ ¼

_te_
P _j_ ¼ _ts_ _[P]_ _[ w][;][i]_

_te_ Ä _ts_

With p phase of WLTC (low, medium, high and extra-high)

ts Start time of the WLTC phase p, [s]

te end time of the WLTC phase p, [s]

Then a linear regression shall be made with the CO 2 mass flow from the bag values of the WLTC on the y-axis
and from the average wheel power _P_ _w,p_ per phase on the x-axis as illustrated in Figure 2.

The resulting Veline equation defines the CO 2 mass flow as function of the wheel power:

_CO_ 2 i ¼ _k_ _WLTC_ _X P_ _w;i_ þ _D_ _WLTC_ _CO_ 2 _in_ ½ _g=h_ â

Where

k WLTC ............................ slope of the Veline from WLTC, [g/kWh]

D WLTC ................... **.** ................. intercept of the Veline from WLTC, [g/h]

L 175/172 EN Official Journal of the European Union 7.7.2017

_Figure 2_

**Schematic picture of setting up the vehicle specific Veline from the CO2 test results in the 4 phases of the**
**WLTC**

The actual wheel power shall be calculated from the measured CO 2 mass flow according to:

_P_ _w;i_ ¼ _[CO2]_ _k_ _[ i]_ [ Ä] _WLTC_ _[ D]_ _[ WLTC]_

With CO 2 in [g/h]

P W,j in [kW]

The above equation can be used to provide P Wi for the classification of the measured emissions as described in
point 3 with following additional conditions in the calculation

_(I) if v_ _i_ _< 0,5 and if a_ _i_ _< 0 then P_ _w,i_ _= 0_ v in [m/s]

_(II) if CO2_ _i_ _< 0,5 X D_ _WLTC_ _then P_ _w,i_ _= P_ _drag_

In time steps where (I) and (II) are valid, condition (II) shall be applied.

7.7.2017 EN Official Journal of the European Union L 175/173

_Appendix 7_

**Selection of vehicles for PEMS testing at initial type approval**

1. INTRODUCTION

Due to their particular characteristics, PEMS tests are not required to be performed for each ‘ _vehicle type with regard_
_to emissions and vehicle repair and maintenance information_ ’ as defined in Article 2(1) of this Regulation, which is
called in the following _‘vehicle emission type’_ . Several vehicle emission types may be put together by the vehicle
manufacturer to form a ‘ _PEMS test family_ ’ according to the requirements of point 3, which shall be validated
according to the requirements of point 4.

2. SYMBOLS, PARAMETERS AND UNITS

N — Number of vehicle emission types

NT — Minimum number of vehicle emission types

PMR H — highest power-to-mass-ratio of all vehicles in the PEMS test family

PMR L — lowest power-to-mass-ratio of all vehicles in the PEMS test family

V_eng_max — maximum engine volume of all vehicles within the PEMS test family

3. PEMS TEST FAMILY BUILDING

A PEMS test family shall comprise vehicles with similar emission characteristics. Upon the choice of the manu­
facturer vehicle emission types may be included in a PEMS test family only if they are identical with respect to
the characteristics in points 3.1. and 3.2.

3.1. **Administrative criteria**

3.1.1. The approval authority issuing the emission type approval according to Regulation (EC) No 715/2007
(‘authority’)

3.1.2. A single vehicle manufacturer.

3.2. **Technical criteria**

3.2.1. Propulsion type (e.g. ICE, HEV, PHEV)

3.2.2. Type(s) of fuel(s) (e.g. petrol, diesel, LPG, NG, …). Bi- or flex-fuelled vehicles may be grouped with other vehicles,
with which they have one of the fuels in common.

3.2.3. Combustion process (e.g. two stroke, four stroke)

3.2.4. Number of cylinders

3.2.5. Configuration of the cylinder block (e.g. in-line, V, radial, horizontally opposed)

3.2.6. Engine volume

The vehicle manufacturer shall specify a value V_eng_max (= maximum engine volume of all vehicles within the
PEMS test family). The engine volumes of vehicles in the PEMS test family shall not deviate more than – 22 %
from V_eng_max if V_eng_max ≥ 1 500 ccm and – 32 % from V_eng_max if V_eng_max < 1 500 ccm.

3.2.7. Method of engine fuelling (e.g. indirect or direct or combined injection)

3.2.8. Type of cooling system (e.g. air, water, oil)

3.2.9. Method of aspiration such as naturally aspirated, pressure charged, type of pressure charger (e.g. externally driven,
single or multiple turbo, variable geometries …)

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3.2.10. Types and sequence of exhaust after-treatment components (e.g. three-way catalyst, oxidation catalyst, lean NOx
trap, SCR, lean NOx catalyst, particulate trap).

3.2.11. Exhaust gas recirculation (with or without, internal/external, cooled/non-cooled, low/high pressure)

3.3. **Extension of a PEMS test family**

An existing PEMS test family may be extended by adding new vehicle emission types to it. The extended PEMS
test family and its validation must also fulfil the requirements of points 3 and 4. This may in particular require
the PEMS testing of additional vehicles to validate the extended PEMS test family according to point 4.

3.4. **Alternative PEMS test family**

As an alternative to the provisions of points 3.1 to 3.2 the vehicle manufacturer may define a PEMS test family,
which is identical to a single vehicle emission type. In this the requirement of point 4.1.2 for validating the PEMS
test family shall not apply.

4. VALIDATION OF A PEMS TEST FAMILY

4.1. **General requirements for validating a PEMS test family**

4.1.1. The vehicle manufacturer presents a representative vehicle of the PEMS test family to the authority. The vehicle
shall be subject to a PEMS test carried out by a Technical Service to demonstrate compliance of the representative
vehicle with the requirements of this Annex.

4.1.2. The authority selects additional vehicles according to the requirements of point 4.2 of this Appendix for PEMS
testing carried out by a Technical Service to demonstrate compliance of the selected vehicles with the
requirements of this Annex. The technical criteria for selection of an additional vehicle according to point 4.2
of this Appendix. shall be recorded with the test results.

4.1.3. With agreement of the authority, a PEMS test can also be driven by a different operator witnessed by a Technical
Service, provided that at least the tests of the vehicles required by points 4.2.2 and 4.2.6 of this Appendix and in
total at least 50 % of the PEMS tests required by this Appendix for validating the PEMS test family are driven by a
Technical Service. In such case the Technical Service remains responsible for the proper execution of all PEMS
tests pursuant to the requirements of this Annex.

4.1.4. A PEMS test results of a specific vehicle may be used for validating different PEMS test families according to the
requirements of this Appendix under the following conditions:

— the vehicles included in all PEMS test families to be validated are approved by a single authority according to
the requirements of Regulation (EC) 715/2007 and this authority agrees to the use of the specific vehicle's
PEMS test results for validating different PEMS test families;

— each PEMS test family to be validated includes a vehicle emission type, which comprises the specific vehicle;

For each validation the applicable responsibilities are considered to be borne by the manufacturer of the vehicles
in the respective family, regardless of whether this manufacturer was involved in the PEMS test of the specific
vehicle emission type.

4.2. **Selection of vehicles for PEMS testing when validating a PEMS test family**

By selecting vehicles from a PEMS test family it should be ensured that the following technical characteristics
relevant for pollutant emissions are covered by a PEMS test. One vehicle selected for testing can be representative
for different technical characteristics. For the validation of a PEMS test family vehicles shall be selected for PEMS
testing as follows:

4.2.1. For each combination of fuels (e.g. petrol-LPG, petrol-NG, petrol only), on which some vehicle of the PEMS test
family can operate, at least one vehicle that can operate on this combination of fuels shall be selected for PEMS
testing.

7.7.2017 EN Official Journal of the European Union L 175/175

4.2.2. The manufacturer shall specify a value PMR H (= highest power-to-mass-ratio of all vehicles in the PEMS test family)
and a value PMR L (= lowest power-to-mass-ratio of all vehicles in the PEMS test family). Here the ‘power-to-massratio’ corresponds to the ratio of the maximum net power of the internal combustion engine as indicated in point
3.2.1.8 of Appendix 3 to Annex I of this Regulation and of the reference mass as defined in Article 3(3) of
Regulation (EC) No 715/2007. At least one vehicle configuration representative for the specified PMR H and one
vehicle configuration representative for the specified PMR L of a PEMS test family shall be selected for testing. If the
power-to-mass ratio of a vehicle deviates by not more than 5 % from the specified value for PMR H, or PMR L, the
vehicle should be considered as representative for this value.

4.2.3. At least one vehicle for each transmission type (e.g., manual, automatic, DCT) installed in vehicles of the PEMS test
family shall be selected for testing.

4.2.4. At least one four-wheel drive vehicle (4x4 vehicle) shall be selected for testing if such vehicles are part of the PEMS
test family.

4.2.5. For each engine volume occurring on a vehicle in the PEMS family at least one representative vehicle shall be
tested.

4.2.6. At least one vehicle for each number of installed exhaust after-treatment components shall be selected for testing.

4.2.7. Notwithstanding the provisions in points 4.2.1 to 4.2.6, at least the following number of vehicle emission types of
a given PEMS test family shall be selected for testing:

|Number N of vehicle emission types in a PEMS test family|Minimum number NT of vehicle emission types selected for<br>PEMS testing|
|---|---|
|1|1|
|from 2 to 4|2|
|from 5 to 7|3|
|from 8 to 10|4|
|from 11 to 49|NT = 3 + 0,1 × N (*)|
|more than 49|NT = 0,15 × N (*)|

(*) NT shall be rounded to the next higher integer number.

5. REPORTING

5.1. The vehicle manufacturer provides a full description of the PEMS test family, which includes in particular the
technical criteria described in point 3.2 and submits it to the authority.

5.2. The manufacturer attributes a unique identification number of the format _MS-OEM-X-Y_ to the PEMS test family
and communicates it to the authority. Here _MS_ is the distinguishing number of the Member State issuing the EC
type-approval ( [1] ), OEM is the 3 character manufacturer, _X_ is a sequential number identifying the original PEMS test
family and _Y_ is a counter for its extensions (starting with 0 for a PEMS test family not extended yet).

5.3. The authority and the vehicle manufacturer shall maintain a list of vehicle emission types being part of a given
PEMS test family on the basis of emission type approval numbers. For each emission type all corresponding
combinations of vehicle type approval numbers, types, variants and versions as defined in sections 0.10 and 0.2 of
the vehicle's EC certificate of conformity shall be provided as well.

( [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; 11 for the United Kingdom; 12 for Austria; 13 for Luxembourg; 17 for Finland; 18 for Denmark; 19 for
Romania; 20 for Poland; 21 for Portugal; 23 for Greece; 24 for Ireland. 25 for Croatia; 26 for Slovenia; 27 for Slovakia; 29 for
Estonia; 32 for Latvia; 34 for Bulgaria; 36 for Lithuania; 49 for Cyprus; 50 for Malta

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5.4. The authority and the vehicle manufacturer shall maintain a list of vehicle emission types selected for PEMS testing
in order validate a PEMS test family in accordance with point 4, which also provides the necessary information on
how the selection criteria of point 4.2 are covered. This list shall also indicate whether the provisions of point
4.1.3 were applied for a particular PEMS test.

7.7.2017 EN Official Journal of the European Union L 175/177

_Appendix 7a_

**Verification of overall trip dynamics**

1. INTRODUCTION

This Appendix describes the calculation procedures to verify the overall trip dynamics, to determine the overall
excess or absence of dynamics during urban, rural and motorway driving.

2. SYMBOLS, PARAMETERS AND UNITS

RPA Relative Positive Acceleration

Δ — difference

        - — larger

≥ — larger or equal

% — per cent

< — smaller

≤ — smaller or equal

_a_ — acceleration [m/s [2] ]

_a_ _i_ — acceleration in time step i [m/s [2] ]

_a_ _pos_ — positive acceleration greater than 0,1 m/s [2] [m/s [2] ]

_a_ _pos,i,k_ — positive acceleration greater than 0,1 m/s [2] in time step i considering the urban, rural and
motorway shares [m/s [2] ]

_a_ _res_ — acceleration resolution [m/s [2] ]

_d_ _i_ — distance covered in time step i [m]

_d_ _i,k_ — distance covered in time step i considering the urban, rural and motorway shares [m]

Index (i) — discrete time step

Index (j) — discrete time step of positive acceleration datasets

Index (k) — refers to the respective category (t=total, u=urban, r=rural, m=motorway)

M k — number of samples for urban, rural and motorway shares with positive acceleration greater
than 0,1 m/s [2]

_N_ k — total number of samples for the urban, rural and motorway shares and the complete trip

_RPA_ _k_ — relative positive acceleration for urban, rural and motorway shares [m/s [2] or kWs/(kg*km)]

_t_ _k_ — duration of the urban, rural and motorway shares and the complete trip [s]

T4253H — compound data smoother

_ν_ — vehicle speed [km/h]

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_ν_ _i_ — actual vehicle speed in time step i [km/h]

_ν_ _i,k_ — actual vehicle speed in time step i considering the urban, rural and motorway shares [km/h]

ð _ν · a_ Þ _i_ — actual vehicle speed per acceleration in time step i [m [2] /s [3] or W/kg]

ð _ν · a_ _pos_ Þ _j;k_ — actual vehicle speed per positive acceleration greater than 0,1 m/s [2] in time step j considering
the urban, rural and motorway shares [m [2] /s [3] or W/kg].

ð _ν · a_ _pos_ Þ _k_ Ä ½95â — 95 [th] percentile of the product of vehicle speed per positive acceleration greater than 0,1 m/s [2]

for urban, rural and motorway shares [m [2] /s [3] or W/kg]

~~_ν_~~ _k_ — average vehicle speed for urban, rural and motorway shares [km/h]

3. TRIP INDICATORS

3.1. **Calculations**

3.1.1. _Data pre-processing_

Dynamic parameters like acceleration, _ν · a_ _pos_ or RPA shall be determined with a speed signal of an accuracy of
0,1 % for all speed values above 3 km/h and a sampling frequency of 1 Hz. This accuracy requirement is generally
fulfilled by signals obtained from a wheel (rotational) speed sensor.

The speed trace shall be checked for faulty or implausible sections. The vehicle speed trace of such sections is
characterised by steps, jumps, terraced speed traces or missing values. Short faulty sections shall be corrected, for
example by data interpolation or benchmarking against a secondary speed signal. Alternatively, short trips
containing faulty sections could be excluded from the subsequent data analysis. In a second step the acceleration
values shall be calculated and ranked in ascending order, as to determine the acceleration resolution
_a_ _res_ ¼ ð _minimum acceleration value >_ 0Þ .

If _a_ _res_ Ï _0,01 m=s_ [2], the vehicle speed measurement is sufficiently accurate.

If _0,01 m=s_ [2] _< a_ _res_, data smoothing by using a T4253H Hanning filter shall be performed

The T4235 Hanning filter performs the following calculations: The smoother starts with a running median of 4,
which is centred by a running median of 2. The filter then re-smoothes these values by applying a running median
of 5, a running median of 3, and hanning (running weighted averages). Residuals are computed by subtracting the
smoothed series from the original series. This whole process is then repeated on the computed residuals. Finally,
the smoothed final speed values are computed by summing up the smoothed values obtained the first time
through the process with the computed residuals.

The correct speed trace builds the basis for further calculations and binning as described in paragraph 8.1.2.

3.1.2. _Calculation of distance, acceleration and_ _ν · a_

The following calculations shall be performed over the whole time based speed trace (1 Hz resolution) from
second 1 to second _t_ _t_ (last second).

The distance increment per data sample shall be calculated as follows:

_d_ _i_ ¼ _[v]_ 3 _[ i]_ _[;]_ [ 6] _[;]_ _i_ ¼ 1 _to N_ _t_

where:

d i is the distance covered in time step i [m]

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_ν_ i is the actual vehicle speed in time step i [km/h]

_N_ t is the total number of samples

The acceleration shall be calculated as follows:

_a_ _i_ ¼ ð _v_ _i_ þ1 Ä _v_ _i_ Ä1 Þ _=_ ð2 _·_ 3,6Þ _;_ _i_ ¼ 1 _to N_ _t_

where:

_a_ _i_ is the acceleration in time step i [m/s [2] ]. For _i_ = 1: _v_ _i_ Ä _1_ ¼ 0, for _i_ ¼ _N_ _t_ : _v_ _i_ þ1 ¼ 0 .

The product of vehicle speed per acceleration shall be calculated as follows:

ð _v · a_ Þ _i_ ¼ _v_ _i_ _· a_ _i_ _=_ 3,6 _;_ _i_ ¼ 1 _to N_ _t_

where:

ð _ν ·_ aÞ _i_ is the product of the actual vehicle speed per acceleration in time step i [m [2] /s [3] or W/kg].

3.1.3. _Binning of the results_

After the calculation of _a_ _i_ and ð _ν · a_ Þ _i_, the values _v_ _i_, _d_ _i_, _a_ _i_ and ð _ν · a_ Þ _i_ shall be ranked in ascending order of the
vehicle speed.

All datasets with _v_ _i_ Ï _60km=h_ belong to the ‘urban’ speed bin, all datasets with _60km=h < v_ _i_ Ï _90km=h_ belong
to the ‘rural’ speed bin and all datasets with _v_ _i_ _> 90km=h_ belong to the ‘motorway’ speed bin.

The number of datasets with acceleration values _a_ _i_ _> 0,1 m=s_ [2] shall be bigger or equal to 150 in each speed bin.

For each speed bin the average vehicle speed ~~_v_~~ _k_ shall be calculated as follows:

~~_v_~~ _k_ ¼ Ê X

_i_ _[v]_ _[ i][;][k]_ Ì _=N_ _k_ _; i_ ¼ 1 _to N_ _k_ _; k_ ¼ _u; r; m_

where:

_N_ _k_ is the total number of samples of the urban, rural, and motorway shares.

3.1.4. _Calculation of_ _v · a_ _pos_ Ä ½95â _per speed bin_

The 95 [th] percentile of the _v · a_ _pos_ values shall be calculated as follows:

_a_ The _i;k_ ã ð _0,1 mv · a_ Þ _i;k_ _=_ values in each speed bin shall be ranked in ascending order for all datasets with _s_ [2] and the total number of these samples _M_ _k_ shall be determined. _a_ _i;k_ _> 0,1 m=s_ [2]

Percentile values are then assigned to the ð _v · a_ _pos_ Þ _i;k_ values with _a_ _i;k_ ã _0,1 m=s_ [2] as follows:

The lowest _v · a_ _pos_ value gets the percentile 1/ _M_ _k_, the second lowest 2/ _M_ _k_, the third lowest 3/ _M_ _k_ and the highest
value _M_ _k_ _=M_ _k_ ¼ _100%:_

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ð _v · a_ _pos_ Þ _k_ Ä ½95â is the ð _v · a_ _pos_ Þ _j;k_ value, with _j=M_ _k_ ¼ _95%:_ If _j=M_ _k_ ¼ _95%:_ cannot be met, ð _v · a_ _pos_ Þ _k_ Ä ½95â shall
be calculated by linear interpolation between consecutive samples j and j+1 with _j=M_ _k_ _< 95%_ and
ð _j_ þ 1Þ _=M_ _k_ _> 95%_ .

The relative positive acceleration per speed bin shall be calculated as follows:

_RPA_ _k_ ¼ X

_j_ ð _Δt ·_ ð _v · a_ _pos_ Þ _j;k_ Þ _=_ X

_i_ _[d]_ _[ i][;][k]_ _[;]_ _j_ ¼ 1 _to M_ _k_ _; i_ ¼ 1 _to N_ _k_ _; k_ ¼ _u; r; m_

where:

RPA k is the relative positive acceleration for urban, rural and motorway shares in [m/s [2] or kWs/(kg*km)]

Δ t is a time difference equal to 1 second

M k is the sample number for urban, rural and motorway shares with positive acceleration

N k is the total sample number for urban, rural and motorway shares

4. VERIFICATION OF TRIP VALIDITY

4.1.1. _Verification of_ _v_ Ü _a_ _pos_ Ä ½95â _per speed bin (with v in [km/h])_

If ~~_v_~~ _k_ Ï _74,6km=h_

and

ð _v · a_ _pos_ Þ _k_ Ä ½95â _>_ ð0,136 _·_ ~~_v_~~ _k_ þ 14,44Þ

is fulfilled, the trip is invalid.

If ~~_v_~~ _k_ _> 74,6km=h_ and ð _v · a_ _pos_ Þ _k_ Ä ½95â _>_ ð0,0742 _·_ ~~_v_~~ _k_ þ 18,966Þ is fulfilled, the trip is invalid.

4.1.2. _Verification of RPA per speed bin_

If ~~_v_~~ _k_ Ï _94,05km=h_ and _RPA_ _k_ _<_ ðÄ 0,0016 _·_ ~~_v_~~ _k_ þ 0,1755Þ is fulfilled, the trip is invalid.

If ~~_v_~~ _k_ _> 94,05km=h_ and _RPA_ _k_ _<_ ðÄ 0,025Þ is fulfilled, the trip is invalid.

7.7.2017 EN Official Journal of the European Union L 175/181

_Appendix 7b_

**Procedure to determine the cumulative positive elevation gain of a PEMS trip**

1. INTRODUCTION

This Appendix describes the procedure to determine the cumulative elevation gain of a PEMS trip.

2. SYMBOLS, PARAMETERS AND UNITS

_d(0)_ — distance at the start of a trip [m]

_d_ — cumulative distance travelled at the discrete way point under consideration [m]

_d_ 0 — cumulative distance travelled until the measurement directly before the respective way point
_d_ [m]

_d_ 1 — cumulative distance travelled until the measurement directly after the respective way point
_d_ [m]

_d_ a — reference way point at _d(0)_ [m]

_d_ e — cumulative distance travelled until the last discrete way point [m]

_d_ i — instantaneous distance [m]

_d_ tot — total test distance [m]

_h(0)_ — vehicle altitude after the screening and principle verification of data quality at the start of a trip

[m above sea level]

_h(t)_ — vehicle altitude after the screening and principle verification of data quality at point t [m above
sea level]

_h(d)_ — vehicle altitude at the way point _d_ [m above sea level]

_h(t-1)_ — vehicle altitude after the screening and principle verification of data quality at point t-1

[m above sea level]

_h_ _corr_ _(0)_ — corrected altitude directly before the respective way point _d_ [m above sea level]

_h_ _corr_ _(1)_ — corrected altitude directly after the respective way point _d_ [m above sea level]

_h_ _corr_ _(t)_ — corrected instantaneous vehicle altitude at data point t [m above sea level]

_h_ _corr_ _(t-1)_ — corrected instantaneous vehicle altitude at data point t-1 [m above sea level]

_h_ _GPS,i_ — instantaneous vehicle altitude measured with GPS [m above sea level]

_h_ _GPS_ _(t)_ — vehicle altitude measured with GPS at data point t [m above sea level]

_h_ int _(d)_ — interpolated altitude at the discrete way point under consideration _d_ [m above sea level]

_h_ int,sm,1 _(d)_ — smoothed and interpolated altitude, after the first smoothing run at the discrete way point
under consideration _d_ [m above sea level]

_h_ map _(t)_ — vehicle altitude based on topographic map at data point t [m above sea level]

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Hz — hertz

km/h — kilometer per hour

m — meter

_road_ _grade,1_ _(d)_ — smoothed road grade at the discrete way point under consideration _d_ after the first smoothing
run [m/m]

_road_ _grade,2_ _(d)_ — smoothed road grade at the discrete way point under consideration _d_ after the second
smoothing run [m/m]

_sin_ — trigonometric sine function

_t_ — time passed since test start [s]

_t_ _0_ — time passed at the measurement directly located before the respective way point _d_ [s]

_v_ _i_ — instantaneous vehicle speed [km/h]

_v(t)_ — vehicle speed at a data point t [km/h]

3. GENERAL REQUIREMENTS

The cumulative positive elevation gain of a RDE trip shall be determined based on three parameters: the instan­
taneous vehicle altitude _h_ _GPS,i_ [m above sea level] as measured with the GPS, the instantaneous vehicle speed
_v_ i [km/h] recorded at a frequency of 1 Hz and the corresponding time _t_ [s] that has passed since test start.

4. CALCULATION OF CUMULATIVE POSITIVE ELEVATION GAIN

4.1. **General**

The cumulative positive elevation gain of a RDE trip shall be calculated as a three-step procedure, consisting of (i)
the screening and principle verification of data quality, (ii) the correction of instantaneous vehicle altitude data, and
(iii) the calculation of the cumulative positive elevation gain.

4.2. **Screening and principle verification of data quality**

The instantaneous vehicle speed data shall be checked for completeness. Correcting for missing data is permitted if
gaps remain within the requirements specified in Point 7 of Appendix 4; else, the test results shall be voided. The
instantaneous altitude data shall be checked for completeness. Data gaps shall be completed by data interpolation.
The correctness of interpolated data shall be verified by a topographic map. It is recommended to correct inter­
polated data if the following condition applies:

j _h_ _GPS_ ð _t_ Þ Ä _h_ _map_ ð _t_ Þj _>_ 40 _m_

The altitude correction shall be applied so that:

_h_ ð _t_ Þ ¼ _h_ _map_ ð _t_ Þ

where:

_—_
_h(t)_ vehicle altitude after the screening and principle verification of data quality at data point t [m above
sea level]

_h_ _GPS_ _(t) —_ vehicle altitude measured with GPS at data point t [m above sea level]

_h_ _map_ _(t) —_ vehicle altitude based on topographic map at data point t [m above sea level]

7.7.2017 EN Official Journal of the European Union L 175/183

4.3. **Correction of instantaneous vehicle altitude data**

The altitude _h(0)_ at the start of a trip at _d(0)_ shall be obtained by GPS and verified for correctness with information
from a topographic map. The deviation shall not be larger than 40 m. Any instantaneous altitude data _h(t)_ shall be
corrected if the following condition applies:

j _h_ ð _t_ Þ Ä _h_ ð _t_ Ä 1Þj _>_ ð _v_ ð _t_ Þ _=_ 3,6 Ü _sin_ 45°Þ

The altitude correction shall be applied so that:

_h_ _corr_ ð _t_ Þ ¼ _h_ _corr_ ð _t_ Ä 1Þ

where:

_—_
_h(t)_ vehicle altitude after the screening and principle verification of data quality at data point t [m above
sea level]

_—_
_h(t-1)_ vehicle altitude after the screening and principle verification of data quality at data point t-1

[m above sea level]

_—_
_v(t)_ vehicle speed of data point t [km/h]

_h_ _corr_ _(t)_ _—_ corrected instantaneous vehicle altitude at data point t [m above sea level]

_h_ _corr_ _(t-1) —_ corrected instantaneous vehicle altitude at data point t-1 [m above sea level]

Upon the completion of the correction procedure, a valid set of altitude data is established. This data set shall be
used for the calculation of the cumulative positive elevation gain as described in Point 13.4.

4.4. **Final calculation of the cumulative positive elevation gain**

4.4.1. _Establishment of a uniform spatial resolution_

The total distance _d_ _tot_ [m] covered by a trip shall be determined as sum of the instantaneous distances _d_ i .
The instantaneous distance _d_ i shall be determined as:

_d_ _i_ ¼ _[v]_ _[ i]_
3,6

Where:

_d_ _i_ _—_ instantaneous distance [m]

_v_ _i_ _—_ instantaneous vehicle speed [km/h]

The cumulative elevation gain shall be calculated from data of a constant spatial resolution of 1 m starting with
the first measurement at the start of a trip _d(0)_ . The discrete data points at a resolution of 1 m are referred to as
way points, characterized by a specific distance value d (e.g., 0, 1, 2, 3 m…) and their corresponding altitude _h(d)_

[m above sea level].

The altitude of each discrete way point _d_ shall be calculated through interpolation of the instantaneous altitude
_h_ _corr_ _(t)_ as:

ð1Þ Ä _h_ _corr_ ð0Þ
_h_ _int_ ð _d_ Þ ¼ _h_ _corr_ ð0Þ þ _[h]_ _[ corr]_ Ü ð _d_ Ä _d_ 0 Þ
_d_ 1 Ä _d_ 0

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Where:

_h_ _int_ _(d)_ _—_ interpolated altitude at the discrete way point under consideration _d_ [m above sea level]

_h_ _corr_ _(0) —_ corrected altitude directly before the respective way point _d_ [m above sea level]

_h_ _corr_ _(1) —_ corrected altitude directly after the respective way point _d_ [m above sea level]

_d_ _—_ cumulative distance traveled until the discrete way point under consideration _d_ [m]

_d_ _0_ _—_ cumulative distance travelled until the measurement located directly before the respective way point
_d_ [m]

_d_ _1_ _—_ cumulative distance travelled until the measurement located directly after the respective way point
_d_ [m]

4.4.2. _Additional data smoothing_

The altitude data obtained for each discrete way point shall be smoothed by applying a two-step procedure; _d_ a and
_d_ e denote the first and last data point respectively (Figure 1). The first smoothing run shall be applied as follows:

_road_ _grade;_ 1 ð _d_ Þ ¼ _[h]_ _[ int]_ ð _d_ þ 200 _m_ Þ Ä _h_ _int_ ð _d_ _a_ Þ _for d_ Ï 200 _m_
ð _d_ þ 200 _m_ Þ

_road_ _grade;_ 1 ð _d_ Þ ¼ _[h]_ _[ int]_ ð _d_ þ 200 _m_ Þ Ä _h_ _int_ ð _d_ Ä 200 _m_ Þ _for_ 200 _m < d <_ ð _d_ _e_ Ä 200 _m_ Þ
ð _d_ þ 200 _m_ Þ Ä ð _d_ Ä 200 _m_ Þ

_road_ _grade;_ 1 ð _d_ Þ ¼ _[h]_ _[ int]_ ð _d_ _e_ Þ Ä _h_ _int_ ð _d_ Ä 200 _m_ Þ _for d_ ã ð _d_ _e_ Ä 200 _m_ Þ
_d_ _e_ Ä ð _d_ Ä 200 _m_ Þ

_h_ _int;sm;_ 1 ð _d_ Þ ¼ _h_ _int;sm;_ 1 ð _d_ Ä _1m_ Þ þ _road_ _grade;_ 1 ð _d_ Þ _; d_ ¼ _d_ _a_ þ _1 to d_ _e_

_h_ _int;sm;_ 1 ð _d_ _a_ Þ ¼ _h_ _int_ ð _d_ _a_ Þ þ _road_ _grade;_ 1 ð _d_ _a_ Þ

Where:

_road_ _grade,1_ _(d)_ _—_ smoothed road grade at the discrete way point under consideration after the first smoothing
run [m/m]

_h_ _int_ _(d)_ _—_ interpolated altitude at the discrete way point under consideration _d_ [m above sea level]

_h_ _int,sm,1_ _(d)_ _—_ smoothed interpolated altitude, after the first smoothing run at the discrete way point under
consideration _d_ [m above sea level]

_d_ _—_ cumulative distance travelled at the discrete way point under consideration [m]

_d_ _a_ _—_ reference way point at a distance of zero meters [m]

_d_ _e_ _—_ cumulative distance travelled until the last discrete way point [m]

The second smoothing run shall be applied as follows:

ð _d_ þ _200m_ Þ Ä _h_ _int;sm;_ 1 ð _d_ _a_ Þ
_road_ _grade;_ 2 ð _d_ Þ ¼ _[h]_ _[ int][;][sm][;]_ [1] _for d_ Ï _200m_
ð _d_ þ _200m_ Þ

7.7.2017 EN Official Journal of the European Union L 175/185

ð _d_ þ _200m_ Þ Ä _h_ _int;sm;_ 1 ð _d_ Ä _200m_ Þ
_road_ _grade;_ 2 ð _d_ Þ ¼ _[h]_ _[ int][;][sm][;]_ [1] _for 200m < d <_ ð _d_ _e_ Ä _200m_ Þ
ð _d_ þ _200m_ Þ Ä ð _d_ Ä _200m_ Þ

ð _d_ _e_ Þ Ä _h_ _int;sm;_ 1 ð _d_ Ä _200m_ Þ
_road_ _grade;_ 2 ð _d_ Þ ¼ _[h]_ _[ int][;][sm][;]_ [1] _for d_ ã ð _d_ _e_ Ä _200m_ Þ
_d_ _e_ Ä ð _d_ Ä _200m_ Þ

Where:

_road_ _grade,2_ _(d)_ _—_ smoothed road grade at the discrete way point under consideration after the second smoothing
run [m/m]

_h_ _int,sm,1_ _(d)_ _—_ smoothed interpolated altitude, after the first smoothing run at the discrete way point under
consideration _d_ [m above sea level]

_d_ _—_ cumulative distance travelled at the discrete way point under consideration [m]

_d_ _a_ _—_ reference way point at a distance of zero meters [m]

_d_ _e_ _—_ cumulative distance travelled until the last discrete way point [m]

_Figure 1_

**Illustration of the procedure to smooth the interpolated altitude signals**

4.4.3. _Calculation of the final result_

The positive cumulative elevation gain of a trip shall be calculated by integrating all positive interpolated and
smoothed road grades, i.e. _road_ _grade,2_ _(d)_ . The result should be normalized by the total test distance _d_ tot and
expressed in meters of cumulative elevation gain per one hundred kilometers of distance.

5. NUMERICAL EXAMPLE

Tables 1 and 2 show how to calculate the positive elevation gain on the basis of data recorded during an on-road
test performed with PEMS. For the sake of brevity an extract of 800m and 160s is presented here.

L 175/186 EN Official Journal of the European Union 7.7.2017

5.1. **Screening and principle verification of data quality**

The screening and principle verification of data quality consists of two steps. First, the completeness of vehicle
speed data is checked. No data gaps related to vehicle speed are detected in the present data sample (see Table 1).
Second, the altitude data are checked for completeness; in the data sample, altitude data related to seconds 2 and 3
are missing. The gaps are filled by interpolating the GPS signal. In addition, the GPS altitude is verified by a
topographic map; this verification includes the altitude _h(0)_ at the start of the trip. Altitude data related to seconds
112 -114 are corrected on the basis of the topographic map to satisfy the following condition:

_h_ _GPS_ ð _t_ Þ Ä _h_ _map_ ð _t_ Þ _<_ Ä _40m_

As result of the applied data verification, the data in the fifth column _h(t)_ are obtained.

5.2. **Correction of instantaneous vehicle altitude data**

As a next step, the altitude data _h(t)_ of seconds 1 to 4, 111 to 112 and 159 to 160 are corrected assuming the
altitude values of seconds 0, 110 and 158 respectively since for the altitude data in these time periods the
following condition applies:

j _h_ ð _t_ Þ Ä _h_ ð _t_ Ä 1Þj _>_ ð _v_ ð _t_ Þ _=_ 3,6 Ü _sin45°_ Þ

As result of the applied data correction, the data in the sixth column _h_ _corr_ _(t)_ are obtained. The effect of the applied
verification and correction steps on the altitude data is depicted in Figure 2.

5.3. **Calculation of the cumulative positive elevation gain**

5.3.1. _Establishment of a uniform spatial resolution_

The instantaneous distance _d_ _i_ is calculated by dividing the instantaneous vehicle speed measured in km/h by 3.6
(Column 7 in Table 1). Recalculating the altitude data to obtain a uniform spatial resolution of 1 m yields the
discrete way points d (Column 1 in Table 2) and their corresponding altitude values _h_ _int_ _(d)_ (Column 7 in Table 2).
The altitude of each discrete way point d is calculated through interpolation of the measured instantaneous altitude
_h_ _corr_ as:

_h_ _int_ ð0Þ ¼ 120,3 þ [120,3][ Ä][ 120,3 ]
0,1 Ä 0,0 [Ü ð][0][ Ä][ 0][Þ ¼][ 120,3000]

_h_ _int_ ð520Þ ¼ 132,5 þ [132,6][ Ä][ 132,5 ]
523,6 Ä 519,9 [Ü ð][520][ Ä][ 519,9][Þ ¼][ 132,5027 ]

5.3.2. _Additional data smoothing_

In Table 2, the first and last discrete way points are: _d_ a =0m and _d_ e =799m, respectively. The altitude data of each
discrete way point is smoothed by applying a two steps procedure. The first smoothing run consists of:

_road_ _grade;_ 1 ð0Þ ¼ _[h]_ _[ int]_ ð _200m_ Þ Ä _h_ _int_ ð0Þ ¼ [120,9682][ Ä][ 120,3000 ] ¼ 0,0033
ð0 þ _200m_ Þ 200

_chosen to demonstrate the smoothing for d ≤ 200m_

_road_ _grade;_ 1 ð320Þ ¼ _[h]_ _[ int]_ ð520Þ Ä _h_ _int_ ð120Þ ¼ 0,0288
ð520Þ Ä ð120Þ [¼][ 132,5027] 400 [ Ä][ 121,0 ]

7.7.2017 EN Official Journal of the European Union L 175/187

_chosen to demonstrate the smoothing for 200m < d < (599m)_

_road_ _grade;_ 1 ð720Þ ¼ _[h]_ _[ int]_ ð799Þ Ä _h_ _int_ ð520Þ ¼ [121,2000][ Ä][ 132,5027 ] ¼ Ä0,0405
799 Ä ð520Þ 279

_chosen to demonstrate the smoothing for d ≥ (599m)_

The smoothed and interpolated altitude is calculated as:

_h_ _int;sm;_ 1 ð0Þ ¼ _h_ _int_ ð0Þ þ _road_ _grade;_ 1 ð0Þ ¼ 120,3 þ 0,0033 Ô _120,3033m_

_h_ _int;sm;_ 1 ð799Þ ¼ _h_ _int;sm;_ 1 ð798Þ þ _road_ _grade;_ 1 ð799Þ ¼ 121,2550 Ä 0,0220 ¼ _121,2330m_

Second smoothing run:

_road_ _grade;_ 2 ð0Þ ¼ _[h]_ _[ int][;][sm][;]_ [1] ð200Þ Ä _h_ _int;sm;_ 1 ð0Þ ¼ [119,9618][ Ä][ 120,3033] ¼ Ä0,0017
ð200Þ ð200Þ

_chosen to demonstrate the smoothing for d ≤ 200m_

_road_ _grade;_ 2 ð320Þ ¼ _[h]_ _[ int][;][sm][;]_ [1] ð520Þ Ä _h_ _int;sm;_ 1 ð120Þ ¼ [123,6809][ Ä][ 120,1843 ] ¼ 0,0087
ð520Þ Ä ð120Þ 400

_chosen to demonstrate the smoothing for 200m < d < (599)_

_road_ _grade;_ 2 ð720Þ ¼ _[h]_ _[ int][;][sm][;]_ [1] ð799Þ Ä _h_ _int;sm;_ 1 ð520Þ ¼ [121,2330][ Ä][ 123,6809 ] ¼ Ä0,0088
799 Ä ð520Þ 279

_chosen to demonstrate the smoothing for d ≥ (599m)_

5.3.3. _Calculation of the final result_

The positive cumulative elevation gain of a trip is calculated by integrating all positive interpolated and smoothed
road grades, i.e. values in the column _road_ _grade,2_ _(d)_ in Table 2. For the entire data set the total covered distance was
d tot ¼ 139,7km and all positive interpolated and smoothed road grades were of 516m. Therefore the positive
cumulative elevation gain reached 516*100/139,7=370m/100km.

_Table 1_

**Correction of instantaneous vehicle altitude data**

|Time<br>t [s]|v(t)<br>[km/h]|h (t)<br>GPS<br>[m]|h ap( t)<br>m<br>[m]|h(t)<br>[m]|h corr( t)<br>[m]|d<br>i<br>[m]|Cum. d<br>[m]|
|---|---|---|---|---|---|---|---|
|||||||||
|0|0,00|122,7|129,0|122,7|122,7|0,0|0,0|
|1|0,00|122,8|129,0|122,8|122,7|0,0|0,0|
|2|0,00|—|129,1|123,6|122,7|0,0|0,0|
|3|0,00|—|129,2|124,3|122,7|0,0|0,0|
|4|0,00|125,1|129,0|125,1|122,7|0,0|0,0|
|…|…|…|…|…|…|…|…|

L 175/188 EN Official Journal of the European Union 7.7.2017

|Time<br>t [s]|v(t)<br>[km/h]|h (t)<br>GPS<br>[m]|h ap( t)<br>m<br>[m]|h(t)<br>[m]|h corr( t)<br>[m]|d<br>i<br>[m]|Cum. d<br>[m]|
|---|---|---|---|---|---|---|---|
|18|0,00|120,2|129,4|120,2|120,2|0,0|0,0|
|19|0,32|120,2|129,4|120,2|120,2|0,1|0,1|
|…|…|…|…|…|…|…|…|
|37|24,31|120,9|132,7|120,9|120,9|6,8|117,9|
|38|28,18|121,2|133,0|121,2|121,2|7,8|125,7|
|…|…|…|…|…|…|…|…|
|46|13,52|121,4|131,9|121,4|121,4|3,8|193,4|
|47|38,48|120,7|131,5|120,7|120,7|10,7|204,1|
|…|…|…|…|…|…|…|…|
|56|42,67|119,8|125,2|119,8|119,8|11,9|308,4|
|57|41,70|119,7|124,8|119,7|119,7|11,6|320,0|
|…|…|…|…|…|…|…|…|
|110|10,95|125,2|132,2|125,2|125,2|3,0|509,0|
|111|11,75|100,8|132,3|100,8|125,2|3,3|512,2|
|112|13,52|0,0|132,4|132,4|125,2|3,8|516,0|
|113|14,01|0,0|132,5|132,5|132,5|3,9|519,9|
|114|13,36|24,30|132,6|132,6|132,6|3,7|523,6|
|…|…|…|…|…|…|…||
|149|39,93|123,6|129,6|123,6|123,6|11,1|719,2|
|150|39,61|123,4|129,5|123,4|123,4|11,0|730,2|
|…|…|…|…|…|…|…||
|157|14,81|121,3|126,1|121,3|121,3|4,1|792,1|
|158|14,19|121,2|126,2|121,2|121,2|3,9|796,1|
|159|10,00|128,5|126,1|128,5|121,2|2,8|798,8|
|160|4,10|130,6|126,0|130,6|121,2|1,2|800,0|

— denotes data gaps

_Table 2_

**Calculation of road grade**

|d<br>[m]|t<br>0<br>[s]|d<br>0<br>[m]|d<br>1<br>[m]|h<br>0<br>[m]|h<br>1<br>[m]|h int( d)<br>[m]|road rade,1( d)<br>g<br>[m/m]|h int,sm,1( d)<br>[m]|road rade,2( d)<br>g<br>[m/m]|
|---|---|---|---|---|---|---|---|---|---|
|0|18|0,0|0,1|120,3|120,4|120,3|0,0035|120,3|– 0,0015|
|…|…|…|…|…|…|…|…|…|…|

7.7.2017 EN Official Journal of the European Union L 175/189

|d<br>[m]|t<br>0<br>[s]|d<br>0<br>[m]|d<br>1<br>[m]|h<br>0<br>[m]|h<br>1<br>[m]|h int( d)<br>[m]|road rade,1( d)<br>g<br>[m/m]|h int,sm,1( d)<br>[m]|road rade,2( d)<br>g<br>[m/m]|
|---|---|---|---|---|---|---|---|---|---|
|120|37|117,9|125,7|120,9|121,2|121,0|– 0,0019|120,2|0,0035|
|…|…|…|…|…|…|…|…|…|…|
|200|46|193,4|204,1|121,4|120,7|121,0|– 0,0040|120,0|0,0051|
|…|…|…|…|…|…|…|…|…|…|
|320|56|308,4|320,0|119,8|119,7|119,7|0,0288|121,4|0,0088|
|…|…|…|…|…|…|…|…|…|…|
|520|113|519,9|523,6|132,5|132,6|132,5|0,0097|123,7|0,0037|
|…|…|…|…|…|…|…|…|…|…|
|720|149|719,2|730,2|123,6|123,4|123,6|– 0,0405|122,9|– 0,0086|
|…|…|…|…|…|…|…|…|…|…|
|798|158|796,1|798,8|121,2|121,2|121,2|– 0,0219|121,3|– 0,0151|
|799|159|798,8|800,0|121,2|121,2|121,2|– 0,0220|121,3|– 0,0152|

_Figure 2_

**The effect of data verification and correction - The altitude profile measured by GPS** _**h**_ _**GPS**_ _**(t)**_ **, the altitude**
**profile provided by the topographic map** _**h**_ _**map**_ _**(t)**_ **, the altitude profile obtained after the screening and**
**principle verification of data quality** _**h(t)**_ **and the correction** _**h**_ _**corr**_ _**(t)**_ **of data listed in Table 1**

L 175/190 EN Official Journal of the European Union 7.7.2017

_Figure 3_

**Comparison between the corrected altitude profile** _**h**_ _**corr**_ _**(t)**_ **and the smoothed and interpolated altitude**
_**h**_
_**int,sm,1**_

_Table 3_

**Calculation of the positive elevation gain**

|d<br>[m]|t<br>0<br>[s]|d<br>0<br>[m]|d<br>1<br>[m]|h<br>0<br>[m]|h<br>1<br>[m]|h int( d)<br>[m]|road rade,1( d)<br>g<br>[m/m]|h int,sm,1( d)<br>[m]|road rade,2( d)<br>g<br>[m/m]|
|---|---|---|---|---|---|---|---|---|---|
|||||||||||
|0|18|0,0|0,1|120,3|120,4|120,3|0,0035|120,3|– 0,0015|
|…|…|…|…|…|…|…|…|…|…|
|120|37|117,9|125,7|120,9|121,2|121,0|– 0,0019|120,2|0,0035|
|…|…|…|…|…|…|…|…|…|…|
|200|46|193,4|204,1|121,4|120,7|121,0|– 0,0040|120,0|0,0051|
|…|…|…|…|…|…|…|…|…|…|
|320|56|308,4|320,0|119,8|119,7|119,7|0,0288|121,4|0,0088|
|…|…|…|…|…|…|…|…|…|…|
|520|113|519,9|523,6|132,5|132,6|132,5|0,0097|123,7|0,0037|
|…|…|…|…|…|…|…|…|…|…|
|720|149|719,2|730,2|123,6|123,4|123,6|– 0,0405|122,9|– 0,0086|
|…|…|…|…|…|…|…|…|…|…|
|798|158|796,1|798,8|121,2|121,2|121,2|– 0,0219|121,3|– 0,0151|
|799|159|798,8|800,0|121,2|121,2|121,2|– 0,0220|121,3|– 0,0152|

7.7.2017 EN Official Journal of the European Union L 175/191

_Appendix 8_

**Data exchange and reporting requirements**

1. INTRODUCTION

This Appendix describes the requirements for the data exchange between the measurement systems and the data
evaluation software and the reporting and exchange of intermediate and final results after the completion of the
data evaluation.

The exchange and reporting of mandatory and optional parameters shall follow the requirements of point 3.2 of
Appendix 1. The data specified in the exchange and reporting files of point 3 shall be reported to ensure
traceability of final results.

2. SYMBOLS, PARAMETERS AND UNITS

_a_ 1 — coefficient of the CO 2 characteristic curve

_b_ 1 — coefficient of the CO 2 characteristic curve

_a_ 2 — coefficient of the CO 2 characteristic curve

_b_ 2 — coefficient of the CO 2 characteristic curve

_k_ 11 — coefficient of the weighing function

_k_ 12 — coefficient of the weighing function

_k_ 21 — coefficient of the weighing function

_k_ 22 — coefficient of the weighing function

_tol_ 1 — primary tolerance

_tol_ 2 — secondary tolerance

ð _v · a_ _pos_ Þ _k_ Ä ½95â — 95 [th] percentile of the product of vehicle speed and positiveacceleration greater than 0,1 m/s [2]

for urban, rural and motorway driving [m [2] /s [3] or W/kg]

_RPA_ _K_ — relative positive acceleration for urban, rural and motorway driving [m/s [2] or kWs/(kg*km)]

3. DATA EXCHANGE AND REPORTING FORMAT

3.1. **General**

Emission values as well as any other relevant parameters shall be reported and exchanged as csv-formatted data
file. Parameter values shall be separated by a comma, ASCII-Code #h2C. The decimal marker of numerical values
shall be a point, ASCII-Code #h2E. Lines shall be terminated by carriage return, ASCII-Code #h0D. No thousands
separators shall be used.

3.2. **Data exchange**

Data shall be exchanged between the measurement systems and the data evaluation software by means of a
standardised reporting file that contains a minimum set of mandatory and optional parameters. The data exchange
file shall be structured as follows: The first 195 lines shall be reserved for a header that provides specific
information about, e.g., the test conditions, the identity and calibration of the PEMS equipment (Table 1). Lines
198-200 shall contain the labels and units of parameters. Lines 201 and all consecutive data lines shall comprise
the body of the data exchange file and report parameter values (Table 2). The body of the data exchange file shall
contain at least as many data lines as the test duration in seconds multiplied by the recording frequency in hertz.

L 175/192 EN Official Journal of the European Union 7.7.2017

3.3. **Intermediate and final results**

Summary parameters of intermediate results shall be recorded and structured as indicated in Table 3. The
information in Table 3 shall be obtained prior to the application of the data evaluation methods laid down in
Appendices 5 and 6.

The vehicle manufacturer shall record the results of the two data evaluation methods in separate files. The results
of the data evaluation with the method described in Appendix 5 shall be reported according to Tables 4, 5 and 6.
The results of the data evaluation with the method described in Appendix 6 shall be reported according to Tables
7, 8 and 9. The header of the data reporting file shall be composed of three parts. The first 95 lines shall be
reserved for specific information about the settings of the data evaluation method. Lines 101-195 shall report the
results of the data evaluation method. Lines 201-490 shall be reserved for reporting the final emission results. Line
501 and all consecutive data lines comprise the body of the data reporting file and shall contain the detailed
results of the data evaluation.

4. TECHNICAL REPORTING TABLES

4.1. **Data exchange**

_Table 1_

**Header of the data exchange file**

|Line|Parameter|Description/unit|
|---|---|---|
|1|TEST ID|[code]|
|2|Test date|[day.month.year]|
|3|Organisation supervising the test|[name of the organization]|
|4|Test location|[city, country]|
|5|Person supervising the test|[name of the principal supervisor]|
|6|Vehicle driver|[name of the driver]|
|7|Vehicle type|[vehicle name]|
|8|Vehicle manufacturer|[name]|
|9|Vehicle model year|[year]|
|10|Vehicle ID|[VIN code]|
|11|Odometer reading at test start|[km]|
|12|Odometer reading at test end|[km]|
|13|Vehicle category|[category]|
|14|Type approval emissions limit|[Euro X]|
|15|Engine type|[e.g., spark ignition, compression ignition]|
|16|Engine rated power|[kW]|
|17|Peak torque|[Nm]|
|18|Engine displacement|[ccm]|
|19|Transmission|[e.g., manual, automatic]|
|20|Number of forward gears|[#]|

7.7.2017 EN Official Journal of the European Union L 175/193

|Line|Parameter|Description/unit|
|---|---|---|
|21|Fuel|[e.g., gasoline, diesel]|
|22|Lubricant|[product label]|
|23|Tire size|[width/height/rim diameter]|
|24|Front and rear axle tire pressure|[bar; bar]|
|25W|Road load parameters from WLTP,|[F 0 , F 1 , F 2 ]|
|25N|Road load parameters from NEDC|[F 0 , F 1 , F 2 ],|
|26|Type-approval test cycle|[NEDC, WLTC]|
|27|Type-approval CO 2 emissions|[g/km]|
|28|CO 2 emissions in WLTC mode Low|[g/km]|
|29|CO 2 emissions in WLTC mode Mid|[g/km]|
|30|CO 2 emissions in WLTC mode High|[g/km]|
|31|CO 2 emissions in WLTC mode Extra High|[g/km]|
|32|Vehicle test mass ( 1 )|[kg;% ( 2 )]|
|33|PEMS manufacturer|[name]|
|34|PEMS type|[PEMS name]|
|35|PEMS serial number|[number]|
|36|PEMS power supply|[e.g., battery type]|
|37|Gas analyser manufacturer|[name]|
|38|Gas analyser type|[type]|
|39|Gas analyser serial number|[number]|
|40-50 ( 3 )|…|…|
|51|EFM manufacturer ( 4 )|[name]|
|52|EFM sensor type ( 4 )|[functional principle]|
|53|EFM serial number ( 4 )|[number]|
|54|Source of exhaust mass flow rate|[EFM/ECU/sensor]|
|55|Air pressure sensor|[type, manufacturer]|
|56|Test date|[day.month.year]|
|57|Start time of pre-test procedure|[h:min]|
|58|Start time of trip|[h:min]|
|59|Start time of post-test procedure|[h:min]|
|60|End time of pre-test procedure|[h:min]|
|61|End time of trip|[h:min]|

L 175/194 EN Official Journal of the European Union 7.7.2017

|Line|Parameter|Description/unit|
|---|---|---|
|62|End time of post-test procedure|[h:min]|
|63-70 ( 5 )|…|…|
|71|Time correction: Shift THC|[s]|
|72|Time correction: Shift CH 4|[s]|
|73|Time correction: Shift NMHC|[s]|
|74|Time correction: Shift O 2|[s]|
|75|Time correction: Shift PN|[s]|
|76|Time correction: Shift CO|[s]|
|77|Time correction: Shift CO 2|[s]|
|78|Time correction: Shift NO|[s]|
|79|Time correction: Shift NO 2|[s]|
|80|Time correction: Shift exhaust mass flow rate|[s]|
|81|Span reference value THC|[ppm]|
|82|Span reference value CH 4|[ppm]|
|83|Span reference value NMHC|[ppm]|
|84|Span reference value O 2|[%]|
|85|Span reference value PN|[#]|
|86|Span reference value CO|[ppm]|
|87|Span reference value CO 2|[%]|
|88|Span reference value NO|[ppm]|
|89|Span Reference Value NO 2|[ppm]|
|90-95 ( 5 )|…|…|
|96|Pre-test zero response THC|[ppm]|
|97|Pre-test zero response CH 4|[ppm]|
|98|Pre-test zero response NMHC|[ppm]|
|99|Pre-test zero response O 2|[%]|
|100|Pre-test zero response PN|[#]|
|101|Pre-test zero response CO|[ppm]|
|102|Pre-test zero response CO 2|[%]|
|103|Pre-test zero response NO|[ppm]|
|104|Pre-test zero response NO 2|[ppm]|
|105|Pre-test span response THC|[ppm]|
|106|Pre-test span response CH 4|[ppm]|

7.7.2017 EN Official Journal of the European Union L 175/195

|Line|Parameter|Description/unit|
|---|---|---|
|107|Pre-test span response NMHC|[ppm]|
|108|Pre-test span response O 2|[%]|
|109|Pre-test span response PN|[#]|
|110|Pre-test span response CO|[ppm]|
|111|Pre-test span response CO 2|[%]|
|112|Pre-test span response NO|[ppm]|
|113|Pre-test span response NO 2|[ppm]|
|114|Post-test zero response THC|[ppm]|
|115|Post-test zero response CH 4|[ppm]|
|116|Post-test zero response NMHC|[ppm]|
|117|Post-test zero response O 2|[%]|
|118|Post-test zero response PN|[#]|
|119|Post-test zero response CO|[ppm]|
|120|Post-test zero response CO 2|[%]|
|121|Post-test zero response NO|[ppm]|
|122|Post-test zero response NO 2|[ppm]|
|123|Post-test span response THC|[ppm]|
|124|Post-test span response CH 4|[ppm]|
|125|Post-test span response NMHC|[ppm]|
|126|Post-test span response O 2|[%]|
|127|Post-test span response PN|[#]|
|128|Post-test span response CO|[ppm]|
|129|Post-test span response CO 2|[%]|
|130|Post-test span response NO|[ppm]|
|131|Post-test span response NO 2|[ppm]|
|132|PEMS validation – results THC|[mg/km;%] ( 6 )|
|133|PEMS validation – results CH 4|[mg/km;%] ( 6 )|
|134|PEMS validation – results NMHC|[mg/km;%] ( 6 )|
|135|PEMS validation – results PN|[#/km;%] ( 6 )|
|136|PEMS validation – results CO|[mg/km;%] ( 6 )|

L 175/196 EN Official Journal of the European Union 7.7.2017

|Line|Parameter|Description/unit|
|---|---|---|
|137|PEMS validation – results CO 2|[g/km;%] ( 6 )|
|138|PEMS validation – results NO X|[mg/km;%] ( 6 )|
|… ( 7 )|… ( 7 )|… ( 7 )|

( [1] ) Mass of the vehicle as tested on the road, including the mass of the driver and all PEMS components.
( [2] ) Percentage shall indicate the deviation from the gross vehicle weight.
( [3] ) Placeholders for additional information about analyser manufacturer and serial number in case multiple analysers are used.
Number of reserved rows is indicative only; no empty rows shall occur in the completed data reporting file.
( [4] ) Mandatory if the exhaust mass flow rate is determined by an EFM.
( [5] ) If required, additional information may be added here.
( [6] ) PEMS validation is optional; distance-specific emissions as measured with the PEMS; Percentage shall indicate the deviation
from the laboratory reference
( [7] ) Additional parameters may be added until line 195 to characterise and label the test.

_Table 2_

**Body of the data exchange file; the rows and columns of this table shall be transposed in the body of the**

|Body of th|he data exchange file; the rows|s and columns of this table data exchange file|e shall be transposed in the|e body of the|
|---|---|---|---|---|
|Line|198|199 ( 1 )|200|201|
||Time|trip|[s]|( 2 )|
||Vehicle speed ( 3 )|Sensor|[km/h]|( 2 )|
||Vehicle speed ( 3 )|GPS|[km/h]|( 2 )|
||Vehicle speed ( 3 )|ECU|[km/h]|( 2 )|
||Latitude|GPS|[deg:min:s]|( 2 )|
||Longitude|GPS|[deg:min:s]|( 2 )|
||Altitude ( 3 )|GPS|[m]|( 2 )|
||Altitude ( 3 )|Sensor|[m]|( 2 )|
||Ambient pressure|Sensor|[kPa]|( 2 )|
||Ambient temperature|Sensor|[K]|( 2 )|
||Ambient humidity|Sensor|[g/kg; %]|( 2 )|
||THC concentration|Analyser|[ppm]|( 2 )|
||CH 4 concentration|Analyser|[ppm]|( 2 )|
||NMHC concentration|Analyser|[ppm]|( 2 )|
||CO concentration|Analyser|[ppm]|( 2 )|
||CO 2 concentration|Analyser|[ppm]|( 2 )|
||NO X concentration|Analyser|[ppm]|( 2 )|
||NO concentration|Analyser|[ppm]|( 2 )|
||NO 2 concentration|Analyser|[ppm]|( 2 )|
||O 2 concentration|Analyser|[ppm]|( 2 )|
||PN concentration|Analyser|[#/m 3 ]|( 2 )|
||Exhaust mass flow rate|EFM|[kg/s]|( 2 )|

7.7.2017 EN Official Journal of the European Union L 175/197

|Line|198|199 ( 1)|200|201|
|---|---|---|---|---|
||Exhaust temperature in the<br>EFM|EFM|[K]|( 2 )|
||Exhaust mass flow rate|Sensor|[kg/s]|( 2 )|
||Exhaust mass flow rate|ECU|[kg/s]|( 2 )|
||THC mass|Analyser|[g/s]|( 2 )|
||CH 4 mass|Analyser|[g/s]|( 2 )|
||NMHC mass|Analyser|[g/s]|( 2 )|
||CO mass|Analyser|[g/s]|( 2 )|
||CO 2 mass|Analyser|[g/s]|( 2 )|
||NO X mass|Analyser|[g/s]|( 2 )|
||NO mass|Analyser|[g/s]|( 2 )|
||NO 2 mass|Analyser|[g/s]|( 2 )|
||O 2 mass|Analyser|[g/s]|( 2 )|
||PN|Analyser|[#/s]|( 2 )|
||Gas measurement active|PEMS|[active (1); inactive (0);<br>error (>1)]|( 2 )|
||Engine speed|ECU|[rpm]|( 2 )|
||Engine torque|ECU|[Nm]|( 2 )|
||Torque at driven axle|Sensor|[Nm]|( 2 )|
||Wheel rotational speed|Sensor|[rad/s]|( 2 )|
||Fuel rate|ECU|[g/s]|( 2 )|
||Engine fuel flow|ECU|[g/s]|( 2 )|
||Engine intake air flow|ECU|[g/s]|( 2 )|
||Coolant temperature|ECU|[K]|( 2 )|
||Oil temperature|ECU|[K]|( 2 )|
||Regeneration status|ECU|—|( 2 )|
||Pedal position|ECU|[%]|( 2 )|
||Vehicle status|ECU|[error (1); normal (0)]|( 2 )|
||Per cent torque|ECU|[%]|( 2 )|
||Per cent friction torque|ECU|[%]|( 2 )|
||State of charge|ECU|[%]|( 2 )|
||… ( 4 )|… ( 4 )|… ( 4 )|( 2 ), ( 4 )|

( [1] ) This column can be omitted if the parameter source is part of the label in column 198.
( [2] ) Actual values to be included from line 201 onward until the end of data
( [3] ) To be determined by at least one method
( [4] ) Additional parameters may be added to characterise vehicle and test conditions.

L 175/198 EN Official Journal of the European Union 7.7.2017

4.2. **Intermediate and final results**

4.2.1. _Intermediate results_

_Table 3_

**Reporting file #1 - Summary parameters of intermediate results**

|Line|Parameter|Description/unit|
|---|---|---|
|1|Total trip distance|[km]|
|2|Total trip duration|[h:min:s]|
|3|Total stop time|[min:s]|
|4|Trip average speed|[km/h]|
|5|Trip maximum speed|[km/h]|
|6|Altitude at start point of the trip|[m above sea level]|
|7|Altitude at end point of the trip|[m above sea level]|
|8|Cumulative elevation gain during the trip|[m/100 km]|
|6|Average THC concentration|[ppm]|
|7|Average CH 4 concentration|[ppm]|
|8|Average NMHC concentration|[ppm]|
|9|Average CO concentration|[ppm]|
|10|Average CO 2 concentration|[ppm]|
|11|Average NO X concentration|[ppm]|
|12|Average PN concentration|[#/m 3 ]|
|13|Average exhaust mass flow rate|[kg/s]|
|14|Average exhaust temperature|[K]|
|15|Maximum exhaust temperature|[K]|
|16|Cumulated THC mass|[g]|
|17|Cumulated CH 4 mass|[g]|
|18|Cumulated NMHC mass|[g]|
|19|Cumulated CO mass|[g]|
|20|Cumulated CO 2 mass|[g]|
|21|Cumulated NO X mass|[g]|
|22|Cumulated PN|[#]|
|23|Total trip THC emissions|[mg/km]|
|24|Total trip CH 4 emissions|[mg/km]|
|25|Total trip NMHC emissions|[mg/km]|
|26|Total trip CO emissions|[mg/km]|

7.7.2017 EN Official Journal of the European Union L 175/199

|Line|Parameter|Description/unit|
|---|---|---|
|27|Total trip CO 2 emissions|[g/km]|
|28|Total trip NO X emissions|[mg/km]|
|29|Total trip PN emissions|[#/km]|
|30|Distance urban part|[km]|
|31|Duration urban part|[h:min:s]|
|32|Stop time urban part|[min:s]|
|33|Average speed urban part|[km/h]|
|34|Maximum speed urban part|[km/h]|
|38|ð_v · a pos_ <br>Þ_ k_ Ä ½95â, k=urban|[m 2 /s 3 ]|
|39|_RPA k_ , k=urban|[m/s 2 ]|
|40|Cumulative urban elevation gain|[m/100 km]|
|41|Average urban THC concentration|[ppm]|
|42|Average urban CH 4 concentration|[ppm]|
|43|Average urban NMHC concentration|[ppm]|
|44|Average urban CO concentration|[ppm]|
|45|Average urban CO 2 concentration|[ppm]|
|46|Average urban NO X concentration|[ppm]|
|47|Average urban PN concentration|[#/m 3 ]|
|48|Average urban exhaust mass flow rate|[kg/s]|
|49|Average urban exhaust temperature|[K]|
|50|Maximum urban exhaust temperature|[K]|
|51|Cumulated urban THC mass|[g]|
|52|Cumulated urban CH 4 mass|[g]|
|53|Cumulated urban NMHC mass|[g]|
|54|Cumulated urban CO mass|[g]|
|55|Cumulated urban CO 2 mass|[g]|
|56|Cumulated urban NO X mass|[g]|
|57|Cumulated urban PN|[#]|
|58|Urban THC emissions|[mg/km]|
|59|Urban CH 4 emissions|[mg/km]|
|60|Urban NMHC emissions|[mg/km]|
|61|Urban CO emissions|[mg/km]|
|62|Urban CO 2 emissions|[g/km]|

L 175/200 EN Official Journal of the European Union 7.7.2017

|Line|Parameter|Description/unit|
|---|---|---|
|63|Urban NO X emissions|[mg/km]|
|64|Urban PN emissions|[#/km]|
|65|Distance rural part|[km]|
|66|Duration rural part|[h:min:s]|
|67|Stop time rural part|[min:s]|
|68|Average speed rural part|[km/h]|
|69|Maximum speed rural part|[km/h]|
|70|ð_v · a pos_ <br>Þ_ k_ Ä ½95â, k=rural|[m 2 /s 3 ]|
|71|_RPA k_ , k=rural|[m/s 2 ]|
|72|Average rural THC concentration|[ppm]|
|73|Average rural CH 4 concentration|[ppm]|
|74|Average rural NMHC concentration|[ppm]|
|75|Average rural CO concentration|[ppm]|
|76|Average rural CO 2 concentration|[ppm]|
|77|Average rural NO X concentration|[ppm]|
|78|Average rural PN concentration|[#/m 3 ]|
|79|Average rural exhaust mass flow rate|[kg/s]|
|80|Average rural exhaust temperature|[K]|
|81|Maximum rural exhaust temperature|[K]|
|82|Cumulated rural THC mass|[g]|
|83|Cumulated rural CH 4 mass|[g]|
|84|Cumulated rural NMHC mass|[g]|
|85|Cumulated rural CO mass|[g]|
|86|Cumulated rural CO 2 mass|[g]|
|87|Cumulated rural NO X mass|[g]|
|88|Cumulated rural PN|[#]|
|89|Rural THC emissions|[mg/km]|
|90|Rural CH 4 emissions|[mg/km]|
|91|Rural NMHC emissions|[mg/km]|
|92|Rural CO emissions|[mg/km]|
|93|Rural CO 2 emissions|[g/km]|
|94|Rural NO X emissions|[mg/km]|
|95|Rural PN emissions|[#/km]|

7.7.2017 EN Official Journal of the European Union L 175/201

|Line|Parameter|Description/unit|
|---|---|---|
|96|Distance motorway part|[km]|
|97|Duration motorway part|[h:min:s]|
|98|Stop time motorway part|[min:s]|
|99|Average speed motorway part|[km/h]|
|100|Maximum speed motorway part|[km/h]|
|101|ð_v · a pos_ <br>Þ_ k_ Ä ½_95_â, k=motorway|[m 2 /s 3 ]|
|102|_RPA k_, k=motorway|[m/s 2 ]|
|103|Average motorway THC concentration|[ppm]|
|104|Average motorway CH 4 concentration|[ppm]|
|105|Average motorway NMHC concentration|[ppm]|
|106|Average motorway CO concentration|[ppm]|
|107|Average motorway CO 2 concentration|[ppm]|
|108|Average motorway NO X concentration|[ppm]|
|109|Average motorway PN concentration|[#/m 3 ]|
|110|Average motorway exhaust mass flow rate|[kg/s]|
|111|Average motorway exhaust temperature|[K]|
|112|Maximum motorway exhaust temperature|[K]|
|113|Cumulated motorway THC mass|[g]|
|114|Cumulated motorway CH 4 mass|[g]|
|115|Cumulated motorway NMHC mass|[g]|
|116|Cumulated motorway CO mass|[g]|
|117|Cumulated motorway CO 2 mass|[g]|
|118|Cumulated motorway NO X mass|[g]|
|119|Cumulated motorway PN|[#]|
|120|Motorway THC emissions|[mg/km]|
|121|Motorway CH 4 emissions|[mg/km]|
|122|Motorway NMHC emissions|[mg/km]|
|123|Motorway CO emissions|[mg/km]|
|124|Motorway CO 2 emissions|[g/km]|
|125|Motorway NO X emissions|[mg/km]|
|126|Motorway PN emissions|[#/km]|
|… ( 1 )|… ( 1 )|… ( 1 )|

( [1] ) Parameters may be added to characterize additional elements of the trip.

L 175/202 EN Official Journal of the European Union 7.7.2017

4.2.2. _Results of the data evaluation_

_Table 4_

**Header of reporting file #2 - Calculation settings of the data evaluation method according to Appendix 5**

|Line|Parameter|Unit|
|---|---|---|
|1|Reference CO 2 mass|[g]|
|2|Coefficient_ a_ 1 of the CO 2 characteristic curve||
|3|Coefficient_ b_ 1 of the CO 2 characteristic curve||
|4|Coefficient_ a_ 2 of the CO 2 characteristic curve||
|5|Coefficient_ b_ 2 of the CO 2 characteristic curve||
|6|Coefficient_ k_ 11 of the weighing function||
|7|Coefficient_ k_ 21 of the weighing function||
|8|Coefficient_ k_ 22 =_k_ 12 of the weighing function||
|9|Primary tolerance_ tol_ 1|[%]|
|10|Secondary tolerance_ tol_ 2|[%]|
|11|Calculation software and version|(e.g. EMROAD 5.8)|
|… ( 1 )|… ( 1 )|… ( 1 )|

( [1] ) Parameters may be added until line 95 to characterize additional calculation settings.

_Table 5a_

**Header of reporting file #2 – Results of the data evaluation method according to Appendix 5**

|Line|Parameter|Unit|
|---|---|---|
|101|Number of windows||
|102|Number of urban windows||
|103|Number of rural windows||
|104|Number of motorway windows||
|105|Share of urban windows|[%]|
|106|Share of rural windows|[%]|
|107|Share of motorway windows|[%]|
|108|Share of urban windows in the total number of windows<br>higher than 15 %|(1=Yes, 0=No)|
|109|Share of rural windows in the total number of windows<br>higher than 15 %|(1=Yes, 0=No)|
|110|Share of motorway windows in the total number of<br>windows higher than 15 %|(1=Yes, 0=No)|

7.7.2017 EN Official Journal of the European Union L 175/203

|Line|Parameter|Unit|
|---|---|---|
|111|Number of windows within ±_ tol_ 1||
|112|Number of urban windows within ±_ tol_ 1||
|113|Number of rural windows within ±_ tol_ 1||
|114|Number of motorway windows within ±_ tol_ 1||
|115|Number of windows within ±_ tol_ 2||
|116|Number of urban windows within ±_ tol_ 2||
|117|Number of rural windows within ±_ tol_ 2||
|118|Number of motorway windows within ±_ tol_ 2||
|119|Share of urban windows within ±_ tol_ 1|[%]|
|120|Share of rural windows within ±_ tol_ 1|[%]|
|121|Share of motorway windows within ±_ tol_ 1|[%]|
|122|Share of urban windows within ±_ tol_ 1 greater than 50 %|(1=Yes, 0=No)|
|123|Share of rural windows within ±_ tol_ 1 greater than 50 %|(1=Yes, 0=No)|
|124|Share of motorway windows within ±_ tol_ 1 greater than<br>50 %|(1=Yes, 0=No)|
|125|Average severity index of all windows|[%]|
|126|Average severity index of urban windows|[%]|
|127|Average severity index of rural windows|[%]|
|128|Average severity index of motorway windows|[%]|
|129|Weighted THC emissions of urban windows|[mg/km]|
|130|Weighted THC emissions of rural windows|[mg/km]|
|131|Weighted THC emissions of motorway windows|[mg/km]|
|132|Weighted CH 4 emissions of urban windows|[mg/km]|
|133|Weighted CH 4 emissions of rural windows|[mg/km]|
|134|Weighted CH 4 emissions of motorway windows|[mg/km]|
|135|Weighted NMHC emissions of urban windows|[mg/km]|
|136|Weighted NMHC emissions of rural windows|[mg/km]|
|137|Weighted NMHC emissions of motorway windows|[mg/km]|
|138|Weighted CO emissions of urban windows|[mg/km]|
|139|Weighted CO emissions of rural windows|[mg/km]|
|140|Weighted CO emissions of motorway windows|[mg/km]|
|141|Weighted NO x emissions of urban windows|[mg/km]|

L 175/204 EN Official Journal of the European Union 7.7.2017

|Line|Parameter|Unit|
|---|---|---|
|142|Weighted NO x emissions of rural windows|[mg/km]|
|143|Weighted NO x emissions of motorway windows|[mg/km]|
|144|Weighted NO emissions of urban windows|[mg/km]|
|145|Weighted NO emissions of rural windows|[mg/km]|
|146|Weighted NO emissions of motorway windows|[mg/km]|
|147|Weighted NO 2 emissions of urban windows|[mg/km]|
|148|Weighted NO 2 emissions of rural windows|[mg/km]|
|149|Weighted NO 2 emissions of motorway windows|[mg/km]|
|150|Weighted PN emissions of urban windows|[#/km]|
|151|Weighted PN emissions of rural windows|[#/km]|
|152|Weighted PN emissions of motorway windows|[#/km]|
|… ( 1 )|… ( 1 )|… ( 1 )|

( [1] ) Parameters may be added until line 195.

_Table 5b_

**Header of reporting file #2 – Final emission results according to Appendix 5**

|Line|Parameter|Unit|
|---|---|---|
|201|Total trip - THC Emissions|[mg/km]|
|202|Total trip - CH 4 Emissions|[mg/km]|
|203|Total trip - NMHC Emissions|[mg/km]|
|204|Total trip - CO Emissions|[mg/km]|
|205|Total trip - NO x Emissions|[mg/km]|
|206|Total trip - PN Emissions|[#/km]|
|… ( 1 )|… ( 1 )|… ( 1 )|

( [1] ) Additional parameters may be added.

_Table 6_

**Body of reporting file #2 - Detailed results of the data evaluation method according to Appendix 5; the**
**rows and columns of this table shall be transposed in the body of the data reporting file**

|Line|498|499|500|501|
|---|---|---|---|---|
||Window Start Time||[s]|( 1 )|
||Window End Time||[s]|( 1 )|
||Window Duration||[s]|( 1 )|

7.7.2017 EN Official Journal of the European Union L 175/205

|Line|498|499|500|501|
|---|---|---|---|---|
||Window Distance|Source (1=GPS, 2=ECU, 3=Sensor)|[km]|( 1 )|
||Window THC emissions||[g]|( 1 )|
||Window CH 4 emissions||[g]|( 1 )|
||Window NMHC emissions||[g]|( 1 )|
||Window CO emissions||[g]|( 1 )|
||Window CO 2 emissions||[g]|( 1 )|
||Window NO X emissions||[g]|( 1 )|
||Window NO emissions||[g]|( 1 )|
||Window NO 2 emissions||[g]|( 1 )|
||Window O 2 emissions||[g]|( 1 )|
||Window PN emissions||[#]|( 1 )|
||Window THC emissions||[mg/km]|( 1 )|
||Window CH 4 emissions||[mg/km]|( 1 )|
||Window NMHC emissions||[mg/km]|( 1 )|
||Window CO emissions||[mg/km]|( 1 )|
||Window CO 2 emissions||[g/km]|( 1 )|
||Window NO X emissions||[mg/km]|( 1 )|
||Window NO emissions||[mg/km]|( 1 )|
||Window NO 2 emissions||[mg/km]|( 1 )|
||Window O 2 emissions||[mg/km]|( 1 )|
||Window PN emissions||[#/km]|( 1 )|
||Window distance to CO 2 <br>characteristic curve_ h j_||[%]|( 1 )|
||Window weighing factor_ w j_||[—]|( 1 )|
||Window<br>Average<br>Vehicle<br>Speed|Source (1=GPS, 2=ECU, 3=Sensor)|[km/h]|( 1 )|
||… ( 2 )|… ( 2 )|… ( 2 )|( 1 ), ( 2 )|

( [1] ) Actual values to be included from line 501 to line onward until the end of data.
( [2] ) Additional parameters may be added to characterise window characteristics.

_Table 7_

**Header of reporting file #3 - Calculation settings of the data evaluation method according to Appendix 6**

|Line|Parameter|Unit|
|---|---|---|
|1|Torque source for the power at the wheels|Sensor/ECU/‘Veline’|
|2|Slope of the Veline|[g/kWh]|
|3|Intercept of the Veline|[g/h]|

L 175/206 EN Official Journal of the European Union 7.7.2017

|Line|Parameter|Unit|
|---|---|---|
|4|Moving average duration|[s]|
|5|Reference speed for de-normalisation of goal pattern|[km/h]|
|6|Reference acceleration|[m/s 2 ]|
|7|Power demand at the wheel hub for a vehicle at reference<br>speed and acceleration|[kW]|
|8|Number of power classes including the 90 % of P rated|—|
|9|Goal pattern layout|(stretched/shrank)|
|10|Calculation software and version|(e.g. CLEAR 1.8)|
|… ( 1 )|… ( 1 )|… ( 1 )|

( [1] ) Additional parameters may be added until line 95 to characterize calculation settings

_Table 8a_

**Header of reporting file #3 – Results of data evaluation method according to Appendix 6**

|Line|Parameter|Unit|
|---|---|---|
|101|Power class coverage (counts > 5)|(1=Yes, 0=No)|
|102|Power class normality|(1=Yes, 0=No)|
|103|Total trip - Weighted average THC emissions|[g/s]|
|104|Total trip - Weighted average CH 4 emissions|[g/s]|
|105|Total trip - Weighted average NMHC emissions|[g/s]|
|106|Total trip - Weighted average CO emissions|[g/s]|
|107|Total trip - Weighted average CO 2 emissions|[g/s]|
|108|Total trip - Weighted average NO X emissions|[g/s]|
|109|Total trip - Weighted s average NO emissions|[g/s]|
|110|Total trip - Weighted average NO 2 emissions|[g/s]|
|111|Total trip - Weighted average O 2 emissions|[g/s]|
|112|Total trip - Weighted average PN emissions|[#/s]|
|113|Total trip - Weighted average Vehicle Speed|[km/h]|
|114|Urban - Weighted average THC emissions|[g/s]|
|115|Urban - Weighted average CH 4 emissions|[g/s]|
|116|Urban - Weighted average NMHC emissions|[g/s]|
|117|Urban - Weighted average CO emissions|[g/s]|
|118|Urban - Weighted average CO 2 emissions|[g/s]|
|119|Urban - Weighted average NO X emissions|[g/s]|
|120|Urban - Weighted s average NO emissions|g/s]|

7.7.2017 EN Official Journal of the European Union L 175/207

|Line|Parameter|Unit|
|---|---|---|
|121|Urban - Weighted average NO 2 emissions|[g/s]|
|122|Urban - Weighted average O 2 emissions|[g/s]|
|123|Urban - Weighted average PN emissions|[#/s]|
|124|Urban - Weighted average Vehicle Speed|[km/h]|
|… ( 1 )|… ( 1 )|… ( 1 )|

( [1] ) Additional parameters may be added until line 195

_Table 8b_

**Header of reporting file #3 – Final emissions results according to Appendix 6**

|Line|Parameter|Unit|
|---|---|---|
|201|Total trip - THC Emissions|[mg/km]|
|202|Total trip - CH 4 Emissions|[mg/km]|
|203|Total trip - NMHC Emissions|[mg/km]|
|204|Total trip - CO Emissions|[mg/km]|
|205|Total trip - NO x Emissions|[mg/km]|
|206|Total trip - PN Emissions|[#/km]|
|… ( 1 )|… ( 1 )|… ( 1 )|

( [1] ) Additional parameters may be added

_Table 9_

**Body of reporting file #3 - Detailed results of the data evaluation method according to Appendix 6; the**
**rows and columns of this table shall be transposed in the body of the data reporting file**

|Line|498|499|500|501|
|---|---|---|---|---|
||Total trip - Power class number ( 1 )||—||
||Total trip - Lower power class limit ( 1 )||[kW]||
||Total trip - Upper power class limit ( 1 )||[kW]||
||Total trip - Goal pattern used (distribu­<br>tion) ( 1 )||[%]|( 2 )|
||Total trip - Power class occurrence ( 1 )||—|( 2 )|
||Total trip - Power class coverage > 5<br>counts ( 1 )||—|(1=Yes, 0=No) ( 2 )|
||Total trip - Power class normality ( 1 )||—|(1=Yes, 0=No) ( 2 )|
||Total trip - Power class average THC<br>emissions ( 1 )||[g/s]|( 2 )|
||Total trip - Power class average CH 4 <br>emissions ( 1 )||[g/s]|( 2 )|

L 175/208 EN Official Journal of the European Union 7.7.2017

|Line|498|499|500|501|
|---|---|---|---|---|
||Total trip - Power class average NMHC<br>emissions ( 1 )||[g/s]|( 2 )|
||Total trip - Power class average CO<br>emissions ( 1 )||[g/s]|( 2 )|
||Total trip - Power class average CO 2 <br>emissions ( 1 )||[g/s]|( 2 )|
||Total trip - Power class average NO X <br>emissions ( 1 )||[g/s]|( 2 )|
||Total trip - Power class average NO<br>emissions ( 1 )||[g/s]|( 2 )|
||Total trip - Power class average NO 2 <br>emissions ( 1 )||[g/s]|( 2 )|
||Total trip - Power class average O 2 <br>emissions ( 1 )||[g/s]|( 2 )|
||Total trip - Power class average PN<br>emissions ( 1 )||[#/s]|( 2 )|
||Total trip - Power class average Vehicle<br>Speed ( 1 )|Source<br>(1=GPS,<br>2=ECU, 3=Sensor)|[km/h]|( 2 )|
||Urban trip - Power class number ( 1 )||—||
||Urban trip - Lower power class limit ( 1 )||[kW]||
||Urban trip - Upper power class limit ( 1 )||[kW]||
||Urban trip - Goal pattern used (distribu­<br>tion) ( 1 )||[%]|( 2 )|
||Urban trip - Power class occurrence ( 1 )||—|( 2 )|
||Urban trip - Power class coverage > 5<br>counts ( 3 )||—|(1=Yes, 0=No) ( 2 )|
||Urban trip - Power class normality ( 1 )||—|(1=Yes, 0=No) ( 2 )|
||Urban trip - Power class average THC<br>emissions ( 1 )||[g/s]|( 2 )|
||Urban trip - Power class average CH 4 <br>emissions ( 1 )||[g/s]|( 2 )|
||Urban trip - Power class average NMHC<br>emissions ( 1 )||[g/s]|( 2 )|
||Urban trip - Power class average CO<br>emissions ( 1 )||[g/s]|( 2 )|
||Urban trip - Power class average CO 2 <br>emissions ( 1 )||[g/s]|( 2 )|
||Urban trip - Power class average NO X <br>emissions ( 1 )||[g/s]|( 2 )|

7.7.2017 EN Official Journal of the European Union L 175/209

|Line|498|499|500|501|
|---|---|---|---|---|
||Urban trip - Power class average NO<br>emissions ( 1 )||[g/s]|( 2 )|
||Urban trip - Power class average NO 2 <br>emissions ( 1 )||[g/s]|( 2 )|
||Urban trip - Power class average O 2 <br>emissions ( 1 )||[g/s]|( 2 )|
||Urban trip - Power class average PN<br>emissions ( 1 )||[#/s]|( 2 )|
||Urban trip - Power class average Vehicle<br>Speed ( 1 )|Source<br>(1=GPS,<br>2=ECU, 3=Sensor)|[km/h]|( 2 )|
||… ( 4 )|… ( 4 )|… ( 4 )|( 2 ), ( 4 )|

( [1] ) Results reported for each power class starting from power class #1 up to power class which includes 90 % of P rated
( [2] ) Actual values to be included from line 501 to line onward until the end of data
( [3] ) Results reported for each power class starting from power class #1 up to power class #5
( [4] ) Additional parameters may be added

4.3. **Vehicle and engine description**

The manufacturer shall provide the vehicle and engine description in accordance with Appendix 4 of Annex I.

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_Appendix 9_

**Manufacturer's certificate of compliance**

7.7.2017 EN Official Journal of the European Union L 175/211

_ANNEX IV_

**EMISSIONS DATA REQUIRED AT TYPE-APPROVAL FOR ROADWORTHINESS PURPOSES**

L 175/212 EN Official Journal of the European Union 7.7.2017

_Appendix 1_

**MEASURING CARBON MONOXIDE EMISSION AT ENGINE IDLING SPEEDS**

**(TYPE 2 TEST)**

1. INTRODUCTION

1.1. This appendix describes the procedure for the type 2 test, measuring carbon monoxide emissions at engine idling
speeds (normal and high).

2. GENERAL REQUIREMENTS

2.1. The general requirements shall be those specified in section 5.3.2 and paragraphs 5.3.7.1 to 5.3.7.6 of UN/ECE
Regulation No 83, with the exception set out in section 2.2.

2.2. The table referred to in paragraph 5.3.7.5. of UN/ECE Regulation No 83 shall be understood as the table for the
Type 2 test in section 2.1 the Addendum to Appendix 4 to Annex I to this Regulation.

3. TECHNICAL REQUIREMENTS

3.1. The technical requirements shall be those set out in Annex 5 to UN/ECE Regulation No 83, with the exceptions set
out in sections 3.2. and 3.3.

3.2. The reference fuel specifications referred to in paragraph 2.1 of Annex 5 to UN/ECE Regulation No 83 shall be
understood as referring to the appropriate reference fuel specifications in Annex IX to this Regulation.

3.3. Reference to the Type I test in paragraph 2.2.1. of Annex 5 to UN/ECE Regulation No 83 shall be understood as
referring to the Type 1 test in Annex XXI to this Regulation.

7.7.2017 EN Official Journal of the European Union L 175/213

_Appendix 2_

**MEASUREMENT OF SMOKE OPACITY**

1. INTRODUCTION

1.1. This Appendix describes the requirements for measuring the opacity of exhaust emissions.

2. SYMBOL OF THE CORRECTED ABSORPTION COEFFICIENT

2.1. A symbol of the corrected absorption coefficient shall be affixed to every vehicle conforming to a vehicle type to
which this test applies. The symbol shall be a rectangle surrounding a figure expressing in m–1 the corrected
absorption coefficient obtained, at the time of approval, from the test under free acceleration. The test method is
described in section 4.

2.2. The symbol shall be clearly legible and indelible. It shall be fixed in a conspicuous and readily accessible place, the
location of which shall be specified in the Addendum to the type-approval certificate shown in Appendix 4 to
Annex I.

2.3. Figure IV.2.1 gives an example of the symbol.

_Figure IV.2.1_

The above symbol shows that the corrected absorption coefficient is 1,30 m [–1] .

3. SPECIFICATIONS AND TESTS

3.1. The specifications and tests shall be those set out in Part III, section 24, of UN/ECE Regulation No 24 ( [1] ), with the
exception to these procedures set out in section 3.2.

3.2. The reference to Annex 2 in paragraph 24.1 of UN/ECE Regulation No 24 shall be understood as a reference to
Appendix 4 to Annex I to this Regulation.

4. TECHNICAL REQUIREMENTS

4.1. The technical requirements shall be those set out in Annexes 4, 5, 7, 8, 9 and 10 to UN/ECE Regulation No 24,
with the exceptions set out in sections 4.2., 4.3 and 4.4.

4.2. **Test at steady engine speeds over the full load curve**

4.2.1. The references to Annex 1 in paragraph 3.1. of Annex 4 of UN/ECE Regulation No 24 shall be understood as
references to Appendix 3 to Annex I to this Regulation.

4.2.2. The reference fuel specified in paragraph 3.2 of Annex 4 of UN/ECE Regulation No 24 shall be understood as
reference to the reference fuel in Annex IX to this Regulation appropriate to the emission limits against which the
vehicle is being type approved.

4.3. **Test under free acceleration**

4.3.1. The references to Table 2, Annex 2 in paragraph 2.2 of Annex 5 to UN/ECE Regulation No 24 shall be understood
as references to the table under point 2.4.2.1 of Appendix 4 to Annex I to this Regulation.

( [1] ) OJ L 326, 24.11.2006

L 175/214 EN Official Journal of the European Union 7.7.2017

4.3.2. The references to paragraph 7.3 of Annex 1 in paragraph 2.3 of Annex 5 to UN/ECE Regulation No 24 shall be
understood as references to Appendix 3 to Annex I to this Regulation.

4.4. **‘ECE’ method of measuring the net power of C.I. engines**

4.4.1. The references in paragraph 7 of Annex 10 to UN/ECE Regulation No 24 to the ‘Appendix to this Annex’ and in
paragraphs 7 and 8 of Annex 10 to UN/ECE Regulation No 24 to ‘Annex 1’ shall be understood as references to
Appendix 3 to Annex I to this Regulation.

7.7.2017 EN Official Journal of the European Union L 175/215

_ANNEX V_

**VERIFYING EMISSIONS OF CRANKCASE GASES**

**(TYPE 3 TEST)**

1. INTRODUCTION

1.1. This Annex describes the procedure for the type 3 test verifying emissions of crankcase gases as described in section
5.3.3. of UN/ECE Regulation No 83.

2. GENERAL REQUIREMENTS

2.1. The general requirements for conducting the type 3 test shall be those set out in sections 1 and 2 of Annex 6 to
UN/ECE Regulation No 83, with the exceptions set out in points 2.2 and 2.3 below.

2.2. Reference to the Type I test in paragraph 2.1. of Annex 6 to UN/ECE Regulation No 83 shall be understood as
referring to the Type 1 test in Annex XXI to this Regulation.

2.3. The road load coefficients to be used shall be those for VL. If VL low does not exist the VH road load shall be used.

3. TECHNICAL REQUIREMENTS

3.1. The technical requirements shall be those set out in section 3 to 6 of Annex 6 to UN/ECE Regulation No 83, with
the exception set out in point 3.2 below.

3.2. References to the Type I test in paragraph 3.2. of Annex 6 to UN/ECE Regulation No 83 shall be understood as
referring to the Type 1 test in Annex XXI to this Regulation.

L 175/216 EN Official Journal of the European Union 7.7.2017

_ANNEX VI_

**DETERMINATION OF EVAPORATIVE EMISSIONS**

**(TYPE 4 TEST)**

1. INTRODUCTION

1.1. This Annex describes the procedure for the Type 4 test, which determines the emission of hydrocarbons by
evaporation from the fuel systems of vehicles with positive ignition engines.

2. TECHNICAL REQUIREMENTS

2.1. Introduction

The procedure includes the evaporative emissions test and two additional tests, one for the aging of the
carbon canister, as described in point 5.1, and one for the permeability of the fuel storage system, as
described in point 5.2.

The evaporative emissions test (Figure VI.1) is designed to determine hydrocarbon evaporative emissions as a
consequence of diurnal temperatures fluctuation, hot soaks during parking, and urban driving.

2.2 The evaporative emissions test consists of:

(a) Test drive including an urban (Part One) and an extra-urban (Part Two) driving cycle, followed by two
urban (Part One) driving cycles,

(b) Hot soak loss determination,

(c) Diurnal loss determination.

The mass emissions of hydrocarbons from the hot soak and the diurnal loss phases are added up together
with the permeability factor to provide an overall result for the test.

3. VEHICLE AND FUEL

3.1. Vehicle

3.1.1. The vehicle shall be in good mechanical condition and have been run in and driven at least 3 000 km before
the test. For the purpose of the determination of evaporative emissions, the mileage and the age of the vehicle
used for certification shall be recorded. The evaporative emission control system shall be connected and have
been functioning correctly over the run in period and the carbon canister(s) shall have been subject to normal
use, neither undergoing abnormal purging nor abnormal loading. The carbon canister(s) aged according to
the procedure set out in paragraph 5.1 shall be connected as described in Figure VI.1.

3.2. Fuel

3.2.1. The Type 1 E10 reference fuel specified in Annex IX of this Regulation shall be used. For the purposes of this
Regulation, E10 reference shall mean the Type 1 reference fuel, except for the canister aging, as set out in
point 5.1.

4. TEST EQUIPMENT FOR EVAPORATIVE TEST

4.1. Chassis dynamometer

The chassis dynamometer shall meet the requirements of Appendix 1 of Annex 4a to UN/ECE Regulation
No 83.

4.2. Evaporative emission measurement enclosure

The evaporative emission measurement enclosure shall meet the requirements of paragraph 4.2. of Annex 7
to UN/ECE Regulation No 83.

7.7.2017 EN Official Journal of the European Union L 175/217

_Figure VI.1_

**Determination of evaporative emissions**

3 000 km run-in period (no excessive purge/load)

Use of aged of canister(s)

Steam-clean of vehicle (if necessary)

Reducing or removing non-fuel background emission sources (if agreed)

_Notes_ :

1. Evaporative emission control families – as in paragraph 3.2 of Annex I

2. Exhaust emissions may be measured during Type 1 test drive but these are not used for legislative
purposes. Exhaust emission legislative test remains separate.

4.3. Analytical systems

The analytical systems shall meet the requirements of paragraph 4.3. of Annex 7 to UN/ECE Regulation
No 83.

4.4. Temperature recording

The temperature recording shall meet the requirements of paragraph 4.5. of Annex 7 to UN/ECE Regulation
No 83.

4.5. Pressure recording

The pressure recording shall meet the requirements of paragraph 4.6. of Annex 7 to UN/ECE Regulation
No 83.

4.6. Fans

The fans shall meet the requirements of paragraph 4.7. of Annex 7 to UN/ECE Regulation No 83.

4.7. Gases

The gases shall meet the requirements of paragraph 4.8. of Annex 7 to UN/ECE Regulation No 83.

L 175/218 EN Official Journal of the European Union 7.7.2017

4.8. Additional Equipment

The additional equipment shall meet the requirements of paragraph 4.9. of Annex 7 to UN/ECE Regulation
No 83.

5. TEST PROCEDURE

5.1. Canister(s) bench aging

Before performing the hot soak and diurnal losses sequences, the canister(s) must be aged according the
following procedure described in Figure VI.2.

_Figure VI.2_

**Canister bench aging procedure**

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5.1.1. Temperature conditioning test

In a dedicated temperature chamber, the canister(s) is (are) cycled between temperatures from – 15 °C to
60 °C, with 30 min of stabilisation at – 15 °C and 60 °C. Each cycle shall last 210 min as in Figure 3. The
temperature gradient shall be as close as possible to 1 °C/min. No forced air flow should pass through the
canister(s).

The cycle is repeated 50 times consecutively. In total, this operation will last 175 hours.

_Figure VI.3_

**Temperature conditioning cycle**

5.1.2. Canister vibration conditioning test

After the temperature aging procedure, the canister(s) is (are) shaken along the vertical axis with the canister(s)
mounted as per its orientation in the vehicle with overall Grms ( [1] ) > 1.5m/sec [2] with frequency of 30 ± 10
Hz. The test shall last 12 hours.

5.1.3. Canister Fuel aging test

5.1.3.1. Fuel Aging for 300 cycles

5.1.3.1.1. After the temperature conditioning test and vibration test, the canister(s) is aged with a mixture of Type 1
E10 market fuel as specified in point 5.1.3.1.1.1 below and nitrogen or air with a 50 ± 15 percent fuel
vapour volume. The fuel vapour fill rate must be kept between 60 ± 20 g/h.

The canister(s) is (are) loaded to the corresponding breakthrough. Breakthrough shall be considered as the
point at which the cumulative quantity of hydrocarbons emitted is equal to 2 grams. As an alternative, the
loading is deemed completed when the equivalent concentration level at the vent hole reaches 3 000 ppm.

5.1.3.1.1.1 The E10 market fuel used for this test shall fulfil the same requirements as an E10 reference fuel for the
following points:

Density at 15 °C

— Vapour Pressure (DVPE)

— Distillation (evaporates only)

( [1] ) Grms: The root mean square (rms) value of the vibration signal is calculated by squaring the magnitude of the signal at every point,
finding the average (mean) value of the squared magnitude, then taking the square root of the average value. The resulting
number is the Grms metric.

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— Hydrocarbon analysis (olefins, aromatics, benzene only)

— Oxygen content

— Ethanol content

5.1.3.1.2. The canister(s) shall be purged according the procedure of paragraph 5.1.3.8. of Annex 7 to UN/ECE
Regulation No 83.

The canister must be purged between 5 minutes to 1 hour maximum after loading.

5.1.3.1.3. The steps of the procedure set out in points 5.1.3.1.1. and 5.1.3.1.2. shall be repeated 50 times, followed by
a measurement of the Butane Working Capacity (BWC), meant as the ability of an activated carbon canister
to absorb and desorb butane from dry air under specified conditions, in 5 butane cycles, as described in point
5.1.3.1.4 below. The fuel vapour ageing will continue until 300 cycles are reached. A measurement of the
BWC in 5 butane cycles, as set out in point 5.1.3.1.4, will be made after the 300 cycles.

5.1.3.1.4. After 50 and 300 Fuel aging cycles, a measurement of BWC is performed. This measurement consists of
loading the canister according to paragraph 5.1.6.3., of Annex 7 to UN/ECE Regulation No 83 until break­
through. The BWC is recorded.

Then, the canister(s) shall be purged according the procedure of paragraph 5.1.3.8. of Annex 7 to UN/ECE
Regulation No 83.

The canister must be purged between 5 minutes to 1 hour maximum after loading.

The operation of butane loading is repeated 5 times. The BWC is recorded after each butane loading step. The
BWC 50 is calculated as the average of the 5 BWC and recorded.

In total, the canister(s) will be aged with 300 fuel aging cycles + 10 butane cycles and considered to be
stabilized.

5.1.3.2. If the canister(s) is (are) provided by the Suppliers, the Manufacturers shall inform in advance the Type
Approval Authorities to allow them to witness any part of the aging in the Supplier’s facilities.

5.1.3.3. The manufacturer shall provide to the Type Approval Authorities a test report including at least the following
elements:

— Type of activated carbon,

— Loading rate,

— Fuel specifications,

— BWC measurements

5.2. Determination of the Permeability Factor of the Fuel System (Figure VI.4)

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_Figure VI.4_

**Determination of the Permeability Factor**

The fuel storage system representative of a family is selected and fixed to a rig, then soaked with E10
reference fuel for 20 weeks at 40 °C +/– 2 °C. The orientation of the fuel storage system on the rig has to be
similar to the original orientation on the vehicle.

5.2.1. The tank is filled with fresh E10 reference fuel at a temperature of 18 °C ± 8 °C. The tank is filled at
40 +/– 2 % of the nominal tank capacity. Then, the rig with the fuel system is placed in a specific and
secure room with a controlled temperature of 40 °C +/– 2 °C for 3 weeks.

5.2.2. At the end of the 3 [rd] week, the tank is drained and refilled with fresh E10 reference fuel at a temperature of
18 °C ± 8 °C at 40 +/– 2 % of the nominal tank capacity.

Within 6 to 36 hours, the last 6h at 20 °C ± 2 °C the rig with the fuel system is placed in a VT-SHED a
diurnal procedure is performed over a period of 24 hours, according to the procedure described according to
paragraph 5.7. of Annex 7 of UN/ECE Regulation No 83. The fuel system is vented to the outside of the VTSHED to eliminate the possibility of the tank venting emissions being counted as permeation. The HC
emissions are measured and the value is recorded as HC 3W .

5.2.3. The rig with the fuel system is placed again in a specific and secure room with a controlled temperature of
40 °C +/– 2 °C for the remaining 17 weeks.

5.2.4. At the end of the remaining 17 [th] week, the tank is drained and refilled with fresh reference fuel at a
temperature of 18 °C ± 8 °C at 40 +/– 2 % of the nominal tank capacity.

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Within 6 to 36 hours, the last 6h at 20 [o] C ± 2 °C, the rig with the fuel system is placed in a VT-SHED a
diurnal procedure is performed over a period of 24 hours, according to the procedure described according to
paragraph 5.7. Annex 7 of UN/ECE Regulation No 83. The fuel system is vented to the outside of the VTSHED to eliminate the possibility of the tank venting emissions being counted as permeation. The HC
emissions are measured and the value is recorded as HC 20W .

5.2.5. The Permeability Factor is the difference between HC 20W and HC 3W in g/24h with 3 digits.

5.2.6. If the Permeability Factor is determined by the Suppliers, the Manufacturers shall inform in advance the Type
Approval Authorities to allow witness check in Supplier’s facilities.

5.2.7 The manufacturer shall provide to the Type Approval Authorities a test report containing at least the
following elements:

(a) A full description of the fuel storage system tested, including information on the type of tank tested,
whether the tank is monolayer or multilayer and which types of materials are used for the tank and other
parts of the fuel storage system,

(b) the weekly mean temperatures at which the ageing was performed,

(c) the HC measured at week 3 (HC 3W ),

(d) the HC measured at week 20 (HC 20W )

(e) the resulting Permeability Factor (PF)

5.2.8 As an exception to points 5.2.1 to 5.2.7 above, the Manufacturers using multilayer tanks may choose to use
the following assigned permeability factor (APF) instead of the complete measurement procedure mentioned
above:

APF multilayer tank = 120 mg/24h

5.2.8.1 Where the manufacturer chooses to use Assigned Permeability Factors, the manufacturer shall provide to the
Type Approval Authority, a declaration in which the type of tank is clearly specified, as well as a declaration
of the type of materials used.

5.3. Sequence of measurement of hot soak and diurnal losses

The vehicle is prepared in accordance to paragraph 5.1.1. and 5.1.2. of Annex 7 of UN/ECE Regulation No
83. At the request of the manufacturer and with the approval of the approval authority, non-fuel background
emission sources may be removed or reduced before testing (e.g. baking tire or vehicle, removing washer
fluid).

5.3.1. Soak

The vehicle is parked for a minimum of 12 hours and a maximum of 36 hours in the soak area. The engine
oil and coolant temperatures shall have reached the temperature of the area or within ±3 C of it at the end of
the period.

5.3.2. Fuel drain and refill

The fuel drain and refill is performed in accordance to the procedure of paragraph 5.1.7. of Annex 7 of
UN/ECE Regulation No 83.

5.3.3. Preconditioning drive

Within one hour from the completing of fuel drain and refill, the vehicle is placed on the chassis dyna­
mometer and driven through one Part One and two Part Two driving cycles of Type I according to Annex 4a
to UN/ECE Regulation No 83.

Exhaust emissions are not sampled during this operation.

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5.3.4. Soak

Within five minutes of completing the preconditioning operation the vehicle is parked for a minimum of 12
hours and a maximum of 36 hours in the soak area. The engine oil and coolant temperatures shall have
reached the temperature of the area or within ±3 C of it at the end of the period.

5.3.5. Canister breakthrough

The canister(s) aged according to the sequence described in paragraph 5.1 is loaded to breakthrough
according to the procedure paragraph 5.1.4 of Annex 7 to UN/ECE Regulation No 83.

5.3.6. Dynamometer test

5.3.6.1. Within one hour from completing of canister loading, the vehicle is placed on the chassis dynamometer and
driven through one Part One and one Part Two driving cycles of Type I according to Annex 4a to UN/ECE
Regulation No 83. Then the engine is shut off. Exhaust emissions may be sampled during this operation but
the results shall not be used for the purpose of exhaust emission type approval.

5.3.6.2. Within two minutes of completing the Type I Test drive specified in point 5.3.6.1 the vehicle is driven a
further conditioning drive consisting of two Part One test cycles (hot start) of Type I. Then the engine is shut
off again. Exhaust emissions need not be sampled during this operation.

5.3.7. Hot Soak

After the Dynamometer test, hot soak evaporative emissions test is performed in accordance to paragraph 5.5
of Annex 7 to UN/ECE Regulation No 83. The hot soak losses result is calculated according to paragraph 6 of
Annex 7 to UN/ECE Regulation No 83 and recorded as M HS .

5.3.8. Soak

After hot soak evaporative emissions test, a soak is performed according to paragraph 5.6 of Annex 7 to
UN/ECE Regulation No 83.

5.3.9. Diurnal test

5.3.9.1. After the soak, a first measurement of Diurnal Losses over 24 hours is performed according to paragraph 5.7
of Annex 7 to UN/ECE Regulation No 83. Emissions are calculated according to paragraph 6 of Annex 7 to
UN/ECE Regulation No 83. The obtained value is recorded as M D1 .

5.3.9.2. After the first 24 hours diurnal test, a second measurement of Diurnal Losses over 24 hours is performed
according to paragraph 5.7 of Annex 7 to UN/ECE Regulation No 83. Emissions are calculated according to
paragraph 6 of Annex 7 to UN/ECE Regulation No 83. The obtained value is recorded as M D2 .

5.3.10. Calculation

The result of M HS +M D1 +M D2 +2PF shall be below the limit defined in Table 3 of Annex I to Regulation (EC)
No 715/2007.

5.3.11 The manufacturer shall provide to the Type Approval Authorities a test report containing at least the
following elements:

(a) description of the soak periods, including time and mean temperatures

(b) description to aged canister used and reference to exact ageing report

(c) mean temperature during the hot soak test

(d) measurement during hot soak test, HSL

(e) measurement of first diurnal, DL 1st day

(f) measurement of second diurnal, DL 2nd day

(g) final evaporative test result, calculated as " M HS +M D1 +M D2 +2PF "

L 175/224 EN Official Journal of the European Union 7.7.2017

_ANNEX VII_

**VERIFYING THE DURABILITY OF POLLUTION CONTROL DEVICES**

**(TYPE 5 TEST)**

1. INTRODUCTION

1.1. This Annex describes the tests for verifying the durability of pollution control devices.

2. GENERAL REQUIREMENTS

2.1. The general requirements for conducting the type 5 test shall be those set out in Section 5.3.6. of UN/ECE
Regulation No 83 with exceptions provided in sections 2.2. and 2.3 below.

2.2. The table in paragraph 5.3.6.2. and the text in paragraph 5.3.6.4. of UN/ECE Regulation No 83 shall be understood
to be as follows:

|Engine Category|Assigned deterioration factors|Col3|Col4|Col5|Col6|Col7|Col8|
|---|---|---|---|---|---|---|---|
|Engine Category|CO|THC|NMHC|NO x|HC + NO x|PM|P|
|Positive-ignition|1,5|1,3|1,3|1,6|—|1,0|1,0|
|Compression-ignition|As there are no assigned deterioration factors for compression ignition vehicles,<br>manufacturers shall use the whole vehicle or bench ageing durability test<br>procedures to establish deterioration factors.|As there are no assigned deterioration factors for compression ignition vehicles,<br>manufacturers shall use the whole vehicle or bench ageing durability test<br>procedures to establish deterioration factors.|As there are no assigned deterioration factors for compression ignition vehicles,<br>manufacturers shall use the whole vehicle or bench ageing durability test<br>procedures to establish deterioration factors.|As there are no assigned deterioration factors for compression ignition vehicles,<br>manufacturers shall use the whole vehicle or bench ageing durability test<br>procedures to establish deterioration factors.|As there are no assigned deterioration factors for compression ignition vehicles,<br>manufacturers shall use the whole vehicle or bench ageing durability test<br>procedures to establish deterioration factors.|As there are no assigned deterioration factors for compression ignition vehicles,<br>manufacturers shall use the whole vehicle or bench ageing durability test<br>procedures to establish deterioration factors.|As there are no assigned deterioration factors for compression ignition vehicles,<br>manufacturers shall use the whole vehicle or bench ageing durability test<br>procedures to establish deterioration factors.|

2.3. The reference to the requirements of paragraphs 5.3.1 and 8.2 in paragraph 5.3.6.5 of UN/ECE Regulation No 83
shall be understood as reference to the requirements of Annex XXI and Section 4.2 of Annex I to this Regulation
during the useful life of the vehicle.

2.4. Before emission limits set out in Table 2 of Annex I to Regulation (EC) No 715/2007 are used for assessing
compliance with the requirements referred to in paragraph 5.3.6.5 of UN/ECE Regulation No 83 the deterioration
factors shall be calculated and applied, as described in Table A7/1 of Sub-Annex 7 and Table A8/5 of Sub-Annex 8
to Annex XXI.

3. TECHNICAL REQUIREMENTS

3.1. The technical requirements and specifications shall be those set out in sections 1 to 7 and Appendices 1, 2 and 3
of Annex 9 to UN/ECE Regulation No 83, with the exceptions set out in sections 3.2. to 3.10.

3.2. Reference to Annex 2 in paragraph 1.5. of Annex 9 to UN/ECE Regulation No 83 shall be understood as referring
to Appendix 4 to Annex I to this Regulation.

3.3. Reference to the emissions limits set out in Table 1 in paragraph 1.6. of Annex 9 to UN/ECE Regulation No 83
shall be understood as referring to the emissions limits set out in Table 2 of Annex I to Regulation (EC) No
715/2007.

3.4. The references to the Type I test in paragraph 2.3.1.7 of Annex 9 of UN/ECE Regulation No 83 shall be
understood as reference to the Type 1 test in Annex XXI to this Regulation.

3.5. The references to the Type I test in paragraph 2.3.2.6 of Annex 9 of UN/ECE Regulation No 83 shall be
understood as reference to the Type 1 test in Annex XXI to this Regulation.

3.6. The references to the Type I test in paragraph 3.1 of Annex 9 of UN/ECE Regulation No 83 shall be understood as
reference to the Type 1 test in Annex XXI to this Regulation.

7.7.2017 EN Official Journal of the European Union L 175/225

3.7. The reference to paragraph 5.3.1.4. in the first section of paragraph 7 of Annex 9 of UN/ECE Regulation No 83
shall be understood as reference to Table 2 of Annex I of the Regulation (EC) No 715/2007.

3.8. The reference in paragraph 6.3.1.2 of Annex 9 to UN/ECE Regulation No 83 to the methods in Appendix 7 to
Annex 4a shall be understood as being a reference to Sub-Annex 4 to Annex XXI to this Regulation.

3.9. The reference in paragraph 6.3.1.4 of Annex 9 to UN/ECE Regulation No 83 to Annex 4a shall be understood as
being a reference to Sub-Annex 4 to Annex XXI to this Regulation.

3.10. The road load coefficients to be used shall be those for VL. If VL low does not exist the VH road load shall be used.

L 175/226 EN Official Journal of the European Union 7.7.2017

_ANNEX VIII_

**VERIFYING THE AVERAGE EMISSIONS AT LOW AMBIENT TEMPERATURES**

**(TYPE 6 TEST)**

1. INTRODUCTION

1.1. This Annex describes the equipment required and the procedure for the Type 6 test in order to verify the emissions
at cold temperatures.

2. GENERAL REQUIREMENTS

2.1. The general requirements for the Type 6 test are those set out in section 5.3.5 of UN/ECE Regulation No 83 with
the exception specified in section 2.2 below.

2.2. The limit values referred to in paragraph 5.3.5.2 of UN/ECE Regulation No 83 relate to the limit values set out in
Annex 1, Table 4, to Regulation (EC) No 715/2007.

3. TECHNICAL REQUIREMENTS

3.1. The technical requirements and specifications are those set out in section 2 to 6 of Annex 8 to UN/ECE Regulation
No 83 with the exception specified in section 3.2 below.

3.2. The reference to paragraph 2 of Annex 10 in paragraph 3.4.1 of Annex 8 to UN/ECE Regulation No 83 shall be
understood as reference to Section B of Annex IX to this Regulation.

3.3. The road load coefficients to be used shall be those for VL. If VL low does not exist the VH road load shall be used.

7.7.2017 EN Official Journal of the European Union L 175/227

_ANNEX IX_

**SPECIFICATIONS OF REFERENCE FUELS**

A. REFERENCE FUELS

1. **Technical data on fuels for testing vehicles with positive-ignition engines**

|Type: Petrol (E10):|Col2|Col3|Col4|Col5|
|---|---|---|---|---|
|Parameter|Unit|Limits ( 1 )|Limits ( 1 )|Test method|
|Parameter|Unit|Minimum|Maximum|Maximum|
|Research octane number, RON ( 2 )||95,0|98,0|EN ISO 5164|
|Motor octane number, MON ( 3 )||85,0|89,0|EN ISO 5163|
|Density at 15 C|kg/m 3|743,0|756,0|EN ISO 12185|
|Vapour pressure (DVPE)|kPa|56,0|60,0|EN 13016-1|
|Water content|% v/v||0,05|EN 12937|
|Appearance at – 7 C||Clear and bright|Clear and bright||
|Distillation:|||||
|— evaporated at 70 C|% v/v|34,0|46,0|EN ISO 3405|
|— evaporated at 100 C|% v/v|54,0|62,0|EN ISO 3405|
|— evaporated at 150 C|% v/v|86,0|94,0|EN ISO 3405|
|— final boiling point|°C|170|195|EN ISO 3405|
|Residue|% v/v|—|2,0|EN ISO 3405|
|Hydrocarbon analysis:|||||
|— olefins|% v/v|6,0|13,0|EN 22854|
|— aromatics|% v/v|25,0|32,0|EN 22854|
|— benzene|% v/v|—|1,00|EN 22854<br>EN 238|
|— saturates|% v/v|report|report|EN 22854|
|Carbon/hydrogen ratio||report|report||
|Carbon/oxygen ratio||report|report||
|Induction Period ( 4 )|minutes|480|—|EN ISO 7536|
|Oxygen content ( 5 )|% m/m|3,3|3,7|EN 22854|
|Solvent washed gum<br>(Existent gum content)|mg/100 ml|—|4|EN ISO 6246|
|Sulphur content ( 6 )|mg/kg|—|10|EN ISO 20846<br>EN ISO 20884|

L 175/228 EN Official Journal of the European Union 7.7.2017

|Parameter|Unit|Limits ( 1 )|Col4|Test method|
|---|---|---|---|---|
|Parameter|Unit|Minimum|Maximum|Maximum|
|Copper corrosion 3 hrs, 50 C||—|class 1|EN ISO 2160|
|Lead content|mg/l|—|5|EN 237|
|Phosphorus content ( 7 )|mg/l|—|1,3|ASTM D 3231|
|Ethanol ( 8 )|% v/v|9,0|10,0|EN 22854|

( [1] ) The values quoted in the specifications are ‘true values’. In establishment of their limit values the terms of ISO 4259 Petroleum
products - Determination and application of precision data in relation to methods of test have been applied and in fixing a
minimum value, a minimum difference of 2R above zero has been taken into account; in fixing a maximum and minimum value,
the minimum difference is 4R (R = reproducibility). Notwithstanding this measure, which is necessary for technical reasons, the
manufacturer of fuels shall nevertheless aim at a zero value where the stipulated maximum value is 2R and at the mean value in
the case of quotations of maximum and minimum limits. Should it be necessary to clarify whether a fuel meets the requirements
of the specifications, the terms of ISO 4259 shall be applied.
( [2] ) A correction factor of 0,2 for MON and RON shall be subtracted for the calculation of the final result in accordance with
EN 228:2008.
( [3] ) A correction factor of 0,2 for MON and RON shall be subtracted for the calculation of the final result in accordance with
EN 228:2008.
( [4] ) The fuel may contain oxidation inhibitors and metal deactivators normally used to stabilise refinery gasoline streams, but
detergent/dispersive additives and solvent oils shall not be added.
( [5] ) Ethanol is the only oxygenate that shall be intentionally added to the reference fuel. The Ethanol used shall conform to EN 15376.
( [6] ) The actual sulphur content of the fuel used for the Type 1 test shall be reported.
( [7] ) There shall be no intentional addition of compounds containing phosphorus, iron, manganese, or lead to this reference fuel.
( [8] ) Ethanol is the only oxygenate that shall be intentionally added to the reference fuel. The Ethanol used shall conform to EN 15376.

( [2] ) Equivalent EN/ISO methods will be adopted when issued for properties listed above.

|Type: Ethanol (E85)|Col2|Col3|Col4|Col5|
|---|---|---|---|---|
|Parameter|Unit|Limits ( 1 )|Limits ( 1 )|Test method ( 2 )|
|Parameter|Unit|Minimum|Maximum|Maximum|
|Research octane number, RON||95|—|EN ISO 5164|
|Motor octane number, MON||85|—|EN ISO 5163|
|Density at 15 C|kg/m 3|Report|Report|ISO 3675|
|Vapour pressure|kPa|40|60|EN<br>ISO<br>13016-1<br>(DVPE)|
|Sulphur content ( 3 ) ( 4 )|mg/kg|—|10|EN ISO 20846 EN<br>ISO 20884|
|Oxidation stability|minutes|360||EN ISO 7536|
|Existent gum content (solvent washed)|mg/100ml|—|5|EN-ISO 6246|
|Appearance This shall be determined at<br>ambient temperature or 15 C whichever<br>is higher.||Clear and bright, visibly free of<br>suspended or precipitated<br>contaminants|Clear and bright, visibly free of<br>suspended or precipitated<br>contaminants|Visual inspection|
|Ethanol and higher alcohols ( 5 )|% (V/V)|83|85|EN 1601<br>EN 13132<br>EN 14517|
|Higher alcohols (C 3 -C 8 )|% (V/V)|—|2||
|Methanol|% (V/V)||0,5||
|Petrol ( 6 )|% (V/V)|Balance|Balance|EN 228|

7.7.2017 EN Official Journal of the European Union L 175/229

|Parameter|Unit|Limits ( 1 )|Col4|Test method ( 2 )|
|---|---|---|---|---|
|Parameter|Unit|Minimum|Maximum|Maximum|
|Phosphorus|mg/l|0,3 ( 7 )|0,3 ( 7 )|ASTM D 3231|
|Water content|% (V/V)||0,3|ASTM E 1064|
|Inorganic chloride content|mg/l||1|ISO 6227|
|pHe||6,5|9|ASTM D 6423|
|Copper strip corrosion (3h at 50 C)|Rating|Class 1||EN ISO 2160|
|Acidity, (as acetic acid CH 3 COOH)|% (m/m)|—|0,005|ASTM D 1613|
|Acidity, (as acetic acid CH 3 COOH)|(mg/l)|—|40|40|
|Carbon/hydrogen ratio||report|report||
|Carbon/oxygen ration||report|report||

( [1] ) The values quoted in the specifications are ‘true values’. In establishment of their limit values the terms of ISO 4259 Petroleum
products — Determination and application of precision data in relation to methods of test have been applied and in fixing a
minimum value, a minimum difference of 2R above zero has been taken into account; in fixing a maximum and minimum value,
the minimum difference is 4R (R = reproducibility). Notwithstanding this measure, which is necessary for technical reasons, the
manufacturer of fuels shall nevertheless aim at a zero value where the stipulated maximum value is 2R and at the mean value in
the case of quotations of maximum and minimum limits. Should it be necessary to clarify whether a fuel meets the requirements
of the specifications, the terms of ISO 4259 shall be applied.
( [2] ) In cases of dispute, the procedures for resolving the dispute and interpretation of the results based on test method precision,
described in EN ISO 4259 shall be used.
( [3] ) In cases of national dispute concerning sulphur content, either EN ISO 20846 or EN ISO 20884 shall be called up similar to the
reference in the national annex of EN 228.
( [4] ) The actual sulphur content of the fuel used for the Type 1 test shall be reported.
( [5] ) Ethanol to meet specification of EN 15376 is the only oxygenate that shall be intentionally added to this reference fuel.
( [6] ) The unleaded petrol content can be determined as 100 minus the sum of the percentage content of water and alcohols
( [7] ) There shall be no intentional addition of compounds containing phosphorus, iron, manganese, or lead to this reference fuel.

|Type: LPG|Col2|Col3|Col4|Col5|
|---|---|---|---|---|
|Parameter|Unit|Fuel A|Fuel B|Test method|
|Composition:||||ISO 7941|
|C 3 -content|% vol|30 ± 2|85 ± 2||
|C 4 -content|% vol|Balance|Balance||
|< C 3, > C 4|% vol|Maximum 2|Maximum 2||
|Olefins|% vol|Maximum 12|Maximum 15||
|Evaporation residue|mg/kg|Maximum 50|Maximum 50|prEN 15470|
|Water at 0 C||Free|Free|prEN 15469|
|Total sulphur content|mg/kg|Maximum 10|Maximum 10|ASTM 6667|
|Hydrogen sulphide||None|None|ISO 8819|
|Copper strip corrosion|Rating|Class 1|Class 1|ISO 6251 ( 1 )|
|Odour||Characteristic|Characteristic||
|Motor octane number||Minimum 89|Minimum 89|EN 589 Annex B|

( [1] ) This method may not accurately determine the presence of corrosive materials if the sample contains corrosion inhibitors or other
chemicals which diminish the corrosivity of the sample to the copper strip. Therefore, the addition of such compounds for the
sole purpose of biasing the test method is prohibited.

L 175/230 EN Official Journal of the European Union 7.7.2017

|Type: NG/Biomethane|Col2|Col3|Col4|Col5|Col6|
|---|---|---|---|---|---|
|Characteristics|Units|Basis|Limits|Limits|Test method|
|Characteristics|Units|Basis|minimum|maximum|maximum|
|_Reference fuel G20_||||||
|Composition:||||||
|Methane|% mole|100|99|100|ISO 6974|
|Balance ( 1 )|% mole|—|—|1|ISO 6974|
|N 2|% mole<br>||||ISO 6974|
|Sulphur content|mg/m 3 ( 2 ) <br>|—|—|10|ISO 6326-5|
|Wobbe Index (net)|MJ/m 3 ( 3 )|48,2|47,2|49,2||
|_Reference fuel G25_||||||
|Composition:||||||
|Methane|% mole|86|84|88|ISO 6974|
|Balance ( 4 )|% mole|—|—|1|ISO 6974|
|N 2|% mole<br>|14|12|16|ISO 6974|
|Sulphur content|mg/m 3 ( 5 ) <br>|—|—|10|ISO 6326-5|
|Wobbe Index (net)|MJ/m 3 ( 6 )|39,4|38,2|40,6||

( [1] ) Inerts (different from N 2 ) + C 2 + C 2+ .
( [2] ) Value to be determined at 293,2 K (20 C) and 101,3 kPa.
( [3] ) Value to be determined at 273,2 K (0 C) and 101,3 kPa.
( [4] ) Inerts (different from N 2 ) + C 2 ; + C 2+ .
( [5] ) Value to be determined at 293,2 K (20 C) and 101,3 kPa.
( [6] ) Value to be determined at 273,2 K (0 C) and 101,3 kPa.

Type: Hydrogen for internal combustion engines

|Characteristics|Units|Limits|Col4|Test method|
|---|---|---|---|---|
|Characteristics|Units|minimum|maximum|maximum|
|Hydrogen purity|% mole|98|100|ISO 14687-1|
|Total hydrocarbon|μmol/mol|0|100|ISO 14687-1|
|Water ( 1 )|μmol/mol|0|( 2 )|ISO 14687-1|
|Oxygen|μmol/mol|0|( 3 )|ISO 14687-1|
|Argon|μmol/mol|0|( 4 )|ISO 14687-1|
|Nitrogen|μmol/mol|0|( 5 )|ISO 14687-1|
|CO|μmol/mol|0|1|ISO 14687-1|
|Sulphur|μmol/mol|0|2|ISO 14687-1|
|Permanent particulates ( 6 )||||ISO 14687-1|

( [1] ) Not to be condensed.
( [2] ) Combined water, oxygen, nitrogen and argon: 1,900 μmol/mol.
( [3] ) Combined water, oxygen, nitrogen and argon: 1,900 μmol/mol.
( [4] ) Combined water, oxygen, nitrogen and argon: 1,900 μmol/mol.
( [5] ) Combined water, oxygen, nitrogen and argon: 1,900 μmol/mol.
( [6] ) The hydrogen shall not contain dust, sand, dirt, gums, oils, or other substances in an amount sufficient to damage the fuelling
station equipment or the vehicle (engine) being fuelled.

7.7.2017 EN Official Journal of the European Union L 175/231

2. **Technical data on fuels for testing vehicles with compression ignition engines**

|Type: Diesel (B7):|Col2|Col3|Col4|Col5|
|---|---|---|---|---|
|Parameter|Unit|Limits ( 1 )|Limits ( 1 )|Test method|
|Parameter|Unit|Minimum|Maximum|Maximum|
|Cetane Index||46,0||EN ISO 4264|
|Cetane number ( 2 )||52,0|56,0|EN ISO 5165|
|Density at 15 C|kg/m 3|833,0|837,0|EN ISO 12185|
|Distillation:|||||
|— 50 % point|°C|245,0|—|EN ISO 3405|
|— 95 % point|°C|345,0|360,0|EN ISO 3405|
|— final boiling point|°C|—|370,0|EN ISO 3405|
|Flash point|°C|55|—|EN ISO 2719|
|Cloud point|°C|—|– 10|EN 23015|
|Viscosity at 40 C|mm 2 /s|2,30|3,30|EN ISO 3104|
|Polycyclic aromatic hydrocarbons|% m/m|2,0|4,0|EN 12916|
|Sulphur content|mg/kg|—|10,0|EN ISO 20846<br>EN ISO 20884|
|Copper corrosion 3 hrs, 50 C||—|Class 1|EN ISO 2160|
|Conradson carbon residue (10 % DR)|% m/m|—|0,20|EN ISO 10370|
|Ash content|% m/m|—|0,010|EN ISO 6245|
|Total contamination|mg/kg|—|24|EN 12662|
|Water content|mg/kg|—|200|EN ISO 12937|
|Acid number|mg KOH/g|—|0,10|EN ISO 6618|
|Lubricity (HFRR wear scan diameter at<br>60 C)|μm|—|400|EN ISO 12156|
|Oxidation stability at 110 C ( 3 )|h|20,0||EN 15751|
|FAME ( 4 )|% v/v|6,0|7,0|EN 14078|

( [1] ) The values quoted in the specifications are ‘true values’. In establishment of their limit values the terms of ISO 4259 Petroleum
products – Determination and application of precision data in relation to methods of test have been applied and in fixing a
minimum value, a minimum difference of 2R above zero has been taken into account; in fixing a maximum and minimum value,
the minimum difference is 4R (R = reproducibility). Notwithstanding this measure, which is necessary for technical reasons, the
manufacturer of fuels shall nevertheless aim at a zero value where the stipulated maximum value is 2R and at the mean value in
the case of quotations of maximum and minimum limits. Should it be necessary to clarify whether a fuel meets the requirements
of the specifications, the terms of ISO 4259 shall be applied.
( [2] ) The range for cetane number is not in accordance with the requirements of a minimum range of 4R. However, in the case of a
dispute between fuel supplier and fuel user, the terms of ISO 4259 may be used to resolve such disputes provided replicate
measurements, of sufficient number to archive the necessary precision, are made in preference to single determinations.
( [3] ) Even though oxidation stability is controlled, it is likely that shelf life will be limited. Advice shall be sought from the supplier as
to storage conditions and life.
( [4] ) FAME content to meet the specification of EN 14214.

L 175/232 EN Official Journal of the European Union 7.7.2017

3. **Technical data on fuels for testing fuel cell vehicles**

|Type: Hydrogen for fuel cell vehicles|Col2|Col3|Col4|Col5|
|---|---|---|---|---|
|Characteristics|Units|Limits|Limits|Test method|
|Characteristics|Units|minimum|maximum|maximum|
|Hydrogen fuel ( 1 )|% mole|99,99|100|ISO 14687-2|
|Total gases ( 2 )|μmol/mol|0|100||
|Total hydrocarbon|μmol/mol|0|2|ISO 14687-2|
|Water|μmol/mol|0|5|ISO 14687-2|
|Oxygen|μmol/mol|0|5|ISO 14687-2|
|Helium (He), Nitrogen (N 2 ), Argon (Ar)|μmol/mol|0|100|ISO 14687-2|
|CO 2|μmol/mol|0|2|ISO 14687-2|
|CO|μmol/mol|0|0,2|ISO 14687-2|
|Total sulphur compounds|μmol/mol|0|0,004|ISO 14687-2|
|Formaldehyde (HCHO)|μmol/mol|0|0,01|ISO 14687-2|
|Formic acid (HCOOH)|μmol/mol|0|0,2|ISO 14687-2|
|Ammonia (NH 3 )|μmol/mol|0|0,1|ISO 14687-2|
|Total halogenated compounds|μmol/mol|0|0,05|ISO 14687-2|
|Particulates size|μm|0|10|ISO 14687-2|
|Particulates concentration|μg/l|0|1|ISO 14687-2|

( [1] ) The hydrogen fuel index is determined by subtracting the total content of non-hydrogen gaseous constituents listed in the table
(Total gases), expressed in mole percent, from 100 mole percent. It is less than the sum of the maximum allowable limits of all
non-hydrogen constituents shown in the Table.
( [2] ) The value of total gases is summation of the values of the non-hydrogen constituents listed in the table, except the particulates.

B. REFERENCE FUELS FOR TESTING EMISSIONS AT LOW AMBIENT TEMPERATURES — TYPE 6 TEST

|Type: Petrol (E10):|Col2|Col3|Col4|Col5|
|---|---|---|---|---|
|Parameter|Unit|Limits ( 1 )|Limits ( 1 )|Test method|
|Parameter|Unit|Minimum|Maximum|Maximum|
|Research octane number, RON ( 2 )||95,0|98,0|EN ISO 5164|
|Motor octane number, MON ( 3 )||85,0|89,0|EN ISO 5163|
|Density at 15 C|kg/m 3|743,0|756,0|EN ISO 12185|
|Vapour pressure (DVPE)|kPa|56,0|95,0|EN 13016-1|
|Water content||max 0,05 % v/v<br>Appearance at – 7 C: clear and<br>bright|max 0,05 % v/v<br>Appearance at – 7 C: clear and<br>bright|EN 12937|
|Distillation:|||||
|— evaporated at 70 C|% v/v|34,0|46,0|EN ISO 3405|

7.7.2017 EN Official Journal of the European Union L 175/233

|Parameter|Unit|Limits ( 1 )|Col4|Test method|
|---|---|---|---|---|
|Parameter|Unit|Minimum|Maximum|Maximum|
|— evaporated at 100 C|% v/v|54,0|62,0|EN ISO 3405|
|— evaporated at 150 C|% v/v|86,0|94,0|EN ISO 3405|
|— final boiling point|°C|170|195|EN ISO 3405|
|Residue|% v/v|—|2,0|EN ISO 3405|
|Hydrocarbon analysis:|||||
|— olefins|% v/v|6,0|13,0|EN 22854|
|— aromatics|% v/v|25,0|32,0|EN 22854|
|— benzene|% v/v|—|1,00|EN 22854<br>EN 238|
|— saturates|% v/v|report|report|EN 22854|
|Carbon/hydrogen ratio||report|report||
|Carbon/oxygen ratio||report|report||
|Induction Period ( 4 )|minutes|480|—|EN ISO 7536|
|Oxygen content ( 5 )|% m/m|3,3|3,7|EN 22854|
|Solvent washed gum<br>(Existent gum content)|mg/100 ml|—|4|EN ISO 6246|
|Sulphur content ( 6 )|mg/kg|—|10|EN ISO 20846<br>EN ISO 20884|
|Copper corrosion 3 hrs, 50 C||—|class 1|EN ISO 2160|
|Lead content|mg/l|—|5|EN 237|
|Phosphorus content ( 7 )|mg/l|—|1,3|ASTM D 3231|
|Ethanol ( 8 )|% v/v|9,0|10,0|EN 22854|

( [1] ) The values quoted in the specifications are ‘true values’. In establishment of their limit values the terms of ISO 4259 Petroleum
products - Determination and application of precision data in relation to methods of test have been applied and in fixing a
minimum value, a minimum difference of 2R above zero has been taken into account; in fixing a maximum and minimum value,
the minimum difference is 4R (R = reproducibility). Notwithstanding this measure, which is necessary for technical reasons, the
manufacturer of fuels shall nevertheless aim at a zero value where the stipulated maximum value is 2R and at the mean value in
the case of quotations of maximum and minimum limits. Should it be necessary to clarify whether a fuel meets the requirements
of the specifications, the terms of ISO 4259 shall be applied.
( [2] ) A correction factor of 0,2 for MON and RON shall be subtracted for the calculation of the final result in accordance with
EN 228:2008.
( [3] ) A correction factor of 0,2 for MON and RON shall be subtracted for the calculation of the final result in accordance with
EN 228:2008.
( [4] ) The fuel may contain oxidation inhibitors and metal deactivators normally used to stabilise refinery gasoline streams, but
detergent/dispersive additives and solvent oils shall not be added.
( [5] ) Ethanol is the only oxygenate that shall be intentionally added to the reference fuel. The ethanol used shall conform to EN 15376.
( [6] ) The actual sulphur content of the fuel used for the Type 6 test shall be reported.
( [7] ) There shall be no intentional addition of compounds containing phosphorus, iron, manganese, or lead to this reference fuel.
( [8] ) Ethanol is the only oxygenate that shall be intentionally added to the reference fuel. The ethanol used shall conform to EN 15376.

L 175/234 EN Official Journal of the European Union 7.7.2017

( [2] ) Equivalent EN/ISO methods will be adopted when issued for properties listed above.

|Type: Ethanol (E75)|Col2|Col3|Col4|Col5|
|---|---|---|---|---|
|Parameter|Unit|Limits ( 1 )|Limits ( 1 )|Test method ( 2 )|
|Parameter|Unit|Minimum|Maximum|Maximum|
|Research octane number, RON||95|—|EN ISO 5164|
|Motor octane number, MON||85|—|EN ISO 5163|
|Density at 15 C|kg/m 3|report|report|EN ISO 12185|
|Vapour pressure|kPa|50|60|EN ISO 13016-1<br>(DVPE)|
|Sulphur content ( 3 ) ( 4 )|mg/kg|—|10|EN ISO 20846<br>EN ISO 20884|
|Oxidation stability|minutes|360|—|EN ISO 7536|
|Existent gum content (solvent washed)|mg/100ml|—|4|EN ISO 6246|
|Appearance shall<br>be<br>determined<br>at<br>ambient temperature or 15 C whichever<br>is higher||Clear and bright, visibly free of<br>suspended or precipitated<br>contaminants|Clear and bright, visibly free of<br>suspended or precipitated<br>contaminants|Visual inspection|
|Ethanol and higher alcohols ( 5 )|% (V/V)|70|80|EN 1601<br>EN 13132<br>EN 14517|
|Higher alcohols (C 3 – C 8 )|% (V/V)|—|2||
|Methanol||—|0,5||
|Petrol ( 6 )|% (V/V)|Balance|Balance|EN 228|
|Phosphorus|mg/l|0,30 ( 7 )|0,30 ( 7 )|EN 15487<br>ASTM D 3231|
|Water content|% (V/V)|—|0,3|ASTM E 1064<br>EN 15489|
|Inorganic chloride content|mg/l|—|1|ISO 6227 — EN<br>15492|
|pHe||6,50|9|ASTM D 6423<br>EN 15490|
|Copper strip corrosion (3h at 50 C)|Rating|Class 1||EN ISO 2160|
|Acidity (as acetic acid CH 3 COOH)|% (m/m)||0,005|ASTM D1613<br>EN 15491|
|Acidity (as acetic acid CH 3 COOH)|mg/l||40|40|

7.7.2017 EN Official Journal of the European Union L 175/235

|Parameter|Unit|Limits ( 1 )|Col4|Test method ( 2 )|
|---|---|---|---|---|
|Parameter|Unit|Minimum|Maximum|Maximum|
|Carbon/hydrogen ration||report|report||
|Carbon/oxygen ration||report|report||

( [1] ) The values referred to in the specifications are ‘true values’. When establishing the value limits, the terms of ISO 4259 Petroleum
products — Determination and application of precision data in relation to methods of test were applied. When fixing a minimum
value, a minimum difference of 2R above zero was taken into account. When fixing a maximum and minimum value, the
minimum difference used was 4R (R = reproducibility). Notwithstanding this procedure, which is necessary for technical reasons,
fuel manufacturers shall aim for a zero value where the stipulated maximum value is 2R and for the mean value for quotations of
maximum and minimum limits. Where it is necessary to clarify whether fuel meets the requirements of the specifications, the ISO
4259 terms shall be applied.
( [2] ) In cases of dispute, the procedures for resolving the dispute and interpretation of the results based on test method precision,
described in EN ISO 4259 shall be used.
( [3] ) In cases of national dispute concerning sulphur content, either EN ISO 20846 or EN ISO 20884 shall be called up similar to the
reference in the national annex of EN 228.
( [4] ) The actual sulphur content of the fuel used for the Type 6 test shall be reported.
( [5] ) Ethanol to meet specification of EN 15376 is the only oxygenate that shall be intentionally added to this reference fuel.
( [6] ) The unleaded petrol content may be determined as 100 minus the sum of the percentage content of water and alcohols.
( [7] ) There shall be no intentional addition of compounds containing phosphorus, iron, manganese, or lead to this reference fuel.

L 175/236 EN Official Journal of the European Union 7.7.2017

_ANNEX X_

**Reserved**

7.7.2017 EN Official Journal of the European Union L 175/237

_ANNEX XI_

**ON-BOARD DIAGNOSTICS (OBD) FOR MOTOR VEHICLES**

1. INTRODUCTION

1.1. This Annex sets out the functional aspects of on-board diagnostic (OBD) systems for the control of emissions
from motor vehicles.

2. DEFINITIONS, REQUIREMENTS AND TESTS

2.1. The definitions, requirements and tests for OBD systems are those specified in Sections 2 and 3 of Annex 11 to
UN/ECE Regulation No 83. The exceptions to these requirements are described in the following sections.

2.1.1. The introductory text to paragraph 2. of Annex 11 to UN/ECE Regulation No 83 shall be replaced with the
following text:

‘For the purposes of this Annex only:’

2.1.2. Paragraph 2.10. of Annex 11 to UN/ECE Regulation No 83 shall be replaced with the following text:

‘A “ _driving cycle_ ” consists of engine key on, a driving mode where a malfunction would be detected if present,
and engine key-off’.

2.1.3. A new paragraph 3.2.3. of Annex 11 of UN/ECE Regulation No 83 shall be added as follows:

‘3.2.3. Identification of deterioration or malfunctions may be also be done outside a driving cycle (e.g. after
engine shutdown).’

2.1.4. Reference to ‘THC and NOx’ in paragraph 3.3.3.1. of Annex 11to UN/ECE Regulation No 83 shall be
understood as being reference to ‘NMHC and NOx’.

2.1.5. Reference to ‘limits’ in paragraphs 3.3.3.1. and 3.3.4.4. of Annex 11to UN/ECE Regulation No 83 shall be
understood as being reference to ‘OBD threshold limits’.

2.1.6. Reference to ‘emission limits’ in paragraph 3.3.5. of Annex 11to UN/ECE Regulation No 83 shall be understood
as being reference to ‘OBD threshold limits’.

2.1.7. Paragraphs 3.3.4.9. and 3.3.4.10. of Annex 11 of UN/ECE Regulation No 83 shall be deleted.

2.1.8. New paragraphs 3.3.5.1. and 3.3.5.2. of Annex 11 of UN/ECE Regulation No 83 shall be added as follows:

‘3.3.5.1. The following devices should however be monitored for total failure or removal (if removal would
cause the applicable emission limits in paragraph 5.3.1.4. of this Regulation to be exceeded):

(a) A particulate trap fitted to compression ignition engines as a separate unit or integrated into a
combined emission control device;

(b) A NOx after-treatment system fitted to compression ignition engines as a separate unit or
integrated into a combined emission control device;

(c) A diesel oxidation catalyst (DOC) fitted to compression ignition engines as a separate unit or
integrated into a combined emission control device.

3.3.5.2. The devices referred to in paragraph 3.3.5.1. shall also be monitored for any failure that would result
in exceeding the applicable OBD threshold limits.’

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2.1.9. Paragraph 3.8.1. of Annex 11 to UN/ECE Regulation No 83 shall be replaced with the following text:

‘The OBD system may erase a fault code and the distance travelled and freeze-frame information if the same
fault is not re-registered in at least 40 engine warm-up cycles or 40 driving cycles with vehicle operation in
which the criteria specified in sections 7.5.1.(a)–(c) of Annex 11, Appendix 1 are met.’

2.1.10. The reference to ISO DIS 15031 5 in paragraph 3.9.3.1. of Annex 11 to UN/ECE Regulation No 83 shall be
replaced with the following text:

‘… the standard listed in paragraph 6.5.3.2.(a) of Annex 11, Appendix 1 of this Regulation.’

2.1.11. A new paragraph 3.10 of Annex 11 of UN/ECE Regulation No 83 shall be added as follows:

‘3.10. Additional provisions for vehicles employing engine shut - off strategies

3.10.1. Driving cycle

3.10.1.1. Autonomous engine restarts commanded by the engine control system following an engine stall may
be considered a new driving cycle or a continuation of the existing driving cycle.’

2.2. The Type V durability distance and Type V durability test mentioned in section 3.1 and 3.3.1 of Annex 11 to
UN/ECE Regulation No 83 respectively shall be understood as reference to the requirements of Annex VII to
this Regulation.

2.3. The OBD threshold limits specified in section 3.3.2 of Annex 11 to UN/ECE Regulation 83 shall be understood
as reference to the requirements specified in points 2.3.1 and 2.3.2 below:

2.3.1. The OBD thresholds limits for vehicles that are type approved according to the Euro 6 emission limits set out
in Table 2 of Annex I to Regulation (EC) No 715/2007 from three years after the dates given in Article 10(4)
and 10(5) of that Regulation are given in the following table:

Final Euro 6 OBD threshold limits

|Col1|Col2|Reference<br>mass<br>(RM) (kg)|Mass of carbon<br>monoxide|Col5|Mass of<br>non-methane<br>hydrocarbons|Col7|Mass of oxides of<br>nitrogen|Col9|Mass of particulate<br>matter ( 1 )|Col11|Number of<br>particles ( 1 ) ( 2 )|Col13|
|---|---|---|---|---|---|---|---|---|---|---|---|---|
|Category|Class||(CO)<br>(mg/km)|(CO)<br>(mg/km)|(NMHC)<br>(mg/km)|(NMHC)<br>(mg/km)|(NO x )<br>(mg/km)|(NO x )<br>(mg/km)|(PM)<br>(mg/km)|(PM)<br>(mg/km)|(PN)<br>(#/km)|(PN)<br>(#/km)|
|Category|Class||PI|CI|PI|CI|PI|CI|CI|PI|CI|PI|
|M|—|All|1 900|1 750|170|290|90|140|12|12|||
|N 1|I|RM ≤<br>1 305|1 900|1 750|170|290|90|140|12|12|||
|N 1|II|1 305 <<br>RM ≤<br>1 760|3 400|2 200|225|320|110|180|12|12|||
|N 1|III|1 760 <<br>RM|4 300|2 500|270|350|120|220|12|12|||
|N 2|—|All|4 300|2 500|270|350|120|220|12|12|||

_Key_ : PI = Positive Ignition, CI = Compression Ignition.
( [1] ) Positive ignition particulate mass and particle number limits apply only to vehicles with direct injection engines.
( [2] ) Particle number limits may be introduced at a later date

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2.3.2. Until three years after the dates specified in Article 10(4) and (5) of Regulation (EC) No 715/2007 for new type
approvals and new vehicles respectively, the following OBD threshold limits shall be applied to vehicles that are
type approved according to the Euro 6 emission limits set out in Table 2 of Annex I to Regulation (EC) No
715/2007, upon the choice of the manufacturer:

Preliminary Euro 6 OBD threshold limits

|Col1|Col2|Reference<br>mass<br>(RM) (kg)|Mass of carbon<br>monoxide|Col5|Mass of non-methane<br>hydrocarbons|Col7|Mass of oxides of<br>nitrogen|Col9|Mass of particulate<br>matter ( 1 )|Col11|
|---|---|---|---|---|---|---|---|---|---|---|
|Category|Class||(CO)<br>(mg/km)|(CO)<br>(mg/km)|(NMHC)<br>(mg/km)|(NMHC)<br>(mg/km)|(NO x )<br>(mg/km)|(NO x )<br>(mg/km)|(PM)<br>(mg/km)|(PM)<br>(mg/km)|
|Category|Class||PI|CI|PI|CI|PI|CI|CI|PI|
|M|—|All|1 900|1 750|170|290|150|180|25|25|
|N 1|I|RM ≤<br>1 305|1 900|1 750|170|290|150|180|25|25|
||II|1 305 <<br>RM ≤<br>1 760|3 400|2 200|225|320|190|220|25|25|
||III|1 760 <<br>RM|4 300|2 500|270|350|210|280|30|30|
|N 2|—|All|4 300|2 500|270|350|210|280|30|30|

_Key_ : PI = Positive Ignition, CI = Compression Ignition
( [1] ) Positive ignition particulate mass limits apply only to vehicles with direct injection engines.

2.4. The reference to the threshold limits in Section 3.3.3.1 of Annex 11 to UNECE Regulation No 83 shall be
understood as reference to the threshold limits in Section 2.3 of this Annex.

2.5. The Type I test cycle referred to in paragraph 3.3.3.2. of Annex 11 to UN/ECE Regulation No 83 shall be
understood as being the same as the Type 1 cycle that was used for at least two consecutive cycles after
introduction of the misfire faults according to paragraph 6.3.1.2. of Appendix 1 to Annex 11 to UN/ECE
Regulation No 83.

2.6. The reference to the particulate threshold limits provided for by paragraph 3.3.2. in section 3.3.3.7 of Annex
11 to UN/ECE Regulation No 83 shall be understood as being reference to the particulate threshold limits
provided in Section 2.3 of this Annex.

2.7. The reference to the Type I test cycle in section 2.1.3 of Appendix 1 to Annex 11 of UN/ECE Regulation No
83 shall be understood as a reference to the type 1 test according to Regulation (EC) 692/2008 or Annex XXI
of this Regulation, upon the choice of the manufacturer for each individual malfunction to be demonstrated.

3. ADMINISTRATIVE PROVISIONS FOR DEFICIENCIES OF OBD SYSTEMS

3.1. The administrative provisions for deficiencies of OBD systems as set out in Article 6(2) shall be those specified
in Section 4 of Annex 11 of UN/ECE Regulation No 83 with the following exceptions.

3.2. Reference to OBD threshold limits in paragraph 4.2.2. of Annex 11 to UN/ECE Regulation No 83 shall be
understood as being reference to the OBD threshold limits in Section 2.3 of this Annex.

3.3. Paragraph 4.6 of Annex 11 to UN/ECE Regulation No 83 shall be understood as being as follows:

‘The approval authority shall notify its decision in granting a deficiency request in accordance with Article 6(2).’

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4. ACCESS TO OBD INFORMATION

4.1. Requirements for access to OBD information are specified in section 5 of Annex 11 to UN/ECE Regulation 83.
The exceptions to these requirements are described in the following sections.

4.2. References to Appendix 1 of Annex 2 to UN/ECE Regulation No 83 shall be understood as references to
Appendix 5 to Annex I to this Regulation.

4.3. References to section 3.2.12.2.7.6. of Annex 1 to UN/ECE Regulation No 83 shall be understood as references
to 3.2.12.2.7.6 of Appendix 3 to Annex I to this Regulation.

4.4. References to ‘contracting parties’ shall be understood as references to ‘member states’.

4.5. References to approval granted under Regulation 83 shall be understood as references to type-approval granted
under this Regulation and Regulation (EC) No 715/2007.

4.6. UN/ECE type-approval shall be understood as EC type-approval.

7.7.2017 EN Official Journal of the European Union L 175/241

_Appendix 1_

**FUNCTIONAL ASPECTS OF ON-BOARD DIAGNOSTIC (OBD) SYSTEMS**

1. INTRODUCTION

1.1. This Appendix describes the procedure of the test according to section 2 of this Annex.

2. TECHNICAL REQUIREMENTS

2.1. The technical requirements and specifications shall be those set out in Appendix 1 to Annex 11 to UN/ECE
Regulation No 83 with the exceptions and additional requirements as described in the following sections.

2.2. The references in Appendix 1 to Annex 11 to UN/ECE Regulation No 83 to the OBD threshold limits set out in
paragraph 3.3.2 to Annex 11 of UN/ECE Regulation No 83 shall be understood as references to the OBD
threshold limits set out in section 2.3 of this Annex.

2.3. The reference fuels specified in paragraph 3.2 of Appendix 1 of Annex 11 of UN/ECE Regulation No 83 shall be
understood as reference to the appropriate reference fuel specifications in Annex IX to this Regulation.

2.4. The reference to Annex 11 in paragraph 6.5.1.4 of Appendix 1 of Annex 11 of UN/ECE Regulation No 83 shall
be understood as reference to Annex XI to this Regulation.

2.5. The following text shall be added as a new final sentence to the second paragraph of Section 1 of Appendix 1 to
Annex 11 of UN/ECE Regulation No 83.

‘For electrical failures (short/open circuit), the emissions may exceed the limits of paragraph 3.3.2. by more than
twenty per cent.’

2.6. Paragraph 6.5.3. of Appendix 1 to Annex 11 of UN/ECE Regulation No 83 shall be replaced with the following:

‘6.5.3. The emission control diagnostic system shall provide for standardised and unrestricted access and
conform with the following ISO standards and/or SAE specification. Later versions may be used at the
manufacturers' discretion.

6.5.3.1. The following standard shall be used as the on board to off-board communications link:

(a) ISO 15765-4:2011 “Road vehicles – Diagnostics on Controller Area Network (CAN) – Part 4:
Requirements for emissions-related systems”, dated 1 February 2011;

6.5.3.2. Standards used for the transmission of OBD relevant information:

(a) ISO 15031-5 “Road vehicles - communication between vehicles and external test equipment for
emissions-related diagnostics – Part 5: Emissions-related diagnostic services”, dated 1 April 2011 or
SAE J1979 dated 23 February 2012;

(b) ISO 15031-4 “Road vehicles – Communication between vehicle and external test equipment for
emissions related diagnostics – Part 4: External test equipment”, dated 1 June 2005 or SAE J1978
dated 30 April 2002;

(c) ISO 15031-3 “Road vehicles – Communication between vehicle and external test equipment for
emissions related diagnostics Part 3: Diagnostic connector and related electrical circuits: specifi­
cation and use”, dated 1 July 2004 or SAE J 1962 dated 26 July 2012;

(d) ISO 15031-6 “Road vehicles – Communication between vehicle and external test equipment for
emissions related diagnostics – Part 6: Diagnostic trouble code definitions”, dated 13 August 2010
or SAE J2012 dated 07 March 2013;

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(e) ISO 27145 “Road vehicles – Implementation of World-Wide Harmonized On-Board Diagnostics
(WWH-OBD)” dated 2012-08-15 with the restriction, that only 6.5.3.1.(a) may be used as a data
link;

(f) ISO 14229:2013 “Road vehicles – Unified diagnostic services (UDS) with the restriction, that only
6.5.3.1.(a) may be used as a data link”.

The standards (e) and (f) may be used as an option instead of (a) not earlier than 1 January 2019.

6.5.3.3. Test equipment and diagnostic tools needed to communicate with OBD systems shall meet or exceed
the functional specification given in the standard listed in paragraph 6.5.3.2.(b) of this Appendix.

6.5.3.4. Basic diagnostic data, (as specified in paragraph 6.5.1.) and bi-directional control information shall be
provided using the format and units described in the standard listed in paragraph 6.5.3.2.(a) of this
appendix, and must be available using a diagnostic tool meeting the requirements of the standard
listed in paragraph 6.5.3.2.(b) of this appendix.

The vehicle manufacturer shall provide to a national standardisation body the details of any emissionrelated diagnostic data, e.g. PID’s, OBD monitor Id’s, Test Id’s not specified in the standard listed in
paragraph 6.5.3.2.(a) of this Regulation but related to this Regulation.

6.5.3.5. When a fault is registered, the manufacturer shall identify the fault using an appropriate ISO/SAE
controlled fault code specified in one of the standards listed in paragraph 6.5.3.2.(d) of this appendix,
relating to “emission related system diagnostic trouble codes”. If such identification is not possible, the
manufacturer may use manufacturer controlled diagnostic trouble codes according to the same
standard. The fault codes shall be fully accessible by standardised diagnostic equipment complying
with the provisions of paragraph 6.5.3.2. of this Appendix.

The vehicle manufacturer shall provide to a national standardisation body the details of any emissionrelated diagnostic data, e.g. PID’s, OBD monitor Id’s, Test Id’s not specified in the standards listed in
paragraph 6.5.3.2.(a) of this Appendix but related to this Regulation.

6.5.3.6. The connection interface between the vehicle and the diagnostic tester shall be standardised and shall
meet all the requirements of the standard listed in paragraph 6.5.3.2.(c) of this appendix. The instal­
lation position shall be subject to agreement of the administrative department such that it is readily
accessible by service personnel but protected from tampering by non-qualified personnel.

6.5.3.7. The manufacturer shall also make accessible, where appropriate on payment, the technical information
required for the repair or maintenance of motor vehicles unless that information is covered by an
intellectual property right or constitutes essential, secret know-how which is identified in an appro­
priate form; in such case, the necessary technical information shall not be withheld improperly.

Entitled to such information is any person engaged in commercially servicing or repairing, road-side
rescuing, inspecting or testing of vehicles or in the manufacturing or selling replacement or retro-fit
components, diagnostic tools and test equipment.’

2.6. A new paragraph 6.1.1. of Appendix 1 to Annex 11 of UN/ECE Regulation No 83 shall be inserted as follows:

‘6.1.1. The Type I Test need not be performed for the demonstration of electrical failures (short/open circuit).
The manufacturer may demonstrate these failure modes using driving conditions in which the
component is used and the monitoring conditions are encountered. These conditions shall be docu­
mented in the type approval documentation.’

2.7. Paragraph 6.2.2. of Appendix 1 of Annex 11 of UN/ECE Regulation No 83 shall be amended to read as follows:

‘At the request of the manufacturer, alternative and/or additional preconditioning methods may be used.’

2.8. A new paragraph 6.2.3. of Appendix 1 to Annex 11 of UN/ECE Regulation No 83 shall be inserted as follows:

‘6.2.3. The use of additional preconditioning cycles or alternative preconditioning methods shall be docu­
mented in the type approval documentation.’

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2.9. Paragraph 6.3.1.5. of Appendix 1 to Annex 11 of UN/ECE Regulation No 83 shall be replaced with the
following:

‘Electrical disconnection of the electronic evaporative purge control device (if equipped and if active on the
selected fuel type).’

2.10. Paragraph 6.4.1.1. of Appendix 1 to Annex 11 of UN/ECE Regulation No 83 shall be replaced with the
following:

‘The MI shall be activated at the latest before the end of this test under any of the conditions given in
paragraphs 6.4.1.2. to 6.4.1.5. The MI may also be activated during preconditioning. The Technical Service
may substitute those conditions with others in accordance with paragraph 6.4.1.6.’

2.11. Paragraph 6.4.2.1. of Appendix 1 to Annex 11 of UN/ECE Regulation No 83 shall be replaced with the
following:

‘The MI shall be activated at the latest before the end of this test under any of the conditions given in
paragraphs 6.4.2.2. to 6.4.2.5. The MI may also be activated during preconditioning. The Technical Service
may substitute those conditions by others in accordance with paragraph 6.4.2.5.’

3. IN-USE PERFORMANCE

3.1. **General Requirements**

The technical requirements and specifications shall be those set out in Appendix 1 to Annex 11 to UN/ECE
Regulation No 83 with the exceptions and additional requirements as described in the following sections.

3.1.1. The requirements of paragraph 7.1.5 of Appendix 1 to Annex 11 to UN/ECE Regulation No 83 shall be
understood as being as follows.

For new type approvals and new vehicles the monitor required by point 2.9 of this Annex shall have an IUPR
greater or equal to 0,1 until three years after the dates specified in Article 10(4) and (5) of Regulation (EC) No
715/2007 respectively.

3.1.2. The requirements of paragraph 7.1.7 of Appendix 1 to Annex 11 to UN/ECE Regulation No 83 shall be
understood as being as follows.

The manufacturer shall demonstrate to the approval authority and, upon request, to the Commission that these
statistical conditions are satisfied for all monitors required to be reported by the OBD system according to
paragraph 7.6. of Appendix 1 to Annex 11 to Regulation No 83 not later than 18 months after the entry onto
the market of the first vehicle type with IUPR in an OBD family and every 18 months thereafter. For this
purpose, for OBD families consisting of more than 1000 registrations in the Union, that are subject to sampling
within the sampling period, the process described in Annex II shall be used without prejudice to the provisions
of paragraph 7.1.9. of Appendix 1 to Annex 11 to Regulation No 83.

In addition to the requirements set out in Annex II and regardless of the result of the audit described in Section
2 of Annex II, the authority granting the approval shall apply the in-service conformity check for IUPR described
in Appendix 1 to Annex II in an appropriate number of randomly determined cases. ‘In an appropriate number
of randomly determined cases’ means, that this measure has a dissuasive effect on non-compliance with the
requirements of Section 3 of this Annex or the provision of manipulated, false or non-representative data for the
audit. If no special circumstances apply and can be demonstrated by the type-approval authorities, random
application of the in-service conformity check to 5 % of the type approved OBD families shall be considered as
sufficient for compliance with this requirement. For this purpose, type-approval authorities may find
arrangements with the manufacturer for the reduction of double testing of a given OBD family as long as
these arrangements do not harm the dissuasive effect of the type-approval authority’s own in-service conformity
check on non-compliance with the requirements of Section 3 of this Annex. Data collected by Member States
during surveillance testing programmes may be used for in-service conformity checks. Upon request, typeapproval authorities shall provide data on the audits and random in-service conformity checks performed,
including the methodology used for identifying those cases, which are made subject to the random in-service
conformity check, to the Commission and other type-approval authorities.

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3.1.3. Non-compliance with the requirements of paragraph 7.1.6. of Appendix 1 to Annex 11 to Regulation No 83
established by tests described in point 3.1.2 of this Appendix or paragraph 7.1.9 of Appendix 1 to Annex 11 to
Regulation No 83 shall be considered as an infringement subject to the penalties set out in Article 13 of
Regulation (EC) No 715/2007. This reference does not limit the application of such penalties to other
infringements of other provisions of Regulation (EC) No 715/2007 or this Regulation, which do not explicitly
refer to Article 13 of Regulation (EC) No 715/2007.

3.1.4. Paragraph 7.6.1. of Appendix 1 to Annex 11 of UN/ECE Regulation No 83 shall be replaced with the following:

‘7.6.1. The OBD system shall report, in accordance with the standard listed in paragraph 6.5.3.2.(a) of this
Appendix, the ignition cycle counter and general denominator as well as separate numerators and
denominators for the following monitors, if their presence on the vehicle is required by this annex:

(a) Catalysts (each bank to be reported separately);

(b) Oxygen/exhaust gas sensors, including secondary oxygen sensors

(each sensor to be reported separately);

(c) Evaporative system;

(d) EGR system;

(e) VVT system;

(f) Secondary air system;

(g) Particulate filter;

(h) NOx after-treatment system (e.g. NOx absorber, NOx reagent/catalyst system);

(i) Boost pressure control system.’

Paragraph 7.6.2. of Appendix 1 to Annex 11 of UN/ECE Regulation No 83 shall be replaced with the following:

‘7.6.2. For specific components or systems that have multiple monitors, which are required to be reported by
this point (e.g. oxygen sensor bank 1 may have multiple monitors for sensor response or other sensor
characteristics), the OBD system shall separately track numerators and denominators for each of the
specific monitors and report only the corresponding numerator and denominator for the specific
monitor that has the lowest numerical ratio. If two or more specific monitors have identical ratios,
the corresponding numerator and denominator for the specific monitor that has the highest
denominator shall be reported for the specific component.’

A new paragraph 7.6.2.1. of Appendix 1 to Annex 11 of UN/ECE Regulation No 83 shall be inserted as follows:

‘7.6.2.1. Numerators and denominators for specific monitors of components or systems, that are monitoring
continuously for short circuit or open circuit failures are exempted from reporting.

“Continuously,” if used in this context means monitoring is always enabled and sampling of the signal
used for monitoring occurs at a rate no less than two samples per second and the presence or the
absence of the failure relevant to that monitor has to be concluded within 15 seconds.

If for control purposes, a computer input component is sampled less frequently, the signal of the
component may instead be evaluated each time sampling occurs.

It is not required to activate an output component/system for the sole purpose of monitoring that
output component/system.’

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_Appendix 2_

**ESSENTIAL CHARACTERISTICS OF THE VEHICLE FAMILY**

The essential characteristics of the vehicle family shall be those specified in Appendix 2 to Annex 11 to UN/ECE
Regulation No 83.

L 175/246 EN Official Journal of the European Union 7.7.2017

_ANNEX XII_

**DETERMINATION OF CO** **2** **EMISSIONS, FUEL CONSUMPTION, ELECTRIC ENERGY CONSUMPTION AND ELECTRIC**
**RANGE**

1. TYPE-APPROVAL OF VEHICLES FITTED WITH ECO-INNOVATIONS

1.1. According to Article 11(1) of Regulation (EU) No 725/2011 for M1 vehicles and Article 11(1) of Regulation (EU)
No 427/2014 for N1 vehicles, a manufacturer wishing to benefit from a reduction of its average specific CO 2
emissions, as result of the savings achieved by one or more eco-innovations fitted in a vehicle, shall apply to an
approval authority for an EC type-approval certificate of the vehicle fitted with the eco-innovation.

1.2. The CO 2 emissions savings from the vehicle fitted with an eco-innovation shall, for the purpose of type approval, be
determined using the procedure and testing methodology specified in the Commission Decision approving the ecoinnovation, in accordance with Article 10 of Regulation (EU) No 725/2011 for M1 vehicles, or Article 10 of
Regulation (EU) No 427/2014 for N1 vehicles.

1.3. The performance of the necessary tests for the determination of the CO 2 emissions savings achieved by the ecoinnovations shall be considered without prejudice to the demonstration of compliance of the eco-innovations with
the technical prescriptions laid down in Directive 2007/46/EC, if applicable.

1.4. If the innovative technology does not meet the threshold of 1g CO 2 /km as specified in Article 9 of Regulation (EU)
No 725/2011, the type approval certificate shall be issued without reference to the eco-innovation code or the CO 2
reductions achieved by the innovative technology.

2. DETERMINATION OF CO 2 EMISSIONS AND FUEL CONSUMPTION FROM N 1 VEHICLES SUBMITTED TO MULTI-STAGE TYPEAPPROVAL

2.1. For the purpose of determining the CO 2 emissions and fuel consumption of a vehicle submitted to multi-stage typeapproval, as defined in Article 3(7) of Directive 2007/46/EC, the procedures of Annex XXI apply. Specific provisions
for multi-stage type approval are set in points 2.2 to 2.7 of this annex.

2.2. The road load shall be determined with the road load matrix family by using the parameters of a representative
multi-stage vehicle which are set in paragraph 4.2.1.4 in Sub-Annex 4 of Annex XXI.

2.3. The calculation of road load and running resistance are based on a representative vehicle of a road load matrix
family as set in paragraph 5.1 of Sub-Annex 4 of Annex XXI.

2.4. The manufacturer of the base vehicle shall test a representative multi-stage vehicle for CO 2 emission and fuel
consumption and make available a calculation tool to establish, on the basis of the parameters of completed
vehicles, their fuel consumption and CO 2 values as set in Sub-Annex 7 of Annex XXI.

2.5. The final fuel consumption and CO 2 values shall be calculated by the final-stage manufacturer on the basis of the
parameters of the completed vehicle as set in paragraph 3.2.4 of Sub-Annex 7 of Annex XXI.

2.6. The manufacturer of the completed vehicle shall include, in the certificate of conformity, the information of the
completed vehicles and add the information of the base vehicles in accordance with Annex IX to Directive
2007/46/EC.

2.7. In the case of vehicles submitted to individual vehicle approval, the individual approval certificate shall include the
following information:

(a) the CO 2 emissions measured according to the methodology set out in points 2.1 to 2.6 above;

(b) the mass of the completed vehicle in running order;

(c) the identification code corresponding to the type, variant and version of the base vehicle;

(d) the type-approval number of the base vehicle, including the extension number;

7.7.2017 EN Official Journal of the European Union L 175/247

(e) the name and address of the manufacturer of the base vehicle;

(f) the mass of the base vehicle in running order.

L 175/248 EN Official Journal of the European Union 7.7.2017

_ANNEX XIII_

**EC TYPE-APPROVAL OF REPLACEMENT POLLUTION CONTROL DEVICES AS SEPARATE TECHNICAL UNIT**

1. INTRODUCTION

1.1. This Annex contains additional requirement for the type-approval as separate technical units of pollution
control devices.

2. GENERAL REQUIREMENTS

2.1. **Marking**

Original replacement pollution control devices shall bear at least the following identifications:

(a) the vehicle manufacturer’s name or trade mark;

(b) the make and identifying part number of the original replacement pollution control device as recorded in
the information mentioned in point 2.3.

2.2. **Documentation**

Original replacement pollution control devices shall be accompanied by the following information:

(a) the vehicle manufacturer’s name or trade mark;

(b) the make and identifying part number of the original replacement pollution control device as recorded in
the information mentioned in point 2.3;

(c) the vehicles for which the original replacement pollution control device is of a type covered by point 2.3
of the Addendum to Appendix 4 to Annex I, including, where applicable, a marking to identify if the
original replacement pollution control device is suitable for fitting to a vehicle that is equipped with an onboard diagnostic (OBD) system;

(d) installation instructions, where necessary.

This information shall be available in the product catalogue distributed to points of sale by the vehicle
manufacturer.

2.3. The vehicle manufacturer shall provide to the technical service and/or approval authority the necessary
information in electronic format which makes the link between the relevant part numbers and the typeapproval documentation.

This information shall contain the following:

(a) make(s) and type(s) of vehicle,

(b) make(s) and type(s) of original replacement pollution control device,

(c) part number(s) of original replacement pollution control device,

(d) type-approval number of the relevant vehicle type(s).

3. EC SEPARATE TECHNICAL UNIT TYPE-APPROVAL MARK

3.1. Every replacement pollution control device conforming to the type approved under this Regulation as a
separate technical unit shall bear an EC type-approval mark.

7.7.2017 EN Official Journal of the European Union L 175/249

3.2. This mark shall consist of a rectangle surrounding the lower-case letter ‘e’ followed by the distinguishing
number of the Member State which has granted the EC type-approval in accordance with the numbering
system set out in Annex VII to Directive 2007/46/EC.

The EC type- approval mark shall also include in the vicinity of the rectangle the ‘base approval number’
contained in section 4 of the type-approval number referred to in Annex VII to Directive 2007/46/EC,
preceded by the two figures indicating the sequence number assigned to the latest major technical
amendment to Regulation (EC) No 715/2007 or this Regulation on the date EC type-approval for a
separate technical unit was granted. For this Regulation, the sequence number is 00.

3.3. The EC type-approval mark shall be affixed to the replacement pollution control device in such a way as to be
clearly legible and indelible. It shall, wherever possible, be visible when the replacement pollution control
device is installed on the vehicle.

3.4. Appendix 3 to this Annex gives example of the EC type- approval mark.

4. TECHNICAL REQUIREMENTS

4.1. The requirements for the type-approval of replacement pollution control devices shall be those of Section 5 of
UN/ECE Regulation No 103 with the exceptions set out in sections 4.1.1 to 4.1.5.

4.1.1. Reference to the ‘test cycle’ in Section 5 of UN/ECE Regulation No 103 shall be understood as being the same
Type I / Type 1 test and Type I / Type 1 test cycle as used for the original type approval of the vehicle.

4.1.2. The terms ‘catalytic converter’ and ‘converter’ used in section 5 of UN/ECE Regulation No 103 shall be
understood to mean ‘pollution control device’

4.1.3. The regulated pollutants referred to throughout section 5.2.3 of UN/ECE Regulation No 103 shall be replaced
by all the pollutants specified in Annex 1, Table 2 of Regulation (EC) No 715/2007 for replacement pollution
control devices intended to be fitted to vehicles type approved to Regulation (EC) No 715/2007.

4.1.4. For replacement pollution control devices standards intended to be fitted to vehicles type approved to
Regulation (EC) No 715/2007, the durability requirements and associated deterioration factors specified in
section 5 of UN/ECE Regulation No 103, shall refer to those specified in Annex VII of this Regulation.

4.1.5. Reference to Appendix 1 of the type-approval communication in section 5.5.3 of UN/ECE Regulation No 103
shall be understood as reference to the addendum to the EC type-approval certificate on vehicle OBD
information (Appendix 5 to Annex I).

4.2. For vehicles with positive-ignition engines, if the NMHC emissions measured during the demonstration test of
a new original equipment catalytic converter, under paragraph 5.2.1 of UN/ECE Regulation No 103, are higher
than the values measured during the type-approval of the vehicle, the difference shall be added to the OBD
threshold limits. The OBD threshold limits are specified in point 2.3 of Annex XI of this Regulation.

4.3. The revised OBD threshold limits will apply during the tests of OBD compatibility set out in paragraphs 5.5 to
5.5.5 of UN/ECE Regulation No 103. In particular, when the exceedance allowed in paragraph 1 of Appendix
1 to Annex 11 to UN/ECE Regulation No 83 is applied.

4.4. **Requirements for replacement periodically regenerating systems**

4.4.1. _Requirements regarding emissions_

4.4.1.1. The vehicle(s) indicated in Article 11(3), equipped with a replacement periodically regenerating system of the
type for which approval is requested, shall be subject to the tests described in paragraph 3 of Annex 13 of
UN/ECE Regulation No 83, in order to compare its performance with the same vehicle equipped with the
original periodically regenerating system.

L 175/250 EN Official Journal of the European Union 7.7.2017

4.4.1.2. Reference to the ‘Type I test’ and ‘Type I test cycle’ in paragraph 3. of Annex 13 of UN/ECE Regulation No 83
and the ‘test cycle’ in Section 5 of UN/ECE Regulation No 103 shall be understood as being the same Type I /
Type 1 test and Type I / Type 1 test cycle as used for the original type approval of the vehicle.

4.4.2. _Determination of the basis for comparison_

4.4.2.1. The vehicle shall be fitted with a new original periodically regenerating system. The emissions performance of
this system shall be determined following the test procedure set out in paragraph 3 of Annex 13 of UN/ECE
Regulation No 83.

4.4.2.1.1. Reference to the ‘Type I test’ and ‘Type I test cycle’ in paragraph 3. of Annex 13 of UN/ECE Regulation No 83
and the ‘test cycle’ in Section 5 of UN/ECE Regulation No 103 shall be understood as being the same Type I /
Type 1 test and Type I / Type 1 test cycle as used for the original type approval of the vehicle.

4.4.2.2. Upon request of the applicant for the approval of the replacement component, the approval authority shall
make available on a non-discriminatory basis, the information referred to in points 3.2.12.2.1.11.1 and
3.2.12.2.6.4.1 of the information document contained in Appendix 3 to Annex I to this Regulation for
each vehicle tested.

4.4.3. _Exhaust gas test with a replacement periodically regeneration system_

4.4.3.1. The original equipment periodically regenerating system of the test vehicle(s) shall be replaced by the
replacement periodically regenerating system. The emissions performance of this system shall be determined
following the test procedure set out in paragraph 3 Annex 13 of UN/ECE Regulation No 83.

4.4.3.1.1. Reference to the ‘Type I test’ and ‘Type I test cycle’ in paragraph 3. of Annex 13 of UN/ECE Regulation No 83
and the ‘test cycle’ in Section 5 of UN/ECE Regulation No 103 shall be understood as being the same Type I /
Type 1 test and Type I / Type 1 test cycle as used for the original type approval of the vehicle.

4.4.3.2. To determine the D-factor of the replacement periodically regenerating system, any of the engine test bench
methods referred to in paragraph 3 of Annex 13 of UN/ECE Regulation No 83 may be used.

4.4.4. _Other requirements_

The requirements of paragraphs 5.2.3, 5.3, 5.4 and 5.5 of UN/ECE Regulation No 103 shall apply to
replacement periodically regenerating systems. In these paragraphs the words ‘catalytic converter’ shall be
understood to mean ‘periodically regenerating system’. In addition the exceptions made to these paragraphs
in section 4.1 of this annex shall also apply to periodically regenerating systems.

5. DOCUMENTATION

5.1. Each replacement pollution control device shall be clearly and indelibly marked with the manufacturer’s name
or trade mark and accompanied by the following information:

(a) the vehicles (including year of manufacture) for which the replacement pollution control device is
approved, including, where applicable, a marking to identify if the replacement pollution control device
is suitable for fitting to a vehicle that is equipped with an on-board diagnostic (OBD) system;

(b) installation instructions, where necessary.

The information shall be available in the product catalogue distributed to points of sale by the manufacturer of
replacement pollution control devices.

6. CONFORMITY OF PRODUCTION

6.1. Measures to ensure the conformity of production shall be taken in accordance with the provisions laid down in
Article 12 of Directive 2007/46/EC.

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6.2. **Special provisions**

6.2.1. The checks referred to in point 2.2 of Annex X to Directive 2007/46/EC shall include compliance with the
characteristics as defined under point 8 of Article 2 of this Regulation.

6.2.2. For the application of Article 12(2) of Directive 2007/46/EC, the tests described in section 4.4.1 of this Annex
and section 5.2 of UN/ECE Regulation No 103 (requirements regarding emissions) may be carried out. In this
case, the holder of the approval may request, as an alternative, to use as a basis for comparison not the original
equipment pollution control device, but the replacement pollution control device which was used during the
type-approval tests (or another sample that has been proven to conform to the approved type). Emissions
values measured with the sample under verification shall then on average not exceed by more than 15 % the
mean values measured with the sample used for reference.

L 175/252 EN Official Journal of the European Union 7.7.2017

_Appendix 1_

**MODEL**

**Information document No …**

**relating to the EC type-approval of replacement pollution control devices**

The following information, if applicable, must be supplied in triplicate and include a list of contents. Any drawings must
be supplied in appropriate scale and sufficient detail on size A4 or on a folder of A4 format. Photographs, if any, must
show sufficient detail.

If the systems, components or separate technical units have electronic controls, information concerning their performance
must be supplied.

0. GENERAL

0.1. Make (trade name of manufacturer): …

0.2. Type: …

0.2.1. Commercial name(s), if available: …

0.5. Name and address of manufacturer: …

Name and address of authorised representative, if any: …

0.7. In the case of components and separate technical units, location and method of affixing of the EC approval
mark: …

0.8. Address(es) of assembly plant(s): …

1. DESCRIPTION OF THE DEVICE

1.1. Make and type of the replacement pollution control device: …

1.2. Drawings of the replacement pollution control device, identifying in particular all the characteristics referred to
under point 8 of Article 2 of this Regulation: …

1.3. Description of the vehicle type or types for which the replacement pollution control device is intended: …

1.3.1. Number(s) and/or symbol(s) characterising the engine and vehicle type(s): …

1.3.2. Is the replacement pollution control device intended to be compatible with OBD requirements (Yes/No) ( [1] )

1.4. Description and drawings showing the position of the replacement pollution control device relative to the engine
exhaust manifold(s): …

( [1] ) Delete where not applicable.

7.7.2017 EN Official Journal of the European Union L 175/253

_Appendix 2_

**MODEL EC TYPE-APPROVAL CERTIFICATE**

(Maximum format: A4 (210 mm × 297 mm))

**EC TYPE-APPROVAL CERTIFICATE**

_Stamp of administration_

Communication concerning the:

— EC type-approval ( [1] ), …,

— extension of EC type-approval ( [2] ), …,

— refusal of EC type-approval ( [3] ), …,

— withdrawal of EC type-approval ( [4] ), …,

of a type of component/separate technical unit ( [5] )

with regard to Regulation (EC) No 715/2007, as implemented by Regulation (EU) 2017/1151.

Regulation (EC) No 715/2007 or Regulation (EU) 2017/1151 as last amended by …

EC type-approval number: …

Reason for extension: …

_SECTION I_

0.1. Make (trade name of manufacturer): …

0.2. Type: …

0.3. Means of identification of type if marked on the component/separate technical unit ( [6] ): …

0.3.1. Location of that marking: …

0.5. Name and address of manufacturer: …

0.7. In the case of components and separate technical units, location and method of affixing of the EC approval
mark: …

0.8. Name and address(es) of assembly plant(s): …

0.9. Name and address of manufacturer’s representative (if any): …

( [1] ) Delete where not applicable
( [2] ) Delete where not applicable
( [3] ) Delete where not applicable
( [4] ) Delete where not applicable
( [5] ) Delete where not applicable
( [6] ) If the means of identification of type contains characters not relevant to describe the vehicle, component or separate technical unit
types covered by this type-approval certificate such characters shall be represented in the document by the symbol:‘?’
(e.g. ABC??123??).

L 175/254 EN Official Journal of the European Union 7.7.2017

_SECTION II_

1. Additional information

1.1. Make and type of the replacement pollution control device: …

1.2. Vehicle type(s) for which the pollution control device type qualifies as replacement part: …

1.3. Type(s) of vehicles) on which the replacement pollution control device has been tested: …

1.3.1. Has the replacement pollution control device demonstrated compatibility with OBD requirements (yes/no) ( [1] ): …

2. Technical service responsible for carrying out the tests: …

3. Date of test report: …

4. Number of test report: …

5. Remarks: …

6. Place: …

7. Date: …

8. Signature: …

( [1] ) Delete where not applicable

7.7.2017 EN Official Journal of the European Union L 175/255

_Appendix 3_

**Example of the EC type-approval marks**

(see point 3.2 of this Annex)

The above approval mark affixed to a component of a replacement pollution control device shows that the type
concerned has been approved in France (e 2), pursuant to this Regulation. The first two digits of the approval
number (00) indicate that this part was approved according to this Regulation. The following four digits (1234) are
those allocated by the approval authority to the replacement pollution control device as the base approval number.

L 175/256 EN Official Journal of the European Union 7.7.2017

_ANNEX XIV_

**Access to vehicle OBD and vehicle repair and maintenance information**

1. INTRODUCTION

1.1. This Annex lays down technical requirements for the accessibility of vehicle OBD and vehicle repair and main­
tenance information.

2. REQUIREMENTS

2.1. Vehicle OBD and vehicle repair and maintenance information available through websites shall follow the technical
specifications of OASIS Document SC2-D5, Format of Automotive Repair Information, version 1.0, 28 May 2003 ( [1] )
and of Sections 3.2, 3.5, (excluding 3.5.2), 3.6, 3.7 and 3.8 of OASIS Document SC1-D2, Autorepair Requirements
Specification, version 6.1, dated 10.1.2003 ( [2] ), using only open text and graphic formats or formats which can be
viewed and printed using only standard software plug-ins that are freely available, easy to install, and which run
under computer operating systems commonly in use. Where possible, keywords in the meta data shall conform to
ISO 15031-2. Such information shall be always available, except as required for web-site maintenance purposes.
Those requiring the right to duplicate or re-publish the information should negotiate directly with the manufacturer
concerned. Information for training material shall also be available, but may be presented through other media than
web-sites.

Information on all parts of the vehicle, with which the vehicle, as identified by the vehicle identification number
(VIN) and any additional criteria such as wheelbase, engine output, trim level or options, is equipped by the vehicle
manufacturer and which can be replaced by spare parts offered by the vehicle manufacturer to its authorised
repairers or dealers or third parties by means of reference to original equipment (OE) parts number, shall be
made available in a database easily accessible to independent operators.

This database shall comprise the VIN, OE parts numbers, OE naming of the parts, validity attributes (valid-from and
valid-to dates), fitting attributes and where applicable structuring characteristics.

The information on the database shall be regularly updated. The updates shall include in particular all modifications
to individual vehicles after their production if this information is available to authorised dealers.

2.2. Access to vehicle security features used by authorised dealers and repair shops shall be made available to inde­
pendent operators under protection of security technology according to the following requirements:

(i) data shall be exchanged ensuring confidentiality, integrity and protection against replay;

(ii) the standard https//ssl-tls (RFC4346) shall be used;

(iii) security certificates in accordance with ISO 20828 shall be used for mutual authentication of independent
operators and manufacturers;

(iv) the independent operator’s private key shall be protected by secure hardware.

The Forum on Access to Vehicle Information provided for by paragraph 9 of Article 13 will specify the parameters
for fulfilling these requirements according to the state-of-the-art.

The independent operator shall be approved and authorised for this purpose on the basis of documents demon­
strating that they pursue a legitimate business activity and have not been convicted of relevant criminal activity.

2.3. Reprogramming of control units shall be conducted in accordance with either ISO 22900 or SAE J2534, regardless
of the date of type approval. For the validation of the compatibility of the manufacturer-specific application and the
vehicle communication interfaces (VCI) complying to ISO 22900 or SAE J2534, the manufacturer shall offer either a
validation of independently developed VCIs or the information, and loan of any special hardware, required for a VCI
manufacturer to conduct such validation himself. The conditions of Article 7(1) of Regulation (EC) No 715/2007
apply to fees for such validation or information and hardware.

( [1] [) Available at: http://www.oasis-open.org/committees/download.php/2412/Draft%20Committee%20Specification.pdf](http://www.oasis-open.org/committees/download.php/2412/Draft%20Committee%20Specification.pdf)
( [2] [) Available at: http://lists.oasis-open.org/archives/autorepair/200302/pdf00005.pdf](http://lists.oasis-open.org/archives/autorepair/200302/pdf00005.pdf)

7.7.2017 EN Official Journal of the European Union L 175/257

2.4. All emission-related fault codes shall be consistent with Appendix 1 to Annex XI.

2.5. For access to any vehicle OBD and vehicle repair and maintenance information other than that relating to secure
areas of the vehicle, registration requirements for use of the manufacturer’s web site by an independent operator
shall require only such information as is necessary to confirm how payment for the information is to be made. For
information concerning access to secure areas of the vehicle, the independent operator shall present a certificate in
accordance with ISO 20828 to identify himself and the organisation to which he belongs and the manufacturer shall
respond with his own certificate in accordance with ISO 20828 to confirm to the independent operator that he is
accessing a legitimate site of the intended manufacturer. Both parties shall keep a log of any such transactions
indicating the vehicles and changes made to them under this provision.

2.6. In the event that vehicle OBD and vehicle repair and maintenance information available on a manufacturer’s website
does not contain specific relevant information to permit the proper design and manufacture of alternative fuels
retrofit systems, then any interested alternative fuels retrofit system manufacturer shall be able to access the
information required in paragraphs 0, 2, and 3 of Appendix 3 to Annex Iby contacting the manufacturer
directly with such a request. Contact details for that purpose shall be clearly indicated on the manufacturer’s
website and the information shall be provided within 30 days. Such information need only be provided for alter­
native fuels retrofit systems that are subject to UN/ECE Regulation No 115 ( [1] ) or for alternative fuels retrofit
components that form part of systems subject to UN/ECE Regulation No 115, and need only be provided in
response to a request that clearly specifies the exact specification of the vehicle model for which the information
is required and that specifically confirms that the information is required for the development of alternative fuels
retrofit systems or components subject to UN/ECE Regulation No 115.

2.7. Manufacturers shall indicate in their repair information websites the type-approval number by model.

2.8. Manufacturers shall establish fees for hourly, daily, monthly, annual and per-transaction access to their repair and
maintenance information websites, which are reasonable and proportionate.

( [1] ) OJ L 323, 7.11.2014, p. 91.

L 175/258 EN Official Journal of the European Union 7.7.2017

_Appendix 1_

7.7.2017 EN Official Journal of the European Union L 175/259

L 175/260 EN Official Journal of the European Union 7.7.2017

_ANNEX XV_

**Reserved**

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_ANNEX XVI_

**REQUIREMENTS FOR VEHICLES THAT USE A REAGENT FOR THE EXHAUST AFTER-TREATMENT SYSTEM**

1. INTRODUCTION

This Annex sets out the requirements for vehicles that rely on the use of a reagent for the after-treatment system in order
to reduce emissions.

The requirements shall be those specified in Appendix 6 to UN/ECE Regulation No 83, with the following exception.

The reference to Annex 1 in paragraph 4.1. of Appendix 6 to UN/ECE Regulation No 83 shall be understood as reference
to Appendix 3 to Annex I to this Regulation.

L 175/262 EN Official Journal of the European Union 7.7.2017

_ANNEX XVII_

**AMENDMENTS TO REGULATION (EC) No 692/2008**

1. Appendix 3 to Annex I of Regulation (EC) No 692/2008 is hereby amended as follows:

(a) Points 3. to 3.1.1. shall be amended to read:

‘3. PROPULSION ENERGY CONVERTER (k)

3.1. Manufacturer of the propulsion energy converter(s): ................................................................................................

3.1.1. Manufacturer's code (as marked on the propulsion energy converter or other means of identification): …’

(b) Point 3.2.1.8. shall be amended to read:

‘3.2.1.8. Rated engine power (n): ............................ kW at ............................ min [–1] (manufacturer's declared value)’

(c) Point 3.2.2.2. shall be renumbered 3.2.2.1.1. and shall read as follows:

‘3.2.2.1.1. RON, unleaded: .......................................................................................................................................................... ’

(d) Point 3.2.4.2.1. shall be amended to read:

‘3.2.4.2.1. System description (common rail/unit injectors/distribution pump etc.): ...................................................’

(e) Point 3.2.4.2.3. shall be amended to read:

‘3.2.4.2.3. Injection/Delivery pump’

(f) Point 3.2.4.2.4. shall be amended to read:

‘3.2.4.2.4. Engine speed limitation control’

(g) Point 3.2.4.2.9.3. shall be amended to read:

‘3.2.4.2.9.3. Description of the system’

(h) Points 3.2.4.2.9.3.6. to 3.2.4.2.9.3.8. shall be amended to read:

‘3.2.4.2.9.3.6. Make and type or working principle of water temperature sensor: ......................................................

3.2.4.2.9.3.7. Make and type or working principle of air temperature sensor: ............................................................

3.2.4.2.9.3.8. Make and type or working principle of air pressure sensor: ................................................................. ’

(i) Point 3.2.4.3.4.3. shall be amended to read:

‘3.2.4.3.4.3. Make and type or working principle of air-flow sensor: ............................................................................ ’

(j) Points 3.2.4.3.4.9. to 3.2.4.3.4.11. shall be amended to read:

‘3.2.4.3.4.9. Make and type or working principle of water temperature sensor: .......................................................

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3.2.4.3.4.10. Make and type or working principle of air temperature sensor: ............................................................

3.2.4.3.4.11. Make and type or working principle of air pressure sensor: .................................................................. ’

(k) Point 3.2.4.3.5. shall be amended to read:

‘3.2.4.3.5. Injectors’

(l) Points 3.2.12.2. to 3.2.12.2.1. shall be amended to read:

‘3.2.12.2. Pollution control devices (if not covered by another heading)

3.2.12.2.1. Catalytic converter’

(m) Points 3.2.12.2.1.11. to 3.2.12.2.1.11.10 shall be deleted

(n) Points 3.2.12.2.2. to 3.2.12.2.2.5. shall be deleted and replaced with the following:

‘3.2.12.2.2. Sensors

3.2.12.2.2.1. Oxygen sensor: yes/no ( [1] )

3.2.12.2.2.1.1. Make: ......................................................................................................................................................................

3.2.12.2.2.1.2. Location: ................................................................................................................................................................

3.2.12.2.2.1.3. Control range: ......................................................................................................................................................

3.2.12.2.2.1.4. Type or working principle: ..............................................................................................................................

3.2.12.2.2.1.5. Identifying part number: .................................................................................................................................. ’

(o) Points 3.2.12.2.4.1. to 3.2.12.2.4.2. shall be amended to read:

‘3.2.12.2.4.1. Characteristics (make, type, flow, high pressure / low pressure / combined pressure, etc.): …

3.2.12.2.4.2. Water-cooled system (to be specified for each EGR system e.g. low pressure / high pressure /
combined pressure: yes/no ( [1] )’

(p) Points 3.2.12.2.5. to 3.2.12.2.5.6. shall be amended to read:

‘3.2.12.2.5. Evaporative emissions control system (petrol and ethanol engines only): yes/no ( [1] )

3.2.12.2.5.1. Detailed description of the devices: ...................................................................................................................

3.2.12.2.5.2. Drawing of the evaporative emissions control system: ...............................................................................

3.2.12.2.5.3. Drawing of the carbon canister: .........................................................................................................................

3.2.12.2.5.4. Mass of dry charcoal: ........................................................................................................................................ g

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3.2.12.2.5.5. Schematic drawing of the fuel tank with indication of capacity and material (petrol and ethanol
engines only): ..........................................................................................................................................................

3.2.12.2.5.6. Description and schematic of the heat shield between tank and exhaust system: ..............................’

(q) Points 3.2.12.2.6.4. to 3.2.12.2.6.4.4. shall be deleted

(r) Points 3.2.12.2.6.5. and 3.2.12.2.6.6. shall be renumbered to read:

‘3.2.12.2.6.4. Make of particulate trap: ....................................................................................................................................

3.2.12.2.6.5. Identifying part number: .................................................................................................................................... ’

(s) Points 3.2.12.2.8. shall be amended to read:

‘3.2.12.2.8. Other system: ........................................................................................................................................................... ’

(t) New points 3.2.12.2.10. to 3.2.12.2.11.8. shall be added as follows:

‘3.2.12.2.10. Periodically regenerating system: (provide the information below for each separate unit)

3.2.12.2.10.1. Method or system of regeneration, description and/or drawing: ...................................................

3.2.12.2.10.2. The number of Type 1 operating cycles, or equivalent engine test bench cycles, between two
cycles where regenerative phases occur under the conditions equivalent to Type 1 test
(Distance “D” in Figure A6.App1/1 in Appendix 1 to Sub-Annex 6 of Annex XXI to
Regulation (EU) 2017/1151 or figure A13/1 in Annex 13 to UN/ECE Regulation 83 (as
applicable)): ....................................................................................................................................................

3.2.12.2.10.2.1. Applicable Type 1 cycle: (indicate the applicable procedure: Annex XXI, Sub-Annex 4 or
UN/ECE Regulation 83): …

3.2.12.2.10.3. Description of method employed to determine the number of cycles between two cycles
where regenerative phases occur: ............................................................................................................

3.2.12.2.10.4. Parameters to determine the level of loading required before regeneration occurs (i.e.
temperature, pressure etc.): ........................................................... **.** ...........................................................

3.2.12.2.10.5. Description of method used to load system in the test procedure described in paragraph 3.1.,
Annex 13 to UN/ECE Regulation 83: ...................................................................................................

3.2.12.2.11. Catalytic converter systems using consumable reagents (provide the information below for
each separate unit) yes/no ( [1] )

3.2.12.2.11.1. Type and concentration of reagent needed: …

3.2.12.2.11.2. Normal operational temperature range of reagent: …

3.2.12.2.11.3. International standard: …

3.2.12.2.11.4. Frequency of reagent refill: continuous/maintenance (where appropriate):

3.2.12.2.11.5. Reagent indicator: (description and location)

3.2.12.2.11.6. Reagent tank

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3.2.12.2.11.6.1. Capacity: …

3.2.12.2.11.6.2. Heating system: yes/no ( [1] )

3.2.12.2.11.6.2.1. Description or drawing

3.2.12.2.11.7. Reagent control unit: yes/no ( [1] )

3.2.12.2.11.7.1. Make: …

3.2.12.2.11.7.2. Type: …

3.2.12.2.11.8. Reagent injector (make, type and location): …’

(u) Point 3.2.15.1. shall be amended to read:

‘3.2.15.1. Type-approval number according to Regulation (EC) No 661/2009 (OJ L 200, 31.7.2009, p. 1)’

(v) Point 3.2.16.1. shall be amended to read:

‘3.2.16.1. Type-approval number according to Regulation (EC) No 661/2009 (OJ L 200, 31.7.2009, p. 1)’

(w) Point 3.3. shall be amended to read:

‘3.3. Electric machine’

(x) Point 3.3.2. shall be amended to read:

‘3.3.2. REESS’

(y) Point 3.4. shall be amended to read:

‘3.4. Combinations of propulsion energy converters’

(z) Point 3.4.4. shall be amended to read:

‘3.4.4. Description of the energy storage device: (REESS, capacitor, flywheel/generator)’

(aa) Point 3.4.4.5. shall be amended to read:

‘3.4.4.5. Energy: ............................ (for REESS: voltage and capacity Ah in 2 h, for capacitor: J, ............................)’

(bb) Point 3.4.5. shall be amended to read:

‘3.4.5. Electric machine (describe each type of electric machine separately)’

(cc) Point 3.5. shall be amended to read:

‘3.5. Manufacturer’s declared values for determination of CO 2 emissions/fuel consumption/electric consumption/
electric range and details of eco-innovations (where applicable)( [o] )’

L 175/266 EN Official Journal of the European Union 7.7.2017

(dd) Point 4.4. shall be amended to read:

‘4.4. Clutch(es)’

(ee) Point 4.6. shall be amended to read:

‘4.6. Gear ratios

|Gear|Internal gearbox ratios<br>(ratios of engine to gearbox<br>output shaft revolutions)|Final drive ratio(s) (ratio of<br>gearbox output shaft to<br>driven wheel<br>revolutions)|Total gear ratios|
|---|---|---|---|
|Maximum for CVT||||
|1||||
|2||||
|3||||
|…||||
|Minimum for CVT’||||

(ff) Point 6.6. to 6.6.3. shall be replaced as follows:

‘6.6. Tyres and wheels

6.6.1. Tyre/wheel combination(s)

6.6.1.1. Axles

6.6.1.1.1. Axle 1: .........................................................................................................................................................................

6.6.1.1.1.1. Tyre size designation

6.6.1.1.2. Axle 2: .........................................................................................................................................................................

6.6.1.1.2.1. Tyre size designation

etc.

6.6.2. Upper and lower limits of rolling radii

6.6.2.1. Axle 1: .........................................................................................................................................................................

6.6.2.2. Axle 2: .........................................................................................................................................................................

etc.

6.6.3. Tyre pressure(s) as recommended by the vehicle manufacturer: ......................................................... kPa’

(gg) Point 9.1. shall be amended to read:

‘9.1. Type of bodywork using the codes defined in Part C of Annex II of Directive 2007/46/EC: ....................... **.** .....’

7.7.2017 EN Official Journal of the European Union L 175/267

2. In table 1 of Appendix 6 to Annex I of Regulation (EC) No 692/2008 the rows ZD to ZL and ZX, ZY are amended as
follows:

|‘ZD|Euro 6c|Euro 6-2|M, N1 class I|PI, CI|Col6|Col7|31.8.2018|
|---|---|---|---|---|---|---|---|
|ZE|Euro 6c|Euro 6-2|N1 class II|PI, CI|||31.8.2019|
|ZF|Euro 6c|Euro 6-2|N1<br>class<br>III,<br>N2|PI, CI|||31.8.2019|
|ZG|Euro 6d-TEMP|Euro 6-2|M, N1 class I|PI, CI|||31.8.2018|
|ZH|Euro 6d-TEMP|Euro 6-2|N1 class II|PI, CI|||31.8.2019|
|ZI|Euro 6d-TEMP|Euro 6-2|N1<br>class<br>III,<br>N2|PI, CI|||31.8.2019|
|ZJ|Euro 6d|Euro 6-2|M, N1 class I|PI, CI|||31.8.2018|
|ZK|Euro 6d|Euro 6-2|N1 class II|PI, CI|||31.8.2019|
|ZL|Euro 6d|Euro 6-2|N1<br>class<br>III,<br>N2|PI, CI|||31.8.2019|
|ZX|n.a.|n.a.|All vehicles|Battery<br>full<br>electric|1.9.2009|1.1.2011|31.8.2019|
|ZY|n.a.|n.a.|All vehicles|Battery<br>full<br>electric|1.9.2009|1.1.2011|31.8.2019|
|ZZ|n.a.|n.a.|All vehicles us-<br>ing certificates<br>according<br>to<br>point 2.1.1 of<br>Annex I|PI, CI|1.9.2009|1.1.2011|31.8.2019’|

L 175/268 EN Official Journal of the European Union 7.7.2017

_ANNEX XVIII_

**SPECIAL PROVISIONS REGARDING ANNEXES I, II, III, VIII AND IX TO DIRECTIVE 2007/46/EC**

**Amendments to Annex I of Directive 2007/46/EC**

(1) Annex I of Directive 2007/46/EC is hereby amended as follows:

(a) Point 2.6.1. shall be amended to read:

‘2.6.1. Distribution of this mass among the axles and, in the case of a semi-trailer, a rigid drawbar trailer or a
centre-axle trailer, the mass on the coupling:

(a) minimum and maximum for each variant: ....................................................................................................

(b) mass of each version (a matrix must be provided): ....................................................................................’

(b) Points 3. to 3.1.1. shall be amended to read:

‘3. PROPULSION ENERGY CONVERTER (k)

3.1. Manufacturer of the propulsion energy converter(s): ...........................................................................................

3.1.1. Manufacturer's code (as marked on the propulsion energy converter or other means of
identification): ............................................................................................................................................................... ’

(c) Point 3.2.1.8. shall be amended to read:

‘3.2.1.8. Rated engine power (n): ......................... kW at .......................... min [–1] (manufacturer's declared value)’

(d) A new point 3.2.2.1.1. shall be added as follows:

‘3.2.2.1.1. RON, unleaded: ......................................................................................................................................................’

(e) Point 3.2.4.2.1. shall be amended to read:

‘3.2.4.2.1. System description (common rail/unit injectors/distribution pump etc.): ..............................................’

(f) Point 3.2.4.2.3. shall be amended to read:

‘3.2.4.2.3. Injection/Delivery pump’

(g) Point 3.2.4.2.4. shall be amended to read:

‘3.2.4.2.4. Engine speed limitation control’

(h) Point 3.2.4.2.9.3. shall be amended to read:

‘3.2.4.2.9.3. Description of the system’

(i) A new point 3.2.4.2.9.3.1.1. shall be added as follows:

‘3.2.4.2.9.3.1.1. Software version of the ECU: ..................................................................................................................’

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(j) Points 3.2.4.2.9.3.6. to 3.2.4.2.9.3.8. shall be amended to read:

‘3.2.4.2.9.3.6. Make and type or working principle of water temperature sensor: ..................................................

3.2.4.2.9.3.7. Make and type or working principle of air temperature sensor: .......................................................

3.2.4.2.9.3.8. Make and type or working principle of air pressure sensor: ............................................................ ’

(k) A new point 3.2.4.3.4.1.1. shall be added as follows:

‘3.2.4.3.4.1.1. Software version of the ECU: ......................................................................................................................’

(l) Point 3.2.4.3.4.3. shall be amended to read:

‘3.2.4.3.4.3. Make and type or working principle of air-flow sensor: ........................................................... **.** ........... ’

(m) Points 3.2.4.3.4.9. to 3.2.4.3.4.11. shall be amended to read:

‘3.2.4.3.4.9. Make and type or working principle of water temperature sensor: ...................................................

3.2.4.3.4.10. Make and type or working principle of air temperature sensor: ........................................................

3.2.4.3.4.11. Make and type or working principle of air pressure sensor: ............................................................. ’

(n) Point 3.2.4.3.5. shall be amended to read:

‘3.2.4.3.5. Injectors’

(o) New points 3.2.4.4.2. and 3.2.4.4.3. shall be added as follows:

‘3.2.4.4.2. Make(s): ........................................................................................................................................................ **.** ............

3.2.4.4.3. Type(s): ..................................................................................................................................................................... ’

(p) Points 3.2.12.2. to 3.2.12.2.1. shall be amended to read:

‘3.2.12.2. Pollution control devices (if not covered by another heading)

3.2.12.2.1. Catalytic converter’

(q) Points 3.2.12.2.1.11. to 3.2.12.2.1.11.10 shall be deleted and replaced with the following new point:

‘3.2.12.2.1.11. Normal operating temperature range: ............................................................................................... °C’

(r) Points 3.2.12.2.2. to 3.2.12.2.2.5. shall be deleted and replaced with the following:

‘3.2.12.2.2. Sensors

3.2.12.2.2.1. Oxygen sensor: yes/no ( [1] )

3.2.12.2.2.1.1. Make: ................................................................................................................................................................

3.2.12.2.2.1.2. Location: .........................................................................................................................................................

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3.2.12.2.2.1.3. Control range: ................................................................................................................................................

3.2.12.2.2.1.4. Type or working principle: .........................................................................................................................

3.2.12.2.2.1.5. Identifying part number: .............................................................................................................................

3.2.12.2.2.2. NOx sensor: yes/no ( [1] )

3.2.12.2.2.2.1. Make: ................................................................................................................................................................

3.2.12.2.2.2.2. Type: ................................................................................................................................................................

3.2.12.2.2.2.3. Location: .........................................................................................................................................................

3.2.12.2.2.3. Particulate sensor: yes/no ( [1] )

3.2.12.2.2.3.1. Make: ................................................................................................................................................................

3.2.12.2.2.3.2. Type: ................................................................................................................................................................

3.2.12.2.2.3.3. Location: .........................................................................................................................................................’

(s) Points 3.2.12.2.4.1. to 3.2.12.2.4.2. shall be amended to read:

‘3.2.12.2.4.1. Characteristics (make, type, flow, high pressure / low pressure / combined pressure, etc.): .......

3.2.12.2.4.2. Water-cooled system (to be specified for each EGR system e.g. low pressure / high pressure /
combined pressure: yes/no ( [1] )’

(t) Points 3.2.12.2.5. to 3.2.12.2.5.6. shall be amended to read:

‘3.2.12.2.5. Evaporative emissions control system (petrol and ethanol engines only): yes/no ( [1] )

3.2.12.2.5.1. Detailed description of the devices: ..............................................................................................................

3.2.12.2.5.2. Drawing of the evaporative control system: ............................................................................................

3.2.12.2.5.3. Drawing of the carbon canister: ..................................................................................................................

3.2.12.2.5.4. Mass of dry charcoal: ................................................................................................................................... g

3.2.12.2.5.5. Schematic drawing of the fuel tank with indication of capacity and material (petrol and ethanol
engines only): .....................................................................................................................................................

3.2.12.2.5.6. Description and schematic of the heat shield between tank and exhaust system: ........................’

(u) Points 3.2.12.2.6.4. to 3.2.12.2.6.4.4. shall be deleted

(v) Points 3.2.12.2.6.5. and 3.2.12.2.6.6. shall be renumbered to read:

‘3.2.12.2.6.4. Make of particulate trap: ................................................................................................................................

7.7.2017 EN Official Journal of the European Union L 175/271

3.2.12.2.6.5. Identifying part number: ............................................................................................................................... ’

(w) Points 3.2.12.2.7. to 3.2.12.2.7.0.6. shall be amended to read:

‘3.2.12.2.7. On-board-diagnostic (OBD) system: yes/no ( [1] ): ....................................................................................

3.2.12.2.7.0.1. (Euro VI only) Number of OBD engine families within the engine family

3.2.12.2.7.0.2. (Euro VI only) List of the OBD engine families (when applicable)

3.2.12.2.7.0.3. (Euro VI only) Number of the OBD engine family the parent engine / the engine member
belongs to: ......................................................................................................................................................

3.2.12.2.7.0.4. (Euro VI only) Manufacturer references of the OBD-Documentation required by Article 5(4)(c)
and Article 9(4) of Regulation (EU) No 582/2011 and specified in Annex X to that Regulation
for the purpose of approving the OBD system

3.2.12.2.7.0.5. (Euro VI only) When appropriate, manufacturer reference of the Documentation for installing
in a vehicle an OBD equipped engine system

3.2.12.2.7.0.6. (Euro VI only) When appropriate, manufacturer reference of the documentation package
related to the installation on the vehicle of the OBD system of an approved engine’

(x) In point 3.2.12.2.7.6.4.1. the heading ‘Low-duty vehicles’ shall be replaced with ‘Light-duty vehicles’

(y) Points 3.2.12.2.8. shall be amended to read:

‘3.2.12.2.8. Other system: .......................................................................................................................................................’

(z) New points 3.2.12.2.8.2.3. to 3.2.12.2.8.2.5. are added as follows:

‘3.2.12.2.8.2.3. Type of inducement system: no engine restart after countdown/no start after refuelling/
fuel-lockout/performance restriction

3.2.12.2.8.2.4. Description of the inducement system

3.2.12.2.8.2.5. Equivalent to the average driving range of the vehicle with a complete tank of fuel: .... km’

(aa) A new point 3.2.12.2.8.4. shall be added as follows:

‘3.2.12.2.8.4. (Euro VI only) List of the OBD engine families (when applicable): …’

(bb) New points 3.2.12.2.10. to 3.2.12.2.11.8. shall be added as follows:

‘3.2.12.2.10. Periodically regenerating system: (provide the information below for each separate unit)

3.2.12.2.10.1. Method or system of regeneration, description and/or drawing: ….

3.2.12.2.10.2. The number of Type 1 operating cycles, or equivalent engine test bench cycles, between
two cycles where regenerative phases occur under the conditions equivalent to Type 1 test
(Distance “D” in Figure A6.App1/1 in Appendix 1 to Sub-Annex 6 of Annex XXI to
Regulation (EU) 2017/1151 or figure A13/1 in Annex 13 to UN/ECE Regulation 83 (as
applicable)): …

L 175/272 EN Official Journal of the European Union 7.7.2017

3.2.12.2.10.2.1. Applicable Type 1 cycle (indicate the applicable procedure: Annex XXI, Sub-Annex 4 or
UN/ECE Regulation 83): ........................................................... **.** ...........................................................

3.2.12.2.10.3. Description of method employed to determine the number of cycles between two cycles
where regenerative phases occur: .......................................................................................................

3.2.12.2.10.4. Parameters to determine the level of loading required before regeneration occurs
(i.e. temperature, pressure etc.): ...........................................................................................................

3.2.12.2.10.5. Description of method used to load system in the test procedure described in paragraph
3.1., Annex 13 to UN/ECE Regulation 83: .....................................................................................

3.2.12.2.11. Catalytic converter systems using consumable reagents (provide the information below for
each separate unit) yes/no ( [1] )

3.2.12.2.11.1. Type and concentration of reagent needed: …

3.2.12.2.11.2. Normal operational temperature range of reagent: …

3.2.12.2.11.3. International standard: …

3.2.12.2.11.4. Frequency of reagent refill: continuous/maintenance (where appropriate):

3.2.12.2.11.5. Reagent indicator (description and location): …

3.2.12.2.11.6. Reagent tank

3.2.12.2.11.6.1. Capacity: …

3.2.12.2.11.6.2. Heating system: yes/no

3.2.12.2.11.6.2.1. Description or drawing: …

3.2.12.2.11.7. Reagent control unit: yes/no ( [1] )

3.2.12.2.11.7.1. Make: …

3.2.12.2.11.7.2. Type: …

3.2.12.2.11.8. Reagent injector (make type and location): …’

(cc) Point 3.2.15.1. shall be amended to read:

‘3.2.15.1. Type-approval number according to Regulation (EC) No 661/2009 (OJ L 200, 31.7.2009, p. 1): ... ’

(dd) Point 3.2.16.1. shall be amended to read:

‘3.2.16.1. Type-approval number according to Regulation (EC) No 661/2009 (OJ L 200, 31.7.2009, p. 1): ... ’

(ee) New points 3.2.20. to 3.2.20.2.4. shall be added as follows:

‘3.2.20. Heat storage information

7.7.2017 EN Official Journal of the European Union L 175/273

3.2.20.1. Active heat storage device: yes/no

3.2.20.1.1. Enthalpy: … (J)

3.2.20.2. Insulation materials

3.2.20.2.1. Insulation material: …

3.2.20.2.2. Insulation volume: …

3.2.20.2.3. Insulation weight: …

3.2.20.2.4. Insulation location: …’

(ff) Point 3.3. shall be amended to read:

‘3.3. Electric machine’

(gg) Point 3.3.2. shall be amended to read:

‘3.3.2. REESS’

(hh) Point 3.4. shall be amended to read:

‘3.4. Combinations of propulsion energy converters’

(ii) Point 3.4.4. shall be amended to read:

‘3.4.4. Description of the energy storage device: (REESS, capacitor, flywheel/generator)’

(jj) Point 3.4.4.5. shall be amended to read:

‘3.4.4.5. Energy: .......................... (for REESS: voltage and capacity Ah in 2 h, for capacitor: J, ..........................)’

(kk) Point 3.4.5. shall be amended to read:

‘3.4.5. Electric machine (describe each type of electric machine separately)’

(ll) Point 3.5. shall be amended to read:

‘3.5. Manufacturer's declared values for determination of CO 2 emissions/fuel consumption/electric consump­
tion/electric range and details of eco-innovations (where applicable)(°)’

(mm) New points 3.5.7. to 3.5.8.3. are added as follows:

‘3.5.7. Manufacturer's declared values

3.5.7.1. Test vehicle parameters

3.5.7.1.1 Vehicle high

3.5.7.1.1.1. Cycle Energy Demand: … J

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3.5.7.1.1.2. Road load coefficients

3.5.7.1.1.2.1. f0: ......... N

3.5.7.1.1.2.2. f1: ......... N/(km/h)

3.5.7.1.1.2.3. f2: ......... N/(km/h) [2]

3.5.7.1.2. Vehicle Low (if applicable)

3.5.7.1.2.1. Cycle Energy Demand: … J

3.5.7.1.2.2. Road load coefficients

3.5.7.1.2.2.1. f0: ......... N

3.5.7.1.2.2.2. f1: ......... N/(km/h)

3.5.7.1.2.2.3. f2: ......... N/(km/h) [2]

3.5.7.1.3. Vehicle M (if applicable)

3.5.7.1.3.1. Cycle Energy Demand: … J

3.5.7.1.3.2. Road load coefficients

3.5.7.1.3.2.1. f0: ......... N

3.5.7.1.3.2.2. f1: ......... N/(km/h)

3.5.7.1.3.2.3. f2: ......... N/(km/h) [2]

3.5.7.2. Combined CO 2 mass emissions

3.5.7.2.1. CO 2 mass emission for ICE

3.5.7.2.1.1. Vehicle High: ................................. g/km

3.5.7.2.1.2. Vehicle low (if applicable): ................................ g/km

3.5.7.2.2. Charge Sustaining CO 2 mass emission for OVC-HEVs and NOVC-HEVs

3.5.7.2.2.1. Vehicle high: ................................ g/km

3.5.7.2.2.2. Vehicle low (if applicable): ................................ g/km

3.5.7.2.2.3. Vehicle M (if applicable): ................................ g/km

3.5.7.2.3. Charge Depleting CO 2 mass emission for OVC-HEVs

3.5.7.2.3.1. Vehicle high: ................................ g/km

3.5.7.2.3.2. Vehicle low (if applicable): ................................ g/km

7.7.2017 EN Official Journal of the European Union L 175/275

3.5.7.2.3.3. Vehicle M (if applicable): ................................ g/km

3.5.7.3. Electric range for electrified vehicles

3.5.7.3.1. Pure Electric Range (PER) for PEVs

3.5.7.3.1.1. Vehicle high: ................................ km

3.5.7.3.1.2. Vehicle low (if applicable): ................................ km

3.5.7.3.2. All Electric Range AER for OVC-HEVs

3.5.7.3.2.1. Vehicle high: ................................ km

3.5.7.3.2.2. Vehicle low (if applicable): ................................ km

3.5.7.3.2.3. Vehicle M (if applicable): ................................ km

3.5.7.4. Charge Sustaining fuel consumption (FCCS) for FCHVs

3.5.7.4.1. Vehicle high: ................................ kg/100 km

3.5.7.4.2. Vehicle low (if applicable): ................................ kg/100 km

3.5.7.4.3. Vehicle M (if applicable): ................................ kg/100 km

3.5.7.5. Electric energy consumption for electrified vehicles

3.5.7.5.1. Combined electric energy consumption (ECWLTC) for Pure electric vehicles

3.5.7.5.1.1. Vehicle high: ................................ Wh/km

3.5.7.5.1.2. Vehicle low (if applicable): ................................ Wh/km

3.5.7.5.2. Utility factor weighted charge-depleting electric consumption ECAC,CD (combined)

3.5.7.5.2.1. Vehicle high: ................................ Wh/km

3.5.7.5.2.2. Vehicle low (if applicable): ................................ Wh/km

3.5.7.5.2.3. Vehicle M (if applicable): ................................ Wh/km

3.5.8. Vehicle fitted with an eco-innovation within the meaning of Article 12 of Regulation (EC) No
443/2009 for M1 vehicles or Article 12 of Regulation (EU) No 510/2011 for N1 vehicles:
yes/no ( [1] )

3.5.8.1. Type/Variant/Version of the baseline vehicle as referred to in Article 5 of Regulation (EU) No
725/2011 for M1 vehicles or Article 5 of Regulation (EU) No 427/2014 for N1 vehicles (if
applicable): ................................

3.5.8.2. Existence of interactions between different eco-innovations: yes/no ( [1] )

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3.5.8.3. Emissions data related to the use of eco-innovations (repeat the table for each reference fuel
tested) (w1)

|Decision<br>approving<br>the eco-<br>innovation<br>( w2 )|Code of<br>the eco-<br>innovation<br>( w3 )|1. CO<br>2<br>emissions<br>of the<br>baseline<br>vehicle<br>(g/km)|2. CO<br>2<br>emissions<br>of the eco-<br>innovation<br>vehicle<br>(g/km)|3. CO<br>2<br>emissions of<br>the baseline<br>vehicle<br>under type<br>1 test-cycle<br>( w4)|4. CO<br>2<br>emissions<br>of the eco-<br>innovation<br>vehicle<br>under type<br>1 test-cycle|5. Usage<br>factor (UF),<br>i.e. temporal<br>share of<br>technology<br>usage in<br>normal<br>operation<br>conditions|CO<br>2<br>emissions<br>savings<br>((1 – 2) –<br>(3 – 4))*5|
|---|---|---|---|---|---|---|---|
|xxxx/201x||||||||
|||||||||
|||||||||
|Total CO 2 emissions saving (g/km)( w5 )’|Total CO 2 emissions saving (g/km)( w5 )’|Total CO 2 emissions saving (g/km)( w5 )’|Total CO 2 emissions saving (g/km)( w5 )’|Total CO 2 emissions saving (g/km)( w5 )’|Total CO 2 emissions saving (g/km)( w5 )’|Total CO 2 emissions saving (g/km)( w5 )’||

(nn) Point 4.4. shall be amended to read:

‘4.4. Clutch(es): …’

(oo) New points 4.5.1.1. to 4.5.1.5. shall be added as follows:

‘4.5.1.1. Predominant mode: yes/no ( [1] )

4.5.1.2. Best mode (if no predominant mode): …

4.5.1.3. Worst mode (if no predominant mode): …

4.5.1.4. Torque rating: ..........

4.5.1.5. Number of clutches: ......... ’

(pp) Point 4.6. shall be amended to read:

‘4.6. Gear ratios

|Gear|Internal gearbox ratios<br>(ratios of engine to gearbox<br>output shaft revolutions)|Final drive ratio(s) (ratio of<br>gearbox output shaft to<br>driven wheel revolutions)|Total gear ratios|
|---|---|---|---|
|Maximum for CVT||||
|1||||
|2||||
|3||||
|…||||
|Minimum for CVT<br>Reverse’||||

7.7.2017 EN Official Journal of the European Union L 175/277

(qq) Point 6.6. to 6.6.5. shall be replaced as follows:

‘6.6. Tyres and wheels

6.6.1. Tyre/wheel combination(s)

6.6.1.1. Axles

6.6.1.1.1. Axle 1: ............................

6.6.1.1.1.1. Tyre size designation: ............

6.6.1.1.1.2. Load-capacity index: ............

6.6.1.1.1.3. Speed category symbol ( [r] )

6.6.1.1.1.4. Wheel rim size(s): ............

6.6.1.1.1.5. Wheel off-set(s): ............

6.6.1.1.2. Axle 2: ............................

6.6.1.1.2.1. Tyre size designation: ............

6.6.1.1.2.2. Load-capacity index: ............

6.6.1.1.2.3. Speed category symbol: ...........

6.6.1.1.2.4. Wheel rim size(s): ............

6.6.1.1.2.5. Wheel off-set(s): ............

etc.

6.6.1.2. Spare wheel, if any: ............................

6.6.2. Upper and lower limits of rolling radii

6.6.2.1. Axle 1: ........................................... mm

6.6.2.2. Axle 2: ........................................... mm

6.6.2.3. Axle 3: ........................................... mm

6.6.2.4. Axle 4: ........................................... mm

etc.

6.6.3. Tyre pressure(s) as recommended by the vehicle manufacturer: ................................................... kPa

6.6.4. Chain/tyre/wheel combination on the front and/or rear axle that is suitable for the type of
vehicle, as recommended by the manufacturer: .........................................................................................

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6.6.5. Brief description of temporary use spare unit (if any): …’

(rr) Point 9.1. shall be amended to read:

‘9.1. Type of bodywork using the codes defined in Part C of Annex II of Directive 2007/46/EC: .........’

(ss) Point 9.9.2.1. shall be amended to read:

‘9.9.2.1. Type and description of the device: …’

**Amendments to Annex II of Directive 2007/46/EC**

(2) Annex II is hereby amended as follows:

(a) At the end of the two points 1.3.1 and 3.3.1 of part B of Annex II defining the criteria for ‘vehicle versions’ for
M1 and N1 vehicles each, the following text should be added:

‘ _As an alternative to the criteria (h), (i) and (j), the vehicles grouped into a version shall have all tests performed for the_
_calculation of their CO_ _2_ _emissions, electric energy consumption and fuel consumptions according to the provisions of sub-_
_Annex 6 to Annex XXI of Regulation (EU) 2017/1151 in common._ ’

(b) The following text shall be added at the end of point 3.3.1 of part B of Annex II

‘(k) the existence of a unique set of innovative technologies, as specified in Article 12 of Regulation (EU) No
510/2011 (*).

___________
(*) OJ L 145 31.5.2011, p. 1.’

**Amendments to Annex III of Directive 2007/46/EC**

(3) Annex III of Directive 2007/46/EC is hereby amended as follows:

(a) Points 3. to 3.1.1. shall be amended to read:

‘3. PROPULSION ENERGY CONVERTER (k)

3.1. Manufacturer of the propulsion energy converter(s): .............................................................................................

3.1.1. Manufacturer's code (as marked on the propulsion energy converter or other means of identification): ... ’

(b) Point 3.2.1.8. shall be amended to read:

‘3.2.1.8. Rated engine power (n): ........................... kW at ............................ min [–1] (manufacturer's declared value)’

(c) Points 3.2.12.2. to 3.2.12.2.1. shall be amended to read:

‘3.2.12.2. Pollution control devices (if not covered by another heading)

3.2.12.2.1. Catalytic converter’

(d) Point 3.2.12.2.1.11. shall be deleted

(e) Points 3.2.12.2.1.11.6. and 3.2.12.2.1.11.7. shall be deleted

7.7.2017 EN Official Journal of the European Union L 175/279

(f) Point 3.2.12.2.2. shall be deleted and replaced with the following new point:

‘3.2.12.2.2.1. Oxygen sensor: yes/no ( [1] )’

(g) Point 3.2.12.2.5. shall be amended to read:

‘3.2.12.2.5. Evaporative emissions control system (petrol and ethanol engines only): yes/no ( [1] )’

(h) Point 3.2.12.2.8. shall be amended to read:

‘3.2.12.2.8. Other system’

(i) New points 3.2.12.2.10. to 3.2.12.2.10.1. shall be added as follows:

‘3.2.12.2.10. Periodically regenerating system: (provide the information below for each separate unit)

3.2.12.2.10.1. Method or system of regeneration, description and/or drawing: .........................................................’

(j) A new point 3.2.12.2.11.1. shall be added as follows:

‘3.2.12.2.11.1. Type and concentration of reagent needed: .............................................................................................. ’

(k) Point 3.3. shall be amended to read:

‘3.3. Electric machine’

(l) Point 3.3.2. shall be amended to read:

‘3.3.2. REESS’

(m) Point 3.4. shall be amended to read:

‘3.4. Combinations of propulsion energy converters’

(n) Points 3.5.4 to 3.5.5.6. shall be deleted.

(o) Point 4.6. shall be amended to read:

‘4.6. Gear ratios

|Gear|Internal gearbox ratios<br>(ratios of engine to gearbox<br>output shaft revolutions)|Final drive ratio(s) (ratio of<br>gearbox output shaft to<br>driven wheel revolutions)|Total gear ratios|
|---|---|---|---|
|Maximum for CVT||||
|1||||
|2||||
|3||||
|…||||
|Minimum for CVT<br>Reverse’||||

L 175/280 EN Official Journal of the European Union 7.7.2017

(p) Point 6.6.1.shall be amended to read:

‘6.6.1. Tyre/wheel combination(s)’

(q) Point 9.1. shall be amended to read:

‘9.1. Type of bodywork using the codes defined in Part C of Annex II of Directive 2007/46/EC: .....................’

**Amendments to Annex VIII of Directive 2007/46/EC**

(4) Annex VIII of Directive 2007/46/EC is hereby amended as follows:

_‘ANNEX VIII_

**TEST RESULTS**

(To be completed by the type-approval authority and attached to the vehicle EC type-approval certificate)

In each case, the information must make clear to which variant and version it is applicable. One version may not
have more than one result. However, a combination of several results per version indicating the worst case is
permissible. In the latter case, a note shall state that for items marked (*) only worst case results are given.

1. **Results of the sound level tests**

Number of the base regulatory act and latest amending regulatory act applicable to the approval. In case of a
regulatory act with two or more implementation stages, indicate also the implementation stage: ...................

|Variant/Version:|…|…|…|
|---|---|---|---|
|Moving (dB(A)/E):|…|…|…|
|Stationary (dB(A)/E):<br>|…|…|…|
|at (min – 1 ):|…|…|…|

2. **Results of the exhaust emission tests**

2.1. _Emissions from motor vehicles tested under the test procedure for light-duty vehicles_

Indicate the latest amending regulatory act applicable to the approval. In case the regulatory act has two or
more implementation stages, indicate also the implementation stage: ......................................................................

Fuel(s) ( [1] ) … (diesel, petrol, LPG, NG, Bi-fuel: petrol/NG, LPG, NG/biomethane, Flex-fuel: petrol/ethanol…)

2.1.1. Type 1 test ( [2] ), ( [3] ) (vehicle emissions in the test cycle after a cold start)

**NEDC average values, WLTP highest values**

|Variant/Version:|…|…|…|
|---|---|---|---|
|CO (mg/km)|…|…|…|
|THC (mg/km)|…|…|…|

( [1] ) When restrictions for the fuel are applicable, indicate these restrictions (e.g. for natural gas the L range or the H range).
( [2] ) For bi fuel vehicles, the table shall be repeated for both fuels.
( [3] ) For flex fuel vehicles, when the test is to be performed on both fuels, according to Figure I.2.4 of Annex I to Regulation (EU)
2017/1151, and for vehicles running on LPG or NG/Biomethane, either bi-fuel or mono-fuel, the table shall be repeated for the
different reference gases used in the test, and an additional table shall display the worst results obtained. When applicable, in
accordance with paragraph 3.1.4. of Annex 12 to UN/ECE Regulation No 83, it shall be shown if the results are measured or
calculated.

7.7.2017 EN Official Journal of the European Union L 175/281

|NMHC (mg/km)|…|…|…|
|---|---|---|---|
|NO x (mg/km)|…|…|…|
|THC + NO x (mg/km)|…|…|…|
|Mass of particulate matter (PM) (mg/km)|…|…|…|
|Number of particles (PN) (#/km) ( 1 )|…|…|…|

**Ambient Temperature Correction Test (ATCT)**

|ATCT Family|Interpolation family|Road Load Matrix family|
|---|---|---|
|…|…|…|
|…|…|…|

**Family correction factors**

|ATCT Family|FCF|
|---|---|
|…|…|
|…|…|

2.1.2. Type 2 test ( [1] ), ( [2] ) (emissions data required at type-approval for roadworthiness purposes)

Type 2, low idle test:

|Variant/Version:|…|…|…|
|---|---|---|---|
|CO (% vol.)|…|…|…|
|Engine speed (min –1 )|…|…|…|
|Engine oil temperature (°C)|…|…|…|

Type 2, high idle test:

|Variant/Version:|…|…|…|
|---|---|---|---|
|CO (% vol.)|…|…|…|
|Lambda Value|…|…|…|
|Engine speed (min –1 )|…|…|…|
|Engine oil temperature (°C)|…|…|…|

( [1] ) For bi fuel vehicles, the table shall be repeated for both fuels.
( [2] ) For flex fuel vehicles, when the test is to be performed on both fuels, according to Figure I.2.4 of Annex I to Regulation (EU)
2017/1151, and for vehicles running on LPG or NG/Biomethane, either bi-fuel or mono-fuel, the table shall be repeated for the
different reference gases used in the test, and an additional table shall display the worst results obtained. When applicable, in
accordance with paragraph 3.1.4. of Annex 12 to UN/ECE Regulation No 83, it shall be shown if the results are measured or
calculated.

L 175/282 EN Official Journal of the European Union 7.7.2017

2.1.3. Type 3 test (emissions of crankcase gases): …

2.1.4. Type 4 test (evaporative emissions): … g/test

2.1.5. Type 5 test (durability of anti-pollution control devices):

— Ageing distance covered (km)(e.g. 160 000 km): …

— Deterioration factor DF: calculated/fixed ( [1] )

— Values:

|Variant/Version:|…|…|…|
|---|---|---|---|
|CO|…|…|…|
|THC|…|…|…|
|NMHC|…|…|…|
|NO x|…|…|…|
|THC + NO x|…|…|…|
|Mass of particulate matter (PM)|…|…|…|
|Number of particles (PN) ( 1 )|…|…|…|

2.1.6. Type 6 test (average emissions at low ambient temperatures):

|Variant/Version:|…|…|…|
|---|---|---|---|
|CO (g/km)|…|…|…|
|THC (g/km)|…|…|…|

2.1.7. OBD: yes/no ( [2] )

2.2. _Emissions from engines tested under the test procedure for heavy-duty vehicles._

Indicate the latest amending regulatory act applicable to the approval. In case the regulatory act has two or
more implementation stages, indicate also the implementation stage: …

Fuel(s) ( [3] ) … (diesel, petrol, LPG, NG, ethanol …)

|Results of the ESC test ( 4 ), ( 5 ), ( 6 )|Col2|Col3|Col4|
|---|---|---|---|
|Variant/Version:|…|…|…|
|CO (mg/kWh)|…|…|…|
|THC (mg/kWh)|…|…|…|

( [1] ) Delete where not applicable.
( [2] ) Delete where not applicable.
( [3] ) When restrictions for the fuel are applicable, indicate these restrictions (e.g. for natural gas the L range or the H range).
( [4] ) If applicable.
( [5] ) For Euro VI, ESC shall be understood as WHSC and ETC as WHTC.
( [6] ) For Euro VI, if CNG and LPG fuelled engines are tested on different reference fuels, the table shall be reproduced for each reference
fuel tested.

7.7.2017 EN Official Journal of the European Union L 175/283

|NO (mg/kWh)<br>x|…|…|…|
|---|---|---|---|
|NH 3 (ppm) ( 1 )|…|…|…|
|PM mass (mg/kWh)|…|…|…|
|PM number (#/kWh) ( 1 )|…|…|…|

|Result of the ELR test ( 1 )|Col2|Col3|Col4|
|---|---|---|---|
|Variant/Version:|…|…|…|
|Smoke value: … m –1|…|…|…|

|Result of the ETC test ( 2 ), ( 3 )|Col2|Col3|Col4|
|---|---|---|---|
|Variant/Version:|…|…|…|
|CO (mg/kWh)|…|…|…|
|THC (mg/kWh)|…|…|…|
|NMHC (mg/kWh) ( 1 )|…|…|…|
|CH 4 (mg/kWh) ( 1 )|…|…|…|
|NO x (mg/kWh)|…|…|…|
|NH 3 (ppm) ( 1 )|…|…|…|
|PM mass (mg/kWh)|…|…|…|
|PM number (#/kWh) ( 1 )|…|…|…|

|Idle test ( 4 )|Col2|Col3|Col4|
|---|---|---|---|
|Variant/Version:|…|…|…|
|CO (% vol.)|…|…|…|
|Lambda Value ( 1 )|…|…|…|
|Engine speed (min –1 )|…|…|…|
|Engine oil temperature (K)|…|…|…|

2.3. _Diesel smoke_

Indicate the latest amending regulatory act applicable to the approval. In case the regulatory act has two or
more implementation stages, indicate also the implementation stage: ......................................................................

2.3.1. Results of the test under free acceleration

( [1] ) If applicable.
( [2] ) For Euro VI, ESC shall be understood as WHSC and ETC as WHTC.
( [3] ) For Euro VI, if CNG and LPG fuelled engines are tested on different reference fuels, the table shall be reproduced for each reference
fuel tested.
( [4] ) If applicable.

L 175/284 EN Official Journal of the European Union 7.7.2017

|Corrected value of the absorption coefficient (m –1 )|…|…|…|
|---|---|---|---|
|Normal engine idling speed|…|…|…|
|Maximum engine speed|…|…|…|
|Oil temperature (min./max.)|…|…|…|

3. **Results of the CO** **2** **emission, fuel/electric energy consumption, and electric range tests**

Number of the base regulatory act and the latest amending regulatory act applicable to the approval: ........

|Internal combustion engines, including not externally chargeable hybrid e|electric vehicles (|(NOVC) ( 1 ) ( 2 )|Col4|
|---|---|---|---|
|Variant/Version:|…|…|…|
|CO 2 mass emission (urban conditions) (g/km)|…|…|…|
|CO 2 mass emission (extra-urban conditions) (g/km)|…|…|…|
|CO 2 mass emission (combined) (g/km)|…|…|…|
|Fuel consumption (urban conditions) (l/100 km) ( 1 )|…|…|…|
|Fuel consumption (extra-urban conditions) (l/100 km) ( 2 )|…|…|…|
|Fuel consumption (combined) (l/100 km) ( 3 )|…|…|…|

( [1] ) The unit “l/100 km” is replaced by “m [3] /100 km” for vehicles fuelled with NG and H2NG, and by “kg/100 km” for
vehicles fuelled with hydrogen.
( [2] ) The unit “l/100 km” is replaced by “m [3] /100 km” for vehicles fuelled with NG and H2NG, and by “kg/100 km” for
vehicles fuelled with hydrogen.
( [3] ) The unit “l/100 km” is replaced by “m [3] /100 km” for vehicles fuelled with NG and H2NG, and by “kg/100 km” for
vehicles fuelled with hydrogen.

|Interpolation family identifier ( 1)|Variant/versions|
|---|---|
|…|…|
|…|…|
|…|…|

( [1] ) The format for the Interpolation Family Identifier is provided in paragraph 5.0 of Annex XXI to Commission Regulation
(EU) 2017/1151 of 1 June 2017 supplementing Regulation (EC) No 715/2007 of the European Parliament and of the
Council on type-approval of motor vehicles with respect to emissions from light passenger and commercial vehicles
(Euro 5 and Euro 6) and on access to vehicle repair and maintenance information, amending Directive 2007/46/EC of
the European Parliament and of the Council, Commission Regulation (EC) No 692/2008 and Commission Regulation
(EU) No 1230/2012 and repealing Regulation (EC) No 692/2008 (OJ L 175, 7.7.2017, p. 1).

|Road Load Matrix family identifier ( 1 )|Variant/versions|
|---|---|
|…|…|
|…|…|
|…|…|

( [1] ) The format for the Road Load Matrix Family Identifier is provided in paragraph 5.0 of Annex XXI to Regulation (EU)
2017/1151.

( [1] ) If applicable.
( [2] ) Repeat the table for each reference fuel tested.

7.7.2017 EN Official Journal of the European Union L 175/285

|Results:|Interpolation family identifier|Col3|Col4|Road Load<br>Matrix<br>family<br>identifier|
|---|---|---|---|---|
|Results:|VH|VM (if<br>applicable)|VL<br>(if applic­<br>able)|V represen­<br>tative|
|CO 2 mass emission LOW phase (g/km)|…|…|…||
|CO 2 mass emission MID phase (g/km)|…|…|…||
|CO 2 mass emission HIGH phase (g/km)|…|…|…||
|CO 2 mass emission EXTRA-HIGH phase (g/km)|…|…|…||
|CO 2 mass emission (combined) (g/km)|…|…|…||
|Fuel consumption LOW phase (l/100 km m 3 /100 km<br>kg/100 km)|…|…|…||
|Fuel consumption MID phase (l/100 km m 3 /100 km<br>kg/100 km)|…|…|…||
|Fuel consumption HIGH phase (l/100 km m 3 /100 km<br>kg/100 km)|…|…|…||
|Fuel consumption EXTRA-HIGH phase (l/100 km m 3 /100<br>km kg/100 km)|…|…|…||
|Fuel consumption (combined) (l/100 km m 3 /100 km<br>kg/100 km)|…|…|…||
|f0|…|…|…||
|f1|…|…|…||
|f2|…|…|…||
|RR|…|…|…||
|Delta Cd*A (for VL if applicable compared to VH)|…|…|…||
|Test Mass|…|…|…||

Repeat for each interpolation or road load matrix family.

|Externally chargeable hybrid electric vehicles (OVC) ( 1 )|Col2|Col3|Col4|
|---|---|---|---|
|Variant/Version:|…|…|…|
|CO 2 mass emission (Condition A, combined) (g/km)|…|…|…|
|CO 2 mass emission (Condition B, combined) (g/km)|…|…|…|
|CO 2 mass emission (weighted, combined) (g/km)|…|…|…|
|Fuel consumption (Condition A, combined) (l/100 km) ( g )|…|…|…|
|Fuel consumption (Condition B, combined) (l/100 km) ( g )|…|…|…|

( [1] ) If applicable.

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|Fuel consumption (weighted, combined) (l/100 km) ( g)|…|…|…|
|---|---|---|---|
|Electric energy consumption (Condition A, combined) (Wh/km)|…|…|…|
|Electric energy consumption (Condition B, combined) (Wh/km)|…|…|…|
|Electric energy consumption (weighted and combined) (Wh/km)|…|…|…|
|Pure electric range (km)|…|…|…|

|Interpolation family number|Variant/versions|
|---|---|
|…|…|
|…|…|
|…|…|

|Road Load Matrix family identifier|Variant/versions|
|---|---|
|…|…|
|…|…|
|…|…|

|Results:|Interpolation family identifier|Col3|Col4|Road Load<br>Matrix<br>family<br>identifier|
|---|---|---|---|---|
|Results:|VH|VM (if<br>applicable)|VL (if<br>applicable)|V represen­<br>tative|
|CS CO 2 mass emission LOW phase (g/km)|…||…||
|CS CO 2 mass emission MID phase (g/km)|…||…||
|CS CO 2 mass emission HIGH phase (g/km)|…||…||
|CS CO 2 mass emission EXTRA-HIGH phase (g/km)|…||…||
|CS CO 2 mass emission (combined) (g/km)|…||…||
|CD CO 2 mass emission (combined) (g/km)|||||
|CO 2 mass emission (weighted, combined) (g/km)|||||
|CS Fuel consumption LOW phase (l/100 km)|…||…||
|CS Fuel consumption MID phase (l/100 km)|…||…||
|CS Fuel consumption HIGH phase (l/100 km)|…||…||
|CS Fuel consumption EXTRA-HIGH phase (l/100 km)|…||…||
|<br>CS Fuel consumption (combined) (l/100 km)|…||…||

7.7.2017 EN Official Journal of the European Union L 175/287

|Results:|Interpolation family identifier|Col3|Col4|Road Load<br>Matrix<br>family<br>identifier|
|---|---|---|---|---|
|Results:|VH|VM (if<br>applicable)|VL (if<br>applicable)|V represen­<br>tative|
|CD Fuel consumption (combined) (l/100 km)|…||…||
|Fuel consumption (weighted, combined) (l/100 km)|…||…||
|EC AC,weighted|…||…||
|EAER (combined)|…||…||
|EAER city|…||…||
|f0|…||…||
|f1|…||…||
|f2|…||…||
|RR|…||…||
|Delta Cd*A (for VL or VM compared to VH)|…||…||
|Test Mass|…||…||
|Frontal area of the representative vehicle (m 2 )|||||

Repeat for each interpolation family.

|Pure electric vehicles ( 1 )|Col2|Col3|Col4|
|---|---|---|---|
|Variant/Version:|…|…|…|
|Electric energy consumption (Wh/km)|…|…|…|
|Range (km)|…|…|…|

|Interpolation family number|Variant/versions|
|---|---|
|…|…|
|…|…|
|…|…|

|Road Load Matrix family identifier|Variant/versions|
|---|---|
|…|…|
|…|…|
|…|…|

( [1] ) If applicable.

L 175/288 EN Official Journal of the European Union 7.7.2017

|Results:|Interpolation family identifier|Col3|Matrix family identifier|
|---|---|---|---|
|Results:|VH|VL|V representative|
|Electric Consumption (Combined) (Wh/km)|…|…||
|Pure Electric Range (Combined) (km)|…|…||
|Pure Electric Range (City) (km)|…|…||
|f0|…|…||
|f1|…|…||
|f2|…|…||
|RR|…|…||
|Delta Cd*A (for VL compared to VH)|…|…||
|Test Mass|…|…||
|Frontal area of the representative vehicle (m 2 )||||

|Hydrogen fuel cell vehicles ( 1 )|Col2|Col3|Col4|
|---|---|---|---|
|Variant/Version:|…|…|…|
|Fuel consumption (kg/100 km)|…|…|…|

|Col1|Variant/Version:|Variant/Version:|
|---|---|---|
|Fuel Consumption (Combined) (kg/100 km)|…|…|
|f0|…|…|
|f1|…|…|
|f2|…|…|
|RR|…|…|
|Test Mass|…||

3.5. _Output report(s) from the correlation tool in accordance with Implementing Regulation (EU) 2017/1152_

Repeat for each interpolation or road load matrix family:

Interpolation family identifier or road load matrix family [Footnote: “Type Approval Number + Interpolation
Family Sequence number”]: …

VH report: …

VL report (if applicable): …

V representative: …

( [1] ) If applicable.

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4. **Results of the tests for vehicles fitted with eco-innovation(s)** ( [1] ) ( [2] ) ( [3] )

According to Regulation 83 (if applicable)

|Col1|Variant/Version …|Col3|Col4|Col5|Col6|Col7|Col8|Col9|
|---|---|---|---|---|---|---|---|---|
|Decision<br>approving<br>the eco-<br>inno­<br>vation ( 1 )|Code of<br>the eco-<br>inno­<br>vation ( 2 )|Type 1/I<br>cycle<br>(NEDC/<br>WLTP)|1. CO 2 <br>emissions<br>of the<br>baseline<br>vehicle<br>(g/km)|2. CO 2 <br>emissions<br>of the eco-<br>innovation<br>vehicle<br>(g/km)|3. CO 2 <br>emissions of<br>the baseline<br>vehicle<br>under Type<br>1 test-<br>cycle ( 3 )|4. CO 2 <br>emissions of<br>the eco-inno­<br>vation vehicle<br>under Type 1<br>test-cycle<br>(= 3.5.1.3 of<br>Annex I)|5. Usage<br>factor (UF)<br>i.e. temporal<br>share of<br>technology<br>usage in<br>normal<br>operation<br>conditions|CO 2 <br>emissions<br>savings<br>((1 – 2) –<br>(3 – 4)) * 5|
|xxx/201x|…|…|…|…|…|…|…|…|
|…|…|…|…|…|…|…|…|…|
|…|…|…|…|…|…|…|…|…|
||Total CO 2 emissions savings on NEDC(g/km) ( 4 )|Total CO 2 emissions savings on NEDC(g/km) ( 4 )|Total CO 2 emissions savings on NEDC(g/km) ( 4 )|Total CO 2 emissions savings on NEDC(g/km) ( 4 )|Total CO 2 emissions savings on NEDC(g/km) ( 4 )|Total CO 2 emissions savings on NEDC(g/km) ( 4 )|Total CO 2 emissions savings on NEDC(g/km) ( 4 )|…|

( [1] ) ( [h4] ) Number of the Commission Decision approving the eco-innovation.
( [2] ) ( [h5] ) Assigned in the Commission Decision approving the eco-innovation.
( [3] ) ( [h6] ) If a modelling methodology is applied instead of the type 1 test cycle, this value shall be the one provided by the
modelling methodology.
( [4] ) ( [h7] ) Sum of the CO 2 emissions savings of each individual eco-innovation on Type I according UN/ECE Regulation
No 83.

According to Annex XXI of Regulation (EU) 2017/1151 (if applicable)

|Col1|Variant/Version …|Col3|Col4|Col5|Col6|Col7|Col8|Col9|
|---|---|---|---|---|---|---|---|---|
|Decision<br>approving<br>the eco-<br>inno­<br>vation ( 1 )|Code of<br>the eco-<br>inno­<br>vation ( 2 )|Type 1/I<br>cycle<br>(NEDC/<br>WLTP)|1. CO 2 <br>emissions<br>of the<br>baseline<br>vehicle<br>(g/km)|2. CO 2 <br>emissions<br>of the eco-<br>innovation<br>vehicle<br>(g/km)|3. CO 2 <br>emissions of<br>the baseline<br>vehicle<br>under Type<br>1 test-<br>cycle ( 3 )|4. CO 2 <br>emissions of<br>the eco-inno­<br>vation vehicle<br>under Type 1<br>test-cycle|5. Usage<br>factor (UF)<br>i.e. temporal<br>share of<br>technology<br>usage in<br>normal<br>operation<br>conditions|CO 2 <br>emissions<br>savings<br>((1 – 2) –<br>(3 – 4)) * 5|
|xxx/201x|…|…|…|…|…|…|…|…|
|…|…|…|…|…|…|…|…|…|
|…|…|…|…|…|…|…|…|…|
||Total CO 2 emissions savings on WLTP(g/km) ( 4 )|Total CO 2 emissions savings on WLTP(g/km) ( 4 )|Total CO 2 emissions savings on WLTP(g/km) ( 4 )|Total CO 2 emissions savings on WLTP(g/km) ( 4 )|Total CO 2 emissions savings on WLTP(g/km) ( 4 )|Total CO 2 emissions savings on WLTP(g/km) ( 4 )|Total CO 2 emissions savings on WLTP(g/km) ( 4 )||

( [1] ) ( [h4] ) Number of the Commission Decision approving the eco-innovation.
( [2] ) ( [h5] ) Assigned in the Commission Decision approving the eco-innovation.
( [3] ) ( [h6] ) If a modelling methodology is applied instead of the type 1 test cycle, this value shall be the one provided by the
modelling methodology.
( [4] ) ( [h7] ) Sum of the CO 2 emissions savings of each individual eco-innovation on Type 1 according to Annex XXI, SubAnnex 4 of Regulation (EU) 2017/1151.

( [1] ) ( [h1] ) Repeat the table for each variant/version.
( [2] ) ( [h2] ) Repeat the table for each reference fuel tested
( [3] ) ( [h3] ) Expand the table if necessary, using one extra row per eco-innovation.

L 175/290 EN Official Journal of the European Union 7.7.2017

4.1. _General code of the eco-innovation(s)_ ( [1] ): .................................................................................................................................

_**Explanatory notes**_

( [h] ) Eco-innovations.

___________
( [1] ) ( [h8] ) The general code of the eco-innovation(s) shall consist of the following elements each separated by a blank

space:
— Code of the approval authority as set out in Annex VII;
— Individual code of each eco-innovation fitted in the vehicle, indicated in chronological order of the
Commission approval decisions.
(E.g. the general code of three eco-innovations approved chronologically as 10, 15 and 16 and fitted to a
vehicle certified by the German type-approval authority should be: “e1 10 15 16”.)’.

**Amendments to Annex IX of Directive 2007/46/EC**

(5) Annex IX of Directive 2007/46/EC is hereby replaced by the following text:

_‘ANNEX IX_

**EC CERTIFICATE OF CONFORMITY**

0. OBJECTIVES

The certificate of conformity is a statement delivered by the vehicle manufacturer to the buyer in order to
assure him that the vehicle he has acquired complies with the legislation in force in the European Union at the
time it was produced.

The certificate of conformity also serves the purpose to enable the competent authorities of the Member States
to register vehicles without having to require the applicant to supply additional technical documentation.

For these purposes, the certificate of conformity has to include:

(a) the Vehicle Identification Number;

(b) the exact technical characteristics of the vehicle (i.e. it is not permitted to mention any range of value in the
various entries).

1. GENERAL DESCRIPTION

1.1. The certificate of conformity shall consist of two parts.

(a) SIDE 1, which consists of a statement of compliance by the manufacturer. The same template is common
to all vehicle categories.

(b) SIDE 2, which is a technical description of the main characteristics of the vehicle. The template of side 2 is
adapted to each specific vehicle category.

1.2. The certificate of conformity shall be established in a maximum format A4 (210 × 297 mm) or a folder of
maximum format A4.

1.3. Without prejudice to the provisions in Section O(b), the values and units indicated in the second part shall be
those given in the type-approval documentation of the relevant regulatory acts. In case of conformity of
production checks the values shall be verified according to the methods laid down in the relevant regulatory
acts. The tolerances allowed in those regulatory acts shall be taken into account.

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2. SPECIAL PROVISIONS

2.1. Model A of the certificate of conformity (complete vehicle) shall cover vehicles which can be used on the road
without requiring any further stage for their approval.

2.2. Model B of the certificate of conformity (completed vehicles) shall cover vehicles which have undergone a
further stage for their approval.

This is the normal result of the multi-stage approval process (e.g. a bus built by a second stage manufacturer
on a chassis built by a vehicle manufacturer).

The additional features added during the multi-stage process shall be described briefly.

2.3. Model C of the certificate of conformity (incomplete vehicles) shall cover vehicles which need a further stage
for their approval (e.g. truck chassis).

Except for tractors for semi-trailers, certificates of conformity covering chassis-cab vehicles belonging to
category N shall be of Model C.

PART I

_**COMPLETE AND COMPLETED VEHICLES**_

_MODEL A1 — SIDE 1_

_COMPLETE VEHICLES_

**EC CERTIFICATE OF CONFORMITY**

_Side 1_

The undersigned [… ( _Full name and position_ )] hereby certifies that the vehicle:

0.1. Make (Trade name of manufacturer): …

0.2. Type: …

— Variant ( [a] ): …

— Version ( [a] ): …

0.2.1. Commercial name: …

0.4. Vehicle category: …

0.5. Company name and address of manufacturer: …

0.6. Location and method of attachment of the statutory plates: …

Location of the vehicle identification number: …

0.9. Name and address of the manufacturer’s representative (if any): …

0.10. Vehicle identification number: …

conforms in all respects to the type described in approval (… _type-approval number including extension number_ ) issued
on (… _date of issue_ ) and

can be permanently registered in Member States having right/left ( [b] ) hand traffic and using metric/imperial ( [c] ) units
for the speedometer and metric/imperial ( [c] ) units for the odometer (if applicable) ( [d] ).

L 175/292 EN Official Journal of the European Union 7.7.2017

_MODEL A2 — SIDE 1_

_COMPLETE VEHICLES TYPE-APPROVED IN SMALL SERIES_

**EC CERTIFICATE OF CONFORMITY**

_Side 1_

The undersigned [… ( _Full name and position_ )] hereby certifies that the vehicle:

0.1. Make (Trade name of manufacturer): …

0.2. Type: …

— Variant ( [a] ): …

— Version ( [a] ): …

0.2.1. Commercial name: …

0.4. Vehicle category: …

0.5. Company name and address of manufacturer: …

0.6. Location and method of attachment of the statutory plates: …

Location of the vehicle identification number: …

0.9. Name and address of the manufacturer’s representative (if any): …

0.10. Vehicle identification number: …

conforms in all respects to the type described in approval (… _type-approval number including extension number_ ) issued
on (… _date of issue_ ) and

can be permanently registered in Member States having right/left (b) hand traffic and using metric/imperial ( [c] ) units
for the speedometer and metric/imperial ( [c] ) units for the odometer (if applicable) ( [d] ).

_MODEL B — SIDE 1_

_COMPLETED VEHICLES_

**EC CERTIFICATE OF CONFORMITY**

_Side 1_

The undersigned [… ( _Full name and position_ )] hereby certifies that the vehicle:

0.1. Make (Trade name of the manufacturer): …

0.2. Type: …

— Variant ( [a] ): …

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— Version ( [a] ): …

0.2.1. Commercial name: …

0.2.2. For multi-stage approved vehicles, type-approval information of the base/previous stages vehicle (list the
information for each stage):

— Type: …

— Variant ( [a] ): …

— Version ( [a] ): …

Type-approval number, extension number …

0.4. Vehicle category: …

0.5. Company name and address of manufacturer: …

0.5.1. For multi-stage approved vehicles, company name and address of the manufacturer of the base/previous
stage(s) vehicle…

0.6. Location and method of attachment of the statutory plates: …

Location of the vehicle identification number: …

0.9. Name and address of the manufacturer’s representative (if any): …

0.10. Vehicle identification number: …

(a) has been completed and altered ( [1] ) as follows: … and

(b) conforms in all respects to the type described in approval (… _type-approval number including extension number_ )
issued on (… _date of issue_ ) and

(c) can be permanently registered in Member States having right/left ( [b] ) hand traffic and using metric/imperial ( [c] )
units for the speedometer and metric/imperial ( [c] ) units for the odometer (if applicable) ( [d] ).

Attachments: Certificate of conformity delivered at each previous stage.

_SIDE 2_

_VEHICLE CATEGORY M1_

_(complete and completed vehicles)_

_Side 2_

_General construction characteristics_

1. Number of axles: … and wheels: …

3. Powered axles (number, position, interconnection): … …

_Main dimensions_

4. Wheelbase ( [e] ): … mm

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4.1. Axle spacing:

1-2: … mm

2-3: … mm

3-4: … mm

5. Length: … mm

6. Width: … mm

7. Height: … mm

_Masses_

13. Mass in running order: … kg

13.2. Actual mass of the vehicle: … kg

16. Technically permissible maximum masses

16.1. Technically permissible maximum laden mass: … kg

16.2. Technically permissible mass on each axle:

1. … kg

2. … kg

3. … kg etc.

16.4. Technically permissible maximum mass of the combination: … kg

18. Technically permissible maximum towable mass in case of:

18.1. Drawbar trailer: … kg

18.3. Centre-axle trailer: … kg

18.4. Unbraked trailer: … kg

19. Technically permissible maximum static vertical mass at the coupling point: … kg

_Power plant_

20. Manufacturer of the engine: …

21. Engine code as marked on the engine: …

22. Working principle: …

23. Pure electric: yes/no ( [1] )

23.1. Class of Hybrid [electric] vehicle: OVC-HEV/NOVC-HEV/OVC-FCHV/ NOVC-FCHV ( [1] )

24. Number and arrangement of cylinders: …

25. Engine capacity: … cm [3]

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26. Fuel: Diesel/petrol/LPG/CNG-Biomethane/LNG/Ethanol/Biodiesel/Hydrogen ( [1] )

26.1. Mono fuel/Bi fuel/Flex fuel/Dual-fuel ( [1] )

26.2. (Dual-fuel only) Type 1A/Type 1B/Type 2A/Type 2B/Type 3B ( [1] )

27. Maximum power

27.1. Maximum net power ( [g] ): … kW at … min [–1] (internal combustion engine) ( [1] )

27.2. Maximum hourly output: … kW (electric motor) ( [1] ) ( [s] )

27.3. Maximum net power: … kW (electric motor) ( [1] ) ( [s] )

27.4. Maximum 30 minutes power: … kW (electric motor) ( [1] ) ( [s] )

_Maximum speed_

29. Maximum speed: … km/h

_Axles and suspension_

30. Axle(s) track:

1. … mm

2. … mm

3. … mm

35. Tyre/wheel combination/Rolling Resistance Class (if applicable) ( [h] ): …

_Brakes_

36. Trailer brake connections mechanical/electric/pneumatic/hydraulic ( [1] )

_Bodywork_

38. Code for bodywork ( [i] ): …

40. Colour of vehicle ( [j] ): …

41. Number and configuration of doors: …

42. Number of seating positions (including the driver) ( [k] ): …

42.1. Seat(s) designated for use only when the vehicle is stationary: …

42.3. Number of wheelchair user accessible position: …

_Environmental performances_

46. Sound level

— Stationary: … dB(A) at engine speed: … min [-1]

— Drive-by: … dB(A)

47. Exhaust emission level ( [l] ): Euro …

47.1. Parameters for emission testing

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47.1.1. Test mass, kg: …

47.1.2. Frontal area, m [2] : …

47.1.3. Road load coefficients

47.1.3.0. f0, N:

47.1.3.1. f1, N/(km/h):

47.1.3.2. f2, N/(km/h) [2]

48. Exhaust emissions ( [m] ) ( [m1] ) ( [m2] ):

Number of the base regulatory act and latest amending regulatory act applicable: …

1.1. test procedure: Type I or ESC ( [1] )

CO: …. HC: ….. NO x: …. HC + NO x: …. Particulates: …..

Smoke opacity (ELR): … (m [–1] )

1.2. test procedure: Type 1 (NEDC average values, WLTP highest values) or WHSC (EURO VI) ( [1] )

CO: … THC: … NMHC: … NO x : … THC + NO x : … NH 3 : … Particulates (mass): …

Particles (number): …

2.1. test procedure: ETC (if applicable)

CO: … NO x : … NMHC: … THC: … CH 4 : … Particulates: …

2.2. test procedure: WHTC (EURO VI)

CO: … NO x : … NMHC: … THC: … CH 4 : … NH 3 : … Particulates (mass): …Particles (number): …

48.1. Smoke corrected absorption coefficient: … (m [–1] )

49. CO 2 emissions/fuel consumption/electric energy consumption ( [m] ) ( [r] ):

1. all power trains, except pure electric vehicles (if applicable)

|NEDC values|CO emissions<br>2|Fuel consumption in case of emission testing<br>according to Regulation (EC) No 692/2008|
|---|---|---|
|Urban conditions ( 1 ):|… g/km|… l/100 km or m 3 /100 km or kg/100 km ( 1 )|
|Extra-urban conditions ( 1 ):|… g/km|l/100 km or m 3 /100 km or kg/100 km ( 1 )|
|Combined ( 1 ):|… g/km|… l/100 km or m 3 /100 km or kg/100 km ( 1 )|
|Weighted ( 1 ), combined|… g/km|… l/100 km or m 3 /100 km or kg/100 km|
|Deviation factor (if applicable)|||
|Verification factor (if applicable)|“1” or “0”|“1” or “0”|

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2. pure electric vehicles and OVC hybrid electric vehicles (if applicable)

|Electric energy consumption<br>(weighted, combined ( 1 ))|Col2|… Wh/km|
|---|---|---|
|Electric range||… km|

3. Vehicle fitted with eco-innovation(s): yes/no ( [1] )

3.1. General code of the eco-innovation(s) ( [p1] ): …

3.2. Total CO 2 emissions savings due to the eco-innovation(s) ( [p2] ) (repeat for each reference fuel tested):

3.2.1. NEDC savings: …g/km (if applicable)

3.2.2. WLTP savings: …g/km (if applicable)

4. all power trains, except pure electric vehicle, under Regulation (EU) 2017/1151 (if applicable)

|WLTP values|CO emissions<br>2|Fuel consumption|
|---|---|---|
|Low ( 1 ):|… g/km|… l/100 km or m 3 /100 km or kg/100 km ( 1 )|
|Medium ( 1 ):|… g/km|… l/100 km or m 3 /100 km or kg/100 km ( 1 )|
|High ( 1 ):|… g/km|… l/100 km or m 3 /100 km or kg/100 km ( 1 )|
|Extra High ( 1 ):|… g/km|… l/100 km or m 3 /100 km or kg/100 km ( 1 )|
|Combined:|… g/km|… l/100 km or m 3 /100 km or kg/100 km ( 1 )|
|Weighted, combined ( 1 )|… g/km|… l/100 km or m 3 /100 km or kg/100 km ( 1 )|

5. Pure electric vehicles and OVC hybrid electric vehicles, under Regulation (EU) 2017/1151 (if

_Miscellaneous_

|Pure electric vehicles and OVC hy applicable) Pure electric vehicles|ybrid electric ve|ehicles, under Regulation (EU) 2017/1151 (if|
|---|---|---|
|Electric energy consumption||… Wh/km|
|Electric range||… km|
|Electric range city||… km|

|OVC hybrid electric vehicles|Col2|Col3|
|---|---|---|
|Electric energy consumption<br>(EC AC,weighted )||… Wh/km|
|Electric range (EAER)||… km|
|Electric range city (EAER city)||… km|

51. For special purpose vehicles: designation in accordance with Annex II Section 5: …

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52. Remarks ( [n] ): …

Additional tyre/wheel combinations: technical parameters (no reference to RR)

_SIDE 2_

_VEHICLE CATEGORY M2_

_(complete and completed vehicles)_

_Side 2_

_General construction characteristics_

1. Number of axles: … and wheels: …

1.1. Number and position of axles with twin wheels: …

2. Steered axles (number, position): …

3. Powered axles (number, position, interconnection): … …

_Main dimensions_

4. Wheelbase ( [e] ): … mm

4.1. Axle spacing:

1-2: … mm

2-3: … mm

3-4: … mm

5. Length: … mm

6. Width: … mm

7. Height: … mm

9. Distance between the front end of the vehicle and the centre of the coupling device: … mm

12. Rear overhang: … mm

_Masses_

13. Mass in running order: … kg

13.1. Distribution of this mass amongst the axles:

1. … kg

2. … kg

3. … kg etc.

13.2. Actual mass of the vehicle: … kg

16. Technically permissible maximum masses

16.1. Technically permissible maximum laden mass: … kg

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16.2. Technically permissible mass on each axle:

1. … kg

2. … kg

3. … kg etc.

16.3. Technically permissible mass on each axle group:

1. … kg

2. … kg

3. … kg etc.

16.4. Technically permissible maximum mass of the combination: … kg

17. Intended registration/in service maximum permissible masses in national/international traffic ( [1] ) ( [o] )

17.1. Intended registration/in service maximum permissible laden mass: … kg

17.2. Intended registration/in service maximum permissible laden mass on each axle:

1. … kg

2. … kg

3. … kg etc.

17.3. Intended registration/in service maximum permissible laden mass on each axle group:

1. … kg

2. … kg

3. … kg etc.

17.4. Intended registration/in service maximum permissible mass of the combination: … kg

18. Technically permissible maximum towable mass in case of:

18.1. Drawbar trailer: … kg

18.3. Centre-axle trailer: … kg

18.4. Unbraked trailer: … kg

19. Technically permissible maximum static mass at the coupling point: … kg

_Power plant_

20. Manufacturer of the engine: …

21. Engine code as marked on the engine: …

22. Working principle: …

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23. Pure electric: yes/no ( [1] )

23.1. Class of Hybrid [electric] vehicle: OVC-HEV/NOVC-HEV/OVC-FCHV/ NOVC-FCHV ( [1] )

24. Number and arrangement of cylinders: …

25. Engine capacity: … cm [3]

26. Fuel: Diesel/petrol/LPG/CNG-Biomethane/LNG/Ethanol/Biodiesel/Hydrogen ( [1] )

26.1. Mono fuel/Bi fuel/Flex fuel/Dual-fuel ( [1] )

26.2. (Dual-fuel only) Type 1A/Type 1B/Type 2A/Type 2B/Type 3B ( [1] )

27. Maximum power

27.1. Maximum net power ( [g] ): … kW at … min [–1] (internal combustion engine) ( [1] )

27.2. Maximum hourly output: … kW (electric motor) ( [1] ) ( [s] )

27.3. Maximum net power: … kW (electric motor) ( [1] ) ( [s] )

27.4. Maximum 30 minutes power: … kW (electric motor) ( [1] ) ( [s] )

28. Gearbox (type): …

_Maximum speed_

29. Maximum speed: … km/h

_Axles and suspension_

30. Axle(s) track:

1. … mm

2. … mm

3. … mm etc.

33. Drive axle(s) fitted with air suspension or equivalent: yes/no ( [1] )

35. Tyre/wheel combination/Rolling Resistance Class (if applicable) ( [h] ): …

_Brakes_

36. Trailer brake connections mechanical/electric/pneumatic/hydraulic ( [1] )

37. Pressure in feed line for trailer braking system: … bar

_Bodywork_

38. Code for bodywork ( [i] ): …

39. Class of vehicle: class I/Class II/Class III/Class A/Class B ( [1] )

41. Number and configuration of doors: …

42. Number of seating positions (including the driver) ( [k] ): …

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42.1. Seat(s) designated for use only when the vehicle is stationary: …

42.3. Number of wheelchair user accessible position: …

43. Number of standing places: …

_Coupling device_

44. Approval number or approval mark of coupling device (if fitted): …

45.1. Characteristics values ( [1] ): D: …/ V: …/ S: …/ U: …

_Environmental performances_

46. Sound level

Stationary: … dB(A) at engine speed: … min [–1]

Drive-by: … dB(A)

47. Exhaust emission level ( [l] ): Euro …

47.1. Parameters for emission testing

47.1.1. Test mass, kg: …

47.1.2. Frontal area, m2: …

47.1.3. Road load coefficients

47.1.3.0. f0, N:

47.1.3.1. f1, N/(km/h):

47.1.3.2. f2, N/(km/h) [2]

48. Exhaust emissions ( [m] ) ( [m1] ) ( [m2] ):

Number of the base regulatory act and latest amending regulatory act applicable: …

1.1. test procedure: Type I or ESC ( [1] )

CO: …. HC: ….. NO x: …. HC + NO x: …. Particulates: …..

Smoke opacity (ELR): … (m [–1] )

1.2. test procedure: Type 1 (NEDC average values, WLTP highest values) or WHSC (EURO VI) ( [1] )

CO: … THC: … NMHC: … NO x : … THC + NO x : … NH 3 : … Particulates (mass): …

Particles (number): …

2.1. test procedure: ETC (if applicable)

CO: … NO x : … NMHC: … THC: … CH 4 : … Particulates: …

2.2. test procedure: WHTC (EURO VI)

CO: … NO x : … NMHC: … THC: … CH 4 : … NH 3 : … Particulates (mass): … Particles (number): …

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48.1. Smoke corrected absorption coefficient: … (m [–1] )

49. CO 2 emissions/fuel consumption/electric energy consumption ( [m] ) ( [r] ):

1. all power trains, except pure electric vehicles (if applicable)

|NEDC values|CO emissions<br>2|Fuel consumption in case of emission testing under<br>NEDC according to Regulation (EC) No 692/2008|
|---|---|---|
|Urban conditions ( 1 ):|… g/km|… l/100 km or m 3 /100 km or kg/100 km ( 1 )|
|Extra-urban conditions ( 1 ):|… g/km|l/100 km or m 3 /100 km or kg/100 km( 1 )|
|Combined ( 1 ):|… g/km|… l/100 km or m 3 /100 km or kg/100 km ( 1 )|
|Weighted ( 1 ), combined|… g/km|… l/100 km or m 3 /100 km or kg/100 km|
|Deviation factor (if applicable)|||
|Verification factor (if applicable)|“1” or “0”|“1” or “0”|

2. pure electric vehicles and OVC hybrid electric vehicles (if applicable)

|Electric energy consumption<br>(weighted, combined ( 1 ))|Col2|… Wh/km|
|---|---|---|
|Electric range||… km|

3. Vehicle fitted with eco-innovation(s): yes/no ( [1] )

3.1. General code of the eco-innovation(s) ( [p1] ): …

3.2. Total CO 2 emissions savings due to the eco-innovation(s) ( [p2] ) (repeat for each reference fuel tested):

3.2.1. NEDC savings: …g/km (if applicable)

3.2.2. WLTP savings: …g/km (if applicable)

4. all power trains, except pure electric vehicle, under Regulation (EU) 2017/1151 (if applicable)

|WLTP values|CO emissions<br>2|Fuel consumption|
|---|---|---|
|Low ( 1 ):|… g/km|… l/100 km or m 3 /100 km or kg/100 km ( 1 )|
|Medium ( 1 ):|… g/km|… l/100 km or m 3 /100 km or kg/100 km ( 1 )|
|High ( 1 ):|… g/km|… l/100 km or m 3 /100 km or kg/100 km ( 1 )|
|Extra High ( 1 ):|… g/km|… l/100 km or m 3 /100 km or kg/100 km ( 1 )|
|Combined:|… g/km|… l/100 km or m 3 /100 km or kg/100 km ( 1 )|
|Weighted, combined ( 1 )|… g/km|… l/100 km or m 3 /100 km or kg/100 km ( 1 )|

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5. Pure electric vehicles and OVC hybrid electric vehicles, under Regulation (EU) 2017/1151 (if

_Miscellaneous_

|Pure electric vehicles and OVC hybr applicable) Pure electric vehicles|rid electric vehic|cles, under Regulation (EU) 2017/1151 (if|
|---|---|---|
|Electric energy consumption||… Wh/km|
|Electric range||… km|
|Electric range city||… km|

|OVC hybrid electric vehicles|Col2|Col3|
|---|---|---|
|Electric energy consumption<br>(EC AC,weighted )||… Wh/km|
|Electric range (EAER)||… km|
|Electric range city (EAER city)||… km|

51. For special purpose vehicles: designation in accordance with Annex II Section 5: …

52. Remarks ( [n] ): …

_SIDE 2_

_VEHICLE CATEGORY M3_

_(complete and completed vehicles)_

_Side 2_

_General construction characteristics_

1. Number of axles: … and wheels: …

1.1. Number and position of axles with twin wheels: …

2. Steered axles (number, position): …

3. Powered axles (number, position, interconnection): … …

_Main dimensions_

4. Wheelbase ( [e] ): … mm

4.1. Axle spacing:

1-2: … mm

2-3: … mm

3-4: … mm

5. Length: … mm

6. Width: … mm

7. Height: … mm

9. Distance between the front end of the vehicle and the centre of the coupling device: … mm

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12. Rear overhang: … mm

_Masses_

13. Mass in running order: … kg

13.1. Distribution of this mass amongst the axles:

1. … kg

2. … kg

3. … kg etc.

13.2. Actual mass of the vehicle: … kg

16. Technically permissible maximum masses

16.1. Technically permissible maximum laden mass: … kg

16.2. Technically permissible mass on each axle:

1. … kg

2. … kg

3. … kg etc.

16.3. Technically permissible mass on each axle group:

1. … kg

2. … kg

3. … kg etc.

16.4. Technically permissible maximum mass of the combination: … kg

17. Intended registration/in service maximum permissible masses in national/international traffic ( [1] ) ( [o] )

17.1. Intended registration/in service maximum permissible laden mass: … kg

17.2. Intended registration/in service maximum permissible laden mass on each axle:

1. … kg

2. … kg

3. … kg

17.3. Intended registration/in service maximum permissible laden mass on each axle group:

1. … kg

2. … kg

3. … kg

17.4. Intended registration/in service maximum permissible mass of the combination: … kg

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18. Technically permissible maximum towable mass in case of:

18.1. Drawbar trailer: … kg

18.3. Centre-axle trailer: … kg

18.4. Unbraked trailer: … kg

19. Technically permissible maximum static mass at the coupling point: … kg

_Power plant_

20. Manufacturer of the engine: …

21. Engine code as marked on the engine: …

22. Working principle: …

23. Pure electric: yes/no ( [1] )

23.1. Hybrid [electric] vehicle: yes/no ( [1] )

24. Number and arrangement of cylinders: …

25. Engine capacity: … cm [3]

26. Fuel: Diesel/petrol/LPG/CNG-Biomethane/LNG/Ethanol/Biodiesel/Hydrogen ( [1] )

26.1. Mono fuel/Bi fuel/Flex fuel/Dual-fuel ( [1] )

26.2. (Dual-fuel only) Type 1A/Type 1B/Type 2A/Type 2B/Type 3B ( [1] )

27. Maximum power

27.1. Maximum net power ( [g] ): … kW at … min [–1] (internal combustion engine) ( [1] )

27.2. Maximum hourly output: … kW (electric motor) ( [1] ) ( [s] )

27.3. Maximum net power: … kW (electric motor) ( [1] ) ( [s] )

27.4. Maximum 30 minutes power: … kW (electric motor) ( [1] ) ( [s] )

28. Gearbox (type): …

_Maximum speed_

29. Maximum speed: … km/h

_Axles and suspension_

30.1. Track of each steered axle: … mm

30.2. Track of all other axles: … mm

32. Position of loadable axle(s): …

33. Drive axle(s) fitted with air suspension or equivalent: yes/no ( [1] )

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35. Tyre/wheel combination ( [h] ): …

_Brakes_

36. Trailer brake connections mechanical/electric/pneumatic/hydraulic ( [1] )

37. Pressure in feed line for trailer braking system: … bar

_Bodywork_

38. Code for bodywork ( [i] ): …

39. Class of vehicle: class I/Class II/Class III/Class A/Class B ( [1] )

41. Number and configuration of doors: …

42. Number of seating positions (including the driver) ( [k] ): …

42.1. Seat(s) designated for use only when the vehicle is stationary: …

42.2. Number of passenger seating positions: … (lower deck) … (upper deck) (including the driver)

42.3. Number of wheelchair user accessible position: …

43. Number of standing places: …

_Coupling device_

44. Approval number or approval mark of coupling device (if fitted): …

45.1. Characteristics values ( [1] ): D: …/ V: …/ S: …/ U: …

_Environmental performances_

46. Sound level

Stationary: … dB(A) at engine speed: … min [–1]

Drive-by: … dB(A)

47. Exhaust emission level ( [l] ): Euro …

47.1. Parameters for emission testing

47.1.1. Test mass, kg: …

47.1.2. Frontal area, m2: …

47.1.3. Road load coefficients

47.1.3.0. f0, N:

47.1.3.1. f1, N/(km/h):

47.1.3.2. f2, N/(km/h) [2]

48. Exhaust emissions ( [m] ) ( [m1] ) ( [m2] ):

7.7.2017 EN Official Journal of the European Union L 175/307

Number of the base regulatory act and latest amending regulatory act applicable: …

1.1. test procedure: ESC

CO: … HC: … NO x : … HC + NO x : … Particulates: …

Smoke opacity (ELR): … (m [–1] )

1.2. test procedure: WHSC (EURO VI)

CO: … THC: … NMHC: … NO x : … THC + NO x : … NH 3 : … Particulates (mass): … Particles (number): …

2.1. test procedure: ETC (if applicable)

CO: … NO x : … NMHC: … THC: … CH 4 : … Particulates: …

2.2. test procedure: WHTC (EURO VI)

CO: … NO x : … NMHC: … THC: … CH 4 : … NH 3 : … Particulates (mass): … Particles (number): …

48.1. Smoke corrected absorption coefficient: … (m [–1] )

_Miscellaneous_

51. For special purpose vehicles: designation in accordance with Annex II Section 5: …

52. Remarks ( [n] ): …

_SIDE 2_

_VEHICLE CATEGORY N1_

_(complete and completed vehicles)_

_Side 2_

_General construction characteristics_

1. Number of axles: … and wheels: …

1.1. Number and position of axles with twin wheels: …

3. Powered axles (number, position, interconnection): … …

_Main dimensions_

4. Wheelbase ( [e] ): … mm

4.1. Axle spacing:

1-2: … mm

2-3: … mm

3-4: … mm

5. Length: … mm

6. Width: … mm

7. Height: … mm.

L 175/308 EN Official Journal of the European Union 7.7.2017

8. Fifth wheel lead for semi-trailer towing vehicle (maximum and minimum): … mm

9. Distance between the front end of the vehicle and the centre of the coupling device: … mm

11. Length of the loading area: … mm

_Masses_

13. Mass in running order: … kg

13.1. Distribution of this mass amongst the axles:

1. … kg

2. … kg

3. … kg

13.2. Actual mass of the vehicle: … kg

14. Mass of the base vehicle in running order: … kg ( [1] ) ( [q] )

16. Technically permissible maximum masses

16.1. Technically permissible maximum laden mass: … kg

16.2. Technically permissible mass on each axle:

1. … kg

2. … kg

3. … kg etc.

16.4. Technically permissible maximum mass of the combination: … kg

18. Technically permissible maximum towable mass in case of:

18.1. Drawbar trailer: … kg

18.2. Semi-trailer: … kg

18.3. Centre-axle trailer: … kg

18.4. Unbraked trailer: … kg

19. Technically permissible maximum static mass at the coupling point: … kg

_Power plant_

20. Manufacturer of the engine: …

21. Engine code as marked on the engine: …

22. Working principle: …

23. Pure electric: yes/no ( [1] )

23.1. Class of Hybrid [electric] vehicle: OVC-HEV/NOVC-HEV/OVC-FCHV/ NOVC-FCHV ( [1] )

7.7.2017 EN Official Journal of the European Union L 175/309

24. Number and arrangement of cylinders: …

25. Engine capacity: … cm [3]

26. Fuel: Diesel/petrol/LPG/CNG-Biomethane/LNG/Ethanol/Biodiesel/Hydrogen ( [1] )

26.1. Mono fuel/Bi fuel/Flex fuel/Dual-fuel ( [1] )

26.2. (Dual-fuel only) Type 1A/Type 1B/Type 2A/Type 2B/Type 3B ( [1] )

27. Maximum power

27.1. Maximum net power ( [g] ): … kW at … min [–1] (internal combustion engine) ( [1] )

27.2. Maximum hourly output: … kW (electric motor) ( [1] ) ( [s] )

27.3. Maximum net power: … kW (electric motor) ( [1] ) ( [s] )

27.4. Maximum 30 minutes power: … kW (electric motor) ( [1] ) ( [s] )

28. Gearbox (type): …

_Maximum speed_

29. Maximum speed: … km/h

_Axles and suspension_

30. Axle(s) track:

1. … mm

2. … mm

3. … mm

35. Tyre/wheel combination/Rolling Resistance Class (if applicable) ( [h] ): …

_Brakes_

36. Trailer brake connections mechanical/electric/pneumatic/hydraulic ( [1] )

37. Pressure in feed line for trailer braking system: … bar

_Bodywork_

38. Code for bodywork ( [i] ): …

40. Colour of vehicle ( [j] ): …

41. Number and configuration of doors: …

42. Number of seating positions (including the driver) ( [k] ): …

_Coupling device_

44. Approval number or approval mark of coupling device (if fitted): …

45.1. Characteristics values ( [1] ): D: …/ V: …/ S: …/ U: …

L 175/310 EN Official Journal of the European Union 7.7.2017

_Environmental performances_

46. Sound level

Stationary: … dB(A) at engine speed: … min [–1]

Drive-by: … dB(A)

47. Exhaust emission level ( [l] ): Euro …

47.1. Parameters for emission testing

47.1.1. Test mass, kg: …

47.1.2. Frontal area, m2: …

47.1.3. Road load coefficients

47.1.3.0. f0, N:

47.1.3.1. f1, N/(km/h):

47.1.3.2. f2, N/(km/h) [2]

48. Exhaust emissions ( [m] ) ( [m1] ) ( [m2] ):

Number of the base regulatory act and latest amending regulatory act applicable: …

1.1. test procedure: Type 1 or ESC ( [1] )

CO: … HC: … NO x : … HC + NO x : … Particulates: …

Smoke opacity (ELR): … (m [–1] )

1.2. test procedure: Type 1 (NEDC average values, WLTP highest values) or WHSC (EURO VI) ( [1] )

CO: … THC: … NMHC: … NO x : … THC + NO x : … NH 3 : … Particulates (mass): … Particles
(number): …

2.1. test procedure: ETC (if applicable)

CO: … NO x : … NMHC: … THC: … CH 4 : … Particulates: …

2.2. test procedure: WHTC (EURO VI)

CO: … NO x : … NMHC: … THC: … CH 4 : … NH 3 : … Particulates (mass): … Particles (number): …

48.1. Smoke corrected absorption coefficient: … (m [–1] )

49. CO 2 emissions/fuel consumption/electric energy consumption ( [m] ) ( [r] ):

1. all power trains, except pure electric vehicles (if applicable)

|NEDC values|CO emissions<br>2|Fuel consumption in case of emission testing<br>according to Regulation (EC) No 692/2008|
|---|---|---|
|Urban conditions ( 1 ):|… g/km|… l/100 km or m 3 /100 km or kg/100 km ( 1 )|

7.7.2017 EN Official Journal of the European Union L 175/311

|NEDC values|CO emissions<br>2|Fuel consumption in case of emission testing<br>according to Regulation (EC) No 692/2008|
|---|---|---|
|Extra-urban conditions ( 1 ):|… g/km|l/100 km or m 3 /100 km or kg/100 km ( 1 )|
|Combined ( 1 ):|… g/km|… l l/100 km or m 3 /100 km or kg/100 km ( 1 )|
|Weighted ( 1 ), combined|… g/km|… l/100 km or m 3 /100 km or kg/100 km|
|Deviation factor (if applicable)|||

2. pure electric vehicles and OVC hybrid electric vehicles (if applicable)

|Electric energy consumption<br>(weighted, combined ( 1 ))|Col2|… Wh/km|
|---|---|---|
|Electric range||… km|

3. Vehicle fitted with eco-innovation(s): yes/no ( [1] )

3.1. General code of the eco-innovation(s) ( [p1] ): …

3.2. Total CO 2 emissions saving due to the eco-innovation(s) ( [p2] ) (repeat for each reference fuel tested):

3.2.1. NEDC savings:…g/km (if applicable)

3.2.2. WLTP savings:…g/km (if applicable)

4. all power trains except pure electric vehicles under Regulation (EU) 2017/1151

|WLTP values|CO emissions<br>2|Fuel consumption|
|---|---|---|
|Low ( 1 ):|… g/km|… l/100 km or m 3 /100 km or kg/100 km ( 1 )|
|Medium ( 1 ):|… g/km|… l/100 km or m 3 /100 km or kg/100 km ( 1 )|
|High ( 1 ):|… g/km|… l/100 km or m 3 /100 km or kg/100 km ( 1 )|
|Extra High ( 1 ):|… g/km|… l/100 km or m 3 /100 km or kg/100 km ( 1 )|
|Combined:|… g/km|… l/100 km or m 3 /100 km or kg/100 km ( 1 )|
|Weighted, combined ( 1 )|… g/km|… l/100 km or m 3 /100 km or kg/100 km ( 1 )|

5. Pure electric vehicles and OVC hybrid electric vehicles, under Regulation (EU) 2017/1151 (if
applicable)

|Pure electric vehicles ( 1 ) or (if app|plicable)|Col3|
|---|---|---|
|Electric energy consumption||… Wh/km|
|Electric range||… km|
|Electric range city||… km|

L 175/312 EN Official Journal of the European Union 7.7.2017

_Miscellaneous_

|OVC hybrid electric vehicles ( 1 ) or|r (if applicable)|Col3|
|---|---|---|
|Electric energy consumption<br>(EC AC,weighted )||… Wh/km|
|Electric range (EAER)||… km|
|Electric range city (EAER city)||… km|

50. Type-approved according to the design requirements for transporting dangerous goods: yes/class(es): …/no ( [l] ):

51. For special purpose vehicles: designation in accordance with Annex II Section 5: …

52. Remarks ( [n] ): …

List of tyres: technical parameters (no reference to RR)

_SIDE 2_

_VEHICLE CATEGORY N2_

_(complete and completed vehicles)_

_Side 2_

_General construction characteristics_

1. Number of axles: … and wheels: …

1.1. Number and position of axles with twin wheels: …

2. Steered axles (number, position): …

3. Powered axles (number, position, interconnection): … …

_Main dimensions_

4. Wheelbase ( [e] ): … mm

4.1. Axle spacing:

1-2: … mm

2-3: … mm

3-4: … mm

5. Length: … mm

6. Width: … mm

7. Height: … mm

8. Fifth wheel lead for semi-trailer towing vehicle (maximum and minimum): … mm

9. Distance between the front end of the vehicle and the centre of the coupling device: … mm

11. Length of the loading area: … mm

12. Rear overhang: … mm

7.7.2017 EN Official Journal of the European Union L 175/313

_Masses_

13. Mass in running order: … kg

13.1. Distribution of this mass amongst the axles:

1. … kg

2. … kg

3. … kg

13.2. Actual mass of the vehicle: … kg

16. Technically permissible maximum masses

16.1. Technically permissible maximum laden mass: … kg

16.2. Technically permissible mass on each axle:

1. … kg

2. … kg

3. … kg etc.

16.3. Technically permissible mass on each axle group:

1. … kg

2. … kg

3. … kg etc.

16.4. Technically permissible maximum mass of the combination: … kg

17. Intended registration/in service maximum permissible masses in national/international traffic ( [1] ) ( [o] )

17.1. Intended registration/in service maximum permissible laden mass: … kg

17.2. Intended registration/in service maximum permissible laden mass on each axle:

1. … kg

2. … kg

3. … kg

17.3. Intended registration/in service maximum permissible laden mass on each axle group:

1. … kg

2. … kg

3. … kg

17.4. Intended registration/in service maximum permissible mass of the combination: … kg

18. Technically permissible maximum towable mass in case of:

L 175/314 EN Official Journal of the European Union 7.7.2017

18.1. Drawbar trailer: … kg

18.2. Semi-trailer: … kg

18.3. Centre-axle trailer: … kg

18.4. Unbraked trailer: … kg

19. Technically permissible maximum static mass at the coupling point: … kg

_Power plant_

20. Manufacturer of the engine: …

21. Engine code as marked on the engine: …

22. Working principle: …

23. Pure electric: yes/no ( [1] )

23.1. Class of Hybrid [electric] vehicle: OVC-HEV/NOVC-HEV/OVC-FCHV/ NOVC-FCHV ( [1] )

24. Number and arrangement of cylinders: …

25. Engine capacity: … cm [3]

26. Fuel: Diesel/petrol/LPG/CNG-Biomethane/LNG/Ethanol/Biodiesel/Hydrogen ( [1] )

26.1. Mono fuel/Bi fuel/Flex fuel/Dual-fuel ( [1] )

26.2. (Dual-fuel only) Type 1A/Type 1B/Type 2A/Type 2B/Type 3B ( [1] )

27. Maximum power

27.1. Maximum net power ( [g] ): … kW at … min [–1] (internal combustion engine) ( [1] )

27.2. Maximum hourly output: … kW (electric motor) ( [1] ) ( [s] )

27.3. Maximum net power: … kW (electric motor) ( [1] ) ( [s] )

27.4. Maximum 30 minutes power: … kW (electric motor) ( [1] ) ( [s] )

28. Gearbox (type): …

_Maximum speed_

29. Maximum speed: … km/h

_Axles and suspension_

31. Position of lift axle(s): …

32. Position of loadable axle(s): …

33. Drive axle(s) fitted with air suspension or equivalent: yes/no ( [1] )

35. Tyre/wheel combination/Rolling Resistance Class (if applicable) ( [h] ): …

_Brakes_

36. Trailer brake connections mechanical/electric/pneumatic/hydraulic ( [1] )

7.7.2017 EN Official Journal of the European Union L 175/315

37. Pressure in feed line for trailer braking system: … bar

_Bodywork_

38. Code for bodywork ( [i] ): …

41. Number and configuration of doors: …

42. Number of seating positions (including the driver) ( [k] ): …

_Coupling device_

44. Approval number or approval mark of coupling device (if fitted): …

45.1. Characteristics values ( [1] ): D: …/ V: …/ S: …/ U: …

_Environmental performances_

46. Sound level

Stationary: … dB(A) at engine speed: … min [–1]

Drive-by: … dB(A)

47. Exhaust emission level ( [l] ): Euro …

47.1. Parameters for emission testing

47.1.1. Test mass, kg: …

47.1.2. Frontal area, m2: …

47.1.3. Road load coefficients

47.1.3.0. f0, N:

47.1.3.1. f1, N/(km/h):

47.1.3.2. f2, N/(km/h) [2]

48. Exhaust emissions ( [m] ) ( [m1] ) ( [m2] ):

Number of the base regulatory act and latest amending regulatory act applicable: …

1.1. test procedure: Type 1 or ESC ( [1] )

CO: … HC: … NO x : … HC + NO x : … Particulates: …

Smoke opacity (ELR): … (m [–1] )

1.2. test procedure: Type 1 (NEDC average values, WLTP highest values) or WHSC (EURO VI) ( [1] )

CO: … THC: … NMHC: … NO x : … THC + NO x : … NH 3 : … Particulates (mass): … Particles
(number): …

2.1. test procedure: ETC (if applicable)

CO: … NO x : … NMHC: … THC: … CH 4 : … Particulates: …

2.2. test procedure: WHTC (EURO VI)

CO: … NO x : … NMHC: … THC: … CH 4 : … NH 3 : … Particulates (mass): … Particles (number): …

L 175/316 EN Official Journal of the European Union 7.7.2017

48.1. Smoke corrected absorption coefficient: … (m [–1] )

49. CO 2 emissions/fuel consumption/electric energy consumption ( [m] ) ( [r] ):

1. all power trains, except pure electric vehicles (if applicable)

|NEDC values|CO emissions<br>2|Fuel consumption in case of emission testing<br>according to Regulation (EC) No 692/2008|
|---|---|---|
|Urban conditions ( 1 ):|… g/km|… l/100 km or m 3 /100 km or kg/100 km ( 1 )|
|Extra-urban conditions ( 1 ):|… g/km|l/100 km or m 3 /100 km or kg/100 km ( 1 )|
|Combined ( 1 ):|… g/km|… l l/100 km or m 3 /100 km or kg/100 km<br>( 1 )|
|Weighted ( 1 ), combined|… g/km|… l/100 km or m 3 /100 km or kg/100 km|
|Deviation factor (if applicable)|||

2. pure electric vehicles and OVC hybrid electric vehicles (if applicable)

|Electric energy consumption<br>(weighted, combined ( 1 ))|Col2|… Wh/km|
|---|---|---|
|Electric range||… km|

3. Vehicle fitted with eco-innovation(s): yes/no ( [1] )

3.1. General code of the eco-innovation(s) ( [p1] ): …

3.2. Total CO 2 emissions saving due to the eco-innovation(s) ( [p2] ) (repeat for each reference fuel tested):

3.2.1. NEDC savings:…g/km (if applicable)

3.2.2. WLTP savings:…g/km (if applicable)

4. all power trains except pure electric vehicles under Regulation (EU) 2017/1151

|WLTP values|CO emissions<br>2|Fuel consumption|
|---|---|---|
|Low ( 1 ):|… g/km|… l/100 km or m 3 /100 km or kg/100 km( 1 )|
|Medium( 1 ):|… g/km|… l/100 km or m 3 /100 km or kg/100 km( 1 )|
|High( 1 ):|… g/km|… l/100 km or m 3 /100 km or kg/100 km( 1 )|
|Extra High( 1 ):|… g/km|… l/100 km or m 3 /100 km or kg/100 km( 1 )|
|Combined:|… g/km|… l/100 km or m 3 /100 km or kg/100 km( 1 )|
|Weighted, combined( 1 )|… g/km|… l/100 km or m 3 /100 km or kg/100 km( 1 )|

7.7.2017 EN Official Journal of the European Union L 175/317

5. Pure electric vehicles and OVC hybrid electric vehicles, under Regulation (EU) 2017/1151 (if
applicable)

_Miscellaneous_

|Pure electric vehicles ( 1 ) or (if app|plicable)|Col3|
|---|---|---|
|Electric energy consumption||… Wh/km|
|Electric range||… km|
|Electric range city||… km|

|OVC hybrid electric vehicles ( 1 ) or|r (if applicable)|Col3|
|---|---|---|
|Electric energy consumption<br>(EC AC,weighted )||… Wh/km|
|Electric range (EAER)||… km|
|Electric range city (EAER city)||… km|

50. Type-approved according to the design requirements for transporting dangerous goods: yes/class(es): …/no ( [l] ):

51. For special purpose vehicles: designation in accordance with Annex II Section 5: …

52. Remarks ( [n] ): …

_SIDE 2_

_VEHICLE CATEGORY N3_

_(complete and completed vehicles)_

_Side 2_

_General construction characteristics_

1. Number of axles: … and wheels: …

1.1. Number and position of axles with twin wheels: …

2. Steered axles (number, position): …

3. Powered axles (number, position, interconnection): … …

_Main dimensions_

4. Wheelbase ( [e] ): … mm

4.1. Axle spacing:

1-2: … mm

2-3: … mm

3-4: … mm

5. Length: … mm

6. Width: … mm

L 175/318 EN Official Journal of the European Union 7.7.2017

7. Height: … mm

8. Fifth wheel lead for semi-trailer towing vehicle (maximum and minimum): … mm

9. Distance between the front end of the vehicle and the centre of the coupling device: … mm

11. Length of the loading area: … mm

12. Rear overhang: … mm

_Masses_

13. Mass in running order: … kg

13.1. Distribution of this mass amongst the axles:

1. … kg

2. … kg

3. … kg

13.2. Actual mass of the vehicle: … kg

16. Technically permissible maximum masses

16.1. Technically permissible maximum laden mass: … kg

16.2. Technically permissible mass on each axle:

1. … kg

2. … kg

3. … kg etc.

16.3. Technically permissible mass on each axle group:

1. … kg

2. … kg

3. … kg etc.

16.4. Technically permissible maximum mass of the combination: … kg

17. Intended registration/in service maximum permissible masses in national/international traffic ( [1] ) ( [o] )

17.1. Intended registration/in service maximum permissible laden mass: … kg

17.2. Intended registration/in service maximum permissible laden mass on each axle:

1. … kg

2. … kg

3. … kg

17.3. Intended registration/in service maximum permissible laden mass on each axle group:

1. … kg

7.7.2017 EN Official Journal of the European Union L 175/319

2. … kg

3. … kg

17.4. Intended registration/in service maximum permissible mass of the combination: … kg

18. Technically permissible maximum towable mass in case of:

18.1. Drawbar trailer: … kg

18.2. Semi-trailer: … kg

18.3. Centre-axle trailer: … kg

18.4. Unbraked trailer: … kg

19. Technically permissible maximum static mass at the coupling point: … kg

_Power plant_

20. Manufacturer of the engine: …

21. Engine code as marked on the engine: …

22. Working principle: …

23. Pure electric: yes/no ( [1] )

23.1. Hybrid [electric] vehicle: yes/no ( [1] )

24. Number and arrangement of cylinders: …

25. Engine capacity: … cm [3]

26. Fuel: Diesel/petrol/LPG/CNG-Biomethane/LNG/Ethanol/Biodiesel/Hydrogen ( [1] )

26.1. Mono fuel/Bi fuel/Flex fuel/Dual-fuel ( [1] )

26.2. (Dual-fuel only) Type 1A/Type 1B/Type 2A/Type 2B/Type 3B ( [1] )

27. Maximum power

27.1. Maximum net power ( [g] ): … kW at … min [–1] (internal combustion engine) ( [1] )

27.2. Maximum hourly output: … kW (electric motor) ( [1] ) ( [s] )

27.3. Maximum net power: … kW (electric motor) ( [1] ) ( [s] )

27.4. Maximum 30 minutes power: … kW (electric motor) ( [1] ) ( [s] )

28. Gearbox (type): …

_Maximum speed_

29. Maximum speed: … km/h

_Axles and suspension_

31. Position of lift axle(s): …

L 175/320 EN Official Journal of the European Union 7.7.2017

32. Position of loadable axle(s): …

33. Drive axle(s) fitted with air suspension or equivalent: yes/no ( [1] )

35. Tyre/wheel combination ( [h] ): …

_Brakes_

36. Trailer brake connections mechanical/electric/pneumatic/hydraulic ( [1] )

37. Pressure in feed line for trailer braking system: … bar

_Bodywork_

38. Code for bodywork ( [i] ): …

41. Number and configuration of doors: …

42. Number of seating positions (including the driver) ( [k] ): …

_Coupling device_

44. Approval number or approval mark of coupling device (if fitted): …

45.1. Characteristics values ( [1] ): D: …/ V: …/ S: …/ U: …

_Environmental performances_

46. Sound level

Stationary: … dB(A) at engine speed: … min [–1]

Drive-by: … dB(A)

47. Exhaust emission level ( [l] ): Euro …

47.1. Parameters for emission testing

47.1.1. Test mass, kg: …

47.1.2. Frontal area, m2: …

47.1.3. Road load coefficients

47.1.3.0. f0, N:

47.1.3.1. f1, N/(km/h):

47.1.3.2. f2, N/(km/h) [2]

48. Exhaust emissions ( [m] ) ( [m1] ) ( [m2] ):

Number of the base regulatory act and latest amending regulatory act applicable: …

1.1. test procedure: ESC

CO: … HC: … NO x : … HC + NO x : … Particulates: …

Smoke opacity (ELR): … (m [–1] )

7.7.2017 EN Official Journal of the European Union L 175/321

1.2. test procedure: WHSC (EURO VI)

CO: … THC: … NMHC: … NO x : … THC + NO x : … NH 3 : … Particulates (mass): … Particles
(number): …

2.1. test procedure: ETC (if applicable)

CO: … NO x : … NMHC: … THC: … CH 4 : … Particulates: …

2.2. test procedure: WHTC (EURO VI)

CO: … NO x : … NMHC: … THC: … CH 4 : … NH 3 : … Particulates (mass): … Particles (number): …

48.1. Smoke corrected absorption coefficient: … (m [–1] )

_Miscellaneous_

50. Type-approved according to the design requirements for transporting dangerous goods: yes/class(es): …/no ( [l] ):

51. For special purpose vehicles: designation in accordance with Annex II Section 5: …

52. Remarks ( [n] ): …

_SIDE 2_

_VEHICLE CATEGORIES O1 AND O2_

_(complete and completed vehicles)_

_Side 2_

_General construction characteristics_

1. Number of axles: … and wheels: …

1.1. Number and position of axles with twin wheels: …

_Main dimensions_

4. Wheelbase ( [e] ): … mm

4.1. Axle spacing:

1-2: … mm

2-3: … mm

3-4: … mm

5. Length: … mm

6. Width: … mm

7. Height: … mm

10. Distance between the centre of the coupling device and the rear end of the vehicle: … mm

11. Length of the loading area: … mm

12. Rear overhang: … mm

_Masses_

13. Mass in running order: … kg

L 175/322 EN Official Journal of the European Union 7.7.2017

13.1. Distribution of this mass amongst the axles:

1. … kg

2. … kg

3. … kg

13.2. Actual mass of the vehicle: … kg

16. Technically permissible maximum masses

16.1. Technically permissible maximum laden mass: … kg

16.2. Technically permissible mass on each axle:

1. … kg

2. … kg

3. … kg etc.

16.3. Technically permissible mass on each axle group:

1. … kg

2. … kg

3. … kg etc.

19. Technically permissible maximum static mass on the coupling point of a semi-trailer or centre-axle
trailer: … kg

_Maximum speed_

29. Maximum speed: … km/h

_Axles and suspension_

30.1. Track of each steered axle: … mm

30.2. Track of all other axles: … mm

31. Position of lift axle(s): …

32. Position of loadable axle(s): …

34. Axle(s) fitted with air suspension or equivalent: yes/no ( [1] )

35. Tyre/wheel combination ( [h] ): …

_Brakes_

36. Trailer brake connections mechanical/electric/pneumatic/hydraulic ( [1] )

_Bodywork_

38. Code for bodywork ( [i] ): …

_Coupling device_

44. Approval number or approval mark of coupling device (if fitted): …

7.7.2017 EN Official Journal of the European Union L 175/323

45.1. Characteristics values ( [1] ): D: …/ V: …/ S: …/ U: …

_Miscellaneous_

50. Type-approved according to the design requirements for transporting dangerous goods: yes/class(es): …/no ( [l] ):

51. For special purpose vehicles: designation in accordance with Annex II Section 5: …

52. Remarks ( [n] ): …

_SIDE 2_

_VEHICLE CATEGORIES O3 AND O4_

_(complete and completed vehicles)_

_Side 2_

_General construction characteristics_

1. Number of axles: … and wheels: …

1.1. Number and position of axles with twin wheels: …

2. Steered axles (number, position): …

_Main dimensions_

4. Wheelbase ( [e] ): … mm

4.1. Axle spacing:

1-2: … mm

2-3: … mm

3-4: … mm

5. Length: … mm

6. Width: … mm

7. Height: … mm

10. Distance between the centre of the coupling device and the rear end of the vehicle: … mm

11. Length of the loading area: … mm

12. Rear overhang: … mm

_Masses_

13. Mass in running order: … kg

13.1. Distribution of this mass amongst the axles:

1. … kg

2. … kg

3. … kg

13.2. Actual mass of the vehicle: ............................................................................................................................................... kg

L 175/324 EN Official Journal of the European Union 7.7.2017

16. Technically permissible maximum masses

16.1. Technically permissible maximum laden mass: … kg

16.2. Technically permissible mass on each axle:

1. … kg

2. … kg

3. … kg etc.

16.3. Technically permissible mass on each axle group:

1. … kg

2. … kg

3. … kg etc.

17. Intended registration/in service maximum permissible masses in national/international traffic ( [1] ) ( [o] )

17.1. Intended registration/in service maximum permissible laden mass: … kg

17.2. Intended registration/in service maximum permissible laden mass on each axle:

1. … kg

2. … kg

3. … kg

17.3. Intended registration/in service maximum permissible laden mass on each axle group:

1. … kg

2. … kg

3. … kg

19. Technically permissible maximum static mass on the coupling point of a semi-trailer or centre-axle
trailer: … kg

_Maximum speed_

29. Maximum speed: … km/h

_Axles and suspension_

31. Position of lift axle(s): …

32. Position of loadable axle(s): …

34. Axle(s) fitted with air suspension or equivalent: yes/no ( [1] )

35. Tyre/wheel combination ( [h] ): …

_Brakes_

36. Trailer brake connections mechanical/electric/pneumatic/hydraulic ( [1] )

7.7.2017 EN Official Journal of the European Union L 175/325

_Bodywork_

38. Code for bodywork ( [i] ): …

_Coupling device_

44. Approval number or approval mark of coupling device (if fitted): …

45.1. Characteristics values ( [1] ): D: …/ V: …/ S: …/ U: …å

_Miscellaneous_

50. Type-approved according to the design requirements for transporting dangerous goods: yes/class(es): …/no ( [l] ):

51. For special purpose vehicles: designation in accordance with Annex II Section 5: …

52. Remarks ( [n] ): …

PART II

_**INCOMPLETE VEHICLES**_

_MODEL C1 — SIDE 1_

_INCOMPLETE VEHICLES_

**EC CERTIFICATE OF CONFORMITY**

_Side 1_

The undersigned [… ( _Full name and position_ )] hereby certifies that the vehicle:

0.1. Make (Trade name of manufacturer): …

0.2. Type: …

Variant ( [a] ): …

Version ( [a] ): …

0.2.1. Commercial name: …

0.2.2. For multi-stage approved vehicles, type-approval information of the base/previous stages vehicle

(list the information for each stage):

Type: ............................................................................................................................................................................................

Variant ( [a] ): ........................................................................................................................................................ **.** ...........................

Version ( [a] ): ...................................................................................................................................................................................

Type-approval number, extension number .........................................................................................................................

0.4. Vehicle category: …

0.5. Company name and address of manufacturer: …

0.5.1. For multi-stage approved vehicles, company name and address of the manufacturer of the base/previous
stage(s) vehicle ...........................................................................................................................................................................

L 175/326 EN Official Journal of the European Union 7.7.2017

0.6. Location and method of attachment of the statutory plates: …

Location of the vehicle identification number: …

0.9. Name and address of the manufacturer’s representative (if any): …

0.10. Vehicle identification number: …

conforms in all respects to the type described in approval (… _type-approval number including extension number_ ) issued
on (… _date of issue_ ) and

cannot be permanently registered without further approvals.

_MODEL C2 — SIDE 1_

_INCOMPLETE VEHICLES TYPE-APPROVED IN SMALL SERIES_

**EC CERTIFICATE OF CONFORMITY**

_Side 1_

The undersigned [… ( _Full name and position_ )] hereby certifies that the vehicle:

0.1. Make (Trade name of manufacturer): …

0.2. Type: …

Variant ( [a] ): …

Version ( [a] ): …

0.2.1. Commercial name: …

0.4. Vehicle category: …

0.5. Company name and address of manufacturer: …

0.6. Location and method of attachment of the statutory plates: …

Location of the vehicle identification number: …

0.9. Name and address of the manufacturer’s representative (if any): …

0.10. Vehicle identification number: …

conforms in all respects to the type described in approval (… _type-approval number including extension number_ ) issued
on (… _date of issue_ ) and

cannot be permanently registered without further approvals.

7.7.2017 EN Official Journal of the European Union L 175/327

_SIDE 2_

_VEHICLE CATEGORY M1_

_(incomplete vehicles)_

_Side 2_

_General construction characteristics_

1. Number of axles: … and wheels: …

3. Powered axles (number, position, interconnection): … …

_Main dimensions_

4. Wheelbase ( [e] ): … mm

4.1. Axle spacing:

1-2: … mm

2-3: … mm

3-4: … mm

5.1. Maximum permissible length: … mm

6.1. Maximum permissible width: … mm

7.1. Maximum permissible height: … mm

12.1. Maximum permissible rear overhang: … mm

_Masses_

14. Mass in running order of the incomplete vehicle: … kg

14.1. Distribution of this mass amongst the axles:

1. … kg

2. … kg

3. … kg

15. Minimum mass of the vehicle when completed: … kg

15.1. Distribution of this mass amongst the axles:

1. … kg

2. … kg

3. … kg

16. Technically permissible maximum masses

16.1. Technically permissible maximum laden mass: … kg

16.2. Technically permissible mass on each axle:

1. … kg

L 175/328 EN Official Journal of the European Union 7.7.2017

2. … kg

3. … kg etc.

16.4. Technically permissible maximum mass of the combination: … kg

18. Technically permissible maximum towable mass in case of:

18.1. Drawbar trailer: … kg

18.3. Centre-axle trailer: … kg

18.4. Unbraked trailer: … kg

19. Technically permissible maximum static vertical mass at the coupling point: … kg

_Power plant_

20. Manufacturer of the engine: …

21. Engine code as marked on the engine: …

22. Working principle: …

23. Pure electric: yes/no ( [1] )

23.1. Hybrid [electric] vehicle: yes/no ( [1] )

24. Number and arrangement of cylinders: …

25. Engine capacity: … cm [3]

26. Fuel: Diesel/petrol/LPG/CNG-Biomethane/LNG/Ethanol/Biodiesel/Hydrogen ( [1] )

26.1. Mono fuel/Bi fuel/Flex fuel/Dual-fuel ( [1] )

26.2. (Dual-fuel only) Type 1A/Type 1B/Type 2A/Type 2B/Type 3B ( [1] )

27. Maximum power

27.1. Maximum net power ( [g] ): … kW at … min [–1] (internal combustion engine) ( [1] )

27.2. Maximum hourly output: … kW (electric motor) ( [1] ) ( [s] )

27.3. Maximum net power: … kW (electric motor) ( [1] ) ( [s] )

27.4. Maximum 30 minutes power: … kW (electric motor) ( [1] ) ( [s] )

_Maximum speed_

29. Maximum speed: … km/h

_Axles and suspension_

30. Axle(s) track:

1. … mm

2. … mm

3. … mm

7.7.2017 EN Official Journal of the European Union L 175/329

35. Tyre/wheel combination ( [h] ): …

_Brakes_

36. Trailer brake connections mechanical/electric/pneumatic/hydraulic ( [1] )

_Bodywork_

41. Number and configuration of doors: …

42. Number of seating positions (including the driver) ( [k] ): …

_Environmental performances_

46. Sound level

Stationary: … dB(A) at engine speed: … min [–1]

Drive-by: … dB(A)

47. Exhaust emission level ( [l] ): Euro …

47.1. Parameters for emission testing

47.1.1. Test mass, kg: …

47.1.2. Frontal area, m2: …

47.1.3. Road load coefficients

47.1.3.0. f0, N:

47.1.3.1. f1, N/(km/h):

47.1.3.2. f2, N/(km/h) [2]

48. Exhaust emissions ( [m] ) ( [m1] ) ( [m2] ):

Number of the base regulatory act and latest amending regulatory act applicable: …

1.1. test procedure: Type 1 or ESC ( [1] )

CO: … HC: … NO x : … HC + NO x : … Particulates: …

Smoke opacity (ELR): … (m [–1] )

1.2. test procedure: Type 1 (NEDC average values, WLTP highest values)or WHSC (EURO VI) ( [1] )

CO: … THC: … NMHC: … NO x : … THC + NO x : … NH 3 : … Particulates (mass): … Particles
(number): …

2.1. test procedure: ETC (if applicable)

CO: … NO x : … NMHC: … THC: … CH 4 : … Particulates: …

2.2. test procedure: WHTC (EURO VI)

CO: … NO x : … NMHC: … THC: … CH 4 : … NH 3 : … Particulates (mass): … Particles (number): …

48.1. Smoke corrected absorption coefficient: … (m [–1] )

49. CO 2 emissions/fuel consumption/electric energy consumption ( [m] ):

L 175/330 EN Official Journal of the European Union 7.7.2017

1. All power trains except pure electric vehicles under Regulation (EU) 2017/1151

|Col1|CO emissions<br>2|Fuel consumption|
|---|---|---|
|Urban conditions:|… g/km|… l/100 km/m 3 /100 km ( 1 )|
|Extra-urban conditions:|… g/km|… l/100 km/m 3 /100 km ( 1 )|
|Combined:|… g/km|… l/100 km/m 3 /100 km ( 1 )|
|Weighted, combined|… g/km|… l/100 km|

2. pure electric vehicles and OVC hybrid electric vehicles

_Miscellaneous_

|Electric energy consumption<br>(weighted, combined ( 1 ))|Col2|… Wh/km|
|---|---|---|
|Electric range||… km|

52. Remarks ( [n] ): …

_SIDE 2_

_VEHICLE CATEGORY M2_

_(incomplete vehicles)_

_Side 2_

_General construction characteristics_

1. Number of axles: … and wheels: …

1.1. Number and position of axles with twin wheels: …

2. Steered axles (number, position): …

3. Powered axles (number, position, interconnection): … …

_Main dimensions_

4. Wheelbase ( [e] ): … mm

4.1. Axle spacing:

1-2: … mm

2-3: … mm

3-4: … mm

5.1. Maximum permissible length: … mm

6.1. Maximum permissible width: … mm

7.1. Maximum permissible height: … mm

12.1. Maximum permissible rear overhang: … mm

7.7.2017 EN Official Journal of the European Union L 175/331

_Masses_

14. Mass in running order of the incomplete vehicle: … kg

14.1. Distribution of this mass amongst the axles:

1. … kg

2. … kg

3. … kg etc.

15. Minimum mass of the vehicle when completed: … kg

15.1. Distribution of this mass amongst the axles:

1. … kg

2. … kg

3. … kg

16. Technically permissible maximum masses

16.1. Technically permissible maximum laden mass: … kg

16.2. Technically permissible mass on each axle:

1. … kg

2. … kg

3. … kg etc.

16.3. Technically permissible mass on each axle group:

1. … kg

2. … kg

3. … kg etc.

16.4. Technically permissible maximum mass of the combination: … kg

17. Intended registration/in service maximum permissible masses in national/international traffic ( [1] ) ( [o] )

17.1. Intended registration/in service maximum permissible laden mass: … kg

17.2. Intended registration/in service maximum permissible laden mass on each axle:

1. … kg

2. … kg

3. … kg

17.3. Intended registration/in service maximum permissible laden mass on each axle group:

1. … kg

L 175/332 EN Official Journal of the European Union 7.7.2017

2. … kg

3. … kg

17.4. Intended registration/in service maximum permissible mass of the combination: … kg

18. Technically permissible maximum towable mass in case of:

18.1. Drawbar trailer: … kg

18.3. Centre-axle trailer: … kg

18.4. Unbraked trailer: … kg

19. Technically permissible maximum static mass at the coupling point: … kg

_Power plant_

20. Manufacturer of the engine: …

21. Engine code as marked on the engine: …

22. Working principle: …

23. Pure electric: yes/no ( [1] )

23.1. Hybrid [electric] vehicle: yes/no ( [1] )

24. Number and arrangement of cylinders: …

25. Engine capacity: … cm [3]

26. Fuel: Diesel/petrol/LPG/CNG-Biomethane/LNG/Ethanol/Biodiesel/Hydrogen ( [1] )

26.1. Mono fuel/Bi fuel/Flex fuel/Dual-fuel ( [1] )

26.2. (Dual-fuel only) Type 1A/Type 1B/Type 2A/Type 2B/Type 3B ( [1] )

27. Maximum power

27.1. Maximum net power ( [g] ): … kW at … min [–1] (internal combustion engine) ( [1] )

27.2. Maximum hourly output: … kW (electric motor) ( [1] ) ( [s] )

27.3. Maximum net power: … kW (electric motor) ( [1] ) ( [s] )

27.4. Maximum 30 minutes power: … kW (electric motor) ( [1] ) ( [s] )

28. Gearbox (type): …

_Maximum speed_

29. Maximum speed: … km/h

_Axles and suspension_

30. Axle(s) track:

1. … mm

7.7.2017 EN Official Journal of the European Union L 175/333

2. … mm

3. … mm

33. Drive axle(s) fitted with air suspension or equivalent: yes/no ( [1] )

35. Tyre/wheel combination ( [h] ): …

_Brakes_

36. Trailer brake connections mechanical/electric/pneumatic/hydraulic ( [1] )

37. Pressure in feed line for trailer braking system: … bar

_Coupling device_

44. Approval number or approval mark of coupling device (if fitted): …

45. Type or classes of coupling devices which can be fitted: …

45.1. Characteristics values ( [1] ): D: …/ V: …/ S: …/ U: …

_Environmental performances_

46. Sound level

Stationary: … dB(A) at engine speed: … min [–1]

Drive-by: … dB(A)

47. Exhaust emission level ( [l] ): Euro …

47.1. Parameters for emission testing

47.1.1. Test mass, kg: …

47.1.2. Frontal area, m2: …

47.1.3. Road load coefficients

47.1.3.0. f0, N:

47.1.3.1. f1, N/(km/h):

47.1.3.2. f2, N/(km/h) [2]

48. Exhaust emissions ( [m] ) ( [m1] ) ( [m2] ):

Number of the base regulatory act and latest amending regulatory act applicable: …

1.1. test procedure: Type 1 or ESC ( [1] )

CO: … HC: … NO x : … HC + NO x : … Particulates: …

Smoke opacity (ELR): … (m [–1] )

1.2. test procedure: Type 1 (NEDC average values, WLTP highest values)or WHSC (EURO VI) ( [1] )

CO: … THC: … NMHC: … NO x : … THC + NO x : … NH 3 : … Particulates (mass): … Particles
(number): …

L 175/334 EN Official Journal of the European Union 7.7.2017

2.1. test procedure: ETC (if applicable)

CO: … NO x : … NMHC: … THC: … CH 4 : … Particulates: …

2.2. test procedure: WHTC (EURO VI)

CO: … NO x : … NMHC: … THC: … CH 4 : … NH 3 : … Particulates (mass): … Particles (number): …

48.1. Smoke corrected absorption coefficient: … (m [–1] )

_Miscellaneous_

52. Remarks ( [n] ): …

_SIDE 2_

_VEHICLE CATEGORY M3_

_(incomplete vehicles)_

_Side 2_

_General construction characteristics_

1. Number of axles: … and wheels: …

1.1. Number and position of axles with twin wheels: …

2. Steered axles (number, position): …

3. Powered axles (number, position, interconnection): … …

_Main dimensions_

4. Wheelbase ( [e] ): … mm

4.1. Axle spacing:

1-2: … mm

2-3: … mm

3-4: … mm

5.1. Maximum permissible length: … mm

6.1. Maximum permissible width: … mm

7.1. Maximum permissible height: … mm

12.1. Maximum permissible rear overhang: … mm

_Masses_

14. Mass in running order of the incomplete vehicle: … kg

14.1. Distribution of this mass amongst the axles:

1. … kg

2. … kg

7.7.2017 EN Official Journal of the European Union L 175/335

3. … kg etc.

15. Minimum mass of the vehicle when completed: … kg

15.1. Distribution of this mass amongst the axles:

1. … kg

2. … kg

3. … kg

16. Technically permissible maximum masses

16.1. Technically permissible maximum laden mass: … kg

16.2. Technically permissible mass on each axle:

1. … kg

2. … kg

3. … kg etc.

16.3. Technically permissible mass on each axle group:

1. … kg

2. … kg

3. … kg etc.

16.4. Technically permissible maximum mass of the combination: … kg

17. Intended registration/in service maximum permissible masses in national/international traffic ( [1] ) ( [o] )

17.1. Intended registration/in service maximum permissible laden mass: … kg

17.2. Intended registration/in service maximum permissible laden mass on each axle:

1. … kg

2. … kg

3. … kg

17.3. Intended registration/in service maximum permissible laden mass on each axle group:

1. … kg

2. … kg

3. … kg

17.4. Intended registration/in service maximum permissible mass of the combination: … kg

18. Technically permissible maximum towable mass in case of:

18.1. Drawbar trailer: … kg

L 175/336 EN Official Journal of the European Union 7.7.2017

18.3. Centre-axle trailer: … kg

18.4. Unbraked trailer: … kg

19. Technically permissible maximum static mass at the coupling point: … kg

_Power plant_

20. Manufacturer of the engine: …

21. Engine code as marked on the engine: …

22. Working principle: …

23. Pure electric: yes/no ( [1] )

23.1. Hybrid [electric] vehicle: yes/no ( [1] )

24. Number and arrangement of cylinders: …

25. Engine capacity: … cm [3]

26. Fuel: Diesel/petrol/LPG/CNG-Biomethane/LNG/Ethanol/Biodiesel/Hydrogen ( [1] )

26.1. Mono fuel/Bi fuel/Flex fuel/Dual-fuel ( [1] )

26.2. (Dual-fuel only) Type 1A/Type 1B/Type 2A/Type 2B/Type 3B ( [1] )

27. Maximum power

27.1. Maximum net power ( [g] ): … kW at … min [–1] (internal combustion engine) ( [1] )

27.2. Maximum hourly output: … kW (electric motor) ( [1] ) ( [s] )

27.3. Maximum net power: … kW (electric motor) ( [1] ) ( [s] )

27.4. Maximum 30 minutes power: … kW (electric motor) ( [1] ) ( [s] )

28. Gearbox (type): …

_Maximum speed_

29. Maximum speed: … km/h

_Axles and suspension_

30.1. Track of each steered axle: … mm

30.2. Track of all other axles: … mm

32. Position of loadable axle(s): …

33. Drive axle(s) fitted with air suspension or equivalent: yes/no ( [1] )

35. Tyre/wheel combination ( [h] ): …

_Brakes_

36. Trailer brake connections mechanical/electric/pneumatic/hydraulic ( [1] )

37. Pressure in feed line for trailer braking system: … bar

7.7.2017 EN Official Journal of the European Union L 175/337

_Coupling device_

44. Approval number or approval mark of coupling device (if fitted): …

45. Types or classes of coupling devices which can be fitted: …

45.1. Characteristics values ( [1] ): D: …/ V: …/ S: …/ U: …

_Environmental performances_

46. Sound level

Stationary: … dB(A) at engine speed: … min [–1]

Drive-by: … dB(A)

47. Exhaust emission level ( [l] ): Euro …

47.1. Parameters for emission testing

47.1.1. Test mass, kg: …

47.1.2. Frontal area, m2: …

47.1.3. Road load coefficients

47.1.3.0. f0, N:

47.1.3.1. f1, N/(km/h):

47.1.3.2. f2, N/(km/h) [2]

48. Exhaust emissions ( [m] ) ( [m1] ) ( [m2] ):

Number of the base regulatory act and latest amending regulatory act applicable: …

1.1. test procedure: ESC

CO: … HC: … NO x : … HC + NO x : … Particulates: …

Smoke opacity (ELR): … (m [–1] )

1.2. test procedure: WHSC (EURO VI)

CO: … THC: … NMHC: … NO x : … THC + NO x : … NH 3 : … Particulates (mass): … Particles
(number): …

2.1. test procedure: ETC (if applicable)

CO: … NO x : … NMHC: … THC: … CH 4 : … Particulates: …

2.2. test procedure: WHTC (EURO VI)

CO: … NO x : … NMHC: … THC: … CH 4 : … NH 3 : … Particulates (mass): … Particles (number): …

48.1. Smoke corrected absorption coefficient: … (m [–1] )

_Miscellaneous_

52. Remarks ( [n] ): …

L 175/338 EN Official Journal of the European Union 7.7.2017

_SIDE 2_

_VEHICLE CATEGORY N1_

_(incomplete vehicles)_

_Side 2_

_General construction characteristics_

1. Number of axles: … and wheels: …

1.1. Number and position of axles with twin wheels: …

3. Powered axles (number, position, interconnection): … …

_Main dimensions_

4. Wheelbase ( [e] ): … mm

4.1. Axle spacing:

1-2: … mm

2-3: … mm

3-4: … mm

5.1. Maximum permissible length: … mm

6.1. Maximum permissible width: … mm

7.1. Maximum permissible height: … mm

8. Fifth wheel lead for semi-trailer towing vehicle (maximum and minimum): … mm

12.1. Maximum permissible rear overhang: … mm

_Masses_

14. Mass in running order of the incomplete vehicle: … kg

14.1. Distribution of this mass amongst the axles:

1. … kg

2. … kg

3. … kg etc.

15. Minimum mass of the vehicle when completed: … kg

15.1. Distribution of this mass amongst the axles:

1. … kg

2. … kg

3. … kg

16. Technically permissible maximum masses

7.7.2017 EN Official Journal of the European Union L 175/339

16.1. Technically permissible maximum laden mass: … kg

16.2. Technically permissible mass on each axle:

1. … kg

2. … kg

3. … kg etc.

16.4. Technically permissible maximum mass of the combination: … kg

18. Technically permissible maximum towable mass in case of:

18.1. Drawbar trailer: … kg

18.2. Semi-trailer: … kg

18.3. Centre-axle trailer: … kg

18.4. Unbraked trailer: … kg

19. Technically permissible maximum static mass at the coupling point: … kg

_Power plant_

20. Manufacturer of the engine: …

21. Engine code as marked on the engine: …

22. Working principle: …

23. Pure electric: yes/no ( [1] )

23.1. Hybrid [electric] vehicle: yes/no ( [1] )

24. Number and arrangement of cylinders: …

25. Engine capacity: … cm [3]

26. Fuel: Diesel/petrol/LPG/CNG-Biomethane/LNG/Ethanol/Biodiesel/Hydrogen ( [1] )

26.1. Mono fuel/Bi fuel/Flex fuel/Dual-fuel ( [1] )

26.2. (Dual-fuel only) Type 1A/Type 1B/Type 2A/Type 2B/Type 3B ( [1] )

27. Maximum power

27.1. Maximum net power ( [g] ): … kW at … min [–1] (internal combustion engine) ( [1] )

27.2. Maximum hourly output: … kW (electric motor) ( [1] ) ( [s] )

27.3. Maximum net power: … kW (electric motor) ( [1] ) ( [s] )

27.4. Maximum 30 minutes power: … kW (electric motor) ( [1] ) ( [s] )

28. Gearbox (type): …

_Maximum speed_

29. Maximum speed: … km/h

L 175/340 EN Official Journal of the European Union 7.7.2017

_Axles and suspension_

30. Axle(s) track:

1. … mm

2. … mm

3. … mm

35. Tyre/wheel combination ( [h] ): …

_Brakes_

36. Trailer brake connections mechanical/electric/pneumatic/hydraulic ( [1] )

37. Pressure in feed line for trailer braking system: … bar

_Coupling device_

44. Approval number or approval mark of coupling device (if fitted): …

45. Types or classes of coupling devices which can be fitted: …

45.1. Characteristics values ( [1] ): D: …/ V: …/ S: …/ U: …

_Environmental performances_

46. Sound level

Stationary: … dB(A) at engine speed: … min [–1]

Drive-by: … dB(A)

47. Exhaust emission level ( [l] ): Euro …

47.1. Parameters for emission testing

47.1.1. Test mass, kg: …

47.1.2. Frontal area, m2: …

47.1.3. Road load coefficients

47.1.3.0. f0, N:

47.1.3.1. f1, N/(km/h):

47.1.3.2. f2, N/(km/h) [2]

48. Exhaust emissions ( [m] ) ( [m1] ) ( [m2] ):

Number of the base regulatory act and latest amending regulatory act applicable: …

1.1. test procedure: Type 1 or ESC ( [1] )

CO: … HC: … NO x : … HC + NO x : … Particulates: …

Smoke opacity (ELR): … (m [–1] )

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1.2. test procedure: Type 1 (NEDC average values, WLTP highest values) or WHSC (EURO VI) ( [1] )

CO: … THC: … NMHC: … NO x : … THC + NO x : … NH 3 : … Particulates (mass): … Particles
(number): …

2.1. test procedure: ETC (if applicable)

CO: … NO x : … NMHC: … THC: … CH 4 : … Particulates:

2.2. test procedure: WHTC (EURO VI)

CO: … NO x : … NMHC: … THC: … CH 4 : … NH 3 : … Particulates (mass): … Particles (number):

48.1. Smoke corrected absorption coefficient: … (m [–1] )

49. CO 2 emissions/fuel consumption/electric energy consumption ( [m] ):

1. all power trains except pure electric vehicles under Regulation (EU) 2017/1151

|Col1|CO emissions<br>2|Fuel consumption|
|---|---|---|
|Urban conditions:|… g/km|… l/100 km/m 3 /100 km ( 1 )|
|Extra-urban conditions:|… g/km|… l/100 km/m 3 /100 km ( 1 )|
|Combined:|… g/km|… l/100 km/m 3 /100 km ( 1 )|
|Weighted, combined|… g/km|… l/100 km|

2. pure electric vehicles and OVC hybrid electric vehicles

|Electric energy consumption<br>(weighted, combined ( 1 ))|Col2|… Wh/km|
|---|---|---|
|Electric range||… km|

3. Vehicle fitted with eco-innovation(s): yes/no ( [1] )

3.1. General code of the eco-innovation(s) ( [p1] ): …

3.2. Total CO 2 emissions saving due to the eco-innovation(s) ( [p2] ) (repeat for each reference fuel tested): …

_Miscellaneous_

52. Remarks ( [n] ): …

_SIDE 2_

_VEHICLE CATEGORY N2_

_(incomplete vehicles)_

_Side 2_

_General construction characteristics_

1. Number of axles: … and wheels: …

1.1. Number and position of axles with twin wheels: …

2. Steered axles (number, position): …

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3. Powered axles (number, position, interconnection): … …

_Main dimensions_

4. Wheelbase ( [e] ): … mm

4.1. Axle spacing:

1-2: … mm

2-3: … mm

3-4: … mm

5.1. Maximum permissible length: … mm

6.1. Maximum permissible width: … mm

8. Fifth wheel lead for semi-trailer towing vehicle (maximum and minimum): … mm

12.1. Maximum permissible rear overhang: … mm

_Masses_

14. Mass in running order of the incomplete vehicle: … kg

14.1. Distribution of this mass amongst the axles:

1. … kg

2. … kg

3. … kg etc.

15. Minimum mass of the vehicle when completed: … kg

15.1. Distribution of this mass amongst the axles:

1. … kg

2. … kg

3. … kg

16. Technically permissible maximum masses

16.1. Technically permissible maximum laden mass: … kg

16.2. Technically permissible mass on each axle:

1. … kg

2. … kg

3. … kg etc.

16.3. Technically permissible mass on each axle group:

1. … kg

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2. … kg

3. … kg etc.

16.4. Technically permissible maximum mass of the combination: … kg

17. Intended registration/in service maximum permissible masses in national/international traffic ( [1] ) ( [o] )

17.1. Intended registration/in service maximum permissible laden mass: … kg

17.2. Intended registration/in service maximum permissible laden mass on each axle:

1. … kg

2. … kg

3. … kg

17.3. Intended registration/in service maximum permissible laden mass on each axle group:

1. … kg

2. … kg

3. … kg

17.4. Intended registration/in service maximum permissible mass of the combination: … kg

18. Technically permissible maximum towable mass in case of:

18.1. Drawbar trailer: … kg

18.2. Semi-trailer: … kg

18.3. Centre-axle trailer: … kg

18.4. Unbraked trailer: … kg

19. Technically permissible maximum static mass at the coupling point: … kg

_Power plant_

20. Manufacturer of the engine: …

21. Engine code as marked on the engine: …

22. Working principle: …

23. Pure electric: yes/no ( [1] )

23.1. Hybrid [electric] vehicle: yes/no ( [1] )

24. Number and arrangement of cylinders: …

25. Engine capacity: … cm [3]

26. Fuel: Diesel/petrol/LPG/CNG-Biomethane/LNG/Ethanol/Biodiesel/Hydrogen ( [1] )

26.1. Mono fuel/Bi fuel/Flex fuel/Dual-fuel ( [1] )

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26.2. (Dual-fuel only) Type 1A/Type 1B/Type 2A/Type 2B/Type 3B ( [1] )

27. Maximum power

27.1. Maximum net power ( [g] ): … kW at … min [–1] (internal combustion engine) ( [1] )

27.2. Maximum hourly output: … kW (electric motor) ( [1] ) ( [s] )

27.3. Maximum net power: … kW (electric motor) ( [1] ) ( [s] )

27.4. Maximum 30 minutes power: … kW (electric motor) ( [1] ) ( [s] )

28. Gearbox (type): …

_Maximum speed_

29. Maximum speed: … km/h

_Axles and suspension_

31. Position of lift axle(s): …

32. Position of loadable axle(s): …

33. Drive axle(s) fitted with air suspension or equivalent: yes/no ( [1] )

35. Tyre/wheel combination ( [h] ): …

_Brakes_

36. Trailer brake connections mechanical/electric/pneumatic/hydraulic ( [1] )

37. Pressure in feed line for trailer braking system: … bar

_Coupling device_

44. Approval number or approval mark of coupling device (if fitted): …

45. Types or classes of coupling devices which can be fitted: …

45.1. Characteristics values ( [1] ): D: …/ V: …/ S: …/ U: …

_Environmental performances_

46. Sound level

Stationary: … dB(A) at engine speed: … min [–1]

Drive-by: … dB(A)

47. Exhaust emission level ( [l] ): Euro …

47.1. Parameters for emission testing

47.1.1. Test mass, kg: …

47.1.2. Frontal area, m2: …

47.1.3. Road load coefficients

47.1.3.0. f0, N:

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47.1.3.1. f1, N/(km/h):

47.1.3.2. f2, N/(km/h) [2]

48. Exhaust emissions ( [m] ) ( [m1] ) ( [m2] ):

Number of the base regulatory act and latest amending regulatory act applicable: …

1.1. test procedure: Type 1 or ESC ( [1] )

CO: … HC: … NO x : … HC + NO x : … Particulates: …

Smoke opacity (ELR): … (m [–1] )

1.2. test procedure: Type 1 (NEDC average values, WLTP highest values) or WHSC (EURO VI) ( [1] )

CO: … THC: … NMHC: … NO x : … THC + NO x : … NH 3 : … Particulates (mass): … Particles
(number): …

2.1. test procedure: ETC (if applicable)

CO: … NO x : … NMHC: … THC: … CH 4 : … Particulates:

2.2. test procedure: WHTC (EURO VI)

CO: … NO x : … NMHC: … THC: … CH 4 : … NH 3 : … Particulates (mass): … Particles (number): …

48.1. Smoke corrected absorption coefficient: … (m [–1] )

_Miscellaneous_

52. Remarks ( [n] ): …

_SIDE 2_

_VEHICLE CATEGORY N3_

_(incomplete vehicles)_

_Side 2_

_General construction characteristics_

1. Number of axles: … and wheels: …

1.1. Number and position of axles with twin wheels: …

2. Steered axles (number, position): …

3. Powered axles (number, position, interconnection): … …

_Main dimensions_

4. Wheelbase ( [e] ): … mm

4.1. Axle spacing:

1-2: … mm

2-3: … mm

3-4: … mm

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5.1. Maximum permissible length: … mm

6.1. Maximum permissible width: … mm

8. Fifth wheel lead for semi-trailer towing vehicle (maximum and minimum): … mm

12.1. Maximum permissible rear overhang: … mm

_Masses_

14. Mass in running order of the incomplete vehicle: … kg

14.1. Distribution of this mass amongst the axles:

1. … kg

2. … kg

3. … kg etc.

15. Minimum mass of the vehicle when completed: … kg

15.1. Distribution of this mass amongst the axles:

1. … kg

2. … kg

3. … kg

16. Technically permissible maximum masses

16.1. Technically permissible maximum laden mass: … kg

16.2. Technically permissible mass on each axle:

1. … kg

2. … kg

3. … kg etc.

16.3. Technically permissible mass on each axle group:

1. … kg

2. … kg

3. … kg etc.

16.4. Technically permissible maximum mass of the combination: … kg

17. Intended registration/in service maximum permissible masses in national/international traffic ( [1] ) ( [o] )

17.1. Intended registration/in service maximum permissible laden mass: … kg

17.2. Intended registration/in service maximum permissible laden mass on each axle:

1. … kg

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2. … kg

3. … kg

17.3. Intended registration/in service maximum permissible laden mass on each axle group:

1. … kg

2. … kg

3. … kg

17.4. Intended registration/in service maximum permissible mass of the combination: … kg

18. Technically permissible maximum towable mass in case of:

18.1. Drawbar trailer: … kg

18.2. Semi-trailer: … kg

18.3. Centre-axle trailer: … kg

18.4. Unbraked trailer: … kg

19. Technically permissible maximum static mass at the coupling point: … kg

_Power plant_

20. Manufacturer of the engine: …

21. Engine code as marked on the engine: …

22. Working principle: …

23. Pure electric: yes/no ( [1] )

23.1. Hybrid [electric] vehicle: yes/no ( [1] )

24. Number and arrangement of cylinders: …

25. Engine capacity: … cm [3]

26. Fuel: Diesel/petrol/LPG/CNG-Biomethane/LNG/Ethanol/Biodiesel/Hydrogen ( [1] )

26.1. Mono fuel/Bi fuel/Flex fuel/Dual-fuel ( [1] )

26.2. (Dual-fuel only) Type 1A/Type 1B/Type 2A/Type 2B/Type 3B ( [1] )

27. Maximum power

27.1. Maximum net power ( [g] ): … kW at … min [–1] (internal combustion engine) ( [1] )

27.2. Maximum hourly output: … kW (electric motor) ( [1] ) ( [s] )

27.3. Maximum net power: … kW (electric motor) ( [1] ) ( [s] )

27.4. Maximum 30 minutes power: … kW (electric motor) ( [1] ) ( [s] )

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28. Gearbox (type): …

_Maximum speed_

29. Maximum speed: … km/h

_Axles and suspension_

31. Position of lift axle(s): …

32. Position of loadable axle(s): …

33. Drive axle(s) fitted with air suspension or equivalent: yes/no ( [1] )

35. Tyre/wheel combination ( [h] ): …

_Brakes_

36. Trailer brake connections mechanical/electric/pneumatic/hydraulic ( [1] )

37. Pressure in feed line for trailer braking system: … bar

_Coupling device_

44. Approval number or approval mark of coupling device (if fitted): …

45. Types or classes of coupling devices which can be fitted: …

45.1. Characteristics values ( [1] ): D: …/ V: …/ S: …/ U: …

_Environmental performances_

46. Sound level

Stationary: … dB(A) at engine speed: … min [–1]

Drive-by: … dB(A)

47. Exhaust emission level ( [l] ): Euro …

47.1. Parameters for emission testing

47.1.1. Test mass, kg: …

47.1.2. Frontal area, m2: …

47.1.3. Road load coefficients

47.1.3.0. f0, N:

47.1.3.1. f1, N/(km/h):

47.1.3.2. f2, N/(km/h) [2]

48. Exhaust emissions ( [m] ) ( [m1] ) ( [m2] ):

Number of the base regulatory act and latest amending regulatory act applicable: …

1.1. test procedure: ESC

CO: … HC: … NO x : … HC + NO x : … Particulates: …

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Smoke opacity (ELR): … (m [–1] )

1.2. test procedure: WHSC (EURO VI)

CO: … THC: … NMHC: … NO x : … THC + NO x : … NH 3 : … Particulates (mass): … Particles
(number): …

2.1. test procedure: ETC (if applicable)

CO: … NO x : … NMHC: … THC: … CH 4 : … Particulates:

2.2. test procedure: WHTC (EURO VI)

CO: … NO x : … NMHC: … THC: … CH 4 : … NH 3 : … Particulates (mass): … Particles (number): …

48.1. Smoke corrected absorption coefficient: … (m [–1] )

_Miscellaneous_

52. Remarks ( [n] ): …

_SIDE 2_

_VEHICLE CATEGORIES O1 AND O2_

_(incomplete vehicles)_

_Side 2_

_General construction characteristics_

1. Number of axles: … and wheels: …

1.1. Number and position of axles with twin wheels: …

_Main dimensions_

4. Wheelbase ( [e] ): … mm

4.1. Axle spacing:

1-2: … mm

2-3: … mm

3-4: … mm

5.1. Maximum permissible length: … mm

6.1. Maximum permissible width: … mm

7.1. Maximum permissible height: … mm

10. Distance between the centre of the coupling device and the rear end of the vehicle: … mm

12.1. Maximum permissible rear overhang: … mm

_Masses_

14. Mass in running order of the incomplete vehicle: … kg

14.1. Distribution of this mass amongst the axles:

1. … kg

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2. … kg

3. … kg

15. Minimum mass of the vehicle when completed: … kg

15.1. Distribution of this mass amongst the axles:

1. … kg

2. … kg

3. … kg

16. Technically permissible maximum masses

16.1. Technically permissible maximum laden mass: … kg

16.2. Technically permissible mass on each axle:

1. … kg

2. … kg

3. … kg etc.

16.3. Technically permissible mass on each axle group:

1. … kg

2. … kg

3. … kg etc.

19.1. Technically permissible maximum static mass on the coupling point of a semi-trailer or centre-axle
trailer: … kg

_Maximum speed_

29. Maximum speed: … km/h

_Axles and suspension_

30.1. Track of each steered axle: … mm

30.2. Track of all other axles: … mm

31. Position of lift axle(s): …

32. Position of loadable axle(s): …

34. Axle(s) fitted with air suspension or equivalent: yes/no ( [1] )

35. Tyre/wheel combination ( [h] ): …

_Coupling device_

44. Approval number or approval mark of coupling device (if fitted): …

45. Types or classes of coupling devices which can be fitted: …

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45.1. Characteristics values ( [1] ): D: …/ V: …/ S: …/ U: …

_Miscellaneous_

52. Remarks ( [n] ): …

_SIDE 2_

_VEHICLE CATEGORIES O3 AND O4_

_(incomplete vehicles)_

_Side 2_

_General construction characteristics_

1. Number of axles: … and wheels: …

1.1. Number and position of axles with twin wheels: …

2. Steered axle (number, position): …

_Main dimensions_

4. Wheelbase ( [e] ): … mm

4.1. Axle spacing:

1-2: … mm

2-3: … mm

3-4: … mm

5.1. Maximum permissible length: …mm

6.1. Maximum permissible width: …mm

7.1. Maximum permissible height: …mm

10. Distance between the centre of the coupling device and the rear end of the vehicle: …mm

12.1. Maximum permissible rear overhang: …mm

_Masses_

14. Mass in running order of the incomplete vehicle: … kg

14.1. Distribution of this mass amongst the axles:

1. … kg

2. … kg

3. … kg etc.

15. Minimum mass of the vehicle when completed: … kg

15.1. Distribution of this mass amongst the axles:

1. … kg

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2. … kg

3. … kg

16. Technically permissible maximum masses

16.1. Technically permissible maximum laden mass: … kg

16.2. Technically permissible mass on each axle:

1. … kg

2. … kg

3. … kg etc.

16.3. Technically permissible mass on each axle group:

1. … kg

2. … kg

3. … kg etc.

17. Intended registration/in service maximum permissible masses in national/international traffic ( [1] ) ( [o] )

17.1. Intended registration/in service maximum permissible laden mass: … kg

17.2. Intended registration/in service maximum permissible laden mass on each axle:

1. … kg

2. … kg

3. … kg

17.3. Intended registration/in service maximum permissible laden mass on each axle group:

1. … kg

2. … kg

3. … kg

19.1. Technically permissible maximum static mass on the coupling point of a semi-trailer or centre-axle
trailer: … kg

_Maximum speed_

29. Maximum speed: … km/h

_Axles and suspension_

31. Position of lift axle(s): …

32. Position of loadable axle(s): …

34. Axle(s) fitted with air suspension or equivalent: yes/no ( [1] )

35. Tyre/wheel combination ( [h] ): …

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_Coupling device_

44. Approval number or approval mark of coupling device (if fitted): …

45. Types or classes of coupling devices which can be fitted: …

45.1. Characteristics values ( [1] ): D: …/ V: …/ S: …/ U: …

_Miscellaneous_

52. Remarks ( [n] ): …

_Explanatory notes relating to Annex IX_

( [1] ) Delete where not applicable

( [a] ) Indicate the identification code —

( [b] ) Indicate whether the vehicle is suitable for use in either right or left-hand traffic or both right and left-hand traffic.

( [c] ) Indicate whether the speedometer and/or odometer fitted has metric or both metric and imperial units.

( [d] ) This statement shall not restrict the right of the Member States to require technical adaptations in order to allow the registration of
a vehicle in a Member State other than the one for which it was intended when the direction of the traffic is on the opposite side of
the road.

( [e] ) Entries 4 and 4.1 shall be completed in accordance with definitions 25 (Wheelbase) and 26 (Axle spacing) of Regulation (EU) No
1230/2012 respectively

— —

( [g] ) For hybrid electric vehicles, indicate both power outputs.

( [h] ) Optional equipment under this letter can be added under entry “Remarks”.

( [i] ) The codes described in Annex II Letter C shall be used.

( [j] ) Indicate only the basic colour(s) as follows: white, yellow, orange, red, violet, blue, green, grey, brown or black.

( [k] ) Excluding seats designated for use only when the vehicle is stationary and the number of wheelchair positions.
For coaches belonging to the vehicle category M 3 the number of crew members shall be included in the passenger number.

( [l] ) Add the number of the Euro level and the character corresponding to the provisions used for type-approval.

( [m] ) Repeat for the various fuels that can be used. Vehicles that can be fuelled with both petrol and gaseous fuel but in which the petrol
system is fitted for emergency purposes or for starting only and the petrol tank of which cannot contain more than 15 litres of
petrol will be regarded as vehicles that can only run on a gaseous fuel.

( [m1] ) In case of EURO VI dual-fuel engines and vehicles, repeat as appropriate.

( [m2] ) Solely emissions assessed in accordance with the applicable regulatory act or acts shall be stated.

( [n] ) If the vehicle is equipped with 24 GHz short-range radar equipment in accordance with Commission Decision 2005/50/EC
(OJ L 21, 25.1.2005, p. 15), the manufacturer shall indicate here: “Vehicle equipped with 24 GHz short-range radar equipment”.

( [o] ) The manufacturer may complete these entries either for international traffic or national traffic or both.
For national traffic, the code of the country where the vehicle is intended to be registered shall be mentioned. The code shall be in
accordance with standard ISO 3166-1:2006.
For international traffic, the directive number shall be referred to (e.g. “96/53/EC” for Council Directive 96/53/EC).

( [p] ) Eco-innovations.

( [p1] ) The general code of the eco-innovation(s) shall consist of the following elements, each separated by a blank space:
— Code of the approval authority as set out in Annex VII;
— Individual code of each eco-innovation fitted in the vehicle, indicated in chronological order of the Commission approval
decisions.
(E.g. the general code of three eco-innovations approved chronologically as 10, 15 and 16 and fitted to a vehicle certified by the
German type-approval authority should be: “e1 10 15 16”.)
( [p2] ) Sum of the CO 2 emissions savings of each individual eco-innovation.

( [q] ) In the case of completed vehicles of category N 1 within the scope of Regulation (EC) No 715/2007.

( [r] ) Only applicable if the vehicle is approved to Regulation (EC) 715/2007

( [s] ) In the case of more than one electric motor indicate the consolidated effect of all the engines.’

L 175/354 EN Official Journal of the European Union 7.7.2017

_ANNEX XIX_

**AMENDMENTS TO REGULATION (EU) No 1230/2012**

Regulation (EU) No 1230/2012 is amended as follows:

1. Article 2(5) is replaced by the following:

‘ “Mass of the optional equipment” means maximum mass of the combinations of optional equipment which may be
fitted to the vehicle in addition to the standard equipment in accordance with the manufacturer's specifications;’

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_ANNEX XX_

**MEASUREMENT OF NET POWER AND THE MAXIMUM 30 MINUTES POWER OF ELECTRIC DRIVE TRAINS**

1. INTRODUCTION

This Annex sets out requirements for measuring net engine power, net power and the maximum 30 minutes power
of electric drive trains.

2. GENERAL SPECIFICATIONS

2.1. The general specifications for conducting the tests and interpreting the results are those set out in paragraph 5 of
UN/ECE Regulation No 85 ( [1] ), with the exceptions specified in this Annex.

2.2. Test fuel

Paragraphs 5.2.3.1., 5.2.3.2.1., 5.2.3.3.1., and 5.2.3.4. of UN/ECE Regulation No 85 shall be understood as follows:

The fuel used shall be the one available on the market. In any case of dispute, the fuel shall be the appropriate
reference fuel specified in Annex IX to this Regulation.

2.3. Power correction factors

By way of derogation from paragraph 5.1 of Annex 5 to UN/ECE Regulation No 85, when a turbo-charged engine is
fitted with a system which allows compensating the ambient conditions temperature and altitude, at the request of
the manufacturer, the correction factors α a or α d shall be set to the value of 1.

( [1] ) OJ L 326, 24.11.2006, p. 55.

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_ANNEX XXI_

**TYPE 1 EMISSIONS TEST PROCEDURES**

1. INTRODUCTION

This Annex describes the procedure for determining the levels of emissions of gaseous compounds, particulate
matter, particle number, CO 2 emissions, fuel consumption, electric energy consumption and electric range
from light-duty vehicles..

2. RESERVED

3. DEFINITIONS

3.1. **Test equipment**

3.1.1. ‘ _Accuracy_ ’ means the difference between a measured value and a reference value, traceable to a national standard
and describes the correctness of a result. See Figure 1.

3.1.2. ‘ _Calibration_ ’ means the process of setting a measurement system's response so that its output agrees with a
range of reference signals.

3.1.3. ‘ _Calibration gas_ ’ means a gas mixture used to calibrate gas analysers.

3.1.4. ‘ _Double dilution method_ ’ means the process of separating a part of the diluted exhaust flow and mixing it with
an appropriate amount of dilution air prior to the particulate sampling filter.

3.1.5. ‘ _Full flow exhaust dilution system_ ’ means the continuous dilution of the total vehicle exhaust with ambient air in a
controlled manner using a constant volume sampler (CVS).

3.1.6. ‘ _Linearisation_ ’ means the application of a range of concentrations or materials to establish a mathematical
relationship between concentration and system response.

3.1.7. ‘ _Major maintenance_ ’ means the adjustment, repair or replacement of a component or module that could affect
the accuracy of a measurement.

3.1.8. ‘ _Non-methane hydrocarbons_ ’ (NMHC) are the total hydrocarbons (THC) minus the methane (CH 4 ) contribution.

3.1.9. ‘ _Precision_ ’ means the degree to which repeated measurements under unchanged conditions show the same
results (Figure 1) and, in this Annex, always refers to one standard deviation.

3.1.10. ‘ _Reference value_ ’ means a value traceable to a national standard. See Figure 1.

3.1.11. ‘ _Set point_ ’ means the target value a control system aims to reach.

3.1.12. ‘ _Span_ ’ means to adjust an instrument so that it gives a proper response to a calibration standard that represents
between 75 per cent and 100 per cent of the maximum value in the instrument range or expected range of

use.

3.1.13. ‘ _Total hydrocarbons_ ’ (THC) means all volatile compounds measurable by a flame ionization detector (FID).

3.1.14. ‘ _Verification_ ’ means to evaluate whether or not a measurement system's outputs agrees with applied reference
signals within one or more predetermined thresholds for acceptance.

3.1.15. ‘ _Zero gas_ ’ means a gas containing no analyte, which is used to set a zero response on an analyser.

7.7.2017 EN Official Journal of the European Union L 175/357

_Figure 1_

**Definition of accuracy, precision and reference value**

3.2. **Road load and dynamometer setting**

3.2.1. ‘ _Aerodynamic drag_ ’ means the force opposing a vehicle’s forward motion through air.

3.2.2. ‘ _Aerodynamic stagnation point_ ’ means the point on the surface of a vehicle where wind velocity is equal to zero.

3.2.3. ‘ _Anemometer blockage_ ’ means the effect on the anemometer measurement due to the presence of the vehicle
where the apparent air speed is different than the vehicle speed combined with wind speed relative to the
ground.

3.2.4. ‘ _Constrained analysis_ ’ means the vehicle’s frontal area and aerodynamic drag coefficient have been independently
determined and those values shall be used in the equation of motion.

3.2.5. ‘ _Mass in running order_ ’ means the mass of the vehicle, with its fuel tank(s) filled to at least 90 per cent of its or
their capacity/capacities, including the mass of the driver, fuel and liquids, fitted with the standard equipment
in accordance with the manufacturer’s specifications and, when they are fitted, the mass of the bodywork, the
cabin, the coupling and the spare wheel(s) as well as the tools.

3.2.6. ‘ _Mass of the driver_ ’ means a mass rated at 75 kg located at the driver’s seating reference point.

3.2.7. ‘ _Maximum vehicle load_ ’ means the technically permissible maximum laden mass minus the mass in running
order, 25 kg and the mass of the optional equipment as defined in paragraph 3.2.8.

3.2.8. ‘ _Mass of the optional equipment_ ’ means maximum mass of the combinations of optional equipment which may
be fitted to the vehicle in addition to the standard equipment in accordance with the manufacturer's specifi­
cations.

3.2.9. ‘ _Optional equipment_ ’ means all the features not included in the standard equipment which are fitted to a vehicle
under the responsibility of the manufacturer, and that can be ordered by the customer.

3.2.10. ‘ _Reference atmospheric conditions (regarding road load measurements)_ ’ means the atmospheric conditions to which
these measurement results are corrected:

(a) Atmospheric pressure: p 0 = 100 kPa;

(b) Atmospheric temperature: T 0 = 20 °C;

L 175/358 EN Official Journal of the European Union 7.7.2017

(c) Dry air density: ρ 0 = 1,189 kg/m [3] ;

(d) Wind speed: 0 m/s.

3.2.11. ‘ _Reference speed_ ’ means the vehicle speed at which road load is determined or chassis dynamometer load is
verified.

3.2.12. ‘ _Road load_ ’ means the force resisting the forward motion of a vehicle as measured with the coastdown method
or methods that are equivalent regarding the inclusion of frictional losses of the drivetrain.

3.2.13. ‘ _Rolling resistance_ ’ means the forces of the tyres opposing the motion of a vehicle.

3.2.14. ‘ _Running resistance_ ’ means the torque resisting the forward motion of a vehicle measured by torque meters
installed at the driven wheels of a vehicle.

3.2.15. ‘ _Simulated road load_ ’ means the road load experienced by the vehicle on the chassis dynamometer which is
intended to reproduce the road load measured on the road, and consists of the force applied by the chassis
dynamometer and the forces resisting the vehicle while driving on the chassis dynamometer and is
approximated by the three coefficients of a second order polynomial.

3.2.16. ‘ _Simulated running resistance_ ’ means the running resistance experienced by the vehicle on the chassis dyna­
mometer which is intended to reproduce the running resistance measured on the road, and consists of the
torque applied by the chassis dynamometer and the torque resisting the vehicle while driving on the chassis
dynamometer and is approximated by the three coefficients of a second order polynomial.

3.2.17. ‘ _Stationary anemometry_ ’ means measurement of wind speed and direction with an anemometer at a location and
height above road level alongside the test road where the most representative wind conditions will be experi­
enced.

3.2.18. ‘ _Standard equipment_ ’ means the basic configuration of a vehicle which is equipped with all the features that are
required under the regulatory acts referred to in Annex IV and Annex XI of Directive 2007/46/EC including all
features that are fitted without giving rise to any further specifications on configuration or equipment level.

3.2.19. ‘ _Target road load_ ’ means the road load to be reproduced.

3.2.20. ‘ _Target running resistance_ ’ means the running resistance to be reproduced on the chassis dynamometer.

3.2.21. Reserved

3.2.22. ‘ _Wind correction_ ’ means correction of the effect of wind on road load based on input of the stationary or onboard anemometry.

3.2.23. ‘ _Technically permissible maximum laden mass_ ’ means the maximum mass allocated to a vehicle on the basis of its
construction features and its design performances.

3.2.24. ‘ _Actual mass of the vehicle_ ’ means the mass in running order plus the mass of the fitted optional equipment to an
individual vehicle.

3.2.25. ‘ _Test mass of the vehicle_ ’ means the sum of the actual mass of the vehicle, 25 kg and the mass representative of
the vehicle load.

3.2.26. ‘ _Mass representative of the vehicle load_ ’ means x per cent of the maximum vehicle load where x is 15 per cent for
category M vehicles and 28 per cent for category N vehicles.

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3.2.27. ‘ _Technically permissible maximum laden mass of the combination_ ’ (MC) means the maximum mass allocated to the
combination of a motor vehicle and one or more trailers on the basis of its construction features and its design
performances or the maximum mass allocated to the combination of a tractor unit and a semi-trailer.

3.3. **Pure electric, hybrid electric and fuel cell vehicles**

3.3.1. ‘ _All-electric range_ ’ (AER) means the total distance travelled by an OVC-HEV from the beginning of the chargedepleting test to the point in time during the test when the combustion engine starts to consume fuel.

3.3.2. ‘ _Pure Electric range_ ’ (PER) means the total distance travelled by a PEV from the beginning of the charge-depleting
test until the break-off criterion is reached.

3.3.3. ‘ _Charge-depleting actual range_ ’ (R CDA ) means the distance travelled in a series of WLTCs in charge-depleting
operating condition until the rechargeable electric energy storage system (REESS) is depleted.

3.3.4. ‘ _Charge-depleting cycle range_ ’ (R CDC ) means the distance from the beginning of the charge-depleting test to the
end of the last cycle prior to the cycle or cycles satisfying the break-off criterion, including the transition cycle
where the vehicle may have operated in both depleting and sustaining conditions.

3.3.5. ‘ _Charge-depleting operating condition_ ’ means an operating condition in which the energy stored in the REESS may
fluctuate but decreases on average while the vehicle is driven until transition to charge-sustaining operation.

3.3.6. ‘ _Charge-sustaining operating condition_ ’ means an operating condition in which the energy stored in the REESS
may fluctuate but, on average, is maintained at a neutral charging balance level while the vehicle is driven.

3.3.7. ‘ _Utility Factors_ ’ are ratios based on driving statistics depending on the range achieved in charge-depleting
condition and are used to weigh the charge-depleting and charge-sustaining exhaust emission compounds,
CO 2 emissions and fuel consumption for OVC-HEVs.

3.3.8. ‘ _Electric machine_ ’ (EM) means an energy converter transforming between electrical and mechanical energy.

3.3.9. ‘ _Energy converter_ ’ means a system where the form of energy output is different from the form of energy input.

3.3.9.1. ‘ _Propulsion energy converter_ ’ means an energy converter of the powertrain which is not a peripheral device whose
output energy is used directly or indirectly for the purpose of vehicle propulsion

3.3.9.2. ‘ _Category of propulsion energy converter_ ’ means (i) an internal combustion engine, or (ii) an electric machine, or (iii)
a fuel cell.

3.3.10. ‘ _Energy storage system_ ’ means a system which stores energy and releases it in the same form as was input.

3.3.10.1. ‘ _Propulsion energy storage system_ ’ means an energy storage system of the powertrain which is not a peripheral
device and whose output energy is used directly or indirectly for the purpose of vehicle propulsion.

3.3.10.2. ‘ _Category of propulsion energy storage system_ ’ means (i) a fuel storage system, or (ii) a rechargeable electric energy
storage system, or (iii) a rechargeable mechanical energy storage system.

3.3.10.3. ‘ _Form of energy_ ’ means (i) electrical energy, or (ii) mechanical energy, or (iii) chemical energy (including fuels).

3.3.10.4. ‘ _Fuel storage system_ ’ means a propulsion energy storage system that stores chemical energy as liquid or gaseous
fuel.

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3.3.11. ‘ _Equivalent all-electric range_ ’ (EAER) means that portion of the total charge-depleting actual range (R CDA )
attributable to the use of electricity from the REESS over the charge-depleting range test.

3.3.12. ‘ _Hybrid electric vehicle_ ’ (HEV) means a hybrid vehicle where one of the propulsion energy converters is an electric
machine.

3.3.13. ‘ _Hybrid vehicle_ ’ (HV) means a vehicle equipped with a powertrain containing at least two different categories of
propulsion energy converters and at least two different categories of propulsion energy storage systems.

3.3.14. ‘ _Net energy change_ ’ means the ratio of the REESS energy change divided by the cycle energy demand of the test
vehicle.

3.3.15. ‘ _Not off-vehicle charging hybrid electric vehicle_ ’ (NOVC-HEV) means a hybrid electric vehicle that cannot be charged
from an external source

3.3.16. ‘ _Off-vehicle charging hybrid electric vehicle_ ’ (OVC-HEV) means a hybrid electric vehicle that can be charged from an
external source.

3.3.17. ‘ _Pure electric vehicle_ ’ (PEV) means a vehicle equipped with a powertrain containing exclusively electric machines
as propulsion energy converters and exclusively rechargeable electric energy storage systems as propulsion
energy storage systems.

3.3.18. ‘ _Fuel cell_ ’ means an energy converter transforming chemical energy (input) into electrical energy (output) or vice

versa.

3.3.19. ‘ _Fuel cell vehicle_ ’ (FCV) means a vehicle equipped with a powertrain containing exclusively fuel cell(s) and electric
machine(s) as propulsion energy converter(s).

3.3.20. ‘ _Fuel cell hybrid vehicle_ ’ (FCHV) means a fuel cell vehicle equipped with a powertrain containing at least one fuel
storage system and at least one rechargeable electric energy storage system as propulsion energy storage
systems.

3.4. **Powertrain**

3.4.1. ‘ _Powertrain_ ’ means the total combination in a vehicle, of propulsion energy storage system(s), propulsion energy
converter(s) and the drivetrain(s) providing the mechanical energy at the wheels for the purpose of vehicle
propulsion, plus peripheral devices.

3.4.2. ‘ _Auxiliary devices_ ’ means energy consuming, converting, storing or supplying non-peripheral devices or systems
which are installed in the vehicle for purposes other than the propulsion of the vehicle and are therefore not
considered to be part of the powertrain.

3.4.3. ‘ _Peripheral devices_ ’ means energy consuming, converting, storing or supplying devices, where the energy is not
primarily used for the purpose of vehicle propulsion, or other parts, systems and control units, which are
essential to the operation of the powertrain.

3.4.4. ‘ _Drivetrain_ ’ means the connected elements of the powertrain for transmission of the mechanical energy between
the propulsion energy converter(s) and the wheels.

3.4.5. ‘ _Manual transmission_ ’ means a transmission where gears can only be shifted by action of the driver.

3.5. **General**

3.5.1. ‘ _Criteria emissions_ ’ means those emission compounds for which limits are set in this Regulation.

7.7.2017 EN Official Journal of the European Union L 175/361

3.5.2. Reserved

3.5.3. Reserved

3.5.4. Reserved

3.5.5. Reserved

3.5.6. ‘ _Cycle energy demand_ ’ means the calculated positive energy required by the vehicle to drive the prescribed cycle.

3.5.7. Reserved

3.5.8. ‘ _Driver-selectable mode_ ’ means a distinct driver-selectable condition which could affect emissions, or fuel and/or
energy consumption.

3.5.9. ‘ _Predominant mode_ ’ for the purposes of this Annex means a single mode that is always selected when the vehicle
is switched on regardless of the operating mode selected when the vehicle was previously shut down.

3.5.10. ‘ _Reference conditions (with regards to calculating mass emissions)_ ’ means the conditions upon which gas densities are
based, namely 101,325 kPa and 273,15 K (0 °C).

3.5.11. ‘ _Exhaust emissions_ ’ means the emission of gaseous, solid and liquid compounds.

3.6. **PM/PN**

The term ‘particle’ is conventionally used for the matter being characterised (measured) in the airborne phase
(suspended matter), and the term ‘particulate’ for the deposited matter.

3.6.1. ‘ _Particle number emissions_ ’ (PN) means the total number of solid particles emitted from the vehicle exhaust
quantified according to the dilution, sampling and measurement methods as specified in this Annex.

3.6.2. ‘ _Particulate matter emissions_ ’ (PM) means the mass of any particulate material from the vehicle exhaust quantified
according to the dilution, sampling and measurement methods as specified in this Annex.

3.7. **WLTC**

3.7.1. ‘ _Rated engine power_ ’ (P rated ) means maximum engine power in kW as per the requirements of Annex XX to this
Regulation.

3.7.2. ‘ _Maximum speed_ ’ (v max ) means the maximum speed of a vehicle as declared by the manufacturer.

3.8. **Procedure**

3.8.1. ‘ _Periodically regenerating system_ ’ means an exhaust emissions control device (e.g. catalytic converter, particulate
trap) that requires a periodical regeneration process in less than 4 000 km of normal vehicle operation.

3.9. **Ambient Temperature Correction Test (Sub-Annex 6a)**

3.9.1. ‘ _Active heat storage device_ ’ means a technology that stores heat within any device of a vehicle and releases the
heat to a power train component over a defined time period at engine start. It is characterised by the stored
enthalpy in the system and the time for heat release to the power train components.

3.9.2. ‘ _Insulation materials_ ’ means any material in the engine compartment attached to the engine and/or the chassis
with a thermal insulation effect and characterised by a maximum heat conductivity of 0,1 W/(mK).

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4. ABBREVIATIONS

4.1. **General abbreviations**

AC Alternating current

CFV Critical flow venturi

CFO Critical flow orifice

CLD Chemiluminescent detector

CLA Chemiluminescent analyser

CVS Constant volume sampler

DC Direct current

ET Evaporation tube

Extra High 2 WLTC extra high speed phase for Class 2 vehicles

Extra High 3 WLTC extra high speed phase for Class 3 vehicles

FCHV Fuel cell hybrid vehicle

FID Flame ionisation detector

FSD Full scale deflection

GC Gas chromatograph

HEPA High efficiency particulate air (filter)

HFID Heated flame ionisation detector

High 2 WLTC high speed phase for Class 2 vehicles

High 3-1 WLTC high speed phase for Class 3 vehicles v max < 120 with km/h

High 3-2 WLTC high speed phase for Class 3 vehicles with v max ≥ 120 km/h

ICE Internal combustion engine

LoD Limit of detection

LoQ Limit of quantification

Low 1 WLTC low speed phase for Class 1 vehicles

Low 2 WLTC low speed phase for Class 2 vehicles

Low 3 WLTC low speed phase for Class 3 vehicles

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Medium 1 WLTC medium speed phase for Class 1 vehicles

Medium 2 WLTC medium speed phase for Class 2 vehicles

Medium 3-1 WLTC medium speed phase for Class 3 vehicles with v max < 120 km/h

Medium 3-2 WLTC medium speed phase for Class 3 vehicles with v max ≥ 120 km/h

LC Liquid chromatography

LPG Liquefied petroleum gas

NDIR Non-dispersive infrared (analyser)

NDUV Non-dispersive ultraviolet

NG/biomethane Natural gas/biomethane

NMC Non-methane cutter

NOVC-FCHV Not off-vehicle charging fuel cell hybrid vehicle

NOVC Not off-vehicle charging

NOVC-HEV Not off-vehicle charging hybrid electric vehicle

OVC-HEV Off-vehicle charging hybrid electric vehicle

P a Particulate mass collected on the background filter

P e Particulate mass collected on the sample filter

PAO Poly-alpha-olefin

PCF Particle pre-classifier

PCRF Particle concentration reduction factor

PDP Positive displacement pump

PER Pure electric range

Per cent FS Per cent of full scale

PM Particulate matter emissions

PN Particle number emissions

PNC Particle number counter

PND 1 First particle number dilution device

PND 2 Second particle number dilution device

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PTS Particle transfer system

PTT Particle transfer tube

QCL-IR Infrared quantum cascade laser

R CDA Charge-depleting actual range

RCB REESS charge balance

REESS Rechargeable electric energy storage system

SSV Subsonic venturi

USFM Ultrasonic flow meter

VPR Volatile particle remover

WLTC Worldwide light-duty test cycle

4.2. **Chemical symbols and abbreviations**

C 1 Carbon 1 equivalent hydrocarbon

CH 4 Methane

C 2 H 6 Ethane

C 2 H 5 OH Ethanol

C 3 H 8 Propane

CO Carbon monoxide

CO 2 Carbon dioxide

DOP Di-octylphthalate

H 2 O Water

NH 3 Ammonia

NMHC Non-methane hydrocarbons

NO x Oxides of nitrogen

NO Nitric oxide

NO 2 Nitrogen dioxide

N 2 O Nitrous oxide

THC Total hydrocarbons

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5. GENERAL REQUIREMENTS

5.0 Each of the vehicle families defined in paragraphs 5.6. to 5.9. shall be attributed an unique identifier of the
following format:

FT-TA-WMI-yyyy-nnnn

Where:

— FT is an identifier of the family type:

— IP = Interpolation family as defined in paragraph 5.6.

— RL = Road load family as defined in paragraph 5.7.

— RM = Road load matrix family as defined in paragraph 5.8.

— PR = Periodically regenerating systems (K i ) family as defined in paragraph 5.9.

— TA is the distinguishing number of the authority responsible for the family approval as defined in section 1
of point 1 of Annex VII of Directive (EC) 2007/46

— WMI (world manufacturer identifier) is a code that identifies the manufacturer in a unique manner and is
defined in ISO 3780:2009. For a single manufacturers several WMI codes may be used.

— yyyy is the year when the test for the family were concluded

— nnnn is a four digit sequence number

5.1. The vehicle and its components liable to affect the emissions of gaseous compounds, particulate matter and
particle number shall be so designed, constructed and assembled as to enable the vehicle in normal use and
under normal conditions of use such as humidity, rain, snow, heat, cold, sand, dirt, vibrations, wear, etc. to
comply with the provisions of this Annex during its useful life.

5.1.1. This shall include the security of all hoses, joints and connections used within the emission control systems.

5.2. The test vehicle shall be representative in terms of its emissions-related components and functionality of the
intended production series to be covered by the approval. The manufacturer and the approval authority shall
agree which vehicle test model is representative.

5.3. **Vehicle testing condition**

5.3.1. The types and amounts of lubricants and coolant for emissions testing shall be as specified for normal vehicle
operation by the manufacturer.

5.3.2. The type of fuel for emissions testing shall be as specified in Annex IX.

5.3.3. All emissions controlling systems shall be in working order.

5.3.4. The use of any defeat device is prohibited, according to the provisions of Article 5(2) of Regulation (EC)
No 715/2007.

5.3.5. The engine shall be designed to avoid crankcase emissions.

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5.3.6. The tyres used for emissions testing shall be as defined in paragraph 1.2.4.5. of Sub-Annex 6 to this Annex.

5.4. **Petrol tank inlet orifices**

5.4.1. Subject to paragraph 5.4.2., the inlet orifice of the petrol or ethanol tank shall be so designed as to prevent the
tank from being filled from a fuel pump delivery nozzle that has an external diameter of 23.6 mm or greater.

5.4.2. Paragraph 5.4.1. shall not apply to a vehicle in respect of which both of the following conditions are satisfied:

(a) The vehicle is so designed and constructed that no device designed to control the emissions shall be
adversely affected by leaded petrol; and

(b) The vehicle is conspicuously, legibly and indelibly marked with the symbol for unleaded petrol, specified in
ISO 2575:2010 ‘Road vehicles – Symbols for controls, indicators and tell-tales’, in a position immediately
visible to a person filling the petrol tank. Additional markings are permitted.

5.5. **Provisions for electronic system security**

5.5.1. Any vehicle with an emission control computer shall include features to deter modification, except as auth­
orised by the manufacturer. The manufacturer shall authorise modifications if these modifications are necessary
for the diagnosis, servicing, inspection, retrofitting or repair of the vehicle. Any reprogrammable computer
codes or operating parameters shall be resistant to tampering and afford a level of protection at least as good
as the provisions in ISO 15031-7 (March 15, 2001). Any removable calibration memory chips shall be potted,
encased in a sealed container or protected by electronic algorithms and shall not be changeable without the use
of specialized tools and procedures.

5.5.2. Computer-coded engine operating parameters shall not be changeable without the use of specialized tools and
procedures (e.g. soldered or potted computer components or sealed (or soldered) enclosures).

5.5.3. Manufacturers may seek approval from the approval authority for an exemption to one of these requirements
for those vehicles that are unlikely to require protection. The criteria that the approval authority shall evaluate
in considering an exemption shall include, but are not limited to, the current availability of performance chips,
the high-performance capability of the vehicle and the projected sales volume of the vehicle.

5.5.4. Manufacturers using programmable computer code systems shall deter unauthorised reprogramming. Manu­
facturers shall include enhanced tamper protection strategies and write-protect features requiring electronic
access to an off-site computer maintained by the manufacturer, to which independent operators shall also have
access using the protection afforded in paragraph 5.5.1. and Section 2.2. of Annex XIV. Methods giving an
adequate level of tamper protection will be approved by the approval authority.

5.6. **Interpolation family**

5.6.1. _Interpolation family for ICE vehicles_

Only vehicles that are identical with respect to the following vehicle/powertrain/transmission characteristics
may be part of the same interpolation family:

(a) Type of internal combustion engine: fuel type, combustion type, engine displacement, full-load character­
istics, engine technology, and charging system, and also other engine subsystems or characteristics that
have a non-negligible influence on CO 2 mass emission under WLTP conditions;

(b) Operation strategy of all CO 2 mass emission influencing components within the powertrain;

(c) Transmission type (e.g. manual, automatic, CVT) and transmission model (e.g. torque rating, number of
gears, number of clutches, etc.);

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(d) n/v ratios (engine rotational speed divided by vehicle speed). This requirement shall be considered fulfilled
if, for all transmission ratios concerned, the difference with respect to the transmission ratios of the most
commonly installed transmission type is within 8 per cent;

(e) Number of powered axles;

(f) ATCT family.

Vehicles may only be part of the same interpolation family if they belong to the same vehicle class as described
in paragraph 2 of Sub-Annex 1.

5.6.2. _Interpolation family for NOVC-HEVs and OVC-HEVs_

In addition to the requirements of paragraph 5.6.1., only OVC-HEVs and NOVC-HEVs that are identical with
respect to the following characteristics may be part of the same interpolation family:

(a) Type and number of electric machines (construction type (asynchronous/ synchronous, etc..), type of
coolant (air, liquid,) and any other characteristics having a non-negligible influence on CO 2 mass
emission and electric energy consumption under WLTP conditions;

(b) Type of traction REESS (model, capacity, nominal voltage, nominal power, type of coolant (air, liquid));

(c) Type of energy converter between the electric machine and traction REESS, between the traction REESS
and low voltage power supply and between the recharge-plug-in and traction REESS, and any other
characteristics having a non-negligible influence on CO 2 mass emission and electric energy consumption
under WLTP conditions.

(d) The difference between the number of charge-depleting cycles from the beginning of the test up to and
including the transition cycle shall not be more than one.

5.6.3. _Interpolation family for PEVs_

Only PEVs that are identical with respect to the following electric powertrain/transmission characteristics may
be part of the same interpolation family:

(a) Type and number of electric machines (construction type (asynchronous/ synchronous, etc.), type of
coolant (air, liquid) and any other characteristics having a non-negligible influence on electric energy
consumption and range under WLTP conditions;

(b) Type of traction REESS (model, capacity, nominal voltage, nominal power, type of coolant (air, liquid));

(c) Transmission type (e.g. manual, automatic, CVT) and transmission model (e.g. torque rating, number of
gears, numbers of clutches, etc.);

(d) Number of powered axles;

(e) Type of electric converter between the electric machine and traction REESS, between the traction REESS
and low voltage power supply and between the recharge-plug-in and traction REESS, and any other
characteristics having a non-negligible influence on electric energy consumption and range under WLTP
conditions;

(f) Operation strategy of all components influencing the electric energy consumption within the powertrain;

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(g) n/v ratios (engine rotational speed divided by vehicle speed). This requirement shall be considered fulfilled
if, for all transmission ratios concerned, the difference with respect to the transmission ratios of the most
commonly installed transmission type and model is within 8 per cent.

5.7. **Road load family**

Only vehicles that are identical with respect to the following characteristics may be part of the same road load
family:

(a) Transmission type (e.g. manual, automatic, CVT) and transmission model (e.g. torque rating, number of
gears, number of clutches, etc.). At the request of the manufacturer and with approval of the approval
authority, a transmission with lower power losses may be included in the family;

(b) n/v ratios (engine rotational speed divided by vehicle speed). This requirement shall be considered fulfilled
if, for all transmission ratios concerned, the difference with respect to the transmission ratios of the most
commonly installed transmission type is within 25 per cent;

(c) Number of powered axles;

(d) If at least one electric machine is coupled in the gearbox position neutral and the vehicle is not equipped
with a coastdown mode (paragraph 4.2.1.8.5. of Sub-Annex 4) such that the electric machine has no
influence on the road load, the criteria from paragraph 5.6.2. (a) and paragraph 5.6.3. (a) shall apply.

If there is a difference, apart from vehicle mass, rolling resistance and aerodynamics, that has a non-negligible
influence on road load, that vehicle shall not be considered to be part of the family unless approved by the
approval authority.

5.8. **Road load matrix family**

The road load matrix family may be applied for vehicles designed for a technically permissible maximum laden
mass ≥ 3 000 kg.

Only vehicles which are identical with respect to the following characteristics may be part of the same road
load matrix family:

(a) Transmission type (e.g. manual, automatic, CVT);

(b) Number of powered axles.

5.9. **Periodically regenerating systems (K** **i** **) family**

Only vehicles that are identical with respect to the following characteristics may be part of the same period­
ically regenerating systems family:

5.9.1. Type of internal combustion engine: fuel type, combustion type,

5.9.2. 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) Volume ±10 per cent;

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(d) Location (temperature ± 100 °C at 2 [nd] highest reference speed);

(e) The test mass of each vehicle in the family must be less than or equal to the test mass of the vehicle used
for the Ki demonstration test plus 250 kg.

6. PERFORMANCE REQUIREMENTS

6.1. **Limit values**

Limit values for emissions shall be those specified in Annex I of Regulation (EC) No 715/2007.

6.2. **Testing**

Testing shall be performed according to:

(a) The WLTCs as described in Sub-Annex 1;

(b) The gear selection and shift point determination as described in Sub-Annex 2;

(c) The appropriate fuel as described in Annex IX of this Regulation;

(d) The road load and dynamometer settings as described in Sub-Annex 4;

(e) The test equipment as described in Sub-Annex 5;

(f) The test procedures as described in Sub-Annexes 6 and 8;

(g) The methods of calculation as described in Sub-Annexes 7 and 8.

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_Sub-Annex 1_

**Worldwide light-duty test cycles (WLTC)**

1. General requirements

1.1. The cycle to be driven depends on the ratio of the test vehicle’s rated power to mass in running order, W/kg,
and its maximum velocity, v max .

The cycle resulting from the requirements described in this Sub-Annex shall be referred to in other parts of the
Annex as the ‘applicable cycle’.

2. Vehicle classifications

2.1. Class 1 vehicles have a power to mass in running order ratio P mr ≤ 22 W/kg.

2.2. Class 2 vehicles have a power to mass in running order ratio > 22 but ≤ 34 W/kg.

2.3. Class 3 vehicles have a power to mass in running order ratio > 34 W/kg.

2.3.1. All vehicles tested according to Sub-Annex 8 shall be considered to be Class 3 vehicles.

3. Test cycles

3.1. Class 1 vehicles

3.1.1. A complete cycle for Class 1 vehicles shall consist of a low phase (Low 1 ), a medium phase (Medium 1 ) and an
additional low phase (Low 1 ).

3.1.2. The Low 1 phase is described in Figure A1/1 and Table A1/1.

3.1.3. The Medium 1 phase is described in Figure A1/2 and Table A1/2.

3.2. Class 2 vehicles

3.2.1. A complete cycle for Class 2 vehicles shall consist of a low phase (Low 2 ), a medium phase (Medium 2 ), a high
phase (High 2 ) and an extra high phase (Extra High 2 ).

3.2.2. The Low 2 phase is described in Figure A1/3 and Table A1/3.

3.2.3. The Medium 2 phase is described in Figure A1/4 and Table A1/4.

3.2.4. The High 2 phase is described in Figure A1/5 and Table A1/5.

3.2.5. The Extra High 2 phase is described in Figure A1/6 and Table A1/6.

3.3. Class 3 vehicles

Class 3 vehicles are divided into 2 subclasses according to their maximum speed, v max .

3.3.1. Class 3a vehicles with v max < 120 km/h

3.3.1.1. A complete cycle shall consist of a low phase (Low 3 ), a medium phase (Medium 3-1 ), a high phase (High 3-1 ) and
an extra high phase (Extra High 3 ).

3.3.1.2. The Low 3 phase is described in Figure A1/7 and Table A1/7.

3.3.1.3. The Medium 3-1 phase is described in Figure A1/8 and Table A1/8.

3.3.1.4. The High 3-1 phase is described in Figure A1/10 and Table A1/10.

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3.3.1.5. The Extra High 3 phase is described in Figure A1/12 and Table A1/12.

3.3.2. _Class 3b vehicles with v_ _max_ _≥ 120 km/h_

3.3.2.1. A complete cycle shall consist of a low phase (Low 3 ) phase, a medium phase (Medium 3-2 ), a high phase (High 3-2 )
and an extra high phase (Extra High 3 ).

3.3.2.2. The Low 3 phase is described in Figure A1/7 and Table A1/7.

3.3.2.3. The Medium 3-2 phase is described in Figure A1/9 and Table A1/9.

3.3.2.4. The High 3-2 phase is described in Figure A1/11 and Table A1/11.

3.3.2.5. The Extra High 3 phase is described in Figure A1/12 and Table A1/12.

3.4. Duration of all phases

3.4.1. All low speed phases last 589 seconds.

3.4.2. All medium speed phases last 433 seconds.

3.4.3. All high speed phases last 455 seconds.

3.4.4. All extra high speed phases last 323 seconds.

3.5. WLTCcity cycles

OVC-HEVs and PEVs shall be tested using the WLTC and WLTC city cycles (see Sub-Annex 8) for Class 3a and
Class 3b vehicles.

The WLTC city cycle consists of the low and medium speed phases only.

4. WLTC Class 1 vehicles

_Figure A1/1_

**WLTC, Class 1 vehicles, phase Low** **1**

L 175/372 EN Official Journal of the European Union 7.7.2017

_Figure A1/2_

**WLTC, Class 1 vehicles, phase Medium** **1**

_Table A1/1_

|Col1|Col2|WLT|TC, Class 1 veh|hicles, phase L|Low 1|Col7|Col8|
|---|---|---|---|---|---|---|---|
|Time in s|Speed in km/h|Time in s|Speed in km/h|Time in s|Speed in km/h|Time in s|Speed in km/h|
|0 <br>1 <br>2 <br>3 <br>4 <br>5 <br>6 <br>7 <br>8 <br>9 <br>10<br>11<br>12<br>13<br>14<br>15|0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,2<br>3,1<br>5,7<br>8,0|16<br>17<br>18<br>19<br>20<br>21<br>22<br>23<br>24<br>25<br>26<br>27<br>28<br>29<br>30|10,1<br>12,0<br>13,8<br>15,4<br>16,7<br>17,7<br>18,3<br>18,8<br>18,9<br>18,4<br>16,9<br>14,3<br>10,8<br>7,1<br>4,0|31<br>32<br>33<br>34<br>35<br>36<br>37<br>38<br>39<br>40<br>41<br>42<br>43<br>44<br>45<br>46|0,0<br>0,0<br>0,0<br>0,0<br>1,5<br>3,8<br>5,6<br>7,5<br>9,2<br>10,8<br>12,4<br>13,8<br>15,2<br>16,3<br>17,3<br>18,0|47<br>48<br>49<br>50<br>51<br>52<br>53<br>54<br>55<br>56<br>57<br>58<br>59<br>60<br>61<br>62|18,8<br>19,5<br>20,2<br>20,9<br>21,7<br>22,4<br>23,1<br>23,7<br>24,4<br>25,1<br>25,4<br>25,2<br>23,4<br>21,8<br>19,7<br>17,3|

7.7.2017 EN Official Journal of the European Union L 175/373

|Time in s|Speed in km/h|Time in s|Speed in km/h|Time in s|Speed in km/h|Time in s|Speed in km/h|
|---|---|---|---|---|---|---|---|
|63<br>64<br>65<br>66<br>67<br>68<br>69<br>70<br>71<br>72<br>73<br>74<br>75<br>76<br>77<br>78<br>79<br>80<br>81<br>82<br>83<br>84<br>85<br>86<br>87<br>88<br>89<br>90<br>91<br>92<br>93<br>94<br>95<br>96<br>97|14,7<br>12,0<br>9,4<br>5,6<br>3,1<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0|98<br>99<br>100<br>101<br>102<br>103<br>104<br>105<br>106<br>107<br>108<br>109<br>110<br>111<br>112<br>113<br>114<br>115<br>116<br>117<br>118<br>119<br>120<br>121<br>122<br>123<br>124<br>125<br>126<br>127<br>128<br>129<br>130<br>131<br>132|0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,7<br>1,1<br>1,9<br>2,5<br>3,5<br>4,7<br>6,1<br>7,5<br>9,4<br>11,0<br>12,9<br>14,5<br>16,4<br>18,0<br>20,0<br>21,5<br>23,5<br>25,0<br>26,8<br>28,2<br>30,0<br>31,4<br>32,5<br>33,2<br>33,4|133<br>134<br>135<br>136<br>137<br>138<br>139<br>140<br>141<br>142<br>143<br>144<br>145<br>146<br>147<br>148<br>149<br>150<br>151<br>152<br>153<br>154<br>155<br>156<br>157<br>158<br>159<br>160<br>161<br>162<br>163<br>164<br>165<br>166<br>167|33,7<br>33,9<br>34,2<br>34,4<br>34,7<br>34,9<br>35,2<br>35,4<br>35,7<br>35,9<br>36,6<br>37,5<br>38,4<br>39,3<br>40,0<br>40,6<br>41,1<br>41,4<br>41,6<br>41,8<br>41,8<br>41,9<br>41,9<br>42,0<br>42,0<br>42,2<br>42,3<br>42,6<br>43,0<br>43,3<br>43,7<br>44,0<br>44,3<br>44,5<br>44,6|168<br>169<br>170<br>171<br>172<br>173<br>174<br>175<br>176<br>177<br>178<br>179<br>180<br>181<br>182<br>183<br>184<br>185<br>186<br>187<br>188<br>189<br>190<br>191<br>192<br>193<br>194<br>195<br>196<br>197<br>198<br>199<br>200<br>201<br>202|44,6<br>44,5<br>44,4<br>44,3<br>44,2<br>44,1<br>44,0<br>43,9<br>43,8<br>43,7<br>43,6<br>43,5<br>43,4<br>43,3<br>43,1<br>42,9<br>42,7<br>42,5<br>42,3<br>42,2<br>42,2<br>42,2<br>42,3<br>42,4<br>42,5<br>42,7<br>42,9<br>43,1<br>43,2<br>43,3<br>43,4<br>43,4<br>43,2<br>42,9<br>42,6|

L 175/374 EN Official Journal of the European Union 7.7.2017

|Time in s|Speed in km/h|Time in s|Speed in km/h|Time in s|Speed in km/h|Time in s|Speed in km/h|
|---|---|---|---|---|---|---|---|
|203<br>204<br>205<br>206<br>207<br>208<br>209<br>210<br>211<br>212<br>213<br>214<br>215<br>216<br>217<br>218<br>219<br>220<br>221<br>222<br>223<br>224<br>225<br>226<br>227<br>228<br>229<br>230<br>231<br>232<br>233<br>234<br>235<br>236<br>237|42,2<br>41,9<br>41,5<br>41,0<br>40,5<br>39,9<br>39,3<br>38,7<br>38,1<br>37,5<br>36,9<br>36,3<br>35,7<br>35,1<br>34,5<br>33,9<br>33,6<br>33,5<br>33,6<br>33,9<br>34,3<br>34,7<br>35,1<br>35,5<br>35,9<br>36,4<br>36,9<br>37,4<br>37,9<br>38,3<br>38,7<br>39,1<br>39,3<br>39,5<br>39,7|238<br>239<br>240<br>241<br>242<br>243<br>244<br>245<br>246<br>247<br>248<br>249<br>250<br>251<br>252<br>253<br>254<br>255<br>256<br>257<br>258<br>259<br>260<br>261<br>262<br>263<br>264<br>265<br>266<br>267<br>268<br>269<br>270<br>271<br>272|39,9<br>40,0<br>40,1<br>40,2<br>40,3<br>40,4<br>40,5<br>40,5<br>40,4<br>40,3<br>40,2<br>40,1<br>39,7<br>38,8<br>37,4<br>35,6<br>33,4<br>31,2<br>29,1<br>27,6<br>26,6<br>26,2<br>26,3<br>26,7<br>27,5<br>28,4<br>29,4<br>30,4<br>31,2<br>31,9<br>32,5<br>33,0<br>33,4<br>33,8<br>34,1|273<br>274<br>275<br>276<br>277<br>278<br>279<br>280<br>281<br>282<br>283<br>284<br>285<br>286<br>287<br>288<br>289<br>290<br>291<br>292<br>293<br>294<br>295<br>296<br>297<br>298<br>299<br>300<br>301<br>302<br>303<br>304<br>305<br>306<br>307|34,3<br>34,3<br>33,9<br>33,3<br>32,6<br>31,8<br>30,7<br>29,6<br>28,6<br>27,8<br>27,0<br>26,4<br>25,8<br>25,3<br>24,9<br>24,5<br>24,2<br>24,0<br>23,8<br>23,6<br>23,5<br>23,4<br>23,3<br>23,3<br>23,2<br>23,1<br>23,0<br>22,8<br>22,5<br>22,1<br>21,7<br>21,1<br>20,4<br>19,5<br>18,5|308<br>309<br>310<br>311<br>312<br>313<br>314<br>315<br>316<br>317<br>318<br>319<br>320<br>321<br>322<br>323<br>324<br>325<br>326<br>327<br>328<br>329<br>330<br>331<br>332<br>333<br>334<br>335<br>336<br>337<br>338<br>339<br>340<br>341<br>342|17,6<br>16,6<br>15,7<br>14,9<br>14,3<br>14,1<br>14,0<br>13,9<br>13,8<br>13,7<br>13,6<br>13,5<br>13,4<br>13,3<br>13,2<br>13,2<br>13,2<br>13,4<br>13,5<br>13,7<br>13,8<br>14,0<br>14,1<br>14,3<br>14,4<br>14,4<br>14,4<br>14,3<br>14,3<br>14,0<br>13,0<br>11,4<br>10,2<br>8,0<br>7,0|

7.7.2017 EN Official Journal of the European Union L 175/375

|Time in s|Speed in km/h|Time in s|Speed in km/h|Time in s|Speed in km/h|Time in s|Speed in km/h|
|---|---|---|---|---|---|---|---|
|343<br>344<br>345<br>346<br>347<br>348<br>349<br>350<br>351<br>352<br>353<br>354<br>355<br>356<br>357<br>358<br>359<br>360<br>361<br>362<br>363<br>364<br>365<br>366<br>367<br>368<br>369<br>370<br>371<br>372<br>373<br>374<br>375<br>376<br>377|6,0<br>5,5<br>5,0<br>4,5<br>4,0<br>3,5<br>3,0<br>2,5<br>2,0<br>1,5<br>1,0<br>0,5<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>2,2<br>4,5<br>6,6<br>8,6<br>10,6<br>12,5<br>14,4<br>16,3<br>17,9<br>19,1<br>19,9<br>20,3<br>20,5<br>20,7<br>21,0<br>21,6<br>22,6|378<br>379<br>380<br>381<br>382<br>383<br>384<br>385<br>386<br>387<br>388<br>389<br>390<br>391<br>392<br>393<br>394<br>395<br>396<br>397<br>398<br>399<br>400<br>401<br>402<br>403<br>404<br>405<br>406<br>407<br>408<br>409<br>410<br>411<br>412|23,7<br>24,8<br>25,7<br>26,2<br>26,4<br>26,4<br>26,4<br>26,5<br>26,6<br>26,8<br>26,9<br>27,2<br>27,5<br>28,0<br>28,8<br>29,9<br>31,0<br>31,9<br>32,5<br>32,6<br>32,4<br>32,0<br>31,3<br>30,3<br>28,0<br>27,0<br>24,0<br>22,5<br>19,0<br>17,5<br>14,0<br>12,5<br>9,0<br>7,5<br>4,0|413<br>414<br>415<br>416<br>417<br>418<br>419<br>420<br>421<br>422<br>423<br>424<br>425<br>426<br>427<br>428<br>429<br>430<br>431<br>432<br>433<br>434<br>435<br>436<br>437<br>438<br>439<br>440<br>441<br>442<br>443<br>444<br>445<br>446<br>447|2,9<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0|448<br>449<br>450<br>451<br>452<br>453<br>454<br>455<br>456<br>457<br>458<br>459<br>460<br>461<br>462<br>463<br>464<br>465<br>466<br>467<br>468<br>469<br>470<br>471<br>472<br>473<br>474<br>475<br>476<br>477<br>478<br>479<br>480<br>481<br>482|0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>1,6<br>3,1|

L 175/376 EN Official Journal of the European Union 7.7.2017

|Time in s|Speed in km/h|Time in s|Speed in km/h|Time in s|Speed in km/h|Time in s|Speed in km/h|
|---|---|---|---|---|---|---|---|
|483<br>484<br>485<br>486<br>487<br>488<br>489<br>490<br>491<br>492<br>493<br>494<br>495<br>496<br>497<br>498<br>499<br>500<br>501<br>502<br>503<br>504<br>505<br>506<br>507<br>508<br>509|4,6<br>6,1<br>7,8<br>9,5<br>11,3<br>13,2<br>15,0<br>16,8<br>18,4<br>20,1<br>21,6<br>23,1<br>24,6<br>26,0<br>27,5<br>29,0<br>30,6<br>32,1<br>33,7<br>35,3<br>36,8<br>38,1<br>39,3<br>40,4<br>41,2<br>41,9<br>42,6|510<br>511<br>512<br>513<br>514<br>515<br>516<br>517<br>518<br>519<br>520<br>521<br>522<br>523<br>524<br>525<br>526<br>527<br>528<br>529<br>530<br>531<br>532<br>533<br>534<br>535<br>536|43,3<br>44,0<br>44,6<br>45,3<br>45,5<br>45,5<br>45,2<br>44,7<br>44,2<br>43,6<br>43,1<br>42,8<br>42,7<br>42,8<br>43,3<br>43,9<br>44,6<br>45,4<br>46,3<br>47,2<br>47,8<br>48,2<br>48,5<br>48,7<br>48,9<br>49,1<br>49,1|537<br>538<br>539<br>540<br>541<br>542<br>543<br>544<br>545<br>546<br>547<br>548<br>549<br>550<br>551<br>552<br>553<br>554<br>555<br>556<br>557<br>558<br>559<br>560<br>561<br>562<br>563|49,0<br>48,8<br>48,6<br>48,5<br>48,4<br>48,3<br>48,2<br>48,1<br>47,5<br>46,7<br>45,7<br>44,6<br>42,9<br>40,8<br>38,2<br>35,3<br>31,8<br>28,7<br>25,8<br>22,9<br>20,2<br>17,3<br>15,0<br>12,3<br>10,3<br>7,8<br>6,5|564<br>565<br>566<br>567<br>568<br>569<br>570<br>571<br>572<br>573<br>574<br>575<br>576<br>577<br>578<br>579<br>580<br>581<br>582<br>583<br>584<br>585<br>586<br>587<br>588<br>589|4,4<br>3,2<br>1,2<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0|

_Table A1/2_

|Col1|Col2|WLTC|C, Class 1 vehi|icles, phase Me|edium 1|Col7|Col8|
|---|---|---|---|---|---|---|---|
|Time in s|Speed in km/h|Time in s|Speed in km/h|Time in s|Speed in km/h|Time in s|Speed in km/h|
|590<br>591<br>592<br>593|0,0<br>0,0<br>0,0<br>0,0|594<br>595<br>596<br>597|0,0<br>0,0<br>0,0<br>0,0|598<br>599<br>600<br>601|0,0<br>0,0<br>0,6<br>1,9|602<br>603<br>604<br>605|2,7<br>5,2<br>7,0<br>9,6|

7.7.2017 EN Official Journal of the European Union L 175/377

|Time in s|Speed in km/h|Time in s|Speed in km/h|Time in s|Speed in km/h|Time in s|Speed in km/h|
|---|---|---|---|---|---|---|---|
|606<br>607<br>608<br>609<br>610<br>611<br>612<br>613<br>614<br>615<br>616<br>617<br>618<br>619<br>620<br>621<br>622<br>623<br>624<br>625<br>626<br>627<br>628<br>629<br>630<br>631<br>632<br>633<br>634<br>635<br>636<br>637<br>638<br>639<br>640|11,4<br>14,1<br>15,8<br>18,2<br>19,7<br>21,8<br>23,2<br>24,7<br>25,8<br>26,7<br>27,2<br>27,7<br>28,1<br>28,4<br>28,7<br>29,0<br>29,2<br>29,4<br>29,4<br>29,3<br>28,9<br>28,5<br>28,1<br>27,6<br>26,9<br>26,0<br>24,6<br>22,8<br>21,0<br>19,5<br>18,6<br>18,4<br>19,0<br>20,1<br>21,5|641<br>642<br>643<br>644<br>645<br>646<br>647<br>648<br>649<br>650<br>651<br>652<br>653<br>654<br>655<br>656<br>657<br>658<br>659<br>660<br>661<br>662<br>663<br>664<br>665<br>666<br>667<br>668<br>669<br>670<br>671<br>672<br>673<br>674<br>675|23,1<br>24,9<br>26,4<br>27,9<br>29,2<br>30,4<br>31,6<br>32,8<br>34,0<br>35,1<br>36,3<br>37,4<br>38,6<br>39,6<br>40,6<br>41,6<br>42,4<br>43,0<br>43,6<br>44,0<br>44,4<br>44,8<br>45,2<br>45,6<br>46,0<br>46,5<br>47,0<br>47,5<br>48,0<br>48,6<br>49,1<br>49,7<br>50,2<br>50,8<br>51,3|676<br>677<br>678<br>679<br>680<br>681<br>682<br>683<br>684<br>685<br>686<br>687<br>688<br>689<br>690<br>691<br>692<br>693<br>694<br>695<br>696<br>697<br>698<br>699<br>700<br>701<br>702<br>703<br>704<br>705<br>706<br>707<br>708<br>709<br>710|51,8<br>52,3<br>52,9<br>53,4<br>54,0<br>54,5<br>55,1<br>55,6<br>56,2<br>56,7<br>57,3<br>57,9<br>58,4<br>58,8<br>58,9<br>58,4<br>58,1<br>57,6<br>56,9<br>56,3<br>55,7<br>55,3<br>55,0<br>54,7<br>54,5<br>54,4<br>54,3<br>54,2<br>54,1<br>53,8<br>53,5<br>53,0<br>52,6<br>52,2<br>51,9|711<br>712<br>713<br>714<br>715<br>716<br>717<br>718<br>719<br>720<br>721<br>722<br>723<br>724<br>725<br>726<br>727<br>728<br>729<br>730<br>731<br>732<br>733<br>734<br>735<br>736<br>737<br>738<br>739<br>740<br>741<br>742<br>743<br>744<br>745|51,7<br>51,7<br>51,8<br>52,0<br>52,3<br>52,6<br>52,9<br>53,1<br>53,2<br>53,3<br>53,3<br>53,4<br>53,5<br>53,7<br>54,0<br>54,4<br>54,9<br>55,6<br>56,3<br>57,1<br>57,9<br>58,8<br>59,6<br>60,3<br>60,9<br>61,3<br>61,7<br>61,8<br>61,8<br>61,6<br>61,2<br>60,8<br>60,4<br>59,9<br>59,4|

L 175/378 EN Official Journal of the European Union 7.7.2017

|Time in s|Speed in km/h|Time in s|Speed in km/h|Time in s|Speed in km/h|Time in s|Speed in km/h|
|---|---|---|---|---|---|---|---|
|746<br>747<br>748<br>749<br>750<br>751<br>752<br>753<br>754<br>755<br>756<br>757<br>758<br>759<br>760<br>761<br>762<br>763<br>764<br>765<br>766<br>767<br>768<br>769<br>770<br>771<br>772<br>773<br>774<br>775<br>776<br>777<br>778<br>779<br>780|58,9<br>58,6<br>58,2<br>57,9<br>57,7<br>57,5<br>57,2<br>57,0<br>56,8<br>56,6<br>56,6<br>56,7<br>57,1<br>57,6<br>58,2<br>59,0<br>59,8<br>60,6<br>61,4<br>62,2<br>62,9<br>63,5<br>64,2<br>64,4<br>64,4<br>64,0<br>63,5<br>62,9<br>62,4<br>62,0<br>61,6<br>61,4<br>61,2<br>61,0<br>60,7|781<br>782<br>783<br>784<br>785<br>786<br>787<br>788<br>789<br>790<br>791<br>792<br>793<br>794<br>795<br>796<br>797<br>798<br>799<br>800<br>801<br>802<br>803<br>804<br>805<br>806<br>807<br>808<br>809<br>810<br>811<br>812<br>813<br>814<br>815|60,2<br>59,6<br>58,9<br>58,1<br>57,2<br>56,3<br>55,3<br>54,4<br>53,4<br>52,4<br>51,4<br>50,4<br>49,4<br>48,5<br>47,5<br>46,5<br>45,4<br>44,3<br>43,1<br>42,0<br>40,8<br>39,7<br>38,8<br>38,1<br>37,4<br>37,1<br>36,9<br>37,0<br>37,5<br>37,8<br>38,2<br>38,6<br>39,1<br>39,6<br>40,1|816<br>817<br>818<br>819<br>820<br>821<br>822<br>823<br>824<br>825<br>826<br>827<br>828<br>829<br>830<br>831<br>832<br>833<br>834<br>835<br>836<br>837<br>838<br>839<br>840<br>841<br>842<br>843<br>844<br>845<br>846<br>847<br>848<br>849<br>850|40,7<br>41,3<br>41,9<br>42,7<br>43,4<br>44,2<br>45,0<br>45,9<br>46,8<br>47,7<br>48,7<br>49,7<br>50,6<br>51,6<br>52,5<br>53,3<br>54,1<br>54,7<br>55,3<br>55,7<br>56,1<br>56,4<br>56,7<br>57,1<br>57,5<br>58,0<br>58,7<br>59,3<br>60,0<br>60,6<br>61,3<br>61,5<br>61,5<br>61,4<br>61,2|851<br>852<br>853<br>854<br>855<br>856<br>857<br>858<br>859<br>860<br>861<br>862<br>863<br>864<br>865<br>866<br>867<br>868<br>869<br>870<br>871<br>872<br>873<br>874<br>875<br>876<br>877<br>878<br>879<br>880<br>881<br>882<br>883<br>884<br>885|60,5<br>60,0<br>59,5<br>58,9<br>58,4<br>57,9<br>57,5<br>57,1<br>56,7<br>56,4<br>56,1<br>55,8<br>55,5<br>55,3<br>55,0<br>54,7<br>54,4<br>54,2<br>54,0<br>53,9<br>53,7<br>53,6<br>53,5<br>53,4<br>53,3<br>53,2<br>53,1<br>53,0<br>53,0<br>53,0<br>53,0<br>53,0<br>53,0<br>52,8<br>52,5|

7.7.2017 EN Official Journal of the European Union L 175/379

|Time in s|Speed in km/h|Time in s|Speed in km/h|Time in s|Speed in km/h|Time in s|Speed in km/h|
|---|---|---|---|---|---|---|---|
|886<br>887<br>888<br>889<br>890<br>891<br>892<br>893<br>894<br>895<br>896<br>897<br>898<br>899<br>900<br>901<br>902<br>903<br>904<br>905<br>906<br>907<br>908<br>909<br>910<br>911<br>912<br>913<br>914<br>915<br>916<br>917<br>918<br>919<br>920|51,9<br>51,1<br>50,2<br>49,2<br>48,2<br>47,3<br>46,4<br>45,6<br>45,0<br>44,3<br>43,8<br>43,3<br>42,8<br>42,4<br>42,0<br>41,6<br>41,1<br>40,3<br>39,5<br>38,6<br>37,7<br>36,7<br>36,2<br>36,0<br>36,2<br>37,0<br>38,0<br>39,0<br>39,7<br>40,2<br>40,7<br>41,2<br>41,7<br>42,2<br>42,7|921<br>922<br>923<br>924<br>925<br>926<br>927<br>928<br>929<br>930<br>931<br>932<br>933<br>934<br>935<br>936<br>937<br>938<br>939<br>940<br>941<br>942<br>943<br>944<br>945<br>946<br>947<br>948<br>949<br>950<br>951<br>952<br>953<br>954|43,2<br>43,6<br>44,0<br>44,2<br>44,4<br>44,5<br>44,6<br>44,7<br>44,6<br>44,5<br>44,4<br>44,2<br>44,1<br>43,7<br>43,3<br>42,8<br>42,3<br>41,6<br>40,7<br>39,8<br>38,8<br>37,8<br>36,9<br>36,1<br>35,5<br>35,0<br>34,7<br>34,4<br>34,1<br>33,9<br>33,6<br>33,3<br>33,0<br>32,7|955<br>956<br>957<br>958<br>959<br>960<br>961<br>962<br>963<br>964<br>965<br>966<br>967<br>968<br>969<br>970<br>971<br>972<br>973<br>974<br>975<br>976<br>977<br>978<br>979<br>980<br>981<br>982<br>983<br>984<br>985<br>986<br>987<br>988|32,3<br>31,9<br>31,5<br>31,0<br>30,6<br>30,2<br>29,7<br>29,1<br>28,4<br>27,6<br>26,8<br>26,0<br>25,1<br>24,2<br>23,3<br>22,4<br>21,5<br>20,6<br>19,7<br>18,8<br>17,7<br>16,4<br>14,9<br>13,2<br>11,3<br>9,4<br>7,5<br>5,6<br>3,7<br>1,9<br>1,0<br>0,0<br>0,0<br>0,0|989<br>990<br>991<br>992<br>993<br>994<br>995<br>996<br>997<br>998<br>999<br>1000<br>1001<br>1002<br>1003<br>1004<br>1005<br>1006<br>1007<br>1008<br>1009<br>1010<br>1011<br>1012<br>1013<br>1014<br>1015<br>1016<br>1017<br>1018<br>1019<br>1020<br>1021<br>1022|0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0|

L 175/380 EN Official Journal of the European Union 7.7.2017

5. WLTC for Class 2 vehicles

_Figure A1/3_

**WLTC, Class 2 vehicles, phase Low** **2**

_Figure A1/4_

**WLTC, Class 2 Vehicles, Phase Medium** **2**

7.7.2017 EN Official Journal of the European Union L 175/381

_Figure A1/5_

**WLTC, Class 2 vehicles, phase High** **2**

_Figure A1/6_

**WLTC, Class 2 vehicles, phase Extra High** **2**

L 175/382 EN Official Journal of the European Union 7.7.2017

_Table A1/3_

|Col1|Col2|WLT|TC, Class 2 veh|hicles, phase L|Low 2|Col7|Col8|
|---|---|---|---|---|---|---|---|
|Time in s|Speed in km/h|Time in s|Speed in km/h|Time in s|Speed in km/h|Time in s|Speed in km/h|
|0 <br>1 <br>2 <br>3 <br>4 <br>5 <br>6 <br>7 <br>8 <br>9 <br>10<br>11<br>12<br>13<br>14<br>15<br>16<br>17<br>18<br>19<br>20<br>21<br>22<br>23<br>24<br>25<br>26<br>27<br>28<br>29<br>30<br>31<br>32|0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>1,2<br>2,6<br>4,9<br>7,3<br>9,4<br>11,4<br>12,7<br>13,3<br>13,4<br>13,3<br>13,1<br>12,5<br>11,1<br>8,9<br>6,2<br>3,8<br>1,8<br>0,0<br>0,0<br>0,0|33<br>34<br>35<br>36<br>37<br>38<br>39<br>40<br>41<br>42<br>43<br>44<br>45<br>46<br>47<br>48<br>49<br>50<br>51<br>52<br>53<br>54<br>55<br>56<br>57<br>58<br>59<br>60<br>61<br>62<br>63<br>64<br>65<br>66|0,0<br>1,5<br>2,8<br>3,6<br>4,5<br>5,3<br>6,0<br>6,6<br>7,3<br>7,9<br>8,6<br>9,3<br>10<br>10,8<br>11,6<br>12,4<br>13,2<br>14,2<br>14,8<br>14,7<br>14,4<br>14,1<br>13,6<br>13,0<br>12,4<br>11,8<br>11,2<br>10,6<br>9,9<br>9,0<br>8,2<br>7,0<br>4,8<br>2,3|67<br>68<br>69<br>70<br>71<br>72<br>73<br>74<br>75<br>76<br>77<br>78<br>79<br>80<br>81<br>82<br>83<br>84<br>85<br>86<br>87<br>88<br>89<br>90<br>91<br>92<br>93<br>94<br>95<br>96<br>97<br>98<br>99<br>100|0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0|101<br>102<br>103<br>104<br>105<br>106<br>107<br>108<br>109<br>110<br>111<br>112<br>113<br>114<br>115<br>116<br>117<br>118<br>119<br>120<br>121<br>122<br>123<br>124<br>125<br>126<br>127<br>128<br>129<br>130<br>131<br>132<br>133<br>134|0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,8<br>1,4<br>2,3<br>3,5<br>4,7<br>5,9<br>7,4<br>9,2<br>11,7<br>13,5<br>15,0<br>16,2<br>16,8<br>17,5<br>18,8<br>20,3<br>22,0<br>23,6<br>24,8<br>25,6<br>26,3<br>27,2<br>28,3<br>29,6<br>30,9<br>32,2<br>33,4<br>35,1|

7.7.2017 EN Official Journal of the European Union L 175/383

|Time in s|Speed in km/h|Time in s|Speed in km/h|Time in s|Speed in km/h|Time in s|Speed in km/h|
|---|---|---|---|---|---|---|---|
|135<br>136<br>137<br>138<br>139<br>140<br>141<br>142<br>143<br>144<br>145<br>146<br>147<br>148<br>149<br>150<br>151<br>152<br>153<br>154<br>155<br>156<br>157<br>158<br>159<br>160<br>161<br>162<br>163<br>164<br>165<br>166<br>167<br>168<br>169|37,2<br>38,7<br>39,0<br>40,1<br>40,4<br>39,7<br>36,8<br>35,1<br>32,2<br>31,1<br>30,8<br>29,7<br>29,4<br>29,0<br>28,5<br>26,0<br>23,4<br>20,7<br>17,4<br>15,2<br>13,5<br>13,0<br>12,4<br>12,3<br>12,2<br>12,3<br>12,4<br>12,5<br>12,7<br>12,8<br>13,2<br>14,3<br>16,5<br>19,4<br>21,7|170<br>171<br>172<br>173<br>174<br>175<br>176<br>177<br>178<br>179<br>180<br>181<br>182<br>183<br>184<br>185<br>186<br>187<br>188<br>189<br>190<br>191<br>192<br>193<br>194<br>195<br>196<br>197<br>198<br>199<br>200<br>201<br>202<br>203<br>204|23,1<br>23,5<br>24,2<br>24,8<br>25,4<br>25,8<br>26,5<br>27,2<br>28,3<br>29,9<br>32,4<br>35,1<br>37,5<br>39,2<br>40,5<br>41,4<br>42,0<br>42,5<br>43,2<br>44,4<br>45,9<br>47,6<br>49,0<br>50,0<br>50,2<br>50,1<br>49,8<br>49,4<br>48,9<br>48,5<br>48,3<br>48,2<br>47,9<br>47,1<br>45,5|205<br>206<br>207<br>208<br>209<br>210<br>211<br>212<br>213<br>214<br>215<br>216<br>217<br>218<br>219<br>220<br>221<br>222<br>223<br>224<br>225<br>226<br>227<br>228<br>229<br>230<br>231<br>232<br>233<br>234<br>235<br>236<br>237<br>238<br>239|43,2<br>40,6<br>38,5<br>36,9<br>35,9<br>35,3<br>34,8<br>34,5<br>34,2<br>34,0<br>33,8<br>33,6<br>33,5<br>33,5<br>33,4<br>33,3<br>33,3<br>33,2<br>33,1<br>33,0<br>32,9<br>32,8<br>32,7<br>32,5<br>32,3<br>31,8<br>31,4<br>30,9<br>30,6<br>30,6<br>30,7<br>32,0<br>33,5<br>35,8<br>37,6|240<br>241<br>242<br>243<br>244<br>245<br>246<br>247<br>248<br>249<br>250<br>251<br>252<br>253<br>254<br>255<br>256<br>257<br>258<br>259<br>260<br>261<br>262<br>263<br>264<br>265<br>266<br>267<br>268<br>269<br>270<br>271<br>272<br>273<br>274|38,8<br>39,6<br>40,1<br>40,9<br>41,8<br>43,3<br>44,7<br>46,4<br>47,9<br>49,6<br>49,6<br>48,8<br>48,0<br>47,5<br>47,1<br>46,9<br>45,8<br>45,8<br>45,8<br>45,9<br>46,2<br>46,4<br>46,6<br>46,8<br>47,0<br>47,3<br>47,5<br>47,9<br>48,3<br>48,3<br>48,2<br>48,0<br>47,7<br>47,2<br>46,5|

L 175/384 EN Official Journal of the European Union 7.7.2017

|Time in s|Speed in km/h|Time in s|Speed in km/h|Time in s|Speed in km/h|Time in s|Speed in km/h|
|---|---|---|---|---|---|---|---|
|275<br>276<br>277<br>278<br>279<br>280<br>281<br>282<br>283<br>284<br>285<br>286<br>287<br>288<br>289<br>290<br>291<br>292<br>293<br>294<br>295<br>296<br>297<br>298<br>299<br>300<br>301<br>302<br>303<br>304<br>305<br>306<br>307<br>308<br>309|45,2<br>43,7<br>42,0<br>40,4<br>39,0<br>37,7<br>36,4<br>35,2<br>34,3<br>33,8<br>33,3<br>32,5<br>30,9<br>28,6<br>25,9<br>23,1<br>20,1<br>17,3<br>15,1<br>13,7<br>13,4<br>13,9<br>15,0<br>16,3<br>17,4<br>18,2<br>18,6<br>19,0<br>19,4<br>19,8<br>20,1<br>20,5<br>20,2<br>18,6<br>16,5|310<br>311<br>312<br>313<br>314<br>315<br>316<br>317<br>318<br>319<br>320<br>321<br>322<br>323<br>324<br>325<br>326<br>327<br>328<br>329<br>330<br>331<br>332<br>333<br>334<br>335<br>336<br>337<br>338<br>339<br>340<br>341<br>342<br>343<br>344|14,4<br>13,4<br>12,9<br>12,7<br>12,4<br>12,4<br>12,8<br>14,1<br>16,2<br>18,8<br>21,9<br>25,0<br>28,4<br>31,3<br>34,0<br>34,6<br>33,9<br>31,9<br>30,0<br>29,0<br>27,9<br>27,1<br>26,4<br>25,9<br>25,5<br>25,0<br>24,6<br>23,9<br>23,0<br>21,8<br>20,7<br>19,6<br>18,7<br>18,1<br>17,5|345<br>346<br>347<br>348<br>349<br>350<br>351<br>352<br>353<br>354<br>355<br>356<br>357<br>358<br>359<br>360<br>361<br>362<br>363<br>364<br>365<br>366<br>367<br>368<br>369<br>370<br>371<br>372<br>373<br>374<br>375<br>376<br>377<br>378<br>379|16,7<br>15,4<br>13,6<br>11,2<br>8,6<br>6,0<br>3,1<br>1,2<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>1,4<br>3,2<br>5,6<br>8,1<br>10,3<br>12,1<br>12,6<br>13,6<br>14,5<br>15,6<br>16,8<br>18,2<br>19,6<br>20,9<br>22,3<br>23,8<br>25,4<br>27,0<br>28,6<br>30,2|380<br>381<br>382<br>383<br>384<br>385<br>386<br>387<br>388<br>389<br>390<br>391<br>392<br>393<br>394<br>395<br>396<br>397<br>398<br>399<br>400<br>401<br>402<br>403<br>404<br>405<br>406<br>407<br>408<br>409<br>410<br>411<br>412<br>413<br>414|31,2<br>31,2<br>30,7<br>29,5<br>28,6<br>27,7<br>26,9<br>26,1<br>25,4<br>24,6<br>23,6<br>22,6<br>21,7<br>20,7<br>19,8<br>18,8<br>17,7<br>16,6<br>15,6<br>14,8<br>14,3<br>13,8<br>13,4<br>13,1<br>12,8<br>12,3<br>11,6<br>10,5<br>9,0<br>7,2<br>5,2<br>2,9<br>1,2<br>0,0<br>0,0|

7.7.2017 EN Official Journal of the European Union L 175/385

|Time in s|Speed in km/h|Time in s|Speed in km/h|Time in s|Speed in km/h|Time in s|Speed in km/h|
|---|---|---|---|---|---|---|---|
|415<br>416<br>417<br>418<br>419<br>420<br>421<br>422<br>423<br>424<br>425<br>426<br>427<br>428<br>429<br>430<br>431<br>432<br>433<br>434<br>435<br>436<br>437<br>438<br>439<br>440<br>441<br>442<br>443<br>444<br>445<br>446<br>447<br>448<br>449|0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0|450<br>451<br>452<br>453<br>454<br>455<br>456<br>457<br>458<br>459<br>460<br>461<br>462<br>463<br>464<br>465<br>466<br>467<br>468<br>469<br>470<br>471<br>472<br>473<br>474<br>475<br>476<br>477<br>478<br>479<br>480<br>481<br>482<br>483<br>484|0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>1,4<br>2,5<br>5,2<br>7,9|485<br>486<br>487<br>488<br>489<br>490<br>491<br>492<br>493<br>494<br>495<br>496<br>497<br>498<br>499<br>500<br>501<br>502<br>503<br>504<br>505<br>506<br>507<br>508<br>509<br>510<br>511<br>512<br>513<br>514<br>515<br>516<br>517<br>518<br>519|10,3<br>12,7<br>15,0<br>17,4<br>19,7<br>21,9<br>24,1<br>26,2<br>28,1<br>29,7<br>31,3<br>33,0<br>34,7<br>36,3<br>38,1<br>39,4<br>40,4<br>41,2<br>42,1<br>43,2<br>44,3<br>45,7<br>45,4<br>44,5<br>42,5<br>39,5<br>36,5<br>33,5<br>30,4<br>27,0<br>23,6<br>21,0<br>19,5<br>17,6<br>16,1|520<br>521<br>522<br>523<br>524<br>525<br>526<br>527<br>528<br>529<br>530<br>531<br>532<br>533<br>534<br>535<br>536<br>537<br>538<br>539<br>540<br>541<br>542<br>543<br>544<br>545<br>546<br>547<br>548<br>549<br>550<br>551<br>552<br>553<br>554|14,5<br>13,5<br>13,7<br>16,0<br>18,1<br>20,8<br>21,5<br>22,5<br>23,4<br>24,5<br>25,6<br>26,0<br>26,5<br>26,9<br>27,3<br>27,9<br>30,3<br>33,2<br>35,4<br>38,0<br>40,1<br>42,7<br>44,5<br>46,3<br>47,6<br>48,8<br>49,7<br>50,6<br>51,4<br>51,4<br>50,2<br>47,1<br>44,5<br>41,5<br>38,5|

L 175/386 EN Official Journal of the European Union 7.7.2017

|Time in s|Speed in km/h|Time in s|Speed in km/h|Time in s|Speed in km/h|Time in s|Speed in km/h|
|---|---|---|---|---|---|---|---|
|555<br>556<br>557<br>558<br>559<br>560<br>561<br>562<br>563<br>564|35,5<br>32,5<br>29,5<br>26,5<br>23,5<br>20,4<br>17,5<br>14,5<br>11,5<br>8,5|565<br>566<br>567<br>568<br>569<br>570<br>571<br>572<br>573|5,6<br>2,6<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0|574<br>575<br>576<br>577<br>578<br>579<br>580<br>581<br>582|0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0|583<br>584<br>585<br>586<br>587<br>588<br>589|0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0|

_Table A1/4_

|Col1|Col2|WLTC|C, Class 2 vehi|icles, phase Me|edium 2|Col7|Col8|
|---|---|---|---|---|---|---|---|
|Time in s|Speed in km/h|Time in s|Speed in km/h|Time in s|Speed in km/h|Time in s|Speed in km/h|
|590<br>591<br>592<br>593<br>594<br>595<br>596<br>597<br>598<br>599<br>600<br>601<br>602<br>603<br>604<br>605<br>606<br>607<br>608<br>609<br>610|0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>1,6<br>3,6<br>6,3<br>9,0<br>11,8<br>14,2<br>16,6<br>18,5<br>20,8<br>23,4|611<br>612<br>613<br>614<br>615<br>616<br>617<br>618<br>619<br>620<br>621<br>622<br>623<br>624<br>625<br>626<br>627<br>628<br>629<br>630<br>631<br>632|26,9<br>30,3<br>32,8<br>34,1<br>34,2<br>33,6<br>32,1<br>30,0<br>27,5<br>25,1<br>22,8<br>20,5<br>17,9<br>15,1<br>13,4<br>12,8<br>13,7<br>16,0<br>18,1<br>20,8<br>23,7<br>26,5|633<br>634<br>635<br>636<br>637<br>638<br>639<br>640<br>641<br>642<br>643<br>644<br>645<br>646<br>647<br>648<br>649<br>650<br>651<br>652<br>653<br>654|29,3<br>32,0<br>34,5<br>36,8<br>38,6<br>39,8<br>40,6<br>41,1<br>41,9<br>42,8<br>44,3<br>45,7<br>47,4<br>48,9<br>50,6<br>52,0<br>53,7<br>55,0<br>56,8<br>58,0<br>59,8<br>61,1|655<br>656<br>657<br>658<br>659<br>660<br>661<br>662<br>663<br>664<br>665<br>666<br>667<br>668<br>669<br>670<br>671<br>672<br>673<br>674<br>675<br>676|62,4<br>63,0<br>63,5<br>63,0<br>62,0<br>60,4<br>58,6<br>56,7<br>55,0<br>53,7<br>52,7<br>51,9<br>51,4<br>51,0<br>50,7<br>50,6<br>50,8<br>51,2<br>51,7<br>52,3<br>53,1<br>53,8|

7.7.2017 EN Official Journal of the European Union L 175/387

|Time in s|Speed in km/h|Time in s|Speed in km/h|Time in s|Speed in km/h|Time in s|Speed in km/h|
|---|---|---|---|---|---|---|---|
|677<br>678<br>679<br>680<br>681<br>682<br>683<br>684<br>685<br>686<br>687<br>688<br>689<br>690<br>691<br>692<br>693<br>694<br>695<br>696<br>697<br>698<br>699<br>700<br>701<br>702<br>703<br>704<br>705<br>706<br>707<br>708<br>709<br>710<br>711|54,5<br>55,1<br>55,9<br>56,5<br>57,1<br>57,8<br>58,5<br>59,3<br>60,2<br>61,3<br>62,4<br>63,4<br>64,4<br>65,4<br>66,3<br>67,2<br>68,0<br>68,8<br>69,5<br>70,1<br>70,6<br>71,0<br>71,6<br>72,2<br>72,8<br>73,5<br>74,1<br>74,3<br>74,3<br>73,7<br>71,9<br>70,5<br>68,9<br>67,4<br>66,0|712<br>713<br>714<br>715<br>716<br>717<br>718<br>719<br>720<br>721<br>722<br>723<br>724<br>725<br>726<br>727<br>728<br>729<br>730<br>731<br>732<br>733<br>734<br>735<br>736<br>737<br>738<br>739<br>740<br>741<br>742<br>743<br>744<br>745<br>746|64,7<br>63,7<br>62,9<br>62,2<br>61,7<br>61,2<br>60,7<br>60,3<br>59,9<br>59,6<br>59,3<br>59,0<br>58,6<br>58,0<br>57,5<br>56,9<br>56,3<br>55,9<br>55,6<br>55,3<br>55,1<br>54,8<br>54,6<br>54,5<br>54,3<br>53,9<br>53,4<br>52,6<br>51,5<br>50,2<br>48,7<br>47,0<br>45,1<br>43,0<br>40,6|747<br>748<br>749<br>750<br>751<br>752<br>753<br>754<br>755<br>756<br>757<br>758<br>759<br>760<br>761<br>762<br>763<br>764<br>765<br>766<br>767<br>768<br>769<br>770<br>771<br>772<br>773<br>774<br>775<br>776<br>777<br>778<br>779<br>780<br>781|38,1<br>35,4<br>32,7<br>30,0<br>27,5<br>25,3<br>23,4<br>22,0<br>20,8<br>19,8<br>18,9<br>18,0<br>17,0<br>16,1<br>15,5<br>14,4<br>14,9<br>15,9<br>17,1<br>18,3<br>19,4<br>20,4<br>21,2<br>21,9<br>22,7<br>23,4<br>24,2<br>24,3<br>24,2<br>24,1<br>23,8<br>23,0<br>22,6<br>21,7<br>21,3|782<br>783<br>784<br>785<br>786<br>787<br>788<br>789<br>790<br>791<br>792<br>793<br>794<br>795<br>796<br>797<br>798<br>799<br>800<br>801<br>802<br>803<br>804<br>805<br>806<br>807<br>808<br>809<br>810<br>811<br>812<br>813<br>814<br>815<br>816|20,3<br>19,1<br>18,1<br>16,9<br>16,0<br>14,8<br>14,5<br>13,7<br>13,5<br>12,9<br>12,7<br>12,5<br>12,5<br>12,6<br>13,0<br>13,6<br>14,6<br>15,7<br>17,1<br>18,7<br>20,2<br>21,9<br>23,6<br>25,4<br>27,1<br>28,9<br>30,4<br>32,0<br>33,4<br>35,0<br>36,4<br>38,1<br>39,7<br>41,6<br>43,3|

L 175/388 EN Official Journal of the European Union 7.7.2017

|Time in s|Speed in km/h|Time in s|Speed in km/h|Time in s|Speed in km/h|Time in s|Speed in km/h|
|---|---|---|---|---|---|---|---|
|817<br>818<br>819<br>820<br>821<br>822<br>823<br>824<br>825<br>826<br>827<br>828<br>829<br>830<br>831<br>832<br>833<br>834<br>835<br>836<br>837<br>838<br>839<br>840<br>841<br>842<br>843<br>844<br>845<br>846<br>847<br>848<br>849<br>850<br>851|45,1<br>46,9<br>48,7<br>50,5<br>52,4<br>54,1<br>55,7<br>56,8<br>57,9<br>59,0<br>59,9<br>60,7<br>61,4<br>62,0<br>62,5<br>62,9<br>63,2<br>63,4<br>63,7<br>64,0<br>64,4<br>64,9<br>65,5<br>66,2<br>67,0<br>67,8<br>68,6<br>69,4<br>70,1<br>70,9<br>71,7<br>72,5<br>73,2<br>73,8<br>74,4|852<br>853<br>854<br>855<br>856<br>857<br>858<br>859<br>860<br>861<br>862<br>863<br>864<br>865<br>866<br>867<br>868<br>869<br>870<br>871<br>872<br>873<br>874<br>875<br>876<br>877<br>878<br>879<br>880<br>881<br>882<br>883<br>884<br>885<br>886|74,7<br>74,7<br>74,6<br>74,2<br>73,5<br>72,6<br>71,8<br>71,0<br>70,1<br>69,4<br>68,9<br>68,4<br>67,9<br>67,1<br>65,8<br>63,9<br>61,4<br>58,4<br>55,4<br>52,4<br>50,0<br>48,3<br>47,3<br>46,8<br>46,9<br>47,1<br>47,5<br>47,8<br>48,3<br>48,8<br>49,5<br>50,2<br>50,8<br>51,4<br>51,8|887<br>888<br>889<br>890<br>891<br>892<br>893<br>894<br>895<br>896<br>897<br>898<br>899<br>900<br>901<br>902<br>903<br>904<br>905<br>906<br>907<br>908<br>909<br>910<br>911<br>912<br>913<br>914<br>915<br>916<br>917<br>918<br>919<br>920<br>921|51,9<br>51,7<br>51,2<br>50,4<br>49,2<br>47,7<br>46,3<br>45,1<br>44,2<br>43,7<br>43,4<br>43,1<br>42,5<br>41,8<br>41,1<br>40,3<br>39,7<br>39,3<br>39,2<br>39,3<br>39,6<br>40,0<br>40,7<br>41,4<br>42,2<br>43,1<br>44,1<br>44,9<br>45,6<br>46,4<br>47,0<br>47,8<br>48,3<br>48,9<br>49,4|922<br>923<br>924<br>925<br>926<br>927<br>928<br>929<br>930<br>931<br>932<br>933<br>934<br>935<br>936<br>937<br>938<br>939<br>940<br>941<br>942<br>943<br>944<br>945<br>946<br>947<br>948<br>949<br>950<br>951<br>952<br>953<br>954<br>955<br>956|49,8<br>49,6<br>49,3<br>49,0<br>48,5<br>48,0<br>47,5<br>47,0<br>46,9<br>46,8<br>46,8<br>46,8<br>46,9<br>46,9<br>46,9<br>46,9<br>46,9<br>46,8<br>46,6<br>46,4<br>46,0<br>45,5<br>45,0<br>44,5<br>44,2<br>43,9<br>43,7<br>43,6<br>43,6<br>43,5<br>43,5<br>43,4<br>43,3<br>43,1<br>42,9|

7.7.2017 EN Official Journal of the European Union L 175/389

|Time in s|Speed in km/h|Time in s|Speed in km/h|Time in s|Speed in km/h|Time in s|Speed in km/h|
|---|---|---|---|---|---|---|---|
|957<br>958<br>959<br>960<br>961<br>962<br>963<br>964<br>965<br>966<br>967<br>968<br>969<br>970<br>971<br>972<br>973<br>974|42,7<br>42,5<br>42,4<br>42,2<br>42,1<br>42,0<br>41,8<br>41,7<br>41,5<br>41,3<br>41,1<br>40,8<br>40,3<br>39,6<br>38,5<br>37,0<br>35,1<br>33,0|975<br>976<br>977<br>978<br>979<br>980<br>981<br>982<br>983<br>984<br>985<br>986<br>987<br>988<br>989<br>990<br>991|30,6<br>27,9<br>25,1<br>22,0<br>18,8<br>15,5<br>12,3<br>8,8<br>6,0<br>3,6<br>1,6<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0|992<br>993<br>994<br>995<br>996<br>997<br>998<br>999<br>1000<br>1001<br>1002<br>1003<br>1004<br>1005<br>1006<br>1007<br>1008|0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0|1009<br>1010<br>1011<br>1012<br>1013<br>1014<br>1015<br>1016<br>1017<br>1018<br>1019<br>1020<br>1021<br>1022|0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0|

_Table A1/5_

|Col1|Col2|WLT|TC, Class 2 veh|hicles, phase H|High 2|Col7|Col8|
|---|---|---|---|---|---|---|---|
|Time in s|Speed in km/h|Time in s|Speed in km/h|Time in s|Speed in km/h|Time in s|Speed in km/h|
|1023<br>1024<br>1025<br>1026<br>1027<br>1028<br>1029<br>1030<br>1031<br>1032<br>1033<br>1034<br>1035|0,0<br>0,0<br>0,0<br>0,0<br>1,1<br>3,0<br>5,7<br>8,4<br>11,1<br>14,0<br>17,0<br>20,1<br>22,7|1036<br>1037<br>1038<br>1039<br>1040<br>1041<br>1042<br>1043<br>1044<br>1045<br>1046<br>1047<br>1048<br>1049|23,6<br>24,5<br>24,8<br>25,1<br>25,3<br>25,5<br>25,7<br>25,8<br>25,9<br>26,0<br>26,1<br>26,3<br>26,5<br>26,8|1050<br>1051<br>1052<br>1053<br>1054<br>1055<br>1056<br>1057<br>1058<br>1059<br>1060<br>1061<br>1062<br>1063|27,1<br>27,5<br>28,0<br>28,6<br>29,3<br>30,4<br>31,8<br>33,7<br>35,8<br>37,8<br>39,5<br>40,8<br>41,8<br>42,4|1064<br>1065<br>1066<br>1067<br>1068<br>1069<br>1070<br>1071<br>1072<br>1073<br>1074<br>1075<br>1076<br>1077|43,0<br>43,4<br>44,0<br>44,4<br>45,0<br>45,4<br>46,0<br>46,4<br>47,0<br>47,4<br>48,0<br>48,4<br>49,0<br>49,4|

L 175/390 EN Official Journal of the European Union 7.7.2017

|Time in s|Speed in km/h|Time in s|Speed in km/h|Time in s|Speed in km/h|Time in s|Speed in km/h|
|---|---|---|---|---|---|---|---|
|1078<br>1079<br>1080<br>1081<br>1082<br>1083<br>1084<br>1085<br>1086<br>1087<br>1088<br>1089<br>1090<br>1091<br>1092<br>1093<br>1094<br>1095<br>1096<br>1097<br>1098<br>1099<br>1100<br>1101<br>1102<br>1103<br>1104<br>1105<br>1106<br>1107<br>1108<br>1109<br>1110<br>1111<br>1112|50,0<br>50,4<br>50,8<br>51,1<br>51,3<br>51,3<br>51,3<br>51,3<br>51,3<br>51,3<br>51,3<br>51,4<br>51,6<br>51,8<br>52,1<br>52,3<br>52,6<br>52,8<br>52,9<br>53,0<br>53,0<br>53,0<br>53,1<br>53,2<br>53,3<br>53,4<br>53,5<br>53,7<br>55,0<br>56,8<br>58,8<br>60,9<br>63,0<br>65,0<br>66,9|1113<br>1114<br>1115<br>1116<br>1117<br>1118<br>1119<br>1120<br>1121<br>1122<br>1123<br>1124<br>1125<br>1126<br>1127<br>1128<br>1129<br>1130<br>1131<br>1132<br>1133<br>1134<br>1135<br>1136<br>1137<br>1138<br>1139<br>1140<br>1141<br>1142<br>1143<br>1144<br>1145<br>1146<br>1147|68,6<br>70,1<br>71,5<br>72,8<br>73,9<br>74,9<br>75,7<br>76,4<br>77,1<br>77,6<br>78,0<br>78,2<br>78,4<br>78,5<br>78,5<br>78,6<br>78,7<br>78,9<br>79,1<br>79,4<br>79,8<br>80,1<br>80,5<br>80,8<br>81,0<br>81,2<br>81,3<br>81,2<br>81,0<br>80,6<br>80,0<br>79,1<br>78,0<br>76,8<br>75,5|1148<br>1149<br>1150<br>1151<br>1152<br>1153<br>1154<br>1155<br>1156<br>1157<br>1158<br>1159<br>1160<br>1161<br>1162<br>1163<br>1164<br>1165<br>1166<br>1167<br>1168<br>1169<br>1170<br>1171<br>1172<br>1173<br>1174<br>1175<br>1176<br>1177<br>1178<br>1179<br>1180<br>1181<br>1182|74,1<br>72,9<br>71,9<br>71,2<br>70,9<br>71,0<br>71,5<br>72,3<br>73,2<br>74,1<br>74,9<br>75,4<br>75,5<br>75,2<br>74,5<br>73,3<br>71,7<br>69,9<br>67,9<br>65,7<br>63,5<br>61,2<br>59,0<br>56,8<br>54,7<br>52,7<br>50,9<br>49,4<br>48,1<br>47,1<br>46,5<br>46,3<br>46,5<br>47,2<br>48,3|1183<br>1184<br>1185<br>1186<br>1187<br>1188<br>1189<br>1190<br>1191<br>1192<br>1193<br>1194<br>1195<br>1196<br>1197<br>1198<br>1199<br>1200<br>1201<br>1202<br>1203<br>1204<br>1205<br>1206<br>1207<br>1208<br>1209<br>1210<br>1211<br>1212<br>1213<br>1214<br>1215<br>1216<br>1217|49,7<br>51,3<br>53,0<br>54,9<br>56,7<br>58,6<br>60,2<br>61,6<br>62,2<br>62,5<br>62,8<br>62,9<br>63,0<br>63,0<br>63,1<br>63,2<br>63,3<br>63,5<br>63,7<br>63,9<br>64,1<br>64,3<br>66,1<br>67,9<br>69,7<br>71,4<br>73,1<br>74,7<br>76,2<br>77,5<br>78,6<br>79,7<br>80,6<br>81,5<br>82,2|

7.7.2017 EN Official Journal of the European Union L 175/391

|Time in s|Speed in km/h|Time in s|Speed in km/h|Time in s|Speed in km/h|Time in s|Speed in km/h|
|---|---|---|---|---|---|---|---|
|1218<br>1219<br>1220<br>1221<br>1222<br>1223<br>1224<br>1225<br>1226<br>1227<br>1228<br>1229<br>1230<br>1231<br>1232<br>1233<br>1234<br>1235<br>1236<br>1237<br>1238<br>1239<br>1240<br>1241<br>1242<br>1243<br>1244<br>1245<br>1246<br>1247<br>1248<br>1249<br>1250<br>1251<br>1252|83,0<br>83,7<br>84,4<br>84,9<br>85,1<br>85,2<br>84,9<br>84,4<br>83,6<br>82,7<br>81,5<br>80,1<br>78,7<br>77,4<br>76,2<br>75,4<br>74,8<br>74,3<br>73,8<br>73,2<br>72,4<br>71,6<br>70,8<br>69,9<br>67,9<br>65,7<br>63,5<br>61,2<br>59,0<br>56,8<br>54,7<br>52,7<br>50,9<br>49,4<br>48,1|1253<br>1254<br>1255<br>1256<br>1257<br>1258<br>1259<br>1260<br>1261<br>1262<br>1263<br>1264<br>1265<br>1266<br>1267<br>1268<br>1269<br>1270<br>1271<br>1272<br>1273<br>1274<br>1275<br>1276<br>1277<br>1278<br>1279<br>1280<br>1281<br>1282<br>1283<br>1284<br>1285<br>1286<br>1287|47,1<br>46,5<br>46,3<br>45,1<br>43,0<br>40,6<br>38,1<br>35,4<br>32,7<br>30,0<br>29,9<br>30,0<br>30,2<br>30,4<br>30,6<br>31,6<br>33,0<br>33,9<br>34,8<br>35,7<br>36,6<br>37,5<br>38,4<br>39,3<br>40,2<br>40,8<br>41,7<br>42,4<br>43,1<br>43,6<br>44,2<br>44,8<br>45,5<br>46,3<br>47,2|1288<br>1289<br>1290<br>1291<br>1292<br>1293<br>1294<br>1295<br>1296<br>1297<br>1298<br>1299<br>1300<br>1301<br>1302<br>1303<br>1304<br>1305<br>1306<br>1307<br>1308<br>1309<br>1310<br>1311<br>1312<br>1313<br>1314<br>1315<br>1316<br>1317<br>1318<br>1319<br>1320<br>1321<br>1322|48,1<br>49,1<br>50,0<br>51,0<br>51,9<br>52,7<br>53,7<br>55,0<br>56,8<br>58,8<br>60,9<br>63,0<br>65,0<br>66,9<br>68,6<br>70,1<br>71,0<br>71,8<br>72,8<br>72,9<br>73,0<br>72,3<br>71,9<br>71,3<br>70,9<br>70,5<br>70,0<br>69,6<br>69,2<br>68,8<br>68,4<br>67,9<br>67,5<br>67,2<br>66,8|1323<br>1324<br>1325<br>1326<br>1327<br>1328<br>1329<br>1330<br>1331<br>1332<br>1333<br>1334<br>1335<br>1336<br>1337<br>1338<br>1339<br>1340<br>1341<br>1342<br>1343<br>1344<br>1345<br>1346<br>1347<br>1348<br>1349<br>1350<br>1351<br>1352<br>1353<br>1354<br>1355<br>1356<br>1357|65,6<br>63,3<br>60,2<br>56,2<br>52,2<br>48,4<br>45,0<br>41,6<br>38,6<br>36,4<br>34,8<br>34,2<br>34,7<br>36,3<br>38,5<br>41,0<br>43,7<br>46,5<br>49,1<br>51,6<br>53,9<br>56,0<br>57,9<br>59,7<br>61,2<br>62,5<br>63,5<br>64,3<br>65,3<br>66,3<br>67,3<br>68,3<br>69,3<br>70,3<br>70,8|

L 175/392 EN Official Journal of the European Union 7.7.2017

|Time in s|Speed in km/h|Time in s|Speed in km/h|Time in s|Speed in km/h|Time in s|Speed in km/h|
|---|---|---|---|---|---|---|---|
|1358<br>1359<br>1360<br>1361<br>1362<br>1363<br>1364<br>1365<br>1366<br>1367<br>1368<br>1369<br>1370<br>1371<br>1372<br>1373<br>1374<br>1375<br>1376<br>1377<br>1378<br>1379<br>1380<br>1381<br>1382<br>1383<br>1384<br>1385<br>1386<br>1387<br>1388|70,8<br>70,8<br>70,9<br>70,9<br>70,9<br>70,9<br>71,0<br>71,0<br>71,1<br>71,2<br>71,3<br>71,4<br>71,5<br>71,7<br>71,8<br>71,9<br>71,9<br>71,9<br>71,9<br>71,9<br>71,9<br>71,9<br>72,0<br>72,1<br>72,4<br>72,7<br>73,1<br>73,4<br>73,8<br>74,0<br>74,1|1389<br>1390<br>1391<br>1392<br>1393<br>1394<br>1395<br>1396<br>1397<br>1398<br>1399<br>1400<br>1401<br>1402<br>1403<br>1404<br>1405<br>1406<br>1407<br>1408<br>1409<br>1410<br>1411<br>1412<br>1413<br>1414<br>1415<br>1416<br>1417<br>1418|74,0<br>73,0<br>72,0<br>71,0<br>70,0<br>69,0<br>68,0<br>67,7<br>66,7<br>66,6<br>66,7<br>66,8<br>66,9<br>66,9<br>66,9<br>66,9<br>66,9<br>66,9<br>66,9<br>67,0<br>67,1<br>67,3<br>67,5<br>67,8<br>68,2<br>68,6<br>69,0<br>69,3<br>69,3<br>69,2|1419<br>1420<br>1421<br>1422<br>1423<br>1424<br>1425<br>1426<br>1427<br>1428<br>1429<br>1430<br>1431<br>1432<br>1433<br>1434<br>1435<br>1436<br>1437<br>1438<br>1439<br>1440<br>1441<br>1442<br>1443<br>1444<br>1445<br>1446<br>1447<br>1448|68,8<br>68,2<br>67,6<br>67,4<br>67,2<br>66,9<br>66,3<br>65,4<br>64,0<br>62,4<br>60,6<br>58,6<br>56,7<br>54,8<br>53,0<br>51,3<br>49,6<br>47,8<br>45,5<br>42,8<br>39,8<br>36,5<br>33,0<br>29,5<br>25,8<br>22,1<br>18,6<br>15,3<br>12,4<br>9,6|1449<br>1450<br>1451<br>1452<br>1453<br>1454<br>1455<br>1456<br>1457<br>1458<br>1459<br>1460<br>1461<br>1462<br>1463<br>1464<br>1465<br>1466<br>1467<br>1468<br>1469<br>1470<br>1471<br>1472<br>1473<br>1474<br>1475<br>1476<br>1477|6,6<br>3,8<br>1,6<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0|

7.7.2017 EN Official Journal of the European Union L 175/393

_Table A1/6_

|Col1|Col2|WLTC,|Class 2 vehicl|les, phase Extr|ra High 2|Col7|Col8|
|---|---|---|---|---|---|---|---|
|Time in s|Speed in km/h|Time in s|Speed in km/h|Time in s|Speed in km/h|Time in s|Speed in km/h|
|1478<br>1479<br>1480<br>1481<br>1482<br>1483<br>1484<br>1485<br>1486<br>1487<br>1488<br>1489<br>1490<br>1491<br>1492<br>1493<br>1494<br>1495<br>1496<br>1497<br>1498<br>1499<br>1500<br>1501<br>1502<br>1503<br>1504<br>1505<br>1506<br>1507<br>1508<br>1509|0,0<br>1,1<br>2,3<br>4,6<br>6,5<br>8,9<br>10,9<br>13,5<br>15,2<br>17,6<br>19,3<br>21,4<br>23,0<br>25,0<br>26,5<br>28,4<br>29,8<br>31,7<br>33,7<br>35,8<br>38,1<br>40,5<br>42,2<br>43,5<br>44,5<br>45,2<br>45,8<br>46,6<br>47,4<br>48,5<br>49,7<br>51,3|1510<br>1511<br>1512<br>1513<br>1514<br>1515<br>1516<br>1517<br>1518<br>1519<br>1520<br>1521<br>1522<br>1523<br>1524<br>1525<br>1526<br>1527<br>1528<br>1529<br>1530<br>1531<br>1532<br>1533<br>1534<br>1535<br>1536<br>1537<br>1538<br>1539<br>1540<br>1541<br>1542<br>1543|52,9<br>54,3<br>55,6<br>56,8<br>57,9<br>58,9<br>59,7<br>60,3<br>60,7<br>60,9<br>61,0<br>61,1<br>61,4<br>61,8<br>62,5<br>63,4<br>64,5<br>65,7<br>66,9<br>68,1<br>69,1<br>70,0<br>70,9<br>71,8<br>72,6<br>73,4<br>74,0<br>74,7<br>75,2<br>75,7<br>76,4<br>77,2<br>78,2<br>78,9|1544<br>1545<br>1546<br>1547<br>1548<br>1549<br>1550<br>1551<br>1552<br>1553<br>1554<br>1555<br>1556<br>1557<br>1558<br>1559<br>1560<br>1561<br>1562<br>1563<br>1564<br>1565<br>1566<br>1567<br>1568<br>1569<br>1570<br>1571<br>1572<br>1573<br>1574<br>1575<br>1576<br>1577|79,9<br>81,1<br>82,4<br>83,7<br>85,4<br>87,0<br>88,3<br>89,5<br>90,5<br>91,3<br>92,2<br>93,0<br>93,8<br>94,6<br>95,3<br>95,9<br>96,6<br>97,4<br>98,1<br>98,7<br>99,5<br>100,3<br>101,1<br>101,9<br>102,8<br>103,8<br>105,0<br>106,1<br>107,4<br>108,7<br>109,9<br>111,2<br>112,3<br>113,4|1578<br>1579<br>1580<br>1581<br>1582<br>1583<br>1584<br>1585<br>1586<br>1587<br>1588<br>1589<br>1590<br>1591<br>1592<br>1593<br>1594<br>1595<br>1596<br>1597<br>1598<br>1599<br>1600<br>1601<br>1602<br>1603<br>1604<br>1605<br>1606<br>1607<br>1608<br>1609<br>1610<br>1611|114,4<br>115,3<br>116,1<br>116,8<br>117,4<br>117,7<br>118,2<br>118,1<br>117,7<br>117,0<br>116,1<br>115,2<br>114,4<br>113,6<br>113,0<br>112,6<br>112,2<br>111,9<br>111,6<br>111,2<br>110,7<br>110,1<br>109,3<br>108,4<br>107,4<br>106,7<br>106,3<br>106,2<br>106,4<br>107,0<br>107,5<br>107,9<br>108,4<br>108,9|

L 175/394 EN Official Journal of the European Union 7.7.2017

|Time in s|Speed in km/h|Time in s|Speed in km/h|Time in s|Speed in km/h|Time in s|Speed in km/h|
|---|---|---|---|---|---|---|---|
|1612<br>1613<br>1614<br>1615<br>1616<br>1617<br>1618<br>1619<br>1620<br>1621<br>1622<br>1623<br>1624<br>1625<br>1626<br>1627<br>1628<br>1629<br>1630<br>1631<br>1632<br>1633<br>1634<br>1635<br>1636<br>1637<br>1638<br>1639<br>1640<br>1641<br>1642<br>1643<br>1644<br>1645<br>1646|109,5<br>110,2<br>110,9<br>111,6<br>112,2<br>112,8<br>113,3<br>113,7<br>114,1<br>114,4<br>114,6<br>114,7<br>114,7<br>114,7<br>114,6<br>114,5<br>114,5<br>114,5<br>114,7<br>115,0<br>115,6<br>116,4<br>117,3<br>118,2<br>118,8<br>119,3<br>119,6<br>119,7<br>119,5<br>119,3<br>119,2<br>119,0<br>118,8<br>118,8<br>118,8|1647<br>1648<br>1649<br>1650<br>1651<br>1652<br>1653<br>1654<br>1655<br>1656<br>1657<br>1658<br>1659<br>1660<br>1661<br>1662<br>1663<br>1664<br>1665<br>1666<br>1667<br>1668<br>1669<br>1670<br>1671<br>1672<br>1673<br>1674<br>1675<br>1676<br>1677<br>1678<br>1679<br>1680<br>1681|118,8<br>118,8<br>118,9<br>119,0<br>119,0<br>119,1<br>119,2<br>119,4<br>119,6<br>119,9<br>120,1<br>120,3<br>120,4<br>120,5<br>120,5<br>120,5<br>120,5<br>120,4<br>120,3<br>120,1<br>119,9<br>119,6<br>119,5<br>119,4<br>119,3<br>119,3<br>119,4<br>119,5<br>119,5<br>119,6<br>119,6<br>119,6<br>119,4<br>119,3<br>119,0|1682<br>1683<br>1684<br>1685<br>1686<br>1687<br>1688<br>1689<br>1690<br>1691<br>1692<br>1693<br>1694<br>1695<br>1696<br>1697<br>1698<br>1699<br>1700<br>1701<br>1702<br>1703<br>1704<br>1705<br>1706<br>1707<br>1708<br>1709<br>1710<br>1711<br>1712<br>1713<br>1714<br>1715<br>1716|118,8<br>118,7<br>118,8<br>119,0<br>119,2<br>119,6<br>120,0<br>120,3<br>120,5<br>120,7<br>120,9<br>121,0<br>121,1<br>121,2<br>121,3<br>121,4<br>121,5<br>121,5<br>121,5<br>121,4<br>121,3<br>121,1<br>120,9<br>120,6<br>120,4<br>120,2<br>120,1<br>119,9<br>119,8<br>119,8<br>119,9<br>120,0<br>120,2<br>120,4<br>120,8|1717<br>1718<br>1719<br>1720<br>1721<br>1722<br>1723<br>1724<br>1725<br>1726<br>1727<br>1728<br>1729<br>1730<br>1731<br>1732<br>1733<br>1734<br>1735<br>1736<br>1737<br>1738<br>1739<br>1740<br>1741<br>1742<br>1743<br>1744<br>1745<br>1746<br>1747<br>1748<br>1749<br>1750<br>1751|121,1<br>121,6<br>121,8<br>122,1<br>122,4<br>122,7<br>122,8<br>123,1<br>123,1<br>122,8<br>122,3<br>121,3<br>119,9<br>118,1<br>115,9<br>113,5<br>111,1<br>108,6<br>106,2<br>104,0<br>101,1<br>98,3<br>95,7<br>93,5<br>91,5<br>90,7<br>90,4<br>90,2<br>90,2<br>90,1<br>90,0<br>89,8<br>89,6<br>89,4<br>89,2|

7.7.2017 EN Official Journal of the European Union L 175/395

|Time in s|Speed in km/h|Time in s|Speed in km/h|Time in s|Speed in km/h|Time in s|Speed in km/h|
|---|---|---|---|---|---|---|---|
|1752<br>1753<br>1754<br>1755<br>1756<br>1757<br>1758<br>1759<br>1760<br>1761<br>1762<br>1763<br>1764|88,9<br>88,5<br>88,1<br>87,6<br>87,1<br>86,6<br>86,1<br>85,5<br>85,0<br>84,4<br>83,8<br>83,2<br>82,6|1765<br>1766<br>1767<br>1768<br>1769<br>1770<br>1771<br>1772<br>1773<br>1774<br>1775<br>1776<br>1777|81,9<br>81,1<br>80,0<br>78,7<br>76,9<br>74,6<br>72,0<br>69,0<br>65,6<br>62,1<br>58,5<br>54,7<br>50,9|1778<br>1779<br>1780<br>1781<br>1782<br>1783<br>1784<br>1785<br>1786<br>1787<br>1788<br>1789|47,3<br>43,8<br>40,4<br>37,4<br>34,3<br>31,3<br>28,3<br>25,2<br>22,0<br>18,9<br>16,1<br>13,4|1790<br>1791<br>1792<br>1793<br>1794<br>1795<br>1796<br>1797<br>1798<br>1799<br>1800|11,1<br>8,9<br>6,9<br>4,9<br>2,8<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0|

_Figure A1/7_

6. WLTC for Class 3 vehicles

**WLTC, Class 3 vehicles, phase Low** **3**

L 175/396 EN Official Journal of the European Union 7.7.2017

_Figure A1/8_

**WLTC, Class 3 vehicles, phase Medium** **3-1**

_Figure A1/9_

**WLTC, Class 3 vehicles, phase Medium** **3-2**

7.7.2017 EN Official Journal of the European Union L 175/397

_Figure A1/10_

**WLTC, Class 3 vehicles, phase High** **3-1**

_Figure A1/11_

**WLTC, Class 3 vehicles, phase High** **3-2**

L 175/398 EN Official Journal of the European Union 7.7.2017

_Figure A1/12_

**WLTC, Class 3 vehicles, phase Extra High** **3**

_Table A1/7_

|Col1|Col2|WLT|TC, Class 3 veh|hicles, phase L|Low 3|Col7|Col8|
|---|---|---|---|---|---|---|---|
|Time in s|Speed in km/h|Time in s|Speed in km/h|Time in s|Speed in km/h|Time in s|Speed in km/h|
|0 <br>1 <br>2 <br>3 <br>4 <br>5 <br>6 <br>7 <br>8 <br>9 <br>10<br>11<br>12<br>13<br>14<br>15|0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,2<br>1,7<br>5,4<br>9,9|16<br>17<br>18<br>19<br>20<br>21<br>22<br>23<br>24<br>25<br>26<br>27<br>28<br>29<br>30<br>31<br>32|13,1<br>16,9<br>21,7<br>26,0<br>27,5<br>28,1<br>28,3<br>28,8<br>29,1<br>30,8<br>31,9<br>34,1<br>36,6<br>39,1<br>41,3<br>42,5<br>43,3|33<br>34<br>35<br>36<br>37<br>38<br>39<br>40<br>41<br>42<br>43<br>44<br>45<br>46<br>47<br>48<br>49|43,9<br>44,4<br>44,5<br>44,2<br>42,7<br>39,9<br>37,0<br>34,6<br>32,3<br>29,0<br>25,1<br>22,2<br>20,9<br>20,4<br>19,5<br>18,4<br>17,8|50<br>51<br>52<br>53<br>54<br>55<br>56<br>57<br>58<br>59<br>60<br>61<br>62<br>63<br>64<br>65<br>66|17,8<br>17,4<br>15,7<br>13,1<br>12,1<br>12,0<br>12,0<br>12,0<br>12,3<br>12,6<br>14,7<br>15,3<br>15,9<br>16,2<br>17,1<br>17,8<br>18,1|

7.7.2017 EN Official Journal of the European Union L 175/399

|Time in s|Speed in km/h|Time in s|Speed in km/h|Time in s|Speed in km/h|Time in s|Speed in km/h|
|---|---|---|---|---|---|---|---|
|67<br>68<br>69<br>70<br>71<br>72<br>73<br>74<br>75<br>76<br>77<br>78<br>79<br>80<br>81<br>82<br>83<br>84<br>85<br>86<br>87<br>88<br>89<br>90<br>91<br>92<br>93<br>94<br>95<br>96<br>97<br>98<br>99<br>100<br>101|18,4<br>20,3<br>23,2<br>26,5<br>29,8<br>32,6<br>34,4<br>35,5<br>36,4<br>37,4<br>38,5<br>39,3<br>39,5<br>39,0<br>38,5<br>37,3<br>37,0<br>36,7<br>35,9<br>35,3<br>34,6<br>34,2<br>31,9<br>27,3<br>22,0<br>17,0<br>14,2<br>12,0<br>9,1<br>5,8<br>3,6<br>2,2<br>0,0<br>0,0<br>0,0|102<br>103<br>104<br>105<br>106<br>107<br>108<br>109<br>110<br>111<br>112<br>113<br>114<br>115<br>116<br>117<br>118<br>119<br>120<br>121<br>122<br>123<br>124<br>125<br>126<br>127<br>128<br>129<br>130<br>131<br>132<br>133<br>134<br>135<br>136|0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0|137<br>138<br>139<br>140<br>141<br>142<br>143<br>144<br>145<br>146<br>147<br>148<br>149<br>150<br>151<br>152<br>153<br>154<br>155<br>156<br>157<br>158<br>159<br>160<br>161<br>162<br>163<br>164<br>165<br>166<br>167<br>168<br>169<br>170<br>171|0,0<br>0,2<br>1,9<br>6,1<br>11,7<br>16,4<br>18,9<br>19,9<br>20,8<br>22,8<br>25,4<br>27,7<br>29,2<br>29,8<br>29,4<br>27,2<br>22,6<br>17,3<br>13,3<br>12,0<br>12,6<br>14,1<br>17,2<br>20,1<br>23,4<br>25,5<br>27,6<br>29,5<br>31,1<br>32,1<br>33,2<br>35,2<br>37,2<br>38,0<br>37,4|172<br>173<br>174<br>175<br>176<br>177<br>178<br>179<br>180<br>181<br>182<br>183<br>184<br>185<br>186<br>187<br>188<br>189<br>190<br>191<br>192<br>193<br>194<br>195<br>196<br>197<br>198<br>199<br>200<br>201<br>202<br>203<br>204<br>205<br>206|35,1<br>31,0<br>27,1<br>25,3<br>25,1<br>25,9<br>27,8<br>29,2<br>29,6<br>29,5<br>29,2<br>28,3<br>26,1<br>23,6<br>21,0<br>18,9<br>17,1<br>15,7<br>14,5<br>13,7<br>12,9<br>12,5<br>12,2<br>12,0<br>12,0<br>12,0<br>12,0<br>12,5<br>13,0<br>14,0<br>15,0<br>16,5<br>19,0<br>21,2<br>23,8|

L 175/400 EN Official Journal of the European Union 7.7.2017

|Time in s|Speed in km/h|Time in s|Speed in km/h|Time in s|Speed in km/h|Time in s|Speed in km/h|
|---|---|---|---|---|---|---|---|
|207<br>208<br>209<br>210<br>211<br>212<br>213<br>214<br>215<br>216<br>217<br>218<br>219<br>220<br>221<br>222<br>223<br>224<br>225<br>226<br>227<br>228<br>229<br>230<br>231<br>232<br>233<br>234<br>235<br>236<br>237<br>238<br>239<br>240<br>241|26,9<br>29,6<br>32,0<br>35,2<br>37,5<br>39,2<br>40,5<br>41,6<br>43,1<br>45,0<br>47,1<br>49,0<br>50,6<br>51,8<br>52,7<br>53,1<br>53,5<br>53,8<br>54,2<br>54,8<br>55,3<br>55,8<br>56,2<br>56,5<br>56,5<br>56,2<br>54,9<br>52,9<br>51,0<br>49,8<br>49,2<br>48,4<br>46,9<br>44,3<br>41,5|242<br>243<br>244<br>245<br>246<br>247<br>248<br>249<br>250<br>251<br>252<br>253<br>254<br>255<br>256<br>257<br>258<br>259<br>260<br>261<br>262<br>263<br>264<br>265<br>266<br>267<br>268<br>269<br>270<br>271<br>272<br>273<br>274<br>275<br>276|39,5<br>37,0<br>34,6<br>32,3<br>29,0<br>25,1<br>22,2<br>20,9<br>20,4<br>19,5<br>18,4<br>17,8<br>17,8<br>17,4<br>15,7<br>14,5<br>15,4<br>17,9<br>20,6<br>23,2<br>25,7<br>28,7<br>32,5<br>36,1<br>39,0<br>40,8<br>42,9<br>44,4<br>45,9<br>46,0<br>45,6<br>45,3<br>43,7<br>40,8<br>38,0|277<br>278<br>279<br>280<br>281<br>282<br>283<br>284<br>285<br>286<br>287<br>288<br>289<br>290<br>291<br>292<br>293<br>294<br>295<br>296<br>297<br>298<br>299<br>300<br>301<br>302<br>303<br>304<br>305<br>306<br>307<br>308<br>309<br>310<br>311|34,4<br>30,9<br>25,5<br>21,4<br>20,2<br>22,9<br>26,6<br>30,2<br>34,1<br>37,4<br>40,7<br>44,0<br>47,3<br>49,2<br>49,8<br>49,2<br>48,1<br>47,3<br>46,8<br>46,7<br>46,8<br>47,1<br>47,3<br>47,3<br>47,1<br>46,6<br>45,8<br>44,8<br>43,3<br>41,8<br>40,8<br>40,3<br>40,1<br>39,7<br>39,2|312<br>313<br>314<br>315<br>316<br>317<br>318<br>319<br>320<br>321<br>322<br>323<br>324<br>325<br>326<br>327<br>328<br>329<br>330<br>331<br>332<br>333<br>334<br>335<br>336<br>337<br>338<br>339<br>340<br>341<br>342<br>343<br>344<br>345<br>346|38,5<br>37,4<br>36,0<br>34,4<br>33,0<br>31,7<br>30,0<br>28,0<br>26,1<br>25,6<br>24,9<br>24,9<br>24,3<br>23,9<br>23,9<br>23,6<br>23,3<br>20,5<br>17,5<br>16,9<br>16,7<br>15,9<br>15,6<br>15,0<br>14,5<br>14,3<br>14,5<br>15,4<br>17,8<br>21,1<br>24,1<br>25,0<br>25,3<br>25,5<br>26,4|

7.7.2017 EN Official Journal of the European Union L 175/401

|Time in s|Speed in km/h|Time in s|Speed in km/h|Time in s|Speed in km/h|Time in s|Speed in km/h|
|---|---|---|---|---|---|---|---|
|347<br>348<br>349<br>350<br>351<br>352<br>353<br>354<br>355<br>356<br>357<br>358<br>359<br>360<br>361<br>362<br>363<br>364<br>365<br>366<br>367<br>368<br>369<br>370<br>371<br>372<br>373<br>374<br>375<br>376<br>377<br>378<br>379<br>380<br>381|26,6<br>27,1<br>27,7<br>28,1<br>28,2<br>28,1<br>28,0<br>27,9<br>27,9<br>28,1<br>28,2<br>28,0<br>26,9<br>25,0<br>23,2<br>21,9<br>21,1<br>20,7<br>20,7<br>20,8<br>21,2<br>22,1<br>23,5<br>24,3<br>24,5<br>23,8<br>21,3<br>17,7<br>14,4<br>11,9<br>10,2<br>8,9<br>8,0<br>7,2<br>6,1|382<br>383<br>384<br>385<br>386<br>387<br>388<br>389<br>390<br>391<br>392<br>393<br>394<br>395<br>396<br>397<br>398<br>399<br>400<br>401<br>402<br>403<br>404<br>405<br>406<br>407<br>408<br>409<br>410<br>411<br>412<br>413<br>414<br>415<br>416|4,9<br>3,7<br>2,3<br>0,9<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,5<br>2,1<br>4,8<br>8,3<br>12,3<br>16,6<br>20,9<br>24,2<br>25,6<br>25,6<br>24,9<br>23,3<br>21,6<br>20,2<br>18,7<br>17,0<br>15,3<br>14,2<br>13,9<br>14,0<br>14,2<br>14,5<br>14,9<br>15,9<br>17,4|417<br>418<br>419<br>420<br>421<br>422<br>423<br>424<br>425<br>426<br>427<br>428<br>429<br>430<br>431<br>432<br>433<br>434<br>435<br>436<br>437<br>438<br>439<br>440<br>441<br>442<br>443<br>444<br>445<br>446<br>447<br>448<br>449<br>450<br>451|18,7<br>19,1<br>18,8<br>17,6<br>16,6<br>16,2<br>16,4<br>17,2<br>19,1<br>22,6<br>27,4<br>31,6<br>33,4<br>33,5<br>32,8<br>31,9<br>31,3<br>31,1<br>30,6<br>29,2<br>26,7<br>23,0<br>18,2<br>12,9<br>7,7<br>3,8<br>1,3<br>0,2<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0|452<br>453<br>454<br>455<br>456<br>457<br>458<br>459<br>460<br>461<br>462<br>463<br>464<br>465<br>466<br>467<br>468<br>469<br>470<br>471<br>472<br>473<br>474<br>475<br>476<br>477<br>478<br>479<br>480<br>481<br>482<br>483<br>484<br>485<br>486|0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0|

L 175/402 EN Official Journal of the European Union 7.7.2017

|Time in s|Speed in km/h|Time in s|Speed in km/h|Time in s|Speed in km/h|Time in s|Speed in km/h|
|---|---|---|---|---|---|---|---|
|487<br>488<br>489<br>490<br>491<br>492<br>493<br>494<br>495<br>496<br>497<br>498<br>499<br>500<br>501<br>502<br>503<br>504<br>505<br>506<br>507<br>508<br>509<br>510<br>511<br>512<br>513|0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,5<br>2,5|514<br>515<br>516<br>517<br>518<br>519<br>520<br>521<br>522<br>523<br>524<br>525<br>526<br>527<br>528<br>529<br>530<br>531<br>532<br>533<br>534<br>535<br>536<br>537<br>538<br>539|6,6<br>11,8<br>16,8<br>20,5<br>21,9<br>21,9<br>21,3<br>20,3<br>19,2<br>17,8<br>15,5<br>11,9<br>7,6<br>4,0<br>2,0<br>1,0<br>0,0<br>0,0<br>0,0<br>0,2<br>1,2<br>3,2<br>5,2<br>8,2<br>13<br>18,8|540<br>541<br>542<br>543<br>544<br>545<br>546<br>547<br>548<br>549<br>550<br>551<br>552<br>553<br>554<br>555<br>556<br>557<br>558<br>559<br>560<br>561<br>562<br>563<br>564<br>565|23,1<br>24,5<br>24,5<br>24,3<br>23,6<br>22,3<br>20,1<br>18,5<br>17,2<br>16,3<br>15,4<br>14,7<br>14,3<br>13,7<br>13,3<br>13,1<br>13,1<br>13,3<br>13,8<br>14,5<br>16,5<br>17,0<br>17,0<br>17,0<br>15,4<br>10,1|566<br>567<br>568<br>569<br>570<br>571<br>572<br>573<br>574<br>575<br>576<br>577<br>578<br>579<br>580<br>581<br>582<br>583<br>584<br>585<br>586<br>587<br>588<br>589|4,8<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0|

_Table A1/8_

|Col1|Col2|WLTC,|Class 3 vehic|cles, phase Med|dium 3-1|Col7|Col8|
|---|---|---|---|---|---|---|---|
|Time in s|Speed in km/h|Time in s|Speed in km/h|Time in s|Speed in km/h|Time in s|Speed in km/h|
|590<br>591<br>592<br>593<br>594|0,0<br>0,0<br>0,0<br>0,0<br>0,0|595<br>596<br>597<br>598<br>599|0,0<br>0,0<br>0,0<br>0,0<br>0,0|600<br>601<br>602<br>603<br>604|0,0<br>1,0<br>2,1<br>5,2<br>9,2|605<br>606<br>607<br>608<br>609|13,5<br>18,1<br>22,3<br>26,0<br>29,3|

7.7.2017 EN Official Journal of the European Union L 175/403

|Time in s|Speed in km/h|Time in s|Speed in km/h|Time in s|Speed in km/h|Time in s|Speed in km/h|
|---|---|---|---|---|---|---|---|
|610<br>611<br>612<br>613<br>614<br>615<br>616<br>617<br>618<br>619<br>620<br>621<br>622<br>623<br>624<br>625<br>626<br>627<br>628<br>629<br>630<br>631<br>632<br>633<br>634<br>635<br>636<br>637<br>638<br>639<br>640<br>641<br>642<br>643<br>644|32,8<br>36,0<br>39,2<br>42,5<br>45,7<br>48,2<br>48,4<br>48,2<br>47,8<br>47,0<br>45,9<br>44,9<br>44,4<br>44,3<br>44,5<br>45,1<br>45,7<br>46,0<br>46,0<br>46,0<br>46,1<br>46,7<br>47,7<br>48,9<br>50,3<br>51,6<br>52,6<br>53,0<br>53,0<br>52,9<br>52,7<br>52,6<br>53,1<br>54,3<br>55,2|645<br>646<br>647<br>648<br>649<br>650<br>651<br>652<br>653<br>654<br>655<br>656<br>657<br>658<br>659<br>660<br>661<br>662<br>663<br>664<br>665<br>666<br>667<br>668<br>669<br>670<br>671<br>672<br>673<br>674<br>675<br>676<br>677<br>678<br>679|55,5<br>55,9<br>56,3<br>56,7<br>56,9<br>56,8<br>56,0<br>54,2<br>52,1<br>50,1<br>47,2<br>43,2<br>39,2<br>36,5<br>34,3<br>31,0<br>26,0<br>20,7<br>15,4<br>13,1<br>12,0<br>12,5<br>14,0<br>19,0<br>23,2<br>28,0<br>32,0<br>34,0<br>36,0<br>38,0<br>40,0<br>40,3<br>40,5<br>39,0<br>35,7|680<br>681<br>682<br>683<br>684<br>685<br>686<br>687<br>688<br>689<br>690<br>691<br>692<br>693<br>694<br>695<br>696<br>697<br>698<br>699<br>700<br>701<br>702<br>703<br>704<br>705<br>706<br>707<br>708<br>709<br>710<br>711<br>712<br>713<br>714|31,8<br>27,1<br>22,8<br>21,1<br>18,9<br>18,9<br>21,3<br>23,9<br>25,9<br>28,4<br>30,3<br>30,9<br>31,1<br>31,8<br>32,7<br>33,2<br>32,4<br>28,3<br>25,8<br>23,1<br>21,8<br>21,2<br>21,0<br>21,0<br>20,9<br>19,9<br>17,9<br>15,1<br>12,8<br>12,0<br>13,2<br>17,1<br>21,1<br>21,8<br>21,2|715<br>716<br>717<br>718<br>719<br>720<br>721<br>722<br>723<br>724<br>725<br>726<br>727<br>728<br>729<br>730<br>731<br>732<br>733<br>734<br>735<br>736<br>737<br>738<br>739<br>740<br>741<br>742<br>743<br>744<br>745<br>746<br>747<br>748<br>749|18,5<br>13,9<br>12,0<br>12,0<br>13,0<br>16,3<br>20,5<br>23,9<br>26,0<br>28,0<br>31,5<br>33,4<br>36,0<br>37,8<br>40,2<br>41,6<br>41,9<br>42,0<br>42,2<br>42,4<br>42,7<br>43,1<br>43,7<br>44,0<br>44,1<br>45,3<br>46,4<br>47,2<br>47,3<br>47,4<br>47,4<br>47,5<br>47,9<br>48,6<br>49,4|

L 175/404 EN Official Journal of the European Union 7.7.2017

|Time in s|Speed in km/h|Time in s|Speed in km/h|Time in s|Speed in km/h|Time in s|Speed in km/h|
|---|---|---|---|---|---|---|---|
|750<br>751<br>752<br>753<br>754<br>755<br>756<br>757<br>758<br>759<br>760<br>761<br>762<br>763<br>764<br>765<br>766<br>767<br>768<br>769<br>770<br>771<br>772<br>773<br>774<br>775<br>776<br>777<br>778<br>779<br>780<br>781<br>782<br>783<br>784|49,8<br>49,8<br>49,7<br>49,3<br>48,5<br>47,6<br>46,3<br>43,7<br>39,3<br>34,1<br>29,0<br>23,7<br>18,4<br>14,3<br>12,0<br>12,8<br>16,0<br>20,4<br>24,0<br>29,0<br>32,2<br>36,8<br>39,4<br>43,2<br>45,8<br>49,2<br>51,4<br>54,2<br>56,0<br>58,3<br>59,8<br>61,7<br>62,7<br>63,3<br>63,6|785<br>786<br>787<br>788<br>789<br>790<br>791<br>792<br>793<br>794<br>795<br>796<br>797<br>798<br>799<br>800<br>801<br>802<br>803<br>804<br>805<br>806<br>807<br>808<br>809<br>810<br>811<br>812<br>813<br>814<br>815<br>816<br>817<br>818<br>819|64,0<br>64,7<br>65,2<br>65,3<br>65,3<br>65,4<br>65,7<br>66,0<br>65,6<br>63,5<br>59,7<br>54,6<br>49,3<br>44,9<br>42,3<br>41,4<br>41,3<br>43,0<br>45,0<br>46,5<br>48,3<br>49,5<br>51,2<br>52,2<br>51,6<br>49,7<br>47,4<br>43,7<br>39,7<br>35,5<br>31,1<br>26,3<br>21,9<br>18,0<br>17,0|820<br>821<br>822<br>823<br>824<br>825<br>826<br>827<br>828<br>829<br>830<br>831<br>832<br>833<br>834<br>835<br>836<br>837<br>838<br>839<br>840<br>841<br>842<br>843<br>844<br>845<br>846<br>847<br>848<br>849<br>850<br>851<br>852<br>853<br>854|18,0<br>21,4<br>24,8<br>27,9<br>30,8<br>33,0<br>35,1<br>37,1<br>38,9<br>41,4<br>44,0<br>46,3<br>47,7<br>48,2<br>48,7<br>49,3<br>49,8<br>50,2<br>50,9<br>51,8<br>52,5<br>53,3<br>54,5<br>55,7<br>56,5<br>56,8<br>57,0<br>57,2<br>57,7<br>58,7<br>60,1<br>61,1<br>61,7<br>62,3<br>62,9|855<br>856<br>857<br>858<br>859<br>860<br>861<br>862<br>863<br>864<br>865<br>866<br>867<br>868<br>869<br>870<br>871<br>872<br>873<br>874<br>875<br>876<br>877<br>878<br>879<br>880<br>881<br>882<br>883<br>884<br>885<br>886<br>887<br>888<br>889|63,3<br>63,4<br>63,5<br>63,9<br>64,4<br>65,0<br>65,6<br>66,6<br>67,4<br>68,2<br>69,1<br>70,0<br>70,8<br>71,5<br>72,4<br>73,0<br>73,7<br>74,4<br>74,9<br>75,3<br>75,6<br>75,8<br>76,6<br>76,5<br>76,2<br>75,8<br>75,4<br>74,8<br>73,9<br>72,7<br>71,3<br>70,4<br>70,0<br>70,0<br>69,0|

7.7.2017 EN Official Journal of the European Union L 175/405

|Time in s|Speed in km/h|Time in s|Speed in km/h|Time in s|Speed in km/h|Time in s|Speed in km/h|
|---|---|---|---|---|---|---|---|
|890<br>891<br>892<br>893<br>894<br>895<br>896<br>897<br>898<br>899<br>900<br>901<br>902<br>903<br>904<br>905<br>906<br>907<br>908<br>909<br>910<br>911<br>912<br>913<br>914<br>915<br>916<br>917<br>918<br>919<br>920<br>921<br>922<br>923|68,0<br>67,3<br>66,2<br>64,8<br>63,6<br>62,6<br>62,1<br>61,9<br>61,9<br>61,8<br>61,5<br>60,9<br>59,7<br>54,6<br>49,3<br>44,9<br>42,3<br>41,4<br>41,3<br>42,1<br>44,7<br>46,0<br>48,8<br>50,1<br>51,3<br>54,1<br>55,2<br>56,2<br>56,1<br>56,1<br>56,5<br>57,5<br>59,2<br>60,7|924<br>925<br>926<br>927<br>928<br>929<br>930<br>931<br>932<br>933<br>934<br>935<br>936<br>937<br>938<br>939<br>940<br>941<br>942<br>943<br>944<br>945<br>946<br>947<br>948<br>949<br>950<br>951<br>952<br>953<br>954<br>955<br>956|61,8<br>62,3<br>62,7<br>62,0<br>61,3<br>60,9<br>60,5<br>60,2<br>59,8<br>59,4<br>58,6<br>57,5<br>56,6<br>56,0<br>55,5<br>55,0<br>54,4<br>54,1<br>54,0<br>53,9<br>53,9<br>54,0<br>54,2<br>55,0<br>55,8<br>56,2<br>56,1<br>55,1<br>52,7<br>48,4<br>43,1<br>37,8<br>32,5|957<br>958<br>959<br>960<br>961<br>962<br>963<br>964<br>965<br>966<br>967<br>968<br>969<br>970<br>971<br>972<br>973<br>974<br>975<br>976<br>977<br>978<br>979<br>980<br>981<br>982<br>983<br>984<br>985<br>986<br>987<br>988<br>989|27,2<br>25,1<br>27,0<br>29,8<br>33,8<br>37,0<br>40,7<br>43,0<br>45,6<br>46,9<br>47,0<br>46,9<br>46,5<br>45,8<br>44,3<br>41,3<br>36,5<br>31,7<br>27,0<br>24,7<br>19,3<br>16,0<br>13,2<br>10,7<br>8,8<br>7,2<br>5,5<br>3,2<br>1,1<br>0,0<br>0,0<br>0,0<br>0,0|990<br>991<br>992<br>993<br>994<br>995<br>996<br>997<br>998<br>999<br>1000<br>1001<br>1002<br>1003<br>1004<br>1005<br>1006<br>1007<br>1008<br>1009<br>1010<br>1011<br>1012<br>1013<br>1014<br>1015<br>1016<br>1017<br>1018<br>1019<br>1020<br>1021<br>1022|0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0|

L 175/406 EN Official Journal of the European Union 7.7.2017

_Table A1/9_

|Col1|Col2|WLTC,|Class 3 vehic|cles, phase Med|dium 3-2|Col7|Col8|
|---|---|---|---|---|---|---|---|
|Time in s|Speed in km/h|Time in s|Speed in km/h|Time in s|Speed in km/h|Time in s|Speed in km/h|
|590<br>591<br>592<br>593<br>594<br>595<br>596<br>597<br>598<br>599<br>600<br>601<br>602<br>603<br>604<br>605<br>606<br>607<br>608<br>609<br>610<br>611<br>612<br>613<br>614<br>615<br>616<br>617<br>618<br>619<br>620<br>621<br>622|0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>1,0<br>2,1<br>4,8<br>9,1<br>14,2<br>19,8<br>25,5<br>30,5<br>34,8<br>38,8<br>42,9<br>46,4<br>48,3<br>48,7<br>48,5<br>48,4<br>48,2<br>47,8<br>47,0<br>45,9<br>44,9<br>44,4|623<br>624<br>625<br>626<br>627<br>628<br>629<br>630<br>631<br>632<br>633<br>634<br>635<br>636<br>637<br>638<br>639<br>640<br>641<br>642<br>643<br>644<br>645<br>646<br>647<br>648<br>649<br>650<br>651<br>652<br>653<br>654<br>655<br>656|44,3<br>44,5<br>45,1<br>45,7<br>46,0<br>46,0<br>46,0<br>46,1<br>46,7<br>47,7<br>48,9<br>50,3<br>51,6<br>52,6<br>53,0<br>53,0<br>52,9<br>52,7<br>52,6<br>53,1<br>54,3<br>55,2<br>55,5<br>55,9<br>56,3<br>56,7<br>56,9<br>56,8<br>56,0<br>54,2<br>52,1<br>50,1<br>47,2<br>43,2|657<br>658<br>659<br>660<br>661<br>662<br>663<br>664<br>665<br>666<br>667<br>668<br>669<br>670<br>671<br>672<br>673<br>674<br>675<br>676<br>677<br>678<br>679<br>680<br>681<br>682<br>683<br>684<br>685<br>686<br>687<br>688<br>689<br>690|39,2<br>36,5<br>34,3<br>31,0<br>26,0<br>20,7<br>15,4<br>13,1<br>12,0<br>12,5<br>14,0<br>19,0<br>23,2<br>28,0<br>32,0<br>34,0<br>36,0<br>38,0<br>40,0<br>40,3<br>40,5<br>39,0<br>35,7<br>31,8<br>27,1<br>22,8<br>21,1<br>18,9<br>18,9<br>21,3<br>23,9<br>25,9<br>28,4<br>30,3|691<br>692<br>693<br>694<br>695<br>696<br>697<br>698<br>699<br>700<br>701<br>702<br>703<br>704<br>705<br>706<br>707<br>708<br>709<br>710<br>711<br>712<br>713<br>714<br>715<br>716<br>717<br>718<br>719<br>720<br>721<br>722<br>723<br>724|30,9<br>31,1<br>31,8<br>32,7<br>33,2<br>32,4<br>28,3<br>25,8<br>23,1<br>21,8<br>21,2<br>21,0<br>21,0<br>20,9<br>19,9<br>17,9<br>15,1<br>12,8<br>12,0<br>13,2<br>17,1<br>21,1<br>21,8<br>21,2<br>18,5<br>13,9<br>12,0<br>12,0<br>13,0<br>16,0<br>18,5<br>20,6<br>22,5<br>24,0|

7.7.2017 EN Official Journal of the European Union L 175/407

|Time in s|Speed in km/h|Time in s|Speed in km/h|Time in s|Speed in km/h|Time in s|Speed in km/h|
|---|---|---|---|---|---|---|---|
|725<br>726<br>727<br>728<br>729<br>730<br>731<br>732<br>733<br>734<br>735<br>736<br>737<br>738<br>739<br>740<br>741<br>742<br>743<br>744<br>745<br>746<br>747<br>748<br>749<br>750<br>751<br>752<br>753<br>754<br>755<br>756<br>757<br>758<br>759|26,6<br>29,9<br>34,8<br>37,8<br>40,2<br>41,6<br>41,9<br>42,0<br>42,2<br>42,4<br>42,7<br>43,1<br>43,7<br>44,0<br>44,1<br>45,3<br>46,4<br>47,2<br>47,3<br>47,4<br>47,4<br>47,5<br>47,9<br>48,6<br>49,4<br>49,8<br>49,8<br>49,7<br>49,3<br>48,5<br>47,6<br>46,3<br>43,7<br>39,3<br>34,1|760<br>761<br>762<br>763<br>764<br>765<br>766<br>767<br>768<br>769<br>770<br>771<br>772<br>773<br>774<br>775<br>776<br>777<br>778<br>779<br>780<br>781<br>782<br>783<br>784<br>785<br>786<br>787<br>788<br>789<br>790<br>791<br>792<br>793<br>794|29,0<br>23,7<br>18,4<br>14,3<br>12,0<br>12,8<br>16,0<br>19,1<br>22,4<br>25,6<br>30,1<br>35,3<br>39,9<br>44,5<br>47,5<br>50,9<br>54,1<br>56,3<br>58,1<br>59,8<br>61,1<br>62,1<br>62,8<br>63,3<br>63,6<br>64,0<br>64,7<br>65,2<br>65,3<br>65,3<br>65,4<br>65,7<br>66,0<br>65,6<br>63,5|795<br>796<br>797<br>798<br>799<br>800<br>801<br>802<br>803<br>804<br>805<br>806<br>807<br>808<br>809<br>810<br>811<br>812<br>813<br>814<br>815<br>816<br>817<br>818<br>819<br>820<br>821<br>822<br>823<br>824<br>825<br>826<br>827<br>828<br>829|59,7<br>54,6<br>49,3<br>44,9<br>42,3<br>41,4<br>41,3<br>42,1<br>44,7<br>48,4<br>51,4<br>52,7<br>53,0<br>52,5<br>51,3<br>49,7<br>47,4<br>43,7<br>39,7<br>35,5<br>31,1<br>26,3<br>21,9<br>18,0<br>17,0<br>18,0<br>21,4<br>24,8<br>27,9<br>30,8<br>33,0<br>35,1<br>37,1<br>38,9<br>41,4|830<br>831<br>832<br>833<br>834<br>835<br>836<br>837<br>838<br>839<br>840<br>841<br>842<br>843<br>844<br>845<br>846<br>847<br>848<br>849<br>850<br>851<br>852<br>853<br>854<br>855<br>856<br>857<br>858<br>859<br>860<br>861<br>862<br>863<br>864|44,0<br>46,3<br>47,7<br>48,2<br>48,7<br>49,3<br>49,8<br>50,2<br>50,9<br>51,8<br>52,5<br>53,3<br>54,5<br>55,7<br>56,5<br>56,8<br>57,0<br>57,2<br>57,7<br>58,7<br>60,1<br>61,1<br>61,7<br>62,3<br>62,9<br>63,3<br>63,4<br>63,5<br>64,5<br>65,8<br>66,8<br>67,4<br>68,8<br>71,1<br>72,3|

L 175/408 EN Official Journal of the European Union 7.7.2017

|Time in s|Speed in km/h|Time in s|Speed in km/h|Time in s|Speed in km/h|Time in s|Speed in km/h|
|---|---|---|---|---|---|---|---|
|865<br>866<br>867<br>868<br>869<br>870<br>871<br>872<br>873<br>874<br>875<br>876<br>877<br>878<br>879<br>880<br>881<br>882<br>883<br>884<br>885<br>886<br>887<br>888<br>889<br>890<br>891<br>892<br>893<br>894<br>895<br>896<br>897<br>898<br>899|72,8<br>73,4<br>74,6<br>76,0<br>76,6<br>76,5<br>76,2<br>75,8<br>75,4<br>74,8<br>73,9<br>72,7<br>71,3<br>70,4<br>70,0<br>70,0<br>69,0<br>68,0<br>68,0<br>68,0<br>68,1<br>68,4<br>68,6<br>68,7<br>68,5<br>68,1<br>67,3<br>66,2<br>64,8<br>63,6<br>62,6<br>62,1<br>61,9<br>61,9<br>61,8|900<br>901<br>902<br>903<br>904<br>905<br>906<br>907<br>908<br>909<br>910<br>911<br>912<br>913<br>914<br>915<br>916<br>917<br>918<br>919<br>920<br>921<br>922<br>923<br>924<br>925<br>926<br>927<br>928<br>929<br>930<br>931<br>932<br>933<br>934|61,5<br>60,9<br>59,7<br>54,6<br>49,3<br>44,9<br>42,3<br>41,4<br>41,3<br>42,1<br>44,7<br>48,4<br>51,4<br>52,7<br>54,0<br>57,0<br>58,1<br>59,2<br>59,0<br>59,1<br>59,5<br>60,5<br>62,3<br>63,9<br>65,1<br>64,1<br>62,7<br>62,0<br>61,3<br>60,9<br>60,5<br>60,2<br>59,8<br>59,4<br>58,6|935<br>936<br>937<br>938<br>939<br>940<br>941<br>942<br>943<br>944<br>945<br>946<br>947<br>948<br>949<br>950<br>951<br>952<br>953<br>954<br>955<br>956<br>957<br>958<br>959<br>960<br>961<br>962<br>963<br>964<br>965<br>966<br>967<br>968<br>969|57,5<br>56,6<br>56,0<br>55,5<br>55,0<br>54,4<br>54,1<br>54,0<br>53,9<br>53,9<br>54,0<br>54,2<br>55,0<br>55,8<br>56,2<br>56,1<br>55,1<br>52,7<br>48,4<br>43,1<br>37,8<br>32,5<br>27,2<br>25,1<br>26,0<br>29,3<br>34,6<br>40,4<br>45,3<br>49,0<br>51,1<br>52,1<br>52,2<br>52,1<br>51,7|970<br>971<br>972<br>973<br>974<br>975<br>976<br>977<br>978<br>979<br>980<br>981<br>982<br>983<br>984<br>985<br>986<br>987<br>988<br>989<br>990<br>991<br>992<br>993<br>994<br>995<br>996<br>997<br>998<br>999<br>1000<br>1001<br>1002<br>1003<br>1004|50,9<br>49,2<br>45,9<br>40,6<br>35,3<br>30,0<br>24,7<br>19,3<br>16,0<br>13,2<br>10,7<br>8,8<br>7,2<br>5,5<br>3,2<br>1,1<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0|

7.7.2017 EN Official Journal of the European Union L 175/409

|Time in s|Speed in km/h|Time in s|Speed in km/h|Time in s|Speed in km/h|Time in s|Speed in km/h|
|---|---|---|---|---|---|---|---|
|1005<br>1006<br>1007<br>1008<br>1009|0,0<br>0,0<br>0,0<br>0,0<br>0,0|1010<br>1011<br>1012<br>1013<br>1014|0,0<br>0,0<br>0,0<br>0,0<br>0,0|1015<br>1016<br>1017<br>1018<br>1019|0,0<br>0,0<br>0,0<br>0,0<br>0,0|1020<br>1021<br>1022|0,0<br>0,0<br>0,0|

_Table A1/10_

|Col1|Col2|WLTC|C, Class 3 veh|hicles, phase H|High 3-1|Col7|Col8|
|---|---|---|---|---|---|---|---|
|Time in s|Speed in km/h|Time in s|Speed in km/h|Time in s|Speed in km/h|Time in s|Speed in km/h|
|1023<br>1024<br>1025<br>1026<br>1027<br>1028<br>1029<br>1030<br>1031<br>1032<br>1033<br>1034<br>1035<br>1036<br>1037<br>1038<br>1039<br>1040<br>1041<br>1042<br>1043<br>1044<br>1045<br>1046<br>1047|0,0<br>0,0<br>0,0<br>0,0<br>0,8<br>3,6<br>8,6<br>14,6<br>20,0<br>24,4<br>28,2<br>31,7<br>35,0<br>37,6<br>39,7<br>41,5<br>43,6<br>46,0<br>48,4<br>50,5<br>51,9<br>52,6<br>52,8<br>52,9<br>53,1|1048<br>1049<br>1050<br>1051<br>1052<br>1053<br>1054<br>1055<br>1056<br>1057<br>1058<br>1059<br>1060<br>1061<br>1062<br>1063<br>1064<br>1065<br>1066<br>1067<br>1068<br>1069<br>1070<br>1071<br>1072<br>1073<br>1074|53,3<br>53,1<br>52,3<br>50,7<br>48,8<br>46,5<br>43,8<br>40,3<br>36,0<br>30,7<br>25,4<br>21,0<br>16,7<br>13,4<br>12,0<br>12,1<br>12,8<br>15,6<br>19,9<br>23,4<br>24,6<br>27,0<br>29,0<br>32,0<br>34,8<br>37,7<br>40,8|1075<br>1076<br>1077<br>1078<br>1079<br>1080<br>1081<br>1082<br>1083<br>1084<br>1085<br>1086<br>1087<br>1088<br>1089<br>1090<br>1091<br>1092<br>1093<br>1094<br>1095<br>1096<br>1097<br>1098<br>1099<br>1100<br>1101|43,2<br>46,0<br>48,0<br>50,7<br>52,0<br>54,5<br>55,9<br>57,4<br>58,1<br>58,4<br>58,8<br>58,8<br>58,6<br>58,7<br>58,8<br>58,8<br>58,8<br>59,1<br>60,1<br>61,7<br>63,0<br>63,7<br>63,9<br>63,5<br>62,3<br>60,3<br>58,9|1102<br>1103<br>1104<br>1105<br>1106<br>1107<br>1108<br>1109<br>1110<br>1111<br>1112<br>1113<br>1114<br>1115<br>1116<br>1117<br>1118<br>1119<br>1120<br>1121<br>1122<br>1123<br>1124<br>1125<br>1126<br>1127<br>1128|58,4<br>58,8<br>60,2<br>62,3<br>63,9<br>64,5<br>64,4<br>63,5<br>62,0<br>61,2<br>61,3<br>61,7<br>62,0<br>64,6<br>66,0<br>66,2<br>65,8<br>64,7<br>63,6<br>62,9<br>62,4<br>61,7<br>60,1<br>57,3<br>55,8<br>50,5<br>45,2|

L 175/410 EN Official Journal of the European Union 7.7.2017

|Time in s|Speed in km/h|Time in s|Speed in km/h|Time in s|Speed in km/h|Time in s|Speed in km/h|
|---|---|---|---|---|---|---|---|
|1129<br>1130<br>1131<br>1132<br>1133<br>1134<br>1135<br>1136<br>1137<br>1138<br>1139<br>1140<br>1141<br>1142<br>1143<br>1144<br>1145<br>1146<br>1147<br>1148<br>1149<br>1150<br>1151<br>1152<br>1153<br>1154<br>1155<br>1156<br>1157<br>1158<br>1159<br>1160<br>1161<br>1162<br>1163|40,1<br>36,2<br>32,9<br>29,8<br>26,6<br>23,0<br>19,4<br>16,3<br>14,6<br>14,2<br>14,3<br>14,6<br>15,1<br>16,4<br>19,1<br>22,5<br>24,4<br>24,8<br>22,7<br>17,4<br>13,8<br>12,0<br>12,0<br>12,0<br>13,9<br>17,7<br>22,8<br>27,3<br>31,2<br>35,2<br>39,4<br>42,5<br>45,4<br>48,2<br>50,3|1164<br>1165<br>1166<br>1167<br>1168<br>1169<br>1170<br>1171<br>1172<br>1173<br>1174<br>1175<br>1176<br>1177<br>1178<br>1179<br>1180<br>1181<br>1182<br>1183<br>1184<br>1185<br>1186<br>1187<br>1188<br>1189<br>1190<br>1191<br>1192<br>1193<br>1194<br>1195<br>1196<br>1197<br>1198|52,6<br>54,5<br>56,6<br>58,3<br>60,0<br>61,5<br>63,1<br>64,3<br>65,7<br>67,1<br>68,3<br>69,7<br>70,6<br>71,6<br>72,6<br>73,5<br>74,2<br>74,9<br>75,6<br>76,3<br>77,1<br>77,9<br>78,5<br>79,0<br>79,7<br>80,3<br>81,0<br>81,6<br>82,4<br>82,9<br>83,4<br>83,8<br>84,2<br>84,7<br>85,2|1199<br>1200<br>1201<br>1202<br>1203<br>1204<br>1205<br>1206<br>1207<br>1208<br>1209<br>1210<br>1211<br>1212<br>1213<br>1214<br>1215<br>1216<br>1217<br>1218<br>1219<br>1220<br>1221<br>1222<br>1223<br>1224<br>1225<br>1226<br>1227<br>1228<br>1229<br>1230<br>1231<br>1232<br>1233|85,6<br>86,3<br>86,8<br>87,4<br>88,0<br>88,3<br>88,7<br>89,0<br>89,3<br>89,8<br>90,2<br>90,6<br>91,0<br>91,3<br>91,6<br>91,9<br>92,2<br>92,8<br>93,1<br>93,3<br>93,5<br>93,7<br>93,9<br>94,0<br>94,1<br>94,3<br>94,4<br>94,6<br>94,7<br>94,8<br>95,0<br>95,1<br>95,3<br>95,4<br>95,6|1234<br>1235<br>1236<br>1237<br>1238<br>1239<br>1240<br>1241<br>1242<br>1243<br>1244<br>1245<br>1246<br>1247<br>1248<br>1249<br>1250<br>1251<br>1252<br>1253<br>1254<br>1255<br>1256<br>1257<br>1258<br>1259<br>1260<br>1261<br>1262<br>1263<br>1264<br>1265<br>1266<br>1267<br>1268|95,7<br>95,8<br>96,0<br>96,1<br>96,3<br>96,4<br>96,6<br>96,8<br>97,0<br>97,2<br>97,3<br>97,4<br>97,4<br>97,4<br>97,4<br>97,3<br>97,3<br>97,3<br>97,3<br>97,2<br>97,1<br>97,0<br>96,9<br>96,7<br>96,4<br>96,1<br>95,7<br>95,5<br>95,3<br>95,2<br>95,0<br>94,9<br>94,7<br>94,5<br>94,4|

7.7.2017 EN Official Journal of the European Union L 175/411

|Time in s|Speed in km/h|Time in s|Speed in km/h|Time in s|Speed in km/h|Time in s|Speed in km/h|
|---|---|---|---|---|---|---|---|
|1269<br>1270<br>1271<br>1272<br>1273<br>1274<br>1275<br>1276<br>1277<br>1278<br>1279<br>1280<br>1281<br>1282<br>1283<br>1284<br>1285<br>1286<br>1287<br>1288<br>1289<br>1290<br>1291<br>1292<br>1293<br>1294<br>1295<br>1296<br>1297<br>1298<br>1299<br>1300<br>1301<br>1302<br>1303|94,4<br>94,3<br>94,3<br>94,1<br>93,9<br>93,4<br>92,8<br>92,0<br>91,3<br>90,6<br>90,0<br>89,3<br>88,7<br>88,1<br>87,4<br>86,7<br>86,0<br>85,3<br>84,7<br>84,1<br>83,5<br>82,9<br>82,3<br>81,7<br>81,1<br>80,5<br>79,9<br>79,4<br>79,1<br>78,8<br>78,5<br>78,2<br>77,9<br>77,6<br>77,3|1304<br>1305<br>1306<br>1307<br>1308<br>1309<br>1310<br>1311<br>1312<br>1313<br>1314<br>1315<br>1316<br>1317<br>1318<br>1319<br>1320<br>1321<br>1322<br>1323<br>1324<br>1325<br>1326<br>1327<br>1328<br>1329<br>1330<br>1331<br>1332<br>1333<br>1334<br>1335<br>1336<br>1337<br>1338|77,0<br>76,7<br>76,0<br>76,0<br>76,0<br>75,9<br>76,0<br>76,0<br>76,1<br>76,3<br>76,5<br>76,6<br>76,8<br>77,1<br>77,1<br>77,2<br>77,2<br>77,6<br>78,0<br>78,4<br>78,8<br>79,2<br>80,3<br>80,8<br>81,0<br>81,0<br>81,0<br>81,0<br>81,0<br>80,9<br>80,6<br>80,3<br>80,0<br>79,9<br>79,8|1339<br>1340<br>1341<br>1342<br>1343<br>1344<br>1345<br>1346<br>1347<br>1348<br>1349<br>1350<br>1351<br>1352<br>1353<br>1354<br>1355<br>1356<br>1357<br>1358<br>1359<br>1360<br>1361<br>1362<br>1363<br>1364<br>1365<br>1366<br>1367<br>1368<br>1369<br>1370<br>1371<br>1372<br>1373|79,8<br>79,8<br>79,9<br>80,0<br>80,4<br>80,8<br>81,2<br>81,5<br>81,6<br>81,6<br>81,4<br>80,7<br>79,6<br>78,2<br>76,8<br>75,3<br>73,8<br>72,1<br>70,2<br>68,2<br>66,1<br>63,8<br>61,6<br>60,2<br>59,8<br>60,4<br>61,8<br>62,6<br>62,7<br>61,9<br>60,0<br>58,4<br>57,8<br>57,8<br>57,8|1374<br>1375<br>1376<br>1377<br>1378<br>1379<br>1380<br>1381<br>1382<br>1383<br>1384<br>1385<br>1386<br>1387<br>1388<br>1389<br>1390<br>1391<br>1392<br>1393<br>1394<br>1395<br>1396<br>1397<br>1398<br>1399<br>1400<br>1401<br>1402<br>1403<br>1404<br>1405<br>1406<br>1407<br>1408|57,3<br>56,2<br>54,3<br>50,8<br>45,5<br>40,2<br>34,9<br>29,6<br>28,7<br>29,3<br>30,5<br>31,7<br>32,9<br>35,0<br>38,0<br>40,5<br>42,7<br>45,8<br>47,5<br>48,9<br>49,4<br>49,4<br>49,2<br>48,7<br>47,9<br>46,9<br>45,6<br>44,2<br>42,7<br>40,7<br>37,1<br>33,9<br>30,6<br>28,6<br>27,3|

L 175/412 EN Official Journal of the European Union 7.7.2017

|Time in s|Speed in km/h|Time in s|Speed in km/h|Time in s|Speed in km/h|Time in s|Speed in km/h|
|---|---|---|---|---|---|---|---|
|1409<br>1410<br>1411<br>1412<br>1413<br>1414<br>1415<br>1416<br>1417<br>1418<br>1419<br>1420<br>1421<br>1422<br>1423<br>1424<br>1425<br>1426|27,2<br>27,5<br>27,4<br>27,1<br>26,7<br>26,8<br>28,2<br>31,1<br>34,8<br>38,4<br>40,9<br>41,7<br>40,9<br>38,3<br>35,3<br>34,3<br>34,6<br>36,3|1427<br>1428<br>1429<br>1430<br>1431<br>1432<br>1433<br>1434<br>1435<br>1436<br>1437<br>1438<br>1439<br>1440<br>1441<br>1442<br>1443|39,5<br>41,8<br>42,5<br>41,9<br>40,1<br>36,6<br>31,3<br>26,0<br>20,6<br>19,1<br>19,7<br>21,1<br>22,0<br>22,1<br>21,4<br>19,6<br>18,3|1444<br>1445<br>1446<br>1447<br>1448<br>1449<br>1450<br>1451<br>1452<br>1453<br>1454<br>1455<br>1456<br>1457<br>1458<br>1459<br>1460<br>1461|18,0<br>18,3<br>18,5<br>17,9<br>15,0<br>9,9<br>4,6<br>1,2<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0|1462<br>1463<br>1464<br>1465<br>1466<br>1467<br>1468<br>1469<br>1470<br>1471<br>1472<br>1473<br>1474<br>1475<br>1476<br>1477|0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0|

_Table A1/11_

|Col1|Col2|WLTC|C, Class 3 veh|hicles, phase H|High 3-2|Col7|Col8|
|---|---|---|---|---|---|---|---|
|Time in s|Speed in km/h|Time in s|Speed in km/h|Time in s|Speed in km/h|Time in s|Speed in km/h|
|1023<br>1024<br>1025<br>1026<br>1027<br>1028<br>1029<br>1030<br>1031<br>1032<br>1033<br>1034|0,0<br>0,0<br>0,0<br>0,0<br>0,8<br>3,6<br>8,6<br>14,6<br>20,0<br>24,4<br>28,2<br>31,7|1035<br>1036<br>1037<br>1038<br>1039<br>1040<br>1041<br>1042<br>1043<br>1044<br>1045<br>1046<br>1047<br>1048|35,0<br>37,6<br>39,7<br>41,5<br>43,6<br>46,0<br>48,4<br>50,5<br>51,9<br>52,6<br>52,8<br>52,9<br>53,1<br>53,3|1049<br>1050<br>1051<br>1052<br>1053<br>1054<br>1055<br>1056<br>1057<br>1058<br>1059<br>1060<br>1061<br>1062|53,1<br>52,3<br>50,7<br>48,8<br>46,5<br>43,8<br>40,3<br>36,0<br>30,7<br>25,4<br>21,0<br>16,7<br>13,4<br>12,0|1063<br>1064<br>1065<br>1066<br>1067<br>1068<br>1069<br>1070<br>1071<br>1072<br>1073<br>1074<br>1075<br>1076|12,1<br>12,8<br>15,6<br>19,9<br>23,4<br>24,6<br>25,2<br>26,4<br>28,8<br>31,8<br>35,3<br>39,5<br>44,5<br>49,3|

7.7.2017 EN Official Journal of the European Union L 175/413

|Time in s|Speed in km/h|Time in s|Speed in km/h|Time in s|Speed in km/h|Time in s|Speed in km/h|
|---|---|---|---|---|---|---|---|
|1077<br>1078<br>1079<br>1080<br>1081<br>1082<br>1083<br>1084<br>1085<br>1086<br>1087<br>1088<br>1089<br>1090<br>1091<br>1092<br>1093<br>1094<br>1095<br>1096<br>1097<br>1098<br>1099<br>1100<br>1101<br>1102<br>1103<br>1104<br>1105<br>1106<br>1107<br>1108<br>1109<br>1110<br>1111|53,3<br>56,4<br>58,9<br>61,2<br>62,6<br>63,0<br>62,5<br>60,9<br>59,3<br>58,6<br>58,6<br>58,7<br>58,8<br>58,8<br>58,8<br>59,1<br>60,1<br>61,7<br>63,0<br>63,7<br>63,9<br>63,5<br>62,3<br>60,3<br>58,9<br>58,4<br>58,8<br>60,2<br>62,3<br>63,9<br>64,5<br>64,4<br>63,5<br>62,0<br>61,2|1112<br>1113<br>1114<br>1115<br>1116<br>1117<br>1118<br>1119<br>1120<br>1121<br>1122<br>1123<br>1124<br>1125<br>1126<br>1127<br>1128<br>1129<br>1130<br>1131<br>1132<br>1133<br>1134<br>1135<br>1136<br>1137<br>1138<br>1139<br>1140<br>1141<br>1142<br>1143<br>1144<br>1145<br>1146|61,3<br>62,6<br>65,3<br>68,0<br>69,4<br>69,7<br>69,3<br>68,1<br>66,9<br>66,2<br>65,7<br>64,9<br>63,2<br>60,3<br>55,8<br>50,5<br>45,2<br>40,1<br>36,2<br>32,9<br>29,8<br>26,6<br>23,0<br>19,4<br>16,3<br>14,6<br>14,2<br>14,3<br>14,6<br>15,1<br>16,4<br>19,1<br>22,5<br>24,4<br>24,8|1147<br>1148<br>1149<br>1150<br>1151<br>1152<br>1153<br>1154<br>1155<br>1156<br>1157<br>1158<br>1159<br>1160<br>1161<br>1162<br>1163<br>1164<br>1165<br>1166<br>1167<br>1168<br>1169<br>1170<br>1171<br>1172<br>1173<br>1174<br>1175<br>1176<br>1177<br>1178<br>1179<br>1180<br>1181|22,7<br>17,4<br>13,8<br>12,0<br>12,0<br>12,0<br>13,9<br>17,7<br>22,8<br>27,3<br>31,2<br>35,2<br>39,4<br>42,5<br>45,4<br>48,2<br>50,3<br>52,6<br>54,5<br>56,6<br>58,3<br>60,0<br>61,5<br>63,1<br>64,3<br>65,7<br>67,1<br>68,3<br>69,7<br>70,6<br>71,6<br>72,6<br>73,5<br>74,2<br>74,9|1182<br>1183<br>1184<br>1185<br>1186<br>1187<br>1188<br>1189<br>1190<br>1191<br>1192<br>1193<br>1194<br>1195<br>1196<br>1197<br>1198<br>1199<br>1200<br>1201<br>1202<br>1203<br>1204<br>1205<br>1206<br>1207<br>1208<br>1209<br>1210<br>1211<br>1212<br>1213<br>1214<br>1215<br>1216|75,6<br>76,3<br>77,1<br>77,9<br>78,5<br>79,0<br>79,7<br>80,3<br>81,0<br>81,6<br>82,4<br>82,9<br>83,4<br>83,8<br>84,2<br>84,7<br>85,2<br>85,6<br>86,3<br>86,8<br>87,4<br>88,0<br>88,3<br>88,7<br>89,0<br>89,3<br>89,8<br>90,2<br>90,6<br>91,0<br>91,3<br>91,6<br>91,9<br>92,2<br>92,8|

L 175/414 EN Official Journal of the European Union 7.7.2017

|Time in s|Speed in km/h|Time in s|Speed in km/h|Time in s|Speed in km/h|Time in s|Speed in km/h|
|---|---|---|---|---|---|---|---|
|1217<br>1218<br>1219<br>1220<br>1221<br>1222<br>1223<br>1224<br>1225<br>1226<br>1227<br>1228<br>1229<br>1230<br>1231<br>1232<br>1233<br>1234<br>1235<br>1236<br>1237<br>1238<br>1239<br>1240<br>1241<br>1242<br>1243<br>1244<br>1245<br>1246<br>1247<br>1248<br>1249<br>1250<br>1251|93,1<br>93,3<br>93,5<br>93,7<br>93,9<br>94,0<br>94,1<br>94,3<br>94,4<br>94,6<br>94,7<br>94,8<br>95,0<br>95,1<br>95,3<br>95,4<br>95,6<br>95,7<br>95,8<br>96,0<br>96,1<br>96,3<br>96,4<br>96,6<br>96,8<br>97,0<br>97,2<br>97,3<br>97,4<br>97,4<br>97,4<br>97,4<br>97,3<br>97,3<br>97,3|1252<br>1253<br>1254<br>1255<br>1256<br>1257<br>1258<br>1259<br>1260<br>1261<br>1262<br>1263<br>1264<br>1265<br>1266<br>1267<br>1268<br>1269<br>1270<br>1271<br>1272<br>1273<br>1274<br>1275<br>1276<br>1277<br>1278<br>1279<br>1280<br>1281<br>1282<br>1283<br>1284<br>1285<br>1286|97,3<br>97,2<br>97,1<br>97,0<br>96,9<br>96,7<br>96,4<br>96,1<br>95,7<br>95,5<br>95,3<br>95,2<br>95,0<br>94,9<br>94,7<br>94,5<br>94,4<br>94,4<br>94,3<br>94,3<br>94,1<br>93,9<br>93,4<br>92,8<br>92,0<br>91,3<br>90,6<br>90,0<br>89,3<br>88,7<br>88,1<br>87,4<br>86,7<br>86,0<br>85,3|1287<br>1288<br>1289<br>1290<br>1291<br>1292<br>1293<br>1294<br>1295<br>1296<br>1297<br>1298<br>1299<br>1300<br>1301<br>1302<br>1303<br>1304<br>1305<br>1306<br>1307<br>1308<br>1309<br>1310<br>1311<br>1312<br>1313<br>1314<br>1315<br>1316<br>1317<br>1318<br>1319<br>1320<br>1321|84,7<br>84,1<br>83,5<br>82,9<br>82,3<br>81,7<br>81,1<br>80,5<br>79,9<br>79,4<br>79,1<br>78,8<br>78,5<br>78,2<br>77,9<br>77,6<br>77,3<br>77,0<br>76,7<br>76,0<br>76,0<br>76,0<br>75,9<br>75,9<br>75,8<br>75,7<br>75,5<br>75,2<br>75,0<br>74,7<br>74,1<br>73,7<br>73,3<br>73,5<br>74,0|1322<br>1323<br>1324<br>1325<br>1326<br>1327<br>1328<br>1329<br>1330<br>1331<br>1332<br>1333<br>1334<br>1335<br>1336<br>1337<br>1338<br>1339<br>1340<br>1341<br>1342<br>1343<br>1344<br>1345<br>1346<br>1347<br>1348<br>1349<br>1350<br>1351<br>1352<br>1353<br>1354<br>1355<br>1356|74,9<br>76,1<br>77,7<br>79,2<br>80,3<br>80,8<br>81,0<br>81,0<br>81,0<br>81,0<br>81,0<br>80,9<br>80,6<br>80,3<br>80,0<br>79,9<br>79,8<br>79,8<br>79,8<br>79,9<br>80,0<br>80,4<br>80,8<br>81,2<br>81,5<br>81,6<br>81,6<br>81,4<br>80,7<br>79,6<br>78,2<br>76,8<br>75,3<br>73,8<br>72,1|

7.7.2017 EN Official Journal of the European Union L 175/415

|Time in s|Speed in km/h|Time in s|Speed in km/h|Time in s|Speed in km/h|Time in s|Speed in km/h|
|---|---|---|---|---|---|---|---|
|1357<br>1358<br>1359<br>1360<br>1361<br>1362<br>1363<br>1364<br>1365<br>1366<br>1367<br>1368<br>1369<br>1370<br>1371<br>1372<br>1373<br>1374<br>1375<br>1376<br>1377<br>1378<br>1379<br>1380<br>1381<br>1382<br>1383<br>1384<br>1385<br>1386<br>1387|70,2<br>68,2<br>66,1<br>63,8<br>61,6<br>60,2<br>59,8<br>60,4<br>61,8<br>62,6<br>62,7<br>61,9<br>60,0<br>58,4<br>57,8<br>57,8<br>57,8<br>57,3<br>56,2<br>54,3<br>50,8<br>45,5<br>40,2<br>34,9<br>29,6<br>27,3<br>29,3<br>32,9<br>35,6<br>36,7<br>37,6|1388<br>1389<br>1390<br>1391<br>1392<br>1393<br>1394<br>1395<br>1396<br>1397<br>1398<br>1399<br>1400<br>1401<br>1402<br>1403<br>1404<br>1405<br>1406<br>1407<br>1408<br>1409<br>1410<br>1411<br>1412<br>1413<br>1414<br>1415<br>1416<br>1417<br>1418|39,4<br>42,5<br>46,5<br>50,2<br>52,8<br>54,3<br>54,9<br>54,9<br>54,7<br>54,1<br>53,2<br>52,1<br>50,7<br>49,1<br>47,4<br>45,2<br>41,8<br>36,5<br>31,2<br>27,6<br>26,9<br>27,3<br>27,5<br>27,4<br>27,1<br>26,7<br>26,8<br>28,2<br>31,1<br>34,8<br>38,4|1419<br>1420<br>1421<br>1422<br>1423<br>1424<br>1425<br>1426<br>1427<br>1428<br>1429<br>1430<br>1431<br>1432<br>1433<br>1434<br>1435<br>1436<br>1437<br>1438<br>1439<br>1440<br>1441<br>1442<br>1443<br>1444<br>1445<br>1446<br>1447<br>1448<br>1449|40,9<br>41,7<br>40,9<br>38,3<br>35,3<br>34,3<br>34,6<br>36,3<br>39,5<br>41,8<br>42,5<br>41,9<br>40,1<br>36,6<br>31,3<br>26,0<br>20,6<br>19,1<br>19,7<br>21,1<br>22,0<br>22,1<br>21,4<br>19,6<br>18,3<br>18,0<br>18,3<br>18,5<br>17,9<br>15,0<br>9,9|1450<br>1451<br>1452<br>1453<br>1454<br>1455<br>1456<br>1457<br>1458<br>1459<br>1460<br>1461<br>1462<br>1463<br>1464<br>1465<br>1466<br>1467<br>1468<br>1469<br>1470<br>1471<br>1472<br>1473<br>1474<br>1475<br>1476<br>1477|4,6<br>1,2<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0|

L 175/416 EN Official Journal of the European Union 7.7.2017

_Table A1/12_

|Col1|Col2|WLTC,|Class 3 vehicl|les, phase Extr|ra High 3|Col7|Col8|
|---|---|---|---|---|---|---|---|
|Time in s|Speed in km/h|Time in s|Speed in km/h|Time in s|Speed in km/h|Time in s|Speed in km/h|
|1478<br>1479<br>1480<br>1481<br>1482<br>1483<br>1484<br>1485<br>1486<br>1487<br>1488<br>1489<br>1490<br>1491<br>1492<br>1493<br>1494<br>1495<br>1496<br>1497<br>1498<br>1499<br>1500<br>1501<br>1502<br>1503<br>1504<br>1505<br>1506<br>1507<br>1508<br>1509|0,0<br>2,2<br>4,4<br>6,3<br>7,9<br>9,2<br>10,4<br>11,5<br>12,9<br>14,7<br>17,0<br>19,8<br>23,1<br>26,7<br>30,5<br>34,1<br>37,5<br>40,6<br>43,3<br>45,7<br>47,7<br>49,3<br>50,5<br>51,3<br>52,1<br>52,7<br>53,4<br>54,0<br>54,5<br>55,0<br>55,6<br>56,3|1510<br>1511<br>1512<br>1513<br>1514<br>1515<br>1516<br>1517<br>1518<br>1519<br>1520<br>1521<br>1522<br>1523<br>1524<br>1525<br>1526<br>1527<br>1528<br>1529<br>1530<br>1531<br>1532<br>1533<br>1534<br>1535<br>1536<br>1537<br>1538<br>1539<br>1540<br>1541<br>1542<br>1543|57,2<br>58,5<br>60,2<br>62,3<br>64,7<br>67,1<br>69,2<br>70,7<br>71,9<br>72,7<br>73,4<br>73,8<br>74,1<br>74,0<br>73,6<br>72,5<br>70,8<br>68,6<br>66,2<br>64,0<br>62,2<br>60,9<br>60,2<br>60,0<br>60,4<br>61,4<br>63,2<br>65,6<br>68,4<br>71,6<br>74,9<br>78,4<br>81,8<br>84,9|1544<br>1545<br>1546<br>1547<br>1548<br>1549<br>1550<br>1551<br>1552<br>1553<br>1554<br>1555<br>1556<br>1557<br>1558<br>1559<br>1560<br>1561<br>1562<br>1563<br>1564<br>1565<br>1566<br>1567<br>1568<br>1569<br>1570<br>1571<br>1572<br>1573<br>1574<br>1575<br>1576<br>1577|87,4<br>89,0<br>90,0<br>90,6<br>91,0<br>91,5<br>92,0<br>92,7<br>93,4<br>94,2<br>94,9<br>95,7<br>96,6<br>97,7<br>98,9<br>100,4<br>102,0<br>103,6<br>105,2<br>106,8<br>108,5<br>110,2<br>111,9<br>113,7<br>115,3<br>116,8<br>118,2<br>119,5<br>120,7<br>121,8<br>122,6<br>123,2<br>123,6<br>123,7|1578<br>1579<br>1580<br>1581<br>1582<br>1583<br>1584<br>1585<br>1586<br>1587<br>1588<br>1589<br>1590<br>1591<br>1592<br>1593<br>1594<br>1595<br>1596<br>1597<br>1598<br>1599<br>1600<br>1601<br>1602<br>1603<br>1604<br>1605<br>1606<br>1607<br>1608<br>1609<br>1610<br>1611|123,6<br>123,3<br>123,0<br>122,5<br>122,1<br>121,5<br>120,8<br>120,0<br>119,1<br>118,1<br>117,1<br>116,2<br>115,5<br>114,9<br>114,5<br>114,1<br>113,9<br>113,7<br>113,3<br>112,9<br>112,2<br>111,4<br>110,5<br>109,5<br>108,5<br>107,7<br>107,1<br>106,6<br>106,4<br>106,2<br>106,2<br>106,2<br>106,4<br>106,5|

7.7.2017 EN Official Journal of the European Union L 175/417

|Time in s|Speed in km/h|Time in s|Speed in km/h|Time in s|Speed in km/h|Time in s|Speed in km/h|
|---|---|---|---|---|---|---|---|
|1612<br>1613<br>1614<br>1615<br>1616<br>1617<br>1618<br>1619<br>1620<br>1621<br>1622<br>1623<br>1624<br>1625<br>1626<br>1627<br>1628<br>1629<br>1630<br>1631<br>1632<br>1633<br>1634<br>1635<br>1636<br>1637<br>1638<br>1639<br>1640<br>1641<br>1642<br>1643<br>1644<br>1645<br>1646|106,8<br>107,2<br>107,8<br>108,5<br>109,4<br>110,5<br>111,7<br>113,0<br>114,1<br>115,1<br>115,9<br>116,5<br>116,7<br>116,6<br>116,2<br>115,2<br>113,8<br>112,0<br>110,1<br>108,3<br>107,0<br>106,1<br>105,8<br>105,7<br>105,7<br>105,6<br>105,3<br>104,9<br>104,4<br>104,0<br>103,8<br>103,9<br>104,4<br>105,1<br>106,1|1647<br>1648<br>1649<br>1650<br>1651<br>1652<br>1653<br>1654<br>1655<br>1656<br>1657<br>1658<br>1659<br>1660<br>1661<br>1662<br>1663<br>1664<br>1665<br>1666<br>1667<br>1668<br>1669<br>1670<br>1671<br>1672<br>1673<br>1674<br>1675<br>1676<br>1677<br>1678<br>1679<br>1680<br>1681|107,2<br>108,5<br>109,9<br>111,3<br>112,7<br>113,9<br>115,0<br>116,0<br>116,8<br>117,6<br>118,4<br>119,2<br>120,0<br>120,8<br>121,6<br>122,3<br>123,1<br>123,8<br>124,4<br>125,0<br>125,4<br>125,8<br>126,1<br>126,4<br>126,6<br>126,7<br>126,8<br>126,9<br>126,9<br>126,9<br>126,8<br>126,6<br>126,3<br>126,0<br>125,7|1682<br>1683<br>1684<br>1685<br>1686<br>1687<br>1688<br>1689<br>1690<br>1691<br>1692<br>1693<br>1694<br>1695<br>1696<br>1697<br>1698<br>1699<br>1700<br>1701<br>1702<br>1703<br>1704<br>1705<br>1706<br>1707<br>1708<br>1709<br>1710<br>1711<br>1712<br>1713<br>1714<br>1715<br>1716|125,6<br>125,6<br>125,8<br>126,2<br>126,6<br>127,0<br>127,4<br>127,6<br>127,8<br>127,9<br>128,0<br>128,1<br>128,2<br>128,3<br>128,4<br>128,5<br>128,6<br>128,6<br>128,5<br>128,3<br>128,1<br>127,9<br>127,6<br>127,4<br>127,2<br>127,0<br>126,9<br>126,8<br>126,7<br>126,8<br>126,9<br>127,1<br>127,4<br>127,7<br>128,1|1717<br>1718<br>1719<br>1720<br>1721<br>1722<br>1723<br>1724<br>1725<br>1726<br>1727<br>1728<br>1729<br>1730<br>1731<br>1732<br>1733<br>1734<br>1735<br>1736<br>1737<br>1738<br>1739<br>1740<br>1741<br>1742<br>1743<br>1744<br>1745<br>1746<br>1747<br>1748<br>1749<br>1750<br>1751|128,5<br>129,0<br>129,5<br>130,1<br>130,6<br>131,0<br>131,2<br>131,3<br>131,2<br>130,7<br>129,8<br>128,4<br>126,5<br>124,1<br>121,6<br>119,0<br>116,5<br>114,1<br>111,8<br>109,5<br>107,1<br>104,8<br>102,5<br>100,4<br>98,6<br>97,2<br>95,9<br>94,8<br>93,8<br>92,8<br>91,8<br>91,0<br>90,2<br>89,6<br>89,1|

L 175/418 EN Official Journal of the European Union 7.7.2017

|Time in s|Speed in km/h|Time in s|Speed in km/h|Time in s|Speed in km/h|Time in s|Speed in km/h|
|---|---|---|---|---|---|---|---|
|1752<br>1753<br>1754<br>1755<br>1756<br>1757<br>1758<br>1759<br>1760<br>1761<br>1762<br>1763<br>1764|88,6<br>88,1<br>87,6<br>87,1<br>86,6<br>86,1<br>85,5<br>85,0<br>84,4<br>83,8<br>83,2<br>82,6<br>82,0|1765<br>1766<br>1767<br>1768<br>1769<br>1770<br>1771<br>1772<br>1773<br>1774<br>1775<br>1776<br>1777|81,3<br>80,4<br>79,1<br>77,4<br>75,1<br>72,3<br>69,1<br>65,9<br>62,7<br>59,7<br>57,0<br>54,6<br>52,2|1778<br>1779<br>1780<br>1781<br>1782<br>1783<br>1784<br>1785<br>1786<br>1787<br>1788<br>1789<br>1790|49,7<br>46,8<br>43,5<br>39,9<br>36,4<br>33,2<br>30,5<br>28,3<br>26,3<br>24,4<br>22,5<br>20,5<br>18,2|1791<br>1792<br>1793<br>1794<br>1795<br>1796<br>1797<br>1798<br>1799<br>1800|15,5<br>12,3<br>8,7<br>5,2<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0<br>0,0|

7. Cycle identification

In order to confirm if the correct cycle version was chosen or if the correct cycle was implemented into the
test bench operation system, checksums of the vehicle speed values for cycle phases and the whole cycle are
listed in Table A1/13.

_Table A1/13_

|Col1|1Hz checksums|Col3|
|---|---|---|
|Vehicle class|Cycle phase|Checksum of 1 Hz target vehicle speeds|
|Class 1|Low|11 988,4|
|Class 1|Medium|17 162,8|
|Class 1|Total|29 151,2|
|Class 2|Low|11 162,2|
|Class 2|Medium|17 054,3|
|Class 2|High|24 450,6|
|Class 2|Extra High|28 869,8|
|Class 2|Total|81 536,9|
|Class 3-1|Low|11 140,3|
|Class 3-1|Medium|16 995,7|
|Class 3-1|High|25 646,0|
|Class 3-1|Extra High|29 714,9|
|Class 3-1|Total|83 496,9|

7.7.2017 EN Official Journal of the European Union L 175/419

|Vehicle class|Cycle phase|Checksum of 1 Hz target vehicle speeds|
|---|---|---|
|Class 3-2|Low|11 140,3|
|Class 3-2|Medium|17 121,2|
|Class 3-2|High|25 782,2|
|Class 3-2|Extra High|29 714,9|
|Class 3-2|Total|83 758,6|

8. Cycle modification

Paragraph 8. of this Sub-Annex shall not apply to OVC-HEVs, NOVC-HEVs and NOVC-FCHVs.

8.1. General remarks

The cycle to be driven shall depend on the test vehicle’s rated power to mass in running order ratio, W/kg, and
its maximum velocity, v max, km/h.

Driveability problems may occur for vehicles with power to mass ratios close to the borderlines between Class
1 and Class 2, Class 2 and Class 3 vehicles, or very low powered vehicles in Class 1.

Since these problems are related mainly to cycle phases with a combination of high vehicle speed and high
accelerations rather than to the maximum speed of the cycle, the downscaling procedure shall be applied to
improve driveability.

8.2. This paragraph describes the method to modify the cycle profile using the downscaling procedure.

8.2.1. Downscaling procedure for Class 1 vehicles

Figure A1/14 shows a downscaled medium speed phase of the Class 1 WLTC as an example.

_Figure A1/14_

**Downscaled medium speed phase of the class 1 WLTC**

L 175/420 EN Official Journal of the European Union 7.7.2017

For the Class 1 cycle, the downscaling period is the time period between second 651 and second 906. Within
this time period, the acceleration for the original cycle shall be calculated using the following equation:

a orig i ¼ [v] [ i][þ][1] [ Ä][ v] [ i]
3,6

where:

v i is the vehicle speed, km/h;

i is the time between second 651 and second 906.

The downscaling shall be applied first in the time period between second 651 and second 848. The down­
scaled speed trace shall be subsequently calculated using the following equation:

v dsc iþ1 ¼ v dsc i þ a orig i Ü ð1 Ä f dsc Þ Ü 3,6

with i = 651 to 847.

For i = 651, v dsc i ¼ v orig i

In order to meet the original vehicle speed at second 907, a correction factor for the deceleration shall be
calculated using the following equation:

f corr_dec ¼ [v] [ dsc][_][848] [ Ä][ 36,7 ]
v orig_848 Ä 36,7

where 36,7 km/h is the original vehicle speed at second 907.

The downscaled vehicle speed between second 849 and second 906 shall be subsequently calculated using the
following equation:

v dsc i ¼ v dsc iÄ1 þ a orig iÄ1 Ü f corr_dec Ü 3,6

for i = 849 to 906.

8.2.2. Downscaling procedure for Class 2 vehicles

Since the driveability problems are exclusively related to the extra high speed phases of the Class 2 and Class 3
cycles, the downscaling is related to those paragraphs of the extra high speed phases where the driveability
problems occur (see Figure A1/15).

7.7.2017 EN Official Journal of the European Union L 175/421

_Figure A1/15_

**Downscaled extra high speed phase of the class 2 WLTC**

For the Class 2 cycle, the downscaling period is the time period between second 1520 and second 1742.
Within this time period, the acceleration for the original cycle shall be calculated using the following equation:

a orig i ¼ [v] [ i][þ][1] [ Ä][ v] [ i]
3,6

where:

v i is the vehicle speed, km/h;

i is the time between second 1520 and second 1742.

The downscaling shall be applied first to the time period between second 1520 and second 1725. Second
1725 is the time when the maximum speed of the extra high speed phase is reached. The downscaled speed
trace shall be subsequently calculated using the following equation:

v dsc iþ1 ¼ v dsc i þ a orig i Ü ð1 Ä f dsc Þ Ü 3,6

for i = 1520 to 1724.

For i = 1520, v dsc i ¼ v orig i

In order to meet the original vehicle speed at second 1743, a correction factor for the deceleration shall be
calculated using the following equation:

f corr_dec ¼ [v] [ dsc][_][1725] [ Ä][ 90,4 ]
v orig_1725 Ä 90,4

90,4 km/h is the original vehicle speed at second 1743.

L 175/422 EN Official Journal of the European Union 7.7.2017

The downscaled vehicle speed between second 1726 and second 1742 shall be calculated using the following
equation:

v dsc i ¼ v dsc iÄ1 þ a orig iÄ1 Ü f corr_dec Ü 3,6

for i = 1726 to 1742.

8.2.3. Downscaling procedure for Class 3 vehicles

Figure A1/16 shows a downscaled extra high speed phase of the Class 3 WLTC as an example.

_Figure A1/16_

**Downscaled extra high speed phase of the class 3 WLTC**

For the Class 3 cycle, the downscaling period is the time period between second 1533 and second 1762.
Within this time period, the acceleration for the original cycle shall be calculated using the following equation:

a orig i ¼ [v] [ i][þ][1] [ Ä][ v] [ i]
3,6

where:

v i is the vehicle speed, km/h;

i is the time between second 1533 and second 1762.

The downscaling shall be applied first in the time period between second 1533 and second 1724. Second
1724 is the time when the maximum speed of the extra high speed phase is reached. The downscaled speed
trace shall be subsequently calculated using the following equation:

v dsc iþ1 ¼ v dsc i þ a orig i Ü ð1 Ä f dsc Þ Ü 3,6

7.7.2017 EN Official Journal of the European Union L 175/423

for i = 1533 to 1723.

For i = 1533, v dsc i ¼ v orig i

In order to meet the original vehicle speed at second 1763, a correction factor for the deceleration shall be
calculated using the following equation:

f corr_dec ¼ [v] [ dsc][_][1724] [ Ä][ 82,6 ]
v orig_1724 Ä 82,6

82.6 km/h is the original vehicle speed at second 1763.

The downscaled vehicle speed between second 1725 and second 1762 shall be subsequently calculated using
the following equation:

v dsc i ¼ v dsc iÄ1 þ a orig iÄ1 Ü f corr_dec Ü 3,6

for i = 1725 to 1762.

8.3. Determination of the downscaling factor

The downscaling factor f dsc, is a function of the ratio r max between the maximum required power of the cycle
phases where the downscaling is to be applied and the rated power of the vehicle, P rated .

The maximum required power P req,max,i (in kW) is related to a specific time i and the corresponding vehicle
speed v i in the cycle trace and is calculated using the following equation:

P req _;_ max _;_ i ¼

ðf 0 Ü v i Þ þ ðf 1 Ü v i [2 ] [Þ þ ð][f] [ 2] [ Ü][ v] i [ 3 ] [Þ þ ð][1,03][ Ü][ TM][ Ü][ v] [ i] [ Ü][ a] [ i] Þ
Ê Ì

3 600

where:

f 0, f 1, f 2
are the applicable road load coefficients, N, N/(km/h), and N/(km/h) [2] respectively;

TM is the applicable test mass, kg;

v i is the speed at time i, km/h.

The cycle time i at which maximum power or power values close to maximum power is required, is: second
764 for Class 1, second 1574 for Class 2 and second 1566 for Class 3 vehicles.

The corresponding vehicle speed values, v i, and acceleration values, a i, are as follows:

v i = 61,4 km/h, a i = 0,22 m/s [2] for Class 1,

v i = 109,9 km/h, a i = 0,36 m/s [2] for Class 2,

v i = 111,9 km/h, a i = 0,50 m/s [2] for Class 3.

L 175/424 EN Official Journal of the European Union 7.7.2017

r max shall be calculated using the following equation:

r max ¼ [P] [ re] P [q] rated _[;]_ [max] _[;]_ [i]

The downscaling factor, f dsc, shall be calculated using the following equations:

if r max _<_ r 0, then f dsc ¼ 0

and no downscaling shall be applied.

If r max ã r 0, then f dsc ¼ a 1 Ü r max þ b 1

The calculation parameter/coefficients, r 0, a 1 and b 1, are as follows:

Class 1 r 0 = 0,978, a 1 = 0,680, b 1 = – 0,665

Class 2 r 0 = 0,866, a 1 = 0,606, b 1 = – 0,525.

Class 3 r 0 = 0,867, a 1 = 0,588 b 1 = – 0,510.

The resulting f dsc is mathematically rounded to 3 places of decimal and is applied only if it exceeds 0,010.

The following data shall be included in all relevant test reports:

(a) f dsc ;

(b) v max ;

(c) distance driven, m.

The distance shall be calculated as the sum of v i in km/h divided by 3,6 over the whole cycle trace.

8.4. Additional requirements

For different vehicle configurations in terms of test mass and driving resistance coefficients, downscaling shall
be applied individually.

If, after the application of downscaling the vehicle maximum speed is lower than the maximum speed of the
cycle, the process described in paragraph 9. of this Sub-Annex shall be applied with the applicable cycle.

If the vehicle cannot follow the speed trace of the applicable cycle within the tolerance at speeds lower than its
maximum speed, it shall be driven with the accelerator control fully activated during these periods. During
such periods of operation, speed trace violations shall be permitted.

9. Cycle modifications for vehicles with a maximum speed lower than the maximum speed of the cycle specified
in the previous paragraphs of this Sub-Annex

9.1. General remarks

This paragraph applies to vehicles that are technically able to follow the speed trace of the cycle specified in
paragraph 1. of this Sub-Annex (base cycle or downscaled base cycle) at speeds lower than their maximum
speed, but whose maximum speed is lower than the maximum speed of the cycle. The maximum speed of
such a vehicle shall be referred to as its capped speed v cap . The maximum speed of the base cycle shall be
referred to as v max,cycle .

In such cases the base cycle shall be modified as described in paragraph 9.2. in order to achieve the same cycle
distance for the capped speed cycle as for the base cycle.

7.7.2017 EN Official Journal of the European Union L 175/425

9.2. Calculation steps

9.2.1. Determination of the distance difference per cycle phase

An interim capped speed cycle shall be derived by replacing all vehicle speed samples v i where v i         - v cap by v cap .

9.2.1.1. If v cap < v max,medium, the distances of the medium speed phases of the base cycle d base,medium and the interim
capped speed cycle d cap,medium shall be calculated using the following equation for both cycles:

ðv i þ v iÄ1 Þ
d medium ¼ Xð 2 Ü 3,6 [Ü ð][t] [ i] [ Ä][ t] [ i][Ä][1] Þ _;_ for i ¼ 591 to 1022Þ

where:

v max,medium is the maximum vehicle speed of the medium speed phase as listed in Table A1/2 for class 1
vehicles, in Table A1/4 for class 2 vehicles, in Table A1/8 for class 3a vehicles and in Table A1/9
for class 3b vehicles.

9.2.1.2. If v cap < v max,high, the distances of the high speed phases of the base cycle d base,high and the interim capped
speed cycle d cap,high shall be calculated using the following equation for both cycles:

ðv i þ v iÄ1 Þ
d high ¼ Xð 2 Ü 3,6 [Ü ð][t] [ i] [ Ä][ t] [ i][Ä][1] Þ _;_ for i ¼ 1 024 to 1 477Þ

v max,high is the maximum vehicle speed of the high speed phase as listed in Table A1/5 for Class 2 vehicles,
in Table A1/10 for Class 3a vehicles and in Table A1/11 for Class 3b vehicles.

9.2.1.3. The distances of the extra high speed phase of the base cycle d base,exhigh and the interim capped speed cycle
d cap,exhigh shall be calculated applying the following equation to the extra high speed phase of both cycles:

ðv i þ v iÄ1 Þ
d exhigh ¼ Xð 2 Ü 3,6 [Ü ð][t] [ i] [ Ä][ t] [ i][Ä][1] Þ _;_ for i ¼ 1 479 to 1 800Þ

9.2.2. Determination of the time periods to be added to the interim capped speed cycle in order to compensate for
distance differences

In order to compensate for a difference in distance between the base cycle and the interim capped speed cycle,
corresponding time periods with v i = v cap shall be added to the interim capped speed cycle as described in the
following paragraphs.

9.2.2.1. Additional time period for the medium speed phase

If v cap < v max, medium, the additional time period to be added to the medium speed phase of the interim capped
speed cycle shall be calculated using the following equation:

Þ
Δt medium ¼ [ð][d] [ base] _[;]_ [medium] [ Ä][ d] [ ca][p] _[;]_ [medium] Ü 3,6
v cap

The number of time samples n add,medium with v i = v cap to be added to the medium speed phase of the interim
capped speed cycle equals Δt medium, mathematically rounded to the nearest integer (e.g. 1.4 shall be rounded to
1, 1.5 shall be rounded to 2).

9.2.2.2. Additional time period for the high speed phase

If v cap < v max, high, the additional time period to be added to the high speed phases of the interim capped speed
cycle shall be calculated using the following equation:

Þ
Δt high ¼ [ð][d] [ base] _[;]_ [hi][g][h] [ Ä][ d] [ ca][p] _[;]_ [hi][g][h] Ü 3,6
v cap

L 175/426 EN Official Journal of the European Union 7.7.2017

The number of time samples n add,high with v i = v cap to be added to the high speed phase of the interim capped
speed cycle equals Δt high, mathematically rounded to the nearest integer.

9.2.2.3. The additional time period to be added to the extra high speed phase of the interim capped speed cycle shall
be calculated using the following equation:

Þ
Δt exhigh ¼ [ð][d] [ base] _[;]_ [exhi][g][h] [ Ä][ d] [ ca][p] _[;]_ [exhi][g][h] Ü 3,6
v cap

The number of time samples n add,exhigh with v i = v cap to be added to the extra high speed phase of the interim
capped speed cycle equals Δt exhigh, mathematically rounded to the nearest integer.

9.2.3. Construction of the final capped speed cycle

9.2.3.1. Class 1 vehicles

The first part of the final capped speed cycle consists of the vehicle speed trace of the interim capped speed
cycle up to the last sample in the medium speed phase where v = v cap . The time of this sample is referred to
as t medium .

Then n add,medium samples with v i = v cap shall be added, so that the time of the last sample is (t medium +
n add,medium ).

The remaining part of the medium speed phase of the interim capped speed cycle, which is identical with the
same part of the base cycle, shall then be added, so that the time of the last sample is (1022 + n add,medium ).

9.2.3.2. Class 2 and class 3 vehicles

9.2.3.2.1. v cap < v max, medium

The first part of the final capped speed cycle consists of the vehicle speed trace of the interim capped speed
cycle up to the last sample in the medium speed phase where v = v cap . The time of this sample is referred to
as t medium .

Then n add,medium samples with v i = v cap shall be added, so that the time of the last sample is (t medium +
n add,medium ).

The remaining part of the medium speed phase of the interim capped speed cycle, which is identical with the
same part of the base cycle, shall then be added, so that the time of the last sample is (1022 + n add,medium ).

In a next step, the first part of the high speed phase of the interim capped speed cycle up to the last sample in
the high speed phase where v = v cap shall be added. The time of this sample in the interim capped speed is
referred to as t high, so that the time of this sample in the final capped speed cycle is (t high + n add,medium ).

Then, n add,high samples with v i = v cap shall be added, so that the time of the last sample becomes (t high +
n add,medium + n add,high ).

The remaining part of the high speed phase of the interim capped speed cycle, which is identical with the same
part of the base cycle, shall then be added, so that the time of the last sample is (1477 + n add,medium +
n add,high ).

In a next step, the first part of the extra high speed phase of the interim capped speed cycle up to the last
sample in the extra high speed phase where v = v cap shall be added. The time of this sample in the interim
capped speed is referred to as t exhigh, so that the time of this sample in the final capped speed cycle is (t exhigh +
n add,medium + n add,high ).

7.7.2017 EN Official Journal of the European Union L 175/427

Then n add,exhigh samples with v i = v cap shall be added, so that the time of the last sample is (t exhigh +
n add,medium + n add,high + n add,exhigh ).

The remaining part of the extra high speed phase of the interim capped speed cycle, which is identical with the
same part of the base cycle, shall then be added, so that the time of the last sample is (1800 + n add,medium +
n add,high + n add,exhigh ).

The length of the final capped speed cycle is equivalent to the length of the base cycle except for differences
caused by the rounding process for n add,medium, n add,high and n add,exhigh .

9.2.3.2.2. v max, medium ≤= v cap < v max, high

The first part of the final capped speed cycle consists of the vehicle speed trace of the interim capped speed
cycle up to the last sample in the high speed phase where v = v cap . The time of this sample is referred to as
t high .

Then, n add,high samples with v i = v cap shall be added, so that the time of the last sample is (t high + n add,high ).

The remaining part of the high speed phase of the interim capped speed cycle, which is identical with the same
part of the base cycle, shall then be added, so that the time of the last sample is (1477 + n add,high ).

In a next step, the first part of the extra high speed phase of the interim capped speed cycle up to the last
sample in the extra high speed phase where v = v cap shall be added. The time of this sample in the interim
capped speed is referred to as t exhigh, so that the time of this sample in the final capped speed cycle is (t exhigh +
n add,high ).

Then n add,exhigh samples with v i = v cap shall be added, so that the time of the last sample is (t exhigh + n add,high +
n add,exhigh ).

The remaining part of the extra high speed phase of the interim capped speed cycle, which is identical with the
same part of the base cycle, shall then be added, so that the time of the last sample is (1800 + n add,high +
n add,exhigh ).

The length of the final capped speed cycle is equivalent to the length of the base cycle except for differences
caused by the rounding process for n add,high and n add,exhigh .

9.2.3.2.3. v max, high <= v cap < v max, exhigh

The first part of the final capped speed cycle consists of the vehicle speed trace of the interim capped speed
cycle up to the last sample in the extra high speed phase where v = v cap . The time of this sample is referred to
as t exhigh .

Then, n add,exhigh samples with v i = v cap shall be added, so that the time of the last sample is (t exhigh + n add,exhigh ).

The remaining part of the extra high speed phase of the interim capped speed cycle, which is identical with the
same part of the base cycle, shall then be added, so that the time of the last sample is (1800 + n add,exhigh ).

The length of the final capped speed cycle is equivalent to the length of the base cycle except for differences
caused by the rounding process for n add,exhigh .

L 175/428 EN Official Journal of the European Union 7.7.2017

_Sub-Annex 2_

**Gear selection and shift point determination for vehicles equipped with manual transmissions**

1. General approach

1.1. The shifting procedures described in this Sub-Annex shall apply to vehicles equipped with manual shift trans­
missions.

1.2. The prescribed gears and shifting points are based on the balance between the power required to overcome driving
resistance and acceleration, and the power provided by the engine in all possible gears at a specific cycle phase.

1.3. The calculation to determine the gears to use shall be based on engine speeds and full load power curves versus
engine speed.

1.4. For vehicles equipped with a dual-range transmission (low and high), only the range designed for normal on-road
operation shall be considered for gear use determination.

1.5. The prescriptions for the clutch operation shall not be applied if the clutch is operated automatically without the
need of an engagement or disengagement of the driver.

1.6. This Sub-Annex shall not apply to vehicles tested according to Sub-Annex 8.

2. Required data and precalculations

The following data are required and calculations shall be performed in order to determine the gears to be used when
driving the cycle on a chassis dynamometer:

(a) P rated, the maximum rated engine power as declared by the manufacturer, kW;

(b) n rated, the rated engine speed at which an engine develops its maximum power. If the maximum power is
developed over an engine speed range, n rated shall be the minimum of this range, min [–1] ;

(c) n idle, idling speed, min [–1] ;

n idle shall be measured over a period of at least 1 minute at a sampling rate of at least 1 Hz with the engine
running in warm condition, the gear lever placed in neutral, and the clutch engaged. The conditions for
temperature, peripheral and auxiliary devices, etc. shall be the same as described in Sub-Annex 6 for the
Type 1 test.

The value to be used in this Sub-Annex shall be the arithmetic average over the measuring period, rounded or
truncated to the nearest 10 min [–1] ;

(d) ng, the number of forward gears;

The forward gears in the transmission range designed for normal on-road operation shall be numbered in
descending order of the ratio between engine speed in min [–1] and vehicle speed in km/h. Gear 1 is the gear with
the highest ratio, gear ng is the gear with the lowest ratio. ng determines the number of forward gears.

(e) ndv i, the ratio obtained by dividing the engine speed n by the vehicle speed v for each gear i, for i to ng max,
min [–1] /(km/h);

(f) f 0, f 1, f 2, road load coefficients selected for testing, N, N/(km/h), and N/(km/h) [2] respectively;

7.7.2017 EN Official Journal of the European Union L 175/429

(g) n max

n max_95, the minimum engine speed where 95 per cent of rated power is reached, min [–1] ;

If n max_95 is less than 65 per cent of n rated, n max_95 shall be set to 65 per cent of n rated .

If 65 per cent of ðn rated Ü ndv 3 _=_ ndv 2 Þ _<_ 1,1 Ü ðn idle þ 0,125 Ü ðn rated Ä n idle ÞÞ, n max_95 shall be set to:

1,1 Ü ðn idle þ 0,125 Ü ðn rated Ä n idle ÞÞ Ü ndv 2 _=_ ndv 3

n max ðng vmax Þ ¼ ndvðng vmax Þ Ü v max _;_ cycle

where:

ng vmax is defined in paragraph 2(i) of this Sub-Annex.;

v max,cycle is the maximum speed of the vehicle speed trace according to Sub-Annex 1, km/h;

n max is the maximum of n max_95 and n max (ng vmax ), min [–1] .

(h) P wot (n), the full load power curve over the engine speed range from n idle to n rated or n max, or ndv(ng vmax ) × v max,
whichever is higher.

ndv(ng vmax ) is the ratio obtained by dividing the engine speed n by the vehicle speed v for the gear ng vmax,
min [–1] /km/h;

The power curve shall consist of a sufficient number of data sets (n, P wot ) so that the calculation of interim
points between consecutive data sets can be performed by linear interpolation. Deviation of the linear inter­
polation from the full load power curve according to Annex XX shall not exceed 2 per cent. The first data set
shall be at n idle or lower. Data sets need not be spaced equally. The full load power at engine speeds not covered
by Annex XX (e.g. n idle ) shall be determined according to the method described in Annex XX.

(i) ng vmax

ng vmax, the gear in which the maximum vehicle speed is reached and shall be determined as follows:

If v max (ng) ≥ v max (ng-1), then,

ng vmax = ng

otherwise, ng vmax = ng-1

where:

v max (ng) is the vehicle speed at which the required road load power equals the available power, P wot, in gear
ng (see Figure A2/1a).

v max (ng-1) is the vehicle speed at which the required road load power equals the available power, P wot, in the
next lower gear (see Figure A2/1b).

L 175/430 EN Official Journal of the European Union 7.7.2017

The required road load power, kW, shall be calculated using the following equation:

max [þ][ f] [ 2] [ Ü][ v] max [ 3 ]
P required ¼ [f] [ 0] [ Ü][ v] [ max] [ þ][ f] [ 1] [ Ü][ v] [ 2 ]
3 600

where:

v max is the vehicle speed, km/h.

The available power at vehicle speed v max in gear ng or gear ng - 1 may be determined from the full load power
curve, P wot (n), by using the following equation:

n ng ¼ ndv ng Ü v max ðngÞ; n ngÄ1 ¼ ndv ngÄ1 Ü v max ðng Ä 1Þ

and by reducing the power values of the full load power curve by 10 per cent.

_Figure A2/1a_

**An example where ng** **max** **is the highest gear**

7.7.2017 EN Official Journal of the European Union L 175/431

_Figure A2/1b_

**An example where ng** **max** **is the 2** **[nd]** **highest gear**

(j) Exclusion of a crawler gear

Gear 1 may be excluded at the request of the manufacturer if all of the following conditions are fulfilled:

(1) The vehicle does not have a dual-range transmission;

(2) The vehicle family is homologated to tow a trailer;

(3) ðndv 1 _=_ ndvðng vmax ÞÞ Ü ðv max Ü ndvðng vmax Þ _=_ n rated Þ _>_ 7;

(4) ðndv 2 _=_ ndvðng vmax ÞÞ Ü ðv max Ü ndvðng vmax Þ _=_ n rated Þ _>_ 4;

(5) The vehicle, having a mass as defined in the equation below, shall be able to pull away from standstill within
4 seconds, on an uphill gradient of at least 12 per cent, on five separate occasions within a period of
5 minutes.

m r + 25 kg + (MC – m r – 25 kg) × 0,28 (0,15 in the case of category M vehicles).

where:

ndv(ng vmax ) is the ratio obtained by dividing the engine speed n by the vehicle speed v for gear ng vmax,
min –1 /km/h;

m r is the mass in running order, kg;

MC is the gross train mass (gross vehicle mass + max. trailer mass), kg.

L 175/432 EN Official Journal of the European Union 7.7.2017

In this case, gear 1 is not used when driving the cycle on a chassis dynamometer and the gears shall be
renumbered starting with the 2 [nd] gear as gear 1.

(k) Definition of n min_drive

n min_drive is the minimum engine speed when the vehicle is in motion, min [–1] ;

For n gear = 1, n min_drive = n idle,

For n gear = 2,

(a) for transitions from 1 [st] to 2 [nd] gear:

n min_drive = 1,15 ×n idle,

(b) for decelerations to standstill:

n min_drive = n idle .

(c) for all other driving conditions:

n min_drive = 0,9 × n idle .

For n gear        - 2, n min_drive shall be determined by:

n min_drive = n idle + 0,125 ×(n rated -n idle ).

The final result for n min_drive shall be rounded to the nearest integer. Example: 1 199,5 becomes 1 200, 1 199,4
becomes 1 199.

Higher values may be used if requested by the manufacturer.

(l) TM, test mass of the vehicle, kg.

3. Calculations of required power, engine speeds, available power, and possible gear to be used

3.1. Calculation of required power

For each second j of the cycle trace, the power required to overcome driving resistance and to accelerate shall be
calculated using the following equation:

f 0 Ü v j þ f 1 Ü v j 2 [þ][ f] [ 2] [ Ü][ v] j [ 3 ] [j] [ Ü][ v] [j] [ Ü][ TM ]
P required _;_ j ¼ Í 3 600 Î þ [kr][ Ü][ a] 3 600

where:

P required,j is the required power at second j, kW;

a j is the vehicle acceleration at second j, m/s [2], a j ¼ 3,6 [ð][v] Üð [j][þ][1] t j Ä þ1 vÄ j Þt j Þ [; ]

kr is a factor taking the inertial resistances of the drivetrain during acceleration into account and is set to
1,03.

3.2. Determination of engine speeds

For any v j < 1 km/h, it shall be assumed that the vehicle is standing still and the engine speed shall be set to.The
gear lever shall be placed in neutral with the clutch engaged except 1 second before beginning an acceleration from
standstill where first gear shall be selected with the clutch disengaged.

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For each v j ≥ 1 km/h of the cycle trace and each gear i, i = 1 to ng max, the engine speed, n i,j, shall be calculated using
the following equation:

n i _;_ j ¼ ndv i Ü v j

3.3. Selection of possible gears with respect to engine speed

The following gears may be selected for driving the speed trace at v j :

(a) all gears i < ng vmax where n min_drive ≤ n i,j ≤ n max_95,

(b) all gears i ≥ ng vmax where n min_drive ≤ n i,j ≤ n max (ng vmax )

(c) gear 1, if n 1,j < n min_drive .

If a j ≤ 0 and n i,j ≤ n idle, n i,j shall be set to n idle and the clutch shall be disengaged.

If a j        - 0 and n i,j ≤ (1,15 × n idle ), n i,j shall be set to (1,15 × n idle ) and the clutch shall be disengaged.

3.4. Calculation of available power

The available power for each possible gear i and each vehicle speed value of the cycle trace, shall be calculated using
the following equation:

P available_i _;_ j ¼ P wot ðn i _;_ j Þ Ü ð1 Ä ðSM þ ASMÞÞ

where:

P rated is the rated power, kW;

P wot is the power available at n i,j at full load condition from the full load power curve;

SM is a safety margin accounting for the difference between the stationary full load condition power curve and
the power available during transition conditions. SM is set to 10 per cent;

ASM is an additional exponential power safety margin, which may be applied at the request of the manufacturer.
ASM is fully effective between n idle and n start, and approaches zero exponentially at n end as described by the
following requirements:

If n i,j ≤ n start, then ASM = ASM 0 ;

If n i,j       - n start, then:

ASM ¼ ASM 0 Ü expðlnð0,005 _=_ ASM 0 Þ Ü ðn start Ä nÞ _=_ ðn start Ä n end ÞÞ

ASM 0, n start and n end shall be defined by the manufacturer but shall fulfil the following conditions:

n start ≥ n idle,

n end     - n start .

If a j       - 0 and i = 1 or i = 2 and P available_i,i < P required,j, n i,j shall be increased by increments of 1 min [–1] until
P available_i,i = P required,j, and the clutch shall be disengaged.

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3.5. Determination of possible gears to be used

The possible gears to be used shall be determined by the following conditions:

(a) The conditions of paragraph 3.3. are fulfilled, and

(b) P available_i,i ≥ P required,j

The initial gear to be used for each second of the cycle trace is the highest final possible gear, i max . When starting
from standstill, only the first gear shall be used.

The lowest final possible gear is i min .

4. Additional requirements for corrections and/or modifications of gear use

The initial gear selection shall be checked and modified in order to avoid too frequent gearshifts and to ensure
driveability and practicality.

An acceleration phase is a time period of more than 3 seconds with a vehicle speed ≥ 1 km/h and with monotonic
increase of vehicle speed. A deceleration phase is a time period of more than 3 seconds with a vehicle speed ≥ 1
km/h and with monotonic decrease of vehicle speed.

Corrections and/or modifications shall be made according to the following requirements:

(a) If a lower gear is required at a higher vehicle speed during an acceleration phase, the higher gears before shall be
corrected to the lower gear.

_Example:_ v j < v j+1 < v j+2 < v j+3 < v j+4 < v j+5 < v j+6 . The original calculated gear use is 2, 3, 3, 3, 2, 2, 3. In this
case the gear use shall be corrected to 2, 2, 2, 2, 2, 2, 3.

(b) Gears used during accelerations shall be used for a period of at least 2 seconds (e.g. a gear sequence 1, 2, 3, 3, 3,
3, 3 shall be replaced by 1, 1, 2, 2, 3, 3, 3). Gears shall not be skipped during acceleration phases.

(c) During a deceleration phase, gears with n gear       - 2 shall be used as long as the engine speed does not drop below
n min_drive .

If the duration of a gear sequence is only 1 second, it shall be replaced by gear 0 and the clutch shall be
disengaged.

If the duration of a gear sequence is 2 seconds, it shall be replaced by gear 0 for the 1 [st] second and for the 2 [nd]

second with the gear that follows after the 2 second period. The clutch shall be disengaged for the 1 [st] second.

_Example_ : A gear sequence 5, 4, 4, 2 shall be replaced by 5, 0, 2, 2.

(d) The 2 [nd] gear shall be used during a deceleration phase within a short trip of the cycle as long as the engine
speed does not drop below (0.9 × n idle ).

If the engine speed drops below n idle, the clutch shall be disengaged.

(e) If the deceleration phase is the last part of a short trip shortly before a stop phase and the 2 [nd] gear would only
be used for up to two seconds, the clutch may be either disengaged or the gear lever placed in neutral and the
clutch left engaged.

A downshift to first gear is not permitted during those deceleration phases.

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(f) If gear is used for a time sequence of 1 to 5 seconds and the gear prior to this sequence is lower and the gear
after this sequence is the same as or lower than the gear before this sequence, the gear for the sequence shall be
corrected to the gear before the sequence.

_Examples:_

(i) gear sequence i – 1, i, i – 1 shall be replaced by i – 1, i – 1,i – 1;

(ii) gear sequence i – 1, i, i, i – 1 shall be replaced by i – 1, i – 1, i – 1, i – 1;

(iii) gear sequence i – 1, i, i,i, i – 1 shall be replaced by i – 1, i – 1,i – 1, i – 1, i – 1;

(iv) gear sequence i – 1, i, i, i, i, i – 1 shall be replaced by i – 1, i – 1, i – 1, i – 1, i – 1,i – 1;

(v) gear sequence i – 1, i, i, i, i, i, i – 1 shall be replaced by i – 1, i – 1, i – 1, i – 1, i – 1,i – 1, i – 1.

In all cases (i) to (v), shall be fulfilled;

5. Paragraphs 4.(a) to 4.(f) inclusive shall be applied sequentially, scanning the complete cycle trace in each case. Since
modifications to paragraphs 4.(a) to 4.(f) of this Sub-Annex may create new gear use sequences, these new gear
sequences shall be checked three times and modified if necessary.

In order to enable the assessment of the correctness of the calculation, the average gear for v ≥ 1 km/h, rounded to
four places of decimal, shall be calculated and included in all relevant test reports.

L 175/436 EN Official Journal of the European Union 7.7.2017

_Sub-Annex 3_

**Reserved**

7.7.2017 EN Official Journal of the European Union L 175/437

_Sub-Annex 4_

**Road load and dynamometer setting**

1. Scope

This Sub-Annex describes the determination of the road load of a test vehicle and the transfer of that road
load to a chassis dynamometer.

2. Terms and definitions

2.1. Reserved

2.2. Reference speed points shall start at 20 km/h in incremental steps of 10 km/h and with the highest reference
speed according to the following provisions:

(a) The highest reference speed point shall be 130 km/h or the reference speed point immediately above the
maximum speed of the applicable test cycle if this value is less than 130 km/h. In the case that the
applicable test cycle contains less than the 4 cycle phases (Low, Medium, High and Extra High) and at the
request of the manufacturer and with approval of the approval authority, the highest reference speed may
be increased to the reference speed point immediately above the maximum speed of the next higher
phase, but no higher than 130 km/h; in this case road load determination and chassis dynamometer
setting shall be done with the same reference speed points;

(b) If a reference speed point applicable for the cycle plus 14 km/h is more than or equal to the maximum
vehicle speed v max, this reference speed point shall be excluded from the coastdown test and from chassis
dynamometer setting. The next lower reference speed point shall become the highest reference speed
point for the vehicle.

2.3. Unless otherwise specified, a cycle energy demand shall be calculated according to paragraph 5. of SubAnnex 7 over the target speed trace of the applicable drive cycle.

2.4. f 0, f 1, f 2 are the road load coefficients of the road load equation F = f 0 + f 1 × v + f 2 × v [2], determined
according to this Sub-Annex.

f 0 is the constant road load coefficient, N;

f 1 is the first order road load coefficient,, N/(km/h);

f 2 is the second order road load coefficient, N/(km/h) [2] .

Unless otherwise stated, the road load coefficients shall be calculated with a least square regression analysis
over the range of the reference speed points.

2.5. Rotational mass

2.5.1. Determination of m r

m r is the equivalent effective mass of all the wheels and vehicle components rotating with the wheels on the
road while the gearbox is placed in neutral, in kilograms (kg). m r shall be measured or calculated using an
appropriate technique agreed upon by the approval authority. Alternatively, m r may be estimated to be 3 per
cent of the sum of the mass in running order and 25 kg.

2.5.2. Application of rotational mass to the road load

Coastdown times shall be transferred to forces and vice versa by taking into account the applicable test mass
plus m r . This shall apply to measurements on the road as well as on a chassis dynamometer.

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2.5.3. Application of rotational mass for the inertia setting

If the vehicle is tested on a 4 wheel drive dynamometer and if both axles are rotating and influencing the
dynamometer measurement results, the equivalent inertia mass of the chassis dynamometer shall be set to
the applicable test mass.

Otherwise, the equivalent inertia mass of the chassis dynamometer shall be set to the test mass plus either
the equivalent effective mass of the wheels not influencing the measurement results or 50 per cent of m r .

3. General requirements

The manufacturer shall be responsible for the accuracy of the road load coefficients and will ensure this for
each production vehicle within the road load family. Tolerances within the road load determination, simu­
lation and calculation methods shall not be used to underestimate the road load of production vehicles. At
the request of the approval authority, the accuracy of the road load coefficients of an individual vehicle shall
be demonstrated.

3.1. Overall measurement accuracy

The required overall measurement accuracy shall be as follows:

(a) Vehicle speed: ± 0,2 km/h with a measurement frequency of at least 10 Hz;

(b) Time accuracy, precision and resolution: min. ± 10 ms;

(c) Wheel torque: ± 6 Nm or ± 0,5 per cent of the maximum measured total torque, whichever is greater,
for the whole vehicle, with a measurement frequency of at least 10 Hz;

(d) Wind speed: ± 0,3 m/s, with a measurement frequency of at least 1 Hz;

(e) Wind direction: ± 3°, with a measurement frequency of at least 1 Hz;

(f) Atmospheric temperature: ± 1 °C, with a measurement frequency of at least 0,1 Hz;

(g) Atmospheric pressure: ± 0,3 kPa, with a measurement frequency of at least 0,1 Hz;

(h) Vehicle mass measured on the same weigh scale before and after the test: ± 10 kg (± 20 kg for vehicles

           - 4 000 kg);

(i) Tyre pressure: ± 5 kPa;

(j) Wheel rotational frequency: ± 0,05 s [-1] or 1 per cent, whichever is greater.

3.2. Wind tunnel criteria

3.2.1. Wind velocity

The wind velocity during a measurement shall remain within ± 2 km/h at the centre of the test section. The
possible wind velocity shall be at least 140 km/h.

3.2.2. Air temperature

The air temperature during a measurement shall remain within ± 3 °C at the centre of the test section. The
air temperature distribution at the nozzle outlet shall remain within ± 3 °C.

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3.2.3. Turbulence

For an equally-spaced 3 by 3 grid over the entire nozzle outlet, the turbulence intensity, Tu, shall not exceed
1 per cent. See Figure A4/1.

_Figure A4/1_

**Turbulence intensity**

Tu ¼ [u′ ]
U ∞

where:

Tu is the turbulence intensity;

u′ is the turbulent velocity fluctuation, m/s;

U ∞ is the free flow velocity, m/s.

3.2.4. Solid blockage ratio

The vehicle blockage ratio ε sb expressed as the quotient of the vehicle frontal area and the area of the nozzle
outlet as calculated using the following equation, shall not exceed 0,35.

A f
ε sb ¼
A nozzle

where:

ε sb is the vehicle blockage ratio;

A f is the frontal area of the vehicle, m [2] ;

A nozzle is the nozzle outlet area, m [2] .

3.2.5. Rotating wheels

To properly determine the aerodynamic influence of the wheels, the wheels of the test vehicle shall rotate at
such a speed that the resulting vehicle velocity is within a ± 3 km/h tolerance of the wind velocity.

3.2.6. Moving belt

To simulate the fluid flow at the underbody of the test vehicle, the wind tunnel shall have a moving
belt extending from the front to the rear of the vehicle. The linear speed of the moving belt shall be
within ± 3 km/h of the wind velocity.

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3.2.7. Fluid flow angle

At nine equally distributed points over the nozzle area, the root mean square deviation of both angles (Y-, Zplane) α and β at the nozzle outlet shall not exceed 1°.

3.2.8. Air pressure

At nine equally distributed points over the nozzle outlet area, the standard deviation of the total pressure at
the nozzle outlet shall be equal to or less than 0.02.

ΔP t
σ
Í q

Ï 0,02
Î

where:

σ is the standard deviation of the pressure ratio [Ä] [ΔP] q [t] Ö ;

ΔP t is the variation of total pressure between the measurement points, N/m [2] ;

q is the dynamic pressure, N/ m [2] .

The absolute difference of the pressure coefficient cp over a distance 3 metres ahead and 3 metres behind the
centre of the balance in the empty test section and at a height of the centre of the nozzle outlet shall not
deviate more than ± 0,02.

jcp x¼þ3m Ä cp x¼Ä3m j Ï 0,02

where:

cp is the pressure coefficient.

3.2.9. Boundary layer thickness

At x = 0 (balance center point), the wind velocity shall have at least 99 per cent of the inflow velocity 30
mm above the wind tunnel floor.

δ 99 ðx ¼ 0 mÞ Ï 30 mm

where:

δ 99 is the distance perpendicular to the road, where 99 per cent of free stream velocity is reached (boundary
layer thickness).

3.2.10. Restraint blockage ratio

The restraint system mounting shall not be in front of the vehicle. The relative blockage ratio of the vehicle
frontal area due to the restraint system, ε restr, shall not exceed 0,10.

ε restr ¼ [A] A [ restr] f

where:

ε restr is the relative blockage ratio of the restraint system;

A restr is the frontal area of the restraint system projected on the nozzle face, m [2] ;

A f is the frontal area of the vehicle, m [2] .

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3.2.11. Measurement accuracy of the balance in the x-direction

The inaccuracy of the resulting force in the x-direction shall not exceed ± 5 N. The resolution of the
measured force shall be within ± 3 N.

3.2.12. Measurement repeatability

The repeatability of the measured force shall be within ± 3 N.

4. Road load measurement on road

4.1. Requirements for road test

4.1.1. Atmospheric conditions for road test

4.1.1.1. Permissible wind conditions

The maximum permissible wind conditions for road load determination are described in paragraphs
4.1.1.1.1. and 4.1.1.1.2.

In order to determine the applicability of the type of anemometry to be used, the arithmetic average of the
wind speed shall be determined by continuous wind speed measurement, using a recognized meteorological
instrument, at a location and height above the road level alongside the test road where the most represen­
tative wind conditions will be experienced.

If tests in opposite directions cannot be performed at the same part of the test track (e.g. on an oval test
track with an obligatory driving direction), wind speed and direction at each part of the test track shall be
measured. In this case the higher measured value determines the type of anemometry to be used and the
lower value the criterion for the allowance of waiving of a wind correction.

4.1.1.1.1. Permissible wind conditions when using stationary anemometry

Stationary anemometry shall be used only when wind speeds over a period of 5 seconds averages less than 5
m/s and peak wind speeds are less than 8 m/s for less than 2 seconds. In addition, the vector component of
the wind speed across the test road shall be less than 2 m/s. Any wind correction shall be calculated as given
in paragraph 4.5.3. of this Sub-Annex. Wind correction may be waived when the lowest arithmetic average
wind speed is 2 m/s or less.

4.1.1.1.2. Wind conditions using on-board anemometry

For testing with an on-board anemometer, a device shall be used as described in paragraph 4.3.2. of this SubAnnex. The overall arithmetic average of the wind speed during the test activity over the test road shall be
less than 7 m/s with peak wind speeds of less than 10 m/s. In addition, the vector component of the wind
speed across the road shall be less than 4 m/s.

4.1.1.2. Atmospheric temperature

The atmospheric temperature should be within the range of 5 °C up to and including 35 °C.

If the difference between the highest and the lowest measured temperature during the coastdown test is more
than 5 °C, the temperature correction shall be applied separately for each run with the arithmetic average of
the ambient temperature of that run.

In that case the values of the road load coefficients f 0, f 1 and f 2 shall be determined and corrected for each
individual run. The final set of f 0, f 1 and f 2 values shall be the arithmetic average of the individually corrected
coefficients f 0, f 1 and f 2 respectively.

At its option, a manufacturer may choose to perform coastdowns between 1 °C and 5 °C.

L 175/442 EN Official Journal of the European Union 7.7.2017

4.1.2. Test road

The road surface shall be flat, even, clean, dry and free of obstacles or wind barriers that might impede the
measurement of the road load, and its texture and composition shall be representative of current urban and
highway road surfaces. The longitudinal slope of the test road shall not exceed ± 1 per cent. The local slope
between any points 3 metres apart shall not deviate more than ± 0,5 per cent from this longitudinal slope. If
tests in opposite directions cannot be performed at the same part of the test track (e.g. on an oval test track
with an obligatory driving direction), the sum of the longitudinal slopes of the parallel test track segments
shall be between 0 and an upward slope of 0,1 per cent. The maximum camber of the test road shall be 1,5
per cent.

4.2. Preparation

4.2.1. Test vehicle

Each test vehicle shall conform in all its components with the production series, or, if the vehicle is different
from the production vehicle, a full description shall be included in all relevant test reports.

4.2.1.1. Without using the interpolation method

A test vehicle (vehicle H) with the combination of road load relevant characteristics (i.e. mass, aerodynamic
drag and tyre rolling resistance) producing the highest cycle energy demand shall be selected from the
interpolation family (see paragraph 5.6. of this Annex).

If the aerodynamic influence of the different wheel rims within one interpolation family is not known, the
selection shall be based on the highest expected aerodynamic drag. As a guideline, the highest aerodynamic
drag may be expected for a wheel with a) the largest width, b) the largest diameter, and c) the most open
structure design (in that order of importance).

The wheel selection shall be executed without prejudice to the requirement of the highest cycle energy
demand.

4.2.1.2. Using the interpolation method

At the request of the manufacturer, the interpolation method may be applied for individual vehicles in the
interpolation family (see paragraph 1.2.3.1. of Sub-Annex 6 and paragraph 3.2.3.2. of Sub-Annex 7).

In this case, two test vehicles shall be selected from the interpolation family complying with the requirements
of the interpolation method (paragraphs 1.2.3.1. and 1.2.3.2. of Sub-Annex 6).

Test vehicle H shall be the vehicle producing the higher, and preferably highest, cycle energy demand of that
selection, test vehicle L the one producing the lower, and preferably lowest, cycle energy demand of that
selection.

All items of optional equipment and/or body shapes that are chosen not to be considered in the inter­
polation method shall be fitted to both test vehicles H and L such that these items of optional equipment
produce the highest combination of the cycle energy demand due to their road load relevant characteristics
(i.e. mass, aerodynamic drag and tyre rolling resistance).

4.2.1.3. Application of the road load family

4.2.1.3.1. At the request of the manufacturer and upon fulfilling the criteria of paragraph 5.7. of this Annex, the road
load values for vehicles H and L of an interpolation family shall be calculated.

4.2.1.3.2. For the purposes of paragraph 4.2.1.3. of this Sub-Annex, vehicle H of a road load family shall be designated
vehicle H R . All references to vehicle H in paragraph 4.2.1. of this Sub-Annex shall be replaced by vehicle H R
and all references to an interpolation family in paragraph 4.2.1. of this Sub-Annex shall be replaced by road
load family.

7.7.2017 EN Official Journal of the European Union L 175/443

4.2.1.3.3. For the purposes of paragraph 4.2.1.3. of this Sub-Annex, vehicle L of a road load family shall be designated
vehicle L R . All references to vehicle L in paragraph 4.2.1. of this Sub-Annex shall be replaced by vehicle L R
and all references to an interpolation family in paragraph 4.2.1. of this Sub-Annex shall be replaced by road
load family.

4.2.1.3.4. Notwithstanding the requirements referring to the range of an interpolation family in paragraphs 1.2.3.1. and
1.2.3.2. of Sub-Annex 6, the difference in cycle energy demand between H R and L R of the road load family
shall be at least 4 per cent and shall not exceed 35 per cent based on H R over a complete WLTC Class 3
cycle.

If more than one transmission is included in the road load family, a transmission with the highest power
losses shall be used for road load determination.

4.2.1.3.5. Road loads H R and/or L R shall be determined according to this Sub-Annex.

The road load of vehicles H (and L) of an interpolation family within the road load family shall be calculated
according to paragraphs 3.2.3.2.2. to 3.2.3.2.2.4. inclusive of Sub-Annex 7, by:

(a) using H R and L R of the road load family instead of H and L as inputs for the equations;

(b) using the road load parameters (i.e. test mass, Δ(C D × A f ) compared to vehicle L R, and tyre rolling
resistance) of vehicle H (or L) of the interpolation family as inputs for the " individual vehicle " ;

(c) repeating this calculation for each H and L vehicle of every interpolation family within the road load
family.

The road load interpolation shall only be applied on those road load relevant characteristics that were
identified to be different between test vehicle L R and H R . For other road load relevant characteristic(s), the
value of vehicle H R shall apply.

4.2.1.4. Application of the road load matrix family

A vehicle that fulfils the criteria of paragraph 5.8. of this Annex that is:

(a) representative of the intended series of complete vehicles to be covered by the road load matrix family in
terms of estimated worst C D value and body shape, and

(b) representative of the intended series of vehicles to be covered by the road load matrix family in terms of
estimated average of the mass of optional equipment, shall be used to determine the road load.

In the case that no representative body shape for a complete vehicle can be determined, the test vehicle shall
be equipped with a square box with rounded corners with radii of maximum of 25 mm and a width equal to
the maximum width of the vehicles covered by the road load matrix family, and a total height of the test
vehicle of 3,0 m ± 0,1 m, including the box.

The manufacturer and the approval authority shall agree which vehicle test model is representative.

The vehicle parameters test mass, tyre rolling resistance and frontal area of both a vehicle H M and L M shall be
determined in such a way that vehicle H M produces the highest cycle energy demand and vehicle L M the
lowest cycle energy from the road load matrix family. The manufacturer and the approval authority shall
agree on the vehicle parameters for vehicle H M and L M .

The road load of all individual vehicles of the road load matrix family, including H M and L M, shall be
calculated according to paragraph 5.1. of this Sub-Annex.

L 175/444 EN Official Journal of the European Union 7.7.2017

4.2.1.5. Movable aerodynamic body parts

Movable aerodynamic body parts on the test vehicles shall operate during road load determination as
intended under WLTP Type 1 test conditions (test temperature, vehicle speed and acceleration range,
engine load, etc.).

Every vehicle system that dynamically modifies the vehicle’s aerodynamic drag (e.g. vehicle height control)
shall be considered to be a movable aerodynamic body part. Appropriate requirements shall be added if
future vehicles are equipped with movable aerodynamic items of optional equipment whose influence on
aerodynamic drag justifies the need for further requirements.

4.2.1.6. Weighing

Before and after the road load determination procedure, the selected vehicle shall be weighed, including the
test driver and equipment, to determine the arithmetic average mass, m av . The mass of the vehicle shall be
greater than or equal to the test mass of vehicle H or of vehicle L at the start of the road load determination
procedure.

4.2.1.7. Test vehicle configuration

The test vehicle configuration shall be included in all relevant test reports and shall be used for any
subsequent coastdown testing.

4.2.1.8. Test vehicle condition

4.2.1.8.1. Run-in

The test vehicle shall be suitably run-in for the purpose of the subsequent test for at least 10 000 but no
more than 80 000 km.

4.2.1.8.1.1. At the request of the manufacturer, a vehicle with a minimum of 3 000 km may be used.

4.2.1.8.2. Manufacturer's specifications

The vehicle shall conform to the manufacturer’s intended production vehicle specifications regarding tyre
pressures described in paragraph 4.2.2.3. of this Sub-Annex, wheel alignment described in paragraph
4.2.1.8.3. of this Sub-Annex, ground clearance, vehicle height, drivetrain and wheel bearing lubricants,
and brake adjustment to avoid unrepresentative parasitic drag.

4.2.1.8.3. Wheel alignment

Toe and camber shall be set to the maximum deviation from the longitudinal axis of the vehicle in the range
defined by the manufacturer. If a manufacturer prescribes values for toe and camber for the vehicle, these
values shall be used. At the request of the manufacturer, values with higher deviations from the longitudinal
axis of the vehicle than the prescribed values may be used. The prescribed values shall be the reference for all
maintenance during the lifetime of the vehicle.

Other adjustable wheel alignment parameters (such as caster) shall be set to the values recommended by the
manufacturer. In the absence of recommended values, they shall be set to the arithmetic average of the range
defined by the manufacturer.

Such adjustable parameters and set values shall be included in all relevant test sheets.

4.2.1.8.4. Closed panels

During the road load determination, the engine compartment cover, luggage compartment cover, manuallyoperated movable panels and all windows shall be closed.

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4.2.1.8.5. Coastdown mode

If the determination of dynamometer settings cannot meet the criteria described in paragraphs 8.1.3. or
8.2.3. of this Sub-Annex due to non-reproducible forces, the vehicle shall be equipped with a vehicle
coastdown mode. The coastdown mode shall be approved by the approval authority and the use of a
coastdown mode shall be included in all relevant test reports.

4.2.1.8.5.1. If a vehicle is equipped with a vehicle coastdown mode, it shall be engaged both during road load deter­
mination and on the chassis dynamometer.

4.2.2. Tyres

4.2.2.1. Tyre selection

The selection of tyres shall be based on paragraph 4.2.1. of this Sub-Annex with their rolling resistances
measured according to Annex 6 of UN/ECE Regulation No. 11702 series of amendments.

The rolling resistance coefficients shall be aligned and categorised according to the rolling resistance classes
in Regulation (EC) No 1222/2009.

The actual rolling resistance values for the tyres fitted to the test vehicles shall be used to determine the
gradient of the interpolation line of the interpolation method in paragraph 3.2.3.2 of Sub-Annex 7. For
individual vehicles in the interpolation family, the interpolation method shall be based on the RRC class
value for the tyres fitted to an individual vehicle as provided in Table A4/1.

_Table A4/1_

**Energy efficiency classes of rolling resistance coefficients (RRC) for tyre categories C1, C2 and**

|Energy efficien|ncy classes of rolling resista|ance coefficients (RRC) for C3, kg/tonne|tyre categories C1, C2 and|
|---|---|---|---|
|Energy Efficiency<br>Class|C1 class value|C2 class value|C3 class value|
|A <br>B <br>C <br>D <br>E <br>F <br>G|RRC = 5,9<br>RRC = 7,1<br>RRC = 8,4<br>Empty<br>RRC = 9,8<br>RRC = 11,3<br>RRC = 12,9|RRC = 4,9<br>RRC = 6,1<br>RRC = 7,4<br>Empty<br>RRC = 8,6<br>RRC = 9,9<br>RRC = 11,2|RRC = 3,5<br>RRC = 4,5<br>RRC = 5,5<br>RRC = 6,5<br>RRC = 7,5<br>RRC = 8,5<br>Empty|

4.2.2.2. Tyre condition

Tyres used for the test shall:

(a) Not be older than 2 years after the production date;

(b) Not be specially conditioned or treated (e.g. heated or artificially aged), with the exception of grinding in
the original shape of the tread;

(c) Be run-in on a road for at least 200 km before road load determination;

(d) Have a constant tread depth before the test between 100 and 80 per cent of the original tread depth at
any point over the full tread width of the tyre.

L 175/446 EN Official Journal of the European Union 7.7.2017

4.2.2.2.1. After measurement of tread depth, driving distance shall be limited to 500 km. If 500 km are exceeded, tread
depth shall be measured again.

4.2.2.3. Tyre pressure

The front and rear tyres shall be inflated to the lower limit of the tyre pressure range for the respective axle
for the selected tyre at the coastdown test mass, as specified by the vehicle manufacturer.

4.2.2.3.1. Tyre pressure adjustment

If the difference between ambient and soak temperature is more than 5 °C, the tyre pressure shall be adjusted
as follows:

(a) The tyres shall be soaked for more than 1 hour at 10 per cent above the target pressure;

(b) Prior to testing, the tyre pressure shall be reduced to the inflation pressure as specified in paragraph
4.2.2.3. of this Sub-Annex, adjusted for difference between the soaking environment temperature and the
ambient test temperature at a rate of 0,8 kPa per 1 °C using the following equation:

Δp t ¼ 0,8 Ü ðT soak Ä T amb Þ

where:

ΔP t is the tyre pressure adjustment added to the tyre pressure defined in paragraph 4.2.2.3. of this
Sub-Annex, kPa;

0,8 is the pressure adjustment factor, kPa/°C;

T soak is the tyre soaking temperature, °C;

T amb is the test ambient temperature, °C.

(c) Between the pressure adjustment and the vehicle warm-up, the tyres shall be shielded from external heat
sources including sun radiation.

4.2.3. Instrumentation

Any instruments shall be installed in such a manner as to minimise their effects on the aerodynamic
characteristics of the vehicle.

If the effect of the installed instrument on (C D × A f ) is expected to be greater than 0,015 m [2], the vehicle with
and without the instrument shall be measured in a wind tunnel fulfilling the criterion in paragraph 3.2. of
this Sub-Annex. The corresponding difference shall be subtracted from f 2 . At the request of the manufacturer,
and with approval of the approval authority, the determined value may be used for similar vehicles where the
influence of the equipment is expected to be the same.

4.2.4. Vehicle warm-up

4.2.4.1. On the road

Warming up shall be performed by driving the vehicle only.

4.2.4.1.1. Before warm-up, the vehicle shall be decelerated with the clutch disengaged or an automatic transmission
placed in neutral by moderate braking from 80 to 20 km/h within 5 to 10 seconds. After this braking, there
shall be no further actuation or manual adjustment of the braking system.

At the request of the manufacturer and upon approval of the approval authority, the brakes may also be
activated after the warm-up with the same deceleration as described in this paragraph and only if necessary.

7.7.2017 EN Official Journal of the European Union L 175/447

4.2.4.1.2. Warming up and stabilization

All vehicles shall be driven at 90 per cent of the maximum speed of the applicable WLTC. The vehicle may
be driven at 90 per cent of the maximum speed of the next higher phase (see Table A4/2) if this phase is
added to the applicable WLTC warm-up procedure as defined in paragraph 7.3.4. of this Sub-Annex. The
vehicle shall be warmed up for at least 20 minutes until stable conditions are reached.

_Table A4/2_

**Warming-up and stabilization across phases**

|Vehicle class|Applicable WLTC|90 per cent of<br>maximum speed|Next higher phase|
|---|---|---|---|
|Class1|Low 1 + Medium 1|58 km/h|NA|
|Class2|Low 2 + Medium 2 + High 2 + Extra High 2|111 km/h|NA|
|Class2|Low 2 + Medium 2 + High 2|77 km/h|Extra High (111 km/h)|
|Class3|Low 3 + Medium 3 + High 3 + Extra High 3|118 km/h|NA|
|Class3|Low 3 + Medium 3 + High 3|88 km/h|Extra High (118 km/h)|

4.2.4.1.3. Criterion for stable condition

Refer to paragraph 4.3.1.4.2. of this Sub-Annex.

4.3. Measurement and calculation of road load by the coastdown method

The road load shall be determined by using either the stationary anemometry (paragraph 4.3.1. of this SubAnnex) or the on-board anemometry (paragraph 4.3.2. of this Sub-Annex) method.

4.3.1. Coastdown method with stationary anemometry

4.3.1.1. Selection of reference speeds for road load curve determination

Reference speeds for road load determination shall be selected according to paragraph 2. of this Sub-Annex.

4.3.1.2. Data collection

During the test, elapsed time and vehicle speed shall be measured at a minimum frequency of 5 Hz.

4.3.1.3. Vehicle coastdown procedure

4.3.1.3.1. Following the vehicle warm-up procedure described in paragraph 4.2.4. of this Sub-Annex and immediately
prior to each test measurement, the vehicle shall be accelerated to 10 to 15 km/h above the highest reference
speed and shall be driven at that speed for a maximum of 1 minute. After that, the coastdown shall be
started immediately.

4.3.1.3.2. During coastdown, the transmission shall be in neutral. Any movement of the steering wheel shall be
avoided as much as possible, and the vehicle brakes shall not be operated.

4.3.1.3.3. The test shall be repeated until the coastdown data satisfy the statistical precision requirements as specified in
paragraph 4.3.1.4.2.

4.3.1.3.4. Although it is recommended that each coastdown run be performed without interruption, split runs may be
performed if data cannot be collected in a single run for all the reference speed points. For split runs, care
shall be taken so that vehicle conditions remain as stable as possible at each split point.

L 175/448 EN Official Journal of the European Union 7.7.2017

4.3.1.4. Determination of road load by coastdown time measurement

4.3.1.4.1. The coastdown time corresponding to reference speed as the elapsed time from vehicle speed (v j + 5 km/h)
to (v j – 5 km/h) shall be measured.

4.3.1.4.2. These measurements shall be carried out in opposite directions until a minimum of three pairs of
measurements have been obtained that satisfy the statistical precision p j, defined in the following equation.

[j]
p j ¼ [h] ~~f~~ [ Ü] ~~f~~ **f** i ~~f~~ **f** i ~~f~~ **f** i [ σ] ~~f~~ **f** i ~~f~~ **f** i **f** i ~~**f**~~ fi Ï 0,03
n Ü Δt
~~p~~ j

where:

P j is the statistical precision of the measurements made at reference speed v j ;

n is the number of pairs of measurements;

Δt j is the arithmetic average of the coastdown time at reference speed v j in seconds, given by the equation:

n
Δt j ¼ n 1
~~P~~ i¼1 Δt
ji

where:

Δt ji is the harmonic arithmetic average coastdown time of the i [th] pair of measurements at velocity v j,
seconds, s, given by the equation:

**f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** i

**f** i **f** i **f** i **f** i **f** i **f** i fi

2
Δt ji ¼ 1 1

þ

~~Ê~~ Δt ~~Ì~~ ~~Ê~~ Δt
jai jbi

**f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** i

**f** i **f** i **f** i **f** i **f** i **f** i fi

~~Ì~~

**f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** i

**f** i **f** i **f** i **f** i **f** i **f** i fi

where:

Δt jai and Δt jbi are the coastdown times of the i [th] measurement at reference speed v j, in seconds, s, in the
respective directions a and b;

**f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** i

**f** i **f** i **f** i **f** i **f** i **f** i fi

σ j is the standard deviation, expressed in seconds, s, defined by:

**f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** i

**f** i **f** i **f** i **f** i **f** i **f** i fi

**f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** i

σ j ¼

h is a coefficient given in Table A4/3.

**f** i **f** i **f** i **f** i **f** i **f** i fi

f **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** i

rn Ä1 1 X n i¼1 ðΔt ji Ä Δt pj Þ [2]

**f** i **f** i **f** i **f** i **f** i **f** i fi

f **f** i f **f** i f **f** i f **f** i f **f** i f **f** i f **f** i f **f** i f **f** i f **f** i f **f** i f **f** i f **f** i f **f** i f **f** i f **f** i f **f** i f **f** i f **f** i f **f** i f **f** i f **f** i f **f** i f **f** i
n Ä1 1 X n i¼1 ðΔt ji Ä Δt pj Þ [2]

**f** i **f** i **f** i **f** i **f** i **f** i fi

**f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** i

X n i

**f** i **f** i **f** i **f** i **f** i **f** i fi

**f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** i

_Table A4/3_

**Coefficient h as function of n**

|n|h|p ffiffiffi<br>h/ n|n|h|p ffiffiffi<br>h/ n|
|---|---|---|---|---|---|
|3|4,3|2,48|10|2,2|0,73|
|4|3,2|1,60|11|2,2|0,66|
|5|2,8|1,25|12|2,2|0,64|
|6|2,6|1,06|13|2,2|0,61|
|7|2,5|0,94|14|2,2|0,59|
|8|2,4|0,85|15|2,2|0,57|
|9|2,3|0,77||||

7.7.2017 EN Official Journal of the European Union L 175/449

4.3.1.4.3. If during a measurement in one direction any external factor or driver action occurs that influences the road
load test, that measurement and the corresponding measurement in the opposite direction shall be rejected.

The maximum number of pairs that still fulfil the statistical accuracy as defined in paragraph 4.3.1.4.2. shall
be evaluated and the number of rejected pairs of measurement shall not exceed 1/3 of the total number of
measurement pairs.

4.3.1.4.4. The following equation shall be used to compute the arithmetic average of the road load where the harmonic
arithmetic average of the alternate coastdown times shall be used.

F j ¼ [1 ] Þ Ü [2][ Ü][ Δv ]
3,6 [Ü ð][m] [ av] [ þ][ m] [ r] Δt j

where:

Δt j is the harmonic arithmetic average of alternate coastdown time measurements at velocity v j, seconds,
s, given by:

2
Δt j ¼ 1 þ [1 ]
Δt Δt
ja jb
where:

Δt ja and Δt jb are the arithmetic average coastdown times in directions a and b, respectively, corresponding to
reference speed v j, in seconds, s, given by the following two equations:

n
X

Δt ja ¼ [1 ]
n

Δt

X jai

i¼1

and:

n
X

Δt jb ¼ [1 ]
n

Δt

X jbi

i¼1

where:

m av is the arithmetic average of the test vehicle masses at the beginning and end of road load deter­
mination, kg;

m r is the equivalent effective mass of rotating components according to paragraph 2.5.1. of this SubAnnex;

The coefficients, f 0, f 1 and f 2, and in the road load equation shall be calculated with a least squares regression
analysis.

In the case that the tested vehicle is the representative vehicle of a road load matrix family, the coefficient f 1
shall be set to zero and the coefficients f 0 and f 2 shall be recalculated with a least squares regression analysis.

4.3.2. Coastdown method with on-board anemometry

The vehicle shall be warmed up and stabilised according to paragraph 4.2.4. of this Sub-Annex.

4.3.2.1. Additional instrumentation for on-board anemometry

The on-board anemometer and instrumentation shall be calibrated by means of operation on the test vehicle
where such calibration occurs during the warm-up for the test.

L 175/450 EN Official Journal of the European Union 7.7.2017

4.3.2.1.1. Relative wind speed shall be measured at a minimum frequency of 1 Hz and to an accuracy of 0.3 m/s.
Vehicle blockage shall be accounted for in the calibration of the anemometer.

4.3.2.1.2. Wind direction shall be relative to the direction of the vehicle. The relative wind direction (yaw) shall be
measured with a resolution of 1 degree and an accuracy of 3 degrees; the dead band of the instrument shall
not exceed 10 degrees and shall be directed towards the rear of the vehicle.

4.3.2.1.3. Before the coastdown, the anemometer shall be calibrated for wind speed and yaw offset as specified in
ISO 10521-1:2006(E) Annex A.

4.3.2.1.4. Anemometer blockage shall be corrected for in the calibration procedure as described in ISO 105211:2006(E) Annex A in order to minimise its effect.

4.3.2.2. Selection of vehicle speed range for road load curve determination

The test vehicle speed range shall be selected according to paragraph 2.2. of this Sub-Annex.

4.3.2.3. Data collection

During the procedure, elapsed time, vehicle speed, and air velocity (wind speed, direction) relative to the
vehicle, shall be measured at a frequency of 5 Hz. Ambient temperature shall be synchronised and sampled
at a minimum frequency of 1 Hz.

4.3.2.4. Vehicle coastdown procedure

The measurements shall be carried out in opposite directions until a minimum of ten consecutive runs (five
in each direction) have been obtained. Should an individual run fail to satisfy the required on-board
anemometry test conditions, that run and the corresponding run in the opposite direction shall be
rejected. All valid pairs shall be included in the final analysis with a minimum of 5 pairs of coastdown
runs. See paragraph 4.3.2.6.10. of this Sub-Annex for statistical validation criteria.

The anemometer shall be installed in a position such that the effect on the operating characteristics of the
vehicle is minimised.

The anemometer shall be installed according to one of the options below:

(a) Using a boom approximately 2 metres in front of the vehicle’s forward aerodynamic stagnation point;

(b) On the roof of the vehicle at its centreline. If possible, the anemometer shall be mounted within 30 cm
from the top of the windshield.

(c) On the engine compartment cover of the vehicle at its centreline, mounted at the midpoint position
between the vehicle front and the base of the windshield.

In all cases, the anemometer shall be mounted parallel to the road surface. In the event that positions (b) or
(c) are used, the coastdown results shall be analytically adjusted for the additional aerodynamic drag induced
by the anemometer. The adjustment shall be made by testing the coastdown vehicle in a wind tunnel both
with and without the anemometer installed in the same position as used on the track., The calculated
difference shall be the incremental aerodynamic drag coefficient C D combined with the frontal area,
which shall be used to correct the coastdown results.

4.3.2.4.1. Following the vehicle warm-up procedure described in paragraph 4.2.4. of this Sub-Annex and immediately
prior to each test measurement, the vehicle shall be accelerated to 10 to 15 km/h above the highest reference
speed and shall be driven at that speed for a maximum of 1 minute. After that, the coastdown shall be
started immediately.

7.7.2017 EN Official Journal of the European Union L 175/451

4.3.2.4.2. During a coastdown, the transmission shall be in neutral. Any steering wheel movement shall be avoided as
much as possible, and the vehicle’s brakes shall not be operated.

4.3.2.4.3. It is recommended that each coastdown run be performed without interruption. Split runs may however be
performed if data cannot be collected in a single run for all the reference speed points. For split runs, care
shall be taken so that vehicle conditions remain as stable as possible at each split point.

4.3.2.5. Determination of the equation of motion

Symbols used in the on-board anemometer equations of motion are listed in Table A4/4.

_Table A4/4_

**Symbols used in the on-board anemometer equations of motion**

|Symbol|Units|Description|
|---|---|---|
|A f <br>a 0 … a n <br>A m <br>B m <br>C m <br>C D (Y)<br>D <br>D aero <br>D f <br>D grav <br>D mech <br>D r <br>D tyre <br>(dh/ds)<br>(dv/dt)<br>g <br>m av <br>ρ <br>t <br>T <br>v <br>v r <br>Y|m 2 <br>degrees -1 <br>N <br>N/(km/h)<br>N/(km/h) 2 <br>N <br>N <br>N <br>N <br>N <br>N <br>N <br>— <br>m/s 2 <br>m/s 2 <br>kg<br>kg/m 3 <br>s <br>K <br>km/h<br>km/h<br>degrees|frontal area of the vehicle<br>Aerodynamic drag coefficients as a function of yaw angle<br>mechanical drag coefficient<br>mechanical drag coefficient<br>mechanical drag coefficient<br>aerodynamic drag coefficient at yaw angle Y<br>drag<br>aerodynamic drag<br>front axle drag (including driveline)<br>gravitational drag<br>mechanical drag<br>rear axle drag (including driveline)<br>tyre rolling resistance<br>sine of the slope of the track in the direction of travel<br>(+ indicates ascending)<br>acceleration<br>gravitational constant<br>arithmetic average mass of the test vehicle before and<br>after road load determination<br>air density<br>time<br>Temperature<br>vehicle speed<br>relative wind speed<br>yaw angle of apparent wind relative to direction of<br>vehicle travel|

L 175/452 EN Official Journal of the European Union 7.7.2017

4.3.2.5.1. General form

The general form of the equation of motion is as follows:

dv
Äm e ÊdtÌ ¼ D mech þ D aero þ D grav

where:

D mech = D tyre + D f + D r ;

D aero = D aero ¼ ð [1 ] 2 ÞρC D ðYÞA f v r [2 ] [; ]

dh
D grav = D grav ¼ m Ü g Ü ÊdsÌ

In the case that the slope of the test track is equal to or less than 0.1 per cent over its length, D grav may be
set to zero.

4.3.2.5.2. Mechanical drag modelling

Mechanical drag consisting of separate components representing tyre D tyre and front and rear axle frictional
losses, D f and D r, including transmission losses) shall be modelled as a three-term polynomial as a function
of vehicle speed v as in the equation below:

D mech ¼ A m þ B m v þ C m v [2]

where:

A m, B m, and C m are determined in the data analysis using the least squares method. These constants reflect
the combined driveline and tyre drag.

In the case that the tested vehicle is the representative vehicle of a road load matrix family, the coefficient B m
shall be set to zero and the coefficients A m and C m shall be recalculated with a least squares regression
analysis.

4.3.2.5.3. Aerodynamic drag modelling

The aerodynamic drag coefficient C D (Y) shall be modelled as a four-term polynomial as a function of yaw
angle Y as in the equation below:

C D ðYÞ ¼ a 0 þ a 1 Y þ a 2 Y [2] þ a 3 Y [3] þ a 4 Y [4]

a 0 to a 4 are constant coefficients whose values are determined in the data analysis.

The aerodynamic drag shall be determined by combining the drag coefficient with the vehicle’s frontal area
A f and the relative wind velocity v r :

1
D aero ¼ Ü ρ Ü A f Ü v r [2 ] [Ü][ C] [ D] ðYÞ
Ê2Ì

1
D aero ¼ Ü ρ Ü A f Ü v r [2 ] [ð][a] [ 0] [ þ][ a] [ 1] [ Y][ þ][ a] [ 2] [ Y] [ 2] [ þ][ a] [ 3] [ Y] [ 3] [ þ][ a] [ 4] [ Y] [ 4] Þ
Ê2Ì

7.7.2017 EN Official Journal of the European Union L 175/453

4.3.2.5.4. Final equation of motion

Through substitution, the final form of the equation of motion becomes:

dv
m e
Êdt

Ì Ü ρ Ü A f Ü v r [2 ] [ð][a] [ 0] [ þ][ a] [ 1] [ Y][ þ][ a] [ 2] [ Y] [ 2] [ þ][ a] [ 3] [ Y] [ 3] [ þ][ a] [ 4] [ Y] [ 4] þÞ ðm Ü g Ü [dh ] ds ~~Þ~~

1
¼ A m þ B m v þ C m v [2] þ
Ì Ê2

4.3.2.6. Data reduction

A three-term equation shall be generated to describe the road load force as a function of velocity, F = A + Bv
+ Cv [2], corrected to standard ambient temperature and pressure conditions, and in still air. The method for
this analysis process is described in paragraphs 4.3.2.6.1. to 4.3.2.6.10. inclusive in this Sub-Annex.

4.3.2.6.1. Determining calibration coefficients

If not previously determined, calibration factors to correct for vehicle blockage shall be determined for
relative wind speed and yaw angle. Vehicle speed v, relative wind velocity v r and yaw Y measurements
during the warm-up phase of the test procedure shall be recorded. Paired runs in alternate directions on the
test track at a constant velocity of 80 km/h shall be performed, and the arithmetic average values of v, v r and
Y for each run shall be determined. Calibration factors that minimise the total errors in head and cross winds
over all the run pairs, i.e. the sum of (head i – head i+1 ) [2], etc., shall be selected where head i and head i+1 refer to
wind speed and wind direction from the paired test runs in opposing directions during the vehicle warmup/stabilization prior to testing.

4.3.2.6.2. Deriving second by second observations

dh
From the data collected during the coastdown runs, values for v,
Êds

ÌÊ dv dt

, v r 2, and Y shall be determined
Ì

by applying calibration factors obtained in paragraphs 4.3.2.1.3. and 4.3.2.1.4. of this Sub-Annex. Data
filtering shall be used to adjust samples to a frequency of 1 Hz.

4.3.2.6.3. Preliminary analysis

Using a linear least squares regression technique, all data points shall be analysed at once to determine A m,

dh
B m, C m, a 0, a 1, a 2, a 3 and given M e and
Êds

ÌÊ dv dt

, v, v r, and ρ.
Ì

4.3.2.6.4. Data outliers

dv
A predicted force m e shall be calculated and compared to the observed data points. Data points with
ÊdtÌ

excessive deviations, e.g., over three standard deviations, shall be flagged.

4.3.2.6.5. Data filtering (optional)

Appropriate data filtering techniques may be applied and the remaining data points shall be smoothed out.

4.3.2.6.6. Data elimination

Data points gathered where yaw angles are greater than ± 20 degrees from the direction of vehicle travel
shall be flagged. Data points gathered where relative wind is less than + 5 km/h (to avoid conditions where
tailwind speed is higher than vehicle speed) shall also be flagged. Data analysis shall be restricted to vehicle
speeds within the speed range selected according to paragraph 4.3.2.2. of this Sub-Annex.

4.3.2.6.7. Final data analysis

All data that has not been flagged shall be analysed using a linear least squares regression technique. Given

dh
M e and
Êds

ÌÊ dv dt

, v, v r, and ρ, A m, B m, C m, a 0, a 1, a 2, a 3 and a 4 shall be determined.
Ì

4.3.2.6.8. Constrained analysis (optional)

To better separate the vehicle aerodynamic and mechanical drag, a constrained analysis may be applied such
that the vehicle’s frontal area, A f, and the drag coefficient, C D, may be fixed if they have been previously
determined.

L 175/454 EN Official Journal of the European Union 7.7.2017

4.3.2.6.9. Correction to reference conditions

Equations of motion shall be corrected to reference conditions as specified in paragraph 4.5. of this SubAnnex.

4.3.2.6.10. Statistical criteria for on-board anemometry

The exclusion of each single pair of coastdown runs shall change the calculated road load for each
coastdown reference speed v j less than the convergence requirement, for all i and j:

ΔF i ðv j Þ _=_ Fðv j Þ Ï [0,03] ~~f f~~ **f** i ~~f~~ **f** i ~~f~~ **f** i ~~f~~ **f** i ~~f~~ **f** i fi
~~p~~ n Ä 1

where:

ΔF i (v j ) is the difference between the calculated road load with all coastdown runs and the calculated road
load with the i [th] pair of coastdown runs excluded, N;

F(v j ) is the calculated road load with all coastdown runs included, N;

v j is the reference speed, km/h;

n is the number of pairs of coastdown runs, all valid pairs are included.

In the case that the convergence requirement is not met, pairs shall be removed from the analysis, starting
with the pair giving the highest change in calculated road load, until the convergence requirement is met, as
long as a minimum of 5 valid pairs are used for the final road load determination.

4.4. Measurement and calculation of running resistance using the torque meter method

As an alternative to the coastdown methods, the torque meter method may also be used in which the
running resistance is determined by measuring wheel torque on the driven wheels at the reference speed
points for time periods of at least 5 seconds.

4.4.1. Installation of torque meter

Wheel torque meters shall be installed between the wheel hub and the rim of each driven wheel, measuring
the required torque to keep the vehicle at a constant speed.

The torque meter shall be calibrated on a regular basis, at least once a year, traceable to national or
international standards, in order to meet the required accuracy and precision.

4.4.2. Procedure and data sampling

4.4.2.1. Selection of reference speeds for running resistance curve determination

Reference speed points for running resistance determination shall be selected according to paragraph 2.2. of
this Sub-Annex.

The reference speeds shall be measured in descending order. At the request of the manufacturer, there may
be stabilization periods between measurements but the stabilization speed shall not exceed the speed of the
next reference speed.

4.4.2.2. Data collection

Data sets consisting of actual speed v ji actual torque C ji and time over a period of at least 5 seconds shall be
measured for every v j at a sampling frequency of at least 10 Hz. The data sets collected over one time period
for a reference speed v j shall be referred to as one measurement.

7.7.2017 EN Official Journal of the European Union L 175/455

4.4.2.3. Vehicle torque meter measurement procedure

Prior to the torque meter method test measurement, a vehicle warm-up shall be performed according to
paragraph 4.2.4. of this Sub-Annex.

During test measurement, steering wheel movement shall be avoided as much as possible, and the vehicle
brakes shall not be operated.

The test shall be repeated until the running resistance data satisfy the measurement precision requirements as
specified in paragraph 4.4.3.2. of this Sub-Annex.

Although it is recommended that each test run be performed without interruption, split runs may be
performed if data cannot be collected in a single run for all the reference speed points. For split runs,
care shall be taken so that vehicle conditions remain as stable as possible at each split point

4.4.2.4. Velocity deviation

During a measurement at a single reference speed point, the velocity deviation from the arithmetic average
velocity, v ji –v jm, calculated according to paragraph 4.4.3. of this Sub-Annex, shall be within the values in
Table A4/5.

Additionally, the arithmetic average velocity v jm at every reference speed point shall not deviate from the
reference speed v j by more than ± 1 km/h or 2 per cent of the reference speed v j, whichever is greater.

_Table A4/5_

**Velocity deviation**

|Time period, s|Velocity deviation, km/h|
|---|---|
|5 - 10<br>10 - 15<br>15 - 20<br>20 - 25<br>25 - 30<br>≥ 30|± 0,2<br>± 0,4<br>± 0,6<br>± 0,8<br>± 1,0<br>± 1,2|

4.4.2.5. Atmospheric temperature

Tests shall be performed under the same temperature conditions as defined in paragraph 4.1.1.2. of this SubAnnex.

4.4.3. Calculation of arithmetic average velocity and arithmetic average torque

4.4.3.1. Calculation process

Arithmetic average velocity v jm, in km/h, and arithmetic average torque C jm, in Nm, of each measurement
shall be calculated from the data sets collected in paragraph 4.4.2.2. of this Sub-Annex using the following
equations:

k
X

v jm ¼ [1 ] k

v ji

i¼1

L 175/456 EN Official Journal of the European Union 7.7.2017

and

**f** i fi

k
X

**f** i fi

C jm ¼ [1 ] k

**f** i fi

C ji Ä C js

i¼1

**f** i fi

where:

v ji is the actual vehicle speed of the i [th] data set at reference speed point j, km/h;

k is the number of data sets in a single measurement;

C ji is the actual torque of the i [th] data set, Nm;

C js is the compensation term for speed drift, Nm, given by the following equation:

C js ¼ ðm st þ m r Þ Ü α j r j _:_

1 C k js shall be no greater than 0,05 and may be disregarded if α j is not greater than ± 0,005 m/s [2] ;
k ~~P~~ i¼1 [C] [ ji]

m st is the test vehicle mass at the start of the measurements and shall be measured immediately before
the warm-up procedure and no earlier, kg;

mr is the equivalent effective mass of rotating components according to paragraph 2.5.1. of this SubAnnex, kg;

r j is the dynamic radius of the tyre determined at a reference point of 80 km/h or at the highest
reference speed point of the vehicle if this speed is lower than 80 km/h, calculated according to the
following equation:

[j][m]
r j ¼ [1 ]
3,6 [Ü][ v] 2 Ü πn

where:

n is the rotational frequency of the driven tyre, s [-1] ;

α j is the arithmetic average acceleration, m/s [2], which calculated using the following equation:

[P] [ k ] i¼1 [t] [ i] [ v] [j][i] [ Ä] [P] [ k ] i¼1 [t] [ i] P k i¼1 [v] [j][i]
α j ¼ 3,6 [1 ] [Ü][ k] k Ü ~~[P]~~ [k ] i¼1 [t] i [ 2 ] [Ä ½] ~~[P]~~ [k ] i¼1 [t] [ i] â [2]

where:

t i is the time at which the i [th] data set was sampled, s.

4.4.3.2. Measurement precision

The measurements shall be carried out in opposite directions until a minimum of three pairs of
measurements at each reference speed v i have been obtained, for which C j satisfies the precision ρ j
according to the following equation:

ρ j ¼ [h] ~~f~~ **f** i ~~f~~ [ Ü] fi [ s] Ï 0 _:_ 03
~~p~~ n Ü C j

7.7.2017 EN Official Journal of the European Union L 175/457

where:

n is the number pairs of measurements for C jm ;

C j is the running resistance at the speed v j, Nm, given by the equation:

**f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f**

n
X

**f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f**

C j ¼ [1 ]
n

**f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f**

C
jmi

i¼1

**f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f**

where:

C jmi is the arithmetic average torque of the i [th] pair of measurements at speed v j, Nm, and given by:

C jmi ¼ [1 ] Þ
2 [Ü ð][C] [ jmai] [ þ][ C] [ jmbi]

where:

C jmai and C jmbi are the arithmetic average torques of the i [th] measurement at speed v j determined in paragraph
4.4.3.1. of this Sub-Annex for each direction, a and b respectively, Nm;

s is the standard deviation, Nm, calculated using the following equation:

**f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f**

**f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f**

s ¼

f **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f**
1 k

rk Ä 1 X i¼1 ðC jmi Ä C j Þ [2]

f **f** i f **f** i f **f** i f **f** i f **f** i f **f** i f **f** i f **f** i f **f** i f **f** i f **f** i f **f** i f **f** i f **f** i f **f** i f **f** i f **f** i f **f** i f **f** i f **f** i f **f** i f **f** i f **f** iffi
1 k
k Ä 1 X i¼1 ðC jmi Ä C j Þ [2]

**f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f**

X k i

**f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f**

;

**f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f**

h is a coefficient as a function of n as given in Table A4/3 in paragraph 4.3.1.4.2. of this Sub-Annex.

4.4.4. Running resistance curve determination

The arithmetic average vehicle speed and arithmetic average torque at each reference speed point shall be
calculated using the following equations:

V jm ¼ ½ Ü ðv jma þ v jmb Þ

C jm ¼ ½ Ü ðC jma þ C jmb Þ

The following least squares regression curve of arithmetic average running resistance shall be fitted to all the
data pairs (v jm, C jm ) at all reference speeds described in paragraph 4.4.2.1. of this Sub-Annex to determine
the coefficients c 0, c 1 and c 2 .

The coefficients, c 0, c 1 and c 2, and as well as the coastdown times measured on the chassis dynamometer
(see paragraph 8.2.4. of this Sub-Annex) shall be included in all relevant test sheets.

In the case that the tested vehicle is the representative vehicle of a road load matrix family, the coefficient c 1
shall be set to zero and the coefficients c 0 and c 2 shall be recalculated with a least squares regression analysis.

4.5. Correction to reference conditions and measurement equipment

4.5.1. Air resistance correction factor

The correction factor for air resistance K 2 shall be determined using the following equation:

T
K 2 ¼ 293 K [Ü][ 100 kPa ] P

L 175/458 EN Official Journal of the European Union 7.7.2017

where:

T is the arithmetic average atmospheric temperature of all individual runs, Kelvin (K);

P is the arithmetic average atmospheric pressure, kPa.

4.5.2. Rolling resistance correction factor

The correction factor for rolling resistance, in Kelvin [-1] (K [-1] ), may be determined based on empirical data and
approved by the approval authority for the particular vehicle and tyre test, or may be assumed to be as
follows:

Ä3 Ä1
K 0 ¼ 8,6 Ü 10 K

4.5.3. Wind correction

4.5.3.1. Wind correction with stationary anemometry

4.5.3.1.1. A wind correction for the absolute wind speed alongside the test road shall be made by subtracting the
difference that cannot be cancelled out by alternate runs from the constant term given in paragraph
4.3.1.4.4. of this Sub-Annex, or from c 0 given in paragraph 4.4.4. of this Sub-Annex.

4.5.3.1.2. The wind correction resistance w 1 for the coastdown method or w 2 for the torque meter method shall be
calculated by the equations:

w 1 ¼ 3,6 [2] Ü f 2 Ü v w [2 ]

or : w 2 ¼ 3,6 [2] Ü c 2 Ü v w [2 ]

where:

w 1 is the wind correction resistance for the coastdown method, N;

f 2 is the coefficient of the aerodynamic term determined in paragraph 4.3.1.4.4. of this Sub-Annex;

v w is the lower arithmetic average wind speed of opposite directions alongside the test road during the
test, m/s;

w 2 is the wind correction resistance for the torque meter method, Nm;

c 2 is the coefficient of the aerodynamic term for the torque meter method determined in paragraph
4.4.4. of this Sub-Annex.

4.5.3.2. Wind correction with on-board anemometry

In the case that the coastdown method is based on on-board anemometry, w 1 and w 2 in the equations in
paragraph 4.5.3.1.2. shall be set to zero, as the wind correction is already applied according to paragraph
4.3.2. of this Sub-Annex.

7.7.2017 EN Official Journal of the European Union L 175/459

4.5.4. Test mass correction factor

The correction factor K 1 for the test mass of the test vehicle shall be determined using the following
equation:

K 1 ¼ f 0 Ü 1 Ä [TM ]
Ê m av Ì

where:

f 0 is a constant term, N;

TM is the test mass of the test vehicle, kg;

m av is the actual test mass of the test vehicle determined according to paragraph 4.3.1.4.4. of this SubAnnex, kg.

4.5.5. Road load curve correction

4.5.5.1. The curve determined in paragraph 4.3.1.4.4. of this Sub-Annex shall be corrected to reference conditions as
follows:

F ä ¼ ððf 0 Ä w 1 Ä K 1 Þ þ f 1 vÞ Ü ð1 þ K 0 ðT Ä 20ÞÞ þ K 2 f 2 v [2]

where:

F* is the corrected road load, N;

f 0 is the constant term, N;

f 1 is the coefficient of the first order term, N·(h/km);

f 2 is the coefficient of the second order term, N·(h/km) [2] ;

K 0 is the correction factor for rolling resistance as defined in paragraph 4.5.2. of this Sub-Annex;

K 1 is the test mass correction as defined in paragraph 4.5.4.of this Sub-Annex;

K 2 is the correction factor for air resistance as defined in paragraph 4.5.1. of this Sub-Annex;

T is the arithmetic average ambient atmospheric temperature, °C;

v is vehicle velocity, km/h;

w 1 is the wind resistance correction as defined in paragraph 4.5.3. of this Sub-Annex, N.

The result of the calculation ((f 0 – w 1 – K 1 ) × (1 + K 0 x (T-20))) shall be used as the target road load
coefficient A t in the calculation of the chassis dynamometer load setting described in paragraph 8.1. of this
Sub-Annex.

The result of the calculation (f 1 x (1 + K 0 x (T-20))) shall be used as the target road load coefficient B t in the
calculation of the chassis dynamometer load setting described in paragraph 8.1. of this Sub-Annex.

The result of the calculation (K 2 x f 2 ) shall be used as the target road load coefficient C t in the calculation of
the chassis dynamometer load setting described in paragraph 8.1. of this Sub-Annex.

L 175/460 EN Official Journal of the European Union 7.7.2017

4.5.5.2. The curve determined in paragraph 4.4.4. of this Sub-Annex shall be corrected to reference conditions and
measurement equipment installed according to the following procedure.

4.5.5.2.1. Correction to reference conditions

C ä ¼ ððc 0 Ä w 2 Ä K 1 Þ þ c 1 vÞ Ü ð1 þ K 0 ðT Ä 20ÞÞ þ K 2 c 2 v [2]

where:

C* is the corrected running resistance, Nm;

c 0 is the constant term as determined in paragraph 4.4.4. of this Sub-Annex, Nm;

c 1 is the coefficient of the first order term as determined in paragraph 4.4.4. of this Sub-Annex,
Nm (h/km);

c 2 is the coefficient of the second order term as determined in paragraph 4.4.4. of this Sub-Annex,
Nm (h/km) [2] ;

K 0 is the correction factor for rolling resistance as defined in paragraph 4.5.2.of this Sub-Annex;

K 1 is the test mass correction as defined in paragraph 4.5.4. of this Sub-Annex;

K 2 is the correction factor for air resistance as defined in paragraph 4.5.1.of this Sub-Annex;

v is the vehicle velocity, km/h;

T is the arithmetic average atmospheric temperature, °C;

w 2 is the wind correction resistance as defined in paragraph 4.5.3. of this Sub-Annex.

4.5.5.2.2. Correction for installed torque meters

If the running resistance is determined according to the torque meter method, the running resistance shall be
corrected for effects of the torque measurement equipment installed outside the vehicle on its aerodynamic
characteristics.

The running resistance coefficient c 2 shall be corrected according to the following equation:

c 2corr ¼ K 2 Ü c 2 Ü ð1 þ ðΔðC D Ü A f ÞÞ _=_ ðC D 0 Ü A f 0 ÞÞ

where,

Δ(C D × A f ) = (C D × A f ) - (C D’ × A f’ )

C D’ × A f’ is the product of the aerodynamic drag coefficient multiplied by the frontal area of the vehicle
with the torque meter measurement equipment installed measured in a wind tunnel fulfilling the
criteria of paragraph 3.2. of this Sub-Annex, m [2] ;

C D × A f is the product of the aerodynamic drag coefficient multiplied by the frontal area of the vehicle
with the torque meter measurement equipment not installed measured in a wind tunnel fulfilling
the criteria of paragraph 3.2. of this Sub-Annex, m [2] .

7.7.2017 EN Official Journal of the European Union L 175/461

4.5.5.2.3. Target running resistance coefficients

The result of the calculation ((c 0 – w 2 – K 1 ) × (1 + K 0 x (T-20))) shall be used as the target running resistance
coefficient a t in the calculation of the chassis dynamometer load setting described in paragraph 8.2. of this
Sub-Annex.

The result of the calculation (c 1 × (1 + K 0 × (T-20))) shall be used as the target running resistance coefficient
b t in the calculation of the chassis dynamometer load setting described in paragraph 8.2. of this Sub-Annex.

The result of the calculation (c 2corr × r) shall be used as the target running resistance coefficient c t in the
calculation of the chassis dynamometer load setting described in paragraph 8.2. of this Sub-Annex.

5. Method for the calculation of road load or running resistance based on vehicle parameters

5.1. Calculation of road load and running resistance for vehicles based on a representative vehicle of a road load
matrix family

If the road load of the representative vehicle is determined according to a method described in paragraph 4.3.
of this Sub-Annex, the road load of an individual vehicle shall be calculated according to paragraph 5.1.1. of
this Sub-Annex.

If the running resistance of the representative vehicle is determined according to the method described in
paragraph 4.4. of this Sub-Annex, the running resistance of an individual vehicle shall be calculated
according to paragraph 5.1.2. of this Sub-Annex.

5.1.1. For the calculation of the road load of vehicles of a road load matrix family, the vehicle parameters described
in paragraph 4.2.1.4. of this Sub-Annex and the road load coefficients of the representative test vehicle
determined in paragraphs 4.3. of this Sub-Annex shall be used.

5.1.1.1. The road load force for an individual vehicle shall be calculated using the following equation:

F c ¼ f 0 þ ðf 1 Ü vÞ þ ðf 2 Ü v [2] Þ

where:

F c is the calculated road load force as a function of vehicle velocity, N;

f 0 is the constant road load coefficient, N, defined by the equation:

f 0 ¼ [Max] ð [ðð] 0,2 [0,05] Ü [ Ü] f 0r [ f] þ [ 0r] [ þ] 0,8 [ 0,95] Ü ð [ Ü ð] f 0r Ü [f] [ 0r] TM [ Ü][ TM] _=_ TM _[=]_ r [TM] þ ð [ r] [ þ ð] RR Ä [RR] RR [ Ä] r [ RR] Þ Ü [ r] 9,81Þ Ü 9,81 Ü TM Ü TMÞÞÞ ÞÞ;

f 0r is the constant road load coefficient of the representative vehicle of the road load matrix family, N;

f 1 is the first order road load coefficient and shall be set to zero;

f 2 is the second order road load coefficient, N·(h/km) [2], defined by the equation:

f 2 ¼ Maxðð0,05 Ü f 2r þ 0,95 Ü f 2r Ü A f _=_ A fr Þ; ð0,2 Ü f 2r þ 0,8 Ü f 2r Ü A f _=_ A fr ÞÞ

f 2r is the second order road load coefficient of the representative vehicle of the road load matrix family,
N·(h/km) [2] ;

v is the vehicle speed, km/h;

TM is the actual test mass of the individual vehicle of the road load matrix family, kg;

L 175/462 EN Official Journal of the European Union 7.7.2017

TM r is the test mass of the representative vehicle of the road load matrix family, kg;

A f is the frontal area of the individual vehicle of the road load matrix family, m [2] ;

A fr is the frontal area of the representative vehicle of the road load matrix family, m [2] ;

RR is the tyre rolling resistance of the individual vehicle of the road load matrix family, kg/tonne;

RRr is the tyre rolling resistance of the representative vehicle of the road load matrix family, kg/tonne.

5.1.2. For the calculation of the running resistance of vehicles of a road load matrix family, the vehicle parameters
described in paragraph 4.2.1.4. of this Sub-Annex and the running resistance coefficients of the represen­
tative test vehicle determined in paragraphs 4.4. of this Sub-Annex shall be used.

5.1.2.1. The running resistance for an individual vehicle shall be calculated using the following equation:

C c ¼ c 0 þ c 1 Ü v þ c 2 Ü v [2]

where:

C c is the calculated running resistance as a function of vehicle velocity, Nm;

c 0 is the constant running resistance coefficient, Nm, defined by the equation:

c 0 ¼ [r] 0 _=_ 1,02 Ü Maxðð0,05 Ä 1,02 0 Ä c 0r _=_ r 0 þ 0,95 Ü ð1,02 0 Ü c 0r _=_ r 0 Ü TM _=_ TM r þ ðRR Ä RR r Þ Ü 9,81 Ü TMÞÞ;
ð0,2 Ü 1,02 Ü c 0r _=_ r þ 0,8 Ü ð1,02 Ü c 0r _=_ r Ü TM _=_ TM r þ ðRR Ä RR r Þ Ü 9,81 Ü TMÞÞÞ

c 0r is the constant running resistance coefficient of the representative vehicle of the road load matrix
family, Nm;

c 1 is the first order running resistance and shall be set to zero;

c 2 is the second order running resistance coefficient, Nm·(h/km) [2], defined by the equation:

c 2 ¼ [r] 0 _=_ 1,02 Ü Maxðð0,05 Ü 1,02 0 Ü c 2r _=_ r 0 þ 0,95 Ü 1,02 0 Ü c 2r _=_ r 0 Ü A f _=_ A fr Þ;
ð0,2 Ü 1,02 Ü c 2r _=_ r þ 0,8 Ü 1,02 Ü c 2r _=_ r Ü A f _=_ A fr ÞÞ

c 2r is the second order running resistance coefficient of the representative vehicle of the road load matrix
family, N·(h/km) [2] ;

v is the vehicle speed, km/h;

TM is the actual test mass of the individual vehicle of the road load matrix family, kg;

TMr is the test mass of the representative vehicle of the road load matrix family, kg;

A f is the frontal area of the individual vehicle of the road load matrix family, m [2],

A fr is the frontal area of the representative vehicle of the road load matrix family, m [2] ;

RR is the tyre rolling resistance of the individual vehicle of the road load matrix family, kg/tonne;

7.7.2017 EN Official Journal of the European Union L 175/463

RRr is the tyre rolling resistance of the representative vehicle of the road load matrix family, kg/tonne;

r’ is the dynamic radius of the tyre on the chassis dynamometer obtained at 80 km/h, m;

1.02 is an approximate coefficient compensating for drivetrain losses.

5.2. Calculation of the default road load based on vehicle parameters

5.2.1. As an alternative for determining road load with the coastdown or torque meter method, a calculation
method for default road load may be used.

For the calculation of a default road load based on vehicle parameters, several parameters such as test mass,
width and height of the vehicle shall be used. The default road load F c shall be calculated for the reference
speed points.

5.2.2. The default road load force shall be calculated using the following equation:

F c ¼ f 0 þ f 1 Ü v þ f 2 Ü v [2]

where:

F c is the calculated default road load force as a function of vehicle velocity, N;

f 0 is the constant road load coefficient, N, defined by the following equation:

f 0 ¼ 0,140 Ü TM;

f 1 is the first order road load coefficient and shall be set to zero;

f 2 is the second order road load coefficient, N·(h/km) [2], defined by the following equation:

Ä6
f 2 ¼ ð2,8 Ü 10 Ü TMÞ þ ð0,0170 Ü width Ü heightÞ; ð49Þ

v is vehicle velocity, km/h;

TM test mass, kg;

width vehicle width as defined in 6.2. of Standard ISO 612:1978, m;

height vehicle height as defined in 6.3. of Standard ISO 612:1978, m.

6. Wind tunnel method

The wind tunnel method is a road load measurement method using a combination of a wind tunnel and a
chassis dynamometer or of a wind tunnel and a flat belt dynamometer. The test benches may be separate
facilities or integrated with one another.

6.1. Measurement method

6.1.1. The road load shall be determined by:

(a) adding the road load forces measured in a wind tunnel and those measured using a flat belt dynamo­
meter; or

(b) adding the road load forces measured in a wind tunnel and those measured on a chassis dynamometer.

L 175/464 EN Official Journal of the European Union 7.7.2017

6.1.2. Aerodynamic drag shall be measured in the wind tunnel.

6.1.3. Rolling resistance and drivetrain losses shall be measured using a flat belt or a chassis dynamometer,
measuring the front and rear axles simultaneously.

6.2. Approval of the facilities by the approval authority

The results of the wind tunnel method shall be compared to those obtained using the coastdown method to
demonstrate qualification of the facilities and included in all relevant test reports.

6.2.1. Three vehicles shall be selected by the approval authority. The vehicles shall cover the range of vehicles (e.g.
size, weight) planned to be measured with the facilities concerned.

6.2.2. Two separate coastdown tests shall be performed with each of the three vehicles according to paragraph 4.3.
of this Sub-Annex, and the resulting road load coefficients, f 0, f 1 and f 2, shall be determined according to
that paragraph and corrected according to paragraph 4.5.5. of this Sub-Annex. The coastdown test result of a
test vehicle shall be the arithmetic average of the road load coefficients of its two separate coastdown tests. If
more than two coastdown tests are necessary to fulfil the approval of facilities' criteria, all valid tests shall be
averaged.

6.2.3. Measurement with the wind tunnel method according to paragraphs 6.3. to 6.7. inclusive of this Sub-Annex
shall be performed on the same three vehicles as selected in paragraph 6.2.1. of this Sub-Annex and in the
same conditions, and the resulting road load coefficients, f 0, f 1 and f 2, shall be determined.

If the manufacturer chooses to use one or more of the available alternative procedures within the wind
tunnel method (i.e. paragraph 6.5.2.1. on preconditioning, paragraphs 6.5.2.2. and 6.5.2.3. on the procedure,
and paragraph 6.5.2.3.3. on dynamometer setting), these procedures shall also be used also for the approval
of the facilities.

6.2.4. Approval criteria

The facility or combination of facilities used shall be approved if both of the following two criteria are
fulfilled:

(a) The difference in cycle energy, expressed as ε k, between the wind tunnel method and the coastdown
method shall be within ± 0,05 for each of the three vehicles k according to the following equation:

ε k ¼ [E] [ k] _[;]_ [WTM] Ä 1
E k _;_ coastdown

where:

ε k is the difference in cycle energy over a complete Class 3 WLTC for vehicle k between the
wind tunnel method and the coastdown method, per cent;

E k, WTM is the cycle energy over a complete Class 3 WLTC for vehicle k, calculated with the road
load derived from the wind tunnel method (WTM) calculated according to paragraph 5 of
Sub-Annex 7, J;

E k, coastdown is the cycle energy over a complete Class 3 WLTC for vehicle k, calculated with the road
load derived from the coastdown method calculated according to paragraph 5. of SubAnnex 7, J.; and

7.7.2017 EN Official Journal of the European Union L 175/465

(b) The arithmetic average ~~x~~ of the three differences shall be within 0,02.

~~x~~ ¼ j [ε] [ 1] [ þ][ ε] [ 2] [ þ][ ε] [ 3] j
3

The facility may be used for road load determination for a maximum of two years after the approval has
been granted.

Each combination of roller chassis dynamometer or moving belt and wind tunnel shall be approved
separately.

6.3. Vehicle preparation and temperature

Conditioning and preparation of the vehicle shall be performed according to paragraphs 4.2.1. and 4.2.2. of
this Sub-Annex and applies to both the flat belt or roller chassis dynamometers and the wind tunnel

measurements.

In the case that the alternative warm-up procedure described in paragraph 6.5.2.1. is applied, the target test
mass adjustment, the weighing of the vehicle and the measurement shall all be performed without the driver
in the vehicle.

The flat belt or the chassis dynamometer test cells shall have a temperature set point of 20 °C with a
tolerance of ± 3 °C. At the request of the manufacturer, the set point may also be 23 °C with a tolerance of
± 3 °C.

6.4. Wind tunnel procedure

6.4.1. Wind tunnel criteria

The wind tunnel design, test methods and the corrections shall provide a value of (C D × A f ) representative of
the on-road (C D × A f ) value and with a repeatability of 0,015 m [2] .

For all (C D × A f ) measurements, the wind tunnel criteria listed in paragraph 3.2. of this Sub-Annex shall be
met with the following modifications:

(a) The solid blockage ratio described in paragraph 3.2.4. of this Sub-Annex shall be less than 25 per cent;

(b) The belt surface contacting any tyre shall exceed the length of that tyre's contact area by at least 20 per
cent and shall be at least as wide as that contact patch;

(c) The standard deviation of total air pressure at the nozzle outlet described in paragraph 3.2.8. of this SubAnnex shall be less than 1 per cent;

(d) The restraint system blockage ratio described in paragraph 3.2.10. of this Sub-Annex shall be less than 3
per cent.

6.4.2. Wind tunnel measurement

The vehicle shall be in the condition described in paragraph 6.3. of this Sub-Annex.

The vehicle shall be placed parallel to the longitudinal centre line of the tunnel with a maximum deviation of
10 mm.

The vehicle shall be placed with a yaw angle of 0° and with a tolerance of ± 0,1°.

L 175/466 EN Official Journal of the European Union 7.7.2017

Aerodynamic drag shall be measured for at least for 60 seconds and at a minimum frequency of 5 Hz.
Alternatively, the drag may be measured at a minimum frequency of 1 Hz and with at least 300 subsequent
samples. The result shall be the arithmetic average of the drag.

In the case that the vehicle has movable aerodynamic body parts, paragraph 4.2.1.5. of this Sub-Annex shall
apply. Where movable parts are velocity-dependent, every applicable position shall be measured in the wind
tunnel and evidence shall be provided to the approval authority indicating the relationship between reference
speed, movable part position, and the corresponding (C D × A f ).

6.5. Flat belt applied for the wind tunnel method

6.5.1. Flat belt criteria

6.5.1.1. Description of the flat belt test bench

The wheels shall rotate on flat belts that do not change the rolling characteristics of the wheels compared to
those on the road. The measured forces in the x-direction shall include the frictional forces in the drivetrain.

6.5.1.2. Vehicle restraint system

The dynamometer shall be equipped with a centring device aligning the vehicle within a tolerance of ± 0.5
degrees of rotation around the z-axis. The restraint system shall maintain the centred drive wheel position
throughout the coastdown runs of the road load determination within the following limits:

6.5.1.2.1. Lateral position (y-axis)

The vehicle shall remain aligned in the y-direction and lateral movement shall be minimised.

6.5.1.2.2. Front and rear position (x-axis)

Without prejudice to the requirement of paragraph 6.5.1.2.1. of this Sub-Annex, both wheel axes shall be
within ± 10 mm of the belt’s lateral centre lines.

6.5.1.2.3. Vertical force

The restraint system shall be designed so as to impose no vertical force on the drive wheels.

6.5.1.3. Accuracy of measured forces

Only the reaction force for turning the wheels shall be measured. No external forces shall be included in the
result (e.g. force of the cooling fan air, vehicle restraints, aerodynamic reaction forces of the flat belt,
dynamometer losses, etc.).

The force in the x-direction shall be measured with an accuracy of ± 5 N.

6.5.1.4. Flat belt speed control

The belt speed shall be controlled with an accuracy of ± 0,1 km/h.

6.5.1.5. Flat belt surface

The flat belt surface shall be clean, dry and free from foreign material that might cause tyre slippage.

6.5.1.6. Cooling

A current of air of variable speed shall be blown towards the vehicle. The set point of the linear velocity of
the air at the blower outlet shall be equal to the corresponding dynamometer speed above measurement
speeds of 5 km/h. The deviation of the linear velocity of the air at the blower outlet shall remain within ± 5
km/h or ± 10 per cent of the corresponding measurement speed, whichever is greater.

7.7.2017 EN Official Journal of the European Union L 175/467

6.5.2. Flat belt measurement

The measurement procedure may be performed according to either paragraph 6.5.2.2. or paragraph 6.5.2.3.
of this Sub-Annex.

6.5.2.1. Preconditioning

The vehicle shall be conditioned on the dynamometer as described in paragraphs 4.2.4.1.1. to 4.2.4.1.3.
inclusive of this Sub-Annex.

The dynamometer load setting F d, for the preconditioning shall be:

F d ¼ a d þ b d Ü v þ c d Ü v [2]

where:

a d = 0

b d = 0;

c d = ðC D Ü A f Þ Ü [ρ] 2 [ 0] [Ü][ 1 ] 3,6 [2]

The equivalent inertia of the dynamometer shall be the test mass.

The aerodynamic drag used for the load setting shall be taken from paragraph 6.7.2. of this Sub-Annex and
may be set directly as input. Otherwise, a d, b d, and c d from this paragraph shall be used.

At the request of the manufacturer, as an alternative to paragraph 4.2.4.1.2. of this Sub-Annex, the warm-up
may be conducted by driving the vehicle with the flat belt.

In this case, the warm-up speed shall be 110 per cent of the maximum speed of the applicable WLTC and
the duration shall exceed 1 200 seconds until the change of measured force over a period of 200 seconds is
less than 5 N.

6.5.2.2. Measurement procedure with stabilised speeds

6.5.2.2.1. The test shall be conducted from the highest to the lowest reference speed point.

6.5.2.2.2. Immediately after the measurement at the previous speed point, the deceleration from the current to the next
applicable reference speed point shall be performed in a smooth transition of approximately 1 m/s [2] .

6.5.2.2.3. The reference speed shall be stabilised for at least 4 seconds and for a maximum of 10 seconds. The
measurement equipment shall ensure that the signal of the measured force is stabilised after that period.

6.5.2.2.4. The force at each reference speed shall be measured for at least 6 seconds while the vehicle speed is kept
constant. The resulting force for that reference speed point F jDyno shall be the arithmetic average of the force
during the measurement.

The steps in paragraphs 6.5.2.2.2. to 6.5.2.2.4. of this Sub-Annex inclusive shall be repeated for each
reference speed.

6.5.2.3. Measurement procedure by deceleration

6.5.2.3.1. Preconditioning and dynamometer setting shall be performed according to paragraph 6.5.2.1. of this SubAnnex. Prior to each coastdown, the vehicle shall be driven at the highest reference speed or, in the case that
the alternative warm-up procedure is used at 110 per cent of the highest reference speed, for at least 1
minute. The vehicle shall be subsequently accelerated to at least 10 km/h above the highest reference speed
and the coastdown shall be started immediately.

L 175/468 EN Official Journal of the European Union 7.7.2017

6.5.2.3.2. The measurement shall be performed according to paragraphs 4.3.1.3.1. to 4.3.1.4.4. inclusive of this SubAnnex. Coasting down in opposite directions is not required and the equation used to calculate Δt ji in
paragraph 4.3.1.4.2. of this Sub-Annex shall not apply. The measurement shall be stopped after two
decelerations if the force of both coastdowns at each reference speed point is within ± 10 N, otherwise
at least three coastdowns shall be performed using the criteria set out in paragraph 4.3.1.4.2. of this SubAnnex.

6.5.2.3.3. The force f jDyno at each reference speed v j shall be calculated by removing the simulated aerodynamic force:

f jDyno ¼ f jDecel Ä c d Ü v j [2 ]

where:

f jDecel is the force determined according to the equation calculating F j in paragraph 4.3.1.4.4. of this SubAnnex at reference speed point j, N;

c d is the dynamometer set coefficient as defined in paragraph 6.5.2.1. of this Sub-Annex, N/(km/h) [2] .

Alternatively, at the request of the manufacturer, c d may be set to zero during the coastdown and for
calculating f jDyno .

6.5.2.4. Measurement conditions

The vehicle shall be in the condition described in paragraph 4.3.1.3.2. of this Sub-Annex.

During coastdown, the transmission shall be in neutral. Any movement of the steering wheel shall be
avoided as much as possible, and the vehicle brakes shall not be operated.

6.5.3. Measurement result of the flat belt method

The result of the flat belt dynamometer f jDyno shall be referred to as f j for the further calculations in
paragraph 6.7. of this Sub-Annex.

6.6. Chassis dynamometer applied for the wind tunnel method

6.6.1. Criteria

In addition to the descriptions in paragraphs 1. and 2. of Sub-Annex 5, the criteria described in paragraphs
6.6.1.1. to 6.6.1.6. inclusive of this Sub-Annex shall apply.

6.6.1.1. Description of a chassis dynamometer

The front and rear axles shall be equipped with a single roller with a diameter of no less than 1.2 metres. The
measured forces in the x-direction include the frictional forces in the drivetrain.

6.6.1.2. Vehicle restraint system

The dynamometer shall be equipped with a centring device aligning the vehicle. The restraint system shall
maintain the centred drive wheel position within the following recommended limits throughout the
coastdown runs of the road load determination:

6.6.1.2.1. Vehicle position

The vehicle to be tested shall be installed on the chassis dynamometer roller as defined in paragraph 7.3.3. of
this Sub-Annex.

6.6.1.2.2. Vertical force

The restraint system shall fulfil the requirements of paragraph 6.5.1.2.3. of this Sub-Annex.

7.7.2017 EN Official Journal of the European Union L 175/469

6.6.1.3. Accuracy of measured forces

The accuracy of measured forces shall be as described in paragraph 6.5.1.3. of this Sub-Annex apart from the
force in the x-direction that shall be measured with an accuracy as described in paragraph 2.4.1. of SubAnnex 5.

6.6.1.4. Dynamometer speed control

The roller speeds shall be controlled with an accuracy of ± 0,2 km/h.

6.6.1.5. Roller surface

The roller surface shall be as described in paragraph 6.5.1.5 of this Sub-Annex.

6.6.1.6. Cooling

The cooling fan shall be as described in paragraph 6.5.1.6. of this Sub-Annex.

6.6.2. Dynamometer measurement

The measurement shall be performed as described in paragraph 6.5.2. of this Sub-Annex.

6.6.3. Correction of the chassis dynamometer roller curve

**f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** i

**f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** i

The measured forces on the chassis dynamometer shall be corrected to a reference equivalent to the road (flat
surface) and the result shall be referred to as f j .

**f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** i

**f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** i

**f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** i

f j ¼ f jDyno Ü c1 Ü

**f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** i

f **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** i

v
u 1
u uR Wheel þ f jDyno Ü ð1 Ä c1Þ

Ü c2 þ 1
R

t Dyno

**f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** i

f **f** i f **f** i f **f** i f **f** i f **f** i f **f** i f **f** i f **f** i f **f** i f **f** i f **f** i f **f** i f **f** i f **f** i f **f** i
1

R Wheel
Ü c2 þ 1
R
Dyno

**f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** i

**f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** i

where:

c1 is the tyre rolling resistance fraction of f jDyno ;

c2 is a chassis dynamometer specific radius correction factor;

f jDyno is the force calculated in paragraph 6.5.2.3.3. for each reference speed j, N;

R Wheel is one-half of the nominal design tyre diameter, m;

R Dyno is the radius of the chassis dynamometer roller, m.

The manufacturer and approval authority shall agree on the factors c1 and c2 to be used, based on
correlation test evidence provided by the manufacturer for the range of tyre characteristics intended to be
tested on the chassis dynamometer.

As an alternative the following conservative equation may be used:

**f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** i

**f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** i

**f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** i

f j ¼ f jDyno Ü

**f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** i

f **f** i f **f** i f **f** i f **f** i f **f** i f **f** i f **f** i f **f** i f **f** i f **f** i f **f** i f **f** i f **f** i f **f** i f **f** i f **f** i

v
u 1
u
uR Wheel

Ü 0,2 þ 1
R

t Dyno

**f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** i

**f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** **f** i

6.7. Calculations

6.7.1. Correction of the flat belt and chassis dynamometer results

The measured forces determined in paragraphs 6.5. and 6.6. of this Sub-Annex shall be corrected to
reference conditions using the following equation:

F Dj ¼ ðf j Ä K 1 Þ Ü ð1 þ K 0 ðT Ä 293ÞÞ

L 175/470 EN Official Journal of the European Union 7.7.2017

where:

F Dj is the corrected resistance measured at the flat belt or chassis dynamometer at reference speed j, N;

f j is the measured force at reference speed j, N;

K 0 is the correction factor for rolling resistance as defined in paragraph 4.5.2. of this Sub-Annex, K [-1] ;

K 1 is the test mass correction as defined in paragraph 4.5.4. of this Sub-Annex, N;

T is the arithmetic average temperature in the test cell during the measurement, K.

6.7.2. Calculation of the aerodynamic force

The aerodynamic drag shall be calculated using the equation below. If the vehicle is equipped with velocitydependent movable aerodynamic body parts, the corresponding (C D × A f ) values shall be applied for the
concerned reference speed points.

v j [2 ]
F Aj ¼ ðC D Ü A f Þ j Ü [ρ] 2 [ 0] [Ü] 3,6 [2]

where:

F Aj is the aerodynamic drag measured in the wind tunnel at reference speed j, N;

(C D × A f ) j is the product of the drag coefficient and frontal area at a certain reference speed point j, where
applicable, m [2] ;

ρ 0 is the dry air density defined in paragraph 3.2.10. of this Annex, kg/m [3] ;

v j is the reference speed j, km/h.

6.7.3. Calculation of road load values

The total road load as a sum of the results of paragraphs 6.7.1 and 6.7.2. of this Sub-Annex shall be
calculated using the following equation:

F äj [¼][ F] [ Dj] [ þ][ F] [ Aj]

for all applicable reference speed points j, N;

For all calculated F [* ] j [, the coefficients f] 0 [, f] 1 [and f] 2 [in the road load equation shall be calculated with a least ]
squares regression analysis and shall be used as the target coefficients in paragraph 8.1.1. of this Sub-Annex.

In the case that the vehicle(s) tested according to the wind tunnel method is (are) representative of a road
load matrix family vehicle, the coefficient f 1 shall be set to zero and the coefficients f 0 and f 2 shall be
recalculated with a least squares regression analysis.

7. Transferring road load to a chassis dynamometer

7.1. Preparation for chassis dynamometer test

7.1.1. Laboratory conditions

7.1.1.1. Roller(s)

The chassis dynamometer roller(s) shall be clean, dry and free from foreign material that might cause tyre
slippage. For chassis dynamometers with multiple rollers, the dynamometer shall be run in the same coupled
or uncoupled state as the subsequent Type 1 test. Chassis dynamometer speed shall be measured from the
roller coupled to the power absorption unit.

7.7.2017 EN Official Journal of the European Union L 175/471

7.1.1.1.1. Tyre slippage

Additional weight may be placed on or in the vehicle to eliminate tyre slippage. The manufacturer shall
perform the load setting on the chassis dynamometer with the additional weight. The additional weight shall
be present for both load setting and the emissions and fuel consumption tests. The use of any additional
weight shall be included in all relevant test sheets.

7.1.1.2. Room temperature

The laboratory atmospheric temperature shall be at a set point of 23 °C and shall not deviate by more than ±
5 °C during the test unless otherwise required by any subsequent test.

7.2. Preparation of chassis dynamometer

7.2.1. Inertia mass setting

The equivalent inertia mass of the chassis dynamometer shall be set according to paragraph 2.5.3. of this
Sub-Annex. If the chassis dynamometer is not capable to meet the inertia setting exactly, the next higher
inertia setting shall be applied with a maximum increase of 10 kg.

7.2.2. Chassis dynamometer warm-up

The chassis dynamometer shall be warmed up in accordance with the dynamometer manufacturer’s recom­
mendations, or as appropriate, so that the frictional losses of the dynamometer may be stabilized.

7.3. Vehicle preparation

7.3.1. Tyre pressure adjustment

The tyre pressure at the soak temperature of a Type 1 test shall be set to no more than 50 per cent above
the lower limit of the tyre pressure range for the selected tyre, as specified by the vehicle manufacturer (see
paragraph 4.2.2.3. of this Sub-Annex), and shall be included in all relevant test reports.

7.3.2. If the determination of dynamometer settings cannot meet the criteria described in paragraph 8.1.3. of this
Sub-Annex due to non-reproducible forces, the vehicle shall be equipped with a vehicle coastdown mode.
The coastdown mode shall be approved by the approval authority and the use of a coastdown mode shall be
included in all relevant test reports.

7.3.2.1. If a vehicle is equipped with a vehicle coastdown mode, it shall be engaged both during road load deter­
mination and on the chassis dynamometer.

7.3.3. Vehicle placement on the dynamometer

The tested vehicle shall be placed on the chassis dynamometer in a straight ahead position and restrained in a
safe manner. In the case that a single roller chassis dynamometer is used, the centre of the tyre’s contact
patch on the roller shall be within ± 25 mm or ± 2 per cent of the roller diameter, whichever is smaller,
from the top of the roller.

7.3.3.1. If the torque meter method is used, the tyre pressure shall be adjusted such that the dynamic radius is within
0.5 per cent of the dynamic radius r j calculated using the equations in paragraph 4.4.3.1. of this Sub-Annex
at the 80 km/h reference speed point. The dynamic radius on the chassis dynamometer shall be calculated
according to the procedure described in paragraph 4.4.3.1. of this Sub-Annex.

If this adjustment is outside the range defined in paragraph 7.3.1. of this Sub-Annex, the torque meter
method shall not apply.

7.3.4. Vehicle warm-up

7.3.4.1. The vehicle shall be warmed up with the applicable WLTC. In the case that the vehicle was warmed up at 90
per cent of the maximum speed of the next higher phase during the procedure defined in paragraph
4.2.4.1.2. of this Sub-Annex, this higher phase shall be added to the applicable WLTC.

L 175/472 EN Official Journal of the European Union 7.7.2017

_Table A4/6_

**Vehicle warm-up**

|Vehicle class|Applicable WLTC|Adopt next higher phase|Warm-up cycle|
|---|---|---|---|
|Class 1|Low 1 + Medium 1|NA|Low 1 + Medium 1|
|Class 2|Low 2 + Medium 2 + High 2 +<br>Extra High 2|NA|Low 2 + Medium 2 + High 2 +<br>Extra High 2|
|Class 2|Low 2 + Medium 2 + High 2|Yes (Extra High 2 )|Yes (Extra High 2 )|
|Class 2||No|Low 2 + Medium 2 + High 2|
|Class 3|Low 3 + Medium 3 + High 3 +<br>Extra High 3|Low 3 + Medium 3 + High 3 +<br>Extra High 3|Low 3 + Medium 3 + High 3 +<br>Extra High 3|
|Class 3|Low 3 + Medium 3 + High 3|Yes (Extra High 3 )|Yes (Extra High 3 )|
|Class 3||No|Low 3 + Medium 3 + High 3|

7.3.4.2. If the vehicle is already warmed up, the WLTC phase applied in paragraph 7.3.4.1. of this Sub-Annex, with
the highest speed, shall be driven.

7.3.4.3. Alternative warm-up procedure

7.3.4.3.1. At the request of the vehicle manufacturer and with approval of the approval authority, an alternative warmup procedure may be used. The approved alternative warm-up procedure may be used for vehicles within the
same road load family and shall satisfy the requirements outlined in paragraphs 7.3.4.3.2. to 7.3.4.3.5. of this
Sub-Annex inclusive.

7.3.4.3.2. At least one vehicle representing the road load family shall be selected.

7.3.4.3.3. The cycle energy demand calculated according to paragraph 5. of Sub-Annex 7 with corrected road load
coefficients f 0a, f 1a and f 2a, for the alternative warm-up procedure shall be equal to or higher than the cycle
energy demand calculated with the target road load coefficients f 0, f 1, and f 2, for each applicable phase.

The corrected road load coefficients f 0a, f 1a and f 2a, shall be calculated according to the following equations:

f 0a ¼ f 0 þ A d_alt Ä A d_WLTC

f 1a ¼ f 1 þ B d_alt Ä B d_WLTC

f 2a ¼ f 2 þ C d_alt Ä C d_WLTC

where:

A d_alt, B d_alt and C d_alt are the chassis dynamometer setting coefficients after the alternative warmup procedure;

A d_WLTC, B d_WLTC and C d_WLTC are the chassis dynamometer setting coefficients after a WLTC warm-up
procedure described in paragraph 7.3.4.1. of this Sub-Annex and a valid
chassis dynamometer setting according to paragraph 8. of this Sub-Annex.

7.3.4.3.4. The corrected road load coefficients f 0a, f 1a and f 2a, shall be used only for the purpose of paragraph 7.3.4.3.3.
of this Sub-Annex. For other purposes, the target road load coefficients f 0, f 1 and f 2, shall be used as the
target road load coefficients.

7.3.4.3.5. Details of the procedure and of its equivalency shall be provided to the approval authority.

7.7.2017 EN Official Journal of the European Union L 175/473

8. Chassis dynamometer load setting

8.1. Chassis dynamometer load setting using the coastdown method

This method is applicable when the road load coefficients f 0, f 1 and f 2 have been determined.

In the case of a road load matrix family, this method shall be applied when the road load of the represen­
tative vehicle is determined using the coastdown method described in paragraph 4.3. of this Sub-Annex. The
target road load values are the values calculated using the method described in paragraph 5.1. of this SubAnnex.

8.1.1. Initial load setting

For a chassis dynamometer with coefficient control, the chassis dynamometer power absorption unit shall be
adjusted with the arbitrary initial coefficients, A d, B d and C d, of the following equation:

F d ¼ A d þ B d v þ C d v [2]

where:

F d is the chassis dynamometer setting load, N;

v is the speed of the chassis dynamometer roller, km/h.

The following are recommended coefficients to be used for the initial load setting:

(a) A d = 0, 5 × A t, B d = 0, 2 × B t, Cd = C t

for single-axis chassis dynamometers, or

A d = 0, 1 × A t, B d = 0, 2 × B t, Cd = C t

for dual-axis chassis dynamometers, where, and are the target road load coefficients;

(b) empirical values, such as those used for the setting for a similar type of vehicle.

For a chassis dynamometer of polygonal control, adequate load values at each reference speed shall be set to
the chassis dynamometer power absorption unit.

8.1.2. Coastdown

The coastdown test on the chassis dynamometer shall be performed with the procedure given in paragraph
8.1.3.4.1. or in paragraph 8.1.3.4.2. of this Sub-Annex and shall start no later than 120 seconds after
completion of the warm-up procedure. Consecutive coastdown runs shall be started immediately. At the
request of the manufacturer and with approval of the approval authority, the time between the warm-up
procedure and coastdowns using the iterative method may be extended to ensure a proper vehicle setting for
the coastdown. The manufacturer shall provide the approval authority with evidence for requiring additional
time and evidence that the chassis dynamometer load setting parameters (e.g. coolant and/or oil temperature,
force on a dynamometer) are not affected.

8.1.3. Verification

8.1.3.1. The target road load value shall be calculated using the target road load coefficient, A t, B t and C t, for each
reference speed, v j :

F tj ¼ A t þ B t v j þ C t v j [2 ]

L 175/474 EN Official Journal of the European Union 7.7.2017

where:

A t, B t and C t are the target road load parameters f 0, f 1 and f 2 respectively;

F tj is the target road load at reference speed v j, N;

v j is the j [th] reference speed, km/h.

8.1.3.2. The measured road load shall be calculated using the following equation:

F mj ¼ [1 ] Þ Ü [2][ Ü][ Δv ]
3,6 [Ü ð][TM][ þ][ m] [ r] Δt j

where:

F mj is the measured road load for each reference speed v j, N;

TM is the test mass of the vehicle, kg;

m r is the equivalent effective mass of rotating components according to paragraph 2.5.1. of this SubAnnex, kg;

Δt j is the coastdown time corresponding to speed v j, s.

8.1.3.3. The simulated road load on the chassis dynamometer shall be calculated according to the method as specified
in paragraph 4.3.1.4. of this Sub-Annex, with the exception of measuring in opposite directions, and with
applicable corrections according to paragraph 4.5. of this Sub-Annex, resulting in a simulated road load

curve:

F s ¼ A s þ B s Ü v þ C s Ü v [2]

The simulated road load for each reference speed v j shall be determined using the following equation, using
the calculated A s, B s and C s :

F sj ¼ A s þ B s Ü v j þ C s Ü v j [2 ]

8.1.3.4. For dynamometer load setting, two different methods may be used. If the vehicle is accelerated by the
dynamometer, the methods described in paragraph 8.1.3.4.1. of this Sub-Annex shall be used. If the vehicle
is accelerated under its own power, the methods in paragraphs 8.1.3.4.1. or 8.1.3.4.2. of this Sub-Annex
shall be used. The minimum acceleration multiplied by speed shall be 6 m [2] /sec [3] . Vehicles which are unable
to achieve 6 m [2] /s [3] shall be driven with the acceleration control fully applied.

8.1.3.4.1. Fixed run method

8.1.3.4.1.1. The dynamometer software shall perform four coastdowns in total: From the first coastdown, the dyna­
mometer setting coefficients for the second run according to paragraph 8.1.4. of this Sub-Annex shall be
calculated. Following the first coastdown, the software shall perform three additional coastdowns with either
the fixed dynamometer setting coefficients determined after the first coastdown or the adjusted dynamometer
setting coefficients according to paragraph 8.1.4. of this Sub-Annex.

7.7.2017 EN Official Journal of the European Union L 175/475

8.1.3.4.1.2. The final dynamometer setting coefficients A, B and C shall be calculated using the following equations:

A ¼ A t Ä P 4 n¼2 ðA3 s n Ä A d n Þ

P 4 n¼2 ðB s n Ä B d n Þ
B ¼ B t Ä 3

P 4 n¼2 ðC s n Ä C d n Þ
C ¼ C t Ä 3

where:

A t, B t and C t are the target road load parameters f 0, f 1 and f 2 respectively;

A sn, B sn and C sn are the simulated road load coefficients of the n [th] run;

A dn, B dn and C dn are the dynamometer setting coefficients of the n [th] run;

n is the index number of coastdowns including the first stabilisation run.

8.1.3.4.2. Iterative method

The calculated forces in the specified speed ranges shall either be within a tolerance of ± 10 N after a least
squares regression of the forces for two consecutive coastdowns, or additional coastdowns shall be
performed after adjusting the chassis dynamometer load setting according to paragraph 8.1.4. of this SubAnnex until the tolerance is satisfied.

8.1.4. Adjustment

The chassis dynamometer setting load shall be adjusted according to the following equations:

F ädj [¼][ F] [ dj] [ Ä][ F] [ j] [ ¼][ F] [ dj] [ Ä][ F] [ sj] [ þ][ F] [ tj]

¼ ðA d þ B d v j þ C d v j [2 ] [Þ Ä ð][A] [ s] [ þ][ B] [ s] [ v] [ j] [ þ][ C] [ s] [ v] j [ 2 ] [Þ þ ð][A] [ t] [ þ][ B] [ t] [ v] [ j] [ þ][ C] [ t] [ v] j [ 2 ] [Þ ]

¼ ðA d þ A t Ä A s Þ þ ðB d þ B t Ä B s Þv j þ ðC d þ C t Ä C s Þv j [2 ]

Therefore:

A äd [¼][ A] [ d] [þ][ A] [ t] [ Ä][ A] [ s]

B äd [¼][ B] [ d] [ þ][ B] [ t] [ Ä][ B] [ s]

C äd [¼][ C] [ d] [ þ][ C] [ t] [ Ä][ C] [ s]

where:

F dj is the initial chassis dynamometer setting load, N;

F [* ] dj is the adjusted chassis dynamometer setting load, N;

F j is the adjustment road load equal to (F sj          - F tj ), N;

F sj is the simulated road load at reference speed v j, N;

F tj is the target road load at reference speed v j, N;

A [* ] d [, B] [ * ] d [and C] [ * ] d are the new chassis dynamometer setting coefficients.

L 175/476 EN Official Journal of the European Union 7.7.2017

8.2. Chassis dynamometer load setting using the torque meter method

This method is applicable when the running resistance is determined using the torque meter method
described in paragraph 4.4. of this Sub-Annex.

In the case of a road load matrix family, this method shall be applied when the running resistance of the
representative vehicle is determined using the torque meter method as specified in paragraph 4.4. of this SubAnnex. The target road load values are the values calculated using the method specified in paragraph 5.1. of
this Sub-Annex.

8.2.1. Initial load setting

For a chassis dynamometer of coefficient control, the chassis dynamometer power absorption unit shall be
adjusted with the arbitrary initial coefficients, A d, B d and C d, of the following equation:

F d ¼ A d þ B d v þ C d v [2]

where:

F d is the chassis dynamometer setting load, N;

v is the speed of the chassis dynamometer roller, km/h.

The following coefficients are recommended for the initial load setting:

(a) A d ¼ 0,5 Ü [a] [ t]
r′ _[;]_ [ B] [ d] [ ¼][ 0,2][ Ü][ b] r′ [ t] _[;]_ [ C] [ d] [ ¼][ c] r′ [ t]

for single-axis chassis dynamometers, or

A d ¼ 0,1 Ü [a] [ t]
r′ _[;]_ [ B] [ d] [ ¼][ 0,2][ Ü][ b] r′ [ t] _[;]_ [ C] [ d] [ ¼][ c] r′ [ t]

for dual-axis chassis dynamometers, where:

a t, b t and c t are are the target running resistance coefficients; and

r′ is the dynamic radius of the tyre on the chassis dynamometer obtained at 80 km/h, m.; or

(b) Empirical values, such as those used for the setting for a similar type of vehicle.

For a chassis dynamometer of polygonal control, adequate load values at each reference speed shall be set for
the chassis dynamometer power absorption unit.

8.2.2. Wheel torque measurement

The torque measurement test on the chassis dynamometer shall be performed with the procedure defined in
paragraph 4.4.2. of this Sub-Annex. The torque meter(s) shall be identical to the one(s) used in the preceding
road test.

8.2.3. Verification

8.2.3.1. The target running resistance (torque) curve shall be determined using the equation in paragraph 4.5.5.2.1. of
this Sub-Annex and may be written as follows:

C ät [¼][ a] [ t] [ þ][ b] [ t] [ Ü][ v] [ j] [ þ][ c] [ t] [ Ü][ v] j [ 2 ]

7.7.2017 EN Official Journal of the European Union L 175/477

8.2.3.2. The simulated running resistance (torque) curve on the chassis dynamometer shall be calculated according to
the method described and the measurement precision specified in paragraph 4.4.3. of this Sub-Annex, and
the running resistance (torque) curve determination as described in paragraph 4.4.4. of this Sub-Annex with
applicable corrections according to paragraph 4.5. of this Sub-Annex, all with the exception of measuring in
opposite directions, resulting in a simulated running resistance curve:

C äs [¼][ C] [ 0s] [ þ][ C] [ 1s] [ Ü][ v] [ j] [ þ][ C] [ 2s] [ Ü][ v] j [ 2 ]

The simulated running resistance (torque) shall be within a tolerance of ± 10 N×r’ from the target running
resistance at every speed reference point where r’ is the dynamic radius of the tyre in metres on the chassis
dynamometer obtained at 80 km/h.

If the tolerance at any reference speed does not satisfy the criterion of the method described in this
paragraph, the procedure specified in paragraph 8.2.3.3. of this Sub-Annex shall be used to adjust the
chassis dynamometer load setting.

8.2.3.3. Adjustment

The chassis dynamometer load setting shall be adjusted using the following equation:

F ädj [¼][ F] [ dj] [ Ä][ F] r′ [ e][j] [¼][ F] [ dj] [ Ä][ F] r′ [ s][j] [þ][ F] r′ [ t][j]

¼ ðA d þ B d v j þ C d v j [2 ] [Þ Ä] ða s þ b s v j þ c s v j [2 ] [Þ]

v j þ c s v j [2 ] [Þ] ða t þ b t v j þ c t v j [2 ] [Þ]

þ
r′ r′

r′

¼ A d þ [ð][a] [ t] [ Ä][ a] [ s] Þ
Õ r′

þ B d þ [ð][b] [ t] [ Ä][ b] [ t] Þ
Ø Õ r′

v j [2 ]
Ø

Øv j þ ÕC d þ [ð][c] [ t] [ Ä] r′ [ c] [ s] Þ

therefore:

where:

A äd [¼][ A] [ d] [þ][ a] [ t] [ Ä] r′ [ a] [ s]

B äd [¼][ B] [ d] [þ][ b] [ t] [ Ä] r′ [ b] [ s]

C äd [¼][ C] [ d] [ þ][ c] [ t] [ Ä] r′ [ c] [ s]

F [* ] dj is the new chassis dynamometer setting load, N;(F sj - F tj ), Nm;

F ej is the adjustment road load equal to (F sj -F tj ), Nm;

F sj is the simulated road load at reference speed v j, Nm;

F tj is the target road load at reference speed v j, Nm;

A [* ] d [, B] [ * ] d [and C] [ * ] d [are the new chassis dynamometer setting coefficients; ]

r’ is the dynamic radius of the tyre on the chassis dynamometer obtained at 80 km/h, m.

Paragraphs 8.2.2. and 8.2.3. of this Sub-Annex shall be repeated.

L 175/478 EN Official Journal of the European Union 7.7.2017

8.2.3.4. The mass of the driven axle(s), tyre specifications and chassis dynamometer load setting shall be included in
all relevant test reports when the requirement of paragraph 8.2.3.2. of this Sub-Annex is fulfilled.

8.2.4. Transformation of running resistance coefficients to road load coefficients f 0, f 1, f 2

8.2.4.1. If the vehicle does not coast down in a repeatable manner and a coastdown mode according to paragraph
4.2.1.8.5. of this Sub-Annex is not feasible, the coefficients f 0, f 1 and f 2 in the road load equation shall be
calculated using the equations in paragraph 8.2.4.1.1. of this Sub-Annex. In any other case, the procedure
described in paragraphs 8.2.4.2. to 8.2.4.4. inclusive of this Sub-Annex shall be performed.

8.2.4.1.1. f 0 ¼ [c] [ 0]
r [Ü][ 1,02]

f 1 ¼ [c] [ 1]
r [Ü][ 1,02 ]

f 2 ¼ [c] [ 2]
r [Ü][ 1,02 ]

where:

c 0, c 1, c 2 are the running resistance coefficients determined in paragraph 4.4.4. of this Sub-Annex, Nm,
Nm/(km/h), Nm/(km/h) [2] ;

r is the dynamic tyre radius of the vehicle with which the running resistance was determined, m.

1,02 is an approximate coefficient compensating for drivetrain losses.

8.2.4.1.2. The determined f 0, f 1, f 2 values shall not be used for a chassis dynamometer setting or any emission or range
testing. They shall be used only in the following cases:

(a) determination of downscaling, paragraph 8. of Sub-Annex 1;

(b) determination of gearshift points, Sub-Annex 2;

(c) interpolation of CO 2 and fuel consumption, paragraph 3.2.3 of Sub-Annex 7;

(d) calculation of results of electrified vehicles, paragraph 4. in Sub-Annex 8.

8.2.4.2. Once the chassis dynamometer has been set within the specified tolerances, a vehicle coastdown procedure
shall be performed on the chassis dynamometer as outlined in paragraph 4.3.1.3. of this Sub-Annex. The
coastdown times shall be included in all relevant test sheets.

8.2.4.3. The road load F j at reference speed v j, N, shall be determined using the following equation:

F j ¼ [1 ] Þ Ü [Δv ]
3,6 [Ü ð][TM][ þ][ m] [ r] Δt j

7.7.2017 EN Official Journal of the European Union L 175/479

where:

F j is the road load at reference speed v j, N;

TM is the test mass of the vehicle, kg;

m r is the equivalent effective mass of rotating components according to paragraph 2.5.1. of this SubAnnex, kg;

Δv = 10 km/h

Δt j is the coastdown time corresponding to speed v j, s.

8.2.4.4. The coefficients f 0, f 1 and f 2 in the road load equation shall be calculated with a least squares regression
analysis over the reference speed range.

L 175/480 EN Official Journal of the European Union 7.7.2017

_Sub-Annex 5_

**Test equipment and calibrations**

1. Test bench specifications and settings

1.1. Cooling fan specifications

1.1.1. A variable speed current of air shall be blown towards the vehicle. The set point of the linear velocity of
the air at the blower outlet shall be equal to the corresponding roller speed above roller speeds of 5
km/h. The deviation of the linear velocity of the air at the blower outlet shall remain within ± 5 km/h or
± 10 per cent of the corresponding roller speed, whichever is greater.

1.1.2. The above-mentioned air velocity shall be determined as an averaged value of a number of measuring
points that:

(a) For fans with rectangular outlets, are located at the centre of each rectangle dividing the whole of the
fan outlet into 9 areas (dividing both horizontal and vertical sides of the fan outlet into 3 equal
parts). The centre area shall not be measured (as shown in Figure A5/1);

_Figure A5/1_

**Fan with rectangular outlet**

(b) For fans with circular outlets, the outlet shall be divided into 8 equal sectors by vertical, horizontal
and 45° lines. The measurement points shall lie on the radial centre line of each sector (22,5°) at
two–thirds of the outlet radius (as shown in Figure A5/2).

_Figure A5/2_

**Fan with circular outlet**

These measurements shall be made with no vehicle or other obstruction in front of the fan. The device
used to measure the linear velocity of the air shall be located between 0 and 20 cm from the air outlet.

1.1.3. The outlet of the fan shall have the following characteristics:

(a) An area of at least 0,3 m [2] ; and

(b) A width/diameter of at least 0,8 metre.

7.7.2017 EN Official Journal of the European Union L 175/481

1.1.4. The position of the fan shall be as follows:

(a) Height of the lower edge above ground: approximately 20 cm;

(b) Distance from the front of the vehicle: approximately 30 cm.

1.1.5. The height and lateral position of the cooling fan may be modified at the request of the manufacturer
and, if considered appropriate, by the approval authority.

1.1.6. In the cases described in paragraph 1.1.5. of this Sub-Annex, the position of the cooling fan (height and
distance) shall be included in all relevant test reports and shall be used for any subsequent testing.

2. Chassis dynamometer

2.1. General requirements

2.1.1. The dynamometer shall be capable of simulating road load with three road load coefficients that can be
adjusted to shape the load curve.

2.1.2. The chassis dynamometer may have one or two rollers. In the case that twin-roller chassis dynamo­
meters are used, the rollers shall be permanently coupled or the front roller shall drive, directly or
indirectly, any inertial masses and the power absorption device.

2.2. Specific requirements

The following specific requirements relate to the dynamometer manufacturer's specifications.

2.2.1. The roller run-out shall be less than 0,25 mm at all measured locations.

2.2.2. The roller diameter shall be within ± 1,0 mm of the specified nominal value at all measurement
locations.

2.2.3. The dynamometer shall have a time measurement system for use in determining acceleration rates and
for measuring vehicle/dynamometer coastdown times. This time measurement system shall have an
accuracy of at least ± 0,001 per cent. This shall be verified upon initial installation.

2.2.4. The dynamometer shall have a speed measurement system with an accuracy of at least ± 0,080 km/h.
This shall be verified upon initial installation.

2.2.5. The dynamometer shall have a response time (90 per cent response to a tractive effort step change) of
less than 100 ms with instantaneous accelerations that are at least 3 m/s [2] . This shall be verified upon
initial installation and after major maintenance.

2.2.6. The base inertia of the dynamometer shall be stated by the dynamometer manufacturer and shall be
confirmed to within ± 0,5 per cent for each measured base inertia and ± 0,2 per cent relative to any
arithmetic average value by dynamic derivation from trials at constant acceleration, deceleration and
force.

2.2.7. Roller speed shall be measured at a frequency of not less than 1 Hz.

2.3. Additional specific requirements for chassis dynamometers for vehicles to be tested in four wheel drive
(4WD) mode

2.3.1. The 4WD control system shall be designed such that the following requirements are fulfilled when tested
with a vehicle driven over the WLTC.

L 175/482 EN Official Journal of the European Union 7.7.2017

2.3.1.1. Road load simulation shall be applied such that operation in 4WD mode reproduces the same propor­
tioning of forces as would be encountered when driving the vehicle on a smooth, dry, level road surface.

2.3.1.2. Upon initial installation and after major maintenance, the requirements of paragraph 2.3.1.2.1. of this
Sub-Annex and either paragraph 2.3.1.2.2. or 2.3.1.2.3. of this Sub-Annex shall be satisfied. The speed
difference between the front and rear rollers is assessed by applying a 1 second moving average filter to
roller speed data acquired at a minimum frequency of 20 Hz.

2.3.1.2.1. The difference in distance covered by the front and rear rollers shall be less than 0,2 per cent of the
distance driven over the WLTC. The absolute number shall be integrated for the calculation of the total
difference in distance over the WLTC.

2.3.1.2.2. The difference in distance covered by the front and rear rollers shall be less than 0,1 m in any 200 ms
time period.

2.3.1.2.3. The speed difference of all roller speeds shall be within +/– 0,16 km/h.

2.4. Chassis dynamometer calibration

2.4.1. Force measurement system

The accuracy and linearity of the force transducer shall be at least ± 10 N for all measured increments.
This shall be verified upon initial installation, after major maintenance and within 370 days before
testing.

2.4.2. Dynamometer parasitic loss calibration

The dynamometer's parasitic losses shall be measured and updated if any measured value differs from the
current loss curve by more than 9,0 N. This shall be verified upon initial installation, after major
maintenance and within 35 days before testing.

2.4.3. Verification of road load simulation without a vehicle

The dynamometer performance shall be verified by performing an unloaded coastdown test upon initial
installation, after major maintenance, and within 7 days before testing. The arithmetic average coastdown
force error shall be less than 10 N or 2 per cent, whichever is greater, at each reference speed point.

3. Exhaust gas dilution system

3.1. System specification

3.1.1. Overview

3.1.1.1. A full flow exhaust dilution system shall be used. The total vehicle exhaust shall be continuously diluted
with ambient air under controlled conditions using a constant volume sampler. A critical flow venturi
(CFV) or multiple critical flow venturis arranged in parallel, a positive displacement pump (PDP), a
subsonic venturi (SSV), or an ultrasonic flow meter (UFM) may be used. The total volume of the
mixture of exhaust and dilution air shall be measured and a continuously proportional sample of the
volume shall be collected for analysis. The quantities of exhaust gas compounds shall be determined
from the sample concentrations, corrected for their respective content of the dilution air and the
totalised flow over the test period.

3.1.1.2. The exhaust dilution system shall consist of a connecting tube, a mixing device and dilution tunnel,
dilution air conditioning, a suction device and a flow measurement device. Sampling probes shall be
fitted in the dilution tunnel as specified in paragraphs 4.1., 4.2. and 4.3. of this Sub-Annex.

3.1.1.3. The mixing device referred to in paragraph 3.1.1.2. of this Sub-Annex shall be a vessel such as that
illustrated in Figure A5/3 in which vehicle exhaust gases and the dilution air are combined so as to
produce a homogeneous mixture at the sampling position.

7.7.2017 EN Official Journal of the European Union L 175/483

3.2. General requirements

3.2.1. The vehicle exhaust gases shall be diluted with a sufficient amount of ambient air to prevent any water
condensation in the sampling and measuring system at all conditions that may occur during a test.

3.2.2. The mixture of air and exhaust gases shall be homogeneous at the point where the sampling probes are
located (paragraph 3.3.3. of this Sub-Annex). The sampling probes shall extract representative samples of
the diluted exhaust gas.

3.2.3. The system shall enable the total volume of the diluted exhaust gases to be measured.

3.2.4. The sampling system shall be gas-tight. The design of the variable dilution sampling system and the
materials used in its construction shall be such that the concentration of any compound in the diluted
exhaust gases is not affected. If any component in the system (heat exchanger, cyclone separator, suction
device, etc.) changes the concentration of any of the exhaust gas compounds and the systematic error
cannot be corrected, sampling for that compound shall be carried out upstream from that component.

3.2.5. All parts of the dilution system in contact with raw or diluted exhaust gas shall be designed to minimise
deposition or alteration of the particulate or particles. 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.

3.2.6. If the vehicle being tested is equipped with an exhaust pipe comprising several branches, the connecting
tubes shall be connected as near as possible to the vehicle without adversely affecting their operation.

3.3. Specific requirements

3.3.1. Connection to vehicle exhaust

3.3.1.1. The start of the connecting tube is the exit of the tailpipe. The end of the connecting tube is the sample
point, or first point of dilution.

For multiple tailpipe configurations where all the tailpipes are combined, the start of the connecting tube
shall be taken at the last joint of where all the tailpipes are combined. In this case, the tube between the
exit of the tailpipe and the start of the connecting tube may or may not be insulated or heated.

3.3.1.2. The connecting tube between the vehicle and dilution system shall be designed so as to minimize heat
loss.

3.3.1.3. The connecting tube shall satisfy the following requirements:

(a) Be less than 3.6 metres long, or less than 6.1 metres long if heat-insulated. Its internal diameter shall
not exceed 105 mm; the insulating materials shall have a thickness of at least 25 mm and thermal
conductivity shall not exceed 0,1 W/m [–1] K [–1] at 400 °C. Optionally, the tube may be heated to a
temperature above the dew point. This may be assumed to be achieved if the tube is heated to 70 °C;

(b) Not cause the static pressure at the exhaust outlets on the vehicle being tested to differ by more than
± 0,75 kPa at 50 km/h, or more than ± 1,25 kPa for the duration of the test from the static
pressures recorded when nothing is connected to the vehicle exhaust pipes. The pressure shall be
measured in the exhaust outlet or in an extension having the same diameter and as near as possible
to the end of the tailpipe. Sampling systems capable of maintaining the static pressure to within ±
0,25 kPa may be used if a written request from a manufacturer to the approval authority
substantiates the need for the closer tolerance;

(c) No component of the connecting tube shall be of a material that might affect the gaseous or solid
composition of the exhaust gas. To avoid generation of any particles from elastomer connectors,
elastomers employed shall be as thermally stable as possible and have minimum exposure to the
exhaust gas. It is recommended not to use elastomer connectors to bridge the connection between
the vehicle exhaust and the connecting tube.

L 175/484 EN Official Journal of the European Union 7.7.2017

3.3.2. Dilution air conditioning

3.3.2.1. The dilution air used for the primary dilution of the exhaust in the CVS tunnel shall pass through a
medium capable of reducing particles of the most penetrating particle size in the filter material by ≤
99,95 per cent, or through a filter of at least class H13 of EN 1822:2009. This represents the
specification of High Efficiency Particulate Air (HEPA) filters. The dilution air may optionally be
charcoal-scrubbed before being passed to the HEPA filter. It is recommended that an additional
coarse particle filter be situated before the HEPA filter and after the charcoal scrubber, if used.

3.3.2.2. At the vehicle manufacturer's request, the dilution air may be sampled according to good engineering
practice to determine the tunnel contribution to background particulate and particle levels, which can be
subsequently subtracted from the values measured in the diluted exhaust. See paragraph 1.2.1.3. of SubAnnex 6.

3.3.3. Dilution tunnel

3.3.3.1. Provision shall be made for the vehicle exhaust gases and the dilution air to be mixed. A mixing device
may be used.

3.3.3.2. The homogeneity of the mixture in any cross-section at the location of the sampling probe shall not vary
by more than ± 2 per cent from the arithmetic average of the values obtained for at least five points
located at equal intervals on the diameter of the gas stream.

3.3.3.3. For PM and PN emissions sampling, a dilution tunnel shall be used that:

(a) Consists of a straight tube of electrically-conductive material that is grounded;

(b) Causes turbulent flow (Reynolds number ≥ 4 000) and be of sufficient length to cause complete
mixing of the exhaust and dilution air;

(c) Is at least 200 mm in diameter;

(d) May be insulated and/or heated.

3.3.4. Suction device

3.3.4.1. This device may have a range of fixed speeds to ensure sufficient flow to prevent any water conden­
sation. This result is obtained if the flow is either:

(a) Twice as high as the maximum flow of exhaust gas produced by accelerations of the driving cycle; or

(b) Sufficient to ensure that the CO 2 concentration in the dilute exhaust sample bag is less than 3 per
cent by volume for petrol and diesel, less than 2.2 per cent by volume for LPG and less than 1.5 per
cent by volume for NG/biomethane.

3.3.4.2. Compliance with the requirements in paragraph 3.3.4.1. of this Sub-Annex may not be necessary if the
CVS system is designed to inhibit condensation by such techniques, or combination of techniques, as:

(a) Reducing water content in the dilution air (dilution air dehumidification);

(b) Heating of the CVS dilution air and of all components up to the diluted exhaust flow measurement
device and, optionally, the bag sampling system including the sample bags and also the system for
the measurement of the bag concentrations.

In such cases, the selection of the CVS flow rate for the test shall be justified by showing that
condensation of water cannot occur at any point within the CVS, bag sampling or analytical system.

7.7.2017 EN Official Journal of the European Union L 175/485

3.3.5. Volume measurement in the primary dilution system

3.3.5.1. The method of measuring total dilute exhaust volume incorporated in the constant volume sampler shall
be such that measurement is accurate to ± 2 per cent under all operating conditions. If the device cannot
compensate for variations in the temperature of the mixture of exhaust gases and dilution air at the
measuring point, a heat exchanger shall be used to maintain the temperature to within ± 6 °C of the
specified operating temperature for a PDP CVS, ± 11 °C for a CFV CVS, ± 6 °C for a UFM CVS, and
± 11 °C for an SSV CVS.

3.3.5.2. If necessary, some form of protection for the volume measuring device may be used e.g. a cyclone
separator, bulk stream filter, etc.

3.3.5.3. A temperature sensor shall be installed immediately before the volume measuring device. This
temperature sensor shall have an accuracy and a precision of ± 1 °C and a response time of 0,1
seconds at 62 per cent of a given temperature variation (value measured in silicone oil).

3.3.5.4. Measurement of the pressure difference from atmospheric pressure shall be taken upstream from and, if
necessary, downstream from the volume measuring device.

3.3.5.5. The pressure measurements shall have a precision and an accuracy of ± 0,4 kPa during the test. See
Table A5/5.

3.3.6. Recommended system description

Figure A5/3 is a schematic drawing of exhaust dilution systems that meet the requirements of this SubAnnex.

The following components are recommended:

(a) A dilution air filter, which may be pre-heated if necessary. This filter shall consist of the following
filters in sequence: an optional activated charcoal filter (inlet side), and a HEPA filter (outlet side). It is
recommended that an additional coarse particle filter be situated before the HEPA filter and after the
charcoal filter, if used. The purpose of the charcoal filter is to reduce and stabilize the hydrocarbon
concentrations of ambient emissions in the dilution air;

(b) A connecting tube by which vehicle exhaust is admitted into a dilution tunnel;

(c) An optional heat exchanger as described in paragraph 3.3.5.1. of this Sub-Annex;

(d) A mixing device in which exhaust gas and dilution air are mixed homogeneously, and which may be
located close to the vehicle so that the length of the connecting tube is minimized;

(e) A dilution tunnel from which particulate and particles are sampled;

(f) Some form of protection for the measurement system may be used e.g. a cyclone separator, bulk
stream filter, etc.;

(g) A suction device of sufficient capacity to handle the total volume of diluted exhaust gas.

Exact conformity with these figures is not essential. Additional components such as instruments, valves,
solenoids and switches may be used to provide additional information and co-ordinate the functions of
the component system.

L 175/486 EN Official Journal of the European Union 7.7.2017

_Figure A5/3_

**Exhaust dilution system**

3.3.6.1. Positive displacement pump (PDP)

3.3.6.1.1. A positive displacement pump (PDP) full flow exhaust dilution system satisfies the requirements of this
Sub-Annex by metering the flow of gas through the pump at constant temperature and pressure. The
total volume is measured by counting the revolutions made by the calibrated positive displacement
pump. The proportional sample is achieved by sampling with pump, flow meter and flow control valve
at a constant flow rate.

3.3.6.2. Critical flow venturi (CFV)

3.3.6.2.1. The use of a CFV for the full flow exhaust dilution system is based on the principles of flow mechanics
for critical flow. The variable mixture flow rate of dilution and exhaust gas is maintained at sonic
velocity that is directly proportional to the square root of the gas temperature. Flow is continually
monitored, computed and integrated throughout the test.

3.3.6.2.2. The use of an additional critical flow sampling venturi ensures the proportionality of the gas samples
taken from the dilution tunnel. As both pressure and temperature are equal at the two venturi inlets, the
volume of the gas flow diverted for sampling is proportional to the total volume of diluted exhaust gas
mixture produced, and thus the requirements of this Sub-Annex are fulfilled.

3.3.6.2.3. A measuring CFV tube shall measure the flow volume of the diluted exhaust gas.

3.3.6.3. Subsonic flow venturi (SSV)

3.3.6.3.1. The use of an SSV (Figure A5/4) for a full flow exhaust dilution system is based on the principles of flow
mechanics. The variable mixture flow rate of dilution and exhaust gas is maintained at a subsonic
velocity that is calculated from the physical dimensions of the subsonic venturi and measurement of
the absolute temperature (T) and pressure (P) at the venturi inlet and the pressure in the throat of the
venturi. Flow is continually monitored, computed and integrated throughout the test.

3.3.6.3.2. An SSV shall measure the flow volume of the diluted exhaust gas.

7.7.2017 EN Official Journal of the European Union L 175/487

_Figure A5/4_

**Schematic of a subsonic venturi tube (SSV)**

3.3.6.4. Ultrasonic flow meter (UFM)

3.3.6.4.1. A UFM measures the velocity of the diluted exhaust gas in the CVS piping using the principle of
ultrasonic flow detection by means of a pair, or multiple pairs, of ultrasonic transmitters/receivers
mounted within the pipe as in Figure A5/5. The velocity of the flowing gas is determined by the
difference in the time required for the ultrasonic signal to travel from transmitter to receiver in the
upstream direction and the downstream direction. The gas velocity is converted to standard volumetric
flow using a calibration factor for the tube diameter with real time corrections for the diluted exhaust
temperature and absolute pressure.

3.3.6.4.2. Components of the system include:

(a) A suction device fitted with speed control, flow valve or other method for setting the CVS flow rate
and also for maintaining constant volumetric flow at standard conditions;

(b) A UFM;

(c) Temperature and pressure measurement devices, T and P, required for flow correction;

(d) An optional heat exchanger for controlling the temperature of the diluted exhaust to the UFM. If
installed, the heat exchanger shall be capable of controlling the temperature of the diluted exhaust to
that specified in paragraph 3.3.5.1. of this Sub-Annex. Throughout the test, the temperature of the
air/exhaust gas mixture measured at a point immediately upstream of the suction device shall be
within ± 6 °C of the arithmetic average operating temperature during the test.

_Figure A5/5_

**Schematic of an ultrasonic flow meter (UFM)**

3.3.6.4.3. The following conditions shall apply to the design and use of the UFM type CVS:

(a) The velocity of the diluted exhaust gas shall provide a Reynolds number higher than 4 000 in order
to maintain a consistent turbulent flow before the ultrasonic flow meter;

L 175/488 EN Official Journal of the European Union 7.7.2017

(b) An ultrasonic flow meter shall be installed in a pipe of constant diameter with a length of 10 times
the internal diameter upstream and 5 times the diameter downstream;

(c) A temperature sensor (T) for the diluted exhaust shall be installed immediately before the ultrasonic
flow meter. This sensor shall have an accuracy and a precision of ± 1 °C and a response time of 0,1
seconds at 62 per cent of a given temperature variation (value measured in silicone oil);

(d) The absolute pressure (P) of the diluted exhaust shall be measured immediately before the ultrasonic
flow meter to within ± 0,3 kPa;

(e) If a heat exchanger is not installed upstream of the ultrasonic flow meter, the flow rate of the diluted
exhaust, corrected to standard conditions, shall be maintained at a constant level during the test. This
may be achieved by control of the suction device, flow valve or other method.

3.4. CVS calibration procedure

3.4.1. General requirements

3.4.1.1. The CVS system shall be calibrated by using an accurate flow meter and a restricting device and at the
intervals listed in Table A5/4. The flow through the system shall be measured at various pressure
readings and the control parameters of the system measured and related to the flows. The flow
metering device (e.g. calibrated venturi, laminar flow element (LFE), calibrated turbine meter) shall be
dynamic and suitable for the high flow rate encountered in constant volume sampler testing. The device
shall be of certified accuracy traceable to an approved national or international standard.

3.4.1.2. The following paragraphs describe methods for calibrating PDP, CFV, SSV and UFM units using a laminar
flow meter, which gives the required accuracy, along with a statistical check on the calibration validity.

3.4.2. Calibration of a positive displacement pump (PDP)

3.4.2.1. The following calibration procedure outlines the equipment, the test configuration and the various
parameters that are measured to establish the flow rate of the CVS pump. All the parameters related
to the pump are simultaneously measured with the parameters related to the flow meter that is
connected in series with the pump. The calculated flow rate (given in m [3] /min at pump inlet for the
measured absolute pressure and temperature) shall be subsequently plotted versus a correlation function
that includes the relevant pump parameters. The linear equation that relates the pump flow and the
correlation function shall be subsequently determined. In the case that a CVS has a multiple speed drive,
a calibration for each range used shall be performed.

3.4.2.2. This calibration procedure is based on the measurement of the absolute values of the pump and flow
meter parameters relating the flow rate at each point. The following conditions shall be maintained to
ensure the accuracy and integrity of the calibration curve:

3.4.2.2.1. The pump pressures shall be measured at tappings on the pump rather than at the external piping on the
pump inlet and outlet. Pressure taps that are mounted at the top centre and bottom centre of the pump
drive head plate are exposed to the actual pump cavity pressures, and therefore reflect the absolute
pressure differentials.

3.4.2.2.2. Temperature stability shall be maintained during the calibration. The laminar flow meter is sensitive to
inlet temperature oscillations that cause data points to be scattered. Gradual changes of ± 1 °C in
temperature are acceptable as long as they occur over a period of several minutes.

3.4.2.2.3. All connections between the flow meter and the CVS pump shall be free of leakage.

3.4.2.3. During an exhaust emissions test, the measured pump parameters shall be used to calculate the flow rate
from the calibration equation.

7.7.2017 EN Official Journal of the European Union L 175/489

3.4.2.4. Figure A5/6 of this Sub-Annex shows an example of a calibration set-up. Variations are permissible,
provided that the approval authority approves them as being of comparable accuracy. If the set-up
shown in Figure A5/6 is used, the following data shall be found within the limits of accuracy given:

Barometric pressure (corrected), P b ± 0,03 kPa

Ambient temperature, T ± 0,2 K

Air temperature at LFE, ETI ± 0,15 K

Pressure depression upstream of LFE, EPI ± 0,01 kPa

Pressure drop across the LFE matrix, EDP ± 0,0015 kPa

Air temperature at CVS pump inlet, PTI ± 0,2 K

Air temperature at CVS pump outlet, PTO ± 0,2 K

Pressure depression at CVS pump inlet, PPI ± 0,22 kPa

Pressure head at CVS pump outlet, PPO ± 0,22 kPa

Pump revolutions during test period, n ± 1 min [–1]

Elapsed time for period (minimum 250 s), t ± 0,1 s

_Figure A5/6_

**PDP calibration configuration**

3.4.2.5. After the system has been connected as shown in Figure A5/6., the variable restrictor shall be set in the
wide-open position and the CVS pump shall run for 20 minutes before starting the calibration.

3.4.2.5.1. The restrictor valve shall be reset to a more restricted condition in increments of pump inlet depression
(about 1 kPa) that will yield a minimum of six data points for the total calibration. The system shall be
allowed to stabilize for 3 minutes before the data acquisition is repeated.

L 175/490 EN Official Journal of the European Union 7.7.2017

3.4.2.5.2. The air flow rate Q s at each test point shall be calculated in standard m [3] /min from the flow meter data
using the manufacturer's prescribed method.

3.4.2.5.3. The air flow rate shall be subsequently converted to pump flow V 0 in m [3] /rev at absolute pump inlet
temperature and pressure.

T
p
V 0 ¼ [Q] [ s]
n [Ü] 273,15 K [Ü][ 101,325 kPa ] P p

where:

V 0 is the pump flow rate at T p and P p, m [3] /rev;

Q s is the air flow at 101,325 kPa and 273,15 K (0 °C), m [3] /min;

T p is the pump inlet temperature, Kelvin (K);

P p is the absolute pump inlet pressure, kPa;

n is the pump speed, min [–1] .

3.4.2.5.4. To compensate for the interaction of pump speed pressure variations at the pump and the pump slip
rate, the correlation function x 0 between the pump speed n, the pressure differential from pump inlet to
pump outlet and the absolute pump outlet pressure shall be calculated using the following equation:

**f** **f** **f**

**f** **f** **f**

x 0 ¼ [1 ]
n

s

f **f** i f **f** i f **f** i ffi
ΔP
p

P e

**f** **f** **f**

where:

x 0 is the correlation function;

ΔP p is the pressure differential from pump inlet to pump outlet, kPa;

P e absolute outlet pressure (PPO + P b ), kPa.

A linear least squares fit shall be performed to generate the calibration equations having the following
form:

V 0 ¼ D 0 Ä M Ü x 0

n ¼ A Ä B Ü ΔP
p

where B and M are the slopes, and A and D 0 are the intercepts of the lines.

3.4.2.6. A CVS system having multiple speeds shall be calibrated at each speed used. The calibration curves
generated for the ranges shall be approximately parallel and the intercept values, D 0 shall increase as the
pump flow range decreases.

3.4.2.7. The calculated values from the equation shall be within 0.5 per cent of the measured value of V 0 . Values
of M will vary from one pump to another. A calibration shall be performed at initial installation and
after major maintenance.

7.7.2017 EN Official Journal of the European Union L 175/491

3.4.3. Calibration of a critical flow venturi (CFV)

3.4.3.1. Calibration of a CFV is based upon the flow equation for a critical venturi:

Q s ¼ [K] [ v] ~~f~~ [ P] **f** i ~~f~~ fi
~~p~~ T

where:

Q s is the flow, m [3] /min;

K v is the calibration coefficient;

P is the absolute pressure, kPa;

T is the absolute temperature, Kelvin (K).

Gas flow is a function of inlet pressure and temperature.

The calibration procedure described in paragraph 3.4.3.2. to 3.4.3.3.3.4. inclusive of this Sub-Annex
establishes the value of the calibration coefficient at measured values of pressure, temperature and air
flow.

3.4.3.2. Measurements for flow calibration of a critical flow venturi are required and the following data shall be
within the limits of precision given:

Barometric pressure (corrected), P b ± 0,03 kPa,

LFE air temperature, flow meter, ETI ± 0,15 K,

Pressure depression upstream of LFE, EPI ± 0,01 kPa,

Pressure drop across LFE matrix, EDP ± 0,0015 kPa,

Air flow, Q s ± 0,5 per cent,

CFV inlet depression, PPI ± 0,02 kPa,

Temperature at venturi inlet, T v ± 0,2 K.

3.4.3.3. The equipment shall be set up as shown in Figure A5/7 and checked for leaks. Any leaks between the
flow-measuring device and the critical flow venturi will seriously affect the accuracy of the calibration
and shall therefore be prevented.

L 175/492 EN Official Journal of the European Union 7.7.2017

_Figure A5/7_

**CFV calibration configuration**

**f** **f** i

3.4.3.3.1. The variable-flow restrictor shall be set to the open position, the suction device shall be started and the
system stabilized. Data from all instruments shall be collected.

3.4.3.3.2. The flow restrictor shall be varied and at least eight readings across the critical flow range of the venturi
shall be made.

3.4.3.3.3. The data recorded during the calibration shall be used in the following calculation:

3.4.3.3.3.1. The air flow rate, Q s at each test point shall be calculated from the flow meter data using the manu­
facturer's prescribed method.

Values of the calibration coefficient shall be calculated for each test point:

f **f** i f **f** i
K v ¼ [Q] [ s] Pp v T v

where:

Q s is the flow rate, m [3] /min at 273,15 K (0 °C) and 101,325, kPa;

T v is the temperature at the venturi inlet, Kelvin (K);

P v is the absolute pressure at the venturi inlet, kPa.

7.7.2017 EN Official Journal of the European Union L 175/493

3.4.3.3.3.2. K v shall be plotted as a function of venturi inlet pressure P v . For sonic flow K v will have a relatively
constant value. As pressure decreases (vacuum increases), the venturi becomes unchoked and K v
decreases. These values of K v shall not be used for further calculations.

3.4.3.3.3.3. For a minimum of eight points in the critical region, an arithmetic average K v and the standard deviation
shall be calculated.

3.4.3.3.3.4. If the standard deviation exceeds 0,3 per cent of the arithmetic average K v, corrective action shall be
taken.

3.4.4. Calibration of a subsonic venturi (SSV)

3.4.4.1. Calibration of the SSV is based upon the flow equation for a subsonic venturi. Gas flow is a function of
inlet pressure and temperature, and the pressure drop between the SSV inlet and throat.

3.4.4.2. Data analysis

3.4.4.2.1. The airflow rate, Q ssv, at each restriction setting (minimum 16 settings) shall be calculated in standard
m [3] /s from the flow meter data using the manufacturer's prescribed method. The discharge coefficient, C d,
shall be calculated from the calibration data for each setting using the following equation:

**f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i

Q SSV
C d ¼ ~~f f~~ **f** i ~~f~~ **f** i ~~f~~ **f** i ~~f~~ **f** i ~~f~~ **f** i ~~f~~ **f** i ~~f~~ **f** i ~~f~~ **f** i ~~f~~ **f** i ~~f~~ **f** i ~~f~~ **f** i ~~f~~ **f** i ~~f~~ **f** i ~~f~~ **f** i ~~f~~ **f** i ~~f~~ **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i

**f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i

d [2 ] V [Ü][ p] [ p] [ Ü]

~~f f~~ **f** i ~~f~~ **f** i ~~f~~ **f** i ~~f~~ **f** i ~~f~~ **f** i ~~f~~ **f** i ~~f~~ **f** i ~~f~~ **f** i ~~f~~ **f** i ~~f~~ **f** i ~~f~~ **f** i ~~f~~ **f** i ~~f~~ **f** i ~~f~~ **f** i ~~f~~ **f** i ~~f~~ **f** i ~~f~~ **f** i ~~f~~ **f** i ~~f~~ **f** i ~~f~~ **f** i ~~f~~ **f** i ~~f~~ **f** i ~~f~~ **f** i ~~f~~ **f** i ~~f~~ **f** i ~~f~~ **f** i ~~f~~ **f** i ~~f~~ **f** i ~~f~~ **f** i ~~f~~ **f** i ~~f~~ **f** i ~~f~~ **f** i ~~f~~ **f** i **f** i ~~f f~~ **f** i ~~f~~ **f** i ~~f~~ **f** i ~~f~~ **f** i ~~f~~ **f** i ~~f~~ **f** i ~~f~~ **f** i ~~f~~ **f** i **f** i

1 1
Är [1,426 ] p [Ä][ r] [ 1,718 ] p Ö Ü

~~sÕ~~ T [Ü] ~~Í~~ 1 Ä r [4 ] D [Ü][ r] [ 1,426 ] p ~~ÎØ~~

~~f f~~ **f** i ~~f~~ **f** i ~~f~~ **f** i ~~f~~ **f** i ~~f~~ **f** i ~~f~~ **f** i ~~f~~ **f** i ~~f~~ **f** i ~~f~~ **f** i ~~f~~ **f** i ~~f~~ **f** i ~~f~~ **f** i ~~f~~ **f** i ~~f~~ **f** i ~~f~~ **f** i ~~f~~ **f** i ~~f~~ **f** i ~~f~~ **f** i ~~f~~ **f** i ~~f~~ **f** i ~~f~~ **f** i ~~f~~ **f** i ~~f~~ **f** i ~~f~~ **f** i ~~f~~ **f** i ~~f~~ **f** i ~~f~~ **f** i ~~f~~ **f** i ~~f~~ **f** i ~~f~~ **f** i ~~f~~ **f** i ~~f~~ **f** i ~~f~~ **f** i **f** i ~~f f~~ **f** i ~~f~~ **f** i ~~f~~ **f** i ~~f~~ **f** i ~~f~~ **f** i ~~f~~ **f** i ~~f~~ **f** i ~~f~~ **f** i **f** i

1 1
Är [1,426 ] p [Ä][ r] [ 1,718 ] p Ö Ü
~~Õ~~ T [Ü] ~~Í~~ 1 Ä r [4 ] D [Ü][ r] [ 1,426 ] p ~~Î~~

**f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i

where:

Q ssv is the airflow rate at standard conditions (101,325 kPa, 273,15 K (0 °C)), m [3] /s;

T is the temperature at the venturi inlet, Kelvin (K);

d V is the diameter of the SSV throat, m;

r p is the ratio of the SSV throat pressure to inlet absolute static pressure, 1 Ä [Δ][p] ~~;~~
p p

r D is the ratio of the SSV throat diameter, d V, to the inlet pipe inner diameter D;

C d is the discharge coefficient of the SSV;

P p is the absolute pressure at venturi inlet, kPa.

To determine the range of subsonic flow, C d shall be plotted as a function of Reynolds number Re at the
SSV throat. The Reynolds number at the SSV throat shall be calculated using the following equation:

Re ¼ A 1 Ü [Q] [ SSV]
d V Ü μ

where:

μ ¼ [b][ Ü][ T] [ 1] _[:]_ [5]

S þ T

**f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i

1 min
A 1 is 25.55152 in SI,
Êm [3] ÌÊ s

**f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i

ÌÊ mm m

**f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i **f** i

;
Ì

L 175/494 EN Official Journal of the European Union 7.7.2017

Q ssv is the airflow rate at standard conditions (101,325 kPa, 273,15 K (0 °C)), m [3] /s;

d v is the diameter of the SSV throat, m;

μ is the absolute or dynamic viscosity of the gas, kg/ms;

b is 1,458 × 10 [6] (empirical constant), kg/ms K [0.5] ;

S is 110,4 (empirical constant), Kelvin (K).

3.4.4.2.2. Because Q SSV is an input to the Re equation, the calculations shall be started with an initial guess for
Q SSV or C d of the calibration venturi, and repeated until Q SSV converges. The convergence method shall
be accurate to at least 0.1 per cent.

3.4.4.2.3. For a minimum of sixteen points in the region of subsonic flow, the calculated values of C d from the
resulting calibration curve fit equation shall be within ± 0,5 per cent of the measured C d for each
calibration point.

3.4.5. Calibration of an ultrasonic flow meter (UFM)

3.4.5.1. The UFM shall be calibrated against a suitable reference flow meter.

3.4.5.2. The UFM shall be calibrated in the CVS configuration that will be used in the test cell (diluted exhaust
piping, suction device) and checked for leaks. See Figure A5/8.

3.4.5.3. A heater shall be installed to condition the calibration flow in the event that the UFM system does not
include a heat exchanger.

3.4.5.4. For each CVS flow setting that will be used, the calibration shall be performed at temperatures from
room temperature to the maximum that will be experienced during vehicle testing.

3.4.5.5. The manufacturer's recommended procedure shall be followed for calibrating the electronic portions
(temperature (T) and pressure (P) sensors) of the UFM.

3.4.5.6. Measurements for flow calibration of the ultrasonic flow meter are required and the following data (in
the case that a laminar flow element is used) shall be found within the limits of precision given:

Barometric pressure (corrected), P b ± 0,03 kPa,

LFE air temperature, flow meter, ETI ± 0,15 K,

Pressure depression upstream of LFE, EPI ± 0,01 kPa,

Pressure drop across (EDP) LFE matrix ± 0,0015 kPa,

Air flow, Q s ± 0,5 per cent,

UFM inlet depression, P act ± 0,02 kPa,

Temperature at UFM inlet, T act ± 0,2 K.

3.4.5.7. Procedure

3.4.5.7.1. The equipment shall be set up as shown in Figure A5/8 and checked for leaks. Any leaks between the
flow-measuring device and the UFM will seriously affect the accuracy of the calibration.

7.7.2017 EN Official Journal of the European Union L 175/495

_Figure A5/8_

**UFM calibration configuration**

3.4.5.7.2. The suction device shall be started. Its speed and/or the position of the flow valve shall be adjusted to
provide the set flow for the validation and the system stabilised. Data from all instruments shall be
collected.

3.4.5.7.3. For UFM systems without a heat exchanger, the heater shall be operated to increase the temperature of
the calibration air, allowed to stabilise and data from all the instruments recorded. The temperature shall
be increased in reasonable steps until the maximum expected diluted exhaust temperature expected
during the emissions test is reached.

3.4.5.7.4. The heater shall be subsequently turned off and the suction device speed and/or flow valve shall be
adjusted to the next flow setting that will be used for vehicle emissions testing after which the calibration
sequence shall be repeated.

3.4.5.8. The data recorded during the calibration shall be used in the following calculations. The air flow rate Q s
at each test point shall be calculated from the flow meter data using the manufacturer's prescribed
method.

K v ¼ [Q] [ reference]
Q s

where:

Q s is the air flow rate at standard conditions (101,325 kPa, 273,15 K (0 °C)), m [3] /s;

Q reference is the air flow rate of the calibration flow meter at standard conditions (101,325 kPa,
273,15 K (0 °C)), m [3] /s;

K v is the calibration coefficient.

For UFM systems without a heat exchanger, K v shall be plotted as a function of T act .

The maximum variation in K v shall not exceed 0,3 per cent of the arithmetic average K v value of all the
measurements taken at the different temperatures.

3.5. System verification procedure

3.5.1. General requirements

3.5.1.1. The total accuracy of the CVS sampling system and analytical system shall be determined by introducing
a known mass of an emissions gas compound into the system whilst it is being operated under normal
test conditions and subsequently analysing and calculating the emission gas compounds according to the
equations of Sub-Annex 7. The CFO method described in paragraph 3.5.1.1.1. of this Sub-Annex and
the gravimetric method described in paragraph 3.5.1.1.2. of this Sub-Annex are both known to give
sufficient accuracy.

L 175/496 EN Official Journal of the European Union 7.7.2017

The maximum permissible deviation between the quantity of gas introduced and the quantity of gas
measured is 2 per cent.

3.5.1.1.1. Critical flow orifice (CFO) method

The CFO method meters a constant flow of pure gas (CO, CO 2, or C 3 H 8 ) using a critical flow orifice
device.

3.5.1.1.1.1. A known mass of pure carbon monoxide, carbon dioxide or propane gas shall be introduced into the
CVS system through the calibrated critical orifice. If the inlet pressure is high enough, the flow rate q
which is restricted by means of the critical flow orifice, is independent of orifice outlet pressure (critical
flow). The CVS system shall be operated as in a normal exhaust emissions test and enough time shall be
allowed for subsequent analysis. The gas collected in the sample bag shall be analysed by the usual
equipment (paragraph 4.1. of this Sub-Annex) and the results compared to the concentration of the
known gas samples If deviations exceed 2 per cent, the cause of the malfunction shall be determined and
corrected.

3.5.1.1.2. Gravimetric method

The gravimetric method weighs a quantity of pure gas (CO, CO 2, or C 3 H 8 ).

3.5.1.1.2.1. The weight of a small cylinder filled with either pure carbon monoxide, carbon dioxide or propane shall
be determined with a precision of ± 0,01 g. The CVS system shall operate under normal exhaust
emissions test conditions while the pure gas is injected into the system for a time sufficient for
subsequent analysis. The quantity of pure gas involved shall be determined by means of differential
weighing. The gas accumulated in the bag shall be analysed by means of the equipment normally used
for exhaust gas analysis as described in paragraph 4.1. of this Sub-Annex). The results shall be
subsequently compared to the concentration figures computed previously. If deviations exceed 2 per
cent, the cause of the malfunction shall be determined and corrected.

4. Emissions measurement equipment

4.1. Gaseous emissions measurement equipment

4.1.1. System overview

4.1.1.1. A continuously proportional sample of the diluted exhaust gases and the dilution air shall be collected
for analysis.

4.1.1.2. The mass of gaseous emissions shall be determined from the proportional sample concentrations and the
total volume measured during the test. Sample concentrations shall be corrected to take into account the
respective compound concentrations in dilution air.

4.1.2. Sampling system requirements

4.1.2.1. The sample of diluted exhaust gases shall be taken upstream from the suction device.

4.1.2.1.1. With the exception of paragraph 4.1.3.1. (hydrocarbon sampling system), paragraph 4.2. (PM
measurement equipment) and paragraph 4.3. (PN measurement equipment) of this Sub-Annex, the
dilute exhaust gas sample may be taken downstream of the conditioning devices (if any).

4.1.2.2. The bag sampling flow rate shall be set to provide sufficient volumes of dilution air and diluted exhaust
in the CVS bags to allow concentration measurement and shall not exceed 0,3 per cent of the flow rate
of the dilute exhaust gases, unless the diluted exhaust bag fill volume is added to the integrated CVS
volume.

4.1.2.3. A sample of the dilution air shall be taken near the dilution air inlet (after the filter if one is fitted).

4.1.2.4. The dilution air sample shall not be contaminated by exhaust gases from the mixing area.

4.1.2.5. The sampling rate for the dilution air shall be comparable to that used for the dilute exhaust gases.

7.7.2017 EN Official Journal of the European Union L 175/497

4.1.2.6. The materials used for the sampling operations shall be such as not to change the concentration of the
emissions compounds.

4.1.2.7. Filters may be used in order to extract the solid particles from the sample.

4.1.2.8. Any valve used to direct the exhaust gases shall be of a quick-adjustment, quick-acting type.

4.1.2.9. Quick-fastening, gas-tight connections may be used between three-way valves and the sample bags, the
connections sealing themselves automatically on the bag side. Other systems may be used for conveying
the samples to the analyser (e.g. three-way stop valves).

4.1.2.10. Sample storage

4.1.2.10.1. The gas samples shall be collected in sample bags of sufficient capacity so as not to impede the sample
flow.

4.1.2.10.2. The bag material shall be such as to affect neither the measurements themselves nor the chemical
composition of the gas samples by more than ± 2 per cent after 30 minutes (e.g., laminated poly­
ethylene/polyamide films, or fluorinated polyhydrocarbons).

4.1.3. Sampling systems

4.1.3.1. Hydrocarbon sampling system (heated flame ionisation detector, HFID)

4.1.3.1.1. The hydrocarbon sampling system shall consist of a heated sampling probe, line, filter and pump. The
sample shall be taken upstream of the heat exchanger (if fitted). The sampling probe shall be installed at
the same distance from the exhaust gas inlet as the particulate sampling probe and in such a way that
neither interferes with samples taken by the other. It shall have a minimum internal diameter of 4 mm.

4.1.3.1.2. All heated parts shall be maintained at a temperature of 190 °C ± 10 °C by the heating system.

4.1.3.1.3. The arithmetic average concentration of the measured hydrocarbons shall be determined by integration
of the second-by-second data divided by the phase or test duration.

4.1.3.1.4. The heated sampling line shall be fitted with a heated filter F H having a 99 per cent efficiency for
particles ≥ 0,3 μm to extract any solid particles from the continuous flow of gas required for analysis.

4.1.3.1.5. The sampling system delay time (from the probe to the analyser inlet) shall be no more than 4 seconds.

4.1.3.1.6. The HFID shall be used with a constant mass flow (heat exchanger) system to ensure a representative
sample, unless compensation for varying CVS volume flow is made.

4.1.3.2. NO or NO 2 sampling system (where applicable)

4.1.3.2.1. A continuous sample flow of diluted exhaust gas shall be supplied to the analyser.

4.1.3.2.2. The arithmetic average concentration of the NO or NO 2 shall be determined by integration of the
second-by-second data divided by the phase or test duration.

4.1.3.2.3. The continuous NO or NO 2 measurement shall be used with a constant flow (heat exchanger) system to
ensure a representative sample, unless compensation for varying CVS volume flow is made.

4.1.4. Analysers

4.1.4.1. General requirements for gas analysis

4.1.4.1.1. The analysers shall have a measuring range compatible with the accuracy required to measure the
concentrations of the exhaust gas sample compounds.

L 175/498 EN Official Journal of the European Union 7.7.2017

4.1.4.1.2. If not defined otherwise, measurement errors shall not exceed ± 2 per cent (intrinsic error of analyser)
disregarding the reference value for the calibration gases.

4.1.4.1.3. The ambient air sample shall be measured on the same analyser with the same range.

4.1.4.1.4. No gas drying device shall be used before the analysers unless it is shown to have no effect on the
content of the compound in the gas stream.

4.1.4.2. Carbon monoxide (CO) and carbon dioxide (CO 2 ) analysis

4.1.4.2.1. The analysers shall be of the non-dispersive infrared (NDIR) absorption type.

4.1.4.3. Hydrocarbons (HC) analysis for all fuels other than diesel fuel

4.1.4.3.1. The analyser shall be of the flame ionization (FID) type calibrated with propane gas expressed in
equivalent carbon atoms (C 1 ).

4.1.4.4. Hydrocarbons (HC) analysis for diesel fuel and optionally for other fuels

4.1.4.4.1. The analyser shall be of the heated flame ionization type with detector, valves, pipework, etc., heated to
190 °C ± 10 °C. It shall be calibrated with propane gas expressed equivalent to carbon atoms (C 1 ).

4.1.4.5. Methane (CH 4 ) analysis

4.1.4.5.1. The analyser shall be either a gas chromatograph combined with a flame ionization detector (FID), or a
flame ionization detector (FID) combined with a non-methane cutter (NMC-FID), calibrated with methane
or propane gas expressed equivalent to carbon atoms (C 1 ).

4.1.4.6. Nitrogen oxides (NO x ) analysis

4.1.4.6.1. The analysers shall be of chemiluminescent (CLA) or non-dispersive ultra-violet resonance absorption
(NDUV) types.

4.1.5. Recommended system descriptions

4.1.5.1. Figure A5/9 is a schematic drawing of the gaseous emissions sampling system.

7.7.2017 EN Official Journal of the European Union L 175/499

_Figure A5/9_

**Full flow exhaust dilution system schematic**

4.1.5.2. Examples of system components are as listed below.

4.1.5.2.1. Two sampling probes for continuous sampling of the dilution air and of the diluted exhaust gas/air
mixture.

4.1.5.2.2. A filter to extract solid particles from the flows of gas collected for analysis.

4.1.5.2.3. Pumps and flow controller to ensure constant uniform flow of diluted exhaust gas and dilution air
samples taken during the course of the test from sampling probes and flow of the gas samples shall be
such that, at the end of each test, the quantity of the samples is sufficient for analysis.

4.1.5.2.4. Quick-acting valves to divert a constant flow of gas samples into the sample bags or to the outside vent.

4.1.5.2.5. Gas-tight, quick-lock coupling elements between the quick-acting valves and the sample bags. The
coupling shall close automatically on the sampling bag side. As an alternative, other methods of trans­
porting the samples to the analyser may be used (three-way stopcocks, for instance).

4.1.5.2.6. Bags for collecting samples of the diluted exhaust gas and of the dilution air during the test.

4.1.5.2.7. A sampling critical flow venturi to take proportional samples of the diluted exhaust gas (CFV-CVS only).

4.1.5.3. Additional components required for hydrocarbon sampling using a heated flame ionization detector
(HFID) as shown in Figure A5/10.

4.1.5.3.1. Heated sample probe in the dilution tunnel located in the same vertical plane as the particulate and
particle sample probes.

4.1.5.3.2. Heated filter located after the sampling point and before the HFID.

4.1.5.3.3. Heated selection valves between the zero/calibration gas supplies and the HFID.

L 175/500 EN Official Journal of the European Union 7.7.2017

4.1.5.3.4. Means of integrating and recording instantaneous hydrocarbon concentrations.

4.1.5.3.5. Heated sampling lines and heated components from the heated probe to the HFID.

_Figure A5/10_

**Components required for hydrocarbon sampling using an HFID**

4.2. PM measurement equipment

4.2.1. Specification

4.2.1.1. System overview

4.2.1.1.1. The particulate sampling unit shall consist of a sampling probe (PSP), located in the dilution tunnel, a
particle transfer tube (PTT), a filter holder(s) (FH), pump(s), flow rate regulators and measuring units. See
Figures A5/11, A5/12 and A5/13.

4.2.1.1.2. A particle size pre-classifier (PCF), (e.g. cyclone or impactor) may be used. In such case, it is recom­
mended that it be employed upstream of the filter holder.

7.7.2017 EN Official Journal of the European Union L 175/501

_Figure A5/11_

**Alternative particulate sampling probe configuration**

4.2.1.2. General requirements

4.2.1.2.1. The sampling probe for the test gas flow for particulate shall be arranged within the dilution tunnel so
that a representative sample gas flow can be taken from the homogeneous air/exhaust mixture and shall
be upstream of a heat exchanger (if any).

4.2.1.2.2. The particulate sample flow rate shall be proportional to the total mass flow of diluted exhaust gas in the
dilution tunnel to within a tolerance of ± 5 per cent of the particulate sample flow rate. The verification
of the proportionality of the particulate sampling shall be made during the commissioning of the system
and as required by the approval authority.

4.2.1.2.3. The sampled dilute exhaust gas shall be maintained at a temperature above 20 °C and below 52 °C
within 20 cm upstream or downstream of the particulate sampling filter face. Heating or insulation of
components of the particulate sampling system to achieve this is permitted.

In the event that the 52 °C limit is exceeded during a test where periodic regeneration event does not
occur, the CVS flow rate shall be increased or double dilution shall be applied (assuming that the CVS
flow rate is already sufficient so as not to cause condensation within the CVS, sample bags or analytical
system).

4.2.1.2.4. The particulate sample shall be collected on a single filter mounted within a holder in the sampled dilute
exhaust gas flow.

4.2.1.2.5. All parts of the dilution system and the sampling system from the exhaust pipe up to the filter holder
that are in contact with raw and diluted exhaust gas shall be designed to minimise deposition or
alteration of the particulate. 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.

4.2.1.2.6. 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 paragraphs 3.3.5.1. or 3.3.6.4.2. of this SubAnnex, so as to ensure that the flow rate in the system is constant and the sampling rate accordingly
proportional.

4.2.1.2.7. Temperatures required for the measurement of PM shall be measured with an accuracy of ± 1 °C and a
response time (t 10 – t 90 ) of 15 seconds or less.

4.2.1.2.8. The sample flow from the dilution tunnel shall be measured with an accuracy of ± 2.5 per cent of
reading or ± 1.5 per cent full scale, whichever is the least.

The accuracy specified above of the sample flow from the CVS tunnel is also applicable where double
dilution is used. Consequently, the measurement and control of the secondary dilution air flow and
diluted exhaust flow rates through the filter shall be of a higher accuracy.

L 175/502 EN Official Journal of the European Union 7.7.2017

4.2.1.2.9. All data channels required for the measurement of PM shall be logged at a frequency of 1 Hz or faster.
Typically these would include:

(a) Diluted exhaust temperature at the particulate sampling filter;

(b) Sampling flow rate;

(c) Secondary dilution air flow rate (if secondary dilution is used);

(d) Secondary dilution air temperature (if secondary dilution is used).

4.2.1.2.10. For double dilution systems, the accuracy of the diluted exhaust transferred from the dilution tunnel V ep
defined in paragraph 3.3.2. of Sub-Annex 7 in the equation is not measured directly but determined by
differential flow measurement.

The accuracy of the flow meters used for the measurement and control of the double diluted exhaust
passing through the particulate sampling filters and for the measurement/control of secondary dilution
air shall be sufficient so that the differential volume V ep shall meet the accuracy and proportional
sampling requirements specified for single dilution.

The requirement that no condensation of the exhaust gas occur in the CVS dilution tunnel, diluted
exhaust flow rate measurement system, CVS bag collection or analysis systems shall also apply in the
case that double dilution systems are used.

4.2.1.2.11. Each flow meter used in a particulate sampling and double dilution system shall be subjected to a
linearity verification as required by the instrument manufacturer.

_Figure A5/12_

**Particulate sampling system**

7.7.2017 EN Official Journal of the European Union L 175/503

_Figure A5/13_

**Double dilution particulate sampling system**

4.2.1.3. Specific requirements

4.2.1.3.1. Sample probe

4.2.1.3.1.1. The sample probe shall deliver the particle size classification performance specified in paragraph
4.2.1.3.1.4. of this Sub-Annex. It is recommended that this performance be achieved by the use of a
sharp-edged, open-ended probe facing directly into the direction of flow plus a pre-classifier (cyclone
impactor, etc.). An appropriate sample probe, such as that indicated in Figure A5/11, may alternatively
be used provided it achieves the pre-classification performance specified in paragraph 4.2.1.3.1.4. of this
Sub-Annex.

4.2.1.3.1.2. The sample probe shall be installed at least 10 tunnel diameters downstream of the exhaust gas inlet to
the tunnel and have an internal diameter of at least 8 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 around the central longitudinal axis of the dilution
tunnel, with a spacing between probes of at least 5 cm.

4.2.1.3.1.3. The distance from the sampling tip to the filter mount shall be at least five probe diameters, but shall
not exceed 2 000 mm.

4.2.1.3.1.4. The pre-classifier (e.g. cyclone, impactor, etc.) shall be located upstream of the filter holder assembly. The
pre-classifier 50 per cent cut point particle diameter shall be between 2,5 μm and 10 μm at the
volumetric flow rate selected for sampling PM. The pre-classifier shall allow at least 99 per cent of
the mass concentration of 1 μm particles entering the pre-classifier to pass through the exit of the preclassifier at the volumetric flow rate selected for sampling PM.

4.2.1.3.2. Particle transfer tube (PTT)

4.2.1.3.2.1. Any bends in the PTT shall be smooth and have the largest possible radii.

L 175/504 EN Official Journal of the European Union 7.7.2017

4.2.1.3.3. Secondary dilution

4.2.1.3.3.1. As an option, the sample extracted from the CVS for the purpose of PM measurement may be diluted at
a second stage, subject to the following requirements:

4.2.1.3.3.1.1. Secondary dilution air shall be filtered through a medium capable of reducing particles in the most
penetrating particle size of the filter material by ≥ 99,95 per cent, or through a HEPA filter of at least
class H13 of EN 1822:2009. The dilution air may optionally be charcoal-scrubbed before being passed
to the HEPA filter. It is recommended that an additional coarse particle filter be situated before the HEPA
filter and after the charcoal scrubber, if used.

4.2.1.3.3.1.2. The secondary dilution air should be injected into the PTT as close to the outlet of the diluted exhaust
from the dilution tunnel as possible.

4.2.1.3.3.1.3. The residence time from the point of secondary diluted air injection to the filter face shall be at least
0.25 seconds, but no longer than 5 seconds.

4.2.1.3.3.1.4. If the double diluted sample is returned to the CVS, the location of the sample return shall be selected so
that it does not interfere with the extraction of other samples from the CVS.

4.2.1.3.4. Sample pump and flow meter

4.2.1.3.4.1. The sample gas flow measurement unit shall consist of pumps, gas flow regulators and flow measuring
units.

4.2.1.3.4.2. The temperature of the gas flow in the flow meter may not fluctuate by more than ± 3 °C except:

(a) When the sampling flow meter has real time monitoring and flow control operating at a frequency
of 1 Hz or faster;

(b) During regeneration tests on vehicles equipped with periodically regenerating after-treatment devices.

Should the volume of flow change unacceptably as a result of excessive filter loading, the test shall be
invalidated. When it is repeated, the flow rate shall be decreased.

4.2.1.3.5. Filter and filter holder

4.2.1.3.5.1. A valve shall be located downstream of the filter in the direction of flow. The valve shall open and close
within 1 second of the start and end of test.

4.2.1.3.5.2. For a given test, the gas filter face velocity shall be set to an initial value within the range 20 cm/s to
105 cm/s and shall be set at the start of the test so that 105 cm/s will not be exceeded when the
dilution system is being operated with sampling flow proportional to CVS flow rate.

4.2.1.3.5.3. Fluorocarbon coated glass fibre filters or fluorocarbon membrane filters shall be used.

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 per cent at a gas filter face velocity of 5,33 cm/s
measured according to one of the following standards:

(a) U.S.A. Department of Defense Test Method Standard, MIL-STD-282 method 102.8: DOP-Smoke
Penetration of Aerosol-Filter Element;

(b) U.S.A. Department of Defense Test Method Standard, MIL-STD-282 method 502.1.1: DOP-Smoke
Penetration of Gas-Mask Canisters;

(c) Institute of Environmental Sciences and Technology, IEST-RP-CC021: Testing HEPA and ULPA Filter
Media.

7.7.2017 EN Official Journal of the European Union L 175/505

4.2.1.3.5.4. The filter holder assembly shall be of a design that provides an even flow distribution across the filter
stain area. The filter shall be round and have a stain area of at least 1 075 mm [2] .

4.2.2. Weighing chamber (or room) and analytical balance specifications

4.2.2.1. Weighing chamber (or room) conditions

(a) The temperature of the weighing chamber (or room) in which the particulate sampling filters are
conditioned and weighed shall be maintained to within 22 °C ± 2 °C (22 °C ± 1 °C if possible) during
all filter conditioning and weighing.

(b) Humidity shall be maintained at a dew point of less than 10.5 °C and a relative humidity of 45 per
cent ± 8 per cent.

(c) Limited deviations from weighing chamber (or room) temperature and humidity specifications shall
be permitted provided their total duration does not exceed 30 minutes in any one filter conditioning
period.

(d) The levels of ambient contaminants in the weighing chamber (or room) environment that would
settle on the particulate sampling filters during their stabilisation shall be minimised.

(e) During the weighing operation no deviations from the specified conditions are permitted.

4.2.2.2. Linear response of an analytical balance

The analytical balance used to determine the filter weight shall meet the linearity verification criteria of
Table A5/1 applying a linear regression. This implies a precision of at least 2 μg and a resolution of at
least 1 μg (1 digit = 1 μg). At least 4 equally-spaced reference weights shall be tested. The zero value
shall be within ± 1 μg.

_Table A5/1_

**Analytical balance verification criteria**

|Measurement system|Intercept a0|Slope a1|Standard error SEE|Coefficient of<br>determination r2|
|---|---|---|---|---|
|Particulate Balance|≤ 1 μg|0,99 – 1,01|≤ <br>1per<br>cent<br>max|≥ 0,998|

4.2.2.3. Elimination of static electricity effects

The effects of static electricity shall be nullified. This may be achieved by grounding the balance through
placement upon an antistatic mat and neutralization of the particulate sampling filters prior to weighing
using a polonium neutraliser or a device of similar effect. Alternatively, nullification of static effects may
be achieved through equalization of the static charge.

4.2.2.4. Buoyancy correction

The sample and reference filter weights shall be corrected for their buoyancy in air. The buoyancy
correction is a function of sampling filter density, air density and the density of the balance calibration
weight, and does not account for the buoyancy of the particulate matter itself.

If the density of the filter material is not known, the following densities shall be used:

(a) PTFE coated glass fibre filter: 2 300 kg/m [3] ;

(b) PTFE membrane filter: 2 144 kg/m [3] ;

(c) PTFE membrane filter with polymethylpentene support ring: 920 kg/m [3] .

L 175/506 EN Official Journal of the European Union 7.7.2017

For stainless steel calibration weights, a density of 8 000 kg/m [3] shall be used. If the material of the
calibration weight is different, its density shall be known and be used. International Recommendation
OIML R 111-1 Edition 2004(E) (or equivalent) from International Organization of Legal Metrology on
calibration weights should be followed.

The following equation shall be used:

!

m f ¼ m uncorr Ü

1 Ä [ρ] [a]
ρ w
1 Ä ~~[ρ]~~ [a]
A ρ f

where:

Pe f is the corrected particulate sample mass, mg;

Pe uncorr is the uncorrected particulate sample mass, mg;

ρ a is the density of the air, kg/m [3] ;

ρ w is the density of balance calibration weight, kg/m [3] ;

ρ f is the density of the particulate sampling filter, kg/m [3] .

The density of the air ρ a shall be calculated using the following equation:

ρ a ¼ [p] [ b] [ Ü][ M] [ mix]
R Ü T a

p b is the total atmospheric pressure, kPa;

T a is the air temperature in the balance environment, Kelvin (K);

M mix is the molar mass of air in a balanced environment, 28,836 g mol [–1] ;

R is the molar gas constant, 8,3144 J mol [–1] K [–1] .

4.3. PN measurement equipment

4.3.1. Specification

4.3.1.1. System overview

4.3.1.1.1. The particle sampling system shall consist of a probe or sampling point extracting a sample from a
homogenously mixed flow in a dilution system, a volatile particle remover (VPR) upstream of a particle
number counter (PNC) and suitable transfer tubing. See Figure A5/14.

4.3.1.1.2. It is recommended that a particle size pre-classifier (PCF) (e.g. cyclone, impactor, etc.) be located prior to
the inlet of the VPR. The PCF 50 per cent cut point particle diameter shall be between 2.5 μm and 10
μm at the volumetric flow rate selected for particle sampling. The PCF shall allow at least 99 per cent of
the mass concentration of 1 μm particles entering the PCF to pass through the exit of the PCF at the
volumetric flow rate selected for particle sampling.

7.7.2017 EN Official Journal of the European Union L 175/507

A sample probe acting as an appropriate size-classification device, such as that shown in Figure A5/11, is
an acceptable alternative to the use of a PCF.

4.3.1.2. General requirements

4.3.1.2.1. The particle sampling point shall be located within a dilution system. In the case that a double dilution
system is used, the particle sampling point shall be located within the primary dilution system.

4.3.1.2.1.1. The sampling probe tip or PSP, and the PTT, together comprise the particle transfer system (PTS). The
PTS conducts the sample from the dilution tunnel to the entrance of the VPR. The PTS shall meet the
following conditions:

(a) The sampling probe shall be installed at least 10 tunnel diameters downstream of the exhaust gas
inlet, facing upstream into the tunnel gas flow with its axis at the tip parallel to that of the dilution
tunnel;

(b) The sampling probe shall be upstream of any conditioning device (e.g. heat exchanger);

(c) The sampling probe shall be positioned within the dilution tunnel so that the sample is taken from a
homogeneous diluent/exhaust mixture.

4.3.1.2.1.2. Sample gas drawn through the PTS shall meet the following conditions:

(a) In the case that a full flow exhaust dilution system, is used it shall have a flow Reynolds number, Re,
lower than 1 700;

(b) In the case that a double dilution system is used, it shall have a flow Reynolds number Re lower than
1 700 in the PTT i.e. downstream of the sampling probe or point;

(c) Shall have a residence time ≤ 3 seconds.

4.3.1.2.1.3. Any other sampling configuration for the PTS for which equivalent particle penetration at 30 nm can be
demonstrated shall be considered acceptable.

4.3.1.2.1.4. The outlet tube (OT), conducting the diluted sample from the VPR to the inlet of the PNC, shall have the
following properties:

(a) An internal diameter ≥ 4 mm;

(b) A sample gas flow residence time of ≤ 0,8 seconds.

4.3.1.2.1.5. Any other sampling configuration for the OT for which equivalent particle penetration at 30 nm can be
demonstrated shall be considered acceptable.

4.3.1.2.2. The VPR shall include devices for sample dilution and for volatile particle removal.

4.3.1.2.3. All parts of the dilution system and the sampling system from the exhaust pipe up to the PNC, which
are in contact with raw and diluted exhaust gas, shall be designed to minimize deposition of the
particles. 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.

4.3.1.2.4. The particle sampling system shall incorporate good aerosol sampling practice that includes the
avoidance of sharp bends and abrupt changes in cross-section, the use of smooth internal surfaces
and the minimization of the length of the sampling line. Gradual changes in the cross-section are
permitted.

L 175/508 EN Official Journal of the European Union 7.7.2017

4.3.1.3. Specific requirements

4.3.1.3.1. The particle sample shall not pass through a pump before passing through the PNC.

4.3.1.3.2. A sample pre-classifier is recommended.

4.3.1.3.3. The sample preconditioning unit shall:

(a) Be capable of diluting the sample in one or more stages to achieve a particle number concentration
below the upper threshold of the single particle count mode of the PNC and a gas temperature
below 35 °C at the inlet to the PNC;

(b) Include an initial heated dilution stage that outputs a sample at a temperature of ≥ 150 °C and ≤
350 °C ± 10 °C, and dilutes by a factor of at least 10;

(c) Control heated stages to constant nominal operating temperatures, within the range ≥ 150 °C and ≤
400 °C ± 10 °C;

(d) Provide an indication of whether or not heated stages are at their correct operating temperatures;

(e) Be designed to achieve a solid particle penetration efficiency of at least 70 per cent for particles of
100 nm electrical mobility diameter;

(f) Achieve a particle concentration reduction factor f r (d i ) for particles of 30 nm and 50 nm electrical
mobility diameters that is no more than 30 per cent and 20 per cent respectively higher, and no
more than 5 per cent lower than that for particles of 100 nm electrical mobility diameter for the
VPR as a whole;

The particle concentration reduction factor at each particle size f r (d i ) shall be calculated using the
following equation:

ðd i Þ
f r ðd i Þ ¼ [N] [ in]
N out ðd i Þ

where:

N in (d i ) is the upstream particle number concentration for particles of diameter d i ;

N out (d i ) is the downstream particle number concentration for particles of diameter d i ;

d i is the particle electrical mobility diameter (30, 50 or 100 nm).

N in (d i ) and N out (d i ) shall be corrected to the same conditions.

The arithmetic average particle concentration reduction factor at a given dilution setting f r shall be
calculated using the following equation:

ð30 nmÞ þ f r ð50 nmÞ þ f r ð100 nmÞ
f r ¼ [f] [ r]
3

It is recommended that the VPR is calibrated and validated as a complete unit;

7.7.2017 EN Official Journal of the European Union L 175/509

(g) Be designed according to good engineering practice to ensure particle concentration reduction factors
are stable across a test;

(h) Also achieve > 99,0 per cent vaporization of 30 nm tetracontane (CH 3 (CH 2 ) 38 CH 3 ) particles, with an
inlet concentration of ≥ 10 000 per cm [3], by means of heating and reduction of partial pressures of
the tetracontane.

4.3.1.3.4. The PNC shall:

(a) Operate under full flow operating conditions;

(b) Have a counting accuracy of ± 10 per cent across the range 1 per cm [3] to the upper threshold of the
single particle count mode of the PNC against a suitable traceable standard. At concentrations below
100 per cm [3], measurements averaged over extended sampling periods may be required to demon­
strate the accuracy of the PNC with a high degree of statistical confidence;

(c) Have a resolution of at least 0.1 particles per cm [3] at concentrations below 100 per cm [3] ;

(d) Have a linear response to particle number concentrations over the full measurement range in single
particle count mode;

(e) Have a data reporting frequency equal to or greater than a frequency of 0,5 Hz;

(f) Have a t 90 response time over the measured concentration range of less than 5 seconds;

(g) Incorporate a coincidence correction function up to a maximum 10 per cent correction, and may
make use of an internal calibration factor as determined in paragraph 5.7.1.3.of this Sub-Annex but
shall not make use of any other algorithm to correct for or define the counting efficiency;

(h) Have counting efficiencies at the different particle sizes as specified in Table A5/2.

_Table A5/2_

**PNC counting efficiency**

|Particle size electrical mobility diameter (nm)|PNC counting efficiency (per cent)|
|---|---|
|23 ± 1|50 ± 12|
|41 ± 1|> 90|

4.3.1.3.5. If the PNC makes use of a working liquid, it shall be replaced at the frequency specified by the
instrument manufacturer.

4.3.1.3.6. Where not held at a known constant level at the point at which PNC flow rate is controlled, the pressure
and/or temperature at the PNC inlet shall be measured for the purposes of correcting particle number
concentration measurements to standard conditions.

4.3.1.3.7. The sum of the residence time of the PTS, VPR and OT plus the t 90 response time of the PNC shall be
no greater than 20 seconds.

4.3.1.4. Recommended system description

The following paragraph contains the recommended practice for measurement of PN. However, systems
meeting the performance specifications in paragraphs 4.3.1.2. and 4.3.1.3. of this Sub-Annex are
acceptable.

L 175/510 EN Official Journal of the European Union 7.7.2017

_Figure A5/14_

**A recommended particle sampling system**

4.3.1.4.1. Sampling system description

4.3.1.4.1.1. The particle sampling system shall consist of a sampling probe tip or particle sampling point in the
dilution system, a PTT, a PCF, and a VPR, upstream of the PNC unit.

4.3.1.4.1.2. The VPR shall include devices for sample dilution (particle number diluters: PND 1 and PND 2 ) and particle
evaporation (evaporation tube, ET).

4.3.1.4.1.3. The sampling probe or sampling point for the test gas flow shall be arranged within the dilution tunnel
so that a representative sample gas flow is taken from a homogeneous diluent/exhaust mixture.

5. Calibration intervals and procedures

5.1. Calibration intervals

_Table A5/3_

|Col1|Instrument calibration intervals|Col3|
|---|---|---|
|Instrument checks|Interval|Criterion|
|Gas analyser linearization (cali­<br>bration)|Every 6 months|± 2 per cent of reading|
|Mid span|Every 6 months|± 2 per cent|
|CO NDIR:CO 2 /H 2 O interference|Monthly|– 1 to 3 ppm|
|NO x converter check|Monthly|> 95 per cent|
|CH 4 cutter check|Yearly|98 per cent of ethane|
|FID CH 4 response|Yearly|See paragraph 5.4.3. of this Sub-<br>Annex|
|FID air/fuel flow|At major maintenance|According to instrument manu­<br>facturer.|
|Laser<br>infrared<br>spectrometers<br>(modulated<br>high<br>resolution<br>narrow band infrared analysers):<br>interference check|Yearly or at major maintenance|According to instrument manu­<br>facturer.|

7.7.2017 EN Official Journal of the European Union L 175/511

|Instrument checks|Interval|Criterion|
|---|---|---|
|QCL|Yearly or at major maintenance|According to instrument manu­<br>facturer.|
|GC methods|See paragraph 7.2. of this Sub-<br>Annex|See paragraph 7.2. of this Sub-<br>Annex|
|LC methods|Yearly or at major maintenance|According to instrument manu­<br>facturer.|
|Photoacoustics|Yearly or at major maintenance|According to instrument manu­<br>facturer.|
|Microgram balance linearity|Yearly or at major maintenance|See paragraph 4.2.2.2. of this<br>Sub-Annex|
|PNC (particle number counter)|See paragraph 5.7.1.1. of this<br>Sub-Annex|See paragraph 5.7.1.3. of this<br>Sub-Annex|
|VPR (volatile particle remover)|See paragraph 5.7.2.1. of this<br>Sub-Annex|See paragraph 5.7.2. of this Sub-<br>Annex|

_Table A5/4_

**Constant volume sampler (CVS) calibration intervals**

|CVS|Interval|Criterion|
|---|---|---|
|CVS flow|After overhaul|± 2 per cent|
|Dilution flow|Yearly|± 2 per cent|
|Temperature sensor|Yearly|± 1 °C|
|Pressure sensor|Yearly|± 0,4 kPa|
|Injection check|Weekly|± 2 per cent|

_Table A5/5_

**Environmental data calibration intervals**

|Climate|Interval|Criterion|
|---|---|---|
|Temperature|Yearly|± 1 °C|
|Moisture dew|Yearly|± 5 per cent RH|
|Ambient pressure|Yearly|± 0,4 kPa|
|Cooling fan|After overhaul|According to paragraph 1.1.1. of<br>this Sub-Annex|

5.2. Analyser calibration procedures

5.2.1. Each analyser shall be calibrated as specified by the instrument manufacturer or at least as often as
specified in Table A5/3.

5.2.2. Each normally used operating range shall be linearized by the following procedure:

5.2.2.1. The analyser linearization curve shall be established by at least five calibration points spaced as uniformly
as possible. The nominal concentration of the calibration gas of the highest concentration shall be not
less than 80 per cent of the full scale.

L 175/512 EN Official Journal of the European Union 7.7.2017

5.2.2.2. The calibration gas concentration required may be obtained by means of a gas divider, diluting with
purified N 2 or with purified synthetic air.

5.2.2.3. The linearization curve shall be calculated by the least squares method. If the resulting polynomial degree
is greater than 3, the number of calibration points shall be at least equal to this polynomial degree
plus 2.

5.2.2.4. The linearization curve shall not differ by more than ± 2 per cent from the nominal value of each
calibration gas.

5.2.2.5. From the trace of the linearization curve and the linearization points it is possible to verify that the
calibration has been carried out correctly. The different characteristic parameters of the analyser shall be
indicated, particularly:

(a) Analyser and gas component;

(b) Range;

(c) Date of linearisation.

5.2.2.6. If the approval authority is satisfied that alternative technologies (e.g. computer, electronically controlled
range switch, etc.) give equivalent accuracy, these alternatives may be used.

5.3. Analyser zero and calibration verification procedure

5.3.1. Each normally used operating range shall be checked prior to each analysis in accordance with para­
graphs 5.3.1.1. and 5.3.1.2. of this Sub-Annex

5.3.1.1. The calibration shall be checked by use of a zero gas and by use of a calibration gas according to
paragraph 1.2.14.2.3. of Sub-Annex 6,

5.3.1.2. After testing, zero gas and the same calibration gas shall be used for re-checking according to paragraph
1.2.14.2.4. of Sub-Annex 6.

5.4. FID hydrocarbon response check procedure

5.4.1. Detector response optimization

The FID shall be adjusted as specified by the instrument manufacturer. Propane in air shall be used on
the most common operating range.

5.4.2. Calibration of the HC analyser

5.4.2.1. The analyser shall be calibrated using propane in air and purified synthetic air.

5.4.2.2. A calibration curve as described in paragraph 5.2.2. of this Sub-Annex shall be established.

5.4.3. Response factors of different hydrocarbons and recommended limits

5.4.3.1. The response factor R f for a particular hydrocarbon compound is the ratio of the FID C 1 reading to the
gas cylinder concentration, expressed as ppm C 1 .

The concentration of the test gas shall be at a level to give a response of approximately 80 per cent of
full-scale deflection for the operating range. The concentration shall be known to an accuracy of ± 2 per
cent in reference to a gravimetric standard expressed in volume. In addition, the gas cylinder shall be
preconditioned for 24 hours at a temperature between 20 and 30 °C.

5.4.3.2. Response factors shall be determined when introducing an analyser into service and at major service
intervals thereafter. The test gases to be used and the recommended response factors are:

7.7.2017 EN Official Journal of the European Union L 175/513

Propylene and purified air: 0,90 _<_ R f _<_ 1,10

Toluene and purified air: 0,90 _<_ R f _<_ 1,10

These are relative to an R f of 1,00 for propane and purified air.

5.5. NO x converter efficiency test procedure

5.5.1. Using the test set up as shown in Figure A5/15 and the procedure described below, the efficiency of
converters for the conversion of NO 2 into NO shall be tested by means of an ozonator as follows:

5.5.1.1. The analyser shall be calibrated in the most common operating range following the manufacturer's
specifications using zero and calibration gas (the NO content of which shall amount to approximately
80 per cent of the operating range and the NO 2 concentration of the gas mixture shall be less than 5 per
cent of the NO concentration). The NO x analyser shall be in the NO mode so that the calibration gas
does not pass through the converter. The indicated concentration shall be included in all relevant test
sheets.

5.5.1.2. Via a T-fitting, oxygen or synthetic air shall be added continuously to the calibration gas flow until the
concentration indicated is approximately 10 per cent less than the indicated calibration concentration
given in paragraph 5.5.1.1. of this Sub-Annex. The indicated concentration (c) shall be included in all
relevant test sheets. The ozonator shall be kept deactivated throughout this process.

5.5.1.3. The ozonator shall now be activated to generate enough ozone to bring the NO concentration down to
20 per cent (minimum 10 per cent) of the calibration concentration given in paragraph 5.5.1.1. of this
Sub-Annex. The indicated concentration (d) shall be included all relevant test sheets.

5.5.1.4. The NO x analyser shall be subsequently switched to the NO x mode, whereby the gas mixture (consisting
of NO, NO 2, O 2 and N 2 ) now passes through the converter. The indicated concentration (a) shall be
included in all relevant test sheets.

5.5.1.5. The ozonator shall now be deactivated. The mixture of gases described in paragraph 5.5.1.2. of this SubAnnex shall pass through the converter into the detector. The indicated concentration (b) shall be
included in all relevant test sheets.

L 175/514 EN Official Journal of the European Union 7.7.2017

_Figure A5/15_

**NO** **x** **converter efficiency test configuration**

5.5.1.6. With the ozonator deactivated, the flow of oxygen or synthetic air shall be shut off. The NO 2 reading of
the analyser shall then be no more than 5 per cent above the figure given in paragraph 5.5.1.1. of this
Sub-Annex.

5.5.1.7. The per cent efficiency of the NO x converter shall be calculated using the concentrations a, b, c and d
determined in paragraphs 5.5.1.2. to 5.5.1.5. of this Sub-Annex inclusive using the following equation:

Efficiency ¼ 1 þ [a][ Ä][ b ] Ü 100
Í c Ä dÎ

5.5.1.7.1. The efficiency of the converter shall not be less than 95 per cent. The efficiency of the converter shall be
tested in the frequency defined in Table A5/3.

5.6. Calibration of the microgram balance

5.6.1. The calibration of the microgram balance used for particulate sampling filter weighing shall be traceable
to a national or international standard. The balance shall comply with the linearity requirements given in
paragraph 4.2.2.2. of this Sub-Annex. The linearity verification shall be performed at least every 12
months or whenever a system repair or change is made that could influence the calibration.

5.7. Calibration and validation of the particle sampling system

Examples of calibration/validation methods are available at:

http://www.unece.org/trans/main/wp29/wp29wgs/wp29grpe/pmpFCP.html

5.7.1. Calibration of the PNC

5.7.1.1. The approval authority shall ensure the existence of a calibration certificate for the PNC demonstrating
compliance with a traceable standard within a 13-month period prior to the emissions test. Between
calibrations either the counting efficiency of the PNC shall be monitored for deterioration or the PNC
wick shall be routinely changed every 6 months. See Figures A5/16 and A5/17. PNC counting efficiency
may be monitored against a reference PNC or against at least two other measurement PNCs. If the PNC
reports particle number concentrations within ± 10 per cent of the arithmetic average of the concen­
trations from the reference PNC, or a group of two or more PNCs, the PNC shall subsequently be
considered stable, otherwise maintenance of the PNC is required. Where the PNC is monitored against
two or more other measurement PNCs, it is permitted to use a reference vehicle running sequentially in
different test cells each with its own PNC.

7.7.2017 EN Official Journal of the European Union L 175/515

_Figure A5/16_

**Nominal PNC annual sequence**

_Figure A5/17_

**Extended PNC annual sequence (in the case that a full PNC calibration is delayed)**

5.7.1.2. The PNC shall also be recalibrated and a new calibration certificate issued following any major main­
tenance.

5.7.1.3. Calibration shall be traceable to a national or international standard calibration method by comparing
the response of the PNC under calibration with that of:

(a) A calibrated aerosol electrometer when simultaneously sampling electrostatically classified calibration
particles; or

(b) A second PNC that has been directly calibrated by the method described above.

5.7.1.3.1. In paragraph 5.7.1.3. (a) of this Sub-Annex, calibration shall be undertaken using at least six standard
concentrations spaced as uniformly as possible across the PNC’s measurement range.

5.7.1.3.2. In paragraph 5.7.1.3. (b) of this Sub-Annex, calibration shall be undertaken using at least six standard
concentrations across the PNC’s measurement range. At least 3 points shall be at concentrations below
1,000 per cm [3], the remaining concentrations shall be linearly spaced between 1,000 per cm [3] and the
maximum of the PNC’s range in single particle count mode.

5.7.1.3.3. In paragraphs 5.7.1.3.(a) and 5.7.1.3.(b) of this Sub-Annex, the selected points shall include a nominal
zero concentration point produced by attaching HEPA filters of at least class H13 of EN 1822:2008, or
equivalent performance, to the inlet of each instrument. With no calibration factor applied to the PNC
under calibration, measured concentrations shall be within ± 10 per cent of the standard concentration
for each concentration, with the exception of the zero point, otherwise the PNC under calibration shall
be rejected. The gradient from a linear least squares regression of the two data sets shall be calculated
and recorded. A calibration factor equal to the reciprocal of the gradient shall be applied to the PNC
under calibration. Linearity of response is calculated as the square of the Pearson product moment
correlation coefficient (r) of the two data sets and shall be equal to or greater than 0.97. In calculating
both the gradient and r [2], the linear regression shall be forced through the origin (zero concentration on
both instruments).

5.7.1.4. Calibration shall also include a check, according to the requirements of paragraph 4.3.1.3.4.(h) of this
Sub-Annex, on the PNC’s detection efficiency with particles of 23 nm electrical mobility diameter. A
check of the counting efficiency with 41 nm particles is not required.

L 175/516 EN Official Journal of the European Union 7.7.2017

5.7.2. Calibration/validation of the VPR

5.7.2.1. Calibration of the VPR’s particle concentration reduction factors across its full range of dilution settings,
at the instrument’s fixed nominal operating temperatures, shall be required when the unit is new and
following any major maintenance. The periodic validation requirement for the VPR’s particle concen­
tration reduction factor is limited to a check at a single setting, typical of that used for measurement on
particulate filter-equipped vehicles. The approval authority shall ensure the existence of a calibration or
validation certificate for the VPR within a 6-month period prior to the emissions test. If the VPR
incorporates temperature monitoring alarms, a 13 month validation interval is permitted.

It is recommended that the VPR is calibrated and validated as a complete unit.

The VPR shall be characterised for particle concentration reduction factor with solid particles of 30, 50
and 100 nm electrical mobility diameter. Particle concentration reduction factors f r (d) for particles of 30
nm and 50 nm electrical mobility diameters shall be no more than 30 per cent and 20 per cent higher
respectively, and no more than 5 per cent lower than that for particles of 100 nm electrical mobility
diameter. For the purposes of validation, the arithmetic average of the particle concentration reduction
factor shall be within ± 10 per cent of the arithmetic average particle concentration reduction factor f r
determined during the primary calibration of the VPR.

5.7.2.2. The test aerosol for these measurements shall be solid particles of 30, 50 and 100 nm electrical mobility
diameter and a minimum concentration of 5 000 particles per cm [3] at the VPR inlet. As an option, a
polydisperse aerosol with an electrical mobility median diameter of 50 nm may be used for validation.
The test aerosol shall be thermally stable at the VPR operating temperatures. Particle number concen­
trations shall be measured upstream and downstream of the components.

The particle concentration reduction factor for each monodisperse particle size, f r (d i ), shall be calculated
using the following equation:

ðd i Þ
f r ðd i Þ ¼ [N] [ in]
N out ðd i Þ

where:

N in (d i ) is the upstream particle number concentration for particles of diameter d i ;

N out (d i ) is the downstream particle number concentration for particles of diameter d i ;

d i is the particle electrical mobility diameter (30, 50 or 100 nm).

N in (d i ) and N out (d i ) shall be corrected to the same conditions.

The arithmetic average particle concentration reduction factor f r at a given dilution setting shall be
calculated using the following equation:

ð30nmÞ þ f r ð50nmÞ þ f r ð100nmÞ
f r ¼ [f] [ r]
3

Where a polydisperse 50 nm aerosol is used for validation, the arithmetic average particle concentration
reduction factor f v at the dilution setting used for validation shall be calculated using the following
equation:

f v ¼ N [N] out [ in]

7.7.2017 EN Official Journal of the European Union L 175/517

where:

N in is the upstream particle number concentration;

N out is the downstream particle number concentration.

5.7.2.3. The VPR shall demonstrate greater than 99.0 per cent removal of tetracontane (CH 3 (CH 2 ) 38 CH 3 ) particles
of at least 30 nm electrical mobility diameter with an inlet concentration ≥ 10 000 per cm [3] when
operated at its minimum dilution setting and manufacturers recommended operating temperature.

5.7.3. PN measurement system check procedures

5.7.3.1. On a monthly basis, the flow into the PNC shall have a measured value within 5 per cent of the PNC
nominal flow rate when checked with a calibrated flow meter.

5.8. Accuracy of the mixing device

In the case that a gas divider is used to perform the calibrations as defined in paragraph 5.2. of this SubAnnex, the accuracy of the mixing device shall be such that the concentrations of the diluted calibration
gases may be determined to within ± 2 per cent. A calibration curve shall be verified by a mid-span
check as described in paragraph 5.3. of this Sub-Annex. A calibration gas with a concentration below 50
per cent of the analyser range shall be within 2 per cent of its certified concentration.

6. Reference gases

6.1. Pure gases

6.1.1. All values in ppm mean V-ppm (vpm)

6.1.2. The following pure gases shall be available, if necessary, for calibration and operation:

6.1.2.1. Nitrogen:

Purity: ≤ 1 ppm C1, ≤ 1 ppm CO, ≤ 400 ppm CO 2, ≤ 0,1 ppm NO, < 0,1 ppm NO 2, < 0,1 ppm N 2 O, <
0,1 ppm NH 3 ;

6.1.2.2. Synthetic air:

Purity: ≤ 1 ppm C1, ≤ 1 ppm CO, ≤ 400 ppm CO 2, ≤ 0,1 ppm NO; oxygen content between 18 and 21
per cent volume;

6.1.2.3. Oxygen:

Purity: > 99,5 per cent vol. O 2 ;

6.1.2.4. Hydrogen (and mixture containing helium or nitrogen):

Purity: ≤ 1 ppm C1, ≤ 400 ppm CO 2 ; hydrogen content between 39 and 41 per cent volume;

6.1.2.5. Carbon monoxide:

Minimum purity 99,5 per cent;

6.1.2.6. Propane:

Minimum purity 99,5 per cent.

L 175/518 EN Official Journal of the European Union 7.7.2017

6.2. Calibration gases

6.2.1. The true concentration of a calibration gas shall be within ± 1 per cent of the stated value or as given
below.

Mixtures of gases having the following compositions shall be available with bulk gas specifications
according to paragraphs 6.1.2.1. or 6.1.2.2. of this Sub-Annex:

(a) C 3 H 8 in synthetic air (see paragraph 6.1.2.2. of this Sub-Annex);

(b) CO in nitrogen;

(c) CO 2 in nitrogen;

(d) CH 4 in synthetic air;

(e) NO in nitrogen (the amount of NO 2 contained in this calibration gas shall not exceed 5 per cent of
the NO content);

7.7.2017 EN Official Journal of the European Union L 175/519

_Sub-Annex 6_

**Type 1 test procedures and test conditions**

1. Test procedures and test conditions

1.1 Description of tests

1.1.1. The Type 1 test is used to verify the emissions of gaseous compounds, particulate matter, particle number,
CO 2 mass emission, fuel consumption, electric energy consumption and electric ranges over the applicable
WLTP test cycle.

1.1.1.1. The tests shall be carried out according to the method described in paragraph 1.2. of this Sub-Annex or
paragraph 3. of Sub-Annex 8 for pure electric, hybrid electric and compressed hydrogen fuel cell hybrid
vehicles. Exhaust gases, particulate matter and particles shall be sampled and analysed by the prescribed
methods.

1.1.2. The number of tests shall be determined according to the flowchart in Figure A6/1. The limit value is the
maximum allowed value for the respective criteria pollutant as specified in Annex I of Regulation (EC)
No 715/2007.

1.1.2.1. The flowchart in Figure A6/1 shall be applicable only to the whole applicable WLTP test cycle and not to
single phases.

1.1.2.2. The test results shall be the values after the REESS energy change-based, Ki and ATCT corrections are
applied.

1.1.2.3. Determination of total cycle values

1.1.2.3.1. If during any of the tests a criteria emissions limit is exceeded, the vehicle shall be rejected.

1.1.2.3.2. Depending on the vehicle type, the manufacturer shall declare as applicable the total cycle value of the
CO 2 mass emission, the electric energy consumption, fuel consumption for NOVC-FCHV as well as PER
and AER according to Table A6/1.

1.1.2.3.3. The declared value of the electric energy consumption for OVC-HEVs under charge-depleting operating
condition shall not be determined according to Figure A6/1. It shall be taken as the type approval value if
the declared CO 2 value is accepted as the approval value. If that is not the case, the measured value of
electric energy consumption shall be taken as the type approval value.

1.1.2.3.4. If after the first test all criteria in row 1 of the applicable Table A6/2 are fulfilled, all values declared by the
manufacturer shall be accepted as the type approval value. If any one of the criteria in row 1 of the
applicable Table A6/2 is not fulfilled, a second test shall be performed with the same vehicle.

1.1.2.3.5. After the second test, the arithmetic average results of the two tests shall be calculated. If all criteria in row
2 of the applicable Table A6/2 are fulfilled by these arithmetic average results, all values declared by the
manufacturer shall be accepted as the type approval value. If any one of the criteria in row 2 of the
applicable Table A6/2 is not fulfilled, a third test shall be performed with the same vehicle.

1.1.2.3.6. After the third test, the arithmetic average results of the three tests shall be calculated. For all parameters
which fulfil the corresponding criterion in row 3 of the applicable Table A6/2, the declared value shall be
taken as the type approval value. For any parameter which does not fulfil the corresponding criterion in
row 3 of the applicable Table A6/2, the arithmetic average result shall be taken as the type approval value.

1.1.2.3.7. In the case that any one of the criterion of the applicable Table A6/2 is not fulfilled after the first or
second test, at the request of the manufacturer and with the approval of the approval authority, the values
may be re-declared as higher values for emissions or consumption, or as lower values for electric ranges, in
order to reduce the required number of tests for type approval.

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1.1.2.3.8. dCO2 1, dCO2 2 and dCO2 3 determination.

1.1.2.3.8.1. Without prejudice to the requirement of paragraph 1.1.2.3.8.2., the following values for dCO2 1, dCO2 2
and dCO2 3 shall be used in relation to the criteria for the number of tests in Table A6/2:

dCO2 1 = 0,990

dCO2 2 = 0,995

dCO2 3 = 1,000

1.1.2.3.8.2. If the charge depleting Type 1 test for OVC-HEVs consists of two or more applicable WLTP test cycles and
the dCO2x value is below 1,0, the dCO2x value shall be replaced by 1,0.

1.1.2.3.9. In the case that a test result or an average of test results was taken and confirmed as the type approval
value, this result shall be referred to as ‘declared value’ for further calculations.

_Table A6/1_

**Applicable rules for a manufacturer’s declared values (total cycle values)** ( [1] )

|Vehicle type|Col2|M ( 2 )<br>C O2<br>(g/km)|FC<br>(kg/100 km)|Electric energy<br>consumption ( 3 )<br>(Wh/km)|All electric range /<br>Pure Electric<br>Range ( 3 )<br>(km)|
|---|---|---|---|---|---|
|Vehicles tested according to<br>Sub-Annex 6 (ICE)|Vehicles tested according to<br>Sub-Annex 6 (ICE)|M CO2 <br>Paragraph 3.<br>of<br>Sub-Annex 7|—|—|—|
|NOVC-FCHV|NOVC-FCHV|—|FC CS <br>Paragraph<br>4.2.1.2.1.<br>of<br>Annex 8|—|—|
|NOVC-HEV|NOVC-HEV|M CO2,CS <br>Paragraph<br>4.1.1.<br>of Sub-Annex 8|—|—|—|
|OVC-HEV|CD|M CO2,CD <br>Paragraph<br>4.1.2.<br>of Sub-Annex 8|—|EC AC,CD <br>Paragraph 4.3.1.<br>of Sub-Annex 8|AER<br>Paragraph<br>4.4.1.1. of Sub-<br>Annex 8|
|OVC-HEV|CS|M CO2,CS <br>Paragraph<br>4.1.1.<br>of Sub-Annex 8|—|—|—|
|PEV|PEV|—|—|EC WLTC <br>Paragraph<br>4.3.4.2. of Sub-<br>Annex 8|PER WLTC <br>Paragraph 4.4.2.<br>of Sub-Annex 8|

( [1] ) The declared value shall be the value that the necessary corrections are applied (i.e. Ki correction and the other
regional corrections)
( [2] ) Rounding xxx.xx
( [3] ) Rounding xxx.x

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_Figure A6/1_

**Flowchart for the number of Type 1 tests**

L 175/522 EN Official Journal of the European Union 7.7.2017

_Table A6/2_

**Criteria for number of tests**

For ICE vehicles, NOVC-HEVs and OVC-HEVs charge-sustaining Type 1 test.

|Col1|Test|Judgement parameter|Criteria emission|M<br>C O2|
|---|---|---|---|---|
|Row 1|First test|First test results|≤ Regulation limit × 0,9|≤ Declared value × dCO2 1|
|Row 2|Second test|Arithmetic average<br>of<br>the<br>first<br>and<br>second test results|≤ <br>Regulation<br>limit<br>× <br>1,0 ( 1 )|≤ Declared value × dCO2 2|
|Row 3|Third test|Arithmetic average<br>of three test results|≤ <br>Regulation<br>limit<br>× <br>1,0 ( 1 )|≤ Declared value × dCO2 3|

( [1] ) Each test result also shall be fulfilled the regulation limit.

For OVC-HEVs charge-depleting Type 1 test.

|Col1|Test|Judgement parameter|Criteria emissions|M<br>C O2,CD|AER|
|---|---|---|---|---|---|
|Row 1|First test|First test results|≤ Regulation limit<br>× 0,9 ( 1 )|≤ Declared value<br>× dCO2 1|≥ Declared value ×<br>1,0|
|Row 2|Second<br>test|Arithmetic<br>average of the first<br>and second test<br>results|≤ Regulation limit<br>× 1,0 ( 2 )|≤ Declared value<br>× dCO2 2|≥ Declared value ×<br>1,0|
|Row 3|Third<br>test|Arithmetic<br>average of three<br>test results|≤ Regulation limit<br>× 1,0 ( 2 )|≤ Declared value<br>× dCO2 3|≥ Declared value ×<br>1,0|

( [1] ) ‘0,9’ shall be replaced by ‘1,0’ for charge depleting Type 1 test for OVC-HEVs, only if the charge depleting test
contains two or more applicable WLTC cycles.
( [2] ) Each test result shall fulfil the regulation limit.

For PEVs

|Col1|Test|Judgement parameter|Electric energy consumption|PER|
|---|---|---|---|---|
|Row 1|First test|First test results|≤ Declared value × 1,0|≥ Declared value × 1,0|
|Row 2|Second test|Arithmetic<br>average<br>of<br>the<br>first<br>and<br>second test results|≤ Declared value × 1,0|≥ Declared value × 1,0|
|Row 3|Third test|Arithmetic<br>average<br>of three test results|≤ Declared value × 1,0|≥ Declared value × 1,0|

For NOVC-FCHVs

|Col1|Test|Judgement parameter|FC<br>C S|
|---|---|---|---|
|Row 1|First test|First test results|≤ Declared value × 1,0|
|Row 2|Second test|Arithmetic average of the first and second test<br>results|≤ Declared value × 1,0|
|Row 3|Third test|Arithmetic average of three test results|≤ Declared value × 1,0|

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1.1.2.4. Determination of phase-specific values

1.1.2.4.1. Phase-specific value for CO 2

1.1.2.4.1.1. After the total cycle declared value of the CO 2 mass emission is accepted, the arithmetic average of the
phase-specific values of the test results in g/km shall be multiplied by the adjustment factor CO2_AF to
compensate for the difference between the declared value and the test results. This corrected value shall be
the type approval value for CO 2 .

Declared value
CO2 A F ¼
Phase combined value

where:

[Ü][ D] [ L] [ þ][ CO2] [ ave] [ M] [Ü][ D] [ M] [ þ][ CO2] [ ave] [ H] [Ü][ D] [ H] [ þ][ CO2] [ ave] [ exH] [Ü][ D] [ exH]
Phase combined value ¼ [CO2] [ ave] [ L]
D L þ D M þ D H þ D exH

where:

CO2 ave L is the arithmetic average CO 2 mass emission result for the L phase test result(s), g/km;

CO2 ave M is the arithmetic average CO 2 mass emission result for the M phase test result(s), g/km;

CO2 ave H is the arithmetic average CO 2 mass emission result for the H phase test result(s), g/km;

CO2 ave exH is the arithmetic average CO 2 mass emission result for the exH phase test result(s), g/km;

D L is theoretical distance of phase L, km;

D M is theoretical distance of phase M, km;

D H is theoretical distance of phase H, km;

D exH is theoretical distance of phase exH, km.

1.1.2.4.1.2. If the total cycle declared value of the CO 2 mass emission is not accepted, the type approval phase-specific
CO 2 mass emission value shall be calculated by taking the arithmetic average of the all test results for the
respective phase.

1.1.2.4.2. Phase-specific values for fuel consumption

1.1.2.4.2.1. The fuel consumption value shall be calculated by the phase-specific CO 2 mass emission using the
equations in paragraph 1.1.2.4.1. of this Sub-Annex and the arithmetic average of the emissions.

1.1.2.4.3. Phase-specific value for electric energy consumption, PER and AER.

1.1.2.4.3.1. The phase-specific electric energy consumption and the phase-specific electric ranges are calculated by
taking the arithmetic average of the phase specific values of the test result(s), without an adjustment factor.

1.2. Type 1 test conditions

1.2.1. Overview

1.2.1.1. The Type 1 test shall consist of prescribed sequences of dynamometer preparation, fuelling, soaking, and
operating conditions.

1.2.1.2. The Type 1 test shall consist of vehicle operation on a chassis dynamometer on the applicable WLTC for
the interpolation family. A proportional part of the diluted exhaust emissions shall be collected
continuously for subsequent analysis using a constant volume sampler.

1.2.1.3. Background concentrations shall be measured for all compounds for which dilute mass emissions
measurements are conducted. For exhaust emissions testing, this requires sampling and analysis of the
dilution air.

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1.2.1.3.1. Background particulate measurement

1.2.1.3.1.1. Where the manufacturer requests subtraction of either dilution air or dilution tunnel background
particulate mass from emissions measurements, these background levels shall be determined according
to the procedures listed in paragraphs 1.2.1.3.1.1.1. to 1.2.1.3.1.1.3. inclusive of this Sub-Annex.

1.2.1.3.1.1.1. The maximum permissible background correction shall be a mass on the filter equivalent to 1 mg/km at
the flow rate of the test.

1.2.1.3.1.1.2. If the background exceeds this level, the default figure of 1 mg/km shall be subtracted.

1.2.1.3.1.1.3. Where subtraction of the background contribution gives a negative result, the background level shall be
considered to be zero.

1.2.1.3.1.2. Dilution air background particulate mass level shall be determined by passing filtered dilution air through
the particulate background filter. This shall be drawn from a point immediately downstream of the
dilution air filters. Background levels in g/m [3] shall be determined as a rolling arithmetic average of at
least 14 measurements with at least one measurement per week.

1.2.1.3.1.3. Dilution tunnel background particulate mass level shall be determined by passing filtered dilution air
through the particulate background filter. This shall be drawn from the same point as the particulate
matter sample. Where secondary dilution is used for the test, the secondary dilution system shall be active
for the purposes of background measurement. One measurement may be performed on the day of test,
either prior to or after the test.

1.2.1.3.2. Background particle number determination

1.2.1.3.2.1. Where a manufacturer requests a background correction, these background levels shall be determined as
follows:

1.2.1.3.2.1.1. The background value may be either calculated or measured. The maximum permissible background
correction shall be related to the maximum allowable leak rate of the particle number measurement
system (0,5 particles per cm [3] ) scaled from the particle concentration reduction factor, PCRF, and the
CVS flow rate used in the actual test;

1.2.1.3.2.1.2. Either the approval authority or the manufacturer may request that actual background measurements are
used instead of calculated ones.

1.2.1.3.2.1.3. Where subtraction of the background contribution gives a negative result, the PN result shall be considered
to be zero.

1.2.1.3.2.2. Dilution air background particle number level shall be determined by sampling filtered dilution air. This
shall be drawn from a point immediately downstream of the dilution air filters into the PN measurement
system. Background levels in particles per cm [3] shall be determined as a rolling arithmetic average of least
14 measurements with at least one measurement per week.

1.2.1.3.2.3. Dilution tunnel background particle number level shall be determined by sampling filtered dilution air.
This shall be drawn from the same point as the PN sample. Where secondary dilution is used for the test
the secondary dilution system shall be active for the purposes of background measurement. One
measurement may be performed on the day of test, either prior to or after the test using the actual
PCRF and the CVS flow rate utilised during the test.

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1.2.2. General test cell equipment

1.2.2.1. Parameters to be measured

1.2.2.1.1. The following temperatures shall be measured with an accuracy of ± 1,5 °C:

(a) Test cell ambient air;

(b) Dilution and sampling system temperatures as required for emissions measurement systems defined in
Sub-Annex 5.

1.2.2.1.2. Atmospheric pressure shall be measurable with a resolution of ± 0,1 kPa.

1.2.2.1.3. Specific humidity H shall be measurable with a resolution of ± 1 g H 2 O/kg dry air.

1.2.2.2. Test cell and soak area

1.2.2.2.1. Test cell

1.2.2.2.1.1. The test cell shall have a temperature set point of 23 °C. The tolerance of the actual value shall be within
± 5 °C. The air temperature and humidity shall be measured at the test cell’s cooling fan outlet at a
minimum frequency of 1 Hz. For the temperature at the start of the test, see paragraph 1.2.8.1. in
Sub-Annex 6.

1.2.2.2.1.2. The specific humidity H of either the air in the test cell or the intake air of the engine shall be such that:

5,5 Ï H Ï 12,2 ðg H 2 O _=_ kg dry airÞ

1.2.2.2.1.3. Humidity shall be measured continuously at a minimum frequency of 1 Hz.

1.2.2.2.2. Soak area

The soak area shall have a temperature set point of 23 °C and the tolerance of the actual value shall be
within ± 3 °C on a 5 minute running arithmetic average and shall not show a systematic deviation from
the set point. The temperature shall be measured continuously at a minimum frequency of 1 Hz.

1.2.3. Test vehicle

1.2.3.1. General

The test vehicle shall conform in all its components with the production series, or, if the vehicle is
different from the production series, a full description shall be included in all relevant test reports. In
selecting the test vehicle, the manufacturer and approval authority shall agree which vehicle model is
representative for the interpolation family.

For the measurement of emissions, the road load as determined with test vehicle H shall be applied. In the
case of a road load matrix family, for the measurement of emissions, the road load as calculated for vehicle
H M according to paragraph 5.1. of Sub-Annex 4 shall be applied.

If at the request of the manufacturer the interpolation method is used (see paragraph 3.2.3.2. of SubAnnex 7), an additional measurement of emissions shall be performed with the road load as determined
with test vehicle L. Tests on vehicles H and L should be performed with the same test vehicle and shall be
tested with the shortest final transmission ratio within the interpolation family. In the case of a road load
matrix family, an additional measurement of emissions shall be performed with the road load as calculated
for vehicle L M according to paragraph 5.1. of Sub-Annex 4.

1.2.3.2. CO 2 interpolation range

The interpolation method shall only be used if the difference in CO 2 between test vehicles L and H is
between a minimum of 5 and a maximum of 30 g/km or 20 per cent of the CO 2 emissions from vehicle
H, whichever value is the lower.

L 175/526 EN Official Journal of the European Union 7.7.2017

At the request of the manufacturer and with approval of the approval authority, the interpolation line may
be extrapolated to a maximum of 3 g/km above the CO 2 emission of vehicle H and/or below the CO 2
emission of vehicle L. This extension is valid only within the absolute boundaries of the interpolation
range specified above.

This paragraph is not applicable for the difference in CO 2 between vehicles H M and L M of a road load
matrix family.

1.2.3.3. Run-in

The vehicle shall be presented in good technical condition. It shall have been run-in and driven between
3 000 and 15 000 km before the test. The engine, transmission and vehicle shall be run-in in accordance
with the manufacturer’s recommendations.

1.2.4. Settings

1.2.4.1. Dynamometer settings and verification shall be performed according to Sub-Annex 4.

1.2.4.2. Dynamometer operation

1.2.4.2.1. Auxiliary devices shall be switched off or deactivated during dynamometer operation unless their operation
is required.

1.2.4.2.2. The vehicle’s dynamometer operation mode, if any, shall be activated by using the manufacturer's
instruction (e.g. using vehicle steering wheel buttons in a special sequence, using the manufacturer’s
workshop tester, removing a fuse).

The manufacturer shall provide the approval authority a list of the deactivated devices and justification for
the deactivation. The dynamometer operation mode shall be approved by the approval authority and the
use of a dynamometer operation mode shall be included in all relevant test reports.

1.2.4.2.3. The dynamometer operation mode shall not activate, modulate, delay or deactivate the operation of any
part that affects the emissions and fuel consumption under the test conditions. Any device that affects the
operation on a chassis dynamometer shall be set to ensure a proper operation.

1.2.4.2.4. If the test vehicle is tested in a two-wheel drive (2WD) mode, the test vehicle shall be tested on a singleaxis chassis dynamometer which fulfils the requirements according to paragraph 2. of Sub-Annex 5. At the
request of the manufacturer and with the approval of the approval authority, the vehicle may be tested on
a dual-axis chassis dynamometer.

1.2.4.2.5. If the test vehicle is tested in a mode which under WLTP conditions would enter into partially or
permanent four-wheel drive (4WD) operation over the applicable cycle, the test vehicle shall be tested
on a dual-axis chassis dynamometer which fulfils the requirements according to paragraph 2.3. of SubAnnex 5.

At the request of the manufacturer and with the approval of the approval authority, the vehicle may be
tested on a single-axis chassis dynamometer if the following conditions are met:

(a) the test vehicle is converted to permanent 2WD operation in all test modes;

(b) the manufacturer provides evidence to the approval authority that the CO 2, fuel consumption and/or
electrical energy consumption of the converted vehicle is the same or higher as for the non-converted
vehicle being tested on a dual-axis chassis dynamometer.

1.2.4.3. The vehicle’s exhaust system shall not exhibit any leak likely to reduce the quantity of gas collected.

1.2.4.4. The settings of the powertrain and vehicle controls shall be those prescribed by the manufacturer for series
production.

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1.2.4.5. Tyres shall be of a type specified as original equipment by the vehicle manufacturer. Tyre pressure may be
increased by up to 50 per cent above the pressure specified in paragraph 4.2.2.3. of Sub-Annex 4. The
same tyre pressure shall be used for the setting of the dynamometer and for all subsequent testing. The
tyre pressure used shall be included in all relevant test reports.

1.2.4.6. Reference fuel

1.2.4.6.1. The appropriate reference fuel as defined in Annex IX shall be used for testing.

1.2.4.7. Test vehicle preparation

1.2.4.7.1. The vehicle shall be approximately horizontal during the test so as to avoid any abnormal distribution of
the fuel.

1.2.4.7.2. If necessary, the manufacturer shall provide additional fittings and adapters, as required to accommodate a
fuel drain at the lowest point possible in the tank(s) as installed on the vehicle, and to provide for exhaust
sample collection.

1.2.4.7.3. For PM sampling during a test when the regenerating device is in a stabilized loading condition (i.e. the
vehicle is not undergoing a regeneration), it is recommended that the vehicle has completed > 1/3 of the
mileage between scheduled regenerations or that the periodically regenerating device has undergone
equivalent loading off the vehicle.

1.2.5. Preliminary testing cycles

1.2.5.1. Preliminary testing cycles may be carried out if requested by the manufacturer to follow the speed trace
within the prescribed limits.

1.2.6. Test vehicle preconditioning

1.2.6.1. The fuel tank (or fuel tanks) shall be filled with the specified test fuel. If the existing fuel in the fuel tank
(or fuel tanks) does not meet the specifications contained in paragraph 1.2.4.6. of this Sub-Annex, the
existing fuel shall be drained prior to the fuel fill. The evaporative emission control system shall neither be
abnormally purged nor abnormally loaded.

1.2.6.2. REESSs charging

Before the preconditioning test cycle, the REESSs shall be fully charged. At the request of the manufacturer,
charging may be omitted before preconditioning. The REESSs shall not be charged again before official
testing.

1.2.6.3. The test vehicle shall be moved to the test cell and the operations listed in paragraphs 1.2.6.3.1. to
1.2.6.3.9. inclusive shall be performed.

1.2.6.3.1. The test vehicle shall be placed, either by being driven or pushed, on a dynamometer and operated
through the applicable WLTCs. The vehicle need not be cold, and may be used to set the dynamometer
load.

1.2.6.3.2. The dynamometer load shall be set according to paragraphs 7. and 8. of Sub-Annex 4.

1.2.6.3.3. During preconditioning, the test cell temperature shall be the same as defined for the Type 1 test
(paragraph 1.2.2.2.1. of this Sub-Annex).

1.2.6.3.4. The drive-wheel tyre pressure shall be set in accordance with paragraph 1.2.4.5. of this Sub-Annex.

1.2.6.3.5. Between the tests on the first gaseous reference fuel and the second gaseous reference fuel, for vehicles
with positive ignition engines fuelled with LPG or NG/biomethane or so equipped that they can be fuelled
with either petrol or LPG or NG/biomethane, the vehicle shall be preconditioned again before the test on
the second reference fuel.

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1.2.6.3.6. For preconditioning, the applicable WLTC shall be driven. Starting the engine and driving shall be
performed according to paragraph 1.2.6.4. of this Sub-Annex.

The dynamometer shall be set according to Sub-Annex 4.

1.2.6.3.7. At the request of the manufacturer or approval authority, additional WLTCs may be performed in order to
bring the vehicle and its control systems to a stabilized condition.

1.2.6.3.8. The extent of such additional preconditioning shall be included in all relevant test reports.

1.2.6.3.9. In a test facility in which there may be possible contamination of a low particulate emitting vehicle test
with residue from a previous test on a high particulate emitting vehicle, it is recommended, for the
purpose of sampling equipment preconditioning, that a 120 km/h steady state drive cycle of 20
minutes duration be driven by a low particulate emitting vehicle. Longer and/or higher speed running
is permissible for sampling equipment preconditioning if required. Dilution tunnel background
measurements shall be taken after the tunnel preconditioning, and prior to any subsequent vehicle testing.

1.2.6.4. The powertrain start procedure shall be initiated by means of the devices provided for this purpose
according to the manufacturer's instructions.

A non-vehicle initiated switching of mode of operation during the test shall not be permitted unless
otherwise specified.

1.2.6.4.1. If the initiation of the powertrain start procedure is not successful, e.g. the engine does not start as
anticipated or the vehicle displays a start error, the test is void, preconditioning tests shall be repeated
and a new test shall be driven.

1.2.6.4.2. The cycle starts on initiation of the powertrain start procedure.

1.2.6.4.3. In the cases where LPG or NG/biomethane is used as a fuel, it is permissible that the engine is started on
petrol and switched automatically to LPG or NG/biomethane after a predetermined period of time that
cannot be changed by the driver.

1.2.6.4.4. During stationary/idling vehicle phases, the brakes shall be applied with appropriate force to prevent the
drive wheels from turning.

1.2.6.4.5. During the test, speed shall be measured against time or collected by the data acquisition system at a
frequency of not less than 1 Hz so that the actual driven speed can be assessed.

1.2.6.4.6. The distance actually driven by the vehicle shall be included in all relevant test sheets for each WLTC
phase.

1.2.6.5. Use of the transmission

1.2.6.5.1. Manual shift transmission

The gear shift prescriptions specified in Sub-Annex 2 shall be followed. Vehicles tested according to SubAnnex 8 shall be driven according to paragraph 1.5. of that Sub-Annex.

Vehicles that cannot attain the acceleration and maximum speed values required in the applicable WLTC
shall be operated with the accelerator control fully activated until they once again reach the required speed
trace. Speed trace violations under these circumstances shall not void a test. Deviations from the driving
cycle shall be included in all relevant test sheets.

1.2.6.5.1.1. The tolerances given in paragraph 1.2.6.6. of this Sub-Annex shall apply.

1.2.6.5.1.2. The gear change shall be started and completed within ± 1,0 second of the prescribed gear shift point.

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1.2.6.5.1.3. The clutch shall be depressed within ± 1,0 second of the prescribed clutch operating point.

1.2.6.5.2. Automatic shift transmission

1.2.6.5.2.1. Vehicles equipped with automatic shift transmissions shall be tested in the predominant mode. The
accelerator control shall be used in such a way as to accurately follow the speed trace.

1.2.6.5.2.2. Vehicles equipped with automatic shift transmissions with driver-selectable modes shall fulfill the limits of
criteria emissions in all automatic shift modes used for forward driving. The manufacturer shall give
appropriate evidence to the approval authority. On the basis of technical evidence provided by the
manufacturer and with the agreement of the approval authority, the dedicated driver-selectable modes
for very special limited purposes shall not be considered (e.g. maintenance mode, crawler mode).

1.2.6.5.2.3. The manufacturer shall give evidence to the approval authority of the existence of a mode that fulfils the
requirements of paragraph 3.5.9. of this Annex. With the agreement of the approval authority, the
predominant mode may be used as the only mode for the determination of criteria emissions, CO 2
emissions, and fuel consumption. Notwithstanding the existence of a predominant mode, the criteria
emission limits shall be fulfilled in all considered automatic shift modes used for forward driving as
described in paragraph 1.2.6.5.2.2. of this Sub-Annex.

1.2.6.5.2.4. If the vehicle has no predominant mode or the requested predominant mode is not agreed by the approval
authority as a predominant mode, the vehicle shall be tested in the best case mode and worst case mode
for criteria emissions, CO 2 emissions, and fuel consumption. Best and worst case modes shall be identified
by the evidence provided on the CO 2 emissions and fuel consumption in all modes. CO 2 emissions and
fuel consumption shall be the arithmetic average of the test results in both modes. Test results for both
modes shall be included in all relevant test reports. Notwithstanding the usage of the best and worst case
modes for testing, the criteria emission limits shall be fulfilled in all automatic shift modes in consideration
used for forward driving as described in paragraph 1.2.6.5.2.2. of this Sub-Annex.

1.2.6.5.2.5. The tolerances given in paragraph 1.2.6.6. of this Sub-Annex shall apply.

After initial engagement, the selector shall not be operated at any time during the test. Initial engagement
shall be done 1 second before beginning the first acceleration.

1.2.6.5.2.6. Vehicles with an automatic transmission with a manual mode shall be tested according paragraph
1.2.6.5.2. of this Sub-Annex.

1.2.6.6. Speed trace tolerances

The following tolerances shall be permitted between the actual vehicle speed and the prescribed speed of
the applicable test cycles. The tolerances shall not be shown to the driver:

(a) Upper limit: 2,0 km/h higher than the highest point of the trace within ± 1,0 second of the given point
in time;

(b) Lower limit: 2,0 km/h lower than the lowest point of the trace within ± 1,0 second of the given time.

See Figure A6/2.

Speed tolerances greater than those prescribed shall be accepted provided the tolerances are never exceeded
for more than 1 second on any one occasion.

There shall be no more than ten such deviations per test.

L 175/530 EN Official Journal of the European Union 7.7.2017

_Figure A6/2_

**Speed trace tolerances**

1.2.6.7. Accelerations

1.2.6.7.1. The vehicle shall be operated with the appropriate accelerator control movement necessary to accurately
follow the speed trace.

1.2.6.7.2. The vehicle shall be operated smoothly, following representative shift points, speeds and procedures.

1.2.6.7.3. For manual transmissions, the accelerator controller shall be released during each shift and the shift shall
be accomplished in minimum time.

1.2.6.7.4. If the vehicle cannot follow the speed trace, it shall be operated at maximum available power until the
vehicle speed reaches the respective target speed again.

1.2.6.8. Decelerations

1.2.6.8.1. During decelerations of the cycle, the driver shall deactivate the accelerator control but shall not manually
disengage the clutch until the point specified in paragraph 4.(c) of Sub-Annex 2.

1.2.6.8.1.1. If the vehicle decelerates faster than prescribed by the speed trace, the accelerator control shall be operated
such that the vehicle accurately follows the speed trace.

1.2.6.8.1.2. If the vehicle decelerates too slowly to follow the intended deceleration, the brakes shall be applied such
that it is possible to accurately follow the speed trace.

1.2.6.9. Unexpected engine stop

1.2.6.9.1. If the engine stops unexpectedly, the preconditioning or Type 1 test shall be declared void.

1.2.6.10. After completion of the cycle, the engine shall be switched off. The vehicle shall not be restarted until the
beginning of the test for which the vehicle has been preconditioned.

1.2.7. Soaking

1.2.7.1. After preconditioning and before testing, the test vehicle shall be kept in an area with ambient conditions
as specified in paragraph 1.2.2.2.2. of this Sub-Annex.

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1.2.7.2. The vehicle shall be soaked for a minimum of 6 hours and a maximum of 36 hours with the engine
compartment cover opened or closed. If not excluded by specific provisions for a particular vehicle,
cooling may be accomplished by forced cooling down to the set point temperature. If cooling is accel­
erated by fans, the fans shall be placed so that the maximum cooling of the drive train, engine and exhaust
after-treatment system is achieved in a homogeneous manner.

1.2.8. Emission and fuel consumption test (Type 1 test)

1.2.8.1. The test cell temperature at the start of the test shall be 23 °C ± 3 °C measured at minimum frequency of
1 Hz. The engine oil temperature and coolant temperature, if any, shall be within ± 2 °C of the set point of
23 °C.

1.2.8.2. The test vehicle shall be pushed onto a dynamometer.

1.2.8.2.1. The drive wheels of the vehicle shall be placed on the dynamometer without starting the engine.

1.2.8.2.2. The drive-wheel tyre pressures shall be set in accordance with the provisions of paragraph 1.2.4.5. of this
Sub-Annex.

1.2.8.2.3. The engine compartment cover shall be closed.

1.2.8.2.4. An exhaust connecting tube shall be attached to the vehicle tailpipe(s) immediately before starting the
engine.

1.2.8.3. Starting of the powertrain and driving

1.2.8.3.1. The powertrain start procedure shall be initiated by means of the devices provided for this purpose
according to the manufacturer's instructions.

1.2.8.3.2. The vehicle shall be driven as described in paragraphs 1.2.6.4. to 1.2.6.10. inclusive of this Sub-Annex
over the applicable WLTC, as described in Sub-Annex 1.

1.2.8.4. RCB data shall be measured for each phase of the WLTC as defined in Appendix 2 to this Sub-Annex.

1.2.8.5. Actual vehicle speed shall be sampled with a measurement frequency of 10 Hz and the drive trace indices
described in paragraph 7. of Sub-Annex 7 shall be calculated and documented.

1.2.9. Gaseous sampling

Gaseous samples shall be collected in bags and the compounds analysed at the end of the test or a test
phase, or the compounds may be analysed continuously and integrated over the cycle.

1.2.9.1. The following steps shall be taken prior to each test.

1.2.9.1.1. The purged, evacuated sample bags shall be connected to the dilute exhaust and dilution air sample
collection systems.

1.2.9.1.2. Measuring instruments shall be started according to the instrument manufacturers’ instructions.

1.2.9.1.3. The CVS heat exchanger (if installed) shall be pre-heated or pre-cooled to within its operating test
temperature tolerance as specified in paragraph 3.3.5.1. of Sub-Annex 5.

1.2.9.1.4. Components such as sample lines, filters, chillers and pumps shall be heated or cooled as required until
stabilised operating temperatures are reached.

1.2.9.1.5. CVS flow rates shall be set according to paragraph 3.3.4. of Sub-Annex 5, and sample flow rates shall be
set to the appropriate levels.

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1.2.9.1.6. Any electronic integrating device shall be zeroed and may be re-zeroed before the start of any cycle phase.

1.2.9.1.7. For all continuous gas analysers, the appropriate ranges shall be selected. These may be switched during a
test only if switching is performed by changing the calibration over which the digital resolution of the
instrument is applied. The gains of an analyser’s analogue operational amplifiers may not be switched
during a test.

1.2.9.1.8. All continuous gas analysers shall be zeroed and calibrated using gases fulfilling the requirements of
paragraph 6. of Sub-Annex 5.

1.2.10. Sampling for PM determination

1.2.10.1. The steps described in paragraphs 1.2.10.1.1. to 1.2.10.1.2.3. inclusive of this Sub-Annex shall be taken
prior to each test.

1.2.10.1.1. Filter selection

1.2.10.1.1.1. A single particulate sample filter without back-up shall be employed for the complete applicable WLTC. In
order to accommodate regional cycle variations, a single filter may be employed for the first three phases
and a separate filter for the fourth phase.

1.2.10.1.2. Filter preparation

1.2.10.1.2.1. At least 1 hour before the test, the filter shall be placed in a petri dish protecting against dust contami­
nation and allowing air exchange, and placed in a weighing chamber (or room) for stabilization.

At the end of the stabilization period, the filter shall be weighed and its weight shall be included in all
relevant test sheets. The filter shall subsequently be stored in a closed petri dish or sealed filter holder until
needed for testing. The filter shall be used within 8 hours of its removal from the weighing chamber (or
room).

The filter shall be returned to the stabilization room within 1 hour after the test and shall be conditioned
for at least 1 hour before weighing.

1.2.10.1.2.2. The particulate sample filter shall be carefully installed into the filter holder. The filter shall be handled
only with forceps or tongs. Rough or abrasive filter handling will result in erroneous weight determination.
The filter holder assembly shall be placed in a sample line through which there is no flow.

1.2.10.1.2.3. It is recommended that the microbalance be checked at the start of each weighing session, within 24 hours
of the sample weighing, by weighing one reference item of approximately 100 mg. This item shall be
weighed three times and the arithmetic average result included in all relevant test sheets. If the arithmetic
average result of the weighings is ± 5 μg of the result from the previous weighing session, the weighing
session and balance are considered valid.

1.2.11. PN sampling

1.2.11.1. The steps described in paragraphs 1.2.11.1.1. to 1.2.11.1.2. inclusive of this Sub-Annex shall be taken
prior to each test:

1.2.11.1.1. The particle specific dilution system and measurement equipment shall be started and made ready for
sampling;

1.2.11.1.2. The correct function of the PNC and VPR elements of the particle sampling system shall be confirmed
according to the procedures listed in paragraphs 1.2.11.1.2.1. to 1.2.11.1.2.4. inclusive of this Sub-Annex.

1.2.11.1.2.1. A leak check, using a filter of appropriate performance attached to the inlet of the entire PN measurement
system, VPR and PNC, shall report a measured concentration of less than 0.5 particles per cm [3] .

7.7.2017 EN Official Journal of the European Union L 175/533

1.2.11.1.2.2. Each day, a zero check on the PNC, using a filter of appropriate performance at the PNC inlet, shall report
a concentration of ≤ 0,2 particles per cm [3] . Upon removal of the filter, the PNC shall show an increase in
measured concentration to at least 100 particles per cm [3] when sampling ambient air and a return to ≤ 0.2
particles per cm [3] on replacement of the filter.

1.2.11.1.2.3. It shall be confirmed that the measurement system indicates that the evaporation tube, where featured in
the system, has reached its correct operating temperature.

1.2.11.1.2.4. It shall be confirmed that the measurement system indicates that the diluter PND 1 has reached its correct
operating temperature.

1.2.12. Sampling during the test

1.2.12.1. The dilution system, sample pumps and data collection system shall be started.

1.2.12.2. The PM and PN sampling systems shall be started.

1.2.12.3. Particle number shall be measured continuously. The arithmetic average concentration shall be determined
by integrating the analyser signals over each phase.

1.2.12.4. Sampling shall begin before or at the initiation of the powertrain start procedure and end on conclusion of
the cycle.

1.2.12.5. Sample switching

1.2.12.5.1. Gaseous emissions

1.2.12.5.1.1. Sampling from the diluted exhaust and dilution air shall be switched from one pair of sample bags to
subsequent bag pairs, if necessary, at the end of each phase of the applicable WLTC to be driven.

1.2.12.5.2. Particulate

1.2.12.5.2.1. The requirements of paragraph 1.2.10.1.1.1. of this Sub-Annex shall apply.

1.2.12.6. Dynamometer distance shall be included in all relevant test sheets for each phase.

1.2.13. Ending the test

1.2.13.1. The engine shall be turned off immediately after the end of the last part of the test.

1.2.13.2. The constant volume sampler, CVS, or other suction device shall be turned off, or the exhaust tube from
the tailpipe or tailpipes of the vehicle shall be disconnected.

1.2.13.3. The vehicle may be removed from the dynamometer.

1.2.14. Post-test procedures

1.2.14.1. Gas analyser check

1.2.14.1.1. Zero and calibration gas reading of the analysers used for continuous diluted measurement shall be
checked. The test shall be considered acceptable if the difference between the pre-test and post-test
results is less than 2 per cent of the calibration gas value.

1.2.14.2. Bag analysis

1.2.14.2.1. Exhaust gases and dilution air contained in the bags shall be analysed as soon as possible. Exhaust gases
shall, in any event, be analysed not later than 30 minutes after the end of the cycle phase.

The gas reactivity time for compounds in the bag shall be taken into consideration.

L 175/534 EN Official Journal of the European Union 7.7.2017

1.2.14.2.2. As soon as practical prior to analysis, the analyser range to be used for each compound shall be set to
zero with the appropriate zero gas.

1.2.14.2.3. The calibration curves of the analysers shall be set by means of calibration gases of nominal concentrations
of 70 to 100 per cent of the range.

1.2.14.2.4. The zero settings of the analysers shall be subsequently rechecked: if any reading differs by more than 2
per cent of the range from that set in paragraph 1.2.14.2.2. of this Sub-Annex, the procedure shall be
repeated for that analyser.

1.2.14.2.5. The samples shall be subsequently analysed.

1.2.14.2.6. After the analysis, zero and calibration points shall be rechecked using the same gases. The test shall be
considered acceptable if the difference is less than 2 per cent of the calibration gas value.

1.2.14.2.7. The flow rates and pressures of the various gases through analysers shall be the same as those used during
calibration of the analysers.

1.2.14.2.8. The content of each of the compounds measured shall be included in all relevant test sheets after
stabilization of the measuring device.

1.2.14.2.9. The mass and number of all emissions, where applicable, shall be calculated according to Sub-Annex 7.

1.2.14.2.10. Calibrations and checks shall be performed either:

(a) Before and after each bag pair analysis; or

(b) Before and after the complete test.

In case (b), calibrations and checks shall be performed on all analysers for all ranges used during the test.

In both cases, (a) and (b), the same analyser range shall be used for the corresponding ambient air and
exhaust bags.

1.2.14.3. Particulate sample filter weighing

1.2.14.3.1. The particulate sample filter shall be returned to the weighing chamber (or room) no later than 1 hour
after completion of the test. It shall be conditioned in a petri dish, which is protected against dust
contamination and allows air exchange, for at least 1 hour, and weighed. The gross weight of the filter
shall be included in all relevant test sheets.

1.2.14.3.2. At least two unused reference filters shall be weighed within 8 hours of, but preferably at the same time as,
the sample filter weighings. Reference filters shall be of the same size and material as the sample filter.

1.2.14.3.3. 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 chamber (or room) and
reweighed.

1.2.14.3.4. The comparison of reference filter weighings shall be made between the specific weights and the rolling
arithmetic average of that reference filter's specific weights. The rolling arithmetic average shall be
calculated from the specific weights collected in the period after the reference filters were placed in the
weighing chamber (or room). The averaging period shall be at least one day but not more than 15 days.

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1.2.14.3.5. Multiple reconditionings and reweighings of the sample and reference filters are permitted until a period of
80 hours has elapsed following the measurement of gases from the emissions test. If, prior to or at the 80
hour point, more than half the number of reference filters meet the ± 5 μg criterion, the sample filter
weighing may be considered valid. If, at the 80 hour point, two reference filters are employed and one
filter fails the ± 5 μg criterion, the sample filter weighing may be considered valid under the condition that
the sum of the absolute differences between specific and rolling means from the two reference filters shall
be less than or equal to 10 μg.

1.2.14.3.6. In the case that less 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 to a reference filter that has been present in the weighing
chamber (or room) for at least one day.

1.2.14.3.7. If the weighing chamber (or room) stability criteria outlined in paragraph 4.2.2.1. of Sub-Annex 5 are not
met, but the reference filter weighings meet the above criteria, the vehicle manufacturer has the option of
accepting the sample filter weights or voiding the tests, repairing the weighing chamber (or room) control
system and re-running the test.

L 175/536 EN Official Journal of the European Union 7.7.2017

_Sub-Annex 6_

_Appendix 1_

**Emissions test procedure for all vehicles equipped with periodically regenerating systems**

1. General

1.1. This Appendix defines the specific provisions regarding testing a vehicle equipped with periodically regenerating
systems as defined in paragraph 3.8.1. of this Annex.

Upon request of the manufacturer and with approval of the approval authority, a manufacturer may develop an
alternative procedure to demonstrate its equivalency, including filter temperature, loading quantity and distance
driven. This may be done on an engine bench or on a chassis dynamometer.

Alternatively to carrying out the test procedures defined in this Appendix, a fixed K i value of 1,05 may be used
for CO 2 and fuel consumption.

1.2. During cycles where regeneration occurs, emission standards need not apply. If a periodic regeneration occurs at
least once per Type 1 test and has already occurred at least once during vehicle preparation, it does not require a
special test procedure. In this case, this Appendix does not apply.

1.3. The provisions of this Appendix shall apply for the purposes of PM measurements only and not PN measure­
ments.

1.4. At the request of the manufacturer, and with approval of the approval authority, the test procedure specific to
periodically regenerating systems will not apply to a regenerative device if the manufacturer provides data
demonstrating that, during cycles where regeneration occurs, emissions remain below the emissions limits for
the relevant vehicle category.

1.5. At the request of the manufacturer and with the agreement of the approval authority the Extra High phase may
be excluded for determining the regenerative factor K_i for Class 2 and Class 3 vehicles.

2. Test Procedure

The test vehicle shall be capable of inhibiting or permitting the regeneration process provided that this operation
has no effect on original engine calibrations. Prevention of regeneration is only permitted during loading of the
regeneration system and during the preconditioning cycles. It is not permitted during the measurement of
emissions during the regeneration phase. The emission test shall be carried out with the unchanged, original
equipment manufacturer's (OEM) control unit. At the request of the manufacturer and with approval of the
approval authority, an ‘engineering control unit’ which has no effect on original engine calibrations may be used
during K i determination.

2.1. Exhaust emissions measurement between two WLTCs with regeneration events

2.1.1. The arithmetic average emissions between regeneration events and during loading of the regenerative device
shall be determined from the arithmetic mean of several approximately equidistant (if more than two) Type 1
tests. As an alternative, the manufacturer may provide data to show that the emissions remain constant (± 15
per cent) on WLTCs between regeneration events. In this case, the emissions measured during the Type 1 test
may be used. In any other case, emissions measurements for at least two Type 1 cycles shall be completed: one
immediately after regeneration (before new loading) and one as close as possible prior to a regeneration phase.
All emissions measurements shall be carried out according to this Sub-Annex and all calculations shall be carried
out according to paragraph 3. of this Appendix.

2.1.2. The loading process and determination shall be made during the Type 1 driving 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.

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2.1.3. The number of cycles D between two WLTCs where regeneration events occur, the number of cycles over which
emission measurements are made n and mass emissions measurement M′ sij for each compound i over each cycle
j shall be included in all relevant test sheets.

2.2. Measurement of emissions during regeneration events

2.2.1. Preparation of the vehicle, if required, for the emissions test during a regeneration phase, may be completed
using the preconditioning cycles in paragraph 1.2.6. of this Sub-Annex or equivalent engine test bench cycles,
depending on the loading procedure chosen in paragraph 2.1.2. of this Sub-Annex.

2.2.2. The test and vehicle conditions for the Type 1 test described in this Annex apply before the first valid emission
test is carried out.

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

2.2.3.1. A ‘dummy’ regenerating system or partial system may be fitted for the preconditioning cycles.

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

2.2.4. A cold start exhaust emissions test including a regeneration process shall be performed according to the
applicable WLTC.

2.2.5. If the regeneration process requires more than one WLTC, each WLTC shall be completed. Use of a single
particulate sample filter for multiple cycles required to complete regeneration is permissible.

2.2.5.1. If more than one WLTC is required, subsequent WLTC(s) shall be driven immediately, without switching the
engine off, until complete regeneration has been achieved. In the case that the number of gaseous emission bags
required for the multiple cycles would exceed the number of bags available, the time necessary to set up a new
test shall be as short as possible. The engine shall not be switched off during this period.

2.2.6. The emission values during regeneration M ri for each compound i shall be calculated according to paragraph 3.
in this Appendix. The number of applicable test cycles d measured for complete regeneration shall be included
in all relevant test sheets.

3. Calculations

3.1. Calculation of the exhaust and CO 2 emissions, and fuel consumption of a single regenerative system

M si ¼

M ri ¼

n
P j¼1 [M′] [ sij]
for n ã 1
n

d
P j¼1 [M′] [ rij]
for d ã 1
d

M pi ¼ [M] [ si] [ Ü][ D][ þ][ M] [ ri] [ Ü][ d ]
D þ d

where for each compound i considered:

M′ sij are the mass emissions of compound i over test cycle j without regeneration, g/km;

M′ rij are the mass emissions of compound i over test cycle j during regeneration, g/km (if, the first WLTC test
shall be run cold and subsequent cycles hot);

L 175/538 EN Official Journal of the European Union 7.7.2017

M si are the mean mass emissions of compound i without regeneration, g/km;

M ri are the mean mass emissions of compound i during regeneration, g/km;

M pi are the mean mass emissions of compound i, g/km;

n is the number of test cycles, between cycles where regenerative events occur, during which emissions
measurements on Type 1 WLTCs are made, ≥ 1;

d is the number of complete applicable test cycles required for regeneration;

D is the number of complete applicable test cycles between two cycles where regeneration events occur.

The calculation of M pi is shown graphically in Figure A6. App1/1.

_Figure A6.App1/1_

**Parameters measured during emissions test during and between cycles where regeneration occurs**
**(schematic example, the emissions during D may increase or decrease)**

3.1.1. Calculation of the regeneration factor K i for each compound i considered.

The manufacturer may elect to determine for each compound independently either additive offsets or multi­
plicative factors.

K i factor: K i ¼ [M] M [p] si [i]

K i offset: K i ¼ M pi Ä M si

M si, M pi and K i results, and the manufacturer’s choice of type of factor shall be recorded. The K i result shall be
included in all relevant test reports. M si, M pi and K i results shall be included in all relevant test sheets.

K i may be determined following the completion of a single regeneration sequence comprising measurements
before, during and after regeneration events as shown in Figure A6. App1/1.

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3.2. Calculation of exhaust and CO 2 emissions, and fuel consumption of multiple periodic regenerating systems

The following shall be calculated for (a) one Type 1 operation cycle for criteria emissions and (b) for each
individual phase for CO 2 emissions and fuel consumption.

M sik ¼

M rik ¼

n k
P j¼1 [M′] [ sik] _[;]_ [j]
for n j ã 1
n k

d k
P j¼1 [M′] [ rik] _[;]_ [j]
for d ã 1
d k

x
M si ¼ P k¼1 ~~x~~ [M] [ sik] [ Ü][ D] [ k]
~~P~~ k¼1 [D] [ k]

x
P k¼1 [M] [ rik] [ Ü][ d] [ k]
M ri ¼ ~~x~~
~~P~~ k¼1 [d] [ k]

M pi ¼ [M] [ si] [ Ü] [P] [ x ] k¼1 ~~x~~ [D] [ k] [ þ][ M] [ ri] [ Ü] [P] [ x ] k¼1 [d] [ k]
~~P~~ k¼1 ðD k þ d k Þ

M pi ¼ P x k¼1 ðM sik ~~x~~ Ü D k þ M rik Ü d k Þ
~~P~~ k¼1 ðD k þ d k Þ

K i factor: K i ¼ [M] M [p] si [i]

K i offset: K i ¼ M pi Ä M si

where:

M si are the mean mass emissions of all events k of compound i without regeneration, g/km;

M ri are the mean mass emissions of all events k of compound i during regeneration, g/km;

M pi are the mean mass emission of all events k of compound i, g/km;

M sik are the mean mass emissions of event k of compound i without regeneration, g/km;

M rik are the mean mass emissions of event k of compound i during regeneration, g/km;

M′ sik,j are the mass emissions of event k of compound i in g/km without regeneration measured at point j
where 1 ≤ j ≤ n k, g/km;

M′ rik,j are the mass emissions of event k of compound i during regeneration (when j > 1, the first Type 1 test is
run cold, and subsequent cycles are hot) measured at test cycle j where 1 ≤ j ≤ d k, g/km;

n k are the number of complete test cycles of event k, between two cycles where regenerative phases occur,
during which emissions measurements (Type 1 WLTCs or equivalent engine test bench cycles) are made,
≥ 2;

d k is the number of complete applicable test cycles of event k required for complete regeneration;

D k is the number of complete applicable test cycles of event k between two cycles where regenerative
phases occur;

x is the number of complete regeneration events.

The calculation of M pi is shown graphically in Figure A6.App1/2.

L 175/540 EN Official Journal of the European Union 7.7.2017

_Figure A6.App1/2_

**Parameters measured during emissions test during and between cycles where regeneration occurs**
**(schematic example)**

The calculation of K i for multiple periodic regenerating systems is only possible after a certain number of regeneration
events for each system.

After performing the complete procedure (A to B, see Figure A6.App1/2), the original starting condition A should be
reached again.

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_Sub-Annex 6_

_Appendix 2_

**Test procedure for electric power supply system monitoring**

1. General

In the case that NOVC-HEVs and OVC-HEVs are tested, Appendices 2 and 3 of Sub-Annex 8 shall apply.

This Appendix defines the specific provisions regarding the correction of test results for CO 2 mass emission as a
function of the energy balance ΔE REESS for all REESSs.

The corrected values for CO 2 mass emission shall correspond to a zero energy balance (ΔE REESS = 0), and shall be
calculated using a correction coefficient determined as defined below.

2. Measurement equipment and instrumentation

2.1. Current measurement

REESS depletion shall be defined as negative current.

2.1.1. The REESS current(s) shall be measured during the tests using a clamp-on or closed type current transducer. The
current measurement system shall fulfil the requirements specified in Table A8/1. The current transducer(s) shall be
capable of handling the peak currents at engine starts and temperature conditions at the point of measurement.

2.1.2. Current transducers shall be fitted to any of the REESS on one of the cables connected directly to the REESS and
shall include the total REESS current.

In case of shielded wires, appropriate methods shall be applied in accordance with the approval authority.

In order to easily measure REESS current using external measuring equipment, manufacturers should preferably
integrate appropriate, safe and accessible connection points in the vehicle. If this is not feasible, the manufacturer
shall support the approval authority by providing the means to connect a current transducer to the REESS cables
in the manner described above.

2.1.3. The measured current shall be integrated over time at a minimum frequency of 20 Hz, yielding the measured value
of Q, expressed in ampere-hours Ah. The measured current shall be integrated over time, yielding the measured
value of Q, expressed in ampere-hours Ah. The integration may be done in the current measurement system.

2.2. Vehicle on-board data

2.2.1. Alternatively, the REESS current shall be determined using vehicle-based data. In order to use this measurement
method, the following information shall be accessible from the test vehicle:

(a) Integrated charging balance value since last ignition run in Ah;

(b) Integrated on-board data charging balance value calculated at a minimum sample frequency of 5 Hz;

(c) The charging balance value via an OBD connector as described in SAE J1962.

2.2.2. The accuracy of the vehicle on-board REESS charging and discharging data shall be demonstrated by the manu­
facturer to the approval authority.

The manufacturer may create a REESS monitoring vehicle family to prove that the vehicle on-board REESS
charging and discharging data are correct. The accuracy of the data shall be demonstrated on a representative
vehicle.

L 175/542 EN Official Journal of the European Union 7.7.2017

The following family criteria shall be valid:

(a) Identical combustion processes (i.e. positive ignition, compression→ignition, two-stroke, four-stroke);

(b) Identical charge and/or recuperation strategy (software REESS data module);

(c) On-board data availability;

(d) Identical charging balance measured by REESS data module;

(e) Identical on-board charging balance simulation.

3. REESS energy change-based correction procedure

3.1. Measurement of the REESS current shall start at the same time as the test starts and shall end immediately after the
vehicle has driven the complete driving cycle.

3.2. The electricity balance Q measured in the electric power supply system, shall be used as a measure of the
difference in the REESS energy content at the end of the cycle compared to the beginning of the cycle. The
electricity balance shall be determined for the total WLTC for the applicable vehicle class.

3.3. Separate values of Q phase shall be logged over the cycle phases required to be driven for the applicable vehicle class.

3.4. Correction of CO 2 mass emission over the whole cycle as a function of the correction criterion c.

3.4.1. Calculation of the correction criterion c

The correction criterion c is the ratio between the absolute value of the electric energy change ΔE REESS,j and the
fuel energy and shall be calculated using the following equations:

c ¼ j [ΔE] [ REESS] _[;]_ [j] ~~j~~
E fuel

where:

c is the correction criterion;

ΔE REESS,j is the electric energy change of all REESSs over period j determined according to paragraph 4.1. of
this Appendix, Wh;

j is, in this paragraph, the whole applicable WLTP test cycle;

E fuel is the fuel energy according to the following equation:

E fuel ¼ 10 Ü HV Ü FC nb Ü d

where:

E fuel is the energy content of the consumed fuel over the applicable WLTP test cycle, Wh;

HV is the heating value according to Table A6.App2/1, kWh/l;

FC nb is the non-balanced fuel consumption of the Type 1 test, not corrected for the energy balance, determined
according to paragraph 6. of Sub-Annex 7, l/100 km;

d is the distance driven over the corresponding applicable WLTP test cycle, km;

10 conversion factor to Wh.

7.7.2017 EN Official Journal of the European Union L 175/543

3.4.2. The correction shall be applied if ΔE REESS is negative (corresponding to REESS discharging) and the correction
criterion c calculated according to paragraph 3.4.1. of this Sub-Annex is greater than the applicable tolerance
according to Table A6.App2/2.

3.4.3. The correction shall be omitted and uncorrected values shall be used if the correction criterion c calculated
according to paragraph 3.4.1. of this Sub-Annex is less than the applicable tolerance according to Table
A6.App2/2.

3.4.4. The correction may be omitted and uncorrected values may be used if:

(a) ΔE REESS is positive (corresponding to REESS charging) and the correction criterion c calculated according to
paragraph 3.4.1. of this Sub-Annex is greater than the applicable tolerance according to Table A6.App2/2;

(b) the manufacturer can prove to the approval authority by measurement that there is no relation between
ΔE REESS and CO 2 mass emission and ΔE REESS and fuel consumption respectively.

_Table A6.App2/1_

|Col1|Energy content of fuel|Col3|Col4|
|---|---|---|---|
|Fuel|Petrol|Petrol|Diesel|
|Content Ethanol/Biodiesel, per cent|E10|E85|B7|
|Heat value(kWh/l)|8,64|6,41|9,79|

_Table A6.App2/2_

**RCB correction criteria**

|Cycle|low + medium|low + medium + high|low + medium + high + extra<br>high|
|---|---|---|---|
|Correction criterion c|0,015|0,01|0,005|

4. Applying the correction function

4.1. To apply the correction function, the electric energy change ΔE REESS,j of a period j of all REESSs shall be calculated
from the measured current and the nominal voltage:

n
ΔE REESS _;_ j ¼ X ΔE REESS _;_ j _;_ i

i¼1

where:

ΔE REESS,j,i is the electric energy change of REESS i during the considered period j, Wh;

and:

1 t end
ΔE REESS _;_ j _;_ i ¼ 3 600 [Ü][ U] [ REESS] [ Ü] Z t 0 IðtÞ j _;_ i dt

where:

U REESS is the nominal REESS voltage determined according to DIN EN 60050-482, V;

I(t) j,i is the electric current of REESS i during the considered period j determined according to paragraph 2. of
this Appendix, A;

t 0 is the time at the beginning of the considered period j, s;

t end is the time at the end of the considered period j, s.

L 175/544 EN Official Journal of the European Union 7.7.2017

i is the index number of the considered REESS;

n is the total amount of REESS;

j is the index number for the considered period, where a period shall be any applicable cycle phase,
combination of cycle phases and the applicable total cycle;

1 is the conversion factor from Ws to Wh.
3 600

4.2. For correction of CO 2 mass emission, g/km, combustion process-specific Willans factors from Table A6.App2/3
shall be used.

4.3. The correction shall be performed and applied for the total cycle and for each of its cycle phases separately, and
shall be included in all relevant test reports.

4.4. For this specific calculation, a fixed electric power supply system alternator efficiency shall be used:

η alternator ¼ 0,67 for electric power supply system REESS alternators

4.5. The resulting CO 2 mass emission difference for the considered period j due to load behaviour of the alternator for
charging a REESS shall be calculated using the following equation:

1
ΔM CO2 _;_ j ¼ 0,0036 Ü ΔE REESS _;_ j Ü η alternator Ü Willans factor Ü d [1 ] j

where:

ΔM CO2,j is the resulting CO 2 mass emission difference of period j, g/km;

ΔE REESS,j is the REESS energy change of the considered period j calculated according to paragraph 4.1. of
this Appendix, Wh;

d j is the driven distance of the considered period j, km;

j is the index number for the considered period, where a period shall be any applicable cycle phase,
combination of cycle phases and the applicable total cycle;

0,0036 is the conversion factor from Wh to MJ;

η alternator is the efficiency of the alternator according to paragraph 4.4. of this Appendix;

Willans factor is the combustion process specific Willans factor as defined in Table A6.App2/3, gCO 2 /MJ;

4.5.1. The CO 2 values of each phase and the total cycle shall be corrected as follows:

M CO2 _;_ p _;_ 3 ¼ M CO2 _;_ p _;_ 1 Ä ΔM CO2 _;_ j

M CO2 _;_ c _;_ 3 ¼ M CO2 _;_ c _;_ 2 Ä ΔM CO2 _;_ j

where:

ΔM CO2,j is the result from paragraph 4.5. of this Sub-Annex for a period j, g/km.

7.7.2017 EN Official Journal of the European Union L 175/545

4.6. For the correction of CO 2 emission, g/km, the Willans factors in Table A6.App2/2 shall be used.

_Table A6.App2/3_

|Willans factors|Col2|Col3|Col4|Col5|
|---|---|---|---|---|
||||Naturally aspirated|Pressure-charged|
|Positive ignition|Petrol (E10)|l/MJ|0,0756|0,0803|
|Positive ignition||gCO 2 /MJ|174|184|
|Positive ignition|CNG (G20)|m 3 /MJ|0,0719|0,0764|
|Positive ignition|CNG (G20)|gCO 2 /MJ|129|137|
|Positive ignition|LPG|l/MJ|0,0950|0,101|
|Positive ignition|LPG|gCO 2 /MJ|155|164|
|Positive ignition|E85|l/MJ|0,102|0,108|
|Positive ignition|E85|gCO 2 /MJ|169|179|
|Compression ignition|Diesel (B7)|l/MJ|0,0611|0,0611|
|Compression ignition|Diesel (B7)|gCO 2 /MJ|161|161|

L 175/546 EN Official Journal of the European Union 7.7.2017

_Sub-Annex 6a_

**Ambient Temperature Correction Test for the determination of CO** **2** **emissions under representative regional**
**temperature conditions**

1. Introduction

This Sub-Annex describes the supplemental Ambient Temperature Correction Test (ATCT) procedure to
determine the CO 2 emissions under representative regional temperature conditions.

1.1. The CO 2 emissions of ICE vehicles, NOVC-HEVs and the charge sustaining value of OVC-HEVs shall be corrected
according to the requirements of this Sub14-Annex. No correction is required for the CO 2 value of the charge
depleting test. No correction is required for an Electric Range.

2. Ambient Temperature Correction Test (ATCT) Family

2.1. Only vehicles which are identical with respect to all the following characteristics are permitted to be part of the
same ATCT Family:

(a) Powertrain architecture (i.e. internal combustion, hybrid, fuel cell, or electric);

(b) Combustion process (i.e. two stroke or four stroke);

(c) Number and arrangement of cylinders;

(d) Method of engine combustion (i.e. indirect or direct injection);

(e) Type of cooling system (i.e. air, water, or oil);

(f) Method of aspiration (i.e. naturally aspirated, or charged);

(g) Fuel for which the engine is designed (i.e. petrol, diesel, NG, LPG, etc.);

(h) Catalytic converter (i.e. three-way catalyst, lean NOx trap, SCR, lean NOx catalyst or other(s));

(i) Whether or not a particulate trap is installed; and

(j) Exhaust gas recirculation (with or without, cooled or non-cooled).

In addition the vehicles shall be similar with respect to the following characteristics:

(k) The vehicles shall have a variation in engine cylinder capacity of no more than 30 % of the vehicle with the
lowest capacity; and

(l) Engine compartment insulation shall be of a similar type regarding material, amount and location of the
insulation. Manufacturers shall provide evidence (e.g. by CAD drawings) to the approval authority that the
volume and weight of the installed insulation material is within a tolerance of 10 % to the ATCT measured
reference vehicle.

2.1.1. If active heat storage devices are installed, only vehicles that meet the following requirements shall be considered
to be part of the same ATCT Family:

(i) the heat capacity, defined by the enthalpy stored in the system, is within a range of 0 to 10 % above the
enthalpy of the test vehicle; and

(ii) the OEM can provide evidence to the technical service that the time for heat release at engine start within a
family is within a range of 0 to 10 % below the time for the heat release of the test vehicle.

7.7.2017 EN Official Journal of the European Union L 175/547

2.1.2. Only vehicles that meet the criteria according to paragraph 3.9.4. of this Sub-Annex shall be considered to be
part of the same ATCT Family.

3. ATCT Procedure

The Type 1 test specified in Sub-Annex 6 shall be carried out with the exception of the requirements specified in
paragraphs 3.1. to 3.9. inclusive of this ATCT Sub-Annex 6a.

3.1. Ambient conditions for ATCT

3.1.1. The temperature (T reg ) at which the vehicle should be soaked and tested for the ATCT shall be 14 °C.

3.1.2. The minimum soaking time (t soak_ATCT ) for the ATCT shall be 9 hours.

3.2. Test cell and soak area

3.2.1. Test cell

3.2.1.1. The test cell shall have a temperature set point equal to T reg . The actual temperature value shall be within ± 3 °C
at the start of the test and within ± 5 °C during the test. The air temperature and humidity shall be measured at
the cooling fan outlet at a minimum frequency of 1 Hz.

3.2.1.2. The specific humidity (H) of either the air in the test cell or the intake air of the engine shall be such that:

3,0 Ï H Ï 8,1 ðg H 2 O _=_ kg dry airÞ

3.2.1.3. The air temperature and humidity shall be measured at the outlet of the vehicle cooling fan at a rate of 1 Hz.

3.2.2. Soak area

3.2.2.1. The soak area shall have a temperature set point equal to T reg and the actual temperature value shall be within
± 3 °C on a 5 minute running arithmetic average and shall not show a systematic deviation from the set point.
The temperature shall be measured continuously at a minimum frequency of 1 Hz.

3.2.2.2. The location of the temperature sensor for the soak area shall be representative to measure the ambient
temperature around the vehicle and shall be checked by the technical service.

The sensor shall be at least 10 cm away from the wall of the soak area and shall be shielded against direct air
flow.

The air-flow conditions within the soak room in the vicinity of the vehicle shall represent a natural convection
flow representative for the dimension of the room (no forced convection).

3.3. Test vehicle

3.3.1. The vehicle to be tested shall be representative for the family for which the ATCT data are determined (as
described in paragraph 2.3. of this Sub-Annex).

3.3.2. From the ATCT Family, the Interpolation Family with the lowest engine capacity shall be selected (see paragraph
2 of this Sub-Annex), and the test vehicle shall be in the ‘vehicle H’ configuration of this family.

3.3.3. Where applicable, the vehicle with the lowest enthalpy of the active heat storage device and the slowest heat
release for the active heat storage device from the ATCT Family shall be selected.

3.3.4. The test vehicle shall meet the requirements detailed in paragraph 1.2.3. of Sub-Annex 6.

3.4. Settings

3.4.1. Road load and dynamometer settings shall be as specified in Sub-Annex 4.

L 175/548 EN Official Journal of the European Union 7.7.2017

To take account of the difference in air density at 14 °C when compared to the air density at 20 °C, the chassis
dynamometer shall be set as specified in paragraphs 7. and 8. of Sub-Annex 4 with the exception that f 2_TReg
from the following equation shall be used as the target coefficient C t .

f 2_TReg ¼ f 2 Ü ðT ref þ 273Þ _=_ ðT reg þ 273Þ

where:

f 2 is the second order road load coefficient, at reference conditions, N/(km/h) [2] ;

T ref is the road load reference temperature as specified in paragraph 3.2.10. of this Annex, C;

T reg is the regional temperature, as defined in paragraph 3.1.1., C.

In the case that a valid chassis dynamometer setting of the 23 °C test is available, the second order chassis
dynamometer coefficient of, C d, shall be adapted according to the following equation:

C d_Treg ¼ C d þ ðf 2_TReg Ä f 2 Þ

3.5. Preconditioning

3.5.1. The vehicle shall be preconditioned as described in paragraph 1.2.6. of Sub-Annex 6. At the request of the
manufacturer preconditioning may be undertaken at T reg .

3.6. Soak procedure

3.6.1. After preconditioning and before testing, vehicles shall be kept in a soak area with the ambient conditions
described in paragraph 3.2.2. of this Sub-Annex.

3.6.2. The transfer from the preconditioning to the soak area shall be undertaken as quickly as possible, within a
maximum of 10 minutes.

3.6.3. The vehicle shall then be kept in the soak area such that the time from the end of the preconditioning test to the
beginning of the ATCT test is equal to t soak_ATCT with a tolerance of an additional 15 minutes. At the request of
the manufacturer, and upon approval of the approval authority, t soak_ATCT can be extended by up to 120
minutes. In this case, the extended time shall be used for the cool down specified in paragraph 3.9. of this
Sub-Annex.

3.6.4. The soak shall be performed without using a cooling fan and with all body parts positioned as intended under
normal parking operation. The time between the end of the preconditioning and the start of the ATCT test shall
be recorded.

3.6.5. The transfer from the soak area to the test cell shall be undertaken as quickly as possible. The vehicle shall not
be exposed to a temperature different from T reg for longer than 10 minutes.

3.6.6. In the case that this test vehicle serves as the reference vehicle for an ATCT Family, an additional soak at 23 °C,
as specified in paragraph 3.9., shall be undertaken.

3.7. ATCT Test

3.7.1. The test cycle shall be the applicable WLTC specified in Sub-Annex 1 for that class of vehicle.

3.7.2. The procedures for undertaking the emissions test as specified in Sub-Annex 6 shall be followed, with the
exception that the ambient conditions for the test cell shall be those as described in paragraph 3.2.1. of this SubAnnex.

7.7.2017 EN Official Journal of the European Union L 175/549

3.8. Calculation and Documentation

3.8.1. The family correction factor, _FCF_, shall be calculated as follows:

_FCF_ ¼ _M_ _CO2;Treg_ _=M_ _CO2,23°_

where

_M_ _CO2,23°_ are the CO 2 mass emission over the complete WLTC cycle of the Type 1 test at 23 °C of vehicle H,
after Step 3 of Table A7/1 of Sub-Annex 7, but without any further corrections, g/km;

_M_ _CO2,Treg_ are the CO 2 mass emission over the complete WLTC cycle of the test at regional temperature after
Step 3 of Table A7/1 of Sub-Annex 7, but without any further corrections, g/km.

The _FCF_ shall be included in all relevant test reports.

3.8.2. The CO 2 values for each vehicle within the ATCT Family (as defined in paragraph 3 of this Sub-Annex) shall be
calculated using the following equations:

_M_ _CO2;c;5_ ¼ _M_ _CO2;c;4_ Ü _FCF_

_M_ _CO2;p;5_ ¼ _M_ _CO2;p;4_ Ü _FCF_

where:

_M_ _CO2,c,4_ and _M_ _CO2,p,4_ are the CO 2 mass emissions over the complete WLTC, c, and the cycle phases, p,
resulting from the previous calculation step, g/km;

_M_ _CO2,c,5_ and _M_ _CO2,p,5_ are the CO 2 mass emissions over the complete WLTC, c, and the cycle phases, p,
including the ATCT correction, and shall be used for any further corrections or any
further calculations, g/km;

3.9. Provision for cool down

3.9.1. For the test vehicle serving as a reference vehicle for the ATCT Family and all vehicles H of the interpolation
families within the ATCT Family, the end temperature of the engine coolant shall be measured after driving the
respective Type 1 test at 23 °C and after soaking at 23 °C for the duration of t soak_ATCT, with a tolerance of an
additional 15 minutes.

3.9.1.1. In the case that t soak_ATCT was extended in the respective ATCT test, the same soaking time shall be used, with a
tolerance of an additional 15 minutes.

3.9.2. The cool down procedure shall be undertaken as soon as possible after the end of the Type 1 test, with a
maximum delay of 10 minutes. The measured soaking time is the time between the measurement of the end
temperature and the end of the Type 1 test at 23 °C, and shall be included in all relevant test sheets.

3.9.3. The average soak area temperature of the last 3 hours of the soak process has to be subtracted from the
measured end temperature of the engine coolant at the end of the soaking time specified in paragraph 3.9.1. This
is referred to as Δ T_ATCT .

3.9.4. Unless the resulting Δ T_ATCT is within the range of – 2 °C to + 4 °C from the reference vehicle, this Interpolation
Family shall not be considered to be a member of the same ATCT Family.

3.9.5. For all vehicles within an ATCT Family the coolant shall be measured at the same location in the cooling system.
That location shall be as close as possible to the engine so that the coolant temperature is as representative as
possible to the engine temperature.

3.9.6. The measurement of the temperature of the soak areas shall be as specified in paragraph 3.2.2.2. of this SubAnnex.

L 175/550 EN Official Journal of the European Union 7.7.2017

_Sub-Annex 7_

**Calculations**

1. General requirements

1.1. Calculations related specifically to hybrid, pure electric and compressed hydrogen fuel cell vehicles are
described in Sub-Annex 8.

A stepwise prescription of result calculations is described in paragraph 4. of Sub-Annex 8.

1.2. The calculations described in this Sub-Annex shall be used for vehicles using combustion engines.

1.3. Rounding of test results

1.3.1. Intermediate steps in the calculations shall not be rounded.

1.3.2. The final criteria emission results shall be rounded in one step to the number of places to the right of the
decimal point indicated by the applicable emission standard plus one additional significant figure.

1.3.3. The NO x correction factor, KH, shall be rounded to two decimal places.

1.3.4. The dilution factor, DF, shall be rounded to two decimal places.

1.3.5. For information not related to standards, good engineering judgement shall be used.

1.3.6. Rounding of CO 2 and fuel consumption results is described in paragraph 1.4. of this Sub-Annex.

1.4. Stepwise prescription for calculating the final test results for vehicles using combustion engines

The results shall be calculated in the order described in Table A7/1. All applicable results in the column
‘Output’ shall be recorded. The column ‘Process’ describes the paragraphs to be used for calculation or
contains additional calculations.

For the purpose of this table, the following nomenclature within the equations and results is used:

c complete applicable cycle;

p every applicable cycle phase;

i every applicable criteria emission component, without CO 2 ;

CO 2 CO 2 emission.

Table A7/1

**Procedure for calculating final test results**

|Source|Input|Process|Output|Step<br>no.|
|---|---|---|---|---|
|Annex 6|Raw test results|Mass emissions<br>Sub-Annex 7, paragraphs 3. to 3.2.2.<br>inclusive|M i,p,1 , g/km;<br>M CO2,p,1 , g/km.|1|

7.7.2017 EN Official Journal of the European Union L 175/551

|Source|Input|Process|Output|Step<br>no.|
|---|---|---|---|---|
|Output<br>step 1|M i,p,1 , g/km;<br>M CO2,p,1 , g/km.|Calculation of combined cycle values:<br>M i_;_c_;_2 ¼ <br>P <br>p M i_;_p_;_1 Ü d p <br>~~P ~~<br>p ~~d~~ p <br>M CO2_;_c_;_2 ¼ <br>P <br>p M CO2_;_p_;_1 Ü d p <br>~~P ~~<br>p ~~d~~ p <br>where:<br>M i/CO2,c,2 are the emission results<br>over the total cycle;<br>d p are the driven distances of the<br>cycle phases, p.|M i,c,2 , g/km;<br>M CO2,c,2 , g/km.|2|
|Output step<br>1 and 2|M CO2,p,1 , g/km;<br>M CO2,c,2 , g/km.|RCB correction<br>Sub-Annex 6, Appendix 2|M CO2,p,3 , g/km;<br>M CO2,c,3 , g/km.|3|
|Output step<br>2 and 3|M i,c,2 , g/km;<br>M CO2,c,3 , g/km.|Emissions test procedure for all<br>vehicles equipped with periodically<br>regenerating systems, K i .<br>Sub-Annex 6, Appendix 1. <br>M i_;_c_;_4 ¼ K i Ü M i_;_c_;_2 <br>or <br>M i_;_c_;_4 ¼ K i Ü M i_;_c_;_2 <br>and <br>M CO2_;_c_;_4 ¼ K CO2 Ü M CO2_;_c_;_3 <br>or <br>M CO2_;_c_;_4 ¼ K CO2 Ü M CO2_;_c_;_3 <br>Additive<br>offset<br>or<br>multiplicative<br>factor to be used according to Ki<br>determination.<br>If K i is not applicable: <br>M i_;_c_;_4 ¼ M i_;_c_;_2 <br>M CO2_;_c_;_4 ¼ M CO2_;_c_;_3|M i,c,4 , g/km;<br>M CO2,c,4 , g/km.|4a|
|Output step<br>3 and 4a|M CO2,p,3 , g/km;<br>M CO2,c,3 , g/km;<br>M CO2,c,4 , g/km.|If K i is applicable, align CO 2 phase<br>values to the combined cycle value:<br>M CO2_;_p_;_4 ¼ M CO2_;_p_;_3 Ü AF Ki <br>for every cycle phase p;<br>where:<br>AF Ki ¼ M CO2_;_c_;_4 <br>~~M~~ CO2_;_c_;_3 <br>If K i is not applicable: <br>M CO2_;_p_;_4 ¼ M CO2_;_p_;_3|M CO2,p,4 , g/km.|4b|

L 175/552 EN Official Journal of the European Union 7.7.2017

|Source|Input|Process|Output|Step<br>no.|
|---|---|---|---|---|
|Output<br>step 4|M i,c,4 , g/km;<br>M CO2,c,4 , g/km;<br>M CO2,p,4 , g/km.|ATCT<br>correction<br>according<br>to<br>paragraph 3.8.2. of Sub-Annex 6a.<br>Deterioration<br>factors<br>calculated<br>according to Annex VII and applied<br>to the criteria emissions values.|M i,c,5 , g/km;<br>M CO2,c,5 , g/km;<br>M CO2,p,5 , g/km.|5 <br>‘result<br>of<br>a<br>single<br>test’|
|Output<br>step 5|For every test:<br>M i,c,5 , g/km;<br>M CO2,c,5 , g/km;<br>M CO2,p,5 , g/km.|Averaging of tests and declared<br>value.<br>Sub-Annex 6, paragraphs 1.1.2. to<br>1.1.2.3. inclusive|M i,c,6 , g/km;<br>M CO2,c,6 , g/km;<br>M CO2,p,6 , g/km.<br>M CO2,c,declared , g/km.|6|
|Output<br>step 6|M CO2,c,6 , g/km;<br>M CO2,p,6 , g/km.<br>M CO2,c,declared , g/km.|Alignment of phase values.<br>Sub-Annex 6, paragraph 1.1.2.4.<br>and: <br>M CO2_;_c_;_7 ¼ M CO2_;_c_;_declared|M CO2,c,7 , g/km;<br>M CO2,p,7 , g/km.|7|
|Output steps<br>6 and 7|M i,c,6 , g/km;<br>M CO2,c,7 , g/km;<br>M CO2,p,7 , g/km.|Calculation of fuel consumption.<br>Sub-Annex 7, paragraph 6.<br>The calculation of fuel consumption<br>shall be performed for the applicable<br>cycle and its phases separately. For<br>that purpose:<br>(a) the applicable phase or cycle<br>CO 2 values shall be used;<br>(b) the criteria emission over the<br>complete cycle shall be used.<br>and: <br>M i_;_c_;_8 ¼ M i_;_c_;_6 <br>M CO2_;_c_;_8 ¼ M CO2_;_c_;_7 <br>M CO2_;_p_;_8 ¼ M CO2_;_p_;_7|FC c,8 , l/100 km;<br>FC p,8 , l/100 km;<br>M i,c,8 , g/km;<br>M CO2,c,8 , g/km;<br>M CO2,p,8 , g/km.|8 <br>‘result<br>of<br>a<br>Type 1<br>test for<br>a <br>test<br>vehicle’|
|Step 8|For each of the test<br>vehicles H and L:<br>M i,c,8 , g/km;<br>M CO2,c,8 , g/km;<br>M CO2,p,8 , g/km;<br>FC c,8 , l/100 km;<br>FC p,8 , l/100 km.|If a test vehicle L was tested in<br>addition to a test vehicle H, the<br>resulting<br>criteria<br>emission<br>value<br>shall be the highest of the two<br>values and referred to as M i,c .<br>In<br>the<br>case<br>of<br>the<br>combined<br>THC+NOx emissions, the highest<br>value of the sum referring to either<br>the VH or VL is to be used.<br>Otherwise, if no vehicle L was tested, <br>M i_;_c ¼ M i_;_c_;_8 <br>For CO 2 and FC, the values derived<br>in step 8 shall be used, and CO 2 <br>values shall be rounded to two<br>decimal places, and FC values shall<br>be rounded to three decimal places.|M i,c , g/km;<br>M CO2,c,H , g/km;<br>M CO2,p,H , g/km;<br>FC c,H , l/100 km;<br>FC p,H , l/100 km;<br>and if a vehicle L<br>was tested:<br>M CO2,c,L , g/km;<br>M CO2,p,L , g/km;<br>FC c,L , l/100 km;<br>FC p,L , l/100 km.|9 <br>‘inter­<br>polati­<br>on<br>family<br>result’<br>Final<br>criteria<br>emissi­<br>on<br>result|

7.7.2017 EN Official Journal of the European Union L 175/553

|Source|Input|Process|Output|Step<br>no.|
|---|---|---|---|---|
|Step 9|M CO2,c,H, g/km;<br>M CO2,p,H, g/km;<br>FC c,H, 1/100 km;<br>FC p,H, 1/100 km;<br>and if a vehicle L<br>was tested:<br>M CO2,c,L, g/km;<br>M CO2,p,L, g/km;<br>FC c,L, 1/100 km;<br>FC p,L, 1/100 km.|Fuel consumption and CO 2 calcu­<br>lations for individual vehicles in an<br>CO 2 interpolation family.<br>Sub-Annex 7, paragraph 3.2.3.<br>CO 2 emissions must be expressed in<br>grams per kilometre (g/km) rounded<br>to the nearest whole number;<br>FC values shall be rounded to one<br>decimal<br>place,<br>expressed<br>in<br>(1/100 km).|M CO2,c,ind g/km;<br>M CO2,p,ind, g/km;<br>FC c,ind 1/100 km;<br>FC p,ind, 1/100 km.|10<br>‘result<br>of<br>an<br>indi­<br>vidual<br>vehicle’<br>Final<br>CO 2 <br>and FC<br>result|

2. Determination of diluted exhaust gas volume

2.1. Volume calculation for a variable dilution device capable of operating at a constant or variable flow rate

2.1.1. The volumetric flow shall be measured continuously. The total volume shall be measured for the duration
of the test.

2.2. Volume calculation for a variable dilution device using a positive displacement pump

2.2.1. The volume shall be calculated using the following equation:

V ¼ V 0 Ü N

where:

V is the volume of the diluted gas, in litres per test (prior to correction);

V 0 is the volume of gas delivered by the positive displacement pump in testing conditions, litres per
pump revolution;

N is the number of revolutions per test.

2.2.1.1. Correcting the volume to standard conditions

The diluted exhaust gas volume, V, shall be corrected to standard conditions according to the following
equation:

P B Ä P 1
V mix ¼ V Ü K 1 Ü
Í T p

Î

where:

K 1 ¼ 101,325273,15ððkPaKÞ Þ [¼][ 2,6961]

P B is the test room barometric pressure, kPa;

P 1 is the vacuum at the inlet of the positive displacement pump relative to the ambient barometric
pressure, kPa;

T p is the arithmetic average temperature of the diluted exhaust gas entering the positive displacement
pump during the test, Kelvin (K).

L 175/554 EN Official Journal of the European Union 7.7.2017

3. Mass emissions

3.1. General requirements

3.1.1. Assuming no compressibility effects, all gases involved in the engine's intake, combustion and exhaust
processes may be considered to be ideal according to Avogadro’s hypothesis.

3.1.2. The mass, M of gaseous compounds emitted by the vehicle during the test shall be determined by the
product of the volumetric concentration of the gas in question and the volume of the diluted exhaust gas
with due regard for the following densities under the reference conditions of 273,15 K (0 °C) and 101,325
kPa:

Carbon monoxide (CO) ρ ¼ 1,25g _=_ l

Carbon dioxide (CO 2 ) ρ ¼ 1,964g _=_ l

Hydrocarbons:

for petrol (E10) (C 1 H 1,93 O 0,033 ) ρ ¼ 0,646g _=_ l

for diesel (B7) (C 1 H 1,86 O 0,007 ) ρ ¼ 0,625g _=_ l

for LPG (C 1 H 2,525 ) ρ ¼ 0,649g _=_ l

for NG/biomethane (CH 4 ) ρ ¼ 0,716g _=_ l

for ethanol (E85) (C 1 H 2,74 O 0,385 ) ρ ¼ 0,934g _=_ l

Nitrogen oxides (NO x ) ρ ¼ 2,05g _=_ l

The density for NMHC mass calculations shall be equal to that of total hydrocarbons at 273,15 K (0 °C)
and 101,325 kPa, and is fuel-dependent. The density for propane mass calculations (see paragraph 3.5. in
Sub-Annex 5) is 1,967 g/l at standard conditions.

If a fuel type is not listed in this paragraph, the density of that fuel shall be calculated using the equation
given in paragraph 3.1.3. of this Sub-Annex.

3.1.3. The general equation for the calculation of total hydrocarbon density for each reference fuel with an mean
composition of C X H Y O Z is as follows:

MW C þ [H ] C [Ü][ MW] [ H] [ þ][ O ] C [Ü][ MW] [ O]
ρ THC ¼

V M

where:

ρ THC is the density of total hydrocarbons and non-methane hydrocarbons, g/l;

MW C is the molar mass of carbon (12,011 g/mol);

MW H is the molar mass of hydrogen (1,008 g/mol);

MW O is the molar mass of oxygen (15,999 g/mol);

V M is the molar volume of an ideal gas at 273,15 K (0°C) and 101,325 kPa (22,413 l/mol);

H/C is the hydrogen to carbon ratio for a specific fuel C X H Y O Z ;

O/C is the oxygen to carbon ratio for a specific fuel C X H Y O Z .

7.7.2017 EN Official Journal of the European Union L 175/555

3.2. Mass emissions calculation

3.2.1. Mass emissions of gaseous compounds per cycle phase shall be calculated using the following equations:

Ä6
M i _;_ phase ¼ [V] [ mix] _[;]_ [p][hase] [ Ü] [ρ] [ i] [ Ü][ KH] d [p][hase] [ Ü][ C] [ i] _[;]_ [p][hase] [ Ü][ 10]

phase

where:

M i is the mass emission of compound i per test or phase, g/km;

V mix is the volume of the diluted exhaust gas per test or phase expressed in litres per test/phase and
corrected to standard conditions (273,15 K (0 °C) and 101,325 kPa);

ρ i is the density of compound i in grams per litre at standard temperature and pressure (273,15 K
(0 °C) and 101,325 kPa);

KH is a humidity correction factor applicable only to the mass emissions of oxides of nitrogen, NO 2
and NO x, per test or phase;

C i is the concentration of compound i per test or phase in the diluted exhaust gas expressed in ppm
and corrected by the amount of compound i contained in the dilution air;

d is the distance driven over the applicable WLTC, km;

n is the number of phases of the applicable WLTC.

3.2.1.1. The concentration of a gaseous compound in the diluted exhaust gas shall be corrected by the amount of
the gaseous compound in the dilution air using the following equation:

C i ¼ C e Ä C d Ü 1 Ä [1 ]
Í DFÎ

where:

C i is the concentration of gaseous compound i in the diluted exhaust gas corrected by the amount of
gaseous compound i contained in the dilution air, ppm;

C e is the measured concentration of gaseous compound i in the diluted exhaust gas, ppm;

C d is the concentration of gaseous compound i in the dilution air, ppm;

DF is the dilution factor.

3.2.1.1.1. The dilution factor DF shall be calculated using the equation for the concerned fuel:

13 _:_ 4
DF ¼ C CO2 þðC HC þC CO ÞÜ10 Ä4 for petrol (E10)

13 _:_ 5
DF ¼ C CO2 þðC HC þC CO ÞÜ10 Ä4 for diesel (B7)

11 _:_ 9
DF ¼ C CO2 þðC HC þC CO ÞÜ10 Ä4 for LPG

9 _:_ 5
DF ¼ C CO2 þðC HC þC CO ÞÜ10 Ä4 for NG/biomethane

12 _:_ 5
DF ¼ C CO2 þðC HC þC CO ÞÜ10 Ä4 for ethanol (E85)

35 _:_ 03
DF ¼ C H2O ÄC H2OÄDA þC H2 Ü10 Ä4 for hydrogen

L 175/556 EN Official Journal of the European Union 7.7.2017

With respect to the equation for hydrogen:

C H2O is the concentration of H 2 O in the diluted exhaust gas contained in the sample bag, per cent
volume;

C H2O-DA is the concentration of H 2 O in the dilution air, per cent volume;

C H2 is the concentration of H 2 in the diluted exhaust gas contained in the sample bag, ppm.

If a fuel type is not listed in this paragraph, the DF for that fuel shall be calculated using the equations in
paragraph 3.2.1.1.2. of this Sub-Annex.

If the manufacturer uses a DF that covers several phases, it shall calculate a DF using the mean concen­
tration of gaseous compounds for the phases concerned.

The mean concentration of a gaseous compound shall be calculated using the following equation:

C i ¼

P n phase¼1 ðC i _;_ phase Ü V mix _;_ phase Þ

~~n~~
~~P~~ phase¼1 [V] [ mix] _[;]_ [phase]

where:

C i is mean concentration of a gaseous compound;

C i,phase is the concentration of each phase;

V mix,phase is the V mix of the corresponding phase;

3.2.1.1.2. The general equation for calculating the dilution factor DF for each reference fuel with an arithmetic
average composition of C x H y O z is as follows:

X
DF ¼ C CO2 þ ðC HC þ C CO Þ Ü 10 Ä4

where:

x
X ¼ 100 Ü
x þ 2 ~~[y]~~ [þ][ 3,76][ð][x][ þ] 4 ~~[y]~~ [Ä] 2 [z ] Þ

C CO2 is the concentration of CO 2 in the diluted exhaust gas contained in the sample bag, per cent
volume;

C HC is the concentration of HC in the diluted exhaust gas contained in the sample bag, ppm carbon
equivalent;

C CO is the concentration of CO in the diluted exhaust gas contained in the sample bag, ppm.

3.2.1.1.3. Methane measurement

3.2.1.1.3.1. For methane measurement using a GC-FID, NMHC shall be calculated using the following equation:

C NMHC ¼ C THC Ä ðRf CH4 Ü C CH4 Þ

where:

C NMHC is the corrected concentration of NMHC in the diluted exhaust gas, ppm carbon equivalent;

7.7.2017 EN Official Journal of the European Union L 175/557

C THC is the concentration of THC in the diluted exhaust gas, ppm carbon equivalent and corrected by
the amount of THC contained in the dilution air;

C CH4 is the concentration of C CH4 in the diluted exhaust gas, ppm carbon equivalent and corrected by
the amount of CH 4 contained in the dilution air;

Rf CH4 is the FID response factor to methane as defined in paragraph 5.4.3.2. of Sub-Annex 5.

3.2.1.1.3.2. For methane measurement using an NMC-FID, the calculation of NMHC depends on the calibration
gas/method used for the zero/calibration adjustment.

The FID used for the THC measurement (without NMC) shall be calibrated with propane/air in the normal

manner.

For the calibration of the FID in series with an NMC, the following methods are permitted:

(a) The calibration gas consisting of propane/air bypasses the NMC;

(b) The calibration gas consisting of methane/air passes through the NMC.

It is highly recommended to calibrate the methane FID with methane/air through the NMC.

In case (a), the concentration of CH 4 and NMHC shall be calculated using the following equations:

C CH4 ¼ [C] [ HC][ð][w] _[=]_ [NMC][Þ] [ Ä][ C] [ HC][ð][w] _[=]_ [oNMC][Þ] [ Ü ð][1][ Ä][ E] [ E] Þ
r h Ü ðE E Ä E M Þ

Þ Ä C HCðw _=_ NMCÞ
C NMHC ¼ [C] [ HC][ð][w] _[=]_ [oNMC][Þ] [ Ü ð][1][ Ä][ E] [ M]
E E Ä E M

If r h < 1,05, it may be omitted from the equation above for C CH4 .

In case (b), the concentration of CH 4 and NMHC shall be calculated using the following equations:

Þ Ä C HCðw _=_ oNMCÞ Ü ð1 Ä E E Þ
C CH4 ¼ [C] [ HC][ð][w] _[=]_ [NMC][Þ] [ Ü][ r] [ h] [ Ü ][ð][1][ Ä][ E] [ M]
r h Ü ðE E Ä E M Þ

Þ Ä C HCðw _=_ NMCÞ Ü r h Ü ð1 Ä E M Þ
C NMHC ¼ [C] [ HC][ð][w] _[=]_ [oNMC][Þ] [ Ü ][ð][1][ Ä][ E] [ M]
E E Ä E M

where:

C HC(w/NMC) is the HC concentration with sample gas flowing through the NMC, ppm C;

C HC(w/oNMC) is the HC concentration with sample gas bypassing the NMC, ppm C;

r h is the methane response factor as determined per paragraph 5.4.3.2. of Sub-Annex 5;

E M is the methane efficiency as determined per paragraph 3.2.1.1.3.3.1. of this Sub-Annex;

E E is the ethane efficiency as determined per paragraph 3.2.1.1.3.3.2. of this Sub-Annex.

If r h < 1,05, it may be omitted in the equations for case (b) above for C CH4 and C NMHC .

L 175/558 EN Official Journal of the European Union 7.7.2017

3.2.1.1.3.3. Conversion efficiencies of the non-methane cutter, NMC

The NMC is used for the removal of the non-methane hydrocarbons from the sample gas by oxidizing all
hydrocarbons except methane. Ideally, the conversion for methane is 0 per cent, and for the other
hydrocarbons represented by ethane is 100 per cent. For the accurate measurement of NMHC, the two
efficiencies shall be determined and used for the calculation of the NMHC emission.

3.2.1.1.3.3.1. Methane conversion efficiency, E M

The methane/air calibration gas shall be flowed to the FID through the NMC and bypassing the NMC and
the two concentrations recorded. The efficiency shall be determined using the following equation:

E M ¼ 1 Ä [C] [ HC][ð][w] _[=]_ [NMC][Þ]
C HCðw _=_ oNMCÞ

where:

C HC(w/NMC) is the HC concentration with CH 4 flowing through the NMC, ppm C;

C HC(w/oNMC) is the HC concentration with CH 4 bypassing the NMC, ppm C.

3.2.1.1.3.3.2. Ethane conversion efficiency, E E

The ethane/air calibration gas shall be flowed to the FID through the NMC and bypassing the NMC and the
two concentrations recorded. The efficiency shall be determined using the following equation:

E E ¼ 1 Ä [C] [ HC][ð][w] _[=]_ [NMC][Þ]
C HCðw _=_ oNMCÞ

where:

C HC(w/NMC) is the HC concentration with C 2 H 6 flowing through the NMC, ppm C;

C HC(w/oNMC) is the HC concentration with C 2 H 6 bypassing the NMC, ppm C.

If the ethane conversion efficiency of the NMC is 0,98 or above, E E shall be set to 1 for any subsequent
calculation.

3.2.1.1.3.4. If the methane FID is calibrated through the cutter, E M shall be 0.

The equation to calculate C H4 in paragraph 3.2.1.1.3.2. (case (b)) in this Sub-Annex becomes:

C CH4 ¼ C HCðw _=_ NMCÞ

The equation to calculate C NMHC in paragraph 3.2.1.1.3.2. (case (b)) in this Sub-Annex becomes:

C NMHC ¼ C HCðw _=_ oNMCÞ Ä C HCðw _=_ NMCÞ Ü r h

The density used for NMHC mass calculations shall be equal to that of total hydrocarbons at 273,15 K
(0 °C) and 101,325 kPa and is fuel-dependent.

3.2.1.1.4. Flow-weighted arithmetic average concentration calculation

The following calculation method shall only be applied for CVS systems that are not equipped with a heat
exchanger or for CVS systems with a heat exchanger that do not comply with paragraph 3.3.5.1. of SubAnnex 5.

7.7.2017 EN Official Journal of the European Union L 175/559

When the CVS flow rate, qvcvs, over the test varies by more than ± 3 per cent of the arithmetic average
flow rate, a flow-weighted arithmetic average shall be used for all continuous diluted measurements
including PN:

n
C e ¼ P i¼1 [q][vcvs][ð][i] V [Þ][ Ü][ Δt][ Ü][ C][ð][i][Þ]

where:

C e is the flow-weighted arithmetic average concentration;

qvcvs(i) is the CVS flow rate at time t ¼ i Ü Δt, m [3] /min;

C(i) is the concentration at time t ¼ i Ü Δt, ppm;

Δt sampling interval, s;

V total CVS volume, m [3] .

3.2.1.2. Calculation of the NO x humidity correction factor

In order to correct the influence of humidity on the results of oxides of nitrogen, the following calculations
apply:

1
KH ¼
1 Ä 0,0329 Ü ðH Ä 10,71Þ

where:

6,211 Ü R a Ü P d
H ¼ P B Ä P d Ü R a Ü 10 Ä2

and:

H is the specific humidity, grams of water vapour per kilogram dry air;

R a is the relative humidity of the ambient air, per cent;

P d is the saturation vapour pressure at ambient temperature, kPa;

P B is the atmospheric pressure in the room, kPa.

The KH factor shall be calculated for each phase of the test cycle.

The ambient temperature and relative humidity shall be defined as the arithmetic average of the
continuously measured values during each phase.

3.2.2. Determination of the HC mass emissions from compression-ignition engines

3.2.2.1. To calculate HC mass emission for compression-ignition engines, the arithmetic average HC concentration
shall be calculated using the following equation:

C e ¼

R tt 1 2 [C] [ HC] [ dt ]

t 2 Ä t 1

L 175/560 EN Official Journal of the European Union 7.7.2017

where:

R tt 1 2 [C] [ HC] [ dt] [ is the integral of the recording of the heated FID over the test (t] [ 1] [to t] [ 2] [); ]

C e is the concentration of HC measured in the diluted exhaust in ppm of C i and is substituted for
C HC in all relevant equations.

3.2.2.1.1. Dilution air concentration of HC shall be determined from the dilution air bags. Correction shall be carried
out according to paragraph 3.2.1.1. of this Sub-Annex.

3.2.3. Fuel consumption and CO 2 calculations for individual vehicles in an interpolation family

3.2.3.1. Fuel consumption and CO 2 emissions without using the interpolation method

The CO 2 value, as calculated in paragraph 3.2.1. of this Sub-Annex and fuel consumption, as calculated
according to paragraph 6. of this Sub-Annex, shall be attributed to all individual vehicles in the inter­
polation family and the interpolation method shall not be applicable.

3.2.3.2. Fuel consumption and CO 2 emissions using the interpolation method

The CO 2 emissions and the fuel consumption for each individual vehicle in the interpolation family may be
calculated according to the interpolation method outlined in paragraphs 3.2.3.2.1. to 3.2.3.2.5. inclusive of
this Sub-Annex.

3.2.3.2.1. Fuel consumption and CO 2 emissions of test vehicles L and H

The mass of CO 2 emissions, M CO 2 ÄL [, and] [ M] CO 2 ÄH [and its phases p,] [ M] CO 2 ÄL _;_ p [and] [ M] CO2ÄH _;_ p [, of test ]
vehicles L and H, used for the following calculations, shall be taken from step 9 of Table A7/1.

Fuel consumption values are also taken from step 9 of Table A7/1 and are referred to as FC L,p and FC H,p .

3.2.3.2.2. Road load calculation for an individual vehicle

3.2.3.2.2.1. Mass of an individual vehicle

The test masses of vehicles H and L shall be used as input for the interpolation method.

TM ind, in kg, shall be the individual test mass of the vehicle according to paragraph 3.2.25. of this Annex.

If the same test mass is used for test vehicles L and H, the value of TM ind shall be set to the mass of test
vehicle H for the interpolation method.

3.2.3.2.2.2. Rolling resistance of an individual vehicle

The actual rolling resistance values for the selected tyres on test vehicle L, RR L, and test vehicle H, RR H,
shall be used as input for the interpolation method. See paragraph 4.2.2.1. of Sub-Annex 4.

If the tyres on the front and rear axles of vehicle L or H have different rolling resistance values, the
weighted mean of the rolling resistances shall be calculated using the following equation:

RR x ¼ RR x _;_ FA Ü mp x _;_ FA þ RR x _;_ RA Ü ð1 Ä mp x _;_ FA Þ

where:

RR x,FA is the rolling resistance of the front axle tyres, kg/tonne;

RR x,RA is the rolling resistance of the rear axle tyres, kg/tonne;

mp x,FA is the proportion of the vehicle mass on the front axle of vehicle H;

x represents vehicle L, H or an individual vehicle.

7.7.2017 EN Official Journal of the European Union L 175/561

For the tyres fitted to an individual vehicle, the value of the rolling resistance RR ind shall be set to the class
value of the applicable tyre rolling resistance class, according to Table A4/1 of Sub-Annex 4.

If the tyres have different rolling resistance class values on the front and the rear axle, the weighted mean
shall be used, calculated with the equation in this paragraph.

If the same tyres were fitted to test vehicles L and H, the value of RR ind for the interpolation method shall
be set to RR H .

3.2.3.2.2.3. Aerodynamic drag of an individual vehicle

The aerodynamic drag shall be measured for each of the drag-influencing items of optional equipment and
body shapes in a wind tunnel fulfilling the requirements of paragraph 3.2. of Sub-Annex 4 verified by the
approval authority.

At the request of the manufacturer and with approval of the approval authority, an alternative method (e.g.
simulation, wind tunnel not fulfilling the criterion in Sub-Annex 4) may be used to determine Δ(C D ×A f ) if
the following criteria are fulfilled:

(a) The alternative determination method shall fulfil an accuracy for Δ(C D ×A f ) of ± 0,015 m [2] and
additionally, in the case that simulation is used, the Computational Fluid Dynamics method should
be validated in detail, so that the actual air flow patterns around the body, including magnitudes of
flow velocities, forces, or pressures, are shown to match the validation test results;

(b) The alternative method shall be used only for those aerodynamic-influencing parts (e.g. wheels, body
shapes, cooling system) for which equivalency was demonstrated;

(c) Evidence of equivalency shall be shown in advance to the approval authority for each road load family
in the case that a mathematical method is used or every four years in the case that a measurement
method is used, and in any case shall be based on wind tunnel measurements fulfilling the criteria of
this Annex;

(d) If the Δ(C D × A f ) of an option is more than double than that with the option for which the evidence
was given, aerodynamic drag shall not be determined with the alternative method; and

(e) In the case that a simulation model is changed, a revalidation shall be necessary. Δ(C D ×A f ) LH is the
difference in the product of the aerodynamic drag coefficient times frontal area of test vehicle H
compared to test vehicle L and shall be included in all relevant test reports, m [2] .

Δ(C D ×A f ) ind is the difference in the product of the aerodynamic drag coefficient times frontal area
between an individual vehicle and test vehicle L due to options and body shapes on the vehicle that
differ from those of test vehicle L, m [2] ;

These differences in aerodynamic drag, Δ(C D ×A f ), shall be determined with an accuracy of 0,015 m [2] .

Δ(C D ×A f ) ind may be calculated according to the following equation maintaining the accuracy of 0,015 m [2]

also for the sum of items of optional equipment and body shapes:

n
ΔðC D Ü A f Þ ind ¼ X ΔðC D Ü A f Þ i

i¼1

where:

C D is the aerodynamic drag coefficient;

A f is the frontal area of the vehicle, m [2] ;

L 175/562 EN Official Journal of the European Union 7.7.2017

n is the number of items of optional equipment on the vehicle that are different between an
individual vehicle and test vehicle L.

ΔðC D Ü A f Þ i is the difference in the product of the aerodynamic drag coefficient times frontal area due to
an individual feature, i, on the vehicle and is positive for an item of optional equipment that
adds aerodynamic drag with respect to test vehicle L and vice versa, m [2] ;

The sum of all ΔðC D Ü A f Þ i differences between test vehicles L and H shall correspond to the total
difference between test vehicles L and H, and shall be referred to as Δ(C D ×A f ) LH .

The increase or decrease of the product of the aerodynamic drag coefficient times frontal area expressed as
Δ(C D ×A f ) for all of the items of optional equipment and body shapes in the interpolation family that:

(a) has an influence on the aerodynamic drag of the vehicle; and

(b) is to be included in the interpolation,

shall be included in all relevant test reports.

The aerodynamic drag of vehicle H shall be applied to the whole interpolation family and Δ(C D ×A f ) LH shall
be set to zero, if:

(a) the wind tunnel facility is not able to accurately determine Δ(C D ×A f ); or

(b) there are no drag influencing items of optional equipment between the test vehicles H and L that are to
be included in the interpolation method.

3.2.3.2.2.4. Calculation of road load for individual vehicles in the interpolation family

The road load coefficients f 0, f 1 and f 2 (as defined in Sub-Annex 4) for test vehicles H and L are referred to
as f 0,H, f 1,H and f 2,H, and f 0,L, f 1,H and f 2,H respectively. An adjusted road load curve for the test vehicle L is
defined as follows:

F L ðvÞ ¼ f 0ä _;_ L [þ][ f] [ 1] _[;]_ [L] [ Ü][ v][ þ][ f] 2ä _;_ L [Ü][ v] [ 2]

Applying the least squares regression method in the range of the reference speed points, adjusted road load
coefficientsload coefficients f f 0ä _;_ L [and] 0,ind [ f], f 2ä _;_ L 1,ind [shall be determined for] and f 2,ind for an individual vehicle in the interpolation family shall be calculated [ F] [ L] ðvÞ with the linear coefficient f 1ä _;_ L [set to f] 1,H [. The road ]
using the following equations:

Þ
f 0 _;_ ind ¼ f 0 _;_ H Ä Δf 0 Ü [ð][TM] ðTM [ H] [ Ü] H Ü [ RR] RR [ H] [ Ä] H Ä [ TM] TM [ ind] L Ü [ Ü] RR [ RR] [ ind] L Þ

or, if ðTM H Ü RR H Ä TM L Ü RR L Þ ¼ 0, the equation for f 0 _;_ ind below shall apply:

f 0 _;_ ind ¼ f 0 _;_ H Ä Δf 0

f 1 _;_ ind ¼ f 1 _;_ H

f 2 _;_ ind ¼ f 2 _;_ H Ä Δf 2 ðΔ½C d Ü AðΔ f ½âC LH d ÜÄ A Δ½ f Câ LH d ÜÞ A f â ind Þ

7.7.2017 EN Official Journal of the European Union L 175/563

or, if ΔðC d Ü A f ÞLH ¼ 0, the equation for F 2 _;_ ind below shall apply:

f 2 _;_ ind ¼ f 2 _;_ H Ä Δf 2

where:

Δf 0 ¼ f 0 _;_ H Ä f 0ä _;_ L

Δf 2 ¼ f 2 _;_ H Ä f 2ä _;_ L

In the case of a road load matrix family, the road load coefficients f 0, f 1 and f 2 for an individual vehicle
shall be calculated according to the equations in paragraph 5.1.1. of Sub-Annex 4.

3.2.3.2.3. Calculation of cycle energy demand

The cycle energy demand of the applicable WLTC, E k, and the energy demand for all applicable cycle
phases E k,p, shall be calculated according to the procedure in paragraph 5. of this Sub-Annex, for the
following sets, k, of road load coefficients and masses:

k=1: f 0 ¼ f 0ä _;_ L _[;]_ [ f] [ 1] [ ¼][ f] [ 1] _[;]_ [H] _[;]_ [ f] [ 2] [ ¼][ f] 2ä _;_ L _[;]_ [ m][ ¼][ TM] [ L]

(test vehicle L)

k=2: f 0 ¼ f 0 _;_ H _;_ f 1 ¼ f 1 _;_ H _;_ f 2 ¼ f 2 _;_ H _;_ m ¼ TM H

(test vehicle H)

k=3: f 0 ¼ f 0 _;_ ind _;_ f 1 ¼ f 1 _;_ H _;_ f 2 ¼ f 2 _;_ ind _;_ m ¼ TM ind

(an individual vehicle in the interpolation family)

3.2.3.2.4. Calculation of the CO 2 value for an individual vehicle within an interpolation family using the interpolation
method

For each cycle phase p of the applicable cycle the mass of CO 2 emissions g/km, for an individual vehicle
shall be calculated using the following equation:

E 3 _;_ p Ä E 1 _;_ p
M CO 2 Äind _;_ p [¼][ M] CO 2 ÄL _;_ p [þ] ÍE 2 _;_ p Ä E 1 _;_ p

Ü ðM CO 2 ÄH _;_ p [Ä][ M] CO 2 ÄL _;_ p Þ
Î

The mass of CO 2 emissions, g/km, over the complete cycle for an individual vehicle shall be calculated
using the following equation:

E 3 Ä E 1
M CO 2 Äind [¼][ M] CO 2 ÄL [þ] ÍE 2 Ä E 1

Ü ðM CO 2 ÄH [Ä][ M] CO 2 ÄL Þ
Î

The terms E 1,p, E 2,p and E 3,p and E 1, E 2 and E 3 respectively are defined in paragraph 3.2.3.2.3. of this SubAnnex.

L 175/564 EN Official Journal of the European Union 7.7.2017

3.2.3.2.5. Calculation of the fuel consumption FC value for an individual vehicle within an interpolation family using
the interpolation method

For each cycle phase p of the applicable cycle, the fuel consumption, l/100 km, for an individual vehicle
shall be calculated using the following equation:

FC ind _;_ p ¼ FC L _;_ p þ Í EE 3 2 _;;_ pp Ä Ä E E 1 1 _;;_ pp

Ü ðFC H _;_ p Ä FC L _;_ p Þ
Î

The fuel consumption, 1/100 km, of the complete cycle for an individual vehicle shall be calculated using
the following equation:

E 3 Ä E 1
FC ind ¼ FC L þ
ÍE 2 Ä E 1

Ü ðFC H Ä FC L Þ
Î

The terms E 1,p, E 2,p and E 3,p, and E 1, E 2 and E 3 respectively are defined in paragraph 3.2.3.2.3. of this SubAnnex.

3.2.4. Fuel consumption and CO 2 calculations for individual vehicles in a road load matrix family

The CO 2 emissions and the fuel consumption for each individual vehicle in the road load matrix family
shall be calculated according to the interpolation method outlined in paragraphs 3.2.3.2.3. to 3.2.3.2.5.
inclusive of this Sub-Annex. Where applicable, references to vehicle L and/or H shall be replaced by
references to vehicle L M and/or H M respectively.

3.2.4.1. Determination of fuel consumption and CO 2 emissions of vehicles L M and H M

The mass of CO 2 emissions M CO2 of vehicles L M and H M shall be determined according to the calculations
in paragraph 3.2.1. of this Sub-Annex for the individual cycle phases p of the applicable WLTC and are
referred to as M CO 2 –LM _;_ p and M CO 2 –HM _;_ p respectively. Fuel consumption for individual cycle phases of the
applicable WLTC shall be determined according to paragraph 6. of this Sub-Annex and are referred to as
FC LM,p and FC HM,p respectively.

3.2.4.1.1. Road load calculation for an individual vehicle

The road load force shall be calculated according to the procedure described in paragraph 5.1. of SubAnnex 4.

3.2.4.1.1.1. Mass of an individual vehicle

The test masses of vehicles H M and L M selected according to paragraph 4.2.1.4. of Sub-Annex 4 shall be
used as input.

TM ind, in kg, shall be the test mass of the individual vehicle according to the definition of test mass in
paragraph 3.2.25. of this Annex.

If the same test mass is used for vehicles L M and H M, the value of TM ind shall be set to the mass of vehicle
H M for the road load matrix family method.

3.2.4.1.1.2. Rolling resistance of an individual vehicle

The rolling resistance values for vehicle L M, RR LM, and vehicle H M, RR HM, selected under paragraph 4.2.1.4.
of Sub-Annex 4 shall be used as input.

If the tyres on the front and rear axles of vehicle L M or H M have different rolling resistance values, the
weighted mean of the rolling resistances shall be calculated using the following equation:

RR x ¼ RR x _;_ FA Ü mp x _;_ FA þ RR x _;_ RA Ü ð1 Ä mp x _;_ FA Þ

7.7.2017 EN Official Journal of the European Union L 175/565

where:

RR x,FA is the rolling resistance of the front axle tyres, kg/tonne;

RR x,RA is the rolling resistance of the rear axle tyres, kg/tonne;

mp x,FA is the proportion of the vehicle mass on the front axle;

x represents vehicle L, H or an individual vehicle.

For the tyres fitted to an individual vehicle, the value of the rolling resistance RR ind shall be set to the class
value of the applicable tyre rolling resistance class according to Table A4/1of Sub-Annex 4.

If the tyres on the front and the rear axles have different rolling resistance class values, the weighted mean
shall be used, calculated with the equation in this paragraph.

If the same rolling resistance is used for vehicles L M and H M, the value of RR ind shall be set to RR HM for the
road load matrix family method.

3.2.4.1.1.3. Frontal area of an individual vehicle

The frontal area for vehicle L M, A fLM, and vehicle H M, A fHM, selected under paragraph 4.2.1.4. of SubAnnex 4 shall be used as input.

A f,ind, m [2], shall be the frontal area of the individual vehicle.

If the same frontal area is used for vehicles L M and H M, the value of A f,ind shall be set to the frontal area of
vehicle H M for the road load matrix family method.

3.3. PM

3.3.1. Calculation

PM shall be calculated using the following two equations:

Þ Ü P e
PM ¼ [ð][V] [ mix] [ þ][ V] [ e][p]
V ep Ü d

where exhaust gases are vented outside tunnel;

and:

PM ¼ [V] [ mix] [ Ü][ P] [ e]
V ep Ü d

where exhaust gases are returned to the tunnel;

where:

V mix is the volume of diluted exhaust gases (see paragraph 2. of this Sub-Annex), under standard
conditions;

V ep is the volume of diluted exhaust gas flowing through the particulate sampling filter under standard
conditions;

L 175/566 EN Official Journal of the European Union 7.7.2017

P e is the mass of particulate matter collected by one or more sample filters, mg;

d is the distance driven corresponding to the test cycle, km.

3.3.1.1. Where correction for the background particulate mass from the dilution system has been used, this shall be
determined in accordance with paragraph 1.2.1.3.1. of Sub-Annex 6. In this case, particulate mass (mg/km)
shall be calculated using the following equations:

PM ¼

[B][ )]

(VP ep e Ä Ï PV ap a Ü Ê1 Ä DF [1 ] Ì

Þ
Ü [ð][V] [ mix] [ þ][ V] [ e][p]
d

in the case that the exhaust gases are vented outside the tunnel;

and:

PM ¼

[)]

P e Ä P a Ü 1 Ä [1 ]
(V ep ÏV ap Í DFÎB

Þ
Ü [ð][V] [ mix]
d

in the case that the exhaust gases are returned to the tunnel;

where:

V ap is the volume of tunnel air flowing through the background particulate filter under standard
conditions;

P a is the particulate mass from the dilution air, or the dilution tunnel background air, as determined by
the one of the methods described in paragraph 1.2.1.3.1. of Sub-Annex 6;

DF is the dilution factor determined in paragraph 3.2.1.1.1. of this Sub-Annex.

Where application of a background correction results in a negative result, it shall be considered to be zero
mg/km.

3.3.2. Calculation of PM using the double dilution method

V ep ¼ V set Ä V ssd

where:

V ep is the volume of diluted exhaust gas flowing through the particulate sample filter under standard
conditions;

V set is the volume of the double diluted exhaust gas passing through the particulate sampling filters
under standard conditions;

V ssd is the volume of the secondary dilution air under standard conditions.

7.7.2017 EN Official Journal of the European Union L 175/567

Where the secondary diluted sample gas for PM measurement is not returned to the tunnel, the CVS
volume shall be calculated as in single dilution, i.e.:

V mix ¼ V mix indicated þ V ep

where:

V mix indicated is the measured volume of diluted exhaust gas in the dilution system following extraction of
the particulate sample under standard conditions.

4. Determination of PN

4.1. PN shall be calculated using the following equation:

Þ Ü 10 [3]
PN ¼ [V][ Ü][ k][ Ü ][ð][C] [ s] [ Ü][ f] [ r] [ Ä][ C] [ b] [ Ü][ f] [ rb]

d

where:

PN is the particle number emission, particles per kilometre;

V is the volume of the diluted exhaust gas in litres per test (after primary dilution only in the case of
double dilution) and corrected to standard conditions (273,15 K (0 °C) and 101,325 kPa);

k is a calibration factor to correct the PNC measurements to the level of the reference instrument where
this is not applied internally within the PNC. Where the calibration factor is applied internally within
the PNC, the calibration factor shall be 1;

C s is the corrected particle number concentration from the diluted exhaust gas expressed as the
arithmetic average number of particles per cubic centimetre from the emissions test including the
full duration of the drive cycle. If the volumetric mean concentration results C from the PNC are not
measured at standard conditions (273,15 K (0 °C) and 101,325 kPa), the concentrations shall be
corrected to those conditions C s ;

C b is either the dilution air or the dilution tunnel background particle number concentration, as
permitted by the approval authority, in particles per cubic centimetre, corrected for coincidence
and to standard conditions (273,15 K (0 °C) and 101,325 kPa);

f r is the mean particle concentration reduction factor of the VPR at the dilution setting used for the test;

f rb is the mean particle concentration reduction factor of the VPR at the dilution setting used for the
background measurement;

d is the distance driven corresponding to the applicable test cycle, km.

C shall be calculated from the following equation:

n
P i¼1 [C] [ i]
C ¼
n

where:

C i is a discrete measurement of particle number concentration in the diluted gas exhaust from the PNC;
particles per cm [3] and corrected for coincidence;

L 175/568 EN Official Journal of the European Union 7.7.2017

n is the total number of discrete particle number concentration measurements made during the
applicable test cycle and shall be calculated using the following equation:

n ¼ t Ü f

where:

t is the time duration of the applicable test cycle, s;

f is the data logging frequency of the particle counter, Hz.

5. Calculation of cycle energy demand

Unless otherwise specified, the calculation shall be based on the target speed trace given in discrete time
sample points.

For the calculation, each time sample point shall be interpreted as a time period. Unless otherwise specified,
the duration Δt of these periods shall be 1 second.

The total energy demand E for the whole cycle or a specific cycle phase shall be calculated by summing E i
over the corresponding cycle time between t start and t end according to the following equation:

t end
E ¼ X t start [E] i

where:

E i ¼ F i Ü d i if F i _>_ 0

E i ¼ 0 if F i Ï 0

and:

t start is the time at which the applicable test cycle or phase starts, s;

t end is the time at which the applicable test cycle or phase ends, s;

E i is the energy demand during time period (i-1) to (i), Ws;

F i is the driving force during time period (i-1) to (i), N;

d i is the distance travelled during time period (i-1) to (i), m.

v i þ v iÄ1
F i ¼ f 0 þ f 1 Ü
Í 2

þ f 2 Ü [ð][v] [ i] [ þ][ v] [ i][Ä][1] Þ [2] þ ð1 _:_ 03 Ü TMÞ Ü a i
Î 4

where:

F i is the driving force during time period (i-1) to (i), N;

v i is the target speed at time t i, km/h;

7.7.2017 EN Official Journal of the European Union L 175/569

TM is the test mass, kg;

a i is the acceleration during time period (i-1) to (i), m/s [2] ;

f 0, f 1, f 2 are the road load coefficients for the test vehicle under consideration (TM L, TM H or TM ind ) in N,
N/km/h and in N/(km/h) [2] respectively.

d i ¼ [ð][v] [ i] [ þ][ v] [ i][Ä][1] Þ Þ
2 Ü 3,6 [Ü ð][t] [ i] [ Ä][ t] [ i][Ä][1]

where:

d i is the distance travelled in time period (i-1) to (i), m;

v i is the target speed at time t i, km/h;

t i is time, s.

v i Ä v iÄ1
a i ¼
3,6 Ü ðt i Ä t iÄ1 Þ

where:

a i is the acceleration during time period (i-1) to (i), m/s [2] ;

v i is the target speed at time t i, km/h;

t i is time, s.

6. Calculation of fuel consumption

6.1. The fuel characteristics required for the calculation of fuel consumption values shall be taken from
Annex IX.

6.2. The fuel consumption values shall be calculated from the emissions of hydrocarbons, carbon monoxide,
and carbon dioxide using the results of step 6 for criteria emissions and step 7 for CO 2 of Table A7/1.

6.2.1. The general equation in paragraph 6.12. using H/C and O/C ratios shall be used for the calculation of fuel
consumption.

6.2.2. For all equations in paragraph 6. of this Sub-Annex:

FC is the fuel consumption of a specific fuel, 1/100 km (or m 3 per 100 km in the case of natural gas
or kg/100 km in the case of hydrogen);

H/C is the hydrogen to carbon ratio of a specific fuel C X H Y O Z ;

O/C is the oxygen to carbon ratio of a specific fuel C X H Y O Z ;

MW C is the molar mass of carbon (12,011 g/mol);

MW H is the molar mass of hydrogen (1,008 g/mol);

MW O is the molar mass of oxygen (15,999 g/mol);

L 175/570 EN Official Journal of the European Union 7.7.2017

ρ fuel is the test fuel density, kg/l. For gaseous fuels, fuel density at 15 °C;

HC are the emissions of hydrocarbon, g/km;

CO are the emissions of carbon monoxide, g/km;

CO 2 are the emissions of carbon dioxide, g/km;

H 2 O are the emissions of water, g/km;

H 2 are the emissions of hydrogen, g/km;

p 1 is the gas pressure in the fuel tank before the applicable test cycle, Pa;

p 2 is the gas pressure in the fuel tank after the applicable test cycle, Pa;

T 1 is the gas temperature in the fuel tank before the applicable test cycle, K;

T 2 is the gas temperature in the fuel tank after the applicable test cycle, K;

Z 1 is the compressibility factor of the gaseous fuel at p 1 and T 1 ;

Z 2 is the compressibility factor of the gaseous fuel at p 2 and T 2 ;

V is the interior volume of the gaseous fuel tank, m [3] ;

d is the theoretical length of the applicable phase or cycle, km.

6.3. Reserved

6.4. Reserved

6.5. For a vehicle with a positive ignition engine fuelled with petrol (E10)

0,1206
FC ¼ Ü ½ð0,829 Ü HCÞ þ ð0,429 Ü COÞ þ ð0,273 Ü CO 2 Þâ
Í ρ fuel Î

6.6. For a vehicle with a positive ignition engine fuelled with LPG

0,1212
FC norm ¼ Ü ½ð0,825 Ü HCÞ þ ð0,429 Ü COÞ þ ð0,273 Ü CO 2 Þâ
Í 0,538 Î

6.6.1. 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, using the following equation:

0,1212
FC norm ¼ Ü cf Ü ½ð0,825 Ü HCÞ þ ð0,429 Ü COÞ þ ð0,273 Ü CO 2 Þâ
Í 0,538 Î

7.7.2017 EN Official Journal of the European Union L 175/571

The correction factor, cf, which may be applied, is determined using the following equation:

cf ¼ 0,825 þ 0,0693 Ü n actual

where:

n actual is the actual H/C ratio of the fuel used.

6.7. For a vehicle with a positive ignition engine fuelled with NG/biomethane

0,1336
FC norm ¼ Ü ½ð0,749 Ü HCÞ þ ð0,429 Ü COÞ þ ð0,273 Ü CO 2 Þâ
Í 0,654 Î

6.8. Reserved

6.9. Reserved

6.10. For a vehicle with a compression engine fuelled with diesel (B7)

0,1165
FC ¼ Ü ½ð0,858 Ü HCÞ þ ð0,429 Ü COÞ þ ð0,273 Ü CO 2 Þâ
Í ρ fuel Î

6.11. For a vehicle with a positive ignition engine fuelled with ethanol (E85)

0,1743
FC ¼ Ü ½ð0,574 Ü HCÞ þ ð0,429 Ü COÞ þ ð0,273 Ü CO 2 Þâ
Í ρ fuel Î

6.12. Fuel consumption for any test fuel may be calculated using the following equation:

[H] [O]
C [Ü][ MW] [ H] [ þ] C [Ü][ MW] [ O]
FC ¼ [MW] [ C] [ þ] Ü
MW C Ü ρ fuel Ü 10

MW C
AMW C þ [H] C [Ü][ MW] [ H] [ þ] [O] C [Ü][ MW] [ O] Ü HC þ MW [MW] CO [ C] Ü CO þ MW [MW] CO2 [ C] Ü CO 2 !

6.13. Fuel consumption for a vehicle with a positive ignition engine fuelled by hydrogen:

1
FC ¼ 0,024 Ü [V ] d [Ü] ÍZ 1 Ü T [p] [ 1] 1 Ä Z [1 ] 2 Ü T [p] [ 2] 2

Î

With approval of the approval authority and for vehicles fuelled either with gaseous or liquid hydrogen, the
manufacturer may choose to calculate fuel consumption using either the equation for FC below or a
method using a standard protocol such as SAE J2572.

FC ¼ 0,1 Ü ð0,1119 Ü H 2 O þ H 2 Þ

The compressibility factor, Z, shall be obtained from the following table:

Table A7/2

**Compressibility factor Z**

|Col1|Col2|T (K)|Col4|Col5|Col6|Col7|Col8|Col9|Col10|Col11|Col12|
|---|---|---|---|---|---|---|---|---|---|---|---|
|||5|100|200|300|400|500|600|700|800|900|
|p (bar)|33<br>53<br>73<br>93|0,859<br>0,965<br>0,989<br>0,997|1,051<br>0,922<br>0,991<br>1,042|1,885<br>1,416<br>1,278<br>1,233|2,648<br>1,891<br>1,604<br>1,470|3,365<br>2,338<br>1,923<br>1,711|4,051<br>2,765<br>2,229<br>1,947|4,712<br>3,174<br>2,525<br>2,177|5,352<br>3,57<br>2,810<br>2,400|5,973<br>3,954<br>3,088<br>2,617|6,576<br>4,329<br>3,358<br>2,829|

L 175/572 EN Official Journal of the European Union 7.7.2017

|Col1|Col2|T (K)|Col4|Col5|Col6|Col7|Col8|Col9|Col10|Col11|Col12|
|---|---|---|---|---|---|---|---|---|---|---|---|
|||5|100|200|300|400|500|600|700|800|900|
||113<br>133<br>153<br>173<br>193<br>213<br>233<br>248<br>263<br>278<br>293<br>308<br>323<br>338<br>353|1,000<br>1,002<br>1,003<br>1,003<br>1,003<br>1,003<br>1,004<br>1,003<br>1,003<br>1,003<br>1,003<br>1,003<br>1,003<br>1,003<br>1,003|1,066<br>1,076<br>1,079<br>1,079<br>1,077<br>1,071<br>1,071<br>1,069<br>1,066<br>1,064<br>1,062<br>1,060<br>1,057<br>1,055<br>1,054|1,213<br>1,199<br>1,187<br>1,176<br>1,165<br>1,147<br>1,148<br>1,141<br>1,136<br>1,130<br>1,125<br>1,120<br>1,116<br>1,111<br>1,107|1,395<br>1,347<br>1,312<br>1,285<br>1,263<br>1,228<br>1,228<br>1,217<br>1,207<br>1,198<br>1,190<br>1,182<br>1,175<br>1,168<br>1,162|1,586<br>1,504<br>1,445<br>1,401<br>1,365<br>1,311<br>1,312<br>1,296<br>1,281<br>1,268<br>1,256<br>1,245<br>1,235<br>1,225<br>1,217|1,776<br>1,662<br>1,580<br>1,518<br>1,469<br>1,396<br>1,397<br>1,375<br>1,356<br>1,339<br>1,323<br>1,308<br>1,295<br>1,283<br>1,272|1,963<br>1,819<br>1,715<br>1,636<br>1,574<br>1,482<br>1,482<br>1,455<br>1,431<br>1,409<br>1,390<br>1,372<br>1,356<br>1,341<br>1,327|2,146<br>1,973<br>1,848<br>1,753<br>1,678<br>1,567<br>1,568<br>1,535<br>1,506<br>1,480<br>1,457<br>1,436<br>1,417<br>1,399<br>1,383|2,324<br>2,124<br>1,979<br>1,868<br>1,781<br>1,652<br>1,652<br>1,614<br>1,581<br>1,551<br>1,524<br>1,499<br>1,477<br>1,457<br>1,438|2,498<br>2,271<br>2,107<br>1,981<br>1,882<br>1,735<br>1,736<br>1,693<br>1,655<br>1,621<br>1,590<br>1,562<br>1,537<br>1,514<br>1,493|

In the case that the required input values for p and T are not indicated in the table, the compressibility
factor shall be obtained by linear interpolation between the compressibility factors indicated in the table,
choosing the ones that are the closest to the sought value.

7. Calculation of drive trace indices

7.1. General requirement

The prescribed speed between time points in Tables A1/1 to A1/12 shall be determined by a linear
interpolation method at a frequency of 10 Hz.

In the case that the accelerator control is fully activated, the prescribed speed shall be used instead of the
actual vehicle speed for drive trace index calculations during such periods of operation.

7.2. Calculation of drive trace indices

The following indices shall be calculated according to SAE J2951(Revised JAN2014):

(a) ER: Energy Rating

(b) DR: Distance Rating

(c) EER: Energy Economy Rating

(d) ASCR: Absolute Speed Change Rating

(e) IWR: Inertial Work Rating

(f) RMSSE: Root Mean Squared Speed Error

7.7.2017 EN Official Journal of the European Union L 175/573

_Sub-Annex 8_

**Pure electric, hybrid electric and compressed hydrogen fuel cell hybrid vehicles**

1. General requirements

In the case of testing NOVC-HEVs, OVC-HEVs and NOVC-FCHVs, Appendix 2 and Appendix 3 to this SubAnnex shall replace Appendix 2 to Sub-Annex6.

Unless stated otherwise, all requirements in this Sub-Annex shall apply to vehicles with and without driverselectable modes. Unless explicitly stated otherwise in this Sub-Annex, all of the requirements and
procedures specified in Sub-Annex 6 shall continue to apply for NOVC-HEVs, OVC-HEVs, NOVC-FCHVs
and PEVs.

1.1. Units, accuracy and resolution of electric parameters

Parameters, units and accuracy of measurements shall be as shown in Table A8/1.

_Table A8/1_

**Parameters, units and accuracy of measurements**

|Parameter|Units|Accuracy|Resolution|
|---|---|---|---|
|Electrical energy ( 1 )|Wh|± 1 per cent|0,001 kWh ( 2 )|
|Electrical current|A|± 0,3 per cent FSD or<br>± 1 per cent of reading ( 3 ) ( 4 )|0,1 A|
|Electric voltage|V|± 0,3 per cent FSD or<br>± 1 per cent of reading ( 3 )|0,1 V|

( [1] ) Equipment: static meter for active energy.
( [2] ) AC watt-hour meter, Class 1 according to IEC 62053-21 or equivalent.
( [3] ) Whichever is greater.
( [4] ) Current integration frequency 20 Hz or more.

1.2. Emission and fuel consumption testing

Parameters, units and accuracy of measurements shall be the same as those required for conventional
combustion engine-powered vehicles.

1.3. Units and precision of final test results

Units and their precision for the communication of the final results shall follow the indications given in
Table A8/2. For the purpose of calculation in paragraph 4. of this Sub-Annex, the unrounded values shall
apply.

_Table A8/2_

**Units and precision of final test results**

|Parameter|Units|Communication of final test result|
|---|---|---|
|PER (p) ( 2 ), PER city , AER (p) ( 2 ), AER city , EAER (p) ( 2 ),<br>EAER city , R CDA ( 1 ), R CDC <br>FC CS(,p) ( 2 ), FC CD , FC weighted for HEVs<br>FC CS(,p) ( 2 ) for FCHVs|km<br>l/100 km<br>kg/100 km|Rounded to nearest whole number<br>Rounded to the first place of<br>decimal<br>Rounded to the second place of<br>decimal|

L 175/574 EN Official Journal of the European Union 7.7.2017

|Parameter|Units|Communication of final test result|
|---|---|---|
|M CO2,CS(,p) ( 2 ), M CO2,CD, M CO2,weighted<br>EC (p) ( 2 ), EC city, EC AC,CD, EC AC,weighted <br>E AC|g/km<br>Wh/km<br>kWh|Rounded to the nearest whole<br>number<br>Rounded to the nearest whole<br>number<br>Rounded to the first place of<br>decimal|

( [1] ) no vehicle individual parameter
( [2] ) (p) means the considered period which can be a phase, a combination of phases or the whole cycle

1.4. Vehicle classification

All OVC-HEVs, NOVC-HEVs, PEVs and NOVC-FCHVs shall be classified as Class 3 vehicles. The applicable
test cycle for the Type 1 test procedure shall be determined according to paragraph 1.4.2. of this Sub-Annex
based on the corresponding reference test cycle as described in paragraph 1.4.1. of this Sub-Annex.

1.4.1. Reference test cycle

1.4.1.1. The reference test cycle for Class 3 vehicles is specified in paragraph 3.3. of Sub-Annex 1.

1.4.1.2. For PEVs, the downscaling procedure, according to paragraphs 8.2.3. and 8.3. of Sub-Annex 1, may be
applied on the test cycles according to paragraph 3.3. of Sub-Annex 1 by replacing the rated power with
peak power. In such a case, the downscaled cycle is the reference test cycle.

1.4.2. Applicable test cycle

1.4.2.1. Applicable WLTP test cycle

The reference test cycle according to paragraph 1.4.1. of this Sub-Annex shall be the applicable WLTP test
cycle (WLTC) for the Type 1 test procedure.

In the case that paragraph 9. of Sub-Annex 1 is applied based on the reference test cycle as described in
paragraph 1.4.1. of this Sub-Annex, this modified test cycle shall be the applicable WLTP test cycle (WLTC)
for the Type 1 test procedure.

1.4.2.2. Applicable WLTP city test cycle

The WLTP city test cycle (WLTC city ) for Class 3 vehicles is specified in paragraph 3.5. of Sub-Annex 1.

1.5. OVC-HEVs, NOVC-HEVs and PEVs with manual transmissions

The vehicles shall be driven according to the manufacturer’s instructions, as incorporated in the manu­
facturer's handbook of production vehicles, and as indicated by a technical gear shift instrument.

2. REESS and fuel cell system preparation

2.1. For all OVC-HEVs, NOVC-HEVs, NOVC-FCHVs and PEVs, the following shall apply:

(a) Without prejudice to the requirements of paragraph 1.2.3.3. of Sub-Annex 6, the vehicles tested
according to this Sub-Annex shall have been run-in at least 300 km with those REESSs installed;

(b) In the case that the REESSs are operated above the normal operating temperature range, the operator
shall follow the procedure recommended by the vehicle manufacturer in order to keep the temperature
of the REESS in its normal operating range. The manufacturer shall provide evidence that the thermal
management system of the REESS is neither disabled nor reduced.

2.2. For NOVC-FCHVs without prejudice to the requirements of paragraph 1.2.3.3. of Sub-Annex 6, the vehicles
tested to this Sub-Annex shall have been run-in at least 300 km with their fuel cell system installed.

7.7.2017 EN Official Journal of the European Union L 175/575

3. Test procedure

3.1. General requirements

3.1.1. For all OVC-HEVs, NOVC-HEVs, PEVs and NOVC-FCHVs, the following shall apply where applicable:

3.1.1.1. Vehicles shall be tested according to the applicable test cycles described in paragraph 1.4.2. of this SubAnnex.

3.1.1.2. If the vehicle cannot follow the applicable test cycle within the speed trace tolerances according to paragraph
1.2.6.6. of Sub-Annex 6, the accelerator control shall, unless stated otherwise, be fully activated until the
required speed trace is reached again.

3.1.1.3. The powertrain start procedure shall be initiated by means of the devices provided for this purpose
according to the manufacturer's instructions.

3.1.1.4. For OVC-HEVs, NOVC-HEVs and PEVs, exhaust emissions sampling and measurement of electric energy
consumption shall begin for each applicable test cycle before or at the initiation of the vehicle start
procedure and end at the conclusion of each applicable test cycle.

3.1.1.5. For OVC-HEVs and NOVC-HEVs, gaseous emission compounds, shall be analysed for each individual test
phase It is permitted to omit the phase analysis for phases where no combustion engine operates.

3.1.1.6. Particle number shall be analysed for each individual phase and particulate matter emission shall be analysed
for each applicable test cycle.

3.1.2. Forced cooling as described in paragraph 1.2.7.2. of Sub-Annex 6 shall apply only for the charge-sustaining
Type 1 test for OVC-HEVs according to paragraph 3.2. of this Sub-Annex and for testing NOVC-HEVs
according to paragraph 3.3. of this Sub-Annex.

3.2. OVC-HEVs

3.2.1. Vehicles shall be tested under charge-depleting operating condition (CD condition), and charge-sustaining
operating condition (CS condition).

3.2.2. Vehicles may be tested according to four possible test sequences:

3.2.2.1. Option 1: charge-depleting Type 1 test with no subsequent charge-sustaining Type 1 test.

3.2.2.2. Option 2: charge-sustaining Type 1 test with no subsequent charge-depleting Type 1 test.

3.2.2.3. Option 3: charge-depleting Type 1 test with a subsequent charge-sustaining Type 1 test.

3.2.2.4. Option 4: charge-sustaining Type 1 test with a subsequent charge-depleting Type 1 test.

L 175/576 EN Official Journal of the European Union 7.7.2017

_Figure A8/1_

**Possible test sequences in the case of OVC-HEV testing**

3.2.3. The driver-selectable mode shall be set as described in the following test sequences (Option 1 to Option 4).

3.2.4. Charge-depleting Type 1 test with no subsequent charge-sustaining Type 1 test (Option 1)

The test sequence according to Option 1, described in paragraphs 3.2.4.1. to 3.2.4.7. inclusive of this SubAnnex, as well as the corresponding REESS state of charge profile, are shown in Figure A8.App1/1 in
Appendix 1 to this Sub-Annex.

3.2.4.1. Preconditioning

The vehicle shall be prepared according to the procedures in paragraph 2.2. of Appendix 4 to this SubAnnex.

3.2.4.2. Test conditions

3.2.4.2.1. The test shall be carried out with a fully charged REESS according to the charging requirements as described
in paragraph 2.2.3. of Appendix 4 to this Sub-Annex and with the vehicle operated in charge-depleting
operating condition as defined in paragraph 3.3.5. of this Annex.

3.2.4.2.2. Selection of a driver-selectable mode

For vehicles equipped with a driver-selectable mode, the mode for the charge-depleting Type 1 test shall be
selected according to paragraph 2. of Appendix 6 to this Sub-Annex.

3.2.4.3. Charge-depleting Type 1 test procedure

3.2.4.3.1. The charge-depleting Type 1 test procedure shall consist of a number of consecutive cycles, each followed by
a soak period of no more than 30 minutes until charge-sustaining operating condition is achieved.

7.7.2017 EN Official Journal of the European Union L 175/577

3.2.4.3.2. During soaking between individual applicable test cycles, the powertrain shall be deactivated and the REESS
shall not be recharged from an external electric energy source. The instrumentation for measuring the
electric current of all REESSs and for determining the electric voltage of all REESSs according to
Appendix 3 of this Sub-Annex shall not be turned off between test cycle phases. In the case of amperehour meter measurement, the integration shall remain active throughout the entire test until the test is
concluded.

Restarting after soak, the vehicle shall be operated in the driver-selectable mode according to paragraph
3.2.4.2.2. of this Sub-Annex.

3.2.4.3.3. In deviation from paragraph 5.3.1. of Sub-Annex 5 and without prejudice to paragraph 5.3.1.2. of SubAnnex 5, analysers may be calibrated and zero- checked before and after the charge-depleting Type 1 test.

3.2.4.4. End of the charge-depleting Type 1 test

The end of the charge-depleting Type 1 test is considered to have been reached when the break-off criterion
according to paragraph 3.2.4.5. of this Sub-Annex is reached for the first time. The number of applicable
WLTP test cycles up to and including the one where the break-off criterion was reached for the first time is
set to n+1.

The applicable WLTP test cycle n is defined as the transition cycle.

The applicable WLTP test cycle n+1 is defined to be the confirmation cycle.

For vehicles without a charge-sustaining capability over the complete applicable WLTP test cycle, the end of
the charge-depleting Type 1 test is reached by an indication on a standard on-board instrument panel to
stop the vehicle, or when the vehicle deviates from the prescribed driving tolerance for 4 consecutive
seconds or more. The accelerator control shall be deactivated and the vehicle shall be braked to standstill
within 60 seconds.

3.2.4.5. Break-off criterion

3.2.4.5.1. Whether the break-off criterion has been reached for each driven applicable WLTP test cycle shall be
evaluated.

3.2.4.5.2. The break-off criterion for the charge-depleting Type 1 test is reached when the relative electric energy
change REEC i as calculated using the following equation, is less than 0.04.

REEC i ¼ [j][ΔE] [ REESS] _[;]_ 1 [i] j

E cycle Ü ~~3 600~~

where:

REEC i is the relative electric energy change of the applicable test cycle considered i of the chargedepleting Type 1 test;

ΔE REESS,i is the change of electric energy of all REESSs for the considered charge-depleting Type 1 test cycle
i calculated according to paragraph 4.3. of this Sub-Annex, Wh;

E cycle is the cycle energy demand of the considered applicable WLTP test cycle calculated according to
paragraph 5. of Sub-Annex 7, Ws;

i is the index number for the considered applicable WLTP test cycle;

3 6001 is a conversion factor to Wh for the cycle energy demand.

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3.2.4.6. REESS charging and measuring the recharged electric energy

3.2.4.6.1. The vehicle shall be connected to the mains within 120 minutes after the applicable WLTP test cycle n+1 in
which the break-off criterion for the charge-depleting Type 1 test is reached for the first time.

The REESS is fully charged when the end-of-charge criterion, as defined in paragraph 2.2.3.2. of Appendix 4
to this Sub-Annex, is reached.

3.2.4.6.2. The electric energy measurement equipment, placed between the vehicle charger and the mains, shall
measure the recharged electric energy E AC delivered from the mains, as well as its duration. Electric
energy measurement may be stopped when the end-of-charge criterion, as defined in paragraph 2.2.3.2.
of Appendix 4 to this Sub-Annex, is reached.

3.2.4.7. Each individual applicable WLTP test cycle within the charge-depleting Type 1 test shall fulfil the applicable
criteria emission limits according to paragraph 1.1.2. of Sub-Annex 6.

3.2.5. Charge-sustaining Type 1 test with no subsequent charge-depleting Type 1 test (Option 2)

The test sequence according to Option 2, as described in paragraphs 3.2.5.1. to 3.2.5.3.3. inclusive of this
Sub-Annex, as well as the corresponding REESS state of charge profile, are shown in Figure A8.App1/2 in
Appendix 1 to this Sub-Annex.

3.2.5.1. Preconditioning and soaking

The vehicle shall be prepared according to the procedures in paragraph 2.1. of Appendix 4 to this SubAnnex.

3.2.5.2. Test conditions

3.2.5.2.1. Tests shall be carried out with the vehicle operated in charge-sustaining operating condition as defined in
paragraph 3.3.6.of this Annex.

3.2.5.2.2. Selection of a driver-selectable mode

For vehicles equipped with a driver-selectable mode, the mode for the charge-sustaining Type 1 test shall be
selected according to paragraph 3. of Appendix 6 to this Sub-Annex.

3.2.5.3. Type 1 test procedure

3.2.5.3.1. Vehicles shall be tested according to the Type 1 test procedures described in Sub-Annex 6.

3.2.5.3.2. If required, CO 2 mass emission shall be corrected according to Appendix 2 to this Sub-Annex.

3.2.5.3.3. The test according to paragraph 3.2.5.3.1. of this Sub-Annex shall fulfil the applicable criteria emission
limits according to paragraph 1.1.2. of Sub-Annex 6.

3.2.6. Charge-depleting Type 1 test with a subsequent charge-sustaining Type 1 test (Option 3)

The test sequence according to Option 3, as described in paragraphs 3.2.6.1. to 3.2.6.3. inclusive of this
Sub-Annex, as well as the corresponding REESS state of charge profile, are shown in Figure A8.App1/3 in
Appendix 1 to this Sub-Annex.

3.2.6.1. For the charge-depleting Type 1 test, the procedure described in paragraphs 3.2.4.1. to 3.2.4.5. inclusive as
well as paragraph 3.2.4.7. of this Sub-Annex shall be followed.

3.2.6.2. Subsequently, the procedure for the charge-sustaining Type 1 test described in paragraphs 3.2.5.1. to 3.2.5.3.
inclusive of this Sub-Annex shall be followed. Paragraphs 2.1.1. to 2.1.2. inclusive of Appendix 4to this SubAnnex shall not apply.

7.7.2017 EN Official Journal of the European Union L 175/579

3.2.6.3. REESS charging and measuring the recharged electric energy

3.2.6.3.1. The vehicle shall be connected to the mains within 120 minutes after the conclusion of the chargesustaining Type 1 test.

The REESS is fully charged when the end-of-charge criterion as defined in paragraph 2.2.3.2. of Appendix 4
to this Sub-Annex is reached.

3.2.6.3.2. The energy measurement equipment, placed between the vehicle charger and the mains, shall measure the
recharged electric energy E AC delivered from the mains, as well as its duration. Electric energy measurement
may be stopped when the end-of-charge criterion as defined in paragraph 2.2.3.2. of Appendix 4 to this
Sub-Annex is reached.

3.2.7. Charge-sustaining Type 1 test with a subsequent charge-depleting Type 1 test (Option 4)

The test sequence according to Option 4, described in paragraphs 3.2.7.1. to 3.2.7.2. inclusive of this SubAnnex, as well as the corresponding REESS state of charge profile, are shown in Figure A8.App1/4 of
Appendix 1 to this Sub-Annex.

3.2.7.1. For the charge-sustaining Type 1 test, the procedure described in paragraphs 3.2.5.1. to 3.2.5.3. inclusive of
this Sub-Annex, as well as paragraph 3.2.6.3.1. of this Sub-Annex shall be followed.

3.2.7.2. Subsequently, the procedure for the charge-depleting Type 1 test described in paragraphs 3.2.4.2. to 3.2.4.7.
inclusive of this Sub-Annex shall be followed.

3.3. NOVC-HEVs

The test sequence described in paragraphs 3.3.1. to 3.3.3. inclusive of this Sub-Annex, as well as the
corresponding REESS state of charge profile, are shown in Figure A8.App1/5 of Appendix 1 to this SubAnnex.

3.3.1. Preconditioning and soaking

3.3.1.1. Vehicles shall be preconditioned according to paragraph 1.2.6. of Sub-Annex 6.

In addition to the requirements of paragraph 1.2.6., the level of the state of charge of the traction REESS for
the charge-sustaining test may be set according to the manufacturer’s recommendation before precon­
ditioning in order to achieve a test under charge-sustaining operating condition.

3.3.1.2. Vehicles shall be soaked according to paragraph 1.2.7. of Sub-Annex 6.

3.3.2. Test conditions

3.3.2.1. Vehicles shall be tested under charge-sustaining operating condition as defined in paragraph 3.3.6. of this
Annex.

3.3.2.2. Selection of a driver-selectable mode

For vehicles equipped with a driver-selectable mode, the mode for the charge-sustaining Type 1 test shall be
selected according to paragraph 3. of Appendix 6 to this Sub-Annex.

3.3.3. Type 1 test procedure

3.3.3.1. Vehicles shall be tested according to the Type 1 test procedure described in Sub-Annex 6.

3.3.3.2. If required, the CO 2 mass emission shall be corrected according to Appendix 2 to this Sub-Annex.

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3.3.3.3. The charge-sustaining Type 1 test shall fulfil the applicable exhaust emission limits according to paragraph
1.1.2. of Sub-Annex 6.

3.4. PEVs

3.4.1. General requirements

The test procedure to determine the pure electric range and electric energy consumption shall be selected
according to the estimated pure electric range (PER) of the test vehicle from Table A8/3. In the case that the
interpolation approach is applied, the applicable test procedure shall be selected according to the PER of
vehicle H within the specific interpolation family.

_Table A8/3_

**Procedures to determine pure electric range and electric energy consumption**

|Applicable test cycle|The estimated PER is…|Applicable test procedure|
|---|---|---|
|Test cycle according to<br>paragraph 1.4.2.1.<br>including the Extra High<br>phase|…less than the length of 3<br>applicable WLTP test cycles.|Consecutive cycle Type 1 test<br>procedure (according to paragraph<br>3.4.4.1. of this Sub-Annex)|
|Test cycle according to<br>paragraph 1.4.2.1.<br>including the Extra High<br>phase|…is equal to or greater than the<br>length of 3 applicable WLTP test<br>cycles.|Shortened Type 1 test procedure<br>(according to paragraph 3.4.4.2. of this<br>Sub-Annex)|
|Test cycle according to<br>paragraph 1.4.2.1.<br>excluding the Extra High<br>phase|…is less than the length of 4<br>applicable WLTP test cycles.|Consecutive cycle Type 1 test<br>procedure (according to paragraph<br>3.4.4.1. of this Sub-Annex)|
|Test cycle according to<br>paragraph 1.4.2.1.<br>excluding the Extra High<br>phase|…is equal to or greater than the<br>length of 4 applicable WLTP test<br>cycles.|Shortened Type 1 test procedure<br>(according to paragraph 3.4.4.2. of this<br>Sub-Annex)|
|City cycle according to<br>paragraph 1.4.2.2.|…not available over the applicable<br>WLTP test cycle.|Consecutive cycle Type 1 test<br>procedure (according to paragraph<br>3.4.4.1. of this Sub-Annex)|

The manufacturer shall give evidence to the approval authority concerning the estimated pure electric range
(PER) prior to the test. In the case that the interpolation approach is applied, the applicable test procedure
shall be determined based on the estimated PER of vehicle H of the interpolation family. The PER
determined by the applied test procedure shall confirm that the correct test procedure was applied.

The test sequence for the consecutive cycle Type 1 test procedure, as described in paragraphs 3.4.2., 3.4.3.
and 3.4.4.1. of this Sub-Annex, as well as the corresponding REESS state of charge profile, are shown in
Figure A8.App1/6 of Appendix 1 to this Sub-Annex.

The test sequence for the shortened Type 1 test procedure, as described in paragraphs 3.4.2., 3.4.3. and
3.4.4.2., as well as the corresponding REESS state of charge profile are shown in Figure A8.App1/7 in
Appendix 1 to this Sub-Annex.

3.4.2. Preconditioning

The vehicle shall be prepared according to the procedures in paragraph 3. of Appendix 4 to this Sub-Annex.

3.4.3. Selection of a driver-selectable mode

For vehicles equipped with a driver-selectable mode, the mode for the test shall be selected according to
paragraph 3. of Appendix 6 to this Sub-Annex.

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3.4.4. PEV Type 1 test procedures

3.4.4.1. Consecutive cycle Type 1 test procedure

3.4.4.1.1. Speed trace and breaks

The test shall be performed by driving consecutive applicable test cycles until the break-off criterion
according to paragraph 3.4.4.1.3. of this Sub-Annex is reached.

Breaks for the driver and/or operator are permitted only between test cycles and with a maximum total
break time defined in Table A8/4. During the break, the powertrain shall be switched off.

3.4.4.1.2. REESS current and voltage measurement

From the beginning of the test until the break-off criterion is reached, the electric current of all REESSs shall
be measured according to Appendix 3 to this Sub-Annex and the electric voltage shall be determined
according to Appendix 3 to this Sub-Annex.

3.4.4.1.3. Break-off criterion

The break-off criterion is reached when the vehicle exceeds the prescribed speed trace tolerance as specified
in paragraph 1.2.6.6. of Sub-Annex 6 for 4 consecutive seconds or more. The accelerator control shall be
deactivated. The vehicle shall be braked to standstill within 60 seconds.

3.4.4.2. Shortened Type 1 test procedure

3.4.4.2.1. Speed trace

The shortened Type 1 test procedure consists of two dynamic segments (DS 1 and DS 2 ) combined with two
constant speed segments (CSS M and CSS E ) as shown in Figure A8/2.

_Figure A8/2_

**Shortened Type 1 test procedure speed trace**

The dynamic segments DS 1 and DS 2 are used to determine the energy consumption for the applicable WLTP
test cycle.

The constant speed segments CSS M and CSS E are intended to reduce test duration by depleting the REESS
more rapidly than the consecutive cycle Type 1 test procedure.

3.4.4.2.1.1. Dynamic segments

Each dynamic segment DS 1 and DS 2 consists of an applicable WLTP test cycle according to paragraph
1.4.2.1. followed by an applicable WLTP city test cycle according to paragraph 1.4.2.2.

L 175/582 EN Official Journal of the European Union 7.7.2017

3.4.4.2.1.2. Constant speed segment

The constant speeds during segments CSS M and CSS E shall be identical. If the interpolation approach is
applied, the same constant speed shall be applied within the interpolation family.

(a) Speed specification

The minimum speed of the constant speed segments shall be 100 km/h. At the request of manufacturer
and with approval of the approval authority, a higher constant speed in the constant speed segments
may be selected.

The acceleration to the constant speed level shall be smooth and accomplished within 1 minute after
completion of the dynamic segments and, in the case of a break according to Table A8/4, after initiating
the powertrain start procedure.

If the maximum speed of the vehicle is lower than the required minimum speed for the constant speed
segments according to the speed specification of this paragraph, the required speed in the constant speed
segments shall be equal to the maximum speed of the vehicle.

(b) Distance determination of CSS E and CSS M

The length of the constant speed segment CSS E shall be determined based on the percentage of the
usable REESS energy UBE STP according to paragraph 4.4.2.1. of this Sub-Annex. The remaining energy in
the traction REESS after dynamic speed segment DS 2 shall be equal to or less than 10 per cent of
UBE STP . The manufacturer shall provide evidence to the approval authority after the test that this
requirement is fulfilled.

The length of the constant speed segment CSS M may be calculated using the following equation:

d CSSM ¼ PER est Ä d DS1 Ä d DS2 Ä d CSSE

where:

PER est is the estimated pure electric range of the considered PEV, km;

d DS1 is the length of dynamic speed segment 1, km;

d DS2 is the length of dynamic speed segment 2, km;

d CSSE is the length of constant speed segment CSS E, km.

3.4.4.2.1.3. Breaks

Breaks for the driver and/or operator are permitted only in the constant speed segments as prescribed in
Table A8/4.

_Table A8/4_

**Breaks for the driver and/or test operator**

|Distance driven (km)|Maximum total break (min)|
|---|---|
|Up to 100<br>Up to 150<br>Up to 200|10<br>20<br>30|

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|Distance driven (km)|Maximum total break (min)|
|---|---|
|Up to 300<br>More than 300|60<br>Shall be based on the manufacturer’s recommendation|

_Note:_ During a break, the powertrain shall be switched off.

3.4.4.2.2. REESS current and voltage measurement

From the beginning of the test until the break-off criterion is reached, the electric current of all REESSs and
the electric voltage of all REESSs shall be determined according to Appendix 3 to this Sub-Annex.

3.4.4.2.3. Break-off criterion

The break-off criterion is reached when the vehicle exceeds the prescribed driving tolerance as specified in
paragraph 1.2.6.6. of Sub-Annex 6 for 4 consecutive seconds or more in the second constant speed segment
CSS E . The accelerator control shall be deactivated. The vehicle shall be braked to a standstill within 60
seconds.

3.4.4.3. REESS charging and measuring the recharged electric energy

3.4.4.3.1. After coming to a standstill according to paragraph 3.4.4.1.3. of this Sub-Annex for the consecutive cycle
Type 1 test procedure and in paragraph 3.4.4.2.3. of this Sub-Annex for the shortened Type 1 test
procedure, the vehicle shall be connected to the mains within 120 minutes.

The REESS is fully charged when the end-of-charge criterion, as defined in paragraph 2.2.3.2. of Appendix 4
to this Sub-Annex, is reached.

3.4.4.3.2. The energy measurement equipment, placed between the vehicle charger and the mains, shall measure the
recharged electric energy E AC delivered from the mains as well as its duration. Electric energy measurement
may be stopped when the end-of-charge criterion, as defined in paragraph 2.2.3.2. of Appendix 4 to this
Sub-Annex, is reached.

3.5. NOVC-FCHVs

The test sequence, described in paragraphs 3.5.1. to 3.5.3. inclusive of this Sub-Annex, as well as the
corresponding REESS state of charge profile, is shown in Figure A8.App1/5 in Appendix 1 to this SubAnnex.

3.5.1. Preconditioning and soaking

Vehicles shall be conditioned and soaked according to paragraph 3.3.1. of this Sub-Annex.

3.5.2. Test conditions

3.5.2.1. Vehicles shall be tested under charge-sustaining operating conditions as defined in paragraph 3.3.6. of this
Annex.

3.5.2.2. Selection of a driver-selectable mode

For vehicles equipped with a driver-selectable mode, the mode for the charge-sustaining Type 1 test shall be
selected according to paragraph 3. of Appendix 6 to this Sub-Annex.

3.5.3. Type 1 test procedure

3.5.3.1. Vehicles shall be tested according to the Type 1 test procedure described in Sub-Annex 6 and fuel
consumption calculated according to Appendix 7 to this Sub-Annex.

3.5.3.2. If required, fuel consumption shall be corrected according to Appendix 2 to this Sub-Annex.

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4. Calculations for hybrid electric, pure electric and compressed hydrogen fuel cell vehicles

4.1. Calculations of gaseous emission compounds, particulate matter emission and particle number emission

4.1.1. Charge-sustaining mass emission of gaseous emission compounds, particulate matter emission and particle
number emission for OVC-HEVs and NOVC-HEVs

The charge-sustaining particulate matter emission PM CS shall be calculated according to paragraph 3.3. of
Sub-Annex 7.

The charge-sustaining particle number emission PN CS shall be calculated according to paragraph 4. of SubAnnex 7.

4.1.1.1. Stepwise prescription for calculating the final test results of the charge-sustaining Type 1 test for NOVCHEVs and OVC-HEVs

The results shall be calculated in the order described in Table A8/5. All applicable results in the column
‘Output’ shall be recorded. The column ‘Process’ describes the paragraphs to be used for calculation or
contains additional calculations.

For the purpose of this table, the following nomenclature within the equations and results is used:

c complete applicable test cycle;

p every applicable cycle phase;

i applicable criteria emission component (except CO 2 );

CS charge-sustaining

CO 2 CO 2 mass emission.

_Table A8/5_

**Calculation of final charge-sustaining gaseous emission values**

|Source|Input|Process|Output|Step no.|
|---|---|---|---|---|
|Sub-Annex 6|Raw test results|Charge-sustaining mass<br>emissions<br>Sub-Annex 7, paragraphs 3. to<br>3.2.2. inclusive|M i,CS,p,1 , g/km;<br>M CO2,CS,p,1 , g/km.|1|
|Output from<br>step no. 1 of<br>this Table.|M i,CS,p,1 , g/km;<br>M CO2,CS,p,1 , g/km.|Calculation of combined charge-<br>sustaining cycle values:<br>M i_;_CS_;_c_;_2 ¼ <br>P <br>p M i_;_CS_;_p_;_1 Ü d p <br>~~P ~~<br>p ~~d~~ p <br>M CO2_;_CS_;_c_;_2 ¼ <br>P <br>p M CO2_;_CS_;_p_;_1 <br>~~P ~~<br>p ~~d~~ p <br>where:<br>M i,CS,c,2 is the charge-sustaining<br>mass emission result over the<br>total cycle;|M i,CS,c,2 , g/km;<br>M CO2,CS,c,2 , g/km.|2|

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|Source|Input|Process|Output|Step no.|
|---|---|---|---|---|
|||M CO2,CS,c,2 is the charge-<br>sustaining CO 2 mass emission<br>result over the total cycle;<br>d p are the driven distances of<br>the cycle phases p.|||
|Output from<br>step no. 1 and<br>2 of this Table.|M CO2,CS,p,1 , g/km;<br>M CO2,CS,c,2 , g/km.|REESS electric energy change<br>correction<br>Sub-Annex 8, paragraph 4.1.1.2.<br>to 4.1.1.5. inclusive|M CO2,CS,p,3 , g/km;<br>M CO2,CS,c,3 , g/km.|3|
|Output from<br>step no. 2 and<br>3 of this Table.|M i,CS,c,2 , g/km<br>M CO2,CS,c,3 , g/km.|Charge-sustaining mass emission<br>correction for all vehicles<br>equipped with periodically<br>regenerating systems K i <br>according to Sub-Annex 6,<br>Appendix 1.<br>M i_;_CS_;_c_;_4 ¼ K i Ü M i_;_CS_;_c_;_2 <br>or<br>M i_;_CS_;_c_;_4 ¼ K i þ M i_;_CS_;_c_;_2 <br>and<br>M CO2_;_CS_;_c_;_4 ¼ K CO2_;_K i Ü M CO2_;_CS_;_c_;_3 <br>or<br>M CO2_;_CS_;_c_;_4 ¼ K CO2_;_K i þ M CO2_;_CS_;_c_;_3 <br>Additive offset or multiplicative<br>factor to be used according to K i <br>determination.<br>If K i is not applicable: <br>M i_;_CS_;_c_;_4 ¼ M i_;_CS_;_c_;_2 <br>M CO2_;_CS_;_c_;_4 ¼ M CO2_;_CS_;_c_;_3|M i,CS,c,4 , g/km.<br>M CO2,CS,c,4 , g/km.|4a|
|Output from<br>step no. 3 and<br>4a of this<br>Table.|M CO2,CS,p,3 , g/km;<br>M CO2,CS,c,3 , g/km;<br>M CO2,CS,c,4 , g/km.|If K i is applicable, align CO 2 <br>phase values to combined cycle<br>value:<br>M CO2_;_CS_;_p_;_4 ¼ M CO2_;_CS_;_p_;_3 Ü AF Ki <br>for every cycle phase p;<br>where: <br>AF Ki ¼ M CO2_;_c_;_4 <br>~~M~~ CO2_;_c_;_3 <br>If K i is not applicable:<br>M CO2_;_CS_;_p_;_4 ¼ M CO2_;_CS_;_p_;_3|M CO2,CS,p,4 , g/km.|4b|

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|Source|Input|Process|Output|Step no.|
|---|---|---|---|---|
|Output from<br>step no. 4 of<br>this Table.|M i,CS,c,4, g/km;<br>M CO2,CS,p,4, g/km;<br>M CO2,CS,c,4, g/km;|ATCT correction according to<br>paragraph 3.8.2. of<br>Sub-Annex 6a.<br>Deterioration factors calculated<br>and applied according to<br>Annex VII|M i,CS,c,5, g/km;<br>M CO2,CS,c,5, g/km;<br>M CO2,CS,p,5, g/km.|5 <br>‘result of a<br>single test’|
|Output from<br>step no. 5 of<br>this Table.|For every test:<br>M i,CS,c,5, g/km;<br>M CO2,CS,c,5, g/km;<br>M CO2,CS,p,5, g/km|Averaging of tests and declared<br>value according to paragraph<br>1.1.2. to 1.1.2.3. inclusive of<br>Sub-Annex 6.|M i,CS,c,6, g/km;<br>M CO2,CS,c,6, g/km;<br>M CO2,CS,p,6, g/km;<br>M CO2,CS,c,declared,<br>g/km.|6 <br>‘M_ i_CS results<br>of a Type 1<br>test<br>for<br>a<br>test vehicle’|
|Output from<br>step no. 6 of<br>this Table.|M CO2,CS,c,6, g/km;<br>M CO2,CS,p,6, g/km;<br>M CO2,CS,c,declared,<br>g/km.|Alignment of phase values.<br>Sub-Annex 6, paragraph 1.1.2.4.<br>And:<br>M CO2_;_CS_;_c_;_7 ¼ M CO2_;_CS_;_c_;_declared|M CO2,CS,c,7, g/km;<br>M CO2,CS,p,7, g/km;|7 <br>‘M CO2,CS <br>results of a<br>Type 1 test<br>for<br>a <br>test<br>vehicle’|
|Output from<br>step no. 6 and<br>7 of this Table.|For each of the<br>test<br>vehicles<br>H <br>and L:<br>M i,CS,c,6, g/km;<br>M CO2,CS,c,7, g/km;<br>M CO2,CS,p,7, g/km;|If in addition to a test vehicle H<br>a test vehicle L was also tested,<br>the resulting criteria emission<br>value shall be the highest of the<br>two values and referred to as<br>M i,CS,c <br>In the case of the combined<br>THC+NO x emissions, the highest<br>value of the sum referring to<br>either the VH or VL is to be<br>used.<br>Otherwise, if no vehicle L was<br>tested, M i_;_CS_;_c ¼ M i_;_CS_;_c_;_6 <br>For CO 2 the values derived in<br>step 7 of this Table shall be<br>used.<br>CO 2 values shall be rounded to<br>two decimal places.|M i,CS,c, g/km;<br>M CO2,CS,c,H, g/km;<br>M CO2,CS,p,H, g/km;<br>and if a vehicle L<br>was tested:<br>M CO2,CS,c,L, g/km;<br>M CO2,CS,p,L, g/km;|8 <br>‘inter-<br>polation<br>family result’<br>final criteria<br>emission<br>result|
|Output from<br>step no. 8 of<br>this Table.|M CO2,CS,c,H, g/km;<br>M CO2,CS,p,H, g/km;<br>and if a vehicle L<br>was tested:<br>M CO2,CS,c,L, g/km;<br>M CO2,CS,p,L, g/km;|CO 2 mass emission calculation<br>according to paragraph 4.5.4.1.<br>of this Sub-Annex for individual<br>vehicles in an interpolation<br>family.<br>CO 2 values shall be rounded<br>according to Table A8/2.|M CO2,CS,c,ind, g/km;<br>M CO2,CS,p,ind,<br>g/km;|9 <br>‘result of an<br>individual<br>vehicle’<br>final CO 2 <br>result|

4.1.1.2. In the case that the correction according to paragraph 1.1.4. of Appendix 2 to this Sub-Annex was not
applied, the following charge-sustaining CO 2 mass emission shall be used:

M CO2 _;_ CS ¼ M CO2 _;_ CS _;_ nb

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where:

M CO2,CS is the charge-sustaining CO 2 mass emission of the charge-sustaining Type 1 test according to
Table A8/5, step no. 3, g/km;

M CO2,CS,nb is the non-balanced charge-sustaining CO 2 mass emission of the charge-sustaining Type 1 test,
not corrected for the energy balance, determined according to Table A8/5, step no. 2, g/km.

4.1.1.3. If the correction of the charge-sustaining CO 2 mass emission is required according to paragraph 1.1.3. of
Appendix 2 to this Sub-Annex or in the case that the correction according to paragraph 1.1.4. of Appendix
2 to this Sub-Annex was applied, the CO 2 mass emission correction coefficient shall be determined
according to paragraph 2. of Appendix 2 to this Sub-Annex. The corrected charge-sustaining CO 2 mass
emission shall be determined using the following equation:

M CO2 _;_ CS ¼ M CO2 _;_ CS _;_ nb Ä K CO2 Ü EC DC _;_ CS

where:

M CO2,CS is the charge-sustaining CO 2 mass emission of the charge-sustaining Type 1 test according to
Table A8/5, step no. 2, g/km;

M CO2,CS,nb is the non-balanced CO 2 mass emission of the charge-sustaining Type 1 test, not corrected for
the energy balance, determined according to Table A8/5, step no. 2, g/km;

EC DC,CS is the electric energy consumption of the charge-sustaining Type 1 test according to paragraph
4.3. of this Sub-Annex, Wh/km;

K CO2 is the CO 2 mass emission correction coefficient according to paragraph 2.3.2. of Appendix 2 to
this Sub-Annex, (g/km)/(Wh/km).

4.1.1.4. In the case that phase-specific CO 2 mass emission correction coefficients have not been determined, the
phase-specific CO 2 mass emission shall be calculated using the following equation:

M CO2 _;_ CS _;_ p ¼ M CO2 _;_ CS _;_ nb _;_ p Ä K CO2 Ü EC DC _;_ CS _;_ p

where:

M CO2,CS,p is the charge-sustaining CO 2 mass emission of phase p of the charge-sustaining Type 1 test
according to Table A8/5, step no. 2, g/km;

M CO2,CS,nb,p is the non-balanced CO 2 mass emission of phase p of the charge-sustaining Type 1 test, not
corrected for the energy balance, determined according to Table A8/5, step no. 2, g/km;

EC DC,CS,p is the electric energy consumption of phase p of the charge-sustaining Type 1 test according to
paragraph 4.3. of this Sub-Annex, Wh/km;

K CO2 is the CO 2 mass emission correction coefficient according to paragraph 2.3.2. of Appendix 2 to
this Sub-Annex, (g/km)/(Wh/km).

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4.1.1.5. In the case that phase-specific CO 2 mass emission correction coefficients have been determined, the phasespecific CO 2 mass emission shall be calculated using the following equation:

M CO2 _;_ CS _;_ p ¼ M CO2 _;_ CS _;_ nb _;_ p Ä K CO2 _;_ p Ü EC DC _;_ CS _;_ p

where:

M CO2,CS,p is the charge-sustaining CO 2 mass emission of phase p of the charge-sustaining Type 1 test
according to Table A8/5, step no. 3, g/km;

M CO2,CS,nb,p is the non-balanced CO 2 mass emission of phase p of the charge-sustaining Type 1 test, not
corrected for the energy balance, determined according to Table A8/5, step no. 2, g/km;

EC DC,CS,p is the electric energy consumption of phase p of the charge-sustaining Type 1 test, determined
according to paragraph 4.3. of this Sub-Annex, Wh/km;

K CO2,p is the CO 2 mass emission correction coefficient according to paragraph 2.3.2.2. of Appendix 2
to this Sub-Annex, (g/km)/(Wh/km);

p is the index of the individual phase within the applicable WLTP test cycle.

4.1.2. Utility factor-weighted charge-depleting CO 2 mass emission for OVC-HEVs

The utility factor-weighted charge-depleting CO 2 mass emission M CO2,CD shall be calculated using the
following equation:

M CO2 _;_ CD ¼

k
P j¼1 ðUF j Ü M CO2 _;_ CD _;_ j Þ

k
~~P~~ j¼1 [UF] [ j]

where:

M CO2,CD is the utility factor-weighted charge-depleting CO 2 mass emission, g/km;

M CO2,CD,j is the CO 2 mass emission determined according to paragraph 3.2.1. of Sub-Annex 7 of phase j of
the charge-depleting Type 1 test, g/km;

UF j is the utility factor of phase j according to Appendix 5 of this Sub-Annex;

j is the index number of the phase considered;

k is the number of phases driven up to the end of the transition cycle according to paragraph
3.2.4.4. of this Sub-Annex.

In the case that the interpolation approach is applied, k shall be the number of phases driven up to the end
of the transition cycle of vehicle L n veh_L .

If the transition cycle number driven by vehicle H, n veh H, and, if applicable, an individual vehicle within the
vehicle interpolation family, n veh ind, is lower than the transition cycle number driven by vehicle L, n veh_L, the
confirmation cycle of vehicle H and, if applicable, an individual vehicle shall be included in the calculation.
The CO 2 mass emission of each phase of the confirmation cycle shall then be corrected to an electric energy
consumption of zero EC DC,CD,j = 0 by using the CO 2 correction coefficient according to Appendix 2 of this
Sub-Annex.

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4.1.3. Utility factor-weighted mass emissions of gaseous compounds, particulate matter emission and particle
number emission for OVC-HEVs.

4.1.3.1. The utility factor-weighted mass emission of gaseous compounds shall be calculated using the following
equation:

k
M i _;_ weighted ¼ X

k k
XðUF j Ü M i _;_ CD _;_ j Þ þ ð1 Ä X

j¼1 j¼1

UF j Þ Ü M i _;_ CS
j¼1

where:

M i,weighted is the utility factor-weighted mass emission compound i, g/km;

i is the index of the considered gaseous emission compound;

UF j is the utility factor of phase j according to Appendix 5 of this Sub-Annex;

M i,CD,j is the mass emission of the gaseous emission compound i determined according to paragraph
3.2.1. of Sub-Annex 7 of phase j of the charge-depleting Type 1 test, g/km;

M i,CS is the charge-sustaining mass emission of gaseous emission compound i for the charge-sustaining
Type 1 test according to Table A8/5, step no. 7, g/km;

j is the index number of the phase considered;

k is the number of phases driven until the end of the transition cycle according to paragraph
3.2.4.4. of this Sub-Annex.

In the case that the interpolation approach is applied, k shall be the number of phases driven up to the end
of the transition cycle of vehicle L n veh_L .

If the transition cycle number driven by vehicle H, n veh H, and, if applicable, an individual vehicle within the
vehicle interpolation family, n veh ind, is lower than the transition cycle number driven by vehicle L, n veh_L, the
confirmation cycle of vehicle H and, if applicable, an individual vehicle shall be included in the calculation.
The CO 2 mass emission of each phase of the confirmation cycle shall then be corrected to an electric energy
consumption of zero EC DC _;_ CD _;_ j ¼ 0 by using the CO 2 correction coefficient according to Appendix 2 of this
Sub-Annex.

4.1.3.2. The utility factor-weighted particle number emission shall be calculated using the following equation:

k
PN weighted ¼ X

k k
XðUF j Ü PN CD _;_ j Þ þ ð1 Ä X

j¼1 j¼1

UF j Þ Ü PN CS
j¼1

where:

PN weighted is the utility factor-weighted particle number emission, particles per kilometre;

UF j is the utility factor of phase j according to Appendix 5 of this Sub-Annex;

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PN CD,j is the particle number emission during phase j determined according to paragraph 4. of SubAnnex 7 for the charge-depleting Type 1 test, particles per kilometre;

PN CS is the particle number emission determined according to paragraph 4.1.1. of this Sub-Annex for
the charge-sustaining Type 1 test, particles per kilometre;

j is the index number of the phase considered;

k is the number of phases driven until the end of transition cycle n according to paragraph 3.2.4.4.
of this Sub-Annex.

4.1.3.3. The utility factor-weighted particulate matter emission shall be calculated using the following equation:

n c
PM weighted ¼ X

n c n c
XðUF c Ü PM CD _;_ c Þ þ ð1 Ä X

c¼1 c¼1

X UF c Þ Ü PM CS

c¼1

where:

PM weighted is the utility factor-weighted particulate matter emission, mg/km;

UF c is the utility factor of cycle c according to Appendix 5 of this Sub-Annex;

PM CD,c is the charge-depleting particulate matter emission during cycle c determined according to
paragraph 3.3. of Sub-Annex 7 for the charge-depleting Type 1 test, mg/km;

PM CS is the particulate matter emission of the charge-sustaining Type 1 test according to paragraph
4.1.1. of this Sub-Annex, mg/km;

c is the index number of the cycle considered;

n c is the number of applicable WLTP test cycles driven until the end of the transition cycle n
according to paragraph 3.2.4.4. of this Sub-Annex.

4.2. Calculation of fuel consumption

4.2.1. Charge-sustaining fuel consumption for OVC-HEVs, NOVC-HEVs and NOVC-FCHVs

4.2.1.1. The charge-sustaining fuel consumption for OVC-HEVs and NOVC-HEVs shall be calculated stepwise
according to Table A8/6.

_Table A8/6_

**Calculation of final charge-sustaining fuel consumption for OVC-HEVs, NOVC-HEVs**

|Source|Input|Process|Output|Step no.|
|---|---|---|---|---|
|Output from step<br>no. 6 and 7 of<br>Table A8/5 of this<br>Sub-Annex.|M i,CS,c,6 , g/km;<br>M CO2,CS,c,7 , g/km;<br>M CO2,CS,p,7 , g/km;|Calculation of fuel<br>consumption<br>according to<br>paragraph 6. of<br>Sub-Annex 7.|FC CS,c,1 , l/100 km;<br>FC CS,p,1 , l/100 km;|1 <br>‘FC CS results of a<br>Type 1 test for a<br>test vehicle’|

7.7.2017 EN Official Journal of the European Union L 175/591

|Source|Input|Process|Output|Step no.|
|---|---|---|---|---|
|||The calculation of<br>fuel consumption<br>shall be performed<br>separately for the<br>applicable cycle<br>and its phases.<br>For that purpose:<br>(a) the<br>applicable<br>phase or cycle<br>CO 2 values<br>shall be used;<br>(b) the criteria<br>emission over<br>the complete<br>cycle shall be<br>used.|||
|Step no. 1 of this<br>Table.|For each of the test<br>vehicles H and L:<br>FC CS,c,1, l/100 km;<br>FC CS,p,1, l/100 km;|For FC the values<br>derived in step no.<br>1 of this Table<br>shall be used.<br>FC values shall be<br>rounded to three<br>decimal places.|FC CS,c,H, l/100 km;<br>FC CS,p,H, l/100 km;<br>and if a vehicle L<br>was tested:<br>FC CS,c,L, l/100 km;<br>FC CS,p,L, l/100 km;|2 <br>‘interpolation family<br>result’<br>final criteria<br>emission result|
|Step no. 2 of this<br>Table.|FC CS,c,H, l/100 km;<br>FC CS,p,H, l/100 km;<br>and if a vehicle L<br>was tested:<br>FC CS,c,L, l/100 km;<br>FC CS,p,L, l/100 km;|Fuel consumption<br>calculation<br>according to<br>paragraph 4.5.5.1.<br>of this Sub-Annex<br>for individual<br>vehicles in an<br>interpolation<br>family.<br>FC values shall be<br>rounded according<br>to Table A8/2.|FC CS,c,ind, l/100<br>km;<br>FC CS,p,ind, l/100<br>km;|3 <br>‘result of an indi­<br>vidual vehicle’<br>final FC result|

4.2.1.2. Charge-sustaining fuel consumption for NOVC-FCHVs

4.2.1.2.1. Stepwise prescription for calculating the final test fuel consumption results of the charge-sustaining Type 1
test for NOVC-FCHVs

The results shall be calculated in the order described in the Tables A8/7. All applicable results in the column
‘Output’ shall be recorded. The column ‘Process’ describes the paragraphs to be used for calculation or
contains additional calculations.

For the purpose of this table, the following nomenclature within the equations and results is used:

c: complete applicable test cycle;

p: every applicable cycle phase;

CS: charge-sustaining

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_Table A8/7_

**Calculation of final charge-sustaining fuel consumption for NOVC-FCHVs**

|Source|Input|Process|Output|Step no.|
|---|---|---|---|---|
|Appendix 7 of this<br>Sub-Annex.|Non-balanced<br>charge-sustaining<br>fuel consumption<br>FC CS,nb,kg/100 km|Charge-sustaining<br>fuel consumption<br>according to<br>paragraph 2.2.6. of<br>Appendix 7. to<br>this Sub-Annex|FC CS,c,1, kg/100<br>km;|1|
|Output from step<br>no. 1 of this Table.|FC CS,c,1, kg/100<br>km;|REESS electric<br>energy change<br>correction<br>Sub-Annex 8,<br>paragraphs<br>4.2.1.2.2. to<br>4.2.1.2.3. inclusive<br>of this Sub-Annex|FC CS,c,2, kg/100<br>km;|2|
|Output from step<br>no. 2 of this Table.|FC CS,c,2, kg/100<br>km;|ATCT correction<br>according to<br>paragraph 3.8.2. of<br>Sub-Annex 6a.<br>Deterioration<br>factors calculated<br>according to<br>Annex VII.|FC CS,c,3, kg/100<br>km;|3 <br>‘result of a single<br>test’|
|Output from step<br>no. 3 of this Table.|For every test:<br>FC CS,c,3, kg/100<br>km;|Averaging of tests<br>and declared value<br>according to para­<br>graphs 1.1.2. to<br>1.1.2.3. inclusive<br>of Sub-Annex 6.|FC CS,c,4, kg/100<br>km;|4|
|Output from step<br>no. 4 of this Table.|FC CS,c,4, kg/100<br>km;<br>FC CS,c,declared,<br>kg/100 km|Alignment of<br>phase values.<br>Sub-Annex 6,<br>paragraph 1.1.2.4.<br>And: <br>FC CS_;_c5 ¼ <br>FC CS_;_c_;_declared|FC CS,c,5, kg/100<br>km;|5 <br>‘FC CS results of a<br>Type 1 test for a<br>test vehicle’|

4.2.1.2.2. In the case that the correction according to paragraph 1.1.4. of Appendix 2 to this Sub-Annex was not
applied, the following charge-sustaining fuel consumption shall be used:

FC CS ¼ FC CS _;_ nb

where:

FC CS is the charge-sustaining fuel consumption of the charge-sustaining Type 1 test according to Table
A8/7, step no. 2, kg/100 km;

FC CS,nb is the non-balanced charge-sustaining fuel consumption of the charge-sustaining Type 1 test, not
corrected for the energy balance, according to Table A8/7, step no. 1, kg/100 km.

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4.2.1.2.3. If the correction of the fuel consumption is required according to paragraph 1.1.3. of Appendix 2 to this
Sub-Annex or in the case that the correction according to paragraph 1.1.4. of Appendix 2 to this Sub-Annex
was applied, the fuel consumption correction coefficient shall be determined according to paragraph 2. of
Appendix 2 to this Sub-Annex. The corrected charge-sustaining fuel consumption shall be determined using
the following equation:

FC CS ¼ FC CS _;_ nb Ä K fuel _;_ FCHV Ü EC DC _;_ CS

where:

FC CS is the charge-sustaining fuel consumption of the charge-sustaining Type 1 test according to Table
A8/7, step no. 2, kg/100 km;

FC CS,nb is the non-balanced fuel consumption of the charge-sustaining Type 1 test, not corrected for the
energy balance, according to Table A8/7, step no. 1, kg/100 km;

EC DC,CS is the electric energy consumption of the charge-sustaining Type 1 test according to paragraph
4.3. of this Sub-Annex, Wh/km;

K fuel,FCHV is the fuel consumption correction coefficient according to paragraph 2.3.1. of Appendix 2 to this
Sub-Annex, (kg/100 km)/(Wh/km).

4.2.2. Utility factor-weighted charge-depleting fuel consumption for OVC-HEVs

The utility factor-weighted charge-depleting fuel consumption FC CD shall be calculated using the following
equation:

FC CD ¼

k
P j¼1 ðUF j Ü FC CD _;_ j Þ

k
~~P~~ j¼1 [UF] [ j]

where:

FC CD is the utility factor weighted charge-depleting fuel consumption, l/100 km;

FC CD,j is the fuel consumption for phase j of the charge-depleting Type 1 test, determined according to
paragraph 6. of Sub-Annex 7, l/100 km;

UF j is the utility factor of phase j according to Appendix 5 of this Sub-Annex;

j is the index number of the phase considered;

k is the number of phases driven up to the end of the transition cycle according to paragraph 3.2.4.4
of this Sub-Annex.

In the case that the interpolation approach is applied, k shall be the number of phases driven up to the end
of the transition cycle of vehicle L n veh_L .

If the transition cycle number driven by vehicle H, n veh H, and, if applicable, an individual vehicle within the
vehicle interpolation family, n veh ind, is lower than the transition cycle number driven by vehicle L n veh_L the
confirmation cycle of vehicle H and, if applicable, an individual vehicle shall be included in the calculation.
The fuel consumption of each phase of the confirmation cycle shall then be corrected to an electric energy
consumption of zero, EC DC _;_ CD _;_ j ¼ 0, by using the fuel consumption correction coefficient according to
Appendix 2 of this Sub-Annex.

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4.2.3. Utility factor-weighted fuel consumption for OVC-HEVs

The utility factor-weighted fuel consumption from the charge-depleting and charge-sustaining Type 1 test
shall be calculated using the following equation:

k
FC weighted ¼ X

k k
XðUF j Ü FC CD _;_ j Þ þ ð1 Ä X

j¼1 j¼1

UF j Þ Ü FC CS
j¼1

where:

FC weighted is the utility factor-weighted fuel consumption, l/100 km;

UF j is the utility factor of phase j according to Appendix 5 of this Sub-Annex;

FC CD,j is the fuel consumption of phase j of the charge-depleting Type 1 test, determined according to
paragraph 6. of Sub-Annex 7, l/100 km;

FC CS is the fuel consumption determined according to Table A8/6, step no. 1, l/100 km;

j is the index number of the phase considered;

k is the number of phases driven up to the end of the transition cycle according to paragraph
3.2.4.4. of this Sub-Annex.

In the case that the interpolation approach is applied, k shall be the number of phases driven up to the end
of the transition cycle of vehicle L n veh_L .

If the transition cycle number driven by vehicle H, n veh H, and, if applicable, an individual vehicle within the
vehicle interpolation family, n veh ind, is lower than the transition cycle number driven by vehicle L, n veh_L, the
confirmation cycle of vehicle H and, if applicable, an individual vehicle shall be included in the calculation.
The fuel consumption of each phase of the confirmation cycle shall then be corrected to an electric energy
consumption of zero EC DC _;_ CD _;_ j ¼ 0 by using the fuel consumption correction coefficient according to
Appendix 2 of this Sub-Annex.

4.3. Calculation of electric energy consumption

For the determination of the electric energy consumption based on the current and voltage determined
according to Appendix 3 of this Sub-Annex, the following equations shall be used:

EC DC _;_ j ¼ [ΔE] [ REESS] d j _[;]_ [j]

where:

EC DC,j is the electric energy consumption over the considered period j based on the REESS depletion,
Wh/km;

ΔE REESS,j is the electric energy change of all REESSs during the considered period j, Wh;

d j is the distance driven in the considered period j, km;

and

n
ΔE REESS _;_ j ¼ X ΔE REESS _;_ j _;_ i

j¼1

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where:

ΔE REESS,j,i : is the electric energy change of REESS i during the considered period j, Wh;

and

1 t end
ΔE REESS _;_ j _;_ i ¼ 3600 [Ü] Z t 0 UðtÞ REESS _;_ j _;_ i Ü IðtÞ j _;_ i dt

where:

U(t) REESS,j,i is the voltage of REESS i during the considered period j determined according to Appendix 3 to
this Sub-Annex, V;

t 0 is the time at the beginning of the considered period j, s;

t end is the time at the end of the considered period j, s;

I(t) j,i is the electric current of REESS i during the considered period j determined according to
Appendix 3 to this Sub-Annex, A;

i is the index number of the considered REESS;

n is the total number of REESS;

j is the index for the considered period, where a period can be any combination of phases or
cycles;

1 is the conversion factor from Ws to Wh.
3600

4.3.1. Utility factor-weighted charge-depleting electric energy consumption based on the recharged electric energy
from the mains for OVC-HEVs

The utility factor-weighted charge-depleting electric energy consumption based on the recharged electric
energy from the mains shall be calculated using the following equation:

EC AC _;_ CD ¼

k
P j¼1 ðUF j Ü EC AC _;_ CD _;_ j Þ

k
~~P~~ j¼1 [UF] [ j]

where:

EC AC,CD is the utility factor-weighted charge-depleting electric energy consumption based on the recharged
electric energy from the mains, Wh/km;

UF j is the utility factor of phase j according to Appendix 5 to this Sub-Annex;

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EC AC,CD,j is the electric energy consumption based on the recharged electric energy from the mains of phase
j, Wh/km;

and

E AC
EC AC _;_ CD _;_ j ¼ EC CD _;_ CD _;_ j Ü k
~~P~~ j¼1 [ΔE] [ REESS] _[;]_ [j]

where:

EC DC,CD,j is the electric energy consumption based on the REESS depletion of phase j of the chargedepleting Test 1 according to paragraph 4.3. of this Sub-Annex, Wh/km;

E AC is the recharged electric energy from the mains determined according to paragraph 3.2.4.6. of this
Sub-Annex, Wh;

ΔE REESS,j is the electric energy change of all REESSs of phase j according to paragraph 4.3. of this SubAnnex, Wh;

j is the index number of the phase considered;

k is the number of phases driven up to the end of the transition cycle of vehicle L,n veh_L, according
to paragraph 3.2.4.4. of this Sub-Annex.

4.3.2. Utility factor-weighted electric energy consumption based on the recharged electric energy from the mains
for OVC-HEVs

The utility factor-weighted electric energy consumption based on the recharged electric energy from the
mains shall be calculated using the following equation:

k
EC AC _;_ weighted ¼ XðUF j Ü EC AC _;_ CD _;_ j Þ

j¼1

where:

EC AC,weighted is the utility factor-weighted electric energy consumption based on the recharged electric
energy from the mains, Wh/km;

UF j is the utility factor of phase j according to Appendix 5 of this Sub-Annex;

EC AC,CD,j is the electric energy consumption based on the recharged electric energy from the mains of
phase j according to paragraph 4.3.1. of this Sub-Annex, Wh/km;

j is the index number of the phase considered;

k is the number of phases driven up to the end of the transition cycle of vehicle L n veh_L
according to paragraph 3.2.4.4. of this Sub-Annex.

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4.3.3. Electric energy consumption for OVC-HEVs

4.3.3.1. Determination of cycle-specific electric energy consumption

The electric energy consumption based on the recharged electric energy from the mains and the equivalent
all-electric range shall be calculated using the following equation:

EC ¼ [E] [ AC]
EAER

where:

EC is the electric energy consumption of the applicable WLTP test cycle based on the recharged electric
energy from the mains and the equivalent all-electric range, Wh/km;

E AC is the recharged electric energy from the mains according to paragraph 3.2.4.6. of this Sub-Annex,
Wh;

EAER is the equivalent all-electric range according to paragraph 4.4.4.1. of this Sub-Annex, km.

4.3.3.2. Determination of phase-specific electric energy consumption

The phase-specific electric energy consumption based on the recharged electric energy from the mains and
the phase-specific equivalent all-electric range shall be calculated using the following equation:

EC p ¼ EAER [E] [ AC]
p

where:

EC P : is the phase-specific electric energy consumption based on the recharged electric energy from the
mains and the equivalent all-electric range, Wh/km;

E AC : is the recharged electric energy from the mains according to paragraph 3.2.4.6. of this Sub-Annex,
Wh;

EAER P : is the phase-specific equivalent all-electric range according to paragraph 4.4.4.2. of this Sub-Annex,
km.

4.3.4. Electric energy consumption of PEVs

4.3.4.1. The electric energy consumption determined in this paragraph shall be calculated only if the vehicle was able
to follow the applicable test cycle within the speed trace tolerances according to paragraph 1.2.6.6. of SubAnnex 6 during the entire considered period.

4.3.4.2. Electric energy consumption determination of the applicable WLTP test cycle

The electric energy consumption of the applicable WLTP test cycle based on the recharged electric energy
from the mains and the pure electric range shall be calculated using the following equation:

E AC
EC WLTC ¼
PER WLTC

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where:

EC WLTC is the electric energy consumption of the applicable WLTP test cycle based on the recharged
electric energy from the mains and the pure electric range for the applicable WLTP test cycle,
Wh/km;

E AC is the recharged electric energy from the mains according to paragraph 3.4.4.3. of this Sub-Annex,
Wh;

PER WLTC is the pure electric range for the applicable WLTP test cycle as calculated according to paragraph
4.4.2.1.1. or paragraph 4.4.2.2.1. of this Sub-Annex, depending on the PEV test procedure that
must be used, km.

4.3.4.3. Electric energy consumption determination of the applicable WLTP city test cycle

The electric energy consumption of the applicable WLTP city test cycle based on the recharged electric
energy from the mains and the pure electric range for the applicable WLTP city test cycle shall be calculated
using the following equation:

EC city ¼ [E] [ AC]
PER
city

where:

EC city is the electric energy consumption of the applicable WLTP city test cycle based on the recharged
electric energy from the mains and the pure electric range for the applicable WLTP city test cycle,
Wh/km;

E AC is the recharged electric energy from the mains according to paragraph 3.4.4.3. of this Sub-Annex,
Wh;

PER city is the pure electric range for the applicable WLTP city test cycle as calculated according to paragraph
4.4.2.1.2. or paragraph 4.4.2.2.2. of this Sub-Annex, depending on the PEV test procedure that must
be used, km.

4.3.4.4. Electric energy consumption determination of the phase-specific values

The electric energy consumption of each individual phase based on the recharged electric energy from the
mains and the phase-specific pure electric range shall be calculated using the following equation:

EC p ¼ PER [E] [ AC]
p

where:

EC p is the electric energy consumption of each individual phase p based on the recharged electric energy
from the mains and the phase-specific pure electric range, Wh/km

E AC is the recharged electric energy from the mains according to paragraph 3.4.4.3. of this Sub-Annex,
Wh;

PER p is the phase-specific pure electric range as calculated according to paragraph 4.4.2.1.3. or paragraph
4.4.2.2.3. of this Sub-Annex, depending on the PEV test procedure used, km.

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4.4. Calculation of electric ranges

4.4.1. All-electric ranges AER and AER city for OVC-HEVs

4.4.1.1. All-electric range AER

The all-electric range AER for OVC-HEVs shall be determined from the charge-depleting Type 1 test
described in paragraph 3.2.4.3. of this Sub-Annex as part of the Option 1 test sequence and is referenced
in paragraph 3.2.6.1. of this Sub-Annex as part of the Option 3 test sequence by driving the applicable
WLTP test cycle according to paragraph 1.4.2.1. of this Sub-Annex. The AER is defined as the distance
driven from the beginning of the charge-depleting Type 1 test to the point in time where the combustion
engine starts consuming fuel.

4.4.1.2. All-electric range city AER city

4.4.1.2.1. The all-electric range city AER city for OVC-HEVs shall be determined from the charge-depleting Type 1 test
described in paragraph 3.2.4.3. of this Sub-Annex as part of the Option 1 test sequence and is referenced in
paragraph 3.2.6.1. of this Sub-Annex as part of the Option 3 test sequence by driving the applicable WLTP
city test cycle according to paragraph 1.4.2.2. of this Sub-Annex. The AER city is defined as the distance
driven from the beginning of the charge-depleting Type 1 test to the point in time where the combustion
engine starts consuming fuel.

4.4.1.2.2. As an alternative to paragraph 4.4.1.2.1. of this Sub-Annex, the all-electric range city AER city may be
determined from the charge-depleting Type 1 test described in paragraph 3.2.4.3. of this Sub-Annex by
driving the applicable WLTP test cycles according to paragraph 1.4.2.1. of this Sub-Annex. In that case, the
charge-depleting Type 1 test by driving the applicable WLTP city test cycle shall be omitted and the allelectric range city AER city shall be calculated using the following equation:

AER city ¼ [UBE] [ cit][y]
EC DC _;_ city

where:

UBE city is the usable REESS energy determined from the beginning of the charge-depleting Type 1 test
described in paragraph 3.2.4.3. of this Sub-Annex by driving applicable WLTP test cycles until the
point in time where the combustion engine starts consuming fuel, Wh;

EC DC,city is the weighted electric energy consumption of the pure electrically driven applicable WLTP city
test cycles of the charge-depleting Type 1 test described in paragraph 3.2.4.3. of this Sub-Annex by
driving applicable WLTP test cycle(s), Wh/km;

and

UBE city ¼ X k j¼1 [ΔE] [ REESS] _[;]_ [j]

where:

ΔE REESS,j is the electric energy change of all REESSs during phase j, Wh;

j is the index number of the phase considered;

K is the number of the phases driven from the beginning of the test up to and excluding the phase
where the combustion engine starts consuming fuel;

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and

EC DC _;_ city ¼ X nj¼ city 1 _;_ pe [EC] [ DC] _[;]_ [city] _[;]_ [j] [ Ü][ K] [ city] _[;]_ [j]

where:

EC DC,city,j is the electric energy consumption for the jth pure electrically driven WLTP city test cycle of the
charge-depleting Type 1 test according to paragraph 3.2.4.3. of this Sub-Annex by driving
applicable WLTP test cycles, Wh/km;

K city,j is the weighting factor for the jth pure electrically driven applicable WLTP city test cycle of the
charge-depleting Type 1 test according to paragraph 3.2.4.3. of this Sub-Annex by driving
applicable WLTP test cycles;

j is the index number of the pure electrically driven applicable WLTP city test cycle considered;

n city,pe is the number of pure electrically driven applicable WLTP city test cycles;

and

K city _;_ 1 ¼ [ΔE] [ REESS] _[;]_ [cit][y] _[;]_ [1]
UBE
city

where:

ΔE REESS,city,1 is the electric energy change of all REESSs during the first applicable WLTP city test cycle of the
charge-depleting Type 1 test, Wh;

and

K city _;_ j ¼ [1][ Ä][ K] [ cit][y] _[;]_ [1]
n city _;_ pe Ä 1 [for j][ ¼][ 2 to n] [ city] _[;]_ [pe ·]

4.4.2. Pure electric range for PEVs

The ranges determined in this paragraph shall only be calculated if the vehicle was able to follow the
applicable WLTP test cycle within the speed trace tolerances according to paragraph 1.2.6.6. of Sub-Annex 6
during the entire considered period.

4.4.2.1. Determination of the pure electric ranges when the shortened Type 1 test procedure is applied

4.4.2.1.1. The pure -electric range for the applicable WLTP test cycle PER WLTC for PEVs shall be calculated from the
shortened Type 1 test as described in paragraph 3.4.4.2. of this Sub-Annex using the following equations:

PER WLTC ¼ [UBE] [ STP]
EC DC _;_ WLTC

where:

UBE STP is the usable REESS energy determined from the beginning of the shortened Type 1 test
procedure until the break-off criterion as defined in paragraph 3.4.4.2.3. of this Sub-Annex is
reached, Wh;

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EC DC,WLTC is the weighted electric energy consumption for the applicable WLTP test cycle of DS 1 and DS 2
of the shortened Type 1 test procedure Type 1 test, Wh/km;

and

UBE STP ¼ ΔE REESS _;_ DS 1 þ ΔE REESS _;_ DS 2 þ ΔE REESS _;_ CSS M þ ΔE REESS _;_ CCS E

where:

ΔE REESS _;_ DS 1 Wh;is the electric energy change of all REESSs during DS 1 of the shortened Type 1 test procedure,

ΔE REESS _;_ DS 2 Wh;is the electric energy change of all REESSs during DS 2 of the shortened Type 1 test procedure,

ΔE REESS _;_ CSS M is the electric energy change of all REESSs during CSSWh; M of the shortened Type 1 test procedure,

ΔE REESS _;_ CSS E is the electric energy change of all REESSs during CSSWh; E of the shortened Type 1 test procedure,

and

EC DC _;_ WLTC ¼ X 2 j¼1 [EC] [ DC] _[;]_ [WLTC] _[;]_ [j] [ Ü][ K] [ WLTC] _[;]_ [j]

where:

EC DC,WLTC,j is the electric energy consumption for the applicable WLTP test cycle DS j of the shortened Type
1 test procedure according to paragraph 4.3. of this Sub-Annex, Wh/km;

k WLTC,j is the weighting factor for the applicable WLTP test cycle of DS j of the shortened Type 1 test
procedure;

and

K WLTC _;_ 1 ¼ [ΔE] [ REESS] UBE _[;]_ [WLTC] STP _[;]_ [1] and K WLTC _;_ 2 ¼ 1 Ä K WLTC _;_ 1

where:

K WLTC,j is the weighting factor for the applicable WLTP test cycle of DS j of the shortened Type 1 test
procedure;

ΔE REESS,WLTC,1 is the electric energy change of all REESSs during the applicable WLTP test cycle from DS 1 of
the shortened Type 1 test procedure, Wh;

4.4.2.1.2. The pure electric range for the applicable WLTP city test cycle PER city for PEVs shall be calculated from the
shortened Type 1 test procedure as described in paragraph 3.4.4.2. of this Sub-Annex using the following
equations:

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PER city ¼ [UBE] [ STP]
EC DC _;_ city

where:

UBE STP is the usable REESS energy according to paragraph 4.4.2.1.1. of this Sub-Annex, Wh;

EC DC,city is the weighted electric energy consumption for the applicable WLTP city test cycle of DS 1 and DS 2
of the shortened Type 1 test procedure, Wh/km;

and

EC DC _;_ city ¼ X 4 j¼1 [EC] [ DC] _[;]_ [city] _[;]_ [j] [ Ü][ K] [ city] _[;]_ [j]

where:

EC DC,city,j is the electric energy consumption for the applicable WLTP city test cycle where the first
applicable WLTP city test cycle of DS 1 is indicated as j = 1, the second applicable WLTP city
test cycle of DS 1 is indicated as j = 2, the first applicable WLTP city test cycle of DS 2 is indicated
as j = 3 and the second applicable WLTP city test cycle of DS 2 is indicated as j = 4 of the
shortened Type 1 test procedure according to paragraph 4.3. of this Sub-Annex, Wh/km;

K city,j is the weighting factor for the applicable WLTP city test cycle where the first applicable WLTP
city test cycle of DS 1 is indicated as j = 1, the second applicable WLTP city test cycle of DS 1 is
indicated as j = 2, the first applicable WLTP city test cycle of DS 2 is indicated as j = 3 and the
second applicable WLTP city test cycle of DS 2 is indicated as j = 4,

and

K city _;_ 1 ¼ [ΔE] [ REESS] _[;]_ [cit][y] _[;]_ [1] and K city _;_ j ¼ [1][ Ä][ K] [ cit][y] _[;]_ [1] for j ¼ 2 _:::_ 4
UBE STP 3

where:

ΔE REESS,city,1 is the energy change of all REESSs during the first applicable WLTP city test cycle of DS 1 of the
shortened Type 1 test procedure, Wh;

4.4.2.1.3. The phase-specific pure electric-range PER p for PEVs shall be calculated from the Type 1 test as described in
paragraph 3.4.4.2. of this Sub-Annex by using the following equations:

PER p ¼ [UBE] EC DC [ STP] _;_ p

where:

UBE UBE is the usable REESS energy according to paragraph 4.4.2.1.1. of this Sub-Annex, Wh;

EC DC,p is the weighted electric energy consumption for each individual phase of DS 1 and DS 2 of the
shortened Type 1 test procedure, Wh/km;

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In the case that phase p = low and phase p = medium, the following equations shall be used:

EC DC _;_ p ¼ X 4 j¼1 [EC] [ DC] _[;]_ [p] _[;]_ [j] [ Ü][ K] [ p] _[;]_ [j]

where:

EC DC,p,j is the electric energy consumption for phase p where the first phase p of DS 1 is indicated as j = 1,
the second phase p of DS 1 is indicated as j = 2, the first phase p of DS 2 is indicated as j = 3 and
the second phase p of DS 2 is indicated as j = 4 of the shortened Type 1 test procedure according to
paragraph 4.3. of this Sub-Annex, Wh/km;

K p,j is the weighting factor for phase p where the first phase p of DS 1 is indicated as j = 1, the second
phase p of DS 1 is indicated as j = 2, the first phase p of DS 2 is indicated as j = 3, and the second
phase p of DS 2 is indicated as j = 4 of the shortened Type 1 test procedure;

and

[p] _[;]_ [1]
K p _;_ 1 ¼ [ΔE] [ REESS] _[;]_ [p] _[;]_ [1] and K p _;_ j ¼ [1][ Ä][ K] for j ¼ 2 _:::_ 4
UBE STP 3

where:

ΔE REESS,p,1 : is the energy change of all REESSs during the first phase p of DS 1 of the shortened Type 1 test
procedure, Wh.

In the case that phase p = high and phase p = extraHigh, the following equations shall be used:

EC DC _;_ p ¼ X 2 j¼1 [EC] [ DC] _[;]_ [p] _[;]_ [j] [ Ü][ K] [ p] _[;]_ [j]

where:

EC DC,p,j is the electric energy consumption for phase p of DS j of the shortened Type 1 test procedure
according to paragraph 4.3. of this Sub-Annex, Wh/km;

k p,j is the weighting factor for phase p of DS j of the shortened Type 1 test procedure

and

K p _;_ 1 ¼ [ΔE] UBE [ REESS] STP _[;]_ [p] _[;]_ [1] and K p _;_ 2 ¼ 1 Ä K p _;_ 1

where:

ΔE REESS,p,1 is the electric energy change of all REESSs during the first phase p of DS 1 of the shortened Type
1 test procedure, Wh.

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4.4.2.2. Determination of the pure electric ranges when the consecutive cycle Type 1 test procedure is applied

4.4.2.2.1. The pure electric range for the applicable WLTP test cycle PER WLTP for PEVs shall be calculated from the
Type 1 test as described in paragraph 3.4.4.1. of this Sub-Annex using the following equations:

PER WLTC ¼ [UBE] [ CCP]
EC DC _;_ WLTC

where:

UBE CCP is the usable REESS energy determined from the beginning of the consecutive cycle Type 1 test
procedure until the break-off criterion according to paragraph 3.4.4.1.3. of this Sub-Annex is
reached, Wh;

EC DC,WLTC is the electric energy consumption for the applicable WLTP test cycle determined from
completely driven applicable WLTP test cycles of the consecutive cycle Type 1 test procedure,
Wh/km;

and

UBE CCP ¼ X k j¼1 [ΔE] [ REESS] _[;]_ [j]

where:

ΔE REESS,j is the electric energy change of all REESSs during phase j of the consecutive cycle Type 1 test
procedure, Wh;

j is the index number of the phase considered;

k is the number of phases driven from the beginning up to and including the phase where the
break-off criterion is reached;

and

EC DC _;_ WLTC ¼ X nj¼ WLTC 1 [EC] [ DC] _[;]_ [WLTC] _[;]_ [j] [ Ü][ K] [ WLTC] _[;]_ [j]

where:

EC DC,WLTC,j is the electric energy consumption for the applicable WLTP test cycle j of the consecutive cycle
Type 1 test procedure according to paragraph 4.3. of this Sub-Annex, Wh/km;

K WLTC,j is the weighting factor for the applicable WLTP test cycle j of the consecutive cycle Type 1 test
procedure;

j is the index number of the applicable WLTP test cycle;

n WLTC is the whole number of complete applicable WLTP test cycles driven;

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and

K WLTC _;_ 1 ¼ [ΔE] [ REESS] _[;]_ [WLTC] _[;]_ [1] and K WLTC _;_ j ¼ [1][ Ä][ K] [ WLTC] _[;]_ [1]
UBE CCP n WLTC Ä 1 [for j][ ¼][ 2 … n] [ WLTC]

where:

ΔE REESS,WLTC,1 is the electric energy change of all REESSs during the first applicable WLTP test cycle of the
consecutive Type 1 test cycle procedure, Wh.

4.4.2.2.2. The pure electric range for the WLTP city test cycle PER city for PEVs shall be calculated from the Type 1 test
as described in paragraph 3.4.4.1. of this Sub-Annex using the following equations:

PER city ¼ [UBE] [ CCP]
EC DC _;_ city

where:

UBE CCP is the usable REESS energy according to paragraph 4.4.2.2.1. of this Sub-Annex, Wh;

EC DC,city is the electric energy consumption for the applicable WLTP city test cycle determined from
completely driven applicable WLTP city test cycles of the consecutive cycle Type 1 test procedure,
Wh/km;

and

EC DC _;_ city ¼ X n city j¼1 [EC] [ DC] _[;]_ [city] _[;]_ [j][Ü] [ K] [ city] _[;]_ [j]

where:

EC DC,city,j is the electric energy consumption for the applicable WLTP city test cycle j of the consecutive
cycle Type 1 test procedure according to paragraph 4.3. of this Sub-Annex, Wh/km;

K city,j is the weighting factor for the applicable WLTP city test cycle j of the consecutive cycle Type 1
test procedure;

j is the index number of the applicable WLTP city test cycle;

n city is the whole number of complete applicable WLTP city test cycles driven;

and

K city _;_ 1 ¼ [ΔE] [ REESS] _[;]_ [cit][y] _[;]_ [1] and K city _;_ j ¼ [1][ Ä][ K] [ cit][y] _[;]_ [1]
UBE CCP n city Ä 1 [for j][ ¼][ 2 … n] [ city]

where:

ΔE REESS,city,1 is the electric energy change of all REESSs during the first applicable WLTP city test cycle of the
consecutive cycle Type 1 test procedure, Wh.

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4.4.2.2.3. The phase-specific pure electric-range PER p for PEVs shall be calculated from the Type 1 test as described in
paragraph 3.4.4.1. of this Sub-Annex using the following equations:

PER p ¼ [UBE] EC DC [ CCP] _;_ p

where:

UBE CCP is the usable REESS energy according to paragraph 4.4.2.2.1. of this Sub-Annex, Wh;

EC DC,p is the electric energy consumption for the considered phase p determined from completely driven
phases p of the consecutive cycle Type 1 test procedure, Wh/km;

and

EC DC _;_ p ¼ X n p j¼1 [EC] [ DC] _[;]_ [p] _[;]_ [j] [ Ü][ K] [ p] _[;]_ [j]

where:

EC DC,p,j is the jth electric energy consumption for the considered phase p of the consecutive cycle Type 1
test procedure according to paragraph 4.3. of this Sub-Annex, Wh/km;

k p,j is the jth weighting factor for the considered phase p of the consecutive cycle Type 1 test
procedure;

j is the index number of the considered phase p;

n p is the whole number of complete WLTC phases p driven;

and

[p] _[;]_ [1]
K p _;_ 1 ¼ [ΔE] [ REESS] _[;]_ [p] _[;]_ [1] and K p _;_ j ¼ [1][ Ä][ K]
UBE CCP n p Ä 1 [for j][ ¼][ 2 … n] [ p]

where:

ΔE REESS,p,1 is the electric energy change of all REESSs during the first driven phase p during the consecutive
cycle Type 1 test procedure, Wh.

4.4.3. Charge-depleting cycle range for OVC-HEVs

The charge-depleting cycle range R CDC shall be determined from the charge-depleting Type 1 test described
in paragraph 3.2.4.3. of this Sub-Annex as part of the Option 1 test sequence and is referenced in paragraph
3.2.6.1. of this Sub-Annex as part of the Option 3 test sequence. The R CDC is the distance driven from the
beginning of the charge-depleting Type 1 test to the end of the transition cycle according to paragraph
3.2.4.4 of this Sub-Annex.

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4.4.4. Equivalent all-electric range for OVC-HEVs

4.4.4.1. Determination of cycle-specific equivalent all-electric range

The cycle-specific equivalent all-electric range shall be calculated using the following equation:

M CO2 _;_ CS Ä M CO2 _;_ CD _;_ avg
EAER ¼
Í M CO2 _;_ CS

Ü R CDC
Î

where:

EAER is the cycle-specific equivalent all-electric range, km;

M CO2,CS is the charge-sustaining CO 2 mass emission according to Table A8/5, step no. 7, g/km;

M CO2,CD,avg is the arithmetic average charge-depleting CO 2 mass emission according to the equation below,
g/km;

R CDC is the charge-depleting cycle range according to paragraph 4.4.2. of this Sub-Annex, km;

and

M CO2 _;_ CD _;_ avg ¼

P k j¼1 ðM CO2 _;_ CD _;_ j Ü d j Þ

k
~~P~~ j¼1 [d] [ j]

where:

M CO2,CD,avg is the arithmetic average charge-depleting CO 2 mass emission, g/km;

M CO2,CD,j is the CO 2 mass emission determined according to paragraph 3.2.1. of Sub-Annex 7 of phase j
of the charge-depleting Type 1 test, g/km;

d _j_ is the distance driven in phase j of the charge-depleting Type 1 test, km;

j is the index number of the considered phase;

k is the number of phases driven up to the end of the transition cycle n according to paragraph
3.2.4.4 of this Sub-Annex.

4.4.4.2. Determination of the phase-specific equivalent all-electric range

The phase-specific equivalent all-electric range shall be calculated using the following equation:

EAER p ¼ Í M CO2 _;_ CS M p Ä CO2 M _;_ CS CO2 _;_ p _;_ CD _;_ avg _;_ p

Ü
Î

k
P j¼1 [ΔE] [ REESS] _[;]_ [j]
EC DC _;_ CD _;_ p

where:

EAER p is the phase-specific equivalent all-electric range for the considered phase p, km;

L 175/608 EN Official Journal of the European Union 7.7.2017

M CO2,CS,p is the phase-specific CO 2 mass emission from the charge-sustaining Type 1 test for the
considered phase p according to Table A8/5, step no. 7, g/km;

ΔE REESS,j are the electric energy changes of all REESSs during the considered phase j, Wh;

EC DC,CD,p is the electric energy consumption over the considered phase p based on the REESS depletion,
Wh/km;

j is the index number of the considered phase;

k is the number of phases driven up to the end of the transition cycle n according to paragraph
3.2.4.4 of this Sub-Annex;

and

M CO2 _;_ CD _;_ avg _;_ p ¼ P n c c¼1 ðM CO2 ~~n c~~ _;_ CD _;_ p _;_ c Ü d p _;_ c Þ
~~P~~ c¼1 [d] [ p] _[;]_ [c]

where:

M CO2,CD,avg,p is the arithmetic average charge-depleting CO 2 mass emission for the considered phase p,
g/km;

M CO2,CD,p,c is the CO 2 mass emission determined according to paragraph 3.2.1. of Sub-Annex 7 of phase
p in cycle c of the charge-depleting Type 1 test, g/km;

d p,c is the distance driven in the considered phase p of cycle c of the charge-depleting Type 1 test,
km;

c is the index number of the considered applicable WLTP test cycle;

p is the index of the individual phase within the applicable WLTP test cycle;

n c is the number of applicable WLTP test cycles driven up to the end of the transition cycle n
according to paragraph 3.2.4.4. of this Sub-Annex;

and

nc
E C DC _;_ CD _;_ P ¼ P c¼1 [EC] [ DC] ~~nc~~ _[;]_ [CD] _[;]_ [P] _[;]_ [C] [ Ü][ d] [p] _[;]_ [c]
~~P~~ c¼1 [d] [ p] _[;]_ [c]

where:

EC DC,CD,P is the electric energy consumption of the considered phase p based on the REESS depletion of
the charge-depleting Type 1 test, Wh/km;

EC DC,CD,P,C is the electric energy consumption of the considered phase p of cycle c based on the REESS
depletion of the charge-depleting Type 1 test according to paragraph 4.3. of this Sub-Annex,
Wh/km;

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d p,c is the distance driven in the considered phase p of cycle c of the charge-depleting Type 1 test,
km;

c is the index number of the considered applicable WLTP test cycle;

p is the index of the individual phase within the applicable WLTP test cycle;

n c is the number of applicable WLTP test cycles driven up to the end of the transition cycle n
according to paragraph 3.2.4.4. of this Sub-Annex.

The considered phase values shall be the low-phase, mid-phase, high-phase, extra high-phase, and the city
driving cycle.

4.4.5. Actual charge-depleting range for OVC-HEVs

The actual charge-depleting range shall be calculated using the following equation:

R CDA ¼ X nc¼Ä11 d c þ Í MM CO2 CO2 _;_ CS _;_ Ä CS Ä M M CO2 CO2 _;_ CD _;_ n _;_ avg _;_ cycle _;_ nÄ1

Ü d n
Î

where:

R CDA is the actual charge-depleting range, km;

M CO2,CS is the charge-sustaining CO 2 mass emission according to Table A8/5, step no. 7, g/km;

M CO2,n,cycle is the CO 2 mass emission of the applicable WLTP test cycle n of the charge-depleting Type
1 test, g/km;

M CO2,CD,avg,n–1 is the arithmetic average CO 2 mass emission of the charge-depleting Type 1 test from the
beginning up to and including the applicable WLTP test cycle (n-1), g/km;

d c is the distance driven in the applicable WLTP test cycle c of the charge-depleting Type 1
test, km;

d n is the distance driven in the applicable WLTP test cycle n of the charge-depleting Type 1
test, km;

c is the index number of the considered applicable WLTP test cycle;

n is the number of applicable WLTP test cycles driven including the transition cycle according
to paragraph 3.2.4.4. of this Sub-Annex;

and

P nc¼Ä11 ðM CO2 _;_ CD _;_ c Ü d c Þ
M CO2 _;_ CD _;_ avg _;_ nÄ1 ¼ nÄ1
~~P~~ c¼1 [d] [ c]

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where:

M CO2,CD,avg,n–1 is the arithmetic average CO 2 mass emission of the charge-depleting Type 1 test from the
beginning up to and including the applicable WLTP test cycle (n-1), g/km;

M CO2,CD,c is the CO 2 mass emission determined according to paragraph 3.2.1. of Sub-Annex 7 of the
applicable WLTP test cycle c of the charge-depleting Type 1 test, g/km;

d c is the distance driven in the applicable WLTP test cycle c of the charge-depleting Type 1
test, km;

c is the index number of the considered applicable WLTP test cycle;

n is the number of applicable WLTP test cycles driven including the transition cycle according
to paragraph 3.2.4.4 of this Sub-Annex;

4.5. Interpolation of individual vehicle values

4.5.1. Interpolation range for NOVC-HEVs and OVC-HEVs

The interpolation method shall only be used if the difference in charge-sustaining CO 2 mass emission,
M CO2,CS, according to Table A8/5, step no. 8 between test vehicles L and H is between a minimum of
5 g/km and a maximum of 20 g/km or 20 per cent of the charge-sustaining CO 2 mass emission, M CO2,CS,
according to Table A8/5, step no. 8 for vehicle H, whichever value is smaller.

At the request of the manufacturer and with approval of the approval authority, the interpolation of
individual vehicle values within a family may be extended if the maximum extrapolation is not more
than 3 g/km above the charge-sustaining CO 2 mass emission of vehicle H and/or is not more than
3 g/km below the charge-sustaining CO 2 mass emission of vehicle L. This extension is valid only within
the absolute boundaries of the interpolation range specified in this paragraph.

The maximum absolute boundary of 20 g/km charge-sustaining CO 2 mass emission difference between
vehicle L and vehicle H or 20 per cent of the charge-sustaining CO 2 mass emission for vehicle H, whichever
is smaller, may be extended by 10 g/km if a vehicle M is tested. Vehicle M is a vehicle within the inter­
polation family with a cycle energy demand within ± 10 per cent of the arithmetic average of vehicles L
and H.

The linearity of charge-sustaining CO 2 mass emission for vehicle M shall be verified against the linear
interpolated charge-sustaining CO 2 mass emission between vehicle L and H.

The linearity criterion for vehicle M shall be considered fulfilled if the difference between the chargesustaining CO 2 mass emission of vehicle M derived from the measurement and the interpolated chargesustaining CO 2 mass emission between vehicle L and H is below 1 g/km. If this difference is greater, the
linearity criterion shall be considered to be fulfilled if this difference is 3 g/km or 3 per cent of the
interpolated charge-sustaining CO 2 mass emission for vehicle M, whichever is smaller.

If the linearity criterion is fulfilled, the interpolation between vehicle L and H shall be applicable for all
individual vehicles within the interpolation family.

If the linearity criterion is not fulfilled, the interpolation family shall be split into two sub-families for
vehicles with a cycle energy demand between vehicles L and M, and vehicles with a cycle energy demand
between vehicles M and H.

7.7.2017 EN Official Journal of the European Union L 175/611

For vehicles with a cycle energy demand between that of vehicles L and M, each parameter of vehicle H that
is necessary for the interpolation of individual OVC-HEV and NOVC-HEV values, shall be substituted by the
corresponding parameter of vehicle M.

For vehicles with a cycle energy demand between that of vehicles M and H, each parameter of vehicle L that
is necessary for the interpolation of individual cycle values shall be substituted by the corresponding
parameter of vehicle M.

4.5.2. Calculation of energy demand per period

The energy demand E k,p and distance driven d c,p per period p applicable for individual vehicles in the
interpolation family shall be calculated according to the procedure in paragraph 5. of Sub-Annex 7, for the
sets k of road load coefficients and masses according to paragraph 3.2.3.2.3. of Sub-Annex 7.

4.5.3. Calculation of the interpolation coefficient for individual vehicles K ind,p

The interpolation coefficient K ind,p per period shall be calculated for each considered period p using the
following equation:

K ind _;_ p ¼ [E] E [ 3] 2 _[;]_ _;_ [p] p [ Ä] Ä [ E] E [ 1] 1 _[;]_ _;_ [p] p

where:

K ind,p is the interpolation coefficient for the considered individual vehicle for period p;

E 1,p is the energy demand for the considered period for vehicle L according to paragraph 5. of Sub-Annex
7, Ws;

E 2,p is the energy demand for the considered period for vehicle H according to paragraph 5. of Sub-Annex
7, Ws;

3,p is the energy demand for the considered period for the individual vehicle according to paragraph 5. of
Sub-Annex 7, Ws;

p is the index of the individual period within the applicable test cycle.

In the case that the considered period p is the applicable WLTP test cycle, K ind,p is named K ind .

4.5.4. Interpolation of the CO 2 mass emission for individual vehicles

4.5.4.1. Individual charge-sustaining CO 2 mass emission for OVC-HEVs and NOVC-HEVs

The charge-sustaining CO 2 mass emission for an individual vehicle shall be calculated using the following
equation:

M CO2–ind _;_ CS _;_ p ¼ M CO2–L _;_ CS _;_ p þ K ind _;_ d Ü ðM CO2–H _;_ CS _;_ p Ä M CO2–L _;_ CS _;_ p Þ

where:

M CO2–ind,CS,p is the charge-sustaining CO 2 mass emission for an individual vehicle of the considered period
p according to Table A8/5, step no. 9, g/km;

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M CO2–L,CS,p is the charge-sustaining CO 2 mass emission for vehicle L of the considered period p according
to Table A8/5, step no. 8, g/km;

M CO2–H,CS,p is the charge-sustaining CO 2 mass emission for vehicle H of the considered period p according
to Table A8/5, step no. 8, g/km;

K ind,d is the interpolation coefficient for the considered individual vehicle for period p;

p is the index of the individual period within the applicable WLTP test cycle.

The considered periods shall be the low-phase, mid-phase, high-phase, extra high-phase and the applicable
WLTP test cycle.

4.5.4.2. Individual utility factor-weighted charge-depleting CO 2 mass emission for OVC-HEVs

The utility factor-weighted charge-depleting CO 2 mass emission for an individual vehicle shall be calculated
using the following equation:

M CO2–ind _;_ CD ¼ M CO2–L _;_ CD þ K ind Ü ðM CO2–H _;_ CD Ä M CO2–L _;_ CD Þ

where:

M CO2–ind,CD is the utility factor-weighted charge-depleting CO 2 mass emission for an individual vehicle,
g/km;

M CO2–L,CD is the utility factor-weighted charge-depleting CO 2 mass emission for vehicle L, g/km;

M CO2–H,CD is the utility factor-weighted charge-depleting CO 2 mass emission for vehicle H, g/km;

K ind is the interpolation coefficient for the considered individual vehicle for the applicable WLTP
test cycle.

4.5.4.3. Individual utility factor-weighted CO 2 mass emission for OVC-HEVs

The utility factor-weighted CO 2 mass emission for an individual vehicle shall be calculated using the
following equation:

M CO2–ind _;_ weighted ¼ M CO2–L _;_ weighted þ K ind Ü ðM CO2–H _;_ weighted Ä M CO2–L _;_ weighted Þ

where:

M CO2–ind,weighted is the utility factor-weighted CO 2 mass emission for an individual vehicle, g/km;

M CO2–L,weighted is the utility factor-weighted CO 2 mass emission for vehicle L, g/km;

M CO2–H,weighted is the utility factor-weighted CO 2 mass emission for vehicle H, g/km;

K ind is the interpolation coefficient for the considered individual vehicle for the applicable WLTP
test cycle.

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4.5.5. Interpolation of the fuel consumption for individual vehicles

4.5.5.1. Individual charge-sustaining fuel consumption for OVC-HEVs and NOVC-HEVs

The charge-sustaining fuel consumption for an individual vehicle shall be calculated using the following
equation:

FC ind _;_ CS _;_ p ¼ FC L _;_ CS _;_ p þ K ind _;_ p Ü ðFC H _;_ CS _;_ p Ä FC L _;_ CS _;_ p Þ

where:

FC ind,CS,p is the charge-sustaining fuel consumption for an individual vehicle of the considered period p
according to Table A8/6, step no. 3, l/100 km;

FC L,CS,p is the charge-sustaining fuel consumption for vehicle L of the considered period p according to
Table A8/6, step no. 2, l/100 km;

FC H,CS,p is the charge-sustaining fuel consumption for vehicle H of the considered period p according to
Table A8/6, step no. 2, l/100 km;

K ind,p is the interpolation coefficient for the considered individual vehicle for period p;

p is the index of the individual period within the applicable WLTP test cycle.

The considered periods shall be the low-phase, mid-phase, high-phase, extra high-phase, and the applicable
WLTP test cycle.

4.5.5.2. Individual utility factor-weighted charge depleting fuel consumption for OVC-HEVs

The utility factor-weighted charge-depleting fuel consumption for an individual vehicle shall be calculated
using the following equation:

FC ind _;_ CD ¼ FC L _;_ CD þ K ind Ü ðFC H _;_ CD Ä FC L _;_ CD Þ

where:

FC ind,CD is the utility factor-weighted charge-depleting fuel consumption for an individual vehicle, l/100
km;

FC L,CD is the utility factor-weighted charge-depleting fuel consumption for vehicle L, l/100 km;

FC H,CD is the utility factor-weighted charge-depleting fuel consumption for vehicle H, l/100 km;

K ind is the interpolation coefficient for the considered individual vehicle for the applicable WLTP test
cycle.

4.5.5.3. Individual utility factor-weighted fuel consumption for OVC-HEVs

The utility factor-weighted fuel consumption for an individual vehicle shall be calculated using the following
equation:

FC ind _;_ weighted ¼ FC L _;_ weighted þ K ind Ü ðFC H _;_ weighted Ä FC L _;_ weighted Þ

where:

FC ind,weighted is the utility factor-weighted fuel consumption for an individual vehicle, l/100 km;

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FC L,weighted is the utility factor-weighted fuel consumption for vehicle L, l/100 km;

FC H,weighted is the utility factor-weighted fuel consumption for vehicle H, l/100 km;

K ind is the interpolation coefficient for the considered individual vehicle for the applicable WLTP
test cycle.

4.5.6 Interpolation of electric energy consumption for individual vehicles

4.5.6.1. Individual utility factor-weighted charge-depleting electric energy consumption based on the recharged
electric energy from the mains for OVC-HEVs

The utility factor-weighted charge-depleting electric energy consumption based on the recharged electric
energy from for an individual vehicle shall be calculated using the following equation:

EC AC–ind _;_ CD ¼ EC AC–L _;_ CD þ K ind Ü ðEC AC–H _;_ CD Ä EC AC–L _;_ CD Þ

where:

EC AC–ind,CD is the utility factor-weighted charge-depleting electric energy consumption based on the
recharged electric energy from the mains for an individual vehicle, Wh/km;

EC AC–L,CD is the utility factor-weighted charge-depleting electric energy consumption based on the
recharged electric energy from the mains for vehicle L, Wh/km;

EC AC–H,CD is the utility factor-weighted charge-depleting electric energy consumption based on the
recharged electric energy from the mains for vehicle H, Wh/km;

K ind is the interpolation coefficient for the considered individual vehicle for the applicable WLTP test
cycle

4.5.6.2. Individual utility factor-weighted electric energy consumption based on the recharged electric energy from
the mains for OVC-HEVs

The utility factor-weighted electric energy consumption based on the recharged electric energy from the
mains for an individual vehicle shall be calculated using the following equation:

EC AC–ind _;_ weighted ¼ EC AC–L _;_ weighted þ K ind Ü ðEC AC–H _;_ weighted Ä EC AC–L _;_ weighted Þ

where:

EC AC–ind,weighted is the utility factor weighted electric energy consumption based on the recharged electric
energy from the mains for an individual vehicle, Wh/km;

EC AC–L,weighted is the utility factor weighted electric energy consumption based on the recharged electric
energy from the mains for vehicle L, Wh/km;

EC AC–H,weighted is the utility factor weighted electric energy consumption based on the recharged electric
energy from the mains for vehicle H, Wh/km;

K ind is the interpolation coefficient for the considered individual vehicle for the applicable WLTP
test cycle.

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4.5.6.3. Individual electric energy consumption for OVC-HEVs and PEVs

The electric energy consumption for an individual vehicle according to paragraph 4.3.3. of this Sub-Annex
in the case of OVC-HEVs and according to paragraph 4.3.4. of this Sub-Annex in the case of PEVs shall be
calculated using the following equation:

EC ind _;_ p ¼ EC L _;_ p þ K ind _;_ p Ü ðEC H _;_ p Ä EC L _;_ p Þ

where:

EC ind,p is the electric energy consumption for an individual vehicle for the considered period p, Wh/km;

EC L,p is the electric energy consumption for vehicle L for the considered period p, Wh/km;

EC H,p is the electric energy consumption for vehicle H for the considered period p, Wh/km;

K ind,p is the interpolation coefficient for the considered individual vehicle for period p;

p is the index of the individual period within the applicable test cycle.

The considered periods shall be the low-phase, mid-phase, high-phase, extra high-phase, the applicable WLTP
city test cycle and the applicable WLTP test cycle.

4.5.7 Interpolation of electric ranges for individual vehicles

4.5.7.1. Individual all-electric range for OVC-HEVs

If the following criterion

~~j~~ [AER] [ L] Ä [AER] [ H] j Ï 0 _;_ 1
R CDA _;_ L R CDA _;_ H

where:

AER L : is the all-electric range of vehicle L for the applicable WLTP test cycle, km;

AER H : is the all-electric range of vehicle H for the applicable WLTP test cycle, km;

R CDA,L : is the actual charge-depleting range of vehicle L, km;

R CDA,H : is the actual charge-depleting range of vehicle H, km;

is fulfilled, the all-electric range for an individual vehicle shall be calculated using the following equation:

AER ind _;_ p ¼ AER L _;_ p þ K ind _;_ p Ü ðAER H _;_ p Ä AER L _;_ p Þ

where:

AER ind,p is the all-electric range for an individual vehicle for the considered period p, km;

AER L,p is the all-electric range for vehicle L for the considered period p, km;

AER H,p is the all-electric range for vehicle H for the considered period p, km

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K ind,p is the interpolation coefficient for the considered individual vehicle for period p;

p is the index of the individual period within the applicable test cycle.

The considered periods shall be the applicable WLTP city test cycle and the applicable WLTP test cycle.

If the criterion defined in this paragraph is not fulfilled, the AER determined for vehicle H is applicable to all
vehicles within the interpolation family.

4.5.7.2. Individual pure electric range for PEVs

The pure electric range for an individual vehicle shall be calculated using the following equation:

PER ind _;_ p ¼ PER L _;_ p þ K ind _;_ p Ü ðPER H _;_ p Ä PER L _;_ p Þ

where:

PER ind,p is the pure electric range for an individual vehicle for the considered period p, km;

PER L,p is the pure electric range for vehicle L for the considered period p, km;

PER H,p is the pure electric range for vehicle H for the considered period p, km;

K ind,p is the interpolation coefficient for the considered individual vehicle for period p;

p is the index of the individual period within the applicable test cycle.

The considered periods shall be the low-phase, mid-phase, high-phase, extra high-phase, applicable WLTP
city test cycle and the applicable WLTP test cycle.

4.5.7.3. Individual equivalent all-electric range for OVC-HEVs

The equivalent all-electric range for an individual vehicle shall be calculated using the following equation:

EAER ind _;_ p ¼ EAER L _;_ p þ K ind _;_ p Ü ðEAER H _;_ p Ä EAER L _;_ p Þ

where:

EAER ind,p is the equivalent all-electric range for an individual vehicle for the considered period p, km;

EAER L,p is the equivalent all-electric range for vehicle L for the considered period p, km;

EAER H,p is the equivalent all-electric range for vehicle H for the considered period p, km;

K ind,p is the interpolation coefficient for the considered individual vehicle for period p;

p is the index of the individual period within the applicable test cycle.

The considered periods shall be the low-phase, mid-phase, high-phase, extra high-phase, applicable WLTP
city test cycle and the applicable WLTP test cycle.

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_Sub-Annex 8_

_Appendix 1_

**REESS state of charge profile**

1. Test sequences and REESS profiles: OVC-HEVs, charge-depleting and charge-sustaining test

1.1. Test sequence OVC-HEVs according to option 1:

Charge-depleting type 1 test with no subsequent charge-sustaining Type 1 test (A8.App1/1)

_Figure A8.App1/1_

**OVC-HEVs, charge-depleting Type 1 test**

1.2. Test sequence OVC-HEVs according to option 2:

Charge-sustaining Type 1 test with no subsequent charge-depleting Type 1 test (A8.App1/2)

_Figure A8.App1/2_

**OVC-HEVs, charge-sustaining Type 1 test**

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1.3. Test sequence OVC-HEVs according to option 3:

Charge-depleting Type 1 test with subsequent charge-sustaining Type 1 test (A8.App1/3)

_Figure A8.App1/3_

**OVC-HEVs, charge-depleting type 1 test with subsequent charge-sustaining Type 1 test**

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1.4. Test sequence OVC-HEVs according to option 4:

Charge-sustaining Type 1 test with subsequent charge-depleting Type 1 test

_Figure A8.App1/4_

**OVC-HEVs, charge-depleting Type 1 test with subsequent charge-sustaining Type 1 test**

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2. Test sequence NOVC-HEVs and NOVC-FCHVs

Charge-sustaining Type 1 test

_Figure A8.App1/5_

**NOVC-HEVs and NOVC-FCHVs, charge-sustaining Type 1 test**

3. Test sequences PEV

3.1. Consecutive cycles procedure

_Figure A8.App1/6_

**Consecutive cycles test sequence PEV**

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3.2. Shortened Test Procedure

_Figure A8.App1/7_

**Shortened test procedure test sequence for PEVs**

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_Sub-Annex 8_

_Appendix 2_

**REESS energy change-based correction procedure**

This Appendix describes the procedure to correct the charge-sustaining Type 1 test CO 2 mass emission for NOVC-HEVs
and OVC-HEVs, and the fuel consumption for NOVC-FCHVs as a function of the electric energy change of all REESSs.

1. General requirements

1.1. Applicability of this Appendix

1.1.1. The phase-specific fuel consumption for NOVC-FCHVs, and the CO 2 mass emission for NOVC-HEVs and OVCHEVs shall be corrected.

1.1.2. In the case that a correction of fuel consumption for NOVC-FCHVs or a correction of CO 2 mass emission for
NOVC-HEVs and OVC-HEVs measured over the whole cycle according to paragraph 1.1.3. or paragraph 1.1.4.
of this Appendix is applied, paragraph 4.3. of this Sub-Annex shall be used to calculate the charge-sustaining
REESS energy change ΔE REESS,CS of the charge-sustaining Type 1 test. The considered period j used in
paragraph 4.3. of this Sub-Annex is defined by the charge-sustaining Type 1 test.

1.1.3. The correction shall be applied if ΔE REESS,CS is negative which corresponds to REESS discharging and the
correction criterion c calculated in paragraph 1.2. is greater than the applicable tolerance according to Table
A8.App2/1.

1.1.4. The correction may be omitted and uncorrected values may be used if:

(a) ΔE REESS,CS is positive which corresponds to REESS charging and the correction criterion c calculated in
paragraph 1.2. is greater than the applicable tolerance according to Table A8.App2/1;

(b) the correction criterion c calculated in paragraph 1.2. is smaller than the applicable tolerance according to
Table A8.App2/1;

(c) the manufacturer can prove to the approval authority by measurement that there is no relation between
ΔE REESS,CS and charge-sustaining CO 2 mass emission and ΔE REESS,CS and fuel consumption respectively.

1.2. The correction criterion c is the ratio between the absolute value of the REESS electric energy change ΔE REESS,CS
and the fuel energy and shall be calculated as follows:

j
c ¼ [j][ΔE] [ REESS] _[;]_ [CS]
E fuel _;_ CS

where:

ΔE REESS,CS is the charge-sustaining REESS energy change according to paragraph 1.1.2. of this Appendix,
Wh;

E fuel,CS is the charge-sustaining energy content of the consumed fuel according to paragraph 1.2.1. in
the case of NOVC-HEVs and OVC-HEVs, according to paragraph 1.2.2. in the case of NOVCFCHVs, Wh.

1.2.1. Charge-sustaining fuel energy for NOVC-HEVs and OVC-HEVs

The charge-sustaining energy content of the consumed fuel for NOVC-HEVs and OVC-HEVs shall be calculated
using the following equation:

E fuel _;_ CS ¼ 10 Ü HV Ü FC CS _;_ nb Ü d CS

where:

E fuel,CS is the charge-sustaining energy content of the consumed fuel of the applicable WLTP test cycle of
the charge-sustaining Type 1 test, Wh;

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HV is the heating value according to Table A6.App2/1, kWh/l;

FC CS,nb is the non-balanced charge-sustaining fuel consumption of the charge-sustaining Type 1 test, not
corrected for the energy balance, determined according to paragraph 6. of Sub-Annex 7, using the
gaseous emission compound values according to Table A8/5, step no. 2, l/100 km;

d CS is the distance driven over the corresponding applicable WLTP test cycle, km;

10 conversion factor to Wh.

1.2.2. Charge-sustaining fuel energy for NOVC-FCHVs

The charge-sustaining energy content of the consumed fuel for NOVC-FCHVs shall be calculated using the
following equation:

E fuel _;_ CS ¼ [1 ]
0,36 [Ü][ 121][ Ü][ FC] [ CS] _[;]_ [nb] [ Ü][ d] [ CS]

E fuel,CS is the charge-sustaining energy content of the consumed fuel of the applicable WLTP test cycle of
the charge-sustaining Type 1 test, Wh;

121 is the lower heating value of hydrogen, MJ/kg;

FC CS,nb is the non-balanced charge-sustaining fuel consumption of the charge-sustaining Type 1 test, not
corrected for the energy balance, determined according to Table A8/7, step no.1, kg/100 km;

d CS is the distance driven over the corresponding applicable WLTP test cycle, km;

1
conversion factor to Wh.
0,36

_Table A8.App2/1_

|Col1|Correction|criteria|Col4|
|---|---|---|---|
|Applicable Type 1 test cycle|Low + Medium|Low + Medium + High|Low + Medium + High +<br>Extra High|
|Correction criterion ratio c|0,015|0,01|0,005|

2. Calculation of correction coefficients

2.1. The CO 2 mass emission correction coefficient K CO2, the fuel consumption correction coefficients K fuel,FCHV, as
well as, if required by the manufacturer, the phase-specific correction coefficients K CO2,p and K fuel,FCHV,p shall be
developed based on the applicable charge-sustaining Type 1 test cycles.

In the case that vehicle H was tested for the development of the correction coefficient for CO 2 mass emission
for NOVC-HEVs and OVC-HEVs, the coefficient may be applied within the interpolation family.

2.2. The correction coefficients shall be determined from a set of charge-sustaining Type 1 tests according to
paragraph 3. of this Appendix. The number of tests performed by the manufacturer shall be equal to or greater
than five.

The manufacturer may request to set the state of charge of the REESS prior to the test according to the
manufacturer’s recommendation and as described in paragraph 3. of this Appendix. This practice shall only be
used for the purpose of achieving a charge-sustaining Type 1 test with opposite sign of the ΔE REESS,CS and with
approval of the approval authority.

The set of measurements shall fulfil the following criteria:

(a) The set shall contain at least one test with ΔE REESS,CS ≤ 0 and at least one test with ΔE REESS,CS         - 0.
ΔE REESS,CS,n is the sum of electric energy changes of all REESSs of test n calculated according to
paragraph 4.3. of this Sub-Annex.

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(b) The difference in M CO2,CS between the test with the highest negative electric energy change and the test
with the highest positive electric energy change shall be greater than or equal to 5 g/km. This criterion
shall not be applied for the determination of K fuel,FCHV .

In the case of the determination of K CO2, the required number of tests may be reduced to three tests if all
of the following criteria are fulfilled in addition to (a) and (b):

(c) the difference in M CO2,CS between any two adjacent measurements, related to the electric energy change
during the test, shall be less than or equal to 10 g/km.

(d) in addition to (b), the test with the highest negative electric energy change and the test with the highest
positive electric energy change shall not be within the region that is defined by:

Ä0,01 Ï [ΔE] [ REESS] Ï þ0,01,
E fuel

where:

E fuel is the energy content of the consumed fuel calculated according to paragraph 1.2. of this Appendix,
Wh.

(e) the difference in M CO2,CS between the test with the highest negative electric energy change and the midpoint, and the difference in M CO2,CS between mid-point and the test with the highest positive electric
energy change shall be similar and preferably be within the range defined by (d).

The correction coefficients determined by the manufacturer shall be reviewed and approved by the
approval authority prior to its application.

If the set of at least five tests does not fulfil criterion (a) or criterion (b) or both, the manufacturer shall
provide evidence to the approval authority as to why the vehicle is not capable of meeting either or both
criteria. If the approval authority is not satisfied with the evidence, it may require additional tests to be
performed. If the criteria after additional tests are still not fulfilled, the approval authority will determine a
conservative correction coefficient, based on the measurements.

2.3. Calculation of correction coefficients K fuel,FCHV and K CO2

2.3.1. Determination of the fuel consumption correction coefficient K fuel,FCHV

For NOVC-FCHVs, the fuel consumption correction coefficient K fuel,FCHV, determined by driving a set of chargesustaining Type 1 tests, is defined using the following equation:

K fuel _;_ FCHV ¼

P nn CS ¼1 ÊðEC DC _;_ CS _;_ n Ä EC DC _;_ CS _;_ avg Þ Ü ðFC CS _;_ nb _;_ n Ä FC CS _;_ nb _;_ avg Þ Ì

~~P~~ nn CS ¼1 ðEC DC _;_ CS _;_ n Ä EC DC _;_ CS _;_ avg Þ [2]

where:

K fuel,FCHV is the fuel consumption correction coefficient, (kg/100 km)/(Wh/km);

EC DC,CS,n is the charge-sustaining electric energy consumption of test n based on the REESS depletion
according to the equation below, Wh/km

EC DC,CS,avg is the mean charge-sustaining electric energy consumption of n cs tests based on the REESS
depletion according to the equation below, Wh/km;

FC CS,nb,n is the charge-sustaining fuel consumption of test n, not corrected for the energy balance,
according to Table A8/7, step no. 1, kg/100 km;

FC CS,nb,avg is the arithmetic average of the charge-sustaining fuel consumption of n cs tests based on the
fuel consumption, not corrected for the energy balance, according to the equation below,
kg/100 km;

n is the index number of the considered test;

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n cs is the total number of tests;

and:

[n] cs
EC DC _;_ CS _;_ avg ¼ n [1 ] cs Ü X n¼1 EC DC _;_ CS _;_ n

and:

and:

where:

[n] cs
FC CS _;_ nb _;_ avg ¼ n [1 ] cs Ü X n¼1 FC CS _;_ nb _;_ n

EC DC _;_ CS _;_ n ¼ [ΔE] [ REESS] d CS _;_ n _[;]_ [CS] _[;]_ [n]

ΔE REESS,CS,n is the charge-sustaining REESS electric energy change of test n according to paragraph 1.1.2.
of this Appendix, Wh;

d CS,n is the distance driven over the corresponding charge-sustaining Type 1 test n, km.

The fuel consumption correction coefficient shall be rounded to four significant figures. The statistical
significance of the fuel consumption correction coefficient shall be evaluated by the approval authority.

2.3.1.1. It is permitted to apply the fuel consumption correction coefficient that was developed from tests over the
whole applicable WLTP test cycle for the correction of each individual phase.

2.3.1.2. Without prejudice to the requirements of paragraph 2.2. of this Appendix, at the manufacturer’s request and
upon approval of the approval authority, separate fuel consumption correction coefficients K fuel,FCHV,p for each
individual phase may be developed. In this case, the same criteria as described in paragraph 2.2. of this
Appendix shall be fulfilled in each individual phase and the procedure described in paragraph 2.3.1. of this
Appendix shall be applied for each individual phase to determine each phase specific correction coefficient.

2.3.2. Determination of CO 2 mass emission correction coefficient K CO2

For OVC-HEVs and NOVC-HEVs, the CO 2 mass emission correction coefficient K CO2, determined by driving a
set of charge-sustaining Type 1 tests, is defined by the following equation:

K CO2 ¼

P nn CS ¼1 ÊðEC DC _;_ CS _;_ n Ä EC DC _;_ CS _;_ avg Þ Ü ðM CO2 _;_ CS _;_ nb _;_ n Ä M CO2 _;_ CS _;_ nb _;_ avg Þ Ì

~~P~~ nn CS ¼1 ðEC DC _;_ CS _;_ n Ä EC DC _;_ CS _;_ avg Þ [2]

where:

K CO2 is the CO 2 mass emission correction coefficient, (g/km)/(Wh/km);

EC DC,CS,n is the charge-sustaining electric energy consumption of test n based on the REESS depletion
according to paragraph 2.3.1. of this Appendix, Wh/km;

EC DC,CS,avg is the arithmetic average of the charge-sustaining electric energy consumption of n cs tests
based on the REESS depletion according to paragraph 2.3.1. of this Appendix, Wh/km;

M CO2,CS,nb,n is the charge-sustaining CO 2 mass emission of test n, not corrected for the energy balance,
calculated according Table A8/5, step no. 2, g/km;

M CO2,CS,nb,avg is the arithmetic average of the charge-sustaining CO 2 mass emission of n cs tests based on
the CO 2 mass emission, not corrected for the energy balance, according to the equation
below, g/km;

n is the index number of the considered test;

L 175/626 EN Official Journal of the European Union 7.7.2017

n cs is the total number of tests;

and:

[n] cs
M CO2 _;_ CS _;_ nb _;_ avg ¼ n [1 ] cs Ü X n¼1 M CO2 _;_ CS _;_ nb _;_ n

The CO 2 mass emission correction coefficient shall be rounded to four significant figures. The statistical
significance of the CO 2 mass emission correction coefficient shall be evaluated by the approval authority.

2.3.2.1. It is permitted to apply the CO 2 mass emission correction coefficient developed from tests over the whole
applicable WLTP test cycle for the correction of each individual phase.

2.3.2.2. Without prejudice to the requirements of paragraph 2.2. of this Appendix, at the request of the manufacturer
upon approval of the approval authority, separate CO 2 mass emission correction coefficients K CO2,p for each
individual phase may be developed. In this case, the same criteria as described in paragraph 2.2. of this
Appendix shall be fulfilled in each individual phase and the procedure described in paragraph 2.3.2. of this
Appendix shall be applied for each individual phase to determine phase-specific correction coefficients.

3. Test procedure for the determination of the correction coefficients

3.1. OVC-HEVs

For OVC-HEVs, one of the following test sequences according to Figure A8.App2/1 shall be used to measure
all values that are necessary for the determination of the correction coefficients according to paragraph 2. of
this Appendix.

_Figure A8.App2/1_

**OVC-HEV test sequences**

3.1.1. Option 1 test sequence

3.1.1.1. Preconditioning and soaking

Preconditioning and soaking shall be conducted according to paragraph 2.1. of Appendix 4. to this Sub-Annex.

7.7.2017 EN Official Journal of the European Union L 175/627

3.1.1.2. REESS adjustment

Prior to the test procedure according to paragraph 3.1.1.3. the manufacturer may adjust the REESS. The
manufacturer shall provide evidence that the requirements for the beginning of the test according to
paragraph 3.1.1.3. are fulfilled.

3.1.1.3. Test procedure

3.1.1.3.1. The driver-selectable mode for the applicable WLTP test cycle shall be selected according to paragraph 3. of
Appendix 6 to this Sub-Annex.

3.1.1.3.2. For testing, the applicable WLTP test cycle according to paragraph 1.4.2. of this Sub-Annex shall be driven.

3.1.1.3.3. Unless stated otherwise in this Appendix, the vehicle shall be tested according to the Type 1 test procedure
described in Sub-Annex 6.

3.1.1.3.4. To obtain a set of applicable WLTP test cycles required for the determination of the correction coefficients, the
test may be followed by a number of consecutive sequences required according to paragraph 2.2 of this
Appendix consisting of paragraph 3.1.1.1. to paragraph 3.1.1.3. inclusive of this Appendix.

3.1.2. Option 2 test sequence

3.1.2.1. Preconditioning

The test vehicle shall be preconditioned according to paragraph 2.1.1. or paragraph 2.1.2. of Appendix 4 to
this Sub-Annex.

3.1.2.2. REESS adjustment

After preconditioning, soaking according to paragraph 2.1.3. of Appendix 4 to this Sub-Annex shall be
omitted and a break, during which the REESS is permitted to be adjusted, shall be set to a maximum
duration of 60 minutes. A similar break shall be applied in advance of each test. Immediately after the end
of this break, the requirements of paragraph 3.1.2.3. of this Appendix shall be applied.

Upon request of the manufacturer, an additional warm-up procedure may be conducted in advance of the
REESS adjustment to ensure similar starting conditions for the correction coefficient determination. If the
manufacturer requests this additional warm-up procedure, the identical warm-up procedure shall be applied
repeatedly within the test sequence.

3.1.2.3. Test procedure

3.1.2.3.1. The driver-selectable mode for the applicable WLTP test cycle shall be selected according to paragraph 3. of
Appendix 6 to this Sub-Annex.

3.1.2.3.2. For testing, the applicable WLTP test cycle according to paragraph 1.4.2. of this Sub-Annex shall be driven.

3.1.2.3.3. Unless stated otherwise in this Appendix, the vehicle shall be tested according to the Type 1 test procedure
described in Sub-Annex 6.

3.1.2.3.4. To obtain a set of applicable WLTP test cycles that are required for the determination of the correction
coefficients, the test may be followed by a number of consecutive sequences required according to
paragraph 2.2. of this Appendix consisting of paragraphs 3.1.2.2. and 3.1.2.3. of this Appendix.

3.2. NOVC-HEVs and NOVC-FCHVs

For NOVC-HEVs and NOVC-FCHVs, one of the following test sequences according to Figure A8.App2/2 shall
be used to measure all values that are necessary for the determination of the correction coefficients according
to paragraph 2. of this Appendix.

L 175/628 EN Official Journal of the European Union 7.7.2017

_Figure A8.App2/2_

**NOVC-HEV and NOVC-FCHV test sequences**

3.2.1. Option 1 test sequence

3.2.1.1. Preconditioning and soaking

The test vehicle shall be preconditioned and soaked according to paragraph 3.3.1. of this Sub-Annex.

3.2.1.2. REESS adjustment

Prior to the test procedure, according to paragraph 3.2.1.3., the manufacturer may adjust the REESS. The
manufacturer shall provide evidence that the requirements for the beginning of the test according to paragraph
3.2.1.3. are fulfilled.

3.2.1.3. Test procedure

3.2.1.3.1. The driver-selectable mode shall be selected according to paragraph 3. of Appendix 6 to this Sub-Annex.

3.2.1.3.2. For testing, the applicable WLTP test cycle according to paragraph 1.4.2. of this Sub-Annex shall be driven.

3.2.1.3.3. Unless stated otherwise in this Appendix, the vehicle shall be tested according to the charge-sustaining Type 1
test procedure described in Sub-Annex 6.

3.2.1.3.4. To obtain a set of applicable WLTP test cycles that are required for the determination of the correction
coefficients, the test can be followed by a number of consecutive sequences required according to
paragraph 2.2. of this Appendix consisting of paragraph 3.2.1.1. to paragraph 3.2.1.3. inclusive of this
Appendix.

3.2.2. Option 2 test sequence

3.2.2.1. Preconditioning

The test vehicle shall be preconditioned according to paragraph 3.3.1.1. of this Sub-Annex.

3.2.2.2. REESS adjustment

After preconditioning, the soaking according to paragraph 3.3.1.2. of this Sub-Annex shall be omitted and a
break, during which the REESS is permitted to be adjusted, shall be set to a maximum duration of 60 minutes.
A similar break shall be applied in advance of each test. Immediately after the end of this break, the
requirements of paragraph 3.2.2.3. of this Appendix shall be applied.

7.7.2017 EN Official Journal of the European Union L 175/629

Upon request of the manufacturer, an additional warm-up procedure may be conducted in advance of the
REESS adjustment to ensure similar starting conditions for the correction coefficient determination. If the
manufacturer requests this additional warm-up procedure, the identical warm-up procedure shall be applied
repeatedly within the test sequence.

3.2.2.3. Test procedure

3.2.2.3.1. The driver-selectable mode for the applicable WLTP test cycle shall be selected according to paragraph 3. of
Appendix 6 to this Sub-Annex.

3.2.2.3.2. For testing, the applicable WLTP test cycle according to paragraph 1.4.2. of this Sub-Annex shall be driven.

3.2.2.3.3. Unless stated otherwise in this Appendix, the vehicle shall be tested according to the Type 1 test procedure
described in Sub-Annex 6.

3.2.2.3.4. To get a set of applicable WLTP test cycles that are required for the determination of the correction coef­
ficients, the test can be followed by a number of consecutive sequences required according to paragraph 2.2. of
this Appendix consisting of paragraphs 3.2.2.2. and 3.2.2.3. of this Appendix.

L 175/630 EN Official Journal of the European Union 7.7.2017

_Sub-Annex 8_

_Appendix 3_

**Determination of REESS current and REESS voltage for NOVC-HEVs, OVC-HEVs, PEVs and NOVC-FCHVs**

1. Introduction

1.1. This Appendix defines the method and required instrumentation to determine the REESS current and the REESS
voltage of NOVC-HEVs, OVC-HEVs, PEVs and NOVC-FCHVs.

1.2. Measurement of REESS current and REESS voltage shall start at the same time as the test starts and shall end
immediately after the vehicle has finished the test.

1.3. The REESS current and the REESS voltage of each phase shall be determined.

1.4. A list of the instrumentation used by the manufacturer to measure REESS voltage and current (including
instrument manufacturer, model number, serial number, last calibration dates (where applicable)) during:

(a) the Type 1 test according to paragraph 3 of this Sub-Annex,

(b) the procedure to determine the correction coefficients according to Appendix 2 of this Sub-Annex (where
applicable),

(c) the ATCT as specified in Sub-Annex 6a

shall be provided to the approval authority.

2. REESS current

REESS depletion is considered as a negative current.

2.1. External REESS current measurement

2.1.1. The REESS current(s) shall be measured during the tests using a clamp-on or closed type current transducer. The
current measurement system shall fulfil the requirements specified in Table A8/1 of this Sub-Annex. The current
transducer(s) shall be capable of handling the peak currents at engine starts and temperature conditions at the
point of measurement.

2.1.2. Current transducers shall be fitted to any of the REESS on one of the cables connected directly to the REESS and
shall include the total REESS current.

In case of shielded wires, appropriate methods shall be applied in accordance with the approval authority.

In order to easily measure the REESS current using external measuring equipment, the manufacturer should
provide appropriate, safe and accessible connection points in the vehicle. If that is not feasible, the manufacturer
is obliged to support the approval authority in connecting a current transducer to one of the cables directly
connected to the REESS in the manner described above in this paragraph.

2.1.3. The current transducer output shall be sampled with a minimum frequency of 20 Hz. The measured current shall
be integrated over time, yielding the measured value of Q, expressed in ampere-hours Ah. The integration may be
done in the current measurement system.

2.2. Vehicle on-board REESS current data

As an alternative to paragraph 2.1. of this Appendix, the manufacturer may use the on-board current
measurement data. The accuracy of these data shall be demonstrated to the approval authority.

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3. REESS voltage

3.1. External REESS voltage measurement

During the tests described in paragraph 3. of this Sub-Annex, the REESS voltage shall be measured with the
equipment and accuracy requirements specified in paragraph 1.1. of this Sub-Annex. To measure the REESS
voltage using external measuring equipment, the manufacturers shall support the approval authority by providing
REESS voltage measurement points.

3.2. Nominal REESS voltage

For NOVC-HEVs, NOVC-FCHVs and OVC-HEVs, instead of using the measured REESS voltage according to
paragraph 3.1. of this Appendix, the nominal voltage of the REESS determined according to DIN EN 60050482 may be used.

3.3. Vehicle on-board REESS voltage data

As an alternative to paragraph 3.1. and 3.2. of this Appendix, the manufacturer may use the on-board voltage
measurement data. The accuracy of these data shall be demonstrated to the approval authority.

L 175/632 EN Official Journal of the European Union 7.7.2017

_Sub-Annex 8_

_Appendix 4_

**Preconditioning, soaking and REESS charging conditions of PEVs and OVC-HEVs**

1. This Appendix describes the test procedure for REESS and combustion engine preconditioning in preparation
for:

(a) Electric range, charge-depleting and charge-sustaining measurements when testing OVC-HEVs; and

(b) Electric range measurements as well as electric energy consumption measurements when testing PEVs.

2. OVC-HEV preconditioning and soaking

2.1. Preconditioning and soaking when the test procedure starts with a charge-sustaining test

2.1.1. For preconditioning the combustion engine, the vehicle shall be driven over at least one applicable WLTP test
cycle. During each driven preconditioning cycle, the charging balance of the REESS shall be determined. The
preconditioning shall be stopped at the end of the applicable WLTP test cycle during which the break-off
criterion is fulfilled according to paragraph 3.2.4.5. of this Sub-Annex.

2.1.2. As an alternative to paragraph 2.1.1. of this Appendix, at the request of the manufacturer and upon approval of
the approval authority, the state of charge of the REESS for the charge-sustaining Type 1 test may be set
according to the manufacturer’s recommendation in order to achieve a test under charge-sustaining operating
condition.

In such a case, a preconditioning procedure, such as that applicable to conventional vehicles as described in
paragraph 1.2.6. of Sub-Annex 6, shall be applied.

2.1.3. Soaking of the vehicle shall be performed according to paragraph 1.2.7. of Sub-Annex 6.

2.2. Preconditioning and soaking when the test procedure starts with a charge-depleting test

2.2.1. OVC-HEVs shall be driven over at least one applicable WLTP test cycle. During each driven preconditioning
cycle, the charging balance of the REESS shall be determined. The preconditioning shall be stopped at the end of
the applicable WLTP test cycle during which the break-off criterion is fulfilled according to paragraph 3.2.4.5. of
this Sub-Annex.

2.2.2. Soaking of the vehicle shall be performed according to paragraph 1.2.7. of Sub-Annex 6. Forced cooling down
shall not be applied to vehicles preconditioned for the Type 1 test. During soak, the REESS shall be charged
using the normal charging procedure as defined in paragraph 2.2.3. of this Appendix.

2.2.3. Application of a normal charge

2.2.3.1. The REESS shall be charged at an ambient temperature as specified in paragraph 1.2.2.2.2. of Sub-Annex 6
either with:

(a) The on-board charger if fitted; or

(b) An external charger recommended by the manufacturer using the charging pattern prescribed for normal
charging.

The procedures in this paragraph exclude all types of special charges that could be automatically or manually
initiated, e.g. equalization charges or servicing charges. The manufacturer shall declare that, during the test, a
special charge procedure has not occurred.

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2.2.3.2. End-of-charge criterion

The end-of-charge criterion is reached when the on-board or external instruments indicate that the REESS is
fully charged.

3. PEV preconditioning

3.1. Initial charging of the REESS

Initial charging of the REESS consists of discharging the REESS and applying a normal charge.

3.1.1. Discharging the REESS

The discharge procedure shall be performed according to the manufacturer’s recommendation. The manufacturer
shall guarantee that the REESS is as fully depleted as is possible by the discharge procedure.

3.1.2. Application of a normal charge

The REESS shall be charged according to paragraph 2.2.3.1. of this Appendix.

L 175/634 EN Official Journal of the European Union 7.7.2017

_Sub-Annex 8_

_Appendix 5_

**Utility factors (UF) for OVC-HEVs**

1. Utility Factors (UFs) are ratios based on driving statistics and the ranges achieved in charge-depleting mode and chargesustaining modes for OVC-HEVs and are used for weighting emissions, CO 2 emissions and fuel consumptions.

The database used to calculate the Utility Factors in paragraph 2. was predominantly based on the use characteristics
(e.g. utilization, daily driven distance, shares of different vehicle classes) of conventional vehicles. It will be necessary to
re-evaluate UF and charging frequencies by a customer study once a significant number of OVC-HEV vehicles are in
use in the European market.

2. For the calculation of each phase specific utility factor (UF), the following equation shall be applied:

_UF_ _i_ ð _d_ _i_ Þ ¼ 1 Ä exp8 > > > Ä

:

8 > > > : X _j_ ¼ _k_ 1 _C_ _j_ Ü 8 : _d_ _[d]_ _n_ _[ i]_

9 ~~;~~ _j_ [9 ] - > ; 9 > > ; Ä X _il_ Ä¼11 _UF_ _l_

Where:

_UF_ _i_ Utility factor for phase i.

_d_ _i_ Distance driven to the end of phase i in km.

_C_ _j_ j [th] coefficient (see Table A8.App5/1).

_d_ _n_ Normalized distance (see Table A8.App5/1).

_k_ Amount of terms and coefficients in the exponent (see Table A8.App5/1).

_i_ Number of considered phase.

_j_ Number of considered term/coefficient.

_i_ Ä1
X _UF_ _l_ Sum of calculated utility factors up to phase (i-1).

_l_ ¼1

The curve that is based on the following parameters in Table A8.App5/1 is valid from 0 km to the normalized
distance _d_ _n_ where the UF converges to 1.0 (as can be seen in Figure A8/App5/1).

_Table A8.App5/1_

**Parameter to be used in Equation y**

|C<br>1|26,25|
|---|---|
|C 2|– 38,94|
|C 3|– 631,05|
|C 4|5 964,83|
|C 5|– 25 094,60|
|C 6|60 380,21|

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|C<br>7|– 87 517,16|
|---|---|
|C 8|75 513,77|
|C 9|– 35 748,77|
|C 10|7 154,94|
|d n [km]|800|
|k|10|

The curve shown below in Figure A8/App5/1 is provided for illustrative purposes only. It does not form part of the
regulatory text.

_Figure A8.App5/1_

**Utility Factor curve based on equation parameter of Table A8.App5/1**

L 175/636 EN Official Journal of the European Union 7.7.2017

_Sub-Annex 8_

_Appendix 6_

**Selection of driver-selectable modes**

1. General requirement

1.1. The manufacturer shall select the driver-selectable mode for the Type 1 test procedure according to paragraph 2. to
paragraph 4. inclusive of this Appendix which enables the vehicle to follow the considered test cycle within the
speed trace tolerances according to paragraph 1.2.6.6. of Sub-Annex 6.

1.2. The manufacturer shall provide evidence to the approval authority concerning:

(a) the availability of a predominant mode under the considered conditions;

(b) the maximum speed of the considered vehicle;

and if required:

(c) the best and worst case mode identified by the evidence on the fuel consumption and, if applicable, on the CO 2
mass emission in all modes (see Sub-Annex 6, paragraph 1.2.6.5.2.4.);

(d) the highest electric energy consuming mode;

(e) the cycle energy demand (according to paragraph 5. of Sub-Annex 7, where the target speed is replaced by the
actual speed).

1.3. Dedicated driver-selectable modes, such as ‘mountain mode’ or ‘maintenance mode’ which are not intended for
normal daily operation but only for special limited purposes, shall not be considered.

2. OVC-HEV equipped with a driver-selectable mode under charge-depleting operating condition

For vehicles equipped with a driver-selectable mode, the mode for the charge-depleting Type 1 test shall be selected
according to the following conditions.

The flow chart in Figure A8.App6/1 illustrates the mode selection according to paragraph 2. of this Appendix.

2.1. If there is a predominant mode that enables the vehicle to follow the reference test cycle under charge-depleting
operating condition, this mode shall be selected.

2.2. If there is no predominant mode or if there is a predominant mode but this mode does not enable the vehicle to
follow the reference test cycle under charge-depleting operating condition, the mode for the test shall be selected
according to the following conditions:

(a) If there is only one mode which allows the vehicle to follow the reference test cycle under charge-depleting
operating conditions, this mode shall be selected;

(b) If several modes are capable of following the reference test cycle under charge-depleting operating conditions, the
most electric energy consuming mode of those shall be selected.

2.3. If there is no mode according to paragraph 2.1. and paragraph 2.2. of this Appendix that enables the vehicle to
follow the reference test cycle, the reference test cycle shall be modified according to paragraph 9 of Sub-Annex 1:

7.7.2017 EN Official Journal of the European Union L 175/637

(a) If there is a predominant mode which allows the vehicle to follow the modified reference test cycle under chargedepleting operating conditions, this mode shall be selected.

(b) If there is no predominant mode but other modes which allow the vehicle to follow the modified reference test
cycle under charge-depleting operating condition, the mode with the highest electric energy consumption shall
be selected.

(c) If there is no mode which allows the vehicle to follow the modified reference test cycle under charge-depleting
operating condition, the mode or modes with the highest cycle energy demand shall be identified and the mode
with the highest electric energy consumption shall be selected.

_Figure A8.App6/1_

**Selection of driver-selectable mode for OVC-HEVs under charge-depleting operating condition**

3. OVC-HEVs, NOVC-HEVs and NOVC-FCHVs equipped with a driver- selectable mode under charge-sustaining
operating condition

For vehicles equipped with a driver-selectable mode, the mode for the charge-sustaining Type 1 test shall be selected
according to the following conditions.

The flow chart in Figure A8.App6/2 illustrates the mode selection according to paragraph 3. of this Appendix.

3.1. If there is a predominant mode that enables the vehicle to follow the reference test cycle under charge-sustaining
operating condition, this mode shall be selected.

L 175/638 EN Official Journal of the European Union 7.7.2017

3.2. If there is no predominant mode or if there is a predominant mode but this mode does not enable the vehicle to
follow the reference test cycle under charge-sustaining operating condition, the mode for the test shall be selected
according to the following conditions:

(a) If there is only one mode which allows the vehicle to follow the reference test cycle under charge-sustaining
operating conditions, this mode shall be selected;

(b) If several modes are capable of following the reference test cycle under charge-sustaining operating conditions, it
shall be at the option of the manufacturer either to select the worst case mode or to select both best case mode
and worst case mode and average the test results arithmetically.

3.3. If there is no mode according to paragraph 3.1. and paragraph 3.2. of this Appendix that enables the vehicle to
follow the reference test cycle, the reference test cycle shall be modified according to paragraph 9. of Sub-Annex 1:

(a) If there is a predominant mode which allows the vehicle to follow the modified reference test cycle under chargesustaining operating condition, this mode shall be selected.

(b) If there is no predominant mode but other modes which allow the vehicle to follow the modified reference test
cycle under charge-sustaining operating condition, the worst case mode of these modes shall be selected.

(c) If there is no mode which allows the vehicle to follow the modified reference test cycle under charge-sustaining
operating condition, the mode or modes with the highest cycle energy demand shall be identified and the worst
case mode shall be selected.

7.7.2017 EN Official Journal of the European Union L 175/639

_Figure A8.App6/2_

**Selection of a driver-selectable mode for OVC-HEVs, NOVC-HEVs and NOVC- FCHVs under charge-sustaining**
**operating condition**

4. PEVs equipped with a driver-selectable mode

For vehicles equipped with a driver-selectable mode, the mode for the test shall be selected according to the
following conditions.

The flow chart in Figure A8.App 6/3 illustrates the mode selection according to paragraph 3. of this Appendix.

4.1. If there is a predominant mode that enables the vehicle to follow the reference test cycle, this mode shall be selected.

4.2. If there is no predominant mode or if there is a predominant mode but this mode does not enable the vehicle to
follow the reference test cycle, the mode for the test shall be selected according to the following conditions.

(a) If there is only one mode which allows the vehicle to follow the reference test cycle, this mode shall be selected.

(b) If several modes are capable of following the reference test cycle, the most electric energy consuming mode of
those shall be selected.

4.3. If there is no mode according to paragraph 4.1. and paragraph 4.2. of this Appendix that enables the vehicle to
follow the reference test cycle, the reference test cycle shall be modified according to paragraph 9. of Sub-Annex 1.
The resulting test cycle shall be named as the applicable WLTP test cycle:

(a) If there is a predominant mode which allows the vehicle to follow the modified reference test cycle, this mode
shall be selected;

L 175/640 EN Official Journal of the European Union 7.7.2017

(b) If there is no predominant mode but other modes which allow the vehicle to follow the modified reference test
cycle, the mode with the highest electric energy consumption shall be selected;

(c) If there is no mode which allows the vehicle to follow the modified reference test cycle, the mode or modes with
the highest cycle energy demand shall be identified and the mode with the highest electric energy consumption
shall be selected.

_Figure A8.App6/3_

**Selection of the driver-selectable mode for PEVs**

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_Sub-Annex 8_

_Appendix 7_

**Fuel consumption measurement of compressed hydrogen fuel cell hybrid vehicles**

1. General requirements

1.1. Fuel consumption shall be measured using the gravimetric method in accordance with paragraph 2. of this
Appendix.

At the request of the manufacturer and with approval of the approval authority, fuel consumption may be
measured using either the pressure method or the flow method. In this case, the manufacturer shall provide
technical evidence that the method yields equivalent results. The pressure and flow methods are described in
ISO23828.

2. Gravimetric method

Fuel consumption shall be calculated by measuring the mass of the fuel tank before and after the test.

2.1. Equipment and setting

2.1.1. An example of the instrumentation is shown in Figure A8.App7/1. One or more off-vehicle tanks shall be used
to measure the fuel consumption. The off-vehicle tank(s) shall be connected to the vehicle fuel line between the
original fuel tank and the fuel cell system.

2.1.2. For preconditioning, the originally installed tank or an external source of hydrogen may be used.

2.1.3. The refuelling pressure shall be adjusted to the manufacturer’s recommended value.

2.1.4. Difference of the gas supply pressures in lines shall be minimized when the lines are switched.

In the case that influence of pressure difference is expected, the manufacturer and approval authority shall agree
whether correction is necessary or not.

2.1.5. Precision balance

2.1.5.1. The precision balance used for fuel consumption measurement shall meet the specification of Table A8.App7/1.

_Table A8.App7/1_

**Analytical balance verification criteria**

|Measurement|Resolution (readability)|Precision (repeatability)|
|---|---|---|
|Precision balance|0,1 g maximum|0,02 maximum ( 1 )|

( [1] ) Fuel consumption (REESS charge balance = 0) during the test, in mass, standard deviation.

2.1.5.2. The precision balance shall be calibrated in accordance with the specifications provided by the balance manu­
facturer or at least as often as specified in Table A8.App7/2.

_Table A8.App7/2_

**Instrument calibration intervals**

|Instrument checks|Interval|
|---|---|
|Precision (Repeatability)|Yearly and at major maintenance|

2.1.5.3. Appropriate means for reducing the effects of vibration and convection, such as a damping table or a wind
barrier, shall be provided.

L 175/642 EN Official Journal of the European Union 7.7.2017

_Figure A8.App7/1_

**Example of instrumentation**

where:

1 is the external fuel supply for preconditioning

2 is the pressure regulator

3 is the original tank

4 is the fuel cell system

5 is the precision balance

6 is/are off-vehicle tank(s) for fuel consumption measurement

2.2. Test procedure

2.2.1. The mass of the off-vehicle tank shall be measured before the test.

2.2.2. The off-vehicle tank shall be connected to the vehicle fuel line as shown in Figure A8.App7/1.

2.2.3. The test shall be conducted by fuelling from the off-vehicle tank.

2.2.4. The off-vehicle tank shall be removed from the line.

2.2.5. The mass of the tank after the test shall be measured.

2.2.6. The non-balanced charge-sustaining fuel consumption FC CS,nb from the measured mass before and after the test
shall be calculated using the following equation:

FC CS _;_ nb ¼ [g] [ 1] [ Ä] [g] [ 2]
d [Ü][ 100 ]

where:

FC CS,nb is the non-balanced charge-sustaining fuel consumption measured during the test, kg/100km;

g 1 is the mass of the tank at the start of the test, kg;

g 2 is the mass of the tank at the end of the test, kg;

d is the distance driven during the test, km.

FC
CS,nb,p

7.7.2017 EN Official Journal of the European Union L 175/643

_Sub-Annex 9_

**Determination of method equivalency**

1. General Requirement

Upon request of the manufacturer, other measurement methods may be approved by the approval authority if they
yield equivalent results in accordance with paragraph 1.1. of this Sub-Annex. The equivalence of the candidate
method shall be demonstrated to the approval authority.

1.1. Decision on Equivalency

A candidate method shall be considered equivalent if the accuracy and the precision is equal to or better than the
reference method.

1.2. Determination of Equivalency

The determination of method equivalency shall be based on a correlation study between the candidate and the
reference methods. The methods to be used for correlation testing shall be subject to approval by the approval
authority.

The basic principle for the determination of accuracy and precision of candidate and reference methods shall follow
the guidelines in ISO 5725 Part 6 Annex 8 ‘Comparison of alternative Measurement Methods’.

1.3. Implementation requirements

Reserved