natgillin/translations-raw huggingface dataset:
On 1 June 2012, the Prime Minister of the Republic of Niger addressed to the High Representative of the Union for Foreign Affairs and Security Policy (HR) an invitation letter authorising the deployment of the European Union CSDP mission in Niger (EUCAP Sahel Niger) and granting privileges and immunities, with a view to ensuring effective fulfilment of the mission on a unilateral basis, pending the conclusion of a detailed agreement between the European Union and the Republic of Niger on the legal status of the mission and of its staff.
Predsednik vlade Republike Niger je 1. junija 2012 visoki predstavnici Evropske unije za zunanje zadeve in varnostno politiko (v nadaljnjem besedilu: visoka predstavnica) poslal vabilo, s katerim je obenem dovolil razmestitev misije SVOP Evropske unije v Nigru ter odobril privilegije in imunitete, in sicer v prizadevanjih za učinkovito izvedbo misije na enostranski podlagi ter v pričakovanju sklenitve podrobnega sporazuma med Evropsko unijo in Republiko Niger o pravnem statusu misije in njenega osebja.
On 16 July 2012, the Council adopted Decision 2012/392/CFSP on the European Union CSDP mission in Niger (EUCAP Sahel Niger) [1].
Svet je 16. julija 2012 sprejel Sklep 2012/392/SZVP o misiji SVOP Evropske unije v Nigru (EUCAP SAHEL Niger) [1].
Article 8 of Decision 2012/392/CFSP provides that the status of EUCAP Sahel Niger and of its of staff, including, where appropriate, the privileges, immunities and further guarantees necessary for the completion and smooth functioning of EUCAP Sahel Niger, be the subject of an agreement concluded pursuant to Article 37 of the Treaty on European Union (TEU) and in accordance with the procedure laid down in Article 218 of the Treaty on the Functioning of the European Union.
V členu 8 Sklepa 2012/392/SZVP je določeno, da je status EUCAP SAHEL Niger in njenega osebja, vključno z morebitnimi privilegiji, imunitetami in dodatnimi jamstvi, potrebnimi za izpolnjevanje in nemoteno delovanje EUCAP SAHEL Niger, predmet sporazuma, sklenjenega v skladu s členom 37 Pogodbe o Evropski uniji (PEU) in postopkom iz člena 218 Pogodbe o delovanju Evropske unije.
Following the adoption of a Decision by the Council on 26 July 2012 authorising the opening of negotiations, the HR, negotiated, in accordance with Article 37 TEU an Agreement between the European Union and the Republic of Niger on the status of the European Union CSDP mission in Niger (EUCAP Sahel Niger) (‘the Agreement’).
Po tem, ko je Svet 26. julija 2012 s sprejetjem zadevnega sklepa odobril začetek pogajanj, je visoka predstavnica v skladu s členom 37 PEU s pogajanji dosegla sporazum med Evropsko unijo in Republiko Niger o statusu misije SVOP Evropske unije v Nigru (EUCAP Sahel Niger) (v nadaljnjem besedilu: Sporazum).
The Agreement between the European Union and the Republic of Niger on the status of the European Union CSDP mission in Niger (EUCAP Sahel Niger) is hereby approved on behalf of the Union.
V imenu Evropske unije se odobri Sporazum med Evropsko unijo in Republiko Niger o statusu misije SVOP Evropske unije v Nigru (EUCAP Sahel Niger).
of 10 September 2013
z dne 10. septembra 2013
on the approval of the Daimler engine compartment encapsulation system as an innovative technology for reducing CO2 emissions from new passenger cars pursuant to Regulation (EC) No 443/2009 of the European Parliament and of the Council
o odobritvi Daimlerjevega sistema za inkapsulacijo motornega prostora kot inovativne tehnologije za zmanjšanje emisij CO2 iz novih osebnih vozil v skladu z Uredbo (ES) št. 443/2009 Evropskega parlamenta in Sveta
The manufacturer Daimler AG (the ‘Applicant’) submitted an application for the approval of an engine compartment encapsulation system as an innovative technology on 15 February 2013.
Proizvajalec Daimler AG (v nadaljnjem besedilu: vložnik) je 15. februarja 2013 vložil vlogo za odobritev sistema za inkapsulacijo motornega prostora kot inovativne tehnologije.
The completeness of the application was assessed in accordance with Article 4 of Commission Implementing Regulation (EU) No 725/2011 [2].
Popolnost vloge je bila ocenjena v skladu s členom 4 Izvedbene uredbe Komisije (EU) št. 725/2011 [2].
The Commission identified certain relevant information as missing in the original application and requested the Applicant to complete it.
Komisija je ugotovila, da v izvirniku vloge manjkajo nekateri pomembni podatki, in vložnika pozvala, naj vlogo dopolni.
The application has been assessed in accordance with Article 12 of Regulation (EC) No 443/2009, Implementing Regulation (EU) No 725/2011 and the Technical Guidelines for the preparation of applications for the approval of innovative technologies pursuant to Regulation (EC) No 443/2009 (the Technical Guidelines) [3].
Vloga je bila ocenjena v skladu s členom 12 Uredbe (ES) št. 443/2009, Izvedbeno uredbo (EU) št. 725/2011 in Tehničnimi smernicami za pripravo vlog za odobritev inovativnih tehnologij v skladu z Uredbo (ES) št. 443/2009 (v nadaljnjem besedilu: Tehnične smernice) [3].
The application refers to an engine compartment encapsulation system which permits the reduction of heat loss after the vehicle is turned off by sealing the engine compartment and by the closing of grille openings by a radiator shutter.
Vloga se nanaša na sistem za inkapsulacijo motornega prostora, ki omogoča zmanjšanje toplotnih izgub po izklopu motorja z zatesnitvijo motornega prostora in zaprtjem odprtin v rešetki z žaluzijo hladilnika.
The stored heat yields a delayed cool-down of the powertrain.
Shranjena toplota omogoča počasnejše ohlajanje sistema za prenos moči.
The fuel consumption and CO2 emissions of the vehicle after restarting is decreased due to lower friction caused by the higher powertrain temperature.
Manjše trenje zaradi višje temperature sistema za prenos moči omogoča manjšo porabo goriva in manjše emisije CO2.
The Commission finds that the information provided in the application demonstrates that the conditions and criteria referred to in Article 12 of Regulation (EC) No 443/2009 and in Articles 2 and 4 of Implementing Regulation (EU) No 725/2011 have been met.
Komisija ugotavlja, da informacije iz vloge dokazujejo, da so pogoji in merila iz člena 12 Uredbe (ES) št. 443/2009 ter členov 2 in 4 Izvedbene uredbe (EU) št. 725/2011 izpolnjeni.
The Applicant has demonstrated that the market penetration in 2009 of engine compartment encapsulation systems of the kind described in the application did not exceed the threshold specified in Article 2(2)(a) of Implementing Regulation (EU) No 725/2011.
Vložnik je dokazal, da stopnja prodora na trg sistemov za inkapsulacijo motornega prostora v izvedbi, ki je opisana v vlogi, v letu 2009 ni presegla omejitve iz člena 2(2)(a) Izvedbene uredbe (EU) št. 725/2011.
On that basis, the Commission finds that the engine compartment encapsulation provided by the Applicant should be considered as meeting the eligibility criterion set out in Article 2(2)(a) of Implementing Regulation (EU) No 725/2011.
Na podlagi tega Komisija ugotavlja, da bi moralo za inkapsulacijo motornega prostora, ki jo je predložil vložnik, veljati, da izpolnjuje merilo za upravičenost iz člena 2(2)(a) Izvedbene uredbe (EU) št. 725/2011.
In order to determine the CO2 savings that the innovative technology will deliver when fitted to a vehicle, it is necessary to define the baseline vehicle against which the efficiency of the vehicle equipped with the innovative technology should be compared, as provided for in Articles 5 and 8 of Implementing Regulation (EU) No 725/2011.
Za določitev prihranka emisij CO2, ki ga bo omogočila inovativna tehnologija, ko bo vgrajena v vozilo, je treba opredeliti osnovno vozilo, s katerim bi bilo treba primerjati učinkovitost vozila, opremljenega z inovativno tehnologijo, kot je določeno v členih 5 in 8 Izvedbene uredbe (EU) št. 725/2011.
The Commission finds that it is appropriate to consider the eco-innovation vehicle without an engine compartment encapsulation as an appropriate baseline technology.
Komisija meni, da je kot ustrezno izhodiščno tehnologijo primerno obravnavati ekološko inovativno vozilo brez inkapsulacije motornega prostora.
That methodology consists of roller bench tests to determine the Hot Start Benefit (HSB).
Metodologija temelji na preskusih na napravi z valji za ugotavljanje koristi pri vročem zagonu (HSB).
That benefit occurs when the engine compartment encapsulation is implemented.
Korist nastopi, če je izvedena inkapsulacija motornega prostora.
It includes formulae that are consistent with the formulae described in the Technical Guidelines for the simplified approach with regard to engine compartment encapsulation.
Formule v tej metodologiji so skladne s formulami, opisanimi v tehničnih smernicah za poenostavljen pristop v zvezi z inkapsulacijo motornega prostora.
The Commission considers that the testing methodology will provide testing results that are verifiable, repeatable and comparable and that it is capable of demonstrating in a realistic manner the CO2 emissions benefits of the innovative technology with strong statistical significance in accordance with Article 6 of Implementing Regulation (EU) No 725/2011.
Komisija meni, da se bodo z metodologijo preskušanja zagotovili preverljivi, ponovljivi in primerljivi rezultati ter da se bodo realno prikazale koristi inovativne tehnologije v zvezi z emisijami CO2 s pomembno statistično značilnostjo v skladu s členom 6 Izvedbene uredbe (EU) št. 725/2011.
Since the effects of reduced engine cooling as a result of engine compartment encapsulation are not covered by the standard test cycle referred to in Regulation (EC) No 715/2007 of the European Parliament and of the Council [4] and Commission Regulation (EC) No 692/2008 [5], the Commission is satisfied that the engine compartment encapsulation is not covered by the standard test cycle.
Ker učinki zmanjšanega hlajenja motorja zaradi inkapsulacije motornega prostora niso zajeti v standardnem preskusnem ciklu iz Uredbe (ES) št. 715/2007 Evropskega parlamenta in Sveta [4] ter Uredbe Komisije (ES) št. 692/2008 [5], se Komisija strinja, da standardni preskusni ciklus ne zadeva inkapsulacije motornega prostora.
The Commission notes that the verification report has been prepared by TÜV NORD Mobilität GmbH & Co. KG, which is an independent and certified body, and it supports the findings set out in the application.
Komisija ugotavlja, da je poročilo o preverjanju pripravila družba TÜV NORD Mobilität GmbH & Co. KG, ki je neodvisen in priglašen organ, ter da so v njem potrjene ugotovitve, navedene v vlogi.
Any manufacturer wishing to benefit from a reduction of its average specific CO2 emissions for the purpose of meeting its specific emissions target by means of the CO2 savings from the use of the innovative technology approved by this Decision should, in accordance with Article 11(1) of Implementing Regulation (EU) No 725/2011, refer to this Decision in its application for an EC type-approval certificate for the vehicles concerned,
Vsak proizvajalec, ki želi izkoristiti ugodnosti, povezane z zmanjšanjem njegovih povprečnih specifičnih emisij CO2, da bi dosegel svoje ciljne specifične emisije s prihranki CO2 zaradi uporabe inovativne tehnologije, odobrene s tem sklepom, bi se moral v vlogi za pridobitev certifikata o ES-homologaciji za zadevna vozila v skladu s členom 11(1) Izvedbene uredbe (EU) št. 725/2011 sklicevati na ta sklep –
The Daimler engine compartment encapsulation system is approved as an innovative technology within the meaning of Article 12 of Regulation (EC) No 443/2009.
Daimlerjev sistem za inkapsulacijo motornega prostora je odobren kot inovativna tehnologija v smislu člena 12 Uredbe (ES) št. 443/2009.
The CO2 emissions reduction from the use of the Daimler engine compartment encapsulation system referred to in paragraph 1 shall be determined using the methodology set out in the Annex.
Zmanjšanje emisij CO2 zaradi uporabe Daimlerjevega sistema za inkapsulacijo motornega prostora iz odstavka 1 se določi z metodologijo iz Priloge.
Done at Brussels, 10 September 2013.
V Bruslju, 10. septembra 2013
Commission Implementing Regulation (EU) No 725/2011 of 25 July 2011 establishing a procedure for the approval and certification of innovative technologies for reducing CO2 emissions from passenger cars (OJ L 194, 26.7.2011, p. 19).
Izvedbena uredba Komisije (EU) št. 725/2011 z dne 25. julija 2011 o uvedbi postopka za odobritev in certificiranje inovativnih tehnologij za zmanjšanje emisij CO2 iz osebnih vozil (UL L 194, 26.7.2011, str. 19).
Regulation (EC) No 715/2007 of the European Parliament and of the Council of 20 June 2007 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 171, 29.6.2007, p. 1).
Uredba (ES) št. 715/2007 Evropskega parlamenta in Sveta z dne 20. junija 2007 o homologaciji motornih vozil glede na emisije iz lahkih potniških in gospodarskih vozil (Euro 5 in Euro 6) in o dostopu do informacij o popravilu in vzdrževanju vozil (UL L 171, 29.6.2007, str. 1).
Methodology for determining the reduction in CO2 emissions due to the use of the Daimler engine compartment encapsulation system in an M1 vehicle
Metodologija za določitev zmanjšanja emisij CO2 zaradi uporabe Daimlerjevega sistema za inkapsulacijo motornega prostora v vozilih kategorije M1
In order to determine the CO2 reductions that can be attributed to the use of the Daimler engine encapsulation system in an M1 vehicle, it is necessary to establish the following:
Za določitev zmanjšanja emisij CO2, ki ga je mogoče pripisati uporabi Daimlerjevega sistema za inkapsulacijo motornega prostora v vozilih kategorije M1, je treba določiti:
the testing procedure to be followed for determining the cool-down curves of the eco-innovation vehicle with and without an engine compartment encapsulation;
preskusni postopek, po katerem se določijo ohlajevalne krivulje pri vozilu z ekološko inovativno tehnologijo z inkapsulacijo motornega prostora in brez nje;
the testing procedure to be followed to determine the Hot Start Benefit (HSB) of the eco-innovation vehicle;
preskusni postopek, po katerem se določijo koristi pri vročem zagonu (HSB) pri vozilu z ekološko inovativno tehnologijo;
the formulae for calculating the variation coefficients;
formule za izračun variacijskih koeficientov;
the formulae for calculating the CO2 savings;
formule za izračun prihranka CO2;
the determination of the CO2 savings for the certification by type-approval authorities.
določitev prihranka emisij CO2 za pridobitev certifikata homologacijskih organov.
DETERMINING THE COOL-DOWN CURVES
DOLOČANJE OHLAJEVALNIH KRIVULJ
The cool-down curves shall be determined experimentally for the baseline and the eco-innovation vehicle.
Ohlajevalne krivulje se določijo s poskusi za osnovno in ekološko inovativno vozilo.
The curves shall be applicable for vehicle variants with the same heat capacities, engine bay packaging and engine heat insulation as those available in the baseline and EI vehicle.
Krivulje se uporabljajo za izvedbe vozil z enako toplotno kapaciteto, opremo motornega prostora in toplotno izolacijo motorja kot pri osnovnem in ekološko inovativnem vozilu.
The experimental test shall include continuous measurements of representative coolant temperatures by means of a thermocouple at a constant ambient temperature of at least 14 °C over 24 hours.
Preskus vključuje neprekinjene meritve reprezentativnih temperatur hladilne tekočine s termoelementom v 24 urah pri konstantni temperaturi okolice najmanj 14 °C.
The engine shall be heated up to the maximum coolant temperature before cut-off by a sufficient number of consecutive New European Driving Cycles (NEDC) as specified in point 3.
Motor se pred izklopom ogreje na najvišjo temperaturo hladilne tekočine z zadostnim številom zaporednih novih evropskih voznih ciklov (NEDC), kot je določeno v točki 3.
After preconditioning, for deactivation of all pumps and fans, the ignition shall be switched off and the dash key pulled out.
Po predhodni pripravi se izklopi vžig in izvleče ključ za vžig, da se izklopijo vse črpalke in ventilatorji. Pokrov motorja mora biti popolnoma zaprt.
The car’s bonnet shall be closed completely.
Vsi sistemi za prisilno prezračevanje v preskusni komori morajo biti izključeni.
Any artificial ventilation systems inside the test cell shall be switched off. The resulting measurement curves shall be converged by the mathematical approach described by formula 1.
Krivulje, dobljene z meritvami, se uskladijo z matematičnim pristopom, ki ga opisuje formula 1.
T(t) temperature over time [°C]
T(t) temperatura v odvisnosti od časa [°C]
temperature of the operating engine [°C]
temperatura delujočega motorja [°C]
ambient temperature [°C]
temperatura okolice [°C]
d decay constant [1/h]
d konstanta upadanja [1/h]
The least squares method shall be used for the fitting of the two curves.
Za prileganje dveh krivulj se uporabi metoda najmanjših kvadratov.
To do that, the temperature measurement data of the first 20 minutes after engine cut-off is not to be considered because of the untypical behaviour of the coolant temperature after switching off the coolant system.
V ta namen se ne upoštevajo podatki o merjenju temperature iz prvih 20 minut po izklopu motorja zaradi netipičnega poteka temperature hladilne tekočine po izklopu hladilnega sistema.
DETERMINING THE HOT START BENEFIT (HSB)
DOLOČANJE KORISTI PRI VROČEM ZAGONU (HSB)
The HSB of the EI vehicle shall be determined experimentally.
HSB za ekološko inovativno vozilo se določi s poskusi.
This value describes the difference of CO2 emissions between a cold start and a hot start NEDC test in relation to the cold start result:
Ta vrednost opisuje razliko med emisijami CO2 pri preskusu NEDC po hladnem in vročem zagonu v primerjavi z rezultatom po hladnem zagonu:
HSB Hot Start Benefit
HSB korist pri vročem zagonu
emissions of hot start NEDC test [g CO2/km]
emisije CO2 pri preskusu NEDC po vročem zagonu [g CO2/km]
emissions of cold start NEDC test [g CO2/km]
emisije CO2 pri preskusu NEDC po hladnem zagonu [g CO2/km]
The coolant temperature at the beginning of the cold start test and the ambient temperature in the test cell shall not be below 14 °C.
Temperatura hladilne tekočine na začetku preskusa po hladnem zagonu in temperatura okolice v preskusni komori ne smeta biti nižji od 14 °C.
The hot start NEDC test shall be conducted following the cold start NEDC test.
Preskus NEDC po vročem zagonu se opravi za preskusom NEDC po hladnem zagonu.
It is possible to perform one or two preconditioning NEDC tests between the cold start and the hot start NEDC test.
Med preskusoma NEDC po hladnem in vročem zagonu je možno opraviti tudi en ali dva preskusa NEDC za predhodno pripravo.
It shall be ensured and documented that the state of charge (SOC) variation (for example, using his Controller Area Network signal) of the starter battery after each test is within 5 %.
Zagotovljeno in dokumentirano mora biti, da je variacija stanja napolnjenosti (SOC) zagonskega akumulatorja (na primer z uporabo signala njegovega področnega krmilnega omrežja) po vsakem preskusu manjša od 5 %.
The complete test procedure shall be repeated at least two times.
Celotni preskusni postopek se ponovi vsaj dvakrat.
Arithmetic means of the cold start and of the hot start CO2 results and the respective variation coefficients of the means shall be calculated.
Izračunata se aritmetični srednji vrednosti rezultatov za CO2 in ustrezna variacijska koeficienta srednjih vrednosti.
The complete test procedure shall be repeated as long as the variation coefficients of both arithmetic means are below 1 % (see point 4).
Celotni preskusni postopek se ponavlja, dokler sta variacijska koeficienta obeh aritmetičnih srednjih vrednosti manjša od 1 % (glej točko 4).
CALCULATING THE VARIATION COEFFICIENTS OF THE ARITHMETIC MEANS
IZRAČUN VARIACIJSKIH KOEFICIENTOV ARITMETIČNIH SREDNJIH VREDNOSTI
The variation coefficients of the arithmetic means shall be calculated using the following formulae:
Variacijska koeficienta aritmetičnih srednjih vrednosti se izračunata po naslednjih formulah:
variation coefficient;
variacijski koeficient
standard deviation of arithmetic mean [g CO2/km];
standardni odklon aritmetične srednje vrednosti [g CO2/km]
arithmetic mean [g CO2/km];
aritmetična srednja vrednost [g CO2/km]
measurement value [g CO2/km];
vrednost meritve [g CO2/km]
n number of measurements.
n število meritev
FORMULAE FOR CALCULATING THE CO2 SAVINGS
FORMULE ZA IZRAČUN PRIHRANKA CO2
The relative CO2 reduction potential ΔCO2(t) for different parking times shall be calculated using formula 5 with the following input data:
ΔCO2(t), relativni potencial za zmanjšanje emisij CO2, se izračuna po formuli 5 z naslednjimi vhodnimi podatki:
decay constant of the eco-innovation vehicle without an engine compartment encapsulation (baseline vehicle): dB [1/h].
konstanta upadanja za ekološko inovativno vozilo brez inkapsulacije motornega prostora (osnovno vozilo): dB [1/h].
This value shall be calculated with formula 1;
Ta vrednost se izračuna po formuli 1,
decay constant of eco-innovation vehicle with an engine compartment encapsulation: dE [1/h].
konstanta upadanja za ekološko inovativno vozilo z inkapsulacijo motornega prostora: dE [1/h].
This value shall be calculated with formula 2;
Ta vrednost se izračuna po formuli 2,
parking time distribution (share of vehicle stops): SVS.
porazdelitev časov parkiranja (delež ustavitev vozila): SVS.
Table 2 (below) shall be used;
Uporabi se tabela 2 (spodaj),
type-approval value: TACO2 [g CO2/km], i.e. CO2 mass emissions combined.
homologacijska vrednost CO2: TACO2 [g CO2/km], t. j. masne emisije CO2 v kombiniranem ciklu.
The calculation results shall be given in the following Table 1:
Rezultati izračuna se podajo v tabeli 1:
Relative CO2 reduction potential ΔCO2(t) for different parking times
Relativni potencial za zmanjšanje emisij CO2, ΔCO2(t) za različne čase parkiranja
Parking time [h]
Čas parkiranja [h]
The total CO2 savings, weighted by the parking times (pt) shall be calculated using formula 6 [1].Formula 6: CCO2
Skupni prihranek CO2, utežen s časi parkiranja (pt), se izračuna po formuli 6 [1].Formula 6: CCO2
Where the values for parking time [h] and SVS [%] shall be those in Table 2:
pri čemer se uporabijo vrednosti časa parkiranja [h] in SVS [%] iz tabele 2:
Parking time distribution (share of vehicle stops)
Porazdelitev časov parkiranja (delež ustavitev vozila)
The CO2 savings shall be the type-approval value (CO2 mass emissions combined) multiplied by a factor of x [2].
Prihranek emisij CO2 je enak homologacijski vrednosti (masne emisije CO2 v kombiniranem ciklu) pomnoženi s faktorjem x [2].
The value of x is equal to the term
Vrednost faktorja x je enaka vrednosti izraza
Where an existing vehicle type is equipped with the innovative technology the following formula shall be used:
Če je obstoječi tip vozila opremljen z inovativno tehnologijo, se uporabi naslednja formula:
baseline vehicle
osnovno vozilo
savings [g CO2/km]
prihranek emisij CO2 [g CO2/km]
TA CO2 baseline vehicle
TA CO2 osnovno vozilo
type-approval value of the eco-innovation vehicle without an engine compartment encapsulation [g CO2/km]
homologacijska vrednost za ekološko inovativno vozilo brez inkapsulacije motornega prostora [g CO2/km]
Where the innovative technology is installed on a new vehicle type and the type-approval CO2 value has been determined with the innovative technology installed, the following formula for calculating the CO2 savings shall be used:
Če je inovativna tehnologija vgrajena v nov tip vozila in je bila homologacijska vrednost emisij CO2 določena z vgrajeno inovativno tehnologijo, se za izračun prihranka emisij CO2 uporabi naslednja formula:
new vehicle type
nov tip vozila
TA CO2 new vehicle type
TA CO2 nov tip vozila
type-approval value of the new vehicle type equipped with the innovative technology [g CO2/km]
homologacijska vrednost za nov tip vozila z inovativno tehnologijo [g CO2/km]
ECO-INNOVATION CODE TO BE ENTERED INTO TYPE-APPROVAL DOCUMENTATION
KODA EKOLOŠKE INOVACIJE, KI JO JE TREBA VNESTI V HOMOLOGACIJSKO DOKUMENTACIJO