CELEX ID: 32017R1151

--- ENGLISH ---

Document:
7.7.2017
EN
Official Journal of the European Union
L 175/1
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 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 
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, 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) 
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, and in particular Article 39(2) thereof.
Whereas:
(1)
Commission Regulation (EC) No 692/2008 implementing and amending Regulation (EC) No 715/2007 
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 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 Regulations (WP.29) in March 2014.
(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 harmonisation 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 
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 and (EU) 2016/646 
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.
(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;
(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;
(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 
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;
(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.
(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 after-treatment 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;
(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 
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;
(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 manufacturers 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 maintenance information under this paragraph.
The approval authority shall inform the Commission of the circumstances of each type approval granted under this paragraph.
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 
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 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
 after-treatment devices and EGR system at low temperatures.
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;
(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;
(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 Sub-Annex 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 manufacturer. 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 type-approval 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.
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 type-approval 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.
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 
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.
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.
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 type-approval is made, the manufacturer shall provide that information within six months of the date of type approval.
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 functioning 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.
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;
(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 type-approval 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;
(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
 (
*1
)
 and (EU) 2017/1153
 (
*2
)
.
(
*1
)
  Commission Implementing Regulation (EU) 2017/1152 of 2 June 2017 setting out a methodology for determining 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)."
(
*2
)
  Commission Implementing Regulation (EU) 2017/1153 of 2 June 2017 setting out a methodology for determining 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 
(
9
)
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
)
  
            
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
).
(
4
)
  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
).
(
5
)
  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
).
(
6
)
  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
)
  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
).
(
8
)
  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
).
(
9
)
  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
).
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
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
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 1961(a) and 1961(b)(1)(C)(1) applicable to 2001 and later model year vehicles, 1968.1, 1968.2, 1968.5, 1976 and 1975, published by Barclay’s Publishing
Type-approval must be granted under the California Code of Regulations applicable to the most recent 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.
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.
Figure I.2.4
Application of test requirements for type-approval and extensions
Vehicle category
Vehicles with positive ignition engines including hybrids
1
Vehicles with compression ignition engines including hybrids
Pure electric vehicles
Hydrogen fuel cell vehicles
Mono fuel
Bi-fuel
3
Flex-fuel
3
Reference fuel
Petrol
(E10)
LPG
NG/Biomethane
Hydrogen (ICE)
Petrol (E10)
Petrol (E10)
Petrol (E10)
Petrol (E10)
Diesel
(B7) 
5
—
Hydrogen (Fuel Cell)
LPG
NG/Biomethane
Hydrogen (ICE) 
4
Ethanol
(E85)
Gaseous pollutants
(Type 1 test)
Yes
Yes
Yes
Yes
4
Yes
(both fuels)
Yes
(both fuels)
Yes
(both fuels)
Yes
(both fuels)
Yes
—
—
PM
(Type 1 test)
Yes
2
—
—
—
Yes
2
(petrol only)
Yes
2
(petrol only)
Yes
2
(petrol only)
Yes
2
(both fuels)
Yes
—
—
PN
Yes
2
—
—
—
Yes
2
(petrol only)
Yes
2
(petrol only)
Yes
2
(petrol only)
Yes
2
(both fuels)
Yes
—
—
Gaseous pollutants, RDE (Type 1A test)
Yes
Yes
Yes
Yes (
4
)
Yes (both fuels)
Yes (both fuels)
Yes (both fuels)
Yes (both fuels)
Yes
—
—
PN, RDE (Type 1A test)
Yes
—
—
—
Yes (both fuels)
Yes (both fuels
Yes (both fuels
Yes (both fuels)
Yes
—
—
Idle emissions
(Type 2 test)
Yes
Yes
Yes
—
Yes
(both fuels)
Yes
(both fuels)
Yes
(petrol only)
Yes
(both fuels)
—
—
—
Crankcase emissions
(Type 3 test)
Yes
Yes
Yes
—
Yes
(petrol only)
Yes
(petrol only)
Yes
(petrol only)
Yes
(petrol only)
—
—
—
Evaporative emissions
(Type 4 test)
Yes
—
—
—
Yes
(petrol only)
Yes
(petrol only)
Yes
(petrol only)
Yes
(petrol only)
—
—
—
Durability
(Type 5 test)
Yes
Yes
Yes
Yes
Yes
(petrol only)
Yes
(petrol only)
Yes
(petrol only)
Yes
(petrol only)
Yes
—
—
Low temperature emissions
(Type 6 test)
Yes
—
—
—
Yes
(petrol only)
Yes
(petrol only)
Yes
(petrol only)
Yes
(both fuels)
—
—
—
In-service conformity
Yes
Yes
Yes
Yes
Yes
(both fuels)
Yes
(both fuels)
Yes
(both fuels)
Yes
(both fuels)
Yes
—
—
On-board diagnostics
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
—
—
CO
2
 emissions, fuel consumption, electric energy consumption and electric range
Yes
Yes
Yes
Yes
Yes
(both fuels)
Yes
(both fuels)
Yes
(both fuels)
Yes
(both fuels)
Yes
Yes
Yes
Smoke opacity
—
—
—
—
—
—
—
—
Yes
—
—
Engine power
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
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 type-approval 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:
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.
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,
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.
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 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).
Figure I.4.2
Test of three vehicles
Computation of the test statistic
According to Appendix 1 does the test statistic agree with the criteria for failing the family for at least one pollutant/Co
2
?
YES
Family rejected
NO
NO
According to Appendix 1 does the test statistic agree with the criteria for passing the family for at least one pollutant/CO
2
?
YES
A pass decision is reached for one or more pollutants/CO
2
Is a pass decision reached for all the pollutants/CO
2
?
YES
Family accepted
NO
Test of an additional vehicle, up to a max of 16 vehicles tested
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;
(b)
the evolution coefficient (EvC) of the pollutants/CO
2
 between 80 km and ‘x’ km shall be calculated as:
(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.
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 Sub-Annex 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:
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 modifications.
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.
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:
and
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
(ii)
Fail the family if
(iii)
Take another measurement if:
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:
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
(ii)
Fail the family if
(iii)
Take another measurement if:
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.
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
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:
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
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
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
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:
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
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.
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 charge-depleting electric energy consumption
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 Sub-Annex 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
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.
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: …
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): …
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: …
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: …
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
): …
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: …
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: …
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
Component
Fault code
Monitoring strategy
Fault detection criteria
MI activation criteria
Secondary parameters
Preconditioning
Demonstration test
Catalyst
P0420
Oxygen sensor 1 and sensor 2 signals
Difference between sensor 1 and sensor 2 signals-
3rd cycle
Engine speed load, A/F mode, catalyst temperature
Two type 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: …
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
): …
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: …
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)
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): …
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
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 approving the eco-innovation (
w2
)
Code of the eco-innovation (
w3
)
1.
CO
2
 emissions of the baseline vehicle (g/km)
2.
CO
2
 emissions of the eco-innovation vehicle (g/km)
3.
CO
2
 emissions of the baseline vehicle under type 1 test-cycle (
w4
)
4.
CO
2
 emissions of the eco-innovation vehicle under type 1 test-cycle
5.
Usage factor (UF), i.e. temporal share of technology usage in normal operation conditions
CO
2
 emissions savings ((1 – 2) – (3 – 4))*5
xxxx/201x
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
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
)
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 (ratios of engine to gearbox output shaft revolutions)
Final drive ratio(s) (ratio of gearbox output shaft to driven wheel revolutions)
Total gear ratios
Maximum for CVT
1
2
3
…
Minimum for CVT
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): …
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: …
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)
2.   
Road load information
2.1.   Gearbox type (manual/automatic/CVT)
VL (if existing)
VH
2.2.
Vehicle bodywork type (variant/version)
2.2.
Vehicle bodywork type (variant/version)
2.3.
Road load method used (measurement or calculation by road load family)
2.3.
Road load method used (measurement or calculation by road load family)
2.4.
Road load information from the test
2.4.
Road load information from the test
2.4.1.
Tyres make and type:
2.4.1.
Tyres make and type:
2.4.2.
Tyre dimensions (front/rear):
2.4.2.
Tyre dimensions (front/rear):
2.4.4.
Tyre pressure (front/rear) (kPa):
2.4.4.
Tyre pressure (front/rear) (kPa):
2.4.5.
Tyre rolling resistance (front/rear) (kg/t):
2.4.5.
Tyre rolling resistance (front/rear) (kg/t):
2.4.6.
Vehicle test mass (kg):
2.4.6.
Vehicle test mass (kg):
2.4.7.
Delta Cd.A compared to VH (m
2
)
2.4.8.
Road load coefficient f
0
, f
1
, f
2
2.4.8.
Road load coefficient f
0
, f
1
, f
2
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)
6.
Place: …
7.
Date: …
8.
Signature: …
Attachments:
Information package (
6
).
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
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/… 
(
2
)
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
)
: …
Test 1
Type 1 Result
CO
(mg/km)
THC
(mg/km)
NMHC
(mg/km)
NO
x
(mg/km)
THC + NO
x
(mg/km)
PM
(mg/km)
PN
(#.10
11
/km)
Measured (
8
) (
9
)
Ki (*) (
8
) (
10
)
(
11
)
Ki (+) (
8
) (
10
)
(
11
)
Mean value calculated with Ki (M.Ki or M+Ki) (
9
)
(
12
)
DF (+) (
8
) (
10
)
DF (*) (
8
)(
10
)
Final mean value calculated 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) 
(
3
)
: …
ATCT test
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
(% vol)
Lambda (
7
)
Engine speed
(min
–1
)
Engine oil temperature
(°C)
Low idle test
N/A
High idle test
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) 
(
3
)
: …
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 
(
4
)
: …
2.1.4.2.
Catalyst monitoring 
(
4
)
: …
2.1.4.3.
Oxygen sensor monitoring 
(
4
)
: …
2.1.4.4.
Other components monitored by the OBD system 
(
4
)
: …
2.1.4.5.
Catalyst monitoring 
(
5
)
: …
2.1.4.6.
Particulate trap monitoring 
(
5
)
: …
2.1.4.7.
Electronic fuelling system actuator monitoring 
(
5
)
: …
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: …
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
2
 Emission (g/km)
Test
Low
Medium
High
Extra High
Combined
M
CO2,p,5 /
 M
CO2,c,5
1
2
3
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 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
: …
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
2
 Emission (g/km)
Test
Low
Medium
High
Extra High
Combined
M
CO2,p,5 /
 M
CO2,c,5
1
2
3
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 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 regenerating 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) 
(
3
)
: …
Low
Mid
High
Extra High
Combined
Ki (additive / multiplicative) (
1
)
Values for CO
2
 and fuel 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
2
3
Declared value
—
2.5.2.1.2.
Total time out of tolerance for the conduct of the cycle: … sec
2.5.2.2.   Pure Electric Range
PER (km)
Test
City
Combined
Measured Pure Electric Range
1
2
3
Declared value
—
2.5.3.   Externally chargeable (OVC) Hybrid Electric Vehicle:
2.5.3.1.   CO
2
 mass emission Charge Sustaining
Vehicle High
CO
2
 Emission (g/km)
Test
Low
Medium
High
Extra High
Combined
M
CO2,p,5 /
 M
CO2,c,5
1
2
3
M
CO2,p,H /
 M
CO2,c,H
Vehicle Low (if applicable)
CO
2
 Emission (g/km)
Test
Low
Medium
High
Extra High
Combined
M
CO2,p,5 /
 M
CO2,c,5
1
2
3
M
CO2,p,L /
 M
CO2,c,L
Vehicle M (if applicable)
CO
2
 Emission (g/km)
Test
Low
Medium
High
Extra High
Combined
M
CO2,p,5 /
 M
CO2,c,5
1
2
3
M
CO2,p,M /
 M
CO2,c,M
2.5.3.2.   CO
2
 mass emission Charge Depleting
Vehicle High
CO
2
 Emission (g/km)
Test
Combined
M
CO2,CD
1
2
3
M
CO2,CD,H
Vehicle Low (if applicable)
CO
2
 Emission (g/km)
Test
Combined
M
CO2,CD
1
2
3
M
CO2,CD,L
Vehicle M (if applicable)
CO
2
 Emission (g/km)
Test
Combined
M
CO2,CD
1
2
3
M
CO2,CD,M
2.5.3.3.   CO
2
 mass emission (weighted, combined) 
(
6
)
:
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
2.5.3.4.   Fuel consumption Charge Sustaining
Vehicle High
Fuel Consumption (l/100 km)
Low
Medium
High
Extra High
Combined
Final values FC
p,H /
 FC
c,H
Vehicle Low (if applicable)
Fuel Consumption (l/100 km)
Low
Medium
High
Extra High
Combined
Final values FC
p,L /
 FC
c,L
Vehicle M (if applicable)
Fuel Consumption (l/100 km)
Low
Medium
High
Extra High
Combined
Final values FC
p,M /
 FC
c,M
2.5.3.5.   Fuel consumption Charge Depleting
Vehicle High
Fuel consumption (l/100 km)
Test
Combined
FC
CD
1
2
3
FC
CD,H
Vehicle Low (if applicable)
Fuel consumption (l/100 km)
Test
Combined
FC
CD
1
2
3
FC
CD,L
Vehicle M (if applicable)
Fuel consumption (l/100 km)
Test
Combined
FC
CD
1
2
3
FC
CD,M
2.5.3.6.   Fuel consumption (weighted, combined) 
(
6
)
:
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:
2.5.3.7.1.   All Electric Range AER
AER (km)
Test
City
Combined
AER values
1
2
3
Final values AER
2.5.3.7.2.   Equivalent All Electric Range EAER
EAER (km)
City
Combined
EAER values
2.5.3.7.3.   Actual Charge Depleting Range R
CDA
R
CDA
 (km)
Combined
R
CDA
 values
2.5.3.7.4.   Charge Depleting Cycle Range R
CDC
R
CDC
 (km)
Test
Combined
R
CDC
 values
1
2
3
Final values R
CDC
2.5.3.8.   Electric consumption
2.5.3.8.1.   Electric Consumption EC
EC (Wh/km)
Low
Medium
High
Extra High
City
Combined
Electric consumption values
2.5.3.8.2.   UF-weighted charge-depleting electric consumption EC
AC,CD
 (combined)
EC
AC,CD
 (Wh/km)
Test
Combined
EC
AC,CD
 values
1
2
3
Final values EC
AC,CD
2.5.3.8.3.   UF-weighted electric consumption EC
AC, weighted
 (combined)
EC
AC,weighted
 (Wh/km)
Test
Combined
EC
AC,weighted
 values
1
2
3
Final values EC
AC,weighted
2.6.   
Test results of eco-innovations
 
(
7
)
 
(
8
)
Decision approving the eco-innovation (
20
)
Code of the eco-innovation (
21
)
Type 1/I cycle (
22
)
1.
CO
2
 emissions of the baseline vehicle (g/km)
2.
CO
2
 emissions of the eco-innovation vehicle (g/km)
3.
CO
2
 emissions of the baseline vehicle under type 1 test-cycle (
23
)
4.
CO
2
 emissions of the eco-innovation vehicle under type 1 test-cycle
5.
Usage factor (UF) i.e. temporal share of technology usage in normal operation conditions
CO
2
 emissions savings
((1 - 2) - (3 - 4)) * 5
xxx/201x
Total CO
2
 emissions saving on NEDC (g/km) (
24
)
Total CO
2
 emissions saving on WLTP (g/km) (
25
)
2.6.1.   
                  
General code of the eco-innovation(s)
(
9
)
: …
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): …
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: …
4.2.9.   Cooling system:
4.2.10.   Motor: liquid/air 
(
1
)
4.2.11.   Variator: liquid/air 
(
1
)
5.   REMARKS: …
Explanatory Notes
(
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
(
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.
(
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
(
1
)
  Delete where not applicable (there are cases where nothing needs to be deleted when more than one entry is applicable)
(
2
)
  Type of tyre according UN/ECE Regulation 117
(
3
)
  Indicate the applicable procedure.
(
4
)
  For vehicles equipped with positive-ignition engines.
(
5
)
  For compression-ignition engine vehicles
(
6
)
  Measured over the combined cycle
(
7
)
  Repeat the table for each reference fuel tested.
(
8
)
  Expand the table if necessary, using one extra row per eco-innovation.
(
9
)
  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’)
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
1.2.1.   CO
2
 mass emissions (for each reference fuel tested)
CO
2
 Emission (g/km)
Urban
Extra Urban
Combined
M
CO2,NEDC_H,co2mpas
1.3.   Vehicle Low (if applicable)
1.3.1.   CO
2
 mass emissions (for each reference fuel tested)
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
2.1.1.   CO
2
 mass emissions (for each reference fuel tested)
CO
2
 Emission (g/km)
Urban
Extra Urban
Combined
M
CO2,NEDC_H,test
2.2.   Vehicle Low (if applicable)
2.2.1.   CO
2
 mass emissions (for each reference fuel tested)
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) 2017/1152 and (EU) 2017/1153)
Deviation factors
Vehicle High
Vehicle Low
(if applicable)
De
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 non-emission 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 code
Monitoring strategy
Fault detection criteria
MI activation criteria
Secondary parameters
Preconditioning
Demonstration test
Catalyst
P0420
Oxygen sensor 1 and 2 signals
Difference between sensor 1 and sensor 2 signals
3rd cycle
Engine speed, engine load, A/F mode, catalyst temperature
e.g. Two Type 1 cycles (as described in Annex III of Regulation (EC) No 692/2008 or in Annex XXI to Regulation (EU) 2017/1151)
e.g. Type 1 test (as described in Annex III of Regulation (EC) No 692/2008 or in Annex XXI to Regulation (EU) 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;
(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 preferences;
(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.
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.
Character
Emission standard
OBD standard
Vehicle category and class
Engine
Implementation date: new types
Implementation date: new vehicles
Last date of 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, 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, N2
PI, CI
1.9.2019
31.8.2020
AG
Euro 6d-TEMP
Euro 6-2
M, N1 class I
PI, CI
1.9.2017
1.9.2019
31.12.2020
AH
Euro 6d-TEMP
Euro 6-2
N1 class II
PI, CI
1.9.2018
1.9.2020
31.12.2021
AI
Euro 6d-TEMP
Euro 6-2
N1 class III, 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
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, N2
PI, CI
1.1.2021
1.1.2022
AX
n.a.
n.a.
All vehicles
Battery full electric
1.9.2009
1.1.2011
AY
n.a.
n.a.
All vehicles
Battery full electric
1.9.2009
1.1.2011
AZ
n.a.
n.a.
All vehicles using certificates according to point 2.1.1 of 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.
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.
Appendix 7
Text of image
Manufacturer’s certificate of compliance with the OBD in-use performance requirements
(Manufacturer): …
(Address of the manufacturer): …
Certifies that
The vehicle types listed in attachment to this Certificate are in compliance with the provisions of section 3 of Appendix 1 to Annex XI of Commission Regulation (EU) 2017/1151 relating to the in-use performance of the OBD system under all reasonably foreseeable driving conditions.
The plan(s) describing the detailed technical criteria for incrementing the numerator and denominator of each monitor attached to this Certificate are correct and complete for all types of vehicles to which the Certificate applies.
Done at [ … Place]
On [ … Date]
[Signature of the Manufacturer’s Representative]
Annexes:
List of vehicle types to which this Certificate applies
Plan(s) describing the detailed technical criteria for incrementing the numerator and denominator of each monitor, as well as plan(s) for disabling numerators, denominators and general denominator.
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
APPLICANT
Manufacturer
SUBJECT
Determination of a vehicle road load
Object submitted to tests
Make
:
Type
:
CONCLUSION
The object submitted to tests complies with the requirements mentioned in the subject.
PLACE,
DD/MM/YYYY
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
Vehicle numbers
:
Prototype number and VIN
Category
Annex I Appendix 3 & 4 §0.4
:
Number of seats including the driver
Annex I Appendix 3 §9.10.3 & Appendix 4 addendum §1.4
:
Bodywork
Annex I Appendix 3 §9.1 & Appendix 4 addendum §1.6
:
Drive wheels
Annex I Appendix 3 §1.3.3 & Appendix 4 addendum §1.7
:
1.1.1.   
POWERTRAIN ARCHITECTURE
Powertrain architecture
:
internal combustion, hybrid, electric or fuel cell
1.1.2.   
INTERNAL COMBUSTION ENGINE (if applicable)
For more than one ICE, please repeat the paragraph
Make
:
Type
Annex I Appendix 3 §3.1.1 & Appendix 4 addendum §1.10
:
Working principle
Annex I Appendix 3 §3.2.1.1
:
two/four stroke
Cylinders number and arrangement
Annex I Appendix 3 §3.2.1.2
:
Engine capacity (cm
3
)
Annex I Appendix 3 §3.2.1.3 & Appendix 4 addendum §1.10.1
:
Engine idling speed (min
–1
)
Annex I Appendix 3 §3.2.1.6
:
+
–
High engine idling speed (min
–1
 (a)
Annex I Appendix 3 §3.2.1.6.1
:
+
–
n
min drive
(rpm)
:
Rated engine power
Annex I Appendix 3 §3.2.1.8 & Appendix 4 addendum §1.10.4
:
kW
at
rpm
Maximum net torque
Annex I Appendix 3 §3.2.1.10 & Appendix 4 addendum §1.11.3
:
Nm
at
rpm
Engine lubricant
:
Manufacturer specification (If there are several references in the information document)
Cooling system
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
:
Type
Annex I Appendix 3 §3.2.2.1 & Appendix 4 addendum §1.10.3
:
petrol E10 - Diesel B7 – LPG – NG - …
Density at 15°C
Annex IX
:
Sulphur content
sub annex 3 of annex XXI
:
Only for Diesel B7 and Petrol E10
Annex IX
:
Batch number
:
Willans factors (for ICE) for CO
2
 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
Annex I Appendix 3 §3.2.2.4
:
Monofuel / bifuel / flex fuel
Control unit
Part reference
Annex I Appendix 3 § 3.2.4.2.9.3.1
:
same as information document
Software tested
Annex I Appendix 3 § 3.2.4.2.9.3.1.1
:
read via scantool, for example
Air flowmeter
Annex I Appendix 3 § 3.2.4.2.9.3.3
:
Throttle body
Annex I Appendix 3 § 3.2.4.2.9.3.5
:
Pressure sensor
Annex I Appendix 3 § 3.2.4.3.4.11
:
Injection pump
Annex I Appendix 3 § 3.2.4.2.3
:
Injector(s)
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
Annex I Appendix 3 § 3.2.8.1
:
Yes/no
make & type (
1
)
Intercooler
Annex I Appendix 3 § 3.2.8.2
:
yes/no
type (air/air – air/water) (
1
)
Air filter (element) (
1
)
Annex I Appendix 3 § 3.2.8.4.2
:
make & type
Intake silencer (
1
)
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
Annex I Appendix 3 §3.2.12.2.1.12.& 3.2.12.2.1.13
:
make & reference (
1
)
principle: three way / oxidising / NOx trap /Selective Catalyst Reduction
Second catalytic converter
:
make & reference (
1
)
principle: three way / oxidising / NOx trap /Selective Catalyst Reduction
Particulate trap
Annex I Appendix 3 §3.2.12.2.6
:
with/without/not applicable
make & reference (
1
)
Reference and position of oxygen sensor(s)
Annex I Appendix 3 §3.2.12.2.2
:
before catalyst / after catalyst
Air injection
Annex I Appendix 3 §3.2.12.2.3
:
with/without/not applicable
EGR
Annex I Appendix 3 §3.2.12.2.4
:
with/without/not applicable
cooled/non-cooled
Evaporative emission control system
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
)
Annex I Appendix 3 §3.2.9.2
:
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
Gearbox
Annex I Appendix 3 § 4.5.1& Appendix 4 addendum §1.13.1
:
manual / automatic / continuous variation
Gear shifting procedure
Predominant mode
:
yes/no
normal / drive / eco/…
Best case mode for CO
2
 emissions and fuel consumption (if applicable)
:
Worst case mode for CO
2
 emissions and fuel consumption (if applicable)
:
Control unit
:
Gearbox lubricant
:
Manufacturer’s specification (If there are several references in the information document)
Tyres
Annex I Appendix 3 §6.6 & Appendix 4 addendum §1.14
Make
:
Type
:
Dimensions front/rear
Annex I Appendix 3 §6.6.1
:
Circumference (m)
:
Tyre pressure (kPa)
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
1 000
1
st
1/1
2
nd
1/1
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
:
Type
:
Peak Power
:
1.1.10.   
TRACTION REESS (if applicable)
For more than one Traction REESS, please repeat the paragraph
Make
:
Type
:
Capacity
:
Nominal Voltage
:
1.1.12.   
FUEL CELL (if applicable)
For more than one Fuel Cell, please repeat the paragraph
Make
:
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
:
Type
:
Power
:
1.2.   VEHICLE HIGH DESCRIPTION (TYPE 1) OR VEHICLE DESCRIPTION (ATCT)
1.2.1.   
MASS
Test mass of VH (kg)
:
1.2.2.   
ROAD LOAD PARAMETERS
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)
Annex XXI §3.5.6
:
Road load test report reference
:
1.2.3.   
CYCLE SELECTION PARAMETERS
Cycle (without downscaling)
:
Class 1 / 2 / 3a / 3b
Ratio of rated power to mass in running order (PMR)(W/kg)
:
(if applicable)
Capped speed process used during measurement
Annex XXI sub-annex 1 §9
:
yes/no
Maximum speed of the vehicle
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 shortened test procedure)
:
if applicable
1.2.4.   
GEAR SHIFT POINT (IF APPLICABLE)
Gear shifting
:
Average gear for v ≥ 1 km/h, rounded to four places of decimal
1.3.   VEHICLE LOW DESCRIPTION (IF APPLICABLE)
1.3.1.   
MASS
Test mass of VL(kg)
:
1.3.2.   
ROAD LOAD PARAMETERS
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
:
1.3.3.   
CYCLE SELECTION PARAMETERS
Cycle (without downscaling)
:
Class 1 / 2 / 3a / 3b
Ratio of rated power to mass in running order (PMR)(W/kg)
:
(if applicable)
Capped speed process used during measurement
Annex XXI sub-annex 1 §9
:
yes/no
Maximum speed of the vehicle
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 shortened test procedure)
:
if applicable
1.3.4.   
GEAR SHIFT POINT (IF APPLICABLE)
Gear shifting
:
Average gear for v ≥ 1 km/h, rounded to four places of decimal
1.4.   VEHICLE M DESCRIPTION (IF APPLICABLE)
1.4.1.   
MASS
Test mass of VL(kg)
:
1.4.2.   
ROAD LOAD PARAMETERS
f
0
 (N)
:
f
1
 (N/(km/h))
:
f
2
 (N/(km/h) 
2
)
:
Cycle energy demand (Ws)
:
Δ(C
D
×A
f
)
LH
:
1.4.3.   
CYCLE SELECTION PARAMETERS
Cycle (without downscaling)
:
Class 1 / 2 / 3a / 3b
Ratio of rated power to mass in running order (PMR)(W/kg)
:
(if applicable)
Capped speed process used during measurement
Annex XXI sub-annex 1 §9
:
yes/no
Maximum speed of the vehicle
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 shortened test procedure)
:
if applicable
1.4.4.   
GEAR SHIFT POINT (IF APPLICABLE)
Gear shifting
:
Average gear for v ≥ 1 km/h, rounded to four places of decimal
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
Ann XXI sub-ann6 §1.2.4.2.2.
yes/no
Coastdown mode
Ann XXI sub-ann4 §4.2.1.8.5
:
yes/no
Additional preconditioning
:
yes/no
description
Deterioration factors
:
assigned / tested
2.1.1.   
Vehicle high (used for ATCT, also)
Date of tests
:
(day/month/year)
Place of the test
:
Height of the lower edge above ground of cooling fan (cm)
:
Lateral position of fan centre (if modified as request by the manufacturer)
:
in the vehicle centre-line/…
Distance from the front of the vehicle (cm)
:
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
Pollutants
CO
(mg/km)
THC (a)
(mg/km)
NMHC (a)
(mg/km)
NO
x
(mg/km)
THC+NOx (b)
(mg/km)
Particulate Matter
(mg/km)
Particle Number
(#.10
11
/km)
Measured values
Regeneration factors (Ki)(2)
Additive
Regeneration factors (Ki)(2)
Multiplicative
Deterioration factors (DF) additive
Deterioration factors (DF) multiplicative
Final values
Limit values
(2)
See Ki family report(s)
:
Type 1/I performed for Ki determination
:
Annex XXI, Sub-Annex 4 or UN/ECE Regulation No 83
 (
1
)
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
(mg/km)
THC (a)
(mg/km)
NMHC (a)
(mg/km)
NO
x
(mg/km)
THC+NOx (b)
(mg/km)
Particulate Matter
(mg/km)
Particle Number
(#.10
11
/km)
Measured single cycle values
Limit single cycle values
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
(mg/km)
THC (a)
(mg/km)
NMHC (a)
(mg/km)
NO
x
(mg/km)
THC+NOx (b)
(mg/km)
Particulate Matter
(mg/km)
Particle Number
(#.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
CO
2
 Emission
Low
Medium
High
Extra High
Combined
Measured value M
CO2,p,1 /
 M
CO2,c,2
RCB correction coefficient:
 (
3
)
M
CO2,p,3 /
 M
CO2,c,3
Regeneration factors (Ki)
Additive
Regeneration factors (Ki)
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)
 (
2
)
Temporary values M
CO2,p,5 /
 M
CO2,c,5
Declared value
—
—
—
—
d
CO2
1
 * declared value
—
—
—
—
Test 2 (if applicable)
Same paragraph with d
CO2
2
Test 3 (if applicable)
Same paragraph
Conclusion
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
2.1.1.2.2.
ATCT 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 (ATCT)
Test at 14°C (ATCT)
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)
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
2
 Mass Emission (g/km)
Combined
Calculated value M
CO2,CD
Declared value
d
CO2
1
Test 2 (if applicable)
Same paragraph with d
CO2
2
Test 3 (if applicable)
Same paragraph
Conclusion
CO
2
 Mass Emission (g/km)
Combined
Averaging M
CO2,CD
Final value M
CO2,CD
2.1.1.2.4.
UF-WEIGHTED CO
2
 Mass Emission of OVC-HEVs
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
(
4
)
2.1.1.3.2.
Fuel consumption of OVC-HEVs in case of a charge-depleting Type 1 test
Test 1:
Fuel Consumption (l/100 km)
Combined
Calculated value FC
CD
Test 2 (if applicable)
Same paragraph
Test 3 (if applicable)
Same paragraph
Conclusion
Fuel Consumption (l/100 km)
Combined
Averaging FC
CD
Final value FC
CD
2.1.1.3.3.
UF-Weighted Fuel consumption of OVC-HEVs
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
RCB correction coefficient
Final values FC
p/
 FC
c
2.1.1.4.   
RANGES (IF APPLICABLE)
2.1.1.4.1.
Ranges for OVC-HEVs (if applicable)
2.1.1.4.1.1.   
All electric Range
Test 1
AER (km)
City
Combined
Measured/Calculated values AER
Declared value
—
Test 2 (if applicable)
Same paragraph
Test 3 (if applicable)
Same paragraph
Conclusion
AER (km)
City
Combined
Averaging AER (if applicable)
Final values AER
2.1.1.4.1.2.   
Equivalent All electric Range
EAER (km)
City
Combined
Final values EAER
2.1.1.4.1.3.   
Actual Charge-Depleting Range
R
CDA
 (km)
Combined
Final value R
CDA
2.1.1.4.1.4.   
Charge-Depleting Cycle Range
Test 1
R
CDC
 (km)
Combined
Final value R
CDC
Index Number of the transition cycle
REEC of confirmation-cycle (%)
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
PER (km)
City
Combined
Calculated values PER
Declared value
—
Test 2 (if applicable)
Same paragraph
Test 3 (if applicable)
Same paragraph
Conclusion
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)
2.1.1.5.1.1.   
Electric consumption EC
EC (Wh/km)
Low
Medium
High
Extra High
City
Combined
Final values EC
2.1.1.5.1.2.   
UF-weighted charge-depleting electric consumption
Test 1
EC
AC,CD
 (Wh/km)
Combined
Calculated value EC
AC,CD
Test 2 (if applicable)
Same paragraph
Test 3 (if applicable)
Same paragraph
Conclusion (if applicable)
EC
AC,CD
 (Wh/km)
Combined
Averaging EC
AC,CD
Final value
2.1.1.5.1.3.   
UF-weighted electric consumption
Test 1
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)
EC
AC,weighted
 (Wh/km)
Combined
Averaging EC
AC,weighted
Final value
2.1.1.5.2.   
Electric consumption of PEVs (if applicable)
Test 1
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.
2.1.3.   
VEHICLE M (IF APPLICABLE)
Repeat § 2.1.1.
2.1.4.   
FINAL CRITERIA EMISSIONS VALUES (IF APPLICABLE)
Pollutants
CO
(mg/km)
THC (a)
(mg/km)
NMHC (a)
(mg/km)
NO
x
(mg/km)
THC+NOx (b)
(mg/km)
PM
(mg/km)
PN
(#.10
11
/km)
Highest values
 (
5
)
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)
See report(s)
:
2.5.   TYPE 5 (a) TEST (not ATCT)
See durability family report(s)
:
Type 1/I cycle for criteria emissions testing
:
Annex XXI, Sub-Annex 4 or UN/ECE Regulation No 83
 (
6
)
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)
:
If deviation from the vehicle of type 1
:
Tyres
:
Make
:
Type
:
Dimensions front/rear
:
Circumference (m)
:
Tyre pressure (kPa)
:
Pollutants
CO
(g/km)
HC
(g/km)
Test
1
2
3
Average
Limit
2.8.   ON BOARD DIAGNOSTIC SYSTEM (not ATCT)
See family report(s)
:
2.9.   SMOKE OPACITY (b) TEST (not ATCT)
2.9.1.   
STEADY SPEEDS TEST
See family report(s)
:
2.9.2.   
FREE ACCELERATION TEST
Measured absorption value (m 
–1
)
:
Corrected absorption value (m 
–1
)
:
2.10.   ENGINE POWER (not ATCT)
See family report(s)
:
2.11.   TEMPERATURE INFORMATION RELATED TO VEHICLE HIGH (VH)
Engine coolant temperature at the end of soaking time (°C)
sub-ann6a §3.9.2
:
Average soak area temperature over the 3 last hours (°C)
sub-ann6a §3.9.2
:
Difference between engine coolant end temperature and average soak area temperature of the last 3 hours Δ
T_ATCT
 (°C)
sub-ann6a §3.9.3
:
The minimum soaking time t
soak_ATCT
 (s)
sub-ann6a §3.9.1
:
Location of temperature sensor
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):
(
1
)
  Indicate as applicable
(
2
)
  FCF: family correction factor for correcting for representative regional temperature conditions (ATCT)
See FCF family report(s):
(
3
)
  correction as referred to in Sub-Annex 6 Appendix 2 of Annex XXI of this Regulation for ICE vehicles, K
CO2
 for HEVs
(
4
)
  Calculated from aligned CO
2
 values
(
5
)
  for each pollutant within all test results of VH, VL (if applicable) and VIM (if applicable)
(
6
)
  Indicate as applicable
Appendix 8b
Road Load Test Report
The following information, if applicable, is the minimum data required for the road load determination test.
REPORT number
APPLICANT
Manufacturer
SUBJECT
Determination of a vehicle road load
Object submitted to tests
Make
:
Type
:
CONCLUSION
The object submitted to tests complies with the requirements mentioned in the subject.
PLACE,
DD/MM/YYYY
1.   
CONCERNED VEHICLE(S)
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
2.1.1.   
Vehicle High
Make
:
Type
:
Version
:
Cycle energy demand over a complete WLTC Class 3 cycle independent of the vehicle class
:
Deviation from production series
:
Mileage
:
2.1.2.   
Vehicle Low
Make
:
Type
:
Version
:
Cycle energy demand over a complete WLTC Class 3 cycle independent of the 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
:
Type
:
Version
:
Cycle energy demand over a complete WLTC
:
Deviation from production series
:
Mileage
:
2.2.   
MASSES
2.2.1.   
Vehicle High
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
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)
:
Average mass m
av
(kg)
:
(average before and after the test)
Technically permissible maximum laden mass (≥3 000 kg)
:
Estimated arithmetic average of the mass of optional equipment
:
Weight distribution
Front
:
Rear
:
2.3.   
TYRES
2.3.1.   
Vehicle High
Size designation
:
front/rear if different
Make
:
front/rear if different
Type
:
front/rear if different
Rolling resistance (kgf/1 000  kg
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
2.4.1.   
Vehicle High
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
Delta (C
d
*A
f
)
LH
 compared to VH
:
2.4.3.   
Representative vehicle of the road load matrix family (if applicable)
Body shape description
:
Square box (if no representative body shape for a complete vehicle can be determined)
Repeat §2.4.1. with the representative vehicle data if applicable
Frontal area A
fr
:
2.5.   
POWERTRAIN
2.5.1.   
Vehicle High
Engine code
:
Transmission type
:
manual, automatic, CVT
Transmission model
(manufacturer's codes)
:
(torque rating and no of clutches → to be included in info doc)
Covered transmission models
(manufacturer's codes)
:
Engine rotational speed divided by vehicle speed
:
Gear
Gear ratio
N/V ratio
1
st
1/..
2
nd
1..
3
rd
1/..
4
th
1/..
5
th
1/..
6
th
1/..
..
..
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
Dates of tests
:
dd/mm/yyyy
ON ROAD (Annex XXI, Sub Annex 4, §4)
Method of the test
:
coastdown (Annex XXI, Sub Annex 4, §4.3.)
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)
Annex XXI, Sub Annex 4, §4.2.4.1.2.
:
Anemometry
:
stationary
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:
c0=
c1=
c2=
Coastdown method:
f0
f1
f2
Final results
Torque method:
c0=
c1=
c2=
and
f0=
f1=
f2=
Coastdown method:
f0=
f1=
f2=
Or
WIND TUNNEL METHOD (Annex XXI, Sub Annex 4, §6)
Facility (name/location/dynamometer's reference)
:
Qualification of the facilities
:
Report reference and date
Dynamometer
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
(Annex XXI, Sub Annex 4, §6.6.3.)
:
(for chassis dynamometer, if applicable)
Method of chassis dynamometer setting
:
Fixed run / iterative / alternative with its own warmup cycle
Measured aerodynamic drag coefficient multiplied by the frontal area
:
Velocity (km/h)
C
d
*A (m
2
)
…
…
…
…
Result
:
f0=
f1=
f2=
Or
ROAD LOAD MATRIX (Annex XXI, Sub Annex 4, §5)
Method of the test
:
coastdown (Annex XXI, Sub Annex 4, §4.3)
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)
Annex XXI, Sub Annex 4, §4.2.4.1.2.
:
Anemometry
:
stationary
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
Raw results
:
Torque method:
c0r=
c1r=
c2r=
Coastdown method:
f0r
f1r
f2r
Final results
Torque method:
c0r=
c1r=
c2r=
and
f0r=
f1r=
f2r=
Coastdown method:
f0r=
f1r=
f2r=
2.6.2.   
Vehicle Low
Repeat §2.6.1. with VL data
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
Annex XXI, Sub-Annex 4, § 4.2.1.8.3.
:
The coefficients, c0, c1 and c2,
:
c0=
c1=
c2=
The coastdown times measured on the chassis dynamometer
Annex XXI, Sub-Annex 4, §4.4.4.
:
Vehicle speed (km/h)
Coastdown time (s)
125-115
115-105
105-95
95-85
85-75
75-65
65-55
55-45
45-35
35-25
25-15
15-05
Additional weight may be placed on or in the vehicle to eliminate tyre slippage
Annex XXI, Sub-Annex 4, §7.1.1.1.1.
:
weight (kg)
on/in the vehicle
The coastdown times after performing the vehicle coast down procedure according paragraph 4.3.1.3 of Annex XXI, Sub-Annex 4
Annex XXI, Sub-Annex 4, §8.2.4.2.
:
Vehicle speed (km/h)
Coastdown time (s)
125-115
115-105
105-95
95-85
85-75
75-65
65-55
55-45
45-35
35-25
25-15
15-05
NOx converter efficiency
Indicated concentrations (a); (b), (c), (d), and the concentration when the NOx analyser is in the NO mode so that the calibration gas does not pass through the converter
Annex XXI, Sub-Annex 5, §5.5
:
(a)=
(b)=
(c)=
(d)=
Concentration in NO mode=
The distance actually driven by the vehicle
Annex XXI, Sub-Annex 6, §1.2.6.4.6. and 1.2.12.6.
:
For manual shift transmission vehicle, MT vehicle that cannot follow the cycle trace:
The deviations from the driving cycle
:
Annex XXI, Sub-Annex 6, §1.2.6.5.1
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
:
Annex XXI, Sub-Annex 6, §1.2.8.5. and 7.
Particulate sample filter weighing
Filter before the test
:
Filter after the test
:
Reference filter
:
Annex XXI, Sub-Annex 6, §1.2.10.1.2 and 1.2.14.3.1
Content of each of the compounds measured after stabilization of the measuring device
Annex XXI, Sub-Annex 6, §1.2.14.2.8
:
Regeneration factor determination
The number of cycles D between two WLTCs where regeneration events occur
:
The number of cycles over which emission measurements are made n
:
The mass emissions measurement M′
sij
 for each compound i over each cycle j
:
Annex XXI, Sub-Annex 6, Appendix 1, §2.1.3.
Regeneration factor determination
The number of applicable test cycles d measured for complete regeneration
:
Annex XXI, Sub-Annex 6, Appendix 1, § 2.2.6.
Regeneration factor determination
Msi
:
Mpi
:
Ki
:
Annex XXI, Sub-Annex 6, Appendix 1, §3.1.1
ATCT
The air temperature and humidity of the test cell measured at the vehicle cooling fan outlet at a minimum frequency of 1 Hz.
:
Temperature set point = T
reg
Annex XXI, Sub-Annex 6a, §3.2.1.1.
Actual temperature value
± 3 °C at the start of the test
± 5 °C during the test
The temperature of the soak area measured continuously at a minimum frequency of 1 Hz.
:
Temperature set point = T
reg
Annex XXI, Sub-Annex 6a, §3.2.2.1.
Actual temperature value
± 3 °C at the start of the test
± 5 °C during the test
The time of transfer from the preconditioning to the soak area
Annex XXI, Sub-Annex 6a, §3.6.2.
:
≤ 10 minutes
The time between the end of the Type 1 test and the cool down procedure
:
≤ 10 minutes
The measured soaking time, and shall be recorded in all relevant test sheets.
Annex XXI, Sub-Annex 6a, §3.9.2.
:
time between the measurement of the end temperature and the end of the Type 1 test at 23 °C
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 sub-paragraph:
‘…
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’.
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.
(
1
)
  
            
OJ L 140, 5.6.2009, p. 88
.
ANNEX III
[Reserved]
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:
where:
a
1
is the slope of the regression line
is the mean value of the reference parameter
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:
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
is the mean value of the parameter to be verified
n
is the number of values
1.2.6.
‘
Cross-correlation coefficient
’ (
r
) means:
where:
x
i
is the measured reference value
y
i
is the measured value of the parameter to be verified
is the mean reference value
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
).
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:
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:
where:
is the mean value of the reference parameter
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
1.2.29.
‘
Standard error of estimate
’ (
SEE
) means:
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 manufacturer 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 manufacturer 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, flow-measuring 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
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
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:
where EURO-6 is the applicable Euro 6 emission limit laid down in Table 2 of Annex I to Regulation (EC) No 715/2007.
2.1.1   Final Conformity Factors
The conformity factor 
CF
pollutant
for the respective pollutant is specified as follows:
Pollutant
Mass of oxides of nitrogen (NO
x
)
Number of particles (PN)
Mass of carbon monoxide (CO)
 (
1
)
Mass of total hydrocarbons (THC)
Combined mass of total hydrocarbons and oxides of nitrogen (THC + NO
x
)
CF
pollutant
1 + 
margin
 with 
margin
 = 0,5
to be determined
—
—
—
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 of nitrogen (NO
x
)
Number of particles (PN)
Mass of carbon monoxide (CO)
 (
2
)
Mass of total hydrocarbons (THC)
Combined mass of total hydrocarbons and oxides of nitrogen (THC + NO
x
)
CF
pollutant
2,1
to be determined
—
—
—
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:
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.
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.
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 
(
*1
)
.
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.
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 verification 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.
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 
(
*2
)
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 interrupted.
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.
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.
(
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
)
  CO emissions shall be measured and recorded at RDE tests.
(
*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
).
(
*2
)
  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
).
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
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
Test parameters
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 Appendix 2
Ambient humidity
%
Sensor
Ambient temperature
K
Sensor
Ambient pressure
kPa
Sensor
Vehicle speed
km/h
Sensor, GPS, or ECU
 (
3
)
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
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.
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 flow-sensing 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 downstream 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 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 PEMS-vehicle 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:
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 manufacturer 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.
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.
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
 (
10
)
CO
2
≤ 2 000  ppm per test
≤ 2 % of reading or ≤ 2 000  ppm per test, whichever is larger
CO
≤ 75 ppm per test
≤ 2 % of reading or ≤ 75 ppm per test, whichever is larger
NO
2
≤ 5 ppm per test
≤ 2 % of reading or ≤ 5 ppm per test, whichever is larger
NO/NO
X
≤ 5 ppm per test
≤ 2 % of reading or ≤ 5 ppm per test, whichever is larger
CH
4
≤ 10 ppmC
1
 per test
≤ 2 % of reading or ≤ 10 ppmC
1
 per test, whichever is larger
THC
≤ 10 ppmC
1
 per test
≤ 2 % of reading or ≤10 ppmC
1
 per test, whichever is larger
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.
(
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.
(
10
)
  If the zero drift is within the permissible range, it is permissible to zero the analyser prior to verifying the span drift.
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
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
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
Slope
a
1
Standard error
SEE
Coefficient of determination r
2
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
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:
(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:
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.
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.
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 is larger
CO
≤50 ppm over 4 h
≤2 % of reading or ≤50 ppm over 4 h, whichever is larger
NO
2
≤5 ppm over 4 h
≤2 % of reading or ≤5 ppm over 4 h, whichever is larger
NO/NO
X
≤5 ppm over 4 h
≤2 % of reading or 5 ppm over 4h, whichever is larger
CH
4
≤10 ppmC
1
≤2 % of reading or ≤10 ppmC
1
 over 4 h, whichever is larger
THC
≤10 ppmC
1
≤2 % of reading or ≤10 ppmC
1
 over 4 h, whichever 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.
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:
where the analyser response is:
where:
c
ref,b
is the reference HC concentration in step (ii) [ppmC
1
]
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 incrementally 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:
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:
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
]
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 introduction 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:
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 concentration in the gas mixture to concentration levels that are expected to occur during an emissions test. 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:
The expected concentration of the diluted NO-water vapour span gas shall be recorded as 
D
e
 after being calculated as:
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:
The per cent water quench shall be calculated as:
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.
(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.
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
Oxygen interference check gases
Engine type
Compression ignition
Positive ignition
O
2
 concentration
21 ± 1 %
10 ± 1 %
10 ± 1 %
5 ± 1 %
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;
(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 interspersed 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.
7.2.8.   
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
 (
4
)
± 1 % of reading
 (
6
)
Air flow
 (
4
)
± 2 % of reading
Vehicle speed
 (
5
)
± 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
)
  Optional parameter.
(
3
)
  To be decided once equipment becomes available.
(
4
)
  optional to determine exhaust mass flow
(
5
)
  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.
(
6
)
  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.
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.
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
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
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.
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:
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
0
Slope a
1
Standard error
SEE
Coefficient of determination
r
2
Exhaust mass flow
0,0 ± 3,0 kg/h
1,00 ± 0,075
≤10 % max
≥ 0,90
(
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.
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
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:
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
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:
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
t,m
is the transformation time t of the exhaust mass flow meter
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.
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
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
:
where:
where:
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:
(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:
In method (b), the concentration of CH
4
 and NMHC shall be calculated as follows:
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:
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]
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:
where:
where:
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:
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.
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
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
 values depicting the ratio between the densities of exhaust component or pollutant 
i
 [kg/m
3
] and the density of the exhaust gas [kg/m
3
]
 (
6
)
Fuel
ρ
e
 [kg/m
3
]
Component or pollutant i
NO
x
CO
HC
CO
2
O
2
CH
4
ρ
gas
 [kg/m
3
]
2,053
1,250
(
1
)
1,9636
1,4277
0,716
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
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.
(
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
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 [%]
h
j
–
distance of window j to the CO
2
 characteristic curve [%]
–
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]
–
average speed of windows [km/h]
v
i
–
actual vehicle speed in time step i [km/h]
–
average vehicle speed in window j [km/h]
–
average speed of the Low Speed phase of the WLTP cycle
–
average speed of the High Speed phase of the WLTP cycle
–
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
Figure 2
Definition of CO
2
 mass based on averaging windows
The duration
of the j
th
 averaging window is determined by:
where:
is the CO
2
 mass measured between the test start and time 
(t
2,j
)
 [g];
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:
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
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
(average speed of the Low Speed phase of the WLTP cycle)
= 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.
(average speed of the High Speed phase of the WLTP cycle)
= 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.
(average speed of the Extra High Speed phase of the WLTP cycle)
= 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
):
with
:
and
:
For the section (
P
2
,
P
3
):
with
:
and
:
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
smaller than 45 km/h,
4.4.2.
Rural windows are characterized by average vehicle ground speeds
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
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 %.
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.
The weighting factor 
w
j
 for each window shall be determined as such:
If
Then
If
Then
With
and
If
Then
with
and
If
or
Then
where:
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:
and the complete trip:
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:
And for particle number:
Where ƒ
u
, ƒ
r
 ƒ
m
 are respectively equal to 0,34, 0,33 and 0,33.
7.   NUMERICAL EXAMPLES
7.1.   
Averaging window calculations
Table 1
Main calculation settings
M
CO2,ref
[g]
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.
Text of image
Vehicle Speed [km/h]
CO2 MAW [g/km]
CO2 j-th MAW [g/km]
Cumulated CO2 j-th MAW [g]
Valid=100 / Invalid=0
CO2 reference [g]
7.2.   
Evaluation of windows
Table 2
Calculation settings for the 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
P
1
P
2
P
3
The definition of the CO
2
 characteristic curve is as follows:
For the section (
P
1
, 
P
2
):
with
and
For the section (
P
2
, 
P
3
):
with
and
Examples of calculation for the weighting factors and the window categorisation as urban, rural or motorway are:
For window #45:
The average speed of the window is lower than 45 km/h, therefore it is an urban window.
For the characteristic curve:
Verification of:
Leads to:
For window #556:
The average speed of the window is higher than 45 km/h but lower than 80 km/h, therefore it is a rural window.
For the characteristic curve:
Verification of:
Leads to:
with
and
Table 3
Emissions numerical data
Window
[#]
t
1,
j
[s]
[s]
t
2,j
[s]
[g]
[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
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
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
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
(
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.
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]
…
Average emission value of an exhaust gas component in the wheel power class j, [g/s]; for PN in [#/s]
…
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]
P
r,,i
…
Same as P
required,i
 defined above used in longer equations
…
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 resistances 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]
…
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]
…
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.
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:
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
Urban
Rural
 (
1
)
Motorway
 (
1
)
v
i
 [km/h]
0 to ≤ 60
> 60 to ≦ 90
> 90
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).
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
class No.
P
c,norm,j
 [-]
Urban
Total trip
From >
to ≤
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
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:
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.
Figure 1
Schematic picture for converting the normalized standardised power frequency into a vehicle specific power frequency
Time share in standard trip [%]
Urban
Total trip
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):
Table 2
De-normalised standard power frequency values from Table 1. (for Example 1)
Power
class No.
P
c,j
 [kW]
Urban
Total trip
From >
to ≤
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
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
 (
2
)
100,375
All > 100,375
0,00025 %
0,0003 %
Table 3
De-normalised standard power frequency values from Table 1.(for Example 2)
Power
class No.
P
c,j
 [kW]
Urban
Total trip
From >
to ≤
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
 (
3
)
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
—
—
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.
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):
then: class index for emissions and velocity = j
The number of 3-second moving average values shall be counted for each power class:
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
class No.
P
c,norm,j
 [–]
Total trip
Urban trip parts
From >
to ≤
lower bound
upper bound
lower bound
upper bound
Sum 1+2
 (
4
)
0,1
15 %
60 %
5 %
 (
4
)
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 %
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:
Where
j …
wheel power class 1 to 9 according to Table 1
…
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]
…
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.
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
:
For the urban part of the trip
:
For particle number the same method as for gaseous pollutants shall be applied but the unit [#/s] shall be used for
and [#/km] shall be used for M
w,PN
:
For the total trip
:
For the urban part of the trip
:
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.
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]
The average power per WLTC phase is calculated from the 1 Hz wheel power according to:
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:
Where
k
WLTC
 … slope of the Veline from WLTC, [g/kWh]
D
WLTC …
 intercept of the Veline from WLTC, [g/h]
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:
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.
(
1
)
  Not used in the actual regulatory evaluation
(
2
)
  The highest wheel power class to be considered is the one containing 0,9 × Prated. Here 0,9 × 120 = 108.
(
3
)
  The highest class wheel power class to be considered is the one containing 0,9 × Prated. Here 0,9 × 75 = 67,5.
(
4
)
  Representing the total of motoring and low power conditions
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 manufacturer 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 …)
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.
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-mass-ratio’ 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 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
 (
*1
)
more than 49
NT = 0,15 × N
 (
*1
)
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.
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.
(
*1
)
  NT shall be rounded to the next higher integer number.
(
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
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]
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]
—
actual vehicle speed per acceleration in time step i [m
2
/s
3
 or W/kg]
—
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].
—
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]
—
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,
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
.
If
, the vehicle speed measurement is sufficiently accurate.
If
, 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
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:
where:
d
i
is the distance covered in time step i [m]
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:
where:
a
i
is the acceleration in time step i [m/s
2
]. For 
i
 = 1:
, for
:
.
The product of vehicle speed per acceleration shall be calculated as follows:
where:
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
, the values 
v
i
, 
d
i
, 
a
i
and
shall be ranked in ascending order of the vehicle speed.
All datasets with
belong to the ‘urban’ speed bin, all datasets with
belong to the ‘rural’ speed bin and all datasets with
belong to the ‘motorway’ speed bin.
The number of datasets with acceleration values
shall be bigger or equal to 150 in each speed bin.
For each speed bin the average vehicle speed
shall be calculated as follows:
where:
N
k
is the total number of samples of the urban, rural, and motorway shares.
3.1.4.   
Calculation of
per speed bin
The 95
th
 percentile of the
values shall be calculated as follows:
The
values in each speed bin shall be ranked in ascending order for all datasets with
and the total number of these samples 
M
k
shall be determined.
Percentile values are then assigned to the
values with
as follows:
The lowest
value gets the percentile 1/
M
k
, the second lowest 2/
M
k
, the third lowest 3/
M
k
and the highest value
is the
value, with
If
cannot be met,
shall be calculated by linear interpolation between consecutive samples j and j+1 with
and
.
The relative positive acceleration per speed bin shall be calculated as follows:
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
per speed bin (with v in [km/h])
If
and
is fulfilled, the trip is invalid.
If
and
is fulfilled, the trip is invalid.
4.1.2.   
Verification of RPA per speed bin
If
and
is fulfilled, the trip is invalid.
If
and
is fulfilled, the trip is invalid.
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]
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 instantaneous 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 interpolated data if the following condition applies:
The altitude correction shall be applied so that:
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]
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:
The altitude correction shall be applied so that:
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:
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:
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:
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:
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.
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:
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:
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:
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:
chosen to demonstrate the smoothing for d ≤ 200m
chosen to demonstrate the smoothing for 200m < d < (599m)
chosen to demonstrate the smoothing for d ≥ (599m)
The smoothed and interpolated altitude is calculated as:
Second smoothing run:
chosen to demonstrate the smoothing for d ≤ 200m
chosen to demonstrate the smoothing for 200m < d < (599)
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
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
t [s]
v(t)
[km/h]
h
GPS
(t)
[m]
h
map
(t)
[m]
h(t)
[m]
h
corr
(t)
[m]
d
i
[m]
Cum. d
[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
…
…
…
…
…
…
…
…
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
[m]
t
0
[s]
d
0
[m]
d
1
[m]
h
0
[m]
h
1
[m]
h
int
(d)
[m]
road
grade,1
(d)
[m/m]
h
int,sm,1
(d)
[m]
road
grade,2
(d)
[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
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
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
[m]
t
0
[s]
d
0
[m]
d
1
[m]
h
0
[m]
h
1
[m]
h
int
(d)
[m]
road
grade,1
(d)
[m/m]
h
int,sm,1
(d)
[m]
road
grade,2
(d)
[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
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
—
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.
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
[#]
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]
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]
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
)
137
PEMS validation – results CO
2
[g/km;%]
 (
6
)
138
PEMS validation – results NO
X
[mg/km;%]
 (
6
)
…
 (
7
)
…
 (
7
)
…
 (
7
)
Table 2
Body of the data exchange file; the rows and columns of this table shall be transposed in the body of the data exchange file
Line
198
199
 (
8
)
200
201
Time
trip
[s]
(
9
)
Vehicle speed
 (
10
)
Sensor
[km/h]
(
9
)
Vehicle speed
 (
10
)
GPS
[km/h]
(
9
)
Vehicle speed
 (
10
)
ECU
[km/h]
(
9
)
Latitude
GPS
[deg:min:s]
(
9
)
Longitude
GPS
[deg:min:s]
(
9
)
Altitude
 (
10
)
GPS
[m]
(
9
)
Altitude
 (
10
)
Sensor
[m]
(
9
)
Ambient pressure
Sensor
[kPa]
(
9
)
Ambient temperature
Sensor
[K]
(
9
)
Ambient humidity
Sensor
[g/kg; %]
(
9
)
THC concentration
Analyser
[ppm]
(
9
)
CH
4
 concentration
Analyser
[ppm]
(
9
)
NMHC concentration
Analyser
[ppm]
(
9
)
CO concentration
Analyser
[ppm]
(
9
)
CO
2
 concentration
Analyser
[ppm]
(
9
)
NO
X
 concentration
Analyser
[ppm]
(
9
)
NO concentration
Analyser
[ppm]
(
9
)
NO
2
 concentration
Analyser
[ppm]
(
9
)
O
2
 concentration
Analyser
[ppm]
(
9
)
PN concentration
Analyser
[#/m
3
]
(
9
)
Exhaust mass flow rate
EFM
[kg/s]
(
9
)
Exhaust temperature in the EFM
EFM
[K]
(
9
)
Exhaust mass flow rate
Sensor
[kg/s]
(
9
)
Exhaust mass flow rate
ECU
[kg/s]
(
9
)
THC mass
Analyser
[g/s]
(
9
)
CH
4
 mass
Analyser
[g/s]
(
9
)
NMHC mass
Analyser
[g/s]
(
9
)
CO mass
Analyser
[g/s]
(
9
)
CO
2
 mass
Analyser
[g/s]
(
9
)
NO
X
 mass
Analyser
[g/s]
(
9
)
NO mass
Analyser
[g/s]
(
9
)
NO
2
 mass
Analyser
[g/s]
(
9
)
O
2
 mass
Analyser
[g/s]
(
9
)
PN
Analyser
[#/s]
(
9
)
Gas measurement active
PEMS
[active (1); inactive (0); error (>1)]
(
9
)
Engine speed
ECU
[rpm]
(
9
)
Engine torque
ECU
[Nm]
(
9
)
Torque at driven axle
Sensor
[Nm]
(
9
)
Wheel rotational speed
Sensor
[rad/s]
(
9
)
Fuel rate
ECU
[g/s]
(
9
)
Engine fuel flow
ECU
[g/s]
(
9
)
Engine intake air flow
ECU
[g/s]
(
9
)
Coolant temperature
ECU
[K]
(
9
)
Oil temperature
ECU
[K]
(
9
)
Regeneration status
ECU
—
(
9
)
Pedal position
ECU
[%]
(
9
)
Vehicle status
ECU
[error (1); normal (0)]
(
9
)
Per cent torque
ECU
[%]
(
9
)
Per cent friction torque
ECU
[%]
(
9
)
State of charge
ECU
[%]
(
9
)
…
 (
11
)
…
 (
11
)
…
 (
11
)
(
9
)
,
 (
11
)
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]
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
, 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]
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
, 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]
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
, 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]
…
 (
12
)
…
 (
12
)
…
 (
12
)
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)
…
 (
13
)
…
 (
13
)
…
 (
13
)
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 higher than 15 %
(1=Yes, 0=No)
109
Share of rural windows in the total number of windows higher than 15 %
(1=Yes, 0=No)
110
Share of motorway windows in the total number of windows higher than 15 %
(1=Yes, 0=No)
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 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]
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]
…
 (
14
)
…
 (
14
)
…
 (
14
)
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]
…
 (
15
)
…
 (
15
)
…
 (
15
)
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]
(
16
)
Window End Time
[s]
(
16
)
Window Duration
[s]
(
16
)
Window Distance
Source (1=GPS, 2=ECU, 3=Sensor)
[km]
(
16
)
Window THC emissions
[g]
(
16
)
Window CH
4
 emissions
[g]
(
16
)
Window NMHC emissions
[g]
(
16
)
Window CO emissions
[g]
(
16
)
Window CO
2
 emissions
[g]
(
16
)
Window NO
X
 emissions
[g]
(
16
)
Window NO emissions
[g]
(
16
)
Window NO
2
 emissions
[g]
(
16
)
Window O
2
 emissions
[g]
(
16
)
Window PN emissions
[#]
(
16
)
Window THC emissions
[mg/km]
(
16
)
Window CH
4
 emissions
[mg/km]
(
16
)
Window NMHC emissions
[mg/km]
(
16
)
Window CO emissions
[mg/km]
(
16
)
Window CO
2
 emissions
[g/km]
(
16
)
Window NO
X
 emissions
[mg/km]
(
16
)
Window NO emissions
[mg/km]
(
16
)
Window NO
2
 emissions
[mg/km]
(
16
)
Window O
2
 emissions
[mg/km]
(
16
)
Window PN emissions
[#/km]
(
16
)
Window distance to CO
2
 characteristic curve 
h
j
[%]
(
16
)
Window weighing factor 
w
j
[—]
(
16
)
Window Average Vehicle Speed
Source (1=GPS, 2=ECU, 3=Sensor)
[km/h]
(
16
)
…
 (
17
)
…
 (
17
)
…
 (
17
)
(
16
)
,
 (
17
)
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]
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 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)
…
 (
18
)
…
 (
18
)
…
 (
18
)
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]
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]
…
 (
19
)
…
 (
19
)
…
 (
19
)
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]
…
 (
20
)
…
 (
20
)
…
 (
20
)
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
 (
21
)
—
Total trip - Lower power class limit
 (
21
)
[kW]
Total trip - Upper power class limit
 (
21
)
[kW]
Total trip - Goal pattern used (distribution)
 (
21
)
[%]
(
22
)
Total trip - Power class occurrence
 (
21
)
—
(
22
)
Total trip - Power class coverage > 5 counts
 (
21
)
—
(1=Yes, 0=No)
 (
22
)
Total trip - Power class normality
 (
21
)
—
(1=Yes, 0=No)
 (
22
)
Total trip - Power class average THC emissions
 (
21
)
[g/s]
(
22
)
Total trip - Power class average CH
4
 emissions
 (
21
)
[g/s]
(
22
)
Total trip - Power class average NMHC emissions
 (
21
)
[g/s]
(
22
)
Total trip - Power class average CO emissions
 (
21
)
[g/s]
(
22
)
Total trip - Power class average CO
2
 emissions
 (
21
)
[g/s]
(
22
)
Total trip - Power class average NO
X
 emissions
 (
21
)
[g/s]
(
22
)
Total trip - Power class average NO emissions
 (
21
)
[g/s]
(
22
)
Total trip - Power class average NO
2
 emissions
 (
21
)
[g/s]
(
22
)
Total trip - Power class average O
2
 emissions
 (
21
)
[g/s]
(
22
)
Total trip - Power class average PN emissions
 (
21
)
[#/s]
(
22
)
Total trip - Power class average Vehicle Speed
 (
21
)
Source (1=GPS, 2=ECU, 3=Sensor)
[km/h]
(
22
)
Urban trip - Power class number
 (
21
)
—
Urban trip - Lower power class limit
 (
21
)
[kW]
Urban trip - Upper power class limit
 (
21
)
[kW]
Urban trip - Goal pattern used (distribution)
 (
21
)
[%]
(
22
)
Urban trip - Power class occurrence
 (
21
)
—
(
22
)
Urban trip - Power class coverage > 5 counts
 (
23
)
—
(1=Yes, 0=No)
 (
22
)
Urban trip - Power class normality
 (
21
)
—
(1=Yes, 0=No)
 (
22
)
Urban trip - Power class average THC emissions
 (
21
)
[g/s]
(
22
)
Urban trip - Power class average CH
4
 emissions
 (
21
)
[g/s]
(
22
)
Urban trip - Power class average NMHC emissions
 (
21
)
[g/s]
(
22
)
Urban trip - Power class average CO emissions
 (
21
)
[g/s]
(
22
)
Urban trip - Power class average CO
2
 emissions
 (
21
)
[g/s]
(
22
)
Urban trip - Power class average NO
X
 emissions
 (
21
)
[g/s]
(
22
)
Urban trip - Power class average NO emissions
 (
21
)
[g/s]
(
22
)
Urban trip - Power class average NO
2
 emissions
 (
21
)
[g/s]
(
22
)
Urban trip - Power class average O
2
 emissions
 (
21
)
[g/s]
(
22
)
Urban trip - Power class average PN emissions
 (
21
)
[#/s]
(
22
)
Urban trip - Power class average Vehicle Speed
 (
21
)
Source (1=GPS, 2=ECU, 3=Sensor)
[km/h]
(
22
)
…
 (
24
)
…
 (
24
)
…
 (
24
)
(
22
)
,
 (
24
)
4.3.   
Vehicle and engine description
The manufacturer shall provide the vehicle and engine description in accordance with Appendix 4 of Annex I.
(
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.
(
8
)
  This column can be omitted if the parameter source is part of the label in column 198.
(
9
)
  Actual values to be included from line 201 onward until the end of data
(
10
)
  To be determined by at least one method
(
11
)
  Additional parameters may be added to characterise vehicle and test conditions.
(
12
)
  Parameters may be added to characterize additional elements of the trip.
(
13
)
  Parameters may be added until line 95 to characterize additional calculation settings.
(
14
)
  Parameters may be added until line 195.
(
15
)
  Additional parameters may be added.
(
16
)
  Actual values to be included from line 501 to line onward until the end of data.
(
17
)
  Additional parameters may be added to characterise window characteristics.
(
18
)
  Additional parameters may be added until line 95 to characterize calculation settings
(
19
)
  Additional parameters may be added until line 195
(
20
)
  Additional parameters may be added
(
21
)
  Results reported for each power class starting from power class #1 up to power class which includes 90 % of P
rated
(
22
)
  Actual values to be included from line 501 to line onward until the end of data
(
23
)
  Results reported for each power class starting from power class #1 up to power class #5
(
24
)
  Additional parameters may be added
Appendix 9
Manufacturer's certificate of compliance
Text of image
Manufacturer’s certificate of compliance with the Real Driving Emissions requirements
(Manufacturer): …
(Address of the Manufacturer): …
Certifies that
The vehicle types listed in the attachment to this Certificate comply with the requirements laid down in point 2.1 of Annex IIIA to Regulation (EC) No 692/2008 relating to real driving emissions for all possible RDE tests, which are in accordance to the requirements of this Annex.
Done at [… (Place)]
On [… (Date)]
(Stamp and signature of the manufacturer’s representative)
Annex:
– List of vehicle types to which this certificate applies.
ANNEX IV
EMISSIONS DATA REQUIRED AT TYPE-APPROVAL FOR ROADWORTHINESS PURPOSES
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.
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.
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.
(
1
)
  
            
OJ L 326, 24.11.2006
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.
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.
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)
Canister Bench Aging
Duration 2 months approx.
Fuel system Aging
Duration 5 months approx.
Permeability
Factor:
PF
Max 1 h
Max 1 h
Max 7 min
6h to 36h
Start
Soak between 20°C and 30°C between 12 to 36 H
Fuel drain and refill
Pre-conditioning drive:
Max 5 min
Soak between 20°C and 30°C between 12 to 36 H
Aged canister load to breakthrough
Test drive NEDC
Hot start in < 2 min, then two part 1
and max 2 min before engine shut off
Hot soak test: M
HS
Soak at 293 K for the last 6 h
1rst day diurnal: M
D1
2nd day diurnal: M
D2
M
HS
 + M
D1
 + M
D2
 + 2PF
< 2.0 g/test
End
Fuel temperature 291K±8K (18°C±8°C)
40% ± 2% of nominal tank capacity
Ambient temperature: 293K to 303K (20°-30°C)
Type 1: one Part 1 + two Part 2
Tstart = 293 K to 303 (20°-30°C)
Type 1: one Part 1 + one Part 2
Tstart = 293 K to 303 (20°-30°C)
And then two Part 1
Tmin = 296K (23 °C)
Tmax = 304 K (31 °C)
60 min ±0,5 min
293K±2K (20°C±2°C)
Tstart = 293K (20 °C)
Tmin = 308 K; ΔT=15K
24hours, No of diurnals = 2
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.
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
Test Start
Select new canister sample
1. Temperature conditioning test:
Canister brought from -15°C to 60°C 210 min; temp gradient 1°C/min
2. Canister vibration conditioning test:
Canister is shaken along the vertical axis for 12 H. Overall Grms > 1.5 with frequency of 30 ± 10 Hz
3. Fuel Aging for 300 cycles (BWC)
Test Start
Select new canister sample
1. Temperature conditioning test:
Canister brought from -15°C to 60°C 210 min; temp gradient 1°C/min
2. Canister vibration conditioning test:
Canister is shaken along the vertical axis for 12 H. Overall Grms > 1.5 with frequency of 30 ± 10 Hz
3. Fuel Aging for 300 cycles (BWC)
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)
—
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 breakthrough. 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)
Figure VI.4
Determination of the Permeability Factor
Test Start
Fill the tank with fresh reference fuel at 40 %
Soak for 3 weeks at 40°C +/- 2°C
Drain and fill the tank with reference fuel at 40 %
Measurement of HC in the same conditions as in Diurnal Emission test:
HC
3w
Soak for the remaining 17 weeks at 40°C +/- 2°C
Drain and fill the tank with reference fuel at 40 %
Measurement of HC in the same conditions as in Diurnal Emission test:
HC
20w
Permeability Factor
= HC
20w
 - HC
3w
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 VT-SHED 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.
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 VT-SHED 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 dynamometer 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.
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"
(
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.
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
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, manufacturers shall use the whole vehicle or bench ageing durability test 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.
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.
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.
ANNEX IX
SPECIFICATIONS OF REFERENCE FUELS
A.   REFERENCE FUELS
1.   
Technical data on fuels for testing vehicles with positive-ignition engines
Type: Petrol (E10):
Parameter
Unit
Limits
 (
1
)
Test method
Minimum
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
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
EN 238
—
saturates
% v/v
report
EN 22854
Carbon/hydrogen ratio
report
Carbon/oxygen ratio
report
Induction Period
 (
4
)
minutes
480
—
EN ISO 7536
Oxygen content
 (
5
)
% m/m
3,3
3,7
EN 22854
Solvent washed gum
(Existent gum content)
mg/100 ml
—
4
EN ISO 6246
Sulphur content
 (
6
)
mg/kg
—
10
EN ISO 20846
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
(
2
)
Equivalent EN/ISO methods will be adopted when issued for properties listed above.
Type: Ethanol (E85)
Parameter
Unit
Limits
 (
9
)
Test method
 (
10
)
Minimum
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
ISO 3675
Vapour pressure
kPa
40
60
EN ISO 13016-1 (DVPE)
Sulphur content
 (
11
)
(
12
)
mg/kg
—
10
EN ISO 20846 EN 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 ambient temperature or 15 C whichever is higher.
Clear and bright, visibly free of suspended or precipitated contaminants
Visual inspection
Ethanol and higher alcohols
 (
13
)
% (V/V)
83
85
EN 1601
EN 13132
EN 14517
Higher alcohols (C
3
-C
8
)
% (V/V)
—
2
Methanol
% (V/V)
0,5
Petrol
 (
14
)
% (V/V)
Balance
EN 228
Phosphorus
mg/l
0,3
 (
15
)
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
(mg/l)
—
40
Carbon/hydrogen ratio
report
Carbon/oxygen ration
report
Type: LPG
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
 (
16
)
Odour
Characteristic
Characteristic
Motor octane number
Minimum 89
Minimum 89
EN 589 Annex B
Type: NG/Biomethane
Characteristics
Units
Basis
Limits
Test method
minimum
maximum
Reference fuel G20
Composition:
Methane
% mole
100
99
100
ISO 6974
Balance
 (
17
)
% mole
—
—
1
ISO 6974
N
2
% mole
ISO 6974
Sulphur content
mg/m
3
(
18
)
—
—
10
ISO 6326-5
Wobbe Index (net)
MJ/m
3
(
19
)
48,2
47,2
49,2
Reference fuel G25
Composition:
Methane
% mole
86
84
88
ISO 6974
Balance
 (
20
)
% mole
—
—
1
ISO 6974
N
2
% mole
14
12
16
ISO 6974
Sulphur content
mg/m
3
(
21
)
—
—
10
ISO 6326-5
Wobbe Index (net)
MJ/m
3
(
22
)
39,4
38,2
40,6
Type: Hydrogen for internal combustion engines
Characteristics
Units
Limits
Test method
minimum
maximum
Hydrogen purity
% mole
98
100
ISO 14687-1
Total hydrocarbon
μmol/mol
0
100
ISO 14687-1
Water
 (
23
)
μmol/mol
0
(
24
)
ISO 14687-1
Oxygen
μmol/mol
0
(
25
)
ISO 14687-1
Argon
μmol/mol
0
(
26
)
ISO 14687-1
Nitrogen
μmol/mol
0
(
27
)
ISO 14687-1
CO
μmol/mol
0
1
ISO 14687-1
Sulphur
μmol/mol
0
2
ISO 14687-1
Permanent particulates
 (
28
)
ISO 14687-1
2.   
Technical data on fuels for testing vehicles with compression ignition engines
Type: Diesel (B7):
Parameter
Unit
Limits
 (
29
)
Test method
Minimum
Maximum
Cetane Index
46,0
EN ISO 4264
Cetane number
 (
30
)
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
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 60 C)
μm
—
400
EN ISO 12156
Oxidation stability at 110 C
 (
31
)
h
20,0
EN 15751
FAME
 (
32
)
% v/v
6,0
7,0
EN 14078
3.   
Technical data on fuels for testing fuel cell vehicles
Type: Hydrogen for fuel cell vehicles
Characteristics
Units
Limits
Test method
minimum
maximum
Hydrogen fuel
 (
33
)
% mole
99,99
100
ISO 14687-2
Total gases
 (
34
)
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
B.   REFERENCE FUELS FOR TESTING EMISSIONS AT LOW AMBIENT TEMPERATURES — TYPE 6 TEST
Type: Petrol (E10):
Parameter
Unit
Limits
 (
35
)
Test method
Minimum
Maximum
Research octane number, RON
 (
36
)
95,0
98,0
EN ISO 5164
Motor octane number, MON
 (
37
)
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
Appearance at – 7 C: clear and bright
EN 12937
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
EN 238
—
saturates
% v/v
report
EN 22854
Carbon/hydrogen ratio
report
Carbon/oxygen ratio
report
Induction Period
 (
38
)
minutes
480
—
EN ISO 7536
Oxygen content
 (
39
)
% m/m
3,3
3,7
EN 22854
Solvent washed gum
(Existent gum content)
mg/100 ml
—
4
EN ISO 6246
Sulphur content
 (
40
)
mg/kg
—
10
EN ISO 20846
EN ISO 20884
Copper corrosion 3 hrs, 50 C
—
class 1
EN ISO 2160
Lead content
mg/l
—
5
EN 237
Phosphorus content
 (
41
)
mg/l
—
1,3
ASTM D 3231
Ethanol
 (
42
)
% v/v
9,0
10,0
EN 22854
(
2
)
Equivalent EN/ISO methods will be adopted when issued for properties listed above.
Type: Ethanol (E75)
Parameter
Unit
Limits
 (
43
)
Test method
 (
44
)
Minimum
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
EN ISO 12185
Vapour pressure
kPa
50
60
EN ISO 13016-1 (DVPE)
Sulphur content
 (
45
)
(
46
)
mg/kg
—
10
EN ISO 20846
EN ISO 20884
Oxidation stability
minutes
360
—
EN ISO 7536
Existent gum content (solvent washed)
mg/100ml
—
4
EN ISO 6246
Appearance shall be determined at ambient temperature or 15 C whichever is higher
Clear and bright, visibly free of suspended or precipitated contaminants
Visual inspection
Ethanol and higher alcohols
 (
47
)
% (V/V)
70
80
EN 1601
EN 13132
EN 14517
Higher alcohols (C
3
 – C
8
)
% (V/V)
—
2
Methanol
—
0,5
Petrol
 (
48
)
% (V/V)
Balance
EN 228
Phosphorus
mg/l
0,30
 (
49
)
EN 15487
ASTM D 3231
Water content
% (V/V)
—
0,3
ASTM E 1064
EN 15489
Inorganic chloride content
mg/l
—
1
ISO 6227 — EN 15492
pHe
6,50
9
ASTM D 6423
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
EN 15491
mg/l
40
Carbon/hydrogen ration
report
Carbon/oxygen ration
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
)
  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.
(
9
)
  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.
(
10
)
  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.
(
11
)
  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.
(
12
)
  The actual sulphur content of the fuel used for the Type 1 test shall be reported.
(
13
)
  Ethanol to meet specification of EN 15376 is the only oxygenate that shall be intentionally added to this reference fuel.
(
14
)
  The unleaded petrol content can be determined as 100 minus the sum of the percentage content of water and alcohols
(
15
)
  There shall be no intentional addition of compounds containing phosphorus, iron, manganese, or lead to this reference fuel.
(
16
)
  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.
(
17
)
  Inerts (different from N
2
) + C
2
 + C
2+
.
(
18
)
  Value to be determined at 293,2 K (20 C) and 101,3 kPa.
(
19
)
  Value to be determined at 273,2 K (0 C) and 101,3 kPa.
(
20
)
  Inerts (different from N
2
) + C
2
; + C
2+
.
(
21
)
  Value to be determined at 293,2 K (20 C) and 101,3 kPa.
(
22
)
  Value to be determined at 273,2 K (0 C) and 101,3 kPa.
(
23
)
  Not to be condensed.
(
24
)
  Combined water, oxygen, nitrogen and argon: 1,900 μmol/mol.
(
25
)
  Combined water, oxygen, nitrogen and argon: 1,900 μmol/mol.
(
26
)
  Combined water, oxygen, nitrogen and argon: 1,900 μmol/mol.
(
27
)
  Combined water, oxygen, nitrogen and argon: 1,900 μmol/mol.
(
28
)
  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.
(
29
)
  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.
(
30
)
  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.
(
31
)
  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.
(
32
)
  FAME content to meet the specification of EN 14214.
(
33
)
  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.
(
34
)
  The value of total gases is summation of the values of the non-hydrogen constituents listed in the table, except the particulates.
(
35
)
  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.
(
36
)
  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.
(
37
)
  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.
(
38
)
  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.
(
39
)
  Ethanol is the only oxygenate that shall be intentionally added to the reference fuel. The ethanol used shall conform to EN 15376.
(
40
)
  The actual sulphur content of the fuel used for the Type 6 test shall be reported.
(
41
)
  There shall be no intentional addition of compounds containing phosphorus, iron, manganese, or lead to this reference fuel.
(
42
)
  Ethanol is the only oxygenate that shall be intentionally added to the reference fuel. The ethanol used shall conform to EN 15376.
(
43
)
  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.
(
44
)
  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.
(
45
)
  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.
(
46
)
  The actual sulphur content of the fuel used for the Type 6 test shall be reported.
(
47
)
  Ethanol to meet specification of EN 15376 is the only oxygenate that shall be intentionally added to this reference fuel.
(
48
)
  The unleaded petrol content may be determined as 100 minus the sum of the percentage content of water and alcohols.
(
49
)
  There shall be no intentional addition of compounds containing phosphorus, iron, manganese, or lead to this reference fuel.
ANNEX X
Reserved
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.’
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
Reference mass
(RM) (kg)
Mass of carbon monoxide
Mass of non-methane hydrocarbons
Mass of oxides of nitrogen
Mass of particulate matter
 (
1
)
Number of particles
 (
1
)
(
2
)
Category
Class
(CO)
(mg/km)
(NMHC)
(mg/km)
(NO
x
)
(mg/km)
(PM)
(mg/km)
(PN)
(#/km)
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 ≤ 1 305
1 900
1 750
170
290
90
140
12
12
II
1 305  < RM ≤ 1 760
3 400
2 200
225
320
110
180
12
12
III
1 760  < 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.
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
Reference mass
(RM) (kg)
Mass of carbon monoxide
Mass of non-methane hydrocarbons
Mass of oxides of nitrogen
Mass of particulate matter
 (
3
)
Category
Class
(CO)
(mg/km)
(NMHC)
(mg/km)
(NO
x
)
(mg/km)
(PM)
(mg/km)
PI
CI
PI
CI
PI
CI
CI
PI
M
—
All
1 900
1 750
170
290
150
180
25
25
N
1
I
RM ≤ 1 305
1 900
1 750
170
290
150
180
25
25
II
1 305  < RM ≤ 1 760
3 400
2 200
225
320
190
220
25
25
III
1 760  < 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
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).’
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.
(
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
(
3
)
  Positive ignition particulate mass limits apply only to vehicles with direct injection engines.
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: specification 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;
(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 emission-related 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 emission-related 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 installation 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 appropriate 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 documented 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 documented in the type approval documentation.’
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, type-approval 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.
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.’
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.
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 eco-innovation, 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 eco-innovations 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 TYPE-APPROVAL
2.1.
For the purpose of determining the CO
2
 emissions and fuel consumption of a vehicle submitted to multi-stage type-approval, 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;
(e)
the name and address of the manufacturer of the base vehicle;
(f)
the mass of the base vehicle in running order.
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 on-board 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 type-approval 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.
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.
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.
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.
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.
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): …
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) 
(
7
)
: …
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: …
Attachments:
Information package.
(
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??).
(
7
)
  Delete where not applicable
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.
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 maintenance 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 independent 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 demonstrating 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.
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 alternative fuels retrofit systems that are subject to UN/ECE Regulation No 115 
(
3
)
 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
)
  Available at: 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
(
3
)
  
            
OJ L 323, 7.11.2014, p. 91
.
Appendix 1
Text of image
Manufacturer’s Certificate on Access to Vehicle OBD and Vehicle Repair and Maintenance Information
(Manufacturer) : …
(Address of the manufacturer) : …
Certifies that
it provides access to vehicle OBD and vehicle repair and maintenance information in compliance with the provisions of:
– Article 6 of Regulation (EC) No 715/2007;
– Articles 4(6) and 13 of Implementing Regulation (EU) 2017/1151;
– Annex I, section 2.3.1 and 2.3.5 of Implementing Regulation (EU) 2017/1151;
– Annex I, Appendix 3, section 16 of Implementing Regulation (EU) 2017/1151;
– Annex I, Appendix 5 of Implementing Regulation (EU) 2017/1151;
– Annex XI, section 4 of Implementing Regulation (EU) 2017/1151; and
– Annex XIV of Implementing Regulation (EU) 2017/1151
with respect to the vehicle types listed in attachment to this Certificate.
The principal website address through which the relevant information may be accessed and which are hereby certified to be in compliance with the above provisions are listed in an attachment to this Certificate along with the contact details of the responsible manufacturer's representative whose signature is below.
Where applicable: The manufacturer hereby also certifies that it has complied with the obligation in Article 13(5) of this Regulation to provide the relevant information for previous approvals of these vehicle types no later than 6 months after the date of type-approval.
Done at [… Place]
On [… Date]
[Signature of the Manufacturer’s Representative]
Annexes: Website Addresses
Contact Details
Text of image
Annex I
to
Manufacturer’s Certificate on Access to Vehicle OBD and Vehicle Repair and Maintenance Information
Website addresses referred to by this Certificate:
Text of image
Annex II
to
Manufacturer’s Certificate on Access to Vehicle OBD and Vehicle Repair and Maintenance Information
Contact details of the manufacturer’s representative referred to by this Certificate:
ANNEX XV
Reserved
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.
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: …
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
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
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
)’
(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 (ratios of engine to gearbox output shaft revolutions)
Final drive ratio(s) (ratio of gearbox output shaft to driven wheel 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: …’
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
31.8.2018
ZE
Euro 6c
Euro 6-2
N1 class II
PI, CI
31.8.2019
ZF
Euro 6c
Euro 6-2
N1 class III, 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 class III, 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 class III, N2
PI, CI
31.8.2019
ZX
n.a.
n.a.
All vehicles
Battery full electric
1.9.2009
1.1.2011
31.8.2019
ZY
n.a.
n.a.
All vehicles
Battery full electric
1.9.2009
1.1.2011
31.8.2019
ZZ
n.a.
n.a.
All vehicles using certificates according to point 2.1.1 of Annex I
PI, CI
1.9.2009
1.1.2011
31.8.2019’
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: …’
(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: …
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: …
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)): …
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
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 consumption/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
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
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
)
3.5.8.3.
Emissions data related to the use of eco-innovations (repeat the table for each reference fuel tested) (w1)
Decision approving the eco-innovation (
w2
)
Code of the eco-innovation (
w3
)
1.
CO
2
 emissions of the baseline vehicle (g/km)
2.
CO
2
 emissions of the eco-innovation vehicle (g/km)
3.
CO
2
 emissions of the baseline vehicle under type 1 test-cycle (
w4
)
4.
CO
2
 emissions of the eco-innovation vehicle under type 1 test-cycle
5.
Usage factor (UF), i.e. temporal share of technology usage in normal operation conditions
CO
2
 emissions savings ((1 – 2) – (3 – 4))*5
xxxx/201x
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 (ratios of engine to gearbox output shaft revolutions)
Final drive ratio(s) (ratio of gearbox output shaft to driven wheel revolutions)
Total gear ratios
Maximum for CVT
1
2
3
…
Minimum for CVT
Reverse’
(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: …
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
 (
*1
)
.
(
*1
)
  
                                             
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
(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 (ratios of engine to gearbox output shaft revolutions)
Final drive ratio(s) (ratio of gearbox output shaft to driven wheel revolutions)
Total gear ratios
Maximum for CVT
1
2
3
…
Minimum for CVT
Reverse’
(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):
…
…
…
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)
…
…
…
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 
(
4
)
, 
(
5
)
 (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)
…
…
…
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 
(
6
)
—
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 
(
7
)
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) 
(
8
)
 … (diesel, petrol, LPG, NG, ethanol …)
2.2.1.   Results of the ESC test 
(
9
)
, 
(
10
)
, 
(
11
)
Variant/Version:
…
…
…
CO (mg/kWh)
…
…
…
THC (mg/kWh)
…
…
…
NO
x
 (mg/kWh)
…
…
…
NH
3
 (ppm) (
1
)
…
…
…
PM mass (mg/kWh)
…
…
…
PM number (#/kWh) (
1
)
…
…
…
2.2.2.   Result of the ELR test 
(
12
)
Variant/Version:
…
…
…
Smoke value: … m
–1
…
…
…
2.2.3.   Result of the ETC test 
(
13
)
, 
(
14
)
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
)
…
…
…
2.2.4.   Idle test 
(
15
)
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
Variant/Version:
…
…
…
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: …
3.1.   
Internal combustion engines, including not externally chargeable hybrid electric vehicles (NOVC)
 
(
16
)
 
(
17
)
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)
 (
18
)
…
…
…
Fuel consumption (extra-urban conditions) (l/100 km)
 (
19
)
…
…
…
Fuel consumption (combined) (l/100 km)
 (
20
)
…
…
…
Interpolation family identifier
 (
21
)
Variant/versions
…
…
…
…
…
…
Road Load Matrix family identifier
 (
22
)
Variant/versions
…
…
…
…
…
…
Results:
Interpolation family identifier
Road Load Matrix family identifier
VH
VM (if applicable)
VL (if applicable)
V representative
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 kg/100 km)
…
…
…
Fuel consumption MID phase (l/100 km m
3
/100 km kg/100 km)
…
…
…
Fuel consumption HIGH phase (l/100 km m
3
/100 km kg/100 km)
…
…
…
Fuel consumption EXTRA-HIGH phase (l/100 km m
3
/100 km kg/100 km)
…
…
…
Fuel consumption (combined) (l/100 km m
3
/100 km 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.
3.2.   
Externally chargeable hybrid electric vehicles (OVC)
 
(
23
)
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
)
…
…
…
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
Road Load Matrix family identifier
VH
VM (if applicable)
VL (if applicable)
V representative
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)
…
…
CS Fuel consumption (combined) (l/100 km)
…
…
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.
3.3.   
Pure electric vehicles
 
(
24
)
Variant/Version:
…
…
…
Electric energy consumption (Wh/km)
…
…
…
Range (km)
…
…
…
Interpolation family number
Variant/versions
…
…
…
…
…
…
Road Load Matrix family identifier
Variant/versions
…
…
…
…
…
…
Results:
Interpolation family identifier
Matrix family identifier
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
)
3.4.   
Hydrogen fuel cell vehicles
 
(
25
)
Variant/Version:
…
…
…
Fuel consumption (kg/100 km)
…
…
…
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: …
4.   
Results of the tests for vehicles fitted with eco-innovation(s)
 
(
26
)
 
(
27
)
 
(
28
)
According to Regulation 83 (if applicable)
Variant/Version …
Decision approving the eco-innovation
 (
29
)
Code of the eco-innovation
 (
30
)
Type 1/I cycle (NEDC/WLTP)
1.
CO
2
 emissions of the baseline vehicle (g/km)
2.
CO
2
 emissions of the eco-innovation vehicle (g/km)
3.
CO
2
 emissions of the baseline vehicle under Type 1 test-cycle
 (
31
)
4.
CO
2
 emissions of the eco-innovation vehicle under Type 1 test-cycle (= 3.5.1.3 of Annex I)
5.
Usage factor (UF) i.e. temporal share of technology usage in normal operation conditions
CO
2
 emissions savings ((1 – 2) – (3 – 4)) * 5
xxx/201x
…
…
…
…
…
…
…
…
…
…
…
…
…
…
…
…
…
…
…
…
…
…
…
…
…
…
Total CO
2
 emissions savings on NEDC(g/km)
 (
32
)
…
According to Annex XXI of Regulation (EU) 2017/1151 (if applicable)
Variant/Version …
Decision approving the eco-innovation
 (
33
)
Code of the eco-innovation
 (
34
)
Type 1/I cycle (NEDC/WLTP)
1.
CO
2
 emissions of the baseline vehicle (g/km)
2.
CO
2
 emissions of the eco-innovation vehicle (g/km)
3.
CO
2
 emissions of the baseline vehicle under Type 1 test-cycle
 (
35
)
4.
CO
2
 emissions of the eco-innovation vehicle under Type 1 test-cycle
5.
Usage factor (UF) i.e. temporal share of technology usage in normal operation conditions
CO
2
 emissions savings ((1 – 2) – (3 – 4)) * 5
xxx/201x
…
…
…
…
…
…
…
…
…
…
…
…
…
…
…
…
…
…
…
…
…
…
…
…
…
…
Total CO
2
 emissions savings on WLTP(g/km)
 (
36
)
4.1.   
General code of the eco-innovation(s)
 
(
37
)
: …
Explanatory notes
(
h
)
Eco-innovations.
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.
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 
(
1
)
: …
—
Version 
(
1
)
: …
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 
(
2
)
 hand traffic and using metric/imperial 
(
3
)
 units for the speedometer and metric/imperial 
(
3
)
 units for the odometer (if applicable) 
(
4
)
.
(Place) (Date): …
(Signature): …
MODEL A2 — SIDE 1
COMPLETE VEHICLES TYPE-APPROVED IN SMALL SERIES
[Year]
[Sequential number]
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 
(
1
)
: …
—
Version 
(
1
)
: …
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 
(
3
)
 units for the speedometer and metric/imperial 
(
3
)
 units for the odometer (if applicable) 
(
4
)
.
(Place) (Date): …
(Signature): …
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 
(
1
)
: …
—
Version 
(
1
)
: …
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 
(
1
)
: …
—
Version 
(
1
)
: …
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 
(
38
)
 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 
(
2
)
 hand traffic and using metric/imperial 
(
3
)
 units for the speedometer and metric/imperial 
(
3
)
 units for the odometer (if applicable) 
(
4
)
.
(Place) (Date): …
(Signature): …
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 
(
5
)
: … mm
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 
(
38
)
23.1.
Class of Hybrid [electric] vehicle: OVC-HEV/NOVC-HEV/OVC-FCHV/ NOVC-FCHV 
(
38
)
24.
Number and arrangement of cylinders: …
25.
Engine capacity: … cm
3
26.
Fuel: Diesel/petrol/LPG/CNG-Biomethane/LNG/Ethanol/Biodiesel/Hydrogen 
(
38
)
26.1.
Mono fuel/Bi fuel/Flex fuel/Dual-fuel 
(
38
)
26.2.
(Dual-fuel only) Type 1A/Type 1B/Type 2A/Type 2B/Type 3B 
(
38
)
27.
Maximum power
27.1.
Maximum net power 
(
6
)
: … kW at … min
–1
 (internal combustion engine) 
(
38
)
27.2.
Maximum hourly output: … kW (electric motor) 
(
38
)
 
(
7
)
27.3.
Maximum net power: … kW (electric motor) 
(
38
)
 
(
7
)
27.4.
Maximum 30 minutes power: … kW (electric motor) 
(
38
)
 
(
7
)
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) 
(
8
)
: …
Brakes
36.
Trailer brake connections mechanical/electric/pneumatic/hydraulic 
(
38
)
Bodywork
38.
Code for bodywork 
(
9
)
: …
40.
Colour of vehicle 
(
10
)
: …
41.
Number and configuration of doors: …
42.
Number of seating positions (including the driver) 
(
11
)
: …
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 
(
12
)
: Euro …
47.1.
Parameters for emission testing
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 
(
13
)
 
(
m1
)
 
(
m2
)
:
Number of the base regulatory act and latest amending regulatory act applicable: …
1.1.
test procedure: Type I or ESC 
(
38
)
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) 
(
38
)
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 
(
13
)
 
(
14
)
:
1.   all power trains, except pure electric vehicles (if applicable)
NEDC values
CO
2
 emissions
Fuel consumption in case of emission testing 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”
2.   pure electric vehicles and OVC hybrid electric vehicles (if applicable)
Electric energy consumption (weighted, combined (
1
))
… Wh/km
Electric range
… km
3.   Vehicle fitted with eco-innovation(s): yes/no 
(
38
)
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
2
 emissions
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)
5.1.   Pure electric vehicles
Electric energy consumption
… Wh/km
Electric range
… km
Electric range city
… km
5.2   OVC hybrid electric vehicles
Electric energy consumption (EC
AC,weighted
)
… Wh/km
Electric range (EAER)
… km
Electric range city (EAER city)
… km
Miscellaneous
51.
For special purpose vehicles: designation in accordance with Annex II Section 5: …
52.
Remarks 
(
15
)
: …
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 
(
5
)
: … 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
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 
(
38
)
 
(
16
)
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: …
23.
Pure electric: yes/no 
(
38
)
23.1.
Class of Hybrid [electric] vehicle: OVC-HEV/NOVC-HEV/OVC-FCHV/ NOVC-FCHV 
(
38
)
24.
Number and arrangement of cylinders: …
25.
Engine capacity: … cm
3
26.
Fuel: Diesel/petrol/LPG/CNG-Biomethane/LNG/Ethanol/Biodiesel/Hydrogen 
(
38
)
26.1.
Mono fuel/Bi fuel/Flex fuel/Dual-fuel 
(
38
)
26.2.
(Dual-fuel only) Type 1A/Type 1B/Type 2A/Type 2B/Type 3B 
(
38
)
27.
Maximum power
27.1.
Maximum net power 
(
6
)
: … kW at … min
–1
 (internal combustion engine) 
(
38
)
27.2.
Maximum hourly output: … kW (electric motor) 
(
38
)
 
(
7
)
27.3.
Maximum net power: … kW (electric motor) 
(
38
)
 
(
7
)
27.4.
Maximum 30 minutes power: … kW (electric motor) 
(
38
)
 
(
7
)
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 
(
38
)
35.
Tyre/wheel combination/Rolling Resistance Class (if applicable) 
(
8
)
: …
Brakes
36.
Trailer brake connections mechanical/electric/pneumatic/hydraulic 
(
38
)
37.
Pressure in feed line for trailer braking system: … bar
Bodywork
38.
Code for bodywork 
(
9
)
: …
39.
Class of vehicle: class I/Class II/Class III/Class A/Class B 
(
38
)
41.
Number and configuration of doors: …
42.
Number of seating positions (including the driver) 
(
11
)
: …
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 
(
38
)
: 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 
(
12
)
: 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 
(
13
)
 
(
m1
)
 
(
m2
)
:
Number of the base regulatory act and latest amending regulatory act applicable: …
1.1.
test procedure: Type I or ESC 
(
38
)
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) 
(
38
)
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 
(
13
)
 
(
14
)
:
1.   all power trains, except pure electric vehicles (if applicable)
NEDC values
CO
2
 emissions
Fuel consumption in case of emission testing under 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”
2.   pure electric vehicles and OVC hybrid electric vehicles (if applicable)
Electric energy consumption (weighted, combined (
1
))
… Wh/km
Electric range
… km
3.   Vehicle fitted with eco-innovation(s): yes/no 
(
38
)
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
2
 emissions
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)
5.1.   Pure electric vehicles
Electric energy consumption
… Wh/km
Electric range
… km
Electric range city
… km
5.2   OVC hybrid electric vehicles
Electric energy consumption (EC
AC,weighted
)
… Wh/km
Electric range (EAER)
… km
Electric range city (EAER city)
… km
Miscellaneous
51.
For special purpose vehicles: designation in accordance with Annex II Section 5: …
52.
Remarks 
(
15
)
: …
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 
(
5
)
: … 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
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 
(
38
)
 
(
16
)
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
18.3.
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 
(
38
)
23.1.
Hybrid [electric] vehicle: yes/no 
(
38
)
24.
Number and arrangement of cylinders: …
25.
Engine capacity: … cm
3
26.
Fuel: Diesel/petrol/LPG/CNG-Biomethane/LNG/Ethanol/Biodiesel/Hydrogen 
(
38
)
26.1.
Mono fuel/Bi fuel/Flex fuel/Dual-fuel 
(
38
)
26.2.
(Dual-fuel only) Type 1A/Type 1B/Type 2A/Type 2B/Type 3B 
(
38
)
27.
Maximum power
27.1.
Maximum net power 
(
6
)
: … kW at … min
–1
 (internal combustion engine) 
(
38
)
27.2.
Maximum hourly output: … kW (electric motor) 
(
38
)
 
(
7
)
27.3.
Maximum net power: … kW (electric motor) 
(
38
)
 
(
7
)
27.4.
Maximum 30 minutes power: … kW (electric motor) 
(
38
)
 
(
7
)
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 
(
38
)
35.
Tyre/wheel combination 
(
8
)
: …
Brakes
36.
Trailer brake connections mechanical/electric/pneumatic/hydraulic 
(
38
)
37.
Pressure in feed line for trailer braking system: … bar
Bodywork
38.
Code for bodywork 
(
9
)
: …
39.
Class of vehicle: class I/Class II/Class III/Class A/Class B 
(
38
)
41.
Number and configuration of doors: …
42.
Number of seating positions (including the driver) 
(
11
)
: …
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 
(
38
)
: 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 
(
12
)
: 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 
(
13
)
 
(
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
51.
For special purpose vehicles: designation in accordance with Annex II Section 5: …
52.
Remarks 
(
15
)
: …
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 
(
5
)
: … 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
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 
(
38
)
 
(
17
)
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 
(
38
)
23.1.
Class of Hybrid [electric] vehicle: OVC-HEV/NOVC-HEV/OVC-FCHV/ NOVC-FCHV 
(
38
)
24.
Number and arrangement of cylinders: …
25.
Engine capacity: … cm
3
26.
Fuel: Diesel/petrol/LPG/CNG-Biomethane/LNG/Ethanol/Biodiesel/Hydrogen 
(
38
)
26.1.
Mono fuel/Bi fuel/Flex fuel/Dual-fuel 
(
38
)
26.2.
(Dual-fuel only) Type 1A/Type 1B/Type 2A/Type 2B/Type 3B 
(
38
)
27.
Maximum power
27.1.
Maximum net power 
(
6
)
: … kW at … min
–1
 (internal combustion engine) 
(
38
)
27.2.
Maximum hourly output: … kW (electric motor) 
(
38
)
 
(
7
)
27.3.
Maximum net power: … kW (electric motor) 
(
38
)
 
(
7
)
27.4.
Maximum 30 minutes power: … kW (electric motor) 
(
38
)
 
(
7
)
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) 
(
8
)
: …
Brakes
36.
Trailer brake connections mechanical/electric/pneumatic/hydraulic 
(
38
)
37.
Pressure in feed line for trailer braking system: … bar
Bodywork
38.
Code for bodywork 
(
9
)
: …
40.
Colour of vehicle 
(
10
)
: …
41.
Number and configuration of doors: …
42.
Number of seating positions (including the driver) 
(
11
)
: …
Coupling device
44.
Approval number or approval mark of coupling device (if fitted): …
45.1.
Characteristics values 
(
38
)
: 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 
(
12
)
: 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 
(
13
)
 
(
m1
)
 
(
m2
)
:
Number of the base regulatory act and latest amending regulatory act applicable: …
1.1.
test procedure: Type 1 or ESC 
(
38
)
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) 
(
38
)
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 
(
13
)
 
(
14
)
:
1.   all power trains, except pure electric vehicles (if applicable)
NEDC values
CO
2
 emissions
Fuel consumption in case of emission testing 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 (
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 (weighted, combined (
1
))
… Wh/km
Electric range
… km
3.   Vehicle fitted with eco-innovation(s): yes/no 
(
38
)
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
2
 emissions
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)
5.1.   Pure electric vehicles 
(
38
)
 or (if applicable)
Electric energy consumption
… Wh/km
Electric range
… km
Electric range city
… km
5.2   OVC hybrid electric vehicles 
(
38
)
 or (if applicable)
Electric energy consumption (EC
AC,weighted
)
… Wh/km
Electric range (EAER)
… km
Electric range city (EAER city)
… km
Miscellaneous
50.
Type-approved according to the design requirements for transporting dangerous goods: yes/class(es): …/no 
(
12
)
:
51.
For special purpose vehicles: designation in accordance with Annex II Section 5: …
52.
Remarks 
(
15
)
: …
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 
(
5
)
: … 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
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 
(
38
)
 
(
16
)
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 
(
38
)
23.1.
Class of Hybrid [electric] vehicle: OVC-HEV/NOVC-HEV/OVC-FCHV/ NOVC-FCHV 
(
38
)
24.
Number and arrangement of cylinders: …
25.
Engine capacity: … cm
3
26.
Fuel: Diesel/petrol/LPG/CNG-Biomethane/LNG/Ethanol/Biodiesel/Hydrogen 
(
38
)
26.1.
Mono fuel/Bi fuel/Flex fuel/Dual-fuel 
(
38
)
26.2.
(Dual-fuel only) Type 1A/Type 1B/Type 2A/Type 2B/Type 3B 
(
38
)
27.
Maximum power
27.1.
Maximum net power 
(
6
)
: … kW at … min
–1
 (internal combustion engine) 
(
38
)
27.2.
Maximum hourly output: … kW (electric motor) 
(
38
)
 
(
7
)
27.3.
Maximum net power: … kW (electric motor) 
(
38
)
 
(
7
)
27.4.
Maximum 30 minutes power: … kW (electric motor) 
(
38
)
 
(
7
)
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 
(
38
)
35.
Tyre/wheel combination/Rolling Resistance Class (if applicable) 
(
8
)
: …
Brakes
36.
Trailer brake connections mechanical/electric/pneumatic/hydraulic 
(
38
)
37.
Pressure in feed line for trailer braking system: … bar
Bodywork
38.
Code for bodywork 
(
9
)
: …
41.
Number and configuration of doors: …
42.
Number of seating positions (including the driver) 
(
11
)
: …
Coupling device
44.
Approval number or approval mark of coupling device (if fitted): …
45.1.
Characteristics values 
(
38
)
: 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 
(
12
)
: 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 
(
13
)
 
(
m1
)
 
(
m2
)
:
Number of the base regulatory act and latest amending regulatory act applicable: …
1.1.
test procedure: Type 1 or ESC 
(
38
)
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) 
(
38
)
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 
(
13
)
 
(
14
)
:
1.   all power trains, except pure electric vehicles (if applicable)
NEDC values
CO
2
 emissions
Fuel consumption in case of emission testing 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 (
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 (weighted, combined (
1
))
… Wh/km
Electric range
… km
3.   Vehicle fitted with eco-innovation(s): yes/no 
(
38
)
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
2
 emissions
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)
5.1.   Pure electric vehicles 
(
38
)
 or (if applicable)
Electric energy consumption
… Wh/km
Electric range
… km
Electric range city
… km
5.2   OVC hybrid electric vehicles 
(
38
)
 or (if applicable)
Electric energy consumption (EC
AC,weighted
)
… Wh/km
Electric range (EAER)
… km
Electric range city (EAER city)
… km
Miscellaneous
50.
Type-approved according to the design requirements for transporting dangerous goods: yes/class(es): …/no 
(
12
)
:
51.
For special purpose vehicles: designation in accordance with Annex II Section 5: …
52.
Remarks 
(
15
)
: …
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 
(
5
)
: … 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
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 
(
38
)
 
(
16
)
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 
(
38
)
23.1.
Hybrid [electric] vehicle: yes/no 
(
38
)
24.
Number and arrangement of cylinders: …
25.
Engine capacity: … cm
3
26.
Fuel: Diesel/petrol/LPG/CNG-Biomethane/LNG/Ethanol/Biodiesel/Hydrogen 
(
38
)
26.1.
Mono fuel/Bi fuel/Flex fuel/Dual-fuel 
(
38
)
26.2.
(Dual-fuel only) Type 1A/Type 1B/Type 2A/Type 2B/Type 3B 
(
38
)
27.
Maximum power
27.1.
Maximum net power 
(
6
)
: … kW at … min
–1
 (internal combustion engine) 
(
38
)
27.2.
Maximum hourly output: … kW (electric motor) 
(
38
)
 
(
7
)
27.3.
Maximum net power: … kW (electric motor) 
(
38
)
 
(
7
)
27.4.
Maximum 30 minutes power: … kW (electric motor) 
(
38
)
 
(
7
)
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 
(
38
)
35.
Tyre/wheel combination 
(
8
)
: …
Brakes
36.
Trailer brake connections mechanical/electric/pneumatic/hydraulic 
(
38
)
37.
Pressure in feed line for trailer braking system: … bar
Bodywork
38.
Code for bodywork 
(
9
)
: …
41.
Number and configuration of doors: …
42.
Number of seating positions (including the driver) 
(
11
)
: …
Coupling device
44.
Approval number or approval mark of coupling device (if fitted): …
45.1.
Characteristics values 
(
38
)
: 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 
(
12
)
: 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 
(
13
)
 
(
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
50.
Type-approved according to the design requirements for transporting dangerous goods: yes/class(es): …/no 
(
12
)
:
51.
For special purpose vehicles: designation in accordance with Annex II Section 5: …
52.
Remarks 
(
15
)
: …
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 
(
5
)
: … 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
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 
(
38
)
35.
Tyre/wheel combination 
(
8
)
: …
Brakes
36.
Trailer brake connections mechanical/electric/pneumatic/hydraulic 
(
38
)
Bodywork
38.
Code for bodywork 
(
9
)
: …
Coupling device
44.
Approval number or approval mark of coupling device (if fitted): …
45.1.
Characteristics values 
(
38
)
: D: …/ V: …/ S: …/ U: …
Miscellaneous
50.
Type-approved according to the design requirements for transporting dangerous goods: yes/class(es): …/no 
(
12
)
:
51.
For special purpose vehicles: designation in accordance with Annex II Section 5: …
52.
Remarks 
(
15
)
: …
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 
(
5
)
: … 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
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 
(
38
)
 
(
16
)
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 
(
38
)
35.
Tyre/wheel combination 
(
8
)
: …
Brakes
36.
Trailer brake connections mechanical/electric/pneumatic/hydraulic 
(
38
)
Bodywork
38.
Code for bodywork 
(
9
)
: …
Coupling device
44.
Approval number or approval mark of coupling device (if fitted): …
45.1.
Characteristics values 
(
38
)
: D: …/ V: …/ S: …/ U: …å
Miscellaneous
50.
Type-approved according to the design requirements for transporting dangerous goods: yes/class(es): …/no 
(
12
)
:
51.
For special purpose vehicles: designation in accordance with Annex II Section 5: …
52.
Remarks 
(
15
)
: …
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 
(
1
)
: …
Version 
(
1
)
: …
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 
(
1
)
: …
Version 
(
1
)
: …
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: …
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.
(Place) (Date): …
(Signature): …
MODEL C2 — SIDE 1
INCOMPLETE VEHICLES TYPE-APPROVED IN SMALL SERIES
[Year]
[Sequential number]
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 
(
1
)
: …
Version 
(
1
)
: …
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.
(Place) (Date): …
(Signature): …
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 
(
5
)
: … 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
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 
(
38
)
23.1.
Hybrid [electric] vehicle: yes/no 
(
38
)
24.
Number and arrangement of cylinders: …
25.
Engine capacity: … cm
3
26.
Fuel: Diesel/petrol/LPG/CNG-Biomethane/LNG/Ethanol/Biodiesel/Hydrogen 
(
38
)
26.1.
Mono fuel/Bi fuel/Flex fuel/Dual-fuel 
(
38
)
26.2.
(Dual-fuel only) Type 1A/Type 1B/Type 2A/Type 2B/Type 3B 
(
38
)
27.
Maximum power
27.1.
Maximum net power 
(
6
)
: … kW at … min
–1
 (internal combustion engine) 
(
38
)
27.2.
Maximum hourly output: … kW (electric motor) 
(
38
)
 
(
7
)
27.3.
Maximum net power: … kW (electric motor) 
(
38
)
 
(
7
)
27.4.
Maximum 30 minutes power: … kW (electric motor) 
(
38
)
 
(
7
)
Maximum speed
29.
Maximum speed: … km/h
Axles and suspension
30.
Axle(s) track:
1.
… mm
2.
… mm
3.
… mm
35.
Tyre/wheel combination 
(
8
)
: …
Brakes
36.
Trailer brake connections mechanical/electric/pneumatic/hydraulic 
(
38
)
Bodywork
41.
Number and configuration of doors: …
42.
Number of seating positions (including the driver) 
(
11
)
: …
Environmental performances
46.
Sound level
Stationary: … dB(A) at engine speed: … min
–1
Drive-by: … dB(A)
47.
Exhaust emission level 
(
12
)
: 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 
(
13
)
 
(
m1
)
 
(
m2
)
:
Number of the base regulatory act and latest amending regulatory act applicable: …
1.1.
test procedure: Type 1 or ESC 
(
38
)
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) 
(
38
)
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 
(
13
)
:
1.   All power trains except pure electric vehicles under Regulation (EU) 2017/1151
CO
2
 emissions
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 (weighted, combined (
1
))
… Wh/km
Electric range
… km
Miscellaneous
52.
Remarks 
(
15
)
: …
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 
(
5
)
: … 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 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 
(
38
)
 
(
16
)
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
18.3.
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 
(
38
)
23.1.
Hybrid [electric] vehicle: yes/no 
(
38
)
24.
Number and arrangement of cylinders: …
25.
Engine capacity: … cm
3
26.
Fuel: Diesel/petrol/LPG/CNG-Biomethane/LNG/Ethanol/Biodiesel/Hydrogen 
(
38
)
26.1.
Mono fuel/Bi fuel/Flex fuel/Dual-fuel 
(
38
)
26.2.
(Dual-fuel only) Type 1A/Type 1B/Type 2A/Type 2B/Type 3B 
(
38
)
27.
Maximum power
27.1.
Maximum net power 
(
6
)
: … kW at … min
–1
 (internal combustion engine) 
(
38
)
27.2.
Maximum hourly output: … kW (electric motor) 
(
38
)
 
(
7
)
27.3.
Maximum net power: … kW (electric motor) 
(
38
)
 
(
7
)
27.4.
Maximum 30 minutes power: … kW (electric motor) 
(
38
)
 
(
7
)
28.
Gearbox (type): …
Maximum speed
29.
Maximum speed: … km/h
Axles and suspension
30.
Axle(s) track:
1.
… mm
2.
… mm
3.
… mm
33.
Drive axle(s) fitted with air suspension or equivalent: yes/no 
(
38
)
35.
Tyre/wheel combination 
(
8
)
: …
Brakes
36.
Trailer brake connections mechanical/electric/pneumatic/hydraulic 
(
38
)
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 
(
38
)
: 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 
(
12
)
: 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 
(
13
)
 
(
m1
)
 
(
m2
)
:
Number of the base regulatory act and latest amending regulatory act applicable: …
1.1.
test procedure: Type 1 or ESC 
(
38
)
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) 
(
38
)
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 
(
15
)
: …
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 
(
5
)
: … 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 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 
(
38
)
 
(
16
)
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
18.3.
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 
(
38
)
23.1.
Hybrid [electric] vehicle: yes/no 
(
38
)
24.
Number and arrangement of cylinders: …
25.
Engine capacity: … cm
3
26.
Fuel: Diesel/petrol/LPG/CNG-Biomethane/LNG/Ethanol/Biodiesel/Hydrogen 
(
38
)
26.1.
Mono fuel/Bi fuel/Flex fuel/Dual-fuel 
(
38
)
26.2.
(Dual-fuel only) Type 1A/Type 1B/Type 2A/Type 2B/Type 3B 
(
38
)
27.
Maximum power
27.1.
Maximum net power 
(
6
)
: … kW at … min
–1
 (internal combustion engine) 
(
38
)
27.2.
Maximum hourly output: … kW (electric motor) 
(
38
)
 
(
7
)
27.3.
Maximum net power: … kW (electric motor) 
(
38
)
 
(
7
)
27.4.
Maximum 30 minutes power: … kW (electric motor) 
(
38
)
 
(
7
)
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 
(
38
)
35.
Tyre/wheel combination 
(
8
)
: …
Brakes
36.
Trailer brake connections mechanical/electric/pneumatic/hydraulic 
(
38
)
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 
(
38
)
: 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 
(
12
)
: 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 
(
13
)
 
(
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 
(
15
)
: …
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 
(
5
)
: … 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
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 
(
38
)
23.1.
Hybrid [electric] vehicle: yes/no 
(
38
)
24.
Number and arrangement of cylinders: …
25.
Engine capacity: … cm
3
26.
Fuel: Diesel/petrol/LPG/CNG-Biomethane/LNG/Ethanol/Biodiesel/Hydrogen 
(
38
)
26.1.
Mono fuel/Bi fuel/Flex fuel/Dual-fuel 
(
38
)
26.2.
(Dual-fuel only) Type 1A/Type 1B/Type 2A/Type 2B/Type 3B 
(
38
)
27.
Maximum power
27.1.
Maximum net power 
(
6
)
: … kW at … min
–1
 (internal combustion engine) 
(
38
)
27.2.
Maximum hourly output: … kW (electric motor) 
(
38
)
 
(
7
)
27.3.
Maximum net power: … kW (electric motor) 
(
38
)
 
(
7
)
27.4.
Maximum 30 minutes power: … kW (electric motor) 
(
38
)
 
(
7
)
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 
(
8
)
: …
Brakes
36.
Trailer brake connections mechanical/electric/pneumatic/hydraulic 
(
38
)
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 
(
38
)
: 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 
(
12
)
: 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 
(
13
)
 
(
m1
)
 
(
m2
)
:
Number of the base regulatory act and latest amending regulatory act applicable: …
1.1.
test procedure: Type 1 or ESC 
(
38
)
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) 
(
38
)
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 
(
13
)
:
1.   all power trains except pure electric vehicles under Regulation (EU) 2017/1151
CO
2
 emissions
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 (weighted, combined (
1
))
… Wh/km
Electric range
… km
3.   Vehicle fitted with eco-innovation(s): yes/no 
(
38
)
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 
(
15
)
: …
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): …
3.
Powered axles (number, position, interconnection): … …
Main dimensions
4.
Wheelbase 
(
5
)
: … 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
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 
(
38
)
 
(
16
)
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 
(
38
)
23.1.
Hybrid [electric] vehicle: yes/no 
(
38
)
24.
Number and arrangement of cylinders: …
25.
Engine capacity: … cm
3
26.
Fuel: Diesel/petrol/LPG/CNG-Biomethane/LNG/Ethanol/Biodiesel/Hydrogen 
(
38
)
26.1.
Mono fuel/Bi fuel/Flex fuel/Dual-fuel 
(
38
)
26.2.
(Dual-fuel only) Type 1A/Type 1B/Type 2A/Type 2B/Type 3B 
(
38
)
27.
Maximum power
27.1.
Maximum net power 
(
6
)
: … kW at … min
–1
 (internal combustion engine) 
(
38
)
27.2.
Maximum hourly output: … kW (electric motor) 
(
38
)
 
(
7
)
27.3.
Maximum net power: … kW (electric motor) 
(
38
)
 
(
7
)
27.4.
Maximum 30 minutes power: … kW (electric motor) 
(
38
)
 
(
7
)
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 
(
38
)
35.
Tyre/wheel combination 
(
8
)
: …
Brakes
36.
Trailer brake connections mechanical/electric/pneumatic/hydraulic 
(
38
)
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 
(
38
)
: 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 
(
12
)
: 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 
(
13
)
 
(
m1
)
 
(
m2
)
:
Number of the base regulatory act and latest amending regulatory act applicable: …
1.1.
test procedure: Type 1 or ESC 
(
38
)
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) 
(
38
)
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 
(
15
)
: …
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 
(
5
)
: … 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
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 
(
38
)
 
(
16
)
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 
(
38
)
23.1.
Hybrid [electric] vehicle: yes/no 
(
38
)
24.
Number and arrangement of cylinders: …
25.
Engine capacity: … cm
3
26.
Fuel: Diesel/petrol/LPG/CNG-Biomethane/LNG/Ethanol/Biodiesel/Hydrogen 
(
38
)
26.1.
Mono fuel/Bi fuel/Flex fuel/Dual-fuel 
(
38
)
26.2.
(Dual-fuel only) Type 1A/Type 1B/Type 2A/Type 2B/Type 3B 
(
38
)
27.
Maximum power
27.1.
Maximum net power 
(
6
)
: … kW at … min
–1
 (internal combustion engine) 
(
38
)
27.2.
Maximum hourly output: … kW (electric motor) 
(
38
)
 
(
7
)
27.3.
Maximum net power: … kW (electric motor) 
(
38
)
 
(
7
)
27.4.
Maximum 30 minutes power: … kW (electric motor) 
(
38
)
 
(
7
)
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 
(
38
)
35.
Tyre/wheel combination 
(
8
)
: …
Brakes
36.
Trailer brake connections mechanical/electric/pneumatic/hydraulic 
(
38
)
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 
(
38
)
: 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 
(
12
)
: 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 
(
13
)
 
(
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 
(
15
)
: …
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 
(
5
)
: … 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
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 
(
38
)
35.
Tyre/wheel combination 
(
8
)
: …
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 
(
38
)
: D: …/ V: …/ S: …/ U: …
Miscellaneous
52.
Remarks 
(
15
)
: …
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 
(
5
)
: … 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
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 
(
38
)
 
(
16
)
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 
(
38
)
35.
Tyre/wheel combination 
(
8
)
: …
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 
(
38
)
: D: …/ V: …/ S: …/ U: …
Miscellaneous
52.
Remarks 
(
15
)
: …
Explanatory notes relating to Annex IX
—
—
(
p
)
Eco-innovations.
(
*1
)
  
            
OJ L 145 31.5.2011, p. 1
.’
         ’
(
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.
(
4
)
  For bi fuel vehicles, the table shall be repeated for both fuels.
(
5
)
  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.
(
6
)
  Delete where not applicable.
(
7
)
  Delete where not applicable.
(
8
)
  When restrictions for the fuel are applicable, indicate these restrictions (e.g. for natural gas the L range or the H range).
(
9
)
  If applicable.
(
10
)
  For Euro VI, ESC shall be understood as WHSC and ETC as WHTC.
(
11
)
  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.
(
12
)
  If applicable.
(
13
)
  For Euro VI, ESC shall be understood as WHSC and ETC as WHTC.
(
14
)
  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.
(
15
)
  If applicable.
(
16
)
  If applicable.
(
17
)
  Repeat the table for each reference fuel tested.
(
18
)
  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.
(
19
)
  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.
(
20
)
  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.
(
21
)
  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
).
(
22
)
  The format for the Road Load Matrix Family Identifier is provided in paragraph 5.0 of Annex XXI to Regulation (EU) 2017/1151.
(
23
)
  If applicable.
(
24
)
  If applicable.
(
25
)
  If applicable.
(
26
)
(
h1
)
Repeat the table for each variant/version.
(
27
)
(
h2
)
Repeat the table for each reference fuel tested
(
28
)
(
h3
)
Expand the table if necessary, using one extra row per eco-innovation.
(
29
)
(
h4
)
Number of the Commission Decision approving the eco-innovation.
(
30
)
(
h5
)
Assigned in the Commission Decision approving the eco-innovation.
(
31
)
(
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.
(
32
)
(
h7
)
Sum of the CO
2
 emissions savings of each individual eco-innovation on Type I according UN/ECE Regulation No 83.
(
33
)
(
h4
)
Number of the Commission Decision approving the eco-innovation.
(
34
)
(
h5
)
Assigned in the Commission Decision approving the eco-innovation.
(
35
)
(
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.
(
36
)
(
h7
)
Sum of the CO
2
 emissions savings of each individual eco-innovation on Type 1 according to Annex XXI, Sub-Annex 4 of Regulation (EU) 2017/1151.
(
37
)
(
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”.)’.
(
1
)
  Indicate the identification code —
(
2
)
  Indicate whether the vehicle is suitable for use in either right or left-hand traffic or both right and left-hand traffic.
(
3
)
  Indicate whether the speedometer and/or odometer fitted has metric or both metric and imperial units.
(
4
)
  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.
(
38
)
  Delete where not applicable
(
5
)
  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
(
6
)
  For hybrid electric vehicles, indicate both power outputs.
(
7
)
  In the case of more than one electric motor indicate the consolidated effect of all the engines.’
(
8
)
  Optional equipment under this letter can be added under entry “Remarks”.
(
9
)
  The codes described in Annex II Letter C shall be used.
(
10
)
  Indicate only the basic colour(s) as follows: white, yellow, orange, red, violet, blue, green, grey, brown or black.
(
11
)
  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.
(
12
)
  Add the number of the Euro level and the character corresponding to the provisions used for type-approval.
(
13
)
  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.
(
14
)
  Only applicable if the vehicle is approved to Regulation (EC) 715/2007
(
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.
(
15
)
  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”.
(
16
)
  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).
(
17
)
  In the case of completed vehicles of category N
1
 within the scope of Regulation (EC) No 715/2007.
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;’
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
.
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.
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 specifications.
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;
(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 dynamometer 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 experienced.
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 on-board 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.
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 charge-depleting 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.
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.
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).
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
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
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
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.
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 authorised 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. Manufacturers 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 characteristics, 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.);
(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;
(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 periodically 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;
(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.
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.
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
Figure A1/2
WLTC, Class 1 vehicles, phase Medium
1
Table A1/1
WLTC, Class 1 vehicles, phase Low
1
Time in s
Speed in km/h
0
0,0
1
0,0
2
0,0
3
0,0
4
0,0
5
0,0
6
0,0
7
0,0
8
0,0
9
0,0
10
0,0
11
0,0
12
0,2
13
3,1
14
5,7
15
8,0
16
10,1
17
12,0
18
13,8
19
15,4
20
16,7
21
17,7
22
18,3
23
18,8
24
18,9
25
18,4
26
16,9
27
14,3
28
10,8
29
7,1
30
4,0
31
0,0
32
0,0
33
0,0
34
0,0
35
1,5
36
3,8
37
5,6
38
7,5
39
9,2
40
10,8
41
12,4
42
13,8
43
15,2
44
16,3
45
17,3
46
18,0
47
18,8
48
19,5
49
20,2
50
20,9
51
21,7
52
22,4
53
23,1
54
23,7
55
24,4
56
25,1
57
25,4
58
25,2
59
23,4
60
21,8
61
19,7
62
17,3
63
14,7
64
12,0
65
9,4
66
5,6
67
3,1
68
0,0
69
0,0
70
0,0
71
0,0
72
0,0
73
0,0
74
0,0
75
0,0
76
0,0
77
0,0
78
0,0
79
0,0
80
0,0
81
0,0
82
0,0
83
0,0
84
0,0
85
0,0
86
0,0
87
0,0
88
0,0
89
0,0
90
0,0
91
0,0
92
0,0
93
0,0
94
0,0
95
0,0
96
0,0
97
0,0
98
0,0
99
0,0
100
0,0
101
0,0
102
0,0
103
0,0
104
0,0
105
0,0
106
0,0
107
0,0
108
0,7
109
1,1
110
1,9
111
2,5
112
3,5
113
4,7
114
6,1
115
7,5
116
9,4
117
11,0
118
12,9
119
14,5
120
16,4
121
18,0
122
20,0
123
21,5
124
23,5
125
25,0
126
26,8
127
28,2
128
30,0
129
31,4
130
32,5
131
33,2
132
33,4
133
33,7
134
33,9
135
34,2
136
34,4
137
34,7
138
34,9
139
35,2
140
35,4
141
35,7
142
35,9
143
36,6
144
37,5
145
38,4
146
39,3
147
40,0
148
40,6
149
41,1
150
41,4
151
41,6
152
41,8
153
41,8
154
41,9
155
41,9
156
42,0
157
42,0
158
42,2
159
42,3
160
42,6
161
43,0
162
43,3
163
43,7
164
44,0
165
44,3
166
44,5
167
44,6
168
44,6
169
44,5
170
44,4
171
44,3
172
44,2
173
44,1
174
44,0
175
43,9
176
43,8
177
43,7
178
43,6
179
43,5
180
43,4
181
43,3
182
43,1
183
42,9
184
42,7
185
42,5
186
42,3
187
42,2
188
42,2
189
42,2
190
42,3
191
42,4
192
42,5
193
42,7
194
42,9
195
43,1
196
43,2
197
43,3
198
43,4
199
43,4
200
43,2
201
42,9
202
42,6
203
42,2
204
41,9
205
41,5
206
41,0
207
40,5
208
39,9
209
39,3
210
38,7
211
38,1
212
37,5
213
36,9
214
36,3
215
35,7
216
35,1
217
34,5
218
33,9
219
33,6
220
33,5
221
33,6
222
33,9
223
34,3
224
34,7
225
35,1
226
35,5
227
35,9
228
36,4
229
36,9
230
37,4
231
37,9
232
38,3
233
38,7
234
39,1
235
39,3
236
39,5
237
39,7
238
39,9
239
40,0
240
40,1
241
40,2
242
40,3
243
40,4
244
40,5
245
40,5
246
40,4
247
40,3
248
40,2
249
40,1
250
39,7
251
38,8
252
37,4
253
35,6
254
33,4
255
31,2
256
29,1
257
27,6
258
26,6
259
26,2
260
26,3
261
26,7
262
27,5
263
28,4
264
29,4
265
30,4
266
31,2
267
31,9
268
32,5
269
33,0
270
33,4
271
33,8
272
34,1
273
34,3
274
34,3
275
33,9
276
33,3
277
32,6
278
31,8
279
30,7
280
29,6
281
28,6
282
27,8
283
27,0
284
26,4
285
25,8
286
25,3
287
24,9
288
24,5
289
24,2
290
24,0
291
23,8
292
23,6
293
23,5
294
23,4
295
23,3
296
23,3
297
23,2
298
23,1
299
23,0
300
22,8
301
22,5
302
22,1
303
21,7
304
21,1
305
20,4
306
19,5
307
18,5
308
17,6
309
16,6
310
15,7
311
14,9
312
14,3
313
14,1
314
14,0
315
13,9
316
13,8
317
13,7
318
13,6
319
13,5
320
13,4
321
13,3
322
13,2
323
13,2
324
13,2
325
13,4
326
13,5
327
13,7
328
13,8
329
14,0
330
14,1
331
14,3
332
14,4
333
14,4
334
14,4
335
14,3
336
14,3
337
14,0
338
13,0
339
11,4
340
10,2
341
8,0
342
7,0
343
6,0
344
5,5
345
5,0
346
4,5
347
4,0
348
3,5
349
3,0
350
2,5
351
2,0
352
1,5
353
1,0
354
0,5
355
0,0
356
0,0
357
0,0
358
0,0
359
0,0
360
0,0
361
2,2
362
4,5
363
6,6
364
8,6
365
10,6
366
12,5
367
14,4
368
16,3
369
17,9
370
19,1
371
19,9
372
20,3
373
20,5
374
20,7
375
21,0
376
21,6
377
22,6
378
23,7
379
24,8
380
25,7
381
26,2
382
26,4
383
26,4
384
26,4
385
26,5
386
26,6
387
26,8
388
26,9
389
27,2
390
27,5
391
28,0
392
28,8
393
29,9
394
31,0
395
31,9
396
32,5
397
32,6
398
32,4
399
32,0
400
31,3
401
30,3
402
28,0
403
27,0
404
24,0
405
22,5
406
19,0
407
17,5
408
14,0
409
12,5
410
9,0
411
7,5
412
4,0
413
2,9
414
0,0
415
0,0
416
0,0
417
0,0
418
0,0
419
0,0
420
0,0
421
0,0
422
0,0
423
0,0
424
0,0
425
0,0
426
0,0
427
0,0
428
0,0
429
0,0
430
0,0
431
0,0
432
0,0
433
0,0
434
0,0
435
0,0
436
0,0
437
0,0
438
0,0
439
0,0
440
0,0
441
0,0
442
0,0
443
0,0
444
0,0
445
0,0
446
0,0
447
0,0
448
0,0
449
0,0
450
0,0
451
0,0
452
0,0
453
0,0
454
0,0
455
0,0
456
0,0
457
0,0
458
0,0
459
0,0
460
0,0
461
0,0
462
0,0
463
0,0
464
0,0
465
0,0
466
0,0
467
0,0
468
0,0
469
0,0
470
0,0
471
0,0
472
0,0
473
0,0
474
0,0
475
0,0
476
0,0
477
0,0
478
0,0
479
0,0
480
0,0
481
1,6
482
3,1
483
4,6
484
6,1
485
7,8
486
9,5
487
11,3
488
13,2
489
15,0
490
16,8
491
18,4
492
20,1
493
21,6
494
23,1
495
24,6
496
26,0
497
27,5
498
29,0
499
30,6
500
32,1
501
33,7
502
35,3
503
36,8
504
38,1
505
39,3
506
40,4
507
41,2
508
41,9
509
42,6
510
43,3
511
44,0
512
44,6
513
45,3
514
45,5
515
45,5
516
45,2
517
44,7
518
44,2
519
43,6
520
43,1
521
42,8
522
42,7
523
42,8
524
43,3
525
43,9
526
44,6
527
45,4
528
46,3
529
47,2
530
47,8
531
48,2
532
48,5
533
48,7
534
48,9
535
49,1
536
49,1
537
49,0
538
48,8
539
48,6
540
48,5
541
48,4
542
48,3
543
48,2
544
48,1
545
47,5
546
46,7
547
45,7
548
44,6
549
42,9
550
40,8
551
38,2
552
35,3
553
31,8
554
28,7
555
25,8
556
22,9
557
20,2
558
17,3
559
15,0
560
12,3
561
10,3
562
7,8
563
6,5
564
4,4
565
3,2
566
1,2
567
0,0
568
0,0
569
0,0
570
0,0
571
0,0
572
0,0
573
0,0
574
0,0
575
0,0
576
0,0
577
0,0
578
0,0
579
0,0
580
0,0
581
0,0
582
0,0
583
0,0
584
0,0
585
0,0
586
0,0
587
0,0
588
0,0
589
0,0
Table A1/2
WLTC, Class 1 vehicles, phase Medium
1
Time in s
Speed in km/h
590
0,0
591
0,0
592
0,0
593
0,0
594
0,0
595
0,0
596
0,0
597
0,0
598
0,0
599
0,0
600
0,6
601
1,9
602
2,7
603
5,2
604
7,0
605
9,6
606
11,4
607
14,1
608
15,8
609
18,2
610
19,7
611
21,8
612
23,2
613
24,7
614
25,8
615
26,7
616
27,2
617
27,7
618
28,1
619
28,4
620
28,7
621
29,0
622
29,2
623
29,4
624
29,4
625
29,3
626
28,9
627
28,5
628
28,1
629
27,6
630
26,9
631
26,0
632
24,6
633
22,8
634
21,0
635
19,5
636
18,6
637
18,4
638
19,0
639
20,1
640
21,5
641
23,1
642
24,9
643
26,4
644
27,9
645
29,2
646
30,4
647
31,6
648
32,8
649
34,0
650
35,1
651
36,3
652
37,4
653
38,6
654
39,6
655
40,6
656
41,6
657
42,4
658
43,0
659
43,6
660
44,0
661
44,4
662
44,8
663
45,2
664
45,6
665
46,0
666
46,5
667
47,0
668
47,5
669
48,0
670
48,6
671
49,1
672
49,7
673
50,2
674
50,8
675
51,3
676
51,8
677
52,3
678
52,9
679
53,4
680
54,0
681
54,5
682
55,1
683
55,6
684
56,2
685
56,7
686
57,3
687
57,9
688
58,4
689
58,8
690
58,9
691
58,4
692
58,1
693
57,6
694
56,9
695
56,3
696
55,7
697
55,3
698
55,0
699
54,7
700
54,5
701
54,4
702
54,3
703
54,2
704
54,1
705
53,8
706
53,5
707
53,0
708
52,6
709
52,2
710
51,9
711
51,7
712
51,7
713
51,8
714
52,0
715
52,3
716
52,6
717
52,9
718
53,1
719
53,2
720
53,3
721
53,3
722
53,4
723
53,5
724
53,7
725
54,0
726
54,4
727
54,9
728
55,6
729
56,3
730
57,1
731
57,9
732
58,8
733
59,6
734
60,3
735
60,9
736
61,3
737
61,7
738
61,8
739
61,8
740
61,6
741
61,2
742
60,8
743
60,4
744
59,9
745
59,4
746
58,9
747
58,6
748
58,2
749
57,9
750
57,7
751
57,5
752
57,2
753
57,0
754
56,8
755
56,6
756
56,6
757
56,7
758
57,1
759
57,6
760
58,2
761
59,0
762
59,8
763
60,6
764
61,4
765
62,2
766
62,9
767
63,5
768
64,2
769
64,4
770
64,4
771
64,0
772
63,5
773
62,9
774
62,4
775
62,0
776
61,6
777
61,4
778
61,2
779
61,0
780
60,7
781
60,2
782
59,6
783
58,9
784
58,1
785
57,2
786
56,3
787
55,3
788
54,4
789
53,4
790
52,4
791
51,4
792
50,4
793
49,4
794
48,5
795
47,5
796
46,5
797
45,4
798
44,3
799
43,1
800
42,0
801
40,8
802
39,7
803
38,8
804
38,1
805
37,4
806
37,1
807
36,9
808
37,0
809
37,5
810
37,8
811
38,2
812
38,6
813
39,1
814
39,6
815
40,1
816
40,7
817
41,3
818
41,9
819
42,7
820
43,4
821
44,2
822
45,0
823
45,9
824
46,8
825
47,7
826
48,7
827
49,7
828
50,6
829
51,6
830
52,5
831
53,3
832
54,1
833
54,7
834
55,3
835
55,7
836
56,1
837
56,4
838
56,7
839
57,1
840
57,5
841
58,0
842
58,7
843
59,3
844
60,0
845
60,6
846
61,3
847
61,5
848
61,5
849
61,4
850
61,2
851
60,5
852
60,0
853
59,5
854
58,9
855
58,4
856
57,9
857
57,5
858
57,1
859
56,7
860
56,4
861
56,1
862
55,8
863
55,5
864
55,3
865
55,0
866
54,7
867
54,4
868
54,2
869
54,0
870
53,9
871
53,7
872
53,6
873
53,5
874
53,4
875
53,3
876
53,2
877
53,1
878
53,0
879
53,0
880
53,0
881
53,0
882
53,0
883
53,0
884
52,8
885
52,5
886
51,9
887
51,1
888
50,2
889
49,2
890
48,2
891
47,3
892
46,4
893
45,6
894
45,0
895
44,3
896
43,8
897
43,3
898
42,8
899
42,4
900
42,0
901
41,6
902
41,1
903
40,3
904
39,5
905
38,6
906
37,7
907
36,7
908
36,2
909
36,0
910
36,2
911
37,0
912
38,0
913
39,0
914
39,7
915
40,2
916
40,7
917
41,2
918
41,7
919
42,2
920
42,7
921
43,2
922
43,6
923
44,0
924
44,2
925
44,4
926
44,5
927
44,6
928
44,7
929
44,6
930
44,5
931
44,4
932
44,2
933
44,1
934
43,7
935
43,3
936
42,8
937
42,3
938
41,6
939
40,7
940
39,8
941
38,8
942
37,8
943
36,9
944
36,1
945
35,5
946
35,0
947
34,7
948
34,4
949
34,1
950
33,9
951
33,6
952
33,3
953
33,0
954
32,7
955
32,3
956
31,9
957
31,5
958
31,0
959
30,6
960
30,2
961
29,7
962
29,1
963
28,4
964
27,6
965
26,8
966
26,0
967
25,1
968
24,2
969
23,3
970
22,4
971
21,5
972
20,6
973
19,7
974
18,8
975
17,7
976
16,4
977
14,9
978
13,2
979
11,3
980
9,4
981
7,5
982
5,6
983
3,7
984
1,9
985
1,0
986
0,0
987
0,0
988
0,0
989
0,0
990
0,0
991
0,0
992
0,0
993
0,0
994
0,0
995
0,0
996
0,0
997
0,0
998
0,0
999
0,0
1000
0,0
1001
0,0
1002
0,0
1003
0,0
1004
0,0
1005
0,0
1006
0,0
1007
0,0
1008
0,0
1009
0,0
1010
0,0
1011
0,0
1012
0,0
1013
0,0
1014
0,0
1015
0,0
1016
0,0
1017
0,0
1018
0,0
1019
0,0
1020
0,0
1021
0,0
1022
0,0
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
Figure A1/5
WLTC, Class 2 vehicles, phase High
2
Figure A1/6
WLTC, Class 2 vehicles, phase Extra High
2
Table A1/3
WLTC, Class 2 vehicles, phase Low
2
Time in s
Speed in km/h
0
0,0
1
0,0
2
0,0
3
0,0
4
0,0
5
0,0
6
0,0
7
0,0
8
0,0
9
0,0
10
0,0
11
0,0
12
0,0
13
1,2
14
2,6
15
4,9
16
7,3
17
9,4
18
11,4
19
12,7
20
13,3
21
13,4
22
13,3
23
13,1
24
12,5
25
11,1
26
8,9
27
6,2
28
3,8
29
1,8
30
0,0
31
0,0
32
0,0
33
0,0
34
1,5
35
2,8
36
3,6
37
4,5
38
5,3
39
6,0
40
6,6
41
7,3
42
7,9
43
8,6
44
9,3
45
10
46
10,8
47
11,6
48
12,4
49
13,2
50
14,2
51
14,8
52
14,7
53
14,4
54
14,1
55
13,6
56
13,0
57
12,4
58
11,8
59
11,2
60
10,6
61
9,9
62
9,0
63
8,2
64
7,0
65
4,8
66
2,3
67
0,0
68
0,0
69
0,0
70
0,0
71
0,0
72
0,0
73
0,0
74
0,0
75
0,0
76
0,0
77
0,0
78
0,0
79
0,0
80
0,0
81
0,0
82
0,0
83
0,0
84
0,0
85
0,0
86
0,0
87
0,0
88
0,0
89
0,0
90
0,0
91
0,0
92
0,0
93
0,0
94
0,0
95
0,0
96
0,0
97
0,0
98
0,0
99
0,0
100
0,0
101
0,0
102
0,0
103
0,0
104
0,0
105
0,0
106
0,0
107
0,8
108
1,4
109
2,3
110
3,5
111
4,7
112
5,9
113
7,4
114
9,2
115
11,7
116
13,5
117
15,0
118
16,2
119
16,8
120
17,5
121
18,8
122
20,3
123
22,0
124
23,6
125
24,8
126
25,6
127
26,3
128
27,2
129
28,3
130
29,6
131
30,9
132
32,2
133
33,4
134
35,1
135
37,2
136
38,7
137
39,0
138
40,1
139
40,4
140
39,7
141
36,8
142
35,1
143
32,2
144
31,1
145
30,8
146
29,7
147
29,4
148
29,0
149
28,5
150
26,0
151
23,4
152
20,7
153
17,4
154
15,2
155
13,5
156
13,0
157
12,4
158
12,3
159
12,2
160
12,3
161
12,4
162
12,5
163
12,7
164
12,8
165
13,2
166
14,3
167
16,5
168
19,4
169
21,7
170
23,1
171
23,5
172
24,2
173
24,8
174
25,4
175
25,8
176
26,5
177
27,2
178
28,3
179
29,9
180
32,4
181
35,1
182
37,5
183
39,2
184
40,5
185
41,4
186
42,0
187
42,5
188
43,2
189
44,4
190
45,9
191
47,6
192
49,0
193
50,0
194
50,2
195
50,1
196
49,8
197
49,4
198
48,9
199
48,5
200
48,3
201
48,2
202
47,9
203
47,1
204
45,5
205
43,2
206
40,6
207
38,5
208
36,9
209
35,9
210
35,3
211
34,8
212
34,5
213
34,2
214
34,0
215
33,8
216
33,6
217
33,5
218
33,5
219
33,4
220
33,3
221
33,3
222
33,2
223
33,1
224
33,0
225
32,9
226
32,8
227
32,7
228
32,5
229
32,3
230
31,8
231
31,4
232
30,9
233
30,6
234
30,6
235
30,7
236
32,0
237
33,5
238
35,8
239
37,6
240
38,8
241
39,6
242
40,1
243
40,9
244
41,8
245
43,3
246
44,7
247
46,4
248
47,9
249
49,6
250
49,6
251
48,8
252
48,0
253
47,5
254
47,1
255
46,9
256
45,8
257
45,8
258
45,8
259
45,9
260
46,2
261
46,4
262
46,6
263
46,8
264
47,0
265
47,3
266
47,5
267
47,9
268
48,3
269
48,3
270
48,2
271
48,0
272
47,7
273
47,2
274
46,5
275
45,2
276
43,7
277
42,0
278
40,4
279
39,0
280
37,7
281
36,4
282
35,2
283
34,3
284
33,8
285
33,3
286
32,5
287
30,9
288
28,6
289
25,9
290
23,1
291
20,1
292
17,3
293
15,1
294
13,7
295
13,4
296
13,9
297
15,0
298
16,3
299
17,4
300
18,2
301
18,6
302
19,0
303
19,4
304
19,8
305
20,1
306
20,5
307
20,2
308
18,6
309
16,5
310
14,4
311
13,4
312
12,9
313
12,7
314
12,4
315
12,4
316
12,8
317
14,1
318
16,2
319
18,8
320
21,9
321
25,0
322
28,4
323
31,3
324
34,0
325
34,6
326
33,9
327
31,9
328
30,0
329
29,0
330
27,9
331
27,1
332
26,4
333
25,9
334
25,5
335
25,0
336
24,6
337
23,9
338
23,0
339
21,8
340
20,7
341
19,6
342
18,7
343
18,1
344
17,5
345
16,7
346
15,4
347
13,6
348
11,2
349
8,6
350
6,0
351
3,1
352
1,2
353
0,0
354
0,0
355
0,0
356
0,0
357
0,0
358
0,0
359
0,0
360
1,4
361
3,2
362
5,6
363
8,1
364
10,3
365
12,1
366
12,6
367
13,6
368
14,5
369
15,6
370
16,8
371
18,2
372
19,6
373
20,9
374
22,3
375
23,8
376
25,4
377
27,0
378
28,6
379
30,2
380
31,2
381
31,2
382
30,7
383
29,5
384
28,6
385
27,7
386
26,9
387
26,1
388
25,4
389
24,6
390
23,6
391
22,6
392
21,7
393
20,7
394
19,8
395
18,8
396
17,7
397
16,6
398
15,6
399
14,8
400
14,3
401
13,8
402
13,4
403
13,1
404
12,8
405
12,3
406
11,6
407
10,5
408
9,0
409
7,2
410
5,2
411
2,9
412
1,2
413
0,0
414
0,0
415
0,0
416
0,0
417
0,0
418
0,0
419
0,0
420
0,0
421
0,0
422
0,0
423
0,0
424
0,0
425
0,0
426
0,0
427
0,0
428
0,0
429
0,0
430
0,0
431
0,0
432
0,0
433
0,0
434
0,0
435
0,0
436
0,0
437
0,0
438
0,0
439
0,0
440
0,0
441
0,0
442
0,0
443
0,0
444
0,0
445
0,0
446
0,0
447
0,0
448
0,0
449
0,0
450
0,0
451
0,0
452
0,0
453
0,0
454
0,0
455
0,0
456
0,0
457
0,0
458
0,0
459
0,0
460
0,0
461
0,0
462
0,0
463
0,0
464
0,0
465
0,0
466
0,0
467
0,0
468
0,0
469
0,0
470
0,0
471
0,0
472
0,0
473
0,0
474
0,0
475
0,0
476
0,0
477
0,0
478
0,0
479
0,0
480
0,0
481
1,4
482
2,5
483
5,2
484
7,9
485
10,3
486
12,7
487
15,0
488
17,4
489
19,7
490
21,9
491
24,1
492
26,2
493
28,1
494
29,7
495
31,3
496
33,0
497
34,7
498
36,3
499
38,1
500
39,4
501
40,4
502
41,2
503
42,1
504
43,2
505
44,3
506
45,7
507
45,4
508
44,5
509
42,5
510
39,5
511
36,5
512
33,5
513
30,4
514
27,0
515
23,6
516
21,0
517
19,5
518
17,6
519
16,1
520
14,5
521
13,5
522
13,7
523
16,0
524
18,1
525
20,8
526
21,5
527
22,5
528
23,4
529
24,5
530
25,6
531
26,0
532
26,5
533
26,9
534
27,3
535
27,9
536
30,3
537
33,2
538
35,4
539
38,0
540
40,1
541
42,7
542
44,5
543
46,3
544
47,6
545
48,8
546
49,7
547
50,6
548
51,4
549
51,4
550
50,2
551
47,1
552
44,5
553
41,5
554
38,5
555
35,5
556
32,5
557
29,5
558
26,5
559
23,5
560
20,4
561
17,5
562
14,5
563
11,5
564
8,5
565
5,6
566
2,6
567
0,0
568
0,0
569
0,0
570
0,0
571
0,0
572
0,0
573
0,0
574
0,0
575
0,0
576
0,0
577
0,0
578
0,0
579
0,0
580
0,0
581
0,0
582
0,0
583
0,0
584
0,0
585
0,0
586
0,0
587
0,0
588
0,0
589
0,0
Table A1/4
WLTC, Class 2 vehicles, phase Medium
2
Time in s
Speed in km/h
590
0,0
591
0,0
592
0,0
593
0,0
594
0,0
595
0,0
596
0,0
597
0,0
598
0,0
599
0,0
600
0,0
601
1,6
602
3,6
603
6,3
604
9,0
605
11,8
606
14,2
607
16,6
608
18,5
609
20,8
610
23,4
611
26,9
612
30,3
613
32,8
614
34,1
615
34,2
616
33,6
617
32,1
618
30,0
619
27,5
620
25,1
621
22,8
622
20,5
623
17,9
624
15,1
625
13,4
626
12,8
627
13,7
628
16,0
629
18,1
630
20,8
631
23,7
632
26,5
633
29,3
634
32,0
635
34,5
636
36,8
637
38,6
638
39,8
639
40,6
640
41,1
641
41,9
642
42,8
643
44,3
644
45,7
645
47,4
646
48,9
647
50,6
648
52,0
649
53,7
650
55,0
651
56,8
652
58,0
653
59,8
654
61,1
655
62,4
656
63,0
657
63,5
658
63,0
659
62,0
660
60,4
661
58,6
662
56,7
663
55,0
664
53,7
665
52,7
666
51,9
667
51,4
668
51,0
669
50,7
670
50,6
671
50,8
672
51,2
673
51,7
674
52,3
675
53,1
676
53,8
677
54,5
678
55,1
679
55,9
680
56,5
681
57,1
682
57,8
683
58,5
684
59,3
685
60,2
686
61,3
687
62,4
688
63,4
689
64,4
690
65,4
691
66,3
692
67,2
693
68,0
694
68,8
695
69,5
696
70,1
697
70,6
698
71,0
699
71,6
700
72,2
701
72,8
702
73,5
703
74,1
704
74,3
705
74,3
706
73,7
707
71,9
708
70,5
709
68,9
710
67,4
711
66,0
712
64,7
713
63,7
714
62,9
715
62,2
716
61,7
717
61,2
718
60,7
719
60,3
720
59,9
721
59,6
722
59,3
723
59,0
724
58,6
725
58,0
726
57,5
727
56,9
728
56,3
729
55,9
730
55,6
731
55,3
732
55,1
733
54,8
734
54,6
735
54,5
736
54,3
737
53,9
738
53,4
739
52,6
740
51,5
741
50,2
742
48,7
743
47,0
744
45,1
745
43,0
746
40,6
747
38,1
748
35,4
749
32,7
750
30,0
751
27,5
752
25,3
753
23,4
754
22,0
755
20,8
756
19,8
757
18,9
758
18,0
759
17,0
760
16,1
761
15,5
762
14,4
763
14,9
764
15,9
765
17,1
766
18,3
767
19,4
768
20,4
769
21,2
770
21,9
771
22,7
772
23,4
773
24,2
774
24,3
775
24,2
776
24,1
777
23,8
778
23,0
779
22,6
780
21,7
781
21,3
782
20,3
783
19,1
784
18,1
785
16,9
786
16,0
787
14,8
788
14,5
789
13,7
790
13,5
791
12,9
792
12,7
793
12,5
794
12,5
795
12,6
796
13,0
797
13,6
798
14,6
799
15,7
800
17,1
801
18,7
802
20,2
803
21,9
804
23,6
805
25,4
806
27,1
807
28,9
808
30,4
809
32,0
810
33,4
811
35,0
812
36,4
813
38,1
814
39,7
815
41,6
816
43,3
817
45,1
818
46,9
819
48,7
820
50,5
821
52,4
822
54,1
823
55,7
824
56,8
825
57,9
826
59,0
827
59,9
828
60,7
829
61,4
830
62,0
831
62,5
832
62,9
833
63,2
834
63,4
835
63,7
836
64,0
837
64,4
838
64,9
839
65,5
840
66,2
841
67,0
842
67,8
843
68,6
844
69,4
845
70,1
846
70,9
847
71,7
848
72,5
849
73,2
850
73,8
851
74,4
852
74,7
853
74,7
854
74,6
855
74,2
856
73,5
857
72,6
858
71,8
859
71,0
860
70,1
861
69,4
862
68,9
863
68,4
864
67,9
865
67,1
866
65,8
867
63,9
868
61,4
869
58,4
870
55,4
871
52,4
872
50,0
873
48,3
874
47,3
875
46,8
876
46,9
877
47,1
878
47,5
879
47,8
880
48,3
881
48,8
882
49,5
883
50,2
884
50,8
885
51,4
886
51,8
887
51,9
888
51,7
889
51,2
890
50,4
891
49,2
892
47,7
893
46,3
894
45,1
895
44,2
896
43,7
897
43,4
898
43,1
899
42,5
900
41,8
901
41,1
902
40,3
903
39,7
904
39,3
905
39,2
906
39,3
907
39,6
908
40,0
909
40,7
910
41,4
911
42,2
912
43,1
913
44,1
914
44,9
915
45,6
916
46,4
917
47,0
918
47,8
919
48,3
920
48,9
921
49,4
922
49,8
923
49,6
924
49,3
925
49,0
926
48,5
927
48,0
928
47,5
929
47,0
930
46,9
931
46,8
932
46,8
933
46,8
934
46,9
935
46,9
936
46,9
937
46,9
938
46,9
939
46,8
940
46,6
941
46,4
942
46,0
943
45,5
944
45,0
945
44,5
946
44,2
947
43,9
948
43,7
949
43,6
950
43,6
951
43,5
952
43,5
953
43,4
954
43,3
955
43,1
956
42,9
957
42,7
958
42,5
959
42,4
960
42,2
961
42,1
962
42,0
963
41,8
964
41,7
965
41,5
966
41,3
967
41,1
968
40,8
969
40,3
970
39,6
971
38,5
972
37,0
973
35,1
974
33,0
975
30,6
976
27,9
977
25,1
978
22,0
979
18,8
980
15,5
981
12,3
982
8,8
983
6,0
984
3,6
985
1,6
986
0,0
987
0,0
988
0,0
989
0,0
990
0,0
991
0,0
992
0,0
993
0,0
994
0,0
995
0,0
996
0,0
997
0,0
998
0,0
999
0,0
1000
0,0
1001
0,0
1002
0,0
1003
0,0
1004
0,0
1005
0,0
1006
0,0
1007
0,0
1008
0,0
1009
0,0
1010
0,0
1011
0,0
1012
0,0
1013
0,0
1014
0,0
1015
0,0
1016
0,0
1017
0,0
1018
0,0
1019
0,0
1020
0,0
1021
0,0
1022
0,0
Table A1/5
WLTC, Class 2 vehicles, phase High
2
Time in s
Speed in km/h
1023
0,0
1024
0,0
1025
0,0
1026
0,0
1027
1,1
1028
3,0
1029
5,7
1030
8,4
1031
11,1
1032
14,0
1033
17,0
1034
20,1
1035
22,7
1036
23,6
1037
24,5
1038
24,8
1039
25,1
1040
25,3
1041
25,5
1042
25,7
1043
25,8
1044
25,9
1045
26,0
1046
26,1
1047
26,3
1048
26,5
1049
26,8
1050
27,1
1051
27,5
1052
28,0
1053
28,6
1054
29,3
1055
30,4
1056
31,8
1057
33,7
1058
35,8
1059
37,8
1060
39,5
1061
40,8
1062
41,8
1063
42,4
1064
43,0
1065
43,4
1066
44,0
1067
44,4
1068
45,0
1069
45,4
1070
46,0
1071
46,4
1072
47,0
1073
47,4
1074
48,0
1075
48,4
1076
49,0
1077
49,4
1078
50,0
1079
50,4
1080
50,8
1081
51,1
1082
51,3
1083
51,3
1084
51,3
1085
51,3
1086
51,3
1087
51,3
1088
51,3
1089
51,4
1090
51,6
1091
51,8
1092
52,1
1093
52,3
1094
52,6
1095
52,8
1096
52,9
1097
53,0
1098
53,0
1099
53,0
1100
53,1
1101
53,2
1102
53,3
1103
53,4
1104
53,5
1105
53,7
1106
55,0
1107
56,8
1108
58,8
1109
60,9
1110
63,0
1111
65,0
1112
66,9
1113
68,6
1114
70,1
1115
71,5
1116
72,8
1117
73,9
1118
74,9
1119
75,7
1120
76,4
1121
77,1
1122
77,6
1123
78,0
1124
78,2
1125
78,4
1126
78,5
1127
78,5
1128
78,6
1129
78,7
1130
78,9
1131
79,1
1132
79,4
1133
79,8
1134
80,1
1135
80,5
1136
80,8
1137
81,0
1138
81,2
1139
81,3
1140
81,2
1141
81,0
1142
80,6
1143
80,0
1144
79,1
1145
78,0
1146
76,8
1147
75,5
1148
74,1
1149
72,9
1150
71,9
1151
71,2
1152
70,9
1153
71,0
1154
71,5
1155
72,3
1156
73,2
1157
74,1
1158
74,9
1159
75,4
1160
75,5
1161
75,2
1162
74,5
1163
73,3
1164
71,7
1165
69,9
1166
67,9
1167
65,7
1168
63,5
1169
61,2
1170
59,0
1171
56,8
1172
54,7
1173
52,7
1174
50,9
1175
49,4
1176
48,1
1177
47,1
1178
46,5
1179
46,3
1180
46,5
1181
47,2
1182
48,3
1183
49,7
1184
51,3
1185
53,0
1186
54,9
1187
56,7
1188
58,6
1189
60,2
1190
61,6
1191
62,2
1192
62,5
1193
62,8
1194
62,9
1195
63,0
1196
63,0
1197
63,1
1198
63,2
1199
63,3
1200
63,5
1201
63,7
1202
63,9
1203
64,1
1204
64,3
1205
66,1
1206
67,9
1207
69,7
1208
71,4
1209
73,1
1210
74,7
1211
76,2
1212
77,5
1213
78,6
1214
79,7
1215
80,6
1216
81,5
1217
82,2
1218
83,0
1219
83,7
1220
84,4
1221
84,9
1222
85,1
1223
85,2
1224
84,9
1225
84,4
1226
83,6
1227
82,7
1228
81,5
1229
80,1
1230
78,7
1231
77,4
1232
76,2
1233
75,4
1234
74,8
1235
74,3
1236
73,8
1237
73,2
1238
72,4
1239
71,6
1240
70,8
1241
69,9
1242
67,9
1243
65,7
1244
63,5
1245
61,2
1246
59,0
1247
56,8
1248
54,7
1249
52,7
1250
50,9
1251
49,4
1252
48,1
1253
47,1
1254
46,5
1255
46,3
1256
45,1
1257
43,0
1258
40,6
1259
38,1
1260
35,4
1261
32,7
1262
30,0
1263
29,9
1264
30,0
1265
30,2
1266
30,4
1267
30,6
1268
31,6
1269
33,0
1270
33,9
1271
34,8
1272
35,7
1273
36,6
1274
37,5
1275
38,4
1276
39,3
1277
40,2
1278
40,8
1279
41,7
1280
42,4
1281
43,1
1282
43,6
1283
44,2
1284
44,8
1285
45,5
1286
46,3
1287
47,2
1288
48,1
1289
49,1
1290
50,0
1291
51,0
1292
51,9
1293
52,7
1294
53,7
1295
55,0
1296
56,8
1297
58,8
1298
60,9
1299
63,0
1300
65,0
1301
66,9
1302
68,6
1303
70,1
1304
71,0
1305
71,8
1306
72,8
1307
72,9
1308
73,0
1309
72,3
1310
71,9
1311
71,3
1312
70,9
1313
70,5
1314
70,0
1315
69,6
1316
69,2
1317
68,8
1318
68,4
1319
67,9
1320
67,5
1321
67,2
1322
66,8
1323
65,6
1324
63,3
1325
60,2
1326
56,2
1327
52,2
1328
48,4
1329
45,0
1330
41,6
1331
38,6
1332
36,4
1333
34,8
1334
34,2
1335
34,7
1336
36,3
1337
38,5
1338
41,0
1339
43,7
1340
46,5
1341
49,1
1342
51,6
1343
53,9
1344
56,0
1345
57,9
1346
59,7
1347
61,2
1348
62,5
1349
63,5
1350
64,3
1351
65,3
1352
66,3
1353
67,3
1354
68,3
1355
69,3
1356
70,3
1357
70,8
1358
70,8
1359
70,8
1360
70,9
1361
70,9
1362
70,9
1363
70,9
1364
71,0
1365
71,0
1366
71,1
1367
71,2
1368
71,3
1369
71,4
1370
71,5
1371
71,7
1372
71,8
1373
71,9
1374
71,9
1375
71,9
1376
71,9
1377
71,9
1378
71,9
1379
71,9
1380
72,0
1381
72,1
1382
72,4
1383
72,7
1384
73,1
1385
73,4
1386
73,8
1387
74,0
1388
74,1
1389
74,0
1390
73,0
1391
72,0
1392
71,0
1393
70,0
1394
69,0
1395
68,0
1396
67,7
1397
66,7
1398
66,6
1399
66,7
1400
66,8
1401
66,9
1402
66,9
1403
66,9
1404
66,9
1405
66,9
1406
66,9
1407
66,9
1408
67,0
1409
67,1
1410
67,3
1411
67,5
1412
67,8
1413
68,2
1414
68,6
1415
69,0
1416
69,3
1417
69,3
1418
69,2
1419
68,8
1420
68,2
1421
67,6
1422
67,4
1423
67,2
1424
66,9
1425
66,3
1426
65,4
1427
64,0
1428
62,4
1429
60,6
1430
58,6
1431
56,7
1432
54,8
1433
53,0
1434
51,3
1435
49,6
1436
47,8
1437
45,5
1438
42,8
1439
39,8
1440
36,5
1441
33,0
1442
29,5
1443
25,8
1444
22,1
1445
18,6
1446
15,3
1447
12,4
1448
9,6
1449
6,6
1450
3,8
1451
1,6
1452
0,0
1453
0,0
1454
0,0
1455
0,0
1456
0,0
1457
0,0
1458
0,0
1459
0,0
1460
0,0
1461
0,0
1462
0,0
1463
0,0
1464
0,0
1465
0,0
1466
0,0
1467
0,0
1468
0,0
1469
0,0
1470
0,0
1471
0,0
1472
0,0
1473
0,0
1474
0,0
1475
0,0
1476
0,0
1477
0,0
Table A1/6
WLTC, Class 2 vehicles, phase Extra High
2
Time in s
Speed in km/h
1478
0,0
1479
1,1
1480
2,3
1481
4,6
1482
6,5
1483
8,9
1484
10,9
1485
13,5
1486
15,2
1487
17,6
1488
19,3
1489
21,4
1490
23,0
1491
25,0
1492
26,5
1493
28,4
1494
29,8
1495
31,7
1496
33,7
1497
35,8
1498
38,1
1499
40,5
1500
42,2
1501
43,5
1502
44,5
1503
45,2
1504
45,8
1505
46,6
1506
47,4
1507
48,5
1508
49,7
1509
51,3
1510
52,9
1511
54,3
1512
55,6
1513
56,8
1514
57,9
1515
58,9
1516
59,7
1517
60,3
1518
60,7
1519
60,9
1520
61,0
1521
61,1
1522
61,4
1523
61,8
1524
62,5
1525
63,4
1526
64,5
1527
65,7
1528
66,9
1529
68,1
1530
69,1
1531
70,0
1532
70,9
1533
71,8
1534
72,6
1535
73,4
1536
74,0
1537
74,7
1538
75,2
1539
75,7
1540
76,4
1541
77,2
1542
78,2
1543
78,9
1544
79,9
1545
81,1
1546
82,4
1547
83,7
1548
85,4
1549
87,0
1550
88,3
1551
89,5
1552
90,5
1553
91,3
1554
92,2
1555
93,0
1556
93,8
1557
94,6
1558
95,3
1559
95,9
1560
96,6
1561
97,4
1562
98,1
1563
98,7
1564
99,5
1565
100,3
1566
101,1
1567
101,9
1568
102,8
1569
103,8
1570
105,0
1571
106,1
1572
107,4
1573
108,7
1574
109,9
1575
111,2
1576
112,3
1577
113,4
1578
114,4
1579
115,3
1580
116,1
1581
116,8
1582
117,4
1583
117,7
1584
118,2
1585
118,1
1586
117,7
1587
117,0
1588
116,1
1589
115,2
1590
114,4
1591
113,6
1592
113,0
1593
112,6
1594
112,2
1595
111,9
1596
111,6
1597
111,2
1598
110,7
1599
110,1
1600
109,3
1601
108,4
1602
107,4
1603
106,7
1604
106,3
1605
106,2
1606
106,4
1607
107,0
1608
107,5
1609
107,9
1610
108,4
1611
108,9
1612
109,5
1613
110,2
1614
110,9
1615
111,6
1616
112,2
1617
112,8
1618
113,3
1619
113,7
1620
114,1
1621
114,4
1622
114,6
1623
114,7
1624
114,7
1625
114,7
1626
114,6
1627
114,5
1628
114,5
1629
114,5
1630
114,7
1631
115,0
1632
115,6
1633
116,4
1634
117,3
1635
118,2
1636
118,8
1637
119,3
1638
119,6
1639
119,7
1640
119,5
1641
119,3
1642
119,2
1643
119,0
1644
118,8
1645
118,8
1646
118,8
1647
118,8
1648
118,8
1649
118,9
1650
119,0
1651
119,0
1652
119,1
1653
119,2
1654
119,4
1655
119,6
1656
119,9
1657
120,1
1658
120,3
1659
120,4
1660
120,5
1661
120,5
1662
120,5
1663
120,5
1664
120,4
1665
120,3
1666
120,1
1667
119,9
1668
119,6
1669
119,5
1670
119,4
1671
119,3
1672
119,3
1673
119,4
1674
119,5
1675
119,5
1676
119,6
1677
119,6
1678
119,6
1679
119,4
1680
119,3
1681
119,0
1682
118,8
1683
118,7
1684
118,8
1685
119,0
1686
119,2
1687
119,6
1688
120,0
1689
120,3
1690
120,5
1691
120,7
1692
120,9
1693
121,0
1694
121,1
1695
121,2
1696
121,3
1697
121,4
1698
121,5
1699
121,5
1700
121,5
1701
121,4
1702
121,3
1703
121,1
1704
120,9
1705
120,6
1706
120,4
1707
120,2
1708
120,1
1709
119,9
1710
119,8
1711
119,8
1712
119,9
1713
120,0
1714
120,2
1715
120,4
1716
120,8
1717
121,1
1718
121,6
1719
121,8
1720
122,1
1721
122,4
1722
122,7
1723
122,8
1724
123,1
1725
123,1
1726
122,8
1727
122,3
1728
121,3
1729
119,9
1730
118,1
1731
115,9
1732
113,5
1733
111,1
1734
108,6
1735
106,2
1736
104,0
1737
101,1
1738
98,3
1739
95,7
1740
93,5
1741
91,5
1742
90,7
1743
90,4
1744
90,2
1745
90,2
1746
90,1
1747
90,0
1748
89,8
1749
89,6
1750
89,4
1751
89,2
1752
88,9
1753
88,5
1754
88,1
1755
87,6
1756
87,1
1757
86,6
1758
86,1
1759
85,5
1760
85,0
1761
84,4
1762
83,8
1763
83,2
1764
82,6
1765
81,9
1766
81,1
1767
80,0
1768
78,7
1769
76,9
1770
74,6
1771
72,0
1772
69,0
1773
65,6
1774
62,1
1775
58,5
1776
54,7
1777
50,9
1778
47,3
1779
43,8
1780
40,4
1781
37,4
1782
34,3
1783
31,3
1784
28,3
1785
25,2
1786
22,0
1787
18,9
1788
16,1
1789
13,4
1790
11,1
1791
8,9
1792
6,9
1793
4,9
1794
2,8
1795
0,0
1796
0,0
1797
0,0
1798
0,0
1799
0,0
1800
0,0
6.   WLTC for Class 3 vehicles
Figure A1/7
WLTC, Class 3 vehicles, phase Low
3
Figure A1/8
WLTC, Class 3 vehicles, phase Medium
3-1
Figure A1/9
WLTC, Class 3 vehicles, phase Medium
3-2
Figure A1/10
WLTC, Class 3 vehicles, phase High
3-1
Figure A1/11
WLTC, Class 3 vehicles, phase High
3-2
Figure A1/12
WLTC, Class 3 vehicles, phase Extra High
3
Table A1/7
WLTC, Class 3 vehicles, phase Low
3
Time in s
Speed in km/h
0
0,0
1
0,0
2
0,0
3
0,0
4
0,0
5
0,0
6
0,0
7
0,0
8
0,0
9
0,0
10
0,0
11
0,0
12
0,2
13
1,7
14
5,4
15
9,9
16
13,1
17
16,9
18
21,7
19
26,0
20
27,5
21
28,1
22
28,3
23
28,8
24
29,1
25
30,8
26
31,9
27
34,1
28
36,6
29
39,1
30
41,3
31
42,5
32
43,3
33
43,9
34
44,4
35
44,5
36
44,2
37
42,7
38
39,9
39
37,0
40
34,6
41
32,3
42
29,0
43
25,1
44
22,2
45
20,9
46
20,4
47
19,5
48
18,4
49
17,8
50
17,8
51
17,4
52
15,7
53
13,1
54
12,1
55
12,0
56
12,0
57
12,0
58
12,3
59
12,6
60
14,7
61
15,3
62
15,9
63
16,2
64
17,1
65
17,8
66
18,1
67
18,4
68
20,3
69
23,2
70
26,5
71
29,8
72
32,6
73
34,4
74
35,5
75
36,4
76
37,4
77
38,5
78
39,3
79
39,5
80
39,0
81
38,5
82
37,3
83
37,0
84
36,7
85
35,9
86
35,3
87
34,6
88
34,2
89
31,9
90
27,3
91
22,0
92
17,0
93
14,2
94
12,0
95
9,1
96
5,8
97
3,6
98
2,2
99
0,0
100
0,0
101
0,0
102
0,0
103
0,0
104
0,0
105
0,0
106
0,0
107
0,0
108
0,0
109
0,0
110
0,0
111
0,0
112
0,0
113
0,0
114
0,0
115
0,0
116
0,0
117
0,0
118
0,0
119
0,0
120
0,0
121
0,0
122
0,0
123
0,0
124
0,0
125
0,0
126
0,0
127
0,0
128
0,0
129
0,0
130
0,0
131
0,0
132
0,0
133
0,0
134
0,0
135
0,0
136
0,0
137
0,0
138
0,2
139
1,9
140
6,1
141
11,7
142
16,4
143
18,9
144
19,9
145
20,8
146
22,8
147
25,4
148
27,7
149
29,2
150
29,8
151
29,4
152
27,2
153
22,6
154
17,3
155
13,3
156
12,0
157
12,6
158
14,1
159
17,2
160
20,1
161
23,4
162
25,5
163
27,6
164
29,5
165
31,1
166
32,1
167
33,2
168
35,2
169
37,2
170
38,0
171
37,4
172
35,1
173
31,0
174
27,1
175
25,3
176
25,1
177
25,9
178
27,8
179
29,2
180
29,6
181
29,5
182
29,2
183
28,3
184
26,1
185
23,6
186
21,0
187
18,9
188
17,1
189
15,7
190
14,5
191
13,7
192
12,9
193
12,5
194
12,2
195
12,0
196
12,0
197
12,0
198
12,0
199
12,5
200
13,0
201
14,0
202
15,0
203
16,5
204
19,0
205
21,2
206
23,8
207
26,9
208
29,6
209
32,0
210
35,2
211
37,5
212
39,2
213
40,5
214
41,6
215
43,1
216
45,0
217
47,1
218
49,0
219
50,6
220
51,8
221
52,7
222
53,1
223
53,5
224
53,8
225
54,2
226
54,8
227
55,3
228
55,8
229
56,2
230
56,5
231
56,5
232
56,2
233
54,9
234
52,9
235
51,0
236
49,8
237
49,2
238
48,4
239
46,9
240
44,3
241
41,5
242
39,5
243
37,0
244
34,6
245
32,3
246
29,0
247
25,1
248
22,2
249
20,9
250
20,4
251
19,5
252
18,4
253
17,8
254
17,8
255
17,4
256
15,7
257
14,5
258
15,4
259
17,9
260
20,6
261
23,2
262
25,7
263
28,7
264
32,5
265
36,1
266
39,0
267
40,8
268
42,9
269
44,4
270
45,9
271
46,0
272
45,6
273
45,3
274
43,7
275
40,8
276
38,0
277
34,4
278
30,9
279
25,5
280
21,4
281
20,2
282
22,9
283
26,6
284
30,2
285
34,1
286
37,4
287
40,7
288
44,0
289
47,3
290
49,2
291
49,8
292
49,2
293
48,1
294
47,3
295
46,8
296
46,7
297
46,8
298
47,1
299
47,3
300
47,3
301
47,1
302
46,6
303
45,8
304
44,8
305
43,3
306
41,8
307
40,8
308
40,3
309
40,1
310
39,7
311
39,2
312
38,5
313
37,4
314
36,0
315
34,4
316
33,0
317
31,7
318
30,0
319
28,0
320
26,1
321
25,6
322
24,9
323
24,9
324
24,3
325
23,9
326
23,9
327
23,6
328
23,3
329
20,5
330
17,5
331
16,9
332
16,7
333
15,9
334
15,6
335
15,0
336
14,5
337
14,3
338
14,5
339
15,4
340
17,8
341
21,1
342
24,1
343
25,0
344
25,3
345
25,5
346
26,4
347
26,6
348
27,1
349
27,7
350
28,1
351
28,2
352
28,1
353
28,0
354
27,9
355
27,9
356
28,1
357
28,2
358
28,0
359
26,9
360
25,0
361
23,2
362
21,9
363
21,1
364
20,7
365
20,7
366
20,8
367
21,2
368
22,1
369
23,5
370
24,3
371
24,5
372
23,8
373
21,3
374
17,7
375
14,4
376
11,9
377
10,2
378
8,9
379
8,0
380
7,2
381
6,1
382
4,9
383
3,7
384
2,3
385
0,9
386
0,0
387
0,0
388
0,0
389
0,0
390
0,0
391
0,0
392
0,5
393
2,1
394
4,8
395
8,3
396
12,3
397
16,6
398
20,9
399
24,2
400
25,6
401
25,6
402
24,9
403
23,3
404
21,6
405
20,2
406
18,7
407
17,0
408
15,3
409
14,2
410
13,9
411
14,0
412
14,2
413
14,5
414
14,9
415
15,9
416
17,4
417
18,7
418
19,1
419
18,8
420
17,6
421
16,6
422
16,2
423
16,4
424
17,2
425
19,1
426
22,6
427
27,4
428
31,6
429
33,4
430
33,5
431
32,8
432
31,9
433
31,3
434
31,1
435
30,6
436
29,2
437
26,7
438
23,0
439
18,2
440
12,9
441
7,7
442
3,8
443
1,3
444
0,2
445
0,0
446
0,0
447
0,0
448
0,0
449
0,0
450
0,0
451
0,0
452
0,0
453
0,0
454
0,0
455
0,0
456
0,0
457
0,0
458
0,0
459
0,0
460
0,0
461
0,0
462
0,0
463
0,0
464
0,0
465
0,0
466
0,0
467
0,0
468
0,0
469
0,0
470
0,0
471
0,0
472
0,0
473
0,0
474
0,0
475
0,0
476
0,0
477
0,0
478
0,0
479
0,0
480
0,0
481
0,0
482
0,0
483
0,0
484
0,0
485
0,0
486
0,0
487
0,0
488
0,0
489
0,0
490
0,0
491
0,0
492
0,0
493
0,0
494
0,0
495
0,0
496
0,0
497
0,0
498
0,0
499
0,0
500
0,0
501
0,0
502
0,0
503
0,0
504
0,0
505
0,0
506
0,0
507
0,0
508
0,0
509
0,0
510
0,0
511
0,0
512
0,5
513
2,5
514
6,6
515
11,8
516
16,8
517
20,5
518
21,9
519
21,9
520
21,3
521
20,3
522
19,2
523
17,8
524
15,5
525
11,9
526
7,6
527
4,0
528
2,0
529
1,0
530
0,0
531
0,0
532
0,0
533
0,2
534
1,2
535
3,2
536
5,2
537
8,2
538
13
539
18,8
540
23,1
541
24,5
542
24,5
543
24,3
544
23,6
545
22,3
546
20,1
547
18,5
548
17,2
549
16,3
550
15,4
551
14,7
552
14,3
553
13,7
554
13,3
555
13,1
556
13,1
557
13,3
558
13,8
559
14,5
560
16,5
561
17,0
562
17,0
563
17,0
564
15,4
565
10,1
566
4,8
567
0,0
568
0,0
569
0,0
570
0,0
571
0,0
572
0,0
573
0,0
574
0,0
575
0,0
576
0,0
577
0,0
578
0,0
579
0,0
580
0,0
581
0,0
582
0,0
583
0,0
584
0,0
585
0,0
586
0,0
587
0,0
588
0,0
589
0,0
Table A1/8
WLTC, Class 3 vehicles, phase Medium
3-1
Time in s
Speed in km/h
590
0,0
591
0,0
592
0,0
593
0,0
594
0,0
595
0,0
596
0,0
597
0,0
598
0,0
599
0,0
600
0,0
601
1,0
602
2,1
603
5,2
604
9,2
605
13,5
606
18,1
607
22,3
608
26,0
609
29,3
610
32,8
611
36,0
612
39,2
613
42,5
614
45,7
615
48,2
616
48,4
617
48,2
618
47,8
619
47,0
620
45,9
621
44,9
622
44,4
623
44,3
624
44,5
625
45,1
626
45,7
627
46,0
628
46,0
629
46,0
630
46,1
631
46,7
632
47,7
633
48,9
634
50,3
635
51,6
636
52,6
637
53,0
638
53,0
639
52,9
640
52,7
641
52,6
642
53,1
643
54,3
644
55,2
645
55,5
646
55,9
647
56,3
648
56,7
649
56,9
650
56,8
651
56,0
652
54,2
653
52,1
654
50,1
655
47,2
656
43,2
657
39,2
658
36,5
659
34,3
660
31,0
661
26,0
662
20,7
663
15,4
664
13,1
665
12,0
666
12,5
667
14,0
668
19,0
669
23,2
670
28,0
671
32,0
672
34,0
673
36,0
674
38,0
675
40,0
676
40,3
677
40,5
678
39,0
679
35,7
680
31,8
681
27,1
682
22,8
683
21,1
684
18,9
685
18,9
686
21,3
687
23,9
688
25,9
689
28,4
690
30,3
691
30,9
692
31,1
693
31,8
694
32,7
695
33,2
696
32,4
697
28,3
698
25,8
699
23,1
700
21,8
701
21,2
702
21,0
703
21,0
704
20,9
705
19,9
706
17,9
707
15,1
708
12,8
709
12,0
710
13,2
711
17,1
712
21,1
713
21,8
714
21,2
715
18,5
716
13,9
717
12,0
718
12,0
719
13,0
720
16,3
721
20,5
722
23,9
723
26,0
724
28,0
725
31,5
726
33,4
727
36,0
728
37,8
729
40,2
730
41,6
731
41,9
732
42,0
733
42,2
734
42,4
735
42,7
736
43,1
737
43,7
738
44,0
739
44,1
740
45,3
741
46,4
742
47,2
743
47,3
744
47,4
745
47,4
746
47,5
747
47,9
748
48,6
749
49,4
750
49,8
751
49,8
752
49,7
753
49,3
754
48,5
755
47,6
756
46,3
757
43,7
758
39,3
759
34,1
760
29,0
761
23,7
762
18,4
763
14,3
764
12,0
765
12,8
766
16,0
767
20,4
768
24,0
769
29,0
770
32,2
771
36,8
772
39,4
773
43,2
774
45,8
775
49,2
776
51,4
777
54,2
778
56,0
779
58,3
780
59,8
781
61,7
782
62,7
783
63,3
784
63,6
785
64,0
786
64,7
787
65,2
788
65,3
789
65,3
790
65,4
791
65,7
792
66,0
793
65,6
794
63,5
795
59,7
796
54,6
797
49,3
798
44,9
799
42,3
800
41,4
801
41,3
802
43,0
803
45,0
804
46,5
805
48,3
806
49,5
807
51,2
808
52,2
809
51,6
810
49,7
811
47,4
812
43,7
813
39,7
814
35,5
815
31,1
816
26,3
817
21,9
818
18,0
819
17,0
820
18,0
821
21,4
822
24,8
823
27,9
824
30,8
825
33,0
826
35,1
827
37,1
828
38,9
829
41,4
830
44,0
831
46,3
832
47,7
833
48,2
834
48,7
835
49,3
836
49,8
837
50,2
838
50,9
839
51,8
840
52,5
841
53,3
842
54,5
843
55,7
844
56,5
845
56,8
846
57,0
847
57,2
848
57,7
849
58,7
850
60,1
851
61,1
852
61,7
853
62,3
854
62,9
855
63,3
856
63,4
857
63,5
858
63,9
859
64,4
860
65,0
861
65,6
862
66,6
863
67,4
864
68,2
865
69,1
866
70,0
867
70,8
868
71,5
869
72,4
870
73,0
871
73,7
872
74,4
873
74,9
874
75,3
875
75,6
876
75,8
877
76,6
878
76,5
879
76,2
880
75,8
881
75,4
882
74,8
883
73,9
884
72,7
885
71,3
886
70,4
887
70,0
888
70,0
889
69,0
890
68,0
891
67,3
892
66,2
893
64,8
894
63,6
895
62,6
896
62,1
897
61,9
898
61,9
899
61,8
900
61,5
901
60,9
902
59,7
903
54,6
904
49,3
905
44,9
906
42,3
907
41,4
908
41,3
909
42,1
910
44,7
911
46,0
912
48,8
913
50,1
914
51,3
915
54,1
916
55,2
917
56,2
918
56,1
919
56,1
920
56,5
921
57,5
922
59,2
923
60,7
924
61,8
925
62,3
926
62,7
927
62,0
928
61,3
929
60,9
930
60,5
931
60,2
932
59,8
933
59,4
934
58,6
935
57,5
936
56,6
937
56,0
938
55,5
939
55,0
940
54,4
941
54,1
942
54,0
943
53,9
944
53,9
945
54,0
946
54,2
947
55,0
948
55,8
949
56,2
950
56,1
951
55,1
952
52,7
953
48,4
954
43,1
955
37,8
956
32,5
957
27,2
958
25,1
959
27,0
960
29,8
961
33,8
962
37,0
963
40,7
964
43,0
965
45,6
966
46,9
967
47,0
968
46,9
969
46,5
970
45,8
971
44,3
972
41,3
973
36,5
974
31,7
975
27,0
976
24,7
977
19,3
978
16,0
979
13,2
980
10,7
981
8,8
982
7,2
983
5,5
984
3,2
985
1,1
986
0,0
987
0,0
988
0,0
989
0,0
990
0,0
991
0,0
992
0,0
993
0,0
994
0,0
995
0,0
996
0,0
997
0,0
998
0,0
999
0,0
1000
0,0
1001
0,0
1002
0,0
1003
0,0
1004
0,0
1005
0,0
1006
0,0
1007
0,0
1008
0,0
1009
0,0
1010
0,0
1011
0,0
1012
0,0
1013
0,0
1014
0,0
1015
0,0
1016
0,0
1017
0,0
1018
0,0
1019
0,0
1020
0,0
1021
0,0
1022
0,0
Table A1/9
WLTC, Class 3 vehicles, phase Medium
3-2
Time in s
Speed in km/h
590
0,0
591
0,0
592
0,0
593
0,0
594
0,0
595
0,0
596
0,0
597
0,0
598
0,0
599
0,0
600
0,0
601
1,0
602
2,1
603
4,8
604
9,1
605
14,2
606
19,8
607
25,5
608
30,5
609
34,8
610
38,8
611
42,9
612
46,4
613
48,3
614
48,7
615
48,5
616
48,4
617
48,2
618
47,8
619
47,0
620
45,9
621
44,9
622
44,4
623
44,3
624
44,5
625
45,1
626
45,7
627
46,0
628
46,0
629
46,0
630
46,1
631
46,7
632
47,7
633
48,9
634
50,3
635
51,6
636
52,6
637
53,0
638
53,0
639
52,9
640
52,7
641
52,6
642
53,1
643
54,3
644
55,2
645
55,5
646
55,9
647
56,3
648
56,7
649
56,9
650
56,8
651
56,0
652
54,2
653
52,1
654
50,1
655
47,2
656
43,2
657
39,2
658
36,5
659
34,3
660
31,0
661
26,0
662
20,7
663
15,4
664
13,1
665
12,0
666
12,5
667
14,0
668
19,0
669
23,2
670
28,0
671
32,0
672
34,0
673
36,0
674
38,0
675
40,0
676
40,3
677
40,5
678
39,0
679
35,7
680
31,8
681
27,1
682
22,8
683
21,1
684
18,9
685
18,9
686
21,3
687
23,9
688
25,9
689
28,4
690
30,3
691
30,9
692
31,1
693
31,8
694
32,7
695
33,2
696
32,4
697
28,3
698
25,8
699
23,1
700
21,8
701
21,2
702
21,0
703
21,0
704
20,9
705
19,9
706
17,9
707
15,1
708
12,8
709
12,0
710
13,2
711
17,1
712
21,1
713
21,8
714
21,2
715
18,5
716
13,9
717
12,0
718
12,0
719
13,0
720
16,0
721
18,5
722
20,6
723
22,5
724
24,0
725
26,6
726
29,9
727
34,8
728
37,8
729
40,2
730
41,6
731
41,9
732
42,0
733
42,2
734
42,4
735
42,7
736
43,1
737
43,7
738
44,0
739
44,1
740
45,3
741
46,4
742
47,2
743
47,3
744
47,4
745
47,4
746
47,5
747
47,9
748
48,6
749
49,4
750
49,8
751
49,8
752
49,7
753
49,3
754
48,5
755
47,6
756
46,3
757
43,7
758
39,3
759
34,1
760
29,0
761
23,7
762
18,4
763
14,3
764
12,0
765
12,8
766
16,0
767
19,1
768
22,4
769
25,6
770
30,1
771
35,3
772
39,9
773
44,5
774
47,5
775
50,9
776
54,1
777
56,3
778
58,1
779
59,8
780
61,1
781
62,1
782
62,8
783
63,3
784
63,6
785
64,0
786
64,7
787
65,2
788
65,3
789
65,3
790
65,4
791
65,7
792
66,0
793
65,6
794
63,5
795
59,7
796
54,6
797
49,3
798
44,9
799
42,3
800
41,4
801
41,3
802
42,1
803
44,7
804
48,4
805
51,4
806
52,7
807
53,0
808
52,5
809
51,3
810
49,7
811
47,4
812
43,7
813
39,7
814
35,5
815
31,1
816
26,3
817
21,9
818
18,0
819
17,0
820
18,0
821
21,4
822
24,8
823
27,9
824
30,8
825
33,0
826
35,1
827
37,1
828
38,9
829
41,4
830
44,0
831
46,3
832
47,7
833
48,2
834
48,7
835
49,3
836
49,8
837
50,2
838
50,9
839
51,8
840
52,5
841
53,3
842
54,5
843
55,7
844
56,5
845
56,8
846
57,0
847
57,2
848
57,7
849
58,7
850
60,1
851
61,1
852
61,7
853
62,3
854
62,9
855
63,3
856
63,4
857
63,5
858
64,5
859
65,8
860
66,8
861
67,4
862
68,8
863
71,1
864
72,3
865
72,8
866
73,4
867
74,6
868
76,0
869
76,6
870
76,5
871
76,2
872
75,8
873
75,4
874
74,8
875
73,9
876
72,7
877
71,3
878
70,4
879
70,0
880
70,0
881
69,0
882
68,0
883
68,0
884
68,0
885
68,1
886
68,4
887
68,6
888
68,7
889
68,5
890
68,1
891
67,3
892
66,2
893
64,8
894
63,6
895
62,6
896
62,1
897
61,9
898
61,9
899
61,8
900
61,5
901
60,9
902
59,7
903
54,6
904
49,3
905
44,9
906
42,3
907
41,4
908
41,3
909
42,1
910
44,7
911
48,4
912
51,4
913
52,7
914
54,0
915
57,0
916
58,1
917
59,2
918
59,0
919
59,1
920
59,5
921
60,5
922
62,3
923
63,9
924
65,1
925
64,1
926
62,7
927
62,0
928
61,3
929
60,9
930
60,5
931
60,2
932
59,8
933
59,4
934
58,6
935
57,5
936
56,6
937
56,0
938
55,5
939
55,0
940
54,4
941
54,1
942
54,0
943
53,9
944
53,9
945
54,0
946
54,2
947
55,0
948
55,8
949
56,2
950
56,1
951
55,1
952
52,7
953
48,4
954
43,1
955
37,8
956
32,5
957
27,2
958
25,1
959
26,0
960
29,3
961
34,6
962
40,4
963
45,3
964
49,0
965
51,1
966
52,1
967
52,2
968
52,1
969
51,7
970
50,9
971
49,2
972
45,9
973
40,6
974
35,3
975
30,0
976
24,7
977
19,3
978
16,0
979
13,2
980
10,7
981
8,8
982
7,2
983
5,5
984
3,2
985
1,1
986
0,0
987
0,0
988
0,0
989
0,0
990
0,0
991
0,0
992
0,0
993
0,0
994
0,0
995
0,0
996
0,0
997
0,0
998
0,0
999
0,0
1000
0,0
1001
0,0
1002
0,0
1003
0,0
1004
0,0
1005
0,0
1006
0,0
1007
0,0
1008
0,0
1009
0,0
1010
0,0
1011
0,0
1012
0,0
1013
0,0
1014
0,0
1015
0,0
1016
0,0
1017
0,0
1018
0,0
1019
0,0
1020
0,0
1021
0,0
1022
0,0
Table A1/10
WLTC, Class 3 vehicles, phase High
3-1
Time in s
Speed in km/h
1023
0,0
1024
0,0
1025
0,0
1026
0,0
1027
0,8
1028
3,6
1029
8,6
1030
14,6
1031
20,0
1032
24,4
1033
28,2
1034
31,7
1035
35,0
1036
37,6
1037
39,7
1038
41,5
1039
43,6
1040
46,0
1041
48,4
1042
50,5
1043
51,9
1044
52,6
1045
52,8
1046
52,9
1047
53,1
1048
53,3
1049
53,1
1050
52,3
1051
50,7
1052
48,8
1053
46,5
1054
43,8
1055
40,3
1056
36,0
1057
30,7
1058
25,4
1059
21,0
1060
16,7
1061
13,4
1062
12,0
1063
12,1
1064
12,8
1065
15,6
1066
19,9
1067
23,4
1068
24,6
1069
27,0
1070
29,0
1071
32,0
1072
34,8
1073
37,7
1074
40,8
1075
43,2
1076
46,0
1077
48,0
1078
50,7
1079
52,0
1080
54,5
1081
55,9
1082
57,4
1083
58,1
1084
58,4
1085
58,8
1086
58,8
1087
58,6
1088
58,7
1089
58,8
1090
58,8
1091
58,8
1092
59,1
1093
60,1
1094
61,7
1095
63,0
1096
63,7
1097
63,9
1098
63,5
1099
62,3
1100
60,3
1101
58,9
1102
58,4
1103
58,8
1104
60,2
1105
62,3
1106
63,9
1107
64,5
1108
64,4
1109
63,5
1110
62,0
1111
61,2
1112
61,3
1113
61,7
1114
62,0
1115
64,6
1116
66,0
1117
66,2
1118
65,8
1119
64,7
1120
63,6
1121
62,9
1122
62,4
1123
61,7
1124
60,1
1125
57,3
1126
55,8
1127
50,5
1128
45,2
1129
40,1
1130
36,2
1131
32,9
1132
29,8
1133
26,6
1134
23,0
1135
19,4
1136
16,3
1137
14,6
1138
14,2
1139
14,3
1140
14,6
1141
15,1
1142
16,4
1143
19,1
1144
22,5
1145
24,4
1146
24,8
1147
22,7
1148
17,4
1149
13,8
1150
12,0
1151
12,0
1152
12,0
1153
13,9
1154
17,7
1155
22,8
1156
27,3
1157
31,2
1158
35,2
1159
39,4
1160
42,5
1161
45,4
1162
48,2
1163
50,3
1164
52,6
1165
54,5
1166
56,6
1167
58,3
1168
60,0
1169
61,5
1170
63,1
1171
64,3
1172
65,7
1173
67,1
1174
68,3
1175
69,7
1176
70,6
1177
71,6
1178
72,6
1179
73,5
1180
74,2
1181
74,9
1182
75,6
1183
76,3
1184
77,1
1185
77,9
1186
78,5
1187
79,0
1188
79,7
1189
80,3
1190
81,0
1191
81,6
1192
82,4
1193
82,9
1194
83,4
1195
83,8
1196
84,2
1197
84,7
1198
85,2
1199
85,6
1200
86,3
1201
86,8
1202
87,4
1203
88,0
1204
88,3
1205
88,7
1206
89,0
1207
89,3
1208
89,8
1209
90,2
1210
90,6
1211
91,0
1212
91,3
1213
91,6
1214
91,9
1215
92,2
1216
92,8
1217
93,1
1218
93,3
1219
93,5
1220
93,7
1221
93,9
1222
94,0
1223
94,1
1224
94,3
1225
94,4
1226
94,6
1227
94,7
1228
94,8
1229
95,0
1230
95,1
1231
95,3
1232
95,4
1233
95,6
1234
95,7
1235
95,8
1236
96,0
1237
96,1
1238
96,3
1239
96,4
1240
96,6
1241
96,8
1242
97,0
1243
97,2
1244
97,3
1245
97,4
1246
97,4
1247
97,4
1248
97,4
1249
97,3
1250
97,3
1251
97,3
1252
97,3
1253
97,2
1254
97,1
1255
97,0
1256
96,9
1257
96,7
1258
96,4
1259
96,1
1260
95,7
1261
95,5
1262
95,3
1263
95,2
1264
95,0
1265
94,9
1266
94,7
1267
94,5
1268
94,4
1269
94,4
1270
94,3
1271
94,3
1272
94,1
1273
93,9
1274
93,4
1275
92,8
1276
92,0
1277
91,3
1278
90,6
1279
90,0
1280
89,3
1281
88,7
1282
88,1
1283
87,4
1284
86,7
1285
86,0
1286
85,3
1287
84,7
1288
84,1
1289
83,5
1290
82,9
1291
82,3
1292
81,7
1293
81,1
1294
80,5
1295
79,9
1296
79,4
1297
79,1
1298
78,8
1299
78,5
1300
78,2
1301
77,9
1302
77,6
1303
77,3
1304
77,0
1305
76,7
1306
76,0
1307
76,0
1308
76,0
1309
75,9
1310
76,0
1311
76,0
1312
76,1
1313
76,3
1314
76,5
1315
76,6
1316
76,8
1317
77,1
1318
77,1
1319
77,2
1320
77,2
1321
77,6
1322
78,0
1323
78,4
1324
78,8
1325
79,2
1326
80,3
1327
80,8
1328
81,0
1329
81,0
1330
81,0
1331
81,0
1332
81,0
1333
80,9
1334
80,6
1335
80,3
1336
80,0
1337
79,9
1338
79,8
1339
79,8
1340
79,8
1341
79,9
1342
80,0
1343
80,4
1344
80,8
1345
81,2
1346
81,5
1347
81,6
1348
81,6
1349
81,4
1350
80,7
1351
79,6
1352
78,2
1353
76,8
1354
75,3
1355
73,8
1356
72,1
1357
70,2
1358
68,2
1359
66,1
1360
63,8
1361
61,6
1362
60,2
1363
59,8
1364
60,4
1365
61,8
1366
62,6
1367
62,7
1368
61,9
1369
60,0
1370
58,4
1371
57,8
1372
57,8
1373
57,8
1374
57,3
1375
56,2
1376
54,3
1377
50,8
1378
45,5
1379
40,2
1380
34,9
1381
29,6
1382
28,7
1383
29,3
1384
30,5
1385
31,7
1386
32,9
1387
35,0
1388
38,0
1389
40,5
1390
42,7
1391
45,8
1392
47,5
1393
48,9
1394
49,4
1395
49,4
1396
49,2
1397
48,7
1398
47,9
1399
46,9
1400
45,6
1401
44,2
1402
42,7
1403
40,7
1404
37,1
1405
33,9
1406
30,6
1407
28,6
1408
27,3
1409
27,2
1410
27,5
1411
27,4
1412
27,1
1413
26,7
1414
26,8
1415
28,2
1416
31,1
1417
34,8
1418
38,4
1419
40,9
1420
41,7
1421
40,9
1422
38,3
1423
35,3
1424
34,3
1425
34,6
1426
36,3
1427
39,5
1428
41,8
1429
42,5
1430
41,9
1431
40,1
1432
36,6
1433
31,3
1434
26,0
1435
20,6
1436
19,1
1437
19,7
1438
21,1
1439
22,0
1440
22,1
1441
21,4
1442
19,6
1443
18,3
1444
18,0
1445
18,3
1446
18,5
1447
17,9
1448
15,0
1449
9,9
1450
4,6
1451
1,2
1452
0,0
1453
0,0
1454
0,0
1455
0,0
1456
0,0
1457
0,0
1458
0,0
1459
0,0
1460
0,0
1461
0,0
1462
0,0
1463
0,0
1464
0,0
1465
0,0
1466
0,0
1467
0,0
1468
0,0
1469
0,0
1470
0,0
1471
0,0
1472
0,0
1473
0,0
1474
0,0
1475
0,0
1476
0,0
1477
0,0
Table A1/11
WLTC, Class 3 vehicles, phase High
3-2
Time in s
Speed in km/h
1023
0,0
1024
0,0
1025
0,0
1026
0,0
1027
0,8
1028
3,6
1029
8,6
1030
14,6
1031
20,0
1032
24,4
1033
28,2
1034
31,7
1035
35,0
1036
37,6
1037
39,7
1038
41,5
1039
43,6
1040
46,0
1041
48,4
1042
50,5
1043
51,9
1044
52,6
1045
52,8
1046
52,9
1047
53,1
1048
53,3
1049
53,1
1050
52,3
1051
50,7
1052
48,8
1053
46,5
1054
43,8
1055
40,3
1056
36,0
1057
30,7
1058
25,4
1059
21,0
1060
16,7
1061
13,4
1062
12,0
1063
12,1
1064
12,8
1065
15,6
1066
19,9
1067
23,4
1068
24,6
1069
25,2
1070
26,4
1071
28,8
1072
31,8
1073
35,3
1074
39,5
1075
44,5
1076
49,3
1077
53,3
1078
56,4
1079
58,9
1080
61,2
1081
62,6
1082
63,0
1083
62,5
1084
60,9
1085
59,3
1086
58,6
1087
58,6
1088
58,7
1089
58,8
1090
58,8
1091
58,8
1092
59,1
1093
60,1
1094
61,7
1095
63,0
1096
63,7
1097
63,9
1098
63,5
1099
62,3
1100
60,3
1101
58,9
1102
58,4
1103
58,8
1104
60,2
1105
62,3
1106
63,9
1107
64,5
1108
64,4
1109
63,5
1110
62,0
1111
61,2
1112
61,3
1113
62,6
1114
65,3
1115
68,0
1116
69,4
1117
69,7
1118
69,3
1119
68,1
1120
66,9
1121
66,2
1122
65,7
1123
64,9
1124
63,2
1125
60,3
1126
55,8
1127
50,5
1128
45,2
1129
40,1
1130
36,2
1131
32,9
1132
29,8
1133
26,6
1134
23,0
1135
19,4
1136
16,3
1137
14,6
1138
14,2
1139
14,3
1140
14,6
1141
15,1
1142
16,4
1143
19,1
1144
22,5
1145
24,4
1146
24,8
1147
22,7
1148
17,4
1149
13,8
1150
12,0
1151
12,0
1152
12,0
1153
13,9
1154
17,7
1155
22,8
1156
27,3
1157
31,2
1158
35,2
1159
39,4
1160
42,5
1161
45,4
1162
48,2
1163
50,3
1164
52,6
1165
54,5
1166
56,6
1167
58,3
1168
60,0
1169
61,5
1170
63,1
1171
64,3
1172
65,7
1173
67,1
1174
68,3
1175
69,7
1176
70,6
1177
71,6
1178
72,6
1179
73,5
1180
74,2
1181
74,9
1182
75,6
1183
76,3
1184
77,1
1185
77,9
1186
78,5
1187
79,0
1188
79,7
1189
80,3
1190
81,0
1191
81,6
1192
82,4
1193
82,9
1194
83,4
1195
83,8
1196
84,2
1197
84,7
1198
85,2
1199
85,6
1200
86,3
1201
86,8
1202
87,4
1203
88,0
1204
88,3
1205
88,7
1206
89,0
1207
89,3
1208
89,8
1209
90,2
1210
90,6
1211
91,0
1212
91,3
1213
91,6
1214
91,9
1215
92,2
1216
92,8
1217
93,1
1218
93,3
1219
93,5
1220
93,7
1221
93,9
1222
94,0
1223
94,1
1224
94,3
1225
94,4
1226
94,6
1227
94,7
1228
94,8
1229
95,0
1230
95,1
1231
95,3
1232
95,4
1233
95,6
1234
95,7
1235
95,8
1236
96,0
1237
96,1
1238
96,3
1239
96,4
1240
96,6
1241
96,8
1242
97,0
1243
97,2
1244
97,3
1245
97,4
1246
97,4
1247
97,4
1248
97,4
1249
97,3
1250
97,3
1251
97,3
1252
97,3
1253
97,2
1254
97,1
1255
97,0
1256
96,9
1257
96,7
1258
96,4
1259
96,1
1260
95,7
1261
95,5
1262
95,3
1263
95,2
1264
95,0
1265
94,9
1266
94,7
1267
94,5
1268
94,4
1269
94,4
1270
94,3
1271
94,3
1272
94,1
1273
93,9
1274
93,4
1275
92,8
1276
92,0
1277
91,3
1278
90,6
1279
90,0
1280
89,3
1281
88,7
1282
88,1
1283
87,4
1284
86,7
1285
86,0
1286
85,3
1287
84,7
1288
84,1
1289
83,5
1290
82,9
1291
82,3
1292
81,7
1293
81,1
1294
80,5
1295
79,9
1296
79,4
1297
79,1
1298
78,8
1299
78,5
1300
78,2
1301
77,9
1302
77,6
1303
77,3
1304
77,0
1305
76,7
1306
76,0
1307
76,0
1308
76,0
1309
75,9
1310
75,9
1311
75,8
1312
75,7
1313
75,5
1314
75,2
1315
75,0
1316
74,7
1317
74,1
1318
73,7
1319
73,3
1320
73,5
1321
74,0
1322
74,9
1323
76,1
1324
77,7
1325
79,2
1326
80,3
1327
80,8
1328
81,0
1329
81,0
1330
81,0
1331
81,0
1332
81,0
1333
80,9
1334
80,6
1335
80,3
1336
80,0
1337
79,9
1338
79,8
1339
79,8
1340
79,8
1341
79,9
1342
80,0
1343
80,4
1344
80,8
1345
81,2
1346
81,5
1347
81,6
1348
81,6
1349
81,4
1350
80,7
1351
79,6
1352
78,2
1353
76,8
1354
75,3
1355
73,8
1356
72,1
1357
70,2
1358
68,2
1359
66,1
1360
63,8
1361
61,6
1362
60,2
1363
59,8
1364
60,4
1365
61,8
1366
62,6
1367
62,7
1368
61,9
1369
60,0
1370
58,4
1371
57,8
1372
57,8
1373
57,8
1374
57,3
1375
56,2
1376
54,3
1377
50,8
1378
45,5
1379
40,2
1380
34,9
1381
29,6
1382
27,3
1383
29,3
1384
32,9
1385
35,6
1386
36,7
1387
37,6
1388
39,4
1389
42,5
1390
46,5
1391
50,2
1392
52,8
1393
54,3
1394
54,9
1395
54,9
1396
54,7
1397
54,1
1398
53,2
1399
52,1
1400
50,7
1401
49,1
1402
47,4
1403
45,2
1404
41,8
1405
36,5
1406
31,2
1407
27,6
1408
26,9
1409
27,3
1410
27,5
1411
27,4
1412
27,1
1413
26,7
1414
26,8
1415
28,2
1416
31,1
1417
34,8
1418
38,4
1419
40,9
1420
41,7
1421
40,9
1422
38,3
1423
35,3
1424
34,3
1425
34,6
1426
36,3
1427
39,5
1428
41,8
1429
42,5
1430
41,9
1431
40,1
1432
36,6
1433
31,3
1434
26,0
1435
20,6
1436
19,1
1437
19,7
1438
21,1
1439
22,0
1440
22,1
1441
21,4
1442
19,6
1443
18,3
1444
18,0
1445
18,3
1446
18,5
1447
17,9
1448
15,0
1449
9,9
1450
4,6
1451
1,2
1452
0,0
1453
0,0
1454
0,0
1455
0,0
1456
0,0
1457
0,0
1458
0,0
1459
0,0
1460
0,0
1461
0,0
1462
0,0
1463
0,0
1464
0,0
1465
0,0
1466
0,0
1467
0,0
1468
0,0
1469
0,0
1470
0,0
1471
0,0
1472
0,0
1473
0,0
1474
0,0
1475
0,0
1476
0,0
1477
0,0
Table A1/12
WLTC, Class 3 vehicles, phase Extra High
3
Time in s
Speed in km/h
1478
0,0
1479
2,2
1480
4,4
1481
6,3
1482
7,9
1483
9,2
1484
10,4
1485
11,5
1486
12,9
1487
14,7
1488
17,0
1489
19,8
1490
23,1
1491
26,7
1492
30,5
1493
34,1
1494
37,5
1495
40,6
1496
43,3
1497
45,7
1498
47,7
1499
49,3
1500
50,5
1501
51,3
1502
52,1
1503
52,7
1504
53,4
1505
54,0
1506
54,5
1507
55,0
1508
55,6
1509
56,3
1510
57,2
1511
58,5
1512
60,2
1513
62,3
1514
64,7
1515
67,1
1516
69,2
1517
70,7
1518
71,9
1519
72,7
1520
73,4
1521
73,8
1522
74,1
1523
74,0
1524
73,6
1525
72,5
1526
70,8
1527
68,6
1528
66,2
1529
64,0
1530
62,2
1531
60,9
1532
60,2
1533
60,0
1534
60,4
1535
61,4
1536
63,2
1537
65,6
1538
68,4
1539
71,6
1540
74,9
1541
78,4
1542
81,8
1543
84,9
1544
87,4
1545
89,0
1546
90,0
1547
90,6
1548
91,0
1549
91,5
1550
92,0
1551
92,7
1552
93,4
1553
94,2
1554
94,9
1555
95,7
1556
96,6
1557
97,7
1558
98,9
1559
100,4
1560
102,0
1561
103,6
1562
105,2
1563
106,8
1564
108,5
1565
110,2
1566
111,9
1567
113,7
1568
115,3
1569
116,8
1570
118,2
1571
119,5
1572
120,7
1573
121,8
1574
122,6
1575
123,2
1576
123,6
1577
123,7
1578
123,6
1579
123,3
1580
123,0
1581
122,5
1582
122,1
1583
121,5
1584
120,8
1585
120,0
1586
119,1
1587
118,1
1588
117,1
1589
116,2
1590
115,5
1591
114,9
1592
114,5
1593
114,1
1594
113,9
1595
113,7
1596
113,3
1597
112,9
1598
112,2
1599
111,4
1600
110,5
1601
109,5
1602
108,5
1603
107,7
1604
107,1
1605
106,6
1606
106,4
1607
106,2
1608
106,2
1609
106,2
1610
106,4
1611
106,5
1612
106,8
1613
107,2
1614
107,8
1615
108,5
1616
109,4
1617
110,5
1618
111,7
1619
113,0
1620
114,1
1621
115,1
1622
115,9
1623
116,5
1624
116,7
1625
116,6
1626
116,2
1627
115,2
1628
113,8
1629
112,0
1630
110,1
1631
108,3
1632
107,0
1633
106,1
1634
105,8
1635
105,7
1636
105,7
1637
105,6
1638
105,3
1639
104,9
1640
104,4
1641
104,0
1642
103,8
1643
103,9
1644
104,4
1645
105,1
1646
106,1
1647
107,2
1648
108,5
1649
109,9
1650
111,3
1651
112,7
1652
113,9
1653
115,0
1654
116,0
1655
116,8
1656
117,6
1657
118,4
1658
119,2
1659
120,0
1660
120,8
1661
121,6
1662
122,3
1663
123,1
1664
123,8
1665
124,4
1666
125,0
1667
125,4
1668
125,8
1669
126,1
1670
126,4
1671
126,6
1672
126,7
1673
126,8
1674
126,9
1675
126,9
1676
126,9
1677
126,8
1678
126,6
1679
126,3
1680
126,0
1681
125,7
1682
125,6
1683
125,6
1684
125,8
1685
126,2
1686
126,6
1687
127,0
1688
127,4
1689
127,6
1690
127,8
1691
127,9
1692
128,0
1693
128,1
1694
128,2
1695
128,3
1696
128,4
1697
128,5
1698
128,6
1699
128,6
1700
128,5
1701
128,3
1702
128,1
1703
127,9
1704
127,6
1705
127,4
1706
127,2
1707
127,0
1708
126,9
1709
126,8
1710
126,7
1711
126,8
1712
126,9
1713
127,1
1714
127,4
1715
127,7
1716
128,1
1717
128,5
1718
129,0
1719
129,5
1720
130,1
1721
130,6
1722
131,0
1723
131,2
1724
131,3
1725
131,2
1726
130,7
1727
129,8
1728
128,4
1729
126,5
1730
124,1
1731
121,6
1732
119,0
1733
116,5
1734
114,1
1735
111,8
1736
109,5
1737
107,1
1738
104,8
1739
102,5
1740
100,4
1741
98,6
1742
97,2
1743
95,9
1744
94,8
1745
93,8
1746
92,8
1747
91,8
1748
91,0
1749
90,2
1750
89,6
1751
89,1
1752
88,6
1753
88,1
1754
87,6
1755
87,1
1756
86,6
1757
86,1
1758
85,5
1759
85,0
1760
84,4
1761
83,8
1762
83,2
1763
82,6
1764
82,0
1765
81,3
1766
80,4
1767
79,1
1768
77,4
1769
75,1
1770
72,3
1771
69,1
1772
65,9
1773
62,7
1774
59,7
1775
57,0
1776
54,6
1777
52,2
1778
49,7
1779
46,8
1780
43,5
1781
39,9
1782
36,4
1783
33,2
1784
30,5
1785
28,3
1786
26,3
1787
24,4
1788
22,5
1789
20,5
1790
18,2
1791
15,5
1792
12,3
1793
8,7
1794
5,2
1795
0,0
1796
0,0
1797
0,0
1798
0,0
1799
0,0
1800
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
1Hz checksums
Vehicle class
Cycle phase
Checksum of 1 Hz target vehicle speeds
Class 1
Low
11 988,4
Medium
17 162,8
Total
29 151,2
Class 2
Low
11 162,2
Medium
17 054,3
High
24 450,6
Extra High
28 869,8
Total
81 536,9
Class 3-1
Low
11 140,3
Medium
16 995,7
High
25 646,0
Extra High
29 714,9
Total
83 496,9
Class 3-2
Low
11 140,3
Medium
17 121,2
High
25 782,2
Extra High
29 714,9
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
Text of image
WLTC class 1, phase medium 1
v_downscale
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:
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 downscaled speed trace shall be subsequently calculated using the following equation:
with i = 651 to 847.
For i = 651,
In order to meet the original vehicle speed at second 907, a correction factor for the deceleration shall be calculated using the following equation:
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:
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).
Figure A1/15
Downscaled extra high speed phase of the class 2 WLTC
Text of image
WLTC class 2, phase extra high 2
v_downscale
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:
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:
for i = 1520 to 1724.
For i = 1520,
In order to meet the original vehicle speed at second 1743, a correction factor for the deceleration shall be calculated using the following equation:
90,4 km/h is the original vehicle speed at second 1743.
The downscaled vehicle speed between second 1726 and second 1742 shall be calculated using the following equation:
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
Text of image
WLTC class 3, phase extra high 3
v_downscale
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:
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:
for i = 1533 to 1723.
For i = 1533,
In order to meet the original vehicle speed at second 1763, a correction factor for the deceleration shall be calculated using the following equation:
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:
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:
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.
r
max
 shall be calculated using the following equation:
The downscaling factor, f
dsc
, shall be calculated using the following equations:
if
, then
and no downscaling shall be applied.
If
, then
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.
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:
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:
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:
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:
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:
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:
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
).
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
.
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 transmissions.
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;
(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
, n
max_95
 shall be set to:
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 interpolation 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).
The required road load power, kW, shall be calculated using the following equation:
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:
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
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)
(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.
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:
where:
P
required,j
is the required power at second j, kW;
a
j
is the vehicle acceleration at second j, m/s
2
,
;
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.
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:
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:
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
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.
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.
(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.
Sub-Annex 3
Reserved
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 Sub-Annex 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.
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, simulation 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.
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
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.
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.
3.2.7.   Fluid flow angle
At nine equally distributed points over the nozzle area, the root mean square deviation of both angles (Y-, Z-plane) 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.
where:
σ
is the standard deviation of the pressure ratio
;
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.
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.
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.
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
.
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 representative 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 Sub-Annex. 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.
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 interpolation 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.
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.
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, manually-operated movable panels and all windows shall be closed.
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 determination 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 C3, kg/tonne
Energy Efficiency Class
C1 class value
C2 class value
C3 class value
A
RRC = 5,9
RRC = 4,9
RRC = 3,5
B
RRC = 7,1
RRC = 6,1
RRC = 4,5
C
RRC = 8,4
RRC = 7,4
RRC = 5,5
D
Empty
Empty
RRC = 6,5
E
RRC = 9,8
RRC = 8,6
RRC = 7,5
F
RRC = 11,3
RRC = 9,9
RRC = 8,5
G
RRC = 12,9
RRC = 11,2
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.
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:
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.
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 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
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
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 Sub-Annex) 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.
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.
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:
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:
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;
σ
j
is the standard deviation, expressed in seconds, s, defined by:
h
is a coefficient given in Table A4/3.
Table A4/3
Coefficient h as function of n
n
h
h/
n
h
h/
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
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.
where:
Δt
j
is the harmonic arithmetic average of alternate coastdown time measurements at velocity v
j
, seconds, s, given by:
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:
and:
where:
m
av
is the arithmetic average of the test vehicle masses at the beginning and end of road load determination, kg;
m
r
is the equivalent effective mass of rotating components according to paragraph 2.5.1. of this Sub-Annex;
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.
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 10521-1:2006(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.
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
m
2
frontal area of the vehicle
a
0
 … a
n
degrees
-1
Aerodynamic drag coefficients as a function of yaw angle
A
m
N
mechanical drag coefficient
B
m
N/(km/h)
mechanical drag coefficient
C
m
N/(km/h)
2
mechanical drag coefficient
C
D
(Y)
aerodynamic drag coefficient at yaw angle Y
D
N
drag
D
aero
N
aerodynamic drag
D
f
N
front axle drag (including driveline)
D
grav
N
gravitational drag
D
mech
N
mechanical drag
D
r
N
rear axle drag (including driveline)
D
tyre
N
tyre rolling resistance
(dh/ds)
—
sine of the slope of the track in the direction of travel (+ indicates ascending)
(dv/dt)
m/s
2
acceleration
g
m/s
2
gravitational constant
m
av
kg
arithmetic average mass of the test vehicle before and after road load determination
ρ
kg/m
3
air density
t
s
time
T
K
Temperature
v
km/h
vehicle speed
v
r
km/h
relative wind speed
Y
degrees
yaw angle of apparent wind relative to direction of vehicle travel
4.3.2.5.1.   General form
The general form of the equation of motion is as follows:
where:
D
mech
=
D
tyre
 + D
f
 + D
r
;
D
aero
=
;
D
grav
=
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:
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:
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
:
4.3.2.5.4.   Final equation of motion
Through substitution, the final form of the equation of motion becomes:
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 warm-up/stabilization prior to testing.
4.3.2.6.2.   Deriving second by second observations
From the data collected during the coastdown runs, values for v,
, v
r
2
, and Y shall be determined 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
, B
m
, C
m
, a
0
, a
1
, a
2
, a
3
 and given M
e
 and
, v, v
r
, and ρ.
4.3.2.6.4.   Data outliers
A predicted force
shall be calculated and compared to the observed data points. Data points with 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 M
e
 and
, 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.
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.
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 Sub-Annex.
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:
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.
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
± 0,2
10 - 15
± 0,4
15 - 20
± 0,6
20 - 25
± 0,8
25 - 30
± 1,0
≥ 30
± 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 Sub-Annex.
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:
and
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:
shall be no greater than 0,05 and may be disregarded if α
j
 is not greater than ± 0,005 m/s
2
;
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 Sub-Annex, 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:
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:
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
satisfies the precision ρ
j
 according to the following equation:
where:
n
is the number pairs of measurements for C
jm
;
is the running resistance at the speed v
j
, Nm, given by the equation:
where:
C
jmi
is the arithmetic average torque of the i
th
 pair of measurements at speed v
j
, Nm, and given by:
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:
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:
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:
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:
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:
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.
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:
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 Sub-Annex, 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:
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.
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
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:
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
.
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:
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
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
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;
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 representative 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:
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
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
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;
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:
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
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:
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 dynamometer; or
(b)
adding the road load forces measured in a wind tunnel and those measured on a chassis dynamometer.
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:
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 Sub-Annex 7, J.; and
(b)
The arithmetic average
of the three differences shall be within 0,02.
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 Sub-Annex 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°.
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.
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:
where:
a
d
=
0
b
d
=
0;
c
d
=
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 Sub-Annex. 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.
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 Sub-Annex. 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 Sub-Annex.
6.5.2.3.3.
The force f
jDyno
 at each reference speed v
j
 shall be calculated by removing the simulated aerodynamic force:
where:
f
jDecel
is the force determined according to the equation calculating F
j
 in paragraph 4.3.1.4.4. of this Sub-Annex 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.
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 Sub-Annex 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
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
.
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:
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:
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 velocity-dependent movable aerodynamic body parts, the corresponding (C
D
 × A
f
) values shall be applied for the concerned reference speed points.
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:
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.
7.1.1.1.1.   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 recommendations, 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 determination 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.
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
 + Extra High
2
NA
Low
2
 + Medium
2
 + High
2
 + Extra High
2
Low
2
 + Medium
2
 + High
2
Yes (Extra High
2
)
No
Low
2
+ Medium
2
+ High
2
Class 3
Low
3
 + Medium
3
 + High
3
 + Extra High
3
Low
3
 + Medium
3
 + High
3
 + Extra High
3
Low
3
 + Medium
3
 + High
3
 + Extra High
3
Low
3
 + Medium
3
 + High
3
Yes (Extra High
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 warm-up 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:
where:
A
d_alt
, B
d_alt
 and C
d_alt
are the chassis dynamometer setting coefficients after the alternative warm-up 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.
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 representative 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 Sub-Annex.
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:
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
:
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:
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 Sub-Annex, 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:
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
:
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 dynamometer 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.
8.1.3.4.1.2.
The final dynamometer setting coefficients A, B and C shall be calculated using the following equations:
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 Sub-Annex until the tolerance is satisfied.
8.1.4.   Adjustment
The chassis dynamometer setting load shall be adjusted according to the following equations:
Therefore:
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.
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 Sub-Annex. 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:
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)
for single-axis chassis dynamometers, or
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:
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:
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:
therefore:
where:
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.
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.
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:
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 Sub-Annex, 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.
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.
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 dynamometers 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.
2.3.1.1.
Road load simulation shall be applied such that operation in 4WD mode reproduces the same proportioning 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.
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.
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 Sub-Annex 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 condensation. 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.
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 Sub-Annex.
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.
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.
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;
(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.
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.
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.
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:
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:
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.
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:
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.
Figure A5/7
CFV calibration configuration
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 manufacturer's prescribed method.
Values of the calibration coefficient shall be calculated for each test point:
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.
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:
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,
;
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:
where:
A
1
is 25.55152 in SI,
;
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.
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.
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.
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.
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 polyethylene/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.
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.
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 transporting 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.
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 recommended that it be employed upstream of the filter holder.
Figure A5/11
Alternative particulate sampling probe configuration
(*) Minimum internal diameter Wall thickness ~ 1mm – Material: stainless steel
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 Sub-Annex, 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.
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
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 pre-classifier 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.
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.
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 determination r
2
Particulate Balance
≤ 1 μg
0,99 – 1,01
≤ 1per cent 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
.
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:
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:
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.
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.
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:
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
shall be calculated using the following equation:
It is recommended that the VPR is calibrated and validated as a complete unit;
(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 demonstrate 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.
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
Instrument calibration intervals
Instrument checks
Interval
Criterion
Gas analyser linearization (calibration)
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-Annex
FID air/fuel flow
At major maintenance
According to instrument manufacturer.
Laser infrared spectrometers (modulated high resolution narrow band infrared analysers): interference check
Yearly or at major maintenance
According to instrument manufacturer.
QCL
Yearly or at major maintenance
According to instrument manufacturer.
GC methods
See paragraph 7.2. of this Sub-Annex
See paragraph 7.2. of this Sub-Annex
LC methods
Yearly or at major maintenance
According to instrument manufacturer.
Photoacoustics
Yearly or at major maintenance
According to instrument manufacturer.
Microgram balance linearity
Yearly or at major maintenance
See paragraph 4.2.2.2. of this Sub-Annex
PNC (particle number counter)
See paragraph 5.7.1.1. of this Sub-Annex
See paragraph 5.7.1.3. of this Sub-Annex
VPR (volatile particle remover)
See paragraph 5.7.2.1. of this Sub-Annex
See paragraph 5.7.2. of this Sub-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 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.
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 paragraphs 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:
Propylene and purified air:
Toluene and purified air:
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 Sub-Annex shall pass through the converter into the detector. The indicated concentration (b) shall be included in all relevant test sheets.
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:
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 concentrations 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.
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 maintenance.
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.
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 concentration 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
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 concentrations 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:
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 shall be calculated using the following equation:
Where a polydisperse 50 nm aerosol is used for validation, the arithmetic average particle concentration reduction factor
at the dilution setting used for validation shall be calculated using the following equation:
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 Sub-Annex, 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.
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);
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.
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
M
CO2
(
2
)
(g/km)
FC
(kg/100 km)
Electric energy consumption
 (
3
)
(Wh/km)
All electric range / Pure Electric Range
 (
3
)
(km)
Vehicles tested according to Sub-Annex 6 (ICE)
M
CO2
 Paragraph 3. of Sub-Annex 7
—
—
—
NOVC-FCHV
—
FC
CS
 Paragraph 4.2.1.2.1. of Annex 8
—
—
NOVC-HEV
M
CO2,CS
 Paragraph 4.1.1. of Sub-Annex 8
—
—
—
OVC-HEV
CD
M
CO2,CD
 Paragraph 4.1.2. of Sub-Annex 8
—
EC
AC,CD
 Paragraph 4.3.1. of Sub-Annex 8
AER Paragraph 4.4.1.1. of Sub-Annex 8
CS
M
CO2,CS
 Paragraph 4.1.1. of Sub-Annex 8
—
—
—
PEV
—
—
EC
WLTC
 Paragraph 4.3.4.2. of Sub-Annex 8
PER
WLTC
 Paragraph 4.4.2. of Sub-Annex 8
Figure A6/1
Flowchart for the number of Type 1 tests
Text of image
First Test
Any of criteria pollutant > Limit
Yes
No
Yes
All criteria in Table A6/2 within the ‘first test’ row are fulfilled.
No
Second Test
Any of criteria pollutant > Limit
Yes
No
Yes
All criteria in Table A6/2 within the ‘second test’ row are fulfilled.
No
Third Test
Any of criteria pollutant > Limit
Yes
No
All declared values and emissions accepted
Declared value or mean of three accepted, depending on judgment result of each value
Rejected
Table A6/2
Criteria for number of tests
For ICE vehicles, NOVC-HEVs and OVC-HEVs charge-sustaining Type 1 test.
Test
Judgement parameter
Criteria emission
M
CO2
Row 1
First test
First test results
≤ Regulation limit × 0,9
≤ Declared value × dCO2
1
Row 2
Second test
Arithmetic average of the first and second test results
≤ Regulation limit × 1,0
 (
4
)
≤ Declared value × dCO2
2
Row 3
Third test
Arithmetic average of three test results
≤ Regulation limit × 1,0
 (
4
)
≤ Declared value × dCO2
3
For OVC-HEVs charge-depleting Type 1 test.
Test
Judgement parameter
Criteria emissions
M
CO2,CD
AER
Row 1
First test
First test results
≤ Regulation limit × 0,9
 (
5
)
≤ Declared value × dCO2
1
≥ Declared value × 1,0
Row 2
Second test
Arithmetic average of the first and second test results
≤ Regulation limit × 1,0
 (
6
)
≤ Declared value × dCO2
2
≥ Declared value × 1,0
Row 3
Third test
Arithmetic average of three test results
≤ Regulation limit × 1,0
 (
6
)
≤ Declared value × dCO2
3
≥ Declared value × 1,0
For PEVs
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 average of the first and second test results
≤ Declared value × 1,0
≥ Declared value × 1,0
Row 3
Third test
Arithmetic average of three test results
≤ Declared value × 1,0
≥ Declared value × 1,0
For NOVC-FCHVs
Test
Judgement parameter
FC
CS
Row 1
First test
First test results
≤ Declared value × 1,0
Row 2
Second test
Arithmetic average of the first and second test results
≤ Declared value × 1,0
Row 3
Third test
Arithmetic average of three test results
≤ Declared value × 1,0
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
.
where:
where:
is the arithmetic average CO
2
 mass emission result for the L phase test result(s), g/km;
is the arithmetic average CO
2
 mass emission result for the M phase test result(s), g/km;
is the arithmetic average CO
2
 mass emission result for the H phase test result(s), g/km;
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.
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.
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:
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 Sub-Annex 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.
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 single-axis 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 Sub-Annex 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.
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.
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 Sub-Annex 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.
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.
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.
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 accelerated 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.
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 contamination 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
.
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.
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.
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.
(
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
(
4
)
  Each test result also shall be fulfilled the regulation limit.
(
5
)
  
            ‘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.
(
6
)
  Each test result shall fulfil the regulation limit.
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 measurements.
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.
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
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);
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 multiplicative factors.
K
i
 factor:
K
i
 offset:
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.
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.
K
i
 factor:
K
i
 offset:
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.
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.
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 manufacturer 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.
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:
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:
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.
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
Energy content of fuel
Fuel
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 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:
where:
ΔE
REESS,j,i
is the electric energy change of REESS i during the considered period j, Wh;
and:
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.
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;
is the conversion factor from Ws to Wh.
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:
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:
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:
where:
ΔM
CO2,j
is the result from paragraph 4.5. of this Sub-Annex for a period j, g/km.
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
Naturally aspirated
Pressure-charged
Positive ignition
Petrol (E10)
l/MJ
0,0756
0,0803
gCO
2
/MJ
174
184
CNG (G20)
m
3
/MJ
0,0719
0,0764
gCO
2
/MJ
129
137
LPG
l/MJ
0,0950
0,101
gCO
2
/MJ
155
164
E85
l/MJ
0,102
0,108
gCO
2
/MJ
169
179
Compression ignition
Diesel (B7)
l/MJ
0,0611
0,0611
gCO
2
/MJ
161
161
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.
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:
3.2.1.3.
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.
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
.
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:
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 Sub-Annex.
3.8.   Calculation and Documentation
3.8.1.
The family correction factor, 
FCF
, shall be calculated as follows:
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:
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 Sub-Annex.
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 no.
Annex 6
Raw test results
Mass emissions
Sub-Annex 7, paragraphs 3. to 3.2.2. inclusive
M
i,p,1
, g/km;
M
CO2,p,1
, g/km.
1
Output step 1
M
i,p,1
, g/km;
M
CO2,p,1
, g/km.
Calculation of combined cycle values:
where:
M
i/CO2,c,2
 are the emission results over the total cycle;
d
p
 are the driven distances of the cycle phases, p.
M
i,c,2
, g/km;
M
CO2,c,2
, g/km.
2
Output step 1 and 2
M
CO2,p,1
, g/km;
M
CO2,c,2
, g/km.
RCB correction
Sub-Annex 6, Appendix 2
M
CO2,p,3
, g/km;
M
CO2,c,3
, g/km.
3
Output step 2 and 3
M
i,c,2
, g/km;
M
CO2,c,3
, g/km.
Emissions test procedure for all vehicles equipped with periodically regenerating systems, K
i
.
Sub-Annex 6, Appendix 1.
or
and
or
Additive offset or multiplicative factor to be used according to Ki determination.
If K
i
 is not applicable:
M
i,c,4
, g/km;
M
CO2,c,4
, g/km.
4a
Output step 3 and 4a
M
CO2,p,3
, g/km;
M
CO2,c,3
, g/km;
M
CO2,c,4
, g/km.
If K
i
 is applicable, align CO
2
 phase values to the combined cycle value:
for every cycle phase p;
where:
If K
i
 is not applicable:
M
CO2,p,4
, g/km.
4b
Output step 4
M
i,c,4
, g/km;
M
CO2,c,4
, g/km;
M
CO2,p,4
, g/km.
ATCT correction according to paragraph 3.8.2. of Sub-Annex 6a.
Deterioration factors calculated according to Annex VII and applied to the criteria emissions values.
M
i,c,5
, g/km;
M
CO2,c,5
, g/km;
M
CO2,p,5
, g/km.
5
‘result of a single test’
Output step 5
For every test:
M
i,c,5
, g/km;
M
CO2,c,5
, g/km;
M
CO2,p,5
, g/km.
Averaging of tests and declared value.
Sub-Annex 6, paragraphs 1.1.2. to 1.1.2.3. inclusive
M
i,c,6
, g/km;
M
CO2,c,6
, g/km;
M
CO2,p,6
, g/km.
M
CO2,c,declared
, g/km.
6
Output step 6
M
CO2,c,6
, g/km;
M
CO2,p,6
, g/km.
M
CO2,c,declared
, g/km.
Alignment of phase values.
Sub-Annex 6, paragraph 1.1.2.4.
and:
M
CO2,c,7
, g/km;
M
CO2,p,7
, g/km.
7
Output steps 6 and 7
M
i,c,6
, g/km;
M
CO2,c,7
, g/km;
M
CO2,p,7
, g/km.
Calculation of fuel consumption.
Sub-Annex 7, paragraph 6.
The calculation of fuel consumption shall be performed for the applicable cycle and its phases separately. For that purpose:
(a)
the applicable phase or cycle CO
2
 values shall be used;
(b)
the criteria emission over the complete cycle shall be used.
and:
FC
c,8
, l/100 km;
FC
p,8
, l/100 km;
M
i,c,8
, g/km;
M
CO2,c,8
, g/km;
M
CO2,p,8
, g/km.
8
‘result of a Type 1 test for a test vehicle’
Step 8
For each of the test vehicles H and L:
M
i,c,8
, g/km;
M
CO2,c,8
, g/km;
M
CO2,p,8
, g/km;
FC
c,8
, l/100 km;
FC
p,8
, l/100 km.
If a test vehicle L was tested in addition to a test vehicle H, the resulting criteria emission value shall be the highest of the two values and referred to as M
i,c
.
In the case of the combined THC+NOx emissions, the highest value of the sum referring to either the VH or VL is to be used.
Otherwise, if no vehicle L was tested,
For CO
2
 and FC, the values derived in step 8 shall be used, and CO
2
 values shall be rounded to two decimal places, and FC values shall be rounded to three decimal places.
M
i,c
, g/km;
M
CO2,c,H
, g/km;
M
CO2,p,H
, g/km;
FC
c,H
, l/100 km;
FC
p,H
, l/100 km;
and if a vehicle L was tested:
M
CO2,c,L
, g/km;
M
CO2,p,L
, g/km;
FC
c,L
, l/100 km;
FC
p,L
, l/100 km.
9
‘interpolation family result’
Final criteria emission result
Step 9
M
CO2,c,H
, g/km;
M
CO2,p,H
, g/km;
FC
c,H
, 1/100 km;
FC
p,H
, 1/100 km;
and if a vehicle L was tested:
M
CO2,c,L
, g/km;
M
CO2,p,L
, g/km;
FC
c,L
, 1/100 km;
FC
p,L
, 1/100 km.
Fuel consumption and CO
2
 calculations for individual vehicles in an CO
2
 interpolation family.
Sub-Annex 7, paragraph 3.2.3.
CO
2
 emissions must be expressed in grams per kilometre (g/km) rounded to the nearest whole number;
FC values shall be rounded to one decimal place, expressed in (1/100 km).
M
CO2,c,ind
 g/km;
M
CO2,p,ind
, g/km;
FC
c,ind
 1/100 km;
FC
p,ind
, 1/100 km.
10
‘result of an individual vehicle’
Final CO
2
 and FC 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:
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:
where:
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).
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)
Carbon dioxide (CO
2
)
Hydrocarbons:
for petrol (E10) (C
1
H
1,93
 O
0,033
)
for diesel (B7) (C
1
H
1,86
O
0,007
)
for LPG (C
1
H
2,525
)
for NG/biomethane (CH
4
)
for ethanol (E85) (C
1
H
2,74
O
0,385
)
Nitrogen oxides (NO
x
)
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:
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
.
3.2.   Mass emissions calculation
3.2.1.   Mass emissions of gaseous compounds per cycle phase shall be calculated using the following equations:
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:
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:
for petrol (E10)
for diesel (B7)
for LPG
for NG/biomethane
for ethanol (E85)
for hydrogen
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 concentration of gaseous compounds for the phases concerned.
The mean concentration of a gaseous compound shall be calculated using the following equation:
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:
where:
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:
where:
C
NMHC
is the corrected concentration of NMHC in the diluted exhaust gas, ppm carbon equivalent;
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:
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:
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
.
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:
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:
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:
The equation to calculate C
NMHC
 in paragraph 3.2.1.1.3.2. (case (b)) in this Sub-Annex becomes:
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 Sub-Annex 5.
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:
where:
C
e
is the flow-weighted arithmetic average concentration;
qvcvs(i)
is the CVS flow rate at time
, m
3
/min;
C(i)
is the concentration at time
, 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:
where:
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:
where:
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 interpolation 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,
, and
and its phases p,
and
, 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:
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.
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:
where:
C
D
is the aerodynamic drag coefficient;
A
f
is the frontal area of the vehicle, m
2
;
n
is the number of items of optional equipment on the vehicle that are different between an individual vehicle and test vehicle L.
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
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:
Applying the least squares regression method in the range of the reference speed points, adjusted road load coefficients
and
shall be determined for
with the linear coefficient
set to f
1,H
. The road load coefficients f
0,ind
, f
1,ind
 and f
2,ind
 for an individual vehicle in the interpolation family shall be calculated using the following equations:
or, if
, the equation for
below shall apply:
or, if
, the equation for
below shall apply:
where:
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
:
(test vehicle L)
k=2
:
(test vehicle H)
k=3
:
(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:
The mass of CO
2
 emissions, g/km, over the complete cycle for an individual vehicle shall be calculated using the following equation:
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 Sub-Annex.
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:
The fuel consumption, 1/100 km, of the complete cycle for an individual vehicle shall be calculated using the following equation:
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 Sub-Annex.
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
and
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 Sub-Annex 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:
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 Sub-Annex 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:
where exhaust gases are vented outside tunnel;
and:
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;
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:
in the case that the exhaust gases are vented outside the tunnel;
and:
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
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.
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.:
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:
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;
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
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
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);
is the mean particle concentration reduction factor of the VPR at the dilution setting used for the test;
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.
shall be calculated from the following equation:
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;
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:
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:
where:
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.
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;
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.
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.
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);
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)
6.6.   For a vehicle with a positive ignition engine fuelled with LPG
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:
The correction factor, cf, which may be applied, is determined using the following equation:
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
6.8.   Reserved
6.9.   Reserved
6.10.   For a vehicle with a compression engine fuelled with diesel (B7)
6.11.   For a vehicle with a positive ignition engine fuelled with ethanol (E85)
6.12.   Fuel consumption for any test fuel may be calculated using the following equation:
6.13.   Fuel consumption for a vehicle with a positive ignition engine fuelled by hydrogen:
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.
The compressibility factor, Z, shall be obtained from the following table:
Table A7/2
Compressibility factor Z
T (K)
5
100
200
300
400
500
600
700
800
900
p (bar)
33
0,859
1,051
1,885
2,648
3,365
4,051
4,712
5,352
5,973
6,576
53
0,965
0,922
1,416
1,891
2,338
2,765
3,174
3,57
3,954
4,329
73
0,989
0,991
1,278
1,604
1,923
2,229
2,525
2,810
3,088
3,358
93
0,997
1,042
1,233
1,470
1,711
1,947
2,177
2,400
2,617
2,829
113
1,000
1,066
1,213
1,395
1,586
1,776
1,963
2,146
2,324
2,498
133
1,002
1,076
1,199
1,347
1,504
1,662
1,819
1,973
2,124
2,271
153
1,003
1,079
1,187
1,312
1,445
1,580
1,715
1,848
1,979
2,107
173
1,003
1,079
1,176
1,285
1,401
1,518
1,636
1,753
1,868
1,981
193
1,003
1,077
1,165
1,263
1,365
1,469
1,574
1,678
1,781
1,882
213
1,003
1,071
1,147
1,228
1,311
1,396
1,482
1,567
1,652
1,735
233
1,004
1,071
1,148
1,228
1,312
1,397
1,482
1,568
1,652
1,736
248
1,003
1,069
1,141
1,217
1,296
1,375
1,455
1,535
1,614
1,693
263
1,003
1,066
1,136
1,207
1,281
1,356
1,431
1,506
1,581
1,655
278
1,003
1,064
1,130
1,198
1,268
1,339
1,409
1,480
1,551
1,621
293
1,003
1,062
1,125
1,190
1,256
1,323
1,390
1,457
1,524
1,590
308
1,003
1,060
1,120
1,182
1,245
1,308
1,372
1,436
1,499
1,562
323
1,003
1,057
1,116
1,175
1,235
1,295
1,356
1,417
1,477
1,537
338
1,003
1,055
1,111
1,168
1,225
1,283
1,341
1,399
1,457
1,514
353
1,003
1,054
1,107
1,162
1,217
1,272
1,327
1,383
1,438
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
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 Sub-Annex shall replace Appendix 2 to Sub-Annex6.
Unless stated otherwise, all requirements in this Sub-Annex shall apply to vehicles with and without driver-selectable 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
± 1 per cent of reading
 (
3
)
(
4
)
0,1 A
Electric voltage
V
± 0,3 per cent FSD or
± 1 per cent of reading
 (
3
)
0,1 V
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)
(
6
)
, PER
city
, AER
(p)
(
6
)
, AER
city
, EAER
(p)
(
6
)
, EAER
city
, R
CDA
(
5
)
, R
CDC
km
Rounded to nearest whole number
FC
CS(,p)
(
6
)
, FC
CD
, FC
weighted
 for HEVs
l/100 km
Rounded to the first place of decimal
FC
CS(,p)
(
6
)
 for FCHVs
kg/100 km
Rounded to the second place of decimal
M
CO2,CS(,p)
(
6
)
, M
CO2,CD
, M
CO2
,weighted
g/km
Rounded to the nearest whole number
EC
(p)
(
6
)
, EC
city
, EC
AC,CD
, EC
AC,weighted
Wh/km
Rounded to the nearest whole number
E
AC
kWh
Rounded to the first place of decimal
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 manufacturer'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.
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 Sub-Annex.
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.
Figure A8/1
Possible test sequences in the case of OVC-HEV testing
Option 1
CD
At least 1 precon. cycle
Charging, soak
CD Type 1 test
Charging
E
AC
Option 2
CS
Discharging
At least 1 precon. cycle
Soak
CS Type 1 test
Option 3
CD + CS
At least 1 precon. cycle
Charging, soak
CD Type 1 test
Soak
CS Type 1 test
Charging
E
AC
Option 4
CS + CD
Discharging
At least 1 precon. cycle
Soak
CS Type 1 test
Charging, soak
CD Type 1 test
Charging
E
AC
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 Sub-Annex, 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 Sub-Annex.
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.
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 ampere-hour 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 Sub-Annex 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.
where:
REEC
i
is the relative electric energy change of the applicable test cycle considered i of the charge-depleting 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;
is a conversion factor to Wh for the cycle energy demand.
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 Sub-Annex.
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 Sub-Annex shall not apply.
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 charge-sustaining 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 Sub-Annex, 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 Sub-Annex.
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 preconditioning 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.
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 paragraph 1.4.2.1. including the Extra High phase
…less than the length of 3 applicable WLTP test cycles.
Consecutive cycle Type 1 test procedure (according to paragraph 3.4.4.1. of this Sub-Annex)
…is equal to or greater than the length of 3 applicable WLTP test cycles.
Shortened Type 1 test procedure (according to paragraph 3.4.4.2. of this Sub-Annex)
Test cycle according to paragraph 1.4.2.1. excluding the Extra High phase
…is less than the length of 4 applicable WLTP test cycles.
Consecutive cycle Type 1 test procedure (according to paragraph 3.4.4.1. of this Sub-Annex)
…is equal to or greater than the length of 4 applicable WLTP test cycles.
Shortened Type 1 test procedure (according to paragraph 3.4.4.2. of this Sub-Annex)
City cycle according to paragraph 1.4.2.2.
…not available over the applicable WLTP test cycle.
Consecutive cycle Type 1 test procedure (according to paragraph 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.
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.
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:
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
10
Up to 150
20
Up to 200
30
Up to 300
60
More than 300
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 Sub-Annex.
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.
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 Sub-Annex 7.
4.1.1.1.
Stepwise prescription for calculating the final test results of the charge-sustaining Type 1 test for NOVC-HEVs 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 emissions
Sub-Annex 7, paragraphs 3. to 3.2.2. inclusive
M
i,CS,p,1
, g/km;
M
CO2,CS,p,1
, g/km.
1
Output from step no. 1 of this Table.
M
i,CS,p,1
, g/km;
M
CO2,CS,p,1
, g/km.
Calculation of combined charge-sustaining cycle values:
where:
M
i,CS,c,2
 is the charge-sustaining mass emission result over the total cycle;
M
CO2,CS,c,2
 is the charge-sustaining CO
2
 mass emission result over the total cycle;
d
p
 are the driven distances of the cycle phases p.
M
i,CS,c,2
, g/km;
M
CO2,CS,c,2
, g/km.
2
Output from step no. 1 and 2 of this Table.
M
CO2,CS,p,1
, g/km;
M
CO2,CS,c,2
, g/km.
REESS electric energy change correction
Sub-Annex 8, paragraph 4.1.1.2. to 4.1.1.5. inclusive
M
CO2,CS,p,3
, g/km;
M
CO2,CS,c,3
, g/km.
3
Output from step no. 2 and 3 of this Table.
M
i,CS,c,2
, g/km
M
CO2,CS,c,3
, g/km.
Charge-sustaining mass emission correction for all vehicles equipped with periodically regenerating systems K
i
 according to Sub-Annex 6, Appendix 1.
or
and
or
Additive offset or multiplicative factor to be used according to K
i
 determination.
If K
i
 is not applicable:
M
i,CS,c,4
, g/km.
M
CO2,CS,c,4
, g/km.
4a
Output from step no. 3 and 4a of this Table.
M
CO2,CS,p,3
, g/km;
M
CO2,CS,c,3
, g/km;
M
CO2,CS,c,4
, g/km.
If K
i
 is applicable, align CO
2
 phase values to combined cycle value:
for every cycle phase p;
where:
If K
i
 is not applicable:
M
CO2,CS,p,4
, g/km.
4b
Output from step no. 4 of this Table.
M
i,CS,c,4
, g/km;
M
CO2,CS,p,4
, g/km;
M
CO2,CS,c,4
, g/km;
ATCT correction according to paragraph 3.8.2. of Sub-Annex 6a.
Deterioration factors calculated and applied according to Annex VII
M
i,CS,c,5
, g/km;
M
CO2,CS,c,5
, g/km;
M
CO2,CS,p,5
, g/km.
5
‘result of a single test’
Output from step no. 5 of this Table.
For every test:
M
i,CS,c,5
, g/km;
M
CO2,CS,c,5
, g/km;
M
CO2,CS,p,5
, g/km
Averaging of tests and declared value according to paragraph 1.1.2. to 1.1.2.3. inclusive of Sub-Annex 6.
M
i,CS,c,6
, g/km;
M
CO2,CS,c,6
, g/km;
M
CO2,CS,p,6
, g/km;
M
CO2,CS,c,declared
, g/km.
6
‘M
i
CS
 results of a Type 1 test for a test vehicle’
Output from step no. 6 of this Table.
M
CO2,CS,c,6
, g/km;
M
CO2,CS,p,6
, g/km;
M
CO2,CS,c,declared
, g/km.
Alignment of phase values.
Sub-Annex 6, paragraph 1.1.2.4.
And:
M
CO2,CS,c,7
, g/km;
M
CO2,CS,p,7
, g/km;
7
‘M
CO2,CS
 results of a Type 1 test for a test vehicle’
Output from step no. 6 and 7 of this Table.
For each of the test vehicles H and L:
M
i,CS,c,6
, g/km;
M
CO2,CS,c,7
, g/km;
M
CO2,CS,p,7
, g/km;
If in addition to a test vehicle H a test vehicle L was also tested, the resulting criteria emission value shall be the highest of the two values and referred to as M
i,CS,c
In the case of the combined THC+NO
x
 emissions, the highest value of the sum referring to either the VH or VL is to be used.
Otherwise, if no vehicle L was tested,
For CO
2
 the values derived in step 7 of this Table shall be used.
CO
2
 values shall be rounded to two decimal places.
M
i,CS,c
, g/km;
M
CO2,CS,c,H
, g/km;
M
CO2,CS,p,H
, g/km;
and if a vehicle L was tested:
M
CO2,CS,c,L
, g/km;
M
CO2,CS,p,L
, g/km;
8
‘inter-polation family result’
final criteria emission result
Output from step no. 8 of this Table.
M
CO2,CS,c,H
, g/km;
M
CO2,CS,p,H
, g/km;
and if a vehicle L was tested:
M
CO2,CS,c,L
, g/km;
M
CO2,CS,p,L
, g/km;
CO
2
 mass emission calculation according to paragraph 4.5.4.1. of this Sub-Annex for individual vehicles in an interpolation family.
CO
2
 values shall be rounded according to Table A8/2.
M
CO2,CS,c,ind
, g/km;
M
CO2,CS,p,ind
, g/km;
9
‘result of an individual vehicle’
final CO
2
 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:
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:
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:
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).
4.1.1.5.
In the case that phase-specific CO
2
 mass emission correction coefficients have been determined, the phase-specific CO
2
 mass emission shall be calculated using the following equation:
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:
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,
, and, if applicable, an individual vehicle within the vehicle interpolation family,
, is lower than the transition cycle number driven by vehicle 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.
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:
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,
, and, if applicable, an individual vehicle within the vehicle interpolation family,
, 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
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:
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;
PN
CD,j
is the particle number emission during phase j determined according to paragraph 4. of Sub-Annex 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:
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 no. 6 and 7 of Table A8/5 of this Sub-Annex.
M
i,CS,c,6
, g/km;
M
CO2,CS,c,7
, g/km;
M
CO2,CS,p,7
, g/km;
Calculation of fuel consumption according to paragraph 6. of Sub-Annex 7.
The calculation of fuel consumption shall be performed separately for the applicable cycle and its phases.
For that purpose:
(a)
the applicable phase or cycle CO
2
 values shall be used;
(b)
the criteria emission over the complete cycle shall be used.
FC
CS,c,1
, l/100 km;
FC
CS,p,1
, l/100 km;
1
‘FC
CS
 results of a Type 1 test for a test vehicle’
Step no. 1 of this Table.
For each of the test vehicles H and L:
FC
CS,c,1
, l/100 km;
FC
CS,p,1
, l/100 km;
For FC the values derived in step no. 1 of this Table shall be used.
FC values shall be rounded to three decimal places.
FC
CS,c,H
, l/100 km;
FC
CS,p,H
, l/100 km;
and if a vehicle L was tested:
FC
CS,c,L
, l/100 km;
FC
CS,p,L
, l/100 km;
2
‘interpolation family result’
final criteria emission result
Step no. 2 of this Table.
FC
CS,c,H
, l/100 km;
FC
CS,p,H
, l/100 km;
and if a vehicle L was tested:
FC
CS,c,L
, l/100 km;
FC
CS,p,L
, l/100 km;
Fuel consumption calculation according to paragraph 4.5.5.1. of this Sub-Annex for individual vehicles in an interpolation family.
FC values shall be rounded according to Table A8/2.
FC
CS,c,ind
, l/100 km;
FC
CS,p,ind
, l/100 km;
3
‘result of an individual vehicle’
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
Table A8/7
Calculation of final charge-sustaining fuel consumption for NOVC-FCHVs
Source
Input
Process
Output
Step no.
Appendix 7 of this Sub-Annex.
Non-balanced charge-sustaining fuel consumption
FC
CS,nb
,kg/100 km
Charge-sustaining fuel consumption according to paragraph 2.2.6. of Appendix 7. to this Sub-Annex
FC
CS,c,1
, kg/100 km;
1
Output from step no. 1 of this Table.
FC
CS,c,1
, kg/100 km;
REESS electric energy change correction
Sub-Annex 8, paragraphs 4.2.1.2.2. to 4.2.1.2.3. inclusive of this Sub-Annex
FC
CS,c,2
, kg/100 km;
2
Output from step no. 2 of this Table.
FC
CS,c,2
, kg/100 km;
ATCT correction according to paragraph 3.8.2. of Sub-Annex 6a.
Deterioration factors calculated according to Annex VII.
FC
CS,c,3
, kg/100 km;
3
‘result of a single test’
Output from step no. 3 of this Table.
For every test:
FC
CS,c,3
, kg/100 km;
Averaging of tests and declared value according to paragraphs 1.1.2. to 1.1.2.3. inclusive of Sub-Annex 6.
FC
CS,c,4
, kg/100 km;
4
Output from step no. 4 of this Table.
FC
CS,c,4
, kg/100 km;
FC
CS,c,declared
, kg/100 km
Alignment of phase values.
Sub-Annex 6, paragraph 1.1.2.4.
And:
FC
CS,c,5
, kg/100 km;
5
‘FC
CS
results of a Type 1 test for a 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:
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.
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:
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:
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,
, and, if applicable, an individual vehicle within the vehicle interpolation family,
, 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,
, by using the fuel consumption correction coefficient according to Appendix 2 of this Sub-Annex.
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:
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,
, and, if applicable, an individual vehicle within the vehicle interpolation family,
, 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
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:
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
where:
ΔE
REESS,j,i
: is the electric energy change of REESS i during the considered period j, Wh;
and
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;
is the conversion factor from Ws to Wh.
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:
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;
EC
AC,CD,j
is the electric energy consumption based on the recharged electric energy from the mains of phase j, Wh/km;
and
where:
EC
DC,CD,j
is the electric energy consumption based on the REESS depletion of phase j of the charge-depleting 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 Sub-Annex, 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:
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.
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:
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:
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 Sub-Annex 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:
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:
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:
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.
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 all-electric range city AER
city
 shall be calculated using the following equation:
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
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;
and
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
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
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:
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;
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
where:
is the electric energy change of all REESSs during DS
1
 of the shortened Type 1 test procedure, Wh;
is the electric energy change of all REESSs during DS
2
 of the shortened Type 1 test procedure, Wh;
is the electric energy change of all REESSs during CSS
M
 of the shortened Type 1 test procedure, Wh;
is the electric energy change of all REESSs during CSS
E
 of the shortened Type 1 test procedure, Wh;
and
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
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:
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
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
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:
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;
In the case that phase p = low and phase p = medium, the following equations shall be used:
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
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:
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
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.
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:
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
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
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;
and
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:
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
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
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.
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:
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
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
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.
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:
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
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:
where:
EAER
p
is the phase-specific equivalent all-electric range for the considered phase p, km;
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
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
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;
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:
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
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 interpolation 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 charge-sustaining CO
2
 mass emission of vehicle M derived from the measurement and the interpolated charge-sustaining 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.
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:
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:
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;
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:
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:
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.
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:
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:
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:
where:
FC
ind,weighted
is the utility factor-weighted fuel consumption for an individual vehicle, l/100 km;
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:
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:
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.
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:
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
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:
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
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:
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:
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.
(
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.
(
5
)
  no vehicle individual parameter
(
6
)
  (p) means the considered period which can be a phase, a combination of phases or the whole cycle
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
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
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
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
3.2.   Shortened Test Procedure
Figure A8.App1/7
Shortened test procedure test sequence for PEVs
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 OVC-HEVs 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:
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 NOVC-FCHVs, 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:
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;
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
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;
conversion factor to Wh.
Table A8.App2/1
Correction criteria
Applicable Type 1 test cycle
Low + Medium
Low + Medium + High
Low + Medium + High + 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.
(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:
,
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 mid-point, 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 charge-sustaining Type 1 tests, is defined using the following equation:
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;
n
cs
is the total number of tests;
and:
and:
and:
where:
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:
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;
n
cs
is the total number of tests;
and:
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
Option 1 test sequence (paragraph 3.1.1. of this Appendix)
Preconditioning and soaking
REESS adjustment
Applicable WLTP test cycle
Option 2 test sequence (paragraph 3.1.2. of this Appendix)
Preconditioning
Optional:
Additional warm up procedure
REESS adjustment within a similar break of max. 60min
Applicable WLTP test cycle
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.
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.
Figure A8.App2/2
NOVC-HEV and NOVC-FCHV test sequences
Option 1 test sequence (paragraph 3.2.1. of this Appendix)
Preconditioning and soaking
REESS adjustment
Applicable WLTP test cycle
Option 2 test sequence (paragraph 3.2.2. of this Appendix)
Preconditioning
Optional:
Additional warm up procedure
REESS adjustment within a similar break of max. 60min
Applicable WLTP test cycle
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.
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 coefficients, 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.
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.
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 60050-482 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.
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.
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.
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 charge-sustaining 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:
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.
Sum of calculated utility factors up to phase (i-1).
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
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
C
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
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:
(a)
If there is a predominant mode which allows the vehicle to follow the modified reference test cycle under charge-depleting 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
Yes
OVC-HEV in CD:
Is there a predominant mode?
No
Yes
Does the predominant mode enable the vehicle to follow the reference test cycle under charge-depleting operating conditions?
No
Select predominant mode
Number of modes which enables the vehicle to follow the reference test cycle under charge-depleting operating conditions?
Only one mode
Select this one mode
No mode
Several modes
Yes
Is there a predominant mode that can follow the modified reference test cycle under charge-depleting operating conditions?
No
Select the mode with the highest electric energy consumption
Select the predominant mode.
Yes
Is there a mode or are there modes that can follow the modified reference test cycle under charge-depleting operating conditions?
No
Identify the mode or modes with the highest cycle energy demand (according to annex 7, paragraph 5 where the target speed is replaced by the actual speed)
Select the mode with the highest electric energy consumption
Select the mode with the highest electric energy consumption
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.
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 charge-sustaining 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.
Figure A8.App6/2
Selection of a driver-selectable mode for OVC-HEVs, NOVC-HEVs and NOVC- FCHVs under charge-sustaining operating condition
Yes
(N)OVC-HEV and NOVC-FCHV in CS:
Is there a predominant mode?
No
Yes
Does the predominant mode enable the vehicle to follow the reference test cycle undercharge-sustaining operating conditions?
No
Select predominant mode
Number of modes which enable the vehicle to follow the reference test cycle under charge- sustaining operating conditions?
Only one mode
No mode
Select this one mode
Yes
Is there a predominant mode that can follow the modified reference test cycle under charge-sustaining operating conditions?
No
Select the predominant mode.
Yes
Is there a mode or are there modes that can follow the modified reference test cycle under charge-sustaining operating conditions?
No
Identify the mode or modes with the highest cycle energy demand (according to Annex 7, paragraph 5 where the target speed is replaced by the actual speed)
Select the worst case mode
Select the worst case mode
Several modes
Manufacturers option
Average test results in the best case mode and worst case mode. Best and worst case modes shall be identified by the evidence provided on the fuel consumption in all modes (analogue Annex 6, paragraph 1.2.6.5.2.4.)
Select the worst case mode
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;
(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
Yes
PEV:
Is there a predominant mode?
No
Yes
Does the predominant mode enable the device to follow the reference test cycle with or without downscaling?
No
Number of modes which enable the vehicle to follow the reference test cycle with or without downscaling?
Select the predominant mode
Only one mode
Select this one mode
No mode
Several modes
Select the mode with the highest electric energy consumption
Yes
Is there a predominant mode that can follow the modified reference test cycle?
No
Select the predominant mode.
Yes
Is there a mode or are there modes that can follow the modified reference test cycle?
No
Identify the mode or modes with the highest cycle energy demand (according to annex 7, paragraph 5 where the target speed is replaced by the actual speed)
Select the mode with the highest electric energy consumption
Select the mode with the highest electric energy consumption
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
)
2.1.5.2.
The precision balance shall be calibrated in accordance with the specifications provided by the balance manufacturer 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.
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:
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
(
1
)
  Fuel consumption (REESS charge balance = 0) during the test, in mass, standard deviation.
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

Summary:
Worldwide harmonised Light-duty vehicles Test Procedure (WLTP) and Real Driving Emissions (RDE)
SUMMARY OF:
Regulation (EU) 2017/1151 – supplementing Regulation (EC) 
No 715/2007
 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
WHAT IS THE AIM OF THE REGULATION?
The regulation: 
supplements and sets out rules and procedures to implement Regulation (EC) 
No 
715/2007
 through a variety of tests designed to check the emissions of light-duty vehicles;
sets the first-ever regulated procedure for checking real driving emissions (RDE);
incorporates the 
worldwide harmonised light-duty vehicles test procedure (WLTP)
 developed by the 
United Nations Economic Commission for Europe (UNECE)
 into 
European Union
 (EU) 
law
.
The regulation was amended by 
Commission Regulation (EU) 
2023/443
 to adapt it to changes made to UNECE regulations (mainly the adoption of UN Regulation 
No 
154
) and to other related EU rules, including Regulation (EC) 
No 715/2007.
Since the rules on access to vehicle on-board diagnostics (OBD) information and vehicle repair and maintenance information set out in Regulation EC 
No 715/2007
 were integrated into Regulation (EU) 
2018/858
 (see 
summary
), which has applied since 
1 September 2020
, amending Regulation (EU) 2023/443 removes all references to this information from Regulation (EU) 2017/1151.
KEY POINTS
Requirements for EU type approval
To receive an EU type approval
1
 with regard to emissions, the manufacturer must show that the vehicle complies with the requirements set out in this regulation when tested under the 
specified procedures
.
All vehicles must respect the tailpipe (exhaust pipe) emission limits set out in Regulation (EC) 
No 715/2007
 when tested in RDE and WLTP tests, along with a series of other tests that include checking for evaporative emissions (i.e. emissions originating from the fuel tank system) or checking at low ambient temperatures.
OBD systems must be installed on all vehicles to identify all forms of deterioration or malfunction over the lifetime of the vehicle – the regulation sets out requirements for the OBD system during normal use.
Manufacturers must install devices to continuously measure the quantity of fuel/energy used to operate the vehicle (on-board fuel and/or energy consumption monitoring device, OBFCM device).
Applying for EU type approval
Manufacturers must submit an application to the approval authority for EU type approval of a vehicle with regard to emissions, which includes: 
the results of the regulated emission tests;
detailed written information fully describing the functional operation characteristics of the OBD system;
a description of the provisions put in place to prevent tampering with and modification of the emission-control computer and the odometer, including the recording of mileage values;
an 
extended documentation package
 that allows an authority to assess whether the ban on ‘
defeat devices
’
2
 that reduce the level of emission control is respected.
If the relevant requirements are met, the approval authority grants a Euro 6 emissions type approval and issues a type-approval certificate.
Conformity of production
Checks must be made by the manufacturer to ensure that all vehicles produced by the manufacturer conform to the type approval and respect the emission limits.
In-service conformity
Checks must be performed to ensure that properly maintained and used vehicles respect the emission limits during their useful life, which is set between:
15,000 km or 6 months, whichever occurs later; and
100,000 km or 5 years, whichever occurs sooner.
Pollution control devices
Pollution control devices such as catalytic converters and particulate filters must be type-approved as separate technical units.
The relevant requirements shall be deemed to be met if the replacement pollution control devices have been approved in accordance with UNECE Regulation 
No 
103
.
Emissions of plug-in hybrid vehicles
Since recent studies have shown a 
considerable difference
 between the average real-world carbon dioxide (CO
2
) emissions of 
plug-in hybrid electric vehicles
 and their CO
2
 emissions determined by the WLTP, to ensure that the CO
2
 emissions determined for such vehicles are representative of real driver behaviour, the utility factors applied for the purpose of the CO
2
 emission determination at type approval are revised in amending Regulation (EU) 2023/443.
The regulation specifies new utility factors
3
 on the basis of available data applicable from September 2023. Those factors will be revised to better reflect real-world conditions, taking into account data from fuel consumption monitoring devices on board such vehicles and collected in accordance with Commission Implementing Regulation (EU) 
2021/392
 in 2025 and again in 2027.
FROM WHEN DOES THE REGULATION APPLY?
It has applied since 
27 July 2017
.
BACKGROUND
For an overview, see:
Emissions in the automotive sector
 (European Commission).
KEY TERMS
Type approval.
 The procedure by which a product is certified to meet a minimum set of regulatory and technical requirements.
Defeat devices.
 Deliberate changes to the emission control system, designed to artificially reduce its effectiveness under normal vehicle use.
Utility factors.
 Ratios based on driving statistics depending on the range achieved in charge-depleting conditions and used to weigh the charge-depleting and charge-sustaining exhaust emission compounds, CO
2
 emissions and fuel consumption for off-vehicle charging hybrid electric vehicles.
MAIN DOCUMENT
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
 (OJ L 175, 
7.7.2017
, 
pp. 1–643
).
Successive amendments to Regulation (EU) 2017/1151 have been incorporated into the original document. This 
consolidated version
 is of documentary value only.
RELATED DOCUMENTS
Commission Regulation (EU) 
2023/443
 of 
8 February 2023
 amending Regulation (EU) 2017/1151 as regards the emission type-approval procedures for light passenger and commercial vehicles (OJ L 66, 
2.3.2023
, 
pp. 1–237
).
UN Regulation 
No 
154
 – Uniform provisions concerning the approval of light duty passenger and commercial vehicles with regards to criteria emissions, emissions of carbon dioxide and fuel consumption and/or the measurement of electric energy consumption and electric range (WLTP) (OJ L 290, 
10.11.2022
, 
pp. 1–625
).
Commission Implementing Regulation (EU) 
2021/392
 of 
4 March 2021
 on the monitoring and reporting of data relating to CO2 emissions from passenger cars and light commercial vehicles pursuant to Regulation (EU) 2019/631 of the European Parliament and of the Council and repealing Commission Implementing Regulations (EU) 
No 1014/2010
, (EU) 
No 293/2012
, (EU) 2017/1152 and (EU) 2017/1153 (OJ L 77, 
5.3.2021
, 
pp. 8–25
).
Regulation 
No 
103
 of the Economic Commission for Europe of the United Nations (UNECE) – Uniform provisions concerning the approval of replacement pollution control devices for power-driven vehicles (OJ L 207, 
10.8.2017
, 
pp. 30–42
).
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
, 
pp. 1–16
).
See 
consolidated version
.
last update 
23.2.2024

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