{
  "url": "https://openlegislation.uk/eu-regulation-2016-427/annex",
  "json_url": "https://openlegislation.uk/eu-regulation-2016-427/annex.json",
  "legislation": "eur/2016/427",
  "legislation_title": "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) (Text with EEA relevance)",
  "legislation_url": "https://openlegislation.uk/eu-regulation-2016-427",
  "path": "annex",
  "kind": "annex",
  "number": null,
  "heading": null,
  "text": "ANNEX IIIA\nVERIFYING REAL DRIVING EMISSIONS\n1.\nINTRODUCTION, DEFINITIONS AND ABBREVIATIONS\n1.1.\nIntroduction\nThis Annex describes the procedure to verify the Real Driving Emissions (RDE) performance of light passenger and commercial vehicles.\n1.2.\nDefinitions\n1.2.1.\n“Accuracy” means the deviation between a measured or calculated value and a traceable reference value.\n1.2.2.\n“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.\n1.2.3.\n“Axis intercept” of a linear regression (a 0) means:\na 0 = y – − a 1 × x – where:\na 1 is the slope of the regression line\nx – is the mean value of the reference parameter\ny – is the mean value of the parameter to be verified.\n1.2.4.\n“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.\n1.2.5.\n“Coefficient of determination” (r 2) means:\nr 2 = 1 − ∑ n i = 1 y i − a 0 − a 1 × x i 2 ∑ n i = 1 y i − y – 2 where:\na 0 is the axis intercept of the linear regression line\na 1 is the slope of the linear regression line\nx i is the measured reference value\ny i is the measured value of the parameter to be verified\ny – is the mean value of the parameter to be verified\nn is the number of values\n1.2.6.\n“Cross-correlation coefficient” (r) means:\nr = ∑ n − 1 i = 1 x i − x – × y i − y – ∑ n − 1 i = 1 x i − x – 2 × ∑ n − 1 i = 1 y i − y – 2 where:\nx i is the measured reference value\ny i is the measured value of the parameter to be verified\nx – is the mean reference value\ny – is the mean value of the parameter to be verified\nn is the number of values\n1.2.7.\n“Delay time” means the time from the gas flow switching (t0) until the response reaches 10 per cent (t10) of the final reading.\n1.2.8.\n“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.\n1.2.9.\n“Engine control unit” means the electronic unit that controls various actuators to ensure the optimal performance of the powertrain.\n1.2.10.\n“Emissions” also referred to as “components”, “pollutant components” or “pollutant emissions” means the regulated gaseous or particle constituents of the exhaust.\n1.2.11.\n“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.\n1.2.12.\n“Exhaust emissions” means the emissions of particles, characterised as particulate matter and particle number, and of gaseous components at the tailpipe of a vehicle.\n1.2.13.\n“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.\n1.2.14.\n“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 ppmC1.\n1.2.15.\n“Major maintenance” means the adjustment, repair or replacement of an analyser, flow-measuring instrument or sensor that could affect the accuracy of measurements.\n1.2.16.\n“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.\n1.2.17.\n“Non-methane hydrocarbons” (NMHC) means the total hydrocarbons (THC) excluding methane (CH4).\n1.2.18.\n“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 the respective Euro 6 emission limit defined in Table 2 of Annex I to Regulation (EC) No 715/2007.\n1.2.19.\n“Precision” means 2,5 times the standard deviation of 10 repetitive responses to a given traceable standard value.\n1.2.20.\n“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.\n1.2.21.\n“Response time” (t 90) means the sum of the delay time and the rise time.\n1.2.22.\n“Rise time” means the time between the 10 per cent and 90 per cent response (t90 – t10) of the final reading.\n1.2.23.\n“Root mean square” (x rms) means the square root of the arithmetic mean of the squares of values and defined as:\nx rms = 1 n x 2 1 + x 2 2 + … + x 2 n where:\nx is the measured or calculated value\nn is the number of values\n1.2.24.\n“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.\n1.2.25.\n“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.\n1.2.26.\n“Span response” means the mean response to a span signal over a time interval of at least 30 seconds.\n1.2.27.\n“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.\n1.2.28.\n“Slope” of a linear regression (a 1) means:\na 1 = ∑ n i = 1 y i − y – × x i − x – ∑ n i = 1 x i − x – 2 where:\nx – is the mean value of the reference parameter\ny – is the mean value of the parameter to be verified\nx i is the actual value of the reference parameter\ny i is the actual value of the parameter to be verified\nn is the number of values\n1.2.29.\n“Standard error of estimate” (SEE) means:\nSEE = 1 x max × ∑ n i = 1 y i − ý 2 n − 2 where:\ný is the estimated value of the parameter to be verified\ny i is the actual value of the parameter to be verified\nx max is the maximum actual value of the reference parameter\nn is the number of values\n1.2.30.\n“Total hydrocarbons” (THC) means the sum of all volatile compounds measurable by a flame ionisation detector (FID).\n1.2.31.\n“Traceable” means the ability to relate a measurement or reading through an unbroken chain of comparisons to a known and commonly agreed standard.\n1.2.32.\n“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).\n1.2.33.\n“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.\n1.2.34.\n“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.\n1.2.35.\n“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.\n1.2.36.\n“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.\n1.2.37.\n“Zero” means the calibration of an analyser, flow-measuring instrument or sensor so that it gives an accurate response to a zero signal.\n1.2.38.\n“Zero response” means the mean response to a zero signal over a time interval of at least 30 seconds.\n1.2.39.\n“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.\n1.3.\nAbbreviations\nAbbreviations refer generically to both the singular and the plural forms of abbreviated terms.\nCH4 Methane\nCLD Chemiluminescence Detector\nCO Carbon Monoxide\nCO2 Carbon Dioxide\nCVS Constant Volume Sampler\nDCT Dual Clutch Transmission\nECU Engine Control Unit\nEFM Exhaust mass Flow Meter\nFID Flame Ionisation Detector\nFS full scale\nGPS Global Positioning System\nH2O Water\nHC Hydrocarbons\nHCLD Heated Chemiluminescence Detector\nHEV Hybrid Electric Vehicle\nICE Internal Combustion Engine\nID identification number or code\nLPG Liquid Petroleum Gas\nMAW Moving Average Window\nmax maximum value\nN2 Nitrogen\nNDIR Non-Dispersive Infrared\nNDUV Non-Dispersive Ultraviolet\nNEDC New European Driving Cycle\nNG Natural Gas\nNMC Non-Methane Cutter\nNMC-FID Non-Methane Cutter in combination with a Flame-Ionisation Detector\nNMHC Non-Methane Hydrocarbons\nNO Nitrogen Monoxide\nNo number\nNO2 Nitrogen Dioxide\nNOX Nitrogen Oxides\nNTE Not-to-exceed\nO2 Oxygen\nOBD On-Board Diagnostics\nPEMS Portable Emissions Measurement System\nPHEV Plug-in Hybrid Electric Vehicle\nPN particle number\nRDE Real Driving Emissions\nSCR Selective Catalytic Reduction\nSEE Standard Error of Estimate\nTHC Total Hydrocarbons\nUN/ECE United Nations Economic Commission for Europe\nVIN Vehicle Identification Number\nWLTC Worldwide harmonised light vehicles test cycle\nWWH-OBD Worldwide Harmonised On-Board Diagnostics\n2.\nGENERAL REQUIREMENTS\n2.1.\nThroughout its normal life, the emissions of a vehicle type-approved according to Regulation (EC) No 715/2007 as determined according to the requirements of this Annex and emitted at a RDE test performed in accordance to the requirements of this Annex, shall not be higher than the following not-to-exceed (NTE) values:\nNTEpollutant = CFpollutant × EURO-6\nwhere EURO-6 is the applicable Euro 6 emission limit in Table 2 of Annex I to Regulation (EC) No 715/2007 and CFpollutant the conformity factor for the respective pollutant specified as follows:\nCO emissions shall be measured and recorded at RDE tests.\nPollutant\nMass of oxides of nitrogen (NOx)\nNumber of particles (PN)\nMass of carbon monoxide (CO)\nMass of total hydrocarbons (THC)\nCombined mass of total hydrocarbons and oxides of nitrogen (THC + NOx)\nCFpollutant\ntbd\ntbd\n—\n—\n—\n2.2.\nThe manufacturer shall confirm compliance with point 2.1 by completing the certificate set out in Appendix 9.\n2.3.\nThe 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.\n2.4.\nMember 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.\n2.5.\nManufacturers shall ensure that vehicles can be tested with PEMS by an independent party on public roads fulfilling the requirements of point 2.4, 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.\n3.\nRDE TEST TO BE PERFORMED\n3.1.\nThe following requirements apply to PEMS tests referred to in Article 3(10), second sub-paragraph.\n3.1.1.\nFor 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.\n3.1.2.\nIf 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.\n3.1.3.\nReporting and dissemination of RDE test information\n3.1.3.1.\nA technical report prepared by the manufacturer in accordance with Appendix 8 shall be made available to the approval authority.\n3.1.3.2.\nThe manufacturer shall ensure that the following information is made available on a publicly accessible website without costs:\n3.1.3.2.1. 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 2007/46/EC, 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,\n3.1.3.2.2. By entering the unique identification number of a PEMS test family:\nthe full information as required by point 5.1 of Appendix 7,\nthe lists described in points 5.3 and 5.4 of Appendix 7;\nthe 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.\n3.1.3.3.\nUpon 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.\n3.1.3.4.\nUpon 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.\n4.\nGENERAL REQUIREMENTS\n4.1.\nThe 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.\n4.2.\nThe 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.\n4.3.\nThe 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.\n4.4.\nIf 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) No 715/2007.\n5.\nBOUNDARY CONDITIONS\n5.1.\nVehicle payload and test mass\n5.1.1.\nThe 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.\n5.1.2.\nFor 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.\n5.2.\nAmbient conditions\n5.2.1.\nThe 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.\n5.2.2.\nModerate altitude conditions: Altitude lower or equal to 700 metres above sea level.\n5.2.3.\nExtended altitude conditions: Altitude higher than 700 metres above sea level and lower or equal to 1 300 metres above sea level.\n5.2.4.\nModerate temperature conditions: Greater than or equal to 273 K (0 °C) and lower than or equal to 303 K (30 °C)\n5.2.5.\nExtended 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)\n5.2.6.\nBy 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 276K (3 °C) and the lower temperature for extended conditions shall be greater or equal to 271 K (– 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.\n5.3.\nDynamic conditions\n5.4.\nThe 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. The methods for verifying the normality of the dynamic conditions, are laid down in Appendices 5 and 6 of this Annex. Each method includes a reference for dynamic conditions, ranges around the reference and the minimum coverage requirements to achieve a valid test.\n5.5.\nVehicle condition and operation\n5.5.1.\nAuxiliary systems\nThe 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.\n5.5.2.\nVehicles equipped with periodically regenerating systems\n5.5.2.1.\n“Periodically regenerating systems” shall be understood according to the definition in Article 2(6).\n5.5.2.2.\nIf periodic regeneration occurs during a test, the test may be voided and repeated once at the request of the manufacturer.\n5.5.2.3.\nThe manufacturer may ensure the completion of the regeneration and precondition the vehicle appropriately prior to the second test.\n5.5.2.4.\nIf regeneration occurs during the repetition of the RDE test, pollutants emitted during the repeated test shall be included in the emissions evaluation.\n6.\nTRIP REQUIREMENTS\n6.1.\nThe 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.\n6.2.\nThe 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.\n6.3.\nUrban operation is characterised by vehicle speeds up to 60 km/h.\n6.4.\nRural operation is characterised by vehicle speeds between 60 and 90 km/h.\n6.5.\nMotorway operation is characterised by speeds above 90 km/h.\n6.6.\nThe trip shall consist of approximately 34 % per cent urban, 33 % per cent rural and 33 % per cent motorway operation 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 operation shall however never be less than 29 % of the total trip distance.\n6.7.\nThe 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 at a PEMS test, notwithstanding other legal consequences. Violations of local speed limits per se do not invalidate the results of a PEMS test.\n6.8.\nThe average speed (including stops) of the urban driving part of the trip should be between 15 and 30 km/h. Stop periods, defined as vehicle speed of less than 1 km/h, shall account for at least 10 % of the time duration of urban operation. Urban operation shall contain several stop periods of 10 s or longer. The inclusion of one excessively long stop period that individually comprises >80 % of the total stop time of urban operation shall be avoided.\n6.9.\nThe 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.\n6.10.\nThe trip duration shall be between 90 and 120 minutes.\n6.11.\nThe start and the end point shall not differ in their elevation above sea level by more than 100 m.\n6.12.\nThe minimum distance of each operation: urban, rural and motorway, shall be 16 km.\n7.\nOPERATIONAL REQUIREMENTS\n7.1.\nThe 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.\n7.2.\nElectrical 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.\n7.3.\nThe 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 minimise 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.\n7.4.\nRDE tests shall be conducted on working days as defined for the Union in Council Regulation (EEC, Euratom) No 1182/71.\n7.5.\nRDE tests shall be conducted on paved roads and streets (e.g. off-road operation is not permitted).\n7.6\nProlonged 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.\n8.\nLUBRICATING OIL, FUEL AND REAGENT\n8.1.\nThe 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.\n8.2.\nSamples of fuel, lubricant and reagent (if applicable) shall be taken and kept for at least 1 year.\n9.\nEMISSIONS AND TRIP EVALUATION\n9.1.\nThe test shall be conducted in accordance with Appendix 1 of this Annex.\n9.2.\nThe trip shall fulfil the requirements set out in points 4 to 8.\n9.3.\nIt shall not be permitted to combine data of different trips or to modify or remove data from a trip.\n9.4.\nAfter establishing the validity of a trip according to Point 9.2 emission results shall be calculated using the methods laid down in Appendix 5 and Appendix 6 of this Annex.\n9.5.\nIf during a particular time interval the ambient conditions are extended according to point 5.2, the emissions during this particular time interval calculated according to Appendix 4 of this Annex shall be divided by a value ext before being evaluated for compliance with the requirements of this Annex.\n9.6.\nThe 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.\nAppendix 1\nTest procedure for vehicle emissions testing with a Portable Emissions Measurement System (PEMS)\n1.\nINTRODUCTION\nThis Appendix describes the test procedure to determine exhaust emissions from light passenger and commercial vehicles using a Portable Emissions Measurement System.\n2.\nSYMBOLS\n≤ smaller or equal\n# number\n#/m3 number per cubic metre\n% per cent\n°C degree centigrade\ng gramme\ng/s gramme per second\nh hour\nHz hertz\nK kelvin\nkg kilogramme\nkg/s kilogramme per second\nkm kilometre\nkm/h kilometre per hour\nkPa kilopascal\nkPa/min kilopascal per minute\nl litre\nl/min litre per minute\nm metre\nm3 cubic-metre\nmg milligram\nmin minute\np e evacuated pressure [kPa]\nqvs volume flow rate of the system [l/min]\nppm parts per million\nppmC1 parts per million carbon equivalent\nrpm revolutions per minute\ns second\nV s system volume [l]\n3.\nGENERAL REQUIREMENTS\n3.1.\nPEMS\nThe 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.\n3.1.1.\nAnalysers to determine the concentration of pollutants in the exhaust gas.\n3.1.2.\nOne or multiple instruments or sensors to measure or determine the exhaust mass flow.\n3.1.3.\nA Global Positioning System to determine the position, altitude and, speed of the vehicle.\n3.1.4.\nIf applicable, sensors and other appliances being not part of the vehicle, e.g. to measure ambient temperature, relative humidity, air pressure, and vehicle speed.\n3.1.5.\nAn energy source independent of the vehicle to power the PEMS.\n3.2.\nTest parameters\nTest parameters as specified in Table 1 of this Annex 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 to ensure correct sampling. The PEMS analysers, flow-measuring instruments and sensors shall comply with the requirements laid down in Appendices 2 and 3 of this Annex.\nTable 1\nTest parameters\nTo be measured on a wet basis or to be corrected as described in point 8.1 of Appendix 4.\nTo 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.\nThe method to determine vehicle speed shall be chosen according to point 4.7.\nParameter only mandatory if measurement required by Annex IIIA, Section 2.1.\nTo be determined only if necessary to verify the vehicle status and operating conditions.\nMay be calculated from THC and CH4 concentrations according to point 9.2 of Appendix 4.\nMay be calculated from measured NO and NO2 concentrations.\nMultiple parameter sources may be used.\nThe preferable source is the ambient pressure sensor.\nParameter\nRecommended unit\nSource\nTHC concentration\nppm\nAnalyser\nCH4 concentration\nppm\nAnalyser\nNMHC concentration\nppm\nAnalyser\nCO concentration\nppm\nAnalyser\nCO2 concentration\nppm\nAnalyser\nNOX concentration\nppm\nAnalyser\nPN concentration\n#/m3\nAnalyser\nExhaust mass flow rate\nkg/s\nEFM, any methods described in point 7 of Appendix 2\nAmbient humidity\n%\nSensor\nAmbient temperature\nK\nSensor\nAmbient pressure\nkPa\nSensor\nVehicle speed\nkm/h\nSensor, GPS, or ECU\nVehicle latitude\nDegree\nGPS\nVehicle longitude\nDegree\nGPS\nVehicle altitude\nM\nGPS or Sensor\nExhaust gas temperature\nK\nSensor\nEngine coolant temperature\nK\nSensor or ECU\nEngine speed\nrpm\nSensor or ECU\nEngine torque\nNm\nSensor or ECU\nTorque at driven axle\nNm\nRim torque meter\nPedal position\n%\nSensor or ECU\nEngine fuel flow\ng/s\nSensor or ECU\nEngine intake air flow\ng/s\nSensor or ECU\nFault status\n—\nECU\nIntake air flow temperature\nK\nSensor or ECU\nRegeneration status\n—\nECU\nEngine oil temperature\nK\nSensor or ECU\nActual gear\n#\nECU\nDesired gear (e.g. gear shift indicator)\n#\nECU\nOther vehicle data\nunspecified\nECU\n3.3.\nPreparation of the vehicle\nThe preparation of the vehicle shall include a general technical and operational check.\n3.4.\nInstallation of PEMS\n3.4.1.\nGeneral\nThe 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 minimise 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 minimise 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 not to use elastomer connectors 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.\n3.4.2.\nPermissible backpressure\nThe 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 as the exhaust pipe.\n3.4.3.\nExhaust mass flow meter\nWhenever 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 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 minimise 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 expected 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.\n3.4.4.\nGlobal Positioning System\nThe 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.\n3.4.5.\nConnection with the Engine Control Unit\nIf 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 following standards, e.g. ISO 15031-5 or SAE J1979, OBD-II, EOBD or WWH-OBD. If applicable, manufacturers shall disclose parameter labels to allow the identification of required parameters.\n3.4.6.\nSensors and auxiliary equipment\nVehicle 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.\n3.5.\nEmissions sampling\nEmissions 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 diameter of the exhaust pipe, whichever is larger, upstream of the vehicle's exit of the exhaust outlet, which is 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 sample line is changed, the system transport times shall be verified and if necessary corrected.\nIf 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 that of the exhaust mass flow meters. In case of unequal exhaust flows, proportional sampling or sampling with multiple analysers shall be considered.\nIf 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.\nIf 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) as 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.\n4.\nPRE-TEST PROCEDURES\n4.1.\nPEMS leak check\nAfter the installation of 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 stabilisation period all flow meters shall read approximately zero in the absence of a leak. Else, the sampling lines shall be checked and the fault corrected.\nThe 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 rates.\nAlternatively, the system may be evacuated to a pressure of at least 20 kPa vacuum (80 kPa absolute). After an initial stabilisation period the pressure increase Dp (kPa/min) in the system shall not exceed:\nΔ p = p e V s × q vs × 0,005 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.\n4.2.\nStarting and stabilising the PEMS\nThe PEMS shall be switched on, warmed up and stabilised according to the specifications of the PEMS manufacturer until, e.g. pressures, temperatures and flows have reached their operating set points.\n4.3.\nPreparing the sampling system\nThe 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.\n4.4.\nPreparing the EFM\nIf 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.\n4.5.\nChecking and calibrating the analysers for measuring gaseous emissions\nZero 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 emissions test.\n4.6.\nChecking the analyser for measuring particle emissions\nThe 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.\n4.7.\nMeasuring vehicle speed\nVehicle speed shall be determined by at least one of the following methods:\n(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,\n(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,\n(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 shall 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.\n4.8.\nCheck of PEMS set-up\nThe 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.\n5.\nEMISSIONS TEST\n5.1.\nTest start\nSampling, 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 as well as directly after engine start, it shall be confirmed that all necessary parameters are recorded by the data logger.\n5.2.\nTest\nSampling, 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 but 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. It is strongly recommended to initiate PEMS system maintenance during periods of zero vehicle speed.\n5.3.\nTest end\nThe end of the test is reached when the vehicle has completed the trip and the combustion engine is switched off. The data recording shall continue until the response time of the sampling systems has elapsed.\n6.\nPOST-TEST PROCEDURE\n6.1.\nChecking the analysers for measuring gaseous emissions\nThe 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 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.\nTable 2\nPermissible analyser drift over a PEMS test\nIf the zero drift is within the permissible range, it is permissible to zero the analyser prior to verifying the span drift.\nPollutant\nZero response drift\nSpan response drift\nCO2\n≤ 2 000 ppm per test\n≤ 2 % of reading or ≤ 2 000 ppm per test, whichever is larger\nCO\n≤ 75 ppm per test\n≤ 2 % of reading or ≤ 75 ppm per test, whichever is larger\nNO2\n≤ 5 ppm per test\n≤ 2 % of reading or ≤ 5 ppm per test, whichever is larger\nNO/NOX\n≤ 5 ppm per test\n≤ 2 % of reading or ≤ 5 ppm per test, whichever is larger\nCH4\n≤ 10 ppmC1 per test\n≤ 2 % of reading or ≤ 10 ppmC1 per test, whichever is larger\nTHC\n≤ 10 ppmC1 per test\n≤ 2 % of reading or ≤ 10 ppmC1 per test, whichever is larger\nIf 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.\n6.2.\nChecking the analyser for measuring particle emissions\nThe 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 zero and span check is higher than permitted, all test results shall be voided and the test repeated.\n6.3.\nChecking the on-road emission measurements\nThe 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.\nAppendix 2\nSpecifications and calibration of PEMS components and signals\n1.\nINTRODUCTION\nThis appendix sets out the specifications and calibration of PEMS components and signals.\n2.\nSYMBOLS\n> larger than\n≥ larger than or equal to\n% per cent\n≤ smaller than or equal to\nA undiluted CO2 concentration [%]\na 0 y-axis intercept of the linear regression line\na 1 slope of the linear regression line\nB diluted CO2 concentration [%]\nC diluted NO concentration [ppm]\nc analyser response in the oxygen interference test\nc FS,b full scale HC concentration in step (b) [ppmC1]\nc FS,d full scale HC concentration in step (d) [ppmC1]\nc HC(w/NMC) HC concentration with CH4 or C2H6 flowing through the NMC [ppmC1]\nc HC(w/o NMC) HC concentration with CH4 or C2H6 bypassing the NMC [ppmC1]\nc m,b measured HC concentration in step (b) [ppmC1]\nc m,d measured HC concentration in step (d) [ppmC1]\nc ref,b reference HC concentration in step (b) [ppmC1]\nc ref,d reference HC concentration in step (d) [ppmC1]\n°C degree centigrade\nD undiluted NO concentration [ppm]\nD e expected diluted NO concentration [ppm]\nE absolute operating pressure [kPa]\nE CO2 per cent CO2 quench\nE E ethane efficiency\nE H2O per cent water quench\nE M methane efficiency\nEO2 oxygen interference\nF water temperature [K]\nG saturation vapour pressure [kPa]\ng gramme\ngH2O/kg gramme water per kilogram\nh hour\nH water vapour concentration [%]\nH m maximum water vapour concentration [%]\nHz hertz\nK kelvin\nkg kilogramme\nkm/h kilometre per hour\nkPa kilopascal\nmax maximum value\nNOX,dry moisture-corrected mean concentration of the stabilised NOX recordings\nNOX,m mean concentration of the stabilised NOX recordings\nNOX,ref reference mean concentration of the stabilised NOX recordings\nppm parts per million\nppmC1 parts per million carbon equivalents\nr2 coefficient of determination\ns second\nt0 time point of gas flow switching [s]\nt10 time point of 10 % response of the final reading\nt50 time point of 50 % response of the final reading\nt90 time point of 90 % response of the final reading\nx independent variable or reference value\nχmin minimum value\ny dependent variable or measured value\n3.\nLINEARITY VERIFICATION\n3.1.\nGeneral\nThe 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.\n3.2.\nLinearity requirements\nAll 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.\nTable 1\nLinearity requirements of measurement parameters and systems\nOptional to determine exhaust mass flow.\nOptional parameter.\nTo be decided once equipment becomes available.\nMeasurement parameter/instrument\nχ min × a 1 − 1 + a 0\nSlopea1\nStandard errorSEE\nCoefficient of determinationr2\nFuel flow rate\n≤ 1 % max\n0,98 - 1,02\n≤ 2 % max\n≥ 0,990\nAir flow rate\n≤ 1 % max\n0,98 - 1,02\n≤ 2 % max\n≥ 0,990\nExhaust mass flow rate\n≤ 2 % max\n0,97 - 1,03\n≤ 2 % max\n≥ 0,990\nGas analysers\n≤ 0,5 % max\n0,99 - 1,01\n≤ 1 % max\n≥ 0,998\nTorque\n≤ 1 % max\n0,98 - 1,02\n≤ 2 % max\n≥ 0,990\nPN analysers\ntbd\ntbd\ntbd\ntbd\n3.3.\nFrequency of linearity verification\nThe linearity requirements according to point 3.2 shall be verified:\n(a) for each analyser at least every three months or whenever a system repair or change is made that could influence the calibration;\n(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.\nThe linearity requirements according to point 3.2 for sensors or ECU signals that are not directly traceable shall be performed once for each PEMS set-up with a traceably calibrated measurement device on the chassis dynamometer.\n3.4.\nProcedure of linearity verification\n3.4.1.\nGeneral requirements\nThe 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.\n3.4.2.\nGeneral procedure\nThe linearity shall be verified for each normal operating range by executing the following steps:\n(a) The analyser, flow-measuring instrument or sensor shall be set at 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.\n(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.\n(c) The zero procedure of (a) shall be repeated.\n(d) The verification shall be established 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.\n(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.\n(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.\n(g) The arithmetic mean values over the 30-second period shall be used to calculate the least squares linear regression parameters, with the best-fit equation having the form:\ny = a 1 x + a 0\nwhere:\ny is the actual value of the measurement system\na 1 is the slope of the regression line\nx is the reference value\na 0 is the y intercept of the regression line\nThe standard error of estimate (SEE) of y on x and the coefficient of determination (r2) shall be calculated for each measurement parameter and system.\n(h) The linear regression parameters shall meet the requirements specified in Table 1.\n3.4.3.\nRequirements for linearity verification on a chassis dynamometer\nNon-traceable flow-measuring instruments, sensors or ECU signals that cannot directly be calibrated according to traceable standards, shall be calibrated on the 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 emissions test is covered.\nIf 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.\n4.\nANALYSERS FOR MEASURING GASEOUS COMPONENTS\n4.1.\nPermissible types of analysers\n4.1.1.\nStandard analysers\nThe 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 NO2, a NO2/NO converter is not required.\n4.1.2.\nAlternative analysers\nAny 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 on-road testing as specified in points 5, 6 and 7. 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:\n(a) a description of the theoretical basis and the technical components of the alternative analyser;\n(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;\n(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. Such a test can be performed in an altitude environmental test chamber;\n(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;\n(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.\nApproval 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.\n4.2.\nAnalyser specifications\n4.2.1.\nGeneral\nIn 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.\n4.2.2.\nAccuracy\nThe 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.\n4.2.3.\nPrecision\nThe 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 ppmC1) and 2 % of the full scale concentration for a measurement range of below 155 ppm (or ppmC1).\n4.2.4.\nNoise\nThe 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.\n4.2.5.\nZero response drift\nThe 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.\n4.2.6.\nSpan response drift\nThe 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.\nTable 2\nPermissible zero and span response drift of analysers for measuring gaseous components under laboratory conditions\nPollutant\nZero response drift\nSpan response drift\nCO2\n≤ 1 000 ppm over 4 h\n≤ 2 % of reading or ≤ 1 000 ppm over 4 h, whichever is larger\nCO\n≤ 50 ppm over 4 h\n≤ 2 % of reading or ≤ 50 ppm over 4 h, whichever is larger\nNO2\n≤ 5 ppm over 4 h\n≤ 2 % of reading or ≤ 5 ppm over 4 h, whichever is larger\nNO/NOX\n≤ 5 ppm over 4 h\n≤ 2 % of reading or 5 ppm over 4h, whichever is larger\nCH4\n≤ 10 ppmC1\n≤ 2 % of reading or ≤ 10 ppmC1 over 4 h, whichever is larger\nTHC\n≤ 10 ppmC1\n≤ 2 % of reading or ≤ 10 ppmC1 over 4 h, whichever is larger\n4.2.7.\nRise time\nRise time is 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). The rise time of PEMS analysers shall not exceed 3 seconds.\n4.2.8.\nGas drying\nExhaust 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.\n4.3.\nAdditional requirements\n4.3.1.\nGeneral\nThe 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 PEMS emission measurements.\n4.3.2.\nEfficiency test for NOX converters\nIf a NOX converter is applied, for example to convert NO2 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 NOX converter shall be verified no longer than one month before the emissions test.\n4.3.3.\nAdjustment of the Flame Ionisation Detector\n(a)\nOptimisation of the detector response\nIf 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 optimise the response in the most common operating range.\n(b)\nHydrocarbon response factors\nIf 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.\n(c)\nOxygen interference check\nThe oxygen interference check shall be performed when introducing an analyser 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.\nThe following procedure applies:\n(i) The analyser shall be set at zero.\n(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.\n(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.\n(iv) The 5 per cent and 10 per cent oxygen interference check gases shall be introduced.\n(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.\n(vi) The oxygen interference E O2 shall be calculated for each oxygen interference check gas in step (d) as follows:\nE O 2 = c ref,d − c c ref,d × 100 where the analyser response is:\nc = c ref,d × c FS,b c m,b × c m,b c FS,d where:\nc ref,b is the reference HC concentration in step (b) [ppmC1]\nc ref,d is the reference HC concentration in step (d) [ppmC1]\nc FS,b is the full scale HC concentration in step (b) [ppmC1]\nc FS,d is the full scale HC concentration in step (d) [ppmC1]\nc m,b is the measured HC concentration in step (b) [ppmC1]\nc m,d is the measured HC concentration in step (d) [ppmC1].\n(vii) The oxygen interference E O2 shall be less than ± 1,5 per cent for all required oxygen interference check gases.\n(viii) If the oxygen interference E O2 is greater 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.\n(ix) The oxygen interference check shall be repeated for each new setting.\n4.3.4.\nConversion efficiency of the non-methane cutter (NMC)\nIf hydrocarbons are analysed, a NMC can be used to remove non-methane hydrocarbons from the gas sample by oxidising 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.\n(a) Methane conversion efficiency\nMethane 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:\nE M = 1 − c HC w ∕ NMC c HC w ∕ oNMC where:\ncHC(w/NMC) is the HC concentration with CH4 flowing through the NMC [ppmC1]\ncHC(w/o NMC) is the HC concentration with CH4 bypassing the NMC [ppmC1]\n(b) Ethane conversion efficiency\nEthane 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:\nE E = 1 − c HC w ∕ NMC c HC w ∕ oNMC where:\nc HC(w/NMC) is the HC concentration with C2H6 flowing through the NMC [ppmC1]\nc HC(w/o NMC) is the HC concentration with C2H6 bypassing the NMC [ppmC1]\n4.3.5.\nInterference effects\n(a)\nGeneral\nOther 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).\n(b)\nCO analyser interference check\nWater and CO2 can interfere with the measurements of the CO analyser. Therefore, a CO2 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 H2O and CO2 may be run as separate procedures. If the H2O and CO2 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 H2O that are lower than the maximum concentration expected during the test may be run and the observed H2O interference shall be scaled up by multiplying the observed interference with the ratio of the maximum H2O 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.\n(c)\nNOX analyser quench check\nThe two gases of concern for CLD and HCLD analysers are CO2 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 utilise H2O or CO2 measurement analysers or both, quench shall be evaluated with these analysers active and with the compensation algorithms applied.\n(i)\nCO2 quench check\nA CO2 span gas having a concentration of 80 to 100 per cent of the maximum operating range shall be passed through the NDIR analyser; the CO2 value shall be recorded as A. The CO2 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 CO2 and NO values shall be recorded as B and C, respectively. The CO2 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:\nE CO 2 = 1 − C × A D × A − D × B × 100 where:\nA is the undiluted CO2 concentration measured with NDIR [%]\nB is the diluted CO2 concentration measured with NDIR [%]\nC is the diluted NO concentration measured with the CLD or HCLD [ppm]\nD is the undiluted NO concentration measured with the CLD or HCLD [ppm].\nAlternative methods of diluting and quantifying of CO2 and NO span gas values such as dynamic mixing/blending are permitted upon approval of the approval authority.\n(ii)\nWater quench check\nThis 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:\nH = G E × 100 The expected concentration of the diluted NO-water vapour span gas shall be recorded as D e after being calculated as:\nD e = D × 1 − H 100 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 CO2 concentration in the exhaust gas A as follows:\nH m = 0,9 × A The per cent water quench shall be calculated as:\nE H 2 O = D e − C D e × H m H × 100 where:\nD e is the expected diluted NO concentration [ppm]\nC is the measured diluted NO concentration [ppm]\nH m is the maximum water vapour concentration [%]\nH is the actual water vapour concentration [%].\n(iii)\nMaximum allowable quench\nThe combined CO2 and water quench shall not exceed 2 per cent of full scale.\n(d)\nQuench check for NDUV analysers\nHydrocarbons and water can positively interfere with NDUV analysers by causing a response similar to that of NOX. The manufacturer of the NDUV analyser shall use the following procedure to verify that quench effects are limited:\n(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.\n(ii) A zero calibration and span calibration at concentration values expected during emissions testing shall be performed for the analyser.\n(iii) A NO2 calibration gas shall be selected that matches as far as possible the maximum NO2 concentration expected during emissions testing.\n(iv) The NO2 calibration gas shall overflow at the gas sampling system's probe until the NOX response of the analyser has stabilised.\n(v) The mean concentration of the stabilised NOX recordings over a period of 30 s shall be calculated and recorded as NOX,ref.\n(vi) The flow of the NO2 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.\n(vii) Upon completion of (iv), the sampling system shall again be overflown by the NO2 calibration gas used to establish NOX,ref until the total NOX response has stabilised.\n(viii) The mean concentration of the stabilised NOX recordings over a period of 30 s shall be calculated and recorded as NOX,m.\n(ix) NOX,m shall be corrected to NOX,dry based upon the residual water vapour that passed through the chiller at the chiller's outlet temperature and pressure.\nThe calculated NOX,dry shall at least amount to 95 % of NOX,ref.\n(e)\nSample dryer\nA sample dryer removes water, which can otherwise interfere with the NOX 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 H2O), 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.\n(f)\nSample dryer NO2 penetration\nLiquid water remaining in an improperly designed sample dryer can remove NO2 from the sample. If a sample dryer is used in combination with a NDUV analyser without an NO2/NO converter upstream, water could therefore remove NO2 from the sample prior to the NOX measurement. The sample dryer shall allow for measuring at least 95 per cent of the NO2 contained in a gas that is saturated with water vapour and consists of the maximum NO2 concentration expected to occur during a vehicle test.\n4.4.\nResponse time check of the analytical system\nFor 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.\nThe 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.\nFor 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).\nThe 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.\n5.\nGASES\n5.1.\nGeneral\nThe 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, NO2 calibration gas is permissible. The concentration of the NO2 calibration gas shall be within two per cent of the declared concentration value. The amount of NO contained in NO2 calibration gas shall not exceed 5 per cent of the NO2 content.\n5.2.\nGas dividers\nGas dividers, i.e. precision blending devices that dilute with purified N2 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.\nOptionally, 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.\n5.3.\nOxygen interference check gases\nOxygen interference check gases consist of a blend of propane, oxygen and nitrogen and shall contain propane at a concentration of 350 ± 75 ppmC1. 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.\nTable 3\nOxygen interference check gases\nEngine type\nCompression ignition\nPositive ignition\nO2 concentration\n21 ± 1 %\n10 ± 1 %\n10 ± 1 %\n5 ± 1 %\n5 ± 1 %\n0,5 ± 0,5 %\n6.\nANALYSERS FOR MEASURING PARTICLE EMISSIONS\nThis section will define future requirements for analysers for measuring particle emissions, once their measurement becomes mandatory.\n7.\nINSTRUMENTS FOR MEASURING EXHAUST MASS FLOW\n7.1.\nGeneral\nInstruments, 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 minimise additional errors.\n7.2.\nInstrument specifications\nThe exhaust mass flow rate shall be determined by a direct measurement method applied in either of the following instruments:\n(a) Pitot-based flow devices;\n(b) pressure differential devices like flow nozzle (details see ISO 5167);\n(c) ultrasonic flow meter;\n(d) vortex flow meter.\nEach 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.\nIt 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.\nIn 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.\n7.2.1.\nCalibration and verification standards\nThe 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.\n7.2.2.\nFrequency of verification\nThe 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.\n7.2.3.\nAccuracy\nThe accuracy, defined as the deviation of the EFM reading from the reference flow value, shall not exceed ± 2 % of the reading, 0,5 % of full scale or ± 1,0 % of the maximum flow at which the EFM has been calibrated, whichever is larger.\n7.2.4.\nPrecision\nThe 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 be no greater than ±1 per cent of the maximum flow at which the EFM has been calibrated.\n7.2.5.\nNoise\nThe 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.\n7.2.6.\nZero response drift\nZero response 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.\n7.2.7.\nSpan response drift\nSpan response 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.\n7.2.8.\nRise time\nThe 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.\n7.2.9.\nResponse time check\nThe 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 (FS) 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 (t90 ) shall be ≤ 3 seconds with a rise time (t 90 – t 10) of ≤ 1 second in accordance with point 7.2.8.\n8.\nSENSORS AND AUXILIARY EQUIPMENT\nAny 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.\nTable 4\nAccuracy requirements for measurement parameters\nOptional to determine exhaust mass flow.\nThe requirement applies to the speed sensor only.\nThe 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.\nMeasurement parameter\nAccuracy\nFuel flow\n± 1 % of reading\nAir flow\n± 2 % of reading\nVehicle ground speed\n± 1,0 km/h absolute\nTemperatures ≤ 600 K\n± 2 K absolute\nTemperatures >600 K\n± 0,4 % of reading in Kelvin\nAmbient pressure\n± 0,2 kPa absolute\nRelative humidity\n± 5 % absolute\nAbsolute humidity\n± 10 % of reading or, 1 gH2O/kg dry air, whichever is larger\nAppendix 3\nValidation of PEMS and non-traceable exhaust mass flow rate\n1.\nINTRODUCTION\nThis 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.\n2.\nSYMBOLS\n% per cent\n#/km number per kilometre\na 0 y intercept of the regression line\na 1 slope of the regression line\ng/km gramme per kilometre\nHz hertz\nkm kilometre\nm metre\nmg/km milligramme per kilometre\nr2 coefficient of determination\nx actual value of the reference signal\ny actual value of the signal under validation\n3.\nVALIDATION PROCEDURE FOR PEMS\n3.1.\nFrequency of PEMS validation\nIt is recommended to validate the installed PEMS once for each PEMS-vehicle combination either before the test or, alternatively, after the completion of an on-road test. The PEMS installation shall be kept unchanged in the time period between the on-road test and the validation.\n3.2.\nPEMS validation procedure\n3.2.1.\nPEMS installation\nThe PEMS shall be installed and prepared according to the requirements of Appendix 1. After the completion of the validation test until the start of the on-road test, the PEMS installation shall not be changed.\n3.2.2.\nTest conditions\nThe 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 harmonised 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.\nIt 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.\n3.2.3.\nData analysis\nThe 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 compared and evaluated against the requirements specified in point 3.3. For the validation of NOX 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.\n3.3.\nPermissible tolerances for PEMS validation\nThe 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.\nTable 1\nPermissible tolerances\nOnly 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.\nParameter only mandatory if measurement required by Annex IIIA, Section 2.1.\nStill to be determined.\nParameter [Unit]\nPermissible tolerance\nDistance [km]\n± 250 m of the laboratory reference\nTHC [mg/km]\n± 15 mg/km or 15 % of the laboratory reference, whichever is larger\nCH4 [mg/km]\n± 15 mg/km or 15 % of the laboratory reference, whichever is larger\nNMHC [mg/km]\n± 20 mg/km or 20 % of the laboratory reference, whichever is larger\nPN [#/km]\nCO [mg/km]\n± 150 mg/km or 15 % of the laboratory reference, whichever is larger\nCO2 [g/km]\n± 10 g/km or 10 % of the laboratory reference, whichever is larger\nNOx [mg/km]\n± 15 mg/km or 15 % of the laboratory reference, whichever is larger\n4.\nVALIDATION PROCEDURE FOR THE EXHAUST MASS FLOW RATE DETERMINED BY NON-TRACEABLE INSTRUMENTS AND SENSORS\n4.1.\nFrequency of validation\nIn 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 test procedure 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.\n4.2.\nValidation procedure\nThe validation test 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 harmonised 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.\nThe following calculation steps shall be taken to validate the linearity:\n(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.\n(b) Points below 10 % of the maximum flow value shall be excluded from the further analysis.\n(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:\ny = a 1 x + a 0\nwhere:\ny is the actual value of the signal under validation\na 1 is the slope of the regression line\nx is the actual value of the reference signal\na 0 is the y intercept of the regression line\nThe standard error of estimate (SEE) of y on x and the coefficient of determination (r2) shall be calculated for each measurement parameter and system.\n(d) The linear regression parameters shall meet the requirements specified in Table 2.\n4.3.\nRequirements\nThe 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.\nTable 2\nLinearity requirements of calculated and measured exhaust mass flow\nMeasurement parameter/system\na0\nSlope a1\nStandard errorSEE\nCoefficient of determinationr2\nExhaust mass flow\n0,0 ± 3,0 kg/h\n1,00 ± 0,075\n≤ 10 % max\n≥ 0,90\nAppendix 4\nDetermination of emissions\n1.\nINTRODUCTION\nThis 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 test trip and the calculation of the final emission result as described in Appendices 5 and 6.\n2.\nSYMBOLS\n% per cent\n< smaller than\n#/s number per second\nα molar hydrogen ratio (H/C)\nβ molar carbon ratio (C/C)\nγ molar sulphur ratio (S/C)\nδ molar nitrogen ratio (N/C)\nΔtt,i transformation time t of the analyser [s]\nΔtt,m transformation time t of the exhaust mass flow meter [s]\nε molar oxygen ratio (O/C)\nr e density of the exhaust\nr gas density of the exhaust component “gas”\nl excess air ratio\nl i instantaneous excess air ratio\nA/F st stoichiometric air-to-fuel ratio [kg/kg]\n°C degrees centigrade\nc CH4 concentration of methane\nc CO dry CO concentration [%]\nc CO2 dry CO2 concentration [%]\nc dry dry concentration of a pollutant in ppm or per cent volume\nc gas,i instantaneous concentration of the exhaust component “gas” [ppm]\nc HCw wet HC concentration [ppm]\nc HC(w/NMC) HC concentration with CH4 or C2H6 flowing through the NMC [ppmC1]\nc HC(w/oNMC) HC concentration with CH4 or C2H6 bypassing the NMC [ppmC1]\nc i,c time-corrected concentration of component i [ppm]\nc i,r concentration of component i [ppm] in the exhaust\nc NMHC concentration of non-methane hydrocarbons\nc wet wet concentration of a pollutant in ppm or per cent volume\nE E ethane efficiency\nE M methane efficiency\ng gramme\ng/s gramme per second\nH a intake air humidity [g water per kg dry air]\ni number of the measurement\nkg kilogram\nkg/h kilogramme per hour\nkg/s kilogramme per second\nk w dry-wet correction factor\nm metre\nm gas,i mass of the exhaust component “gas” [g/s]\nqm aw,i instantaneous intake air mass flow rate [kg/s]\nq m,c time-corrected exhaust mass flow rate [kg/s]\nqm ew,i instantaneous exhaust mass flow rate [kg/s]\nqm f,i instantaneous fuel mass flow rate [kg/s]\nq m,r raw exhaust mass flow rate [kg/s]\nr cross-correlation coefficient\nr2 coefficient of determination\nr h hydrocarbon response factor\nrpm revolutions per minute\ns second\nu gas u value of the exhaust component “gas”\n3.\nTIME CORRECTION OF PARAMETERS\nFor 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.\n3.1.\nTime correction of component concentrations\nThe 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:\nc i,c (t – Δt t,i ) = c i,r (t)\nwhere:\nc i,c is the time-corrected concentration of component i as function of time t\nc i,r is the raw concentration of component i as function of time t\nΔtt,i is the transformation time t of the analyser measuring component i.\n3.2.\nTime correction of exhaust mass flow rate\nThe 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:\nq m,c (t – Δt t,m ) = qm ,r (t)\nwhere:\nq m,c is the time-corrected exhaust mass flow rate as function of time t\nq m,r is the raw exhaust mass flow rate as function of time t\nΔtt,m is the transformation time t of the exhaust mass flow meter.\nIn 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.\n3.3.\nTime alignment of vehicle data\nOther data obtained from a sensor or the ECU shall be time-aligned by cross-correlation with suitable emission data (e.g. component concentrations).\n3.3.1.\nVehicle speed from different sources\nTo 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.\n3.3.2.\nVehicle speed with exhaust mass flow rate\nVehicle speed shall be time aligned with the exhaust mass flow rate by means of cross-correlation between the exhaust mass flow rate and the product of vehicle velocity and positive acceleration.\n3.3.3.\nFurther signals\nThe time alignment of signals whose values change slowly and within a small value range, e.g. ambient temperature, can be omitted.\n4.\nCOLD START\nThe 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 minutes after initial engine start. Cold start emissions shall be recorded.\n5.\nEMISSION MEASUREMENTS DURING ENGINE STOP\nAny 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.\n6.\nCONSISTENCY CHECK OF VEHICLE ALTITUDE\nIn case well-reasoned doubts exist that a trip has been conducted above of the permissible altitude as specified in point 5.2 of Annex IIIA 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 altitude depicted in the topographic map shall be manually corrected and marked.\n7.\nCONSISTENCY CHECK OF GPS VEHICLE SPEED\nThe 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.\n8.\nCORRECTION OF EMISSIONS\n8.1.\nDry-wet correction\nIf the emissions are measured on a dry basis, the measured concentrations shall be converted to a wet basis as:\nc wet= k w· c dry\nwhere:\nc wet is the wet concentration of a pollutant in ppm or per cent volume\nc dry is the dry concentration of a pollutant in ppm or per cent volume\nk w is the dry-wet correction factor\nThe following equation shall be used to calculate k w:\nk w = 1 1 + α × 0,005 × c CO 2 + c CO × 1,008 where:\nk w1 = 1,608 × H a 1000 + 1,608 × H a where:\nH a is the intake air humidity [g water per kg dry air]\nc CO2 is the dry CO2 concentration [%]\nc CO is the dry CO concentration [%]\nα is the molar hydrogen ratio.\n8.2.\nCorrection of NOx for ambient humidity and temperature\nNOx emissions shall not be corrected for ambient temperature and humidity.\n9.\nDETERMINATION OF THE INSTANTANEOUS GASEOUS EXHAUST COMPONENTS\n9.1.\nIntroduction\nThe components in the raw exhaust gas 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.\n9.2.\nCalculating NMHC and CH4 concentrations\nFor 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/N2 in the normal manner. For the calibration of the FID in series with a NMC, the following methods are permitted:\n(a) the calibration gas consisting of propane/air bypasses the NMC;\n(b) the calibration gas consisting of methane/air passes through the NMC.\nIt is strongly recommended to calibrate the methane FID with methane/air through the NMC.\nIn method (a), the concentrations of CH4 and NMHC shall be calculated as follows:\nc CH 4 = c HC w ∕ oNMC × 1 − E M − c HC w ∕ NMC E E − E M c NMHC = c HC w ∕ NMC − c HC w ∕ oNMC × 1 − E E r h × E E − E M In case (b), the concentration of CH4 and NMHC shall be calculated as follows:\nc HC 4 = c HC w ∕ NMC × r h × 1 − E M − c HC w ∕ oNMC × 1 − E E r h × E E − E M c NMHC = c HC w ∕ oNMC × 1 − E M − c HC w ∕ NMC × r h × 1 − E M E E − E M where:\nc HC(w/oNMC) is the HC concentration with CH4 or C2H6 bypassing the NMC [ppmC1]\nc HC(w/NMC) is the HC concentration with CH4 or C2H6 flowing through the NMC [ppmC1]\nr h is the hydrocarbon response factor as determined in point 4.3.3(b) of Appendix 2\nE M is the methane efficiency as determined in point 4.3.4(a) of Appendix 2\nE E is the ethane efficiency as determined in point 4.3.4(b) of Appendix 2.\nIf 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 NMHC mass calculations shall be equal to that of total hydrocarbons at 273,15 K and 101,325 kPa and is fuel-dependent.\n10.\nDETERMINATION OF EXHAUST MASS FLOW\n10.1.\nIntroduction\nThe 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.\n10.2.\nCalculation method using air mass flow rate and fuel mass flow rate\nThe instantaneous exhaust mass flow rate can be calculated from the air mass flow rate and the fuel mass flow rate as follows:\nq mew,i = q maw,i + q mf,i\nwhere:\nqm ew,i is the instantaneous exhaust mass flow rate [kg/s]\nqm aw,i is the instantaneous intake air mass flow rate [kg/s]\nqm f,i is the instantaneous fuel mass flow rate [kg/s].\nIf 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.\n10.3.\nCalculation method using air mass flow and air-to-fuel ratio\nThe instantaneous exhaust mass flow rate can be calculated from the air mass flow rate and the air-to-fuel ratio as follows:\nq mew,i = q maw,i × 1 + 1 A ∕ F st × λ i where:\nA ∕ F st = 138,0 × 1 + α 4 − ε 2 + γ 12,011 + 1,008 × α + 15,9994 × ε + 14,0067 × δ + 32,0675 × γ λ i = 100 − c CO × 10 − 4 2 − c HCw × 10 − 4 + α 4 × 1 − 2 × c CO × 10 − 4 3,5 × c CO 2 1 + c CO × 10 − 4 3,5 × c CO 2 − ε 2 − δ 2 × c CO 2 + c CO × 10 − 4 4,764 × 1 + α 4 − ε 2 + γ × c CO 2 + c CO × 10 − 4 + c HCw × 10 − 4 where:\nqm aw,i is the instantaneous intake air mass flow rate [kg/s]\nA/F st is the stoichiometric air-to-fuel ratio [kg/kg]\nl i is the instantaneous excess air ratio\nc CO2 is the dry CO2 concentration [%]\nc CO is the dry CO concentration [ppm]\nc HCw is the wet HC concentration [ppm]\nα is the molar hydrogen ratio (H/C)\nβ is the molar carbon ratio (C/C)\nγ is the molar sulphur ratio (S/C)\nδ is the molar nitrogen ratio (N/C)\nε is the molar oxygen ratio (O/C).\nCoefficients refer to a fuel Cβ Hα Oε Nδ Sγ with β = 1 for carbon-based fuels. The concentration of HC emissions is typically low and may be omitted when calculating l i.\nIf 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.\n10.4.\nCalculation method using fuel mass flow and air-to-fuel ratio\nThe instantaneous exhaust mass flow rate can be calculated from the fuel flow and the air-to-fuel ratio (calculated with A/Fst and l i according to point 10.3) as follows:\nq mew,i = q mf,i × (1 + A/F st × λ i)\nThe 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.\n11.\nCALCULATING THE INSTANTANEOUS MASS EMISSIONS\nThe 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 applicable, negative instantaneous emission values shall enter all subsequent data evaluations. All significant digits of intermediate results shall enter the calculation of the instantaneous emissions. The following equation shall be applied:\nm gas,i = u gas · c gas,i · q mew,i\nwhere:\nm gas,i is the mass of the exhaust component “gas” [g/s]\nu gas is the ratio of the density of the exhaust component “gas” and the overall density of the exhaust as listed in Table 1\nc gas,i is the measured concentration of the exhaust component “gas” in the exhaust [ppm]\nqm ew,i is the measured exhaust mass flow rate [kg/s]\ngas is the respective component\ni number of the measurement.\nTable 1\nRaw exhaust gas u values depicting the ratio between the densities of exhaust component or pollutant [kg/m3] and the density of the exhaust gas [kg/m3]\nDepending on fuel.\nAt l = 2, dry air, 273 K, 101,3 kPa.\nu values accurate within 0,2 % for mass composition of: C = 66 – 76 %; H = 22 – 25 %; N = 0 – 12 %.\nNMHC on the basis of CH2,93 (for THC the u gas coefficient of CH4 shall be used).\nu accurate within 0,2 % for mass composition of: C3 = 70 – 90 %; C4 = 10 – 30 %.\nugas 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.\nFuel\nρ e [kg/m3]\nComponent or pollutant i\nNOx\nCO\nHC\nCO2\nO2\nCH4\nρ gas [kg/m3]\n2,053\n1,250\n1,9636\n1,4277\n0,716\nu gas\nDiesel (B7)\n1,2943\n0,001586\n0,000966\n0,000482\n0,001517\n0,001103\n0,000553\nEthanol (ED95)\n1,2768\n0,001609\n0,000980\n0,000780\n0,001539\n0,001119\n0,000561\nCNG\n1,2661\n0,001621\n0,000987\n0,000528\n0,001551\n0,001128\n0,000565\nPropane\n1,2805\n0,001603\n0,000976\n0,000512\n0,001533\n0,001115\n0,000559\nButane\n1,2832\n0,001600\n0,000974\n0,000505\n0,001530\n0,001113\n0,000558\nLPG\n1,2811\n0,001602\n0,000976\n0,000510\n0,001533\n0,001115\n0,000559\nPetrol (E10)\n1,2931\n0,001587\n0,000966\n0,000499\n0,001518\n0,001104\n0,000553\nEthanol (E85)\n1,2797\n0,001604\n0,000977\n0,000730\n0,001534\n0,001116\n0,000559\n12.\nCALCULATING THE INSTANTANEOUS PARTICLE NUMBER EMISSIONS\nThis section will define future requirements for calculating instantaneous particle number emissions, once their measurement becomes mandatory.\n13.\nDATA REPORTING AND EXCHANGE\nThe 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. Instead, intermediate values shall enter the calculation of instantaneous emissions [g/s; #/s] as reported by the analyser, flow-measuring instrument, sensor or the ECU.\nAppendix 5\nVerification of trip dynamic conditions with method 1 (Moving Averaging Window)\n1.\nINTRODUCTION\nThe 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.\nThe “normality” of the windows is conducted by comparing their CO2 distance-specific emissions 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).\nStep 1. Segmentation of the data and exclusion of cold start emissions;\nStep 2. Calculation of emissions by sub-sets or “windows” (point 3.1);\nStep 3. Identification of normal windows; (point 4)\nStep 4. Verification of test completeness and normality (point 5);\nStep 5. Calculation of emissions using the normal windows (point 6).\n2.\nSYMBOLS, PARAMETERS AND UNITS\nIndex (i) refers to the time step\nIndex (j) refers to the window\nIndex (k) refers to the category (t=total, u=urban, r=rural, m=motorway) or to the CO2 characteristic curve (cc)\nIndex “gas” refers to the regulated exhaust gas components (e.g. NOx, CO, PN)\nΔ difference\n≥ larger or equal\n# number\n% per cent\n≤ smaller or equal\na 1, b 1 coefficients of the CO2 characteristic curve\na 2, b 2 coefficients of the CO2 characteristic curve\ndj distance covered by window j [km]\nfk weighing factors for urban, rural and motorway shares\nh distance of windows to the CO2 characteristic curve [%]\nhj distance of window j to the CO2 characteristic curve [%]\nh – k severity index for urban, rural and motorway shares and the complete trip\nk 11, k 12 coefficients of the weighing function\nk 21, k 21 coefficients of the weighing function\nM CO2,ref reference CO2 mass [g]\nMgas mass or particle number of the exhaust component “gas” [g] or [#]\nMgas,j mass or particle number of the exhaust component “gas” in window j [g] or [#]\nMgas,d distance-specific emission for the exhaust component “gas” [g/km] or [#/km]\nMgas,d,j distance-specific emission for the exhaust component “gas” in window j [g/km] or [#/km]\nN k number of windows for urban, rural, and motorway shares\nP 1, P 2, P 3 reference points\nt time [s]\nt 1,j first second of the jth averaging window [s]\nt 2,j last second of the jth averaging window [s]\nti total time in step i [s]\nt i,j total time in step i considering window j [s]\ntol 1 primary tolerance for the vehicle CO2 characteristic curve [%]\ntol 2 secondary tolerance for the vehicle CO2 characteristic curve [%]\ntt duration of a test [s]\nv vehicle speed [km/h]\nv – average speed of windows [km/h]\nvi actual vehicle speed in time step i [km/h]\nv – j average vehicle speed in window j [km/h]\nv P1 – = 19 km ∕ h average speed of the Low Speed phase of the WLTP cycle\nv P2 – = 56,6 km ∕ h average speed of the High Speed phase of the WLTP cycle\nv P3 – = 92,3 km ∕ h average speed of the Extra High Speed phase of the WLTP cycle\nw weighing factor for windows\nwj weighing factor of window j.\n3.\nMOVING AVERAGING WINDOWS\n3.1.\nDefinition of averaging windows\nThe instantaneous emissions calculated according to Appendix 4 shall be integrated using a moving averaging window method, based on the reference CO2 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 CO2 mass emitted by the vehicle over the reference laboratory cycle. The moving average calculations are conducted with a time increment 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).\nThe following data shall not be considered for the calculation of the CO2 mass, the emissions and the distance of the averaging windows:\nthe periodic verification of the instruments and/or after the zero drift verifications,\nthe cold start emissions, defined according to Appendix 4, point 4.4,\nvehicle ground speed < 1 km/h,\nany section of the test during which the combustion engine is switched off.\nThe 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.\nFigure 1\nVehicle speed versus time — Vehicle averaged emissions versus time, starting from the first averaging window\nFigure 2\nDefinition of CO2 mass based averaging windows\nThe duration (t2,j – t1,j ) of the jth averaging window is determined by:\nM CO 2 t 2, j − M CO 2 t 1, j ≥ M CO 2 , ref Where:\nM CO 2 t i,j is the CO2 mass measured between the test start and time (ti,j), [g];\nM CO 2 , ref is the half of the CO2 mass [g] emitted by the vehicle over the WLTP cycle (Type I test, including cold start);\nt 2,j shall be selected such as:\nM CO 2 t 2, j − Δt − M CO 2 t 1, j < M CO 2 ,ref ≤ M CO 2 t 2, j − M CO 2 t 1, j Where Δt is the data sampling period.\nThe CO2 masses are calculated in the windows by integrating the instantaneous emissions calculated as specified in Appendix 4 to this Annex.\n3.2.\nCalculation of window emissions and averages\nThe following shall be calculated for each window determined in accordance with point 3.1:\nthe distance-specific emissions Mgas,d,j for all the pollutants specified in this annex,\nthe distance-specific CO2 emissions MCO2,d,j ,\nthe average vehicle speed v – j\n4.\nEVALUATION OF WINDOWS\n4.1.\nIntroduction\nThe reference dynamic conditions of the test vehicle are set out from the vehicle CO2 emissions versus average speed measured at type approval and referred to as “vehicle CO2 characteristic curve”.\nTo obtain the distance-specific CO2 emissions, the vehicle shall be tested using the road load settings prescribed in the UNECE Global Technical Regulation No 15 — worldwide harmonised light vehicles test procedure (ECE/TRANS/180/Add.15).\n4.2.\nCO2 characteristic curve reference points\nThe reference points P 1, P 2 and P 3 required to define the curve shall be established as follows:\n4.2.1.\nPoint P1\nv P 1 – = 19 km ∕ h (average speed of the Low Speed phase of the WLTP cycle)\nM CO 2 ,d,P 1 = Vehicle CO2 emissions over the Low Speed phase of the WLTP cycle × 1,2 [g/km].\n4.2.2.\nPoint P2\n4.2.3.\nv P 2 – = 56,6 km ∕ h (average speed of the High Speed phase of the WLTP cycle)\nM CO 2 ,d,P 2 = Vehicle CO2 emissions over the High Speed phase of the WLTP cycle × 1,1 [g/km].\n4.2.4.\nPoint P3\n4.2.5.\nv P 3 – = 92,3 km ∕ h (average speed of the Extra High Speed phase of the WLTP cycle)\nM CO 2 ,d,P 3 = Vehicle CO2 emissions over the Extra High Speed phase of the WLTP cycle × 1,05 [g/km]\n4.3.\nCO2 characteristic curve definition\nUsing the reference points defined in point 4.2, the characteristic curve CO2 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:\nFor the section (P 1, P 2):\nM CO 2 ,d,CC v – = a 1 v – + b 1 with: a 1 = M CO 2 ,d,P 2 − M CO 2 ,d,P 1 ∕ v P 2 – − v P 1 –\nand: b 1 = M CO 2 ,d,P 1 − a 1 v P 1 –\nFor the section (P 2, P 3):\nM CO 2 ,d,CC v – = a 2 v – + b 2 with: a 2 = M CO 2 ,d,P 3 − M CO 2 ,d,P 2 ∕ v P 3 – − v P 2 –\nand: b 2 = M CO 2 ,d,P 2 − a 2 v P 2 –\nFigure 3\nVehicle CO2 characteristic curve\n4.4.\nUrban, rural and motorway windows\n4.4.1.\nUrban windows are characterised by average vehicle ground speeds v j – smaller than 45 km/h,\n4.4.2.\nRural windows are characterised by average vehicle ground speeds v j – greater than or equal to 45 km/h and smaller than 80 km/h,\n4.4.3.\nMotorway windows are characterised by average vehicle ground speeds v j – greater than or equal to 80 km/h and smaller than 145 km/h\nFigure 4\nVehicle CO2 characteristic curve: urban, rural and motorway driving definitions\n5.\nVERIFICATION OF TRIP COMPLETENESS AND NORMALITY\n5.1.\nTolerances around the vehicle CO2 characteristic curve\nThe primary tolerance and the secondary tolerance of the vehicle CO2 characteristic curve are respectively tol 1= 25 % and tol2 = 50 %.\n5.2.\nVerification of test completeness\nThe test shall be complete when it comprises at least 15 % of urban, rural and motorway windows, out of the total number of windows.\n5.3.\nVerification of test normality\nThe 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.\nIf the specified minimum requirement of 50 % is not met, the upper positive tolerance tol 1 may be increased by steps of 1 % until the 50 % of normal windows target is reached. When using this mechanism, tol1 shall never exceed 30 %.\n6.\nCALCULATION OF EMISSIONS\n6.1.\nCalculation of weighted distance-specific emissions\nThe 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.\nM gas,d,k = ∑ w j M gas,d,j ∑ w j k = u,r,m The weighing factor w j for each window shall be determined as such:\nIf M CO 2 ,d, CC v – j × 1 − tol 1 ∕ 100 ≤ M CO 2 ,d, j ≤ M CO 2 ,d, CC v – j × 1 + tol 1 ∕ 100\nThen w j = 1\nIf\nM CO 2 ,d, CC v – j × 1 + tol 1 100 ≤ M CO 2 ,d, j ≤ M CO 2 ,d, CC v – j × 1 + tol 2 100 Then wj = k11hj + k12\nwith k11 = 1/(tol1 – tol2)\nand k12: tol2/(tol2– tol1)\nIf\nM CO 2 ,d, CC v – j × 1 − tol 2 ∕ 100 ≤ M CO 2 ,d, j ≤ M CO 2 ,d, CC v – j × 1 − tol 1 ∕ 100 Then wj = k21hj + K22\nwith k21 = 1/(tol2 – tol1)\nand k22 = k21 = tol2/(tol2 – tol1)\nIf\nM CO 2 ,d, j v – j ≤ M CO 2 ,d, CC v – j × 1 − tol 2 ∕ 100 or\nM CO 2 ,d, j v – j ≥ M CO 2 ,d, CC v – j × 1 + tol 2 ∕ 100 Then w j = 0\nWhere:\nh j = 100 × M CO 2 ,d, j − M CO 2 ,d, CC v – j M CO 2 ,d, CC v j – Figure 5\nAveraging window weighing function\n6.2.\nCalculation of severity indices\nThe severity indices shall be calculated separately for the urban, rural and motorway categories:\nh – k = 1 N k ∑ h j k = u,r,m and the complete trip:\nh – t = f u h – u + f r h – r + f m h – m f u + f r + f m Where fu, fr fm are equal to 0,34, 0,33 and 0,33 respectively.\n6.3.\nCalculation of emissions for the total trip\nUsing 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:\nM gas,d,t = 1000 × f u × M gas,d,u + f r × M gas,d,r + f m × M gas,d,m f u + f r + f m And for particle number:\nM PN,d,t = f u × M PN,d,u + f r × M PN,d,r + f m × M PN,d,m f u + f r + f m Where fu, fr fm are respectively equal to 0,34, 0,33 and 0,33.\n7.\nNUMERICAL EXAMPLES\n7.1.\nAveraging window calculations\nTable 1\nMain calculation settings\nM CO 2 ref [g]\n610\nDirection for averaging window calculation\nForward\nAcquisition frequency [Hz]\n1\nFigure 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.\nSeconds 0 up to 43 as well as seconds 81 to 86 are excluded due to operation under zero vehicle speed.\nThe first averaging window starts at t 1,1 = 0s and ends at second t 2,1 = 524 s (Table 3). The window average vehicle speed, integrated CO and NOx masses [g] emitted and corresponding to the valid data over the first averaging window are listed in Table 4.\nM CO 2 ,d,1 = M CO 2 ,1 d 1 = 610,217 4,977 = 122,61 g ∕ km M CO 2 ,d,1 = M CO ,1 d 1 = 2,25 4,98 = 0,45 g ∕ km M NO x ,d, 1 = M NO x ,1 d 1 = 3,51 4,98 = 0,71 g ∕ km Figure 6\nInstantaneous CO2 emissions recorded during on-road test with PEMS as a function of time. Rectangular frames indicate the duration of the jth window. Data series named “Valid=100 / Invalid=0” shows second by second data to be excluded from analysis\n7.2.\nEvaluation of windows\nTable 2\nCalculation settings for the CO2 characteristic curve\nCO2 Low Speed WLTC (P1) [g/km]\n154\nCO2 High Speed WLTC (P2) [g/km]\n96\nCO2 Extra-High Speed WLTC (P3) [g/km]\n120\nReference Point\nP 1\nv P 1 – = 19,0 km ∕ h\nM CO 2 ,d,P 1 = 154 g ∕ km\nP 2\nv P 2 – = 56,6 km ∕ h\nM CO 2 ,d,P 2 = 96 g ∕ km\nP 3\nv P 3 – = 92,3 km ∕ h\nM CO 2 ,d,P 3 = 120 g ∕ km\nThe definition of the CO2 characteristic curve is as follows:\nFor the section (P 1, P 2):\nM CO 2 ,d v – = a 1 v – + b 1 with\na 1 = 96 − 154 ∕ 56,6 − 19,0 = − 58 37,6 = 1,543 and: b1 = 154 – (– 1,543) × 19.0 = 154 + 29,317 = 183,317\nFor the section (P 2, P 3):\nM CO 2 ,d v – = a 2 v – + b 2 with\na 2 = 120 − 96 ∕ 92,3 − 56,6 = 24 35,7 = 0,672 and: b2 = 96 – 0,672 × 56,6 = 96 – 38,035 = 57,965\nExamples of calculation for the weighing factors and the window categorisation as urban, rural or motorway are:\nFor window #45:\nM CO 2 ,d,45 = 122,62 g ∕ km v 45 – = 38,12 km ∕ h For the characteristic curve:\nM CO 2 ,d,CC v 45 – = a 1 v 45 – + b 1 = 1,543 × 38,12 + 183,317 = 124,498 g ∕ km Verification of:\nM CO 2 ,d, CC v – j × 1 − tol 1 ∕ 100 ≤ M CO 2 ,d, j ≤ M CO 2 ,d, CC v – j × 1 + tol 1 ∕ 100 M CO 2 ,d, CC v 45 – × 1 − tol 1 ∕ 100 ≤ M CO 2 ,d,45 ≤ M CO 2 ,d, CC v 45 – × 1 + tol 1 ∕ 100 124,498 × (1 – 25/100) ≤ 122,62 ≤ 124,498 × (1 + 25/100)\n93,373 ≤ 122,62 ≤ 155,622\nLeads to: w 45= 1\nFor window #556:\nM CO 2 ,d,556 = 72,15 g ∕ km v 556 – = 50,12 km ∕ h For the characteristic curve:\nM CO 2 ,d, CC v 556 – = a 1 v 556 – + b 1 = − 1,543 × 50,12 + 183,317 = 105,982 g ∕ km Verification of:\nM CO 2 ,d, CC v – j × 1 − tol 2 ∕ 100 ≤ M CO 2 ,d, j ≤ M CO 2 ,d, CC v – j × 1 − tol 1 ∕ 100 M CO 2 ,d, CC v – 556 × 1 − tol 2 ∕ 100 ≤ M CO 2 ,d,556 ≤ M CO 2 ,d, CC v – 556 × 1 − tol 1 ∕ 100 105,982 × (1 – 50/100) ≤ 72,15 ≤ 105,982 × (1 + 25/100)\n52,991 ≤ 72,15 ≤ 79,487\nLeads to:\nh 556 = 100 × M CO 2 ,d,556 − M CO 2 ,d, CC v – 556 M CO 2 ,d, CC v – 556 = 100 × 72,15 − 105,982 105,982 = − 31,922 w 556 = k 21 h 556 + k 22 = 0,04 · (– 31,922) + 2 = 0,723\nwith k 21 = 1/(tol 2 – tol 1) = 1/(50 – 25) = 0,04\nand k 22 = k 21 = tol 2/(tol 2 – tol 1) = 50/(50 – 25) = 2\nTable 3\nEmissions numerical data\nWindow [#]\nt 1,j [s]\nt 2,j – Δt[s]\nt 2,j [s]\nM CO 2 t 2, j − Δ t − M CO 2 t 1, j < M CO 2 ,ref [g]\nM CO 2 t 2, j − M CO 2 t 1, j ≥ M CO 2 ,ref [g]\n1\n0\n523\n524\n609,06\n610,22\n2\n1\n523\n524\n609,06\n610,22\n…\n…\n…\n…\n…\n43\n42\n523\n524\n609,06\n610,22\n44\n43\n523\n524\n609,06\n610,22\n45\n44\n523\n524\n609,06\n610,22\n46\n45\n524\n525\n609,68\n610,86\n47\n46\n524\n525\n609,17\n610,34\n…\n…\n…\n…\n…\n100\n99\n563\n564\n609,69\n612,74\n…\n…\n…\n…\n…\n200\n199\n686\n687\n608,44\n610,01\n…\n…\n…\n…\n…\n474\n473\n1 024\n1 025\n609,84\n610,60\n475\n474\n1 029\n1 030\n609,80\n610,49\n…\n…\n…\n…\n556\n555\n1 173\n1 174\n609,96\n610,59\n557\n556\n1 174\n1 175\n609,09\n610,08\n558\n557\n1 176\n1 177\n609,09\n610,59\n559\n558\n1 180\n1 181\n609,79\n611,23\nTable 4\nWindow numerical data\nWindow [#]\nt1,j [s]\nt2,j [s]\ndj [km]\nv j – [km/h]\nMCO2,j[g]\nMCO,j[g]\nMNOx,j[g]\nMCO2,d,j[g/km]\nMCO,d,j[g/km]\nMNOx,d,j[g/km]\nMCO2,d,cc( v j – )[g/km]\nWindow (U/R/M)\nhj[%]\nwj[%]\n1\n0\n524\n4,98\n38,12\n610,22\n2,25\n3,51\n122,61\n0,45\n0,71\n124,51\nURBAN\n– 1,53\n1,00\n2\n1\n524\n4,98\n38,12\n610,22\n2,25\n3,51\n122,61\n0,45\n0,71\n124,51\nURBAN\n– 1,53\n1,00\n…\n…\n…\n…\n…\n…\n…\n…\n…\n…\n…\n…\n…\n…\n…\n43\n42\n524\n4,98\n38,12\n610,22\n2,25\n3,51\n122,61\n0,45\n0,71\n124,51\nURBAN\n– 1,53\n1,00\n44\n43\n524\n4,98\n38,12\n610,22\n2,25\n3,51\n122,61\n0,45\n0,71\n124,51\nURBAN\n– 1,53\n1,00\n45\n44\n524\n4,98\n38,12\n610,22\n2,25\n3,51\n122,62\n0,45\n0,71\n124,51\nURBAN\n– 1,51\n1,00\n46\n45\n525\n4,99\n38,25\n610,86\n2,25\n3,52\n122,36\n0,45\n0,71\n124,30\nURBAN\n– 1,57\n1,00\n…\n…\n…\n…\n…\n…\n…\n…\n…\n…\n…\n…\n…\n…\n…\n100\n99\n564\n5,25\n41,23\n612,74\n2,00\n3,68\n116,77\n0,38\n0,70\n119,70\nURBAN\n– 2,45\n1,00\n…\n…\n…\n…\n…\n…\n…\n…\n…\n…\n…\n…\n…\n…\n…\n200\n199\n687\n6,17\n46,32\n610,01\n2,07\n4,32\n98,93\n0,34\n0,70\n111,85\nRURAL\n– 11,55\n1,00\n…\n…\n…\n…\n…\n…\n…\n…\n…\n…\n…\n…\n…\n…\n…\n474\n473\n1 025\n7,82\n52,00\n610,60\n2,05\n4,82\n78,11\n0,26\n0,62\n103,10\nRURAL\n– 24,24\n1,00\n475\n474\n1 030\n7,87\n51,98\n610,49\n2,06\n4,82\n77,57\n0,26\n0,61\n103,13\nRURAL\n– 24,79\n1,00\n…\n…\n…\n…\n…\n…\n…\n…\n…\n…\n…\n…\n…\n…\n556\n555\n1 174\n8,46\n50,12\n610,59\n2,23\n4,98\n72,15\n0,26\n0,59\n105,99\nRURAL\n– 31,93\n0,72\n557\n556\n1 175\n8,46\n50,12\n610,08\n2,23\n4,98\n72,10\n0,26\n0,59\n106,00\nRURAL\n– 31,98\n0,72\n558\n557\n1 177\n8,46\n50,07\n610,59\n2,23\n4,98\n72,13\n0,26\n0,59\n106,08\nRURAL\n– 32,00\n0,72\n559\n558\n1 181\n8,48\n49,93\n611,23\n2,23\n5,00\n72,06\n0,26\n0,59\n106,28\nRURAL\n– 32,20\n0,71\n7.3.\nUrban, rural and motorway windows — Trip completeness\nIn 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 CO2 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 characterised as normal since at least 50 % of the urban, rural and motorway windows are within the primary tolerances defined for the characteristic curve.\nTable 5\nVerification of trip completeness and normality\nDriving Conditions\nNumbers\nPercentage of windows\nAll Windows\nUrban\n1 909\n1 909/7 036 × 100 = 27,1 > 15\nRural\n2 011\n2 011/7 036 × 100 = 28,6 > 15\nMotorway\n3 116\n3 116/7 036 × 100 = 44,3 > 15\nTotal\n1 909 + 2 011 + 3 116 = 7 036\nNormal Windows\nUrban\n1 514\n1 514/1 909 × 100 = 79,3 > 50\nRural\n1 395\n1 395/2 011 × 100 = 69,4 > 50\nMotorway\n2 708\n2 708/3 116 × 100 = 86,9 > 50\nTotal\n1 514 + 1 395 + 2 708 = 5 617\nAppendix 6\nVerification of trip dynamic conditions with method 2 (Power Binning)\n1.\nINTRODUCTION\nThis 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”.\n2.\nSYMBOLS, PARAMETERS AND UNITS\nai Actual acceleration in time step i, if not other defined in an equation:\na i = v i + 1 − v i 3,6 × t i + 1 − t i , m ∕ s 2\naref Reference acceleration for Pdrive, [0,45 m/s2]\nDWLTC intercept of the Veline from WLTC\nf0, f1, f2 Driving resistance coefficients\ni Time step for instantaneous measurements, minimum resolution 1Hz\nj Wheel power class, j = 1 to 9\nkWLTC Slope of the Veline from WLTC\nmgas, i Instantaneous mass of the exhaust component “gas” at time step i, [g/s]\nmgas, 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]\nm – gas,j Average emission value of an exhaust gas component in the wheel power class j, g/s\nMgas,d Distance-specific emissions for the exhaust gas component “gas” [g/km]\np phase of WLTC (low, medium, high and extra-high), p = 1 – 4\nPdrag Engine drag power in the Veline approach where fuel injection is zero, [kW]\nPrated Maximum rated engine power as declared by the manufacturer, [kW]\nPrequired,i Power to overcome road load and inertia of a vehicle at time step i, [kW]\nPr,,I Same as Prequired,i defined above used in longer equations\nPwot(nnorm) Full load power curve, [kW]\nPc,j Wheel power class limits for class number j, [kW] (Pc,j, lower bound represents the lower limit Pc,j, upper bound the upper limit)\nPc,norm, j Wheel power class limits for class j as normalised power value, [-]\nPr, I Power demand at the vehicle's wheel to overcome driving resistances in time step i [kW]\nPw,3s,k 3-second moving average power demand at the vehicle's wheel to overcome driving resistances in in time step k in 1 Hz resolution [kW]\nPdrive Power demand at the wheel hub for a vehicle at reference speed and acceleration [kW]\nPnorm Normalised power demand at the wheel hub [-]\nti Total time in step i, [s]\ntc,j Time share of the wheel power class j, [%]\nts Start time of the WLTC phase p, [s]\nte End time of the WLTC phase p, [s]\nTM Test mass of the vehicle, [kg]; to be specified per section: real test weight in PEMS test, NEDC inertia class weight or WLTP masses (TML, TMH or TMind)\nSPF Standardised Power Frequency distribution\nvi Actual vehicle speed in time step i, [km/h]\nv – j Average vehicle speed in the wheel power class j, km/h\nvref Reference velocity for Pdrive, [70 km/h]\nv3s,k 3-second moving average of the vehicle velocity in time step k, [km/h].\n3.\nEVALUATION OF THE MEASURED EMISSIONS USING A STANDARDISED WHEEL POWER FREQUENCY DISTRIBUTION\nThe power binning method uses the instantaneous emissions of the pollutants, mgas, i (g/s) calculated in accordance with Appendix 4.\nThe mgas, 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.\n3.1.\nSources for the actual wheel power\nThe actual wheel power Pr,i shall be the total power to overcome air resistance, rolling resistance, longitudinal inertia of the vehicle and rotational inertia of the wheels.\nWhen measured and recorded, the wheel power signal shall use a torque signal meeting the linearity requirements laid down in Appendix 2, point 3.2.\nAs an alternative, the actual wheel power may be determined from the instantaneous CO2 emissions following the procedure laid down in point 4 of this Appendix.\n3.2.\nClassification of the moving averages to urban, rural and motorway\nThe 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. The three-second moving averages calculated according to paragraph 3.3 shall therefore be allocated later to urban and extra-urban driving conditions according to the velocity signal (v3s,k) as outlined in Table 1-1.\nTable 1-1\nSpeed ranges for the allocation of test data to urban, rural and motorway conditions in the power binning method\nFor the evaluation the three-second moving averages need only to be classified later into events under urban velocity conditions for the “urban” part of the trip. For the “total” trip all three-second moving averages shall be used independently from the velocity.\nUrban\nRural\nMotorway\nv3s,k [km/h]\n0 to ≤ 60\n> 60 to ≤ 90\n> 90\nWhere\nv3s,k 3-second moving average of the vehicle velocity in time step k, [km/h]\nk time step for moving average values.\n3.3.\nCalculation of the moving averages of the instantaneous test data\nThree-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:\nm gas, 3 s,k = ∑ k + 3 i = k m gas,i 3 P w, 3 s,k = ∑ k + 3 i = k P w,i 3 v 3 s,k = ∑ k + 3 i = k v i 3 Where\nk time step for moving average values\ni time step from instantaneous test data.\n3.4.\nSet up of the wheel power classes for emission classification\n3.4.1.\nThe power classes and the corresponding time shares of the power classes in normal driving are defined for normalised power values to be representative for any LDV (Table 1-2).\nTable 1-2\nNormalised 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\nPower class No\nPc,norm,j [-]\nUrban\nTotal trip\nFrom >\nto ≤\nTime share, tC,j\n1\n– 0,1\n21,9700 %\n18,5611 %\n2\n– 0,1\n0,1\n28,7900 %\n21,8580 %\n3\n0,1\n1\n44,0000 %\n43,45 %\n4\n1\n1,9\n4,7400 %\n13,2690 %\n5\n1,9\n2,8\n0,4500 %\n2,3767 %\n6\n2,8\n3,7\n0,0450 %\n0,4232 %\n7\n3,7\n4,6\n0,0040 %\n0,0511 %\n8\n4,6\n5,5\n0,0004 %\n0,0024 %\n9\n5,5\n0,0003 %\n0,0003 %\nThe Pc,norm columns in Table 1-2 shall be de-normalised by multiplication with Pdrive, where Pdrive is the actual wheel power of the tested car in the type approval settings at the chassis dynamometer at vref and aref.\nPc,j [kW] = Pc,norm, j × Pdrive\nP drive = v ref 3,6 × f 0 + f 1 × v ref + f 2 × v 2 ref + TM NEDC × a ref × 0,001 Where:\nj is the power class index according to Table 1-2\nThe driving resistance coefficients f0, f1, f2 should be calculated with a least squares regression analysis from the following definition:\nPCorrected/v = f0 + f1 × v + f2 × v2\nwith (PCorrected/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.\nTMNEDC is the inertia class of the vehicle in the type approval test, [kg].\n3.4.2.\nCorrection of the wheel power classes\nThe maximum wheel power class to be considered is the highest class in Table 1-2 which includes (Prated × 0,9). The time shares of all excluded classes shall be added to the highest remaining class.\nFrom each Pc,norm,j the corresponding Pc,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.\nFigure 1\nSchematic picture for converting the normalised standardised power frequency into a vehicle specific power frequency\nAn example for this de-normalisation is given below.\nExample for input data:\nParameter\nValue\nf0 [N]\n79,19\nf1 [N/(km/h)]\n0,73\nf2 [N/(km/h)2]\n0,03\nTM [kg]\n1 470\nPrated [kW]\n120 (Example 1)\nPrated [kW]\n75 (Example 2)\nCorresponding results:\nPdrive = 70 [km/h]/3,6 × (79,19 + 0,73 [N/(km/h)] × 70[km/h] + 0,03 [N/(km/h)2] × (70 [km/h])2 + 1 470 [kg] × 0,45[m/s2]) × 0,001\nPdrive = 18.25 kW\nTable 2\nDe-normalised standard power frequency values from Table 1-2 (for Example 1)\nThe highest class wheel power class to be considered is the one containing 0,9 × Prated. Here 0,9 × 120 = 108.\nPower class No\nPc,j [kW]\nUrban\nTotal trip\nFrom >\nto ≤\nTime share, tC,j [%]\n1\nAll < – 1,825\n– 1,825\n21,97 %\n18,5611 %\n2\n– 1,825\n1,825\n28,79 %\n21,8580 %\n3\n1,825\n18,25\n44,00 %\n43,4583 %\n4\n18,25\n34,675\n4,74 %\n13,2690 %\n5\n34,675\n51,1\n0,45 %\n2,3767 %\n6\n51,1\n67,525\n0,045 %\n0,4232 %\n7\n67,525\n83,95\n0,004 %\n0,0511 %\n8\n83,95\n100,375\n0,0004 %\n0,0024 %\n9\n100,375\nAll > 100,375\n0,00025 %\n0,0003 %\nTable 3\nDe-normalised standard power frequency values from Table 1-2 ( for Example 2)\nThe highest class wheel power class to be considered is the one containing 0,9 × Prated. Here 0,9 × 75 = 67,5.\nPower class No\nPc,j [kW]\nUrban\nTotal trip\nFrom >\nto ≤\nTime share, tC,j [%]\n1\nAll < – 1,825\n– 1,825\n21,97 %\n18,5611 %\n2\n– 1,825\n1,825\n28,79 %\n21,8580 %\n3\n1,825\n18,25\n44,00 %\n43,4583 %\n4\n18,25\n34,675\n4,74 %\n13,2690 %\n5\n34,675\n51,1\n0,45 %\n2,3767 %\n6\n51,1\nAll > 51,1\n0,04965 %\n0,4770 %\n7\n67,525\n83,95\n—\n—\n8\n83,95\n100,375\n—\n—\n9\n100,375\nAll > 100,375\n—\n—\n3.5.\nClassification of the moving average values\nEach moving average value calculated according to point 3.2 shall be sorted into the de-normalised wheel power class into which the actual 3-second moving average wheel power Pw,3s,k fits. The de-normalised wheel power class limits have to be calculated according to point 3.3.\nThe classification shall be done for all three-second moving averages of the entire valid trip data as well as for the 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.\nThen 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.\nClassification of the 3-second moving average values into power class j (j = 1 to 9):\nif P C,j lower bound < P w,3s,k ≤ P C,j upper bound\nthen: class index for emissions and velocity = j.\nThe number of 3-second moving average values shall be counted for each power class:\nif P C,j lower bound < P w, 3 s,k ≤ P C,j upper bound\nthen: countsj = n + 1 (countsj is counting the number of 3-second moving average emission value in a power class to check later the minimum coverage demands).\n3.6.\nCheck of power class coverage and of normality of power distribution\nFor a valid test the time shares of the single wheel power classes shall be in the ranges listed in Table 4.\nTable 4\nMinimum and maximum shares per power class for a valid test\nRepresenting the total of motoring and low power conditions\nPc,norm,j [-]\nTotal trip\nUrban trip parts\nPower class No\nFrom >\nto ≤\nlower bound\nupper bound\nlower bound\nupper bound\nSum 1 + 2\n0,1\n15 %\n60 %\n5 %\n60 %\n3\n0,1\n1\n35 %\n50 %\n28 %\n50 %\n4\n1\n1,9\n7 %\n25 %\n0,7 %\n25 %\n5\n1,9\n2,8\n1,0 %\n10 %\n> 5 counts\n5 %\n6\n2,8\n3,7\n> 5 counts\n2,5 %\n0 %\n2 %\n7\n3,7\n4,6\n0 %\n1,0 %\n0 %\n1 %\n8\n4,6\n5,5\n0 %\n0,5 %\n0 %\n0,5 %\n9\n5,5\n0 %\n0,25 %\n0 %\n0,25 %\nIn 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.\nA minimum coverage of five 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 No 5 are less than five, the average class emission value shall be set to zero.\n3.7.\nAveraging of the measured values per wheel power class\nThe moving averages sorted in each wheel power class shall be averaged as follows:\nm – gas,j = ∑ all k in class j m gas,3s,k counts j v – j = ∑ all k in class j v 3 s,k counts j Where\nj wheel power class 1 to 9 according to Table 1\nm – gas,j average emission value of an exhaust gas component in a wheel power class (separate value for total trip data and for the urban parts of the trip), [g/s]\nv – j average velocity in a wheel power class (separate value for total trip data and for the urban parts of the trip), [km/h]\nk time step for moving average values.\n3.8.\nWeighting of the average values per wheel power class\nThe average values of each wheel power class shall be multiplied with the time share, tC,j per class according to Table 1-2 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.\nThe equations are described below and shall be applied once for the urban data set and once for the total data set.\nm – gas = ∑ 9 j = 1 m – gas,j × t c,j v – = ∑ j = 1 9 v – j × t c,j 3.9.\nCalculation of the weighted distance-specific emission value\nThe 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:\nM w,gas,d = 1000 × m – gas × 3600 v – Using this formula, weighted averages shall be calculated for the following pollutants:\nMw,NOx,d weighted NOx test result in [mg/km]\nMw,CO,d weighted CO test result in [mg/km]\n4.\nASSESSMENT OF THE WHEEL POWER FROM THE INSTANTANEOUS CO2 MASS FLOW\nThe power at the wheels (Pw,i) can be computed from the measured CO2 mass flow in 1 Hz basis. For this calculation the vehicle-specific CO2 lines (“Veline”) shall be used.\nThe 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 harmonised light vehicles test procedure (ECE/TRANS/180/Add.15).\nThe average wheel power per WLTC phase shall be calculated. in 1 Hz from the driven velocity and from the chassis dynamometer settings. All wheel power values below the drag power shall be set to the drag power value.\nP w,i = v i 3,6 × f 0 + f 1 × v i + f 2 × v 2 i + TM × a i × 0,001\nWith\nf0, f1, f2 road load coefficients used in in the WLTP test performed with the vehicle\nTM test mass of the vehicle in the WLTP test performed with the vehicle in [kg]\nP drag = – 0,04 × P rated\nif Pw,i < Pdrag then Pw,i = Pdrag\nThe average power per WLTC phase is calculated from the 1 Hz wheel power according to:\nP w,p – = ∑ te j = ts P w,i te − ts\nWith\np phase of WLTC (low, medium, high and extra-high)\nts Start time of the WLTC phase p, [s]\nte end time of the WLTC phase p, [s].\nThen a linear regression shall be made with the CO2 mass flow from the bag values of the WLTC on the y-axis and from the average wheel power Pw,p per phase on the x-axis as illustrated in Figure 2.\nThe resulting Veline equation defines the CO2 mass flow as function of the wheel power:\nCO 2 i = k WLTC X P w,i + D WLTC\nCO2 in [g/h]\nWhere\nkWLTC slope of the Veline from WLTC, [g/kWh]\nDWLTC intercept of the Veline from WLTC, [g/h].\nFigure 2\nSchematic picture of setting up the vehicle-specific Veline from the CO2 test results in the four phases of the WLTC\nThe actual wheel power shall be calculated from the measured CO2 mass flow according to:\nP w,i = CO 2 i − D WLTC k WLTC\nWith\nCO2 in [g/h]\nPW,j in [kW]\nThe above equation can be used to provide PWi for the classification of the measured emissions as described in point 3 with following additional conditions in the calculation\nif vi < 0,5 and if ai < 0 then P w,i = 0\nv in [m/s]\nif CO2i < 0,5 X DWLTC then P w,i = Pdrag\nv in [m/s].\nAppendix 7\nSelection of vehicles for PEMS testing at initial type approval\n1.\nINTRODUCTION\nDue 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.\n2.\nSYMBOLS, PARAMETERS AND UNITS\nN Number of vehicle emission types\nNT Minimum number of vehicle emission types\nPMRH highest power-to-mass-ratio of all vehicles in the PEMS test family\nPMRL lowest power-to-mass-ratio of all vehicles in the PEMS test family\nV_eng_max maximum engine volume of all vehicles within the PEMS test family.\n3.\nPEMS TEST FAMILY BUILDING\nA 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.\n3.1.\nAdministrative criteria\n3.1.1.\nThe approval authority issuing the emission type approval according to Regulation (EC) 715/2007.\n3.1.2.\nA single vehicle manufacturer.\n3.2.\nTechnical criteria\n3.2.1.\nPropulsion type (e.g. ICE, HEV, PHEV).\n3.2.2.\nType(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.\n3.2.3.\nCombustion process (e.g. two stroke, four stroke)\n3.2.4.\nNumber of cylinders\n3.2.5.\nConfiguration of the cylinder block (e.g. in-line, V, radial, horizontally opposed)\n3.2.6.\nEngine volume\nThe 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.\n3.2.7.\nMethod of engine fuelling (e.g. indirect or direct or combined injection)\n3.2.8.\nType of cooling system (e.g. air, water, oil)\n3.2.9.\nMethod of aspiration such as naturally aspirated, pressure charged, type of pressure charger (e.g. externally driven, single or multiple turbo, variable geometries, …)\n3.2.10.\nTypes and sequence of exhaust after-treatment components (e.g. three-way catalyst, oxidation catalyst, lean NOx trap, SCR, lean NOx catalyst, particulate trap).\n3.2.11.\nExhaust gas recirculation (with or without, internal/external, cooled/non-cooled, low/high pressure).\n3.3.\nExtension of a PEMS test family\nAn 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.\n3.4.\nAlternative PEMS test family\nAs 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.\n4.\nVALIDATION OF A PEMS TEST FAMILY\n4.1.\nGeneral requirements for validating a PEMS test family\n4.1.1.\nThe vehicle manufacturer presents a representative vehicle of the PEMS test family to the type-approval 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.\n4.1.2.\nThe authority responsible for issuing the emission type-approval in accordance with Regulation (EC) No 715/2007 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.\n4.1.3.\nWith agreement of the type-approval 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 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.\n4.1.4.\nA 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:\nthe 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,\neach PEMS test family to be validated includes a vehicle emission type, which comprises the specific vehicle;\nFor 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.\n4.2.\nSelection of vehicles for PEMS testing when validating a PEMS test family\nBy 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:\n4.2.1.\nFor 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.\n4.2.2.\nThe manufacturer shall specify a value PMRH (= highest power-to-mass-ratio of all vehicles in the PEMS test family) and a value PMRL (= 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 PMRH and one vehicle configuration representative for the specified PMRL 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 PMRH, or PMRL, the vehicle should be considered as representative for this value.\n4.2.3.\nAt 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.\n4.2.4.\nAt least one four-wheel drive vehicle (4 × 4 vehicle) shall be selected for testing if such vehicles are part of the PEMS test family.\n4.2.5.\nFor each engine volume occurring on a vehicle in the PEMS family at least one representative vehicle shall be tested.\n4.2.6.\nAt least one vehicle for each number of installed exhaust after-treatment components shall be selected for testing.\n4.2.7.\nNotwithstanding 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:\nNT shall be rounded to the next higher integer number.\nNumber N of vehicle emission types in a PEMS test family\nMinimum number NT of vehicle emission types selected for PEMS testing\n1\n1\nfrom 2 to 4\n2\nfrom 5 to 7\n3\nfrom 8 to 10\n4\nfrom 11 to 49\nNT = 3 + 0,1 × N\nmore than 49\nNT = 0,15 × N\n5.\nREPORTING\n5.1.\nThe 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 responsible type approval authority.\n5.2.\nThe manufacturer attributes a unique identification number of the format MS-OEM-X-Y to the PEMS test family and communicates it to the type approval authority. Here MS is the distinguishing number of the Member State issuing the EC type-approval, 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).\n5.3.\nThe type approval 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.\n5.4.\nThe type approval 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.\nAppendix 8\nData exchange and reporting requirements\n1.\nINTRODUCTION\nThis Appendix describes the requirements for the data exchange between the measurement systems and the data evaluation software and for the reporting and exchange of intermediate and final results after the completion of the data evaluation.\nThe 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 a complete traceability of final results.\n2.\nSYMBOLS, PARAMETERS AND UNITS\na 1 coefficient of the CO2 characteristic curve\nb 1 coefficient of the CO2 characteristic curve\na 2 coefficient of the CO2 characteristic curve\nb 2 coefficient of the CO2 characteristic curve\nk 11 coefficient of the weighing function\nk 12 coefficient of the weighing function\nk 21 coefficient of the weighing function\nk 22 coefficient of the weighing function\ntol 1 primary tolerance\ntol 2 secondary tolerance.\n3.\nDATA EXCHANGE AND REPORTING FORMAT\n3.1.\nGeneral\nEmission 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.\n3.2.\nData exchange\nData 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.\n3.3.\nIntermediate and final results\nManufacturers shall record summary parameters of intermediate results as structured 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.\nThe 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.\n4.\nTECHNICAL REPORTING TABLES\n4.1.\nData exchange\nTable 1\nHeader of the data exchange file\nMass of the vehicle as tested on the road, including the mass of the driver and all PEMS components.\nPercentage shall indicate the deviation from the gross vehicle weight.\nPlaceholders 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.\nMandatory if the exhaust mass flow rate is determined by an EFM.\nIf required, additional information may be added here.\nPEMS validation is optional; distance-specific emissions as measured with the PEMS; Percentage shall indicate the deviation from the laboratory reference.\nAdditional parameters may be added until line 195 to characterise and label the test.\nLine\nParameter\nDescription/unit\n1\nTEST ID\n[code]\n2\nTest date\n[day.month.year]\n3\nOrganisation supervising the test\n[name of the organisation]\n4\nTest location\n[city, country]\n5\nPerson supervising the test\n[name of the principal supervisor]\n6\nVehicle driver\n[name of the driver]\n7\nVehicle type\n[vehicle name]\n8\nVehicle manufacturer\n[name]\n9\nVehicle model year\n[year]\n10\nVehicle ID\n[VIN code]\n11\nOdometer value at test start\n[km]\n12\nOdometer value at test end\n[km]\n13\nVehicle category\n[category]\n14\nType approval emissions limit\n[Euro X]\n15\nEngine type\n[e.g. spark ignition, compression ignition]\n16\nEngine rated power\n[kW]\n17\nPeak torque\n[Nm]\n18\nEngine displacement\n[ccm]\n19\nTransmission\n[e.g. manual, automatic]\n20\nNumber of forward gears\n[#]\n21\nFuel\n[e.g. gasoline, diesel]\n22\nLubricant\n[product label]\n23\nTyre size\n[width/height/rim diameter]\n24\nFront and rear axle tire pressure\n[bar; bar]\n25\nRoad load parameters\n[F0, F1, F2]\n26\nType-approval test cycle\n[NEDC, WLTC]\n27\nType-approval CO2 emissions\n[g/km]\n28\nCO2 emissions in WLTC mode Low\n[g/km]\n29\nCO2 emissions in WLTC mode Mid\n[g/km]\n30\nCO2 emissions in WLTC mode High\n[g/km]\n31\nCO2 emissions in WLTC mode Extra High\n[g/km]\n32\nVehicle test mass\n[kg; %]\n33\nPEMS manufacturer\n[name]\n34\nPEMS type\n[PEMS name]\n35\nPEMS serial number\n[number]\n36\nPEMS power supply\n[e.g. % battery type]\n37\nGas analyser manufacturer\n[name]\n38\nGas analyser type\n[type]\n39\nGas analyser serial number\n[number]\n40-50\n…\n…\n51\nEFM manufacturer\n[name]\n52\nEFM sensor type\n[functional principle]\n53\nEFM serial number\n[number]\n54\nSource of exhaust mass flow rate\n[EFM/ECU/sensor]\n55\nAir pressure sensor\n[type, manufacturer]\n56\nTest date\n[day.month.year]\n57\nStart time of pre-test procedure\n[h:min]\n58\nStart time of trip\n[h:min]\n59\nStart time of post-test procedure\n[h:min]\n60\nEnd time of pre-test procedure\n[h:min]\n61\nEnd time of trip\n[h:min]\n62\nEnd time of post-test procedure\n[h:min]\n63-70\n…\n…\n71\nTime correction: Shift THC\n[s]\n72\nTime correction: Shift CH4\n[s]\n73\nTime correction: Shift NMHC\n[s]\n74\nTime correction: Shift O2\n[s]\n75\nTime correction: Shift PN\n[s]\n76\nTime correction: Shift CO\n[s]\n77\nTime correction: Shift CO2\n[s]\n78\nTime correction: Shift NO\n[s]\n79\nTime correction: Shift NO2\n[s]\n80\nTime correction: Shift exhaust mass flow rate\n[s]\n81\nSpan reference value THC\n[ppm]\n82\nSpan reference value CH4\n[ppm]\n83\nSpan reference value NMHC\n[ppm]\n84\nSpan reference value O2\n[%]\n85\nSpan reference value PN\n[#]\n86\nSpan reference value CO\n[ppm]\n87\nSpan reference value CO2\n[%]\n88\nSpan reference value NO\n[ppm]\n89\nSpan Reference Value NO2\n[ppm]\n90-95\n…\n…\n96\nPre-test zero response THC\n[ppm]\n97\nPre-test zero response CH4\n[ppm]\n98\nPre-test zero response NMHC\n[ppm]\n99\nPre-test zero response O2\n[%]\n100\nPre-test zero response PN\n[#]\n101\nPre-test zero response CO\n[ppm]\n102\nPre-test zero response CO2\n[%]\n103\nPre-test zero response NO\n[ppm]\n104\nPre-test zero response NO2\n[ppm]\n105\nPre-test span response THC\n[ppm]\n106\nPre-test span response CH4\n[ppm]\n107\nPre-test span response NMHC\n[ppm]\n108\nPre-test span response O2\n[%]\n109\nPre-test span response PN\n[#]\n110\nPre-test span response CO\n[ppm]\n111\nPre-test span response CO2\n[%]\n112\nPre-test span response NO\n[ppm]\n113\nPre-test span response NO2\n[ppm]\n114\nPost-test zero response THC\n[ppm]\n115\nPost-test zero response CH4\n[ppm]\n116\nPost-test zero response NMHC\n[ppm]\n117\nPost-test zero response O2\n[%]\n118\nPost-test zero response PN\n[#]\n119\nPost-test zero response CO\n[ppm]\n120\nPost-test zero response CO2\n[%]\n121\nPost-test zero response NO\n[ppm]\n122\nPost-test zero response NO2\n[ppm]\n123\nPost-test span response THC\n[ppm]\n124\nPost-test span response CH4\n[ppm]\n125\nPost-test span response NMHC\n[ppm]\n126\nPost-test span response O2\n[%]\n127\nPost-test span response PN\n[#]\n128\nPost-test span response CO\n[ppm]\n129\nPost-test span response CO2\n[%]\n130\nPost-test span response NO\n[ppm]\n131\nPost-test span response NO2\n[ppm]\n132\nPEMS validation — results THC\n[mg/km;%]\n133\nPEMS validation — results CH4\n[mg/km;%]\n134\nPEMS validation — results NMHC\n[mg/km;%]\n135\nPEMS validation — results PN\n[#/km;%]\n136\nPEMS validation — results CO\n[mg/km;%]\n137\nPEMS validation — results CO2\n[g/km;%]\n138\nPEMS validation — results NOX\n[mg/km;%]\n…\n…\n…\nTable 2\nBody of the data exchange file; the rows and columns of this table shall be transposed in the body of the data exchange file\nThis column can be omitted if the parameter source is part of the label in column 198.\nActual values to be included from line 201 onward until the end of data\nTo be determined by at least one method\nAdditional parameters may be added to characterise vehicle and test conditions.\nLine\n198\n199\n200\n201\nTime\ntrip\n[s]\nVehicle speed\nSensor\n[km/h]\nVehicle speed\nGPS\n[km/h]\nVehicle speed\nECU\n[km/h]\nLatitude\nGPS\n[deg:min:s]\nLongitude\nGPS\n[deg:min:s]\nAltitude\nGPS\n[m]\nAltitude\nSensor\n[m]\nAmbient pressure\nSensor\n[kPa]\nAmbient temperature\nSensor\n[K]\nAmbient humidity\nSensor\n[g/kg; %]\nTHC concentration\nAnalyser\n[ppm]\nCH4 concentration\nAnalyser\n[ppm]\nNMHC concentration\nAnalyser\n[ppm]\nCO concentration\nAnalyser\n[ppm]\nCO2 concentration\nAnalyser\n[ppm]\nNOX concentration\nAnalyser\n[ppm]\nNO concentration\nAnalyser\n[ppm]\nNO2 concentration\nAnalyser\n[ppm]\nO2 concentration\nAnalyser\n[ppm]\nPN concentration\nAnalyser\n[#/m3]\nExhaust mass flow rate\nEFM\n[kg/s]\nExhaust temperature in the EFM\nEFM\n[K]\nExhaust mass flow rate\nSensor\n[kg/s]\nExhaust mass flow rate\nECU\n[kg/s]\nTHC mass\nAnalyser\n[g/s]\nCH4 mass\nAnalyser\n[g/s]\nNMHC mass\nAnalyser\n[g/s]\nCO mass\nAnalyser\n[g/s]\nCO2 mass\nAnalyser\n[g/s]\nNOX mass\nAnalyser\n[g/s]\nNO mass\nAnalyser\n[g/s]\nNO2 mass\nAnalyser\n[g/s]\nO2 mass\nAnalyser\n[g/s]\nPN\nAnalyser\n[#/s]\nGas measurement active\nPEMS\n[active (1); inactive (0); error (>1)]\nEngine speed\nECU\n[rpm]\nEngine torque\nECU\n[Nm]\nTorque at driven axle\nSensor\n[Nm]\nWheel rotational speed\nSensor\n[rad/s]\nFuel rate\nECU\n[g/s]\nEngine fuel flow\nECU\n[g/s]\nEngine intake air flow\nECU\n[g/s]\nCoolant temperature\nECU\n[K]\nOil temperature\nECU\n[K]\nRegeneration status\nECU\n—\nPedal position\nECU\n[%]\nVehicle status\nECU\n[error (1); normal (0)]\nPer cent torque\nECU\n[%]\nPer cent friction torque\nECU\n[%]\nState of charge\nECU\n[%]\n…\n…\n…\n4.2.\nIntermediate and final results\n4.2.1.\nIntermediate results\nTable 3\nReporting file #1 — Summary parameters of intermediate results\nAdditional parameters may be added to characterise additional elements.\nLine\nParameter\nDescription/unit\n1\nTotal trip distance\n[km]\n2\nTotal trip duration\n[h:min:s]\n3\nTotal stop time\n[min:s]\n4\nTrip average speed\n[km/h]\n5\nTrip maximum speed\n[km/h]\n6\nAverage THC concentration\n[ppm]\n7\nAverage CH4 concentration\n[ppm]\n8\nAverage NMHC concentration\n[ppm]\n9\nAverage CO concentration\n[ppm]\n10\nAverage CO2 concentration\n[ppm]\n11\nAverage NOX concentration\n[ppm]\n12\nAverage PN concentration\n[#/m3]\n13\nAverage exhaust mass flow rate\n[kg/s]\n14\nAverage exhaust temperature\n[K]\n15\nMaximum exhaust temperature\n[K]\n16\nCumulated THC mass\n[g]\n17\nCumulated CH4 mass\n[g]\n18\nCumulated NMHC mass\n[g]\n19\nCumulated CO mass\n[g]\n20\nCumulated CO2 mass\n[g]\n21\nCumulated NOX mass\n[g]\n22\nCumulated PN\n[#]\n23\nTotal trip THC emissions\n[mg/km]\n24\nTotal trip CH4 emissions\n[mg/km]\n25\nTotal trip NMHC emissions\n[mg/km]\n26\nTotal trip CO emissions\n[mg/km]\n27\nTotal trip CO2 emissions\n[g/km]\n28\nTotal trip NOX emissions\n[mg/km]\n29\nTotal trip PN emissions\n[#/km]\n30\nDistance urban part\n[km]\n31\nDuration urban part\n[h:min:s]\n32\nStop time urban part\n[min:s]\n33\nAverage speed urban part\n[km/h]\n34\nMaximum speed urban part\n[km/h]\n35\nAverage urban THC concentration\n[ppm]\n36\nAverage urban CH4 concentration\n[ppm]\n37\nAverage urban NMHC concentration\n[ppm]\n38\nAverage urban CO concentration\n[ppm]\n39\nAverage urban CO2 concentration\n[ppm]\n40\nAverage urban NOX concentration\n[ppm]\n41\nAverage urban PN concentration\n[#/m3]\n42\nAverage urban exhaust mass flow rate\n[kg/s]\n43\nAverage urban exhaust temperature\n[K]\n44\nMaximum urban exhaust temperature\n[K]\n45\nCumulated urban THC mass\n[g]\n46\nCumulated urban CH4 mass\n[g]\n47\nCumulated urban NMHC mass\n[g]\n48\nCumulated urban CO mass\n[g]\n49\nCumulated urban CO2 mass\n[g]\n50\nCumulated urban NOX mass\n[g]\n51\nCumulated urban PN\n[#]\n52\nUrban THC emissions\n[mg/km]\n53\nUrban CH4 emissions\n[mg/km]\n54\nUrban NMHC emissions\n[mg/km]\n55\nUrban CO emissions\n[mg/km]\n56\nUrban CO2 emissions\n[g/km]\n57\nUrban NOX emissions\n[mg/km]\n58\nUrban PN emissions\n[#/km]\n59\nDistance rural part\n[km]\n60\nDuration rural part\n[h:min:s]\n61\nStop time rural part\n[min:s]\n62\nAverage speed rural part\n[km/h]\n63\nMaximum speed rural part\n[km/h]\n64\nAverage rural THC concentration\n[ppm]\n65\nAverage rural CH4 concentration\n[ppm]\n66\nAverage rural NMHC concentration\n[ppm]\n67\nAverage rural CO concentration\n[ppm]\n68\nAverage rural CO2 concentration\n[ppm]\n69\nAverage rural NOX concentration\n[ppm]\n70\nAverage rural PN concentration\n[#/m3]\n71\nAverage rural exhaust mass flow rate\n[kg/s]\n72\nAverage rural exhaust temperature\n[K]\n73\nMaximum rural exhaust temperature\n[K]\n74\nCumulated rural THC mass\n[g]\n75\nCumulated rural CH4 mass\n[g]\n76\nCumulated rural NMHC mass\n[g]\n77\nCumulated rural CO mass\n[g]\n78\nCumulated rural CO2 mass\n[g]\n79\nCumulated rural NOX mass\n[g]\n80\nCumulated rural PN\n[#]\n81\nRural THC emissions\n[mg/km]\n82\nRural CH4 emissions\n[mg/km]\n83\nRural NMHC emissions\n[mg/km]\n84\nRural CO emissions\n[mg/km]\n85\nRural CO2 emissions\n[g/km]\n86\nRural NOX emissions\n[mg/km]\n87\nRural PN emissions\n[#/km]\n88\nDistance motorway part\n[km]\n89\nDuration motorway part\n[h:min:s]\n90\nStop time motorway part\n[min:s]\n91\nAverage speed motorway part\n[km/h]\n92\nMaximum speed motorway part\n[km/h]\n93\nAverage motorway THC concentration\n[ppm]\n94\nAverage motorway CH4 concentration\n[ppm]\n95\nAverage motorway NMHC concentration\n[ppm]\n96\nAverage motorway CO concentration\n[ppm]\n97\nAverage motorway CO2 concentration\n[ppm]\n98\nAverage motorway NOX concentration\n[ppm]\n99\nAverage motorway PN concentration\n[#/m3]\n100\nAverage motorway exhaust mass flow rate\n[kg/s]\n101\nAverage motorway exhaust temperature\n[K]\n102\nMaximum motorway exhaust temperature\n[K]\n103\nCumulated motorway THC mass\n[g]\n104\nCumulated motorway CH4 mass\n[g]\n105\nCumulated motorway NMHC mass\n[g]\n106\nCumulated motorway CO mass\n[g]\n107\nCumulated motorway CO2 mass\n[g]\n108\nCumulated motorway NOX mass\n[g]\n109\nCumulated motorway PN\n[#]\n110\nMotorway THC emissions\n[mg/km]\n111\nMotorway CH4 emissions\n[mg/km]\n112\nMotorway NMHC emissions\n[mg/km]\n113\nMotorway CO emissions\n[mg/km]\n114\nMotorway CO2 emissions\n[g/km]\n115\nMotorway NOX emissions\n[mg/km]\n116\nMotorway PN emissions\n[#/km]\n…\n…\n…\n4.2.2.\nResults of the data evaluation\nTable 4\nHeader of reporting file #2 — Calculation settings of the data evaluation method according to Appendix 5\nAdditional parameters may be added until line 95 to characterise calculation settings.\nLine\nParameter\nUnit\n1\nReference CO2 mass\n[g]\n2\nCoefficient a 1 of the CO2 characteristic curve\n3\nCoefficient b 1 of the CO2 characteristic curve\n4\nCoefficient a 2 of the CO2 characteristic curve\n5\nCoefficient b 2 of the CO2 characteristic curve\n6\nCoefficient k 11 of the weighing function\n7\nCoefficient k 12 of the weighing function\n8\nCoefficient k 22 = k 21 of the weighing function\n9\nPrimary tolerance tol 1\n[%]\n10\nSecondary tolerance tol 2\n[%]\n11\nCalculation software and version\n(e.g. EMROAD 5.8)\n…\n…\n…\nTable 5a\nHeader of reporting file #2 — Results of the data evaluation method according to Appendix 5\nAdditional parameters may be added until line 195.\nLine\nParameter\nUnit\n101\nNumber of windows\n102\nNumber of urban windows\n103\nNumber of rural windows\n104\nNumber of motorway windows\n105\nShare of urban windows\n[%]\n106\nShare of rural windows\n[%]\n107\nShare of motorway windows\n[%]\n108\nShare of urban windows greater than 15 %\n(1=Yes, 0=No)\n109\nShare of rural windows greater than 15 %\n(1=Yes, 0=No)\n110\nShare of motorway windows greater than 15 %\n(1=Yes, 0=No)\n111\nNumber of windows within ± tol 1\n112\nNumber of urban windows within ± tol 1\n113\nNumber of rural windows within ± tol 1\n114\nNumber of motorway windows within ± tol 1\n115\nNumber of windows within ± tol 2\n116\nNumber of urban windows within ± tol 2\n117\nNumber of rural windows within ± tol 2\n118\nNumber of motorway windows within ± tol 2\n119\nShare of urban windows within ± tol 1\n[%]\n120\nShare of rural windows within ± tol 1\n[%]\n121\nShare of motorway windows within ± tol 1\n[%]\n122\nShare of urban windows within ± tol 1 greater than 50 %\n(1=Yes, 0=No)\n123\nShare of rural windows within tol 1 ± greater than 50 %\n(1=Yes, 0=No)\n124\nShare of motorway windows within ± tol 1 greater than 50 %\n(1=Yes, 0=No)\n125\nAverage severity index of all windows\n[%]\n126\nAverage severity index of urban windows\n[%]\n127\nAverage severity index of rural windows\n[%]\n128\nAverage severity index of motorway windows\n[%]\n129\nWeighted THC emissions of urban windows\n[mg/km]\n130\nWeighted THC emissions of rural windows\n[mg/km]\n131\nWeighted THC emissions of motorway windows\n[mg/km]\n132\nWeighted CH4 emissions of urban windows\n[mg/km]\n133\nWeighted CH4 emissions of rural windows\n[mg/km]\n134\nWeighted CH4 emissions of motorway windows\n[mg/km]\n135\nWeighted NMHC emissions of urban windows\n[mg/km]\n136\nWeighted NMHC emissions of rural windows\n[mg/km]\n137\nWeighted NMHC emissions of motorway windows\n[mg/km]\n138\nWeighted CO emissions of urban windows\n[mg/km]\n139\nWeighted CO emissions of rural windows\n[mg/km]\n140\nWeighted CO emissions of motorway windows\n[mg/km]\n141\nWeighted NOx emissions of urban windows\n[mg/km]\n142\nWeighted NOx emissions of rural windows\n[mg/km]\n143\nWeighted NOx emissions of motorway windows\n[mg/km]\n144\nWeighted NO emissions of urban windows\n[mg/km]\n145\nWeighted NO emissions of rural windows\n[mg/km]\n146\nWeighted NO emissions of motorway windows\n[mg/km]\n147\nWeighted NO2 emissions of urban windows\n[mg/km]\n148\nWeighted NO2 emissions of rural windows\n[mg/km]\n149\nWeighted NO2 emissions of motorway windows\n[mg/km]\n150\nWeighted PN emissions of urban windows\n[#/km]\n151\nWeighted PN emissions of rural windows\n[#/km]\n152\nWeighted PN emissions of motorway windows\n[#/km]\n…\n…\n…\nTable 5b\nHeader of reporting file #2 — Final emission results according to Appendix 5\nAdditional parameters may be added.\nLine\nParameter\nUnit\n201\nTotal trip — THC Emissions\n[mg/km]\n202\nTotal trip — CH4 Emissions\n[mg/km]\n203\nTotal trip — NMHC Emissions\n[mg/km]\n204\nTotal trip — CO Emissions\n[mg/km]\n205\nTotal trip — NOx Emissions\n[mg/km]\n206\nTotal trip — PN Emissions\n[#/km]\n…\n…\n…\nTable 6\nBody 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\nActual values to be included from line 501 to line onward until the end of data.\nAdditional parameters may be added to characterise window characteristics.\nLine\n498\n499\n500\n501\nWindow Start Time\n[s]\nWindow End Time\n[s]\nWindow Duration\n[s]\nWindow Distance\nSource (1=GPS, 2=ECU, 3=Sensor)\n[km]\nWindow THC emissions\n[g]\nWindow CH4 emissions\n[g]\nWindow NMHC emissions\n[g]\nWindow CO emissions\n[g]\nWindow CO2 emissions\n[g]\nWindow NOX emissions\n[g]\nWindow NO emissions\n[g]\nWindow NO2 emissions\n[g]\nWindow O2 emissions\n[g]\nWindow PN emissions\n[#]\nWindow THC emissions\n[mg/km]\nWindow CH4 emissions\n[mg/km]\nWindow NMHC emissions\n[mg/km]\nWindow CO emissions\n[mg/km]\nWindow CO2 emissions\n[g/km]\nWindow NOX emissions\n[mg/km]\nWindow NO emissions\n[mg/km]\nWindow NO2 emissions\n[mg/km]\nWindow O2 emissions\n[mg/km]\nWindow PN emissions\n[#/km]\nWindow distance to CO2 characteristic curve h j\n[%]\nWindow weighing factor w j\n[-]\nWindow Average Vehicle Speed\nSource (1=GPS, 2=ECU, 3=Sensor)\n[km/h]\n…\n…\n…\nTable 7\nHeader of reporting file #3 — Calculation settings of the data evaluation method according to Appendix 6\nAdditional parameters may be added until line 95 to characterise calculation settings.\nLine\nParameter\nUnit\n1\nTorque source for the power at the wheels\nSensor/ECU/“Veline”\n2\nSlope of the Veline\n[g/kWh]\n3\nIntercept of the Veline\n[g/h]\n4\nMoving average duration\n[s]\n5\nReference speed for de-normalisation of goal pattern\n[km/h]\n6\nReference acceleration\n[m/s2]\n7\nPower demand at the wheel hub for a vehicle at reference speed and acceleration\n[kW]\n8\nNumber of power classes including the 90 % of Prated\n—\n9\nGoal pattern layout\n(stretched/shrank)\n10\nCalculation software and version\n(e.g. CLEAR 1.8)\n…\n…\n…\nTable 8a\nHeader of reporting file #3 — Results of data evaluation method according to Appendix 6\nAdditional parameters may be added until line 195.\nLine\nParameter\nUnit\n101\nPower class coverage (counts >5)\n(1=Yes, 0=No)\n102\nPower class normality\n(1=Yes, 0=No)\n103\nTotal trip — Weighted average THC emissions\n[g/s]\n104\nTotal trip — Weighted average CH4 emissions\n[g/s]\n105\nTotal trip — Weighted average NMHC emissions\n[g/s]\n106\nTotal trip — Weighted average CO emissions\n[g/s]\n107\nTotal trip — Weighted average CO2 emissions\n[g/s]\n108\nTotal trip — Weighted average NOX emissions\n[g/s]\n109\nTotal trip — Weighted s average NO emissions\n[g/s]\n110\nTotal trip — Weighted average NO2 emissions\n[g/s]\n111\nTotal trip — Weighted average O2 emissions\n[g/s]\n112\nTotal trip — Weighted average PN emissions\n[#/s]\n113\nTotal trip — Weighted average Vehicle Speed\n[km/h]\n114\nUrban — Weighted average THC emissions\n[g/s]\n115\nUrban — Weighted average CH4 emissions\n[g/s]\n116\nUrban — Weighted average NMHC emissions\n[g/s]\n117\nUrban — Weighted average CO emissions\n[g/s]\n118\nUrban — Weighted average CO2 emissions\n[g/s]\n119\nUrban — Weighted average NOX emissions\n[g/s]\n120\nUrban — Weighted s average NO emissions\n[g/s]\n121\nUrban — Weighted average NO2 emissions\n[g/s]\n122\nUrban — Weighted average O2 emissions\n[g/s]\n123\nUrban — Weighted average PN emissions\n[#/s]\n124\nUrban — Weighted average Vehicle Speed\n[km/h]\n…\n…\n…\nTable 8b\nHeader of reporting file #3 — Final emissions results according to Appendix 6\nAdditional parameters may be added.\nLine\nParameter\nUnit\n201\nTotal trip — THC Emissions\n[mg/km]\n202\nTotal trip — CH4 Emissions\n[mg/km]\n203\nTotal trip — NMHC Emissions\n[mg/km]\n204\nTotal trip — CO Emissions\n[mg/km]\n205\nTotal trip — NOx Emissions\n[mg/km]\n206\nTotal trip — PN Emissions\n[#/km]\n…\n…\n…\nTable 9\nBody 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\nResults reported for each power class starting from power class #1 up to power class which includes 90 % of Prated.\nActual values to be included from line 501 to line onward until the end of data.\nResults reported for each power class starting from power class #1 up to power class #5.\nAdditional parameters may be added.\nLine\n498\n499\n500\n501\nTotal trip — Power class number\n—\nTotal trip — Lower power class limit\n[kW]\nTotal trip — Upper power class limit\n[kW]\nTotal trip — Goal pattern used (distribution)\n[%]\nTotal trip — Power class occurrence\n—\nTotal trip — Power class coverage > 5 counts\n—\n(1=Yes, 0=No)\nTotal trip — Power class normality\n—\n(1=Yes, 0=No)\nTotal trip — Power class average THC emissions\n[g/s]\nTotal trip — Power class average CH4 emissions\n[g/s]\nTotal trip — Power class average NMHC emissions\n[g/s]\nTotal trip — Power class average CO emissions\n[g/s]\nTotal trip — Power class average CO2 emissions\n[g/s]\nTotal trip — Power class average NOX emissions\n[g/s]\nTotal trip — Power class average NO emissions\n[g/s]\nTotal trip — Power class average NO2 emissions\n[g/s]\nTotal trip — Power class average O2 emissions\n[g/s]\nTotal trip — Power class average PN emissions\n[#/s]\nTotal trip — Power class average Vehicle Speed\nSource (1=GPS, 2=ECU, 3=Sensor)\n[km/h]\nUrban trip — Power class number\n—\nUrban trip — Lower power class limit\n[kW]\nUrban trip — Upper power class limit\n[kW]\nUrban trip — Goal pattern used (distribution)\n[%]\nUrban trip — Power class occurrence\n—\nUrban trip — Power class coverage > 5 counts\n—\n(1=Yes, 0=No)\nUrban trip — Power class normality\n—\n(1=Yes, 0=No)\nUrban trip — Power class average THC emissions\n[g/s]\nUrban trip — Power class average CH4 emissions\n[g/s]\nUrban trip — Power class average NMHC emissions\n[g/s]\nUrban trip — Power class average CO emissions\n[g/s]\nUrban trip — Power class average CO2 emissions\n[g/s]\nUrban trip — Power class average NOX emissions\n[g/s]\nUrban trip — Power class average NO emissions\n[g/s]\nUrban trip — Power class average NO2 emissions\n[g/s]\nUrban trip — Power class average O2 emissions\n[g/s]\nUrban trip — Power class average PN emissions\n[#/s]\nUrban trip — Power class average Vehicle Speed\nSource (1=GPS, 2=ECU, 3=Sensor)\n[km/h]\n…\n…\n…\n4.3.\nVehicle and engine description\nThe manufacturer shall provide the vehicle and engine description in accordance with Appendix 4 of Annex I.\nAppendix 9\nManufacturer's certificate of compliance\nManufacturer's certificate of compliance with the Real Driving Emissions requirements\n(Manufacturer):…\n(Address of the Manufacturer):…\nCertifies that\nThe 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.\nDone at […(Place)]\nOn […(Date)]\n…\n(Stamp and signature of the manufacturer's representative)\nAnnex:\nList of vehicle types to which this certificate applies.",
  "extent": "E+W+S+N.I.",
  "status": null,
  "version": "current",
  "annotations": [
    {
      "type": "footnote",
      "label": "f1",
      "text": "CO emissions shall be measured and recorded at RDE tests."
    },
    {
      "type": "footnote",
      "label": "f2",
      "text": "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)."
    },
    {
      "type": "footnote",
      "label": "f3",
      "text": "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)."
    },
    {
      "type": "footnote",
      "label": "f4",
      "text": "Multiple parameter sources may be used."
    },
    {
      "type": "footnote",
      "label": "f5",
      "text": "To be measured on a wet basis or to be corrected as described in point 8.1 of Appendix 4."
    },
    {
      "type": "footnote",
      "label": "f6",
      "text": "Parameter only mandatory if measurement required by Annex IIIA, Section 2.1."
    },
    {
      "type": "footnote",
      "label": "f7",
      "text": "May be calculated from THC and CH4 concentrations according to point 9.2 of Appendix 4."
    },
    {
      "type": "footnote",
      "label": "f8",
      "text": "May be calculated from measured NO and NO2 concentrations."
    },
    {
      "type": "footnote",
      "label": "f9",
      "text": "The method to determine vehicle speed shall be chosen according to point 4.7."
    },
    {
      "type": "footnote",
      "label": "f10",
      "text": "To be determined only if necessary to verify the vehicle status and operating conditions."
    },
    {
      "type": "footnote",
      "label": "f11",
      "text": "The preferable source is the ambient pressure sensor."
    },
    {
      "type": "footnote",
      "label": "f12",
      "text": "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."
    },
    {
      "type": "footnote",
      "label": "f13",
      "text": "If the zero drift is within the permissible range, it is permissible to zero the analyser prior to verifying the span drift."
    },
    {
      "type": "footnote",
      "label": "f14",
      "text": "Optional to determine exhaust mass flow."
    },
    {
      "type": "footnote",
      "label": "f15",
      "text": "Optional parameter."
    },
    {
      "type": "footnote",
      "label": "f16",
      "text": "To be decided once equipment becomes available."
    },
    {
      "type": "footnote",
      "label": "f17",
      "text": "Optional to determine exhaust mass flow."
    },
    {
      "type": "footnote",
      "label": "f18",
      "text": "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."
    },
    {
      "type": "footnote",
      "label": "f19",
      "text": "The requirement applies to the speed sensor only."
    },
    {
      "type": "footnote",
      "label": "f20",
      "text": "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."
    },
    {
      "type": "footnote",
      "label": "f21",
      "text": "Parameter only mandatory if measurement required by Annex IIIA, Section 2.1."
    },
    {
      "type": "footnote",
      "label": "f22",
      "text": "Still to be determined."
    },
    {
      "type": "footnote",
      "label": "f23",
      "text": "ugas 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."
    },
    {
      "type": "footnote",
      "label": "f24",
      "text": "Depending on fuel."
    },
    {
      "type": "footnote",
      "label": "f25",
      "text": "At l = 2, dry air, 273 K, 101,3 kPa."
    },
    {
      "type": "footnote",
      "label": "f26",
      "text": "u values accurate within 0,2 % for mass composition of: C = 66 – 76 %; H = 22 – 25 %; N = 0 – 12 %."
    },
    {
      "type": "footnote",
      "label": "f27",
      "text": "NMHC on the basis of CH2,93 (for THC the u gas coefficient of CH4 shall be used)."
    },
    {
      "type": "footnote",
      "label": "f28",
      "text": "u accurate within 0,2 % for mass composition of: C3 = 70 – 90 %; C4 = 10 – 30 %."
    },
    {
      "type": "footnote",
      "label": "f29",
      "text": "For hybrids, the total energy consumption shall be converted to CO2. The rules for this conversion will be introduced in a second step."
    },
    {
      "type": "footnote",
      "label": "f30",
      "text": "For the evaluation the three-second moving averages need only to be classified later into events under urban velocity conditions for the “urban” part of the trip. For the “total” trip all three-second moving averages shall be used independently from the velocity."
    },
    {
      "type": "footnote",
      "label": "f31",
      "text": "The highest class wheel power class to be considered is the one containing 0,9 × Prated. Here 0,9 × 120 = 108."
    },
    {
      "type": "footnote",
      "label": "f32",
      "text": "The highest class wheel power class to be considered is the one containing 0,9 × Prated. Here 0,9 × 75 = 67,5."
    },
    {
      "type": "footnote",
      "label": "f33",
      "text": "Representing the total of motoring and low power conditions"
    },
    {
      "type": "footnote",
      "label": "f34",
      "text": "NT shall be rounded to the next higher integer number."
    },
    {
      "type": "footnote",
      "label": "f35",
      "text": "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."
    },
    {
      "type": "footnote",
      "label": "f36",
      "text": "Mass of the vehicle as tested on the road, including the mass of the driver and all PEMS components."
    },
    {
      "type": "footnote",
      "label": "f37",
      "text": "Percentage shall indicate the deviation from the gross vehicle weight."
    },
    {
      "type": "footnote",
      "label": "f38",
      "text": "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."
    },
    {
      "type": "footnote",
      "label": "f39",
      "text": "Mandatory if the exhaust mass flow rate is determined by an EFM."
    },
    {
      "type": "footnote",
      "label": "f40",
      "text": "If required, additional information may be added here."
    },
    {
      "type": "footnote",
      "label": "f41",
      "text": "PEMS validation is optional; distance-specific emissions as measured with the PEMS; Percentage shall indicate the deviation from the laboratory reference."
    },
    {
      "type": "footnote",
      "label": "f42",
      "text": "Additional parameters may be added until line 195 to characterise and label the test."
    },
    {
      "type": "footnote",
      "label": "f43",
      "text": "This column can be omitted if the parameter source is part of the label in column 198."
    },
    {
      "type": "footnote",
      "label": "f44",
      "text": "Actual values to be included from line 201 onward until the end of data"
    },
    {
      "type": "footnote",
      "label": "f45",
      "text": "To be determined by at least one method"
    },
    {
      "type": "footnote",
      "label": "f46",
      "text": "Additional parameters may be added to characterise vehicle and test conditions."
    },
    {
      "type": "footnote",
      "label": "f47",
      "text": "Additional parameters may be added to characterise additional elements."
    },
    {
      "type": "footnote",
      "label": "f48",
      "text": "Additional parameters may be added until line 95 to characterise calculation settings."
    },
    {
      "type": "footnote",
      "label": "f49",
      "text": "Additional parameters may be added until line 195."
    },
    {
      "type": "footnote",
      "label": "f50",
      "text": "Additional parameters may be added."
    },
    {
      "type": "footnote",
      "label": "f51",
      "text": "Actual values to be included from line 501 to line onward until the end of data."
    },
    {
      "type": "footnote",
      "label": "f52",
      "text": "Additional parameters may be added to characterise window characteristics."
    },
    {
      "type": "footnote",
      "label": "f53",
      "text": "Additional parameters may be added until line 95 to characterise calculation settings."
    },
    {
      "type": "footnote",
      "label": "f54",
      "text": "Additional parameters may be added until line 195."
    },
    {
      "type": "footnote",
      "label": "f55",
      "text": "Additional parameters may be added."
    },
    {
      "type": "footnote",
      "label": "f56",
      "text": "Results reported for each power class starting from power class #1 up to power class which includes 90 % of Prated."
    },
    {
      "type": "footnote",
      "label": "f57",
      "text": "Actual values to be included from line 501 to line onward until the end of data."
    },
    {
      "type": "footnote",
      "label": "f58",
      "text": "Results reported for each power class starting from power class #1 up to power class #5."
    },
    {
      "type": "footnote",
      "label": "f59",
      "text": "Additional parameters may be added."
    }
  ],
  "outstanding_effects": [],
  "provenance": {
    "source": "legislation.gov.uk",
    "source_url": "https://www.legislation.gov.uk/eur/2016/427/annex",
    "retrieved_at": "2026-11-01T14:45:57.695118+00:00"
  },
  "licence": "Open Government Licence v3.0",
  "licence_url": "https://www.nationalarchives.gov.uk/doc/open-government-licence/version/3/",
  "attribution": "Contains public sector information licensed under the Open Government Licence v3.0. Source: legislation.gov.uk, The National Archives."
}