# Commission Regulation (EU) 2017/1151 of 1 June 2017 supplementing Regulation (EC) No 715/2007 of the European Parliament and of the Council on type-approval of motor vehicles with respect to emissions from light passenger and commercial vehicles (Euro 5 and Euro 6) and on access to vehicle repair and maintenance information, amending Directive 2007/46/EC of the European Parliament and of the Council, Commission Regulation (EC) No 692/2008 and Commission Regulation (EU) No 1230/2012 and repealing Commission Regulation (EC) No 692/2008 (Text with EEA relevance) EU Regulation 2017/1151 · adopted 1 June 2017 Commission Regulation (EU) 2017/1151 of 1 June 2017 supplementing Regulation (EC) No 715/2007 of the European Parliament and of the Council on type-approval of motor vehicles with respect to emissions from light passenger and commercial vehicles (Euro 5 and Euro 6) and on access to vehicle repair and maintenance information, amending Directive 2007/46/EC of the European Parliament and of the Council, Commission Regulation (EC) No 692/2008 and Commission Regulation (EU) No 1230/2012 and repealing Commission Regulation (EC) No 692/2008 (Text with EEA relevance) PDFs: Printed copy https://openlegislation.uk/eu-regulation-2017-1151/pdf/eur_20171151_adopted_en.pdf; Revised version (25 January 2020) https://openlegislation.uk/eu-regulation-2017-1151/pdf/eur_20171151_2020-01-25_en.pdf; Revised version (1 January 2019) https://openlegislation.uk/eu-regulation-2017-1151/pdf/eur_20171151_2019-01-01_en.pdf; Revised version (27 July 2017) https://openlegislation.uk/eu-regulation-2017-1151/pdf/eur_20171151_2017-07-27_en.pdf; Correction slip (28 February 2018) https://openlegislation.uk/eu-regulation-2017-1151/pdf/eurcs_20171151_en_001.pdf ## Introductory text Commission Regulation (EU) 2017/1151 of 1 June 2017 supplementing Regulation (EC) No 715/2007 of the European Parliament and of the Council on type-approval of motor vehicles with respect to emissions from light passenger and commercial vehicles (Euro 5 and Euro 6) and on access to vehicle repair and maintenance information, amending Directive 2007/46/EC of the European Parliament and of the Council, Commission Regulation (EC) No 692/2008 and Commission Regulation (EU) No 1230/2012 and repealing Commission Regulation (EC) No 692/2008 (Text with EEA relevance) THE EUROPEAN COMMISSION, Having regard to the Treaty on the Functioning of the European Union, Having regard to Regulation (EC) No 715/2007 of the European Parliament and of the Council of 20 June 2007 on type-approval of motor vehicles with respect to emissions from light passenger and commercial vehicles (Euro 5 and Euro 6) and on access to vehicle repair and maintenance information, and in particular Articles 8 and 14(3) thereof, Having regard to Directive 2007/46/EC of the European Parliament and of the Council of 5 September 2007 establishing a framework for the approval of motor vehicles and their trailers, and of systems, components and separate technical units intended for such vehicles (Framework Directive), and in particular Article 39(2) thereof. Whereas: (1) Commission Regulation (EC) No 692/2008 implementing and amending Regulation (EC) No 715/2007 provides for light-duty vehicles to be tested in accordance with the New European Driving Cycle (NEDC). (2) Based on the continuous review of the relevant procedures, test cycles and test results provided for in Article 14(3) of Regulation (EC) No 715/2007, it is evident that the information about fuel consumption and CO2 emissions provided by testing vehicles in accordance with the NEDC is no longer adequate and no longer reflects real world emissions. (3) Against that background, it is appropriate to provide for a new regulatory test procedure by implementing the Worldwide harmonised Light-duty vehicles Test Procedures (WLTP) into Union legislation. (4) The WLTP was developed at the level of the United Nations Economic Commission for Europe (UNECE) and was adopted as Global Technical Regulation (GTR) No 15 by the World Forum for Harmonization of Vehicle Regulations (WP.29) in March 2014. (5) In addition to more realistic information about fuel consumption and CO2 emissions for consumer and regulatory purposes, the WLTP also creates a global framework for vehicle testing, leading to a closer international harmonisation of test requirements. (6) The WLTP provides a full description of a vehicle test cycle for CO2 and regulated pollutant emissions under standardised ambient conditions. In order to adapt it to the EU type-approval system, it is necessary to complement it by further improving the transparency requirements for technical parameters that will allow independent parties to reproduce the type approval test results and by reducing testing flexibilities. (7) This proposal also specifies a revised procedure for the conformity of production (CoP) assessment of vehicles. Since under the new provisions the CoP evolution coefficient as described in point 4.2.4.1 of Annex I is likely to be determined more often by specific testing of the manufacturer instead of using a default value, the respective test procedure will need to be revised in due course. (8) While the WLTP specifies a new test cycle and procedure for measuring emissions, other obligations, such as those linked to durability of pollution control devices, in-service conformity or consumer information on CO2 emissions and fuel consumption, remain essentially the same as those laid down in Regulation (EC) No 692/2008. (9) In order to allow approval authorities and manufacturers to put in place the necessary procedures to comply with the requirements of this Regulation, as well as to follow as much as possible the established calendar for the application of emissions requirements, it should apply to new type-approvals from 1 September 2017 in the case of categories M1, M2 and category N1 class I vehicles and from 1 September 2018 in the case of N1 vehicles of class II and III and category N2 vehicles, and to new vehicles from 1 September 2018 in the case of categories M1, M2 and category N1 class I vehicles, and from 1 September 2019 in the case of N1 vehicles of class II and III and category N2 vehicles. (10) As the purpose of this Regulation is the introduction of the WLTP into European legislation, the timetable and the transitional provisions for introducing the real driving emissions test procedure remain unchanged with respect to those lined out previously in Commission Regulations (EU) 2016/427 and (EU) 2016/646. (11) The measures provided for in this Regulation are in accordance with the opinion of the Technical Committee – Motor Vehicles, HAS ADOPTED THIS REGULATION: ## 1 Subject matter This Regulation lays down measures for the implementation of Regulation (EC) No 715/2007. ## 2 Definitions For the purposes of this Regulation, the following definitions shall apply: (1)‘vehicle type with regard to emissions and vehicle repair and maintenance information’ means a group of vehicles which: (a)do not differ with respect to the criteria constituting an "interpolation family" as defined in point 5.6 of Annex XXI; (b)fall in a single "CO 2 interpolation range" within the meaning of point 2.3.2 of Sub-Annex 6 to Annex XXI; (c)do not differ with respect to any characteristics that have a non-negligible influence on tailpipe emissions, such as, but not limited to, the following: types and sequence of pollution control devices (e.g. three-way catalyst, oxidation catalyst, lean NOx trap, SCR, lean NOx catalyst, particulate trap or combinations thereof in a single unit); exhaust gas recirculation (with or without, internal/external, cooled/non-cooled, low/high pressure). (2)‘GB type-approval of a vehicle with regard to emissions and vehicle repair and maintenance information’ means a GB type-approval of the vehicles contained in a ‘vehicle type with regard to emissions and vehicle repair and maintenance information’ with regard to their tailpipe emissions, crankcase emissions, evaporative emissions, fuel consumption and access to vehicle OBD and vehicle repair and maintenance information; (3)‘odometer’ means an instrument indicating to the driver the total distance driven by the vehicle since its production; (4)‘starting aid’ means glow plugs, modifications to the injection timing and other devices which assist the engine to start without enrichment of the air/fuel mixture of the engine; (5)‘engine capacity’ means either of the following: (a)for reciprocating piston engines, the nominal engine swept volume; (b)for rotary piston (Wankel) engines, double the nominal engine swept volume; (6)‘periodically regenerating system’ means an exhaust emissions control device (e.g. catalytic converter, particulate trap) that requires a periodic regeneration process; (7)‘original replacement pollution control device’ means a pollution control device or an assembly of pollution control devices whose types are indicated in Appendix 4 to Annex I to this Regulation but are offered on the market as separate technical units by the holder of the vehicle type-approval; (8)‘type of pollution control device’ means catalytic converters and particulate filters which do not differ in any of the following essential aspects: (a)number of substrates, structure and material; (b)type of activity of each substrate; (c)volume, ratio of frontal area and substrate length; (d)catalyst material content; (e)catalyst material ratio; (f)cell density; (g)dimensions and shape; (h)thermal protection; (9)‘mono fuel vehicle’ means a vehicle that is designed to run primarily on one type of fuel; (10)‘mono fuel gas vehicle’ means a mono fuel vehicle that primarily runs on LPG, NG/biomethane, or hydrogen but may also have a petrol system for emergency purposes or starting only, where the petrol tank does not contain more than 15 litres of petrol; (11)‘bi-fuel vehicle’ means a vehicle with two separate fuel storage systems that is designed to run primarily on only one fuel at a time; (12)‘bi-fuel gas vehicle’ means a bi-fuel vehicle where the two fuels are petrol (petrol mode) and either LPG, NG/biomethane, or hydrogen; (13)‘flex fuel vehicle’ means a vehicle with one fuel storage system that can run on different mixtures of two or more fuels; (14)‘flex fuel ethanol vehicle’ means a flex fuel vehicle that can run on petrol or a mixture of petrol and ethanol up to an 85 per cent ethanol blend (E85); (15)‘flex fuel biodiesel vehicle’ means a flex fuel vehicle that can run on mineral diesel or a mixture of mineral diesel and biodiesel; (16)‘hybrid electric vehicle’ (HEV) means a hybrid vehicle where one of the propulsion energy converters is an electric machine; (17)‘properly maintained and used’ means, for the purpose of a test vehicle, that such a vehicle satisfies the criteria for acceptance of a selected vehicle laid down in section 2 of Appendix 3 to UN/ECE Regulation No 83; (18)‘emission control system’ means, in the context of the OBD system, the electronic engine management controller and any emission-related component in the exhaust or evaporative system which supplies an input to or receives an output from this controller; (19)‘malfunction indicator’ (MI) means a visible or audible indicator that clearly informs the driver of the vehicle in the event of a malfunction of any emission-related component connected to the OBD system, or of the OBD system itself; (20)‘malfunction’ means the failure of an emission-related component or system that would result in emissions exceeding the limits in section 2.3 of Annex XI or if the OBD system is unable to fulfil the basic monitoring requirements set out in Annex XI; (21)‘secondary air’ means the air introduced into the exhaust system by means of a pump or aspirator valve or other means that is intended to aid in the oxidation of HC and CO contained in the exhaust gas stream; (22)‘driving cycle’, means, in respect of vehicle OBD systems, the engine start-up, driving mode where a malfunction would be detected if present, and engine shut-off; (23)‘access to information’ means the availability of all vehicle OBD and vehicle repair and maintenance information, required for the inspection, diagnosis, servicing or repair of the vehicle. (24)‘deficiency’ means, in the context of the OBD system, that up to two separate components or systems which are monitored contain temporary or permanent operating characteristics that impair the otherwise efficient OBD monitoring of those components or systems or do not meet all of the other detailed requirements for OBD; (25)‘deteriorated replacement pollution control device’ means a pollution control device as defined in Article 3(11) of Regulation (EC) No 715/2007 that has been aged or artificially deteriorated to such an extent that it fulfils the requirements laid out in section 1 to Appendix 1 to Annex XI of UN/ECE Regulation No 83; (26)‘vehicle OBD information’ means information relating to an on-board diagnostic system for any electronic system on the vehicle (27)‘reagent’ means any product other than fuel that is stored on-board the vehicle and is provided to the exhaust after-treatment system upon request of the emission control system; (28)‘mass in running order’ means the mass of the vehicle, with its fuel tank(s) filled to at least 90 per cent of its or their capacity/capacities, including the mass of the driver, fuel and liquids, fitted with the standard equipment in accordance with the manufacturer's specifications and, when they are fitted, the mass of the bodywork, the cabin, the coupling and the spare wheel(s) as well as the tools; (29)‘engine misfire’ means lack of combustion in the cylinder of a positive ignition engine due to absence of spark, poor fuel metering, poor compression or any other cause; (30)‘cold start system or device’ means a system which temporarily enriches the air/fuel mixture of the engine thus assisting the engine to start; (31)‘power take-off operation or unit’ means an engine-driven output provision for the purposes of powering auxiliary, vehicle mounted, equipment; (32)‘small volume manufacturer’ means a manufacturer whose worldwide annual production is less than 10 000 units for the year prior to the one for which the type approval is granted and: (a)is not part of a group of connected manufacturers; or (b)is part of a group of connected manufacturers whose worldwide annual production is less than 10 000 units for the year prior to the one for which the type approval is granted; or (c)is part of a group of connected manufacturers but operates its own production facilities and own design centre; (32a)‘own production facility’ means a manufacturing or assembly plant used by the manufacturer for the purpose of manufacturing or assembling new vehicles for that manufacturer, including, where relevant, vehicles which are intended for export; (32b)‘own design centre’ means a facility in which the whole vehicle is designed and developed, and which is under the control and use of the manufacturer; (32c)‘ultra-small-volume manufacturers’ means a small volume manufacturer as defined in point (32) which has registrations of less than 1 000 in Great Britain for the year prior to the one the type approval is granted; (33)... (33)‘pure ICE vehicle’ means a vehicle where all of the propulsion energy converters are internal combustion engines; (34)‘Pure electric vehicle’ (PEV) means a vehicle equipped with a powertrain containing exclusively electric machines as propulsion energy converters and exclusively rechargeable electric energy storage systems as propulsion energy storage systems; (35)‘Fuel cell’ means an energy converter transforming chemical energy (input) into electrical energy (output) or vice versa; (36)‘Fuel cell vehicle’ (FCV) means a vehicle equipped with a powertrain containing exclusively fuel cell(s) and electric machine(s) as propulsion energy converter(s); (37)‘net power’ means the power obtained on a test bench at the end of the crankshaft or its equivalent at the corresponding engine or motor speed with the auxiliaries, tested in accordance with Annex XX (Measurements of net power and the maximum 30 minutes power of electric drive train), and determined under reference atmospheric conditions; (38)‘rated engine power’ (P rated ) means the maximum net power of the engine or motor in kW measured in accordance with the requirements of Annex XX; (39)‘maximum 30 minutes power’ means the maximum net power of an electric drive train at DC voltage as set out in paragraph 5.3.2. of UN/ECE Regulation No 85; (40)‘cold start’ means, in the context of the in use performance ratio of OBD monitors, an engine coolant temperature or equivalent temperature at engine start less than or equal to 35 °C and less than or equal to 7 °C higher than ambient temperature, if available; (41)‘Real driving emissions (RDE)’ means the emissions of a vehicle under its normal conditions of use; (42)‘Portable emissions measurement system’ (PEMS) means a portable emissions measurement system meeting the requirements specified in Appendix 1 to Annex IIIA; (43)‘Base Emission Strategy’, (‘BES’) means an emission strategy that is active throughout the speed and load operating range of the vehicle unless an Auxiliary Emission Strategy is activated; (44)‘Auxiliary Emission Strategy’, (‘AES’) means an emission strategy that becomes active and replaces or modifies a BES for a specific purpose and in response to a specific set of ambient or operating conditions and only remains operational as long as those conditions exist; (45)‘Fuel tank system’ means the devices which allow storing the fuel, comprising the fuel tank, the fuel filler, the filler cap and the fuel pump when it is fitted in or on the fuel tank; (46)‘permeability factor’ (PF) means the factor determined on the basis of hydrocarbon losses over a period of time and used to determine the final evaporative emissions; (47)‘monolayer non-metal tank’ means a fuel tank constructed with a single layer of non-metal material including fluorinated/sulfonated materials; (48)‘multilayer tank’ means a fuel tank constructed with at least two different layered materials, one of which is a hydrocarbon barrier material; (49)‘inertia category’ means a category of test masses of the vehicle corresponding to an equivalent inertia as laid down in Table A4a/3 of Annex 4a to UN/ECE Regulation No 83 when the test mass is set equal to the reference mass. ## 3 Requirements for type-approval 1. In order to receive a GB type-approval with regard to emissions and vehicle repair and maintenance information, the manufacturer shall demonstrate that the vehicles comply with the requirements of this Regulation when tested in accordance with the test procedures specified in Annexes IIIA to VIII, XI, XIV, XVI, XX, XXI and XXII. The manufacturer shall also ensure that the reference fuels comply with the specifications set out in Annex IX. 2. Vehicles shall be subject to the tests specified in Figure I.2.4 of Annex I. 3. As an alternative to the requirements contained in Annexes II, V to VIII, XI, XVI and XXI, small volume manufacturers may request the granting of GB type-approval to a vehicle type which was approved by an authority of a country other than the United Kingdom on the basis of the legislative acts listed in section 2.1 of Annex I. The emissions tests for roadworthiness purposes set out in Annex IV, tests for fuel consumption and CO2 emissions set out in Annex XXI and the requirements for access to vehicle OBD and vehicle repair and maintenance information set out in Annex XIV shall be required to obtain GB type-approval with regard to emissions and vehicle repair and maintenance information under this paragraph. ... 4. Specific requirements for inlets to fuel tanks and electronic system security are laid down in Section 2.2 and 2.3 of Annex I. 5. The manufacturer shall take technical measures so as to ensure that the tailpipe and evaporative emissions are effectively limited, in accordance with this Regulation, throughout the normal life of the vehicle and under normal conditions of use. These measures shall include ensuring that the security of hoses, joints and connections, used within the emission control systems, are constructed so as to conform with the original design intent. 6. The manufacturer shall ensure that the emissions test results comply with the applicable limit value under the specified test conditions of this Regulation. 7. For the Type 1 test set out in Annex XXI, vehicles that are fuelled with LPG or NG/biomethane shall be tested in the Type 1 test for variation in the composition of LPG or NG/biomethane, as set out in Annex 12 to UN/ECE Regulation No 83 for pollutant emissions, with the fuel used for the measurement of the net power in accordance with Annex XX to this Regulation. Vehicles that can be fuelled both with petrol or LPG or NG/biomethane shall be tested on both the fuels, tests on LPG or NG/biomethane being performed for variation in the composition of LPG or NG/biomethane, as set out in Annex 12 to UN/ECE Regulation No 83, and with the fuel used for the measurement of the net power in accordance with Annex XX to this Regulation. 8. For the Type 2 test set out in Appendix 1 to Annex IV, at normal engine idling speed, the maximum permissible carbon monoxide content in the exhaust gases shall be that stated by the vehicle manufacturer. However, the maximum carbon monoxide content shall not exceed 0,3 % vol. At high engine idling speed, the carbon monoxide content by volume of the exhaust gases shall not exceed 0,2 %, with the engine speed being at least 2 000 min –1 and Lambda being 1 ± 0,03 or in accordance with the specifications of the manufacturer. 9. The manufacturer shall ensure that for the Type 3 test set out in Annex V, the engine's ventilation system does not permit the emission of any crankcase gases into the atmosphere. 10. The Type 6 test measuring emissions at low temperatures set out in Annex VIII shall not apply to diesel vehicles. However, when applying for type-approval, manufacturers shall present to the approval authority with information showing that the NOx after-treatment device reaches a sufficiently high temperature for efficient operation within 400 seconds after a cold start at – 7 °C as described in the Type 6 test. In addition, the manufacturer shall provide the approval authority with information on the operating strategy of the exhaust gas recirculation system (EGR), including its functioning at low temperatures. This information shall also include a description of any effects on emissions. The approval authority shall not grant type-approval if the information provided is insufficient to demonstrate that the after-treatment device actually reaches a sufficiently high temperature for efficient operation within the designated period of time. ... 11. The manufacturer shall ensure that, throughout the normal life of a vehicle which is type approved in accordance with Regulation (EC) No 715/2007, its emissions as determined in accordance with the requirements set out in Annex IIIA and emitted at an RDE test performed in accordance with that Annex, shall not exceed the values set out therein. Type approval in accordance with Regulation (EC) No 715/2007 may only be issued if the vehicle is part of a validated PEMS test family according to Appendix 7 of Annex IIIA. The requirements of Annex IIIA shall not apply to emission type-approvals according to Regulation (EC) No 715/2007 granted to ultra-small-volume manufacturers. ## 4 Requirements for type-approval regarding the OBD system 1. The manufacturer shall ensure that all vehicles are equipped with an OBD system. 2. The OBD system shall be designed, constructed and installed on a vehicle so as to enable it to identify types of deterioration or malfunction over the entire life of the vehicle. 3. The OBD system shall comply with the requirements of this Regulation during normal conditions of use. 4. When tested with a defective component in accordance with Appendix 1 of Annex XI, the OBD system malfunction indicator shall be activated. The OBD system malfunction indicator may also activate during this test at levels of emissions below the OBD thresholds limits specified in section 2.3 of Annex XI. 5. The manufacturer shall ensure that the OBD system complies with the requirements for in-use performance set out in section 3 of Appendix 1 to Annex XI of this Regulation under all reasonably foreseeable driving conditions. 6. In-use performance related data to be stored and reported by a vehicle's OBD system according to the provisions of Section 7.6 of Appendix 1 to Annex XI of UN/ECE Regulation No 83 shall be made readily available by the manufacturer to the approval authority and independent operators without any encryption. ## 4a Requirements for type-approval regarding devices for monitoring the consumption of fuel and/or electric energy The manufacturer shall ensure that the following vehicles of categories M1 and N1 are equipped with a device for determining, storing and making available data on the quantity of fuel and/or electric energy used for the operation of the vehicle: (1) pure ICE and Not-Off-Vehicle Charging Hybrid Electric vehicles (NOVC-HEVs) powered exclusively by mineral diesel, biodiesel, petrol, ethanol or any combination of these fuels; (2) Off-Vehicle Charging Hybrid Electric Vehicles (OVC-HEVs) powered by electricity and any of the fuels mentioned in point 1. The device for monitoring the consumption of fuel and/or electric energy shall comply with the requirements laid down in Annex XXII. ## 5 Application for GB type-approval of a vehicle with regard to emissions and access to vehicle repair and maintenance information 1. The manufacturer shall submit to the approval authority an application for GB type-approval of a vehicle with regard to emissions and access to vehicle repair and maintenance information. 2. The application referred to in paragraph 1 shall be drawn up in accordance with the model of the information document set out in Appendix 3 to Annex I. 3. In addition, the manufacturer shall submit the following information: (a) in the case of vehicles equipped with positive-ignition engines, a declaration by the manufacturer of the minimum percentage of misfires out of a total number of firing events that either would result in emissions exceeding the limits given in section 2.3 of Annex XI if that percentage of misfire had been present from the start of a type 1 test as chosen for the demonstration according to Annex XI to this Regulation or could lead to an exhaust catalyst, or catalysts, overheating prior to causing irreversible damage; (b) detailed written information fully describing the functional operation characteristics of the OBD system, including a listing of all relevant parts of the emission control system of the vehicle that are monitored by the OBD system; (c) a description of the malfunction indicator used by the OBD system to signal the presence of a fault to a driver of the vehicle; (d) a declaration by the manufacturer that the OBD system complies with the provisions of section 3 of Appendix 1 to Annex XI relating to in-use performance under all reasonably foreseeable driving conditions; (e) a plan describing the detailed technical criteria and justification for incrementing the numerator and denominator of each monitor that must fulfil the requirements of paragraphs 7.2 and 7.3. of Appendix 1 to Annex XI of UN/ECE Regulation No 83, as well as for disabling numerators, denominators and the general denominator under the conditions outlined in paragraph 7.7 of Appendix 1 to Annex XI of UN/ECE Regulation No 83; (f) a description of the provisions taken to prevent tampering with and modification of the emission control computer, odometer including the recording of mileage values for the purposes of the requirements of Annexes XI and XVI; (g) if applicable, the particulars of the vehicle family as referred to in Appendix 2 to Annex 11 to UN/ECE Regulation No 83; (h) where appropriate, copies of other type-approvals with the relevant data to enable extension of approvals and establishment of deterioration factors. 4. For the purposes of point (d) of paragraph 3, the manufacturer shall use the model of manufacturer's certificate of compliance with the OBD in-use performance requirements set out in Appendix 7 of Annex I 5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6. For the purposes of points (d) and (e) of paragraph 3, the approval authority shall not approve a vehicle if the information submitted by the manufacturer is inappropriate for fulfilling the requirements of section 3 of Appendix 1 to Annex XI. Paragraphs 7.2, 7.3 and 7.7 of Appendix 1 to Annex XI of UN/ECE Regulation No 83 shall apply under all reasonably foreseeable driving conditions. For the assessment of the implementation of the requirements set out in these paragraphs, the approval authority shall take into account the state of technology. 7. For the purposes of point (f) of paragraph 3, the provisions taken to prevent tampering with and modification of the emission control computer shall include the facility for updating using a manufacturer-approved programme or calibration. 8. For the tests specified in Figure I.2.4 of Annex I the manufacturer shall submit to the technical service responsible for the type-approval tests a vehicle representative of the type to be approved. 9. The application for type-approval of mono fuel, bi-fuel and flex-fuel vehicles shall comply with the additional requirements laid down in Sections 1.1 and 1.2 of Annex I. 10. Changes to the make of a system, component or separate technical unit that occur after a type-approval shall not automatically invalidate a type approval, unless its original characteristics or technical parameters are changed in such a way that the functionality of the engine or pollution control system is affected. 11. In order for the approval authority to be able to assess the proper use of AES, taking into account the prohibition of defeat devices contained in Article 5(2) of Regulation (EC) No 715/2007, the manufacturer shall also provide an extended documentation package, as described in Appendix 3a of Annex I to this Regulation. The extended documentation package shall be identified and dated by the approval authority and kept by that authority for at least 10 years after the approval is granted. At the request of the manufacturer, the approval authority shall conduct a preliminary assessment of the AES for new vehicle types. In that case, the relevant documentation shall be provided to the type approval authority between 2 and 12 months before the start of the type-approval process. The approval authority shall make a preliminary assessment on the basis of the extended documentation package, as described in point (b) of Appendix 3a to Annex I, provided by the manufacturer. The approval authority shall make the assessment in accordance with the methodology described in Appendix 3b of Annex I. The approval authority may deviate from that methodology in exceptional and duly justified cases. The preliminary assessment of the AES for new vehicle types shall remain valid for the purposes of type approval for a period of 18 months. That period may be extended by a further 12 months if the manufacturer provides to the approval authority proof that no new technologies have become accessible in the market that would change the preliminary assessment of the AES. Each year, the approval authority must make available to the public a list of the AES which it has decided are not acceptable for the purposes of this paragraph. 12. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12. The manufacturer shall also provide the type approval authority ... with a package on Testing Transparency containing the necessary information in order to allow the performance of testing in accordance with point 5.9 of Part B of Annex II. ## 6 Administrative provisions for GB type-approval of a vehicle with regard to emissions and access to vehicle repair and maintenance information 1. If all the relevant requirements are met, the approval authority shall grant a GB type-approval and issue a type-approval number in accordance with the numbering system set out in Annex IV to Commission Implementing Regulation (EU) 2020/683. Without prejudice to the provisions of Annex IV to Commission Implementing Regulation (EU) 2020/683, Section 3 of the type-approval number shall be drawn up in accordance with Appendix 6 to Annex I to this Regulation. The approval authority shall not assign the same number to another vehicle type. 2. By way of derogation from paragraph 1, at the request of the manufacturer, a vehicle with an OBD system may be accepted for type-approval with regard to emissions and vehicle repair and maintenance information, even though the system contains one or more deficiencies such that the specific requirements of Annex XI are not fully met, provided that the specific administrative provisions set out in Section 3 of that Annex are complied with. ... 3. When granting a GB type-approval under paragraph 1, the approval authority shall issue a GB type-approval certificate using the model set out in Appendix 4 to Annex I. ## 7 Amendments to type-approvals Articles 33 and 34 of Regulation (EU) 2018/858 shall apply to any amendments to the type-approvals granted in accordance to Regulation (EC) No 715/2007. At the manufacturer's request the provisions specified in Section 3 of Annex I shall apply without the need for additional testing only to vehicles of the same type. ## 8 Conformity of production 1. Measures to ensure the conformity of production shall be taken in accordance with the provisions of Article 31 of Regulation (EU) 2018/858. In addition, the provisions laid down in Section 4 of Annex I to this Regulation and the relevant statistical method in Appendices 1 and 2 to that Annex shall apply. 2. Conformity of production shall be checked on the basis of the description in the type-approval certificate set out in Appendix 4 to Annex I to this Regulation. ## 9 In service conformity 1. Measures to ensure in-service conformity of vehicles type-approved under this Regulation shall be taken in accordance with Annex IV to Regulation (EU) 2018/858 and Annex II to this Regulation. 2. The in-service conformity checks shall be appropriate for confirming that tailpipe and evaporative emissions are effectively limited during the normal life of vehicles under normal conditions of use. 3. In-service conformity shall be checked on properly maintained and used vehicles, in accordance with Appendix 1 of Annex II, between 15 000 km or 6 months whichever occurs later and 100 000 km or 5 years whichever occurs sooner. In service conformity for evaporative emissions shall be checked on properly maintained and used vehicles, in accordance with Appendix 1 of Annex II, between 30 000 km or 12 months whichever occurs later and 100 000 km or 5 years whichever occurs sooner. The requirements for in-service conformity checks are applicable until 5 years after the last Certificate of Conformity or individual approval certificate is issued for vehicles of that in-service conformity family. 4. In-service conformity checks shall not be mandatory if the annual sales of the in-service conformity family are less than 5 000 vehicles in Great Britain for the previous year. For such families, the manufacturer shall provide the approval authority with a report of any emissions related warranty, repair claim and OBD fault as set out in point 4.1 of Annex II. Such in-service conformity families may still be selected to be tested in accordance with Annex II. 5. The manufacturer and the ... approval authority shall perform in-service conformity checks in accordance with Annex II. 6. The ... approval authority shall take the decision on whether a family failed the provisions of in-service conformity, following a compliance assessment and approve the plan of remedial measures presented by the manufacturer in accordance with Annex II. 7. If the approval authority has established that an in-service conformity family fails the in-service conformity check, it must inform the manufacturer that an in-service conformity family fails the in-service conformity checks and that the procedures described in points 6 and 7 of Annex II must be followed. ... 8. In addition to points 1 to 7, the following shall apply to vehicles type approved according to Part B of Annex II. (a) Vehicles submitted to multi-stage type-approval, as defined in Article 3(8) of Regulation (EU) 2018/858, shall be checked for in service conformity in accordance with the rules for multistage approval set out in point 5.10.6 of Part B of Annex II to this Regulation. (b) Armoured vehicles, hearses and wheelchair accessible vehicles, as defined in points 5.2, 5.4 and 5.5 of Part A of Annex I to Regulation (EU) 2018/858 respectively, shall not be subject to the provisions of this Article. All other special purpose vehicles as defined in point 5 of Part A of Annex I to Regulation (EU) 2018/858, shall be checked for in service conformity in accordance with the rules for multistage type-approvals set out in Part B of Annex II to this Regulation. ## 10 Pollution control devices 1. The manufacturer shall ensure that replacement pollution control devices intended to be fitted to GB type-approved vehicles covered by the scope of Regulation (EC) No 715/2007 are GB type-approved, as separate technical units within the meaning of Article 29(1) of Regulation (EU) 2018/858, in accordance with Article 12, Article 13 and Annex XIII to this Regulation. Catalytic converters and particulate filters shall be considered to be pollution control devices for the purposes of this Regulation. The relevant requirements shall be deemed to be met if all the following conditions are fulfilled: (a) the requirements of Article 13 are met; (b) the replacement pollution control devices have been approved according to UN/ECE Regulation No 103. In the case referred to in the third subparagraph Article 14 shall also apply. 2. Original equipment replacement pollution control devices, which fall within the type covered by point 2.3 of the Addendum to Appendix 4 to Annex I and are intended for fitment to a vehicle to which the relevant type-approval document refers, do not need to comply with Annex XIII provided they fulfil the requirements of points 2.1 and 2.2 of that Annex. 3. The manufacturer shall ensure that the original pollution control device carries identification markings. 4. The identification markings referred to in paragraph 3 shall comprise the following: (a) the vehicle or engine manufacturer's name or trade mark; (b) the make and identifying part number of the original pollution control device as recorded in the information referred to in point 3.2.12.2 of Appendix 3 to Annex I. ## 11 Application for GB type-approval of a type of replacement pollution control device as a separate technical unit 1. The manufacturer shall submit to the approval authority an application for GB type-approval of a type of replacement pollution control device as a separate technical unit. The application shall be drawn up in accordance with the model of the information document set out in Appendix 1 to Annex XIII. 2. In addition to the requirements laid down in paragraph 1, the manufacturer shall submit to the technical service responsible for the type-approval test all of the following: (a) a vehicle or vehicles of a type approved in accordance with this Regulation equipped with a new original equipment pollution control device; (b) one sample of the type of the replacement pollution control device; (c) an additional sample of the type of the replacement pollution control device, in the case of a replacement pollution control device intended to be fitted to a vehicle equipped with an OBD system. 3. For the purposes of point (a) of paragraph 2, the test vehicles shall be selected by the applicant with the agreement of the technical service. The test vehicles shall comply with the requirements set out in Section 3.2 of Annex 4a to UN/ECE Regulation No 83. The test vehicles shall respect all of the following requirements: (a) they shall have no emission control system defects; (b) any excessively worn out or malfunctioning emission-related original part shall be repaired or replaced; (c) they shall be tuned properly and set to manufacturer's specification prior to emission testing. 4. For the purposes of points (b) and (c) of paragraph 2, the sample shall be clearly and indelibly marked with the applicant's trade name or mark and its commercial designation. 5. For the purposes of point (c) of paragraph 2, the sample shall have been deteriorated as defined under point (25) of Article 2. ## 12 Administrative provisions for GB type-approval of replacement pollution control device as separate technical unit 1. If all the relevant requirements are met, the type approval authority shall grant a GB type-approval for replacement pollution control devices as separate technical unit and issue a type-approval number in accordance with the numbering system set out in Annex IV to Commission Implementing Regulation (EU) 2020/683. The approval authority shall not assign the same number to another replacement pollution control device type. The same type-approval number may cover the use of that replacement pollution control device type on a number of different vehicle types. 2. For the purposes of paragraph 1, the approval authority shall issue a GB type-approval certificate established in accordance with the model set out in Appendix 2 to Annex XIII. 3. If the applicant for type-approval is able to demonstrate to the approval authority or technical service that the replacement pollution control device is of a type indicated in section 2.3 of the Addendum to Appendix 4 to Annex I, the granting of a type-approval shall not be dependent on verification of compliance with the requirements specified in section 4 of Annex XIII. ## 13 Access to vehicle OBD and vehicle repair and maintenance information 1. Manufacturers shall put in place the necessary arrangements and procedures, in accordance with Articles 6 and 7 of Regulation (EC) No 715/2007 and Annex XIV of this regulation, to ensure that vehicle OBD and vehicle repair and maintenance information is readily accessible. 2. Approval authorities shall only grant type-approval after receiving from the manufacturer a Certificate on Access to Vehicle OBD and Vehicle Repair and Maintenance Information. 3. The Certificate on Access to Vehicle OBD and Vehicle Repair and Maintenance Information shall serve as the proof of compliance with Article 6(7) of Regulation (EC) No 715/2007. 4. The Certificate on Access to Vehicle OBD and Vehicle Repair and Maintenance Information shall be drawn up in accordance with the model set out in Appendix 1 of Annex XIV. 5. If the vehicle OBD and vehicle repair and maintenance information is not available, or does not conform to Article 6 and 7 of Regulation (EC) No 715/2007 and Annex XIV of this Regulation, when the application for type-approval is made, the manufacturer shall provide that information within six months of the date of type approval. 6. The obligations to provide information within the period specified in paragraph 5 shall apply only if, following type-approval, the vehicle is placed on the market. When the vehicle is placed on the market more than six months after type-approval, the information shall be provided on the date on which the vehicle is placed on the market. 7. The approval authority may presume that the manufacturer has put in place satisfactory arrangements and procedures with regard to access to vehicle OBD and vehicle repair and maintenance information, on the basis of a completed Certificate on Access to Vehicle OBD and Vehicle Repair and Maintenance Information, providing that no complaint was made, and that the manufacturer provides this information within the period set out in paragraph 5. 8. In addition to the requirements for the access to OBD information that are specified in Section 4 of Annex XI, the manufacturer shall make available to interested parties the following information: (a) relevant information to enable the development of replacement components which are critical to the correct functioning of the OBD system; (b) information to enable the development of generic diagnostic tools. For the purposes of point (a), the development of replacement components shall not be restricted by: the unavailability of pertinent information, the technical requirements relating to malfunction indication strategies if the OBD thresholds are exceeded or if the OBD system is unable to fulfil the basic OBD monitoring requirements of this Regulation; specific modifications to the handling of OBD information to deal independently with vehicle operation on petrol or on gas; and the type-approval of gas-fuelled vehicles that contain a limited number of minor deficiencies. For the purposes of point (b), where manufacturers use diagnostic and test tools in accordance with ISO 22900 Modular Vehicle Communication Interface (MVCI) and ISO 22901 Open Diagnostic Data Exchange (ODX) in their franchised networks, the ODX files shall be accessible to independent operators via the web site of the manufacturer. 9. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ## 14 Compliance with the obligations regarding access to vehicle OBD and vehicle repair and maintenance information 1. The approval authority may, at any time, whether on its own initiative, on the basis of a complaint, or on the basis of an assessment by a technical service, check the compliance of a manufacturer with the provisions of Regulation (EC) No 715/2007, this Regulation, and the terms of the Certificate on Access to Vehicle OBD and Vehicle Repair and Maintenance Information. 2. Where an approval authority finds that the manufacturer has failed to comply with its obligations regarding access to vehicle OBD and vehicle repair and maintenance information, the approval authority which granted the relevant type approval shall take appropriate steps to remedy the situation. 3. The steps referred to in paragraph 2 may include withdrawal or suspension of type-approval, fines, or other measures adopted in accordance with Article 13 of Regulation (EC) No 715/2007. 4. The approval authority shall proceed to an audit in order to verify compliance by the manufacturer with the obligations concerning access to vehicle OBD and vehicle repair and maintenance information, if an independent operator or a trade association representing independent operators files a complaint to the approval authority. 5. When carrying out the audit, the approval authority may ask a technical service or any other independent expert to carry out an assessment to verify whether these obligations are met. ## 15 Transitional provisions 1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2. With effect from 1 September 2017 in the case of categories M1, M2 and category N1 class I vehicles, and from 1 September 2018 in the case of N1 vehicles of class II and III and category N2 vehicles, the approval authority shall refuse, on grounds relating to emissions or fuel consumption, to grant GB type-approval, in respect to new vehicle types which do not comply with this Regulation. With effect from 1 September 2019, the approval authority shall refuse, on grounds relating to emissions or fuel consumption, to grant GB type-approval, in respect to new vehicle types which do not comply with Annex VI. At the request of the manufacturer, until 31 August 2019 the evaporative emissions test procedure set out in Annex 7 to UNECE Regulation 83 or the evaporative emissions test procedure set out in in Annex VI of Regulation (EC) No 692/2008 may still be used for the purposes of type-approval under this Regulation. 3. With effect from 1 September 2018 in the case of categories M1, M2 and category N1 class I vehicles, and from 1 September 2019 in the case of N1 vehicles of class II and III and category N2 vehicles, the Secretary of State shall, on grounds relating to emissions or fuel consumption, in the case of new vehicles which do not comply with this Regulation, consider certificates of conformity to be no longer valid for the purposes of Article 48 of Regulation (EU) 2018/858 and shall prohibit the registration, sale or entry into service of such vehicles. For new vehicles registered before 1 September 2019 the evaporative emissions test procedure laid down in Annex 7 to UN/ECE Regulation 83 may, at the request of the manufacturer, be applied instead of the procedure laid down in Annex VI to this Regulation for the purposes of determining the evaporative emissions of the vehicle. With the exception of vehicles approved for evaporative emissions under the procedure laid down in Annex VI of Regulation (EC) No 692/2008, with effect from 1 September 2019, the registration, sale or entry into service of new vehicles that do not comply with Annex VI to this Regulation is prohibited. 4. Until three years after the dates specified in Article 10(4) of Regulation (EC) No 715/2007 in the case of new vehicle types and four years after the dates specified in Article 10(5) of that Regulation in the case of new vehicles, the following provisions shall apply: (a) the requirements of point 2.1 of Annex IIIA with the exception of the requirements for the number of particles (PN) shall not apply; (b) the requirements of Annex IIIA other than that in point 2.1, including the requirements with regard to RDE tests to be performed and data to be recorded and made available, shall apply only to new type approvals granted in accordance with Regulation (EC) No 715/2007 from 27 July 2017; (c) the requirements of Annex IIIA shall not apply to type approvals granted to small volume manufacturers. (d) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (e) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Where a vehicle was type-approved in accordance with the requirements of Regulation (EC) No 715/2007 and its implementing legislation prior to 1 September 2017 in the case of category M and category N1 class I vehicles, or prior to 1 September 2018 in the case of category N1 class II and III and category N2 vehicles, it shall not be considered as belonging to a new type for the purpose of the first subparagraph. The same shall apply also where new types are created out of the original type exclusively due to the application of the new type definition in Article 2(1) of this Regulation. In these cases, the application of this subparagraph shall be mentioned in Section II. 5 Remarks of the GB type-approval certificate, set out in Appendix 4 of Annex I to Regulation (EU) 2017/1151, including a reference to the previous type-approval. 5. Until 8 years after the dates given in Article 10(4) of Regulation (EC) No 715/2007: (a) type 1/I tests performed in accordance with Annex III to Regulation (EC) No 692/2008 until 3 years after the dates specified in Article 10(4) of Regulation (EC) No 715/2007 shall be recognised by the approval authority for the purposes of producing deteriorated or defective components to simulate failures for assessing the requirements of Annex XI to this Regulation; (b) with respect to vehicles of a WLTP interpolation family which fulfil the extension rules specified in point 3.1.4 of Annex I of Regulation (EC) No 692/2008, procedures performed in accordance with Section 3.13 of Annex III to Regulation (EC) No 692/2008 until 3 years after the dates given in Article 10(4) of Regulation (EC) No 715/2007 shall be accepted by the approval authority for the purposes of fulfilling the requirements of Appendix 1 to Sub-Annex 6 to Annex XXI of this Regulation; (c) durability demonstrations where the first type 1/I test was performed and completed in accordance with Annex VII to Regulation (EC) No 692/2008 until 3 years after the dates specified in Article 10(4) of Regulation (EC) No 715/2007 shall be recognised by the approval authority as equivalent for the purposes of fulfilling the requirements of Annex VII to this Regulation. For the purposes of this point, the possibility to use test results from procedures performed and completed in accordance with Regulation (EC) No 692/2008 shall only be applicable to those vehicles of a WLTP interpolation family which fulfil the extension rules specified in point 3.3.1 of Annex I of Regulation (EC) No 692/2008. 6. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7. Until 5 years and 4 months following the dates specified in Article 10(4) and (5) of Regulation (EC) No 715/2007 the requirements of Point 2.1 of Annex IIIA shall not apply to emission type-approvals according to Regulation (EC) No 715/2007 granted to small volume manufacturers as defined in Article 2(32). However in the period between 3 years and 5 years and 4 months following the dates specified in Article 10(4) and between 4 years and 5 years 4 months following the dates specified in Article 10(5) of Regulation (EC) No 715/2007, small volume manufacturers shall monitor and report the RDE values of their vehicles. 8. Part B of Annex II shall apply to categories M1, M2 and category N1 class I based on types approved from 1 January 2019, and for category N1 class II and III and category N2 based on types approved from 1 September 2019. It shall also apply to all vehicles registered from 1 September 2019 for categories M1, M2 and category N1 class I, and to all vehicles registered from 1 September 2020 for category N1 class II and III and category N2. In all other cases Part A of Annex II shall apply. 9. With effect from 1 January 2020 in the case of vehicles as referred to in Article 4a of categories M1 and N1, class I, and from 1 January 2021 in the case of vehicles as referred to in Article 4a of category N1 vehicles, classes II and III, the approval authority shall refuse, on grounds relating to emissions or fuel consumption, to grant GB type-approval in respect of new vehicle types which do not meet the requirements laid down in Article 4a. With effect from 1 January 2021, in the case vehicles as referred to in Article 4a of categories M1 and N1, class I, and from 1 January 2022 in the case of vehicles as referred to in Article 4a of category N1 vehicles, classes II and III, the registration, sale or entry into service of new vehicles that do not comply with that Article is prohibited. 10. With effect from 1 September 2019 the registration, sale or entry into service of new vehicles that do not comply with the requirements set out in Annex VIII of Commission Implementing Regulation (EU) 2020/683 is prohibited. For all vehicles registered between 1 January and 31 August 2019 under new type approvals granted in the same period and where the information listed in Annex IX of the Directive 2007/46/EC as amended by Regulation (EU) 2018/1832 is not yet included in the Certificate of Conformity, the manufacturer shall make this information available free-of-charge within 5 working days of the request by an accredited lab or technical service for the purposes of testing under Annex II. 11. The requirements of Article 4a shall not apply to type approvals granted to small volume manufacturers. ## 16 Amendments to Directive 2007/46/EC Directive 2007/46/EC is amended in accordance with Annex XVIII to this Regulation. ## 17 Amendments to Regulation (EC) No 692/2008 Regulation (EC) No 692/2008 is amended as follows: (1) In Article 6, paragraph 1, shall be replaced by the following text: ‘1. If all the relevant requirements are met, the approval authority shall grant an EC type-approval and issue a type-approval number in accordance with the numbering system set out in Annex VII to Directive 2007/46/EC. Without prejudice to the provisions of Annex VII to Directive 2007/46/EC, Section 3 of the type-approval number shall be drawn up in accordance with Appendix 6 to Annex I to this Regulation. An approval authority shall not assign the same number to another vehicle type. The requirements of Regulation (EC) No 715/2007 shall be deemed to be met if all the following conditions are fulfilled: (a) the requirements of Article 3(10) of this Regulation are met; (b) the requirements of Article 13 of this Regulation are met; (c) the vehicle has been approved according to UN/ECE Regulations No 83, series of amendments 07; No 85 and its supplements, No 101, Revision 3 (comprising series of amendments 01 and their supplements) and in the case of compression ignition vehicles No 24 Part III, series of amendments 03. (d) the requirements of Article 5(11) and (12) are met.’ (2) the following Article 16a is added: ‘Transitional provisions Article 16a With effect from 1 September 2017 in the case of categories M1, M2 and category N1 class I vehicles, and from 1 September 2018 in the case of N1 vehicles of class II and III and category N2 vehicles, this Regulation shall only apply for the purposes of assessing the following requirements of vehicles type-approved in accordance with this Regulation before those dates: (a) conformity of production in accordance with Article 8; (b) in-service conformity in accordance with Article 9; (c) access to vehicle OBD and vehicle repair and maintenance information in accordance with Article 13; This Regulation shall also apply for the purposes of the correlation procedure set out in Commission Implementing Regulations (EU) 2017/1152 and (EU) 2017/1153.’ (3) Annex I is amended in accordance with Annex XVII to this Regulation. ## 18 Amendments to Commission Regulation (EU) No 1230/2012 In Regulation (EU) No 1230/2012, Article 2(5) is replaced by the following: (5) ‘“Mass of the optional equipment” means the maximum mass of the combinations of optional equipment which may be fitted to the vehicle in addition to the standard equipment in accordance with the manufacturer's specifications;’ ## 18bis Hybrid and plug-in hybrid vehicles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ## 19 Repeal Regulation (EC) No 692/2008 is repealed as from 1 January 2022. ## 20 Entry into force and application This Regulation shall enter into force on the twentieth day following its publication in the Official Journal of the European Union. ## Signature ... ## Annex I: ADMINISTRATIVE PROVISIONS FOR GB TYPE-APPROVAL ### Division 1: ADDITIONAL REQUIREMENTS FOR GRANTING OF GB TYPE-APPROVAL ### Division 1.1: Additional requirements for mono fuel gas vehicles, and bi-fuel gas vehicles. ## 1.1.1 The additional requirements for granting of type-approval for mono fuel gas vehicles, and bi-fuel gas vehicles shall be those set out in sections 1, 2 and 3 and Appendices 1 and 2 to Annex 12 to UN/ECE Regulation No 83, with the exceptions set out below. ## 1.1.2 The reference in paragraphs 3.1.2. and 3.1.4. of Annex 12 to UN/ECE Regulation No 83 to reference fuels of Annex 10a shall be understood as being reference to the appropriate reference fuel specifications in Section A of Annex IX to this Regulation. ## 1.1.3 For LPG or NG, the fuel to be used shall be the one selected by the manufacturer for the measurement of the net power in accordance with Annex XX to this Regulation. The selected fuel shall be specified in the information document set out in Appendix 3 of Annex I to this Regulation. ## 1.2 Additional requirements for flex fuel vehicles The additional requirements for granting of type-approval for flex fuel vehicles shall be those set out in paragraph 4.9. of UN/ECE Regulation No 83. ### Division 2: ADDITIONAL TECHNICAL REQUIREMENTS AND TESTS ### Division 2.1: Small volume manufacturers ## 2.1.1 List of legislative acts referred to in Article 3(3): Legislative Act Requirements The California Code of Regulations, Title 13, Sections 1961(a) and 1961(b)(1)(C)(1) applicable to 2001 and later model year vehicles, 1968.1, 1968.2, 1968.5, 1976 and 1975, published by Barclay’s Publishing Type-approval must be granted under the California Code of Regulations applicable to the most recent model year of light-duty vehicle. ### Division 2.2: Inlets to fuel tanks ## 2.2.1 The requirements for inlets to fuel tanks shall be those specified in paragraphs 5.4.1. and 5.4.2. of Annex XXI and point 2.2.2 below. ## 2.2.2 Provision shall be made to prevent excess evaporative emissions and fuel spillage caused by a missing fuel filler cap. This may be achieved by using one of the following: (a)an automatically opening and closing, non-removable fuel filler cap, (b)design features which avoid excess evaporative emissions in the case of a missing fuel filler cap, (c)any other provision which has the same effect. Examples may include, but are not limited to, a tethered filler cap, a chained filler cap or one utilizing the same locking key for the filler cap as for the vehicle’s ignition. In this case the key shall be removable from the filler cap only in the locked condition. ### Division 2.3: Provisions for electronic system security ## 2.3.1 Any vehicle with an emission control computer shall include features to deter modification, except as authorised by the manufacturer. The manufacturer shall authorise modifications if those modifications are necessary for the diagnosis, servicing, inspection, retrofitting or repair of the vehicle. Any reprogrammable computer codes or operating parameters shall be resistant to tampering and afford a level of protection at least equivalent to that afforded by the provisions of the standard ISO 15031-7:2013. Any removable calibration memory chips shall be potted, encased in a sealed container or protected by electronic algorithms and shall not be changeable without the use of specialised tools and procedures. Only features directly associated with emissions calibration or prevention of vehicle theft may be so protected. ## 2.3.2 Computer-coded engine operating parameters shall not be changeable without the use of specialised tools and procedures (e.g. soldered or potted computer components or sealed (or soldered) enclosures). ## 2.3.3 At the request of the manufacturer, the approval authority may grant exemptions to the requirements in points 2.3.1. and 2.3.2. for those vehicles that are unlikely to require protection. The criteria that the approval authority shall evaluate in considering an exemption shall include, but are not limited to, the current availability of performance chips, the high-performance capability of the vehicle and the projected sales volume of the vehicle. ## 2.3.4 Manufacturers using programmable computer code systems shall take the necessary measures to deter unauthorised reprogramming. Such measures shall include enhanced tamper protection strategies and write-protect features requiring electronic access to an off-site computer maintained by the manufacturer, to which independent operators shall also have access using the protection afforded in point 2.3.1. and point 2.2. of Annex XIV. Methods giving an adequate level of tamper protection shall be approved by the approval authority. ## 2.3.5 In the case of mechanical fuel-injection pumps fitted to compression-ignition engines, manufacturers shall take adequate steps to protect the maximum fuel delivery setting from tampering while a vehicle is in service. ## 2.3.6 Manufacturers shall effectively deter reprogramming of the odometer readings, in the board network, in any powertrain controller as well as in the transmitting unit for remote data exchange if applicable. Manufacturers shall include systematic tamper-protection strategies and write-protect features to protect the integrity of the odometer reading. Methods giving an adequate level of tamper protection shall be approved by the approval authority. ### Division 2.4: Application of tests ### Division 2.4.1: Figure I.2.4 illustrates the application of the tests for type-approval of a vehicle. The specific test procedures are described in Annexes II, IIIA, IV, V, VI, VII, VIII, XI, XVI, XX, XXI and XXII. ## Figure I.2.4 Application of test requirements for type-approval and extensions Specific test procedures for hydrogen and flex fuel biodiesel vehicles will be defined at a later stage. Particulate mass and particle number limits and respective measurement procedures shall apply only to vehicles with direct injection engines When a bi-fuel vehicle is combined with a flex fuel vehicle, both test requirements are applicable. Only NO x emissions shall be determined when the vehicle is running on hydrogen. The particle number RDE test only applies to vehicles for which Euro 6 PN emission limits are defined in Table 2 of Annex I to Regulation (EC) No 715/2007. Vehicle category Vehicles with positive ignition engines including hybrids Vehicles with compression ignition engines including hybrids Pure electric vehicles Hydrogen fuel cell vehicles Mono fuel Bi-fuel Flex-fuel Reference fuel Petrol (E10) LPG NG/Biomethane Hydrogen (ICE) Petrol (E10) Petrol (E10) Petrol (E10) Petrol (E10) Diesel (B7) — Hydrogen (Fuel Cell) LPG NG/Biomethane Hydrogen (ICE) Ethanol (E85) Gaseous pollutants (Type 1 test) Yes Yes Yes Yes Yes (both fuels) Yes (both fuels) Yes (both fuels) Yes (both fuels) Yes — — PM (Type 1 test) Yes — — — Yes (petrol only) Yes (petrol only) Yes (petrol only) Yes (both fuels) Yes — — PN Yes — — — Yes (petrol only) Yes (petrol only) Yes (petrol only) Yes (both fuels) Yes — — Gaseous pollutants, RDE (Type 1A test) Yes Yes Yes Yes Yes (both fuels) Yes (both fuels) Yes (both fuels) Yes (both fuels) Yes — — PN, RDE (Type 1A test) Yes — — — Yes (petrol only) Yes (petrol only) Yes (petrol only) Yes (both fuels) Yes — — ATCT (14 °C test) Yes Yes Yes Yes Yes (both fuels) Yes (both fuels) Yes (both fuels) Yes (both fuels) Yes — — Idle emissions (Type 2 test) Yes Yes Yes — Yes (both fuels) Yes (both fuels) Yes (petrol only) Yes (both fuels) — — — Crankcase emissions (Type 3 test) Yes Yes Yes — Yes (petrol only) Yes (petrol only) Yes (petrol only) Yes (petrol only) — — — Evaporative emissions (Type 4 test) Yes — — — Yes (petrol only) Yes (petrol only) Yes (petrol only) Yes (petrol only) — — — Durability (Type 5 test) Yes Yes Yes Yes Yes (petrol only) Yes (petrol only) Yes (petrol only) Yes (petrol only) Yes — — Low temperature emissions (Type 6 test) Yes — — — Yes (petrol only) Yes (petrol only) Yes (petrol only) Yes (both fuels) — — — In-service conformity Yes Yes Yes Yes Yes (as at type approval) Yes (as at type approval) Yes (as at type approval) Yes (both fuels) Yes — — On-board diagnostics Yes Yes Yes Yes Yes Yes Yes Yes Yes — — CO 2 emissions, fuel consumption, electric energy consumption and electric range Yes Yes Yes Yes Yes (both fuels) Yes (both fuels) Yes (both fuels) Yes (both fuels) Yes Yes Yes Smoke opacity — — — — — — — — Yes — — Engine power Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes ### Division 3: EXTENSIONS TO TYPE-APPROVALS ### Division 3.1: Extensions for tailpipe emissions (type 1 and type 2 tests) ## 3.1.1 The type-approval shall be extended to vehicles if they conform to the criteria of Article 2 (1) or if they conform to Article 2 (1) (a) and (c) and fulfil all the following criteria: (a)the CO 2 emission of the tested vehicle resulting from step 9 of Table A7/1 of Sub-Annex 7 to Annex XXI is less than or equal to the CO 2 emission obtained from the interpolation line corresponding to the cycle energy demand of the tested vehicle; (b)the new interpolation range does not exceed the maximum range as set out in point 2.3.2.2. of Sub-Annex 6 to Annex XXI; (c)the pollutant emissions respect the limits set out in Table 2 of Annex I to Regulation (EC) No 715/2007. ## 3.1.1.1 The type-approval shall not be extended to create an interpolation family if it has been granted only in relation to Vehicle High. ## 3.1.2 Vehicles with periodically regenerating systems For Ki tests undertaken under Appendix 1 to Sub-Annex 6 to Annex XXI (WLTP), the type-approval shall be extended to vehicles if they conform to the criteria of paragraph 5.9. of Annex XXI. For Ki tests undertaken under Annex 13 of UN/ECE Regulation No 83 (NEDC) the type-approval shall be extended to vehicles according to the requirements of Section 3.1.4. of Annex I to Regulation (EC) No 692/2008. ### Division 3.2: Extensions for evaporative emissions (type 4 test) ## 3.2.1 For tests performed in accordance with Annex 6 to UN/ECE Regulation No 83 [1 day NEDC] or the Annex to Regulation (EC) No 2017/1221 [2 days NEDC] the type-approval shall be extended to vehicles equipped with a control system for evaporative emissions which meet the following conditions: 3.2.1.1.The basic principle of fuel/air metering (e.g. single point injection) is the same. 3.2.1.2.The shape of the fuel tank is identical and the material of the fuel tank and liquid fuel hoses are technically equivalent. 3.2.1.3.The worst-case vehicle with regard to the cross-section and approximate hose length shall be tested. Whether non-identical vapour/liquid separators are acceptable is decided by the technical service responsible for the type-approval tests. 3.2.1.4.The fuel tank volume is within a range of ± 10 %. 3.2.1.5.The setting of the fuel tank relief valve is identical. 3.2.1.6.The method of storage of the fuel vapour is identical, i.e. trap form and volume, storage medium, air cleaner (if used for evaporative emission control), etc. 3.2.1.7.The method of purging of the stored vapour is identical (e.g. air flow, start point or purge volume over the preconditioning cycle). 3.2.1.8.The method of sealing and venting of the fuel metering system is identical. ## 3.2.2 For tests performed according Annex VI [2 days WLTP] the type-approval shall be extended to vehicles equipped with a control system for evaporative emissions which meet the requirements of point 5.5.1. of Annex VI. ## 3.2.3 The type-approval shall be extended to vehicles with: 3.2.3.1.different engine sizes; 3.2.3.2.different engine powers; 3.2.3.3.automatic and manual gearboxes; 3.2.3.4.two and four wheel transmissions; 3.2.3.5.different body styles; and 3.2.3.6.different wheel and tyre sizes. ### Division 3.3: Extensions for durability of pollution control devices (type 5 test) ## 3.3.1 The type-approval shall be extended to different vehicle types, provided that the vehicle, engine or pollution control system parameters specified below are identical or remain within the prescribed tolerances: ## 3.3.1.1 Vehicle: Inertia category: the two inertia categories immediately above and any inertia category below. Total road load at 80 km/h: + 5 % above and any value below. ## 3.3.1.2 Engine (a)engine cylinder capacity (± 15 %), (b)number and control of valves, (c)fuel system, (d)type of cooling system, (e)combustion process. ## 3.3.1.3 Pollution control system parameters: (a)Catalytic converters and particulate filters: number of catalytic converters, filters and elements, size of catalytic converters and filters (volume of monolith ± 10 %), type of catalytic activity (oxidizing, three-way, lean NOx trap, SCR, lean NOx catalyst or other), precious metal load (identical or higher), precious metal type and ratio (± 15 %), substrate (structure and material), cell density, temperature variation of no more than 50 K at the inlet of the catalytic converter or filter. This temperature variation shall be checked under stabilized conditions at a vehicle speed of 120 km/h and the load setting of the type 1 test. (b)Air injection: with or without type (pulsair, air pumps, other(s)) (c)EGR: with or without type (cooled or non-cooled, active or passive control, high pressure or low pressure). ## 3.3.1.4 The durability test may be carried out using a vehicle, which has a different body style, gear box (automatic or manual) and size of the wheels or tyres, from those of the vehicle type for which the type-approval is sought. ### Division 3.4: Extensions for on-board diagnostics ## 3.4.1 The type-approval shall be extended to different vehicles with identical engine and emission control systems as defined in Annex XI, Appendix 2. The type-approval shall be extended regardless of the following vehicle characteristics: (a)engine accessories; (b)tyres; (c)equivalent inertia; (d)cooling system; (e)overall gear ratio; (f)transmission type; and (g)type of bodywork. ### Division 3.5: Extensions for low temperature test (type 6 test) ### Division 3.5.1: Vehicles with different reference masses ## 3.5.1.1 The type-approval shall be extended only to vehicles with a reference mass requiring the use of the next two higher equivalent inertia or any lower equivalent inertia. ## 3.5.1.2 For category N vehicles, the approval shall be extended only to vehicles with a lower reference mass, if the emissions of the vehicle already approved are within the limits prescribed for the vehicle for which extension of the approval is requested. ### Division 3.5.2: Vehicles with different overall transmission ratios ## 3.5.2.1 The type-approval shall be extended to vehicles with different transmission ratios only under certain conditions. ## 3.5.2.2 To determine whether type-approval can be extended, for each of the transmission ratios used in the type 6 test, the proportion, E=V2− V1∕V1 shall be determined where, at an engine speed of 1 000 min–1, V1 is the speed of the vehicle-type approved and V2 is the speed of the vehicle type for which extension of the approval is requested. ## 3.5.2.3 If, for each transmission ratio, E ≤ 8 %, the extension shall be granted without repeating the type 6 test. ## 3.5.2.4 If, for at least one transmission ratio, E > 8 %, and if, for each gear ratio, E ≤ 13 %, the type 6 test shall be repeated. The tests may be performed in a laboratory chosen by the manufacturer subject to the approval of the technical service. The report of the tests shall be sent to the technical service responsible for the type-approval tests. ## 3.5.3 Vehicles with different reference masses and transmission ratios The type-approval shall be extended to vehicles with different reference masses and transmission ratios, provided that all the conditions prescribed in paragraphs 3.5.1 and 3.5.2 are fulfilled. ### Division 4: CONFORMITY OF PRODUCTION ### Division 4.1: Introduction ## 4.1.1 Every vehicle produced under a Type Approval according to this Regulation shall be so manufactured as to conform to the type approval requirements of this Regulation. The Manufacturer shall implement adequate arrangements and documented control plans and carry-out at specified intervals as given in this regulation the necessary emission and OBD tests to verify continued conformity with the approved type. The approval authority shall verify and agree with these arrangements and control plans of the manufacturer and perform audits and conduct emission and OBD tests at specific intervals, as given in this regulation, at the premises of the manufacturer, including production and test facilities as part of the product conformity and continued verification arrangements as described in Annex IV of Regulation (EU) 2018/858. ## 4.1.2 The manufacturer shall check the conformity of production by testing the emissions of pollutants (given in Table 2 of Annex I to Regulation (EC) No 715/2007), the emission of CO 2 (along with the measurement of electric energy consumption, EC and, where applicable, the monitoring of the OBFCM device accuracy), the crankcase emissions, evaporative emissions and the OBD in accordance with the test procedures described in Annexes V, VI, XI, XXI and XXII. The verification shall therefore include the tests of types 1, 3, 4 and the test for OBD, as described in section 2.4. The Type Approval Authority shall keep record for a period of at least 5 years of all the documentation related to the conformity of production test results ... The specific procedures for conformity of production are set out in Sections 4.2 to 4.7 and Appendixes 1 and 2. ### Division 4.1.3: For the purposes of the manufacturer's conformity of production check, the family means the conformity of production (COP) family for tests of Type 1, including the monitoring of the OBFCM device accuracy, and Type 3, includes for the Type 4 test the extensions described in point 3.2 and the OBD family with the extensions described in point 3.4 for the OBD tests. ### Division 4.1.3.1: COP family criteria ## 4.1.3.1.1 For Category M vehicles and for Category N1 class I and class II vehicles, the COP family shall be identical to the interpolation family, as described in paragraph 5.6. of Annex XXI. ## 4.1.3.1.2 For Category N1 Class III and Category N2 vehicles, only vehicles that are identical with respect to the following vehicle/powertrain/transmission characteristics may be part of the same COP family: (a)Type of internal combustion engine: fuel type (or types in the case of flex-fuel or bi-fuel vehicles), combustion process, engine displacement, full-load characteristics, engine technology, and charging system, and also other engine subsystems or characteristics that have a non-negligible influence on CO 2 mass emission under WLTP conditions; (b)Operation strategy of all CO 2 mass emission influencing components within the powertrain; (c)Transmission type (e.g. manual, automatic, CVT) and transmission model (e.g. torque rating, number of gears, number of clutches, etc.); (d)Number of powered axles. ## 4.1.4 The frequency for product verification performed by the manufacturer shall be based on a risk assessment methodology consistent with the international standard ISO 31000:2018 — Risk Management — Principles and guidelines and at least for Type 1 with a minimum frequency per COP family of one verification per 5 000 vehicles produced or once per year, whichever comes first. ## 4.1.5 The Approval Authority which has granted type-approval may at any time verify the conformity control methods applied in each production facility. For the purpose of this regulation the Approval Authority shall perform audits for verifying the manufacturers arrangements and documented control plans at the premises of the manufacturer on a risk assessment methodology consistent with the international standard ISO 31000:2009 — Risk Management — Principles and guidelines and, in all cases, with a minimum frequency of one audit per year. If the approval authority is not satisfied with the auditing procedure of the manufacturer, physical test shall directly be carried out on production vehicles as described in points 4.2 to 4.7. ## 4.1.6 The normal frequency of physical test verifications by the Approval Authority shall be based on the results of the auditing procedure of the manufacturer on a risk assessment methodology and in all cases with a minimum frequency of one verification test per three years. The approval authority shall conduct these physical emission tests and OBD tests on production vehicles as described in points 4.2 to 4.7. In the case of the manufacturer running the physical tests, the Approval Authority shall witness the tests at the manufacturer's facility. ## 4.1.7 The Approval Authority shall report the results of all audit checks and physical tests performed on verifying conformity of the manufacturers and file it for a period of minimum 10 years. ... ## 4.1.8 In case of non-conformity Article 54 of Regulation (EU) 2018/858 shall apply. ### Division 4.2: Checking the conformity of the vehicle for a type 1 test ## 4.2.1 The Type 1 test shall be carried out on production vehicles of a valid member of the COP family as described in point 4.1.3.1. The test results shall be the values after all corrections according to this Regulation are applied. The limit values against which to check conformity for pollutants are set out in Table 2 of Annex I to Regulation (EC) No 715/2007. As regards CO 2 emissions, the limit value shall be the value determined by the manufacturer for the selected vehicle in accordance with the interpolation methodology set out in Sub-Annex 7 of Annex XXI. The interpolation calculation shall be verified by the approval authority. ## 4.2.2 A sample of three vehicles shall be selected at random in the COP family. After selection by the approval authority, the manufacturer shall not undertake any adjustment to the vehicles selected. ## 4.2.2.1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ## 4.2.3 The statistical method for calculating the test criteria is described in Appendix 1. The production of a COP family shall be deemed to not conform when a fail decision is reached for one or more of the pollutants and CO 2 values, in accordance with the test criteria in Appendix 1. The production of a COP family shall be deemed to conform once a pass decision is reached for all the pollutants and CO 2 values in accordance with the test criteria in Appendix 1. When a pass decision has been reached for one pollutant, that decision shall not be changed by any additional tests carried out to reach a decision for the other pollutants and CO2 values. If a pass decision is not reached for all the pollutants and CO2 values, a test shall be carried out on another vehicle, up to the maximum of 16 vehicles, and the procedure described in Appendix 1 for taking a pass or fail decision shall be repeated (see Figure I.4.2). Figure I.4.2 ## 4.2.4 At the request of the manufacturer and with the acceptance of the approval authority, tests may be carried out on a vehicle of the COP family with a maximum of 15 000 km in order to establish measured evolution coefficients EvC for pollutants/CO 2 for each COP family. The running-in procedure shall be conducted by the manufacturer, who shall not to make any adjustments to these vehicles. ## 4.2.4.1 In order to establish a measured evolution coefficient with a run-in vehicle the procedure shall be as follows: (a)the pollutants/CO2 shall be measured at a mileage of at most 80 km and at ‘x’ km of the first tested vehicle; (b)the evolution coefficient (EvC) of the pollutants/CO2 between 80 km and ‘x’ km shall be calculated as: EvCmeas=values at‘x’ km∕values at 80 km (c)the other vehicles in the COP family shall not be run in, but their zero km emissions/EC/CO 2 shall be multiplied by the evolution coefficient of the first run-in vehicle. In this case, the values to be taken for testing as in Appendix 1 shall be: (i)the values at ‘x’ km for the first vehicle; (ii)the values at zero km multiplied by the relevant evolution coefficient for the other vehicles. ## 4.2.4.2 All these tests shall be conducted with commercial fuel. However, at the manufacturer’s request, the reference fuels described in Annex IX may be used. ## 4.2.4.3 When checking the conformity of production for CO2, as an alternative to the procedure mentioned in Section 4.2.4.1 the vehicle manufacturer may use a fixed evolution coefficient EvC of 0,98 and multiply all values of CO2 measured at zero km by this factor. ## 4.2.5 Tests for conformity of production of vehicles fuelled by LPG or NG/biomethane may be performed with a commercial fuel of which the C3/C4 ratio lies between those of the reference fuels in the case of LPG, or of one of the high or low caloric fuels in the case of NG/biomethane. In all cases a fuel analysis shall be presented to the approval authority. ### Division 4.2.6: Vehicles fitted with eco-innovations ## 4.2.6.1 In the case of a vehicle type fitted with one or more eco-innovations, within the meaning of Article 11 of Regulation (EU) No 2019/631, the conformity of production shall be demonstrated with respect to the eco-innovations, by checking the presence of the correct eco-innovation(s) in question. ### Division 4.3: PEVs ## 4.3.1 Measures to ensure the conformity of production with regard to electric energy consumption (EC) shall be checked on the basis of the type-approval certificate set out in Appendix 4 to this Annex. ### Division 4.3.2: Electric energy consumption verification for conformity of production ## 4.3.2.1 During the conformity of production procedure, the break-off criterion for the Type 1 test procedure according to paragraph 3.4.4.1.3 of Sub-Annex 8 to Annex XXI of this Regulation (consecutive cycle procedure) and paragraph 3.4.4.2.3. of Sub-Annex 8 to Annex XXI of this Regulation (Shortened Test Procedure) shall be replaced with the following: The break-off criterion for the conformity of production procedure shall be reached with having finished the first applicable WLTP test cycle. ## 4.3.2.2 During this first applicable WLTP test cycle, the DC energy from the REESS(s) shall be measured according to the method described in Appendix 3 of Sub-Annex 8 to Annex XXI of this Regulation and divided by the driven distance in this applicable WLTP test cycle. ## 4.3.2.3 The value determined according to paragraph 4.3.2.2 shall be compared to the value determined according to paragraph 1.2 of Appendix 2. ## 4.3.2.4 Conformity for EC shall be checked using the statistical procedures described in Section 4.2 and Appendix 1. For the purposes of this conformity check, the terms pollutants/CO2 shall be replaced by EC. ### Division 4.4: OVC-HEVs ## 4.4.1 Measures to ensure the conformity of production with regard to CO2 mass emission and electric energy consumption from OVC-HEV shall be checked on the basis of the description in the type-approval certificate set out in Appendix 4 to this Annex. ### Division 4.4.2: CO2 mass emission verification for conformity of production ## 4.4.2.1 The vehicle shall be tested according to the charge-sustaining Type 1 test as described in paragraph 3.2.5. of Sub-Annex 8 to Annex XXI of this Regulation. ## 4.4.2.2 During this test, the charge-sustaining CO2 mass emission shall be determined according to Table A8/5 of Sub-Annex 8 to Annex XXI of this Regulation and compared to the charge-sustaining CO2 mass emission according to paragraph 2.3 of Appendix 2. ## 4.4.2.3 Conformity for CO2 emissions shall be checked using the statistical procedures described in Section 4.2 and Appendix 1. ### Division 4.4.3: Electric energy consumption verification for conformity of production ## 4.4.3.1 During the conformity of production procedure, the end of the charge-depleting Type 1 test procedure according to paragraph 3.2.4.4. of Sub-Annex 8 to Annex XXI of this Regulation shall be replaced with the following: The end of the charge-depleting Type 1 test procedure for the conformity of production procedure shall be reached with having finished the first applicable WLTP test cycle. ## 4.4.3.2 During this first applicable WLTP test cycle, the DC energy from the REESS(s) shall be measured according to the method described in Appendix 3 of Sub-Annex 8 to Annex XXI of this Regulation and divided by the driven distance in this applicable WLTP test cycle. ## 4.4.3.3 The value determined in accordance with point 4.4.3.2. shall be compared to the value determined in accordance with point 2.4. of Appendix 2. ## 4.4.1.4 Conformity for EC shall be checked using the statistical procedures described in Section 4.2 and Appendix 1. For the purposes of this conformity check, the terms pollutants/CO2 shall be replaced by EC. ### Division 4.5: Checking the conformity of the vehicle for a Type 3 test ## 4.5.1 If a verification of the Type 3 test is to be carried out, it shall be conducted in accordance with the following requirements: 4.5.1.1.When the approval authority determines that the quality of production seems unsatisfactory, a vehicle shall be randomly taken from the family and subjected to the tests described in Annex V. 4.5.1.2.The production shall be deemed to conform if this vehicle meets the requirements of the tests described in Annex V. 4.5.1.3.If the vehicle tested does not satisfy the requirements of Section 4.5.1.1, a further random sample of four vehicles shall be taken from the same family and subjected to the tests described in Annex V. The tests may be carried out on vehicles which have completed a maximum of 15 000 km with no modifications. 4.5.1.4.The production shall be deemed to conform if at least three vehicles meet the requirements of the tests described in Annex V. ### Division 4.6: Checking the conformity of the vehicle for a Type 4 test ## 4.6.1 If a verification of the Type 4 test is to be carried out, it shall be conducted in accordance with the following requirements: 4.6.1.1.When the approval authority determines that the quality of production seems unsatisfactory, a vehicle shall be randomly taken from the family and subjected to the tests described in Annex VI, or at least as in paragraph 7 of Annex 7 of UN Regulation 83. 4.6.1.2.The production shall be deemed to conform if this vehicle meets the requirements of the tests described in Annex VI, or paragraph 7 of Annex 7 of UN Regulation 83 depending on the test performed. 4.6.1.3.If the vehicle tested does not satisfy the requirements of section 4.6.1.1, a further random sample of four vehicles shall be taken from the same family and subjected to the tests described in Annex VI, or at least as in paragraph 7 of Annex 7 of UN Regulation 83. The tests may be carried out on vehicles which have completed a maximum of 15 000 km with no modifications. 4.6.1.4.The production shall be deemed to conform if at least three vehicles meet the requirements of the tests described in Annex VI, or paragraph 7 of Annex 7 of UN Regulation 83 depending on the test performed. ### Division 4.7: Checking the conformity of the vehicle for On-board Diagnostics (OBD) ## 4.7.1 If a verification of the performance of the OBD system is to be carried out, it shall be conducted in accordance with the following requirements: 4.7.1.1.When the approval authority determines that the quality of production seems unsatisfactory, a vehicle shall be randomly taken from the family and subjected to the tests described in Appendix 1 to Annex XI. 4.7.1.2.The production shall be deemed to conform if this vehicle meets the requirements of the tests described in Appendix 1 to Annex XI. 4.7.1.3.If the vehicle tested does not satisfy the requirements of section 4.7.1.1, a further random sample of four vehicles shall be taken from the same family and subjected to the tests described in Appendix 1 to Annex XI. The tests may be carried out on vehicles which have completed a maximum of 15 000 km with no modifications. 4.7.1.4.The production shall be deemed to conform if at least three vehicles meet the requirements of the tests described in Appendix 1 to Annex XI. ## 1 Verification of conformity of production for Type 1 test—statistical method 1. This Appendix describes the procedure to be used to verify the production conformity requirements for the Type 1 test for pollutants/CO 2 , including conformity requirements for PEVs and OVC-HEVs, and to monitor the OBFCM device accuracy. 2. Measurements of the pollutants specified in Table 2 of Annex I to Regulation (EC) No 715/2007, and the emission of CO 2 shall be carried out on a minimum number of 3 vehicles, and consecutively increase until a pass or fail decision is reached. The OBFCM device accuracy shall be determined for each of the N tests. From the number of N tests: x1, x2, … xN, the average Xtests and the variance VAR are to be determined from all N measurements: Xtests=x1+ x2+ x3+ …+ xN∕N and VAR=x1− Xtests2+x2− Xtests2+ …+xN− Xtests2∕N− 1 3. For each number of tests, one of the three following decisions (see (i) to ((iii) below) can be reached for pollutants based on the limit value L for each pollutant, the average of all N tests: Xtests, the variance of the test results VAR and the number of tests N: (i)Pass the family if XtestsA× L−N− 3∕13× VAR∕L (iii)Take another measurement if: A × L − VAR∕L≤Xtests≤A × L −N − 3∕13× VAR ∕ L For the measurement of pollutants the factor A is set at 1,05 in order to take into account inaccuracies in the measurements. 4. For CO2 and EC the normalised values for CO2 and EC shall be used: xi=CO2test− i∕CO2declared. xi=ECtest− i∕ECDC, COP In the case of CO2 and EC the factor A is set at 1.01 and the value for L is set at 1. So in the case of CO2 and EC the criteria are simplified to: (i)Pass the family if XtestsA−N− 3∕13× VAR (iii)Take another measurement if: A − VAR≤Xtests≤A −N − 3∕13× VAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5. For vehicles referred to in Article 4a, the accuracy of the OBFCM device shall be calculated as follows: x i,OBFCM accuracy of the OBFCM device determined for each single test i in accordance with the formulae point 4.2 of Annex XXII. The Type Approval authority shall keep a record of the determined accuracies for each COP family tested. ## 2 Calculations for Conformity of Production of EVs 1. Calculations for conformity of production values for PEVs 1.1 Interpolating of individual electric energy consumption of PEVs ECDC− ind,COP=ECDC− L,COP+ Kind×ECDC− H,COP− ECDC− L,COPwhere: ECDC–ind,COPis the electric energy consumption of an individual vehicle for the conformity of production, Wh/km; ECDC–L,COPis the electric energy consumption of vehicle L for the conformity of production, Wh/km; ECDC–H,COPis the electric energy consumption of vehicle H for the conformity of production, Wh/km; Kindis the interpolation coefficient for the considered individual vehicle for the applicable WLTP test cycle. 1.2 Electric Consumption for PEVs The following value shall be declared and used for verifying the conformity of production with respect to the electric consumption: ECDC,COP=ECDC,CD,first WLTC× AFECwhere: ECDC,COPis the electric energy consumption based on the REESS depletion of the first applicable WLTC test cycle provided for the verification during the conformity of production test procedure; ECDC,CD,first WLTCis the electric energy consumption based on the REESS depletion of the first applicable WLTC test cycle according to paragraph 4.3. of Sub-Annex 8 to Annex XXI, in Wh/km; AFECis the adjustment factor which compensates the difference between the charge-depleting electric energy consumption value declared after having performed the Type 1 test procedure during homologation and the measured test result determined during the conformity of production procedure and AFEC=ECWLTC,declaredECWLTCwhere ECWLTC,declaredis the declared electric energy consumption for PEVs according to paragraph 1.2.3. of Sub-Annex 6 to Annex XXI ECWLTCis the measured electric energy consumption according to paragraph 4.3.4.2. of Sub-Annex 8 to Annex XXI. 2. Calculations for conformity of production values for OVC-HEVs 2.1 Individual charge-sustaining CO2 mass emission of OVC-HEVs for conformity of production MCO2− ind,CS,COP=MCO2− L,CS,COP+ Kind×MCO2− H,CS,COP− MCO2− L,CS,COPwhere: MCO2–ind,CS,COPis the charge-sustaining CO2 mass emission of an individual vehicle for the conformity of production, g/km; MCO2–L,CS,COPis the charge-sustaining CO2 mass emission of vehicle L for the conformity of production, g/km; MCO2–H,CS,COPis the charge-sustaining CO2 mass emission of vehicle H for the conformity of production, g/km; Kindis the interpolation coefficient for the considered individual vehicle for the applicable WLTP test cycle. 2.2 Individual charge-depleting electric energy consumption of OVC-HEVs for conformity of production ECDC− ind,CD,COP=ECDC− L,CD,COP+ Kind×ECDC− H,CD,COP− ECDC− L,CD,COPwhere: ECDC–ind,CD,COPis the charge-depleting electric energy consumption of an individual vehicle for the conformity of production, Wh/km; ECDC–L,CD,COPis the charge-depleting electric energy consumption of vehicle L for the conformity of production, Wh/km; ECDC–H,CD,COPis the charge-depleting electric energy consumption of vehicle H for the conformity of production, Wh/km; Kindis the interpolation coefficient for the considered individual vehicle for the applicable WLTP test cycle. 2.3 Charge-sustaining CO2 mass emission value for conformity of production The following value shall be declared and used for the verification of the conformity of production with respect to the charge-sustaining CO2 mass emission: MCO2,CS,COP=MCO2,CS× AFCO2,CSwhere: MCO2,CS,COPis the charge-sustaining CO2 mass emission value of the charge-sustaining Type 1 test provided for the verification during the conformity of production test procedure; MCO2,CSis the charge-sustaining CO2 mass emission of the charge-sustaining Type 1 test according to paragraph 4.1.1. of Sub-Annex 8 to Annex XXI, g/km; AFCO2,CSis the adjustment factor which compensates the difference between the value declared after having performed the Type 1 test procedure during homologation and the measured test result determined during the conformity of production procedure And AFCO2,CS=MCO2,CS,c,declaredMCO2,CS,c,6where MCO2,CS,c,declaredis the declared charge-sustaining CO2 mass emission of the charge-sustaining Type 1 test according to step 7 of Table A8/5 of Sub-Annex 8 to Annex XXI. MCO2,CS,c,6is the measured charge-sustaining CO2 mass emission of the charge-sustaining Type 1 test according to step 6 of Table A8/5 of Sub-Annex 8 to Annex XXI. 2.4 Charge-depleting electric energy consumption for conformity of production The following value shall be declared and used for verifying the conformity of production with respect to the charge-depleting electric energy consumption ECDC,CD,COP=ECDC,CD,first WLTC× AFEC,AC,CDwhere: ECDC,CD,COPis the charge-depleting electric energy consumption based on the REESS depletion of the first applicable WLTC test cycle of the charge-depleting Type 1 test provided for the verification during the conformity of production test procedure; ECDC,CD,first WLTCis the charge-depleting electric energy consumption based on the REESS depletion of the first applicable WLTC test cycle of the charge-depleting Type 1 test according to paragraph 4.3. of Sub-Annex 8 to Annex XXI, Wh/km; AFEC,AC,CDis the adjustment factor for the charge-depleting electric energy consumption which compensates the difference between the value declared after having performed the Type 1 test procedure during homologation and the measured test result determined during the conformity of production procedure and AFEC,AC,CD=ECAC,CD,declaredECAC,CDwhere ECAC,CD,declaredis the declared charge-depleting electric energy consumption of the charge-depleting Type 1 test according to paragraph 1.2.3. of Sub-Annex 6 to Annex XXI. ECAC,CDis the measured charge-depleting electric energy consumption of the charge-depleting Type 1 test according to paragraph 4.3.1. of Sub-Annex 8 to Annex XXI. ## 3 MODEL INFORMATION DOCUMENT No … RELATING TO GB TYPE-APPROVAL OF A VEHICLE WITH REGARD TO EMISSIONS AND ACCESS TO VEHICLE REPAIR AND MAINTENANCE INFORMATION The following information, if applicable, must be supplied in triplicate and include a list of contents. Any drawings must be supplied in appropriate scale and in sufficient detail on size A4 or on a folder of A4 format. Photographs, if any, must show sufficient detail. If the systems, components or separate technical units have electronic controls, information concerning their performance must be supplied. 0 GENERAL 0.1. Make (trade name of manufacturer): … 0.2. Type: … 0.2.1. Commercial name(s) (if available): … 0.2.2.1. Allowed Parameter Values for multistage type approval to use the base vehicle emission values (insert range if applicable): Final Vehicle mass in running order (in kg): … Frontal area for final vehicle (in cm 2 ): … Rolling resistance (kg/t): … Cross-sectional area of air entrance of the front grille (in cm 2 ): … 0.2.3. Identifiers: 0.2.3.1. interpolation family's identifier: … 0.2.3.2. ATCT family's identifier: … 0.2.3.3. PEMS family's identifier: … 0.2.3.4. Roadload family's identifier 0.2.3.4.1. Roadload family of VH: … 0.2.3.4.2. Roadload family of VL: … 0.2.3.4.3. Roadload families applicable in the interpolation family: … 0.2.3.5. Roadload Matrix family's identifier: … 0.2.3.6. Periodic regeneration family's identifier: … 0.2.3.7. Evaporative test family's identifier: … 0.2.3.8. OBD family's identifier: … 0.2.3.9. other family's identifier: … 0.4. Category of vehicle (c): … 0.8. Name(s) and address(es) of assembly plant(s): … 0.9. Name and address of the manufacturer's representative (if any): … 1 GENERAL CONSTRUCTION CHARACTERISTICS 1.1. Photographs and/or drawings of a representative vehicle/component/separate technical unit (1): 1.3.3. Powered axles (number, position, interconnection): … 2 MASSES AND DIMENSIONS (f) (g) (7) (in kg and mm) (Refer to drawing where applicable) 2.6. Mass in running order (h) (a)maximum and minimum for each variant: … (b)... 2.6.3. Rotational mass: 3 % of the sum of mass in running order and 25 kg or value, per axle (kg): … 2.8. Technically permissible maximum laden mass stated by the manufacturer (i) (3): … 3 PROPULSION ENERGY CONVERTER (k) 3.1. Manufacturer of the propulsion energy converter(s): … 3.1.1. Manufacturer's code (as marked on the propulsion energy converter or other means of identification): … 3.2. Internal combustion engine 3.2.1.1. Working principle: positive ignition/compression ignition/dual fuel (1) Cycle: four stroke/two stroke/rotary (1) 3.2.1.2. Number and arrangement of cylinders: … 3.2.1.2.1. Bore (1): … mm 3.2.1.2.2. Stroke (1): … mm 3.2.1.2.3. Firing order: … 3.2.1.3. Engine capacity (m): … cm3 3.2.1.4. Volumetric compression ratio (2): … 3.2.1.5. Drawings of combustion chamber, piston crown and, in the case of positive ignition engines, piston rings: … 3.2.1.6. Normal engine idling speed (2): … min–1 3.2.1.6.1. High engine idling speed (2): … min–1 3.2.1.8. Rated engine power (n): … kW at … min–1 (manufacturer's declared value) 3.2.1.9. Maximum permitted engine speed as prescribed by the manufacturer: … min–1 3.2.1.10. Maximum net torque (n): … Nm at … min–1 (manufacturer's declared value) 3.2.2. Fuel 3.2.2.1. Diesel/Petrol/LPG/NG or Biomethane/Ethanol (E 85)/Biodiesel/Hydrogen ( 1 ), ( 6 ) 3.2.2.1.1. RON, unleaded: … 3.2.2.4. Vehicle fuel type: Mono fuel, Bi fuel, Flex fuel (1) 3.2.2.5. Maximum amount of biofuel acceptable in fuel (manufacturer's declared value): … % by volume 3.2.4. Fuel feed 3.2.4.1. By carburettor(s): yes/no (1) 3.2.4.2. By fuel injection (compression ignition or dual fuel only): yes/no (1) 3.2.4.2.1. System description (common rail/unit injectors/distribution pump etc.): … 3.2.4.2.2. Working principle: direct injection/pre-chamber/swirl chamber (1) 3.2.4.2.3. Injection/Delivery pump 3.2.4.2.3.1. Make(s): … 3.2.4.2.3.2. Type(s): … 3.2.4.2.3.3. Maximum fuel delivery (1) (2): … mm3 /stroke or cycle at an engine speed of: … min–1 or, alternatively, a characteristic diagram: … (When boost control is supplied, state the characteristic fuel delivery and boost pressure versus engine speed) 3.2.4.2.4. Engine speed limitation control 3.2.4.2.4.2.1. Speed at which cut-off starts under load: … min–1 3.2.4.2.4.2.2. Maximum no-load speed: … min–1 3.2.4.2.6. Injector(s) 3.2.4.2.6.1. Make(s): … 3.2.4.2.6.2. Type(s): … 3.2.4.2.8. Auxiliary starting aid 3.2.4.2.8.1. Make(s): … 3.2.4.2.8.2. Type(s): … 3.2.4.2.8.3. System description: … 3.2.4.2.9. Electronic controlled injection: yes/no (1) 3.2.4.2.9.1. Make(s): … 3.2.4.2.9.2. Type(s): 3.2.4.2.9.3 Description of the system: … 3.2.4.2.9.3.1. Make and type of the control unit (ECU): … 3.2.4.2.9.3.1.1. Software version of the ECU: … 3.2.4.2.9.3.2. Make and type of the fuel regulator: … 3.2.4.2.9.3.3. Make and type of the air-flow sensor: … 3.2.4.2.9.3.4. Make and type of fuel distributor: … 3.2.4.2.9.3.5. Make and type of the throttle housing: … 3.2.4.2.9.3.6. Make and type or working principle of water temperature sensor: … 3.2.4.2.9.3.7. Make and type or working principle of air temperature sensor: … 3.2.4.2.9.3.8. Make and type or working principle of air pressure sensor: … 3.2.4.3. By fuel injection (positive ignition only): yes/no (1) 3.2.4.3.1. Working principle: intake manifold (single-/multi-point/direct injection (1) /other (specify): … 3.2.4.3.2. Make(s): … 3.2.4.3.3. Type(s): … 3.2.4.3.4. System description (In the case of systems other than continuous injection give equivalent details): … 3.2.4.3.4.1. Make and type of the control unit (ECU): … 3.2.4.3.4.1.1. Software version of the ECU: … 3.2.4.3.4.3. Make and type or working principle of air-flow sensor: … 3.2.4.3.4.8. Make and type of throttle housing: … 3.2.4.3.4.9. Make and type or working principle of water temperature sensor: … 3.2.4.3.4.10. Make and type or working principle of air temperature sensor: … 3.2.4.3.4.11. Make and type or working principle of air pressure sensor: … 3.2.4.3.5. Injectors 3.2.4.3.5.1. Make: … 3.2.4.3.5.2. Type: … 3.2.4.3.7. Cold start system 3.2.4.3.7.1. Operating principle(s): … 3.2.4.3.7.2. Operating limits/settings (1) (2): … 3.2.4.4. Feed pump 3.2.4.4.1. Pressure (2): … kPa or characteristic diagram (2): … 3.2.4.4.2. Make(s): … 3.2.4.4.3. Type(s): … 3.2.5. Electrical system 3.2.5.1. Rated voltage: … V, positive/negative ground (1) 3.2.5.2. Generator 3.2.5.2.1. Type: … 3.2.5.2.2. Nominal output: … VA 3.2.6. Ignition system (spark ignition engines only) 3.2.6.1. Make(s): … 3.2.6.2. Type(s): … 3.2.6.3. Working principle: … 3.2.6.6. Spark plugs 3.2.6.6.1. Make: … 3.2.6.6.2. Type: … 3.2.6.6.3. Gap setting: … mm 3.2.6.7. Ignition coil(s) 3.2.6.7.1. Make: … 3.2.6.7.2. Type: … 3.2.7. Cooling system: liquid/air (1) 3.2.7.1. Nominal setting of the engine temperature control mechanism: … 3.2.7.2. Liquid 3.2.7.2.1. Nature of liquid: … 3.2.7.2.2. Circulating pump(s): yes/no (1) 3.2.7.2.3. Characteristics: … or 3.2.7.2.3.1. Make(s): … 3.2.7.2.3.2. Type(s): … 3.2.7.2.4. Drive ratio(s): … 3.2.7.2.5. Description of the fan and its drive mechanism: … 3.2.7.3. Air 3.2.7.3.1. Fan: yes/no (1) 3.2.7.3.2. Characteristics: … or 3.2.7.3.2.1. Make(s): … 3.2.7.3.2.2. Type(s): … 3.2.7.3.3. Drive ratio(s): … 3.2.8. Intake system 3.2.8.1. Pressure charger: yes/no (1) 3.2.8.1.1. Make(s): … 3.2.8.1.2. Type(s): … 3.2.8.1.3. Description of the system (e.g. maximum charge pressure: … kPa; wastegate if applicable): … 3.2.8.2. Intercooler: yes/no (1) 3.2.8.2.1. Type: air-air/air-water (1) 3.2.8.3. Intake depression at rated engine speed and at 100 % load (compression ignition engines only) 3.2.8.4. Description and drawings of inlet pipes and their accessories (plenum chamber, heating device, additional air intakes, etc.): … 3.2.8.4.1. Intake manifold description (include drawings and/or photos): … 3.2.8.4.2. Air filter, drawings: … or 3.2.8.4.2.1. Make(s): … 3.2.8.4.2.2. Type(s): … 3.2.8.4.3. Intake silencer, drawings: … or 3.2.8.4.3.1. Make(s): … 3.2.8.4.3.2. Type(s): … 3.2.9. Exhaust system 3.2.9.1. Description and/or drawing of the exhaust manifold: … 3.2.9.2. Description and/or drawing of the exhaust system: … 3.2.9.3. Maximum allowable exhaust back pressure at rated engine speed and at 100 % load (compression ignition engines only): … kPa 3.2.10. Minimum cross-sectional areas of inlet and outlet ports: … 3.2.11. Valve timing or equivalent data 3.2.11.1. Maximum lift of valves, angles of opening and closing, or timing details of alternative distribution systems, in relation to dead centres. For variable timing system, minimum and maximum timing: … 3.2.11.2. Reference and/or setting ranges (1): … 3.2.12. Measures taken against air pollution 3.2.12.1. Device for recycling crankcase gases (description and drawings): … 3.2.12.2. Pollution control devices (if not covered by another heading) 3.2.12.2.1. Catalytic converter 3.2.12.2.1.1. Number of catalytic converters and elements (provide the information below for each separate unit): … 3.2.12.2.1.2. Dimensions, shape and volume of the catalytic converter(s): … 3.2.12.2.1.3. Type of catalytic action: … 3.2.12.2.1.4. Total charge of precious metals: … 3.2.12.2.1.5. Relative concentration: … 3.2.12.2.1.6. Substrate (structure and material): … 3.2.12.2.1.7. Cell density: … 3.2.12.2.1.8. Type of casing for the catalytic converter(s): … 3.2.12.2.1.9. Location of the catalytic converter(s) (place and reference distance in the exhaust line): … 3.2.12.2.1.10. Heat shield: yes/no (1) 3.2.12.2.1.11. Normal operating temperature range: … °C 3.2.12.2.1.12. Make of catalytic converter: … 3.2.12.2.1.13. Identifying part number: … 3.2.12.2.2. Sensors 3.2.12.2.2.1. Oxygen sensor: yes/no (1) 3.2.12.2.2.1.1. Make: … 3.2.12.2.2.1.2. Location: … 3.2.12.2.2.1.3. Control range: … 3.2.12.2.2.1.4. Type or working principle: … 3.2.12.2.2.1.5. Identifying part number: … 3.2.12.2.2.2. NOx sensor: yes/no (1) 3.2.12.2.2.2.1. Make: … 3.2.12.2.2.2.2. Type: … 3.2.12.2.2.2.3. Location 3.2.12.2.2.3. Particulate sensor: yes/no (1) 3.2.12.2.2.3.1. Make: … 3.2.12.2.2.3.2. Type: … 3.2.12.2.2.3.3. Location: … 3.2.12.2.3. Air injection: yes/no (1) 3.2.12.2.3.1. Type (pulse air, air pump, etc.): … 3.2.12.2.4. Exhaust gas recirculation (EGR): yes/no (1) 3.2.12.2.4.1. Characteristics (make, type, flow, high pressure/low pressure/combined pressure, etc.): … 3.2.12.2.4.2. Water-cooled system (to be specified for each EGR system e.g. low pressure/high pressure/combined pressure: yes/no (1) 3.2.12.2.5. Evaporative emissions control system (petrol and ethanol engines only): yes/no (1) 3.2.12.2.5.1. Detailed description of the devices: … 3.2.12.2.5.2. Drawing of the evaporative control system: … 3.2.12.2.5.3. Drawing of the carbon canister: … 3.2.12.2.5.4. Mass of dry charcoal: … g 3.2.12.2.5.5. Schematic drawing of the fuel tank (petrol and ethanol engines only): … 3.2.12.2.5.5.1. Fuel tank system capacity, material and construction: … 3.2.12.2.5.5.2. Description of vapour hose material, fuel line material and connection technique of the fuel system: … 3.2.12.2.5.5.3. Sealed tank system: yes/no 3.2.12.2.5.5.4. Description of fuel tank relief valve setting (air ingestion and relief): … 3.2.12.2.5.5.5. Description of the purge control system: … 3.2.12.2.5.6. Description and schematic of the heat shield between tank and exhaust system: … 3.2.12.2.5.7. Permeability factor: … 3.2.12.2.6. Particulate trap (PT): yes/no (1) 3.2.12.2.6.1. Dimensions, shape and capacity of the particulate trap: … 3.2.12.2.6.2. Design of the particulate trap: … 3.2.12.2.6.3. Location (reference distance in the exhaust line): … 3.2.12.2.6.4. Make of particulate trap: … 3.2.12.2.6.5. Identifying part number: … 3.2.12.2.7 On-board-diagnostic (OBD) system: yes/no (1) 3.2.12.2.7.1. Written description and/or drawing of the MI: … 3.2.12.2.7.2. List and purpose of all components monitored by the OBD system: … 3.2.12.2.7.3. Written description (general working principles) for 3.2.12.2.7.3.1 Positive-ignition engines 3.2.12.2.7.3.1.1. Catalyst monitoring: … 3.2.12.2.7.3.1.2. Misfire detection: … 3.2.12.2.7.3.1.3. Oxygen sensor monitoring: … 3.2.12.2.7.3.1.4. Other components monitored by the OBD system: … 3.2.12.2.7.3.2. Compression-ignition engines: … 3.2.12.2.7.3.2.1. Catalyst monitoring: … 3.2.12.2.7.3.2.2. Particulate trap monitoring: … 3.2.12.2.7.3.2.3. Electronic fuelling system monitoring: … 3.2.12.2.7.3.2.5. Other components monitored by the OBD system: … 3.2.12.2.7.4. Criteria for MI activation (fixed number of driving cycles or statistical method): … 3.2.12.2.7.5. List of all OBD output codes and formats used (with explanation of each): … 3.2.12.2.7.6. The following additional information shall be provided by the vehicle manufacturer for the purposes of enabling the manufacture of OBD-compatible replacement or service parts and diagnostic tools and test equipment. 3.2.12.2.7.6.1. A description of the type and number of the preconditioning cycles used for the original type approval of the vehicle. 3.2.12.2.7.6.2. A description of the type of the OBD demonstration cycle used for the original type-approval of the vehicle for the component monitored by the OBD system. 3.2.12.2.7.6.3. A comprehensive document describing all sensed components with the strategy for fault detection and MI activation (fixed number of driving cycles or statistical method), including a list of relevant secondary sensed parameters for each component monitored by the OBD system. A list of all OBD output codes and format used (with an explanation of each) associated with individual emission related power-train components and individual non-emission related components, where monitoring of the component is used to determine MI activation, including in particular a comprehensive explanation for the data given in service $05 Test ID $21 to FF and the data given in service $06. In the case of vehicle types that use a communication link in accordance with ISO 15765-4 ‘Road vehicles, diagnostics on controller area network (CAN) — Part 4: requirements for emissions-related systems’, a comprehensive explanation for the data given in service $06 Test ID $00 to FF, for each OBD monitor ID supported, shall be provided. 3.2.12.2.7.6.4. The information required above may be defined by completing a table as described below. 3.2.12.2.7.6.4.1. Light-duty vehicles Component Fault code Monitoring strategy Fault detection criteria MI activation criteria Secondary parameters Preconditioning Demonstration test Catalyst P0420 Oxygen sensor 1 and sensor 2 signals Difference between sensor 1 and sensor 2 signals- 3rd cycle Engine speed load, A/F mode, catalyst temperature Two type I cycles Type I 3.2.12.2.8. Other system: … 3.2.12.2.8.2. Driver inducement system 3.2.12.2.8.2.3. Type of inducement system: no engine restart after countdown/no start after refuelling/fuel-lockout/performance restriction 3.2.12.2.8.2.4. Description of the inducement system 3.2.12.2.8.2.5. Equivalent to the average driving range of the vehicle with a complete tank of fuel: … km 3.2.12.2.10. Periodically regenerating system: (provide the information below for each separate unit) 3.2.12.2.10.1. Method or system of regeneration, description and/or drawing: … 3.2.12.2.10.2. The number of Type 1 operating cycles, or equivalent engine test bench cycles, between two cycles where regenerative phases occur under the conditions equivalent to Type 1 test (Distance ‘D’ in Figure A6.App1/1 in Appendix 1 to Sub-Annex 6 of Annex XXI to Regulation (EU) 2017/1151 or figure A13/1 in Annex 13 to UN/ECE Regulation 83 (as applicable)): … 3.2.12.2.10.2.1. Applicable Type 1 cycle (indicate the applicable procedure: Annex XXI, Sub-Annex 4 or UN/ECE Regulation 83): … 3.2.12.2.10.3. Description of method employed to determine the number of cycles between two cycles where regenerative phases occur: … 3.2.12.2.10.4. Parameters to determine the level of loading required before regeneration occurs (i.e. temperature, pressure etc.): … 3.2.12.2.10.5. Description of method used to load system in the test procedure described in paragraph 3.1., Annex 13 to UN/ECE Regulation 83: … 3.2.12.2.11. Catalytic converter systems using consumable reagents (provide the information below for each separate unit) yes/no (1) 3.2.12.2.11.1. Type and concentration of reagent needed: … 3.2.12.2.11.2. Normal operational temperature range of reagent: … 3.2.12.2.11.3. International standard: … 3.2.12.2.11.4. Frequency of reagent refill: continuous/maintenance (where appropriate): 3.2.12.2.11.5. Reagent indicator: (description and location) 3.2.12.2.11.6. Reagent tank 3.2.12.2.11.6.1. Capacity: … 3.2.12.2.11.6.2. Heating system: yes/no 3.2.12.2.11.6.2.1. Description or drawing 3.2.12.2.11.7. Reagent control unit: yes/no (1) 3.2.12.2.11.7.1. Make: … 3.2.12.2.11.7.2. Type: … 3.2.12.2.11.8. Reagent injector (make type and location): … 3.2.12.2.12. Water injection: yes/no ( 1 ) 3.2.13. Smoke opacity 3.2.13.1. Location of the absorption coefficient symbol (compression ignition engines only): … 3.2.14. Details of any devices designed to influence fuel economy (if not covered by other items):.… 3.2.15. LPG fuelling system: yes/no (1) 3.2.15.1. Type-approval number according to Regulation (EC) No 661/2009 (OJ L 200, 31.7.2009, p. 1): … 3.2.15.2. Electronic engine management control unit for LPG fuelling 3.2.15.2.1. Make(s): … 3.2.15.2.2. Type(s): … 3.2.15.2.3. Emission-related adjustment possibilities: … 3.2.15.3. Further documentation 3.2.15.3.1. Description of the safeguarding of the catalyst at switch-over from petrol to LPG or back: … 3.2.15.3.2. System lay-out (electrical connections, vacuum connections compensation hoses, etc.): … 3.2.15.3.3. Drawing of the symbol: … 3.2.16. NG fuelling system: yes/no (1) 3.2.16.1. Type-approval number according to Regulation (EC) No 661/2009: … 3.2.16.2. Electronic engine management control unit for NG fuelling 3.2.16.2.1. Make(s): … 3.2.16.2.2. Type(s): … 3.2.16.2.3. Emission-related adjustment possibilities: … 3.2.16.3. Further documentation 3.2.16.3.1. Description of the safeguarding of the catalyst at switch-over from petrol to NG or back: … 3.2.16.3.2. System lay-out (electrical connections, vacuum connections compensation hoses, etc.): … 3.2.16.3.3. Drawing of the symbol: … 3.2.18. Hydrogen fuelling system: yes/no (1) 3.2.18.1. GB type-approval number in accordance with Regulation (EC) No 79/2009: … 3.2.18.2. Electronic engine management control unit for hydrogen fuelling 3.2.18.2.1. Make(s): … 3.2.18.2.2. Type(s): … 3.2.18.2.3. Emission-related adjustment possibilities: … 3.2.18.3. Further documentation 3.2.18.3.1. Description of the safeguarding of the catalyst at switch-over from petrol to hydrogen or back: … 3.2.18.3.2. System lay-out (electrical connections, vacuum connections compensation hoses, etc.): … 3.2.18.3.3. Drawing of the symbol: … 3.2.19.4. Further documentation 3.2.19.4.2. System lay-out (electrical connections, vacuum connections compensation hoses, etc.): … 3.2.19.4.3. Drawing of the symbol: … 3.2.20. Heat storage information 3.2.20.1. Active heat storage device: yes/no (1) 3.2.20.1.1. Enthalpy: … (J) 3.2.20.2. Insulation materials: yes/no ( 1 ) 3.2.20.2.1. Insulation material: … 3.2.20.2.2. Insulation volume: … 3.2.20.2.3. Insulation weight: … 3.2.20.2.4. Insulation location: … 3.2.20.2.5. Worst case approach vehicle cool down: yes/no ( 1 ) 3.2.20.2.5.1. (not worst case approach) Minimum soaking time, t soak_ATCT (hours):… 3.2.20.2.5.2. (not worst case approach) Location of the engine temperature measurement: … 3.2.20.2.6. Single interpolation family within the ATCT family approach: yes/no ( 1 ) 3.3. Electric machine 3.3.1. Type (winding, excitation): … 3.3.1.1. Maximum hourly output: … kW (manufacturer's declared value) 3.3.1.1.1. Maximum net power (a) … kW (manufacturer's declared value) 3.3.1.1.2. Maximum 30 minutes power (a) … kW (manufacturer's declared value) 3.3.1.2. Operating voltage:… V 3.3.2. REESS 3.3.2.1. Number of cells: … 3.3.2.2. Mass: … kg 3.3.2.3. Capacity: … Ah (Amp-hours) 3.3.2.4. Position: … 3.4. Combinations of propulsion energy converters 3.4.1. Hybrid electric vehicle: yes/no (1) 3.4.2. Category of hybrid electric vehicle: off-vehicle charging/not off-vehicle charging: (1) 3.4.3. Operating mode switch: with/without (1) 3.4.3.1. Selectable modes 3.4.3.1.1. Pure electric: yes/no (1) 3.4.3.1.2. Pure fuel consuming: yes/no (1) 3.4.3.1.3. Hybrid modes: yes/no (1) (if yes, short description): … 3.4.4. Description of the energy storage device: (REESS, capacitor, flywheel/generator) 3.4.4.1. Make(s): … 3.4.4.2. Type(s): … 3.4.4.3. Identification number: … 3.4.4.4. Kind of electrochemical couple: … 3.4.4.5. Energy: … (for REESS: voltage and capacity Ah in 2 h, for capacitor: J, …) 3.4.4.6. Charger: on board/external/without (1) 3.4.5. Electric machine (describe each type of electric machine separately) 3.4.5.1. Make: … 3.4.5.2. Type: … 3.4.5.3. Primary use: traction motor/generator (1) 3.4.5.3.1. When used as traction motor: single-/multimotors (number) (1): … 3.4.5.4. Maximum power: … kW 3.4.5.5. Working principle 3.4.5.5.5.1 Direct current/alternating current/number of phases: … 3.4.5.5.2. Separate excitation/series/compound (1) 3.4.5.5.3. Synchronous/asynchronous (1) 3.4.6. Control unit 3.4.6.1. Make(s): … 3.4.6.2. Type(s): … 3.4.6.3. Identification number: … 3.4.7. Power controller 3.4.7.1. Make: … 3.4.7.2. Type: … 3.4.7.3. Identification number: … 3.4.9. Manufacturer's recommendation for preconditioning: … 3.5. Manufacturer’s declared values for determination of CO2 emissions/fuel consumption/electric consumption/electric range and details of eco-innovations (where applicable) (o) 3.5.7. Manufacturer’s declared values 3.5.7.1. Test vehicle parameters Representative vehicle is tested for the road load matrix family. Vehicle Vehicle Low (VL) if existing Vehicle High (VH) VM if existing V representative (only for road load matrix family ) Default values Vehicle bodywork type — Road load method used (measurement or calculation by road load family) — — Road load information: Tyres make and type, if measurement — Tyre dimensions (front/rear), if measurement — Tyre rolling resistance (front/rear) (kg/t) Tyre pressure (front/rear) (kPa), if measurement Delta C D × A of vehicle L compared to vehicle H (IP_H minus IP_L) — — — Delta C D × A compared to road load family vehicle L (IP_H/L minus RL_L), if calculation by road load family — — Vehicle test mass (kg) Road load coefficients f 0 (N) f 1 (N/(km/h)) f 2 (N/(km/h) 2 ) Frontal area m 2 (0,000 m 2 ) — — — Cycle Energy Demand (J) 3.5.7.1.1. Fuel used for the Type 1 test and selected for the measurement of the net power in accordance with Annex XX to this Regulation (for LPG or NG vehicles only): … 3.5.7.2. Combined CO2 mass emissions 3.5.7.2.1. CO 2 mass emission for pure ICE vehicles and NOVC-HEVs 3.5.7.2.1.0. Minimum and maximum CO 2 values within the interpolation family 3.5.7.2.1.1. Vehicle high: … g/km 3.5.7.2.1.1.0. Vehicle high (NEDC): … g/km 3.5.7.2.1.2. Vehicle low (if applicable): … g/km 3.5.7.2.1.2.0. Vehicle low (if applicable) (NEDC): … g/km 3.5.7.2.1.3. Vehicle M (if applicable): … g/km 3.5.7.2.1.3.0. Vehicle M (if applicable) (NEDC): … g/km 3.5.7.2.2. Charge-Sustaining CO 2 mass emission for OVC-HEVs 3.5.7.2.2.1. Charge Sustaining CO 2 mass emission vehicle high: g/km 3.5.7.2.2.1.0. Combined CO 2 mass emission vehicle high (NEDC Condition B): g/km 3.5.7.2.2.2. Charge Sustaining CO 2 mass emission vehicle low (if applicable): g/km 3.5.7.2.2.2.0. Combined CO 2 mass emission vehicle low (if applicable) (NEDC Condition B): g/km 3.5.7.2.2.3. Charge Sustaining CO 2 mass emission vehicle M (if applicable): g/km 3.5.7.2.2.3.0. Combined CO 2 mass emission vehicle M (if applicable) (NEDC Condition B): g/km 3.5.7.2.3. Charge Depleting CO 2 mass emission and weighted CO 2 mass emission for OVC-HEVs 3.5.7.2.3.1. Charge Depleting CO 2 mass emission of Vehicle high: … g/km 3.5.7.2.3.1.0. Charge Depleting CO 2 mass emission of Vehicle high (NEDC Condition A): … g/km 3.5.7.2.3.2. Charge Depleting CO 2 mass emission of Vehicle low (if applicable): … g/km 3.5.7.2.3.2.0. Charge Depleting CO 2 mass emission of Vehicle low (if applicable) (NEDC Condition A): … g/km 3.5.7.2.3.3. Charge Depleting CO 2 mass emission of Vehicle M (if applicable): … g/km 3.5.7.2.3.3.0. Charge Depleting CO 2 mass emission of Vehicle M (if applicable) (NEDC Condition A): … g/km 3.5.7.2.3.4. Minimum and maximum weighted CO 2 values within the OVC interpolation family 3.5.7.3. Electric range for electrified vehicles 3.5.7.3.1. Pure Electric Range (PER) for PEVs 3.5.7.3.1.1. Vehicle high: … km 3.5.7.3.1.2. Vehicle low (if applicable): … km 3.5.7.3.2. All Electric Range AER for OVC-HEVs 3.5.7.3.2.1. Vehicle high: … km 3.5.7.3.2.2. Vehicle low (if applicable): … km 3.5.7.3.2.3. Vehicle M (if applicable): … km 3.5.7.4. Charge Sustaining fuel consumption (FCCS) for FCHVs 3.5.7.4.1. Vehicle high: … kg/100 km 3.5.7.4.2. Vehicle low (if applicable): … kg/100 km 3.5.7.5. Electric energy consumption for electrified vehicles 3.5.7.5.1. Combined electric energy consumption (ECWLTC) for Pure electric vehicles 3.5.7.5.1.1. Vehicle high: … Wh/km 3.5.7.5.1.2. Vehicle low (if applicable): … Wh/km 3.5.7.5.2. UF-weighted charge-depleting electric consumption ECAC,CD (combined) 3.5.7.5.2.1. Vehicle high: … Wh/km 3.5.7.5.2.2. Vehicle low (if applicable): … Wh/km 3.5.7.5.2.3. Vehicle M (if applicable): … Wh/km 3.5.8. Vehicle fitted with an eco-innovation within the meaning of Article 11 of Regulation (EU) 2018/858: yes/no (1) 3.5.8.1. Type/Variant/Version of the baseline vehicle as referred to in Article 5 of Regulation (EU) No 725/2011 for M1 vehicles or Article 5 of Regulation (EU) No 427/2014 for N1 vehicles (if applicable): … 3.5.8.2. Existence of interactions between different eco-innovations: yes/no (1) 3.5.8.3. Emissions data related to the use of eco-innovations (repeat the table for each reference fuel tested) (w 1 ) Total NEDC CO 2 emissions saving (g/km)( w5 ) Total WLTP CO 2 emissions saving (g/km)( w5 ) Decision approving the eco-innovation ( w2 ) Code of the eco-innovation ( w3 ) 1. CO 2 emissions of the baseline vehicle (g/km) 2. CO 2 emissions of the eco-innovation vehicle (g/km) 3. CO 2 emissions of the baseline vehicle under type 1 test-cycle ( w4 ) 4. CO 2 emissions of the eco-innovation vehicle under type 1 test-cycle 5. Usage factor (UF), i.e. temporal share of technology usage in normal operation conditions CO 2 emissions savings ((1 – 2) – (3 – 4))*5 xxxx/201x 3.6. Temperatures permitted by the manufacturer 3.6.1. Cooling system 3.6.1.1. Liquid cooling Maximum temperature at outlet: … K 3.6.1.2. Air cooling 3.6.1.2.1. Reference point: … 3.6.1.2.2. Maximum temperature at reference point: … K 3.6.2. Maximum outlet temperature of the inlet intercooler: … K 3.6.3. Maximum exhaust temperature at the point in the exhaust pipe(s) adjacent to the outer flange(s) of the exhaust manifold or turbocharger: … K 3.6.4. Fuel temperature Minimum: … K — maximum: … K For diesel engines at injection pump inlet, for gas fuelled engines at pressure regulator final stage 3.6.5. Lubricant temperature Minimum: … K — maximum: … K 3.8. Lubrication system 3.8.1. Description of the system 3.8.1.1. Position of lubricant reservoir: … 3.8.1.2. Feed system (by pump/injection into intake/mixing with fuel, etc.) (1) 3.8.2. Lubricating pump 3.8.2.1. Make(s): … 3.8.2.2. Type(s): … 3.8.3. Mixture with fuel 3.8.3.1. Percentage: … 3.8.4. Oil cooler: yes/no (1) 3.8.4.1. Drawing(s): … or 3.8.4.1.1. Make(s): … 3.8.4.1.2. Type(s): … 3.8.5. Lubricant specification: …W… 4 TRANSMISSION (p) 4.3. Moment of inertia of engine flywheel: … 4.3.1. Additional moment of inertia with no gear engaged: … 4.4. Clutch(es) 4.4.1. Type: … 4.4.2. Maximum torque conversion: … 4.5. Gearbox 4.5.1. Type (manual/automatic/CVT (continuously variable transmission)) (1) 4.5.1.4. Torque rating: … 4.5.1.5. Number of clutches: … 4.6. Gear ratios Gear Internal gearbox ratios (ratios of engine to gearbox output shaft revolutions) Final drive ratio(s) (ratio of gearbox output shaft to driven wheel revolutions) Total gear ratios Maximum for CVT 1 2 3 … Minimum for CVT Reverse 4.6.1. Gearshift 4.6.1.1. Gear 1 excluded: yes/no ( 1 ) 4.6.1.2. n _95_high for each gear: … min –1 4.6.1.3. n min_drive 4.6.1.3.1. 1st gear: … min –1 4.6.1.3.2. 1st gear to 2nd: … min –1 4.6.1.3.3. 2nd gear to standstill: … min –1 4.6.1.3.4. 2nd gear: … min –1 4.6.1.3.5. 3rd gear and beyond: … min –1 4.6.1.4. n _min_drive_set for acceleration/constant speed phases (n _min_drive_up ): … min –1 4.6.1.5. n _min_drive_set for deceleration phases (n min_drive_down ): 4.6.1.6. initial period of time 4.6.1.6.1. t _start_phase : … s 4.6.1.6.2. n _min_drive_start : … min –1 4.6.1.6.3. n _min_drive_up_start : … min –1 4.6.1.7. use of ASM: yes/no ( 1 ) 4.6.1.7.1. ASM values: … 4.7. Maximum vehicle design speed (in km/h) (q): … 4.12. Gearbox lubricant: …W… 6 SUSPENSION 6.6. Tyres and wheels 6.6.1. Tyre/wheel combination(s) 6.6.1.1. Axles 6.6.1.1.1. Axle 1: … 6.6.1.1.1.1. Tyre size designation 6.6.1.1.2. Axle 2: … 6.6.1.1.2.1. Tyre size designation etc. 6.6.2. Upper and lower limits of rolling radii 6.6.2.1. Axle 1: … 6.6.2.2. Axle 2: … 6.6.3. Tyre pressure(s) as recommended by the vehicle manufacturer: … kPa 9 BODYWORK 9.1. Type of bodywork using the codes defined in Part C of Annex I of Regulation (EU) 2018/858: … 12.8. Devices or systems with driver selectable modes which influence CO 2 emissions and/or criteria emissions and do not have a predominant mode: yes/no ( 1 ) 12.8.1. Charge sustaining test (if applicable) (state for each device or system) 12.8.1.1. Best case mode: … 12.8.1.2. Worst case mode: … 12.8.2. Charge depleting test (if applicable) (state for each device or system) 12.8.2.1. Best case mode: … 12.8.2.2. Worst case mode: … 12.8.3. Type 1 test (if applicable) (state for each device or system) 12.8.3.1. Best case mode: … 12.8.3.2. Worst case mode: … 16 ACCESS TO VEHICLE REPAIR AND MAINTENANCE INFORMATION 16.1. Address of principal website for access to vehicle repair and maintenance information: … 16.1.1. Date from which it is available (no later than 6 months from the date of type-approval): … 16.2. Terms and conditions of access to website: … 16.3. Format of the vehicle repair and maintenance information accessible through website: … Explanatory notes ( 1 ) Delete where not applicable (there are cases where nothing needs to be deleted when more than one entry is applicable). ( 2 ) Specify the tolerance. ( 3 ) Please fill in here the upper and lower values for each variant. ( 6 ) Vehicles can be fuelled with both petrol and a gaseous fuel but, where the petrol system is fitted for emergency purposes or starting only and of which the petrol tank cannot contain more than 15 litres of petrol, will be regarded for the test as vehicles which can only run a gaseous fuel. ( 7 ) Optional equipment that affects the dimensions of the vehicle shall be specified. ( c ) Classified according to the definitions set out in Part A of Annex II. ( f ) Where there is one version with a normal cab and another with a sleeper cab, both sets of masses and dimensions are to be stated. ( g ) Standard ISO 612: 1978 — Road vehicles — Dimensions of motor vehicles and towed vehicles — terms and definitions. ( h ) The mass of the driver is assessed at 75 kg. The liquid containing systems (except those for used water that must remain empty) are filled to 100 % of the capacity specified by the manufacturer. The information referred to in points 2.6(b) and 2.6.1(b) do not need to be provided for vehicle categories N 2, N 3, M 2, M 3, O 3, and O 4. ( i ) For trailers or semi-trailers, and for vehicles coupled with a trailer or a semi-trailer, which exert a significant vertical load on the coupling device or the fifth wheel, this load, divided by standard acceleration of gravity, is included in the maximum technically permissible mass. ( k ) In the case of a vehicle that can run either on petrol, diesel, etc., or also in combination with another fuel, items shall be repeated. In the case of non-conventional engines and systems, particulars equivalent to those referred to here shall be supplied by the manufacturer. ( l ) This figure shall be rounded off to the nearest tenth of a millimetre. ( m ) This value shall be calculated (π = 3,1416) and rounded off to the nearest cm3. ( n ) Determined in accordance with the requirements of Regulation (EC) No 715/2007 or Regulation (EC) No 595/2009 as applicable. ( o ) Determined in accordance with the requirements of Regulation (EC) 715/2007. ( p ) The specified particulars are to be given for any proposed variants. ( q ) With respect to trailers, maximum speed permitted by the manufacturer. ( w ) Eco-innovations. ( w1 ) Expand the table if necessary, using one extra row per eco-innovation. ( w2 ) Number of ... the eco-innovation. ( w3 ) Assigned in ... the eco-innovation. ( w4 ) Under agreement of the type-approval authority, if a modelling methodology is applied instead of the type 1 test cycle, this value shall be the one provided by the modelling methodology. ( w5 ) Sum of the CO 2 emissions savings of each individual eco-innovation. ## 3a Extended Documentation Package The extended documentation package shall include the following information on all AES: (a)a declaration of the manufacturer that the vehicle does not contain any defeat device not covered by one of the exceptions in Article 5(2) of Regulation (EC) No 715/2007; (b)a description of the engine and the emission control strategies and devices employed, whether software or hardware, and any condition(s) under which the strategies and devices will not operate as they do during testing for TA; (c)a declaration of the software versions used to control these AES/BES, including the appropriate checksums of these software versions and instructions to the authority on how to read the checksums; the declaration shall be updated and sent to the Type Approval Authority that holds this extended documentation package each time there is a new software version that has an impact to the AES/BES; (d)detailed technical reasoning of any AES including a risk assessment estimating the risk with the AES and without it, and information on the following: (i)why any of the exception clauses from the defeat device prohibition in Article 5(2) of Regulation (EC) No 715/2007 apply; (ii)hardware element(s) that need to be protected by the AES, where applicable; (iii)proof of sudden and irreparable engine damage that cannot be prevented by regular maintenance and would occur in the absence of the AES, where applicable; (iv)a reasoned explanation on why there is a need to use an AES upon engine start, where applicable; (e)a description of the fuel system control logic, timing strategies and switch points during all modes of operation; (f)a description of the hierarchical relations among the AES (i.e., when more than one AES can be active concurrently, an indication of which AES is primary in responding, the method by which strategies interact, including data flow diagrams and decision logic and how does the hierarchy assure emissions from all AES are controlled to the lowest practical level; (g)a list of parameters which are measured and/or calculated by the AES, along with the purpose of every parameter measured and/or calculated and how each of those parameters relates to engine damage; including the method of calculation and how well these calculated parameters correlate with the true state of the parameter being controlled and any resulting tolerance or factor of safety incorporated into the analysis; (h)a list of engine/emission control parameters which are modulated as a function of the measured or calculated parameter(s) and the range of modulation for each engine/emission control parameter; along with the relationship between engine/emission control parameters and measured or calculated parameters; (i)an evaluation of how the AES will control real-driving emissions to the lowest practical level, including a detailed analysis of the expected increase of total regulated pollutants and CO 2 emissions by using the AES, compared to the BES. The extended documentation package shall be limited to 100 pages and shall include all the main elements to allow the type approval authority to assess the AES. The package may be complemented with annexes and other attached documents, containing additional and complementary elements, if necessary. The manufacturer shall send a new version of the extended documentation package to the type approval authority every time changes are introduced to the AES. The new version shall be limited to the changes and their effect. The new version of the AES shall be evaluated and approved by the type approval authority. The extended documentation package shall be structured as follows: Extended Documentation Package for AES Application No. YYY/OEM in accordance with Regulation (EU) 2017/1151 Parts Paragraph Point Explanation Introduction documents Introduction letter to TAA Reference of the document with the version, the date of issuing the document, signature by the relevant person in the manufacturer organisation Versioning table Content of each version modifications: and with part is modified Description of the (emission) types concerned Attached documents table List of all attached documents Cross references link to paragraph (a) to (i) of Appendix 3a (where to find each requirement of the regulation) Absence of defeat device declaration + signature Core document 0 Acronyms/abbreviations 1 GENERAL DESCRIPTION 1.1 Engine general presentation Description of main characteristics: displacement, after treatment,… 1.2 General system architecture System bloc diagram: list of sensors and actuators, explanation of engine general functions 1.3 Reading of software and calibration version E.g. scan-tool explanation 2 Base Emission Strategies 2.x BES x Description of strategy x 2.y BES y Description of strategy y 3 Auxiliary Emission Strategies 3.0 Presentation of the AESs Hierarchical relations among AES: description and justification (e.g. safety, reliability, etc.) 3.x AES x 3.x.1 AES justification 3.x.2 measured and/or modelled parameters for AES characterization 3.x.3 Action mode of AES - Parameters used 3.x.4 Effect of AES on pollutants and CO 2 3.y AES y 3.y.1 3.y.2 etc. 100 page limit ends here Annex List of types covered by this BES-AES: including TA reference, software reference, calibration number, checksums of each version and of each CU (engine and/or after-treatment if any) Attached documents Technical note for AES justification n ° xxx Risk assessment or justification by testing or example of sudden damage, if any Technical note for AES justification n ° yyy Test report for specific AES impact quantification test report of all specific tests done for AES justification, test conditions details, description of the vehicle / date of the tests emission/CO 2 impact with/without AES activation ## 3b Methodology for the assessment of AES The assessment of the AES by the type-approval authority shall include at least the following verifications: (1)The increase of emissions induced by the AES shall be kept at the lowest possible level: (a)The increase of total emissions when using an AES shall be kept at the lowest possible level throughout the normal use and life of the vehicles; (b)Whenever a technology or design that would allow for improved emission control is available on the market at the time of the AES preliminary assessment it shall be used with no unjustified modulation (2)When used to justify an AES, the risk of sudden and irreparable damage to the ‘propulsion energy converter and the drivetrain’, as defined in Mutual Resolution No. 2 (M.R.2) of the 1958 and 1998 Agreements of UNECE containing Vehicle Propulsion System Definitions, shall be appropriately demonstrated and documented, including the following information: (a)Proof of catastrophic (i.e. sudden and irreparable) engine damage shall be provided by the manufacturer, along with a risk assessment which includes an evaluation of the likelihood of the risk occurring and severity of the possible consequences, including results of tests carried out to this effect; (b)When a technology or design is available on the market at the time of the AES application that eliminates or reduces that risk, it shall be used to the largest extent technically possible (i.e. with no unjustified modulation); (c)Durability and the long-term protection of the engine or components of the emission control system from wear and malfunctioning shall not be considered an acceptable reason to grant an exemption from the defeat device prohibition. (3)An adequate technical description shall document why it is necessary to use an AES for the safe operation of the vehicle: (a)Proof of an increased risk to the safe operation of the vehicle should be provided by the manufacturer along with a risk assessment which includes an evaluation of the likelihood of the risk occurring and severity of the possible consequences, including results of tests carried out to this effect; (b)When a different technology or design is available on the market at the time of the AES application that would allow for lowering the safety risk, it shall be used to the largest extent technically possible (i.e. with no unjustified modulation). (4)An adequate technical description shall document why it is necessary to use an AES during engine start: (a)Proof of the need to use an AES during engine start shall be provided by the manufacturer along with a risk assessment which includes an evaluation of the likelihood of the risk occurring and severity of the possible consequences, including results of tests carried out to this effect; (b)Where a different technology or design is available on the market at the time of the AES application that would allow for improved emission control upon engine start, it shall be used to the largest extent technically possible. ## to information document ## 4 MODEL OF GB TYPE-APPROVAL CERTIFICATE (Maximum format: A4 (210 × 297 mm)) GB TYPE-APPROVAL CERTIFICATE Stamp of administration Communication concerning the: GB type-approval (1), extension of GB type-approval (1), refusal of GB type-approval (1), withdrawal of GB type-approval (1), of a type of system/type of a vehicle with regard to a system (1) with regard to Regulation (EC) No 715/2007 (2) and Regulation (EU) 2017/1151 (3) as they have effect in domestic law GB type-approval number: … Reason for extension: … SECTION I 0.1. Make (trade name of manufacturer): … 0.2. Type: … 0.2.1. Commercial name(s) (if available): … 0.3. Means of identification of type if marked on the vehicle (4) 0.3.1. Location of that marking: … 0.4. Category of vehicle (5) 0.4.2. Base vehicle ( 5a ) ( 1 ): yes/no ( 1 ) 0.5. Name and address of manufacturer: … 0.8. Name(s) and address(es) of assembly plant(s): … 0.9. Representative of the manufacturer: … SECTION II — to be repeated for each interpolation family, as defined in paragraph 5.6. of Annex XXI 0. Interpolation family identifier as defined in paragraph 5.0 of Annex XXI 1. Additional information (where applicable): (see addendum) 2. Technical service responsible for carrying out the tests: … 3. Date of type 1 test report: … 4. Number of the type 1 test report: … 5. Remarks (if any): (see addendum) 6. Place: … 7. Date: … 8. Signature: … Attachments: Information package .... ## Addendum to GB type-approval certificate No … concerning the type-approval of a vehicle with regard to emissions and access to vehicle repair and maintenance information according to Regulation (EC) No 715/2007 Cross references to information in Test Report or Information Document should be avoided when completing the TA certificate. 0. INTERPOLATION FAMILY IDENTIFIER AS DEFINED IN PARAGRAPH 5.0 OF ANNEX XXI OF REGULATION (EU) 2017/1151 0.1. Identifier: … 0.2. Base vehicle identifier ( 5a ) ( 1 ): … 1. ADDITIONAL INFORMATION 1.1. Mass of the vehicle in running order: VL ( 1 ): … VH: … 1.2. Maximum mass: VL ( 1 ): … VH: … 1.3. Reference mass: VL ( 1 ): … VH: … 1.4. Number of seats: … 1.6. Type of bodywork: 1.6.1. for M1, M2: saloon, hatchback, station wagon, coupé, convertible, multipurpose vehicle (1) 1.6.2. for N1, N2: lorry, van (1) 1.7. Drive wheels: front, rear, 4 × 4 (1) 1.8. Pure electric vehicle: yes/no (1) 1.9. Hybrid electric vehicle: yes/no (1) 1.9.1. Category of Hybrid Electric vehicle: Off Vehicle Charging/Not Off Vehicle charging / Fuel Cell (1) 1.9.2. Operating mode switch: with/without (1) 1.10. Engine identification: 1.10.1. Engine displacement: 1.10.2. Fuel supply system: direct injection/indirect injection (1) 1.10.3. Fuel recommended by the manufacturer: 1.10.4.1. Maximum power: kW at min–1 1.10.4.2. Maximum torque: Nm at min–1 1.10.5. Pressure charging device: yes/no (1) 1.10.6. Ignition system: compression ignition/positive ignition (1) 1.11. Power train (for pure electric vehicle or hybrid electric vehicle) (1) 1.11.1. Maximum net power: … kW, at: … to … min–1 1.11.2. Maximum thirty minutes power: … kW 1.11.3. Maximum net torque: … Nm, at … min–1 1.12. Traction battery (for pure electric vehicle or hybrid electric vehicle) 1.12.1. Nominal voltage: V 1.12.2. Capacity (2 h rate): Ah 1.13. Transmission: …, … 1.13.1. Type of gearbox: manual/automatic/variable transmission (1) 1.13.2. Number of gear ratios: 1.13.3. Total gear ratios (including the rolling circumferences of the tyres under load): (vehicle speed (km/h)) / (engine speed (1 000 (min–1)) First gear: … Sixth gear: … Second gear: … Seventh gear: … Third gear: … Eighth gear: … Fourth gear: … Overdrive: … Fifth gear: … 1.13.4. Final drive ratio: 1.14. Tyres: …, …, … Type: radial/bias/… (7) Dimensions: … Rolling circumference under load: Rolling circumference of tyres used for the Type 1 test 2. TEST RESULTS 2.1. Tailpipe emissions test results Emissions classification: … Type 1 test results, where applicable Type approval number if not parent vehicle ( 1 ): … Test 1 Type 1 Result CO (mg/km) THC (mg/km) NMHC (mg/km) NO x (mg/km) THC + NO x (mg/km) PM (mg/km) PN (#.10 11 /km) Measured ( 8 ) ( 9 ) Ki × ( 8 ) ( 10 ) ( 11 ) Ki + ( 8 ) ( 10 ) ( 11 ) Mean value calculated with Ki (M × Ki or M + Ki) ( 9 ) ( 12 ) DF (+) ( 8 ) ( 10 ) DF (×) ( 8 ) ( 10 ) Final mean value calculated with Ki and DF ( 13 ) Limit value Test 2 (if applicable) Repeat Test 1 table with the second test results. Test 3 (if applicable) Repeat Test 1 table with the third test results. Repeat Test 1, test 2 (if applicable) and test 3 (if applicable) for Vehicle Low (if applicable), and VM (if applicable) ATCT test CO 2 Emission (g/km) Combined ATCT (14 °C) M CO2,Treg Type 1 (23 °C) M CO2,23° Family correction factor (FCF) Where applicable. Round to two decimal numbers. ATCT test Result CO (mg/km) THC (mg/km) NMHC (mg/km) NO x (mg/km) THC + NO x (mg/km) PM (mg/km) PN (#.10 11 /km) Measured Limit values Difference between engine coolant end temperature and average soak area temperature of the last 3 hours ΔT_ATCT (°C) for the reference vehicle: … The minimum soaking time t soak _ATCT (s): … Location of temperature sensor: … ATCT family identifier: … Type 2: (including data required for roadworthiness testing): Test CO value (% vol) Lambda ( 1 ) Engine speed (min – 1 ) Engine oil temperature (°C) Low idle test N/A High idle test Type 3: … Type 4: … g/test; Test procedure in accordance with: Annex 6 to UN/ECE Regulation No 83 [1 day NEDC] / the Annex to Regulation (EC) 2017/1221 [2 days NEDC] / Annex VI to Regulation (EU) 2017/1151 [2 days WLTP] ( 1 ). Type 5: Durability test: whole vehicle test/bench ageing test/none ( 1 ) Deterioration factor DF: calculated/assigned ( 1 ) Specify the values: … Applicable Type 1 cycle (Sub-Annex 4 to Annex XXI of Regulation (EU) 2017/1151 or UN/ECE Regulation No 83) ( 14 ): … Type 6 CO (g/km) THC (g/km) Measured value Limit value 2.1.1. For bi fuel vehicles, the type 1 table shall be repeated for both fuels. For flex fuel vehicles, when the type 1 test is to be performed on both fuels according to Figure I.2.4 of Annex I, and for vehicles running on LPG or NG/Biomethane, either mono fuel or bi fuel, the table shall be repeated for the different reference gases used in the test, and an additional table shall display the worst results obtained. When applicable, in accordance with section 3.1.4 of Annex 12 to UN/ECE Regulation No 83, it shall be shown if the results are measured or calculated. 2.1.2. Written description and/or drawing of the MI: … 2.1.3. List and function of all components monitored by the OBD system: … 2.1.4. Written description (general working principles) for: … 2.1.4.1. Misfire detection: … (15) 2.1.4.2. Catalyst monitoring: … (15) 2.1.4.3. Oxygen sensor monitoring: … (15) 2.1.4.4. Other components monitored by the OBD system: … (15) 2.1.4.5. Catalyst monitoring: … (16) 2.1.4.6. Particulate trap monitoring: … (16) 2.1.4.7. Electronic fuelling system actuator monitoring: … (16) 2.1.4.8. Other components monitored by the OBD system: … 2.1.5. Criteria for MI activation (fixed number of driving cycles or statistical method): … 2.1.6. List of all OBD output codes and formats used (with explanation of each): … 2.2. Reserved 2.3. Catalytic converters yes/no (1) 2.3.1. Original equipment catalytic converter tested to all relevant requirements of this Regulation yes/no (1) 2.4. Smoke opacity test results (1) 2.4.1. At steady engine speeds: See technical service test report number: … 2.4.2. Free acceleration tests 2.4.2.1. Measured value of the absorption coefficient: … m–1 2.4.2.2. Corrected value of the absorption coefficient: … m–1 2.4.2.3. Location of the absorption coefficient symbol on the vehicle: … 2.5. CO2 emissions and fuel consumption test results 2.5.1. Pure ICE vehicle and Not Externally Chargeable (NOVC) Hybrid Electric Vehicle 2.5.1.0. Minimum and maximum CO 2 values within the interpolation family 2.5.1.1. Vehicle High 2.5.1.1.1. Cycle Energy Demand: … J 2.5.1.1.2. Road load coefficients 2.5.1.1.2.1. f0, N: … 2.5.1.1.2.2. f1, N/(km/h): … 2.5.1.1.2.3. f2, N/(km/h)2: … 2.5.1.1.3. CO 2 mass emissions (provide values for each reference fuel tested, for the phases: the measured values, for the combined see points 1.2.3.8. and 1.2.3.9. of Sub-Annex 6 to Annex XXI of Regulation (EU) 2017/1151) CO 2 Emission (g/km) Test Low Medium High Extra High Combined M CO2,p,5 / M CO2,c,5 1 2 3 average Final M CO2,p,H / M CO2,c,H 2.5.1.1.4. Fuel consumption (provide values for each reference fuel tested, for the phases: the measured values for the combined see paragraphs 1.2.3.8 and 1.2.3.9 of Sub-Annex 6 to Annex XXI) Fuel consumption (l/100 km) or m 3 /100 km or kg/100 km ( 1 ) Low Medium High Extra High Combined Final values FC p,H /FC c,H 2.5.1.2. Vehicle Low (if applicable) 2.5.1.2.1. Cycle Energy Demand: … J 2.5.1.2.2. Road load coefficients 2.5.1.2.2.1. f 0, N: … 2.5.1.2.2.2. f 1, N/(km/h): … 2.5.1.2.2.3. f 2 , N/(km/h) ( 2 ): … 2.5.1.2.3. CO 2 mass emissions (provide values for each reference fuel tested, for the phases: the measured values for the combined see points 1.2.3.8. and.1.2.3.9. of Sub-Annex 6 to Annex XXI) CO 2 Emission (g/km) Test Low Medium High Extra High Combined M CO2,p,5 /M CO2,c,5 1 2 3 average Final M CO2,p,L /M CO2,c,L 2.5.1.2.4. Fuel consumption (provide values for each reference fuel tested, for the phases: the measured values for the combined see points 1.2.3.8 and 1.2.3.9 of Sub-Annex 6 to Annex XXI) Fuel consumption (l/100 km) or m 3 /100 km or kg/100 km ( 1 ) Low Medium High Extra High Combined Final values FC p,L /FC c,L 2.5.1.3. Vehicle M for NOVC-HEV (if applicable) 2.5.1.3.1. Information about regeneration strategy for CO2 emissions and fuel consumption . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5.1.3.1. Cycle Energy Demand: … J 2.5.1.3.2. Road load coefficients 2.5.1.3.2.1. f 0, N: … 2.5.1.3.2.2. f 1, N/(km/h): … 2.5.1.3.2.3. f 2 , N/(km/h) ( 2 ): … 2.5.1.3.3. CO 2 mass emissions (provide values for each reference fuel tested, for the phases: the measured values for the combined see paragraphs 1.2.3.8. and 1.2.3.9. of Sub-Annex 6 to Annex XXI) CO 2 Emission (g/km) Test Low Medium High Extra High Combined M CO2,p,5 /M CO2,c,5 1 2 3 average Final M CO2,p,L /M CO2,c,L 2.5.1.3.4. Fuel consumption (provide values for each reference fuel tested, for the phases: the measured values for the combined see paragraphs 1.2.3.8. and 1.2.3.9. of Sub-Annex 6 to Annex XXI) Fuel consumption (l/100 km) or m 3 /100 km or kg/100 km ( 1 ) Low Medium High Extra High Combined Final values FC p,L / FC c,L 2.5.1.4. For vehicles powered by an internal combustion engine which are equipped with periodically regenerating systems as defined in point 6 of Article 2 of this Regulation, the test results shall be adjusted by the Ki factor as specified in Appendix 1 to Sub-Annex 6 of Annex XXI. 2.5.1.4.1. Information about regeneration strategy for CO 2 emissions and fuel consumption D — number of operating cycles between 2 cycles where regenerative phases occur: … d — number of operating cycles required for regeneration: … Applicable Type 1 cycle (Sub-Annex 4 to Annex XXI of Regulation (EU) 2017/1151, or UN/ECE Regulation 83) ( 14 ): … Combined Ki (additive / multiplicative) ( 1 ) Values for CO 2 and fuel consumption ( 10 ) Repeat 2.5.1. in case of base vehicle. 2.5.2. Pure electric vehicles (1) 2.5.2.1. Electric energy consumption 2.5.2.1.1. Vehicle High 2.5.2.1.1.1. Cycle Energy Demand: … J 2.5.2.1.1.2. Road load coefficients 2.5.2.1.1.2.1. f 0, N: … 2.5.2.1.1.2.2. f 1, N/(km/h): … 2.5.2.1.1.2.3. f 2 , N/(km/h) ( 2 ): … EC (Wh/km) Test City Combined Calculated EC 1 2 3 average Declared value — 2.5.2.1.1.3. Total time out of tolerance for the conduct of the cycle: … sec 2.5.2.1.2. Vehicle Low (if applicable) 2.5.2.1.2.1. Cycle Energy Demand: … J 2.5.2.1.2.2. Road load coefficients 2.5.2.1.2.2.1. f 0, N: … 2.5.2.1.2.2.2. f 1, N/(km/h): … 2.5.2.1.2.2.3. f 2 , N/(km/h) ( 2 ): … EC (Wh/km) Test City Combined Calculated EC 1 2 3 average Declared value — 2.5.2.1.2.3. Total time out of tolerance for the conduct of the cycle: … sec 2.5.2.2. Pure Electric Range 2.5.2.2.1. Vehicle High PER (km) Test City Combined Measured Pure Electric Range 1 2 3 average Declared value — 2.5.2.2.2. Vehicle Low (if applicable) PER (km) Test City Combined Measured Pure Electric Range 1 2 3 average Declared value — 2.5.3. Externally chargeable (OVC) Hybrid Electric Vehicle: 2.5.3.1. CO 2 mass emission charge sustaining 2.5.3.1.1. Vehicle High 2.5.3.1.1.1. Cycle Energy Demand: … J 2.5.3.1.1.2. Road load coefficients 2.5.3.1.1.2.1. f 0 , N: … 2.5.3.1.1.2.2. f 1 , N/(km/h): … 2.5.3.1.1.2.3. f 2 , N/(km/h) ( 2 ): … CO 2 Emission (g/km) Test Low Medium High Extra High Combined M CO2,p,5 /M CO2,c,5 1 2 3 Average Final M CO2,p,H /M CO2,c,H 2.5.3.1.2. Vehicle Low (if applicable) 2.5.3.1.2.1. Cycle Energy Demand: … J 2.5.3.1.2.2. Road load coefficients 2.5.3.1.2.2.1. f 0, N: … 2.5.3.1.2.2.2. f 1, N/(km/h): … 2.5.3.1.2.2.3. f 2 , N/(km/h) ( 2 ): … CO 2 Emission (g/km) Test Low Medium High Extra High Combined M CO2,p,5 /M CO2,c,5 1 2 3 Average Final M CO2,p,L /M CO2,c,L 2.5.3.1.3. Vehicle M (if applicable) 2.5.3.1.3.1. Cycle Energy Demand: … J 2.5.3.1.3.2. Road load coefficients 2.5.3.1.3.2.1. f 0 , N: … 2.5.3.1.3.2.2. f 1 , N/(km/h): … 2.5.3.1.3.2.3. f 2 , N/(km/h) ( 2 ): … CO 2 Emission (g/km) Test Low Medium High Extra High Combined M CO2,p,5 /M CO2,c,5 1 2 3 Average M CO2,p,M /M CO2,c,M 2.5.3.2. CO 2 mass emission charge depleting Vehicle High CO 2 Emission (g/km) Test Combined M CO2,CD 1 2 3 Average Final M CO2,CD,H Vehicle Low (if applicable) CO 2 Emission (g/km) Test Combined M CO2,CD 1 2 3 Average Final M CO2,CD,L Vehicle M (if applicable) CO 2 Emission (g/km) Test Combined M CO2,CD 1 2 3 Average Final M CO2,CD,M 2.5.3.3. CO2 mass emission (weighted, combined) (17) : Vehicle High: MCO2,weighted … g/km Vehicle Low (if applicable): MCO2,weighted … g/km Vehicle M (if applicable): MCO2,weighted … g/km 2.5.3.3.1. Minimum and maximum CO 2 values within the interpolation family. 2.5.3.4. Fuel consumption Charge Sustaining Vehicle High Fuel Consumption (l/100 km) Low Medium High Extra High Combined Final values FCp,H / FCc,H Vehicle Low (if applicable) Fuel Consumption (l/100 km) Low Medium High Extra High Combined Final values FCp,L / FCc,L Vehicle M (if applicable) Fuel Consumption (l/100 km) Low Medium High Extra High Combined Final values FCp,M / FCc,M 2.5.3.5. Fuel consumption Charge Depleting Vehicle High Fuel consumption (l/100km) Combined Final values FC CD,H Vehicle Low (if applicable) Fuel consumption (l/100km) Combined Final values FC CD,L Vehicle M (if applicable) Fuel consumption (l/100km) Combined Final values FC CD,M 2.5.3.6. Fuel consumption (weighted, combined) (17) : Vehicle High: FCweighted … l/100 km Vehicle Low (if applicable): FCweighted … l/100 km Vehicle M (if applicable): FCweighted … l/100 km 2.5.3.7. Ranges: 2.5.3.7.1. All Electric Range AER AER (km) Test City Combined AER values 1 2 3 Average Final values AER 2.5.3.7.2. Equivalent All Electric Range EAER EAER (km) City Combined EAER values 2.5.3.7.3. Actual Charge Depleting Range RCDA RCDA (km) Combined RCDA values 2.5.3.7.4. Charge Depleting Cycle Range R CDC R CDC (km) Test Combined R CDC values 1 2 3 Average Final values R CDC 2.5.3.8. Electric consumption 2.5.3.8.1. Electric Consumption EC EC (Wh/km) Low Medium High Extra High City Combined Electric consumption values 2.5.3.8.2. UF-weighted charge-depleting electric consumption EC AC,CD (combined) EC AC,CD (Wh/km) Test Combined EC AC,CD values 1 2 3 Average Final values EC AC,CD 2.5.3.8.3. UF-weighted electric consumption EC AC, weighted (combined) EC AC,weighted (Wh/km) Test Combined EC AC,weighted values 1 2 3 Average Final values EC AC,weighted Repeat 2.5.3. in case of base vehicle. 2.5.4. Fuel cell vehicles (FCV) Fuel Consumption (kg/100 km) Combined Final values FC c Repeat 2.5.4. in case of base vehicle. 2.5.5. Device for monitoring the consumption of fuel and/or electric energy: yes/not applicable … 2.6. Test results of eco-innovations (18) (19) Decision approving the eco-innovation (20) Code of the eco-innovation (21) Type 1/I cycle (22) 1. CO2 emissions of the baseline vehicle (g/km) 2. CO2 emissions of the eco-innovation vehicle (g/km) 3. CO2 emissions of the baseline vehicle under type 1 test-cycle (23) 4. CO2 emissions of the eco-innovation vehicle under type 1 test-cycle 5. Usage factor (UF) i.e. temporal share of technology usage in normal operation conditions CO2 emissions savings((1 - 2) - (3 - 4)) * 5 xxx/201x Total CO2 emissions saving on NEDC (g/km) (24) Total CO2 emissions saving on WLTP (g/km) (25) 2.6.1. General code of the eco-innovation(s) (26): … 3. VEHICLE REPAIR INFORMATION 3.1. Address of website for access to vehicle repair and maintenance information: … 3.1.1. Date from which it is available (up to 6 months from the date of type approval): … 3.2. Terms and conditions of access (i.e. duration of access, price of access on an hourly, daily, monthly, annual and per-transaction basis) to websites referred to in point 3.1): … 3.3. Format of vehicle repair and maintenance information accessible through website referred to in point 3.1: … 3.4. Manufacturer’s certificate on access to vehicle repair and maintenance information provided: … 4. POWER MEASUREMENT Maximum engine net power of internal combustion engine, net power and maximum 30 minutes power of electric drive train 4.1. Internal combustion engine net power 4.1.1. Engine speed (min–1) … 4.1.2. Measured fuel flow (g/h) … 4.1.3. Measured torque (Nm) … 4.1.4. Measured power (kW) … 4.1.5. Barometric pressure (kPa) … 4.1.6. Water vapour pressure (kPa) … 4.1.7. Intake air temperature (K) … 4.1.8. Power correction factor when applied … 4.1.9. Corrected power (kW) … 4.1.10. Auxiliary power (kW) … 4.1.11. Net power (kW) … 4.1.12. Net torque (Nm) … 4.1.13. Corrected specific fuel consumption (g/kWh) … 4.2. Electric drive train(s): 4.2.1. Declared figures 4.2.2. Maximum net power: … kW, at … min–1 4.2.3. Maximum net torque: … Nm, at … min–1 4.2.4. Maximum net torque at zero engine speed: … Nm 4.2.5. Maximum 30 minutes power: … kW 4.2.6. Essential characteristics of the electric drive train 4.2.7. Test DC voltage: … V 4.2.8. Working principle: … 4.2.9. Cooling system: 4.2.10. Motor: liquid/air (1) 4.2.11. Variator: liquid/air (1) 5. REMARKS: … Explanatory Notes (1) Delete where not applicable (there are cases where nothing needs to be deleted when more than one entry is applicable) (2) OJ L 171, 29.6.2007, p. 1. (3) OJ L 175, 7.7.2017, p. 1. (4) If the means of identification of type contains characters not relevant to describe the vehicle, component or separate technical unit types covered by this information, such characters shall be represented in the documentation by the symbol ‘?’ (e.g. ABC??123??) (5) As defined in Annex II, Section A ( 5a ) As defined in article 3, point 24 of Regulation (EU) 2018/858 (6) ... (7) Type of tyre according UN/ECE Regulation 117 (8) Where applicable. (9) Round to 2 decimal places (10) Round to 4 decimal places (11) Not applicable (12) Mean value calculated by adding mean values (M.Ki) calculated for THC and NOx. (13) Round to 1 decimal place more than limit value. (14) Indicate the applicable procedure. (15) For vehicles equipped with positive-ignition engines. (16) For compression-ignition engine vehicles (17) Measured over the combined cycle (18) Repeat the table for each reference fuel tested. (19) Expand the table if necessary, using one extra row per eco-innovation. (20) Number of the Commission Decision approving the eco-innovation. (21) Assigned in the Commission Decision approving the eco-innovation. (22) Applicable Type 1 cycle: Annex XXI, Sub-Annex 4 or UN/ECE Regulation 83 (23) If modelling is applied instead of the type 1 test-cycle, this value shall be the one provided by the modelling methodology. (24) Sum of the emissions saving of each individual eco-innovation on Type I according to UN/ECE Regulation 83. (25) Sum of the emissions saving of each individual eco-innovation on Type 1 according to Annex XXI, Sub-Annex 4 of this regulation (26)The general code of the eco-innovation(s) is to consist of the two-digit codes for each individual eco-innovation, separated by spaces (e.g. 10 15 16) ## to the Addendum to the Type Approval Certificate Transitional period (correlation output) (Transitional provision): 1. CO 2 emissions determined in accordance with point 3.2. of Annex I to Implementing Regulations (EU) 2017/1152 and (EU) 2017/1153 1.1 Co2mpas version 1.2. Vehicle High 1.2.1. CO2 mass emissions (for each reference fuel tested) CO2 Emission (g/km) Urban Extra Urban Combined MCO2,NEDC_H,co2mpas 1.3. Vehicle Low (if applicable) 1.3.1. CO2 mass emissions (for each reference fuel tested) CO2 Emission (g/km) Urban Extra Urban Combined MCO2,NEDC_L,co2mpas 2. CO2 emissions test results (if applicable) 2.1. Vehicle High 2.1.1. CO 2 mass emissions (for each reference fuel tested) for pure ICE and NOVC-HEV CO 2 Emission (g/km) Urban Extra Urban Combined M CO2,NEDC_H,test 2.1.2. OVC test results 2.1.2.1. CO 2 mass emissions for OVC-HEV CO 2 Emission (g/km) Combined M CO2,NEDC_H,test,condition A M CO2,NEDC_H,test,condition B M CO2,NEDC_H,test,weighted 2.2. Vehicle Low (if applicable) 2.2.1. CO 2 mass emissions (for each reference fuel tested) for pure ICE and NOVC-HEV CO 2 Emission (g/km) Urban Extra Urban Combined M CO2,NEDC_L,test 2.2.2. OVC test results 2.2.2.1. CO 2 mass emissions for OVC-HEV CO 2 Emission (g/km) Combined M CO2,NEDC_L,test,condition A M CO2,NEDC_L,test,condition B M CO2,NEDC_L,test,weighted 3. Deviation and verification factors (determined in accordance with point 3.2.8 of Implementing Regulation (EU) 2017/1152 and (EU) 2017/1153) Deviation factor (if applicable) Verification factor (if applicable) ‘ 1 ’ or ‘ 0 ’ Hash identifier code of the complete correlation file (point 3.1.1.2 of Annex I to Implementing Regulations (EU) 2017/1152 and (EU) 2017/1153 4. Final NEDC CO 2 and fuel consumption values 4.1. Final NEDC values (for each reference fuel tested) for pure ICE and NOVC-HEV Urban Extra Urban Combined CO 2 Emission (g/km) M CO2,NEDC_L, final M CO2,NEDC_H, final Fuel Consumption (l/100km) FC NEDC_L, final FC NEDC_H, final 4.2. final NEDC values (for each reference fuel tested) for OVC-HEV 4.2.1. CO 2 Emission (g/km): see points 2.1.2.1. and 2.2.2.1. 4.2.2. Electric energy consumption (Wh/km): see points 2.1.2.2. and 2.2.2.2. 4.2.3. Fuel consumption (l/100 km) Fuel consumption (l/100 km) Combined FC NEDC_L,test,condition A FC NEDC_L,test,condition B FC NEDC_L,test,weighted ## 5 Vehicle OBD information 1. The information required in this Appendix shall be provided by the vehicle manufacturer for the purposes of enabling the manufacture of OBD-compatible replacement or service parts and diagnostic tools and test equipment. 2. Upon request, the following information shall be made available to any interested component, diagnostic tools or test equipment manufacturer, on a non-discriminatory basis: 2.1.A description of the type and number of the preconditioning cycles used for the original type-approval of the vehicle; 2.2.A description of the type of the OBD demonstration cycle used for the original type-approval of the vehicle for the component monitored by the OBD system; 2.3.A comprehensive document describing all sensed components with the strategy for fault detection and MI activation (fixed number of driving cycles or statistical method), including a list of relevant secondary sensed parameters for each component monitored by the OBD system and a list of all OBD output codes and format used (with an explanation of each) associated with individual emission-related power-train components and individual non-emission related components, where monitoring of the component is used to determine MI activation. In particular, a comprehensive explanation for the data given in service $ 05 Test ID $ 21 to FF and the data given in service $ 06 shall be provided. In the case of vehicle types that use a communication link in accordance with ISO 15765-4 ‘Road vehicles — Diagnostics on Controller Area Network (CAN) — Part 4: Requirements for emissions-related systems’, a comprehensive explanation for the data given in service $ 06 Test ID $ 00 to FF, for each OBD monitor ID supported, shall be provided. This information may be provided in the form of a table, as follows: Component Fault code Monitoring strategy Fault detection criteria MI activation criteria Secondary parameters Preconditioning Demonstration test Catalyst P0420 Oxygen sensor 1 and 2 signals Difference between sensor 1 and sensor 2 signals 3rd cycle Engine speed, engine load, A/F mode, catalyst temperature e.g. Two Type 1 cycles (as described in Annex III of Regulation (EC) No 692/2008 or in Annex XXI to Regulation (EU) 2017/1151) e.g. Type 1 test (as described in Annex III of Regulation (EC) No 692/2008 or in Annex XXI to Regulation (EU) 2017/1151) 3. INFORMATION REQUIRED FOR THE MANUFACTURE OF DIAGNOSTIC TOOLS In order to facilitate the provision of generic diagnostic tools for multi-make repairers, vehicle manufacturers shall make available the information referred to in the points 3.1 to 3.3. through their repair information web-sites. This information shall include all diagnostic tool functions and all the links to repair information and troubleshooting instructions. The access to this information may be subject to the payment of a reasonable fee. 3.1. Communication Protocol Information The following information shall be required indexed against vehicle make, model and variant, or other workable definition such as VIN or vehicle and systems identification: (a)Any additional protocol information system necessary to enable complete diagnostics in addition to the standards prescribed in Section 4 of Annex XI, including any additional hardware or software protocol information, parameter identification, transfer functions, ‘keep alive’ requirements, or error conditions; (b)Details of how to obtain and interpret all fault codes not in accordance with the standards prescribed in Section 4 of Annex XI: (c)A list of all available live data parameters including scaling and access information; (d)A list of all available functional tests including device activation or control and the means to implement them; (e)Details of how to obtain all component and status information, time stamps, pending DTC and freeze frames; (f)Resetting adaptive learning parameters, variant coding and replacement component setup, and customer preferences; (g)ECU identification and variant coding; (h)Details of how to reset service lights; (i)Location of diagnostic connector and connector details; (j)Engine code identification. 3.2. Test and diagnosis of OBD monitored components The following information shall be required: (a)A description of tests to confirm its functionality, at the component or in the harness (b)Test procedure including test parameters and component information (c)Connection details including minimum and maximum input and output and driving and loading values (d)Values expected under certain driving conditions including idling (e)Electrical values for the component in its static and dynamic states (f)Failure mode values for each of the above scenarios (g)Failure mode diagnostic sequences including fault trees and guided diagnostics elimination. 3.3. Data required to perform the repair The following information shall be required: (a)ECU and component initialisation (in the event of replacements being fitted) (b)Initialisation of new or replacement ECUs where relevant using pass-through (re-) programming techniques. ## 6 GB type-approval Certification Numbering System 1. Section 3 of the GB type-approval number issued according to Article 6(1) shall be composed by the number of the implementing regulatory act or the latest amending regulatory act applicable to the GB type-approval. This number shall be followed by one or more characters reflecting the different categories in accordance with Table 1. Table 1 This limitation does not apply if a vehicle was type-approved in accordance with the requirements of Regulation (EC) No 715/2007 and its implementing legislation prior to 1 September 2017 in the case of category M and N1 class I vehicles, or prior to 1 September 2018 in the case of category N1 class II and III and category N2 vehicles, according to the last subparagraph of Article 15(4). Key: ‘Euro 6-1’ OBD standard Full Euro 6 OBD requirements but with preliminary OBD threshold limits as defined in point 2.3.4 of Annex XI and partially relaxed IUPR; ‘Euro 6-2’ OBD standard Full Euro 6 OBD requirements but with final OBD threshold limits as defined in point 2.3.3 of Annex XI; ‘Euro 6b’ emissions standard Euro 6 emission requirements including revised measurement procedure for particulate matter, particle number standards (preliminary values for PI direct injection); ‘Euro 6c’ emissions standard RDE NOx testing for monitoring only (no NTE emission limits applied), otherwise full Euro 6 tailpipe emission requirements (including PN RDE); ‘Euro 6c-EVAP’ emissions standard RDE NOx testing for monitoring only (no NTE emission limits applied), otherwise full Euro 6 tailpipe emission requirements (including PN RDE), revised evaporative emissions test procedure; ‘Euro 6d-TEMP’ emissions standard RDE NOx testing against temporary conformity factors, otherwise full Euro 6 tailpipe emission requirements (including PN RDE); ‘Euro 6d-TEMP-ISC’ emissions standard RDE testing against temporary conformity factors, full Euro 6 tailpipe emission requirements (including PN RDE) and new ISC procedure; ‘Euro 6d-TEMP-EVAP-ISC'’ emissions standard RDE NOx testing against temporary conformity factors, full Euro 6 tailpipe emission requirements (including PN RDE), 48H evaporative emissions test procedure and new ISC procedure; ‘Euro 6d-TEMP-EVAP’ emissions standard RDE NOx testing against temporary conformity factors, otherwise full Euro 6 tailpipe emission requirements (including PN RDE), revised evaporative emissions test procedure; ‘Euro 6d’ emissions standard RDE testing against final conformity factors, otherwise full Euro 6 tailpipe emission requirements, revised evaporative emissions test procedure; ‘Euro 6d-ISC' RDE’testing against final conformity factors, full Euro 6 tailpipe emission requirements, 48H evaporative emissions test procedure and new ISC procedure; ‘Euro 6d-ISC-FCM' RDE’testing against final conformity factors, full Euro 6 tailpipe emission requirements, 48H evaporative emissions test procedure, devices for monitoring the consumption of fuel and/or electric energy and new ISC procedure. Character Emission standard OBD standard Vehicle category and class Engine Implementation date: new types Implementation date: new vehicles Last date of registration AA Euro 6c Euro 6-1 M, N1 class I PI, CI 31.8.2018 BA Euro 6b Euro 6-1 M, N1 class I PI, CI 31.8.2018 AB Euro 6c Euro 6-1 N1 class II PI, CI 31.8.2019 BB Euro 6b Euro 6-1 N1 class II PI, CI 31.8.2019 AC Euro 6c Euro 6-1 N1 class III, N2 PI, CI 31.8.2019 BC Euro 6b Euro 6-1 N1 class III, N2 PI, CI 31.8.2019 AD Euro 6c Euro 6-2 M, N1 class I PI, CI 1.9.2018 31.8.2019 AE Euro 6c-EVAP Euro 6-2 N1 class II PI, CI 1.9.2019 31.8.2020 AF Euro 6c-EVAP Euro 6-2 N1 class III, N2 PI, CI 1.9.2019 31.8.2020 AG Euro 6d-TEMP Euro 6-2 M, N1 class I PI, CI 1.9.2017 31.8.2019 BG Euro 6d-TEMP-EVAP Euro 6-2 M, N1 class I PI, CI 31.8.2019 CG Euro 6d-TEMP-ISC Euro 6-2 M, N1 class I PI, CI 1.1.2019 31.8.2019 DG Euro 6d-TEMP-EVAP-ISC Euro 6-2 M, N1 class I PI, CI 1.9.2019 1.9.2019 31.12.2020 AH Euro 6d-TEMP Euro 6-2 N1 class II PI, CI 1.9.2018 31.8.2019 BH Euro 6d-TEMP-EVAP Euro 6-2 N1 class II PI, CI 31.8.2020 CH Euro 6d-TEMP-EVAP-ISC Euro 6-2 N1 class II PI, CI 1.9.2019 1.9.2020 31.12.2021 AI Euro 6d-TEMP Euro 6-2 N1 class III, N2 PI, CI 1.9.2018 31.8.2019 BI Euro 6d-TEMP-EVAP Euro 6-2 N1 class III, N2 PI, CI 31.8.2020 CI Euro 6d-TEMP-EVAP-ISC Euro 6-2 N1 class III, N2 PI, CI 1.9.2019 1.9.2020 31.12.2021 AJ Euro 6d Euro 6-2 M, N1 class I PI, CI 31.8.2019 AK Euro 6d Euro 6-2 N1 class II PI, CI 31.8.2020 AL Euro 6d Euro 6-2 N1 class III, N2 PI, CI 31.8.2020 AM Euro 6d-ISC Euro 6-2 M, N1 class I PI, CI 31.12.2020 AN Euro 6d-ISC Euro 6-2 N1 class II PI, CI 31.12.2021 AO Euro 6d-ISC Euro 6-2 N1 class III, N2 PI, CI 31.12.2021 AP Euro 6d-ISC-FCM Euro 6-2 M, N1 class I PI, CI 1.1.2020 1.1.2021 AQ Euro 6d-ISC-FCM Euro 6-2 N1 class II PI, CI 1.1.2021 1.1.2022 AR Euro 6d-ISC-FCM Euro 6-2 N1 class III, N2 PI, CI 1.1.2021 1.1.2022 AX n.a. n.a. All vehicles Battery full electric AY n.a. n.a. All vehicles Fuel cell AZ n.a. n.a. All vehicles using certificates according to point 2.1.1 of Annex I PI, CI 2. EXAMPLES OF TYPE–APPROVAL CERTIFICATION NUMBERS 2.1 An example is provided below of an approval of a Euro 6 light passenger car to the 'Euro 6d' emission standard and 'Euro 6-2' OBD standard, identified by the characters AJ according to table 1, .... The approval was granted for the base Regulation (EC) 715/2007 and its implementing Regulation (EC) xxx/2016 without any amendments. It is the 17th approval of this kind without any extension, so the fourth and fifth components of the certification number are 0017 and 00, respectively. g11 × 715 / 2007 × xxx / 2016AJ × 0017 × 00 2.2 This second example shows an approval of a Euro 6 N1 class II light commercial vehicle to the 'Euro 6d-TEMP' emission standard and 'Euro 6-2' OBD standard, identified by the characters AH according to table 1, .... The approval was granted for the base Regulation (EC) 715/2007 and its implementing legislation as last amended by a Regulation xyz/2018. It is the 1st approval of this kind without extension, so the fourth and fifth components of the certification number are 0001 and 00, respectively. g11 × 715 / 2007 × xyz / 2018AH × 0001 × 00 ## 7 ## 8a Test Reports A Test Report is the report issued by the technical service responsible for conducting the tests according this regulation. PART I The following information, if applicable, is the minimum data required for the Type 1 test. REPORT number APPLICANT Manufacturer SUBJECT … Roadload family identifier(s) : Interpolation family identifier(s) : Object submitted to tests Make : IP identifier : CONCLUSION The object submitted to tests complies with the requirements mentioned in the subject. PLACE, DD/MM/YYYY General notes: If there are several options (references), the one tested should be described in the test report If there are not, a single reference to the information document at the start of the test report may be sufficient. Every Technical Service is free to include some additional information (a)Specific to positive ignition engine (b)Specific to compression ignition engine 1. DESCRIPTION OF TESTED VEHICLE(S): HIGH, LOW AND M (IF APPLICABLE) 1.1. General Vehicle numbers : Prototype number and VIN Category : Bodywork : Drive wheels : 1.1.1. Powertrain Architecture Powertrain architecture : pure ICE, hybrid, electric or fuel cell 1.1.2. INTERNAL COMBUSTION ENGINE (if applicable) For more than one ICE, please repeat the point Make : Type : Working principle : two/four stroke Cylinders number and arrangement : Engine capacity (cm 3 ) : Engine idling speed (min – 1 ) : + High engine idling speed (min – 1 ) (a) : + Rated engine power : kW at rpm Maximum net torque : Nm at rpm Engine lubricant : make and type Cooling system : Type: air/water/oil Insulation : material, amount, location, volume and weight 1.1.3. TEST FUEL for Type 1 test (if applicable) For more than one test fuel, please repeat the point Make : Type : Petrol E10 - Diesel B7 – LPG – NG - … Density at 15 °C : Sulphur content : Only for Diesel B7 and Petrol E10 : Batch number : Willans factors (for ICE) for CO 2 emission (gCO 2 /MJ) : 1.1.4. FUEL FEED SYSTEM (if applicable) For more than one fuel feed system, please repeat the point Direct injection : yes/no or description Vehicle fuel type : Monofuel / bifuel / flex fuel Control unit Part reference : same as information document Software tested : read via scantool, for example Air flowmeter : Throttle body : Pressure sensor : Injection pump : Injector(s) : 1.1.5. INTAKE SYSTEM (if applicable) For more than one intake system, please repeat the point Pressure charger : Yes/no make & type (1) Intercooler : yes/no type (air/air – air/water) (1) Air filter (element) (1) : make & type Intake silencer (1) : make & type 1.1.6. EXHAUST SYSTEM AND ANTI-EVAPORATIVE SYSTEM (if applicable) For more than one, please repeat the point First catalytic converter : make & reference (1) principle: three way / oxidising / NO x trap / NO x storage system / Selective Catalyst Reduction… Second catalytic converter : make & reference (1) principle: three way/oxidising / NO x trap / NO x storage system / Selective Catalyst Reduction… Particulate trap : with/without/not applicable catalysed: yes/no make & reference (1) Reference and position of oxygen sensor(s) : before catalyst/after catalyst Air injection : with/without/not applicable Water injection : with/without/not applicable EGR : with/without/not applicable cooled/non-cooled HP/LP Evaporative emission control system : with/without/not applicable Reference and position of NO x sensor(s) : Before/after General description (1) : 1.1.7. HEAT STORAGE DEVICE (if applicable) For more than one Heat Storage System, please repeat the point Heat storage device : yes/no Heat capacity (enthalpy stored J) : Time for heat release (s) : 1.1.8. TRANSMISSION (if applicable) For more than one Transmission, please repeat the point for OVC-HEV, specify for charge sutaining and for charge depleting operating conditions. Gearbox : manual / automatic / continuous variation Gear shifting procedure Predominant mode : yes/no normal / drive / eco/… Best case mode for CO 2 emissions and fuel consumption (if applicable) : Worst case mode for CO 2 emissions and fuel consumption (if applicable) : Highest electric energy consumption mode (if applicable) : Control unit : Gearbox lubricant : make and type Tyres Make : Type : Dimensions front/rear : Dynamic circumference (m) : Tyre pressure (kPa) : Transmission ratios (R.T.), primary ratios (R.P.) and (vehicle speed (km/h)) / (engine speed (1 000 (min – 1 )) (V 1000 ) for each of the gearbox ratios (R.B.). R.B. R.P. R.T. V 1000 1st 1/1 2nd 1/1 3rd 1/1 4th 1/1 5th 1/1 … 1.1.9. ELECTRIC MACHINE (if applicable) For more than one Electric Machine, please repeat the point Make : Type : Peak Power (kW) : 1.1.10. TRACTION REESS (if applicable) For more than one Traction REESS, please repeat the point Make : Type : Capacity (Ah) : Nominal Voltage (V) : 1.1.11. FUEL CELL (if applicable) For more than one Fuel Cell, please repeat the point Make : Type : Maximum Power (kW) : Nominal Voltage (V) : 1.1.12. POWER ELECTRONICS (if applicable) Can be more than one PE (propulsion converter, low voltage system or charger) Make : Type : Power (kW) : 1.2. Vehicle high description 1.2.1. MASS Test mass of VH (kg) : 1.2.2. ROAD LOAD PARAMETERS f 0 (N) : f 1 (N/(km/h)) : f 2 (N/(km/h) 2 ) : Cycle energy demand (J) : Road load test report reference : Road load family's identifier : 1.2.3. CYCLE SELECTION PARAMETERS Cycle (without downscaling) : Class 1 / 2 / 3a / 3b Ratio of rated power to mass in running order (PMR)(W/kg) : (if applicable) Capped speed process used during measurement : yes/no Maximum speed of the vehicle (km/h) : Downscaling (if applicable) : yes/no Downscaling factor fdsc : Cycle distance (m) : Constant speed (in the case of the shortened test procedure) : if applicable 1.2.4. GEAR SHIFT POINT (IF APPLICABLE) Version of Gear Shift calculation (indicate the applicable amendment to Regulation (EU)_2017/1151) Gear shifting : Average gear for v ≥ 1 km/h, rounded to four places of decimal nmin drive 1st gear : …min –1 1st gear to 2nd : …min –1 2nd gear to standstill : …min –1 2nd gear : …min –1 3rd gear and beyond : …min –1 Gear 1 excluded : yes/no n_95_high for each gear : …min –1 n_min_drive_set for acceleration/constant speed phases (n_min_drive_up) : …min –1 n_min_drive_set for deceleration phases (nmin_drive_down) : …min –1 t_start_phase : …s n_min_drive_start : …min –1 N_min_drive_up_start : …min –1 use of ASM : yes/no ASM values : 1.3. Vehicle low description (if applicable) 1.3.1. MASS Test mass of VL(kg) : 1.3.2. ROAD LOAD PARAMETERS f 0 (N) : f 1 (N/(km/h)) : f 2 (N/(km/h) 2 ) : Cycle energy demand (J) : Δ(C D × A f ) LH (m 2 ) : Road load test report reference : Road load family's identifier : 1.3.3. CYCLE SELECTION PARAMETERS Cycle (without downscaling) : Class 1 / 2 / 3a / 3b Ratio of rated power to mass in running order (PMR)(W/kg) : (if applicable) Capped speed process used during measurement : yes/no Maximum speed of the vehicle : Downscaling (if applicable) : yes/no Downscaling factor fdsc : Cycle distance (m) : Constant speed (in the case of the shortened test procedure) : if applicable 1.3.4. GEAR SHIFT POINT (IF APPLICABLE) Gear shifting : Average gear for v ≥ 1 km/h, rounded to four places of decimal 1.4. Vehicle M description (if applicable) 1.4.1. MASS Test mass of VL(kg) : 1.4.2. ROAD LOAD PARAMETERS f 0 (N) : f 1 (N/(km/h)) : f 2 (N/(km/h) 2 ) : Cycle energy demand (J) : Δ(C D × A f ) LH (m 2 ) : Road load test report reference : Road load family's identifier : 1.4.3. CYCLE SELECTION PARAMETERS Cycle (without downscaling) : Class 1 / 2 / 3a / 3b Ratio of rated power to mass in running order (PMR)(W/kg) : (if applicable) Capped speed process used during measurement : yes/no Maximum speed of the vehicle : Downscaling (if applicable) : yes/no Downscaling factor fdsc : Cycle distance (m) : Constant speed (in the case of the shortened test procedure) : if applicable 1.4.4. GEAR SHIFT POINT (IF APPLICABLE) Gear shifting : Average gear for v ≥ 1 km/h, rounded to four places of decimal 2. TEST RESULTS 2.1. Type 1 test Method of chassis dyno setting : Fixed run / iterative / alternative with its own warmup cycle Dynamometer in 2WD/4WD operation : 2WD/4WD For 2WD operation, was the non-powered axle rotating : yes/no/not applicable Dynamometer operation mode yes/no Coastdown mode : yes/no Additional preconditioning : yes/no description Deterioration factors : assigned / tested 2.1.1. Vehicle high Date of tests : (day/month/year) Place of the test : Chassis dyno, location, country Height of the lower edge above ground of cooling fan (cm) : Lateral position of fan centre (if modified as request by the manufacturer) : in the vehicle centre-line/… Distance from the front of the vehicle (cm) : IWR: Inertial Work Rating (%) : x,x RMSSE: Root Mean Squared Speed Error (km/h) : x,xx Description of the accepted deviation of the driving cycle : PEV before break off criteria or Fully operated acceleration pedal 2.1.1.1. Pollutant emissions (if applicable) 2.1.1.1.1. Pollutant emissions of vehicles with at least one combustion engine, of NOVC-HEVs and of OVC-HEVs in case of a charge-sustaining Type 1 test For each driver selectable mode tested the points below shall be repeated (predominant mode or best case mode and worst case, mode if applicable) Test 1 Pollutants CO THC (a) NMHC (a) NO x THC + NO x (b) Particulate Matter Particle Number (mg/km) (mg/km) (mg/km) (mg/km) (mg/km) (mg/km) (#.10 11 /km) Measured values Regeneration factors (Ki)(2) Additive Regeneration factors (Ki)(2) Multiplicative Deterioration factors (DF) additive Deterioration factors (DF) multiplicative Final values Limit values Indicate as applicable (2) See Ki family report(s) : Type 1/I performed for Ki determination : Annex XXI, Sub-Annex 4 or UN/ECE Regulation No 83 Regeneration family's identifier : Test 2 if applicable: for CO 2 reason (d CO2 1 ) / for pollutants reason (90 % of the limits) / for both Record test results in accordance with the table of Test 1 Test 3 if applicable: for CO 2 reason (d CO2 2 ) Record test results in accordance with the table of Test 1 2.1.1.1.2. Pollutant emissions of OVC-HEVs in case of a charge-depleting Type 1 test Test 1 Pollutant emission limits have to be fulfilled and the following point has to be repeated for each driven test cycle. Pollutants CO THC (a) NMHC (a) NO x THC + NO x (b) Particulate Matter Particle Number (mg/km) (mg/km) (mg/km) (mg/km) (mg/km) (mg/km) (#.10 11 /km) Measured single cycle values Limit single cycle values Test 2 (if applicable): for CO 2 reason (d CO2 1 ) / for pollutants reason (90 % of the limits) / for both Record test results in accordance with the table of Test 1 Test 3 (if applicable): for CO 2 reason (d CO2 2 ) Record test results in accordance with the table of Test 1 2.1.1.1.3. UF-WEIGHTED POLLUTANT EMISSIONS OF OVC-HEVS Pollutants CO THC (a) NMHC (a) NO x THC + NO x (b) Particulate Matter Particle Number (mg/km) (mg/km) (mg/km) (mg/km) (mg/km) (mg/km) (#.10 11 /km) Calculated values 2.1.1.2. CO 2 emission (if applicable) 2.1.1.2.1. CO 2 emission of vehicles with at least one combustion engine, of NOVC-HEV and of OVC-HEV in the case of a charge-sustaining Type 1 test For each driver selectable mode tested the points below have to be repeated (predominant mode or best case mode and worst case, mode if applicable) Test 1 CO 2 emission Low Medium High Extra High Combined Measured value M CO2,p,1 — Speed and distance corrected value M CO2,p,1b / M CO2,c,2 RCB correction coefficient: (5) M CO2,p,3 / M CO2,c,3 Regeneration factors (Ki) Additive Regeneration factors (Ki) Multiplicative M CO2,c,4 — AF Ki = M CO2,c,3 / M CO2,c,4 — M CO2,p,4 / M CO2,c,4 — ATCT correction (FCF) (4) Temporary values M CO2,p,5 / M CO2,c,5 Declared value — — — — d CO2 1 * declared value — — — — (4) FCF: family correction factor for correcting for representative regional temperature conditions (ATCT) See FCF family report(s) : ATCT family's identifier : (5) correction as referred to in Sub-Annex 6 Appendix 2 of Annex XXI of Regulation (EU) 2017/1151 for pure ICE vehicles, and Sub-Annex 8 Appendix 2 of Annex XXI of Regulation (EU) 2017/1151 for HEVs (K CO2 ) Test 2 (if applicable) Record test results in accordance with the table of Test 1 Test 3 (if applicable) Record test results in accordance with the table of Test 1 Conclusion CO 2 emission (g/km) Low Medium High Extra High Combined Averaging M CO2,p,6 / M CO2,c,6 Alignment M CO2,p,7 / M CO2,c,7 Final values M CO2,p,H / M CO2,c,H Information for Conformity of Production for OVC-HEV Combined CO 2 emission (g/km) M CO2,CS,COP AF CO2,CS 2.1.1.2.2. CO 2 mass emission of OVC-HEVs in case of a charge-depleting Type 1 test Test 1 CO 2 mass emission (g/km) Combined Calculated value M CO2,CD Declared value d CO2 1 Test 2 (if applicable) Record test results in accordance with the table of Test 1 Test 3 (if applicable) Record test results in accordance with the table of Test 1 Conclusion CO 2 mass emission (g/km) Combined Averaging M CO2,CD Final value M CO2,CD 2.1.1.2.4. UF-WEIGHTED CO 2 mass emission of OVC-HEVs CO 2 mass emission (g/km) Combined Calculated value M CO2,weighted 2.1.1.3 FUEL CONSUMPTION (IF APPLICABLE) 2.1.1.3.1. Fuel consumption of vehicles with only a combustion engine, of NOVC-HEVs and of OVC-HEVs in case of a charge-sustaining Type 1 test For each driver selectable mode tested the points below has to be repeated (predominant mode or best case mode and worst case, mode if applicable) Calculated from aligned CO 2 values Fuel consumption (l/100 km) Low Medium High Extra High Combined Final values FC p,H / FC c,H A- On-board Fuel and/or Energy Consumption Monitoring for vehicles referred to in Article 4a a. Data accessibility The parameters listed in point 3 of Annex XXII are accessible: yes/not applicable b. Accuracy (if applicable) in accordance with Annex XXII Fuel_Consumed WLTP (litres) Vehicle HIGH - Test 1 x,xxx Vehicle HIGH - Test 2 (if applicable) x,xxx Vehicle HIGH - Test 3 (if applicable) x,xxx Vehicle LOW - Test 1 (if applicable) x,xxx Vehicle LOW Test 2 (if applicable) x,xxx Vehicle LOW - Test 3 (if applicable) x,xxx Total x,xxx Fuel_Consumed OBFCM (litres) Vehicle HIGH - Test 1 x,xx Vehicle HIGH - Test 2 (if applicable) x,xx Vehicle HIGH - Test 3 (if applicable) x,xx Vehicle LOW - Test 1 (if applicable) x,xx Vehicle LOW Test 2 (if applicable) x,xx Vehicle LOW - Test 3 (if applicable) x,xx Total x,xx Accuracy x,xxx 2.1.1.3.2. Fuel consumption of OVC-HEVs in case of a charge-depleting Type 1 test Test 1: Fuel consumption (l/100 km) Combined Calculated value FC CD Test 2 (if applicable) Record test results in accordance with the table of Test 1 Test 3 (if applicable) Record test results in accordance with the table of Test 1 Conclusion Fuel consumption (l/100km) Combined Averaging FC CD Final value FC CD 2.1.1.3.3. UF-Weighted Fuel consumption of OVC-HEVs Fuel consumption (l/100 km) Combined Calculated value FC weighted 2.1.1.3.4. Fuel consumption of vehicles of NOVC-FCHVs in case of a charge-sustaining Type 1 test For each driver selectable mode tested the points below has to be repeated (predominant mode or best case mode and worst case, mode if applicable) Fuel consumption (kg/100 km) Combined Measured values RCB correction coefficient Final values FC c 2.1.1.4. RANGES (IF APPLICABLE) 2.1.1.4.1. Ranges for OVC-HEVs (if applicable) 2.1.1.4.1.1. All electric range Test 1 AER (km) City Combined Measured/Calculated values AER Declared value — Test 2 (if applicable) Record test results in accordance with the table of Test 1 Test 3 (if applicable) Record test results in accordance with the table of Test 1 Conclusion AER (km) City Combined Averaging AER (if applicable) Final values AER 2.1.1.4.1.2. Equivalent All electric Range EAER (km) Low Medium High Extra High City Combined Final values EAER 2.1.1.4.1.3. Actual Charge-Depleting Range R CDA (km) Combined Final value R CDA 2.1.1.4.1.4. Charge-Depleting Cycle Range Test 1 R CDC (km) Combined Final value R CDC Index Number of the transition cycle REEC of confirmation-cycle (%) Test 2 (if applicable) Record test results in accordance with the table of Test 1 Test 3 (if applicable) Record test results in accordance with the table of Test 1 2.1.1.4.2. Ranges for PEVs - Pure electric range (if applicable) Test 1 PER (km) Low Medium High Extra High City Combined Calculated values PER Declared value — — — — — Test 2 (if applicable) Record test results in accordance with the table of Test 1 Test 3 (if applicable) Record test results in accordance with the table of Test 1 Conclusion PER (km) City Combined Averaging PER Final values PER 2.1.1.5. ELECTRIC CONSUMPTION (IF APPLICABLE) 2.1.1.5.1. Electric consumption of OVC-HEVs (if applicable) 2.1.1.5.1.1. Electric consumption (EC) EC (Wh/km) Low Medium High Extra High City Combined Final values EC 2.1.1.5.1.2. UF-weighted charge-depleting electric consumption Test 1 EC AC,CD (Wh/km) Combined Calculated value EC AC,CD Test 2 (if applicable) Record test results in accordance with the table of Test 1 Test 3 (if applicable) Record test results in accordance with the table of Test 1 Conclusion (if applicable) EC AC,CD (Wh/km) Combined Averaging EC AC,CD Final value 2.1.1.5.1.3. UF-weighted electric consumption Test 1 EC AC,weighted (Wh) Combined Calculated value EC AC,weighted Test 2 (if applicable) Record test results in accordance with the table of Test 1 Test 3 (if applicable) Record test results in accordance with the table of Test 1 Conclusion (if applicable) EC AC,weighted (Wh/km) Combined Averaging EC AC,weighted Final value 2.1.1.5.1.4. Information for COP Combined Electric consumption (Wh/km) EC DC,CD,COP AF EC,AC,CD 2.1.1.5.2. Electric consumption of PEVs (if applicable) Test 1 EC (Wh/km) City Combined Calculated values EC Declared value — Test 2 (if applicable) Record test results in accordance with the table of Test 1 Test 3 (if applicable) Record test results in accordance with the table of Test 1 EC (Wh/km) Low Medium High Extra High City Combined Averaging EC Final values EC Information for COP Combined Electric Consumption (Wh/km) EC DC,COP AF EC 2.1.2. VEHICLE LOW (IF APPLICABLE) Repeat § 2.1.1. 2.1.3. VEHICLE M (IF APPLICABLE) Repeat § 2.1.1. 2.1.4. FINAL CRITERIA EMISSIONS VALUES (IF APPLICABLE) for each pollutant within all test results of VH, VL (if applicable) and VM (if applicable) Pollutants CO THC (a) NMHC (a) NO x THC + NO x (b) PM PN (mg/km) (mg/km) (mg/km) (mg/km) (mg/km) (mg/km) (#.10 11 /km) Highest values 2.2. Type 2 (a) test Included the emissions data required for roadworthiness testing Delete where not applicable (there are cases where nothing needs to be deleted when more than one entry is applicable) Test CO ( % vol) Lambda Engine speed (min –1 ) Oil temperature (°C) Idle — High idle 2.3. Type 3 (a) test Emission of crankcase gases into the atmosphere: none 2.4. Type 4 (a) test Family's identifier : See report(s) : 2.5. Type 5 test Indicate as applicable Family's identifier : See durability family report(s) : Type 1/I cycle for criteria emissions testing : Annex XXI, Sub-Annex 4 or UN/ECE Regulation No 83 2.6. RDE test RDE family number : MSxxxx See family report(s) : 2.7. Type 6 (a) test Family's identifier Date of tests : (day/month/year) Place of tests : Method of setting of the chassis dyno : coast down (road load reference) Inertia mass (kg) : If deviation from the vehicle of Type 1 test : Tyres : Make : Type : Dimensions front/rear : Dynamic circumference (m) : Tyre pressure (kPa) : Pollutants CO (g/km) HC (g/km) Test 1 2 3 Average Limit 2.8. On board diagnostic system Family's identifier : See family report(s) : 2.9. Smoke opacity (b) test 2.9.1. STEADY SPEEDS TEST See family report(s) : 2.9.2. FREE ACCELERATION TEST Measured absorption value (m – 1 ) : Corrected absorption value (m – 1 ) : 2.10. Engine power See report(s) or approval number : 2.11. Temperature information related to vehicle high (VH) if ‘yes’ then the six last lines are not applicable Worst case approach vehicle cool down : yes/no ATCT family composed of a single Interpolation family : yes/no Engine coolant temperature at the end of soaking time (°C) : Average soak area temperature over the 3 last hours (°C) : Difference between engine coolant end temperature and average soak area temperature of the last 3 hours Δ T_ATCT (°C) : The minimum soaking time t soak_ATCT (s) : Location of temperature sensor : Measured engine temperature : oil/coolant Annexes to the test report (not applicable to ATCT test and PEV) 1. All the input data for the correlation tool, listed in point 2.4 of Annex I to Regulations (EU) 2017/1152 and (EU) 2017/1153 (Correlation Regulations); and Reference of input file: … 2. Complete correlation file referred to in point 3.1.1.2. of Annex I to Implementing Regulations (EU) 2017/1152 and (EU) 2017/1153: 3. Pure ICE and NOVC-HEV Results NEDC Correlation vehicle High vehicle Low NEDC CO 2 declared value xxx,xx xxx,xx CO 2 -result CO 2 MPAS (including Ki) xxx,xx xxx,xx CO 2 -result double-test or dice-test (including Ki) xxx,xx xxx,xx Hash number Dice decision Deviation factor (value or not applicable) Verification factor (0/1/not applicable) Declared value confirmed by (CO 2 MPAS / double-test) CO 2 -result CO 2 MPAS (excluding Ki) urban extra urban combined Physical measurement results Date of test (s) Test 1 dd/mm/yyyy dd/mm/yyyy Test 2 Test 3 CO 2 emissions combined Test 1 urban xxx,xxx xxx,xxx extra urban xxx,xxx xxx,xxx combined xxx,xxx xxx,xxx Test 2 urban extra urban combined Test 3 urban extra urban combined Ki CO 2 1,xxxx CO 2 emissions combined including Ki Average combined Comparison with the declared value (declared-average)/declared % Road Load values for testing f 0 (N) x,x x,x f 1 (N/(km/h)) x,xxx x,xxx f 2 (N/(km/h) 2 ) x,xxxxx x,xxxxx inertia class (kg) Final results NEDC CO 2 [g/km] urban xxx,xx xxx,xx extra urban xxx,xx xxx,xx combined xxx,xx xxx,xx NEDC FC [l/100km] urban x,xxx x,xxx extra urban x,xxx x,xxx combined x,xxx x,xxx 4. OVC-HEV test results 4.1. Vehicle High 4.1.1. CO 2 mass emissions for OVC-HEV CO 2 Emission (g/km) Combined (including Ki) Ki CO 2 1,xxxx M CO2,NEDC_H,test,condition A M CO2,NEDC_H,test,condition B M CO2,NEDC_H,test,weighted 4.1.2. Electric energy consumption for OVC-HEV Electric energy consumption (Wh/km) Combined EC NEDC_H,test,condition A EC NEDC_H,test,condition B EC NEDC_H,test,weighted 4.1.3. Fuel consumption (l/100 km) Fuel consumption (l/100 km) Combined FC NEDC_L,test,condition A FC NEDC_L,test,condition B FC NEDC_L,test,weighted 4.2. Vehicle Low (if applicable) 4.2.1. CO 2 mass emissions for OVC-HEV CO 2 Emission (g/km) Combined (including Ki) Ki CO 2 1,xxxx M CO2,NEDC_L,test,condition A M CO2,NEDC_L,test,condition B M CO2,NEDC_L,test,weighted 4.2.2. Electric energy consumption for OVC-HEV Electric energy consumption (Wh/km) Combined EC NEDC_L,test,condition A EC NEDC_L,test,condition B EC NEDC_L,test,weighted 4.2.3. Fuel consumption (l/100 km) Fuel consumption (l/100 km) Combined FC NEDC_L,test,condition A FC NEDC_L,test,condition B FC NEDC_L,test,weighted PART II The following information, if applicable, is the minimum data required for the ATCT test. Report number APPLICANT Manufacturer SUBJECT … Roadload family identifier(s) : Interpolation family identifier(s) : ATCT identifier(s) : Object submitted to tests Make : IP identifier : CONCLUSION The object submitted to tests complies with the requirements mentioned in the subject. PLACE, DD/MM/YYYY General notes: If there are several options (references), the one tested should be described in the test report If there are not, a single reference to the information document at the start of the test report may be sufficient. Every Technical Service is free to include some additional information (a)Specific to positive ignition engine (b)Specific to compression ignition engine 1. DESCRIPTION OF TESTED VEHICLE 1.1. GENERAL Vehicle numbers : Prototype number and VIN Category : Number of seats including the driver : Bodywork : Drive wheels : 1.1.1. Powertrain Architecture Powertrain architecture : pure ICE, hybrid, electric or fuel cell 1.1.2. INTERNAL COMBUSTION ENGINE (if applicable) For more than one ICE, please repeat the point Make : Type : Working principle : two/four stroke Cylinders number and arrangement : … Engine capacity (cm 3 ) : Engine idling speed (min –1 ) : ± High engine idling speed (min –1 ) (a) : ± Rated engine power : kW At rpm Maximum net torque : Nm At rpm Engine lubricant : make and type Cooling system : Type: air/water/oil Insulation : material, amount, location, volume and weight 1.1.3. TEST FUEL for type 1 test (if applicable) For more than one test fuel, please repeat the point Make : Type : Petrol E10 - Diesel B7 – LPG – NG - … Density at 15 °C : Sulphur content : Only for Diesel B7 and Petrol E10 Annex IX : Batch number : Willans factors (for ICE) for CO 2 emission (gCO 2 /MJ) : 1.1.4. FUEL FEED SYSTEM (if applicable) For more than one fuel feed system, please repeat the point Direct injection : yes/no or description Vehicle fuel type : Monofuel / bifuel / flex fuel Control unit Part reference : same as information document Software tested : read via scantool, for example Air flowmeter : Throttle body : Pressure sensor : Injection pump : Injector(s) : 1.1.5. INTAKE SYSTEM (if applicable) For more than one intake system, please repeat the point Pressure charger : Yes/no make & type (1) Intercooler : yes/no type (air/air – air/water) (1) Air filter (element) (1) : make & type Intake silencer (1) : make & type 1.1.6. EXHAUST SYSTEM AND ANTI-EVAPORATIVE SYSTEM (if applicable) For more than one, please repeat the point First catalytic converter : make & reference (1) principle: three way / oxidising / NO x trap / Nox storage system / Selective Catalyst Reduction… Second catalytic converter : make & reference (1) principle: three way / oxidising / NO x trap / Nox storage system / Selective Catalyst Reduction… Particulate trap : with/without/not applicable catalysed: yes/no make & reference (1) Reference and position of oxygen sensor(s) : before catalyst / after catalyst Air injection : with/without/not applicable EGR : with/without/not applicable cooled/non-cooled HP/LP Evaporative emission control system : with/without/not applicable Reference and position of NO x sensor(s) : Before/ after General description (1) : 1.1.7. HEAT STORAGE DEVICE (if applicable) For more than one Heat Storage System, please repeat the point Heat storage device : yes/no Heat capacity (enthalpy stored J) : Time for heat release (s) : 1.1.8. TRANSMISSION (if applicable) For more than one Transmission, please repeat the point Gearbox : manual / automatic / continuous variation Gear shifting procedure Predominant mode : yes/no normal / drive / eco/… Best case mode for CO 2 emissions and fuel consumption (if applicable) : Worst case mode for CO 2 emissions and fuel consumption (if applicable) : Control unit : Gearbox lubricant : make and type Tyres Make : Type : Dimensions front/rear : Dynamic circumference (m) : Tyre pressure (kPa) : Transmission ratios (R.T.), primary ratios (R.P.) and (vehicle speed (km/h)) / (engine speed (1 000 (min – 1 )) (V 1000 ) for each of the gearbox ratios (R.B.). R.B. R.P. R.T. V 1000 1st 1/1 2nd 1/1 3rd 1/1 4th 1/1 5th 1/1 … 1.1.9. ELECTRIC MACHINE (if applicable) For more than one electric machine, please repeat the point Make : Type : Peak Power (kW) : 1.1.10. TRACTION REESS (if applicable) For more than one traction REESS, please repeat the point Make : Type : Capacity (Ah) : Nominal Voltage (V) : 1.1.11. POWER ELECTRONICS (if applicable) Can be more than one PE (propulsion converter, low voltage system or charger) Make : Type : Power (kW) : 1.2. VEHICLE DESCRIPTION 1.2.1. MASS Test mass of VH (kg) : 1.2.2. ROAD LOAD PARAMETERS f 0 (N) : f 1 (N/(km/h)) : f 2 (N/(km/h) 2 ) : f 2_TReg (N/(km/h) 2 ) : Cycle energy demand (J) : Road load test report reference : Road load family's identifier : 1.2.3. CYCLE SELECTION PARAMETERS Cycle (without downscaling) : Class 1 / 2 / 3a / 3b Ratio of rated power to mass in running order (PMR)(W/kg) : (if applicable) Capped speed process used during measurement : yes/no Maximum speed of the vehicle (km/h) : Downscaling (if applicable) : yes/no Downscaling factor fdsc : Cycle distance (m) : Constant speed (in the case of the shortened test procedure) : if applicable 1.2.4. GEAR SHIFT POINT (IF APPLICABLE) Version of Gear Shift calculation (indicate the applicable amendment to Regulation (EU)_2017/1151) Gear shifting : Average gear for v ≥ 1 km/h, rounded to four places of decimal nmin drive 1st gear : …min –1 1st gear to 2nd : …min –1 2nd gear to standstill : …min –1 2nd gear : …min –1 3rd gear and beyond : …min –1 Gear 1 excluded : yes/no n_95_high for each gear : …min –1 n_min_drive_set for acceleration/constant speed phases (n_min_drive_up) : …min –1 n_min_drive_set for deceleration phases (nmin_drive_down) : …min –1 t_start_phase : …s n_min_drive_start : …min –1 n_min_drive_up_start : …min –1 use of ASM : yes/no ASM values : 2. TEST RESULTS Method of chassis dyno setting : Fixed run / iterative / alternative with its own warmup cycle Dynamometer in 2WD/4WD operation : 2WD/4WD For 2WD operation, was the non-powered axle rotating : yes/no/not applicable Dynamometer operation mode yes/no Coastdown mode : yes/no 2.1 TEST AT 14 °C Date of tests : (day/month/year) Place of the test : Height of the lower edge above ground of cooling fan (cm) : Lateral position of fan centre (if modified as request by the manufacturer) : in the vehicle centre-line/… Distance from the front of the vehicle (cm) : IWR: Inertial Work Rating (%) : x,x RMSSE: Root Mean Squared Speed Error (km/h) : x,xx Description of the accepted deviation of the driving cycle : Fully operated acceleration pedal 2.1.1. Pollutant emissions of vehicle with at least one combustion engine, of NOVC-HEVs and of OVC-HEVs in case of a charge-sustaining Pollutants CO THC (a) NMHC (a) NO x THC + NO x (b) Particulate Matter Particle Number (mg/km) (mg/km) (mg/km) (mg/km) (mg/km) (mg/km) (#.10 11 /km) Measured values Limit values 2.1.2. CO 2 emission of vehicle with at least one combustion engine, of NOVC-HEV and of OVC-HEV in case of a charge-sustaining tests correction as referred to in Sub-Annex 6 Appendix 2 of Annex XXI of this Regulation for ICE vehicles, K CO2 for HEVs CO 2 emission (g/km) Low Medium High Extra High Combined Measured value M CO2,p,1 — Measured Speed and distance corrected value M CO2,p,1b / M CO2,c,2 RCB correction coefficient M CO2,p,3 / M CO2,c,3 2.2 TEST AT 23 °C Provide information or refer to type 1 test report Date of tests : (day/month/year) Place of the test : Height of the lower edge above ground of cooling fan (cm) : Lateral position of fan centre (if modified as request by the manufacturer) : in the vehicle centre-line/… Distance from the front of the vehicle (cm) : IWR: Inertial Work Rating (%) : x,x RMSSE: Root Mean Squared Speed Error (km/h) : x,xx Description of the accepted deviation of the driving cycle : Fully operated acceleration pedal 2.2.1. Pollutant emissions of vehicle with at least one combustion engine, of NOVC-HEVs and of OVC-HEVs in case of a charge-sustaining Pollutants CO THC (a) NMHC (a) NO x THC + NO x (b) Particulate Matter Particle Number (mg/km) (mg/km) (mg/km) (mg/km) (mg/km) (mg/km) (#.10 11 /km) Measured values Limit values 2.2.2. CO 2 emission of vehicle with at least one combustion engine, of NOVC-HEV and of OVC-HEV in case of a charge-sustaining tests correction as referred to in Sub-Annex 6 Appendix 2 of Annex XXI of this Regulation for ICE vehicles, and Sub-Annex 8 Appendix 2 of Annex XXI of Regulation (EU) 2017/1151 for HEVs (K CO2 ) CO 2 emission (g/km) Low Medium High Extra High Combined Measured value M CO2,p,1 — Measured Speed and distance corrected value M CO2,p,1b / M CO2,c,2 RCB correction coefficient M CO2,p,3 / M CO2,c,3 2.3 CONCLUSION CO 2 emission (g/km) Combined ATCT (14 °C) M CO2,Treg Type 1 (23 °C) M CO2,23° Family correction factor (FCF) 2.4. TEMPERATURE INFORMATION OF THE REFERENCE VEHICLE AFTER 23 °C TEST if ‘yes’ then the six last lines are not applicable Worst case approach vehicle cool down : yes/no ATCT family composed of a single Interpolation family : yes/no Engine coolant temperature at the end of soaking time (°C) : Average soak area temperature over the 3 last hours (°C) : Difference between engine coolant end temperature and average soak area temperature of the last 3 hours Δ T_ATCT (°C) : The minimum soaking time t soak_ATCT (s) : Location of temperature sensor : Measured engine temperature : oil/coolant ## 8b Road Load Test Report The following information, if applicable, is the minimum data required for the road load determination test. Report number APPLICANT Manufacturer SUBJECT Determination of a vehicle road load /… Roadload family identifier(s) : Object submitted to tests Make : Type : CONCLUSION The object submitted to tests complies with the requirements mentioned in the subject. PLACE, DD/MM/YYYY 1. CONCERNED VEHICLE(S) Make(s) concerned : Type(s) concerned : Commercial description : Maximal speed (km/h) : Powered axle(s) : 2. DESCRIPTION OF TESTED VEHICLES If no interpolation: the worst-case vehicle (regarding energy demand) shall be described 2.1. Wind tunnel method Combination with : Flat belt dynamometer / chassis dynamometer 2.1.1 General Wind tunnel Dynamometer H R L R H R L R Make Type Version Cycle energy demand over a complete WLTC Class 3 cycle (kJ) Deviation from production series — — Mileage (km) — — Or (in case of roadload matrix family): Make : Type : Version : Cycle energy demand over a complete WLTC (kJ) : Deviation from production series : Mileage (km) : 2.1.2 Masses Dynamometer H R L R Test mass (kg) Average mass m av (kg) Value of m r (kg per axle) Category M vehicle: proportion of the vehicle mass in running order on the front axle (%) Category N vehicle: weight distribution (kg or %) Or (in case of roadload matrix family): Test mass (kg) : Average mass mav(kg) : (average before and after the test) Technically permissible maximum laden mass : Estimated arithmetic average of the mass of optional equipment : Category M vehicle: proportion of the vehicle mass in running order on the front axle (%) : Category N vehicle: weight distribution (kg or %) : 2.1.3 Tyres Wind tunnel Dynamometer H R L R H R L R Size designation Make Type Rolling resistance Front (kg/t) — — Rear (kg/t) — — Tyre pressure Front (kPa) — — Rear (kPa) — — Or (in case of roadload matrix family): Size designation Make : Type : Rolling resistance Front (kg/t) : Rear (kg/t) : Tyre pressure Front (kPa) : Rear (kPa) : 2.1.4. Bodywork Wind tunnel H R L R Type AA/AB/AC/AD/AE/AF BA/BB/BC/BD Version Aerodynamic devices Movable aerodynamic body parts y/n and list if applicable Installed aerodynamic options list Delta (C D × A f ) LH compared to H R (m 2 ) — Or (in case of roadload matrix family): Body shape description : Square box (if no representative body shape for a complete vehicle can be determined) Frontal area Afr (m 2 ) : 2.2 ON ROAD 2.2.1. General H R L R Make Type Version Cycle energy demand over a complete WLTC Class 3 cycle (kJ) Deviation from production series Mileage Or (in case of roadload matrix family): Make : Type : Version : Cycle energy demand over a complete WLTC (kJ) : Deviation from production series : Mileage (km) : 2.2.2 Masses H R L R Test mass (kg) Average mass m av (kg) Value of m r (kg per axle) Category M vehicle: proportion of the vehicle mass in running order on the front axle (%) Category N vehicle: weight distribution (kg or %) Or (in case of roadload matrix family): Test mass (kg) : Average mass mav (kg) : (average before and after the test) Technically permissible maximum laden mass : Estimated arithmetic average of the mass of optional equipment : Category M vehicle: proportion of the vehicle mass in running order on the front axle (%) Category N vehicle: weight distribution (kg or %) 2.2.3 Tyres H R L R Size designation Make Type Rolling resistance Front (kg/t) Rear (kg/t) Tyre pressure Front (kPa) Rear (kPa) Or (in case of roadload matrix family): Size designation : Make : Type : Rolling resistance Front (kg/t) : Rear (kg/t) : Tyre pressure Front (kPa) : Rear (kPa) : 2.2.4. Bodywork H R L R Type AA/AB/AC/AD/AE/AF BA/BB/BC/BD Version Aerodynamic devices Movable aerodynamic body parts y/n and list if applicable Installed aerodynamic options list Delta (C D × A f ) LH compared to H R (m 2 ) — Or (in case of roadload matrix family): Body shape description : Square box (if no representative body shape for a complete vehicle can be determined) Frontal area A fr (m 2 ) : 2.3. POWERTRAIN 2.3.1. Vehicle High Engine code : Transmission type : manual, automatic, CVT Transmission model (manufacturer's codes) : (torque rating and no of clutches à to be included in info doc) Covered transmission models (manufacturer's codes) : Engine rotational speed divided by vehicle speed : Gear Gear ratio N/V ratio 1st 1/.. 2nd 1.. 3rd 1/.. 4th 1/.. 5th 1/.. 6th 1/.. .. .. Electric machine(s) coupled in position N : n.a. (no electric machine or no coastdown mode) Type and number of electric machines : construction type: asynchronous/ synchronous… Type of coolant : air, liquid,… 2.3.2. Vehicle Low Repeat §2.3.1. with VL data 2.4. TEST RESULTS 2.4.1. Vehicle High Dates of tests : dd/mm/yyyy (wind tunnel) dd/mm/yyyy (dynamometer) or dd/mm/yyyy (on road) ON ROAD Method of the test : coastdown or torque meter method Facility (name / location / track's reference) : Coastdown mode : y/n Wheel alignment : Toe and camber values Maximum reference speed (km/h) : Anemometry : stationary or on board: influence of anemometry (C D × A) and if it was corrected. Number of split(s) : Wind : average, peaks and direction in conjunction with direction of the test track Air pressure : Temperature (mean value) : Wind correction : y/n Tyre pressure adjustment : y/n Raw results : Torque method: c 0 = c 1 = c 2 = Coastdown method: f 0 f 1 f 2 Final results Torque method: c 0 = c 1 = c 2 = and f 0 = f 1 = f 2 = Coastdown method: f 0 = f 1 = f 2 = Or WIND TUNNEL METHOD Facility (name/location/dynamometer's reference) : Qualification of the facilities : Report reference and date Dynamometer Type of dynamometer : flat belt or chassis dynamometer Method : stabilised speeds or deceleration method Warm up : warm-up by dyno or by driving the vehicle Correction of the roller curve : (for chassis dynamometer, if applicable) Method of chassis dynamometer setting : Fixed run / iterative / alternative with its own warmup cycle Measured aerodynamic drag coefficient multiplied by the frontal area : Velocity (km/h) C D × A (m 2 ) … … … … Result : f 0 = f 1 = f 2 = Or ROAD LOAD MATRIX ON ROAD Method of the test : coastdown or torque meter method Facility (name/location/track's reference) : Coastdown mode : y/n Wheel alignment : Toe and camber values Maximum reference speed (km/h) : Anemometry : stationary or on board: influence of anemometry (C D × A) and if it was corrected. Number of split(s) : Wind : average, peaks and direction in conjunction with direction of the test track Air pressure : Temperature (mean value) : Wind correction : y/n Tyre pressure adjustment : y/n Raw results : Torque method: c 0r = c 1r = c 2r = Coastdown method: f 0r = f 1r = f 2r = Final results Torque method: c 0r = c 1r = c 2r = and f 0r (calculated for vehicle H M ) = f 2r (calculated for vehicle H M ) = f 0r (calculated for vehicle L M ) = f 2r (calculated for vehicle L M ) = Coastdown method: f 0r (calculated for vehicle H M ) = f 2r (calculated for vehicle H M ) = f 0r (calculated for vehicle L M ) = f 2r (calculated for vehicle L M ) = Or ROAD LOAD MATRIX WIND TUNNEL METHOD Facility (name/location/dynamometer's reference) : Qualification of the facilities : Report reference and date Dynamometer Type of dynamometer : flat belt or chassis dynamometer Method : stabilised speeds or deceleration method Warm up : warm-up by dyno or by driving the vehicle Correction of the roller curve : (for chassis dynamometer, if applicable) Method of chassis dynamometer setting : Fixed run / iterative / alternative with its own warmup cycle Measured aerodynamic drag coefficient multiplied by the frontal area : Velocity (km/h) C D × A (m 2 ) … … … … Result : f 0r = f 1r = f 2r = f 0r (calculated for vehicle H M ) = f 2r (calculated for vehicle H M ) = f 0r (calculated for vehicle L M ) = f 2r (calculated for vehicle L M ) = 2.4.2. Vehicle Low Repeat §2.4.1. with VL data ## 8c Template for Test Sheet The test sheet shall include the test data that are recorded, but not included in any test report. The test sheet(s) shall be retained by the technical service or the manufacturer for at least 10 years. The following information, if applicable, is the minimum data required for test sheets. Information from Annex XXI, Sub-Annex 4 to Regulation (EU) 2017/1151 Adjustable wheel alignment parameters : The coefficients, c 0 , c 1 and c 2 , : c 0 = c 1 = c 2 = The coastdown times measured on the chassis dynamometer : Reference speed (km/h) Coastdown time (s) 130 120 110 100 90 80 70 60 50 40 30 20 Additional weight may be placed on or in the vehicle to eliminate tyre slippage : weight (kg) on/in the vehicle The coastdown times after performing the vehicle coast down procedure : Reference speed (km/h) Coastdown time (s) 130 120 110 100 90 80 70 60 50 40 30 20 Information from Annex XXI, Sub-Annex 5 to Regulation (EU) 2017/1151 NO x converter efficiency Indicated concentrations (a); (b), (c), (d), and the concentration when the NOx analyser is in the NO mode so that the calibration gas does not pass through the converter : (a) = (b) = (c) = (d) = Concentration in NO mode = Information from Annex XXI, Sub-Annex 6 to Regulation (EU) 2017/1151 The distance actually driven by the vehicle : For manual shift transmission vehicle, MT vehicle that cannot follow the cycle trace: The deviations from the driving cycle : Drive trace indices: The following indices shall be calculated in accordance with the standard SAE J2951(Revised Jan-2014): : : IWR: Inertial Work Rating : RMSSE: Root Mean Squared Speed Error : : : Particulate sample filter weighing Filter before the test : Filter after the test : Reference filter : Content of each of the compounds measured after stabilization of the measuring device : Regeneration factor determination The number of cycles D between two WLTCs where regeneration events occur : The number of cycles over which emission measurements are made n : The mass emissions measurement M′ sij for each compound i over each cycle j : Regeneration factor determination The number of applicable test cycles d measured for complete regeneration : Regeneration factor determination Msi : Mpi : Ki : Information from Annex XXI, Sub-Annex 6a to Regulation (EU) 2017/1151 ATCT The air temperature and humidity of the test cell measured at the vehicle cooling fan outlet at a minimum frequency of 0,1 Hz. : Temperature set point = T reg Actual temperature value ± 3 °C at the start of the test ± 5 °C during the test The temperature of the soak area measured continuously at a minimum frequency of 0,033 Hz. : Temperature set point = T reg Actual temperature value ± 3 °C at the start of the test ± 5 °C during the test The time of transfer from the preconditioning to the soak area : ≤ 10 minutes The time between the end of the Type 1 test and the cool down procedure : ≤ 10 minutes The measured soaking time, and shall be recorded in all relevant test sheets. : time between the measurement of the end temperature and the end of the Type 1 test at 23 °C Information from Annex VI to Regulation (EU) 2017/1151 Diurnal testing Ambient temperature during the two diurnal cycles (recorded at least every minute) : Canister puff loss loading Ambient temperature during the first 11-hour profile (recorded at least every 10 minutes) : ## 8d Evaporative emission test report The following information, if applicable, is the minimum data required for the evaporative emisssion test. REPORT number APPLICANT Manufacturer SUBJECT … Evaporative family identifier : Object submitted to tests Make : CONCLUSION The object submitted to tests complies with the requirements mentioned in the subject. PLACE, DD/MM/YYYY Every Technical Service is free to include additional information 1. DESCRIPTION OF TESTED VEHICLE HIGH Vehicle numbers : Prototype number and VIN Category : 1.1. Powertrain Architecture Powertrain architecture : internal combustion, hybrid, electric or fuel cell 1.2. Internal combustion engine For more than one ICE, please repeat the point Make : Type : Working principle : two/four stroke Cylinders number and arrangement : Engine capacity (cm 3 ) : Supercharging : yes/no Direct injection : yes/no or description Vehicle fuel type : Monofuel / bifuel / flex fuel Engine lubricant : Make and type Cooling system : Type: air/water/oil 1.4. Fuel system Injection pump : Injector(s) : Fuel tank Layer(s) : monolayer/ multilayer Material for the fuel tank : metal / … Material for other parts of the fuel system : … Sealed : yes/no Nominal tank capacity (l) : Canister Make and type : Type of activated carbon : Volume of charcoal (l) : Mass of charcoal (g) : Declared BWC (g) : xx,x 2. TEST RESULTS 2.1. Canister bench ageing Date of tests : (day/month/year) Place of the test : Canister ageing test report : Loading rate : Fuel specification Make : Density at 15 °C (kg/m 3 ) : Ethanol content (%) : Batch number : 2.2. Determination of the permeability factor (PF) Date of tests : (day/month/year) Place of the test : Permeability factor test report : HC measured at week 3, HC 3W (mg/24 h) : xxx HC measured at week 20, HC 20W (mg/24 h) : xxx Permeability Factor, PF (mg/24 h) : xxx In case of multilayer tanks or metal tanks Alternative Permeability Factor, PF (mg/24 h) : yes/no 2.3. Evaporative test Date of tests : (day/month/year) Place of the test : Method of chassis dyno setting : Fixed run / iterative / alternative with its own warmup cycle Dynamometer operation mode yes/no Coastdown mode : yes/no 2.3.1. Mass Test mass of VH (kg) : 2.3.2. Roadload parameters f 0 (N) : f 1 (N/(km/h)) : f 2 (N/(km/h) 2 ) : 2.3.3. Cycle and Gear shift point (if applicable) Cycle (without downscaling) : Class 1 / 2 / 3 Gear shifting : Average gear for v ≥ 1 km/h, rounded to four places of decimal 2.3.4. Vehicle Tested vehicle : VH or description Mileage (km) : Age (weeks) : 2.3.5. Procedure of test and results Test procedure : Continuous (sealed fuel tank systems) / Continuous (non-sealed fuel tank systems) / Stand –alone (sealed fuel tank systems) Description of soak periods (time and temperature) : Puff loss loading value (g) : xx,x (if applicable) Evaporative test hot soak, M HS 1st 24h diurnal, M D1 2nd 24h diurnal, M D2 Mean temperature (°C) — — Evaporative emission (g/test) x,xxx x,xxx x,xxx Final result, M HS + M D1 + M D2 + (2xPF) (g/test) x,xx Limit (g/test) 2,0 ### Division: IN-SERVICE CONFORMITY ### Division 1: INTRODUCTION ## 1.1 This Part shall apply to M and N1 class I vehicles based on types approved until 31 December 2018 and registered until 31 August 2019 and to N1 classes II and III and N2 vehicles based on types approved until 31 August 2019 and registered until 31 August 2020. ## 2 REQUIREMENTS The in-service conformity requirements shall be those specified in paragraph 9 and Appendices 3, 4 and 5 of UN/ECE Regulation No 83 with exceptions described in the following sections. ## 2.1 Paragraph 9.2.1. of UN/ECE Regulation No 83 shall be understood as being as follows: The audit of in-service conformity by the approval authority shall be conducted on the basis of any relevant information that the manufacturer has, under the same procedures as those for the conformity of production defined in Article 31(1), (3) and (4) of Regulation (EU) 2018/858 and in points 2 and 3 of Annex IV to that Regulation. If information is provided to the approval authority from any approval authority or Member State surveillance testing, it shall complement the in-service monitoring reports supplied by the manufacturer. ## 2.2 Paragraph 9.3.5.2 of UN/ECE Regulation No 83 shall be amended with the addition of the following new sub-paragraph: ‘… Vehicles of small series productions with less than 1 000 vehicles per OBD family are exempted from minimum IUPR requirements as well as the requirement to demonstrate these to the approval authority.’ ## 2.3 References to ‘Contracting Parties’ shall be understood as references to ‘the United Kingdom’. ## 2.4 Paragraph 2.6. of Appendix 3 to UN/ECE Regulation No 83 shall be replaced with the following: The vehicle shall belong to a vehicle type that is type-approved under this Regulation and covered by a certificate of conformity in accordance with Directive 2007/46/EC or with Regulation (EU) 2018/858. It shall be registered and have been used in the United Kingdom. ## 2.5 The reference in paragraph 2.2. of Appendix 3 to UN/ECE Regulation No 83 to the ‘1958 Agreement’ shall be understood as reference to Regulation (EU) 2018/858. ## 2.6 Paragraph 2.6. of Appendix 3 to UN/ECE Regulation No 83 shall be replaced with the following: The lead content and sulphur content of a fuel sample from the vehicle tank shall meet the applicable standards laid down in the Motor Fuel (Composition and Content) Regulations 1999 and there shall be no evidence of mis-fuelling. Checks may be done in the tailpipe. ## 2.7 Reference in paragraph 4.1. of Appendix 3 to UN/ECE Regulation No 83 to ‘emissions tests in accordance with Annex 4a’ shall be understood as being to ‘emissions tests conducted in accordance with Annex XXI to this Regulation’. ## 2.8 Reference in paragraph 4.1. of Appendix 3 to UN/ECE Regulation No 83 to ‘paragraph 6.3. of Annex 4a’ shall be understood as being to ‘paragraph 1.2.6. of Sub-Annex 6 to Annex XXI to this Regulation’. ## 2.9 Reference in paragraph 4.4. of Appendix 3 to UN/ECE Regulation No 83 to ‘the 1958 Agreement’ shall be understood as reference to ‘Article 13(1) or (2) of Directive 2007/46/EC’. ## 2.10 In paragraph 3.2.1., paragraph 4.2. and footnotes 1 and 2 of Appendix 4 to UN/ECE Regulation No 83, the reference to the limit values given in Table 1 of paragraph 5.3.1.4. shall be understood as reference to Table 2 of Annex I to Regulation (EC) No 715/2007. ### Part B: NEW IN-SERVICE CONFORMITY METHODOLOGY ## 1 Introduction This Part shall apply to M and N1 class I vehicles based on types approved after 1 January 2019 and to all vehicles registered after 1 September 2019 and to N1 classes II and III and N2 vehicles based on types approved after 1 September 2019 and registered after 1 September 2020. It sets out the in-service conformity (ISC) requirements for checking compliance against the emission limits for tailpipe (including low temperature) and evaporative emissions throughout the normal life of the vehicle up to five years or 100 000 km, whichever is sooner. ### Division 2: Process description ## Figure B.1 Illustration of the in-service conformity process (where GTAA refers to the granting type approval authority and OEM refers to the manufacturer) ## 3 ISC family definition An ISC family shall be composed of the following vehicles: (a)For tailpipe emissions (Type 1 and Type 6 tests), the vehicles covered by the PEMS test family, as described in Appendix 7 of Annex IIIA, (b)For evaporative emissions (Type 4 test), the vehicles included in the evaporative emission family, as described in Point 5.5 of Annex VI. ## 4 Information gathering and initial risk assessment The granting type approval authority shall gather all relevant information on possible emission non-compliances relevant for deciding which ISC families to check in a particular year. The granting type-approval authority shall take into account in particular information indicating vehicle types with high emissions in real driving conditions. That information shall be obtained through the use of appropriate methods, which may include remote sensing, simplified on-board emissions monitoring systems (SEMS) and testing with PEMS. The number and importance of exceedances observed during such testing may be used to prioritise ISC testing. As part of the information provided for the ISC checks, each manufacturer shall report to the granting type approval authority on emission-related warranty claims, and any emission-related warranty repair works performed or recorded during servicing, in accordance with a format agreed between the granting type approval authority and the manufacturer at type approval. The information shall detail the frequency and nature of faults for emissions-related components and systems by ISC family. The reports shall be filed at least once a year for each vehicle ISC family for the duration of the period during which in-service conformity checks are to be performed in accordance with Article 9(3). On the basis of the information referred to in the first and second paragraphs, the granting type approval authority shall make an initial assessment of the risk of an ISC family to not comply with the in-service conformity rules and on that basis shall take a decision on which families to test and which types of tests to perform under the ISC provisions. Additionally, the granting type approval authority may randomly choose ISC families to test. ## 5 ISC testing The manufacturer shall perform ISC testing for tailpipe emissions comprising at least the Type 1 test for all ISC families. The manufacturer may also perform RDE, Type 4 and Type 6 tests for all or part of the ISC families. The manufacturer shall report to the granting type approval authority all results of the ISC testing ... The granting type approval authority shall check an appropriate number of ISC families each year, as set out in point 5.4. ... Accredited laboratories or technical services may perform checks on any number of ISC families each year. The accredited laboratories or technical services shall report to the granting type approval authority all results of the ISC testing ... ## 5.1 Quality assurance of testing Inspection bodies and laboratories performing ISC checks, that are not a designated technical service, shall be accredited according to EN ISO/IEC 17020:2012 for the ISC procedure. Laboratories performing ISC tests and which are not designated technical services within the meaning of Article 68 of Regulation (EU) 2018/858, may only undertake ISC testing if they are accredited according to EN ISO/IEC 17025:2017. The granting type approval authority shall annually audit the ISC checks performed by the manufacturer. The granting type approval authority may also audit the ISC checks performed by accredited laboratories and technical services. The audit shall be based on the information provided by the manufacturers, accredited laboratory or technical service which shall include at least the detailed ISC report in accordance with Appendix 3. The granting type approval authority may require the manufacturers, accredited laboratories or technical services to provide additional information. ## 5.2 Disclosure of tests results by accredited laboratories and technical services The granting type approval authority shall communicate the results of the compliance assessment and remedial measures for a particular ISC family to the accredited laboratories or technical services which provided test results for that family as soon as they become available. The results of the tests, including the detailed data for all vehicles tested, may only be disclosed to the public after the publication by the granting type approval authority of the annual report or the results of an individual ISC procedure or after the closure of the statistical procedure (see point 5.10.) without a result. If the results of the ISC tests are published, reference shall be made to the annual report by the granting type approval authority which included them. ## 5.3 Types of tests ISC testing shall only be performed on vehicles selected in accordance with Appendix 1. ISC testing with the Type 1 test shall be performed in accordance with Annex XXI. ISC testing with the RDE tests shall be performed in accordance with Annex IIIA, Type 4 tests shall be performed in accordance with Appendix 2 to this Annex and Type 6 tests shall be performed in accordance with Annex VIII. ## 5.4 Frequency and scope of ISC testing The time period between commencing two in-service conformity checks by the manufacturer for a given ISC family shall not exceed 24 months. The frequency of ISC testing performed by the granting type approval authority shall be based on a risk assessment methodology consistent with the international standard ISO 31000:2018 — Risk Management — Principles and guidelines which shall include the results of the initial assessment made according to point 4. As of 1 January 2020, granting type approval authorities shall perform the Type 1 and RDE tests on a minimum of 5 % of the ISC families per manufacturer per year or at least two ISC families per manufacturer per year, where available. The requirement for testing a minimum of 5 % or at least two ISC families per manufacturer per year shall not apply to small volume manufacturers. The granting type approval authority shall ensure the widest possible coverage of ISC families and vehicle age in a particular in-service conformity family in order to ensure compliance according to Article 8, paragraph 3. The granting type approval authority shall complete the statistical procedure for each ISC family it has started within 12 months. Type 4 or Type 6 ISC tests shall have no minimum frequency requirements. ## 5.5 Funding for ISC testing by the granting type approval authorities The granting type approval authority shall ensure that sufficient resources are available to cover the costs for in-service conformity testing. Without prejudice to national law, those costs shall be recovered by fees that can be levied on the manufacturer by the granting type approval authority. Such fees shall cover ISC testing of up to 5 % of the in-service conformity families per manufacturer per year or at least two ISC families per manufacturer per year. ## 5.6 Testing plan When performing RDE testing for ISC, the granting type approval authority shall draft a testing plan. That plan shall include testing to check ISC compliance under a wide range of conditions in accordance with Annex IIIA. ## 5.7 Selection of vehicles for ISC testing The information gathered shall be sufficiently comprehensive to ensure that in-service performance can be assessed for vehicles that are properly maintained and used. The tables in Appendix 1 shall be used to decide whether the vehicle can be selected for the purposes of ISC testing. During the check against the tables in Appendix 1, some vehicles may be declared as faulty and not tested during ISC, when there is evidence that parts of the emission control system were damaged. The same vehicle may be used to perform and establish reports from more than one type of tests (Type 1, RDE, Type 4, Type 6) but only the first valid test of each type shall be taken into account for the statistical procedure. ## 5.7.1 General requirements The vehicle shall belong to an ISC family as described in point 3 and shall comply with the checks set out in the table in Appendix 1. It shall be registered in the Union or the United Kingdom and have been driven in the Union or the United Kingdom for at least 90 % of its driving time. The emissions testing may be done in a different geographical region from that where the vehicles have been selected. The vehicles selected shall be accompanied by a maintenance record which shows that the vehicle has been properly maintained and has been serviced in accordance with the manufacturer's recommendations with only original parts used for the replacement of emissions related parts. Vehicles exhibiting indications of abuse, improper use that could affect its emissions performance, tampering or conditions that may lead to unsafe operation shall be excluded from ISC. The vehicles shall not have undergone aerodynamic modifications that cannot be removed prior to testing. A vehicle shall be excluded from ISC testing if the information stored in the on-board computer shows that the vehicle was operated after a fault code was displayed and a repair was not carried out in accordance with manufacturer specifications. A vehicle shall be excluded from ISC testing if the fuel from the vehicle tank does not meet the applicable standards laid down in the Motor Fuel (Composition and Content) Regulations 1999 or if there is evidence or record of fuelling with the wrong type of fuel. ## 5.7.2 Vehicle Examination and Maintenance Diagnosis of faults and any normal maintenance necessary in accordance with Appendix 1 shall be performed on vehicles accepted for testing, prior to or after proceeding with ISC testing. The following checks shall be carried out: OBD checks (performed before or after the test), visual checks for lit malfunction indicator lamps, checks on air filter, all drive belts, all fluid levels, radiator and fuel filler cap, all vacuum and fuel system hoses and electrical wiring related to the after-treatment system for integrity; checks on ignition, fuel metering and pollution control device components for maladjustments and/or tampering. If the vehicle is within 800 km of a scheduled maintenance service, that service shall be performed. The window washer fluid shall be removed before the Type 4 test and replaced with hot water. A fuel sample shall be collected and kept in accordance with the requirements of Annex IIIA for further analysis in case of fail. All faults shall be recorded. When the fault is on the pollution control devices then the vehicle shall be reported as faulty and not be used further for testing, but the fault shall be taken into account for the purposes of the compliance assessment performed in accordance with point 6.1. ## 5.8 Sample size When manufacturers apply the statistical procedure set out in point 5.10 for the Type 1 test, the number of sample lots shall be set on the basis of the annual sales volume of an in-service family in Great Britain, as described in the following table: Table B.1 Number of sample lots for ISC testing with Type 1 tests GB Registrations per calendar year of vehicles in the sampling period Number of sample lots (for Type 1 tests) up to 100 000 1 100 001 to 200 000 2 above 200 000 3 Each sample lot shall include enough vehicle types, in order to ensure that at least 20 % of the total family sales are covered. When a family requires more than one sample lot to be tested, the vehicles in the second and third sample lots shall reflect different vehicle use conditions from those selected for the first sample. ## 5.9 ... access to data required for testing ... The manufacturer shall complete the package on Testing Transparency referred to in Article 5 (12) in the format specified in Tables 1 and 2 of Appendix 5 and in the Table in this point and transmit it to the type-approval authority which grants the emission type-approval. Table 2 of Appendix 5 shall be used in order to allow the selection of vehicles from the same family for testing and along with the Table 1 provide sufficient information for vehicles to be tested. ... All information in Tables 1 and 2 of Appendix 5 shall be accessible to the public in an electronic form free of charge. The following information shall also be part of the package on Testing Transparency and shall be provided by the manufacturer free-of-charge within 5 working days of the request by an accredited laboratory or technical service. ID Input Description 1. Special Procedure for conversion of vehicles (4WD to 2WD) for dyno testing if available As defined in Sub-Annex 6 of Annex XXI; point 2.4.2.4. 2. Dyno mode instructions, if available How to enable the dyno mode as done also during TA tests 3. Coastdown mode used during the TA tests If the vehicle has coastdown mode instructions how to enable this mode 4. Battery discharge procedure (OVC-HEV, PEV) OEM procedure to deplete battery for preparing OVC-HEV for charge sustaining tests, and PEV to charge the battery 5. Procedure to deactivate all auxiliaries If used during TA ### Division 5.10: Statistical Procedure ## 5.10.1 General The verification of in-service conformity shall rely on a statistical method following the general principles of sequential sampling for inspection by attributes. The minimum sample size for a pass result is three vehicles, and the maximum cumulative sample size is ten vehicles for the Type 1 and RDE tests. For the Type 4 and Type 6 tests a simplified method may be used, where the sample shall consist of three vehicles and shall be considered a fail if all three vehicles fail to pass the test, and a pass if all three vehicles pass the test. In cases where two out of three passed or failed, the type approval authority may decide to conduct further tests or proceed with accessing the compliance in accordance with point 6.1. Test results shall not be multiplied by deterioration factors. For vehicles that have a Declared Maximum RDE Values reported in point 48.2 of the Certificate of Conformity, as described in Annex VIII to Commission Implementing Regulation (EU) 2020/683 which is lower than the emission limits set out in Annex I to Regulation (EC) No 715/2007, the conformity shall be checked both against the Declared Maximum RDE Value increased by the margin set out in point 2.1.1 of Annex IIIA and the not-to-exceed limit set out in in section 2.1. of that Annex. If the sample is found not to conform with the Declared Maximum RDE Values increased by the applicable measurement uncertainty margin, but pass with the not-to-exceed limit, the granting type approval authority shall require the manufacturer to take corrective actions. Prior to the performance of the first ISC test, the manufacturer, accredited laboratory or technical service (‘party’) shall notify the intent of performing in-service conformity testing of a given vehicle family to the granting type approval authority. Upon this notification, the granting type approval authority shall open a new statistical folder to process the results for each relevant combination of the following parameters for that particular party/or that pool of parties: vehicle family, emissions test type and pollutant. Separate statistical procedures shall be opened for each relevant combination of those parameters. The granting type approval authority shall incorporate in each statistical folder only the results provided by the relevant party. The granting type approval authority shall keep a record of the number of tests performed, the number of failed and passed tests and other necessary data to support the statistical procedure. Whereas more than one statistical procedure can be open at the same time for a given combination of test type and vehicle family, a party shall only be allowed to provide test results to one open statistical procedure for a given combination of test type and vehicle family. Each test shall be reported only once and all tests (valid, not valid, fail or pass, etc.) shall be reported. Each ISC statistical procedure shall remain open until an outcome is reached when the statistical procedure arrives to a pass or fail decision for the sample in accordance point 5.10.5. However, if an outcome is not reached within 12 months of the opening of a statistical folder, the granting type approval authority shall close the statistical folder unless it decides to complete testing for that statistical folder within the following 6 months. ## 5.10.2 Pooling of ISC results Test results from two or more accredited laboratories or technical services may be pooled for the purposes of a common statistical procedure. The pooling of test results shall require the written consent from all the interested parties providing test results to a pool of results, and a notification to the granting type approval authority prior to the start of testing. One of the parties pooling test results shall be designated as leader of the pool and be responsible for data reporting and communication with the granting type approval authority. ## 5.10.3 Pass/Fail/Invalid outcome for a single test An ISC emissions test shall be considered as ‘passed’ for one or more pollutants when the emissions result is equal or below the emission limit set out in Annex I of Regulation (EC) No 715/2007 for that type of test. An emissions test shall be considered as ‘failed’ for one or more pollutants when the emissions result is greater than the corresponding emission limit for that type of test. Each failed test result shall increase the ‘f’ count (see point 5.10.5) by 1 for that statistical instance. An ISC emissions test shall be considered invalid if it does not respect the test requirements referred to in point 5.3. Invalid test results shall be excluded from the statistical procedure. The results of all ISC tests shall be submitted to the granting type approval authority within ten working days from the execution of each test. The test results shall be accompanied by a comprehensive test report at the end of the tests. The results shall be incorporated in the sample in chronological order of execution. The granting type approval authority shall incorporate all valid emission test results to the relevant open statistical procedure until a ‘sample fail’ or a ‘sample pass’ outcome is reached in accordance with point 5.10.5. ## 5.10.4 Treatment of Outliers The presence of outlying results in the sample statistical procedure may lead to a ‘fail’ outcome in accordance with the procedures described below: Outliers shall be categorised as intermediate or extreme. An emissions test result shall be considered as an intermediate outlier if it is equal or greater than 1,3 times the applicable emission limit. The presence of two such outliers in a sample shall lead to a fail of the sample. An emissions result shall be considered as an extreme outlier if it is equal or greater than 2,5 times the applicable emission limit. The presence of one such outlier in a sample shall lead to a fail of the sample. In such case, the plate number of the vehicle shall be communicated to the manufacturer and to the granting type approval authority. This possibility shall be communicated to the vehicle owners before testing. ## 5.10.5 Pass/Fail decision for a sample For the purposes of deciding on a pass/fail result for the sample, ‘p’ is the count of passed results, and ‘f’ is the count of failed results. Each passed test result shall increase the ‘p’ count by 1 and each failed test result shall increase the ‘f’ count by 1 for the relevant open statistical procedure. Upon the incorporation of valid emission test results to an open instance of the statistical procedure, the type approval authority shall perform the following actions: update the cumulative sample size ‘n’ for that instance to reflect the total number of valid emissions tests incorporated to the statistical procedure; following an evaluation of the results, update the count of passed results ‘p’ and the count of failed results ‘f’; compute the number of extreme and intermediate outliers in the sample in accordance with point 5.10.4. check whether a decision is reached with the procedure described below. The decision depends on the cumulative sample size ‘n’, the passed and failed result counts ‘p’ and ‘f’, as well as the number of intermediate and/or extreme outliers in the sample. For the decision on a pass/fail of an ISC sample the granting type approval authority shall use the decision chart in Figure B.2 for vehicles based on types approved as of1 January 2020 and the decision chart in Figure B.2.a for vehicles based on types approved until 31 December 2019. The charts indicate the decision to be taken for a given cumulative sample size ‘n’ and failed count result ‘f’. Two decisions are possible for a statistical procedure for a given combination of vehicle family, emissions test type and pollutant: ‘Sample pass’ outcome shall be reached when the applicable decision chart from Figure B.2 or Figure B.2.a gives a ‘PASS’ outcome for the current cumulative sample size ‘n’ and the count of failed results ‘f’. ‘Sample fail’ decision shall be reached when, for a given cumulative sample size ‘n’, when at least one of the following conditions is fulfilled: the applicable decision chart from Figure B.2 or Figure B.2.a gives a ‘FAIL’ decision for the current cumulative sample size ‘n’ and the count of failed results ‘f’. there are two intermediate outliers; there is one extreme outlier. If no decision is reached, the statistical procedure shall remain open and further results shall be incorporated into it until a decision is reached or the procedure is closed in accordance with point 5.10.1. ## Figure B.2 Decision chart for the statistical procedure for vehicles based on types approved as of 1 January 2020 (where ‘ UND ’ means undecided) Failed result count f 10 FAIL 9 FAIL FAIL 8 FAIL FAIL FAIL 7 FAIL FAIL FAIL FAIL 6 FAIL FAIL FAIL FAIL FAIL 5 FAIL FAIL FAIL UND UND PASS 4 FAIL FAIL UND UND UND UND PASS 3 FAIL FAIL UND UND UND UND PASS PASS 2 UND UND UND UND PASS PASS PASS PASS 1 UND PASS PASS PASS PASS PASS PASS PASS 0 PASS PASS PASS PASS PASS PASS PASS PASS 3 4 5 6 7 8 9 10 Cumulative sample size n ## Figure B.2.a Decision chart for the statistical procedure for vehicles type approved until 31 December 2019 (where ‘ UND ’ means undecided) Failed result count f 10 FAIL 9 FAIL FAIL 8 FAIL FAIL FAIL 7 FAIL FAIL FAIL FAIL 6 FAIL FAIL FAIL FAIL FAIL 5 FAIL UND UND UND UND PASS 4 UND UND UND UND UND PASS PASS 3 UND UND UND UND UND PASS PASS PASS 2 UND UND UND PASS PASS PASS PASS PASS 1 UND PASS PASS PASS PASS PASS PASS PASS 0 PASS PASS PASS PASS PASS PASS PASS PASS 3 4 5 6 7 8 9 10 Cumulative sample size n ## 5.10.6 ISC for completed vehicles and special purpose vehicles The manufacturer of the base vehicle shall determine the allowed values for the parameters listed in Table B.3. The allowed Parameter Values for each family shall be recorded in the information document of the emissions type approval (see Appendix 3 to Annex I) and in the Transparency list 1 of Appendix 5 (rows 45 to 48). The second-stage manufacturer shall only be allowed to use the base vehicle emission values if the completed vehicle remains within the allowed Parameter Values. The parameter values for each completed vehicle shall be recorded in its Certificate of Conformity. Table B.3 Allowed Parameter Values for multistage and special purpose vehicles to use the base vehicle emission type approval Parameter Values: Allowed values from - to: Final Vehicle mass in running order (in kg) Frontal area for final vehicle (in cm 2 ) Rolling resistance (kg/t) Projected frontal area of air entrance of the front grille (in cm 2 ) If a completed or special purpose vehicle is tested and the result of the test is below the applicable emission limit, the vehicle shall be considered as a pass for the ISC family for the purposes of point 5.10.3. If the result of the test on a completed or special purpose vehicle exceeds the applicable emission limits but is not higher than 1,3 times the applicable emission limits, the tester shall examine whether that vehicle complies with the values in table B.3. Any non-compliance with these values shall be reported to the granting type approval authority. If the vehicle does not comply with those values, the granting type approval authority shall investigate the reasons for the non-compliance and take the appropriate measures regarding the manufacturer of the completed or special purpose vehicle to restore conformity, including the withdrawal of the type-approval. If the vehicle complies with the values in table B.3, it shall be considered as a flagged vehicle for the in-service conformity family for the purposes of point 6.1. If the result of the test exceeds 1,3 times the applicable emission limits, shall be considered as a fail for the in-service conformity family for the purposes of point 6.1., but not as an outlier for the relevant ISC family. If the completed or special purpose vehicle does not comply with the values in table B.3, this shall be reported to the granting type approval authority, who shall investigate the reasons for the non-compliance and take the appropriate measures regarding the manufacturer of the completed or special purpose vehicle to restore conformity, including the withdrawal of the type-approval. ### Division 6: Compliance Assessment ## 6.1 Within 10 days of the end of the ISC testing for the sample as referred to in point 5.10.5, the granting type approval authority shall start detailed investigations with the manufacturer in order to decide whether the ISC family (or part of it) complies with the ISC rules and whether it requires remedial measures. For multistage or special purpose vehicles the granting type approval authority shall also perform detailed investigations when there are at least three faulty vehicles with the same fault or five flagged vehicles in the same ISC family, as set out in point 5.10.6. ## 6.2 The granting type approval authority shall ensure that sufficient resources are available to cover the costs for compliance assessment. Without prejudice to national law, those costs shall be recovered by fees that can be levied on the manufacturer by the granting type approval authority. Such fees shall cover all testing or auditing needed in order for an assessment on compliance to be reached. ## 6.3 On the request of the manufacturer, the granting type approval authority may extend the investigations to vehicles in service of the same manufacturer belonging to other ISC families which are likely to be affected by the same defects. ## 6.4 The detailed investigation shall take no more than 60 working days after the start of the investigation by the granting type approval authority. The granting type approval authority may conduct additional ISC tests designed to determine why vehicles have failed during the original ISC tests. The additional tests shall be conducted under similar conditions as the original ISC failed tests. Upon the request of the granting type approval authority, the manufacturer shall provide additional information, showing in particular the possible cause of the failures, which parts of the family might be affected, whether other families might be affected, or why the problem which caused the failure at the original ISC tests is not related to in-service conformity, if applicable. The manufacturer shall be given the opportunity to prove that the in-service conformity provisions have been complied with. ## 6.5 Within the deadline set out in point 6.3, the granting type approval authority shall take a decision on the compliance and the need to apply remedial measures for the ISC family covered by the detailed investigations and shall notify it to the manufacturer. ### Division 7: Remedial Measures ## 7.1 The manufacturer shall establish a plan of remedial measures and submit it to the granting type approval authority within 45 working days of the notification referred to in point 6.4. That period may be extended by up to an additional 30 working days where the manufacturer demonstrates to the granting type approval authority that further time is required to investigate the non-compliance. ## 7.2 The remedial measures required by the granting type approval authority shall include reasonably designed and necessary tests on components and vehicles in order to demonstrate the effectiveness and durability of the remedial measures. ## 7.3 The manufacturer shall assign a unique identifying name or number to the plan of remedial measures. The plan of remedial measures shall include at least the following: (a)a description of each vehicle emission type included in the plan of remedial measures; (b)a description of the specific modifications, alterations, repairs, corrections, adjustments or other changes to be made to bring the vehicles into conformity including a brief summary of the data and technical studies which support the decision of the manufacturer as to the particular remedial measures to be taken; (c)a description of the method by which the manufacturer will inform the vehicle owners of the planned remedial measures; (d)a description of the proper maintenance or use, if any, which the manufacturer stipulates as a condition of eligibility for repair under the plan of remedial measures, and an explanation of the need for such condition; (e)a description of the procedure to be followed by vehicle owners to obtain correction of the non-conformity; that description shall include a date after which the remedial measures shall be taken, the estimated time for the workshop to perform the repairs and where they can be done; (f)an example of the information transmitted to the vehicle owner; (g)a brief description of the system which the manufacturer uses to assure an adequate supply of component or systems for fulfilling the remedial action, including information on when an adequate supply of the components, software or systems needed to initiate the application of remedial measures will be available; (h)an example of all instructions to be sent to the repair shops which will perform the repair; (i)a description of the impact of the proposed remedial measures on the emissions, fuel consumption, driveability, and safety of each vehicle emission type, covered by the plan of remedial measures, including supporting data and technical studies; (j)where the plan of remedial measures includes a recall, a description of the method for recording the repair shall be submitted to the granting type approval authority. If a label is used, an example of it shall also be submitted. For the purposes of point (d), the manufacturer may not impose maintenance or use conditions which are not demonstrably related to the non-conformity and the remedial measures. ## 7.4 The repair shall be done expediently, within a reasonable time after the vehicle is received by the manufacturer for repair. Within 15 working days of receiving the proposed plan of remedial measures, the granting type approval authority shall approve it or require a new plan in accordance with point 7.5. ## 7.5 When the granting type approval authority does not approve the plan of remedial measures, the manufacturer shall develop a new plan and submit it to the granting type approval authority within 20 working days of notification of the decision of the granting type approval authority. ## 7.6 If the granting type approval authority does not approve the second plan submitted by the manufacturer, it shall take all appropriate measures, in accordance with Article 54 of Regulation (EU) 2018/858, to restore conformity, including withdrawal of type approval where necessary. ## 7.7 ... ## 7.8 The remedial measures shall apply to all vehicles in the ISC family (or other relevant families identified by the manufacturer in accordance with point 6.2) that are likely to be affected by the same defect. The granting type approval authority shall decide if it is necessary to amend the type approval. ## 7.9 The manufacturer is responsible for the execution of the approved plan of remedial measures ... and for keeping a record of every vehicle removed from the market or recalled and repaired and the workshop which performed the repair. ## 7.10 The manufacturer shall keep a copy of the communication with the customers of affected vehicles related to the plan of remedial measures. The manufacturer shall also maintain a record of the recall campaign, including the total number of vehicles affected in Great Britain and the total number of vehicles already recalled in Great Britain, along with an explanation of any delays in the application of the remedial measures. The manufacturer shall provide that record of the recall campaign to the approval authority every two months. ## 7.11 The Secretary of State shall take measures to ensure that the approved plan of remedial measures is applied within two years to at least 90 % of affected vehicles registered in Great Britain. ## 7.12 The repair and modification or addition of new equipment shall be recorded in a certificate provided to the vehicle owner, which shall include the number of the remedial campaign. ## 8 Annual report by the granting type approval authority The granting type approval authority shall make available on a publicly accessible website, free of charge and without the need for the user to reveal their identity or sign up, a report with the results of all the finalised ISC investigations of the previous year, at the latest by the 31 March of each year. In case some ISC investigations of the previous year are still open by that date, they shall be reported as soon as the investigation is finalised. The report shall contain at least the items listed in Appendix 4. ## 1 Criteria for vehicle selection and failed vehicles decision Selection of Vehicles for In Service Conformity Emissions Testing Confidential Date: x Name of investigator: x Location of test: x Country of registration ...: x x = Exclusion Criteria X = Checked and reported Vehicle Characteristics Registration plate number: x x Mileage: The vehicle must have between 15 000 km (or 30 000 km for testing evaporative emissions) and 100 000 km x Date of first registration: The vehicle must be between 6 months (or 12 months for testing evaporative emissions) and 5 years old x VIN: x Emission class and character: x Country of registration: The vehicle must be registered in the UK or the EU x x Model: x Engine code: x Engine volume (l): x Engine power (kW): x Gearbox type (auto/manual): x Drive axle (FWD/AWD/RWD): x Tyre size (front and rear if different): x Is the vehicle involved in a recall or service campaign? If yes: Which one? Has the campaign repairs already been done? The repairs must have been done x x Vehicle Owner Interview (the owner will only be asked the main questions and shall have no knowledge of the implications of the replies) Name of the owner (only available to the accredited inspection body or laboratory/technical service) x Contact (address / telephone) (only available to the accredited inspection body or laboratory/technical service) x How many owners did the vehicle have? x Did the odometer not work? If yes, the vehicle cannot be selected. x Was the vehicle used for one of the following? As car used in show-rooms? x As a taxi? x As delivery vehicle? x For racing / motor sports? x As a rental car? x Has the vehicle carried heavy loads over the specifications of the manufacturer? If yes, the vehicle cannot be selected. x Have there been major engine or vehicle repairs? x Have there been unauthorised major engine or vehicle repairs? If yes, the vehicle cannot be selected. x Has there been a power increase/tuning? If yes, the vehicle cannot be selected. x Was any part of the emissions after-treatment and/or the fuel system replaced? Were original parts used? If original parts were not used, the vehicle cannot be selected. x x Was any part of the emissions after-treatment system permanently removed? If yes, the vehicle cannot be selected x Were there any unauthorised devices installed (Urea killer, emulator, etc)? If yes, the vehicle cannot be selected x Was the vehicle involved in a serious accident? Provide a list of damage and repairs done afterwards x Has the car been used with a wrong fuel type (i.e. gasoline instead of diesel) in the past? Has the car been used with fuel that is neither commercially available nor UK quality fuel (black market, or blended fuel?) If yes, the vehicle cannot be selected. x Did you use air-fresher, cockpit-spray, brake cleaner or other high hydrocarbon emission source around the vehicle during the last month? If yes, the vehicle cannot be selected for evaporative testing. x Was there a gasoline spill in the inside or outside of the vehicle during the last 3 months? If yes, the vehicle cannot be selected for evaporative testing. x Did anyone smoke in the car during the last 12 months? If yes, the vehicle cannot be selected for evaporative testing x Did you apply corrosion protection, stickers, under seal protection, on any other potential sources of volatile compounds to the car? If yes, the vehicle cannot be selected for evaporative testing x Was the car repainted? If yes, the vehicle cannot be selected for evaporative testing x Where do you use your vehicle more often? % motorway x % rural x % urban x Did you drive the vehicle outside the United Kingdom in a country which is not an EU Member State for more than 10 % of driving time? If yes, the vehicle cannot be selected x — In which country was the vehicle refuelled during the last two times? If the vehicle was refuelled the last two times in a country outside the UK which does not apply the EU Fuel Standards, the vehicle cannot be selected. x Has a fuel additive, not approved by the manufacturer been used? If yes then the vehicle cannot be selected. x Has the vehicle been maintained and used in accordance with the manufacturer's instructions? If not, the vehicle cannot be selected. x Full service and repair history including any re-works If the full documentation cannot be provided, the vehicle cannot be selected. x Vehicle Examination and Maintenance X = Exclusion Criteria/ F = Faulty Vehicle X = checked and reported 1 Fuel tank level (full / empty) Is the fuel reserve light ON? If yes, refuel before test. x 2 Are there any warning lights on the instrument panel activated indicating a vehicle or exhaust after-treatment system malfunctioning that cannot be resolve by normal maintenance? (Malfunction Indication Light, Engine Service Light, etc?) If yes, the vehicle cannot be selected x 3 Is the SCR light on after engine-on? If yes, the AdBlue should be filled in, or the repair executed before the vehicle is used for testing. x 4 Visual inspection exhaust system Check leaks between exhaust manifold and end of tailpipe. Check and document (with photos) If there is damage or leaks, the vehicle is declared faulty . F 5 Exhaust gas relevant components Check and document (with photos) all emissions relevant components for damage. If there is damage, the vehicle is declared faulty . F 6 Evap system Pressurize fuel-system (from canister side), testing for leaks in a constant ambient temperature environment, FID sniff test around and in the vehicle. If the FID sniff test is not passed, the vehicle is declared faulty . F 7 Fuel sample Collect fuel sample from the fuel tank. x 8 Air filter and oil filter Check for contamination and damage and change if damaged or heavily contaminated or less than 800 km before the next recommended change. x 9 Window washer fluid (only for evaporative testing) Remove window washer fluid and fill tank with hot water. x 10 Wheels (front & rear) Check whether the wheels are freely moveable or blocked by the brake. If not, the vehicle cannot be selected. x 11 Tyres (only for evaporative testing) Remove spare tyre, change to stabilised tyres if the tyres were changes less than 15 000 km ago. Use summer and all season tyres only. x 12 Drive belts & cooler cover In case of damage, the vehicle is declared faulty. Document with photos F 13 Check fluid levels Check the max. and min. levels (engine oil, cooling liquid) / top up if below minimum x 14 Filler flap (only for evaporative testing) Check overfill line within filler flap is completely free of residues or flush the hose with hot water. x 15 Vacuum hoses and electrical wiring Check all for integrity. In case of damage, the vehicle is declared faulty. Document with photos F 16 Injection valves / cabling Check all cables and fuel lines. In case of damage, the vehicle is declared faulty. Document with photos F 17 Ignition cable (gasoline) Check spark plugs, cables, etc. In case of damage, replace them. x 18 EGR & Catalyst, Particle Filter Check all cables, wires and sensors. In case of tampering, the vehicle cannot be selected. In case of damage the vehicle is declared Faulty, Document with photos x/F 19 Safety condition Check tyres, vehicle's body, electrical and braking system status are in safe conditions for the test and respect road traffic rules. If not, the vehicle cannot be selected. x 20 Semi-trailer Are there electric cables for semi-trailer connection, where required? x 21 Aerodynamic modifications Verify no aftermarket aerodynamics modification that cannot be removed before testing was made (roof boxes, load racking, spoilers, etc.) and no standard aerodynamics components are missing (front deflectors, diffusers, splitters, etc.). If yes, the vehicle cannot be selected. Document with photos. x 22 Check if less than 800 km away from next scheduled service, if yes, then perform the service. x 23 All checks requiring OBD connections to be performed before and/or after the end of testing 24 Powertrain Control Module calibration part number and checksum x 25 OBD diagnosis (before or after the emissions test) Read Diagnostic Trouble Codes & Print error log x 26 OBD Service Mode 09 Query (before or after the emissions test) Read Service Mode 09. Record the information. x 27 OBD mode 7 (before or after the emissions test) Read Service Mode 07. Record the information Remarks for: Repair / replacement of components / part numbers ## 2 Rules for performing Type 4 tests during in-service conformity Type 4 tests for in-service conformity shall be performed in accordance with Annex VI (or Annex VI of Regulation (EC) No 692/2008 where applicable), with the following exceptions: Vehicles tested with the Type 4 test shall be at least 12 months of age. The canister shall be considered aged and therefore the Canister Bench Ageing procedure shall not be followed. The canister shall be loaded outside the vehicle, following the procedure described for this purpose in Annex VI and shall be removed and mounted to the vehicle following the repair instructions of the manufacturer. An FID sniff test (with results less than 100 ppm at 20 °C) shall be made as close as possible to the canister before and after the loading to confirm that the canister is mounted properly. The tank shall be considered aged and therefore no Permeability Factor shall be added in the calculation of the result of the Type 4 test. ## 3 Detailed ISC report The following information shall be included in the detailed ISC report: 1.the name and address of the manufacturer; 2.the name, address, telephone and fax numbers and e-mail address of the responsible testing laboratory; 3.the model name(s) of the vehicles included in the test plan; 4.where appropriate, the list of vehicle types covered within the manufacturer's information, i.e. for tailpipe emissions, the in-service family group; 5.the numbers of the type approvals applicable to these vehicle types within the family, including, where applicable, the numbers of all extensions and field fixes/recalls (re-works); 6.details of extensions, field fixes/recalls to those type approvals for the vehicles covered within the manufacturer's information (if requested by the approval authority); 7.the period of time over which the information was collected; 8.the vehicle build period covered (e.g. vehicles manufactured during the 2017 calendar year); 9.the ISC checking procedure, including: (i)vehicle sourcing method; (ii)vehicle selection and rejection criteria (including the answers to the table in Appendix 1, including photos); (iii)test types and procedures used for the programme; (iv)the acceptance/rejection criteria for the family group; (v)geographical area(s) within which the manufacturer has collected information; (vi)sample size and sampling plan used; 10.the results of the ISC procedure, including: (i)identification of the vehicles included in the programme (whether tested or not). The identification shall include the Table in Appendix 1. (ii)test data for tailpipe emissions: test fuel specifications (e.g. test reference fuel or market fuel), test conditions (temperature, humidity, dynamometer inertia weight), dynamometer settings (e.g. road load, power setting), test results and calculation of pass/fail; (iii)test data for evaporative emissions: test fuel specifications (e.g. test reference fuel or market fuel), test conditions (temperature, humidity, dynamometer inertia weight), dynamometer settings (e.g. road load, power setting), test results and calculation of pass/fail. ## 4 Format of the annual ISC Report by the granting type approval authority TITLE A.Quick overview and main conclusions B.ISC activities performed by the manufacturer in the previous year: (1)Information gathering by manufacturer (2)ISC testing (including planning and selection of families tested, and final results of tests) C.ISC activities performed by accredited laboratories or technical services in the previous year: (3)Information gathering and risk assessment (4)ISC testing (including planning and selection of families tested, and final results of tests) D.ISC activities performed by the granting type approval authority in the previous year: (5)Information gathering and risk assessment (6)ISC testing (including planning and selection of families tested, and final results of tests) (7)Detailed investigations (8)Remedial measures E.Assessment of the yearly expected emissions decrease due to any ISC remedial measures F.Lessons Learned (including for performance of instruments used) G.Report of other invalid tests ## 5 Transparency Table 1 Transparency list 1 ID Input Type of data Unit Description 1 2017/1151 TA Number Text — As defined in Annex I/Appendix 4 2 Interpolation Family ID Text — As defined in Annex XXI, paragraph 5.6. in general req. 3 PEMS Family ID Text — As defined in Annex IIIa, App.7, paragraph 5.2. 4 Ki family ID Text — As defined in Annex XXI, paragraph 5.9. 5 ATCT family ID Text — As defined in Sub-Annex 6a of Annex XXI 6 Evap family ID Text — As defined in Annex VI 7 RL family ID of vehicle H Text — As defined in Annex XXI, paragraph 5.7. 7a RL family ID of vehicle L (if relevant) Text — As defined in Annex XXI, paragraph5.7. 8 Test Mass of vehicle H Number kg WLTP Test Mass as defined in 3.2.25. definitions in Annex XXI 8a Test Mass of vehicle L (if relevant) Number kg WLTP Test Mass as defined in 3.2.25. definitions in Annex XXI 9 F0 of vehicle H Number N Road load coefficient as defined in Sub-Annex 4 of Annex XXI 9a F0 of vehicle L (if relevant) Number N Road load coefficient as defined in Sub-Annex 4 of Annex XXI 10 F1 of vehicle H Number N/km/h Road load coefficient as defined in Sub-Annex 4 of Annex XXI 10a F1 of vehicle L (if relevant) Number N/km/h Road load coefficient as defined in Sub-Annex 4 of Annex XXI 11 F2 of vehicle H Number N/(km/h)^2 Road load coefficient as defined in Sub-Annex 4 of Annex XXI 11a F2 of vehicle L (if relevant) Number N/(km/h)^2 Road load coefficient as defined in Sub-Annex 4 of Annex XXI 12a CO 2 mass emissions for ICE and NOVC vehicles of vehicle H Numbers g/km WLTP CO 2 emissions (Low, Medium, High, Extra-High, Combined) as calculated from: Step 9, table A7/1 of Sub-Annex 7, Annex XXI for ICE vehicles, or Step 8 from table A8/5 of Sub-Annex 8, Annex XXI for NOVC vehicles 12aa CO 2 mass emissions for ICE and NOVC vehicles of vehicle L (if relevant) Numbers g/km WLTP CO 2 emissions (Low, Medium, High, Extra-High, Combined) as calculated from: Step 9, table A7/1 of Sub-Annex 7, Annex XXI for ICE vehicles, or Step 8 from table A8/5 of Sub-Annex 8, Annex XXI for NOVC vehicles 12b CO 2 mass emissions for OVC vehicles of vehicle H Numbers g/km WLTP CS CO 2 emissions (Low, Medium, High, Extra-High, Combined) as calculated from Step 8 from table A8/5 of Sub-Annex 8, Annex XXI, WLTP CD CO 2 emissions (combined) and WLTP CO 2 emissions (weighted, combined) as calculated from Step 10 from table A8/8 of Sub-Annex 8, Annex XXI. 12ba CO 2 mass emissions for OVC vehicles of vehicle L (if relevant) Numbers g/km WLTP CS CO 2 emissions (Low, Medium, High, Extra-High, Combined) as calculated from Step 8 from table A8/5 of Sub-Annex 8, Annex XXI, WLTP CD CO2 emissions (combined) and WLTP CO 2 emissions (weighted, combined) as calculated from Step 10 from table A8/8 of Sub-Annex 8, Annex XXI. 13 Drive wheels of vehicle in family Text front, rear, 4x4 Annex I, Appendix 4 addendum 1.7 14 Chassis Dyno configuration during TA test Text single or dual-axle As defined in Annex XXI, Sub-Annex 6; 2.4.2.4. and 2.4.2.5. 15 Declared Vmax of vehicle H Number km/h Maximum vehicle speed as defined in 3.7.2. definitions in Annex XXI 15a Declared Vmax of vehicle L (if relevant) Number km/h Maximum vehicle speed as defined in 3.7.2. definitions in Annex XXI 16 Maximum net power at engine speed Number ... kW/... min As defined in Sub-Annex 2 of Annex XXI 17 Mass in Running order of vehicle H Number kg MRO as defined in 3.2.5. definitions in Annex XXI 17a Mass in Running order of vehicle L (if relevant) Number kg MRO as defined in 3.2.5. definitions in Annex XXI 18 Driver selectable mode(s) used during the TA tests (pure ICE) or for charge sustaining test (,NOVC-HEV, OVC-HEV, NOVC-FCHV) Different formats possible (text, pictures, etc) — In case there are non predominant driver selectable modes the text shall describe all the modes used during the tests 19 Driver selectable mode(s) used during the TA tests for charge depleting test (OVC-HEV) Different formats possible (text, pictures, etc) — In case there are non predominant driver selectable modes the text shall describe all the modes used during the tests 20 Idling engine speed Number rpm As defined in Sub-Annex 2 of Annex XXI 21 n. of gears Number — As defined in Sub-Annex 2 of Annex XXI 22 Gear ratios Table values — Internal gearbox ratios; final drive ratio(s); total gear ratios 23 Tyre dimensions of the test vehicle front/rear Letters/Number — Used in TA 24 Full load power curve for ICEVs Table values rpm vs. kW The full load power curve over the engine speed range from n idle to n rated or n max , or n dv (n gvmax ) × v max , whichever is higher 25 Additional safety margin Vector % As defined in Sub-Annex 2 of Annex XXI 26 Specific n_min_drive Number Table (from standstill to 1, from 2 to 3, …) rpm As defined in Sub-Annex 2 of Annex XXI 27 Cycle check-sum of vehicle L and H Number — Different for vehicle L and H. To verify the correctness of the cycle used. To be introduced only in case of cycle different from 3b 28 Gear Shift average Gear of vehicle H Number — To validate different GS calculations. 29 ATCT FCF (family correction factor) Number — As defined in Sub-Annex 6a, section 3.8.1. of Annex XXI. One value per each fuel in case of multiple fuel vehicles. 30a Additive Ki factor(s) Table values — Table defining per each pollutant and for CO 2 the value (g/km, mg/km, …). Empty if multiplicative Ki factors are provided. 30b Multiplicative Ki factors(s) Table values — Table defining per each pollutant and for CO 2 the value. Empty if additive Ki factors are provided 31a Additive Deterioration Factors (DF) Table values — Table defining per each pollutant and the value (g/km, mg/km, …). Empty if multiplicative DF factors are provided 31b Multiplicative Deterioration Factors (DF) Table values — Table defining per each pollutant the value. Empty if additive DF factors are provided 32 Battery voltage for all REESS Numbers V As defined in Sub-Annex 6 Appendix 2 of Annex XXI for RCB correction in case of ICE, and in Sub-Annex 8 Appendix 2 of Annex XXI for HEVs, PEVs, and FCHVs (DIN EN 60050-482) 33 K correction coefficient Number (g/km)/(Wh/km) For NOVC and OVC-HEVs correction of CS CO 2 emissions as defined in Sub-Annex 8 of Annex XXI; phase-specific or combined 34a Electric energy consumption of vehicle H Number Wh/km For OVC-HEVs this is EC AC,weighted (combined) and for PEVs Electric Consumption (combined) as defined in Sub-Annex 8 of Annex XXI 34b Electric energy consumption of vehicle L (if relevant) Number Wh/km For OVC-HEVs this is EC AC,weighted , (combined) and for PEVs Electric Consumption (combined) as defined in Sub-Annex 8 of Annex XXI 35a Electric range of vehicle H Number km For OVC-HEVs this is EAER (combined) and for PEVs Pure Electric Range (Combined) as defined in Sub-Annex 8 of Annex XXI 35b Electric range of vehicle L (if relevant) Number km For OVC-HEVs this is EAER (combined) and for PEVs Pure Electric Range (Combined) as defined in Sub-Annex 8 of Annex XXI 36a Electric range city of vehicle H Number km For OVC-HEVs this is EAER city and for PEVs Pure Electric Range (City) as defined in Sub-Annex 8 of Annex XXI 36b Electric range city of vehicle L (if relevant) Number km For OVC-HEVs this is EAER city and for PEVs Pure Electric Range (City) as defined in Sub-Annex 8 of Annex XXI 37a Driving cycle class of vehicle H Text — To know which cycle (class 1/2/3a/3b) has been used to calculate cycle energy demand for individual vehicle 37b Driving cycle class of vehicle L (if relevant) Text — To know which cycle (class 1/2/3a/3b) has been used to calculate cycle energy demand for individual vehicle 38a Downscaling f_dsc of vehicle H Number — To know if downscaling is needed and has been used to calculate cycle energy demand for individual vehicle 38b Downscaling f_dsc of vehicle L if relevant Number — To know if downscaling is needed and has been used to calculate cycle energy demand for individual vehicle 39a Capped speed of vehicle H yes/no km/h To know if capped speed procedure is needed and has to be used to calculate cycle energy demand for individual vehicle 39b Capped speed of vehicle L (if relevant) yes/no km/h To know if capped speed procedure is needed and has to be used to calculate cycle energy demand for individual vehicle 40a Technically permissible maximum laden mass of vehicle H Number kg 40b Technically permissible maximum laden mass of vehicle L (if relevant) Number kg 41 Direct injection yes/no — 42 Regeneration recognition Text — Description by vehicle manufacturer on how to recognize that a regeneration occurred during a test 43 Regeneration completion Text — Description of the procedure to complete the regeneration 44 Weight distribution Vector — Percentage of vehicle weight applied to each axle For multistage or special purpose vehicles 45 Allowed final Vehicle mass in running order kg From-to 46 Allowed frontal area for final vehicle cm 2 From-to 47 Allowed Rolling resistance kg/t From-to 48 Allowed projected frontal area of air entrance of the front grille cm 2 From-to Table 2 Transparency list 2 The Transparency list 2 is composed of two datasets characterized by the fields reported in Table 3 and Table 4. Table 3 Dataset 1 of the Transparency list 2 Field Type of data Description ID1 Number Unique row identifier of the Dataset 1 in the Transparency list 2 TVV Text Unique identifier of the Type, Variant, Version of the vehicle (key field in the Dataset 1) IF ID Text Identifier of the Interpolation family RL ID Text Identifier of the Road Load Family Make Text Trade name of manufacturer Commercial name Text Commercial name of the TVV Category Text Category of vehicle Bodywork Text Type of bodywork Table 4 Dataset 2 of the Transparency List 2 Field Type of data Description ID2 Number Unique row identifier of the Dataset 2 in the Transparency list 2 IF ID Text Unique identifier of the Interpolation family (key field in the Dataset 2) WVTA Number Text Identifier of the Whole Vehicle Type-Approval Emissions TA Number Text Identifier of the Emissions Type-Approval PEMS ID Text Identifier of the PEMS family EF ID Text Identifier of the Evap Family ATCT ID Text Identifier of the ATCT Family Ki ID Text Identifier of the Ki family Durability ID Text Identifier of the Durability Family Fuel Text Vehicle Fuel Type Dual Fuel Yes/No If the vehicle can use more than one fuel Engine Capacity Number Engine capacity in cm 3 Rated Engine Power Number Rated power of the engine (kW at min –1 ) Transmission type Text Type of vehicle transmission Powered axles Text Number and position of the powered axles Electric machine Text Number and type of electric machine(s) Maximum net power Number Maximum net power of the electric machine HEV Category Text Category of the hybrid electric vehicle ## Annex III [Reserved] ## Annex IIIA: VERIFYING REAL DRIVING EMISSIONS ### Division 1: INTRODUCTION, DEFINITIONS AND ABBREVIATIONS ## 1.1 Introduction This Annex describes the procedure to verify the Real Driving Emissions (RDE) performance of light passenger and commercial vehicles. ## 1.2 Definitions 1.2.1.‘Accuracy’ means the deviation between a measured or calculated value and a traceable reference value. 1.2.2.‘Analyser’ means any measurement device that is not part of the vehicle but installed to determine the concentration or the amount of gaseous or particle pollutants. 1.2.3.‘Axis intercept’ of a linear regression (a0) means: a0=y–−a1×x–where: a1is the slope of the regression line x–is the mean value of the reference parameter y–is the mean value of the parameter to be verified 1.2.4.‘Calibration’ means the process of setting the response of an analyser, flow-measuring instrument, sensor, or signal so that its output agrees with one or multiple reference signals. 1.2.5.‘Coefficient of determination’ (r2) means: r2=1−∑ni= 1yi− a0−a1× xi2∑ni= 1yi−y–2where: a0is the axis intercept of the linear regression line a1is the slope of the linear regression line xiis the measured reference value yiis the measured value of the parameter to be verified y–is the mean value of the parameter to be verified nis the number of values 1.2.6.‘Cross-correlation coefficient’ (r) means: r=∑n− 1i= 1xi−x–×yi−y–∑n− 1i= 1xi−x–2×∑n− 1i= 1yi−y–2where: xiis the measured reference value yiis the measured value of the parameter to be verified x–is the mean reference value y–is the mean value of the parameter to be verified nis the number of values 1.2.7.‘Delay time’ means the time from the gas flow switching (t0) until the response reaches 10 per cent (t10) of the final reading. 1.2.8.‘Engine control unit (ECU) signals or data’ means any vehicle information and signal recorded from the vehicle network using the protocols specified in point 3.4.5.of Appendix 1. 1.2.9.‘Engine control unit’ means the electronic unit that controls various actuators to ensure the optimal performance of the powertrain. 1.2.10.‘Emissions’ also referred to as ‘components’, ‘pollutant components’ or ‘pollutant emissions’ means the regulated gaseous or particle constituents of the exhaust. 1.2.11.‘Exhaust’, also referred to as exhaust gas, means the total of all gaseous and particulate components emitted at the exhaust outlet or tailpipe as the result of fuel combustion within the vehicle’s internal combustion engine. 1.2.12.‘Exhaust emissions ’ means the tailpipe emissions of gaseous, solid and liquid compounds. 1.2.13.‘Full scale’ means the full range of an analyser, flow-measuring instrument or sensor as specified by the equipment manufacturer. If a sub-range of the analyser, flow-measuring instrument or sensor is used for measurements, full scale shall be understood as the maximum reading. 1.2.14.‘Hydrocarbon response factor’ of a particular hydrocarbon species means the ratio between the reading of a FID and the concentration of the hydrocarbon species under consideration in the reference gas cylinder, expressed as ppmC1. 1.2.15.‘Major maintenance’ means the adjustment, repair or replacement of an analyser, flow-measuring instrument or sensor that could affect the accuracy of measurements. 1.2.16.‘Noise ’ means two times the root mean square of ten standard deviations, each calculated from the zero responses measured at a constant frequency which is a multiple of 1,0 Hz during a period of 30 seconds. 1.2.17.‘Non-methane hydrocarbons’ (NMHC) means the total hydrocarbons (THC) excluding methane (CH4). 1.2.18.‘Particle number emissions ’ (PN) means the total number of solid particles emitted from the vehicle exhaust quantified according to the dilution, sampling and measurement methods as specified in Annex XXI. 1.2.19.‘Precision’ means 2.5 times the standard deviation of 10 repetitive responses to a given traceable standard value. 1.2.20.‘Reading’ means the numerical value displayed by an analyser, flow-measuring instrument, sensor or any other measurement devise applied in the context of vehicle emission measurements. 1.2.21.‘Response time’ (t90) means the sum of the delay time and the rise time. 1.2.22.‘Rise time’ means the time between the 10 per cent and 90 per cent response (t90 – t10) of the final reading. 1.2.23.‘Root mean square’ (xrms) means the square root of the arithmetic mean of the squares of values and defined as: xrms=1nx21+ x22+ …+ x2nwhere: xis the measured or calculated value nis the number of values 1.2.24.‘Sensor’ means any measurement device that is not part of the vehicle itself but installed to determine parameters other than the concentration of gaseous and particle pollutants and the exhaust mass flow. 1.2.25.‘Span ’ means to adjust an instrument so that it gives a proper response to a calibration standard that represents between 75 per cent and 100 per cent of the maximum value in the instrument range or expected range of use. 1.2.26.‘Span response’ means the mean response to a span signal over a time interval of at least 30 seconds. 1.2.27.‘Span response drift’ means the difference between the mean response to a span signal and the actual span signal that is measured at a defined time period after an analyser, flow-measuring instrument or sensor was accurately spanned. 1.2.28.‘Slope’ of a linear regression (a1) means: a1=∑ni= 1yi−y–×xi−x–∑ni= 1xi−x–2where: x–is the mean value of the reference parameter y–is the mean value of the parameter to be verified xiis the actual value of the reference parameter yiis the actual value of the parameter to be verified nis the number of values 1.2.29.‘Standard error of estimate’ (SEE) means: SEE=1xmax×∑ni= 1yi− ý2n− 2where: ýis the estimated value of the parameter to be verified yiis the actual value of the parameter to be verified xmaxis the maximum actual value of the reference parameter nis the number of values 1.2.30.‘Total hydrocarbons’ (THC) means the sum of all volatile compounds measurable by a flame ionization detector (FID). 1.2.31.‘Traceable’ means the ability to relate a measurement or reading through an unbroken chain of comparisons to a known and commonly agreed standard. 1.2.32.‘Transformation time’ means the time difference between a change of concentration or flow (t0) at the reference point and a system response of 50 per cent of the final reading (t50). 1.2.33.‘Type of analyser’, also referred to as ‘analyser type’ means a group of analysers produced by the same manufacturer that apply an identical principle to determine the concentration of one specific gaseous component or the number of particles. 1.2.34.‘Type of exhaust mass flow meter’ means a group of exhaust mass flow meters produced by the same manufacturer that share a similar tube inner diameter and function on an identical principle to determine the mass flow rate of the exhaust gas. 1.2.35.‘Validation’ means the process of evaluating the correct installation and functionality of a Portable Emissions Measurement System and the correctness of exhaust mass flow rate measurements as obtained from one or multiple non-traceable exhaust mass flow meters or as calculated from sensors or ECU signals. 1.2.36.‘Verification’ means the process of evaluating whether the measured or calculated output of an analyser, flow-measuring instrument, sensor or signal agrees with a reference signal within one or more predetermined thresholds for acceptance. 1.2.37.‘Zero’ means the calibration of an analyser, flow-measuring instrument or sensor so that it gives an accurate response to a zero signal. 1.2.38.‘Zero response’ means the mean response to a zero signal over a time interval of at least 30 seconds. 1.2.39.‘Zero response drift’ means the difference between the mean response to a zero signal and the actual zero signal that is measured over a defined time period after an analyser, flow-measuring instrument or sensor has been accurately zero calibrated. 1.2.40.‘Off-vehicle charging hybrid electric vehicle’ (OVC-HEV) means a hybrid electric vehicle that can be charged from an external source. 1.2.41.‘Not off-vehicle charging hybrid electric vehicle’ (NOVC-HEV) means a vehicle with at least two different energy converters and two different energy storage systems that are used for the purpose of vehicle propulsion and that cannot be charged from an external source. ## 1.3 Abbreviations Abbreviations refer generically to both the singular and the plural forms of abbreviated terms. CH4Methane CLDChemiLuminescence Detector COCarbon Monoxide CO2Carbon Dioxide CVSConstant Volume Sampler DCTDual Clutch Transmission ECUEngine Control Unit EFMExhaust mass Flow Meter FIDFlame Ionisation Detector FSfull scale GPSGlobal Positioning System H2OWater HCHydroCarbons HCLDHeated ChemiLuminescence Detector HEVHybrid Electric Vehicle ICEInternal Combustion Engine IDidentification number or code LPGLiquid Petroleum Gas MAWMoving Average Window maxmaximum value N2Nitrogen NDIRNon-Dispersive InfraRead analyser NDUVNon-Dispersive UltraViolet analyser NEDCNew European Driving Cycle NGNatural Gas NMCNon-Methane Cutter NMC-FIDNon-Methane Cutter in combination with a Flame-Ionisation Detector NMHCNon-Methane HydroCarbons NONitrogen Monoxide No.number NO2Nitrogen Dioxide NOXNitrogen Oxides NTENot-to-exceed O2Oxygen OBDOn-Board Diagnostics PEMSPortable Emissions Measurement System PHEVPlug-in Hybrid Electric Vehicle PNparticle number RDEReal Driving Emissions RPARelative Positive Acceleration SCRSelective Catalytic Reduction SEEStandard Error of Estimate THCTotal HydroCarbons UN/ECEUnited Nations Economic Commission for Europe VINVehicle Identification Number WLTCWorldwide harmonized Light vehicles Test Cycle WWH-OBDWorldWide Harmonised On-Board Diagnostics ### Division 2: GENERAL REQUIREMENTS ## 2.1 Not-to-exceed emission limits Throughout the normal life of a vehicle type approved according to Regulation (EC) No 715/2007, its emissions determined in accordance with the requirements of this Annex and emitted at any possible RDE test performed in accordance with the requirements of this Annex, shall not be higher than the following pollutant-specific not-to-exceed (NTE) values: NTEpollutant=CFpollutant× EURO-6 where EURO-6 is the applicable Euro 6 emission limit laid down in Table 2 of Annex I to Regulation (EC) No 715/2007. ## 2.1.1 Final Conformity Factors The conformity factor CFpollutant for the respective pollutant is specified as follows: CO emissions shall be measured and recorded at RDE tests. margin is a parameter taking into account the additional measurement uncertainties introduced by the PEMS equipment, which are subject to an annual review and shall be revised as a result of the improved quality of the PEMS procedure or technical progress. ‘margin PN’ is a parameter taking into account the additional measurement uncertainties introduced by the PEMS PN equipment, which are subject to an annual review and shall be revised as a result of the improved quality of the PEMS PN procedure or technical progress. Pollutant Mass of oxides of nitrogen (NOx) Number of particles (PN) Mass of carbon monoxide (CO) Mass of total hydrocarbons (THC) Combined mass of total hydrocarbons and oxides of nitrogen (THC + NOx) CFpollutant 1 + margin NO x with margin NO x = 0,43 1 + margin PN with margin PN = 0,5 — — — ## 2.1.2 Temporary Conformity Factors By way of exception to the provisions of point 2.1.1, during a period of 5 years and 4 months following the dates specified in Article 10(4) and (5) of Regulation (EC) 715/2007 and upon request of the manufacturer, the following temporary conformity factors may apply: CO emissions shall be measured and recorded at RDE tests. ‘margin PN’ is a parameter taking into account the additional measurement uncertainties introduced by the PEMS PN equipment, which are subject to an annual review and shall be revised as a result of the improved quality of the PEMS PN procedure or technical progress. Pollutant Mass of oxides of nitrogen (NOx) Number of particles (PN) Mass of carbon monoxide (CO) Mass of total hydrocarbons (THC) Combined mass of total hydrocarbons and oxides of nitrogen (THC + NOx) CFpollutant 2,1 1 + margin PN with margin PN = 0,5 — — — The application of temporary conformity factors shall be recorded in the certificate of conformity of the vehicle. For type approvals under this exception there shall be no declared maximum RDE value. ## 2.1.3 The manufacturer shall confirm compliance with point 2.1 by completing the certificate set out in Appendix 9. Verification of compliance shall be made in accordance with the rules of in-service conformity. ## 2.2 The RDE tests required by this Annex at type approval and during the lifetime of a vehicle provide a presumption of conformity with the requirement set out in point 2.1. The presumed conformity may be reassessed by additional RDE tests. ## 2.3 ... ## 2.4 Manufacturers shall ensure that vehicles can be tested with PEMS by an independent party on public roads, e.g. by making available suitable adapters for exhaust pipes, granting access to ECU signals and making the necessary administrative arrangements. If the respective PEMS test is not required by this Regulation the manufacturer may charge a reasonable fee similar to the provision in Article 63 of Regulation (EU) 2018/858. ### Division 3: RDE TEST TO BE PERFORMED ## 3.1 The following requirements apply to PEMS tests referred to in Article 3(11), second subparagraph. ## 3.1.0 The requirements of point 2.1 shall be fulfilled for the urban and the complete PEMS trip, where the emissions of the vehicle tested shall be calculated in accordance with Appendices 4 and 6, and shall remain always equal or below the NTE ( M RDE,k ≤ NTE pollutant ). 3.1.0.1.... 3.1.0.2. 3.1.0.3. ## 3.1.1 For type approval, the exhaust mass flow shall be determined by measurement equipment functioning independently from the vehicle and no vehicle ECU data shall be used in this respect. Outside the type approval context, alternative methods to determine the exhaust mass flow can be used according to Appendix 2, Section 7.2. ## 3.1.2 During type approval tests, if the approval authority is not satisfied with the data quality check and validation results of a PEMS test conducted in accordance with 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. ### Division 3.1.3: Reporting and dissemination of RDE type approval test information ## 3.1.3.1 A technical report prepared by the manufacturer in accordance with Appendix 8 shall be made available to the approval authority. ## 3.1.3.2 The manufacturer shall ensure that the information listed in point 3.1.3.2.1. is made available on a publicly accessible website without costs and without the need for the user to reveal his identity or sign up. The manufacturer shall keep the approval authority informed on the location of the website. 3.1.3.2.1.The website shall allow a wildcard search of the underlying database based on one or more of the following: Make, Type, Variant, Version, Commercial name, or Type Approval Number as referred to in the certificate of conformity, pursuant to Annex VIII to Commission Implementing Regulation (EU) 2020/683. The information described below shall be made available for each vehicle in a search: The PEMS family ID to which that vehicle belongs, in accordance with item number 3 in the Transparency List 1 set out in Table 1 of Appendix 5 to Annex II; The Declared Maximum RDE Values as reported in point 48.2 of the Certificate of Conformity, as described in Annex VIII to Commission Implementing Regulation (EU) 2020/683. 3.1.3.2.2.... ## 3.1.3.3 Upon request, without costs and within 30 days, the manufacturer shall make available the technical report referred to in point 3.1.3.1 to any interested party. ## 3.1.3.4 Upon request, the type approval authority shall make available the information listed under points 3.1.3.1 and 3.1.3.2 within 30 days of receiving the request. The type approval authority may charge a reasonable and proportionate fee, which does not discourage an inquirer with a justified interest from requesting the respective information or exceed the internal costs of the authority for making the requested information available. ### Division 4: GENERAL REQUIRMENTS ## 4.1 The RDE performance shall be demonstrated by testing vehicles on the road operated over their normal driving patterns, conditions and payloads. The RDE test shall be representative for vehicles operated on their real driving routes, with their normal load. ## 4.2 For type approval, the manufacturer shall demonstrate to the approval authority that the chosen vehicle, driving patterns, conditions and payloads are representative of the PEMS test family. The payload and ambient conditions requirements, as specified in points 5.1 and 5.2, shall be used ex-ante to determine whether the conditions are acceptable for RDE testing. ## 4.3 The approval authority shall propose a test trip in urban, rural and motorway environments meeting the requirements of point 6. For the purpose of trip design, the urban, rural and motorway parts shall be selected based on a topographic map. The urban part of the trip should be driven on urban roads with a speed limit of 60 km/h or less. In case the urban part of the trip needs to be driven for a limited period of time on roads with speed limit higher than 60 km/h, the vehicle shall be driven with speeds up to 60 km/h. ## 4.4 If for a vehicle the collection of ECU data influences the vehicle's emissions or performance the entire PEMS test family to which the vehicle belongs as defined in Appendix 7 shall be considered as non-compliant. Such functionality shall be considered as a ‘defeat device’ as defined in Article 3(10) of Regulation (EC) 715/2007. ## 4.5 In order to also assess emissions during trips in hot start, a certain number of vehicles per PEMS test family, specified in point 4.2.8 in Appendix 7, shall be tested without conditioning the vehicle as described in point 5.3, but with a warm engine with engine coolant temperature and/or engine oil temperature above 70 °C. ## 4.6 For RDE tests performed during type approval the TAA may verify if the test setup and the equipment used fulfills the requirements of Appendices 1 and 2, through a direct inspection or an analysis of the supporting evidence (e.g. photographs, records). ## 4.7 Compliance of the software tool used to verify the trip validity and calculate emissions in accordance with the provisions laid down in Appendices 4, 5, 6, 7a, and 7b shall be validated by the tool provider or a type approval authority. Where such software tool is incorporated in the PEMS instrument, proof of the validation shall be provided along with the instrument. ### Division 5: BOUNDARY CONDITIONS ### Division 5.1: Vehicle payload and test mass ## 5.1.1 The vehicle's basic payload shall comprise the driver, a witness of the test (if applicable) and the test equipment, including the mounting and the power supply devices. ## 5.1.2 For the purpose of testing some artificial payload may be added as long as the total mass of the basic and artificial payload does not exceed 90% of the sum of the ‘mass of the passengers’ and the ‘pay-mass’ defined in points 19 and 21 of Article 2 of Commission Regulation (EU) No 1230/2012. ### Division 5.2: Ambient conditions ## 5.2.1 The test shall be conducted under ambient conditions laid down in this section. The ambient conditions become ‘extended’ when at least one of the temperature and altitude conditions is extended. The correction factor for extended conditions for temperature and altitude shall only be applied once. If a part of the test or the entire test is performed outside of normal or extended conditions, the test shall be invalid. ## 5.2.2 Moderate altitude conditions: Altitude lower or equal to 700 meters above sea level. ## 5.2.3 Extended altitude conditions: Altitude higher than 700 meters above sea level and lower or equal to 1300 meters above sea level. ## 5.2.4 Moderate temperature conditions: Greater than or equal to 273,15 K (0 °C) and lower than or equal to 303,15 K (30 °C). ## 5.2.5 Extended temperature conditions: Greater than or equal to 266,15 K (– 7 °C) and lower than 273,15 K (0 °C) or greater than 303,15 K (30 °C) and lower than or equal to 308,15 K (35 °C). ## 5.2.6 By way of derogation from the provisions of points 5.2.4 and 5.2.5 the lower temperature for moderate conditions shall be greater or equal to 276,15 K (3 °C) and the lower temperature for extended conditions shall be greater or equal to 271,15 K (– 2 °C) between the start of the application of binding NTE emission limits as defined in section 2.1 and until five years and four months after the dates given in paragraphs 4 and 5 of Article 10, of Regulation (EC) No 715/2007. ## 5.3 Vehicle conditioning for cold engine-start testing Before RDE testing, the vehicle shall be preconditioned in the following way: Driven for at least 30 min, parked with doors and bonnet closed and kept in engine-off status within moderate or extended altitude and temperatures in accordance with points 5.2.2 to 5.2.6 between 6 and 56 hours. Exposure to extreme atmospheric conditions (heavy snowfall, storm, hail) and excessive amounts of dust should be avoided. Before the test start, the vehicle and equipment shall be checked for damages and the absence of warning signals, suggesting malfunctioning. ## 5.4 Dynamic conditions The dynamic conditions encompass the effect of road grade, head wind and driving dynamics (accelerations, decelerations) and auxiliary systems upon energy consumption and emissions of the test vehicle. The verification of the normality of dynamic conditions shall be done after the test is completed, using the recorded PEMS data. This verification shall be conducted in 2 steps: 5.4.1.The excess or insufficiency of driving dynamics during the trip shall be checked using the methods described in Appendix 7a. 5.4.2.If the trip results are valid following the verifications in accordance with point 5.4.1, the methods for verifying the normality of the test conditions as laid down in Appendices 5, 7a and 7b shall be used. ### Division 5.5: Vehicle condition and operation ## 5.5.1 The air conditioning system or other auxiliary devices shall be operated in a way which corresponds to their typically intended use at real driving on the road. Any use shall be documented. The vehicle windows shall be closed when the air conditioning or heating are used. ### Division 5.5.2: Vehicles equipped with periodically regenerating systems ## 5.5.2.1 ‘Periodically regenerating systems’ shall be understood in accordance with the definition in point 3.8.1 of Annex XXI. ## 5.5.2.2 All results shall be corrected with the K i factors or with the K i offsets developed by the procedures in Appendix 1 to Sub-Annex 6 of Annex XXI for type- approval of a vehicle type with a periodically regenerating system. The K i factor or the K i offset shall be applied to the final results after evaluation in accordance with Appendix 6. ## 5.5.2.3 If the emissions do not fulfil the requirements of point 3.1.0, then the occurrence of regeneration shall be verified. The verification of regeneration may be based on expert judgement through cross-correlation of several of the following signals, which may include exhaust temperature, PN, CO 2 , O 2 measurements in combination with vehicle speed and acceleration. If the vehicle has a regeneration recognition feature declared in Transparency List 1 set out in Table 1 of Appendix 5 to Annex II, it shall be used to determine the occurrence of regeneration. The manufacturer shall also declare in Transparency List 1 of set out in Table 1 of Appendix 5 to Annex II the procedure needed in order to complete the regeneration. The manufacturer may advise how to recognise whether regeneration has taken place in case such a signal is not available. If regeneration occurred during the test, the result without the application of either the Ki -factor or the Ki offset shall be checked against the requirements of point 3.1.0. If the resulting emissions do not fulfil the requirements, then the test shall be voided and repeated once. The completion of the regeneration and stabilisation through at least 1 hour of driving shall be ensured prior to the start of the second test. The second test is considered valid even if regeneration occurs during it. ## 5.5.2.4 Even if the vehicle fulfils the requirements of point 3.1.0, the occurrence of regeneration may be verified as in point 5.5.2.3. If the presence of regeneration can be proved and with the agreement of the Type Approval Authority, the final results will be calculated without the application of either the Ki factor or the Ki offset. ## 5.5.2.5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ## 5.5.2.6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ## 5.5.3 OVC-HEVs vehicles may be tested in any selectable mode, including battery charge mode. ## 5.5.4 Modifications that affect the vehicle aerodynamics are not permitted with the exception of the PEMS installation. ## 5.5.5 The test vehicles shall not be driven with the intention to generate a passed or failed test due to extreme driving patterns that do not represent normal conditions of use. In case of need, verification of normal driving may be based on expert judgement made by or on behalf of the granting type approval authority through cross-correlation on several signals, which may include exhaust flow rate, exhaust temperature, CO 2 , O 2 etc. in combination with vehicle speed, acceleration and GPS data and potentially further vehicle data parameters like engine speed, gear, accelerator pedal position etc. ## 5.5.6 The vehicle shall be in good mechanical condition and shall have been run in and driven at least 3 000 km before the test. The mileage and the age of the vehicle used for RDE testing shall be recorded. ### Division 6: TRIP REQUIREMENTS ## 6.1 The shares of urban, rural and motorway driving, classified by instantaneous speed as described in points 6.3 to 6.5, shall be expressed as a percentage of the total trip distance. ## 6.2 The trip shall always start with urban driving followed by rural and motorway driving in accordance with the shares specified in point 6.6. The urban, rural and motorway operation shall be run consecutively in accordance with point 6.12, but may also include a trip which starts and ends at the same point. 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 works. ## 6.3 Urban operation is characterised by vehicle speeds lower than or equal to 60 km/h. ## 6.4 Rural operation is characterised by vehicle speeds higher than 60 km/h and lower than or equal to 90 km/h. For N2 category vehicles that are equipped in accordance with Regulation 36B of the Road Vehicles (Construction and Use) Regulations 1986 with a device limiting vehicle speed to 90 km/h, rural operation is characterised by vehicle speed higher than 60 km/h and lower than or equal to 80 km/h. ## 6.5 Motorway operation is characterised by speeds above 90 km/h. For N2 category vehicles that are equipped in accordance with Regulation 36B of the Road Vehicles (Construction and Use) Regulations 1986 with a device limiting vehicle speed to 90 km/h, motorway operation is characterised by speed higher than 80 km/h. ## 6.6 The trip shall consist of approximately 34 % per cent urban, 33 % per cent rural and 33 % per cent motorway driving classified by speed as described in points 6.3 to 6.5 above. ‘Approximately’ shall mean the interval of ±10 per cent points around the stated percentages. The urban driving shall however never be less than 29% of the total trip distance. ## 6.7 The vehicle velocity shall normally not exceed 145 km/h. This maximum speed may be exceeded by a tolerance of 15 km/h for not more than 3 % of the time duration of the motorway driving. Local speed limits remain in force during a PEMS test, notwithstanding other legal consequences. Violations of local speed limits per se do not invalidate the results of a PEMS test. ## 6.8 The average speed (including stops) of the urban driving part of the trip should be between 15 and 40 km/h. Stop periods, defined by vehicle speed of less than 1 km/h, shall account for 6-30 % of the time duration of urban operation. Urban operation may contain several stop periods of 10 s or longer. However, individual stop periods shall not exceed 300 consecutive seconds; else the trip shall be voided. ## 6.9 The speed range of the motorway driving shall properly cover a range between 90 and at least 110 km/h. The vehicle’s velocity shall be above 100 km/h for at least 5 minutes. For M2 category vehicles that are equipped in accordance with Regulation 36A of the Road Vehicles (Construction and Use) Regulations 1986 with a device limiting vehicle speed to 100 km/h, the speed range of the motorway driving shall properly cover a range between 90 and 100 km/h. The vehicle’s velocity shall be above 90 km/h for at least 5 minutes. For N2 category vehicles that are equipped in accordance with Regulation 36B of the Road Vehicles (Construction and Use) Regulations 1986 with a device limiting vehicle speed to 90 km/h, the speed range of the motorway driving of shall properly cover a range between 80 and 90 km/h. The vehicle’s velocity shall be above 80 km/h for at least 5 minutes. ## 6.10 The trip duration shall be between 90 and 120 minutes. ## 6.11 The start and the end point of a trip shall not differ in their elevation above sea level by more than 100 m. In addition, the proportional cumulative positive altitude gain over the entire trip and over the urban part of the trip as determined in accordance with point 4.3 shall be less than 1 200 m/100 km and be determined in accordance with Appendix 7b. ## 6.12 The minimum distance of each, the urban, rural and motorway operation shall be 16 km. ## 6.13 The average speed (including stops) during cold start period as defined in Appendix 4, point 4 shall be between 15 and 40 km/h. The maximum speed during the cold start period shall not exceed 60 km/h. ### Division 7: OPERATIONAL REQUIREMENTS ## 7.1 The trip shall be selected in such a way that the testing is uninterrupted and the data continuously recorded to reach the minimum test duration defined in point 6.10. ## 7.2 Electrical power shall be supplied to the PEMS by an external power supply unit and not from a source that draws its energy either directly or indirectly from the engine of the test vehicle. ## 7.3 The installation of the PEMS equipment shall be done in a way to influence the vehicle emissions or performance or both to the minimum extent possible. Care should be exercised to minimize the mass of the installed equipment and potential aerodynamic modifications of the test vehicle. The vehicle payload shall be in accordance with point 5.1. ## 7.4 RDE tests shall be conducted on working days as defined ... in Council Regulation (EEC, Euratom) No 1182/71 ## 7.5 RDE tests shall be conducted on paved roads and streets (e.g. off road operation is not permitted). ## 7.6 At the test start as defined in point 5.1. of Appendix 1, the vehicle shall move within 15 seconds. The vehicle stop during the entire cold start period, as defined in point 4 of Appendix 4, shall be kept to the minimum possible and it shall not exceed in total 90 seconds. If the engine stalls during the test, it may be restarted, but the sampling shall not be interrupted. If the engine stops during the test, the sampling shall not be interrupted. ### Division 8: LUBRICATING OIL, FUEL AND REAGENT ## 8.1 The fuel, lubricant and reagent (if applicable) used for RDE testing shall be within the specifications issued by the manufacturer for vehicle operation by the customer. ## 8.2 In the case of an RDE test with a failed result, samples of fuel, lubricant and reagent (if applicable) shall be taken and kept for at least 1 year under conditions guaranteeing the integrity of the sample. Once analysed, the samples can be discarded. ### Division 9: EMISSIONS AND TRIP EVALUATION ## 9.1 The test shall be conducted in accordance with Appendix 1 of this Annex. ## 9.2 The trip validity shall be verified in a three-step procedure as follows: STEP A: The trip complies with the general requirements, boundary conditions, trip and operational requirements, and the specifications for lubricating oil, fuel and reagents set out in points 4 to 8; STEP B: The trip complies with the requirements set out in Appendices 7a and 7b. STEP C: The trip complies with the requirements set out in Appendix 5. The steps of the procedure are detailed in Figure 1. If at least one of the requirements is not fulfilled, the trip shall be declared invalid. ## Figure 1 Verification of trip validity ## 9.3 It shall not be permitted to combine data of different trips or to modify or remove data from a trip with exception of provisions for long stops as described in 6.8. ## 9.4 After establishing the validity of a trip in accordance with point 9.2, emission results shall be calculated using the methods laid down in Appendix 4 and Appendix 6. The emissions calculations shall be made between test start and test end, as defined in Appendix 1, points 5.1. and 5.3. respectively. ## 9.5 If during a particular time interval the ambient conditions are extended in accordance with point 5.2, the pollutant emissions during this particular time interval, calculated according to Appendix 4, shall be divided by a value of 1,6 before being evaluated for compliance with the requirements of this Annex. This provision does not apply to carbon dioxide emissions. ## 9.6 Gaseous pollutant and particle number emissions during cold start, as defined in point 4 of Appendix 4, shall be included in the normal evaluation in accordance with Appendices 4, 5 and 6. If the vehicle was conditioned for the last three hours prior to the test at an average temperature that falls within the extended range in accordance with point 5.2, then the provisions of point 9.5 apply to the data collected during the cold start period, even if the running conditions are not within the extended temperature range. ## 1 Test procedure for vehicle emissions testing with a Portable Emissions Measurement System (PEMS) 1. INTRODUCTION This Appendix describes the test procedure to determine exhaust emissions from light passenger and commercial vehicles using a Portable Emissions Measurement System. 2. SYMBOLS, PARAMETERS AND UNITS ≤smaller or equal #number #/m3number per cubic metre %per cent °Cdegree centigrade ggramme g/sgramme per second hhour Hzhertz Kkelvin kgkilogramme kg/skilogramme per second kmkilometre km/hkilometre per hour kPakilopascal kPa/minkilopascal per minute llitre l/minlitre per minute mmetre m3cubic-metre mgmilligram minminute peevacuated pressure [kPa] qvsvolume flow rate of the system [l/min] ppmparts per million ppmC1parts per million carbon equivalent rpmrevolutions per minute ssecond Vssystem volume [l] 3. GENERAL REQUIREMENTS 3.1. PEMS The test shall be carried out with a PEMS, composed of components specified in points 3.1.1 to 3.1.5. If applicable, a connection with the vehicle ECU may be established to determine relevant engine and vehicle parameters as specified in point 3.2. 3.1.1. Analysers to determine the concentration of pollutants in the exhaust gas. 3.1.2. One or multiple instruments or sensors to measure or determine the exhaust mass flow. 3.1.3. A Global Positioning System to determine the position, altitude and, speed of the vehicle. 3.1.4. If applicable, sensors and other appliances being not part of the vehicle, e.g., to measure ambient temperature, relative humidity, air pressure, and vehicle speed. 3.1.5. An energy source independent of the vehicle to power the PEMS. 3.2. Test parameters Test parameters as specified in Table 1 of this Appendix shall be measured at a constant frequency of 1,0 Hz or higher and recorded and reported in accordance with the requirements of Appendix 8 at a frequency of 1,0 Hz. If ECU parameters are available, these may be obtained at a substantially higher frequency but the recording rate shall be 1,0 Hz. The PEMS analysers, flow-measuring instruments and sensors shall comply with the requirements laid down in Appendices 2 and 3. Table 1 Test parameters to be measured on a wet basis or to be corrected as described in point 8.1 of Appendix 4 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 method to be chosen according to point 4.7 parameter only mandatory if measurement required by Annex IIIA, section 2.1 to be determined only if necessary to verify the vehicle status and operating conditions may be calculated from THC and CH4 concentrations according to point 9.2 of Appendix 4 may be calculated from measured NO and NO2 concentrations Multiple parameter sources may be used. The preferable source is the ambient pressure sensor. Parameter Recommended unit Source THC concentration, ppm C1 Analyser CH4 concentration, ppm C1 Analyser NMHC concentration, ppm C1 Analyser CO concentration, ppm Analyser CO2 concentration ppm Analyser NOX concentration, ppm Analyser PN concentration #/m3 Analyser Exhaust mass flow rate kg/s EFM, any methods described in point 7 of Appendix 2 Ambient humidity % Sensor Ambient temperature K Sensor Ambient pressure kPa Sensor Vehicle speed km/h Sensor, GPS, or ECU Vehicle latitude Degree GPS Vehicle longitude Degree GPS Vehicle altitude, M GPS or Sensor Exhaust gas temperature K Sensor Engine coolant temperature K Sensor or ECU Engine speed rpm Sensor or ECU Engine torque Nm Sensor or ECU Torque at driven axle Nm Rim torque meter Pedal position % Sensor or ECU Engine fuel flow g/s Sensor or ECU Engine intake air flow g/s Sensor or ECU Fault status — ECU Intake air flow temperature K Sensor or ECU Regeneration status — ECU Engine oil temperature K Sensor or ECU Actual gear # ECU Desired gear (e.g. gear shift indicator) # ECU Other vehicle data unspecified ECU 3.3. Preparation of the vehicle The preparation of the vehicle shall include a general verification of the correct technical functioning of the test vehicle. 3.4. Installation of PEMS 3.4.1. General: The installation of the PEMS shall follow the instructions of the PEMS manufacturer and the local health and safety regulations. The PEMS should be installed as to 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 no contact with the exhaust gas to avoid artefacts at high engine load. 3.4.2. Permissible backpressure The installation and operation of the PEMS sampling probes shall not unduly increase the pressure at the exhaust outlet in a way that may influence the representativeness of the measurements. It is thus recommended that only one sampling probe is installed in the same plane. If technically feasible, any extension to facilitate the sampling or connection with the exhaust mass flow meter shall have an equivalent, or larger, cross sectional area than the exhaust pipe. 3.4.3. Exhaust mass flow meter Whenever used, the exhaust mass flow meter shall be attached to the vehicle's tailpipe(s) in accordance with 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. It is recommended to select the EFM in order to have the maximum expected flow rate during the test covering at least 75 % of the EFM full range. The installation of the EFM and any exhaust pipe adaptors or junctions shall not adversely affect the operation of the engine or exhaust after-treatment system. A minimum of four pipe diameters or 150 mm of straight tubing, whichever is larger, shall be placed at either side of the flow-sensing element. When testing a multi-cylinder engine with a branched exhaust manifold, it is recommended to position the exhaust mass flow meter downstream of where the manifolds combine and to increase the cross section of the piping such as to have an equivalent, or larger, cross sectional area from which to sample. If this is not feasible, exhaust flow measurements with several exhaust mass flow meters may be used. The wide variety of exhaust pipe configurations, dimensions and exhaust mass flow rates may require compromises, guided by good engineering judgement, when selecting and installing the EFM(s). It is permissible to install an EFM with a diameter smaller than that of the exhaust outlet or the total projected frontal area of multiple outlets, providing it improves measurement accuracy and does not adversely affect the operation or the exhaust after-treatment as specified in point 3.4.2. It is recommended to document the EFM set-up using photographs. 3.4.4. Global Positioning System (GPS) The GPS antenna should be mounted, e.g. at the highest possible location, as to ensure good reception of the satellite signal. The mounted GPS antenna shall interfere as little as possible with the vehicle operation. 3.4.5. Connection with the Engine Control Unit (ECU) If desired, relevant vehicle and engine parameters listed in Table 1 can be recorded by using a data logger connected with the ECU or the vehicle network through standards, such as ISO 15031-5 or SAE J1979, OBD-II, EOBD or WWH-OBD. If applicable, manufacturers shall disclose labels to allow the identification of required parameters. 3.4.6. Sensors and auxiliary equipment Vehicle speed sensors, temperature sensors, coolant thermocouples or any other measurement device not part of the vehicle shall be installed to measure the parameter under consideration in a representative, reliable and accurate manner without unduly interfering with the vehicle operation and the functioning of other analysers, flow-measuring instruments, sensors and signals. Sensors and auxiliary equipment shall be powered independently of the vehicle. It is permitted to power any safety-related illumination of fixtures and installations of PEMS components outside of the vehicle’s cabin by the vehicle’s battery. 3.5. Emissions sampling Emissions sampling shall be representative and conducted at locations of well-mixed exhaust where the influence of ambient air downstream of the sampling point is minimal. If applicable, emissions shall be sampled downstream of the exhaust mass flow meter, respecting a distance of at least 150 mm to the flow sensing element. The sampling probes shall be fitted at least 200 mm or three times the inner diameter of the exhaust pipe, whichever is larger, upstream of the point at which the exhaust exits the PEMS sampling installation into the environment. If the PEMS feeds back a flow to the tail pipe, this shall occur downstream of the sampling probe in a manner that does not affect during engine operation the nature of the exhaust gas at the sampling point(s). If the length of the sampling line is changed, the system transport times shall be verified and if necessary corrected. If the engine is equipped with an exhaust after-treatment system, the exhaust sample shall be taken downstream of the exhaust after-treatment system. When testing a vehicle with a 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 sampling probe shall be positioned downstream of where the manifolds combine. If this is technically not feasible, multi-point sampling at locations of well-mixed exhaust may be used, if approved by the Type Approval Authority. In this case, the number and location of sampling probes shall match as far as possible those of the exhaust mass flow meters. In case of unequal exhaust flows, proportional sampling or sampling with multiple analysers shall be considered. If 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 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 sampling probe shall be positioned downstream of the point where the manifolds combine. If this is technically not feasible, multi-point sampling at locations of well-mixed exhaust may be used. In this case, the number and location of sampling probes shall match as far as possible those of the exhaust mass flow meters. In case of unequal exhaust flows, proportional sampling or sampling with multiple analysers shall be considered. If hydrocarbons are measured, the sampling line shall be heated to 463 ± 10 K (190 ± 10 °C). For the measurement of other gaseous components with or without cooler, the sampling line shall be kept at a minimum of 333 K (60 °C) to avoid condensation and to ensure appropriate penetration efficiencies of the various gases. For low pressure sampling systems, the temperature can be lowered corresponding to the pressure decrease provided that the sampling system ensures a penetration efficiency of 95 % for all regulated gaseous pollutants. If particles are sampled and not diluted at the tailpipe, the sampling line from the raw exhaust sample point to the point of dilution or particle detector 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 detector. All parts of the sampling system from the exhaust pipe up to the particle detector, which are in contact with raw or diluted exhaust gas, shall be designed to minimize deposition of particles. All parts shall be made from antistatic material to prevent electrostatic effects. 4. PRE-TEST PROCEDURES 4.1. PEMS leak check After the installation of the PEMS is completed, a leak check shall be performed at least once for each PEMS-vehicle installation as prescribed by the PEMS manufacturer or as follows. The probe shall be disconnected from the exhaust system and the end plugged. The analyser pump shall be switched on. After an initial stabilization period all flow meters shall read approximately zero in the absence of a leak. Else, the sampling lines shall be checked and the fault be corrected. The leakage rate on the vacuum side shall not exceed 0.5 per cent of the in-use flow rate for the portion of the system being checked. The analyser flows and bypass flows may be used to estimate the in-use flow rate. Alternatively, the system may be evacuated to a pressure of at least 20 kPa vacuum (80 kPa absolute). After an initial stabilization period the pressure increase Δp (kPa/min) in the system shall not exceed: Δp=peVs× qvs× 0.005Alternatively, a concentration step change at the beginning of the sampling line shall be introduced by switching from zero to span gas while maintaining the same pressure conditions as under normal system operation. If for a correctly calibrated analyser after an adequate period of time the reading is ≤ 99 per cent compared to the introduced concentration, the leakage problem shall be corrected. 4.2. Starting and stabilizing the PEMS The PEMS shall be switched on, warmed up and stabilized in accordance with the specifications of the PEMS manufacturer until key functional parameters, e.g., pressures, temperatures and flows have reached their operating set points before test start. To ensure correct functioning, the PEMS may be kept switched on or can be warmed up and stabilized during vehicle conditioning. The system shall be free of errors and critical warnings. 4.3. Preparing the sampling system The sampling system, consisting of the sampling probe and sampling lines shall be prepared for testing by following the instruction of the PEMS manufacturer. It shall be ensured that the sampling system is clean and free of moisture condensation. 4.4. Preparing the Exhaust mass Flow Meter (EFM) If used for measuring the exhaust mass flow, the EFM shall be purged and prepared for operation in accordance with the specifications of the EFM manufacturer. This procedure shall, if applicable, remove condensation and deposits from the lines and the associated measurement ports. 4.5. Checking and calibrating the analysers for measuring gaseous emissions Zero and span calibration adjustments of the analysers shall be performed using calibration gases that meet the requirements of point 5 of Appendix 2. The calibration gases shall be chosen to match the range of pollutant concentrations expected during the RDE test. To minimize analyser drift, one should conduct the zero and span calibration of analysers at an ambient temperature that resembles, as closely as possible, the temperature experienced by the test equipment during the trip. 4.6. Checking the analyser for measuring particle emissions The zero level of the analyser shall be recorded by sampling HEPA filtered ambient air at an appropriate sampling point, usually at the inlet of the sampling line. The signal shall be recorded at a constant frequency which is a multiple of 1,0 Hz averaged over a period of 2 minutes; the final concentration shall be within the manufacturer's specifications, but shall not exceed 5 000 particles per cubic-centimetre. 4.7. Determining vehicle speed Vehicle speed shall be determined by at least one of the following methods: (a)a GPS; if vehicle speed is determined by a GPS, the total trip distance shall be checked against the measurements of another method according to point 7 of Appendix 4. (b)a sensor (e.g., optical or micro-wave sensor); if vehicle speed is determined by a sensor, the speed measurements shall comply with the requirements of point 8 of Appendix 2, or alternatively, the total trip distance determined by the sensor shall be compared with a reference distance obtained from a digital road network or topographic map. The total trip distance determined by the sensor shall deviate by no more than 4 % from the reference distance. (c)the ECU; if vehicle speed is determined by the ECU, the total trip distance shall be validated according to point 3 of Appendix 3 and the ECU speed signal adjusted, if necessary to fulfil the requirements of point 3.3 of Appendix 3. Alternatively, the total trip distance as determined by the ECU can be compared with a reference distance obtained from a digital road network or topographic map. The total trip distance determined by the ECU shall deviate by no more than 4 % from the reference. 4.8. Check of PEMS set up The correctness of connections with all sensors and, if applicable, the ECU shall be verified. If engine parameters are retrieved, it shall be ensured that the ECU reports values correctly (e.g., zero engine speed [rpm] while the combustion engine is in key-on-engine-off status). The PEMS shall function free of errors and critical warnings. 5. EMISSIONS TEST 5.1. Test start Test start (see Figure App.1.1) shall be defined by either: the first ignition of the internal combustion engine; or the first movement of the vehicle with speed greater than 1 km/h for OVC-HEVs and NOVC-HEVS starting with the internal combustion engine off. Sampling, measurement and recording of parameters shall begin prior to the test start. Before the test start it shall be confirmed that all necessary parameters are recorded by the data logger. 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. Figure App.1.1 Test Start Sequence 5.2. Test Sampling, measurement and recording of parameters shall continue throughout the on-road test of the vehicle. The engine may be stopped and started, but emissions sampling and parameter recording shall continue. Any warning signals, suggesting malfunctioning of the PEMS, shall be documented and verified. If any error signal(s) appear during the test, the test shall be voided. 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. 5.3. Test end The end of the test (see Figure App.1.2) is reached when the vehicle has completed the trip and either when: the internal combustion engine is switched off; or: for OVC-HEVs and NOVC-HEVS finishing the test with the internal combustion engine off, the vehicle stops and the speed is lower than or equal to 1 km/h. Excessive idling of the engine after the completion of the trip shall be avoided. The data recording shall continue until the response time of the sampling systems has elapsed. For vehicles with a signal detecting regeneration (see line 42 in the Transparency List 1 in Appendix 5 of Annex II), the OBD-check shall be performed and documented directly after data recording and before any further driven distance is driven. Figure App.1.2 Test End Sequence 6. POST-TEST PROCEDURE 6.1. Checking the analysers for measuring gaseous emissions The zero and span of the analysers of gaseous components shall be checked by using calibration gases identical to the ones applied under point 4.5 to evaluate the analyser's zero and response drift compared to the pre-test calibration. It is permissible to zero the analyser prior to verifying the span drift, if the zero drift was determined to be within the permissible range. The post-test drift check shall be completed as soon as possible after the test and before the PEMS, or individual analysers or sensors, are turned off or have switched into a non-operating mode. The difference between the pre-test and post-test results shall comply with the requirements specified in Table 2. Table 2 Permissible analyser drift over a PEMS test If the zero drift is within the permissible range, it is permissible to zero the analyser prior to verifying the span drift. Pollutant Absolute Zero response drift Absolute Span response drift CO2 ≤ 2 000 ppm per test ≤ 2 % of reading or ≤ 2 000 ppm per test, whichever is larger CO ≤ 75 ppm per test ≤ 2 % of reading or ≤ 75 ppm per test, whichever is larger NOX ≤ 5 ppm per test ≤ 2 % of reading or ≤ 5 ppm per test, whichever is larger CH4 ≤ 10 ppm C1 per test ≤ 2 % of reading or ≤ 10 ppm C1 per test, whichever is larger THC ≤ 10 ppm C1 per test ≤ 2 % of reading or ≤ 10 ppm C1 per test, whichever is larger If the difference between the pre-test and post-test results for the zero and span drift is higher than permitted, all test results shall be voided and the test repeated. 6.2. Checking the analyser for measuring particle emissions The zero level of the analyser shall be recorded in accordance with point 4.6. 6.3. Checking the on-road emission measurements The span gas concentration that was used for the calibration of the analysers in accordance with paragraph 4.5 at the test start shall cover at least 90 % of the concentration values obtained from 99 % of the measurement of the valid parts of the emissions test. It is permissible that 1 % of the total number of measurements used for evaluation exceeds the used span gas by up to a factor of two. If these requirements are not met, the test shall be voided. ## 2 Specifications and calibration of PEMS components and signals 1. INTRODUCTION This appendix sets out the specifications and calibration of PEMS components and signals. 2. SYMBOLS, PARAMETERS AND UNITS >larger than ≥larger than or equal to %per cent ≤smaller than or equal to Aundiluted CO2 concentration [%] a0y-axis intercept of the linear regression line a1slope of the linear regression line Bdiluted CO2 concentration [%] Cdiluted NO concentration [ppm] canalyser response in the oxygen interference test cFS,bfull scale HC concentration in step (b) [ppmC1] cFS,dfull scale HC concentration in step (d) [ppmC1] cHC(w/NMC)HC concentration with CH4 or C2H6 flowing through the NMC [ppmC1] cHC(w/o NMC)HC concentration with CH4 or C2H6 bypassing the NMC [ppmC1] cm,bmeasured HC concentration in step (b) [ppmC1] cm,dmeasured HC concentration in step (d) [ppmC1] cref,breference HC concentration in step (b) [ppmC1] cref,dreference HC concentration in step (d) [ppmC1] °Cdegree centigrade Dundiluted NO concentration [ppm] Deexpected diluted NO concentration [ppm] Eabsolute operating pressure [kPa] ECO2per cent CO2 quench E(dp)PEMS-PN analyser efficiency EEethane efficiency EH2Oper cent water quench EMmethane efficiency EO2oxygen interference Fwater temperature [K] Gsaturation vapour pressure [kPa] ggram gH2O/kggramme water per kilogram hhour Hwater vapour concentration [%] Hmmaximum water vapour concentration [%] Hzhertz Kkelvin kgkilogramme km/hkilometre per hour kPakilopascal maxmaximum value NOX,drymoisture-corrected mean concentration of the stabilized NOX recordings NOX,mmean concentration of the stabilized NOX recordings NOX,refreference mean concentration of the stabilized NOX recordings ppmparts per million ppmC1parts per million carbon equivalents r2coefficient of determination ssecond t0time point of gas flow switching [s] t10time point of 10 % response of the final reading t50time point of 50 % response of the final reading t90time point of 90 % response of the final reading tbdto be determined xindependent variable or reference value χminminimum value ydependent variable or measured value 3. LINEARITY VERIFICATION 3.1. General The accuracy and linearity of analysers, flow-measuring instruments, sensors and signals, shall be traceable to international or national standards. Any sensors or signals that are not directly traceable, e.g., simplified flow-measuring instruments shall be calibrated alternatively against chassis dynamometer laboratory equipment that has been calibrated against international or national standards. 3.2. Linearity requirements All analysers, flow-measuring instruments, sensors and signals shall comply with the linearity requirements given in Table 1. If air flow, fuel flow, the air-to-fuel ratio or the exhaust mass flow rate is obtained from the ECU, the calculated exhaust mass flow rate shall meet the linearity requirements specified in Table 1. Table 1 Linearity requirements of measurement parameters and systems optional to determine exhaust mass flow optional parameter The linearity check shall be verified with soot-like particles, as these are defined in point 6.2 To be updated based on error propagation and traceability charts. Measurement parameter/instrument χmin×a1− 1+ a0 Slopea1 Standard error SEE Coefficient of determination r2 Fuel flow rate ≤ 1 % max 0,98 – 1,02 ≤ 2 % ≥ 0,99 Air flow rate ≤ 1 % max 0,98 – 1,02 ≤ 2 % ≥ 0,99 Exhaust mass flow rate ≤ 2 % max 0,97 – 1,03 ≤ 3 % ≥ 0,99 Gas analysers ≤ 0,5 % max 0,99 – 1,01 ≤ 1 % ≥ 0,998 Torque ≤ 1 % max 0,98 – 1,02 ≤ 2 % ≥ 0,99 PN analysers ≤ 5 % max 0,85 – 1,15 ≤ 10 % ≥ 0,95 3.3. Frequency of linearity verification The linearity requirements pursuant to point 3.2 shall be verified: (a)for each gas analyser at least every 12 months or whenever a system repair or component change or modification is made that could influence the calibration; (b)for other relevant instruments, such as PN analysers, exhaust mass flow meters and traceably calibrated sensors, whenever damage is observed, as required by internal audit procedures or by the instrument manufacturer but no longer than one year before the actual test. The linearity requirements pursuant to point 3.2 for sensors or ECU signals that are not directly traceable shall be performed with a traceably calibrated measurement device on the chassis dynamometer once for each PEMS-vehicle setup. 3.4. Procedure of linearity verification 3.4.1. General requirements The relevant analysers, instruments and sensors shall be brought to their normal operating condition according to the recommendations of their manufacturer. The analysers, instruments and sensors shall be operated at their specified temperatures, pressures and flows. 3.4.2. General procedure The linearity shall be verified for each normal operating range by executing the following steps: (a)The analyser, flow-measuring instrument or sensor shall be set to zero by introducing a zero signal. For gas analysers, purified synthetic air or nitrogen shall be introduced to the analyser port via a gas path that is as direct and short as possible. (b)The analyser, flow-measuring instrument or sensor shall be spanned by introducing a span signal. For gas analysers, an appropriate span gas shall be introduced to the analyser port via a gas path that is as direct and short as possible. (c)The zero procedure of (a) shall be repeated. (d)The linearity shall be verified by introducing at least 10, approximately equally spaced and valid, reference values (including zero). The reference values with respect to the concentration of components, the exhaust mass flow rate or any other relevant parameter shall be chosen to match the range of values expected during the emissions test. For measurements of exhaust mass flow, reference points below 5 % of the maximum calibration value can be excluded from the linearity verification. (e)For gas analysers, known gas concentrations in accordance with point 5 shall be introduced to the analyser port. Sufficient time for signal stabilisation shall be given. (f)The values under evaluation and, if needed, the reference values shall be recorded at a constant frequency which is a multiple of 1,0 Hz over a period of 30 seconds. (g)The arithmetic mean values over the 30 seconds period shall be used to calculate the least squares linear regression parameters, with the best-fit equation having the form: y=a1x+ a0where: yis the actual value of the measurement system a1is the slope of the regression line xis the reference value a0is the y intercept of the regression line The standard error of estimate (SEE) of y on x and the coefficient of determination (r2) shall be calculated for each measurement parameter and system. (h)The linear regression parameters shall meet the requirements specified in Table 1. 3.4.3. Requirements for linearity verification on a chassis dynamometer Non-traceable flow-measuring instruments, sensors or ECU signals that cannot directly be calibrated according to traceable standards, shall be calibrated on a chassis dynamometer. The procedure shall follow as far as applicable, the requirements of Annex 4a to UN/ECE Regulation No 83. If necessary, the instrument or sensor to be calibrated shall be installed on the test vehicle and operated according to the requirements of Appendix 1. The calibration procedure shall follow whenever possible the requirements of point 3.4.2; at least 10 appropriate reference values shall be selected as to ensure that at least 90 % of the maximum value expected to occur during the RDE test is covered. If a not directly traceable flow-measuring instrument, sensor or ECU signal for determining exhaust flow is to be calibrated, a traceably calibrated reference exhaust mass flow meter or the CVS shall be attached to the vehicle’s tailpipe. It shall be ensured that the vehicle exhaust is accurately measured by the exhaust mass flow meter according to point 3.4.3 of Appendix 1. The vehicle shall be operated by applying constant throttle at a constant gear selection and chassis dynamometer load. 4. ANALYSERS FOR MEASURING GASEOUS COMPONENTS 4.1. Permissible types of analysers 4.1.1. Standard analysers The gaseous components shall be measured with analysers specified in points 1.3.1 to 1.3.5 of Appendix 3, Annex 4A to UN/ECE Regulation No 83, 07 series of amendments. If an NDUV analyser measures both NO and NO2, a NO2/NO converter is not required. 4.1.2. Alternative analysers Any analyser not meeting the design specifications of point 4.1.1 is permissible provided that it fulfils the requirements of point 4.2. The manufacturer shall ensure that the alternative analyser achieves an equivalent or higher measurement performance compared to a standard analyser over the range of pollutant concentrations and co-existing gases that can be expected from vehicles operated with permissible fuels under moderate and extended conditions of valid RDE testing as specified in points 5, 6 and 7 of this Annex. Upon request, the manufacturer of the analyser shall submit in writing supplemental information, demonstrating that the measurement performance of the alternative analyser is consistently and reliably in line with the measurement performance of standard analysers. Supplemental information shall contain: (a)a description of the theoretical basis and the technical components of the alternative analyser; (b)a demonstration of equivalency with the respective standard analyser specified in point 4.1.1 over the expected range of pollutant concentrations and ambient conditions of the type-approval test defined in Annex XXI to this Regulation as well as a validation test as described in point 3 of Appendix 3 for a vehicle equipped with a spark-ignition and compression-ignition engine; the manufacturer of the analyser shall demonstrate the significance of equivalency within the permissible tolerances given in point 3.3 of Appendix 3. (c)a demonstration of equivalency with the respective standard analyser specified in point 4.1.1 with respect to the influence of atmospheric pressure on the measurement performance of the analyser; the demonstration test shall determine the response to span gas having a concentration within the analyser range to check the influence of atmospheric pressure under moderate and extended altitude conditions defined in point 5.2 of this Annex. Such a test can be performed in an altitude environmental test chamber. (d)a demonstration of equivalency with the respective standard analyser specified in point 4.1.1 over at least three on-road tests that fulfil the requirements of this Annex. (e)a demonstration that the influence of vibrations, accelerations and ambient temperature on the analyser reading does not exceed the noise requirements for analysers set out in point 4.2.4. Approval authorities may request additional information to substantiate equivalency or refuse approval if measurements demonstrate that an alternative analyser is not equivalent to a standard analyser. 4.2. Analyser specifications 4.2.1. General In addition to the linearity requirements defined for each analyser in point 3, the compliance of analyser types with the specifications laid down in points 4.2.2 to 4.2.8 shall be demonstrated by the analyser manufacturer. Analysers shall have a measuring range and response time appropriate to measure with adequate accuracy the concentrations of the exhaust gas components at the applicable emissions standard under transient and steady state conditions. The sensitivity of the analysers to shocks, vibration, aging, variability in temperature and air pressure as well as electromagnetic interferences and other impacts related to vehicle and analyser operation shall be limited as far as possible. 4.2.2. Accuracy The accuracy, defined as the deviation of the analyser reading from the reference value, shall not exceed 2 % of reading or 0.3 % of full scale, whichever is larger. 4.2.3. Precision The precision, defined as 2.5 times the standard deviation of 10 repetitive responses to a given calibration or span gas, shall be no greater than 1 % of the full scale concentration for a measurement range equal or above 155 ppm (or ppmC1) and 2 % of the full scale concentration for a measurement range of below 155 ppm (or ppmC1). 4.2.4. Noise The noise shall not exceed 2 % of full scale. Each of the 10 measurement periods shall be interspersed with an interval of 30 seconds in which the analyser is exposed to an appropriate span gas. Before each sampling period and before each span period, sufficient time shall be given to purge the analyser and the sampling lines. 4.2.5. Zero response drift The drift of the zero response, defined as the mean response to a zero gas during a time interval of at least 30 seconds, shall comply with the specifications given in Table 2. 4.2.6. Span response drift The drift of the span response, defined as the mean response to a span gas during a time interval of at least 30 seconds, shall comply with the specifications given in Table 2. Table 2 Permissible zero and span response drift of analysers for measuring gaseous components under laboratory conditions Pollutant Absolute Zero response drift Absolute Span response drift CO2 ≤ 1 000 ppm over 4 h ≤ 2 % of reading or ≤ 1 000 ppm over 4 h, whichever is larger CO ≤ 50 ppm over 4 h ≤ 2 % of reading or ≤ 50 ppm over 4 h, whichever is larger PN 5 000 particles per cubic centimetre over 4 h According to manufacturer specifications NOX ≤ 5 ppm over 4 h ≤ 2 % of reading or 5 ppm over 4 h, whichever is larger CH4 ≤ 10 ppm C1 ≤ 2 % of reading or ≤ 10 ppm C1 over 4 h, whichever is larger THC ≤ 10 ppm C1 ≤ 2 % of reading or ≤ 10 ppm C1 over 4 h, whichever is larger 4.2.7. Rise time The rise time, defined as the time between the 10 per cent and 90 per cent response of the final reading (t90 – t10; see point 4.4), shall not exceed 3 seconds. 4.2.8. Gas drying Exhaust gases may be measured wet or dry. A gas-drying device, if used, shall have a minimal effect on the composition of the measured gases. Chemical dryers are not permitted. 4.3. Additional requirements 4.3.1. General The provisions in points 4.3.2 to 4.3.5 define additional performance requirements for specific analyser types and apply only to cases, in which the analyser under consideration is used for RDE emission measurements. 4.3.2. Efficiency test for NOX converters If 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. 4.3.3. Adjustment of the Flame Ionisation Detector (FID) (a) Optimization of the detector response If hydrocarbons are measured, the FID shall be adjusted at intervals specified by the analyser manufacturer by following point 2.3.1 of Appendix 3 of Annex 4a to UN/ECE Regulation No 83, 07 series of amendments. A propane-in-air or propane-in-nitrogen span gas shall be used to optimize the response in the most common operating range. (b) Hydrocarbon response factors If hydrocarbons are measured, the hydrocarbon response factor of the FID shall be verified by following the provisions of point 2.3.3 of Appendix 3 of Annex 4a to UN/ECE Regulation No 83, 07 series of amendments, using propane-in-air or propane-in-nitrogen as span gases and purified synthetic air or nitrogen as zero gases, respectively. (c) Oxygen interference check The oxygen interference check shall be performed when introducing a FID into service and after major maintenance intervals. A measuring range shall be chosen in which the oxygen interference check gases fall in the upper 50 per cent. The test shall be conducted with the oven temperature set as required. The specifications of the oxygen interference check gases are described in point 5.3. The following procedure applies: (i)The analyser shall be set at zero; (ii)The analyser shall be spanned with a 0 per cent oxygen blend for positive ignition engines and a 21 per cent oxygen blend for compression ignition engines; (iii)The zero response shall be rechecked. If it has changed by more than 0.5 per cent of full scale, steps (i) and (ii) shall be repeated; (iv)The 5 per cent and 10 per cent oxygen interference check gases shall be introduced; (v)The zero response shall be rechecked. If it has changed by more than ±1 per cent of full scale, the test shall be repeated; (vi)The oxygen interference EO2 shall be calculated for each oxygen interference check gas in step (iv) as follows: EO2=cref,d− ccref,d× 100where the analyser response is: c=cref,d× cFS,bcm,b×cm,bcFS,dwhere: cref,bis the reference HC concentration in step (ii) [ppmC1] cref,dis the reference HC concentration in step (iv) [ppmC1] cFS,bis the full scale HC concentration in step (ii) [ppmC1] cFS,dis the full scale HC concentration in step (iv) [ppmC1] cm,bis the measured HC concentration in step (ii) [ppmC1] cm,dis the measured HC concentration in step (iv) [ppmC1] (vii)The oxygen interference EO2 shall be less than ±1.5 per cent for all required oxygen interference check gases. (viii)If the oxygen interference EO2 is higher than ±1.5 per cent, corrective action may be taken by incrementally adjusting the air flow (above and below the manufacturer's specifications), the fuel flow and the sample flow. (ix)The oxygen interference check shall be repeated for each new setting. 4.3.4. Conversion efficiency of the non-methane cutter (NMC) If hydrocarbons are analysed, a NMC can be used to remove non-methane hydrocarbons from the gas sample by oxidizing all hydrocarbons except methane. Ideally, the conversion for methane is 0 per cent and for the other hydrocarbons represented by ethane is 100 per cent. For the accurate measurement of NMHC, the two efficiencies shall be determined and used for the calculation of the NMHC emissions (see point 9.2 of Appendix 4). It is not necessary to determine the methane conversion efficiency in case the NMC-FID is calibrated according to method (b) in point 9.2 of Appendix 4 by passing the methane/air calibration gas through the NMC. (a) Methane conversion efficiency Methane calibration gas shall be flown through the FID with and without bypassing the NMC; the two concentrations shall be recorded. The methane efficiency shall be determined as: EM=1−cHCw∕NMCcHCw∕oNMCwhere: cHC(w/NMC)is the HC concentration with CH4 flowing through the NMC [ppmC1] cHC(w/o NMC)is the HC concentration with CH4 bypassing the NMC [ppmC1] (b) Ethane conversion efficiency Ethane calibration gas shall be flown through the FID with and without bypassing the NMC; the two concentrations shall be recorded. The ethane efficiency shall be determined as: EE=1−cHCw∕NMCcHCw∕oNMCwhere: cHC(w/NMC)is the HC concentration with C2H6 flowing through the NMC [ppmC1] cHC(w/o NMC)is the HC concentration with C2H6 bypassing the NMC [ppmC1] 4.3.5. Interference effects (a) General Other gases than the ones being analysed can affect the analyser reading. A check for interference effects and the correct functionality of analysers shall be performed by the analyser manufacturer prior to market introduction at least once for each type of analyser or device addressed in points (b) to (f). (b) CO analyser interference check Water and 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. (c) NOX analyser quench check The 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 utilize H2O or CO2 measurement analysers or both, quench shall be evaluated with these analysers active and with the compensation algorithms applied. (i) CO2 quench check A 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: ECO2= 1−C× AD× A−D× B× 100where: Ais the undiluted CO2 concentration measured with the NDIR [%] Bis the diluted CO2 concentration measured with the NDIR [%] Cis the diluted NO concentration measured with the CLD or HCLD [ppm] Dis the undiluted NO concentration measured with the CLD or HCLD [ppm] Alternative 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. (ii) Water quench check This check applies to measurements of wet gas concentrations only. The calculation of water quench shall consider dilution of the NO span gas with water vapour and the scaling of the water vapour concentration in the gas mixture to concentration levels that are expected to occur during an emissions test. A NO span gas having a concentration of 80 per cent to 100 per cent of full scale of the normal operating range shall be passed through the CLD or HCLD; the NO value shall be recorded as D. The NO span gas shall then be bubbled through water at room temperature and passed through the CLD or HCLD; the NO value shall be recorded as C. The analyser's absolute operating pressure and the water temperature shall be determined and recorded as E and F, respectively. The mixture's saturation vapour pressure that corresponds to the water temperature of the bubbler F shall be determined and recorded as G. The water vapour concentration H [%] of the gas mixture shall be calculated as: H=GE×100 The expected concentration of the diluted NO-water vapour span gas shall be recorded as De after being calculated as: De=D×1−H100For diesel exhaust, the maximum concentration of water vapour in the exhaust gas (in per cent) expected during the test shall be recorded as Hm 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: Hm=0,9× AThe per cent water quench shall be calculated as: EH2O=De− CDe×HmH× 100where: Deis the expected diluted NO concentration [ppm] Cis the measured diluted NO concentration [ppm] Hmis the maximum water vapour concentration [%] His the actual water vapour concentration [%] (iii) Maximum allowable quench The combined CO2 and water quench shall not exceed 2 per cent of full scale. (d) Quench check for NDUV analysers Hydrocarbons and water can positively interfere with NDUV analysers by causing a response similar to that of NOX. The manufacturer of the NDUV analyser shall use the following procedure to verify that quench effects are limited: (i)The analyser and chiller shall be set up by following the operating instructions of the manufacturer; adjustments should be made as to optimise the analyser and chiller performance. (ii)A zero calibration and span calibration at concentration values expected during emissions testing shall be performed for the analyser. (iii)A NO2 calibration gas shall be selected that matches as far as possible the maximum NO2 concentration expected during emissions testing. (iv)The NO2 calibration gas shall overflow at the gas sampling system's probe until the NOX response of the analyser has stabilised. (v)The mean concentration of the stabilized NOX recordings over a period of 30 s shall be calculated and recorded as NOX,ref. (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. (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 stabilized. (viii)The mean concentration of the stabilized NOX recordings over a period of 30 s shall be calculated and recorded as NOX,m. (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. The calculated NOX,dry shall at least amount to 95 % of NOX,ref. (e) Sample dryer A 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 Hm 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. (f) Sample dryer NO2 penetration Liquid 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 emission testing. 4.4. Response time check of the analytical system For the response time check, the settings of the analytical system shall be exactly the same as during the emissions test (i.e. pressure, flow rates, filter settings in the analysers and all other parameters influencing the response time). The response time shall be determined with gas switching directly at the inlet of the sample probe. The gas switching shall be done in less than 0.1 second. The gases used for the test shall cause a concentration change of at least 60 per cent full scale of the analyser. The concentration trace of each single gas component shall be recorded. The delay time is defined as the time from the gas switching (t0) until the response is 10 per cent of the final reading (t10). The rise time is defined as the time between 10 per cent and 90 per cent response of the final reading (t90 – t10). The system response time (t90) consists of the delay time to the measuring detector and the rise time of the detector. For time alignment of the analyser and exhaust flow signals, the transformation time is defined as the time from the change (t0) until the response is 50 per cent of the final reading (t50). The system response time shall be ≤ 12 s with a rise time of ≤ 3 seconds for all components and all ranges used. When using a NMC for the measurement of NMHC, the system response time may exceed 12 seconds. 5. GASES 5.1. Calibration and span gases for RDE tests 5.1.1. General The shelf life of calibration and span gases shall be respected. Pure as well as mixed calibration and span gases shall fulfil the specifications of Sub-Annex 5 of Annex XXI to this Regulation. 5.1.2. NO2 calibration gas 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 the NO2 calibration gas shall not exceed 5 per cent of the NO2 content. 5.1.3. Multicomponent mixtures Only multicomponent mixtures which fulfil the requirements of point 5.1.1. shall be used. These mixtures may contain two or more of the components. Multicomponent mixtures containing both NO and NO2 are exempted of the NO2 impurity requirement set out in points 5.1.1 and 5.1.2. 5.2. Gas dividers Gas 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. Optionally, the gas divider may be checked with an instrument which by nature is linear, e.g. using NO gas in combination with a CLD. The span value of the instrument shall be adjusted with the span gas directly connected to the instrument. The gas divider shall be checked at the settings typically used and the nominal value shall be compared with the concentration measured by the instrument. The difference shall in each point be within ±1 per cent of the nominal concentration value. 5.3. Oxygen interference check gases Oxygen interference check gases consist of a blend of propane, oxygen and nitrogen and shall contain propane at a concentration of 350 ± 75 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. Table 3 Oxygen interference check gases Engine type Compression ignition Positive ignition O2 concentration 21 ± 1 % 10 ± 1 % 10 ± 1 % 5 ± 1 % 5 ± 1 % 0,5 ± 0,5 % 6. ANALYSERS FOR MEASURING (SOLID) PARTICLE EMISSIONS This sections will define future requirement for analysers for measuring particle number emissions, once their measurement becomes mandatory. 6.1. General The PN analyser shall consist of a pre-conditioning unit and a particle detector that counts with 50 % efficiency from approximately 23 nm. It is permissible that the particle detector also pre-conditions the aerosol. 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 and shall be clearly stated by the equipment manufacturer in its support material. The PN analyser shall only be used within its manufacturer’s declared parameters of operation. Figure 1 Example of a PN analyser setup: Dotted lines depict optional parts. EFM = Exhaust mass Flow Meter, d = inner diameter, PND = Particle Number Diluter. The PN analyser shall be connected to the sampling point via a sampling probe which extracts a sample from the centreline of the tailpipe tube. As specified in point 3.5 of Appendix 1, if particles are not diluted at the tailpipe, the sampling line shall be heated to a minimum temperature of 373 K (100 °C) until the point of first dilution of the PN analyser or the particle detector of the analyser. The residence time in the sampling line shall be less than 3 s. All parts in contact with the sampled exhaust gas shall be always kept at a temperature that avoids condensation of any compound in the device. This can be achieved, e.g. by heating at a higher temperature and diluting the sample or oxidizing the (semi)volatile species. The PN analyser shall include a heated section at wall temperature ≥ 573 K. The unit shall control the heated stages to constant nominal operating temperatures, within a tolerance of ± 10 K and provide an indication of whether or not heated stages are at their correct operating temperatures. Lower temperatures are acceptable as long as the volatile particle removal efficiency fulfils the specifications of 6.4. Pressure, temperature and other sensors shall monitor the proper operation of the instrument during operation and trigger a warning or message in case of malfunction. The delay time of the PN analyser shall be ≤ 5 s. The PN analyser (and/or particle detector) shall have a rise time of ≤ 3,5 s. Particle concentration measurements shall be reported normalised to 273 K and 101,3 kPa. If necessary, the pressure and/or temperature at the inlet of the detector shall be measured and reported for the purposes of normalizing the particle concentration. PN systems that comply with the calibration requirements of the UNECE Regulations 83 or 49 or GTR 15 automatically comply with the calibration requirements of this Annex. 6.2. Efficiency requirements The complete PN analyser system including the sampling line shall fulfil the efficiency requirements of Table 3a. Table 3a PN analyser (including the sampling line) system efficiency requirements dp [nm] Sub-23 23 30 50 70 100 200 E(dp) PN analyser To be determined 0,2 – 0,6 0,3 – 1,2 0,6 – 1,3 0,7 – 1,3 0,7 – 1,3 0,5 – 2,0 Efficiency E(dp) is defined as the ratio in the readings of the PN analyser system to a reference Condensation Particle Counter (CPC)’s (d50 % = 10 nm or lower, checked for linearity and calibrated with an electrometer) or an Electrometer’s number concentration measuring in parallel monodisperse aerosol of mobility diameter dp and normalized at the same temperature and pressure conditions. The efficiency requirements will need to be adapted, in order to make sure that the efficiency of the PN analysers remains consistent with the margin PN. The material should be thermally stable soot-like (e.g. spark discharged graphite or diffusion flame soot with thermal pre-treatment). If the efficiency curve is measured with a different aerosol (e.g. NaCl), the correlation to the soot-like curve must be provided as a chart, which compares the efficiencies obtained using both test aerosols. The differences in the counting efficiencies have to be taken into account by adjusting the measured efficiencies based on the provided chart to give soot-like aerosol efficiencies. The correction for multiply charged particles should be applied and documented but shall not exceed 10 %. These efficiencies refer to the PN analysers with the sampling line. The PN analyser can also be calibrated in parts (i.e. the pre-conditioning unit separately from the particle detector) as long as it is proven that PN analyser and the sampling line together fulfil the requirements of Table 3a. The measured signal from the detector shall be > 2 times the limit of detection (here defined as the zero level plus 3 standard deviations). 6.3. Linearity requirements The PN analyser including the sampling line shall fulfil the linearity requirements of point 3.2 in Appendix 2 using monodisperse or polydisperse soot-like particles. The particle size (mobility diameter or count median diameter) should be larger than 45 nm. The reference instrument shall be an Electrometer or a Condensation Particle Counter (CPC) with d50 = 10 nm or lower, verified for linearity. Alternatively, a particle number system compliant with UNECE Regulation 83. In addition the differences of the PN analyser from the reference instrument at all points checked (except the zero point) shall be within 15 % of their mean value. At least 5 points equally distributed (plus the zero) shall be checked. The maximum checked concentration shall be the maximum allowed concentration of the PN analyser. If the PN analyser is calibrated in parts, then the linearity can be checked only for the PN detector, but the efficiencies of the rest parts and the sampling line have to be considered in the slope calculation. 6.4. Volatile removal efficiency The system shall achieve > 99 % removal of ≥ 30 nm tetracontane (CH3(CH2)38CH3) particles with an inlet concentration of ≥ 10 000 particles per cubic-centimetre at the minimum dilution. The system shall also achieve a > 99 % removal efficiency of polydisperse alcane (decane or higher) or emery oil with count median diameter > 50 nm and mass > 1 mg/m3. The volatile removal efficiency with tetracontane and/or polydisperse alcane or oil have to be proven only once for the instrument family. The instrument manufacturer though has to provide the maintenance or replacement interval that ensures that the removal efficiency does not drop below the technical requirements. If such information is not provided, the volatile removal efficiency has to be checked yearly for each instrument. 7. INSTRUMENTS FOR MEASURING EXHAUST MASS FLOW 7.1. General Instruments, sensors or signals for measuring the exhaust mass flow rate shall have a measuring range and response time appropriate for the accuracy required to measure the exhaust mass flow rate under transient and steady state conditions. The sensitivity of instruments, sensors and signals to shocks, vibration, aging, variability in temperature, ambient air pressure, electromagnetic interferences and other impacts related to vehicle and instrument operation shall be on a level as to minimize additional errors. 7.2. Instrument specifications The exhaust mass flow rate shall be determined by a direct measurement method applied in either of the following instruments: (a)Pitot-based flow devices; (b)Pressure differential devices like flow nozzle (details see ISO 5167); (c)Ultrasonic flow meter; (d)Vortex flow meter. Each individual exhaust mass flow meter shall fulfil the linearity requirements set out in point 3. Furthermore, the instrument manufacturer shall demonstrate the compliance of each type of exhaust mass flow meter with the specifications in points 7.2.3 to 7.2.9. It is permissible to calculate the exhaust mass flow rate based on air flow and fuel flow measurements obtained from traceably calibrated sensors if these fulfil the linearity requirements of point 3, the accuracy requirements of point 8 and if the resulting exhaust mass flow rate is validated according to point 4 of Appendix 3. In addition, other methods that determine the exhaust mass flow rate based on not directly traceable instruments and signals, such as simplified exhaust mass flow meters or ECU signals are permissible if the resulting exhaust mass flow rate fulfils the linearity requirements of point 3 and is validated according to point 4 of Appendix 3. 7.2.1. Calibration and verification standards The measurement performance of exhaust mass flow meters shall be verified with air or exhaust gas against a traceable standard such as, e.g. a calibrated exhaust mass flow meter or a full flow dilution tunnel. 7.2.2. Frequency of verification The compliance of exhaust mass flow meters with points 7.2.3 and 7.2.9 shall be verified no longer than one year before the actual test. 7.2.3. Accuracy The accuracy of the EFM, defined as the deviation of the EFM reading from the reference flow value, shall not exceed ± 3 percent of the reading, 0,5 % of full scale or ± 1,0 per cent of the maximum flow at which the EFM has been calibrated, whichever is larger. 7.2.4. Precision The precision, defined as 2,5 times the standard deviation of 10 repetitive responses to a given nominal flow, approximately in the middle of the calibration range, shall not exceed 1 per cent of the maximum flow at which the EFM has been calibrated. 7.2.5. Noise The noise shall not exceed 2 per cent of the maximum calibrated flow value. Each of the 10 measurement periods shall be interspersed with an interval of 30 seconds in which the EFM is exposed to the maximum calibrated flow. 7.2.6. Zero response drift The zero response drift is defined as the mean response to zero flow during a time interval of at least 30 seconds. The zero response drift can be verified based on the reported primary signals, e.g., pressure. The drift of the primary signals over a period of 4 hours shall be less than ±2 per cent of the maximum value of the primary signal recorded at the flow at which the EFM was calibrated. 7.2.7. Span response drift The span response drift is defined as the mean response to a span flow during a time interval of at least 30 seconds. The span response drift can be verified based on the reported primary signals, e.g., pressure. The drift of the primary signals over a period of 4 hours shall be less than ± 2 per cent of the maximum value of the primary signal recorded at the flow at which the EFM was calibrated. 7.2.8. Rise time The rise time of the exhaust flow instruments and methods should match as far as possible the rise time of the gas analysers as specified in point 4.2.7 but shall not exceed 1 second. 7.2.9. Response time check The response time of exhaust mass flow meters shall be determined by applying similar parameters as those applied for the emissions test (i.e., pressure, flow rates, filter settings and all other response time influences). The response time determination shall be done with gas switching directly at the inlet of the exhaust mass flow meter. The gas flow switching shall be done as fast as possible, but highly recommended in less than 0,1 second. The gas flow rate used for the test shall cause a flow rate change of at least 60 per cent full scale of the exhaust mass flow meter. The gas flow shall be recorded. The delay time is defined as the time from the gas flow switching (t0) until the response is 10 per cent (t10) of the final reading. The rise time is defined as the time between 10 per cent and 90 per cent response (t90 – t10) of the final reading. The response time (t90) 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 (t90 – t10) of ≤ 1 second in accordance with point 7.2.8. 8. SENSORS AND AUXILIARY EQUIPMENT Any sensor and auxiliary equipment used to determine, e.g., temperature, atmospheric pressure, ambient humidity, vehicle speed, fuel flow or intake air flow shall not alter or unduly affect the performance of the vehicle’s engine and exhaust after-treatment system. The accuracy of sensors and auxiliary equipment shall fulfil the requirements of Table 4. Compliance with the requirements of Table 4 shall be demonstrated at intervals specified by the instrument manufacturer, as required by internal audit procedures or in accordance with ISO 9000. Table 4 Accuracy requirements for measurement parameters optional to determine exhaust mass flow This requirement applies to the speed sensor only; if vehicle speed is used to determine parameters like acceleration, the product of speed and positive acceleration, or RPA, the speed signal shall have an accuracy of 0,1 % above 3 km/h and a sampling frequency of 1 Hz. This accuracy requirement can be met by using the signal of a wheel rotational speed sensor. 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. Measurement parameter Accuracy Fuel flow ± 1 % of reading Air flow ± 2 % of reading Vehicle speed ± 1,0 km/h absolute Temperatures ≤600 K ± 2 K absolute Temperatures >600 K ± 0,4 % of reading in Kelvin Ambient pressure ± 0,2 kPa absolute Relative humidity ± 5 % absolute Absolute humidity ± 10 % of reading or, 1 gH2O/kg dry air, whichever is larger ## 3 Validation of PEMS and non-traceable exhaust mass flow rate 1. INTRODUCTION This appendix describes the requirements to validate under transient conditions the functionality of the installed PEMS as well as the correctness of the exhaust mass flow rate obtained from non-traceable exhaust mass flow meters or calculated from ECU signals. 2. SYMBOLS, PARAMETERS AND UNITS %per cent #/kmnumber per kilometre a0y intercept of the regression line a1slope of the regression line g/kmgramme per kilometre Hzhertz kmkilometre mmetre mg/kmmilligramme per kilometre r2coefficient of determination xactual value of the reference signal yactual value of the signal under validation 3. VALIDATION PROCEDURE FOR PEMS 3.1. Frequency of PEMS validation It is recommended to validate the installed PEMS once for each PEMS-vehicle combination either before the RDE test or, alternatively, after the completion of the test. 3.2. PEMS validation procedure 3.2.1. PEMS installation The PEMS shall be installed and prepared according to the requirements of Appendix 1. The PEMS installation shall be kept unchanged in the time period between the validation and the RDE test. 3.2.2. Test conditions The validation test shall be conducted on a chassis dynamometer, as far as possible, under type approval conditions by following the requirements of Annex XXI to this Regulation. It is recommended to feed the exhaust flow extracted by the PEMS during the validation test back to the CVS. If this is not feasible, the CVS results shall be corrected for the extracted exhaust mass. If the exhaust mass flow rate is validated with an exhaust mass flow meter, it is recommended to cross-check the mass flow rate measurements with data obtained from a sensor or the ECU. 3.2.3. Data analysis The total distance-specific emissions [g/km] measured with laboratory equipment shall be calculated in accordance to Sub-Annex 7 of Annex XXI. The emissions as measured with the PEMS shall be calculated in accordance with point 9 of Appendix 4, summed to give the total mass of pollutant emissions [g] and then divided by the test distance [km] as obtained from the chassis dynamometer. The total distance-specific mass of pollutants [g/km], as determined by the PEMS and the reference laboratory system, shall be evaluated against the requirements specified in point 3.3. For the validation of NOX emission measurements, humidity correction shall be applied in accordance with Sub-Annex 7 of Annex XXI to this Regulation. 3.3. Permissible tolerances for PEMS validation The PEMS validation results shall fulfil the requirements given in Table 1. If any permissible tolerance is not met, corrective action shall be taken and the PEMS validation shall be repeated. Table 1 Permissible tolerances 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 parameter only mandatory if measurement required by point 2.1 of this Annex. PMP system. Parameter [Unit] Permissible absolute tolerance Distance [km] 250 m of the laboratory reference THC [mg/km] 15 mg/km or 15 % of the laboratory reference, whichever is larger CH4 [mg/km] 15 mg/km or 15 % of the laboratory reference, whichever is larger NMHC [mg/km] 20 mg/km or 20 % of the laboratory reference, whichever is larger PN [#/km] 1•1011 p/km or 50 % of the laboratory reference whichever is larger CO [mg/km] 150 mg/km or 15 % of the laboratory reference, whichever is larger CO2 [g/km] 10 g/km or 10 % of the laboratory reference, whichever is larger NOx [mg/km] 15 mg/km or 15 % of the laboratory reference, whichever is larger 4. VALIDATION PROCEDURE FOR THE EXHAUST MASS FLOW RATE DETERMINED BY NON-TRACEABLE INSTRUMENTS AND SENSORS 4.1. Frequency of validation In addition to fulfilling the linearity requirements of point 3 of Appendix 2 under steady-state conditions, the linearity of non-traceable exhaust mass flow meters or the exhaust mass flow rate calculated from non-traceable sensors or ECU signals shall be validated under transient conditions for each test vehicle against a calibrated exhaust mass flow meter or the CVS. 4.2. Validation procedure The validation shall be conducted on a chassis dynamometer under type approval conditions, as far as applicable. 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 to this Annex. 4.3. Requirements The linearity requirements given in Table 2 shall be fulfilled. If any permissible tolerance is not met, corrective action shall be taken and the validation shall be repeated. Table 2 Linearity requirements of calculated and measured exhaust mass flow Measurement parameter/system a0 Slope a1 Standard errorSEE Coefficient of determinationr2 Exhaust mass flow 0,0 ± 3,0 kg/h 1,00 ± 0,075 ≤10 % max ≥ 0,90 ## 4 Determination of emissions 1. INTRODUCTION This Appendix describes the procedure to determine the instantaneous mass and particle number emissions [g/s; #/s] that shall be used for the subsequent evaluation of an RDE trip and the calculation of the final emission result as described in Appendix 6. 2. SYMBOLS, PARAMETERS AND UNITS %per cent RF L 2 RFk=1rk 2.2. RDE result evaluation factor for vehicles with ICE and NOVC-HEV The value of the RDE result evaluation factor depends on the ratio r k between the distance specific CO 2 emissions measured during the RDE test and the distance-specific CO 2 emitted by the vehicle over the WLTP test conducted in accordance with Sub-Annex 6 to Annex XXI of this Regulation, obtained from point 12 of the Transparency list 1 of Appendix 5 of Annex II with interpolation between vehicle H and vehicle L (if relevant) as defined in Sub-Annex 7 of Annex XXI, using Test mass and Road load coefficients (F0, F1 & F2) obtained from the Certificate of Conformity for the individual vehicle as defined in Annex IX. For the urban emissions, the relevant phases of the WLTP driving cycle shall be: a))for ICE vehicles the first two WLTP phases, i.e. the Low and the Medium speed phases, b))for NOVC-HEVs the whole WLTP driving cycle. rk=MCO2,RDE,kMCO2,WLTP,k 2.3. RDE result evaluation factor for OVC-HEV The value of the RDE result evaluation factor depends on the ratio r k between the distance-specific CO 2 emissions measured during the RDE test and the distance-specific CO 2 emitted by the vehicle over the WLTP test conducted using the Charge Sustaining mode in accordance with Sub-Annex 6 to Annex XXI of this Regulation, obtained from point 12 of the Transparency list 1 of Appendix 5 of Annex II with interpolation between vehicle H and vehicle L (if relevant) as defined in Sub-Annex 7 of Annex XXI, using Test mass and Road load coefficients (F0, F1 & F2) obtained from the Certificate of Conformity for the individual vehicle as defined in Annex IX. The ratio r k is corrected by a ratio reflecting the respective usage of the internal combustion engine during the RDE trip and on the WLTP test, to be conducted using the charge sustaining mode. The formula below shall be subject to review by the Secretary of State and shall be revised as a result of technical progress. For either the urban or the total driving: rk=MCO2,RDE,kMCO2,WLTP,k−CS,t×0,85ICk where IC k is the ratio of the distance driven either in urban or total trip with the combustion engine on divided by the total urban or total trip distance: ICk=dICE,kdICE,k+dEV,k With determination of combustion engine operation in accordance with Appendix 4 Paragraph 5. ## 7 Selection of vehicles for PEMS testing at initial type approval 1. INTRODUCTION Due to their particular characteristics, PEMS tests shall not be required for each vehicle type with regard to emissions and vehicle repair and maintenance information as defined in Article 2(1), hereinafter ‘vehicle emission type’. Several vehicle emission types and several vehicles with different declared maximum RDE values in accordance with Part I of Annex VIII to Commission Implementing Regulation (EU) 2020/683 may be put together by the vehicle manufacturer to form a PEMS test family in accordance with the requirements of point 3, which shall be validated in accordance with the requirements of point 4. 2. SYMBOLS, PARAMETERS AND UNITS NNumber of vehicle emission types NTMinimum number of vehicle emission types PMRHhighest power-to-mass-ratio of all vehicles in the PEMS test family PMRLlowest power-to-mass-ratio of all vehicles in the PEMS test family V_eng_maxmaximum engine volume of all vehicles within the PEMS test family 3. PEMS TEST FAMILY BUILDING A PEMS test family shall comprise finished vehicles with similar emission characteristics. Vehicle emission types may be included in a PEMS test family only as long as the completed vehicles within a PEMS test family are identical with respect to the characteristics in points 3.1 and 3.2. 3.1. Administrative criteria 3.1.1. The approval authority issuing the emission type approval in accordance with Regulation (EC) No 715/2007 (‘authority’) 3.1.2. The manufacturer having received the emission type approval in accordance with Regulation (EC) No 715/2007. 3.2. Technical criteria 3.2.1. Propulsion type (e.g. ICE, HEV, PHEV) 3.2.2. Type(s) of fuel(s) (e.g. petrol, diesel, LPG, NG, …). Bi- or flex-fuelled vehicles may be grouped with other vehicles, with which they have one of the fuels in common. 3.2.3. Combustion process (e.g. two stroke, four stroke) 3.2.4. Number of cylinders 3.2.5. Configuration of the cylinder block (e.g. in-line, V, radial, horizontally opposed) 3.2.6. Engine volume The vehicle manufacturer shall specify a value V_eng_max (= maximum engine volume of all vehicles within the PEMS test family). The engine volumes of vehicles in the PEMS test family shall not deviate more than – 22 % from V_eng_max if V_eng_max ≥ 1 500 ccm and – 32 % from V_eng_max if V_eng_max < 1 500 ccm. 3.2.7. Method of engine fuelling (e.g. indirect or direct or combined injection) 3.2.8. Type of cooling system (e.g. air, water, oil) 3.2.9. Method of aspiration such as naturally aspirated, pressure charged, type of pressure charger (e.g. externally driven, single or multiple turbo, variable geometries …) 3.2.10. Types and sequence of exhaust after-treatment components (e.g. three-way catalyst, oxidation catalyst, lean NOx trap, SCR, lean NOx catalyst, particulate trap). 3.2.11. Exhaust gas recirculation (with or without, internal/external, cooled/non-cooled, low/high pressure) 3.3. Extension of a PEMS test family An existing PEMS test family may be extended by adding new vehicle emission types to it. The extended PEMS test family and its validation must also fulfil the requirements of points 3 and 4. This may in particular require the PEMS testing of additional vehicles to validate the extended PEMS test family according to point 4. 3.4. Alternative PEMS test family As an alternative to the provisions of points 3.1 to 3.2 the vehicle manufacturer may define a PEMS test family, which is identical to a single vehicle emission type. In this the requirement of point 4.1.2 for validating the PEMS test family shall not apply. 4. VALIDATION OF A PEMS TEST FAMILY 4.1. General requirements for validating a PEMS test family 4.1.1. The vehicle manufacturer presents a representative vehicle of the PEMS test family to the authority. The vehicle shall be subject to a PEMS test carried out by a Technical Service to demonstrate compliance of the representative vehicle with the requirements of this Annex. 4.1.2. The authority selects additional vehicles according to the requirements of point 4.2 of this Appendix for PEMS testing carried out by a Technical Service to demonstrate compliance of the selected vehicles with the requirements of this Annex. The technical criteria for selection of an additional vehicle according to point 4.2 of this Appendix. shall be recorded with the test results. 4.1.3. With agreement of the authority, a PEMS test can also be driven by a different operator witnessed by a Technical Service, provided that at least the tests of the vehicles required by points 4.2.2 and 4.2.6 of this Appendix and in total at least 50 % of the PEMS tests required by this Appendix for validating the PEMS test family are driven by a Technical Service. In such case the Technical Service remains responsible for the proper execution of all PEMS tests pursuant to the requirements of this Annex. 4.1.4. A PEMS test results of a specific vehicle may be used for validating different PEMS test families according to the requirements of this Appendix under the following conditions: the vehicles included in all PEMS test families to be validated are approved by a single authority according to the requirements of Regulation (EC) 715/2007 and this authority agrees to the use of the specific vehicle's PEMS test results for validating different PEMS test families; each PEMS test family to be validated includes a vehicle emission type, which comprises the specific vehicle; For each validation the applicable responsibilities are considered to be borne by the manufacturer of the vehicles in the respective family, regardless of whether this manufacturer was involved in the PEMS test of the specific vehicle emission type. 4.2. Selection of vehicles for PEMS testing when validating a PEMS test family By selecting vehicles from a PEMS test family it should be ensured that the following technical characteristics relevant for pollutant emissions are covered by a PEMS test. One vehicle selected for testing can be representative for different technical characteristics. For the validation of a PEMS test family vehicles shall be selected for PEMS testing as follows: 4.2.1.For each combination of fuels (e.g. petrol-LPG, petrol-NG, petrol only), on which some vehicle of the PEMS test family can operate, at least one vehicle that can operate on this combination of fuels shall be selected for PEMS testing. 4.2.2.The manufacturer shall specify a value 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. 4.2.3.At least one vehicle for each transmission type (e.g., manual, automatic, DCT) installed in vehicles of the PEMS test family shall be selected for testing. 4.2.4.At least one four-wheel drive vehicle (4x4 vehicle) shall be selected for testing if such vehicles are part of the PEMS test family. 4.2.5.For each engine volume occurring on a vehicle in the PEMS family at least one representative vehicle shall be tested. 4.2.6.... 4.2.7.At least one vehicle in the PEMS family shall be tested in hot start testing. 4.2.8.Notwithstanding the provisions in points 4.2.1 to 4.2.6, at least the following number of vehicle emission types of a given PEMS test family shall be selected for testing: NT shall be rounded to the next higher integer number. When there is only one vehicle emission type in a PEMS test family, the type approval authority shall decide whether the vehicle shall be tested in hot or cold start condition. Number N of vehicle emission types in a PEMS test family Minimum number NT of vehicle emission types selected for PEMS cold start testing Minimum number NT of vehicle emission types selected for PEMS hot start testing 1 1 1 From 2 to 4 2 1 from 5 to 7 3 1 from 8 to 10 4 1 from 11 to 49 NT = 3 + 0,1 x N 2 more than 49 NT = 0,15 x N 3 5. REPORTING 5.1. The vehicle manufacturer provides a full description of the PEMS test family, which includes in particular the technical criteria described in point 3.2 and submits it to the authority. 5.2. The manufacturer attributes a unique identification number of the format GB-OEM-X-Y to the PEMS test family and communicates it to the authority. Here ... , OEM is the 3 character manufacturer, X is a sequential number identifying the original PEMS test family and Y is a counter for its extensions (starting with 0 for a PEMS test family not extended yet). 5.3. The authority and the vehicle manufacturer shall maintain a list of vehicle emission types being part of a given PEMS test family on the basis of emission type approval numbers. For each emission type all corresponding combinations of vehicle type approval numbers, types, variants and versions as defined in section 0.2 of the vehicle's GB certificate of conformity shall be provided as well. 5.4. The authority and the vehicle manufacturer shall maintain a list of vehicle emission types selected for PEMS testing in order validate a PEMS test family in accordance with point 4, which also provides the necessary information on how the selection criteria of point 4.2 are covered. This list shall also indicate whether the provisions of point 4.1.3 were applied for a particular PEMS test. ## 7a Verification of trip dynamics 1. INTRODUCTION This Appendix describes the calculation procedures to verify the trip dynamics by determining the excess or absence of dynamics during urban, rural and motorway driving. 2. SYMBOLS, PARAMETERS AND UNITS RPA Relative Positive Acceleration Δdifference >larger ≥larger or equal %per cent 90 km/h belong to the ‘motorway’ speed bin. For N2 category vehicles that are equipped with a device limiting vehicle speed to 90 km/h, all datasets with vi ≤ 60 km/h belong to the ‘urban’ speed bin, all datasets with 60 km/h < vi ≤ 80 km/h belong to the ‘rural’ speed bin and all datasets with vi > 80 km/h belong to the ‘motorway’ speed bin. The number of datasets with acceleration values ai > 0,1 m/s2 shall be greater or equal to 100 in each speed bin. For each speed bin the average vehicle speed v–k shall be calculated as follows: v–k=∑ivi,k∕Nk, i = 1 to Nk, k= u, r, m Where: Nk is the total number of samples of the urban, rural, and motorway shares. 3.1.4. Calculation of v× apos−95 per speed bin The 95th percentile of the v× apos values shall be calculated as follows: The v× ai,k values in each speed bin shall be ranked in ascending order for all datasets with ai,k> 0,1 m∕s2ai,k≥ 0,1 m∕s2 and the total number of these samples Mk shall be determined. Percentile values are then assigned to the v× aposi,k values with ai,k≥ 0,1 m∕s2 as follows: The lowest v× apos value gets the percentile 1/Mk, the second lowest 2/Mk, the third lowest 3/Mk and the highest value Mk∕Mk= 100 %. v× aposk−95 is the v× aposj,k value, with j∕Mk= 95 %. If j∕Mk= 95 %. cannot be met, v× aposk−95 shall be calculated by linear interpolation between consecutive samples j and j+1 with j∕Mk< 95 % and j+ 1∕Mk> 95 %. The relative positive acceleration per speed bin shall be calculated as follows: RPAk=∑jΔt×v× aposj,k∕∑ i di,k,j= 1 to Mk, i= 1 to Nk, k= u,r,mwhere: RPAkis the relative positive acceleration for urban, rural and motorway shares in [m/s2 or kWs/(kg*km)] Δtis a time difference equal to 1 second Mkis the sample number for urban, rural and motorway shares with positive acceleration Nkis the total sample number for urban, rural and motorway shares 4. VERIFICATION OF TRIP VALIDITY 4.1.1. Verification of v× apos−95 per speed bin (with v in [km/h]) If v–k≤ 74,6km∕h and v× aposk− 95>0,136× v–k+ 14,44is fulfilled, the trip is invalid. If v–k> 74,6km∕h and v× aposk−95>0,0742×v–k+ 18,966 is fulfilled, the trip is invalid. Upon the request of the manufacturer, and only for those N1 or N2 vehicles where the vehicle power-to-mass ratio is less than or equal to 44 W/kg then: If v–k≤74,6 km∕h and v×aposk _95>0,136×v–k+14,44 is fulfilled, the trip is invalid. If v–k>74,6 km∕h and v×aposk _95>−0,097×v–k+31,635 is fulfilled, the trip is invalid. To calculate the power-to-mass ratio, the following values shall be used: the mass which corresponds to the actual test mass of the vehicle including the drivers and the PEMS equipment (kg); the maximum rated engine power as declared by the manufacturer (W). 4.1.2. Verification of RPA per speed bin If v–k≤94,05 km∕h and RPAk<−0,0016×v–k+0,1755 is fulfilled, the trip is invalid. If v–k>94,05 km∕h and RPAk < 0,025 is fulfilled, the trip is invalid. ## 7b Procedure to determine the cumulative positive elevation gain of a PEMS trip 1. INTRODUCTION This Appendix describes the procedure to determine the cumulative elevation gain of a PEMS trip. 2. SYMBOLS, PARAMETERS AND UNITS d(0)distance at the start of a trip [m] dcumulative distance travelled at the discrete way point under consideration [m] d0cumulative distance travelled until the measurement directly before the respective way point d [m] d1cumulative distance travelled until the measurement directly after the respective way point d [m] dareference way point at d(0) [m] decumulative distance travelled until the last discrete way point [m] diinstantaneous distance [m] dtottotal test distance [m] h(0)vehicle altitude after the screening and principle verification of data quality at the start of a trip [m above sea level] h(t)vehicle altitude after the screening and principle verification of data quality at point t [m above sea level] h(d)vehicle altitude at the way point d [m above sea level] h(t-1)vehicle altitude after the screening and principle verification of data quality at point t-1 [m above sea level] hcorr(0)corrected altitude directly before the respective way point d [m above sea level] hcorr(1)corrected altitude directly after the respective way point d [m above sea level] hcorr(t)corrected instantaneous vehicle altitude at data point t [m above sea level] hcorr(t-1)corrected instantaneous vehicle altitude at data point t-1 [m above sea level] hGPS,iinstantaneous vehicle altitude measured with GPS [m above sea level] hGPS(t)vehicle altitude measured with GPS at data point t [m above sea level] hint(d)interpolated altitude at the discrete way point under consideration d [m above sea level] hint,sm,1(d)smoothed and interpolated altitude, after the first smoothing run at the discrete way point under consideration d [m above sea level] hmap(t)vehicle altitude based on topographic map at data point t [m above sea level] Hzhertz km/hkilometer per hour mmeter roadgrade,1(d)smoothed road grade at the discrete way point under consideration d after the first smoothing run [m/m] roadgrade,2(d)smoothed road grade at the discrete way point under consideration d after the second smoothing run [m/m] sintrigonometric sine function ttime passed since test start [s] t0time passed at the measurement directly located before the respective way point d [s] viinstantaneous vehicle speed [km/h] v(t)vehicle speed at a data point t [km/h] 3. GENERAL REQUIREMENTS The cumulative positive elevation gain of a RDE trip shall be determined based on three parameters: the instantaneous vehicle altitude hGPS,i [m above sea level] as measured with the GPS, the instantaneous vehicle speed vi [km/h] recorded at a frequency of 1 Hz and the corresponding time t [s] that has passed since test start. 4. CALCULATION OF CUMULATIVE POSITIVE ELEVATION GAIN 4.1. General The cumulative positive elevation gain of a RDE trip shall be calculated as a three-step procedure, consisting of (i) the screening and principle verification of data quality, (ii) the correction of instantaneous vehicle altitude data, and (iii) the calculation of the cumulative positive elevation gain. 4.2. Screening and principle verification of data quality The instantaneous vehicle speed data shall be checked for completeness. Correcting for missing data is permitted if gaps remain within the requirements specified in Point 7 of Appendix 4; else, the test results shall be voided. The instantaneous altitude data shall be checked for completeness. Data gaps shall be completed by data interpolation. The correctness of interpolated data shall be verified by a topographic map. It is recommended to correct interpolated data if the following condition applies: hGPSt− hmapt>40mThe altitude correction shall be applied so that: ht= hmaptwhere: h(t)vehicle altitude after the screening and principle verification of data quality at data point t [m above sea level] hGPS(t)vehicle altitude measured with GPS at data point t [m above sea level] hmap(t)vehicle altitude based on topographic map at data point t [m above sea level] 4.3. Correction of instantaneous vehicle altitude data The altitude h(0) at the start of a trip at d(0) shall be obtained by GPS and verified for correctness with information from a topographic map. The deviation shall not be larger than 40 m. Any instantaneous altitude data h(t) shall be corrected if the following condition applies: ht− ht− 1>vt∕ 3,6× sin45°The altitude correction shall be applied so that: hcorrt= hcorrt− 1where: h(t)vehicle altitude after the screening and principle verification of data quality at data point t [m above sea level] h(t-1)vehicle altitude after the screening and principle verification of data quality at data point t-1 [m above sea level] v(t)vehicle speed of data point t [km/h] hcorr(t)corrected instantaneous vehicle altitude at data point t [m above sea level] hcorr(t-1)corrected instantaneous vehicle altitude at data point t-1 [m above sea level] Upon the completion of the correction procedure, a valid set of altitude data is established. This data set shall be used for the calculation of the cumulative positive elevation gain as described in Point 13.4. 4.4. Final calculation of the cumulative positive elevation gain 4.4.1. Establishment of a uniform spatial resolution The total distance dtot [m] covered by a trip shall be determined as sum of the instantaneous distances di. The instantaneous distance di shall be determined as: di=vi3,6Where: diinstantaneous distance [m] viinstantaneous vehicle speed [km/h] The cumulative elevation gain shall be calculated from data of a constant spatial resolution of 1 m starting with the first measurement at the start of a trip d(0). The discrete data points at a resolution of 1 m are referred to as way points, characterized by a specific distance value d (e.g., 0, 1, 2, 3 m…) and their corresponding altitude h(d) [m above sea level]. The altitude of each discrete way point d shall be calculated through interpolation of the instantaneous altitude hcorr (t) as: hintd=hcorr0+hcorr1− hcorr0d1− d0×d− d0Where: hint(d)interpolated altitude at the discrete way point under consideration d [m above sea level] hcorr(0)corrected altitude directly before the respective way point d [m above sea level] hcorr(1)corrected altitude directly after the respective way point d [m above sea level] dcumulative distance traveled until the discrete way point under consideration d [m] d0cumulative distance travelled until the measurement located directly before the respective way point d [m] d1cumulative distance travelled until the measurement located directly after the respective way point d [m] 4.4.2. Additional data smoothing The altitude data obtained for each discrete way point shall be smoothed by applying a two-step procedure; da and de denote the first and last data point respectively (Figure 1). The first smoothing run shall be applied as follows: roadgrade,1d=hintd+ 200m− hintdad+ 200m for d≤ 200mroadgrade,1d=hintd+ 200m− hintd− 200md+ 200m−d− 200m for 200m< dvt∕ 3,6× sin45°As result of the applied data correction, the data in the sixth column hcorr(t) are obtained. The effect of the applied verification and correction steps on the altitude data is depicted in Figure 2. 5.3. Calculation of the cumulative positive elevation gain 5.3.1. Establishment of a uniform spatial resolution The instantaneous distance di is calculated by dividing the instantaneous vehicle speed measured in km/h by 3.6 (Column 7 in Table 1). Recalculating the altitude data to obtain a uniform spatial resolution of 1 m yields the discrete way points d (Column 1 in Table 2) and their corresponding altitude values hint(d) (Column 7 in Table 2). The altitude of each discrete way point d is calculated through interpolation of the measured instantaneous altitude hcorr as: hint0=120,3+120,3− 120,30,1− 0,0×0− 0= 120,3000hint520=132,5+132,6− 132,5523,6− 519,9×520− 519,9= 132,50275.3.2. Additional data smoothing In Table 2, the first and last discrete way points are: da=0m and de=799m, respectively. The altitude data of each discrete way point is smoothed by applying a two steps procedure. The first smoothing run consists of: roadgrade,10=hint200m− hint00+ 200m=120,9682− 120,3000200= 0,0033chosen to demonstrate the smoothing for d ≤ 200m roadgrade,1320=hint520− hint120520−120=132,5027− 121,0400= 0,0288chosen to demonstrate the smoothing for 200m < d < (599m) roadgrade,1720=hint799− hint520799−520=121,2000− 132,5027279=− 0,0405chosen to demonstrate the smoothing for d ≥ (599m) The smoothed and interpolated altitude is calculated as: hint,sm,10=hint0+ roadgrade,10= 120,3+ 0,0033≈ 120,3033mhint,sm,1799=hint,sm,1798+ roadgrade,1799= 121,2550− 0,0220= 121,2330mSecond smoothing run: roadgrade,20=hint,sm,1200− hint,sm,10200=119,9618− 120,3033200=− 0,0017chosen to demonstrate the smoothing for d ≤ 200m roadgrade,2320=hint,sm,1520− hint,sm,1120520−120=123,6809− 120,1843400= 0,0087chosen to demonstrate the smoothing for 200m < d < (599) roadgrade,2720=hint,sm,1799− hint,sm,1520799−520=121,2330− 123,6809279=− 0,0088chosen to demonstrate the smoothing for d ≥ (599m) 5.3.3. Calculation of the final result The positive cumulative elevation gain of a trip is calculated by integrating all positive interpolated and smoothed road grades, i.e. values in the column roadgrade,2(d) in Table 2. For the entire data set the total covered distance was dtot= 139,7 km and all positive interpolated and smoothed road grades were of 516m. Therefore the positive cumulative elevation gain reached 516*100/139,7=370m/100km. Table 1 Correction of instantaneous vehicle altitude data — denotes data gaps Timet [s] v(t)[km/h] hGPS(t)[m] hmap(t)[m] h(t)[m] hcorr(t)[m] di[m] Cum. d[m] 0 0,00 122,7 129,0 122,7 122,7 0,0 0,0 1 0,00 122,8 129,0 122,8 122,7 0,0 0,0 2 0,00 — 129,1 123,6 122,7 0,0 0,0 3 0,00 — 129,2 124,3 122,7 0,0 0,0 4 0,00 125,1 129,0 125,1 122,7 0,0 0,0 … … … … … … … … 18 0,00 120,2 129,4 120,2 120,2 0,0 0,0 19 0,32 120,2 129,4 120,2 120,2 0,1 0,1 … … … … … … … … 37 24,31 120,9 132,7 120,9 120,9 6,8 117,9 38 28,18 121,2 133,0 121,2 121,2 7,8 125,7 … … … … … … … … 46 13,52 121,4 131,9 121,4 121,4 3,8 193,4 47 38,48 120,7 131,5 120,7 120,7 10,7 204,1 … … … … … … … … 56 42,67 119,8 125,2 119,8 119,8 11,9 308,4 57 41,70 119,7 124,8 119,7 119,7 11,6 320,0 … … … … … … … … 110 10,95 125,2 132,2 125,2 125,2 3,0 509,0 111 11,75 100,8 132,3 100,8 125,2 3,3 512,2 112 13,52 0,0 132,4 132,4 125,2 3,8 516,0 113 14,01 0,0 132,5 132,5 132,5 3,9 519,9 114 13,36 24,30 132,6 132,6 132,6 3,7 523,6 … … … … … … … 149 39,93 123,6 129,6 123,6 123,6 11,1 719,2 150 39,61 123,4 129,5 123,4 123,4 11,0 730,2 … … … … … … … 157 14,81 121,3 126,1 121,3 121,3 4,1 792,1 158 14,19 121,2 126,2 121,2 121,2 3,9 796,1 159 10,00 128,5 126,1 128,5 121,2 2,8 798,8 160 4,10 130,6 126,0 130,6 121,2 1,2 800,0 Table 2 Calculation of road grade d[m] t0[s] d0[m] d1[m] h0[m] h1[m] hint(d)[m] roadgrade,1(d)[m/m] hint,sm,1(d)[m] roadgrade,2(d)[m/m] 0 18 0,0 0,1 120,3 120,4 120,3 0,0035 120,3 – 0,0015 … … … … … … … … … … 120 37 117,9 125,7 120,9 121,2 121,0 – 0,0019 120,2 0,0035 … … … … … … … … … … 200 46 193,4 204,1 121,4 120,7 121,0 – 0,0040 120,0 0,0051 … … … … … … … … … … 320 56 308,4 320,0 119,8 119,7 119,7 0,0288 121,4 0,0088 … … … … … … … … … … 520 113 519,9 523,6 132,5 132,6 132,5 0,0097 123,7 0,0037 … … … … … … … … … … 720 149 719,2 730,2 123,6 123,4 123,6 – 0,0405 122,9 – 0,0086 … … … … … … … … … … 798 158 796,1 798,8 121,2 121,2 121,2 – 0,0219 121,3 – 0,0151 799 159 798,8 800,0 121,2 121,2 121,2 – 0,0220 121,3 – 0,0152 Figure 2 The effect of data verification and correction - The altitude profile measured by GPS hGPS(t), the altitude profile provided by the topographic map hmap(t), the altitude profile obtained after the screening and principle verification of data quality h(t) and the correction hcorr(t) of data listed in Table 1 Figure 3 Comparison between the corrected altitude profile hcorr(t) and the smoothed and interpolated altitude hint,sm,1 Table 3 Calculation of the positive elevation gain d[m] t0[s] d0[m] d1[m] h0[m] h1[m] hint(d)[m] roadgrade,1(d)[m/m] hint,sm,1(d)[m] roadgrade,2(d)[m/m] 0 18 0,0 0,1 120,3 120,4 120,3 0,0035 120,3 – 0,0015 … … … … … … … … … … 120 37 117,9 125,7 120,9 121,2 121,0 – 0,0019 120,2 0,0035 … … … … … … … … … … 200 46 193,4 204,1 121,4 120,7 121,0 – 0,0040 120,0 0,0051 … … … … … … … … … … 320 56 308,4 320,0 119,8 119,7 119,7 0,0288 121,4 0,0088 … … … … … … … … … … 520 113 519,9 523,6 132,5 132,6 132,5 0,0097 123,7 0,0037 … … … … … … … … … … 720 149 719,2 730,2 123,6 123,4 123,6 – 0,0405 122,9 – 0,0086 … … … … … … … … … … 798 158 796,1 798,8 121,2 121,2 121,2 – 0,0219 121,3 – 0,0151 799 159 798,8 800,0 121,2 121,2 121,2 – 0,0220 121,3 – 0,0152 ## 8 Data exchange and reporting requirements 1. INTRODUCTION This Appendix describes the requirements for the data exchange between the measurement systems and the data evaluation software and for the reporting and exchange of intermediate and final RDE results after the completion of the data evaluation. The exchange and reporting of mandatory and optional parameters shall follow the requirements of point 3.2 of Appendix 1. The technical report is composed of 5 items: (i)the Data Exchange file as described in point 4.1; (ii)the Reporting file #1 as described in point 4.2.1; (iii)the Reporting file #2 as described in point 4.2.2; (iv)the Vehicle and engine description as described in point 4.3; (v)the visual supporting material of the PEMS installation as described in point 4.4. 2. SYMBOLS, PARAMETERS AND UNITS a1coefficient of the CO2 characteristic curve b1coefficient of the CO2 characteristic curve a2coefficient of the CO2 characteristic curve b2coefficient of the CO2 characteristic curve tol1–primary lower tolerance tol1+primary upper tolerance (v · apos)95k95th percentile of the product of vehicle speed and positive acceleration greater than 0,1 m/s2 for urban, rural and motorway driving [m2/s3 or W/kg] RPAkrelative positive acceleration for urban, rural and motorway driving [m/s2 or kWs/(kg*km)] ICkis the distance share of usage of the internal combustion engine for an OVC-HEV over the RDE trip dICE,kis the distance driven [km], with the internal combustion engine on for an OVC-HEV over the RDE trip dEV,kis the distance driven [km], with the internal combustion engine off for an OVC-HEV over the RDE trip MCO2,RDE,kis the distance-specific mass of CO2 [g/km], emitted over the RDE trip MCO2,WLTP,kis the distance-specific mass of CO2 [g/km], emitted over the WLTP MCO2,WLTP_CS,kis the distance-specific mass of CO2 [g/km], emitted over the WLTP for an OVC-HEV vehicle tested on its charge sustaining mode rkratio between the CO2 emissions measured during the RDE test and the WLTP test RFkis the result evaluation factor calculated for the RDE trip RFL1is the first parameter of the function used to calculate the result evaluation factor RFL2is the second parameter of the function used to calculate the result evaluation factor 3. DATA EXCHANGE AND REPORTING FORMAT 3.1. General Emission values as well as any other relevant parameters shall be reported and exchanged as csv-formatted data file. Parameter values shall be separated by a comma, ASCII-Code #h2C. Sub-parameter values shall be separated by a colon, ASCII-Code #h3B. The decimal marker of numerical values shall be a point, ASCII-Code #h2E. Lines shall be terminated by carriage return-linefeed, ASCII-Code #h0D #h0A. No thousands separators shall be used. 3.2. Data exchange Data shall be exchanged between the measurement systems and the data evaluation software by means of a standardised reporting file that contains a minimum set of mandatory and optional parameters. The data exchange file shall be structured as follows: The first 195 lines shall be reserved for a header that provides specific information about, e.g., the test conditions, the identity and calibration of the PEMS equipment (Table 1). Lines 198-200 shall contain the labels and units of parameters. Lines 201 and all consecutive data lines shall comprise the body of the data exchange file and report parameter values (Table 2). The body of the data exchange file shall contain at least as many data lines as the test duration in seconds multiplied by the recording frequency in hertz. 3.3. Intermediate and final results Summary parameters of intermediate results shall be recorded and structured as indicated in Table 3. The information in Table 3 shall be obtained prior to the application of the data evaluation and emission calculation methods laid down in Appendices 5 and 6. The vehicle manufacturer shall record the available results of the data evaluation methods in separate files. The results of the data evaluation with the method described in Appendix 5 and emissions calculation described in Appendix 6 shall be reported in accordance with Tables 4, 5 and 6. The header of the data reporting file shall be composed of three parts. The first 95 lines shall be reserved for specific information about the settings of the data evaluation method. Lines 101-195 shall report the results of the data evaluation method. Lines 201-490 shall be reserved for reporting the final emission results. Line 501 and all consecutive data lines comprise the body of the data reporting file and shall contain the detailed results of the data evaluation. 4. TECHNICAL REPORTING TABLES 4.1. Data exchange Left column in Table 1 is the parameter to be reported (fixed format and content). Central column in Table 1 is the description and or unit (fixed format and content). If a parameter can be described with an element of a pre-defined list from the central column, then the parameter shall be described using the predefined nomenclature (e.g. In the Data Exchange file line 19, a manual transmission vehicle should be described as manual and not MT or Man, or any other nomenclature). Right column in Table 1 is where the actual data should be inserted. In the tables, dummy data has been inserted to show the proper way to fill in the reported content. The order of the columns and lines (including blanks) must be respected. Table 1 Header of the data exchange file Mass of the vehicle as tested on the road, including the mass of the driver and all PEMS components including any artificial payload. Mandatory if the exhaust mass flow rate is determined by an EFM. If required, additional information may be added here. Additional parameters may be added to characterise and label the test. (2)Placeholders for additional information about analyser manufacturer and serial number in case multiple analysers are used. TEST ID [code] TEST_01_Veh01 Test date [dd.mm.yyyy] 13.10.2016 Organisation supervising the test [name of the organization] Dummy Test location [City (Country)] Ispra (Italy) Organisation commissioning the test [name of the organization] Dummy Vehicle driver [TS/Lab/OEM] VELA lab Vehicle type [vehicle commercial name] Commercial name Vehicle manufacturer [name] Dummy Vehicle model year [year] 2017 Vehicle ID [VIN code as defined in ISO 3779:2009] ZA1JRC2U912345678 Odometer value at test start [km] 5 252 Odometer value at test end [km] 5 341 Vehicle category [category as defined in Annex II to Directive 70/156/EEC] M1 Type approval emissions limit [Euro X] Euro 6c Ignition type [PI/CI] PI Engine rated power [kW] 85 Peak torque [Nm] 190 Engine displacement [ccm] 1 197 Transmission [manual/automatic/CVT] CVT Number of forward gears [#] 6 Fuel type. If flexifuel indicate fuel used in the test [gasoline/diesel/LPG/NG/biomethane/ ethanol/biodiesel] Diesel Lubricant [product label] 5W30 Front and rear tyre size [width.height.rim diameter/ width.height.rim diameter] 195.55.20/195.55.20 Front and rear axle tyre pressure [bar/bar] 2,5/2,6 Road load parameters [F0/F1/F2] 60,1/0,704/0,03122 Type-approval test cycle [NEDC/WLTC] WLTC Type-approval CO2 emissions [g/km] 139,1 CO2 emissions in WLTC mode Low [g/km] 155,1 CO2 emissions in WLTC mode Mid [g/km] 124,5 CO2 emissions in WLTC mode High [g/km] 133,8 CO2 emissions in WLTC mode Extra High [g/km] 146,2 Vehicle test mass [kg] 1 743,1 PEMS manufacturer [name] MANUF 01 PEMS type [PEMS commercial name] PEMS X56 PEMS serial number [number] C9658 PEMS power supply [battery type Li-ion/Ni-Fe/Mg-ion] Li-ion Gas analyser manufacturer [name] MANUF 22 Gas analyser type [type] IR Gas analyser serial number [number] 556 Propulsion type [ICE/NOVC-HEV/ OVC-HEV] ICE Electric motor power [kW. 0 if vehicle with ICE only] 0 Engine condition at test start [cold/warm] Cold Wheel drive mode [2WD/4WD] 2WD Artificial payload [% deviation from the payload] 28 Fuel used [reference/market/EN228] market Tyre tread depth [mm] 5 Vehicle age [months] 26 Fuel supply system [Direct injection/Indirect injection/Direct and indirect injection] Direct injection Type of bodywork [saloon/hatchback/station wagon/coupé/convertible/lorry/van] saloon CO2 emission on charge sustaining (OVC-HEVs) [g/km] — EFM manufacturer [name] EFMman 2 EFM sensor type [functional principle] Pitot EFM serial number [number] 556 Source of exhaust mass flow rate [EFM/ECU/sensor] EFM Air pressure sensor [type/ manufacturer] Piezoresistor/AAA Test date [dd.mm.yyyy] 13.10.2016 Start time of pre-test procedure [h:min] 15:25 Start time of trip [h:min] 15:42 Start time of post-test procedure [h:min] 17:28 End time of pre-test procedure [h:min] 15:32 End time of trip [h:min] 17:25 End time of post-test procedure [h:min] 17:38 Soaking maximum temperature [K] 291,2 Soaking minimum temperature [K] 290,7 Soaking done totally or partially in ambient temperature extended conditions [yes/no] No Drive mode for ICE if any [normal/sport/eco] Eco Drive mode for PHEV [charge sustaining/charge depleting/battery charge/mild operation] Any active safety system disabled during the test? [No/ESP/ABS/AEB] No Start-stop system active [yes/no/no SS] no SS Air conditioning [off/on] off Time correction: Shift THC [s] Time correction: Shift CH4 [s] Time correction: Shift NMHC [s] Time correction: Shift O2 [s] – 2 Time correction: Shift PN [s] 3,1 Time correction: Shift CO [s] 2,1 Time correction: Shift CO2 [s] 2,1 Time correction: Shift NO [s] – 1,1 Time correction: Shift NO2 [s] – 1,1 Time correction: Shift exhaust mass flow rate [s] 3,2 Span reference value THC [ppm] Span reference value CH4 [ppm] Span reference value NMHC [ppm] Span reference value O2 [%] Span reference value PN [#] Span reference value CO [ppm] 18 000 Span reference value CO2 [%] 15 Span reference value NO [ppm] 4 000 Span Reference Value NO2 [ppm] 550 Pre-test zero response THC [ppm] Pre-test zero response CH4 [ppm] Pre-test zero response NMHC [ppm] Pre-test zero response O2 [%] Pre-test zero response PN [#] Pre-test zero response CO [ppm] 0 Pre-test zero response CO2 [%] 0 Pre-test zero response NO [ppm] 0,03 Pre-test zero response NO2 [ppm] – 0,06 Pre-test span response THC [ppm] Pre-test span response CH4 [ppm] Pre-test span response NMHC [ppm] Pre-test span response O2 [%] Pre-test span response PN [#] Pre-test span response CO [ppm] 18 008 Pre-test span response CO2 [%] 14,8 Pre-test span response NO [ppm] 4 000 Pre-test span response NO2 [ppm] 549 Post-test zero response THC [ppm] Post-test zero response CH4 [ppm] Post-test zero response NMHC [ppm] Post-test zero response O2 [%] Post-test zero response PN [#] Post-test zero response CO [ppm] 0 Post-test zero response CO2 [%] 0 Post-test zero response NO [ppm] 0,11 Post-test zero response NO2 [ppm] 0,12 Post-test span response THC [ppm] Post-test span response CH4 [ppm] Post-test span response NMHC [ppm] Post-test span response O2 [%] Post-test span response PN [#] Post-test span response CO [ppm] 18 010 Post-test span response CO2 [%] 14,55 Post-test span response NO [ppm] 4 505 Post-test span response NO2 [ppm] 544 PEMS validation - results THC [mg/km] PEMS validation - results CH4 [mg/km] PEMS validation - results NMHC [mg/km] PEMS validation - results PN [#/km] PEMS validation - results CO [mg/km] 56,0 PEMS validation - results CO2 [g/km] 2,2 PEMS validation - results NOX [mg/km] 11,5 PEMS validation - results THC [% of the laboratory reference] PEMS validation - results CH4 [% of the laboratory reference] PEMS validation - results NMHC [% of the laboratory reference] PEMS validation - results PN [% of the PMP system] PEMS validation - results CO [% of the laboratory reference] 2,0 PEMS validation - results CO2 [% of the laboratory reference] 3,5 PEMS validation - results NOX [% of the laboratory reference] 4,2 PEMS validation - results NO [mg/km] PEMS validation - results NO2 [mg/km] PEMS validation - results NO [% of the laboratory reference] PEMS validation - results NO2 [% of the laboratory reference] NOx margin [value] 0,43 PN margin [value] 0,5 CO margin [value] Ki used [none/additive/multiplicative] none Ki factor/ Ki offset [value] The body of the data exchange file is composed of a 3-line header corresponding to lines 198, 199, and 200 (Table 2, transposed) and the actual values recorded during the trip, to be included from line 201 onward until the end of data. Left column of Table 2 corresponds to line 198 of the data exchange file (fixed format). Central column of Table 2 corresponds to line 199 of the data exchange file (fixed format). Right column of Table 2 corresponds to line 200 of the data exchange file (fixed format). Table 2 Body of the data exchange file; the rows and columns of this table shall be transposed in the body of the data exchange file To be determined by at least one method Additional parameters may be added to characterise vehicle and test conditions. Time trip [s] Vehicle speed Sensor [km/h] Vehicle speed GPS [km/h] Vehicle speed ECU [km/h] Latitude GPS [deg:min:s] Longitude GPS [deg:min:s] Altitude GPS [m] Altitude Sensor [m] Ambient pressure Sensor [kPa] Ambient temperature Sensor [K] Ambient humidity Sensor [g/kg] THC concentration Analyser [ppm] CH4 concentration Analyser [ppm] NMHC concentration Analyser [ppm] CO concentration Analyser [ppm] CO2 concentration Analyser [ppm] NOX concentration Analyser [ppm] NO concentration Analyser [ppm] NO2 concentration Analyser [ppm] O2 concentration Analyser [ppm] PN concentration Analyser [#/m3] Exhaust mass flow rate EFM [kg/s] Exhaust temperature in the EFM EFM [K] Exhaust mass flow rate Sensor [kg/s] Exhaust mass flow rate ECU [kg/s] THC mass Analyser [g/s] CH4 mass Analyser [g/s] NMHC mass Analyser [g/s] CO mass Analyser [g/s] CO2 mass Analyser [g/s] NOX mass Analyser [g/s] NO mass Analyser [g/s] NO2 mass Analyser [g/s] O2 mass Analyser [g/s] PN Analyser [#/s] Gas measurement active PEMS [active (1); inactive (0); error (> 1)] Engine speed ECU [rpm] Engine torque ECU [Nm] Torque at driven axle Sensor [Nm] Wheel rotational speed Sensor [rad/s] Fuel rate ECU [g/s] Engine fuel flow ECU [g/s] Engine intake air flow ECU [g/s] Engine Coolant temperature ECU [K] Engine Oil temperature ECU [K] Regeneration status ECU — Pedal position ECU [%] Vehicle status ECU [error (1); normal (0)] Percent torque ECU [%] Per cent friction torque ECU [%] State of charge ECU [%] Relative ambient humidity Sensor [%] Left column in Table 3 is the parameter to be reported (fixed format). Central column in Table 3 is the description and or unit (fixed format). If a parameter can be described with an element of a pre-defined list from the central column, then the parameter shall be described using the predefined nomenclature. Right column in Table 3 is where the actual data should be inserted. In the table, dummy data has been inserted to show the proper way to fill in the reported content. The order of the columns and lines must be respected. 4.2. Intermediate and final results 4.2.1. Intermediate results Table 3 Reporting file #1 - Summary parameters of intermediate results Parameters may be added to characterize additional elements of the trip. Total trip distance [km] 90,9 Total trip duration [h:min:s] 01:37:03 Total stop time [min:s] 09:02 Trip average speed [km/h] 56,2 Trip maximum speed [km/h] 142,8 Average THC emissions [ppm] Average CH4 emissions [ppm] Average NMHC emissions [ppm] Average CO emissions [ppm] 15,6 Average CO2 emissions [ppm] 119 969,1 Average NOX emissions [ppm] 6,3 Average PN emissions [#/m3] Average exhaust mass flow rate [kg/s] 0,010 Average exhaust temperature [K] 368,6 Maximum exhaust temperature [K] 486,7 Cumulated THC mass [g] Cumulated CH4 mass [g] Cumulated NMHC mass [g] Cumulated CO mass [g] 0,69 Cumulated CO2 mass [g] 12 029,53 Cumulated NOX mass [g] 0,71 Cumulated PN [#] Total trip THC emissions [mg/km] Total trip CH4 emissions [mg/km] Total trip NMHC emissions [mg/km] Total trip CO emissions [mg/km] 7,68 Total trip CO2 emissions [g/km] 132,39 Total trip NOX emissions [mg/km] 7,98 Total trip PN emissions [#/km] Distance urban part [km] 34,7 Duration urban part [h:min:s] 01:01:42 Stop time urban part [min:s] 09:02 Average speed urban part [km/h] 33,8 Maximum speed urban part [km/h] 59,9 Average urban THC concentration [ppm] Average urban CH4 concentration [ppm] Average urban NMHC concentration [ppm] Average urban CO concentration [ppm] 23,8 Average urban CO2 concentration [ppm] 115 968,4 Average urban NOX concentration [ppm] 7,5 Average urban PN concentration [#/m3] Average urban exhaust mass flow rate [kg/s] 0,007 Average urban exhaust temperature [K] 348,6 Maximum urban exhaust temperature [K] 435,4 Cumulated urban THC mass [g] Cumulated urban CH4 mass [g] Cumulated urban NMHC mass [g] Cumulated urban CO mass [g] 0,64 Cumulated urban CO2 mass [g] 5 241,29 Cumulated urban NOX mass [g] 0,45 Cumulated urban PN [#] Urban THC emissions [mg/km] Urban CH4 emissions [mg/km] Urban NMHC emissions [mg/km] Urban CO emissions [mg/km] 18,54 Urban CO2 emissions [g/km] 150,64 Urban NOX emissions [mg/km] 13,18 Urban PN emissions [#/km] Distance rural part [km] 30,0 Duration rural part [h:min:s] 00:22:28 Stop time rural part [min:s] 00:00 Average speed rural part [km/h] 80,2 Maximum speed rural part [km/h] 89,8 Average rural THC concentration [ppm] Average rural CH4 concentration [ppm] Average rural NMHC concentration [ppm] Average rural CO concentration [ppm] 0,8 Average rural CO2 concentration [ppm] 126 868,9 Average rural NOX concentration [ppm] 4,8 Average rural PN concentration [#/m3] Average rural exhaust mass flow rate [kg/s] 0,013 Average rural exhaust temperature [K] 383,8 Maximum rural exhaust temperature [K] 450,2 Cumulated rural THC mass [g] Cumulated rural CH4 mass [g] Cumulated rural NMHC mass [g] Cumulated rural CO mass [g] 0,01 Cumulated rural CO2 mass [g] 3 500,77 Cumulated rural NOX mass [g] 0,17 Cumulated rural PN [#] Rural THC emissions [mg/km] Rural CH4 emissions [mg/km] Rural NMHC emissions [mg/km] Rural CO emissions [mg/km] 0,25 Rural CO2 emissions [g/km] 116,44 Rural NOX emissions [mg/km] 5,78 Rural PN emissions [#/km] Distance motorway part [km] 26,1 Duration motorway part [h:min:s] 00:12:53 Stop time motorway part [min:s] 00:00 Average speed motorway part [km/h] 121,3 Maximum speed motorway part [km/h] 142,8 Average motorway THC concentration [ppm] Average motorway CH4 concentration [ppm] Average motorway NMHC concentration [ppm] Average motorway CO concentration [ppm] 2,45 Average motorway CO2 concentration [ppm] 127 096,5 Average motorway NOX concentration [ppm] 2,48 Average motorway PN concentration [#/m3] Average motorway exhaust mass flow rate [kg/s] 0,022 Average motorway exhaust temperature [K] 437,9 Maximum motorway exhaust temperature [K] 486,7 Cumulated motorway THC mass [g] Cumulated motorway CH4 mass [g] Cumulated motorway NMHC mass [g] Cumulated motorway CO mass [g] 0,04 Cumulated motorway CO2 mass [g] 3 287,47 Cumulated motorway NOX mass [g] 0,09 Cumulated motorway PN [#] Motorway THC emissions [mg/km] Motorway CH4 emissions [mg/km] Motorway NMHC emissions [mg/km] Motorway CO emissions [mg/km] 1,76 Motorway CO2 emissions [g/km] 126,20 Motorway NOX emissions [mg/km] 3,29 Motorway PN emissions [#/km] Altitude at start point of the trip [m above sea level] 123,0 Altitude at end point of the trip [m above sea level] 154,1 Cumulative elevation gain during the trip [m/100 km] 834,1 Cumulative urban elevation gain [m/100 km] 760,9 Urban datasets with acceleration values > 0,1 m/s2 [number] 845 (v · apos)95 urban [m2/s3] 9,03 RPAurban [m/s2] 0,18 Rural datasets with acceleration values > 0,1 m/s2 [number] 543 (v · apos)95 rural [m2/s3] 9,60 RPArural [m/s2] 0,07 Motorway datasets with acceleration values > 0,1 m/s2 [number] 268 (v · apos)95 motorway [m2/s3] 5,32 RPAmotorway [m/s2] 0,03 Cold start distance [km] 2,3 Cold start duration [h:min:s] 00:05:00 Cold start stop time [min:s] 60 Cold start average speed [km/h] 28,5 Cold start maximum speed [km/h] 55,0 Urban distance driven with ICE on [km] 34,8 Speed signal used [GPS/ECU/sensor] GPS T4253H-Filter used [yes/no] no Duration of longest stop period [s] 54 urban stops > 10 seconds [number] 12 Idling time after 1st ignition [s] 7 Motorway speed share > 145 km/h [%] 0,1 Maximum altitude during the trip [m] 215 Maximum ambient temperature [K] 293,2 Minimum ambient temperature [K] 285,7 Trip done totally or partially in altitude extended conditions [yes/no] no Trip done totally or partially in ambient temperature extended conditions [yes/no] no Average NO emissions [ppm] 3,2 Average NO2 emissions [ppm] 2,1 Cumulated NO mass [g] 0,23 Cumulated NO2 mass [g] 0,09 Total trip NO emissions [mg/km] 5,90 Total trip NO2 emissions [mg/km] 2,01 Average urban NO concentration [ppm] 7,6 Average urban NO2 concentration [ppm] 1,2 Cumulated urban NO mass [g] 0,33 Cumulated urban NO2 mass [g] 0,12 Urban NO emissions [mg/km] 11,12 Urban NO2 emissions [mg/km] 2,12 Average rural NO concentration [ppm] 3,8 Average rural NO2 concentration [ppm] 1,8 Cumulated rural NO mass [g] 0,33 Cumulated rural NO2 mass [g] 0,12 Rural NO emissions [mg/km] 11,12 Rural NO2 emissions [mg/km] 2,12 Average motorway NO concentration [ppm] 2,2 Average motorway NO2 concentration [ppm] 0,4 Cumulated motorway NO mass [g] 0,33 Cumulated motorway NO2 mass [g] 0,12 Motorway NO emissions [mg/km] 11,12 Motorway NO2 emissions [mg/km] 2,21 TEST ID [code] TEST_01_Veh01 Test date [dd.mm.yyyy] 13.10.2016 Organisation supervising the test [name of the organization] Dummy 4.2.2. Results of the data evaluation In Table 4, from lines 1 to 497, the left column is the parameter to be reported (fixed format), the central column is the description and or unit (fixed format), and the right column is where the actual data should be inserted. In the table, dummy data has been inserted to show the proper way to fill in the reported content. The order of the columns and lines must be respected. Table 4 Header of reporting file #2 - Calculation settings of the data evaluation method in accordance with Appendix 5 and Appendix 6 Parameters may be added until line 95 to characterize additional calculation settings. Reference CO2 mass [g] 1 529,48 Coefficient a1 of the CO2 characteristic curve — – 1,99 Coefficient b1 of the CO2 characteristic curve — 238,07 Coefficient a2 of the CO2 characteristic curve — 0,49 Coefficient b2 of the CO2 characteristic curve — 97,02 [reserved] — [reserved] — [reserved] — [reserved] — [reserved] — Calculation software and version — EMROAD V.5.90 B5 Primary upper tolerance tol1+ [%][% URB/ % RUR/ % MOT] 45/40/40 Primary lower tolerance tol1– [%] 25 IC(t) [ICE ratio on total trip] 1 dICE(t) [km on ICE on total trip] 88 dEV(t) [km on electric on total trip] 0 mCO2_WLTP_CS(t) [kg of CO2 emitted over the WLTP for an OVC-HEV tested on its charge sustaining mode] MCO2_WLTP(t) [distance-specific CO2 emitted over the WLTP g/km] 154 MCO2_WLTP_CS(t) [distance-specific CO2 for an OVC-HEV emitted over the WLTP tested on its charge sustaining mode g/km] MCO2_RDE(t) [distance-specific mass of CO2 [g/km], emitted over the total RDE trip] 122,4 MCO2_RDE(u) [distance-specific mass of CO2 [g/km], emitted over the urban RDE trip] 135,8 r(t) [ratio between the CO2 emissions measured during the RDE test and the WLTP test] 1,15 rOVC-HEV(t) [ratio between the CO2 emissions measured during the total RDE test and the total WLTP for an OVC-HEV] RF(t) [result evaluation factor calculated for the total RDE trip] 1 RFL1 [first parameter of the function used to calculate the result evaluation factor] 1,2 RFL2 [second parameter of the function used to calculate the result evaluation factor] 1,25 IC(u) [ICE ratio on urban trip] 1 dICE(u) [km on ICE on urban trip] 25 dEV(u) [km on electric on urban trip] 0 r(u) [ratio between the CO2 emissions measured during the urban part of the RDE test and the WLTP test phases 1 + 2] 1,26 rOVC-HEV(u) [ratio between the CO2 emissions measured during the urban part of the RDE test and the total WLTP for an OVC-HEV] RF(u) [result evaluation factor calculated for the urban RDE trip] 0,793651 TEST ID [code] TEST_01_Veh01 Test date [dd.mm.yyyy] 13.10.2016 Organisation supervising the test [name of the organization] Dummy Table 5a starts from lines 101 of the data reporting file #2. The left column is the parameter to be reported (fixed format), the central column is the description and or unit (fixed format), and the right column is where the actual data should be inserted. In the table, dummy data has been inserted to show the proper way to fill in the reported content. The order of the columns and lines must be respected. Table 5a Header of reporting file #2 – Results of the data evaluation method in accordance with Appendix 5 Additional parameters may be added until line 195. Number of windows — 4 265 Number of urban windows — 1 551 Number of rural windows — 1 803 Number of motorway windows — 910 [reserved] — — [reserved] — — [reserved] — — [reserved] — — [reserved] — — [reserved] — — Number of windows within tol1 — 4 219 Number of urban windows within tol1 — 1 535 Number of rural windows within tol1 — 1 774 Number of motorway windows within tol1 — 910 [reserved] — — [reserved] — — [reserved] — — [reserved] — — Share of urban windows within tol1 [%] 99,0 Share of rural windows within tol1 [%] 98,4 Share of motorway windows within tol1 [%] 100,0 Share of urban windows within tol1 greater than 50 % [1 = Yes; 0 = No] 1 Share of rural windows within tol1 greater than 50 % [1 = Yes; 0 = No] 1 Share of motorway windows within tol1 greater than 50 % [1 = Yes; 0 = No] 1 [reserved] — — [reserved] — — [reserved] — — [reserved] — — [reserved] — — [reserved] — — [reserved] — — [reserved] — — [reserved] — — [reserved] — — [reserved] — — [reserved] — — [reserved] — — [reserved] — — [reserved] — — [reserved] — — [reserved] — — [reserved] — — [reserved] — — [reserved] — — [reserved] — — [reserved] — — [reserved] — — [reserved] — — [reserved] — — [reserved] — — [reserved] — — [reserved] — — Table 5b starts from lines 201 of the data reporting file #2. The left column is the parameter to be reported (fixed format), the central column is the description and or unit (fixed format), and the right column is where the actual data should be inserted. In the table, dummy data has been inserted to show the proper way to fill in the reported content. The order of the columns and lines must be respected. Table 5b Header of reporting file #2 – Final emission results in accordance with Appendix 6 Additional parameters may be added. Total trip - THC emissions [mg/km] Total trip - CH4 emissions [mg/km] Total trip - NMHC emissions [mg/km] Total trip - CO emissions [mg/km] Total trip - NOX emissions [mg/km] 6,73 Total trip - PN emissions [#/km] 1,15 × 1011 Total trip - CO2 emissions [g/km] Total trip - NO emissions [mg/km] 4,73 Total trip - NO2 emissions [mg/km] 2 Urban trip - THC emissions [mg/km] Urban trip - CH4 emissions [mg/km] Urban trip - NMHC emissions [mg/km] Urban trip - CO emissions [mg/km] Urban trip - NOX emissions [mg/km] 8,13 Urban trip - PN emissions [#/km] 0,85 × 1011 Urban trip - CO2 emissions [g/km] Urban trip - NO emissions [mg/km] 6,41 Urban trip - NO2 emissions [mg/km] 2,5 The body of the reporting file #2 is composed by a 3-line header corresponding to lines 498, 499, and 500 (Table 6, transposed) and the actual values describing the Moving Average Windows as calculated in accordance with Appendix 5 shall be included from line 501 onward until the end of data. Left column of Table 6 corresponds to line 498 of the reporting file #2 (fixed format). Central column of Table 6 corresponds to line 499 of the reporting file #2 (fixed format). Right column of Table 6 corresponds to line 500 of the reporting file #2 (fixed format). Table 6 Body of reporting file #2 - Detailed results of the data evaluation method in accordance with Appendix 5; the rows and columns of this table shall be transposed in the body of the data reporting file Additional parameters may be added to characterise window characteristics. Window Start Time [s] Window End Time [s] Window Duration [s] Window Distance Source (1 = GPS; 2 = ECU; 3 = Sensor) [km] [reserved] — — [reserved] — — [reserved] — — [reserved] — — Window CO2 emissions [g] [reserved] — — [reserved] — — [reserved] — — [reserved] — — [reserved] — — [reserved] — — [reserved] — — [reserved] — — [reserved] — — Window CO2 emissions [g/km] [reserved] — — [reserved] — — [reserved] — — [reserved] — — [reserved] — — Window distance to CO2 characteristic curve h_j [%] [reserved] [-] Window Average Vehicle Speed Source (1 = GPS; 2 = ECU; 3 = Sensor) [km/h] 4.3. Vehicle and engine description The manufacturer shall provide the vehicle and engine description in accordance with Appendix 4 of Annex I. 4.4. Visual supporting material of the PEMS installation It is necessary to document with visual material (photographs and/or videos) the installation of the PEMS on every tested vehicle. The pictures should be in quantity and quality enough to identify the vehicle and to assess if the installation of the PEMS main unit, the EFM, the GPS antenna, and the weather station follow the instrument manufacturers recommendations and the general good practices of PEMS testing. ## 9 Manufacturer's certificate of compliance Manufacturer's certificate of compliance with the Real Driving Emissions requirements (Manufacturer): … (Address of the Manufacturer): … Certifies that The vehicle types listed in the attachment to this Certificate comply with the requirements laid down in point 2.1 of Annex IIIA to Regulation (EU) 2017/1151 relating to real driving emissions for all possible RDE tests, which are in accordance to the requirements of this Annex. Done at [… (Place)] On [… (Date)] … (Stamp and signature of the manufacturer's representative) Annex: List of vehicle types to which this certificate applies List of the declared maximum RDE values for each vehicle type expressed as mg/km or particle numbers/km as appropriate, without the inclusion of the margin specified in point 2.1.1 of Annex IIIA. ## Annex IV: EMISSIONS DATA REQUIRED AT TYPE-APPROVAL FOR ROADWORTHINESS PURPOSES ## 1 MEASURING CARBON MONOXIDE EMISSION AT ENGINE IDLING SPEEDS (TYPE 2 TEST) 1. INTRODUCTION 1.1. This appendix describes the procedure for the type 2 test, measuring carbon monoxide emissions at engine idling speeds (normal and high). 2. GENERAL REQUIREMENTS 2.1. The general requirements shall be those specified in section 5.3.2 and paragraphs 5.3.7.1 to 5.3.7.6 of UN/ECE Regulation No 83, with the exception set out in section 2.2. 2.2. The table referred to in paragraph 5.3.7.5. of UN/ECE Regulation No 83 shall be understood as the table for the Type 2 test in section 2.1 the Addendum to Appendix 4 to Annex I to this Regulation. 3. TECHNICAL REQUIREMENTS 3.1. The technical requirements shall be those set out in Annex 5 to UN/ECE Regulation No 83, with the exceptions set out in sections 3.2. and 3.3. 3.2. The reference fuel specifications referred to in paragraph 2.1 of Annex 5 to UN/ECE Regulation No 83 shall be understood as referring to the appropriate reference fuel specifications in Annex IX to this Regulation. 3.3. Reference to the Type I test in paragraph 2.2.1. of Annex 5 to UN/ECE Regulation No 83 shall be understood as referring to the Type 1 test in Annex XXI to this Regulation. ## 2 MEASUREMENT OF SMOKE OPACITY 1. INTRODUCTION 1.1. This Appendix describes the requirements for measuring the opacity of exhaust emissions. 2. SYMBOL OF THE CORRECTED ABSORPTION COEFFICIENT 2.1. A symbol of the corrected absorption coefficient shall be affixed to every vehicle conforming to a vehicle type to which this test applies. The symbol shall be a rectangle surrounding a figure expressing in m–1 the corrected absorption coefficient obtained, at the time of approval, from the test under free acceleration. The test method is described in section 4. 2.2. The symbol shall be clearly legible and indelible. It shall be fixed in a conspicuous and readily accessible place, the location of which shall be specified in the Addendum to the type-approval certificate shown in Appendix 4 to Annex I. 2.3. Figure IV.2.1 gives an example of the symbol. Figure IV.2.1 The above symbol shows that the corrected absorption coefficient is 1,30 m–1. 3. SPECIFICATIONS AND TESTS 3.1. The specifications and tests shall be those set out in Part III, section 24, of UN/ECE Regulation No 24, with the exception to these procedures set out in section 3.2. 3.2. The reference to Annex 2 in paragraph 24.1 of UN/ECE Regulation No 24 shall be understood as a reference to Appendix 4 to Annex I to this Regulation. 4. TECHNICAL REQUIREMENTS 4.1. The technical requirements shall be those set out in Annexes 4, 5, 7, 8, 9 and 10 to UN/ECE Regulation No 24, with the exceptions set out in sections 4.2., 4.3 and 4.4. 4.2. Test at steady engine speeds over the full load curve 4.2.1. The references to Annex 1 in paragraph 3.1. of Annex 4 of UN/ECE Regulation No 24 shall be understood as references to Appendix 3 to Annex I to this Regulation. 4.2.2. The reference fuel specified in paragraph 3.2 of Annex 4 of UN/ECE Regulation No 24 shall be understood as reference to the reference fuel in Annex IX to this Regulation appropriate to the emission limits against which the vehicle is being type approved. 4.3. Test under free acceleration 4.3.1. The references to Table 2, Annex 2 in paragraph 2.2 of Annex 5 to UN/ECE Regulation No 24 shall be understood as references to the table under point 2.4.2.1 of Appendix 4 to Annex I to this Regulation. 4.3.2. The references to paragraph 7.3 of Annex 1 in paragraph 2.3 of Annex 5 to UN/ECE Regulation No 24 shall be understood as references to Appendix 3 to Annex I to this Regulation. 4.4. ‘ECE’ method of measuring the net power of C.I. engines 4.4.1. The references in paragraph 7 of Annex 10 to UN/ECE Regulation No 24 to the ‘Appendix to this Annex’ and in paragraphs 7 and 8 of Annex 10 to UN/ECE Regulation No 24 to ‘Annex 1’ shall be understood as references to Appendix 3 to Annex I to this Regulation. ### Division VERIFYING EMISSIONS OF CRANKCASE GASES: (TYPE 3 TEST) ### Division 1: INTRODUCTION ## 1.1 This Annex describes the procedure for the type 3 test verifying emissions of crankcase gases as described in section 5.3.3. of UN/ECE Regulation No 83. ### Division 2: GENERAL REQUIREMENTS ## 2.1 The general requirements for conducting the type 3 test shall be those set out in sections 1 and 2 of Annex 6 to UN/ECE Regulation No 83, with the exceptions set out in points 2.2 and 2.3 below. ## 2.2 Reference to the Type I test in paragraph 2.1. of Annex 6 to UN/ECE Regulation No 83 shall be understood as referring to the Type 1 test in Annex XXI to this Regulation. ## 2.3 The road load coefficients to be used shall be those for vehicle low (VL). If VL does not exist, then the VH road load shall be used. VL and VH are defined in point 4.2.1.1.2 of Sub-Annex 4 to Annex XXI. Alternatively, the manufacturer may choose to use road loads that have been determined in accordance with the provisions of Appendix 7 to Annex 4a of UN/ECE Regulation No 83 for a vehicle included in the interpolation family. ### Division 3: TECHNICAL REQUIREMENTS ## 3.1 The technical requirements shall be those set out in section 3 to 6 of Annex 6 to UN/ECE Regulation No 83, with the exception set out in point 3.2 below. ## 3.2 References to the Type I test in paragraph 3.2. of Annex 6 to UN/ECE Regulation No 83 shall be understood as referring to the Type 1 test in Annex XXI to this Regulation. ### Division DETERMINATION OF EVAPORATIVE EMISSIONS: (TYPE 4 TEST) ## 1 Introduction This Annex provides the method to determine the levels of evaporative emission from light-duty vehicles in a repeatable and reproducible manner designed to be representative of real world vehicle operation. ### Division 2: Reserved ## 3 Definitions For the purposes of this Annex, the following definitions shall apply: ### Division 3.1: Test equipment ## 3.1.1 ‘Accuracy’ means the difference between a measured value and a reference value, traceable to a national standard and describes the correctness of a result. ## 3.1.2 ‘Calibration’ means the process of setting a measurement system's response so that its output agrees with a range of reference signals. ### Division 3.2: Hybrid electric vehicles ## 3.2.1 ‘Charge-depleting operating condition’ means an operating condition in which the energy stored in the Rechargeable Electric Energy Storage System (REESS) may fluctuate but decreases on average while the vehicle is driven until transition to charge-sustaining operation. ## 3.2.2 ‘Charge-sustaining operating condition’ means an operating condition in which the energy stored in the REESS may fluctuate but, on average, is maintained at a neutral charging balance level while the vehicle is driven. ## 3.2.3 ‘Not off-vehicle charging hybrid electric vehicle’ (NOVC-HEV) means a hybrid electric vehicle that cannot be charged from an external source. ## 3.2.4 ‘Off-vehicle charging hybrid electric vehicle’ (OVC-HEV) means a hybrid electric vehicle that can be charged from an external source. ## 3.2.5 ‘Hybrid electric vehicle’ (HEV) means a hybrid vehicle where one of the propulsion energy converters is an electric machine. ## 3.2.6 ‘Hybrid vehicle’ (HV) means a vehicle equipped with a powertrain containing at least two different categories of propulsion energy converters and at least two different categories of propulsion energy storage systems. ### Division 3.3: Evaporative emission ## 3.3.1 ‘Fuel tank system’ means the devices which allow storing the fuel, comprising the fuel tank, the fuel filler, the filler cap and the fuel pump when it is fitted in or on the fuel tank. ## 3.3.2 ‘Fuel system’ means the components which store or transport fuel on board the vehicle and comprise the fuel tank system, all fuel and vapour lines, any non-tank mounted fuel pumps and the activated carbon canister. ## 3.3.3 ‘Butane working capacity’ (BWC) means the mass of butane which a canister can adsorb. ## 3.3.4 ‘BWC300’ means the butane working capacity after 300 cycles of fuel ageing cycles experienced. ## 3.3.5 ‘Permeability Factor’ (PF) means the factor determined from hydrocarbon losses over a period of time and used to determine the final evaporative emissions. ## 3.3.6 ‘Monolayer non-metal tank’ means a fuel tank constructed with a single layer of non-metal material including fluorinated/sulfonated materials. ## 3.3.7 ‘Multilayer tank’ means a fuel tank constructed with at least two different layered materials, one of which is a hydrocarbon barrier material. ## 3.3.8 ‘Sealed fuel tank system’ means a fuel tank system where the fuel vapours do not vent during parking over the 24-hour diurnal cycle defined in Appendix 2 to Annex 7 of UN/ECE Regulation No 83 when performed with a reference fuel defined in Section A.1 of Annex IX to this Regulation. ## 3.3.9 ‘Evaporative emissions’ means in the context of this Regulation the hydrocarbon vapours lost from the fuel system of a motor vehicle during parking and immediately before refuelling of a sealed fuel tank. ## 3.3.10 ‘Mono-fuel gas vehicle’ means a mono-fuel vehicle that runs primarily on liquefied petroleum gas, natural gas/biomethane, or hydrogen but may also have a petrol system for emergency purposes or starting only, where the petrol tank does not contain more than 15 litres of petrol. ## 3.3.11 ‘Depressurisation puff loss’ means hydrocarbons venting from a sealed fuel tank system pressure relief exclusively through the vapour storage unit allowed by the system. ## 3.3.12 ‘Depressurisation puff loss overflow’ are the depressurisation puff loss hydrocarbons that pass through the vapour storage unit during depressurisation. ## 3.3.13 ‘Fuel tank relief pressure’ is the minimum pressure value at which the sealed fuel tank system starts venting in response only to pressure inside the tank. ## 3.3.14 ‘Auxiliary canister’ is the canister used to measure depressurisation puff loss overflow. ## 3.3.15 ‘2 gram breakthrough’ shall be considered accomplished when the cumulative quantity of hydrocarbons emitted from the activated carbon canister equals 2 grams. ### Division 4: Abbreviations ## General abbreviations BWC Butane working capacity PF Permeability factor APF Assigned permeability factor OVC-HEV Off-vehicle charging hybrid electric vehicle NOVC-HEV Not off-vehicle charging hybrid electric vehicle WLTC Worldwide light-duty test cycle REESS Rechargeable electric energy storage system ### Division 5: General requirements ## 5.1 The vehicle and its components liable to affect the evaporative emissions shall be designed, constructed and assembled so as to enable the vehicle in normal use and under normal conditions of use such as humidity, rain, snow, heat, cold, sand, dirt, vibrations, wear, etc. to comply with the provisions of this Regulation during its useful life. ## 5.1.1 This shall include the security of all hoses, joints and connections used within the evaporative emission control systems. ## 5.1.2 For vehicles with a sealed fuel tank system, this shall also include having a system which, just before refuelling, releases the tank pressure exclusively through a vapour storage unit which has the sole function of storing fuel vapour. This ventilation route shall also be the only one used when the tank pressure exceeds its safe working pressure. ## 5.2 The test vehicle shall be selected in accordance with paragraph 5.5.2. ### Division 5.3: Vehicle testing condition ## 5.3.1 The types and amounts of lubricants and coolant for emissions testing shall be as specified for normal vehicle operation by the manufacturer. ## 5.3.2 The type of fuel for testing shall be as specified in Section A.1 of Annex IX. ## 5.3.3 All evaporative emissions controlling systems shall be in working order. ## 5.3.4 The use of any defeat device is prohibited in accordance with the provisions of Article 5(2) of Regulation (EC) No 715/2007. ### Division 5.4: Provisions for electronic system security ## 5.4.1 The provisions for electronic system security shall be those specified in paragraph 2.3. of Annex I. ### Division 5.5: Evaporative emission family ## 5.5.1 Only vehicles that are identical with respect to the characteristics listed in (a), (c) and (d), technically equivalent with respect to the characteristics listed in (b) and similar or, where applicable, within the stated tolerance regarding the characteristics listed in (e) and (f) may be part of the same evaporative emission family: (a)Fuel tank system material and construction; (b)Vapour hose material, fuel line material and connection technique; (c)Sealed tank or non-sealed tank system; (d)Fuel tank relief valve setting (air ingestion and relief); (e)Canister butane working capacity (BWC300) within a 10 per cent range of the highest value (for canisters with the same type of charcoal, the volume of charcoal shall be within 10 per cent of that for which the BWC300 was determined); (f)Purge control system (for example, type of valve, purge control strategy). ## 5.5.2 The vehicle shall be considered to produce worst-case evaporative emissions and shall be used for testing if it has the largest ratio of fuel tank capacity to canister butane working capacity within the family. The vehicle selection shall be agreed in advance with the approval authority. ## 5.5.3 The use of any innovative system calibration, configuration, or hardware related to the evaporative control system shall place the vehicle model in a different family. ## 5.5.4 Evaporative Emissions Family Identifier Each of the evaporative emission families defined in paragraph 5.5.1. shall be attributed a unique identifier of the following format: EV-nnnnnnnnnnnnnnn-WMI-x Where: nnnnnnnnnnnnnnn is a string with a maximum of fifteen characters, restricted to using the characters 0-9, A-Z and the underscore character ‘_’. WMI (world manufacturer identifier) is a code that identifies the manufacturer in a unique manner defined in ISO 3780:2009. x shall be set to ‘1’ or ‘0’ in accordance with the following provisions: (a)With the agreement of the approval authority and the owner of the WMI, the number shall be set to ‘1’ where a vehicle family is defined for the purpose of covering vehicles of: (i)a single manufacturer with one single WMI code; (ii)a manufacturer with several WMI codes, but only in cases when one WMI code is to be used; (iii)more than one manufacturer, but only in cases when one WMI code is to be used. In the cases (i), (ii) and (iii), the family identifier code shall consist of one unique string of n-characters and one unique WMI code followed by ‘1’. (b)With the agreement of the approval authority, the number shall be set to ‘0’ in the case that a vehicle family is defined based on the same criteria as the corresponding vehicle family defined in accordance with point (a), but the manufacturer chooses to use a different WMI. In this case the family identifier code shall consist of the same string of n-characters as the one determined for the vehicle family defined in accordance with point (a) and a unique WMI code which shall be different from any of the WMI codes used under case (a), followed by ‘0’. ## 5.6 The approval authority shall not grant type approval if the information provided is insufficient to demonstrate that the evaporative emissions are effectively limited during the normal use of the vehicle. ### Division 6: Performance requirements ## 6.1 Limit values The limit value shall be that specified in Table 3 of Annex I to Regulation (EC) No 715/2007. ## 1 Type 4 test procedures and test conditions 1. Introduction This Annex describes the procedure for the Type 4 test which determines the evaporative emission of vehicles. 2. Technical requirements 2.1. The procedure includes the evaporative emissions test and two additional tests, one for the ageing of carbon canisters, as described in paragraph 5.1. of this Appendix, and one for the permeability of the fuel tank system, as described in paragraph 5.2. of this Appendix. The evaporative emissions test (Figure VI.4) determines hydrocarbon evaporative emissions as a consequence of diurnal temperature fluctuations and hot soaks during parking. 2.2. In the case that the fuel system contains more than one carbon canister, all references to the term ‘canister’ in this Annex shall apply to each canister. 3. Vehicle The vehicle shall be in good mechanical condition and have been run-in and driven at least 3 000 km before the test. For the purpose of the determination of evaporative emissions, the mileage and the age of the vehicle used for certification shall be included in all relevant test reports. The evaporative emission control system shall be connected and functioning correctly during the run-in period. A carbon canister aged in accordance with the procedure described in paragraph 5.1. of this Appendix shall be used. 4. Test equipment 4.1. Chassis dynamometer The chassis dynamometer shall meet the requirements of paragraph 2. of Sub-Annex 5 of Annex XXI. 4.2. Evaporative emission measurement enclosure The evaporative emission measurement enclosure shall meet the requirements of paragraph 4.2. of Annex 7 of UN/ECE Regulation No 83. 4.3. Analytical systems The analytical systems shall meet the requirements of paragraph 4.3. of Annex 7 of UN/ECE Regulation No 83. Continuous measuring of hydrocarbons is not mandatory unless the fixed volume type enclosure is used. 4.4. Temperature recording system The temperature recording shall meet the requirements of paragraph 4.5. of Annex 7 of UN/ECE Regulation No 83. 4.5. Pressure recording system The pressure recording shall meet the requirements of paragraph 4.6. of Annex 7 of UN/ECE Regulation No 83, except that the accuracy and resolution of the pressure recording system defined in paragraph 4.6.2. of Annex 7 of UN/ECE Regulation No 83 shall be: (a)Accuracy: ± 0,3 kPa (b)Resolution: 0,025 kPa 4.6. Fans The fans shall meet the requirements of paragraph 4.7. of Annex 7 of UN/ECE Regulation No 83, except that the capacity of the blowers shall be 0,1 to 0,5 m3/sec instead of 0,1 to 0,5 m3/min. 4.7. Calibration gases The gases shall meet the requirements of paragraph 4.8. of Annex 7 of UN/ECE Regulation No 83. 4.8. Additional Equipment The additional equipment shall meet the requirements of paragraph 4.9. of Annex 7 of UN/ECE Regulation No 83. 4.9. Auxiliary canister The auxiliary canister should be identical to the main canister but not necessarily aged. The connection tube to the vehicle canister shall be as short as possible. The auxiliary canister shall be fully-purged with dry air prior to loading. 4.10. Canister weighing scale The canister weighing scale shall have an accuracy of ±0,02 g. 5. Procedure for canister bench ageing and PF determination 5.1. Canister bench ageing Before performing the hot soak and diurnal losses sequences, the canister shall be aged in accordance with the procedure described in Figure VI.1. Figure VI.1 Canister bench ageing procedure 5.1.1. Ageing through exposure to temperature cycling The canister shall be cycled between temperatures from – 15 °C to 60 °C in a dedicated temperature enclosure with 30 minutes of stabilisation at – 15 °C and 60 °C. Each cycle shall last 210 minutes (see Figure VI.2). The temperature gradient shall be as close as possible to 1 °C/min. No forced air flow should pass through the canister. The cycle shall be repeated 50 times consecutively. In total, this procedure lasts 175 hours. Figure VI.2 Temperature conditioning cycle 5.1.2. Ageing through exposure to vibration Following the temperature ageing procedure, the canister shall be shaken vertically with the canister mounted as per its orientation in the vehicle with an overall Grms > 1,5 m/sec2 with a frequency of 30 ± 10 Hz. The test shall last 12 hours. 5.1.3. Ageing through exposure to fuel vapour and determining BWC300 5.1.3.1. Ageing shall consist of repeatedly loading with fuel vapour and purging with laboratory air. 5.1.3.1.1. After temperature and vibration ageing, the canister shall be further aged with a mixture of market fuel as specified in paragraph 5.1.3.1.1.1. of this Appendix and nitrogen or air with a 50 ± 15 per cent fuel vapour volume. The fuel vapour fill rate shall be 60 ± 20 g/h. The canister shall be loaded to 2 gram breakthrough. As an alternative, loading shall be deemed to be completed when the hydrocarbon concentration level at the vent outlet reaches 3 000 ppm. 5.1.3.1.1.1. The market fuel used for this test shall fulfil the same requirements as a reference fuel with respect to: (a)Density at 15 °C; (b)Vapour pressure; (c)Distillation (70 °C, 100 °C, 150 °C); (d)Hydrocarbon analysis (olefins, aromatics, benzene only); (e)Oxygen content; (f)Ethanol content. 5.1.3.1.2. The canister shall be purged between 5 and 60 minutes after loading with 25 ± 5 litres per minute of emission laboratory air until 300 bed volume exchanges are reached. 5.1.3.1.3. The procedures set out in paragraphs 5.1.3.1.1. and 5.1.3.1.2. of this Appendix shall be repeated 300 times after which the canister shall be considered to be stabilised. 5.1.3.1.4. The procedure to measure the butane working capacity (BWC) with respect to the evaporative emission family in paragraph 5.5. shall consist of the following. (a)The stabilised canister shall be loaded to 2 gram breakthrough and subsequently purged a minimum of 5 times. Loading shall be performed with a mixture composed of 50 per cent butane and 50 per cent nitrogen by volume at a rate of 40 grams butane per hour. (b)Purging shall be performed in accordance with paragraph 5.1.3.1.2. of this Appendix. (c)The BWC shall be included in all relevant test reports after each loading. (d)BWC300 shall be calculated as the average of the last 5 BWCs. 5.1.3.2. If an aged canister is provided by a supplier, the manufacturer shall inform the approval authority in advance of the ageing process to enable the witnessing of any part of that process in the supplier's facilities. 5.1.3.3. The manufacturer shall provide the approval authority a test report including at least the following elements: (a)Type of activated carbon; (b)Loading rate; (c)Fuel specifications. 5.2. Determination of the PF of the fuel tank system (see Figure VI.3) Figure VI.3 Determination of the PF 5.2.1. The fuel tank system representative of a family shall be selected and mounted on a rig in a similar orientation as in the vehicle. The tank shall be filled to 40 ± 2 per cent of its nominal capacity with reference fuel at a temperature of 18 °C ± 2 °C. The rig with the fuel tank system shall be placed in a room with a controlled temperature of 40 °C ± 2 °C for 3 weeks. 5.2.2. At the end of the third week, the tank shall be drained and refilled with reference fuel at a temperature of 18 °C ± 2 °C to 40 ± 2 per cent of its nominal tank capacity. Within 6 to 36 hours, the rig with the fuel tank system shall be placed in an enclosure. The last 6 hours of this period shall be at an ambient temperature of 20 °C ± 2 °C. In the enclosure, a diurnal procedure shall be performed over the first 24-hour period of the procedure described in paragraph 6.5.9. of this Appendix. The fuel vapour in the tank shall be vented to the outside of the enclosure to eliminate the possibility of the tank venting emissions being counted as permeation. The HC emissions shall be measured and the value shall be included in all relevant test reports as HC3W. 5.2.3. The rig with the fuel tank system shall be placed again in a room with a controlled temperature of 40 °C ± 2 °C for the remaining 17 weeks. 5.2.4. At the end of the seventeenth week, the tank shall be drained and refilled with reference fuel at a temperature of 18 °C ± 2 °C to 40 ± 2 per cent of its nominal tank capacity. Within 6 to 36 hours, the rig with the fuel tank system shall be placed in an enclosure. The last 6 hours of this period shall be at an ambient temperature of 20 °C ± 2 °C. In the enclosure, a diurnal procedure shall be performed over a first period of 24 hours of the procedure described in accordance with paragraph 6.5.9. of this Appendix. The fuel tank system shall be vented to the outside of the enclosure to eliminate the possibility of the tank venting emissions being counted as permeation. The HC emissions shall be measured and the value shall be included in all relevant test reports in this case as HC20W. 5.2.5. The PF is the difference between HC20W and HC3W in g/24h calculated to 3 significant digits using the following equation: PF = HC20w – HC3W 5.2.6. If the PF is determined by a supplier, the vehicle manufacturer shall inform the approval authority in advance of the determination to allow witness check in the supplier's facility. 5.2.7. The manufacturer shall provide the approval authority with a test report containing at least the following: (a)A full description of the fuel tank system tested, including information on the type of tank tested, whether the tank is metal, monolayer non-metal or multilayer, and which types of materials are used for the tank and other parts of the fuel tank system; (b)The weekly mean temperatures at which the ageing was performed; (c)The HC measured at week 3 (HC3W); (d)The HC measured at week 20 (HC20W); (e)The resulting permeability factor (PF). 5.2.8. As an alternative to paragraphs 5.2.1. to 5.2.7. of this Appendix, a manufacturer using multilayer tanks or metal tanks may choose to use an Assigned Permeability Factor (APF) instead of performing the complete measurement procedure mentioned above: APF multilayer/metal tank = 120 mg /24 h Where the manufacturer chooses to use an APF, the manufacturer shall provide the approval authority with a declaration in which the type of tank is clearly specified as well as a declaration of the type of materials used. 6. Test procedure for the measurement of hot soak and diurnal losses 6.1. Vehicle preparation The vehicle shall be prepared in accordance to paragraphs 5.1.1. and 5.1.2. of Annex 7 of UN/ECE Regulation No 83. At the request of the manufacturer and with approval of the approval authority, non-fuel background emission sources (e.g. paint, adhesives, plastics, fuel/vapour lines, tyres, and other rubber or polymer components) may be reduced to typical vehicle background levels before testing (e.g. baking of tyres at temperatures of 50 °C or higher for appropriate periods, baking of the vehicle, draining washer fluid). For a sealed fuel tank system, the vehicle canisters shall be installed so that access to canisters and connection/disconnection of canisters can be done easily. 6.2. Mode selections and gear shift prescriptions 6.2.1. For vehicles with manual shift transmissions, the gear shift prescriptions specified in Sub-Annex 2 of Annex XXI shall apply. 6.2.2. In the case of pure ICE vehicles, the mode shall be selected in accordance with Sub-Annex 6 of Annex XXI. 6.2.3. In the case of NOVC-HEVs and OVC-HEVs, the mode shall be selected in accordance with Appendix 6 to Sub-Annex 8 of Annex XXI. 6.2.4. Upon request of the approval authority, the selected mode may be different from that described in paragraphs 6.2.2. and 6.2.3. of this Appendix. 6.3. Test conditions The tests included in this Annex shall be performed using the test conditions specific to interpolation family vehicle H with the highest cycle energy demand of all the interpolation families included in the evaporative emission family being considered. Alternatively, at the request of the approval authority, any cycle energy representative of a vehicle in the family may be used for the test. 6.4. Flow of the test procedure The test procedure for non-sealed and sealed tank systems shall be followed in accordance with the flow chart described in Figure VI.4. The sealed fuel tank systems shall be tested with one of 2 options. One option is to test the vehicle with one continuous procedure. Another option, called the stand-alone procedure, is to test the vehicle with two separate procedures which will allow repeating the dynamometer test and the diurnal tests without repeating the tank depressurisation puff loss overflow test and the depressurisation puff loss measurement. Figure VI.4 Test procedure flow charts 6.5. Continuous test procedure for non-sealed fuel tank systems 6.5.1. Fuel drain and refill The fuel tank of the vehicle shall be emptied. This shall be done so as not to abnormally purge or abnormally load the evaporative control devices fitted to the vehicle. Removal of the fuel cap is normally sufficient to achieve this. The fuel tank shall be refilled with reference fuel at a temperature of 18 °C ± 2 °C to 40 ± 2 per cent of its nominal capacity. 6.5.2. Soak Within 5 minutes after completing fuel drain and refill, the vehicle shall be soaked for a minimum of 6 hours and a maximum of 36 hours at 23 °C ± 3 °C. 6.5.3. Preconditioning drive The vehicle shall be placed on a chassis dynamometer and driven over the following phases of the cycle described in Sub-Annex 1 of Annex XXI: (a)For Class 1 vehicles: low, medium, low, low, medium, low (b)For Class 2 and 3 vehicles: low, medium, high, medium. For OVC-HEVs, the preconditioning drive shall be performed under the charge-sustaining operating condition as defined in paragraph 3.3.6. of Annex XXI. Upon the request of approval authority, any other mode may be used. 6.5.4. Fuel drain and refill Within one hour after the preconditioning drive, the fuel tank of the vehicle shall be emptied. This shall be done so as not to abnormally purge or abnormally load the evaporative control devices fitted to the vehicle. Removal of the fuel cap is normally sufficient to achieve this. The fuel tank shall be refilled with test fuel at a temperature of 18 °C ± 2 °C to 40 ± 2 per cent of its nominal capacity. 6.5.5. Soak Within five minutes of completing fuel drain and refill, the vehicle shall be parked for a minimum of 12 hours and a maximum of 36 hours at 23 °C ± 3 °C. During soaking, the procedures described in paragraphs 6.5.5.1. and 6.5.5.2. may be performed either in the order of first paragraph 6.5.5.1. followed by paragraph 6.5.5.2. or in the order paragraph 6.5.5.2. followed by paragraph 6.5.5.1. The procedures described in paragraphs 6.5.5.1. and 6.5.5.2. may also be performed simultaneously. 6.5.5.1. REESS charge For OVC-HEVs, the REESS shall be fully charged in accordance with the charging requirements described in paragraph 2.2.3. of Appendix 4 to Sub-Annex 8 of Annex XXI. 6.5.5.2. Canister loading The canister aged in accordance with the sequence described in paragraph 5.1. of this Appendix shall be loaded to 2 gram breakthrough in accordance with the procedure described in paragraph 5.1.4. of Annex 7 of UN/ECE Regulation No 83. 6.5.6. Dynamometer test The test vehicle shall be pushed onto a dynamometer and shall be driven over the cycles described in paragraph 6.5.3.(a) or paragraph 6.5.3.(b) of this Appendix. OVC-HEVs shall be operated in charge-depleting operating condition. The engine shall be subsequently shut off. Exhaust emissions may be sampled during this operation and the results may be used for the purpose of exhaust emission and fuel consumption type approval if this operation meets the requirement described in Sub-Annex 6 or Sub-Annex 8 of Annex XXI. 6.5.7. Hot soak evaporative emissions test Within 7 minutes after the dynamometer test and within 2 minutes of the engine being switched off, the hot soak evaporative emissions test shall be performed in accordance with paragraph 5.5. of Annex 7 of UN/ECE Regulation No 83. The hot soak losses shall be calculated in accordance with paragraph 7.1. of this Appendix and included in all relevant test reports as MHS. 6.5.8. Soak After the hot soak evaporative emissions test, the test vehicle shall be soaked for not less than 6 hours and not more than 36 hours between the end of the hot soak test and the start of the diurnal emission test. For at least the last 6 hours of this period the vehicle shall be soaked at 20 °C ± 2 °C. 6.5.9. Diurnal testing 6.5.9.1. The test vehicle shall be exposed to two cycles of ambient temperature pursuant to the profile specified for the diurnal emission test in Appendix 2 to Annex 7 of UN/ECE Regulation No 83 with a maximum deviation of ± 2 °C at any time. The average temperature deviation from the profile, calculated using the absolute value of each measured deviation, shall not exceed ± 1 °C. Ambient temperature shall be measured at least every minute and included in all relevant test sheets. Temperature cycling shall begin at time Tstart = 0, as specified in paragraph 6.5.9.6. of this Appendix. 6.5.9.2. The enclosure shall be purged for several minutes immediately before the test until a stable background is obtained. The chamber mixing fan(s) shall also be switched on at this time. 6.5.9.3. The test vehicle, with the powertrain shut off and the test vehicle windows and luggage compartment(s) opened, shall be moved into the measuring chamber. The mixing fan(s) shall be adjusted in such a way as to maintain a minimum air circulation speed of 8 km/h under the fuel tank of the test vehicle. 6.5.9.4. The hydrocarbon analyser shall be zeroed and spanned immediately before the test. 6.5.9.5. The enclosure doors shall be closed and sealed gas-tight. 6.5.9.6. Within 10 minutes of closing and sealing the doors, the hydrocarbon concentration, temperature and barometric pressure shall be measured to give initial readings of hydrocarbon concentration in the enclosure CHCi, barometric pressure Pi and ambient chamber temperature Ti for the diurnal testing. Tstart = 0 starts at this time. 6.5.9.7. The hydrocarbon analyser shall be zeroed and spanned immediately before the end of each emission sampling period. 6.5.9.8. The end of the first and second emission sampling period shall occur at 24 hours ±6 minutes and 48 hours ± 6 minutes, respectively, after the beginning of the initial sampling, as specified in paragraph 6.5.9.6. of this Appendix. The elapsed time shall be included in all relevant test reports. At the end of each emission sampling period, the hydrocarbon concentration, temperature and barometric pressure shall be measured and used to calculate the diurnal test results using the equation in paragraph 7.1. of this Appendix. The result obtained from the first 24 hours shall be included in all relevant test reports as MD1. The result obtained from the second 24 hours shall be included in all relevant test reports as MD2. 6.6. Continuous test procedure for sealed fuel tank systems 6.6.1. In the case that the fuel tank relief pressure is greater than or equal to 30 kPa. 6.6.1.1. The test shall be performed as described in paragraphs 6.5.1. to 6.5.3. of this Appendix. 6.6.1.2. Fuel drain and refill Within one hour after the preconditioning drive, the fuel tank of the vehicle shall be emptied. This shall be done so as not to abnormally purge or abnormally load the evaporative control devices fitted to the vehicle. Removal of the fuel cap is normally sufficient to achieve this, otherwise the canister shall be disconnected. The fuel tank shall be refilled with reference fuel at a temperature of 18 °C ± 2 °C to 15 ± 2 per cent of the tank's nominal capacity. 6.6.1.3. Soak Within 5 minutes after completing fuel drain and refill, the vehicle shall be soaked for stabilization for 6 to 36 hours at an ambient temperature of 20 °C ± 2 °C. 6.6.1.4. Fuel tank depressurisation The tank pressure shall be subsequently released so as not to abnormally raise the inside pressure of the fuel tank. This may be done by opening the fuel cap of the vehicle. Regardless of the method of depressurisation, the vehicle shall be returned to its original condition within 1 minute. 6.6.1.5. Canister loading and purge The canister aged in accordance with the sequence described in paragraph 5.1. of this Appendix shall be loaded to 2 gram breakthrough in accordance with the procedure described in paragraph 5.1.6. of Annex 7 of UN/ECE Regulation No 83, and shall be subsequently purged with 25 ± 5 litres per minute with emission laboratory air. The volume of purge air shall not exceed the volume determined in paragraph 6.6.1.5.1. This loading and purging can be done either (a) using an on-board canister at a temperature of 20 °C or optionally 23 °C, or (b) by disconnecting the canister. In both cases, no further relief of the tank pressure is allowed. 6.6.1.5.1. Determination of maximum purge volume The maximum purge amount Volmax shall be determined by the following equation. In the case of OVC-HEVs, the vehicle shall be operated in charge-sustaining operating condition. This determination can also be done at a separate test or during the preconditioning drive. Volmax=VolPcycle×Voltank×0,85×100FCPcycleDistPcycle where: VolPcycleis the cumulative purge volume rounded to the nearest 0,1 litres measured using a suitable device (e.g. flowmeter connected to the vent of the carbon canister or equivalent) over the cold start preconditioning drive described in the paragraph 6.5.3. of this Appendix, l; Voltankis the manufacturer's nominal fuel tank capacity, l; FCPcycleis the fuel consumption over the single purge cycle described in paragraph 6.5.3. of this Appendix which may be measured in either warm or cold start condition, l/100 km. For OVC-HEVs and NOVC-HEVs, fuel consumption shall be calculated in accordance with paragraph 4.2.1. of Sub-Annex 8 of Annex XXI; DistPcycleis the theoretical distance to the nearest 0,1 km of a single purge cycle described in paragraph 6.5.3. of this Appendix, km. 6.6.1.6. Preparation of canister depressurisation puff loss loading After completing canister loading and purging, the test vehicle shall be moved into an enclosure, either a SHED or an appropriate climatic chamber. It shall be demonstrated that the system is leak-free and the pressurisation is performed in a normal way during the test or by separate test (e.g. by means of pressure sensor on the vehicle). The test vehicle shall be subsequently exposed to the first 11 hours of the ambient temperature profile specified for the diurnal emission test in Appendix 2 to Annex 7 of UN/ECE Regulation No 83 with a maximum deviation of ± 2 °C at any time. The average temperature deviation from the profile, calculated using the absolute value of each measured deviation, shall not exceed ± 1 °C. The ambient temperature shall be measured at least every 10 minutes and included in all relevant test sheets. 6.6.1.7. Canister puff loss loading 6.6.1.7.1. Fuel tank depressurisation before refuelling The manufacturer shall ensure that the refuelling operation cannot be initiated before the sealed fuel tank system is fully depressurised to a pressure less than 2,5 kPa above ambient pressure in normal vehicle operation and use. At the request of the approval authority, the manufacturer shall provide detailed information or demonstrate proof of operation (e.g. by means of pressure sensor on the vehicle). Any other technical solution may be allowed provided that a safe refuelling operation is ensured and that no excessive emissions are released to the atmosphere before the refuelling device is connected to the vehicle. 6.6.1.7.2. Within 15 minutes after the ambient temperature has reached 35 °C, the tank relief valve shall be opened to load the canister. This loading procedure may be executed either inside or outside an enclosure. The canister loaded in accordance with this paragraph shall be disconnected and shall be kept in the soak area. A dummy canister shall be installed to the vehicle when undertaking the procedure specified in paragraphs 6.6.1.9. to 6.6.1.12. of this Appendix. 6.6.1.8. Measurement of depressurisation puff loss overflow 6.6.1.8.1. Any depressurisation puff loss overflow from the vehicle canister shall be measured by using an auxiliary carbon canister connected directly at the outlet of the vehicle vapour storage unit. It shall be weighed before and after the procedure described in paragraph 6.6.1.7. of this Appendix. 6.6.1.8.2. Alternatively, the depressurisation puff loss overflow from the vehicle canister during its depressurisation may be measured using a SHED. Within 15 minutes after the ambient temperature has reached 35 °C as described in paragraph 6.6.1.6. of this Appendix, the chamber shall be sealed and the measurement procedure shall be started. The hydrocarbon analyser shall be zeroed and spanned, after which the hydrocarbon concentration, temperature and barometric pressure shall be measured to give the initial readings CHCi, Pi and Ti for the sealed tank depressurisation puff loss overflow determination. The ambient temperature T of the enclosure shall not be less than 25 °C during the measurement procedure. At the end of the procedure described in paragraph 6.6.1.7.2. of this Appendix, the hydrocarbon concentration in the chamber shall be measured after 60 ± 5 seconds. The temperature and the barometric pressure shall also be measured. These are the final readings CHCf, Pf and Tf for the sealed tank depressurisation puff loss overflow. The sealed tank puff loss overflow result shall be calculated in accordance with paragraph 7.1. of this Appendix and included in all relevant test reports. 6.6.1.8.3. There shall be no change in weight of the auxiliary canister or the result of the SHED measurement, within the tolerance of ± 0,5 gram. 6.6.1.9. Soak After completing puff loss loading, the vehicle shall be soaked at 23 ± 2 °C for 6 to 36 hours to stabilise the vehicle temperature. 6.6.1.9.1. REESS charge For OVC-HEVs, the REESS shall be fully charged in accordance with the charging requirements described in paragraph 2.2.3. of Appendix 4 to Annex 8 of Annex XXI during the soaking described in paragraph 6.6.1.9. of this Appendix. 6.6.1.10. Fuel drain and refill The fuel tank of the vehicle shall be drained and filled up to 40 ± 2 per cent of the tank's nominal capacity with reference fuel at a temperature of 18 °C ± 2 °C. 6.6.1.11. Soak The vehicle shall be subsequently parked for a minimum of 6 hours to a maximum of 36 hours in the soak area at 20 °C ± 2 °C to stabilise the fuel temperature. 6.6.1.12. Fuel tank depressurisation The tank pressure shall be subsequently released so as not to abnormally raise the inside pressure of the fuel tank. This may be done by opening the fuel cap of the vehicle. Regardless of the method of depressurisation, the vehicle shall be returned to its original condition within 1 minute. After this action, the vapour storage unit shall be connected again. 6.6.1.13. The procedures in paragraphs 6.5.6. to 6.5.9.8. of this Appendix shall be followed. 6.6.2. In the case that the fuel tank relief pressure is lower than 30 kPa The test shall be performed as described in paragraphs 6.6.1.1. to 6.6.1.13. of this Appendix. However, in this case, the ambient temperature described in paragraph 6.5.9.1. of this Appendix shall be replaced by the profile specified in Table VI.1 of this Appendix for the diurnal emission test. Table VI.1 Ambient temperature profile of the alternative sequence for sealed fuel tank system Time (hours) Temperature (°C) 0/24 20,0 1 20,4 2 20,8 3 21,7 4 23,9 5 26,1 6 28,5 7 31,4 8 33,8 9 35,6 10 37,1 11 38,0 12 37,7 13 36,4 14 34,2 15 31,9 16 29,9 17 28,2 18 26,2 19 24,7 20 23,5 21 22,3 22 21,0 23 20,2 6.7. Stand-alone test procedure for sealed fuel tank systems 6.7.1 Measurement of depressurisation puff loss loading mass 6.7.1.1. The procedures in paragraphs 6.6.1.1. to 6.6.1.7.2. of this Appendix shall be performed. The depressurisation puff loss loading mass is defined as the difference in weight of the vehicle canister before paragraph 6.6.1.6. of this Appendix is applied and after paragraph 6.6.1.7.2. of this Appendix is applied. 6.7.1.2. The depressurisation puff loss overflow from the vehicle canister shall be measured in accordance with paragraphs 6.6.1.8.1. and 6.6.1.8.2. of this Appendix and fulfil the requirements of paragraph 6.6.1.8.3. in this Appendix. 6.7.2. Hot soak and diurnal breathing evaporative emissions test 6.7.2.1. In the case that the fuel tank relief pressure is greater than or equal to 30 kPa 6.7.2.1.1. The test shall be performed as described in paragraphs 6.5.1. to 6.5.3. and paragraphs 6.6.1.9. to 6.6.1.9.1. of this Appendix. 6.7.2.1.2. The canister shall be aged in accordance with the sequence described in paragraph 5.1. of this Appendix and shall be loaded and purged in accordance with paragraph 6.6.1.5. of this Appendix. 6.7.2.1.3. The aged canister shall subsequently be loaded in accordance with the procedure described in paragraph 5.1.6. of Annex 7 of UN/ECE Regulation No 83 with the exemption of loading mass. Total loading mass shall be determined in accordance with paragraph 6.7.1.1. of this Appendix. At the request of the manufacturer, the reference fuel may alternatively be used instead of butane. The canister shall be disconnected. 6.7.2.1.4. The procedures in paragraphs 6.6.1.10. to 6.6.1.13. of this Appendix shall be followed. 6.7.2.2. In the case that the fuel tank relief pressure is lower than 30 kPa The test shall be performed as described in paragraphs 6.7.2.1.1. to 6.7.2.1.4. of this Appendix. However, in this case, the ambient temperature described in 6.5.9.1. of this Appendix shall be modified pursuant to the profile specified in Table VI.1 of this Appendix for the diurnal emission test. 7. Calculation of evaporative test results 7.1. The evaporative emission tests described in this Annex allow the hydrocarbon emissions from the puff loss overflow, diurnal and hot soak tests to be calculated. Evaporative losses from each of these tests shall be calculated using the initial and final hydrocarbon concentrations, temperatures and pressures in the enclosure, together with the net enclosure volume. The following equation shall be used: MHC=k×V×CHCf×PfTf−CHCi×PiTi+MHC,out−MHC,in where: MHCis the mass of hydrocarbons, grams; MHC,outis the mass of hydrocarbons exiting the enclosure in the case of fixed volume enclosures for diurnal emission testing, grams; MHC,inis the mass of hydrocarbon entering the enclosure in the case of fixed volume enclosures for diurnal emission testing, grams; CHCis the measured hydrocarbon concentration in the enclosure, ppm volume in C1 equivalent; Vis the net enclosure volume corrected for the volume of the vehicle with the windows and the luggage compartment open, m3. If the volume of the vehicle is not known, a volume of 1,42 m3 shall be subtracted; Tis the ambient chamber temperature, K; Pis the barometric pressure, kPa; H/Cis the hydrogen to carbon ratio where: H/Cis taken to be 2,33 for puff loss overflow measurement in SHED and diurnal test losses; H/Cis taken to be 2,20 for hot soak losses; kis 1,2 × 10– 4 × (12 + H/C), in (g × K/(m3 × kPa)); iis the initial reading; fis the final reading; 7.2. The result of (MHS + MD1 + MD2 + (2 × PF)) shall be below the limit defined in paragraph 6.1. 8. Test report The test report shall contain at least the following: (a)Description of the soak periods, including time and mean temperatures; (b)Description of aged canister used and reference to exact ageing report; (c)Mean temperature during the hot soak test; (d)Measurement during hot soak test, HSL; (e)Measurement of first diurnal, DL1st day; (f)Measurement of second diurnal, DL2nd day; (g)Final evaporative test result, calculated in accordance with paragraph 7. of this Appendix; (h)Declared fuel tank relief pressure of the system (for sealed tank systems); (i)Puff loss loading value (in the case of using the stand-alone test described in paragraph 6.7. of this Appendix). ### Division VERIFYING THE DURABILITY OF POLLUTION CONTROL DEVI: (TYPE 5 TEST) ### Division 1: INTRODUCTION ## 1.1 This Annex describes the tests for verifying the durability of pollution control devices. ### Division 2: GENERAL REQUIREMENTS ## 2.1 The general requirements for conducting the type 5 test shall be those set out in Section 5.3.6. of UN/ECE Regulation No 83 with exceptions provided in sections 2.2. and 2.3 below. ## 2.2 The table in paragraph 5.3.6.2. and the text in paragraph 5.3.6.4. of UN/ECE Regulation No 83 shall be understood to be as follows: Engine Category Assigned deterioration factors CO THC NMHC NOx HC + NOx PM PN Positive-ignition 1,5 1,3 1,3 1,6 — 1,0 1,0 Compression-ignition As there are no assigned deterioration factors for compression ignition vehicles, manufacturers shall use the whole vehicle or bench ageing durability test procedures to establish deterioration factors. ## 2.3 The reference to the requirements of paragraphs 5.3.1 and 8.2 in paragraph 5.3.6.5 of UN/ECE Regulation No 83 shall be understood as reference to the requirements of Annex XXI and Section 4.2 of Annex I to this Regulation during the useful life of the vehicle. ## 2.4 Before emission limits set out in Table 2 of Annex I to Regulation (EC) No 715/2007 are used for assessing compliance with the requirements referred to in paragraph 5.3.6.5 of UN/ECE Regulation No 83 the deterioration factors shall be calculated and applied, as described in Table A7/1 of Sub-Annex 7 and Table A8/5 of Sub-Annex 8 to Annex XXI. ### Division 3: TECHNICAL REQUIREMENTS ## 3.1 The technical requirements and specifications shall be those set out in sections 1 to 7 and Appendices 1, 2 and 3 of Annex 9 to UN/ECE Regulation No 83, with the exceptions set out in sections 3.2. to 3.10. ## 3.2 Reference to Annex 2 in paragraph 1.5. of Annex 9 to UN/ECE Regulation No 83 shall be understood as referring to Appendix 4 to Annex I to this Regulation. ## 3.3 Reference to the emissions limits set out in Table 1 in paragraph 1.6. of Annex 9 to UN/ECE Regulation No 83 shall be understood as referring to the emissions limits set out in Table 2 of Annex I to Regulation (EC) No 715/2007. ## 3.4 The references to the Type I test in paragraph 2.3.1.7 of Annex 9 of UN/ECE Regulation No 83 shall be understood as reference to the Type 1 test in Annex XXI to this Regulation. ## 3.5 The references to the Type I test in paragraph 2.3.2.6 of Annex 9 of UN/ECE Regulation No 83 shall be understood as reference to the Type 1 test in Annex XXI to this Regulation. ## 3.6 The references to the Type I test in paragraph 3.1 of Annex 9 of UN/ECE Regulation No 83 shall be understood as reference to the Type 1 test in Annex XXI to this Regulation. ## 3.7 The reference to paragraph 5.3.1.4. in the first section of paragraph 7 of Annex 9 of UN/ECE Regulation No 83 shall be understood as reference to Table 2 of Annex I of the Regulation (EC) No 715/2007. ## 3.8 The reference in paragraph 6.3.1.2 of Annex 9 to UN/ECE Regulation No 83 to the methods in Appendix 7 to Annex 4a shall be understood as being a reference to Sub-Annex 4 to Annex XXI to this Regulation. ## 3.9 The reference in paragraph 6.3.1.4 of Annex 9 to UN/ECE Regulation No 83 to Annex 4a shall be understood as being a reference to Sub-Annex 4 to Annex XXI to this Regulation. ## 3.10 The road load coefficients to be used shall be those for vehicle low (VL). If VL does not exist or the total load of vehicle (VH) at 80 km/h is higher than the total load of VL at 80 km/h + 5 %, then the VH road load shall be used. VL and VH are defined in point 4.2.1.1.2 of Sub-Annex 4 to Annex XXI. ### Division VERIFYING THE AVERAGE EMISSIONS AT LOW AMBIENT TEM: (TYPE 6 TEST) ### Division 1: INTRODUCTION ## 1.1 This Annex describes the equipment required and the procedure for the Type 6 test in order to verify the emissions at cold temperatures. ### Division 2: GENERAL REQUIREMENTS ## 2.1 The general requirements for the Type 6 test are those set out in section 5.3.5 of UN/ECE Regulation No 83 with the exception specified in section 2.2 below. ## 2.2 The limit values referred to in paragraph 5.3.5.2 of UN/ECE Regulation No 83 relate to the limit values set out in Annex 1, Table 4, to Regulation (EC) No 715/2007. ### Division 3: TECHNICAL REQUIREMENTS ## 3.1 The technical requirements and specifications are those set out in section 2 to 6 of Annex 8 to UN/ECE Regulation No 83 with the exception specified in section 3.2 below. ## 3.2 The reference to paragraph 2 of Annex 10 in paragraph 3.4.1 of Annex 8 to UN/ECE Regulation No 83 shall be understood as reference to Section B of Annex IX to this Regulation. ## 3.3 The road load coefficients to be used shall be those for vehicle low (VL). If VL does not exist then the VH road load shall be used. VL and VH are defined in point 4.2.1.1.2 of Sub-Annex 4 to Annex XXI. Alternatively the manufacturer may choose to use road loads that have been determined in accordance with the provisions of Appendix 7 of Annex 4a of UN/ECE Regulation No 83 for a vehicle included in the interpolation family. In both cases, the dynamometer shall be adjusted to simulate the operation of a vehicle on the road at – 7 °C. Such adjustment may be based on a determination of the road load force profile at – 7 °C. Alternatively, the driving resistance determined may be adjusted for a 10 % decrease of the coast-down time. The technical service may approve the use of other methods for determining the driving resistance. ### Division: SPECIFICATIONS OF REFERENCE FUELS ### Division A: REFERENCE FUELS ## 1 Technical data on fuels for testing vehicles with positive-ignition engines Type: Petrol (E10): The values quoted in the specifications are ‘true values’. In establishment of their limit values the terms of ISO 4259 Petroleum products - Determination and application of precision data in relation to methods of test have been applied and in fixing a minimum value, a minimum difference of 2R above zero has been taken into account; in fixing a maximum and minimum value, the minimum difference is 4R (R = reproducibility). Notwithstanding this measure, which is necessary for technical reasons, the manufacturer of fuels shall nevertheless aim at a zero value where the stipulated maximum value is 2R and at the mean value in the case of quotations of maximum and minimum limits. Should it be necessary to clarify whether a fuel meets the requirements of the specifications, the terms of ISO 4259 shall be applied. A correction factor of 0,2 for MON and RON shall be subtracted for the calculation of the final result in accordance with EN 228:2008. A correction factor of 0,2 for MON and RON shall be subtracted for the calculation of the final result in accordance with EN 228:2008. The fuel may contain oxidation inhibitors and metal deactivators normally used to stabilise refinery gasoline streams, but detergent/dispersive additives and solvent oils shall not be added. Ethanol is the only oxygenate that shall be intentionally added to the reference fuel. The Ethanol used shall conform to EN 15376. The actual sulphur content of the fuel used for the Type 1 test shall be reported. There shall be no intentional addition of compounds containing phosphorus, iron, manganese, or lead to this reference fuel. Ethanol is the only oxygenate that shall be intentionally added to the reference fuel. The Ethanol used shall conform to EN 15376. Parameter Unit Limits Test method Minimum Maximum Research octane number, RON 95,0 98,0 EN ISO 5164 Motor octane number, MON 85,0 89,0 EN ISO 5163 Density at 15 C kg/m3 743,0 756,0 EN ISO 12185 Vapour pressure (DVPE) kPa 56,0 60,0 EN 13016-1 Water content % v/v 0,05 EN 12937 Appearance at – 7 C Clear and bright Distillation: — evaporated at 70 C % v/v 34,0 46,0 EN ISO 3405 — evaporated at 100 C % v/v 54,0 62,0 EN ISO 3405 — evaporated at 150 C % v/v 86,0 94,0 EN ISO 3405 — final boiling point °C 170 195 EN ISO 3405 Residue % v/v — 2,0 EN ISO 3405 Hydrocarbon analysis: — olefins % v/v 6,0 13,0 EN 22854 — aromatics % v/v 25,0 32,0 EN 22854 — benzene % v/v — 1,00 EN 22854 EN 238 — saturates % v/v report EN 22854 Carbon/hydrogen ratio report Carbon/oxygen ratio report Induction Period minutes 480 — EN ISO 7536 Oxygen content % m/m 3,3 3,7 EN 22854 Solvent washed gum (Existent gum content) mg/100 ml — 4 EN ISO 6246 Sulphur content mg/kg — 10 EN ISO 20846 EN ISO 20884 Copper corrosion 3 hrs, 50 C — class 1 EN ISO 2160 Lead content mg/l — 5 EN 237 Phosphorus content mg/l — 1,3 ASTM D 3231 Ethanol % v/v 9,0 10,0 EN 22854 Type: Ethanol (E85) The values quoted in the specifications are ‘true values’. In establishment of their limit values the terms of ISO 4259 Petroleum products — Determination and application of precision data in relation to methods of test have been applied and in fixing a minimum value, a minimum difference of 2R above zero has been taken into account; in fixing a maximum and minimum value, the minimum difference is 4R (R = reproducibility). Notwithstanding this measure, which is necessary for technical reasons, the manufacturer of fuels shall nevertheless aim at a zero value where the stipulated maximum value is 2R and at the mean value in the case of quotations of maximum and minimum limits. Should it be necessary to clarify whether a fuel meets the requirements of the specifications, the terms of ISO 4259 shall be applied. In cases of dispute, the procedures for resolving the dispute and interpretation of the results based on test method precision, described in EN ISO 4259 shall be used. In cases of national dispute concerning sulphur content, either EN ISO 20846 or EN ISO 20884 shall be called up similar to the reference in the national annex of EN 228. The actual sulphur content of the fuel used for the Type 1 test shall be reported. Ethanol to meet specification of EN 15376 is the only oxygenate that shall be intentionally added to this reference fuel. The unleaded petrol content can be determined as 100 minus the sum of the percentage content of water and alcohols There shall be no intentional addition of compounds containing phosphorus, iron, manganese, or lead to this reference fuel. Parameter Unit Limits Test method Minimum Maximum Research octane number, RON 95 — EN ISO 5164 Motor octane number, MON 85 — EN ISO 5163 Density at 15 C kg/m3 Report ISO 3675 Vapour pressure kPa 40 60 EN ISO 13016-1 (DVPE) Sulphur content mg/kg — 10 EN ISO 20846 EN ISO 20884 Oxidation stability minutes 360 EN ISO 7536 Existent gum content (solvent washed) mg/100ml — 5 EN-ISO 6246 Appearance This shall be determined at ambient temperature or 15 C whichever is higher. Clear and bright, visibly free of suspended or precipitated contaminants Visual inspection Ethanol and higher alcohols % (V/V) 83 85 EN 1601 EN 13132 EN 14517 Higher alcohols (C3-C8) % (V/V) — 2 Methanol % (V/V) 0,5 Petrol % (V/V) Balance EN 228 Phosphorus mg/l 0,3 ASTM D 3231 Water content % (V/V) 0,3 ASTM E 1064 Inorganic chloride content mg/l 1 ISO 6227 pHe 6,5 9 ASTM D 6423 Copper strip corrosion (3h at 50 C) Rating Class 1 EN ISO 2160 Acidity, (as acetic acid CH3COOH) % (m/m) — 0,005 ASTM D 1613 (mg/l) — 40 Carbon/hydrogen ratio report Carbon/oxygen ration report Type: LPG This method may not accurately determine the presence of corrosive materials if the sample contains corrosion inhibitors or other chemicals which diminish the corrosivity of the sample to the copper strip. Therefore, the addition of such compounds for the sole purpose of biasing the test method is prohibited. Parameter Unit Fuel A Fuel B Test method Composition: ISO 7941 C3-content % vol 30 ± 2 85 ± 2 C4-content % vol Balance Balance < C3, > C4 % vol Maximum 2 Maximum 2 Olefins % vol Maximum 12 Maximum 15 Evaporation residue mg/kg Maximum 50 Maximum 50 prEN 15470 Water at 0 C Free Free prEN 15469 Total sulphur content mg/kg Maximum 10 Maximum 10 ASTM 6667 Hydrogen sulphide None None ISO 8819 Copper strip corrosion Rating Class 1 Class 1 ISO 6251 Odour Characteristic Characteristic Motor octane number Minimum 89 Minimum 89 EN 589 Annex B Type: NG/Biomethane Inerts (different from N2) + C2 + C2+. Value to be determined at 293,2 K (20 C) and 101,3 kPa. Value to be determined at 273,2 K (0 C) and 101,3 kPa. Inerts (different from N2) + C2; + C2+. Value to be determined at 293,2 K (20 C) and 101,3 kPa. Value to be determined at 273,2 K (0 C) and 101,3 kPa. Characteristics Units Basis Limits Test method minimum maximum Reference fuel G20 Composition: Methane % mole 100 99 100 ISO 6974 Balance % mole — — 1 ISO 6974 N2 % mole ISO 6974 Sulphur content mg/m3 — — 10 ISO 6326-5 Wobbe Index (net) MJ/m3 48,2 47,2 49,2 Reference fuel G25 Composition: Methane % mole 86 84 88 ISO 6974 Balance % mole — — 1 ISO 6974 N2 % mole 14 12 16 ISO 6974 Sulphur content mg/m3 — — 10 ISO 6326-5 Wobbe Index (net) MJ/m3 39,4 38,2 40,6 Type: Hydrogen for internal combustion engines Not to be condensed. Combined water, oxygen, nitrogen and argon: 1,900 μmol/mol. Combined water, oxygen, nitrogen and argon: 1,900 μmol/mol. Combined water, oxygen, nitrogen and argon: 1,900 μmol/mol. Combined water, oxygen, nitrogen and argon: 1,900 μmol/mol. The hydrogen shall not contain dust, sand, dirt, gums, oils, or other substances in an amount sufficient to damage the fuelling station equipment or the vehicle (engine) being fuelled. Characteristics Units Limits Test method minimum maximum Hydrogen purity % mole 98 100 ISO 14687-1 Total hydrocarbon μmol/mol 0 100 ISO 14687-1 Water μmol/mol 0 ISO 14687-1 Oxygen μmol/mol 0 ISO 14687-1 Argon μmol/mol 0 ISO 14687-1 Nitrogen μmol/mol 0 ISO 14687-1 CO μmol/mol 0 1 ISO 14687-1 Sulphur μmol/mol 0 2 ISO 14687-1 Permanent particulates ISO 14687-1 ## (2) Equivalent EN/ISO methods will be adopted when issued for properties listed above. ## 2 Technical data on fuels for testing vehicles with compression ignition engines Type: Diesel (B7): The values quoted in the specifications are ‘true values’. In establishment of their limit values the terms of ISO 4259 Petroleum products – Determination and application of precision data in relation to methods of test have been applied and in fixing a minimum value, a minimum difference of 2R above zero has been taken into account; in fixing a maximum and minimum value, the minimum difference is 4R (R = reproducibility). Notwithstanding this measure, which is necessary for technical reasons, the manufacturer of fuels shall nevertheless aim at a zero value where the stipulated maximum value is 2R and at the mean value in the case of quotations of maximum and minimum limits. Should it be necessary to clarify whether a fuel meets the requirements of the specifications, the terms of ISO 4259 shall be applied. The range for cetane number is not in accordance with the requirements of a minimum range of 4R. However, in the case of a dispute between fuel supplier and fuel user, the terms of ISO 4259 may be used to resolve such disputes provided replicate measurements, of sufficient number to archive the necessary precision, are made in preference to single determinations. Even though oxidation stability is controlled, it is likely that shelf life will be limited. Advice shall be sought from the supplier as to storage conditions and life. FAME content to meet the specification of EN 14214. Parameter Unit Limits Test method Minimum Maximum Cetane Index 46,0 EN ISO 4264 Cetane number 52,0 56,0 EN ISO 5165 Density at 15 C kg/m3 833,0 837,0 EN ISO 12185 Distillation: — 50 % point °C 245,0 — EN ISO 3405 — 95 % point °C 345,0 360,0 EN ISO 3405 — final boiling point °C — 370,0 EN ISO 3405 Flash point °C 55 — EN ISO 2719 Cloud point °C — – 10 EN 23015 Viscosity at 40 C mm2/s 2,30 3,30 EN ISO 3104 Polycyclic aromatic hydrocarbons % m/m 2,0 4,0 EN 12916 Sulphur content mg/kg — 10,0 EN ISO 20846 EN ISO 20884 Copper corrosion 3 hrs, 50 C — Class 1 EN ISO 2160 Conradson carbon residue (10 % DR) % m/m — 0,20 EN ISO 10370 Ash content % m/m — 0,010 EN ISO 6245 Total contamination mg/kg — 24 EN 12662 Water content mg/kg — 200 EN ISO 12937 Acid number mg KOH/g — 0,10 EN ISO 6618 Lubricity (HFRR wear scan diameter at 60 C) μm — 400 EN ISO 12156 Oxidation stability at 110 C h 20,0 EN 15751 FAME % v/v 6,0 7,0 EN 14078 ### Division 3: Technical data on fuels for testing fuel cell vehicles ## Type: Hydrogen for fuel cell vehicles The hydrogen fuel index is determined by subtracting the ‘total non-hydrogen gases’ in this table, expressed in mole per cent, from 100 mole per cent. Total hydrocarbons include oxygenated organic species. Total hydrocarbons shall be measured on a carbon basis (μmolC/mol). Total hydrocarbons may exceed 2 μmol/mol due only to the presence of methane, in which case the summation of methane, nitrogen and argon shall not exceed 100 μmol/mol. As a minimum, total sulphur compounds include H2S, COS, CS2 and mercaptans, which are typically found in natural gas. Total halogenated compounds include, for example, hydrogen bromide (HBr), hydrogen chloride (HCl), chlorine (Cl2), and organic halides (R-X). Test method shall be documented. For the constituents that are additive, such as total hydrocarbons and total sulfur compounds, the sum of the constituents are to be less than or equal to the acceptable limit. Characteristics Units Limits Test Method minimum maximum Hydrogen fuel index % mole 99,97 Total non-hydrogen gases μmol/mol 300 Maximum concentration of individual contaminants Water (H2O) μmol/mol 5 Total hydrocarbons (Methane basis) μmol/mol 2 Oxygen (O2) μmol/mol 5 Helium (He) μmol/mol 300 Total Nitrogen (N2) and Argon (Ar) μmol/mol 100 Carbon dioxide (CO2) μmol/mol 2 Carbon monoxide (CO) μmol/mol 0,2 Total sulfur compounds (H2S basis) μmol/mol 0,004 Formaldehyde (HCHO) μmol/mol 0,01 Formic acid (HCOOH) μmol/mol 0,2 Ammonia (NH3) μmol/mol 0,1 Total halogenated compounds (Halogenate ion basis) μmol/mol 0,05 ## B REFERENCE FUELS FOR TESTING EMISSIONS AT LOW AMBIENT TEMPERATURES — TYPE 6 TEST Type: Petrol (E10): The values quoted in the specifications are ‘true values’. In establishment of their limit values the terms of ISO 4259 Petroleum products - Determination and application of precision data in relation to methods of test have been applied and in fixing a minimum value, a minimum difference of 2R above zero has been taken into account; in fixing a maximum and minimum value, the minimum difference is 4R (R = reproducibility). Notwithstanding this measure, which is necessary for technical reasons, the manufacturer of fuels shall nevertheless aim at a zero value where the stipulated maximum value is 2R and at the mean value in the case of quotations of maximum and minimum limits. Should it be necessary to clarify whether a fuel meets the requirements of the specifications, the terms of ISO 4259 shall be applied. A correction factor of 0,2 for MON and RON shall be subtracted for the calculation of the final result in accordance with EN 228:2008. A correction factor of 0,2 for MON and RON shall be subtracted for the calculation of the final result in accordance with EN 228:2008. The fuel may contain oxidation inhibitors and metal deactivators normally used to stabilise refinery gasoline streams, but detergent/dispersive additives and solvent oils shall not be added. Ethanol is the only oxygenate that shall be intentionally added to the reference fuel. The ethanol used shall conform to EN 15376. The actual sulphur content of the fuel used for the Type 6 test shall be reported. There shall be no intentional addition of compounds containing phosphorus, iron, manganese, or lead to this reference fuel. Ethanol is the only oxygenate that shall be intentionally added to the reference fuel. The ethanol used shall conform to EN 15376. Parameter Unit Limits Test method Minimum Maximum Research octane number, RON 95,0 98,0 EN ISO 5164 Motor octane number, MON 85,0 89,0 EN ISO 5163 Density at 15 C kg/m3 743,0 756,0 EN ISO 12185 Vapour pressure (DVPE) kPa 56,0 95,0 EN 13016-1 Water content max 0,05 % v/v Appearance at – 7 C: clear and bright EN 12937 Distillation: — evaporated at 70 C % v/v 34,0 46,0 EN ISO 3405 — evaporated at 100 C % v/v 54,0 62,0 EN ISO 3405 — evaporated at 150 C % v/v 86,0 94,0 EN ISO 3405 — final boiling point °C 170 195 EN ISO 3405 Residue % v/v — 2,0 EN ISO 3405 Hydrocarbon analysis: — olefins % v/v 6,0 13,0 EN 22854 — aromatics % v/v 25,0 32,0 EN 22854 — benzene % v/v — 1,00 EN 22854 EN 238 — saturates % v/v report EN 22854 Carbon/hydrogen ratio report Carbon/oxygen ratio report Induction Period minutes 480 — EN ISO 7536 Oxygen content % m/m 3,3 3,7 EN 22854 Solvent washed gum (Existent gum content) mg/100 ml — 4 EN ISO 6246 Sulphur content mg/kg — 10 EN ISO 20846 EN ISO 20884 Copper corrosion 3 hrs, 50 C — class 1 EN ISO 2160 Lead content mg/l — 5 EN 237 Phosphorus content mg/l — 1,3 ASTM D 3231 Ethanol % v/v 9,0 10,0 EN 22854 Type: Ethanol (E75) The values referred to in the specifications are ‘true values’. When establishing the value limits, the terms of ISO 4259 Petroleum products — Determination and application of precision data in relation to methods of test were applied. When fixing a minimum value, a minimum difference of 2R above zero was taken into account. When fixing a maximum and minimum value, the minimum difference used was 4R (R = reproducibility). Notwithstanding this procedure, which is necessary for technical reasons, fuel manufacturers shall aim for a zero value where the stipulated maximum value is 2R and for the mean value for quotations of maximum and minimum limits. Where it is necessary to clarify whether fuel meets the requirements of the specifications, the ISO 4259 terms shall be applied. In cases of dispute, the procedures for resolving the dispute and interpretation of the results based on test method precision, described in EN ISO 4259 shall be used. In cases of national dispute concerning sulphur content, either EN ISO 20846 or EN ISO 20884 shall be called up similar to the reference in the national annex of EN 228. The actual sulphur content of the fuel used for the Type 6 test shall be reported. Ethanol to meet specification of EN 15376 is the only oxygenate that shall be intentionally added to this reference fuel. The unleaded petrol content may be determined as 100 minus the sum of the percentage content of water and alcohols. There shall be no intentional addition of compounds containing phosphorus, iron, manganese, or lead to this reference fuel. Parameter Unit Limits Test method Minimum Maximum Research octane number, RON 95 — EN ISO 5164 Motor octane number, MON 85 — EN ISO 5163 Density at 15 C kg/m3 report EN ISO 12185 Vapour pressure kPa 50 60 EN ISO 13016-1 (DVPE) Sulphur content mg/kg — 10 EN ISO 20846 EN ISO 20884 Oxidation stability minutes 360 — EN ISO 7536 Existent gum content (solvent washed) mg/100ml — 4 EN ISO 6246 Appearance shall be determined at ambient temperature or 15 C whichever is higher Clear and bright, visibly free of suspended or precipitated contaminants Visual inspection Ethanol and higher alcohols % (V/V) 70 80 EN 1601 EN 13132 EN 14517 Higher alcohols (C3 – C8) % (V/V) — 2 Methanol — 0,5 Petrol % (V/V) Balance EN 228 Phosphorus mg/l 0,30 EN 15487 ASTM D 3231 Water content % (V/V) — 0,3 ASTM E 1064 EN 15489 Inorganic chloride content mg/l — 1 ISO 6227 — EN 15492 pHe 6,50 9 ASTM D 6423 EN 15490 Copper strip corrosion (3h at 50 C) Rating Class 1 EN ISO 2160 Acidity (as acetic acid CH3COOH) % (m/m) 0,005 ASTM D1613 EN 15491 mg/l 40 Carbon/hydrogen ration report Carbon/oxygen ration report ## (2) Equivalent EN/ISO methods will be adopted when issued for properties listed above. ## Annex X Reserved ### Division: ON-BOARD DIAGNOSTICS (OBD) FOR MOTOR VEHICLES ### Division 1: INTRODUCTION ## 1.1 This Annex sets out the functional aspects of on-board diagnostic (OBD) systems for the control of emissions from motor vehicles. ### Division 2: DEFINITIONS, REQUIREMENTS AND TESTS ## 2.1 The definitions, requirements and tests for OBD systems set out in Sections 2 and 3 of Annex 11 to UN/ECE Regulation No 83 shall apply for the purposes of this Annex, with the exceptions set out in this Annex. ## 2.1.1 The introductory text to paragraph 2. of Annex 11 to UN/ECE Regulation No 83 shall be understood as follows: ‘For the purposes of this Annex only:’ ## 2.1.2 Paragraph 2.10. of Annex 11 to UN/ECE Regulation No 83 shall be understood as follows: ‘A ‘ driving cycle ’ consists of engine key on, a driving mode where a malfunction would be detected if present, and engine key-off’ . ## 2.1.3 In addition to the requirements of paragraph 3.2.2. of Annex 11 of UN/ECE Regulation No 83, identification of deterioration or malfunctions may be also be done outside a driving cycle (e.g. after engine shutdown). ## 2.1.4 Paragraph 3.3.3.1. of Annex 11 of UN/ECE Regulation No 83 shall be understood as follows: ‘3.3.3.1. The reduction in the efficiency of the catalytic converter with respect to emissions of NMHC and NO x . Manufacturers may monitor the front catalyst alone or in combination with the next catalyst(s) downstream. Each monitored catalyst or catalyst combination shall be considered malfunctioning when the emissions exceed the NMHC or NO x threshold limits provided for by paragraph 3.3.2. of this Annex.’ ## 2.1.5 The reference to ‘the threshold limits’ in Section 3.3.3.1 of Annex 11 to UNECE Regulation No 83 shall be understood as reference to the threshold limits in Section 2.3 of this Annex. ## 2.1.6 Reserved. ## 2.1.7 Paragraphs 3.3.4.9. and 3.3.4.10. of Annex 11 of UN/ECE Regulation No 83 shall not apply. ## 2.1.8 Paragraphs 3.3.5. to 3.3.5.2. of Annex 11 of UN/ECE Regulation No 83 shall be understood as follows: ‘3.3.5. Manufacturers may demonstrate to the Type Approval Authority that certain components or systems need not be monitored if, in the event of their total failure or removal, emissions do not exceed the OBD threshold limits given in paragraph 3.3.2. of this Annex. 3.3.5.1. The following devices should however be monitored for total failure or removal (if removal would cause the applicable emission limits in paragraph 5.3.1.4. of this Regulation to be exceeded): (a)A particulate trap fitted to compression ignition engines as a separate unit or integrated into a combined emission control device; (b)A NO x after treatment system fitted to compression ignition engines as a separate unit or integrated into a combined emission control device; (c)A Diesel Oxidation Catalyst (DOC) fitted to compression ignition engines as a separate unit or integrated into a combined emission control device. 3.3.5.2. The devices referred to in paragraph 3.3.5.1. of this Annex shall also be monitored for any failure that would result in exceeding the applicable OBD threshold limits.’ ## 2.1.9 Paragraph 3.8.1. of Annex 11 to UN/ECE Regulation No 83 shall be understood as follows: ‘The OBD system may erase a fault code and the distance travelled and freeze-frame information if the same fault is not re-registered in at least 40 engine warm-up cycles or 40 driving cycles with vehicle operation in which the criteria specified in sections 7.5.1.(a)–(c) of Annex 11, Appendix 1 are met.’ ## 2.1.10 The reference to ‘ISO DIS 15031 5’ in paragraph 3.9.3.1. of Annex 11 to UN/ECE Regulation No 83 shall be understood as follows: ‘… the standard listed in paragraph 6.5.3.2.(a) of Annex 11, Appendix 1 of this Regulation.’ ## 2.1.11 In addition to the requirements of paragraph 3. of Annex 11 of UN/ECE Regulation No 83 the following shall apply: ‘Additional provisions for vehicles employing engine shut - off strategies Driving cycle Autonomous engine restarts commanded by the engine control system following an engine stall may be considered a new driving cycle or a continuation of the existing driving cycle.’ ## 2.2 The ‘Type V durability distance’ and ‘Type V durability test’ mentioned in section 3.1 and 3.3.1 of Annex 11 to UN/ECE Regulation No 83 respectively shall be understood as reference to the requirements of Annex VII to this Regulation. ## 2.3 The ‘OBD threshold limits’ specified in section 3.3.2 of Annex 11 to UN/ECE Regulation 83 shall be understood as reference to the requirements specified in points 2.3.1. and 2.3.2. below: 2.3.1.The OBD thresholds limits for vehicles that are type approved in accordance with the Euro 6 emission limits set out in Table 2 of Annex I to Regulation (EC) No 715/2007 from three years after the dates given in Article 10(4) and 10(5) of that Regulation are given in the following table: Positive ignition particulate mass and particle number limits apply only to vehicles with direct injection engines. Particle number limits may be introduced at a later date. Key: PI = Positive Ignition, CI = Compression Ignition. Final Euro 6 OBD threshold limits Reference mass (RM) (kg) Mass of carbon monoxide Mass of non-methane hydrocarbons Mass of oxides of nitrogen Mass of particulate matter Number of particles Category Class (CO) (mg/km) (NMHC) (mg/km) (NO x ) (mg/km) (PM) (mg/km) (PN) (#/km) PI CI PI CI PI CI CI PI CI PI M — All 1 900 1 750 170 290 90 140 12 12 N 1 I RM ≤ 1 305 1 900 1 750 170 290 90 140 12 12 II 1 305 < RM ≤ 1 760 3 400 2 200 225 320 110 180 12 12 III 1 760 < RM 4 300 2 500 270 350 120 220 12 12 N 2 — All 4 300 2 500 270 350 120 220 12 12 2.3.2.Until three years after the dates specified in Article 10(4) and (5) of Regulation (EC) No 715/2007 for new type approvals and new vehicles respectively, the following OBD threshold limits shall be applied to vehicles that are type approved in accordance with the Euro 6 emission limits set out in Table 2 of Annex I to Regulation (EC) No 715/2007, upon the choice of the manufacturer: Positive ignition particulate mass limits apply only to vehicles with direct injection engines. Key: PI = Positive Ignition, CI = Compression Ignition Preliminary Euro 6 OBD threshold limits Reference mass (RM) (kg) Mass of carbon monoxide Mass of non-methane hydrocarbons Mass of oxides of nitrogen Mass of particulate matter Category Class (CO) (mg/km) (NMHC) (mg/km) (NO x ) (mg/km) (PM) (mg/km) PI CI PI CI PI CI CI PI M — All 1 900 1 750 170 290 150 180 25 25 N 1 I RM ≤ 1 305 1 900 1 750 170 290 150 180 25 25 II 1 305 < RM ≤ 1 760 3 400 2 200 225 320 190 220 25 25 III 1 760 < RM 4 300 2 500 270 350 210 280 30 30 N 2 — All 4 300 2 500 270 350 210 280 30 30 ## 2.4 ## 2.5 Reserved. ## 2.6 The ‘Type I test cycle’ referred to in paragraph 3.3.3.2. of Annex 11 to UN/ECE Regulation No 83 shall be understood as being the same as the Type 1 cycle that was used for at least two consecutive cycles after introduction of the misfire faults in accordance with paragraph 6.3.1.2. of Appendix 1 to Annex 11 to UN/ECE Regulation No 83. ## 2.7 The reference to ‘the particulate threshold limits provided for by paragraph 3.3.2.’ in paragraph 3.3.3.7. of Annex 11 to UN/ECE Regulation No 83 shall be understood as being reference to the particulate threshold limits provided in Section 2.3 of this Annex. ## 2.8 Paragraph 3.3.3.4. of Annex 11 of UN/ECE Regulation No 83 shall be understood as follows: ‘3.3.3.4. If active on the selected fuel, other emission control system components or systems, or emission related power train components or systems which are connected to a computer, the failure of which may result in tailpipe emissions exceeding the OBD threshold limits given in paragraph 3.3.2. of this Annex.’ ## 2.9 Paragraph 3.3.4.4. of Annex 11 of UN/ECE Regulation No 83 shall be understood as follows: ‘3.3.4.4. Other emission control system components or systems, or emission-related power-train components or systems, which are connected to a computer, the failure of which may result in exhaust emissions exceeding the OBD threshold limits given in paragraph 3.3.2. of this Annex. Examples of such systems or components are those for monitoring and control of air mass-flow, air volumetric flow (and temperature), boost pressure and inlet manifold pressure (and relevant sensors to enable these functions to be carried out).’ ### Division 3: ADMINISTRATIVE PROVISIONS FOR DEFICIENCIES OF OBD SYSTEMS ## 3.1 The administrative provisions for deficiencies of OBD systems as set out in Article 6(2) shall be those specified in Section 4 of Annex 11 of UN/ECE Regulation No 83 with the following exceptions. ## 3.2 Reference to ‘OBD threshold limits’ in paragraph 4.2.2. of Annex 11 to UN/ECE Regulation No 83 shall be understood as being reference to the OBD threshold limits in Section 2.3 of this Annex. ## 3.3 Paragraph 4.6 of Annex 11 to UN/ECE Regulation No 83 shall be understood as being as follows: ‘The approval authority shall notify its decision in granting a deficiency request in accordance with Article 6(2).’ ### Division 4: ACCESS TO OBD INFORMATION ## 4.1 Requirements for access to OBD information are specified in section 5 of Annex 11 to UN/ECE Regulation 83. The exceptions to these requirements are described in the following sections. ## 4.2 References to Appendix 1 of Annex 2 to UN/ECE Regulation No 83 shall be understood as references to Appendix 5 to Annex I to this Regulation. ## 4.3 References to section 3.2.12.2.7.6. of Annex 1 to UN/ECE Regulation No 83 shall be understood as references to 3.2.12.2.7.6 of Appendix 3 to Annex I to this Regulation. ## 4.4 Paragraph 5.2.1(c) of Annex 11 to UNECE Regulation 83 shall be read as if “The Type Approval Authority shall transmit this information to the Type Approval Authorities of the Contracting Parties and” were omitted. ## 4.5 References to ‘approval granted under Regulation 83’ shall be understood as references to type-approval granted under this Regulation and Regulation (EC) No 715/2007. ## 4.6 UN/ECE type-approval shall be understood as GB type-approval. ## 1 FUNCTIONAL ASPECTS OF ON-BOARD DIAGNOSTIC (OBD) SYSTEMS 1. INTRODUCTION 1.1. This Appendix describes the procedure of the test in accordance with section 2 of this Annex. 2. TECHNICAL REQUIREMENTS 2.1. The technical requirements and specifications shall be those set out in Appendix 1 to Annex 11 to UN/ECE Regulation No 83 with the exceptions and additional requirements as described in the following sections. 2.2. The references in Appendix 1 to Annex 11 to UN/ECE Regulation No 83 to the OBD threshold limits set out in paragraph 3.3.2. to Annex 11 of UN/ECE Regulation No 83 shall be understood as references to the OBD threshold limits set out in section 2.3 of this Annex. 2.3. The reference to ‘the Type I test cycle’ in section 2.1.3 of Appendix 1 to Annex 11 of UN/ECE Regulation No 83 shall be understood as a reference to the Type 1 test in accordance with Regulation (EC) No 692/2008 or Annex XXI of this Regulation, upon the choice of the manufacturer for each individual malfunction to be demonstrated. 2.4. The reference fuels specified in paragraph 3.2. of Appendix 1 of Annex 11 of UN/ECE Regulation No 83 shall be understood as reference to the appropriate reference fuel specifications in Annex IX to this Regulation. 2.5. Paragraph 6.4.1.1. of Appendix 1 to Annex 11 of UN/ECE Regulation No 83 shall be understood as follows: ‘6.4.1.1. After vehicle preconditioning in accordance with paragraph 6.2. of this Appendix, the test vehicle is driven over a Type I test (Parts One and Two). The MI shall be activated at the latest before the end of this test under any of the conditions given in paragraphs 6.4.1.2. to 6.4.1.5. of this Appendix. The MI may also be activated during preconditioning. The Technical Service may substitute those conditions with others in accordance with paragraph 6.4.1.6. of this Appendix. However, the total number of failures simulated shall not exceed four (4) for the purpose of type approval. In the case of testing a bi-fuel gas vehicle, both fuel types shall be used within the maximum of four (4) simulated failures at the discretion of the Type Approval Authority.’ 2.6. The reference to ‘Annex 11’ in paragraph 6.5.1.4. of Appendix 1 of Annex 11 of UN/ECE Regulation No 83 shall be understood as reference to Annex XI to this Regulation. 2.7. In addition to the requirements of the second paragraph of Section 1 of Appendix 1 to Annex 11 of UN/ECE Regulation No 83 the following shall apply: ‘For electrical failures (short/open circuit), the emissions may exceed the limits of paragraph 3.3.2. by more than twenty per cent.’ 2.8. Paragraph 6.5.3. of Appendix 1 to Annex 11 of UN/ECE Regulation No 83 shall be understood as follows: ‘6.5.3. The emission control diagnostic system shall provide for standardised and unrestricted access and conform with the following ISO standards and/or SAE specification. Later versions may be used if any of the following standards have been withdrawn and replaced by the relevant standardisation organisation. 6.5.3.1. The following standard shall be used as the on board to off-board communications link: (a)ISO 15765-4:2011 ‘Road vehicles – Diagnostics on Controller Area Network (CAN) – Part 4: Requirements for emissions-related systems’, dated April 2016; 6.5.3.2. Standards used for the transmission of OBD relevant information: (a)ISO 15031-5 ‘Road vehicles - communication between vehicles and external test equipment for emissions-related diagnostics – Part 5: Emissions-related diagnostic services’, dated August 2015 or SAE J1979 dated February 2017; (b)ISO 15031-4 ‘Road vehicles – Communication between vehicle and external test equipment for emissions related diagnostics – Part 4: External test equipment’, dated February 2014 or SAE J1978 dated 30 April 2002; (c)ISO 15031-3 ‘Road vehicles – Communication between vehicle and external test equipment for emissions related diagnostics Part 3: Diagnostic connector and related electrical circuits: specification and use’, dated April 2016 or SAE J1962 dated 26 July 2012; (d)ISO 15031-6 ‘Road vehicles – Communication between vehicle and external test equipment for emissions related diagnostics – Part 6: Diagnostic trouble code definitions’, dated August 2015 or SAE J2012 dated 7 March 2013; (e)ISO 27145 ‘Road vehicles – Implementation of World-Wide Harmonized On-Board Diagnostics (WWH-OBD)’ dated 2012-08-15 with the restriction, that only paragraph 6.5.3.1.(a) may be used as a data link; (f)ISO 14229:2013 ‘Road vehicles – Unified diagnostic services (UDS) with the restriction, that only 6.5.3.1.(a) may be used as a data link’. The standards (e) and (f) may be used as an option instead of (a) not earlier than 1 January 2019. 6.5.3.3. Test equipment and diagnostic tools needed to communicate with OBD systems shall meet or exceed the functional specification given in the standard listed in paragraph 6.5.3.2.(b) of this Appendix. 6.5.3.4. Basic diagnostic data, (as specified in paragraph 6.5.1.) and bi-directional control information shall be provided using the format and units described in the standard listed in paragraph 6.5.3.2.(a) of this Appendix, and must be available using a diagnostic tool meeting the requirements of the standard listed in paragraph 6.5.3.2.(b) of this Appendix. The vehicle manufacturer shall provide to a national standardisation body the details of any emission-related diagnostic data, e.g. PID's, OBD monitor Id's, Test Id's not specified in the standard listed in paragraph 6.5.3.2.(a) of this Regulation but related to this Regulation. 6.5.3.5. When a fault is registered, the manufacturer shall identify the fault using an appropriate ISO/SAE controlled fault code specified in one of the standards listed in paragraph 6.5.3.2.(d) of this Appendix, relating to ‘emission related system diagnostic trouble codes’. If such identification is not possible, the manufacturer may use manufacturer controlled diagnostic trouble codes in accordance with the same standard. The fault codes shall be fully accessible by standardised diagnostic equipment complying with the provisions of paragraph 6.5.3.3. of this Appendix. The vehicle manufacturer shall provide to a national standardisation body the details of any emission-related diagnostic data, e.g. PID's, OBD monitor Id's, Test Id's not specified in the standards listed in paragraph 6.5.3.2.(a) of this Appendix but related to this Regulation. 6.5.3.6. The connection interface between the vehicle and the diagnostic tester shall be standardised and shall meet all the requirements of the standard listed in paragraph 6.5.3.2.(c) of this Appendix. The installation position shall be subject to agreement of the administrative department such that it is readily accessible by service personnel but protected from tampering by non-qualified personnel. 6.5.3.7. The manufacturer shall also make accessible, where appropriate on payment, the technical information required for the repair or maintenance of motor vehicles unless that information is covered by an intellectual property right or constitutes essential, secret know-how which is identified in an appropriate form; in such case, the necessary technical information shall not be withheld improperly. Entitled to such information is any person engaged in commercially servicing or repairing, road-side rescuing, inspecting or testing of vehicles or in the manufacturing or selling replacement or retro-fit components, diagnostic tools and test equipment.’ 2.9. In addition to the requirements of paragraph 6.1. of Appendix 1 to Annex 11 of UN/ECE Regulation No 83 the following shall apply: ‘The Type I Test need not be performed for the demonstration of electrical failures (short/open circuit). The manufacturer may demonstrate these failure modes using driving conditions in which the component is used and the monitoring conditions are encountered. These conditions shall be documented in the type approval documentation.’ 2.10 Paragraph 6.2.2. of Appendix 1 of Annex 11 of UN/ECE Regulation No 83 shall be understood as follows: ‘At the request of the manufacturer, alternative and/or additional preconditioning methods may be used.’ 2.11 In addition to the requirements of paragraph 6.2. of Appendix 1 to Annex 11 of UN/ECE Regulation No 83 the following shall apply: ‘The use of additional preconditioning cycles or alternative preconditioning methods shall be documented in the type approval documentation.’ 2.12. Paragraph 6.3.1.5. of Appendix 1 to Annex 11 of UN/ECE Regulation No 83 shall be understood as follows: ‘Electrical disconnection of the electronic evaporative purge control device (if equipped and if active on the selected fuel type).’ 2.13. Reserved. 2.14. Paragraph 6.4.2.1. of Appendix 1 to Annex 11 of UN/ECE Regulation No 83 shall be understood as follows: ‘After vehicle preconditioning in accordance with paragraph 6.2. of this Appendix, the test vehicle is driven over a Type I test (Parts One and Two). The MI shall be activated at the latest before the end of this test under any of the conditions given in paragraphs 6.4.2.2. to 6.4.2.5. The MI may also be activated during preconditioning. The Technical Service may substitute those conditions by others in accordance with paragraph 6.4.2.5. of this appendix. However, the total number of failures simulated shall not exceed four (4) for the purposes of type approval.’ 2.15. The information listed in point 3 of Annex XXII shall be made available as signals through the serial port connector referred to in paragraph 6.5.3.2 (c) of Appendix 1 to Annex 11 to UN/ECE Regulation No 83, understood as set out in point 2.8 of Appendix 1 to this Annex. 3. IN-USE PERFORMANCE 3.1. General Requirements The technical requirements and specifications shall be those set out in Appendix 1 to Annex 11 to UN/ECE Regulation No 83 with the exceptions and additional requirements as described in the following sections. 3.1.1. The requirements of paragraph 7.1.5. of Appendix 1 to Annex 11 to UN/ECE Regulation No 83 shall be understood as being as follows. For new type approvals and new vehicles the monitor required by paragraph 3.3.4.7. of Annex 11 to UN/ECE Regulation No 83 shall have an IUPR greater or equal to 0,1 until three years after the dates specified in Article 10(4) and (5) of Regulation (EC) No 715/2007 respectively. 3.1.2. The requirements of paragraph 7.1.7. of Appendix 1 to Annex 11 to UN/ECE Regulation No 83 shall be understood as being as follows. The manufacturer shall demonstrate to the approval authority ... that these statistical conditions are satisfied for all monitors required to be reported by the OBD system in accordance with paragraph 7.6. of Appendix 1 to Annex 11 to Regulation No 83 not later than 18 months after the entry onto the market of the first vehicle type with IUPR in an OBD family and every 18 months thereafter. For this purpose, for OBD families consisting of more than 1 000 registrations in Great Britain, that are subject to sampling within the sampling period, the process described in Annex II shall be used without prejudice to the provisions of paragraph 7.1.9. of Appendix 1 to Annex 11 to Regulation No 83. In addition to the requirements set out in Annex II and regardless of the result of the audit described in Section 2 of Annex II, the authority granting the approval shall apply the in-service conformity check for IUPR described in Appendix 1 to Annex II in an appropriate number of randomly determined cases. ‘In an appropriate number of randomly determined cases’ means, that this measure has a dissuasive effect on non-compliance with the requirements of Section 3 of this Annex or the provision of manipulated, false or non-representative data for the audit. If no special circumstances apply and can be demonstrated by the type-approval authorities, random application of the in-service conformity check to 5 % of the type approved OBD families shall be considered as sufficient for compliance with this requirement. For this purpose, type-approval authorities may find arrangements with the manufacturer for the reduction of double testing of a given OBD family as long as these arrangements do not harm the dissuasive effect of the type-approval authority's own in-service conformity check on non-compliance with the requirements of Section 3 of this Annex. Data collected ... during surveillance testing programmes may be used for in-service conformity checks. ... 3.1.3. Non-compliance with the requirements of paragraph 7.1.6. of Appendix 1 to Annex 11 to Regulation No 83 established by tests described in point 3.1.2 of this Appendix or paragraph 7.1.9 of Appendix 1 to Annex 11 to Regulation No 83 shall be considered as an infringement subject to the penalties set out in Article 13 of Regulation (EC) No 715/2007. This reference does not limit the application of such penalties to other infringements of other provisions of Regulation (EC) No 715/2007 or this Regulation, which do not explicitly refer to Article 13 of Regulation (EC) No 715/2007. 3.1.4. Paragraph 7.6.1. of Appendix 1 to Annex 11 of UN/ECE Regulation No 83 shall be replaced with the following: ‘7.6.1. The OBD system shall report, in accordance with the standard listed in paragraph 6.5.3.2.(a) of this Appendix, the ignition cycle counter and general denominator as well as separate numerators and denominators for the following monitors, if their presence on the vehicle is required by this Annex: (a)Catalysts (each bank to be reported separately); (b)Oxygen/exhaust gas sensors, including secondary oxygen sensors (each sensor to be reported separately); (c)Evaporative system; (d)EGR system; (e)VVT system; (f)Secondary air system; (g)Particulate trap/filter; (h)NO x after-treatment system (e.g. NO x absorber, NO x reagent/catalyst system); (i)Boost pressure control system.’ 3.1.5. Paragraph 7.6.2. of Appendix 1 to Annex 11 of UN/ECE Regulation No 83 shall be understood as follows: ‘7.6.2. For specific components or systems that have multiple monitors, which are required to be reported by this point (e.g. oxygen sensor bank 1 may have multiple monitors for sensor response or other sensor characteristics), the OBD system shall separately track numerators and denominators for each of the specific monitors and report only the corresponding numerator and denominator for the specific monitor that has the lowest numerical ratio. If two or more specific monitors have identical ratios, the corresponding numerator and denominator for the specific monitor that has the highest denominator shall be reported for the specific component.’ 3.1.6. In addition to the requirements of paragraph 7.6.2. of Appendix 1 to Annex 11 of UN/ECE Regulation No 83 the following shall apply: ‘Numerators and denominators for specific monitors of components or systems, that are monitoring continuously for short circuit or open circuit failures are exempted from reporting. ‘Continuously,’ if used in this context means monitoring is always enabled and sampling of the signal used for monitoring occurs at a rate no less than two samples per second and the presence or the absence of the failure relevant to that monitor has to be concluded within 15 seconds. If for control purposes, a computer input component is sampled less frequently, the signal of the component may instead be evaluated each time sampling occurs. It is not required to activate an output component/system for the sole purpose of monitoring that output component/system.’ ## 2 ESSENTIAL CHARACTERISTICS OF THE VEHICLE FAMILY The essential characteristics of the vehicle family shall be those specified in Appendix 2 to Annex 11 to UN/ECE Regulation No 83. ### Division: TYPE-APPROVAL OF VEHICLES FITTED WITH ECO-INNOVATIONS AND DETERMINATION OF CO 2 EMISSIONS AND FUEL CONSUMPTION FROM VEHICLES SUBMITTED TO MULTI-STAGE TYPE-APPROVAL OR INDIVIDUAL VEHICLE APPROVAL ### Division 1: TYPE-APPROVAL OF VEHICLES FITTED WITH ECO-INNOVATIONS ## 1.1 According to Article 11(1) of Regulation (EU) No 725/2011 for M1 vehicles and Article 11(1) of Regulation (EU) No 427/2014 for N1 vehicles, a manufacturer wishing to benefit from a reduction of its average specific CO2 emissions, as result of the savings achieved by one or more eco-innovations fitted in a vehicle, shall apply to an approval authority for a GB type-approval certificate of the vehicle fitted with the eco-innovation. ## 1.2 The CO2 emissions savings from the vehicle fitted with an eco-innovation shall, for the purpose of type approval, be determined using the procedure and testing methodology specified in the Commission Decision or the decision of the Secretary of State approving the eco-innovation, in accordance with Article 10 of Regulation (EU) No 725/2011 for M1 vehicles, or Article 10 of Regulation (EU) No 427/2014 for N1 vehicles. ## 1.3 The performance of the necessary tests for the determination of the CO2 emissions savings achieved by the eco-innovations shall be considered without prejudice to the demonstration of compliance of the eco-innovations with the technical prescriptions laid down in Regulation (EU) 2018/858, if applicable. ## 1.4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ### Division 2: DETERMINATION OF CO 2 EMISSIONS AND FUEL CONSUMPTION FROM VEHICLES SUBMITTED TO MULTI-STAGE TYPE-APPROVAL OR INDIVIDUAL VEHICLE APPROVAL ## 2.1 For the purpose of determining the CO 2 emissions and fuel consumption of a vehicle submitted to multi-stage type-approval, as defined in Article 3(8) of Regulation (EU) 2018/858, the procedures of Annex XXI apply. However, at the choice of the manufacturer and irrespective of the technically permissible maximum laden mass, the alternative described in paragraphs 2.2. to 2.6. may be used where the base vehicle is incomplete. ## 2.2 A road load matrix family, as defined in paragraph 5.8. of Annex XXI, shall be established based on the parameters of a representative multi-stage vehicle in accordance with paragraph 4.2.1.4. of Sub-Annex 4 to Annex XXI. ## 2.3 The manufacturer of the base vehicle shall calculate the road load coefficients of vehicle H M and L M of a road load matrix family as set out in paragraph 5. of Sub-Annex 4 to Annex XXI and shall determine the CO 2 emission and fuel consumption in a Type 1 test of both vehicles. The manufacturer of the base vehicle shall make available a calculation tool to establish, on the basis of the parameters of completed vehicles, the final fuel consumption and CO 2 values as specified in Sub-Annex 7 to Annex XXI. ## 2.4 The calculation of road load and running resistance for an individual multi stage vehicle shall be performed in accordance with paragraph 5.1. of Sub-Annex 4 of Annex XXI. ## 2.5 The final fuel consumption and CO 2 values shall be calculated by the final-stage manufacturer on the basis of the parameters of the completed vehicle as specified in paragraph 3.2.4. of Sub-Annex 7 of Annex XXI and using the tool supplied by the manufacturer of the base vehicle. ## 2.6 The manufacturer of the completed vehicle shall include, in the certificate of conformity, the information of the completed vehicles and add the information of the base vehicles in accordance with Annex VIII to Commission Implementing Regulation (EU) 2020/683. ## 2.7 In the case of multi stage vehicles submitted to individual vehicle approval, the individual approval certificate shall include the following information: (a)the CO 2 emissions measured in accordance with the methodology set out in points 2.1 to 2.6.; (b)the mass of the completed vehicle in running order; (c)the identification code corresponding to the type, variant and version of the base vehicle; (d)the type-approval number of the base vehicle, including the extension number; (e)the name and address of the manufacturer of the base vehicle; (f)the mass of the base vehicle in running order. ## 2.8 In the case of multi stage type approvals or individual vehicle approval where the base vehicle is a complete vehicle with a valid certificate of conformity, the final stage manufacturer shall consult the base vehicle manufacturer to set the new CO 2 value in accordance with the CO 2 interpolation using the appropriate data from the completed vehicle or calculate the new CO 2 value on the basis of the parameters of the completed vehicle as specified in paragraph 3.2.4. of Sub-Annex 7 of Annex XXI and using the tool supplied by the manufacturer of the base vehicle as mentioned in paragraph 2.3. above. If the tool is not available or the CO 2 interpolation is not possible, the CO 2 value of Vehicle High from the base vehicle shall be used with the agreement of the approval authority. ### Division: GB TYPE-APPROVAL OF REPLACEMENT POLLUTION CONTROL DEVICES AS SEPARATE TECHNICAL UNIT ### Division 1: INTRODUCTION ## 1.1 This Annex contains additional requirement for the type-approval as separate technical units of pollution control devices. ### Division 2: GENERAL REQUIREMENTS ## 2.1 Marking Original replacement pollution control devices shall bear at least the following identifications: (a)the vehicle manufacturer’s name or trade mark; (b)the make and identifying part number of the original replacement pollution control device as recorded in the information mentioned in point 2.3. ## 2.2 Documentation Original replacement pollution control devices shall be accompanied by the following information: (a)the vehicle manufacturer’s name or trade mark; (b)the make and identifying part number of the original replacement pollution control device as recorded in the information mentioned in point 2.3; (c)the vehicles for which the original replacement pollution control device is of a type covered by point 2.3 of the Addendum to Appendix 4 to Annex I, including, where applicable, a marking to identify if the original replacement pollution control device is suitable for fitting to a vehicle that is equipped with an on-board diagnostic (OBD) system; (d)installation instructions, where necessary. This information shall be available in the product catalogue distributed to points of sale by the vehicle manufacturer. ## 2.3 The vehicle manufacturer shall provide to the technical service and/or approval authority the necessary information in electronic format which makes the link between the relevant part numbers and the type-approval documentation. This information shall contain the following: (a)make(s) and type(s) of vehicle, (b)make(s) and type(s) of original replacement pollution control device, (c)part number(s) of original replacement pollution control device, (d)type-approval number of the relevant vehicle type(s). ### Division 3: GB SEPARATE TECHNICAL UNIT TYPE-APPROVAL MARK ## 3.1 Every replacement pollution control device conforming to the type approved under this Regulation as a separate technical unit shall bear a GB type-approval mark. ## 3.2 This mark shall consist of a rectangle surrounding the lower-case letter ‘g’ followed by the number 11. The GB type-approval mark shall also include in the vicinity of the rectangle the ‘base approval number’ contained in section 4 of the type-approval number referred to in Annex IV to Commission Implementing Regulation (EU) 2020/683, preceded by the two figures indicating the sequence number assigned to the latest major technical amendment to Regulation (EC) No 715/2007 or this Regulation on the date GB type-approval for a separate technical unit was granted. For this Regulation, the sequence number is 00. ## 3.3 The GB type-approval mark shall be affixed to the replacement pollution control device in such a way as to be clearly legible and indelible. It shall, wherever possible, be visible when the replacement pollution control device is installed on the vehicle. ## 3.4 Appendix 3 to this Annex gives example of the GB type- approval mark. ### Division 4: TECHNICAL REQUIREMENTS ## 4.1 The requirements for the type-approval of replacement pollution control devices shall be those of Section 5 of UN/ECE Regulation No 103 with the exceptions set out in sections 4.1.1 to 4.1.5. ## 4.1.1 Reference to the ‘test cycle’ in Section 5 of UN/ECE Regulation No 103 shall be understood as being the same Type I / Type 1 test and Type I / Type 1 test cycle as used for the original type approval of the vehicle. ## 4.1.2 The terms ‘catalytic converter’ and ‘converter’ used in section 5 of UN/ECE Regulation No 103 shall be understood to mean ‘pollution control device’ ## 4.1.3 The regulated pollutants referred to throughout section 5.2.3 of UN/ECE Regulation No 103 shall be replaced by all the pollutants specified in Annex 1, Table 2 of Regulation (EC) No 715/2007 for replacement pollution control devices intended to be fitted to vehicles type approved to Regulation (EC) No 715/2007. ## 4.1.4 For replacement pollution control devices standards intended to be fitted to vehicles type approved to Regulation (EC) No 715/2007, the durability requirements and associated deterioration factors specified in section 5 of UN/ECE Regulation No 103, shall refer to those specified in Annex VII of this Regulation. ## 4.1.5 Reference to Appendix 1 of the type-approval communication in section 5.5.3 of UN/ECE Regulation No 103 shall be understood as reference to the addendum to the GB type-approval certificate on vehicle OBD information (Appendix 5 to Annex I). ## 4.2 For vehicles with positive-ignition engines, if the NMHC emissions measured during the demonstration test of a new original equipment catalytic converter, under paragraph 5.2.1 of UN/ECE Regulation No 103, are higher than the values measured during the type-approval of the vehicle, the difference shall be added to the OBD threshold limits. The OBD threshold limits are specified in point 2.3 of Annex XI of this Regulation. ## 4.3 The revised OBD threshold limits will apply during the tests of OBD compatibility set out in paragraphs 5.5 to 5.5.5 of UN/ECE Regulation No 103. In particular, when the exceedance allowed in paragraph 1 of Appendix 1 to Annex 11 to UN/ECE Regulation No 83 is applied. ### Division 4.4: Requirements for replacement periodically regenerating systems ### Division 4.4.1: Requirements regarding emissions ## 4.4.1.1 The vehicle(s) indicated in Article 11(3), equipped with a replacement periodically regenerating system of the type for which approval is requested, shall be subject to the tests described in paragraph 3 of Annex 13 of UN/ECE Regulation No 83, in order to compare its performance with the same vehicle equipped with the original periodically regenerating system. ## 4.4.1.2 Reference to the ‘Type I test’ and ‘Type I test cycle’ in paragraph 3. of Annex 13 of UN/ECE Regulation No 83 and the ‘test cycle’ in Section 5 of UN/ECE Regulation No 103 shall be understood as being the same Type I / Type 1 test and Type I / Type 1 test cycle as used for the original type approval of the vehicle. ### Division 4.4.2: Determination of the basis for comparison ## 4.4.2.1 The vehicle shall be fitted with a new original periodically regenerating system. The emissions performance of this system shall be determined following the test procedure set out in paragraph 3 of Annex 13 of UN/ECE Regulation No 83. ## 4.4.2.1.1 Reference to the ‘Type I test’ and ‘Type I test cycle’ in paragraph 3. of Annex 13 of UN/ECE Regulation No 83 and the ‘test cycle’ in Section 5 of UN/ECE Regulation No 103 shall be understood as being the same Type I / Type 1 test and Type I / Type 1 test cycle as used for the original type approval of the vehicle. ## 4.4.2.2 Upon request of the applicant for the approval of the replacement component, the approval authority shall make available on a non-discriminatory basis, the information referred to in points 3.2.12.2.1.11.1 and 3.2.12.2.6.4.1 of the information document contained in Appendix 3 to Annex I to this Regulation for each vehicle tested. ### Division 4.4.3: Exhaust gas test with a replacement periodically regeneration system ## 4.4.3.1 The original equipment periodically regenerating system of the test vehicle(s) shall be replaced by the replacement periodically regenerating system. The emissions performance of this system shall be determined following the test procedure set out in paragraph 3 Annex 13 of UN/ECE Regulation No 83. ## 4.4.3.1.1 Reference to the ‘Type I test’ and ‘Type I test cycle’ in paragraph 3. of Annex 13 of UN/ECE Regulation No 83 and the ‘test cycle’ in Section 5 of UN/ECE Regulation No 103 shall be understood as being the same Type I / Type 1 test and Type I / Type 1 test cycle as used for the original type approval of the vehicle. ## 4.4.3.2 To determine the D-factor of the replacement periodically regenerating system, any of the engine test bench methods referred to in paragraph 3 of Annex 13 of UN/ECE Regulation No 83 may be used. ## 4.4.4 Other requirements The requirements of paragraphs 5.2.3, 5.3, 5.4 and 5.5 of UN/ECE Regulation No 103 shall apply to replacement periodically regenerating systems. In these paragraphs the words ‘catalytic converter’ shall be understood to mean ‘periodically regenerating system’. In addition the exceptions made to these paragraphs in section 4.1 of this annex shall also apply to periodically regenerating systems. ### Division 5: DOCUMENTATION ## 5.1 Each replacement pollution control device shall be clearly and indelibly marked with the manufacturer’s name or trade mark and accompanied by the following information: (a)the vehicles (including year of manufacture) for which the replacement pollution control device is approved, including, where applicable, a marking to identify if the replacement pollution control device is suitable for fitting to a vehicle that is equipped with an on-board diagnostic (OBD) system; (b)installation instructions, where necessary. The information shall be available in the product catalogue distributed to points of sale by the manufacturer of replacement pollution control devices. ### Division 6: CONFORMITY OF PRODUCTION ## 6.1 Measures to ensure the conformity of production shall be taken in accordance with the provisions laid down in Article 31 of Regulation (EU) 2018/858. ### Division 6.2: Special provisions ## 6.2.1 The checks referred to in point 2.1 of Annex IV to Regulation (EU) 2018/858 shall include compliance with the characteristics as defined under point 8 of Article 2 of this Regulation. ## 6.2.2 For the application of Article 31(3) of Regulation (EU) 2018/858, the tests described in section 4.4.1 of this Annex and section 5.2 of UN/ECE Regulation No 103 (requirements regarding emissions) may be carried out. In this case, the holder of the approval may request, as an alternative, to use as a basis for comparison not the original equipment pollution control device, but the replacement pollution control device which was used during the type-approval tests (or another sample that has been proven to conform to the approved type). Emissions values measured with the sample under verification shall then on average not exceed by more than 15 % the mean values measured with the sample used for reference. ### Division: MODEL ## Information document No … relating to the GB type-approval of replacement pollution control devices The following information, if applicable, must be supplied in triplicate and include a list of contents. Any drawings must be supplied in appropriate scale and sufficient detail on size A4 or on a folder of A4 format. Photographs, if any, must show sufficient detail. If the systems, components or separate technical units have electronic controls, information concerning their performance must be supplied. ### Division 0: GENERAL ## 0.1 Make (trade name of manufacturer): … ## 0.2 Type: … ## 0.2.1 Commercial name(s), if available: … ## 0.5 Name and address of manufacturer: … Name and address of authorised representative, if any: … ## 0.7 In the case of components and separate technical units, location and method of affixing of the GB approval mark: … ## 0.8 Address(es) of assembly plant(s): … ### Division 1: DESCRIPTION OF THE DEVICE ## 1.1 Make and type of the replacement pollution control device: … ## 1.2 Drawings of the replacement pollution control device, identifying in particular all the characteristics referred to under point 8 of Article 2 of this Regulation: … ## 1.3 Description of the vehicle type or types for which the replacement pollution control device is intended: … ## 1.3.1 Number(s) and/or symbol(s) characterising the engine and vehicle type(s): … ## 1.3.2 Is the replacement pollution control device intended to be compatible with OBD requirements (Yes/No) ## 1.4 Description and drawings showing the position of the replacement pollution control device relative to the engine exhaust manifold(s): … ## Annex Appendix 2 MODEL GB type-approval CERTIFICATE (Maximum format: A4 (210 mm × 297 mm)) ## GB type-approval CERTIFICATE Stamp of administration Communication concerning the: GB type-approval, …, extension of GB type-approval, …, refusal of GB type-approval, …, withdrawal of GB type-approval, …, of a type of component/separate technical unit with regard to Regulation (EC) No 715/2007, as implemented by Regulation (EU) 2017/1151. Regulation (EC) No 715/2007 or Regulation (EU) 2017/1151 as last amended by … GB type-approval number: … Reason for extension: … ## 0.1 Make (trade name of manufacturer): … ## 0.2 Type: … ## 0.3 Means of identification of type if marked on the component/separate technical unit: … ## 0.3.1 Location of that marking: … ## 0.5 Name and address of manufacturer: … ## 0.7 In the case of components and separate technical units, location and method of affixing of the GB approval mark: … ## 0.8 Name and address(es) of assembly plant(s): … ## 0.9 Name and address of manufacturer’s representative (if any): … ## SECTION II Attachments: Information package. ## 1 Additional information ## 1.1 Make and type of the replacement pollution control device: … ## 1.2 Vehicle type(s) for which the pollution control device type qualifies as replacement part: … ## 1.3 Type(s) of vehicles) on which the replacement pollution control device has been tested: … ## 1.3.1 Has the replacement pollution control device demonstrated compatibility with OBD requirements (yes/no): … ## 2 Technical service responsible for carrying out the tests: … ## 3 Date of test report: … ## 4 Number of test report: … ## 5 Remarks: … ## 6 Place: … ## 7 Date: … ## 8 Signature: … ## Annex Appendix 3: Example of the GB type-approval marks ## (see point 3.2 of this Annex) The above approval mark affixed to a component of a replacement pollution control device shows that the type concerned has been approved ..., pursuant to this Regulation. The first two digits of the approval number (00) indicate that this part was approved according to this Regulation. The following four digits (1234) are those allocated by the approval authority to the replacement pollution control device as the base approval number. ### Division: Access to vehicle OBD and vehicle repair and maintenance information ### Division 1: INTRODUCTION ## 1.1 This Annex lays down technical requirements for the accessibility of vehicle OBD and vehicle repair and maintenance information. ### Division 2: REQUIREMENTS ## 2.1 Vehicle OBD and vehicle repair and maintenance information available through websites shall follow the technical specifications of OASIS Document SC2-D5, Format of Automotive Repair Information, version 1.0, 28 May 2003 and of Sections 3.2, 3.5, (excluding 3.5.2), 3.6, 3.7 and 3.8 of OASIS Document SC1-D2, Autorepair Requirements Specification, version 6.1, dated 10.1.2003, using only open text and graphic formats or formats which can be viewed and printed using only standard software plug-ins that are freely available, easy to install, and which run under computer operating systems commonly in use. Where possible, keywords in the meta data shall conform to ISO 15031-2. Such information shall be always available, except as required for web-site maintenance purposes. Those requiring the right to duplicate or re-publish the information should negotiate directly with the manufacturer concerned. Information for training material shall also be available, but may be presented through other media than web-sites. Information on all parts of the vehicle, with which the vehicle, as identified by the vehicle identification number (VIN) and any additional criteria such as wheelbase, engine output, trim level or options, is equipped by the vehicle manufacturer and which can be replaced by spare parts offered by the vehicle manufacturer to its authorised repairers or dealers or third parties by means of reference to original equipment (OE) parts number, shall be made available in a database easily accessible to independent operators. This database shall comprise the VIN, OE parts numbers, OE naming of the parts, validity attributes (valid-from and valid-to dates), fitting attributes and where applicable structuring characteristics. The information on the database shall be regularly updated. The updates shall include in particular all modifications to individual vehicles after their production if this information is available to authorised dealers. ## 2.2 Access to vehicle security features used by authorised dealers and repair shops shall be made available to independent operators under protection of security technology according to the following requirements: (i)data shall be exchanged ensuring confidentiality, integrity and protection against replay; (ii)the standard https//ssl-tls (RFC4346) shall be used; (iii)security certificates in accordance with ISO 20828 shall be used for mutual authentication of independent operators and manufacturers; (iv)the independent operator’s private key shall be protected by secure hardware. The Secretary of State may by regulations specify the parameters for fulfilling these requirements according to the state-of-the-art. Article 15 of Regulation (EC) No 715/2007 applies to regulations made by the Secretary of State under this paragraph as it applies to regulations made under Regulation (EC) No 715/2007. The independent operator shall be approved and authorised for this purpose on the basis of documents demonstrating that they pursue a legitimate business activity and have not been convicted of relevant criminal activity. ## 2.3 Reprogramming of control units shall be conducted in accordance with either ISO 22900 or SAE J2534, regardless of the date of type approval. For the validation of the compatibility of the manufacturer-specific application and the vehicle communication interfaces (VCI) complying to ISO 22900 or SAE J2534, the manufacturer shall offer either a validation of independently developed VCIs or the information, and loan of any special hardware, required for a VCI manufacturer to conduct such validation himself. The conditions of Article 7(1) of Regulation (EC) No 715/2007 apply to fees for such validation or information and hardware. ## 2.4 All emission-related fault codes shall be consistent with Appendix 1 to Annex XI. ## 2.5 For access to any vehicle OBD and vehicle repair and maintenance information other than that relating to secure areas of the vehicle, registration requirements for use of the manufacturer’s web site by an independent operator shall require only such information as is necessary to confirm how payment for the information is to be made. For information concerning access to secure areas of the vehicle, the independent operator shall present a certificate in accordance with ISO 20828 to identify himself and the organisation to which he belongs and the manufacturer shall respond with his own certificate in accordance with ISO 20828 to confirm to the independent operator that he is accessing a legitimate site of the intended manufacturer. Both parties shall keep a log of any such transactions indicating the vehicles and changes made to them under this provision. ## 2.6 In the event that vehicle OBD and vehicle repair and maintenance information available on a manufacturer’s website does not contain specific relevant information to permit the proper design and manufacture of alternative fuels retrofit systems, then any interested alternative fuels retrofit system manufacturer shall be able to access the information required in paragraphs 0, 2, and 3 of Appendix 3 to Annex Iby contacting the manufacturer directly with such a request. Contact details for that purpose shall be clearly indicated on the manufacturer’s website and the information shall be provided within 30 days. Such information need only be provided for alternative fuels retrofit systems that are subject to UN/ECE Regulation No 115 or for alternative fuels retrofit components that form part of systems subject to UN/ECE Regulation No 115, and need only be provided in response to a request that clearly specifies the exact specification of the vehicle model for which the information is required and that specifically confirms that the information is required for the development of alternative fuels retrofit systems or components subject to UN/ECE Regulation No 115. ## 2.7 Manufacturers shall indicate in their repair information websites the type-approval number by model. ## 2.8 Manufacturers shall establish fees for hourly, daily, monthly, annual and per-transaction access to their repair and maintenance information websites, which are reasonable and proportionate. ## Annex Appendix 1 ### Division: Reserved ### Division: REQUIREMENTS FOR VEHICLES THAT USE A REAGENT FOR THE EXHAUST AFTER-TREATMENT SYSTEM ## 1 Introduction This Annex sets out the requirements for vehicles that rely on the use of a reagent for the after-treatment system in order to reduce emissions. Every reference in this Annex to ‘reagent tank’ shall be understood as also applying to other containers in which a reagent is stored. ## 1.1 The capacity of the reagent tank shall be such that a full reagent tank does not need to be replenished over an average driving range of 5 full fuel tanks providing the reagent tank can be easily replenished (e.g. without the use of tools and without removing vehicle interior trim. The opening of an interior flap, in order to gain access for the purpose of reagent replenishment, shall not be understood as the removal of interior trim). If the reagent tank is not considered to be easy to replenish as described above, the minimum reagent tank capacity shall be at least equivalent to an average driving distance of 15 full fuel tanks. However, in the case of the option in paragraph 3.5., where the manufacturer chooses to start the warning system at a distance which may not be less than 2 400 km before the reagent tank becomes empty, the above restrictions on a minimum reagent tank capacity shall not apply. ## 1.2 In the context of this Annex, the term ‘average driving distance’ shall be taken to be derived from the fuel or reagent consumption during a Type 1 test for the driving distance of a fuel tank and the driving distance of a reagent tank respectively. ### Division 2: Reagent indication ## 2.1 The vehicle shall include a specific indicator on the dashboard that informs the driver when reagent levels are below the threshold values specified in paragraph 3.5. ### Division 3: Driver warning system ## 3.1 The vehicle shall include a warning system consisting of visual alarms that informs the driver when an abnormality is detected in the reagent dosing, e.g. when emissions are too high, the reagent level is low, reagent dosing is interrupted, or the reagent is not of a quality specified by the manufacturer. The warning system may also include an audible component to alert the driver. ## 3.2 The warning system shall escalate in intensity as the reagent approaches empty. It shall culminate in a driver notification that cannot be easily defeated or ignored. It shall not be possible to turn off the system until the reagent has been replenished. ## 3.3 The visual warning shall display a message indicating a low level of reagent. The warning shall not be the same as the warning used for the purposes of OBD or other engine maintenance. The warning shall be sufficiently clear for the driver to understand that the reagent level is low (e.g. ‘urea level low’, ‘AdBlue level low’, or ‘reagent low’). ## 3.4 The warning system does not initially need to be continuously activated, however the warning shall escalate so that it becomes continuous as the level of the reagent approaches the point where the driver inducement system in paragraph 8. comes into effect. An explicit warning shall be displayed (e.g. ‘fill up urea’, ‘fill up AdBlue’, or ‘fill up reagent’). The continuous warning system may be temporarily interrupted by other warning signals providing that they are important safety related messages. ## 3.5 The warning system shall activate at a distance equivalent to a driving range of at least 2 400 km in advance of the reagent tank becoming empty, or at the choice of the manufacturer at the latest when the level of reagent in the tank reaches one of the following levels: (a)a level expected to be sufficient for driving 150 % of an average driving range with a complete tank of fuel; or (b)10 % of the capacity of the reagent tank, whichever occurs earlier. ### Division 4: Identification of incorrect reagent ## 4.1 The vehicle shall include a means of determining that a reagent corresponding to the characteristics declared by the manufacturer and recorded in Appendix 3 to Annex I is present on the vehicle. ## 4.2 If the reagent in the storage tank does not correspond to the minimum requirements declared by the manufacturer the driver warning system in paragraph 3. shall be activated and shall display a message indicating an appropriate warning (e.g. ‘incorrect urea detected’, ‘incorrect AdBlue detected’, or ‘incorrect reagent detected’). If the reagent quality is not rectified within 50 km of the activation of the warning system then the driver inducement requirements of paragraph 8. shall apply. ### Division 5: Reagent consumption monitoring ## 5.1 The vehicle shall include a means of determining reagent consumption and providing off-board access to consumption information. ## 5.2 Average reagent consumption and average demanded reagent consumption by the engine system shall be available via the serial port of the standard diagnostic connector. Data shall be available over the previous complete 2 400 km period of vehicle operation. ## 5.3 In order to monitor reagent consumption, at least the following parameters within the vehicle shall be monitored: (a)The level of reagent in the on-vehicle storage tank; and (b)The flow of reagent or injection of reagent as close as technically possible to the point of injection into an exhaust after-treatment system. ## 5.4 A deviation of more than 50 % between the average reagent consumption and the average demanded reagent consumption by the engine system over a period of 30 minutes of vehicle operation, shall result in the activation of the driver warning system in paragraph 3., which shall display a message indicating an appropriate warning (e.g. ‘urea dosing malfunction’, ‘AdBlue dosing malfunction’, or ‘reagent dosing malfunction’). If the reagent consumption is not rectified within 50 km of the activation of the warning system then the driver inducement requirements of paragraph 8. shall apply. ## 5.5 In the case of interruption in reagent dosing activity the driver warning system as referred to in paragraph 3. shall be activated, which shall display a message indicating an appropriate warning. Where the reagent dosing interruption is initiated by the engine system because the vehicle operating conditions are such that the vehicle's emission performance does not require reagent dosing, the activation of the driver warning system as referred to in paragraph 3. may be omitted, provided that the manufacturer has clearly informed the approval authority when such operating conditions apply. If the reagent dosing is not rectified within 50 km of the activation of the warning system then the driver inducement requirements of paragraph 8. shall apply. ### Division 6: Monitoring NOx emissions ## 6.1 As an alternative to the monitoring requirements referred to in paragraphs 4. and 5., manufacturers may use exhaust gas sensors directly to sense excess NOx levels in the exhaust. ## 6.2 The manufacturer shall demonstrate that use of the sensors referred to in paragraph 6.1. above and any other sensors on the vehicle, results in the activation of the driver warning system as referred to in paragraph 3. above, the display of a message indicating an appropriate warning (e.g. ‘emissions too high — check urea’, ‘emissions too high — check AdBlue’, ‘emissions too high — check reagent’), and the activation of the driver inducement system as referred to in paragraph 8.3., when the situations referred to in paragraphs 4.2., 5.4., or 5.5. occur. For the purposes of this paragraph these situations are presumed to occur if the applicable NOx OBD threshold limit of the tables set out in paragraph 2.3. of Annex XI is exceeded. NOx emissions during the test to demonstrate compliance with these requirements shall be no more than 20 % higher than the OBD threshold limits. ### Division 7: Storage of failure information ## 7.1 Where reference is made to this paragraph, non-erasable Parameter Identifiers (PID) shall be stored identifying the reason for and the distance travelled by the vehicle during the inducement system activation. The vehicle shall retain a record of the PID for at least 800 days or 30 000 km of vehicle operation. The PID shall be made available via the serial port of a standard diagnostic connector upon request of a generic scan tool in accordance with the provisions of paragraph 2.3. of Appendix 1 to Annex XI. The information stored in the PID shall be linked to the period of cumulated vehicle operation, during which it has occurred, with an accuracy of not less than 300 days or 10 000 km. ## 7.2 Malfunctions in the reagent dosing system attributed to technical failures (e.g. mechanical or electrical faults) shall also be subject to the OBD requirements in Annex XI. ### Division 8: Driver inducement system ## 8.1 The vehicle shall include a driver inducement system to ensure that the vehicle operates with a functioning emissions control system at all times. The inducement system shall be designed so as to ensure that the vehicle cannot operate with an empty reagent tank. ## 8.2 The inducement system shall activate at the latest when the level of reagent in the tank reaches: (a)In the case that the warning system was activated at least 2 400 km before the reagent tank was expected to become empty, a level expected to be sufficient for driving the average driving range of the vehicle with a complete tank of fuel. (b)In the case that the warning system was activated at the level described in paragraph 3.5.(a), a level expected to be sufficient for driving 75 % of the average driving range of the vehicle with a complete tank of fuel; or (c)In the case that the warning system was activated at the level described in paragraph 3.5.(b), 5 % of the capacity of the reagent tank. (d)In the case that the warning system was activated ahead of the levels described in both paragraph 3.5.(a) and 3.5.(b) but less than 2 400 km in advance of the reagent tank becoming empty, whichever level described in (b) or (c) of this paragraph occurs earlier. Where the alternative described in paragraph 6.1. is utilised, the system shall activate when the irregularities described in paragraphs 4. or 5. or the NOx levels described in paragraph 6.2. have occurred. The detection of an empty reagent tank and the irregularities mentioned in paragraphs 4., 5., or 6. shall result in the failure information storage requirements of paragraph 7. taking effect. ## 8.3 The manufacturer shall select which type of inducement system to install. The options for a system are described in paragraphs 8.3.1., 8.3.2., 8.3.3. and 8.3.4. ## 8.3.1 A ‘no engine restart after countdown’ approach allows a countdown of restarts or distance remaining once the inducement system activates. Engine starts initiated by the vehicle control system, such as start-stop systems, are not included in this countdown. ## 8.3.1.1 In the case that the warning system was activated at least 2 400 km before the reagent tank was expected to become empty, or the irregularities described in paragraphs 4. or 5. or the NOx levels described in paragraph 6.2. have occurred, engine restarts shall be prevented immediately after the vehicle has travelled a distance expected to be sufficient for driving the average driving range of the vehicle with a complete tank of fuel since the activation of the inducement system. ## 8.3.1.2 In the case that the inducement system was activated at the level described in paragraph 8.2.(b), engine restarts shall be prevented immediately after the vehicle has travelled a distance expected to be sufficient for driving 75 % of the average driving range of the vehicle with a complete tank of fuel since the activation of the inducement system. ## 8.3.1.3 In the case that the inducement system was activated at the level described in paragraph 8.2.(c), engine restarts shall be prevented immediately after the vehicle has travelled a distance expected to be sufficient for driving the average driving range of the vehicle with 5 % of the capacity of the reagent tank, since the activation of the inducement system. ## 8.3.1.4 In addition, engine restarts shall be prevented immediately after the reagent tank becomes empty, should this situation occur earlier than the situations specified in paragraphs 8.3.1.1, 8.3.1.2., or 8.3.1.3. ## 8.3.2 A ‘no start after refuelling’ system results in a vehicle being unable to start after re-fuelling if the inducement system has activated. ## 8.3.3 A ‘fuel-lockout’ approach prevents the vehicle from being refuelled by locking the fuel filler system after the inducement system activates. The lockout system shall be robust to prevent it being tampered with. ## 8.3.4 A ‘performance restriction’ approach restricts the speed of the vehicle after the inducement system activates. The level of speed limitation shall be noticeable to the driver and significantly reduce the maximum speed of the vehicle. Such limitation shall enter into operation gradually or after an engine start. Shortly before engine restarts are prevented, the speed of the vehicle shall not exceed 50 km/h. ## 8.3.4.1 In the case that the warning system was activated at least 2 400 km before the reagent tank was expected to become empty, or the irregularities described in paragraphs 4. or 5. or the NOx levels described in paragraph 6.2. have occurred, engine restarts shall be prevented immediately after the vehicle has travelled a distance expected to be sufficient for driving the average driving range of the vehicle with a complete tank of fuel since the activation of the inducement system. ## 8.3.4.2 In the case that the inducement system was activated at the level described in paragraph 8.2.(b), engine restarts shall be prevented immediately after the vehicle has travelled a distance expected to be sufficient for driving 75 % of the average driving range of the vehicle with a complete tank of fuel since the activation of the inducement system. ## 8.3.4.3 In the case that the inducement system was activated at the level described in paragraph 8.2.(c), engine restarts shall be prevented immediately after the vehicle has travelled a distance expected to be sufficient for driving the average driving range of the vehicle with 5 % of the capacity of the reagent tank, since the activation of the inducement system. ## 8.3.4.4 In addition, engine restarts shall be prevented immediately after the reagent tank becomes empty, should this situation occur earlier than the situations specified in paragraphs 8.3.4.1, 8.3.4.2. or 8.3.4.3. ## 8.4 Once the inducement system has prevented engine restarts, the inducement system shall only be deactivated if the irregularities specified in paragraphs 4., 5., or 6. have been rectified or if the quantity of reagent added to the vehicle meets at least one of the following criteria: (a)expected to be sufficient for driving 150 % of an average driving range with a complete tank of fuel; or (b)at least 10 % of the capacity of the reagent tank. After a repair has been carried out to correct a fault where the OBD system has been triggered under paragraph 7.2., the inducement system may be reinitialised via the OBD serial port (e.g. by a generic scan tool) to enable the vehicle to be restarted for self-diagnosis purposes. The vehicle shall operate for a maximum of 50 km to enable the success of the repair to be validated. The inducement system shall be fully reactivated if the fault persists after this validation. ## 8.5 The driver warning system referred to in paragraph 3. shall display a message indicating clearly: (a)The number of remaining restarts and/or the remaining distance; and (b)The conditions under which the vehicle can be restarted. ## 8.6 The driver inducement system shall be deactivated when the conditions for its activation have ceased to exist. The driver inducement system shall not be automatically deactivated without the reason for its activation having been remedied. ## 8.7 Detailed written information fully describing the functional operation characteristics of the driver inducement system shall be provided to the Type Approval Authority at the time of approval. ## 8.8 As part of the application for type approval under this Regulation, the manufacturer shall demonstrate the operation of the driver warning and inducement systems. ### Division 9: Information requirements ## 9.1 The manufacturer shall provide all owners of new vehicles with clear written information about the emission control system. This information shall state that if the vehicle emission control system is not functioning correctly, the driver shall be informed of a problem by the driver warning system and that the driver inducement system shall consequentially result in the vehicle being unable to start. ## 9.2 The instructions shall indicate requirements for the proper use and maintenance of vehicles, including the proper use of consumable reagents. ## 9.3 The instructions shall specify if consumable reagents have to be replenished by the vehicle driver between normal maintenance intervals. They shall indicate how the vehicle driver should replenish the reagent tank. The information shall also indicate a likely rate of reagent consumption for that type of vehicle and how often it should be replenished. ## 9.4 The instructions shall specify that use of, and replenishing of, a required reagent of the correct specifications is mandatory for the vehicle to comply with the certificate of conformity issued for that vehicle type. ## 9.5 The instructions shall state that it may be a criminal offence to use a vehicle that does not consume any reagent if it is required for the reduction of emissions. ## 9.6 The instructions shall explain how the warning system and driver inducement systems work. In addition, the consequences of ignoring the warning system and not replenishing the reagent shall be explained. ## 10 Operating conditions of the after-treatment system Manufacturers shall ensure that the emission control system retains its emission control function during all ambient conditions, especially at low ambient temperatures. This includes taking measures to prevent the complete freezing of the reagent during parking times of up to 7 days at 258 K (– 15 °C) with the reagent tank 50 % full. If the reagent is frozen, the manufacturer shall ensure that the reagent shall be liquefied and ready for use within 20 minutes of the vehicle being started at 258 K (– 15 °C) measured inside the reagent tank. ### Division: AMENDMENTS TO REGULATION (EC) No 692/2008 ## 1 Appendix 3 to Annex I of Regulation (EC) No 692/2008 is hereby amended as follows: (a)Points 3. to 3.1.1. shall be amended to read: ‘3. PROPULSION ENERGY CONVERTER (k) 3.1. Manufacturer of the propulsion energy converter(s): … 3.1.1. Manufacturer's code (as marked on the propulsion energy converter or other means of identification): …’ (b)Point 3.2.1.8. shall be amended to read: ‘3.2.1.8. Rated engine power (n): … kW at … min–1 (manufacturer's declared value)’ (c)Point 3.2.2.2. shall be renumbered 3.2.2.1.1. and shall read as follows: ‘3.2.2.1.1. RON, unleaded: …’ (d)Point 3.2.4.2.1. shall be amended to read: ‘3.2.4.2.1. System description (common rail/unit injectors/distribution pump etc.): …’ (e)Point 3.2.4.2.3. shall be amended to read: ‘3.2.4.2.3. Injection/Delivery pump’ (f)Point 3.2.4.2.4. shall be amended to read: ‘3.2.4.2.4. Engine speed limitation control’ (g)Point 3.2.4.2.9.3. shall be amended to read: ‘3.2.4.2.9.3. Description of the system’ (h)Points 3.2.4.2.9.3.6. to 3.2.4.2.9.3.8. shall be amended to read: ‘3.2.4.2.9.3.6. Make and type or working principle of water temperature sensor: … 3.2.4.2.9.3.7. Make and type or working principle of air temperature sensor: … 3.2.4.2.9.3.8. Make and type or working principle of air pressure sensor: …’ (i)Point 3.2.4.3.4.3. shall be amended to read: ‘3.2.4.3.4.3. Make and type or working principle of air-flow sensor: …’ (j)Points 3.2.4.3.4.9. to 3.2.4.3.4.11. shall be amended to read: ‘3.2.4.3.4.9. Make and type or working principle of water temperature sensor: … 3.2.4.3.4.10. Make and type or working principle of air temperature sensor: … 3.2.4.3.4.11. Make and type or working principle of air pressure sensor: …’ (k)Point 3.2.4.3.5. shall be amended to read: ‘3.2.4.3.5. Injectors’ (l)Points 3.2.12.2. to 3.2.12.2.1. shall be amended to read: ‘3.2.12.2. Pollution control devices (if not covered by another heading) 3.2.12.2.1. Catalytic converter’ (m)Points 3.2.12.2.1.11. to 3.2.12.2.1.11.10 shall be deleted (n)Points 3.2.12.2.2. to 3.2.12.2.2.5. shall be deleted and replaced with the following: ‘3.2.12.2.2. Sensors 3.2.12.2.2.1. Oxygen sensor: yes/no (1) 3.2.12.2.2.1.1. Make: … 3.2.12.2.2.1.2. Location: … 3.2.12.2.2.1.3. Control range: … 3.2.12.2.2.1.4. Type or working principle: … 3.2.12.2.2.1.5. Identifying part number: …’ (o)Points 3.2.12.2.4.1. to 3.2.12.2.4.2. shall be amended to read: ‘3.2.12.2.4.1. Characteristics (make, type, flow, high pressure / low pressure / combined pressure, etc.): … 3.2.12.2.4.2. Water-cooled system (to be specified for each EGR system e.g. low pressure / high pressure / combined pressure: yes/no (1)’ (p)Points 3.2.12.2.5. to 3.2.12.2.5.6. shall be amended to read: ‘3.2.12.2.5. Evaporative emissions control system (petrol and ethanol engines only): yes/no (1) 3.2.12.2.5.1. Detailed description of the devices: … 3.2.12.2.5.2. Drawing of the evaporative emissions control system: … 3.2.12.2.5.3. Drawing of the carbon canister: … 3.2.12.2.5.4. Mass of dry charcoal: … g 3.2.12.2.5.5. Schematic drawing of the fuel tank with indication of capacity and material (petrol and ethanol engines only): … 3.2.12.2.5.6. Description and schematic of the heat shield between tank and exhaust system: …’ (q)Points 3.2.12.2.6.4. to 3.2.12.2.6.4.4. shall be deleted (r)Points 3.2.12.2.6.5. and 3.2.12.2.6.6. shall be renumbered to read: ‘3.2.12.2.6.4. Make of particulate trap: … 3.2.12.2.6.5. Identifying part number: …’ (s)Points 3.2.12.2.8. shall be amended to read: ‘3.2.12.2.8. Other system: …’ (t)New points 3.2.12.2.10. to 3.2.12.2.11.8. shall be added as follows: ‘3.2.12.2.10. Periodically regenerating system: (provide the information below for each separate unit) 3.2.12.2.10.1. Method or system of regeneration, description and/or drawing: … 3.2.12.2.10.2. The number of Type 1 operating cycles, or equivalent engine test bench cycles, between two cycles where regenerative phases occur under the conditions equivalent to Type 1 test (Distance “D” in Figure A6.App1/1 in Appendix 1 to Sub-Annex 6 of Annex XXI to Regulation (EU) 2017/1151 or figure A13/1 in Annex 13 to UN/ECE Regulation 83 (as applicable)): … 3.2.12.2.10.2.1. Applicable Type 1 cycle: (indicate the applicable procedure: Annex XXI, Sub-Annex 4 or UN/ECE Regulation 83): … 3.2.12.2.10.3. Description of method employed to determine the number of cycles between two cycles where regenerative phases occur: … 3.2.12.2.10.4. Parameters to determine the level of loading required before regeneration occurs (i.e. temperature, pressure etc.): … 3.2.12.2.10.5. Description of method used to load system in the test procedure described in paragraph 3.1., Annex 13 to UN/ECE Regulation 83: … 3.2.12.2.11. Catalytic converter systems using consumable reagents (provide the information below for each separate unit) yes/no (1) 3.2.12.2.11.1. Type and concentration of reagent needed: … 3.2.12.2.11.2. Normal operational temperature range of reagent: … 3.2.12.2.11.3. International standard: … 3.2.12.2.11.4. Frequency of reagent refill: continuous/maintenance (where appropriate): 3.2.12.2.11.5. Reagent indicator: (description and location) 3.2.12.2.11.6. Reagent tank 3.2.12.2.11.6.1. Capacity: … 3.2.12.2.11.6.2. Heating system: yes/no (1) 3.2.12.2.11.6.2.1. Description or drawing 3.2.12.2.11.7. Reagent control unit: yes/no (1) 3.2.12.2.11.7.1. Make: … 3.2.12.2.11.7.2. Type: … 3.2.12.2.11.8. Reagent injector (make, type and location): …’ (u)Point 3.2.15.1. shall be amended to read: ‘3.2.15.1. Type-approval number according to Regulation (EC) No 661/2009 (OJ L 200, 31.7.2009, p. 1)’ (v)Point 3.2.16.1. shall be amended to read: ‘3.2.16.1. Type-approval number according to Regulation (EC) No 661/2009 (OJ L 200, 31.7.2009, p. 1)’ (w)Point 3.3. shall be amended to read: ‘3.3. Electric machine’ (x)Point 3.3.2. shall be amended to read: ‘3.3.2. REESS’ (y)Point 3.4. shall be amended to read: ‘3.4. Combinations of propulsion energy converters’ (z)Point 3.4.4. shall be amended to read: ‘3.4.4. Description of the energy storage device: (REESS, capacitor, flywheel/generator)’ (aa)Point 3.4.4.5. shall be amended to read: ‘3.4.4.5. Energy: … (for REESS: voltage and capacity Ah in 2 h, for capacitor: J, …)’ (bb)Point 3.4.5. shall be amended to read: ‘3.4.5. Electric machine (describe each type of electric machine separately)’ (cc)Point 3.5. shall be amended to read: ‘3.5. Manufacturer’s declared values for determination of CO2 emissions/fuel consumption/electric consumption/electric range and details of eco-innovations (where applicable)(o)’ (dd)Point 4.4. shall be amended to read: ‘4.4. Clutch(es)’ (ee)Point 4.6. shall be amended to read: ‘4.6. Gear ratios Gear Internal gearbox ratios (ratios of engine to gearbox output shaft revolutions) Final drive ratio(s) (ratio of gearbox output shaft to driven wheel revolutions) Total gear ratios Maximum for CVT 1 2 3 … Minimum for CVT ’ (ff)Point 6.6. to 6.6.3. shall be replaced as follows: ‘6.6. Tyres and wheels 6.6.1. Tyre/wheel combination(s) 6.6.1.1. Axles 6.6.1.1.1. Axle 1: … 6.6.1.1.1.1. Tyre size designation 6.6.1.1.2. Axle 2: … 6.6.1.1.2.1. Tyre size designation etc. 6.6.2. Upper and lower limits of rolling radii 6.6.2.1. Axle 1: … 6.6.2.2. Axle 2: … etc. 6.6.3. Tyre pressure(s) as recommended by the vehicle manufacturer: … kPa’ (gg)Point 9.1. shall be amended to read: ‘9.1. Type of bodywork using the codes defined in Part C of Annex II of Directive 2007/46/EC: …’ ## 2 In table 1 of Appendix 6 to Annex I of Regulation (EC) No 692/2008 the rows ZD to ZL and ZX, ZY are amended as follows: ‘ ZD Euro 6c Euro 6-2 M, N1 class I PI, CI 31.8.2018 ZE Euro 6c Euro 6-2 N1 class II PI, CI 31.8.2019 ZF Euro 6c Euro 6-2 N1 class III, N2 PI, CI 31.8.2019 ZG Euro 6d-TEMP Euro 6-2 M, N1 class I PI, CI 31.8.2018 ZH Euro 6d-TEMP Euro 6-2 N1 class II PI, CI 31.8.2019 ZI Euro 6d-TEMP Euro 6-2 N1 class III, N2 PI, CI 31.8.2019 ZJ Euro 6d Euro 6-2 M, N1 class I PI, CI 31.8.2018 ZK Euro 6d Euro 6-2 N1 class II PI, CI 31.8.2019 ZL Euro 6d Euro 6-2 N1 class III, N2 PI, CI 31.8.2019 ZX n.a. n.a. All vehicles Battery full electric 1.9.2009 1.1.2011 31.8.2019 ZY n.a. n.a. All vehicles Battery full electric 1.9.2009 1.1.2011 31.8.2019 ZZ n.a. n.a. All vehicles using certificates according to point 2.1.1 of Annex I PI, CI 1.9.2009 1.1.2011 31.8.2019 ’ ### Division: SPECIAL PROVISIONS REGARDING ANNEXES I, II, III, VIII AND IX TO DIRECTIVE 2007/46/EC ### Division: Amendments to Annex I of Directive 2007/46/EC ## (1) Annex I of Directive 2007/46/EC is hereby amended as follows: (a)Point 2.6.1. shall be amended to read: ‘2.6.1. Distribution of this mass among the axles and, in the case of a semi-trailer, a rigid drawbar trailer or a centre-axle trailer, the mass on the coupling: (a)minimum and maximum for each variant: … (b)mass of each version (a matrix must be provided): …’ (b)Points 3. to 3.1.1. shall be amended to read: ‘3. PROPULSION ENERGY CONVERTER (k) 3.1. Manufacturer of the propulsion energy converter(s): … 3.1.1. Manufacturer's code (as marked on the propulsion energy converter or other means of identification): …’ (c)Point 3.2.1.8. shall be amended to read: ‘3.2.1.8. Rated engine power (n): … kW at … min–1 (manufacturer's declared value)’ (d)A new point 3.2.2.1.1. shall be added as follows: ‘3.2.2.1.1. RON, unleaded: …’ (e)Point 3.2.4.2.1. shall be amended to read: ‘3.2.4.2.1. System description (common rail/unit injectors/distribution pump etc.): …’ (f)Point 3.2.4.2.3. shall be amended to read: ‘3.2.4.2.3. Injection/Delivery pump’ (g)Point 3.2.4.2.4. shall be amended to read: ‘3.2.4.2.4. Engine speed limitation control’ (h)Point 3.2.4.2.9.3. shall be amended to read: ‘3.2.4.2.9.3. Description of the system’ (i)A new point 3.2.4.2.9.3.1.1. shall be added as follows: ‘3.2.4.2.9.3.1.1. Software version of the ECU: …’ (j)Points 3.2.4.2.9.3.6. to 3.2.4.2.9.3.8. shall be amended to read: ‘3.2.4.2.9.3.6. Make and type or working principle of water temperature sensor: … 3.2.4.2.9.3.7. Make and type or working principle of air temperature sensor: … 3.2.4.2.9.3.8. Make and type or working principle of air pressure sensor: …’ (k)A new point 3.2.4.3.4.1.1. shall be added as follows: ‘3.2.4.3.4.1.1. Software version of the ECU: …’ (l)Point 3.2.4.3.4.3. shall be amended to read: ‘3.2.4.3.4.3. Make and type or working principle of air-flow sensor: …’ (m)Points 3.2.4.3.4.9. to 3.2.4.3.4.11. shall be amended to read: ‘3.2.4.3.4.9. Make and type or working principle of water temperature sensor: … 3.2.4.3.4.10. Make and type or working principle of air temperature sensor: … 3.2.4.3.4.11. Make and type or working principle of air pressure sensor: …’ (n)Point 3.2.4.3.5. shall be amended to read: ‘3.2.4.3.5. Injectors’ (o)New points 3.2.4.4.2. and 3.2.4.4.3. shall be added as follows: ‘3.2.4.4.2. Make(s): …. 3.2.4.4.3. Type(s): …’ (p)Points 3.2.12.2. to 3.2.12.2.1. shall be amended to read: ‘3.2.12.2. Pollution control devices (if not covered by another heading) 3.2.12.2.1. Catalytic converter’ (q)Points 3.2.12.2.1.11. to 3.2.12.2.1.11.10 shall be deleted and replaced with the following new point: ‘3.2.12.2.1.11. Normal operating temperature range: … °C’ (r)Points 3.2.12.2.2. to 3.2.12.2.2.5. shall be deleted and replaced with the following: ‘3.2.12.2.2. Sensors 3.2.12.2.2.1. Oxygen sensor: yes/no (1) 3.2.12.2.2.1.1. Make: … 3.2.12.2.2.1.2. Location: … 3.2.12.2.2.1.3. Control range: …. 3.2.12.2.2.1.4. Type or working principle: … 3.2.12.2.2.1.5. Identifying part number: … 3.2.12.2.2.2. NOx sensor: yes/no (1) 3.2.12.2.2.2.1. Make: … 3.2.12.2.2.2.2. Type: … 3.2.12.2.2.2.3. Location: … 3.2.12.2.2.3. Particulate sensor: yes/no (1) 3.2.12.2.2.3.1. Make: … 3.2.12.2.2.3.2. Type: … 3.2.12.2.2.3.3. Location: …’ (s)Points 3.2.12.2.4.1. to 3.2.12.2.4.2. shall be amended to read: ‘3.2.12.2.4.1. Characteristics (make, type, flow, high pressure / low pressure / combined pressure, etc.): … 3.2.12.2.4.2. Water-cooled system (to be specified for each EGR system e.g. low pressure / high pressure / combined pressure: yes/no (1)’ (t)Points 3.2.12.2.5. to 3.2.12.2.5.6. shall be amended to read: ‘3.2.12.2.5. Evaporative emissions control system (petrol and ethanol engines only): yes/no (1) 3.2.12.2.5.1. Detailed description of the devices: …. 3.2.12.2.5.2. Drawing of the evaporative control system: … 3.2.12.2.5.3. Drawing of the carbon canister: … 3.2.12.2.5.4. Mass of dry charcoal: … g 3.2.12.2.5.5. Schematic drawing of the fuel tank with indication of capacity and material (petrol and ethanol engines only): … 3.2.12.2.5.6. Description and schematic of the heat shield between tank and exhaust system: …’ (u)Points 3.2.12.2.6.4. to 3.2.12.2.6.4.4. shall be deleted (v)Points 3.2.12.2.6.5. and 3.2.12.2.6.6. shall be renumbered to read: ‘3.2.12.2.6.4. Make of particulate trap: … 3.2.12.2.6.5. Identifying part number: …’ (w)Points 3.2.12.2.7. to 3.2.12.2.7.0.6. shall be amended to read: ‘3.2.12.2.7. On-board-diagnostic (OBD) system: yes/no (1): … 3.2.12.2.7.0.1. (Euro VI only) Number of OBD engine families within the engine family 3.2.12.2.7.0.2. (Euro VI only) List of the OBD engine families (when applicable) 3.2.12.2.7.0.3. (Euro VI only) Number of the OBD engine family the parent engine / the engine member belongs to: … 3.2.12.2.7.0.4. (Euro VI only) Manufacturer references of the OBD-Documentation required by Article 5(4)(c) and Article 9(4) of Regulation (EU) No 582/2011 and specified in Annex X to that Regulation for the purpose of approving the OBD system 3.2.12.2.7.0.5. (Euro VI only) When appropriate, manufacturer reference of the Documentation for installing in a vehicle an OBD equipped engine system 3.2.12.2.7.0.6. (Euro VI only) When appropriate, manufacturer reference of the documentation package related to the installation on the vehicle of the OBD system of an approved engine’ (x)In point 3.2.12.2.7.6.4.1. the heading ‘Low-duty vehicles’ shall be replaced with ‘Light-duty vehicles’ (y)Points 3.2.12.2.8. shall be amended to read: ‘3.2.12.2.8. Other system: …’ (z)New points 3.2.12.2.8.2.3. to 3.2.12.2.8.2.5. are added as follows: ‘3.2.12.2.8.2.3. Type of inducement system: no engine restart after countdown/no start after refuelling/fuel-lockout/performance restriction 3.2.12.2.8.2.4. Description of the inducement system 3.2.12.2.8.2.5. Equivalent to the average driving range of the vehicle with a complete tank of fuel: … km’ (aa)A new point 3.2.12.2.8.4. shall be added as follows: ‘3.2.12.2.8.4. (Euro VI only) List of the OBD engine families (when applicable): …’ (bb)New points 3.2.12.2.10. to 3.2.12.2.11.8. shall be added as follows: ‘3.2.12.2.10. Periodically regenerating system: (provide the information below for each separate unit) 3.2.12.2.10.1. Method or system of regeneration, description and/or drawing: … . 3.2.12.2.10.2. The number of Type 1 operating cycles, or equivalent engine test bench cycles, between two cycles where regenerative phases occur under the conditions equivalent to Type 1 test (Distance “D” in Figure A6.App1/1 in Appendix 1 to Sub-Annex 6 of Annex XXI to Regulation (EU) 2017/1151 or figure A13/1 in Annex 13 to UN/ECE Regulation 83 (as applicable)): … 3.2.12.2.10.2.1. Applicable Type 1 cycle (indicate the applicable procedure: Annex XXI, Sub-Annex 4 or UN/ECE Regulation 83): … 3.2.12.2.10.3. Description of method employed to determine the number of cycles between two cycles where regenerative phases occur: … 3.2.12.2.10.4. Parameters to determine the level of loading required before regeneration occurs (i.e. temperature, pressure etc.): … 3.2.12.2.10.5. Description of method used to load system in the test procedure described in paragraph 3.1., Annex 13 to UN/ECE Regulation 83: …. 3.2.12.2.11. Catalytic converter systems using consumable reagents (provide the information below for each separate unit) yes/no (1) 3.2.12.2.11.1. Type and concentration of reagent needed: … 3.2.12.2.11.2. Normal operational temperature range of reagent: … 3.2.12.2.11.3. International standard: … 3.2.12.2.11.4. Frequency of reagent refill: continuous/maintenance (where appropriate): 3.2.12.2.11.5. Reagent indicator (description and location): … 3.2.12.2.11.6. Reagent tank 3.2.12.2.11.6.1. Capacity: … 3.2.12.2.11.6.2. Heating system: yes/no 3.2.12.2.11.6.2.1. Description or drawing: … 3.2.12.2.11.7. Reagent control unit: yes/no (1) 3.2.12.2.11.7.1. Make: … 3.2.12.2.11.7.2. Type: … 3.2.12.2.11.8. Reagent injector (make type and location): …’ (cc)Point 3.2.15.1. shall be amended to read: ‘3.2.15.1. Type-approval number according to Regulation (EC) No 661/2009 (OJ L 200, 31.7.2009, p. 1): …’ (dd)Point 3.2.16.1. shall be amended to read: ‘3.2.16.1. Type-approval number according to Regulation (EC) No 661/2009 (OJ L 200, 31.7.2009, p. 1): …’ (ee)New points 3.2.20. to 3.2.20.2.4. shall be added as follows: ‘3.2.20. Heat storage information 3.2.20.1. Active heat storage device: yes/no 3.2.20.1.1. Enthalpy: … (J) 3.2.20.2. Insulation materials 3.2.20.2.1. Insulation material: … 3.2.20.2.2. Insulation volume: … 3.2.20.2.3. Insulation weight: … 3.2.20.2.4. Insulation location: …’ (ff)Point 3.3. shall be amended to read: ‘3.3. Electric machine’ (gg)Point 3.3.2. shall be amended to read: ‘3.3.2. REESS’ (hh)Point 3.4. shall be amended to read: ‘3.4. Combinations of propulsion energy converters’ (ii)Point 3.4.4. shall be amended to read: ‘3.4.4. Description of the energy storage device: (REESS, capacitor, flywheel/generator)’ (jj)Point 3.4.4.5. shall be amended to read: ‘3.4.4.5. Energy: … (for REESS: voltage and capacity Ah in 2 h, for capacitor: J, …)’ (kk)Point 3.4.5. shall be amended to read: ‘3.4.5. Electric machine (describe each type of electric machine separately)’ (ll)Point 3.5. shall be amended to read: ‘3.5. Manufacturer's declared values for determination of CO2 emissions/fuel consumption/electric consumption/electric range and details of eco-innovations (where applicable)(°)’ (mm)New points 3.5.7. to 3.5.8.3. are added as follows: ‘3.5.7. Manufacturer's declared values 3.5.7.1. Test vehicle parameters 3.5.7.1.1 Vehicle high 3.5.7.1.1.1. Cycle Energy Demand: … J 3.5.7.1.1.2. Road load coefficients 3.5.7.1.1.2.1. f0: … N 3.5.7.1.1.2.2. f1: …N/(km/h) 3.5.7.1.1.2.3. f2: …N/(km/h)2 3.5.7.1.2. Vehicle Low (if applicable) 3.5.7.1.2.1. Cycle Energy Demand: … J 3.5.7.1.2.2. Road load coefficients 3.5.7.1.2.2.1. f0: … N 3.5.7.1.2.2.2. f1: …N/(km/h) 3.5.7.1.2.2.3. f2: …N/(km/h)2 3.5.7.1.3. Vehicle M (if applicable) 3.5.7.1.3.1. Cycle Energy Demand: … J 3.5.7.1.3.2. Road load coefficients 3.5.7.1.3.2.1. f0: … N 3.5.7.1.3.2.2. f1: … N/(km/h) 3.5.7.1.3.2.3. f2: … N/(km/h)2 3.5.7.2. Combined CO2 mass emissions 3.5.7.2.1. CO2 mass emission for ICE 3.5.7.2.1.1. Vehicle High: … g/km 3.5.7.2.1.2. Vehicle low (if applicable): … g/km 3.5.7.2.2. Charge Sustaining CO2 mass emission for OVC-HEVs and NOVC-HEVs 3.5.7.2.2.1. Vehicle high: … g/km 3.5.7.2.2.2. Vehicle low (if applicable): … g/km 3.5.7.2.2.3. Vehicle M (if applicable): … g/km 3.5.7.2.3. Charge Depleting CO2 mass emission for OVC-HEVs 3.5.7.2.3.1. Vehicle high: … g/km 3.5.7.2.3.2. Vehicle low (if applicable): … g/km 3.5.7.2.3.3. Vehicle M (if applicable): … g/km 3.5.7.3. Electric range for electrified vehicles 3.5.7.3.1. Pure Electric Range (PER) for PEVs 3.5.7.3.1.1. Vehicle high: … km 3.5.7.3.1.2. Vehicle low (if applicable): … km 3.5.7.3.2. All Electric Range AER for OVC-HEVs 3.5.7.3.2.1. Vehicle high: … km 3.5.7.3.2.2. Vehicle low (if applicable): … km 3.5.7.3.2.3. Vehicle M (if applicable): … km 3.5.7.4. Charge Sustaining fuel consumption (FCCS) for FCHVs 3.5.7.4.1. Vehicle high: … kg/100 km 3.5.7.4.2. Vehicle low (if applicable): … kg/100 km 3.5.7.4.3. Vehicle M (if applicable): … kg/100 km 3.5.7.5. Electric energy consumption for electrified vehicles 3.5.7.5.1. Combined electric energy consumption (ECWLTC) for Pure electric vehicles 3.5.7.5.1.1. Vehicle high: … Wh/km 3.5.7.5.1.2. Vehicle low (if applicable): … Wh/km 3.5.7.5.2. Utility factor weighted charge-depleting electric consumption ECAC,CD (combined) 3.5.7.5.2.1. Vehicle high: … Wh/km 3.5.7.5.2.2. Vehicle low (if applicable): … Wh/km 3.5.7.5.2.3. Vehicle M (if applicable): … Wh/km 3.5.8. Vehicle fitted with an eco-innovation within the meaning of Article 12 of Regulation (EC) No 443/2009 for M1 vehicles or Article 12 of Regulation (EU) No 510/2011 for N1 vehicles: yes/no (1) 3.5.8.1. Type/Variant/Version of the baseline vehicle as referred to in Article 5 of Regulation (EU) No 725/2011 for M1 vehicles or Article 5 of Regulation (EU) No 427/2014 for N1 vehicles (if applicable): … 3.5.8.2. Existence of interactions between different eco-innovations: yes/no (1) 3.5.8.3. Emissions data related to the use of eco-innovations (repeat the table for each reference fuel tested) (w1) Decision approving the eco-innovation (w2) Code of the eco-innovation (w3) 1. CO2 emissions of the baseline vehicle (g/km) 2. CO2 emissions of the eco-innovation vehicle (g/km) 3. CO2 emissions of the baseline vehicle under type 1 test-cycle (w4) 4. CO2 emissions of the eco-innovation vehicle under type 1 test-cycle 5. Usage factor (UF), i.e. temporal share of technology usage in normal operation conditions CO2 emissions savings ((1 – 2) – (3 – 4))*5 xxxx/201x Total CO2 emissions saving (g/km)(w5) ’ (nn)Point 4.4. shall be amended to read: ‘4.4. Clutch(es): …’ (oo)New points 4.5.1.1. to 4.5.1.5. shall be added as follows: ‘4.5.1.1. Predominant mode: yes/no (1) 4.5.1.2. Best mode (if no predominant mode): … 4.5.1.3. Worst mode (if no predominant mode): … 4.5.1.4. Torque rating: … 4.5.1.5. Number of clutches: …’ (pp)Point 4.6. shall be amended to read: ‘4.6. Gear ratios Gear Internal gearbox ratios (ratios of engine to gearbox output shaft revolutions) Final drive ratio(s) (ratio of gearbox output shaft to driven wheel revolutions) Total gear ratios Maximum for CVT 1 2 3 … Minimum for CVT Reverse ’ (qq)Point 6.6. to 6.6.5. shall be replaced as follows: ‘6.6. Tyres and wheels 6.6.1. Tyre/wheel combination(s) 6.6.1.1. Axles 6.6.1.1.1. Axle 1: … 6.6.1.1.1.1. Tyre size designation: … 6.6.1.1.1.2. Load-capacity index: … 6.6.1.1.1.3. Speed category symbol (r) 6.6.1.1.1.4. Wheel rim size(s): … 6.6.1.1.1.5. Wheel off-set(s): … 6.6.1.1.2. Axle 2: … 6.6.1.1.2.1. Tyre size designation: … 6.6.1.1.2.2. Load-capacity index: … 6.6.1.1.2.3. Speed category symbol: … 6.6.1.1.2.4. Wheel rim size(s): … 6.6.1.1.2.5. Wheel off-set(s): … etc. 6.6.1.2. Spare wheel, if any: … 6.6.2. Upper and lower limits of rolling radii 6.6.2.1. Axle 1: … mm 6.6.2.2. Axle 2: … mm 6.6.2.3. Axle 3: …mm 6.6.2.4. Axle 4: …mm etc. 6.6.3. Tyre pressure(s) as recommended by the vehicle manufacturer: … kPa 6.6.4. Chain/tyre/wheel combination on the front and/or rear axle that is suitable for the type of vehicle, as recommended by the manufacturer: … 6.6.5. Brief description of temporary use spare unit (if any): …’ (rr)Point 9.1. shall be amended to read: ‘9.1. Type of bodywork using the codes defined in Part C of Annex II of Directive 2007/46/EC: …’ (ss)Point 9.9.2.1. shall be amended to read: ‘9.9.2.1. Type and description of the device: …’ ## AMENDMENTS TO REGULATION (EU) No 1230/2012 Regulation (EU) No 1230/2012 is amended as follows: 1..Article 2(5) is replaced by the following: ‘“Mass of the optional equipment” means maximum mass of the combinations of optional equipment which may be fitted to the vehicle in addition to the standard equipment in accordance with the manufacturer's specifications;’ ### Division: MEASUREMENT OF NET POWER AND THE MAXIMUM 30 MINUTES POWER OF ELECTRIC DRIVE TRAINS ## 1 INTRODUCTION This Annex sets out requirements for measuring net engine power, net power and the maximum 30 minutes power of electric drive trains. ### Division 2: GENERAL SPECIFICATIONS ## 2.1 The general specifications for conducting the tests and interpreting the results are those set out in paragraph 5 of UN/ECE Regulation No 85, with the exceptions specified in this Annex. ## 2.2 Test fuel Paragraphs 5.2.3.1., 5.2.3.2.1., 5.2.3.3.1., and 5.2.3.4. of UN/ECE Regulation No 85 shall be understood as follows: The fuel used shall be the one available on the market. In any case of dispute, the fuel shall be the appropriate reference fuel specified in Annex IX to this Regulation. ## 2.3 Power correction factors By way of derogation from paragraph 5.1 of Annex 5 to UN/ECE Regulation No 85, when a turbo-charged engine is fitted with a system which allows compensating the ambient conditions temperature and altitude, at the request of the manufacturer, the correction factors αa or αd shall be set to the value of 1. ### Division: TYPE 1 EMISSIONS TEST PROCEDURES ## 1 INTRODUCTION This Annex describes the procedure for determining the levels of emissions of gaseous compounds, particulate matter, particle number, CO2 emissions, fuel consumption, electric energy consumption and electric range from light-duty vehicles. ### Division 2: RESERVED ### Division 3: DEFINITIONS ## 3.1 Test equipment Figure 1 Definition of accuracy, precision and reference value ## 3.1.1 ‘Accuracy’ means the difference between a measured value and a reference value, traceable to a national standard and describes the correctness of a result. See Figure 1. ## 3.1.2 ‘Calibration’ means the process of setting a measurement system's response so that its output agrees with a range of reference signals. ## 3.1.3 ‘Calibration gas’ means a gas mixture used to calibrate gas analysers. ## 3.1.4 ‘Double dilution method’ means the process of separating a part of the diluted exhaust flow and mixing it with an appropriate amount of dilution air prior to the particulate sampling filter. ## 3.1.5 ‘Full flow exhaust dilution system’ means the continuous dilution of the total vehicle exhaust with ambient air in a controlled manner using a constant volume sampler (CVS). ## 3.1.6 ‘Linearisation’ means the application of a range of concentrations or materials to establish a mathematical relationship between concentration and system response. ## 3.1.7 ‘Major maintenance’ means the adjustment, repair or replacement of a component or module that could affect the accuracy of a measurement. ## 3.1.8 ‘Non-methane hydrocarbons’ (NMHC) are the total hydrocarbons (THC) minus the methane (CH4) contribution. ## 3.1.9 ‘Precision’ means the degree to which repeated measurements under unchanged conditions show the same results (Figure 1) and, in this Annex, always refers to one standard deviation. ## 3.1.10 ‘Reference value’ means a value traceable to a national standard. See Figure 1. ## 3.1.11 ‘Set point’ means the target value a control system aims to reach. ## 3.1.12 ‘Span’ means to adjust an instrument so that it gives a proper response to a calibration standard that represents between 75 per cent and 100 per cent of the maximum value in the instrument range or expected range of use. ## 3.1.13 ‘Total hydrocarbons’ (THC) means all volatile compounds measurable by a flame ionization detector (FID). ## 3.1.14 ‘Verification’ means to evaluate whether or not a measurement system's outputs agrees with applied reference signals within one or more predetermined thresholds for acceptance. ## 3.1.15 ‘Zero gas’ means a gas containing no analyte, which is used to set a zero response on an analyser. ## 3.1.16 ‘ Response time ’ means the difference in time between the change of the component to be measured at the reference point and a system response of 90 per cent of the final reading (t90) with the sampling probe being defined as the reference point, whereby the change of the measured component is at least 60 per cent full scale (FS) and takes place in less than 0,1 second. The system response time consists of the delay time to the system and of the rise time of the system. ## 3.1.17 ‘ Delay time ’ means the difference in time between the change of the component to be measured at the reference point and a system response of 10 per cent of the final reading (t10) with the sampling probe being defined as the reference point. For gaseous components, this is the transport time of the measured component from the sampling probe to the detector. ## 3.1.18 ‘ Rise time ’ means the difference in time between the 10 per cent and 90 per cent response of the final reading (t90 – t10). ### Division 3.2: Road load and dynamometer setting ## 3.2.1 ‘Aerodynamic drag’ means the force opposing a vehicle’s forward motion through air. ## 3.2.2 ‘Aerodynamic stagnation point’ means the point on the surface of a vehicle where wind velocity is equal to zero. ## 3.2.3 ‘Anemometer blockage’ means the effect on the anemometer measurement due to the presence of the vehicle where the apparent air speed is different than the vehicle speed combined with wind speed relative to the ground. ## 3.2.4 ‘Constrained analysis’ means the vehicle’s frontal area and aerodynamic drag coefficient have been independently determined and those values shall be used in the equation of motion. ## 3.2.5 ‘Mass in running order’ means the mass of the vehicle, with its fuel tank(s) filled to at least 90 per cent of its or their capacity/capacities, including the mass of the driver, fuel and liquids, fitted with the standard equipment in accordance with the manufacturer’s specifications and, when they are fitted, the mass of the bodywork, the cabin, the coupling and the spare wheel(s) as well as the tools. ## 3.2.6 ‘Mass of the driver’ means a mass rated at 75 kg located at the driver’s seating reference point. ## 3.2.7 ‘Maximum vehicle load’ means the technically permissible maximum laden mass minus the mass in running order, 25 kg and the mass of the optional equipment as defined in paragraph 3.2.8. ## 3.2.8 ‘Mass of the optional equipment’ means maximum mass of the combinations of optional equipment which may be fitted to the vehicle in addition to the standard equipment in accordance with the manufacturer's specifications. ## 3.2.9 ‘Optional equipment’ means all the features not included in the standard equipment which are fitted to a vehicle under the responsibility of the manufacturer, and that can be ordered by the customer. ## 3.2.10 ‘Reference atmospheric conditions (regarding road load measurements)’ means the atmospheric conditions to which these measurement results are corrected: (a)Atmospheric pressure: p0 = 100 kPa; (b)Atmospheric temperature: T0 = 20 °C; (c)Dry air density: ρ0 = 1,189 kg/m3; (d)Wind speed: 0 m/s. ## 3.2.11 ‘Reference speed’ means the vehicle speed at which road load is determined or chassis dynamometer load is verified. ## 3.2.12 ‘Road load’ means the force resisting the forward motion of a vehicle as measured with the coastdown method or methods that are equivalent regarding the inclusion of frictional losses of the drivetrain. ## 3.2.13 ‘Rolling resistance’ means the forces of the tyres opposing the motion of a vehicle. ## 3.2.14 ‘Running resistance’ means the torque resisting the forward motion of a vehicle measured by torque meters installed at the driven wheels of a vehicle. ## 3.2.15 ‘Simulated road load’ means the road load experienced by the vehicle on the chassis dynamometer which is intended to reproduce the road load measured on the road, and consists of the force applied by the chassis dynamometer and the forces resisting the vehicle while driving on the chassis dynamometer and is approximated by the three coefficients of a second order polynomial. ## 3.2.16 ‘Simulated running resistance’ means the running resistance experienced by the vehicle on the chassis dynamometer which is intended to reproduce the running resistance measured on the road, and consists of the torque applied by the chassis dynamometer and the torque resisting the vehicle while driving on the chassis dynamometer and is approximated by the three coefficients of a second order polynomial. ## 3.2.17 ‘Stationary anemometry’ means measurement of wind speed and direction with an anemometer at a location and height above road level alongside the test road where the most representative wind conditions will be experienced. ## 3.2.18 ‘Standard equipment’ means the basic configuration of a vehicle which is equipped with all the features that are required under the regulatory acts referred to in Annex II of Regulation (EU) 2018/858 including all features that are fitted without giving rise to any further specifications on configuration or equipment level. ## 3.2.19 ‘ Target road load ’ means the road load to be reproduced on the chassis dynamometer. ## 3.2.20 ‘Target running resistance’ means the running resistance to be reproduced on the chassis dynamometer. ## 3.2.21 ‘ Vehicle coastdown mode ’ means a system of operation enabling an accurate and repeatable determination of road load and an accurate dynamometer setting. ## 3.2.22 ‘Wind correction’ means correction of the effect of wind on road load based on input of the stationary or on-board anemometry. ## 3.2.23 ‘Technically permissible maximum laden mass’ means the maximum mass allocated to a vehicle on the basis of its construction features and its design performances. ## 3.2.24 ‘Actual mass of the vehicle’ means the mass in running order plus the mass of the fitted optional equipment to an individual vehicle. ## 3.2.25 ‘Test mass of the vehicle’ means the sum of the actual mass of the vehicle, 25 kg and the mass representative of the vehicle load. ## 3.2.26 ‘Mass representative of the vehicle load’ means x per cent of the maximum vehicle load where x is 15 per cent for category M vehicles and 28 per cent for category N vehicles. ## 3.2.27 ‘Technically permissible maximum laden mass of the combination’ (MC) means the maximum mass allocated to the combination of a motor vehicle and one or more trailers on the basis of its construction features and its design performances or the maximum mass allocated to the combination of a tractor unit and a semi-trailer. ## 3.2.28 ‘ n/v ratio ’ means the engine rotational speed divided by vehicle speed in a specific gear. ## 3.2.29 ‘ Single roller dynamometer ’ means a dynamometer where each wheel on a vehicle's axle is in contact with one roller. ## 3.2.30 ‘ Twin-roller dynamometer ’ means a dynamometer where each wheel on a vehicle's axle is in contact with two rollers. ## 3.2.31 ‘ Powered axle ’ means an axle of a vehicle which is able to deliver propulsion energy and/or recuperate energy, independent of whether that is only temporarily or permanently possible and/or selectable by the driver. ## 3.2.32 ‘ 2WD dynamometer ’ means a dynamometer where only the wheels on one vehicle axle are in contact with the roller(s). ## 3.2.33 ‘ 4WD dynamometer ’ means a dynamometer where all wheels on both vehicle axles are in contact with the rollers. ## 3.2.34 ‘ Dynamometer in 2WD operation ’ means a 2WD dynamometer, or a 4WD dynamometer which only simulates inertia and road load on the powered axle of the test vehicle while the wheels on the non-powered axle do not influence the measurement result, independent of whether they are rotating or not. ## 3.2.35 ‘ Dynamometer in 4WD operation ’ means a 4WD dynamometer which simulates inertia and road load on both axles of the test vehicle. ### Division 3.3: Pure electric, hybrid electric, fuel cell and bi-fuel vehicles ## 3.3.1 ‘All-electric range’ (AER) means the total distance travelled by an OVC-HEV from the beginning of the charge-depleting test to the point in time during the test when the combustion engine starts to consume fuel. ## 3.3.2 ‘Pure Electric range’ (PER) means the total distance travelled by a PEV from the beginning of the charge-depleting test until the break-off criterion is reached. ## 3.3.3 ‘Charge-depleting actual range’ (RCDA) means the distance travelled in a series of WLTCs in charge-depleting operating condition until the rechargeable electric energy storage system (REESS) is depleted. ## 3.3.4 ‘Charge-depleting cycle range’ (RCDC) means the distance from the beginning of the charge-depleting test to the end of the last cycle prior to the cycle or cycles satisfying the break-off criterion, including the transition cycle where the vehicle may have operated in both depleting and sustaining conditions. ## 3.3.5 ‘Charge-depleting operating condition’ means an operating condition in which the energy stored in the REESS may fluctuate but decreases on average while the vehicle is driven until transition to charge-sustaining operation. ## 3.3.6 ‘Charge-sustaining operating condition’ means an operating condition in which the energy stored in the REESS may fluctuate but, on average, is maintained at a neutral charging balance level while the vehicle is driven. ## 3.3.7 ‘Utility Factors’ are ratios based on driving statistics depending on the range achieved in charge-depleting condition and are used to weigh the charge-depleting and charge-sustaining exhaust emission compounds, CO2 emissions and fuel consumption for OVC-HEVs. ## 3.3.8 ‘Electric machine’ (EM) means an energy converter transforming between electrical and mechanical energy. ## 3.3.9 ‘Energy converter’ means a system where the form of energy output is different from the form of energy input. ## 3.3.9.1 ‘Propulsion energy converter’ means an energy converter of the powertrain which is not a peripheral device whose output energy is used directly or indirectly for the purpose of vehicle propulsion ## 3.3.9.2 ‘Category of propulsion energy converter’ means (i) an internal combustion engine, or (ii) an electric machine, or (iii) a fuel cell. ## 3.3.10 ‘Energy storage system’ means a system which stores energy and releases it in the same form as was input. ## 3.3.10.1 ‘Propulsion energy storage system’ means an energy storage system of the powertrain which is not a peripheral device and whose output energy is used directly or indirectly for the purpose of vehicle propulsion. ## 3.3.10.2 ‘Category of propulsion energy storage system’ means (i) a fuel storage system, or (ii) a rechargeable electric energy storage system, or (iii) a rechargeable mechanical energy storage system. ## 3.3.10.3 ‘Form of energy’ means (i) electrical energy, or (ii) mechanical energy, or (iii) chemical energy (including fuels). ## 3.3.10.4 ‘Fuel storage system’ means a propulsion energy storage system that stores chemical energy as liquid or gaseous fuel. ## 3.3.11 ‘Equivalent all-electric range’ (EAER) means that portion of the total charge-depleting actual range (RCDA) attributable to the use of electricity from the REESS over the charge-depleting range test. ## 3.3.12 ‘Hybrid electric vehicle’ (HEV) means a hybrid vehicle where one of the propulsion energy converters is an electric machine. ## 3.3.13 ‘Hybrid vehicle’ (HV) means a vehicle equipped with a powertrain containing at least two different categories of propulsion energy converters and at least two different categories of propulsion energy storage systems. ## 3.3.14 ‘Net energy change’ means the ratio of the REESS energy change divided by the cycle energy demand of the test vehicle. ## 3.3.15 ‘Not off-vehicle charging hybrid electric vehicle’ (NOVC-HEV) means a hybrid electric vehicle that cannot be charged from an external source ## 3.3.16 ‘Off-vehicle charging hybrid electric vehicle’ (OVC-HEV) means a hybrid electric vehicle that can be charged from an external source. ## 3.3.17 ‘Pure electric vehicle’ (PEV) means a vehicle equipped with a powertrain containing exclusively electric machines as propulsion energy converters and exclusively rechargeable electric energy storage systems as propulsion energy storage systems. ## 3.3.18 ‘Fuel cell’ means an energy converter transforming chemical energy (input) into electrical energy (output) or vice versa. ## 3.3.19 ‘Fuel cell vehicle’ (FCV) means a vehicle equipped with a powertrain containing exclusively fuel cell(s) and electric machine(s) as propulsion energy converter(s). ## 3.3.20 ‘Fuel cell hybrid vehicle’ (FCHV) means a fuel cell vehicle equipped with a powertrain containing at least one fuel storage system and at least one rechargeable electric energy storage system as propulsion energy storage systems. ## 3.3.21 ‘ Bi-fuel vehicle ’ means a vehicle with two separate fuel storage systems that is designed to run primarily on only one fuel at a time; however the simultaneous use of both fuels is permitted in limited amount and duration. ## 3.3.22 ‘ Bi-fuel gas vehicle ’ means a bi-fuel vehicle where the two fuels are petrol (petrol mode) and either LPG, NG/biomethane, or hydrogen. ### Division 3.4: Powertrain ## 3.4.1 ‘Powertrain’ means the total combination in a vehicle, of propulsion energy storage system(s), propulsion energy converter(s) and the drivetrain(s) providing the mechanical energy at the wheels for the purpose of vehicle propulsion, plus peripheral devices. ## 3.4.2 ‘Auxiliary devices’ means energy consuming, converting, storing or supplying non-peripheral devices or systems which are installed in the vehicle for purposes other than the propulsion of the vehicle and are therefore not considered to be part of the powertrain. ## 3.4.3 ‘Peripheral devices’ means energy consuming, converting, storing or supplying devices, where the energy is not primarily used for the purpose of vehicle propulsion, or other parts, systems and control units, which are essential to the operation of the powertrain. ## 3.4.4 ‘Drivetrain’ means the connected elements of the powertrain for transmission of the mechanical energy between the propulsion energy converter(s) and the wheels. ## 3.4.5 ‘Manual transmission’ means a transmission where gears can only be shifted by action of the driver. ### Division 3.5: General ## 3.5.1 ‘Criteria emissions’ means those emission compounds for which limits are set in this Regulation. ## 3.5.2 Reserved ## 3.5.3 Reserved ## 3.5.4 Reserved ## 3.5.5 Reserved ## 3.5.6 ‘Cycle energy demand’ means the calculated positive energy required by the vehicle to drive the prescribed cycle. ## 3.5.7 Reserved ## 3.5.8 ‘Driver-selectable mode’ means a distinct driver-selectable condition which could affect emissions, or fuel and/or energy consumption. ## 3.5.9 ‘ Predominant mode ’ for the purpose of this Annex means a single driver-selectable mode that is always selected when the vehicle is switched on, regardless of the driver-selectable mode in operation when the vehicle was previously shut down, and which cannot be redefined to another mode. After the vehicle is switched on, the predominant mode can only be switched to another driver-selectable mode by an intentional action of the driver. ## 3.5.10 ‘Reference conditions (with regards to calculating mass emissions)’ means the conditions upon which gas densities are based, namely 101,325 kPa and 273,15 K (0 °C). ## 3.5.11 ‘ Exhaust emissions ’ means the emission of gaseous, solid and liquid compounds from the tailpipe. ## 3.6 PM/PN The term ‘particle’ is conventionally used for the matter being characterised (measured) in the airborne phase (suspended matter), and the term ‘particulate’ for the deposited matter. ## 3.6.1 ‘Particle number emissions’ (PN) means the total number of solid particles emitted from the vehicle exhaust quantified according to the dilution, sampling and measurement methods as specified in this Annex. ## 3.6.2 ‘Particulate matter emissions’ (PM) means the mass of any particulate material from the vehicle exhaust quantified according to the dilution, sampling and measurement methods as specified in this Annex. ### Division 3.7: WLTC ## 3.7.1 ‘ Rated engine power ’ (P rated ) means maximum net power of the engine or motor in kW as per the requirements of Annex XX. ## 3.7.2 ‘Maximum speed’ (vmax) means the maximum speed of a vehicle as declared by the manufacturer. ### Division 3.8: Procedure ## 3.8.1 ‘ Periodically regenerating system ’ means an exhaust emissions control device (e.g. catalytic converter, particulate trap) that requires a periodic regeneration process. ### Division 3.9: Ambient Temperature Correction Test (Sub-Annex 6a) ## 3.9.1 ‘Active heat storage device’ means a technology that stores heat within any device of a vehicle and releases the heat to a power train component over a defined time period at engine start. It is characterised by the stored enthalpy in the system and the time for heat release to the power train components. ## 3.9.2 ‘Insulation materials’ means any material in the engine compartment attached to the engine and/or the chassis with a thermal insulation effect and characterised by a maximum heat conductivity of 0,1 W/(mK). ### Division 4: ABBREVIATIONS ## 4.1 General abbreviations ACAlternating current CFVCritical flow venturi CFOCritical flow orifice CLDChemiluminescent detector CLAChemiluminescent analyser CVSConstant volume sampler DCDirect current ETEvaporation tube Extra High 2 Class 2 WLTC extra high speed phase Extra High 3 Class 3 WLTC extra high speed phase FCHVFuel cell hybrid vehicle FIDFlame ionisation detector FSDFull scale deflection GCGas chromatograph HEPAHigh efficiency particulate air (filter) HFIDHeated flame ionisation detector High 2 Class 2 WLTC high speed phase High 3a Class 3a WLTC high speed phase High 3b Class 3b WLTC high speed phase ICEInternal combustion engine LoDLimit of detection LoQLimit of quantification Low 1 Class 1 WLTC low speed phase Low 2 Class 2 WLTC low speed phase Low 3 Class 3 WLTC low speed phase Medium 1 Class 1 WLTC medium speed phase Medium 2 Class 2 WLTC medium speed phase Medium 3a Class 3a WLTC medium speed phase Medium 3b Class 3b WLTC medium speed phase LCLiquid chromatography LPGLiquefied petroleum gas NDIRNon-dispersive infrared (analyser) NDUVNon-dispersive ultraviolet NG/biomethaneNatural gas/biomethane NMCNon-methane cutter NOVC-FCHVNot off-vehicle charging fuel cell hybrid vehicle NOVCNot off-vehicle charging NOVC-HEVNot off-vehicle charging hybrid electric vehicle OVC-HEVOff-vehicle charging hybrid electric vehicle PaParticulate mass collected on the background filter PeParticulate mass collected on the sample filter PAOPoly-alpha-olefin PCFParticle pre-classifier PCRFParticle concentration reduction factor PDPPositive displacement pump PERPure electric range Per cent FSPer cent of full scale PMParticulate matter emissions PNParticle number emissions PNCParticle number counter PND1First particle number dilution device PND2Second particle number dilution device PTSParticle transfer system PTTParticle transfer tube QCL-IRInfrared quantum cascade laser RCDACharge-depleting actual range RCBREESS charge balance REESSRechargeable electric energy storage system RRC Rolling resistance coefficient SSVSubsonic venturi USFMUltrasonic flow meter VPRVolatile particle remover WLTCWorldwide light-duty test cycle ## 4.2 Chemical symbols and abbreviations C1Carbon 1 equivalent hydrocarbon CH4Methane C2H6Ethane C2H5OHEthanol C3H8Propane COCarbon monoxide CO2Carbon dioxide DOPDi-octylphthalate H2OWater NH3Ammonia NMHCNon-methane hydrocarbons NOxOxides of nitrogen NONitric oxide NO2Nitrogen dioxide N2ONitrous oxide THCTotal hydrocarbons ### Division 5: GENERAL REQUIREMENTS ## 5.0 Each of the vehicle families defined in paragraphs 5.6. to 5.9. shall be attributed a unique identifier of the following format: FT-nnnnnnnnnnnnnnn-WMI-x Where: FT is an identifier of the family type: — IP Interpolation family as defined in paragraph 5.6. — RL Road load family as defined in paragraph 5.7. — RM Road load matrix family as defined in paragraph 5.8. — PR Periodically regenerating systems (K i ) family as defined in paragraph 5.9. — AT ATCT family as defined in paragraph 2. of Sub-Annex 6a. nnnnnnnnnnnnnnn is a string with a maximum of fifteen characters, restricted to using the characters 0-9, A-Z and the underscore character ‘_’. WMI (world manufacturer identifier) is a code that identifies the manufacturer in a unique manner defined in ISO 3780:2009. x shall be set to ‘1’ or ‘0’ in accordance with the following provisions: (a)With the agreement of the approval authority and the owner of the WMI, the number shall be set to ‘1’ where a vehicle family is defined for the purpose of covering vehicles of: (i)a single manufacturer with one single WMI code; (ii)a manufacturer with several WMI codes, but only in cases when one WMI code is to be used; (iii)more than one manufacturer, but only in cases when one WMI code is to be used. In the cases (i), (ii) and (iii), the family identifier code shall consist of one unique string of n-characters and one unique WMI code followed by ‘1’. (b)With the agreement of the approval authority, the number shall be set to ‘0’ in the case that a vehicle family is defined based on the same criteria as the corresponding vehicle family defined in accordance with point (a), but the manufacturer chooses to use a different WMI. In this case the family identifier code shall consist of the same string of n-characters as the one determined for the vehicle family defined in accordance with point (a) and a unique WMI code which shall be different from any of the WMI codes used under case (a), followed by ‘0’. ## 5.1 The vehicle and its components liable to affect the emissions of gaseous compounds, particulate matter and particle number shall be so designed, constructed and assembled as to enable the vehicle in normal use and under normal conditions of use such as humidity, rain, snow, heat, cold, sand, dirt, vibrations, wear, etc. to comply with the provisions of this Annex during its useful life. This shall include the security of all hoses, joints and connections used within the emission control systems. ## 5.1.1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ## 5.2 The test vehicle shall be representative in terms of its emissions-related components and functionality of the intended production series to be covered by the approval. The manufacturer and the approval authority shall agree which vehicle test model is representative. ### Division 5.3: Vehicle testing condition ## 5.3.1 The types and amounts of lubricants and coolant for emissions testing shall be as specified for normal vehicle operation by the manufacturer. ## 5.3.2 The type of fuel for emissions testing shall be as specified in Annex IX. ## 5.3.3 All emissions controlling systems shall be in working order. ## 5.3.4 The use of any defeat device is prohibited, according to the provisions of Article 5(2) of Regulation (EC) No 715/2007. ## 5.3.5 The engine shall be designed to avoid crankcase emissions. ## 5.6 The tyres used for emissions testing shall be as defined in paragraph 2.4.5. of Sub-Annex 6 to this Annex. ### Division 5.4: Petrol tank inlet orifices ## 5.4.1 Subject to paragraph 5.4.2., the inlet orifice of the petrol or ethanol tank shall be so designed as to prevent the tank from being filled from a fuel pump delivery nozzle that has an external diameter of 23.6 mm or greater. ## 5.4.2 Paragraph 5.4.1. shall not apply to a vehicle in respect of which both of the following conditions are satisfied: (a)The vehicle is so designed and constructed that no device designed to control the emissions shall be adversely affected by leaded petrol; and (b)The vehicle is conspicuously, legibly and indelibly marked with the symbol for unleaded petrol, specified in ISO 2575:2010 ‘Road vehicles – Symbols for controls, indicators and tell-tales’, in a position immediately visible to a person filling the petrol tank. Additional markings are permitted. ## 5.5 Provisions for electronic system security The provisions for electronic system security shall be those specified in paragraph 2.3. of Annex I. ## 5.5.1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ## 5.5.2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ## 5.5.3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ## 5.5.4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ### Division 5.6: Interpolation family ### Division 5.6.1: Interpolation family for pure ICE vehicles ## 5.6.1.1 Vehicles may be part of the same interpolation family in any of the following cases including combinations of these cases: (a)they belong to different vehicle classes as described in paragraph 2. of Sub-Annex 1; (b)they have different levels of downscaling as described in paragraph 8. of Sub-Annex 1; (c)they have different capped speeds as described in paragraph 9. of Sub-Annex 1. ## 5.6.1.2 Only vehicles that are identical with respect to the following vehicle/power-train/transmission characteristics may be part of the same interpolation family: (a)Type of internal combustion engine: fuel type (or types in the case of flex-fuel or bi-fuel vehicles), combustion process, engine displacement, full-load characteristics, engine technology, and charging system, and also other engine subsystems or characteristics that have a non-negligible influence on CO 2 mass emission under WLTP conditions; (b)Operation strategy of all CO 2 mass emission influencing components within the powertrain; (c)Transmission type (e.g. manual, automatic, CVT) and transmission model (e.g. torque rating, number of gears, number of clutches, etc.); (d)n/v ratios (engine rotational speed divided by vehicle speed). This requirement shall be considered fulfilled if, for all transmission ratios concerned, the difference with respect to n/v ratios of the most commonly installed transmission type is within 8 per cent; (e)Number of powered axles; (f)ATCT family, per reference fuel in the case of flex-fuel or bi-fuel vehicles; (g)Number of wheels per axle. ## 5.6.1.3 If an alternative parameter such as a higher n min_drive , as specified in paragraph 2.(k) of Sub-Annex 2, or ASM, as defined in paragraph 3.4. of Sub-Annex 2 is used, this parameter shall be the same within an interpolation family. ## 5.6.2 Interpolation family for NOVC-HEVs and OVC-HEVs In addition to the requirements of paragraph 5.6.1., only OVC-HEVs and NOVC-HEVs that are identical with respect to the following characteristics may be part of the same interpolation family: (a)Type and number of electric machines (construction type (asynchronous/ synchronous, etc..), type of coolant (air, liquid,) and any other characteristics having a non-negligible influence on CO2 mass emission and electric energy consumption under WLTP conditions; (b)Type of traction REESS (model, capacity, nominal voltage, nominal power, type of coolant (air, liquid)); (c)Type of electric energy converter between the electric machine and traction REESS, between the traction REESS and low voltage power supply and between the recharge-plug-in and traction REESS, and any other characteristics having a non-negligible influence on CO 2 mass emission and electric energy consumption under WLTP conditions; (d)The difference between the number of charge-depleting cycles from the beginning of the test up to and including the transition cycle shall not be more than one. ## 5.6.3 Interpolation family for PEVs Only PEVs that are identical with respect to the following electric powertrain/transmission characteristics may be part of the same interpolation family: (a)Type and number of electric machines (construction type (asynchronous/ synchronous, etc.), type of coolant (air, liquid) and any other characteristics having a non-negligible influence on electric energy consumption and range under WLTP conditions; (b)Type of traction REESS (model, capacity, nominal voltage, nominal power, type of coolant (air, liquid)); (c)Transmission type (e.g. manual, automatic, CVT) and transmission model (e.g. torque rating, number of gears, numbers of clutches, etc.); (d)Number of powered axles; (e)Type of electric energy converter between the electric machine and traction REESS, between the traction REESS and low voltage power supply and between the recharge-plug-in and traction REESS, and any other characteristics having a non-negligible influence on electric energy consumption and range under WLTP conditions; (f)Operation strategy of all components influencing the electric energy consumption within the powertrain; (g)n/v ratios (engine rotational speed divided by vehicle speed). This requirement shall be considered fulfilled if, for all transmission ratios concerned, the difference with respect to the n/v ratios of the most commonly installed transmission type and model is within 8 per cent. ## 5.7 Road load family Only vehicles that are identical with respect to the following characteristics may be part of the same road load family: (a)Transmission type (e.g. manual, automatic, CVT) and transmission model (e.g. torque rating, number of gears, number of clutches, etc.). At the request of the manufacturer and with approval of the approval authority, a transmission with lower power losses may be included in the family; (b)n/v ratios (engine rotational speed divided by vehicle speed). This requirement shall be considered fulfilled if, for all transmission ratios concerned, the difference with respect to the transmission ratios of the most commonly installed transmission type is within 25 per cent; (c)Number of powered axles; (d)Number of wheels per axle. If at least one electric machine is coupled in the gearbox position neutral and the vehicle is not equipped with a vehicle coastdown mode (paragraph 4.2.1.8.5. of Sub-Annex 4) such that the electric machine has no influence on the road load, the criteria in paragraph 5.6.2. (a) and paragraph 5.6.3. (a) shall apply. If there is a difference, apart from vehicle mass, rolling resistance and aerodynamics, that has a non-negligible influence on road load, that vehicle shall not be considered to be part of the family unless approved by the approval authority. ## 5.8 Road load matrix family The road load matrix family may be applied for vehicles designed for a technically permissible maximum laden mass ≥ 3 000 kg. The road load matrix family may also be applied for vehicles submitted for multi-stage type approval or multi-stage vehicles submitted for individual vehicle approval. In these cases the provisions set out in point 2. of Annex XII shall apply. Only vehicles which are identical with respect to the following characteristics may be part of the same road load matrix family: (a)Transmission type (e.g. manual, automatic, CVT); (b)Number of powered axles; (c)Number of wheels per axle. ## 5.9 Periodically regenerating systems (K i ) family Only vehicles that are identical with respect to the following characteristics may be part of the same periodically regenerating systems family: (a)Type of internal combustion engine: fuel type, combustion process, (b)Periodically regenerating system (i.e. catalyst, particulate trap); (i)Construction (i.e. type of enclosure, type of precious metal, type of substrate, cell density); (ii)Type and working principle; (iii)Volume ± 10 per cent; (iv)Location (temperature ± 100 °C at second highest reference speed). (c)The test mass of each vehicle in the family shall be less than or equal to the test mass of the vehicle used for the K i demonstration test plus 250 kg. 5.9.1.... 5.9.2. ### Division 6: PERFORMANCE REQUIREMENTS ## 6.1 Limit values Limit values for emissions shall be those specified in Table 2 of Annex I of Regulation (EC) No 715/2007. ## 6.2 Testing Testing shall be performed according to: (a)The WLTCs as described in Sub-Annex 1; (b)The gear selection and shift point determination as described in Sub-Annex 2; (c)The appropriate fuel as described in Annex IX of this Regulation; (d)The road load and dynamometer settings as described in Sub-Annex 4; (e)The test equipment as described in Sub-Annex 5; (f)The test procedures as described in Sub-Annexes 6 and 8; (g)The methods of calculation as described in Sub-Annexes 7 and 8. ### Division: Worldwide light-duty test cycles (WLTC) ## 1 General requirements The cycle to be driven depends on the ratio of the test vehicle's rated power to mass in running order minus 75 kg, W/kg, and its maximum velocity, vmax. The cycle resulting from the requirements described in this Sub-Annex shall be referred to in other parts of the Annex as the ‘applicable cycle’. ### Division 2: Vehicle classifications ## 2.1 Class 1 vehicles have a power to mass in running order minus 75 kg ratio Pmr ≤ 22 W/kg. ## 2.2 Class 2 vehicles have a power to mass in running order minus 75 kg ratio > 22 but ≤ 34 W/kg. ## 2.3 Class 3 vehicles have a power to mass in running order minus 75 kg ratio > 34 W/kg. ## 2.3.1 Class 3 vehicles are divided into 2 subclasses in accordance with their maximum speed, vmax. ## 2.3.1.1 Class 3a vehicles with vmax < 120 km/h. ## 2.3.1.2 Class 3b vehicles with vmax ≥ 120 km/h. ## 2.3.2 All vehicles tested in accordance with Sub-Annex 8 shall be considered to be Class 3 vehicles. ### Division 3: Test cycles ### Division 3.1: Class 1 cycle ## 3.1.1 A complete Class 1 cycle shall consist of a low phase (Low1), a medium phase (Medium1) and an additional low phase (Low1). ## 3.1.2 The Low1 phase is described in Figure A1/1 and Table A1/1. ## 3.1.3 The Medium1 phase is described in Figure A1/2 and Table A1/2. ### Division 3.2: Class 2 cycle ## 3.2.1 A complete Class 2 cycle shall consist of a low phase (Low2), a medium phase (Medium2), a high phase (High2) and an extra high phase (Extra High2). ## 3.2.2 The Low2 phase is described in Figure A1/3 and Table A1/3. ## 3.2.3 The Medium2 phase is described in Figure A1/4 and Table A1/4. ## 3.2.4 The High2 phase is described in Figure A1/5 and Table A1/5. ## 3.2.5 The Extra High2 phase is described in Figure A1/6 and Table A1/6. ## 3.3 Class 3 cycle Class 3 cycles are divided into 2 subclasses to reflect the subdivision of Class 3 vehicles. ### Division 3.3.1: Class 3a cycle ## 3.3.1.1 A complete cycle shall consist of a low phase (Low3), a medium phase (Medium3a), a high phase (High3a) and an extra high phase (Extra High3). ## 3.3.1.2 The Low3 phase is described in Figure A1/7 and Table A1/7. ## 3.3.1.3 The Medium3a phase is described in Figure A1/8 and Table A1/8. ## 3.3.1.4 The High3a phase is described in Figure A1/10 and Table A1/10. ## 3.3.1.5 The Extra High3 phase is described in Figure A1/12 and Table A1/12. ### Division 3.3.2: Class 3b cycle ## 3.3.2.1 A complete cycle shall consist of a low phase (Low3) phase, a medium phase (Medium3b), a high phase (High3b) and an extra high phase (Extra High3). ## 3.3.2.2 The Low3 phase is described in Figure A1/7 and Table A1/7. ## 3.3.2.3 The Medium3b phase is described in Figure A1/9 and Table A1/9. ## 3.3.2.4 The High3b phase is described in Figure A1/11 and Table A1/11. ## 3.3.2.5 The Extra High3 phase is described in Figure A1/12 and Table A1/12. ### Division 3.4: Duration of all phases ## 3.4.1 All low speed phases last 589 seconds. ## 3.4.2 All medium speed phases last 433 seconds. ## 3.4.3 All high speed phases last 455 seconds. ## 3.4.4 All extra high speed phases last 323 seconds. ## 3.5 WLTC city cycles OVC-HEVs and PEVs shall be tested using the appropriate Class 3a and Class 3b WLTC and WLTC city cycles (see Sub-Annex 8). The WLTC city cycle consists of the low and medium speed phases only. ## 4 WLTC Class 1 cycle Figure A1/1 WLTC, Class 1 cycle, phase Low1 Figure A1/2 WLTC, Class 1 cycle, phase Medium1 Table A1/1 WLTC, Class 1 cycle, phase Low1 Time in s Speed in km/h 0 0,0 1 0,0 2 0,0 3 0,0 4 0,0 5 0,0 6 0,0 7 0,0 8 0,0 9 0,0 10 0,0 11 0,0 12 0,2 13 3,1 14 5,7 15 8,0 16 10,1 17 12,0 18 13,8 19 15,4 20 16,7 21 17,7 22 18,3 23 18,8 24 18,9 25 18,4 26 16,9 27 14,3 28 10,8 29 7,1 30 4,0 31 0,0 32 0,0 33 0,0 34 0,0 35 1,5 36 3,8 37 5,6 38 7,5 39 9,2 40 10,8 41 12,4 42 13,8 43 15,2 44 16,3 45 17,3 46 18,0 47 18,8 48 19,5 49 20,2 50 20,9 51 21,7 52 22,4 53 23,1 54 23,7 55 24,4 56 25,1 57 25,4 58 25,2 59 23,4 60 21,8 61 19,7 62 17,3 63 14,7 64 12,0 65 9,4 66 5,6 67 3,1 68 0,0 69 0,0 70 0,0 71 0,0 72 0,0 73 0,0 74 0,0 75 0,0 76 0,0 77 0,0 78 0,0 79 0,0 80 0,0 81 0,0 82 0,0 83 0,0 84 0,0 85 0,0 86 0,0 87 0,0 88 0,0 89 0,0 90 0,0 91 0,0 92 0,0 93 0,0 94 0,0 95 0,0 96 0,0 97 0,0 98 0,0 99 0,0 100 0,0 101 0,0 102 0,0 103 0,0 104 0,0 105 0,0 106 0,0 107 0,0 108 0,7 109 1,1 110 1,9 111 2,5 112 3,5 113 4,7 114 6,1 115 7,5 116 9,4 117 11,0 118 12,9 119 14,5 120 16,4 121 18,0 122 20,0 123 21,5 124 23,5 125 25,0 126 26,8 127 28,2 128 30,0 129 31,4 130 32,5 131 33,2 132 33,4 133 33,7 134 33,9 135 34,2 136 34,4 137 34,7 138 34,9 139 35,2 140 35,4 141 35,7 142 35,9 143 36,6 144 37,5 145 38,4 146 39,3 147 40,0 148 40,6 149 41,1 150 41,4 151 41,6 152 41,8 153 41,8 154 41,9 155 41,9 156 42,0 157 42,0 158 42,2 159 42,3 160 42,6 161 43,0 162 43,3 163 43,7 164 44,0 165 44,3 166 44,5 167 44,6 168 44,6 169 44,5 170 44,4 171 44,3 172 44,2 173 44,1 174 44,0 175 43,9 176 43,8 177 43,7 178 43,6 179 43,5 180 43,4 181 43,3 182 43,1 183 42,9 184 42,7 185 42,5 186 42,3 187 42,2 188 42,2 189 42,2 190 42,3 191 42,4 192 42,5 193 42,7 194 42,9 195 43,1 196 43,2 197 43,3 198 43,4 199 43,4 200 43,2 201 42,9 202 42,6 203 42,2 204 41,9 205 41,5 206 41,0 207 40,5 208 39,9 209 39,3 210 38,7 211 38,1 212 37,5 213 36,9 214 36,3 215 35,7 216 35,1 217 34,5 218 33,9 219 33,6 220 33,5 221 33,6 222 33,9 223 34,3 224 34,7 225 35,1 226 35,5 227 35,9 228 36,4 229 36,9 230 37,4 231 37,9 232 38,3 233 38,7 234 39,1 235 39,3 236 39,5 237 39,7 238 39,9 239 40,0 240 40,1 241 40,2 242 40,3 243 40,4 244 40,5 245 40,5 246 40,4 247 40,3 248 40,2 249 40,1 250 39,7 251 38,8 252 37,4 253 35,6 254 33,4 255 31,2 256 29,1 257 27,6 258 26,6 259 26,2 260 26,3 261 26,7 262 27,5 263 28,4 264 29,4 265 30,4 266 31,2 267 31,9 268 32,5 269 33,0 270 33,4 271 33,8 272 34,1 273 34,3 274 34,3 275 33,9 276 33,3 277 32,6 278 31,8 279 30,7 280 29,6 281 28,6 282 27,8 283 27,0 284 26,4 285 25,8 286 25,3 287 24,9 288 24,5 289 24,2 290 24,0 291 23,8 292 23,6 293 23,5 294 23,4 295 23,3 296 23,3 297 23,2 298 23,1 299 23,0 300 22,8 301 22,5 302 22,1 303 21,7 304 21,1 305 20,4 306 19,5 307 18,5 308 17,6 309 16,6 310 15,7 311 14,9 312 14,3 313 14,1 314 14,0 315 13,9 316 13,8 317 13,7 318 13,6 319 13,5 320 13,4 321 13,3 322 13,2 323 13,2 324 13,2 325 13,4 326 13,5 327 13,7 328 13,8 329 14,0 330 14,1 331 14,3 332 14,4 333 14,4 334 14,4 335 14,3 336 14,3 337 14,0 338 13,0 339 11,4 340 10,2 341 8,0 342 7,0 343 6,0 344 5,5 345 5,0 346 4,5 347 4,0 348 3,5 349 3,0 350 2,5 351 2,0 352 1,5 353 1,0 354 0,5 355 0,0 356 0,0 357 0,0 358 0,0 359 0,0 360 0,0 361 2,2 362 4,5 363 6,6 364 8,6 365 10,6 366 12,5 367 14,4 368 16,3 369 17,9 370 19,1 371 19,9 372 20,3 373 20,5 374 20,7 375 21,0 376 21,6 377 22,6 378 23,7 379 24,8 380 25,7 381 26,2 382 26,4 383 26,4 384 26,4 385 26,5 386 26,6 387 26,8 388 26,9 389 27,2 390 27,5 391 28,0 392 28,8 393 29,9 394 31,0 395 31,9 396 32,5 397 32,6 398 32,4 399 32,0 400 31,3 401 30,3 402 28,0 403 27,0 404 24,0 405 22,5 406 19,0 407 17,5 408 14,0 409 12,5 410 9,0 411 7,5 412 4,0 413 2,9 414 0,0 415 0,0 416 0,0 417 0,0 418 0,0 419 0,0 420 0,0 421 0,0 422 0,0 423 0,0 424 0,0 425 0,0 426 0,0 427 0,0 428 0,0 429 0,0 430 0,0 431 0,0 432 0,0 433 0,0 434 0,0 435 0,0 436 0,0 437 0,0 438 0,0 439 0,0 440 0,0 441 0,0 442 0,0 443 0,0 444 0,0 445 0,0 446 0,0 447 0,0 448 0,0 449 0,0 450 0,0 451 0,0 452 0,0 453 0,0 454 0,0 455 0,0 456 0,0 457 0,0 458 0,0 459 0,0 460 0,0 461 0,0 462 0,0 463 0,0 464 0,0 465 0,0 466 0,0 467 0,0 468 0,0 469 0,0 470 0,0 471 0,0 472 0,0 473 0,0 474 0,0 475 0,0 476 0,0 477 0,0 478 0,0 479 0,0 480 0,0 481 1,6 482 3,1 483 4,6 484 6,1 485 7,8 486 9,5 487 11,3 488 13,2 489 15,0 490 16,8 491 18,4 492 20,1 493 21,6 494 23,1 495 24,6 496 26,0 497 27,5 498 29,0 499 30,6 500 32,1 501 33,7 502 35,3 503 36,8 504 38,1 505 39,3 506 40,4 507 41,2 508 41,9 509 42,6 510 43,3 511 44,0 512 44,6 513 45,3 514 45,5 515 45,5 516 45,2 517 44,7 518 44,2 519 43,6 520 43,1 521 42,8 522 42,7 523 42,8 524 43,3 525 43,9 526 44,6 527 45,4 528 46,3 529 47,2 530 47,8 531 48,2 532 48,5 533 48,7 534 48,9 535 49,1 536 49,1 537 49,0 538 48,8 539 48,6 540 48,5 541 48,4 542 48,3 543 48,2 544 48,1 545 47,5 546 46,7 547 45,7 548 44,6 549 42,9 550 40,8 551 38,2 552 35,3 553 31,8 554 28,7 555 25,8 556 22,9 557 20,2 558 17,3 559 15,0 560 12,3 561 10,3 562 7,8 563 6,5 564 4,4 565 3,2 566 1,2 567 0,0 568 0,0 569 0,0 570 0,0 571 0,0 572 0,0 573 0,0 574 0,0 575 0,0 576 0,0 577 0,0 578 0,0 579 0,0 580 0,0 581 0,0 582 0,0 583 0,0 584 0,0 585 0,0 586 0,0 587 0,0 588 0,0 589 0,0 Table A1/2 WLTC, Class 1 cycle, phase Medium1 Time in s Speed in km/h 590 0,0 591 0,0 592 0,0 593 0,0 594 0,0 595 0,0 596 0,0 597 0,0 598 0,0 599 0,0 600 0,6 601 1,9 602 2,7 603 5,2 604 7,0 605 9,6 606 11,4 607 14,1 608 15,8 609 18,2 610 19,7 611 21,8 612 23,2 613 24,7 614 25,8 615 26,7 616 27,2 617 27,7 618 28,1 619 28,4 620 28,7 621 29,0 622 29,2 623 29,4 624 29,4 625 29,3 626 28,9 627 28,5 628 28,1 629 27,6 630 26,9 631 26,0 632 24,6 633 22,8 634 21,0 635 19,5 636 18,6 637 18,4 638 19,0 639 20,1 640 21,5 641 23,1 642 24,9 643 26,4 644 27,9 645 29,2 646 30,4 647 31,6 648 32,8 649 34,0 650 35,1 651 36,3 652 37,4 653 38,6 654 39,6 655 40,6 656 41,6 657 42,4 658 43,0 659 43,6 660 44,0 661 44,4 662 44,8 663 45,2 664 45,6 665 46,0 666 46,5 667 47,0 668 47,5 669 48,0 670 48,6 671 49,1 672 49,7 673 50,2 674 50,8 675 51,3 676 51,8 677 52,3 678 52,9 679 53,4 680 54,0 681 54,5 682 55,1 683 55,6 684 56,2 685 56,7 686 57,3 687 57,9 688 58,4 689 58,8 690 58,9 691 58,4 692 58,1 693 57,6 694 56,9 695 56,3 696 55,7 697 55,3 698 55,0 699 54,7 700 54,5 701 54,4 702 54,3 703 54,2 704 54,1 705 53,8 706 53,5 707 53,0 708 52,6 709 52,2 710 51,9 711 51,7 712 51,7 713 51,8 714 52,0 715 52,3 716 52,6 717 52,9 718 53,1 719 53,2 720 53,3 721 53,3 722 53,4 723 53,5 724 53,7 725 54,0 726 54,4 727 54,9 728 55,6 729 56,3 730 57,1 731 57,9 732 58,8 733 59,6 734 60,3 735 60,9 736 61,3 737 61,7 738 61,8 739 61,8 740 61,6 741 61,2 742 60,8 743 60,4 744 59,9 745 59,4 746 58,9 747 58,6 748 58,2 749 57,9 750 57,7 751 57,5 752 57,2 753 57,0 754 56,8 755 56,6 756 56,6 757 56,7 758 57,1 759 57,6 760 58,2 761 59,0 762 59,8 763 60,6 764 61,4 765 62,2 766 62,9 767 63,5 768 64,2 769 64,4 770 64,4 771 64,0 772 63,5 773 62,9 774 62,4 775 62,0 776 61,6 777 61,4 778 61,2 779 61,0 780 60,7 781 60,2 782 59,6 783 58,9 784 58,1 785 57,2 786 56,3 787 55,3 788 54,4 789 53,4 790 52,4 791 51,4 792 50,4 793 49,4 794 48,5 795 47,5 796 46,5 797 45,4 798 44,3 799 43,1 800 42,0 801 40,8 802 39,7 803 38,8 804 38,1 805 37,4 806 37,1 807 36,9 808 37,0 809 37,5 810 37,8 811 38,2 812 38,6 813 39,1 814 39,6 815 40,1 816 40,7 817 41,3 818 41,9 819 42,7 820 43,4 821 44,2 822 45,0 823 45,9 824 46,8 825 47,7 826 48,7 827 49,7 828 50,6 829 51,6 830 52,5 831 53,3 832 54,1 833 54,7 834 55,3 835 55,7 836 56,1 837 56,4 838 56,7 839 57,1 840 57,5 841 58,0 842 58,7 843 59,3 844 60,0 845 60,6 846 61,3 847 61,5 848 61,5 849 61,4 850 61,2 851 60,5 852 60,0 853 59,5 854 58,9 855 58,4 856 57,9 857 57,5 858 57,1 859 56,7 860 56,4 861 56,1 862 55,8 863 55,5 864 55,3 865 55,0 866 54,7 867 54,4 868 54,2 869 54,0 870 53,9 871 53,7 872 53,6 873 53,5 874 53,4 875 53,3 876 53,2 877 53,1 878 53,0 879 53,0 880 53,0 881 53,0 882 53,0 883 53,0 884 52,8 885 52,5 886 51,9 887 51,1 888 50,2 889 49,2 890 48,2 891 47,3 892 46,4 893 45,6 894 45,0 895 44,3 896 43,8 897 43,3 898 42,8 899 42,4 900 42,0 901 41,6 902 41,1 903 40,3 904 39,5 905 38,6 906 37,7 907 36,7 908 36,2 909 36,0 910 36,2 911 37,0 912 38,0 913 39,0 914 39,7 915 40,2 916 40,7 917 41,2 918 41,7 919 42,2 920 42,7 921 43,2 922 43,6 923 44,0 924 44,2 925 44,4 926 44,5 927 44,6 928 44,7 929 44,6 930 44,5 931 44,4 932 44,2 933 44,1 934 43,7 935 43,3 936 42,8 937 42,3 938 41,6 939 40,7 940 39,8 941 38,8 942 37,8 943 36,9 944 36,1 945 35,5 946 35,0 947 34,7 948 34,4 949 34,1 950 33,9 951 33,6 952 33,3 953 33,0 954 32,7 955 32,3 956 31,9 957 31,5 958 31,0 959 30,6 960 30,2 961 29,7 962 29,1 963 28,4 964 27,6 965 26,8 966 26,0 967 25,1 968 24,2 969 23,3 970 22,4 971 21,5 972 20,6 973 19,7 974 18,8 975 17,7 976 16,4 977 14,9 978 13,2 979 11,3 980 9,4 981 7,5 982 5,6 983 3,7 984 1,9 985 1,0 986 0,0 987 0,0 988 0,0 989 0,0 990 0,0 991 0,0 992 0,0 993 0,0 994 0,0 995 0,0 996 0,0 997 0,0 998 0,0 999 0,0 1000 0,0 1001 0,0 1002 0,0 1003 0,0 1004 0,0 1005 0,0 1006 0,0 1007 0,0 1008 0,0 1009 0,0 1010 0,0 1011 0,0 1012 0,0 1013 0,0 1014 0,0 1015 0,0 1016 0,0 1017 0,0 1018 0,0 1019 0,0 1020 0,0 1021 0,0 1022 0,0 ## 5 WLTC Class 2 cycle Figure A1/3 WLTC, Class 2 cycle, phase Low2 Figure A1/4 WLTC, Class 2 cycle, phase Medium2 Figure A1/5 WLTC, Class 2 cycle, phase High2 Figure A1/6 WLTC, Class 2 cycle, phase Extra High2 Table A1/3 WLTC, Class 2 cycle, phase Low2 Time in s Speed in km/h 0 0,0 1 0,0 2 0,0 3 0,0 4 0,0 5 0,0 6 0,0 7 0,0 8 0,0 9 0,0 10 0,0 11 0,0 12 0,0 13 1,2 14 2,6 15 4,9 16 7,3 17 9,4 18 11,4 19 12,7 20 13,3 21 13,4 22 13,3 23 13,1 24 12,5 25 11,1 26 8,9 27 6,2 28 3,8 29 1,8 30 0,0 31 0,0 32 0,0 33 0,0 34 1,5 35 2,8 36 3,6 37 4,5 38 5,3 39 6,0 40 6,6 41 7,3 42 7,9 43 8,6 44 9,3 45 10 46 10,8 47 11,6 48 12,4 49 13,2 50 14,2 51 14,8 52 14,7 53 14,4 54 14,1 55 13,6 56 13,0 57 12,4 58 11,8 59 11,2 60 10,6 61 9,9 62 9,0 63 8,2 64 7,0 65 4,8 66 2,3 67 0,0 68 0,0 69 0,0 70 0,0 71 0,0 72 0,0 73 0,0 74 0,0 75 0,0 76 0,0 77 0,0 78 0,0 79 0,0 80 0,0 81 0,0 82 0,0 83 0,0 84 0,0 85 0,0 86 0,0 87 0,0 88 0,0 89 0,0 90 0,0 91 0,0 92 0,0 93 0,0 94 0,0 95 0,0 96 0,0 97 0,0 98 0,0 99 0,0 100 0,0 101 0,0 102 0,0 103 0,0 104 0,0 105 0,0 106 0,0 107 0,8 108 1,4 109 2,3 110 3,5 111 4,7 112 5,9 113 7,4 114 9,2 115 11,7 116 13,5 117 15,0 118 16,2 119 16,8 120 17,5 121 18,8 122 20,3 123 22,0 124 23,6 125 24,8 126 25,6 127 26,3 128 27,2 129 28,3 130 29,6 131 30,9 132 32,2 133 33,4 134 35,1 135 37,2 136 38,7 137 39,0 138 40,1 139 40,4 140 39,7 141 36,8 142 35,1 143 32,2 144 31,1 145 30,8 146 29,7 147 29,4 148 29,0 149 28,5 150 26,0 151 23,4 152 20,7 153 17,4 154 15,2 155 13,5 156 13,0 157 12,4 158 12,3 159 12,2 160 12,3 161 12,4 162 12,5 163 12,7 164 12,8 165 13,2 166 14,3 167 16,5 168 19,4 169 21,7 170 23,1 171 23,5 172 24,2 173 24,8 174 25,4 175 25,8 176 26,5 177 27,2 178 28,3 179 29,9 180 32,4 181 35,1 182 37,5 183 39,2 184 40,5 185 41,4 186 42,0 187 42,5 188 43,2 189 44,4 190 45,9 191 47,6 192 49,0 193 50,0 194 50,2 195 50,1 196 49,8 197 49,4 198 48,9 199 48,5 200 48,3 201 48,2 202 47,9 203 47,1 204 45,5 205 43,2 206 40,6 207 38,5 208 36,9 209 35,9 210 35,3 211 34,8 212 34,5 213 34,2 214 34,0 215 33,8 216 33,6 217 33,5 218 33,5 219 33,4 220 33,3 221 33,3 222 33,2 223 33,1 224 33,0 225 32,9 226 32,8 227 32,7 228 32,5 229 32,3 230 31,8 231 31,4 232 30,9 233 30,6 234 30,6 235 30,7 236 32,0 237 33,5 238 35,8 239 37,6 240 38,8 241 39,6 242 40,1 243 40,9 244 41,8 245 43,3 246 44,7 247 46,4 248 47,9 249 49,6 250 49,6 251 48,8 252 48,0 253 47,5 254 47,1 255 46,9 256 45,8 257 45,8 258 45,8 259 45,9 260 46,2 261 46,4 262 46,6 263 46,8 264 47,0 265 47,3 266 47,5 267 47,9 268 48,3 269 48,3 270 48,2 271 48,0 272 47,7 273 47,2 274 46,5 275 45,2 276 43,7 277 42,0 278 40,4 279 39,0 280 37,7 281 36,4 282 35,2 283 34,3 284 33,8 285 33,3 286 32,5 287 30,9 288 28,6 289 25,9 290 23,1 291 20,1 292 17,3 293 15,1 294 13,7 295 13,4 296 13,9 297 15,0 298 16,3 299 17,4 300 18,2 301 18,6 302 19,0 303 19,4 304 19,8 305 20,1 306 20,5 307 20,2 308 18,6 309 16,5 310 14,4 311 13,4 312 12,9 313 12,7 314 12,4 315 12,4 316 12,8 317 14,1 318 16,2 319 18,8 320 21,9 321 25,0 322 28,4 323 31,3 324 34,0 325 34,6 326 33,9 327 31,9 328 30,0 329 29,0 330 27,9 331 27,1 332 26,4 333 25,9 334 25,5 335 25,0 336 24,6 337 23,9 338 23,0 339 21,8 340 20,7 341 19,6 342 18,7 343 18,1 344 17,5 345 16,7 346 15,4 347 13,6 348 11,2 349 8,6 350 6,0 351 3,1 352 1,2 353 0,0 354 0,0 355 0,0 356 0,0 357 0,0 358 0,0 359 0,0 360 1,4 361 3,2 362 5,6 363 8,1 364 10,3 365 12,1 366 12,6 367 13,6 368 14,5 369 15,6 370 16,8 371 18,2 372 19,6 373 20,9 374 22,3 375 23,8 376 25,4 377 27,0 378 28,6 379 30,2 380 31,2 381 31,2 382 30,7 383 29,5 384 28,6 385 27,7 386 26,9 387 26,1 388 25,4 389 24,6 390 23,6 391 22,6 392 21,7 393 20,7 394 19,8 395 18,8 396 17,7 397 16,6 398 15,6 399 14,8 400 14,3 401 13,8 402 13,4 403 13,1 404 12,8 405 12,3 406 11,6 407 10,5 408 9,0 409 7,2 410 5,2 411 2,9 412 1,2 413 0,0 414 0,0 415 0,0 416 0,0 417 0,0 418 0,0 419 0,0 420 0,0 421 0,0 422 0,0 423 0,0 424 0,0 425 0,0 426 0,0 427 0,0 428 0,0 429 0,0 430 0,0 431 0,0 432 0,0 433 0,0 434 0,0 435 0,0 436 0,0 437 0,0 438 0,0 439 0,0 440 0,0 441 0,0 442 0,0 443 0,0 444 0,0 445 0,0 446 0,0 447 0,0 448 0,0 449 0,0 450 0,0 451 0,0 452 0,0 453 0,0 454 0,0 455 0,0 456 0,0 457 0,0 458 0,0 459 0,0 460 0,0 461 0,0 462 0,0 463 0,0 464 0,0 465 0,0 466 0,0 467 0,0 468 0,0 469 0,0 470 0,0 471 0,0 472 0,0 473 0,0 474 0,0 475 0,0 476 0,0 477 0,0 478 0,0 479 0,0 480 0,0 481 1,4 482 2,5 483 5,2 484 7,9 485 10,3 486 12,7 487 15,0 488 17,4 489 19,7 490 21,9 491 24,1 492 26,2 493 28,1 494 29,7 495 31,3 496 33,0 497 34,7 498 36,3 499 38,1 500 39,4 501 40,4 502 41,2 503 42,1 504 43,2 505 44,3 506 45,7 507 45,4 508 44,5 509 42,5 510 39,5 511 36,5 512 33,5 513 30,4 514 27,0 515 23,6 516 21,0 517 19,5 518 17,6 519 16,1 520 14,5 521 13,5 522 13,7 523 16,0 524 18,1 525 20,8 526 21,5 527 22,5 528 23,4 529 24,5 530 25,6 531 26,0 532 26,5 533 26,9 534 27,3 535 27,9 536 30,3 537 33,2 538 35,4 539 38,0 540 40,1 541 42,7 542 44,5 543 46,3 544 47,6 545 48,8 546 49,7 547 50,6 548 51,4 549 51,4 550 50,2 551 47,1 552 44,5 553 41,5 554 38,5 555 35,5 556 32,5 557 29,5 558 26,5 559 23,5 560 20,4 561 17,5 562 14,5 563 11,5 564 8,5 565 5,6 566 2,6 567 0,0 568 0,0 569 0,0 570 0,0 571 0,0 572 0,0 573 0,0 574 0,0 575 0,0 576 0,0 577 0,0 578 0,0 579 0,0 580 0,0 581 0,0 582 0,0 583 0,0 584 0,0 585 0,0 586 0,0 587 0,0 588 0,0 589 0,0 Table A1/4 WLTC, Class 2 cycle, phase Medium2 Time in s Speed in km/h 590 0,0 591 0,0 592 0,0 593 0,0 594 0,0 595 0,0 596 0,0 597 0,0 598 0,0 599 0,0 600 0,0 601 1,6 602 3,6 603 6,3 604 9,0 605 11,8 606 14,2 607 16,6 608 18,5 609 20,8 610 23,4 611 26,9 612 30,3 613 32,8 614 34,1 615 34,2 616 33,6 617 32,1 618 30,0 619 27,5 620 25,1 621 22,8 622 20,5 623 17,9 624 15,1 625 13,4 626 12,8 627 13,7 628 16,0 629 18,1 630 20,8 631 23,7 632 26,5 633 29,3 634 32,0 635 34,5 636 36,8 637 38,6 638 39,8 639 40,6 640 41,1 641 41,9 642 42,8 643 44,3 644 45,7 645 47,4 646 48,9 647 50,6 648 52,0 649 53,7 650 55,0 651 56,8 652 58,0 653 59,8 654 61,1 655 62,4 656 63,0 657 63,5 658 63,0 659 62,0 660 60,4 661 58,6 662 56,7 663 55,0 664 53,7 665 52,7 666 51,9 667 51,4 668 51,0 669 50,7 670 50,6 671 50,8 672 51,2 673 51,7 674 52,3 675 53,1 676 53,8 677 54,5 678 55,1 679 55,9 680 56,5 681 57,1 682 57,8 683 58,5 684 59,3 685 60,2 686 61,3 687 62,4 688 63,4 689 64,4 690 65,4 691 66,3 692 67,2 693 68,0 694 68,8 695 69,5 696 70,1 697 70,6 698 71,0 699 71,6 700 72,2 701 72,8 702 73,5 703 74,1 704 74,3 705 74,3 706 73,7 707 71,9 708 70,5 709 68,9 710 67,4 711 66,0 712 64,7 713 63,7 714 62,9 715 62,2 716 61,7 717 61,2 718 60,7 719 60,3 720 59,9 721 59,6 722 59,3 723 59,0 724 58,6 725 58,0 726 57,5 727 56,9 728 56,3 729 55,9 730 55,6 731 55,3 732 55,1 733 54,8 734 54,6 735 54,5 736 54,3 737 53,9 738 53,4 739 52,6 740 51,5 741 50,2 742 48,7 743 47,0 744 45,1 745 43,0 746 40,6 747 38,1 748 35,4 749 32,7 750 30,0 751 27,5 752 25,3 753 23,4 754 22,0 755 20,8 756 19,8 757 18,9 758 18,0 759 17,0 760 16,1 761 15,5 762 14,4 763 14,9 764 15,9 765 17,1 766 18,3 767 19,4 768 20,4 769 21,2 770 21,9 771 22,7 772 23,4 773 24,2 774 24,3 775 24,2 776 24,1 777 23,8 778 23,0 779 22,6 780 21,7 781 21,3 782 20,3 783 19,1 784 18,1 785 16,9 786 16,0 787 14,8 788 14,5 789 13,7 790 13,5 791 12,9 792 12,7 793 12,5 794 12,5 795 12,6 796 13,0 797 13,6 798 14,6 799 15,7 800 17,1 801 18,7 802 20,2 803 21,9 804 23,6 805 25,4 806 27,1 807 28,9 808 30,4 809 32,0 810 33,4 811 35,0 812 36,4 813 38,1 814 39,7 815 41,6 816 43,3 817 45,1 818 46,9 819 48,7 820 50,5 821 52,4 822 54,1 823 55,7 824 56,8 825 57,9 826 59,0 827 59,9 828 60,7 829 61,4 830 62,0 831 62,5 832 62,9 833 63,2 834 63,4 835 63,7 836 64,0 837 64,4 838 64,9 839 65,5 840 66,2 841 67,0 842 67,8 843 68,6 844 69,4 845 70,1 846 70,9 847 71,7 848 72,5 849 73,2 850 73,8 851 74,4 852 74,7 853 74,7 854 74,6 855 74,2 856 73,5 857 72,6 858 71,8 859 71,0 860 70,1 861 69,4 862 68,9 863 68,4 864 67,9 865 67,1 866 65,8 867 63,9 868 61,4 869 58,4 870 55,4 871 52,4 872 50,0 873 48,3 874 47,3 875 46,8 876 46,9 877 47,1 878 47,5 879 47,8 880 48,3 881 48,8 882 49,5 883 50,2 884 50,8 885 51,4 886 51,8 887 51,9 888 51,7 889 51,2 890 50,4 891 49,2 892 47,7 893 46,3 894 45,1 895 44,2 896 43,7 897 43,4 898 43,1 899 42,5 900 41,8 901 41,1 902 40,3 903 39,7 904 39,3 905 39,2 906 39,3 907 39,6 908 40,0 909 40,7 910 41,4 911 42,2 912 43,1 913 44,1 914 44,9 915 45,6 916 46,4 917 47,0 918 47,8 919 48,3 920 48,9 921 49,4 922 49,8 923 49,6 924 49,3 925 49,0 926 48,5 927 48,0 928 47,5 929 47,0 930 46,9 931 46,8 932 46,8 933 46,8 934 46,9 935 46,9 936 46,9 937 46,9 938 46,9 939 46,8 940 46,6 941 46,4 942 46,0 943 45,5 944 45,0 945 44,5 946 44,2 947 43,9 948 43,7 949 43,6 950 43,6 951 43,5 952 43,5 953 43,4 954 43,3 955 43,1 956 42,9 957 42,7 958 42,5 959 42,4 960 42,2 961 42,1 962 42,0 963 41,8 964 41,7 965 41,5 966 41,3 967 41,1 968 40,8 969 40,3 970 39,6 971 38,5 972 37,0 973 35,1 974 33,0 975 30,6 976 27,9 977 25,1 978 22,0 979 18,8 980 15,5 981 12,3 982 8,8 983 6,0 984 3,6 985 1,6 986 0,0 987 0,0 988 0,0 989 0,0 990 0,0 991 0,0 992 0,0 993 0,0 994 0,0 995 0,0 996 0,0 997 0,0 998 0,0 999 0,0 1000 0,0 1001 0,0 1002 0,0 1003 0,0 1004 0,0 1005 0,0 1006 0,0 1007 0,0 1008 0,0 1009 0,0 1010 0,0 1011 0,0 1012 0,0 1013 0,0 1014 0,0 1015 0,0 1016 0,0 1017 0,0 1018 0,0 1019 0,0 1020 0,0 1021 0,0 1022 0,0 Table A1/5 WLTC, Class 2 cycle, phase High2 Time in s Speed in km/h 1023 0,0 1024 0,0 1025 0,0 1026 0,0 1027 1,1 1028 3,0 1029 5,7 1030 8,4 1031 11,1 1032 14,0 1033 17,0 1034 20,1 1035 22,7 1036 23,6 1037 24,5 1038 24,8 1039 25,1 1040 25,3 1041 25,5 1042 25,7 1043 25,8 1044 25,9 1045 26,0 1046 26,1 1047 26,3 1048 26,5 1049 26,8 1050 27,1 1051 27,5 1052 28,0 1053 28,6 1054 29,3 1055 30,4 1056 31,8 1057 33,7 1058 35,8 1059 37,8 1060 39,5 1061 40,8 1062 41,8 1063 42,4 1064 43,0 1065 43,4 1066 44,0 1067 44,4 1068 45,0 1069 45,4 1070 46,0 1071 46,4 1072 47,0 1073 47,4 1074 48,0 1075 48,4 1076 49,0 1077 49,4 1078 50,0 1079 50,4 1080 50,8 1081 51,1 1082 51,3 1083 51,3 1084 51,3 1085 51,3 1086 51,3 1087 51,3 1088 51,3 1089 51,4 1090 51,6 1091 51,8 1092 52,1 1093 52,3 1094 52,6 1095 52,8 1096 52,9 1097 53,0 1098 53,0 1099 53,0 1100 53,1 1101 53,2 1102 53,3 1103 53,4 1104 53,5 1105 53,7 1106 55,0 1107 56,8 1108 58,8 1109 60,9 1110 63,0 1111 65,0 1112 66,9 1113 68,6 1114 70,1 1115 71,5 1116 72,8 1117 73,9 1118 74,9 1119 75,7 1120 76,4 1121 77,1 1122 77,6 1123 78,0 1124 78,2 1125 78,4 1126 78,5 1127 78,5 1128 78,6 1129 78,7 1130 78,9 1131 79,1 1132 79,4 1133 79,8 1134 80,1 1135 80,5 1136 80,8 1137 81,0 1138 81,2 1139 81,3 1140 81,2 1141 81,0 1142 80,6 1143 80,0 1144 79,1 1145 78,0 1146 76,8 1147 75,5 1148 74,1 1149 72,9 1150 71,9 1151 71,2 1152 70,9 1153 71,0 1154 71,5 1155 72,3 1156 73,2 1157 74,1 1158 74,9 1159 75,4 1160 75,5 1161 75,2 1162 74,5 1163 73,3 1164 71,7 1165 69,9 1166 67,9 1167 65,7 1168 63,5 1169 61,2 1170 59,0 1171 56,8 1172 54,7 1173 52,7 1174 50,9 1175 49,4 1176 48,1 1177 47,1 1178 46,5 1179 46,3 1180 46,5 1181 47,2 1182 48,3 1183 49,7 1184 51,3 1185 53,0 1186 54,9 1187 56,7 1188 58,6 1189 60,2 1190 61,6 1191 62,2 1192 62,5 1193 62,8 1194 62,9 1195 63,0 1196 63,0 1197 63,1 1198 63,2 1199 63,3 1200 63,5 1201 63,7 1202 63,9 1203 64,1 1204 64,3 1205 66,1 1206 67,9 1207 69,7 1208 71,4 1209 73,1 1210 74,7 1211 76,2 1212 77,5 1213 78,6 1214 79,7 1215 80,6 1216 81,5 1217 82,2 1218 83,0 1219 83,7 1220 84,4 1221 84,9 1222 85,1 1223 85,2 1224 84,9 1225 84,4 1226 83,6 1227 82,7 1228 81,5 1229 80,1 1230 78,7 1231 77,4 1232 76,2 1233 75,4 1234 74,8 1235 74,3 1236 73,8 1237 73,2 1238 72,4 1239 71,6 1240 70,8 1241 69,9 1242 67,9 1243 65,7 1244 63,5 1245 61,2 1246 59,0 1247 56,8 1248 54,7 1249 52,7 1250 50,9 1251 49,4 1252 48,1 1253 47,1 1254 46,5 1255 46,3 1256 45,1 1257 43,0 1258 40,6 1259 38,1 1260 35,4 1261 32,7 1262 30,0 1263 29,9 1264 30,0 1265 30,2 1266 30,4 1267 30,6 1268 31,6 1269 33,0 1270 33,9 1271 34,8 1272 35,7 1273 36,6 1274 37,5 1275 38,4 1276 39,3 1277 40,2 1278 40,8 1279 41,7 1280 42,4 1281 43,1 1282 43,6 1283 44,2 1284 44,8 1285 45,5 1286 46,3 1287 47,2 1288 48,1 1289 49,1 1290 50,0 1291 51,0 1292 51,9 1293 52,7 1294 53,7 1295 55,0 1296 56,8 1297 58,8 1298 60,9 1299 63,0 1300 65,0 1301 66,9 1302 68,6 1303 70,1 1304 71,0 1305 71,8 1306 72,8 1307 72,9 1308 73,0 1309 72,3 1310 71,9 1311 71,3 1312 70,9 1313 70,5 1314 70,0 1315 69,6 1316 69,2 1317 68,8 1318 68,4 1319 67,9 1320 67,5 1321 67,2 1322 66,8 1323 65,6 1324 63,3 1325 60,2 1326 56,2 1327 52,2 1328 48,4 1329 45,0 1330 41,6 1331 38,6 1332 36,4 1333 34,8 1334 34,2 1335 34,7 1336 36,3 1337 38,5 1338 41,0 1339 43,7 1340 46,5 1341 49,1 1342 51,6 1343 53,9 1344 56,0 1345 57,9 1346 59,7 1347 61,2 1348 62,5 1349 63,5 1350 64,3 1351 65,3 1352 66,3 1353 67,3 1354 68,3 1355 69,3 1356 70,3 1357 70,8 1358 70,8 1359 70,8 1360 70,9 1361 70,9 1362 70,9 1363 70,9 1364 71,0 1365 71,0 1366 71,1 1367 71,2 1368 71,3 1369 71,4 1370 71,5 1371 71,7 1372 71,8 1373 71,9 1374 71,9 1375 71,9 1376 71,9 1377 71,9 1378 71,9 1379 71,9 1380 72,0 1381 72,1 1382 72,4 1383 72,7 1384 73,1 1385 73,4 1386 73,8 1387 74,0 1388 74,1 1389 74,0 1390 73,0 1391 72,0 1392 71,0 1393 70,0 1394 69,0 1395 68,0 1396 67,7 1397 66,7 1398 66,6 1399 66,7 1400 66,8 1401 66,9 1402 66,9 1403 66,9 1404 66,9 1405 66,9 1406 66,9 1407 66,9 1408 67,0 1409 67,1 1410 67,3 1411 67,5 1412 67,8 1413 68,2 1414 68,6 1415 69,0 1416 69,3 1417 69,3 1418 69,2 1419 68,8 1420 68,2 1421 67,6 1422 67,4 1423 67,2 1424 66,9 1425 66,3 1426 65,4 1427 64,0 1428 62,4 1429 60,6 1430 58,6 1431 56,7 1432 54,8 1433 53,0 1434 51,3 1435 49,6 1436 47,8 1437 45,5 1438 42,8 1439 39,8 1440 36,5 1441 33,0 1442 29,5 1443 25,8 1444 22,1 1445 18,6 1446 15,3 1447 12,4 1448 9,6 1449 6,6 1450 3,8 1451 1,6 1452 0,0 1453 0,0 1454 0,0 1455 0,0 1456 0,0 1457 0,0 1458 0,0 1459 0,0 1460 0,0 1461 0,0 1462 0,0 1463 0,0 1464 0,0 1465 0,0 1466 0,0 1467 0,0 1468 0,0 1469 0,0 1470 0,0 1471 0,0 1472 0,0 1473 0,0 1474 0,0 1475 0,0 1476 0,0 1477 0,0 Table A1/6 WLTC, Class 2 cycle, phase Extra High2 Time in s Speed in km/h 1478 0,0 1479 1,1 1480 2,3 1481 4,6 1482 6,5 1483 8,9 1484 10,9 1485 13,5 1486 15,2 1487 17,6 1488 19,3 1489 21,4 1490 23,0 1491 25,0 1492 26,5 1493 28,4 1494 29,8 1495 31,7 1496 33,7 1497 35,8 1498 38,1 1499 40,5 1500 42,2 1501 43,5 1502 44,5 1503 45,2 1504 45,8 1505 46,6 1506 47,4 1507 48,5 1508 49,7 1509 51,3 1510 52,9 1511 54,3 1512 55,6 1513 56,8 1514 57,9 1515 58,9 1516 59,7 1517 60,3 1518 60,7 1519 60,9 1520 61,0 1521 61,1 1522 61,4 1523 61,8 1524 62,5 1525 63,4 1526 64,5 1527 65,7 1528 66,9 1529 68,1 1530 69,1 1531 70,0 1532 70,9 1533 71,8 1534 72,6 1535 73,4 1536 74,0 1537 74,7 1538 75,2 1539 75,7 1540 76,4 1541 77,2 1542 78,2 1543 78,9 1544 79,9 1545 81,1 1546 82,4 1547 83,7 1548 85,4 1549 87,0 1550 88,3 1551 89,5 1552 90,5 1553 91,3 1554 92,2 1555 93,0 1556 93,8 1557 94,6 1558 95,3 1559 95,9 1560 96,6 1561 97,4 1562 98,1 1563 98,7 1564 99,5 1565 100,3 1566 101,1 1567 101,9 1568 102,8 1569 103,8 1570 105,0 1571 106,1 1572 107,4 1573 108,7 1574 109,9 1575 111,2 1576 112,3 1577 113,4 1578 114,4 1579 115,3 1580 116,1 1581 116,8 1582 117,4 1583 117,7 1584 118,2 1585 118,1 1586 117,7 1587 117,0 1588 116,1 1589 115,2 1590 114,4 1591 113,6 1592 113,0 1593 112,6 1594 112,2 1595 111,9 1596 111,6 1597 111,2 1598 110,7 1599 110,1 1600 109,3 1601 108,4 1602 107,4 1603 106,7 1604 106,3 1605 106,2 1606 106,4 1607 107,0 1608 107,5 1609 107,9 1610 108,4 1611 108,9 1612 109,5 1613 110,2 1614 110,9 1615 111,6 1616 112,2 1617 112,8 1618 113,3 1619 113,7 1620 114,1 1621 114,4 1622 114,6 1623 114,7 1624 114,7 1625 114,7 1626 114,6 1627 114,5 1628 114,5 1629 114,5 1630 114,7 1631 115,0 1632 115,6 1633 116,4 1634 117,3 1635 118,2 1636 118,8 1637 119,3 1638 119,6 1639 119,7 1640 119,5 1641 119,3 1642 119,2 1643 119,0 1644 118,8 1645 118,8 1646 118,8 1647 118,8 1648 118,8 1649 118,9 1650 119,0 1651 119,0 1652 119,1 1653 119,2 1654 119,4 1655 119,6 1656 119,9 1657 120,1 1658 120,3 1659 120,4 1660 120,5 1661 120,5 1662 120,5 1663 120,5 1664 120,4 1665 120,3 1666 120,1 1667 119,9 1668 119,6 1669 119,5 1670 119,4 1671 119,3 1672 119,3 1673 119,4 1674 119,5 1675 119,5 1676 119,6 1677 119,6 1678 119,6 1679 119,4 1680 119,3 1681 119,0 1682 118,8 1683 118,7 1684 118,8 1685 119,0 1686 119,2 1687 119,6 1688 120,0 1689 120,3 1690 120,5 1691 120,7 1692 120,9 1693 121,0 1694 121,1 1695 121,2 1696 121,3 1697 121,4 1698 121,5 1699 121,5 1700 121,5 1701 121,4 1702 121,3 1703 121,1 1704 120,9 1705 120,6 1706 120,4 1707 120,2 1708 120,1 1709 119,9 1710 119,8 1711 119,8 1712 119,9 1713 120,0 1714 120,2 1715 120,4 1716 120,8 1717 121,1 1718 121,6 1719 121,8 1720 122,1 1721 122,4 1722 122,7 1723 122,8 1724 123,1 1725 123,1 1726 122,8 1727 122,3 1728 121,3 1729 119,9 1730 118,1 1731 115,9 1732 113,5 1733 111,1 1734 108,6 1735 106,2 1736 104,0 1737 101,1 1738 98,3 1739 95,7 1740 93,5 1741 91,5 1742 90,7 1743 90,4 1744 90,2 1745 90,2 1746 90,1 1747 90,0 1748 89,8 1749 89,6 1750 89,4 1751 89,2 1752 88,9 1753 88,5 1754 88,1 1755 87,6 1756 87,1 1757 86,6 1758 86,1 1759 85,5 1760 85,0 1761 84,4 1762 83,8 1763 83,2 1764 82,6 1765 81,9 1766 81,1 1767 80,0 1768 78,7 1769 76,9 1770 74,6 1771 72,0 1772 69,0 1773 65,6 1774 62,1 1775 58,5 1776 54,7 1777 50,9 1778 47,3 1779 43,8 1780 40,4 1781 37,4 1782 34,3 1783 31,3 1784 28,3 1785 25,2 1786 22,0 1787 18,9 1788 16,1 1789 13,4 1790 11,1 1791 8,9 1792 6,9 1793 4,9 1794 2,8 1795 0,0 1796 0,0 1797 0,0 1798 0,0 1799 0,0 1800 0,0 ## 6 WLTC Class 3 cycle Figure A1/7 WLTC, Class 3 cycle, phase Low3 Figure A1/8 WLTC, Class 3a cycle, phase Medium3a Figure A1/9 WLTC, Class 3b cycle, phase Medium3b Figure A1/10 WLTC, Class 3a cycle, phase High3a Figure A1/11 WLTC, Class 3b cycle, phase High3b Figure A1/12 WLTC, Class 3 cycle, phase Extra High3 Table A1/7 WLTC, Class 3 cycle, phase Low3 Time in s Speed in km/h 0 0,0 1 0,0 2 0,0 3 0,0 4 0,0 5 0,0 6 0,0 7 0,0 8 0,0 9 0,0 10 0,0 11 0,0 12 0,2 13 1,7 14 5,4 15 9,9 16 13,1 17 16,9 18 21,7 19 26,0 20 27,5 21 28,1 22 28,3 23 28,8 24 29,1 25 30,8 26 31,9 27 34,1 28 36,6 29 39,1 30 41,3 31 42,5 32 43,3 33 43,9 34 44,4 35 44,5 36 44,2 37 42,7 38 39,9 39 37,0 40 34,6 41 32,3 42 29,0 43 25,1 44 22,2 45 20,9 46 20,4 47 19,5 48 18,4 49 17,8 50 17,8 51 17,4 52 15,7 53 13,1 54 12,1 55 12,0 56 12,0 57 12,0 58 12,3 59 12,6 60 14,7 61 15,3 62 15,9 63 16,2 64 17,1 65 17,8 66 18,1 67 18,4 68 20,3 69 23,2 70 26,5 71 29,8 72 32,6 73 34,4 74 35,5 75 36,4 76 37,4 77 38,5 78 39,3 79 39,5 80 39,0 81 38,5 82 37,3 83 37,0 84 36,7 85 35,9 86 35,3 87 34,6 88 34,2 89 31,9 90 27,3 91 22,0 92 17,0 93 14,2 94 12,0 95 9,1 96 5,8 97 3,6 98 2,2 99 0,0 100 0,0 101 0,0 102 0,0 103 0,0 104 0,0 105 0,0 106 0,0 107 0,0 108 0,0 109 0,0 110 0,0 111 0,0 112 0,0 113 0,0 114 0,0 115 0,0 116 0,0 117 0,0 118 0,0 119 0,0 120 0,0 121 0,0 122 0,0 123 0,0 124 0,0 125 0,0 126 0,0 127 0,0 128 0,0 129 0,0 130 0,0 131 0,0 132 0,0 133 0,0 134 0,0 135 0,0 136 0,0 137 0,0 138 0,2 139 1,9 140 6,1 141 11,7 142 16,4 143 18,9 144 19,9 145 20,8 146 22,8 147 25,4 148 27,7 149 29,2 150 29,8 151 29,4 152 27,2 153 22,6 154 17,3 155 13,3 156 12,0 157 12,6 158 14,1 159 17,2 160 20,1 161 23,4 162 25,5 163 27,6 164 29,5 165 31,1 166 32,1 167 33,2 168 35,2 169 37,2 170 38,0 171 37,4 172 35,1 173 31,0 174 27,1 175 25,3 176 25,1 177 25,9 178 27,8 179 29,2 180 29,6 181 29,5 182 29,2 183 28,3 184 26,1 185 23,6 186 21,0 187 18,9 188 17,1 189 15,7 190 14,5 191 13,7 192 12,9 193 12,5 194 12,2 195 12,0 196 12,0 197 12,0 198 12,0 199 12,5 200 13,0 201 14,0 202 15,0 203 16,5 204 19,0 205 21,2 206 23,8 207 26,9 208 29,6 209 32,0 210 35,2 211 37,5 212 39,2 213 40,5 214 41,6 215 43,1 216 45,0 217 47,1 218 49,0 219 50,6 220 51,8 221 52,7 222 53,1 223 53,5 224 53,8 225 54,2 226 54,8 227 55,3 228 55,8 229 56,2 230 56,5 231 56,5 232 56,2 233 54,9 234 52,9 235 51,0 236 49,8 237 49,2 238 48,4 239 46,9 240 44,3 241 41,5 242 39,5 243 37,0 244 34,6 245 32,3 246 29,0 247 25,1 248 22,2 249 20,9 250 20,4 251 19,5 252 18,4 253 17,8 254 17,8 255 17,4 256 15,7 257 14,5 258 15,4 259 17,9 260 20,6 261 23,2 262 25,7 263 28,7 264 32,5 265 36,1 266 39,0 267 40,8 268 42,9 269 44,4 270 45,9 271 46,0 272 45,6 273 45,3 274 43,7 275 40,8 276 38,0 277 34,4 278 30,9 279 25,5 280 21,4 281 20,2 282 22,9 283 26,6 284 30,2 285 34,1 286 37,4 287 40,7 288 44,0 289 47,3 290 49,2 291 49,8 292 49,2 293 48,1 294 47,3 295 46,8 296 46,7 297 46,8 298 47,1 299 47,3 300 47,3 301 47,1 302 46,6 303 45,8 304 44,8 305 43,3 306 41,8 307 40,8 308 40,3 309 40,1 310 39,7 311 39,2 312 38,5 313 37,4 314 36,0 315 34,4 316 33,0 317 31,7 318 30,0 319 28,0 320 26,1 321 25,6 322 24,9 323 24,9 324 24,3 325 23,9 326 23,9 327 23,6 328 23,3 329 20,5 330 17,5 331 16,9 332 16,7 333 15,9 334 15,6 335 15,0 336 14,5 337 14,3 338 14,5 339 15,4 340 17,8 341 21,1 342 24,1 343 25,0 344 25,3 345 25,5 346 26,4 347 26,6 348 27,1 349 27,7 350 28,1 351 28,2 352 28,1 353 28,0 354 27,9 355 27,9 356 28,1 357 28,2 358 28,0 359 26,9 360 25,0 361 23,2 362 21,9 363 21,1 364 20,7 365 20,7 366 20,8 367 21,2 368 22,1 369 23,5 370 24,3 371 24,5 372 23,8 373 21,3 374 17,7 375 14,4 376 11,9 377 10,2 378 8,9 379 8,0 380 7,2 381 6,1 382 4,9 383 3,7 384 2,3 385 0,9 386 0,0 387 0,0 388 0,0 389 0,0 390 0,0 391 0,0 392 0,5 393 2,1 394 4,8 395 8,3 396 12,3 397 16,6 398 20,9 399 24,2 400 25,6 401 25,6 402 24,9 403 23,3 404 21,6 405 20,2 406 18,7 407 17,0 408 15,3 409 14,2 410 13,9 411 14,0 412 14,2 413 14,5 414 14,9 415 15,9 416 17,4 417 18,7 418 19,1 419 18,8 420 17,6 421 16,6 422 16,2 423 16,4 424 17,2 425 19,1 426 22,6 427 27,4 428 31,6 429 33,4 430 33,5 431 32,8 432 31,9 433 31,3 434 31,1 435 30,6 436 29,2 437 26,7 438 23,0 439 18,2 440 12,9 441 7,7 442 3,8 443 1,3 444 0,2 445 0,0 446 0,0 447 0,0 448 0,0 449 0,0 450 0,0 451 0,0 452 0,0 453 0,0 454 0,0 455 0,0 456 0,0 457 0,0 458 0,0 459 0,0 460 0,0 461 0,0 462 0,0 463 0,0 464 0,0 465 0,0 466 0,0 467 0,0 468 0,0 469 0,0 470 0,0 471 0,0 472 0,0 473 0,0 474 0,0 475 0,0 476 0,0 477 0,0 478 0,0 479 0,0 480 0,0 481 0,0 482 0,0 483 0,0 484 0,0 485 0,0 486 0,0 487 0,0 488 0,0 489 0,0 490 0,0 491 0,0 492 0,0 493 0,0 494 0,0 495 0,0 496 0,0 497 0,0 498 0,0 499 0,0 500 0,0 501 0,0 502 0,0 503 0,0 504 0,0 505 0,0 506 0,0 507 0,0 508 0,0 509 0,0 510 0,0 511 0,0 512 0,5 513 2,5 514 6,6 515 11,8 516 16,8 517 20,5 518 21,9 519 21,9 520 21,3 521 20,3 522 19,2 523 17,8 524 15,5 525 11,9 526 7,6 527 4,0 528 2,0 529 1,0 530 0,0 531 0,0 532 0,0 533 0,2 534 1,2 535 3,2 536 5,2 537 8,2 538 13 539 18,8 540 23,1 541 24,5 542 24,5 543 24,3 544 23,6 545 22,3 546 20,1 547 18,5 548 17,2 549 16,3 550 15,4 551 14,7 552 14,3 553 13,7 554 13,3 555 13,1 556 13,1 557 13,3 558 13,8 559 14,5 560 16,5 561 17,0 562 17,0 563 17,0 564 15,4 565 10,1 566 4,8 567 0,0 568 0,0 569 0,0 570 0,0 571 0,0 572 0,0 573 0,0 574 0,0 575 0,0 576 0,0 577 0,0 578 0,0 579 0,0 580 0,0 581 0,0 582 0,0 583 0,0 584 0,0 585 0,0 586 0,0 587 0,0 588 0,0 589 0,0 Table A1/8 WLTC, Class 3a cycle, phase Medium3a Time in s Speed in km/h 590 0,0 591 0,0 592 0,0 593 0,0 594 0,0 595 0,0 596 0,0 597 0,0 598 0,0 599 0,0 600 0,0 601 1,0 602 2,1 603 5,2 604 9,2 605 13,5 606 18,1 607 22,3 608 26,0 609 29,3 610 32,8 611 36,0 612 39,2 613 42,5 614 45,7 615 48,2 616 48,4 617 48,2 618 47,8 619 47,0 620 45,9 621 44,9 622 44,4 623 44,3 624 44,5 625 45,1 626 45,7 627 46,0 628 46,0 629 46,0 630 46,1 631 46,7 632 47,7 633 48,9 634 50,3 635 51,6 636 52,6 637 53,0 638 53,0 639 52,9 640 52,7 641 52,6 642 53,1 643 54,3 644 55,2 645 55,5 646 55,9 647 56,3 648 56,7 649 56,9 650 56,8 651 56,0 652 54,2 653 52,1 654 50,1 655 47,2 656 43,2 657 39,2 658 36,5 659 34,3 660 31,0 661 26,0 662 20,7 663 15,4 664 13,1 665 12,0 666 12,5 667 14,0 668 19,0 669 23,2 670 28,0 671 32,0 672 34,0 673 36,0 674 38,0 675 40,0 676 40,3 677 40,5 678 39,0 679 35,7 680 31,8 681 27,1 682 22,8 683 21,1 684 18,9 685 18,9 686 21,3 687 23,9 688 25,9 689 28,4 690 30,3 691 30,9 692 31,1 693 31,8 694 32,7 695 33,2 696 32,4 697 28,3 698 25,8 699 23,1 700 21,8 701 21,2 702 21,0 703 21,0 704 20,9 705 19,9 706 17,9 707 15,1 708 12,8 709 12,0 710 13,2 711 17,1 712 21,1 713 21,8 714 21,2 715 18,5 716 13,9 717 12,0 718 12,0 719 13,0 720 16,3 721 20,5 722 23,9 723 26,0 724 28,0 725 31,5 726 33,4 727 36,0 728 37,8 729 40,2 730 41,6 731 41,9 732 42,0 733 42,2 734 42,4 735 42,7 736 43,1 737 43,7 738 44,0 739 44,1 740 45,3 741 46,4 742 47,2 743 47,3 744 47,4 745 47,4 746 47,5 747 47,9 748 48,6 749 49,4 750 49,8 751 49,8 752 49,7 753 49,3 754 48,5 755 47,6 756 46,3 757 43,7 758 39,3 759 34,1 760 29,0 761 23,7 762 18,4 763 14,3 764 12,0 765 12,8 766 16,0 767 20,4 768 24,0 769 29,0 770 32,2 771 36,8 772 39,4 773 43,2 774 45,8 775 49,2 776 51,4 777 54,2 778 56,0 779 58,3 780 59,8 781 61,7 782 62,7 783 63,3 784 63,6 785 64,0 786 64,7 787 65,2 788 65,3 789 65,3 790 65,4 791 65,7 792 66,0 793 65,6 794 63,5 795 59,7 796 54,6 797 49,3 798 44,9 799 42,3 800 41,4 801 41,3 802 43,0 803 45,0 804 46,5 805 48,3 806 49,5 807 51,2 808 52,2 809 51,6 810 49,7 811 47,4 812 43,7 813 39,7 814 35,5 815 31,1 816 26,3 817 21,9 818 18,0 819 17,0 820 18,0 821 21,4 822 24,8 823 27,9 824 30,8 825 33,0 826 35,1 827 37,1 828 38,9 829 41,4 830 44,0 831 46,3 832 47,7 833 48,2 834 48,7 835 49,3 836 49,8 837 50,2 838 50,9 839 51,8 840 52,5 841 53,3 842 54,5 843 55,7 844 56,5 845 56,8 846 57,0 847 57,2 848 57,7 849 58,7 850 60,1 851 61,1 852 61,7 853 62,3 854 62,9 855 63,3 856 63,4 857 63,5 858 63,9 859 64,4 860 65,0 861 65,6 862 66,6 863 67,4 864 68,2 865 69,1 866 70,0 867 70,8 868 71,5 869 72,4 870 73,0 871 73,7 872 74,4 873 74,9 874 75,3 875 75,6 876 75,8 877 76,6 878 76,5 879 76,2 880 75,8 881 75,4 882 74,8 883 73,9 884 72,7 885 71,3 886 70,4 887 70,0 888 70,0 889 69,0 890 68,0 891 67,3 892 66,2 893 64,8 894 63,6 895 62,6 896 62,1 897 61,9 898 61,9 899 61,8 900 61,5 901 60,9 902 59,7 903 54,6 904 49,3 905 44,9 906 42,3 907 41,4 908 41,3 909 42,1 910 44,7 911 46,0 912 48,8 913 50,1 914 51,3 915 54,1 916 55,2 917 56,2 918 56,1 919 56,1 920 56,5 921 57,5 922 59,2 923 60,7 924 61,8 925 62,3 926 62,7 927 62,0 928 61,3 929 60,9 930 60,5 931 60,2 932 59,8 933 59,4 934 58,6 935 57,5 936 56,6 937 56,0 938 55,5 939 55,0 940 54,4 941 54,1 942 54,0 943 53,9 944 53,9 945 54,0 946 54,2 947 55,0 948 55,8 949 56,2 950 56,1 951 55,1 952 52,7 953 48,4 954 43,1 955 37,8 956 32,5 957 27,2 958 25,1 959 27,0 960 29,8 961 33,8 962 37,0 963 40,7 964 43,0 965 45,6 966 46,9 967 47,0 968 46,9 969 46,5 970 45,8 971 44,3 972 41,3 973 36,5 974 31,7 975 27,0 976 24,7 977 19,3 978 16,0 979 13,2 980 10,7 981 8,8 982 7,2 983 5,5 984 3,2 985 1,1 986 0,0 987 0,0 988 0,0 989 0,0 990 0,0 991 0,0 992 0,0 993 0,0 994 0,0 995 0,0 996 0,0 997 0,0 998 0,0 999 0,0 1000 0,0 1001 0,0 1002 0,0 1003 0,0 1004 0,0 1005 0,0 1006 0,0 1007 0,0 1008 0,0 1009 0,0 1010 0,0 1011 0,0 1012 0,0 1013 0,0 1014 0,0 1015 0,0 1016 0,0 1017 0,0 1018 0,0 1019 0,0 1020 0,0 1021 0,0 1022 0,0 Table A1/9 WLTC, Class 3b cycle, phase Medium3b Time in s Speed in km/h 590 0,0 591 0,0 592 0,0 593 0,0 594 0,0 595 0,0 596 0,0 597 0,0 598 0,0 599 0,0 600 0,0 601 1,0 602 2,1 603 4,8 604 9,1 605 14,2 606 19,8 607 25,5 608 30,5 609 34,8 610 38,8 611 42,9 612 46,4 613 48,3 614 48,7 615 48,5 616 48,4 617 48,2 618 47,8 619 47,0 620 45,9 621 44,9 622 44,4 623 44,3 624 44,5 625 45,1 626 45,7 627 46,0 628 46,0 629 46,0 630 46,1 631 46,7 632 47,7 633 48,9 634 50,3 635 51,6 636 52,6 637 53,0 638 53,0 639 52,9 640 52,7 641 52,6 642 53,1 643 54,3 644 55,2 645 55,5 646 55,9 647 56,3 648 56,7 649 56,9 650 56,8 651 56,0 652 54,2 653 52,1 654 50,1 655 47,2 656 43,2 657 39,2 658 36,5 659 34,3 660 31,0 661 26,0 662 20,7 663 15,4 664 13,1 665 12,0 666 12,5 667 14,0 668 19,0 669 23,2 670 28,0 671 32,0 672 34,0 673 36,0 674 38,0 675 40,0 676 40,3 677 40,5 678 39,0 679 35,7 680 31,8 681 27,1 682 22,8 683 21,1 684 18,9 685 18,9 686 21,3 687 23,9 688 25,9 689 28,4 690 30,3 691 30,9 692 31,1 693 31,8 694 32,7 695 33,2 696 32,4 697 28,3 698 25,8 699 23,1 700 21,8 701 21,2 702 21,0 703 21,0 704 20,9 705 19,9 706 17,9 707 15,1 708 12,8 709 12,0 710 13,2 711 17,1 712 21,1 713 21,8 714 21,2 715 18,5 716 13,9 717 12,0 718 12,0 719 13,0 720 16,0 721 18,5 722 20,6 723 22,5 724 24,0 725 26,6 726 29,9 727 34,8 728 37,8 729 40,2 730 41,6 731 41,9 732 42,0 733 42,2 734 42,4 735 42,7 736 43,1 737 43,7 738 44,0 739 44,1 740 45,3 741 46,4 742 47,2 743 47,3 744 47,4 745 47,4 746 47,5 747 47,9 748 48,6 749 49,4 750 49,8 751 49,8 752 49,7 753 49,3 754 48,5 755 47,6 756 46,3 757 43,7 758 39,3 759 34,1 760 29,0 761 23,7 762 18,4 763 14,3 764 12,0 765 12,8 766 16,0 767 19,1 768 22,4 769 25,6 770 30,1 771 35,3 772 39,9 773 44,5 774 47,5 775 50,9 776 54,1 777 56,3 778 58,1 779 59,8 780 61,1 781 62,1 782 62,8 783 63,3 784 63,6 785 64,0 786 64,7 787 65,2 788 65,3 789 65,3 790 65,4 791 65,7 792 66,0 793 65,6 794 63,5 795 59,7 796 54,6 797 49,3 798 44,9 799 42,3 800 41,4 801 41,3 802 42,1 803 44,7 804 48,4 805 51,4 806 52,7 807 53,0 808 52,5 809 51,3 810 49,7 811 47,4 812 43,7 813 39,7 814 35,5 815 31,1 816 26,3 817 21,9 818 18,0 819 17,0 820 18,0 821 21,4 822 24,8 823 27,9 824 30,8 825 33,0 826 35,1 827 37,1 828 38,9 829 41,4 830 44,0 831 46,3 832 47,7 833 48,2 834 48,7 835 49,3 836 49,8 837 50,2 838 50,9 839 51,8 840 52,5 841 53,3 842 54,5 843 55,7 844 56,5 845 56,8 846 57,0 847 57,2 848 57,7 849 58,7 850 60,1 851 61,1 852 61,7 853 62,3 854 62,9 855 63,3 856 63,4 857 63,5 858 64,5 859 65,8 860 66,8 861 67,4 862 68,8 863 71,1 864 72,3 865 72,8 866 73,4 867 74,6 868 76,0 869 76,6 870 76,5 871 76,2 872 75,8 873 75,4 874 74,8 875 73,9 876 72,7 877 71,3 878 70,4 879 70,0 880 70,0 881 69,0 882 68,0 883 68,0 884 68,0 885 68,1 886 68,4 887 68,6 888 68,7 889 68,5 890 68,1 891 67,3 892 66,2 893 64,8 894 63,6 895 62,6 896 62,1 897 61,9 898 61,9 899 61,8 900 61,5 901 60,9 902 59,7 903 54,6 904 49,3 905 44,9 906 42,3 907 41,4 908 41,3 909 42,1 910 44,7 911 48,4 912 51,4 913 52,7 914 54,0 915 57,0 916 58,1 917 59,2 918 59,0 919 59,1 920 59,5 921 60,5 922 62,3 923 63,9 924 65,1 925 64,1 926 62,7 927 62,0 928 61,3 929 60,9 930 60,5 931 60,2 932 59,8 933 59,4 934 58,6 935 57,5 936 56,6 937 56,0 938 55,5 939 55,0 940 54,4 941 54,1 942 54,0 943 53,9 944 53,9 945 54,0 946 54,2 947 55,0 948 55,8 949 56,2 950 56,1 951 55,1 952 52,7 953 48,4 954 43,1 955 37,8 956 32,5 957 27,2 958 25,1 959 26,0 960 29,3 961 34,6 962 40,4 963 45,3 964 49,0 965 51,1 966 52,1 967 52,2 968 52,1 969 51,7 970 50,9 971 49,2 972 45,9 973 40,6 974 35,3 975 30,0 976 24,7 977 19,3 978 16,0 979 13,2 980 10,7 981 8,8 982 7,2 983 5,5 984 3,2 985 1,1 986 0,0 987 0,0 988 0,0 989 0,0 990 0,0 991 0,0 992 0,0 993 0,0 994 0,0 995 0,0 996 0,0 997 0,0 998 0,0 999 0,0 1000 0,0 1001 0,0 1002 0,0 1003 0,0 1004 0,0 1005 0,0 1006 0,0 1007 0,0 1008 0,0 1009 0,0 1010 0,0 1011 0,0 1012 0,0 1013 0,0 1014 0,0 1015 0,0 1016 0,0 1017 0,0 1018 0,0 1019 0,0 1020 0,0 1021 0,0 1022 0,0 Table A1/10 WLTC, Class 3a cycle, phase High3a Time in s Speed in km/h 1023 0,0 1024 0,0 1025 0,0 1026 0,0 1027 0,8 1028 3,6 1029 8,6 1030 14,6 1031 20,0 1032 24,4 1033 28,2 1034 31,7 1035 35,0 1036 37,6 1037 39,7 1038 41,5 1039 43,6 1040 46,0 1041 48,4 1042 50,5 1043 51,9 1044 52,6 1045 52,8 1046 52,9 1047 53,1 1048 53,3 1049 53,1 1050 52,3 1051 50,7 1052 48,8 1053 46,5 1054 43,8 1055 40,3 1056 36,0 1057 30,7 1058 25,4 1059 21,0 1060 16,7 1061 13,4 1062 12,0 1063 12,1 1064 12,8 1065 15,6 1066 19,9 1067 23,4 1068 24,6 1069 27,0 1070 29,0 1071 32,0 1072 34,8 1073 37,7 1074 40,8 1075 43,2 1076 46,0 1077 48,0 1078 50,7 1079 52,0 1080 54,5 1081 55,9 1082 57,4 1083 58,1 1084 58,4 1085 58,8 1086 58,8 1087 58,6 1088 58,7 1089 58,8 1090 58,8 1091 58,8 1092 59,1 1093 60,1 1094 61,7 1095 63,0 1096 63,7 1097 63,9 1098 63,5 1099 62,3 1100 60,3 1101 58,9 1102 58,4 1103 58,8 1104 60,2 1105 62,3 1106 63,9 1107 64,5 1108 64,4 1109 63,5 1110 62,0 1111 61,2 1112 61,3 1113 61,7 1114 62,0 1115 64,6 1116 66,0 1117 66,2 1118 65,8 1119 64,7 1120 63,6 1121 62,9 1122 62,4 1123 61,7 1124 60,1 1125 57,3 1126 55,8 1127 50,5 1128 45,2 1129 40,1 1130 36,2 1131 32,9 1132 29,8 1133 26,6 1134 23,0 1135 19,4 1136 16,3 1137 14,6 1138 14,2 1139 14,3 1140 14,6 1141 15,1 1142 16,4 1143 19,1 1144 22,5 1145 24,4 1146 24,8 1147 22,7 1148 17,4 1149 13,8 1150 12,0 1151 12,0 1152 12,0 1153 13,9 1154 17,7 1155 22,8 1156 27,3 1157 31,2 1158 35,2 1159 39,4 1160 42,5 1161 45,4 1162 48,2 1163 50,3 1164 52,6 1165 54,5 1166 56,6 1167 58,3 1168 60,0 1169 61,5 1170 63,1 1171 64,3 1172 65,7 1173 67,1 1174 68,3 1175 69,7 1176 70,6 1177 71,6 1178 72,6 1179 73,5 1180 74,2 1181 74,9 1182 75,6 1183 76,3 1184 77,1 1185 77,9 1186 78,5 1187 79,0 1188 79,7 1189 80,3 1190 81,0 1191 81,6 1192 82,4 1193 82,9 1194 83,4 1195 83,8 1196 84,2 1197 84,7 1198 85,2 1199 85,6 1200 86,3 1201 86,8 1202 87,4 1203 88,0 1204 88,3 1205 88,7 1206 89,0 1207 89,3 1208 89,8 1209 90,2 1210 90,6 1211 91,0 1212 91,3 1213 91,6 1214 91,9 1215 92,2 1216 92,8 1217 93,1 1218 93,3 1219 93,5 1220 93,7 1221 93,9 1222 94,0 1223 94,1 1224 94,3 1225 94,4 1226 94,6 1227 94,7 1228 94,8 1229 95,0 1230 95,1 1231 95,3 1232 95,4 1233 95,6 1234 95,7 1235 95,8 1236 96,0 1237 96,1 1238 96,3 1239 96,4 1240 96,6 1241 96,8 1242 97,0 1243 97,2 1244 97,3 1245 97,4 1246 97,4 1247 97,4 1248 97,4 1249 97,3 1250 97,3 1251 97,3 1252 97,3 1253 97,2 1254 97,1 1255 97,0 1256 96,9 1257 96,7 1258 96,4 1259 96,1 1260 95,7 1261 95,5 1262 95,3 1263 95,2 1264 95,0 1265 94,9 1266 94,7 1267 94,5 1268 94,4 1269 94,4 1270 94,3 1271 94,3 1272 94,1 1273 93,9 1274 93,4 1275 92,8 1276 92,0 1277 91,3 1278 90,6 1279 90,0 1280 89,3 1281 88,7 1282 88,1 1283 87,4 1284 86,7 1285 86,0 1286 85,3 1287 84,7 1288 84,1 1289 83,5 1290 82,9 1291 82,3 1292 81,7 1293 81,1 1294 80,5 1295 79,9 1296 79,4 1297 79,1 1298 78,8 1299 78,5 1300 78,2 1301 77,9 1302 77,6 1303 77,3 1304 77,0 1305 76,7 1306 76,0 1307 76,0 1308 76,0 1309 75,9 1310 76,0 1311 76,0 1312 76,1 1313 76,3 1314 76,5 1315 76,6 1316 76,8 1317 77,1 1318 77,1 1319 77,2 1320 77,2 1321 77,6 1322 78,0 1323 78,4 1324 78,8 1325 79,2 1326 80,3 1327 80,8 1328 81,0 1329 81,0 1330 81,0 1331 81,0 1332 81,0 1333 80,9 1334 80,6 1335 80,3 1336 80,0 1337 79,9 1338 79,8 1339 79,8 1340 79,8 1341 79,9 1342 80,0 1343 80,4 1344 80,8 1345 81,2 1346 81,5 1347 81,6 1348 81,6 1349 81,4 1350 80,7 1351 79,6 1352 78,2 1353 76,8 1354 75,3 1355 73,8 1356 72,1 1357 70,2 1358 68,2 1359 66,1 1360 63,8 1361 61,6 1362 60,2 1363 59,8 1364 60,4 1365 61,8 1366 62,6 1367 62,7 1368 61,9 1369 60,0 1370 58,4 1371 57,8 1372 57,8 1373 57,8 1374 57,3 1375 56,2 1376 54,3 1377 50,8 1378 45,5 1379 40,2 1380 34,9 1381 29,6 1382 28,7 1383 29,3 1384 30,5 1385 31,7 1386 32,9 1387 35,0 1388 38,0 1389 40,5 1390 42,7 1391 45,8 1392 47,5 1393 48,9 1394 49,4 1395 49,4 1396 49,2 1397 48,7 1398 47,9 1399 46,9 1400 45,6 1401 44,2 1402 42,7 1403 40,7 1404 37,1 1405 33,9 1406 30,6 1407 28,6 1408 27,3 1409 27,2 1410 27,5 1411 27,4 1412 27,1 1413 26,7 1414 26,8 1415 28,2 1416 31,1 1417 34,8 1418 38,4 1419 40,9 1420 41,7 1421 40,9 1422 38,3 1423 35,3 1424 34,3 1425 34,6 1426 36,3 1427 39,5 1428 41,8 1429 42,5 1430 41,9 1431 40,1 1432 36,6 1433 31,3 1434 26,0 1435 20,6 1436 19,1 1437 19,7 1438 21,1 1439 22,0 1440 22,1 1441 21,4 1442 19,6 1443 18,3 1444 18,0 1445 18,3 1446 18,5 1447 17,9 1448 15,0 1449 9,9 1450 4,6 1451 1,2 1452 0,0 1453 0,0 1454 0,0 1455 0,0 1456 0,0 1457 0,0 1458 0,0 1459 0,0 1460 0,0 1461 0,0 1462 0,0 1463 0,0 1464 0,0 1465 0,0 1466 0,0 1467 0,0 1468 0,0 1469 0,0 1470 0,0 1471 0,0 1472 0,0 1473 0,0 1474 0,0 1475 0,0 1476 0,0 1477 0,0 Table A1/11 WLTC, Class 3b cycle, phase High3b Time in s Speed in km/h 1023 0,0 1024 0,0 1025 0,0 1026 0,0 1027 0,8 1028 3,6 1029 8,6 1030 14,6 1031 20,0 1032 24,4 1033 28,2 1034 31,7 1035 35,0 1036 37,6 1037 39,7 1038 41,5 1039 43,6 1040 46,0 1041 48,4 1042 50,5 1043 51,9 1044 52,6 1045 52,8 1046 52,9 1047 53,1 1048 53,3 1049 53,1 1050 52,3 1051 50,7 1052 48,8 1053 46,5 1054 43,8 1055 40,3 1056 36,0 1057 30,7 1058 25,4 1059 21,0 1060 16,7 1061 13,4 1062 12,0 1063 12,1 1064 12,8 1065 15,6 1066 19,9 1067 23,4 1068 24,6 1069 25,2 1070 26,4 1071 28,8 1072 31,8 1073 35,3 1074 39,5 1075 44,5 1076 49,3 1077 53,3 1078 56,4 1079 58,9 1080 61,2 1081 62,6 1082 63,0 1083 62,5 1084 60,9 1085 59,3 1086 58,6 1087 58,6 1088 58,7 1089 58,8 1090 58,8 1091 58,8 1092 59,1 1093 60,1 1094 61,7 1095 63,0 1096 63,7 1097 63,9 1098 63,5 1099 62,3 1100 60,3 1101 58,9 1102 58,4 1103 58,8 1104 60,2 1105 62,3 1106 63,9 1107 64,5 1108 64,4 1109 63,5 1110 62,0 1111 61,2 1112 61,3 1113 62,6 1114 65,3 1115 68,0 1116 69,4 1117 69,7 1118 69,3 1119 68,1 1120 66,9 1121 66,2 1122 65,7 1123 64,9 1124 63,2 1125 60,3 1126 55,8 1127 50,5 1128 45,2 1129 40,1 1130 36,2 1131 32,9 1132 29,8 1133 26,6 1134 23,0 1135 19,4 1136 16,3 1137 14,6 1138 14,2 1139 14,3 1140 14,6 1141 15,1 1142 16,4 1143 19,1 1144 22,5 1145 24,4 1146 24,8 1147 22,7 1148 17,4 1149 13,8 1150 12,0 1151 12,0 1152 12,0 1153 13,9 1154 17,7 1155 22,8 1156 27,3 1157 31,2 1158 35,2 1159 39,4 1160 42,5 1161 45,4 1162 48,2 1163 50,3 1164 52,6 1165 54,5 1166 56,6 1167 58,3 1168 60,0 1169 61,5 1170 63,1 1171 64,3 1172 65,7 1173 67,1 1174 68,3 1175 69,7 1176 70,6 1177 71,6 1178 72,6 1179 73,5 1180 74,2 1181 74,9 1182 75,6 1183 76,3 1184 77,1 1185 77,9 1186 78,5 1187 79,0 1188 79,7 1189 80,3 1190 81,0 1191 81,6 1192 82,4 1193 82,9 1194 83,4 1195 83,8 1196 84,2 1197 84,7 1198 85,2 1199 85,6 1200 86,3 1201 86,8 1202 87,4 1203 88,0 1204 88,3 1205 88,7 1206 89,0 1207 89,3 1208 89,8 1209 90,2 1210 90,6 1211 91,0 1212 91,3 1213 91,6 1214 91,9 1215 92,2 1216 92,8 1217 93,1 1218 93,3 1219 93,5 1220 93,7 1221 93,9 1222 94,0 1223 94,1 1224 94,3 1225 94,4 1226 94,6 1227 94,7 1228 94,8 1229 95,0 1230 95,1 1231 95,3 1232 95,4 1233 95,6 1234 95,7 1235 95,8 1236 96,0 1237 96,1 1238 96,3 1239 96,4 1240 96,6 1241 96,8 1242 97,0 1243 97,2 1244 97,3 1245 97,4 1246 97,4 1247 97,4 1248 97,4 1249 97,3 1250 97,3 1251 97,3 1252 97,3 1253 97,2 1254 97,1 1255 97,0 1256 96,9 1257 96,7 1258 96,4 1259 96,1 1260 95,7 1261 95,5 1262 95,3 1263 95,2 1264 95,0 1265 94,9 1266 94,7 1267 94,5 1268 94,4 1269 94,4 1270 94,3 1271 94,3 1272 94,1 1273 93,9 1274 93,4 1275 92,8 1276 92,0 1277 91,3 1278 90,6 1279 90,0 1280 89,3 1281 88,7 1282 88,1 1283 87,4 1284 86,7 1285 86,0 1286 85,3 1287 84,7 1288 84,1 1289 83,5 1290 82,9 1291 82,3 1292 81,7 1293 81,1 1294 80,5 1295 79,9 1296 79,4 1297 79,1 1298 78,8 1299 78,5 1300 78,2 1301 77,9 1302 77,6 1303 77,3 1304 77,0 1305 76,7 1306 76,0 1307 76,0 1308 76,0 1309 75,9 1310 75,9 1311 75,8 1312 75,7 1313 75,5 1314 75,2 1315 75,0 1316 74,7 1317 74,1 1318 73,7 1319 73,3 1320 73,5 1321 74,0 1322 74,9 1323 76,1 1324 77,7 1325 79,2 1326 80,3 1327 80,8 1328 81,0 1329 81,0 1330 81,0 1331 81,0 1332 81,0 1333 80,9 1334 80,6 1335 80,3 1336 80,0 1337 79,9 1338 79,8 1339 79,8 1340 79,8 1341 79,9 1342 80,0 1343 80,4 1344 80,8 1345 81,2 1346 81,5 1347 81,6 1348 81,6 1349 81,4 1350 80,7 1351 79,6 1352 78,2 1353 76,8 1354 75,3 1355 73,8 1356 72,1 1357 70,2 1358 68,2 1359 66,1 1360 63,8 1361 61,6 1362 60,2 1363 59,8 1364 60,4 1365 61,8 1366 62,6 1367 62,7 1368 61,9 1369 60,0 1370 58,4 1371 57,8 1372 57,8 1373 57,8 1374 57,3 1375 56,2 1376 54,3 1377 50,8 1378 45,5 1379 40,2 1380 34,9 1381 29,6 1382 27,3 1383 29,3 1384 32,9 1385 35,6 1386 36,7 1387 37,6 1388 39,4 1389 42,5 1390 46,5 1391 50,2 1392 52,8 1393 54,3 1394 54,9 1395 54,9 1396 54,7 1397 54,1 1398 53,2 1399 52,1 1400 50,7 1401 49,1 1402 47,4 1403 45,2 1404 41,8 1405 36,5 1406 31,2 1407 27,6 1408 26,9 1409 27,3 1410 27,5 1411 27,4 1412 27,1 1413 26,7 1414 26,8 1415 28,2 1416 31,1 1417 34,8 1418 38,4 1419 40,9 1420 41,7 1421 40,9 1422 38,3 1423 35,3 1424 34,3 1425 34,6 1426 36,3 1427 39,5 1428 41,8 1429 42,5 1430 41,9 1431 40,1 1432 36,6 1433 31,3 1434 26,0 1435 20,6 1436 19,1 1437 19,7 1438 21,1 1439 22,0 1440 22,1 1441 21,4 1442 19,6 1443 18,3 1444 18,0 1445 18,3 1446 18,5 1447 17,9 1448 15,0 1449 9,9 1450 4,6 1451 1,2 1452 0,0 1453 0,0 1454 0,0 1455 0,0 1456 0,0 1457 0,0 1458 0,0 1459 0,0 1460 0,0 1461 0,0 1462 0,0 1463 0,0 1464 0,0 1465 0,0 1466 0,0 1467 0,0 1468 0,0 1469 0,0 1470 0,0 1471 0,0 1472 0,0 1473 0,0 1474 0,0 1475 0,0 1476 0,0 1477 0,0 Table A1/12 WLTC, Class 3 cycle, phase Extra High3 Time in s Speed in km/h 1478 0,0 1479 2,2 1480 4,4 1481 6,3 1482 7,9 1483 9,2 1484 10,4 1485 11,5 1486 12,9 1487 14,7 1488 17,0 1489 19,8 1490 23,1 1491 26,7 1492 30,5 1493 34,1 1494 37,5 1495 40,6 1496 43,3 1497 45,7 1498 47,7 1499 49,3 1500 50,5 1501 51,3 1502 52,1 1503 52,7 1504 53,4 1505 54,0 1506 54,5 1507 55,0 1508 55,6 1509 56,3 1510 57,2 1511 58,5 1512 60,2 1513 62,3 1514 64,7 1515 67,1 1516 69,2 1517 70,7 1518 71,9 1519 72,7 1520 73,4 1521 73,8 1522 74,1 1523 74,0 1524 73,6 1525 72,5 1526 70,8 1527 68,6 1528 66,2 1529 64,0 1530 62,2 1531 60,9 1532 60,2 1533 60,0 1534 60,4 1535 61,4 1536 63,2 1537 65,6 1538 68,4 1539 71,6 1540 74,9 1541 78,4 1542 81,8 1543 84,9 1544 87,4 1545 89,0 1546 90,0 1547 90,6 1548 91,0 1549 91,5 1550 92,0 1551 92,7 1552 93,4 1553 94,2 1554 94,9 1555 95,7 1556 96,6 1557 97,7 1558 98,9 1559 100,4 1560 102,0 1561 103,6 1562 105,2 1563 106,8 1564 108,5 1565 110,2 1566 111,9 1567 113,7 1568 115,3 1569 116,8 1570 118,2 1571 119,5 1572 120,7 1573 121,8 1574 122,6 1575 123,2 1576 123,6 1577 123,7 1578 123,6 1579 123,3 1580 123,0 1581 122,5 1582 122,1 1583 121,5 1584 120,8 1585 120,0 1586 119,1 1587 118,1 1588 117,1 1589 116,2 1590 115,5 1591 114,9 1592 114,5 1593 114,1 1594 113,9 1595 113,7 1596 113,3 1597 112,9 1598 112,2 1599 111,4 1600 110,5 1601 109,5 1602 108,5 1603 107,7 1604 107,1 1605 106,6 1606 106,4 1607 106,2 1608 106,2 1609 106,2 1610 106,4 1611 106,5 1612 106,8 1613 107,2 1614 107,8 1615 108,5 1616 109,4 1617 110,5 1618 111,7 1619 113,0 1620 114,1 1621 115,1 1622 115,9 1623 116,5 1624 116,7 1625 116,6 1626 116,2 1627 115,2 1628 113,8 1629 112,0 1630 110,1 1631 108,3 1632 107,0 1633 106,1 1634 105,8 1635 105,7 1636 105,7 1637 105,6 1638 105,3 1639 104,9 1640 104,4 1641 104,0 1642 103,8 1643 103,9 1644 104,4 1645 105,1 1646 106,1 1647 107,2 1648 108,5 1649 109,9 1650 111,3 1651 112,7 1652 113,9 1653 115,0 1654 116,0 1655 116,8 1656 117,6 1657 118,4 1658 119,2 1659 120,0 1660 120,8 1661 121,6 1662 122,3 1663 123,1 1664 123,8 1665 124,4 1666 125,0 1667 125,4 1668 125,8 1669 126,1 1670 126,4 1671 126,6 1672 126,7 1673 126,8 1674 126,9 1675 126,9 1676 126,9 1677 126,8 1678 126,6 1679 126,3 1680 126,0 1681 125,7 1682 125,6 1683 125,6 1684 125,8 1685 126,2 1686 126,6 1687 127,0 1688 127,4 1689 127,6 1690 127,8 1691 127,9 1692 128,0 1693 128,1 1694 128,2 1695 128,3 1696 128,4 1697 128,5 1698 128,6 1699 128,6 1700 128,5 1701 128,3 1702 128,1 1703 127,9 1704 127,6 1705 127,4 1706 127,2 1707 127,0 1708 126,9 1709 126,8 1710 126,7 1711 126,8 1712 126,9 1713 127,1 1714 127,4 1715 127,7 1716 128,1 1717 128,5 1718 129,0 1719 129,5 1720 130,1 1721 130,6 1722 131,0 1723 131,2 1724 131,3 1725 131,2 1726 130,7 1727 129,8 1728 128,4 1729 126,5 1730 124,1 1731 121,6 1732 119,0 1733 116,5 1734 114,1 1735 111,8 1736 109,5 1737 107,1 1738 104,8 1739 102,5 1740 100,4 1741 98,6 1742 97,2 1743 95,9 1744 94,8 1745 93,8 1746 92,8 1747 91,8 1748 91,0 1749 90,2 1750 89,6 1751 89,1 1752 88,6 1753 88,1 1754 87,6 1755 87,1 1756 86,6 1757 86,1 1758 85,5 1759 85,0 1760 84,4 1761 83,8 1762 83,2 1763 82,6 1764 82,0 1765 81,3 1766 80,4 1767 79,1 1768 77,4 1769 75,1 1770 72,3 1771 69,1 1772 65,9 1773 62,7 1774 59,7 1775 57,0 1776 54,6 1777 52,2 1778 49,7 1779 46,8 1780 43,5 1781 39,9 1782 36,4 1783 33,2 1784 30,5 1785 28,3 1786 26,3 1787 24,4 1788 22,5 1789 20,5 1790 18,2 1791 15,5 1792 12,3 1793 8,7 1794 5,2 1795 0,0 1796 0,0 1797 0,0 1798 0,0 1799 0,0 1800 0,0 ## 7 Cycle identification In order to confirm if the correct cycle version was chosen or if the correct cycle was implemented into the test bench operation system, checksums of the vehicle speed values for cycle phases and the whole cycle are listed in Table A1/13. Table A1/13 1 Hz checksums Cycle class Cycle phase Checksum of 1 Hz target vehicle speeds Class 1 Low 11 988,4 Medium 17 162,8 Low 11 988,4 Total 41 139,6 Class 2 Low 11 162,2 Medium 17 054,3 High 24 450,6 Extra High 28 869,8 Total 81 536,9 Class 3a Low 11 140,3 Medium 16 995,7 High 25 646,0 Extra High 29 714,9 Total 83 496,9 Class 3b Low 11 140,3 Medium 17 121,2 High 25 782,2 Extra High 29 714,9 Total 83 758,6 ## 8 Cycle modification Paragraph 8. of this Sub-Annex shall not apply to OVC-HEVs, NOVC-HEVs and NOVC-FCHVs. ## 8.1 General remarks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Driveability problems may occur for vehicles with power to mass ratios close to the borderlines between Class 1 and Class 2, Class 2 and Class 3 vehicles, or very low powered vehicles in Class 1. Since these problems are related mainly to cycle phases with a combination of high vehicle speed and high accelerations rather than to the maximum speed of the cycle, the downscaling procedure shall be applied to improve driveability. ## 8.2 This paragraph describes the method to modify the cycle profile using the downscaling procedure. ## 8.2.1 Downscaling procedure for Class 1 vehicles Figure A1/14 shows a downscaled medium speed phase of the Class 1 WLTC as an example. Figure A1/14 Downscaled medium speed phase of the class 1 WLTC For the Class 1 cycle, the downscaling period is the time period between second 651 and second 906. Within this time period, the acceleration for the original cycle shall be calculated using the following equation: aorigi=vi+ 1− vi3,6where: viis the vehicle speed, km/h; iis the time between second 651 and second 906. The downscaling shall be applied first in the time period between second 651 and second 848. The downscaled speed trace shall be subsequently calculated using the following equation: vdsci+ 1=vdsci+ aorigi×1− fdsc× 3,6with i = 651 to 847. For i = 651, vdsci=vorigi In order to meet the original vehicle speed at second 907, a correction factor for the deceleration shall be calculated using the following equation: fcorr_dec=vdsc_848− 36,7vorig_848− 36,7where 36,7 km/h is the original vehicle speed at second 907. The downscaled vehicle speed between second 849 and second 906 shall be subsequently calculated using the following equation: vdsci=vdsci− 1+ aorigi− 1× fcorr_dec× 3,6for i = 849 to 906. ## 8.2.2 Downscaling procedure for Class 2 vehicles Since the driveability problems are exclusively related to the extra high speed phases of the Class 2 and Class 3 cycles, the downscaling is related to those time periods of the extra high speed phases where driveability problems are expected to occur (see Figures A1/15 and A1/16). Figure A1/15 Downscaled extra high speed phase of the class 2 WLTC For the Class 2 cycle, the downscaling period is the time period between second 1520 and second 1742. Within this time period, the acceleration for the original cycle shall be calculated using the following equation: aorigi=vi+ 1− vi3,6where: viis the vehicle speed, km/h; iis the time between second 1520 and second 1742. The downscaling shall be applied first to the time period between second 1520 and second 1725. Second 1725 is the time when the maximum speed of the extra high speed phase is reached. The downscaled speed trace shall be subsequently calculated using the following equation: vdsci+ 1=vdsci+ aorigi×1− fdsc× 3,6for i = 1520 to 1724. For i = 1520, vdsci=vorigi In order to meet the original vehicle speed at second 1743, a correction factor for the deceleration shall be calculated using the following equation: fcorr_dec=vdsc_1725− 90,4vorig_1725− 90,490,4 km/h is the original vehicle speed at second 1743. The downscaled vehicle speed between second 1726 and second 1742 shall be calculated using the following equation: vdsci=vdsci− 1+ aorigi− 1× fcorr_dec× 3,6for i = 1726 to 1742. ## 8.2.3 Downscaling procedure for Class 3 vehicles Figure A1/16 shows an example for a downscaled extra high speed phase of the Class 3 WLTC. Figure A1/16 Downscaled extra high speed phase of the class 3 WLTC For the Class 3 cycle, the downscaling period is the time period between second 1533 and second 1762. Within this time period, the acceleration for the original cycle shall be calculated using the following equation: aorigi=vi+ 1− vi3,6where: viis the vehicle speed, km/h; iis the time between second 1533 and second 1762. The downscaling shall be applied first in the time period between second 1533 and second 1724. Second 1724 is the time when the maximum speed of the extra high speed phase is reached. The downscaled speed trace shall be subsequently calculated using the following equation: vdsci+ 1=vdsci+ aorigi×1− fdsc× 3,6for i = 1533 to 1723. For i = 1533, vdsci=vorigi In order to meet the original vehicle speed at second 1763, a correction factor for the deceleration shall be calculated using the following equation: fcorr_dec=vdsc_1724− 82,6vorig_1724− 82,682.6 km/h is the original vehicle speed at second 1763. The downscaled vehicle speed between second 1725 and second 1762 shall be subsequently calculated using the following equation: vdsci=vdsci− 1+ aorigi− 1× fcorr_dec× 3,6for i = 1725 to 1762. ## 8.3 Determination of the downscaling factor The downscaling factor fdsc, is a function of the ratio rmax between the maximum required power of the cycle phases where the downscaling is to be applied and the rated power of the vehicle, Prated. The maximum required power Preq,max,i (in kW) is related to a specific time i and the corresponding vehicle speed vi in the cycle trace and is calculated using the following equation: Preq,max,i=f0× vi+f1× v2i+f2× v3i+1,03× TM× vi× ai3600where: f0, f1, f2are the applicable road load coefficients, N, N/(km/h), and N/(km/h)2 respectively; TMis the applicable test mass, kg; viis the speed at time i, km/h; aiis the acceleration at time i, km/h2. The cycle time i at which maximum power or power values close to maximum power is required is second 764 for the Class 1 cycle, second 1 574 for the Class 2 cycle and second 1 566 for the Class 3 cycle. The corresponding vehicle speed values, vi, and acceleration values, ai, are as follows: vi = 61,4 km/h, ai = 0,22 m/s2 for Class 1, vi = 109,9 km/h, ai = 0,36 m/s2 for Class 2, vi = 111,9 km/h, ai = 0,50 m/s2 for Class 3. rmax shall be calculated using the following equation: rmax=Preq,max,iPratedThe downscaling factor, fdsc, shall be calculated using the following equations: if rmax vcap by vcap. ## 9.2.1.1 If vcap < vmax,medium, the distance of the medium speed phases of the base cycle dbase,medium and the interim capped speed cycle dcap,medium shall be calculated using the following equation for both cycles: dmedium=∑vi+vi−12×3,6×ti−ti−1, for i = 591 to 1 022 where: vmax,medium is the maximum vehicle speed of the medium speed phase as listed in Table A1/2 for the Class 1 cycle, in Table A1/4 for the Class 2 cycle, in Table A1/8 for the Class 3a cycle and in Table A1/9 for the Class 3b cycle. ## 9.2.1.2 If vcap < vmax,high, the distances of the high speed phases of the base cycle dbase,high and the interim capped speed cycle dcap,high shall be calculated using the following equation for both cycles: dhigh=∑vi+vi−12×3,6×ti−ti−1, for i = 1 024 to 1 477 vmax,high is the maximum vehicle speed of the high speed phase as listed in Table A1/5 for the Class 2 cycle, in Table A1/10 for the Class 3a cycle and in Table A1/11 for the Class 3b cycle. ## 9.2.1.3 The distances of the extra high speed phase of the base cycle dbase,exhigh and the interim capped speed cycle dcap,exhigh shall be calculated applying the following equation to the extra high speed phase of both cycles: dexhigh=∑vi+ vi− 12× 3,6×ti− ti− 1, for i = 1 479 to 1 800 ## 9.2.2 Determination of the time periods to be added to the interim capped speed cycle in order to compensate for distance differences In order to compensate for a difference in distance between the base cycle and the interim capped speed cycle, corresponding time periods with vi = vcap shall be added to the interim capped speed cycle as described in paragraphs 9.2.2.1. to 9.2.2.3. ## 9.2.2.1 Additional time period for the medium speed phase If vcap < vmax,medium, the additional time period to be added to the medium speed phase of the interim capped speed cycle shall be calculated using the following equation: Δtmedium=dbase,medium− dcap,mediumvcap× 3,6The number of time samples nadd,medium with vi = vcap to be added to the medium speed phase of the interim capped speed cycle equals Δtmedium, mathematically rounded to the nearest integer (e.g. 1.4 shall be rounded to 1, 1.5 shall be rounded to 2). ## 9.2.2.2 Additional time period for the high speed phase If vcap < vmax,high, the additional time period to be added to the high speed phases of the interim capped speed cycle shall be calculated using the following equation: Δthigh=dbase,high− dcap,highvcap× 3,6The number of time samples nadd,high with vi = vcap to be added to the high speed phase of the interim capped speed cycle equals Δthigh, mathematically rounded to the nearest integer. ## 9.2.2.3 The additional time period to be added to the extra high speed phase of the interim capped speed cycle shall be calculated using the following equation: Δtexhigh=dbase,exhigh− dcap,exhighvcap× 3,6The number of time samples nadd,exhigh with vi = vcap to be added to the extra high speed phase of the interim capped speed cycle equals Δtexhigh, mathematically rounded to the nearest integer. ### Division 9.2.3: Construction of the final capped speed cycle ## 9.2.3.1 Class 1 cycle The first part of the final capped speed cycle consists of the vehicle speed trace of the interim capped speed cycle up to the last sample in the medium speed phase where v = vcap. The time of this sample is referred to as tmedium. Then nadd,medium samples with vi = vcap shall be added, so that the time of the last sample is (tmedium + nadd,medium). The remaining part of the medium speed phase of the interim capped speed cycle, which is identical with the same part of the base cycle, shall then be added, so that the time of the last sample is (1022 + nadd,medium). ### Division 9.2.3.2: Class 2 and Class 3 cycles ## 9.2.3.2.1 vcap < vmax,medium The first part of the final capped speed cycle consists of the vehicle speed trace of the interim capped speed cycle up to the last sample in the medium speed phase where v = vcap. The time of this sample is referred to as tmedium. Then nadd,medium samples with vi = vcap shall be added, so that the time of the last sample is (tmedium + nadd,medium). The remaining part of the medium speed phase of the interim capped speed cycle, which is identical with the same part of the base cycle, shall then be added, so that the time of the last sample is (1022 + nadd,medium). In a next step, the first part of the high speed phase of the interim capped speed cycle up to the last sample in the high speed phase where v = vcap shall be added. The time of this sample in the interim capped speed is referred to as thigh, so that the time of this sample in the final capped speed cycle is (thigh + nadd,medium). Then, nadd,high samples with vi = vcap shall be added, so that the time of the last sample becomes (thigh + nadd,medium + nadd,high). The remaining part of the high speed phase of the interim capped speed cycle, which is identical with the same part of the base cycle, shall then be added, so that the time of the last sample is (1477 + nadd,medium + nadd,high). In a next step, the first part of the extra high speed phase of the interim capped speed cycle up to the last sample in the extra high speed phase where v = vcap shall be added. The time of this sample in the interim capped speed is referred to as texhigh, so that the time of this sample in the final capped speed cycle is (texhigh + nadd,medium + nadd,high). Then nadd,exhigh samples with vi = vcap shall be added, so that the time of the last sample is (texhigh + nadd,medium + nadd,high + nadd,exhigh). The remaining part of the extra high speed phase of the interim capped speed cycle, which is identical with the same part of the base cycle, shall then be added, so that the time of the last sample is (1800 + nadd,medium + nadd,high+ nadd,exhigh). The length of the final capped speed cycle is equivalent to the length of the base cycle except for differences caused by the rounding process for nadd,medium, nadd,high and nadd,exhigh. ## 9.2.3.2.2 vmax, medium ≤ vcap < vmax, high The first part of the final capped speed cycle consists of the vehicle speed trace of the interim capped speed cycle up to the last sample in the high speed phase where v = vcap. The time of this sample is referred to as thigh. Then, nadd,high samples with vi = vcap shall be added, so that the time of the last sample is (thigh + nadd,high). The remaining part of the high speed phase of the interim capped speed cycle, which is identical with the same part of the base cycle, shall then be added, so that the time of the last sample is (1477 + nadd,high). In a next step, the first part of the extra high speed phase of the interim capped speed cycle up to the last sample in the extra high speed phase where v = vcap shall be added. The time of this sample in the interim capped speed is referred to as texhigh, so that the time of this sample in the final capped speed cycle is (texhigh + nadd,high). Then nadd,exhigh samples with vi = vcap shall be added, so that the time of the last sample is (texhigh + nadd,high + nadd,exhigh). The remaining part of the extra high speed phase of the interim capped speed cycle, which is identical with the same part of the base cycle, shall then be added, so that the time of the last sample is (1800 + nadd,high+ nadd,exhigh). The length of the final capped speed cycle is equivalent to the length of the base cycle except for differences caused by the rounding process for nadd,high and nadd,exhigh. ## 9.2.3.2.3 vmax, high ≤ vcap < vmax, exhigh The first part of the final capped speed cycle consists of the vehicle speed trace of the interim capped speed cycle up to the last sample in the extra high speed phase where v = vcap. The time of this sample is referred to as texhigh. Then, nadd,exhigh samples with vi = vcap shall be added, so that the time of the last sample is (texhigh + nadd,exhigh). The remaining part of the extra high speed phase of the interim capped speed cycle, which is identical with the same part of the base cycle, shall then be added, so that the time of the last sample is (1800 + nadd,exhigh). The length of the final capped speed cycle is equivalent to the length of the base cycle except for differences caused by the rounding process for nadd,exhigh. ### Division 10: Allocation of cycles to vehicles ## 10.1 A vehicle of a certain class shall be tested on the cycle of the same class, i.e. Class 1 vehicles on the Class 1 cycle, Class 2 vehicles on the Class 2 cycle, Class 3a vehicles on the Class 3a cycle, and Class 3b vehicles on the Class 3b cycle. However, at the request of the manufacturer and with approval of the approval authority, a vehicle may be tested on a numerically higher cycle class, e.g. a Class 2 vehicle may be tested on a Class 3 cycle. In this case the differences between Classes 3a and 3b shall be respected and the cycle may be downscaled in accordance with paragraphs 8. to 8.4. ### Division: Gear selection and shift point determination for vehicles equipped with manual transmissions ### Division 1: General approach ## 1.1 The shifting procedures described in this Sub-Annex shall apply to vehicles equipped with manual shift transmissions. ## 1.2 The prescribed gears and shifting points are based on the balance between the power required to overcome driving resistance and acceleration, and the power provided by the engine in all possible gears at a specific cycle phase. ## 1.3 The calculation to determine the gears to use shall be based on engine speeds and full load power curves versus engine speed. ## 1.4 For vehicles equipped with a dual-range transmission (low and high), only the range designed for normal on-road operation shall be considered for gear use determination. ## 1.5 The prescriptions for the clutch operation shall not be applied if the clutch is operated automatically without the need of an engagement or disengagement of the driver. ## 1.6 This Sub-Annex shall not apply to vehicles tested in accordance with Sub-Annex 8. ## 2 Required data and precalculations The following data are required and calculations shall be performed in order to determine the gears to be used when driving the cycle on a chassis dynamometer: (a)Prated, the maximum rated engine power as declared by the manufacturer, kW; (b)nrated, the rated engine speed declared by the manufacturer as the engine speed at which the engine develops its maximum power, min– 1; (c)nidle, idling speed, min–1. nidle shall be measured over a period of at least 1 minute at a sampling rate of at least 1 Hz with the engine running in warm condition, the gear lever placed in neutral, and the clutch engaged. The conditions for temperature, peripheral and auxiliary devices, etc. shall be the same as described in Sub-Annex 6 for the Type 1 test. The value to be used in this Sub-Annex shall be the arithmetic average over the measuring period, rounded or truncated to the nearest 10 min–1; (d)ng, the number of forward gears. The forward gears in the transmission range designed for normal on-road operation shall be numbered in descending order of the ratio between engine speed in min– 1 and vehicle speed in km/h. Gear 1 is the gear with the highest ratio, gear ng is the gear with the lowest ratio. ng determines the number of forward gears; (e)(n/v)i, the ratio obtained by dividing the engine speed n by the vehicle speed v for each gear i, for i to ngmax, min– 1/(km/h). (n/v)i shall be calculated using the equations in paragraph 8. of Sub-Annex 7; (f)f0, f1, f2, road load coefficients selected for testing, N, N/(km/h), and N/(km/h)2 respectively; (g)nmax nmax1 = n95_high, the maximum engine speed where 95 per cent of rated power is reached, min– 1; If n95_high cannot be determined because the engine speed is limited to a lower value nlim for all gears and the corresponding full load power is higher than 95 per cent of rated power, n95_high shall be set to nlim. nmax2 = (n/v)(ngmax) × vmax,cycle nmax3 = (n/v)(ngmax) × vmax,vehicle where: ngvmaxis defined in paragraph 2.(i); vmax,cycleis the maximum speed of the vehicle speed trace in accordance with Sub-Annex 1, km/h; vmax,vehicleis the maximum speed of the vehicle in accordance with paragraph 2.(i), km/h; (n/v)(ngvmax)is the ratio obtained by dividing engine speed n by the vehicle speed v for the gear ngvmax, min– 1/(km/h); nmaxis the maximum of nmax1, nmax2 and nmax3, min–1. (h)Pwot(n), the full load power curve over the engine speed range The power curve shall consist of a sufficient number of data sets (n, Pwot) so that the calculation of interim points between consecutive data sets can be performed by linear interpolation. Deviation of the linear interpolation from the full load power curve in accordance with Annex XX shall not exceed 2 per cent. The first data set shall be at nmin_drive_set (see point (k)(3)) or lower. The last data set shall be at nmax or higher engine speed. Data sets need not be spaced equally but all data sets shall be reported. The data sets and the values Prated and nrated shall be taken from the power curve as declared by the manufacturer. The full load power at engine speeds not covered by Annex XX shall be determined in accordance with the method described in Annex XX; (i)Determination of ngvmax and vmax ngvmax, the gear in which the maximum vehicle speed is reached and shall be determined as follows: If vmax(ng) ≥ vmax(ng – 1) and vmax(ng – 1) ≥ vmax(ng – 2), then: ngvmax = ng and vmax = vmax(ng). If vmax(ng) < vmax(ng – 1) and vmax(ng – 1) ≥ vmax(ng – 2), then: ngvmax = ng – 1 and vmax = vmax(ng – 1), otherwise, ngvmax = ng -2 and vmax = vmax(ng – 2) where: vmax(ng)is the vehicle speed at which the required road load power equals the available power Pwot in gear ng (see Figure A2/1a). vmax(ng – 1)is the vehicle speed at which the required road load power equals the available power Pwot in the next lower gear (gear ng – 1). See Figure A2/1b. vmax(ng – 2)is the vehicle speed at which the required road load power equals the available power Pwot in the gear ng – 2. Vehicle speed values rounded to one place of decimal shall be used for the determination of vmax and ngvmax. The required road load power, kW, shall be calculated using the following equation: Prequired=f0×v+f1×v2+f2×v33600 where: vis the vehicle speed specified above, km/h. The available power at vehicle speed vmax in gear ng, gear ng – 1 or gear ng – 2 may be determined from the full load power curve, Pwot(n), by using the following equations: nng = (n/v)ng × vmax(ng); nng – 1 = (n/v)ng – 1 × vmax(ng – 1); nng – 2 = (n/v)ng – 2 × vmax(ng – 2), and by reducing the power values of the full load power curve by 10 per cent. The method described above shall be extended to even lower gears, i.e. ng – 3, ng – 4, etc. if necessary. If, for the purpose of limiting maximum vehicle speed, the maximum engine speed is limited to nlim which is lower than the engine speed corresponding to the intersection of the road load power curve and the available power curve, then: ngvmax = ngmax and vmax = nlim / (n/v)(ngmax). Figure A2/1a An example where ngmax is the highest gear Figure A2/1b An example where ngmax is the 2nd highest gear (j)Exclusion of a crawler gear Gear 1 may be excluded at the request of the manufacturer if all of the following conditions are fulfilled: (1)The vehicle family is homologated to tow a trailer; (2)(n/v)1 × (vmax / n95_high) > 6,74; (3)(n/v)2 × (vmax / n95_high) > 3,85; (4)The vehicle, having a mass mt as defined in the equation below, is able to pull away from standstill within 4 seconds, on an uphill gradient of at least 12 per cent, on five separate occasions within a period of 5 minutes. mt = mr0 + 25 kg + (MC – mr0 – 25 kg) × 0,28 (factor 0,28 in the above equation shall be used for category N vehicles with a gross vehicle mass up to 3,5 tonnes and shall be replaced by factor 0,15 in the case of category M vehicles), where: vmaxis the maximum vehicle speed as specified in paragraph 2. (i). Only the vmax value resulting from the intersection of the required road load power curve and the available power curve of the relevant gear shall be used for the conditions in (3) and (4) above. A vmax value resulting from a limitation of the engine speed which prevents this intersection of curves shall not be used; (n/v)(ngvmax)is the ratio obtained by dividing the engine speed n by the vehicle speed v for gear ngvmax, min– 1/(km/h); mr0is the mass in running order, kg; MCis the gross train mass (gross vehicle mass + max. trailer mass), kg. In this case, gear 1 shall not be used when driving the cycle on a chassis dynamometer and the gears shall be renumbered starting with the second gear as gear 1. (k)Definition of nmin_drive nmin_drive is the minimum engine speed when the vehicle is in motion, min–1; (1)For ngear = 1, nmin_drive = nidle, (2)For ngear = 2, (i)for transitions from first to second gear: nmin_drive = 1,15 × nidle, (ii)for decelerations to standstill: nmin_drive = nidle. (iii)for all other driving conditions: nmin_drive = 0,9 × nidle. (3)For ngear > 2, nmin_drive shall be determined by: nmin_drive = nidle + 0,125 ×( nrated – nidle ). This value shall be referred to as nmin_drive_set. The final results for nmin_drive shall be rounded to the nearest integer. Example:1 199,5 becomes 1 200, 1 199,4 becomes 1 199. Values higher than nmin_drive_set may be used for ngear > 2 if requested by the manufacturer. In this case, the manufacturer may specify one value for acceleration/constant speed phases (nmin_drive_up) and a different value for deceleration phases (nmin_drive_down). Samples which have acceleration values ≥ – 0,1389 m/s2 shall belong to the acceleration/constant speed phases. In addition, for an initial period of time (tstart_phase), the manufacturer may specify higher values (nmin_drive_start and/or nmin_drive_up_start) for the values nmin_drive and/or nmin_drive_up for ngear > 2 than specified above. The initial time period shall be specified by the manufacturer but shall not exceed the low speed phase of the cycle and shall end in a stop phase so that there is no change of nmin_drive within a short trip. All individually chosen nmin_drive values shall be equal to or higher than nmin_drive_set but shall not exceed (2 × nmin_drive_set). All individually chosen nmin_drive values and tstart_phase shall be included in all relevant test reports. Only nmin_drive_set shall be used as the lower limit for the full load power curve in accordance with paragraph 2(h). (l)TM, test mass of the vehicle, kg. ### Division 3: Calculations of required power, engine speeds, available power, and possible gear to be used ## 3.1 Calculation of required power For each second j of the cycle trace, the power required to overcome driving resistance and to accelerate shall be calculated using the following equation: Prequired,j=f0×vj+f1×v2j+f2×v3j3600+kr×aj×vj×TM3600 where: Prequired,jis the required power at second j, kW; ajis the vehicle acceleration at second j, m/s2, and is calculated as follows: aj=vj+1−vj3,6×tj+1−tj; kris a factor taking the inertial resistances of the drivetrain during acceleration into account and is set to 1,03. ## 3.2 Determination of engine speeds For any vj < 1 km/h, it shall be assumed that the vehicle is standing still and the engine speed shall be set to nidle. The gear lever shall be placed in neutral with the clutch engaged except 1 second before beginning an acceleration from standstill where first gear shall be selected with the clutch disengaged. For each vj ≥ 1 km/h of the cycle trace and each gear i, i = 1 to ngmax, the engine speed, ni,j, shall be calculated using the following equation: ni,j = (n/v)i × vj The calculation shall be performed with floating point numbers, the results shall not be rounded. ## 3.3 Selection of possible gears with respect to engine speed The following gears may be selected for driving the speed trace at vj: (a)All gears i < ngvmax where nmin_drive ≤ ni,j ≤ nmax1; (b)All gears i ≥ ngvmax where nmin_drive ≤ ni,j ≤ nmax2; (c)Gear 1, if n1,j < nmin_drive. If aj < 0 and ni,j ≤ nidle, ni,j shall be set to nidle and the clutch shall be disengaged. If aj ≥ 0 and ni,j < max(1,15 × nidle; min. engine speed of the Pwot(n) curve), ni,j shall be set to the maximum of 1,15 × nidle or (n/v)i × vj and the clutch shall be set to ‘undefined’. ‘undefined’ covers any status of the clutch between disengaged and engaged, depending on the individual engine and transmission design. In this case the real engine speed may deviate from the calculated engine speed. ## 3.4 Calculation of available power The available power for each possible gear i and each vehicle speed value of the cycle trace vi shall be calculated using the following equation: Pavailable_i,j = Pwot (ni,j) × (1 – (SM + ASM)) where: Pratedis the rated power, kW; Pwotis the power available at ni,j at full load condition from the full load power curve; SMis a safety margin accounting for the difference between the stationary full load condition power curve and the power available during transition conditions. SM is set to 10 per cent; ASMis an additional power safety margin which may be applied at the request of the manufacturer. When requested, the manufacturer shall provide the ASM values (in per cent reduction of the wot power) together with data sets for Pwot(n) as shown by the example in Table A2/1. Linear interpolation shall be used between consecutive data points. ASM is limited to 50 per cent. The application of an ASM requires the approval of the approval authority. Table A2/1 n Pwot SM per cent ASM per cent Pavailable min–1 kW kW 700 6,3 10,0 20,0 4,4 1 000 15,7 10,0 20,0 11,0 1 500 32,3 10,0 15,0 24,2 1 800 56,6 10,0 10,0 45,3 1 900 59,7 10,0 5,0 50,8 2 000 62,9 10,0 0,0 56,6 3 000 94,3 10,0 0,0 84,9 4 000 125,7 10,0 0,0 113,2 5 000 157,2 10,0 0,0 141,5 5 700 179,2 10,0 0,0 161,3 5 800 180,1 10,0 0,0 162,1 6 000 174,7 10,0 0,0 157,3 6 200 169,0 10,0 0,0 152,1 6 400 164,3 10,0 0,0 147,8 6 600 156,4 10,0 0,0 140,8 ## 3.5 Determination of possible gears to be used The possible gears to be used shall be determined by the following conditions: (a)The conditions of paragraph 3.3. are fulfilled, and (b)For ngear > 2, if Pavailable_i,j ≥ Prequired,j. The initial gear to be used for each second j of the cycle trace is the highest final possible gear, imax. When starting from standstill, only the first gear shall be used. The lowest final possible gear is imin. ## 4 Additional requirements for corrections and/or modifications of gear use The initial gear selection shall be checked and modified in order to avoid too frequent gearshifts and to ensure driveability and practicality. An acceleration phase is a time period of more than 2 seconds with a vehicle speed ≥ 1 km/h and with monotonic increase of vehicle speed. A deceleration phase is a time period of more than 2 seconds with a vehicle speed ≥ 1 km/h and with monotonic decrease of vehicle speed. Corrections and/or modifications shall be made in accordance with the following requirements: (a)If a one step higher gear (n + 1) is required for only 1 second and the gears before and after are the same (n) or one of them is one step lower (n – 1), gear (n + 1) shall be corrected to gear n. Examples: Gear sequence i – 1, i, i – 1 shall be replaced by: i – 1, i – 1, i – 1; Gear sequence i – 1, i, i – 2 shall be replaced by: i – 1, i – 1, i – 2; Gear sequence i – 2, i, i – 1 shall be replaced by: i – 2, i – 1, i – 1. Gears used during accelerations at vehicle speeds ≥ 1 km/h shall be used for a period of at least 2 seconds (e.g. a gear sequence 1, 2, 3, 3, 3, 3, 3 shall be replaced by 1, 1, 2, 2, 3, 3, 3). This requirement shall not be applied on downshifts during an acceleration phase. Such downshifts shall be corrected in accordance with paragraph 4(b). Gears shall not be skipped during acceleration phases. However an upshift by two gears is permitted at the transition from an acceleration phase to a constant speed phase if the duration of the constant speed phase exceeds 5 seconds. (b)If a downshift is required during an acceleration phase the gear which is required during this downshift is noted (iDS). The start point of a correction procedure is defined by either the last previous second when iDS was identified, or the start point of the acceleration phase if all time samples before have gears > iDS. The following check shall then be applied. Working backwards from the end of the acceleration phase, the latest occurrence of a 10 second window containing iDS for either 2 or more consecutive seconds, or 2 or more individual seconds shall be identified. The last usage of iDS in this window defines the end point of the correction procedure. Between the start and end of the correction period, all requirements for gears greater than iDS shall be corrected to a requirement of iDS. From the end of the correction period to the end of the acceleration phase, all downshifts with a duration of only one second shall be removed, if the downshift was a one step downshift. If the downshift was a two step downshift, all requirements for gears greater than or equal to iDS up to the latest occurrence of iDS shall be corrected to (iDS + 1). This final correction shall also be applied from the start point to the end of the acceleration phase, if no 10 second window containing iDS for either 2 or more consecutive seconds or 2 or more individual seconds was identified. Examples: (i)If the initially calculated gear use is: 2, 2, 3, [3, 4, 4, 4, 4, 3, 4, 4, 4, 4], 4, 4, 3, 4, 4, 4, the gear use shall be corrected to: 2, 2, 3, 3, 3, 3, 3, 3, 3, 3, 3, 3, 3, 3, 3, 3, 4, 4, 4. (ii)If the initially calculated gear use is: 2, 2, 3, [3, 4, 4, 3, 4, 4, 4, 4, 4, 4], 4, 4, 4, 4, 3, 4, the gear use shall be corrected to: 2, 2, 3, 3, 3, 3, 3, 4, 4, 4, 4, 4, 4, 4, 4, 4, 4, 4, 4. (iii)If the initially calculated gear use is: 2, 2, 3, [3, 4, 4, 4, 4, 4, 4, 4, 4, 4], 4, 4, 4, 3, 3, 4, the gear use shall be corrected to: 2, 2, 3, 3, 3, 3, 3, 3, 3, 3, 3, 3, 3, 3, 3, 3, 3, 3, 4. The first 10 second windows are indicated by square brackets in the examples above. The underlined gears (e.g. 3) indicate those cases which could lead to a correction of the gear before it. This correction shall not be performed for gear 1. (c)If gear i is used for a time sequence of 1 to 5 seconds and the gear prior to this sequence is one step lower and the gear after this sequence is one or two steps lower than within this sequence or the gear prior to this sequence is two steps lower and the gear after this sequence is one step lower than within the sequence, the gear for the sequence shall be corrected to the maximum of the gears before and after the sequence. Examples: (i)Gear sequence i – 1, i, i – 1 shall be replaced by: i – 1, i – 1, i – 1; Gear sequence i – 1, i, i – 2 shall be replaced by: i – 1, i – 1, i – 2; Gear sequence i – 2, i, i – 1 shall be replaced by: i – 2, i – 1, i – 1. (ii)Gear sequence i – 1, i, i, i – 1 shall be replaced by: i – 1, i – 1, i – 1, i – 1; Gear sequence i – 1, i, i, i – 2 shall be replaced by: i – 1, i – 1, i – 1, i – 2; Gear sequence i – 2, i, i, i – 1 shall be replaced by: i – 2, i – 1, i – 1, i – 1. (iii)Gear sequence i – 1, i, i, i, i – 1 shall be replaced by: i – 1, i – 1, i – 1, i – 1, i – 1; Gear sequence i – 1, i, i, i, i – 2 shall be replaced by: i – 1, i – 1, i – 1, i – 1, i – 2; Gear sequence i – 2, i, i, i, i – 1 shall be replaced by: i – 2, i – 1, i – 1, i – 1, i – 1. (iv)Gear sequence i – 1, i, i, i, i, i – 1 shall be replaced by: i – 1, i – 1, i – 1, i – 1, i – 1, i – 1; Gear sequence i – 1, i, i, i, i, i – 2 shall be replaced by: i – 1, i – 1, i – 1, i – 1, i – 1, i – 2; Gear sequence i – 2, i, i, i, i, i – 1 shall be replaced by: i – 2, i – 1, i – 1, i – 1, i – 1, i – 1. (v)Gear sequence i – 1, i, i, i, i, i, i – 1 shall be replaced by: i – 1, i – 1, i – 1, i – 1, i – 1, i – 1, i – 1. Gear sequence i – 1, i, i, i, i, i, i – 2 shall be replaced by: i – 1, i – 1, i – 1, i – 1, i – 1, i – 1, i – 2; Gear sequence i – 2, i, i, i, i, i, i – 1 shall be replaced by: i – 2, i – 1, i – 1, i – 1, i – 1, i – 1, i – 1. In all cases (i) to (v), i – 1 ≥ imin shall be fulfilled. (d)No upshift to a higher gear at the transition from an acceleration or constant speed phase to a deceleration phase shall be performed if the gear in the phase following the deceleration phase is lower than the upshifted gear. Example: If vi ≤ vi + 1 and vi + 2 < vi + 1 and gear i = 4 and gear (i + 1 = 5) and gear (i + 2 = 5), then gear (i + 1) and gear (i + 2) shall be set to 4 if the gear for the phase following the deceleration phase is gear 4 or lower. For all following cycle trace points with gear 5 within the deceleration phase, the gear shall also be set to 4. If the gear following the deceleration phase is gear 5, an upshift shall be performed. If there is an upshift during the transition and the initial deceleration phase by 2 gears, an upshift by 1 gear shall be performed. No upshift to a higher gear shall be performed within a deceleration phase. (e)During a deceleration phase, gears with ngear > 2 shall be used as long as the engine speed does not drop below nmin_drive. Gear 2 shall be used during a deceleration phase within a short trip of the cycle (not at the end of a short trip) as long as the engine speed does not drop below (0,9 × nidle). If the engine speed drops below nidle, the clutch shall be disengaged. If the deceleration phase is the last part of a short trip shortly before a stop phase, the second gear shall be used as long as the engine speed does not drop below nidle. (f)If during a deceleration phase the duration of a gear sequence between two gear sequences of 3 seconds or more is only 1 second, it shall be replaced by gear 0 and the clutch shall be disengaged. If during a deceleration phase the duration of a gear sequence between two gear sequences of 3 seconds or more is 2 seconds, it shall be replaced by gear 0 for the 1st second and for the 2nd second with the gear that follows after the 2 second period. The clutch shall be disengaged for the 1st second. Example: A gear sequence 5, 4, 4, 2 shall be replaced by 5, 0, 2, 2. This requirement shall only be applied if the gear that follows after the 2 second period is > 0. If several gear sequences with durations of 1 or 2 seconds follow one another, corrections shall be performed as follows: A gear sequence i, i, i, i – 1, i – 1, i – 2 or i, i, i, i – 1, i – 2, i – 2 shall be changed to i, i, i, 0, i – 2, i – 2. A gear sequence such as i, i, i, i – 1, i – 2, i – 3 or i, i, i, i – 2, i – 2, i – 3 or other possible combinations shall be changed to i, i, i, 0, i – 3, i – 3. This change shall also be applied to gear sequences where the acceleration is ≥ 0 for the first 2 seconds and < 0 for the 3rd second or where the acceleration is ≥ 0 for the last 2 seconds. For extreme transmission designs, it is possible that gear sequences with durations of 1 or 2 seconds following one another may last up to 7 seconds. In such cases, the correction above shall be complemented by the following correction requirements in a second step: A gear sequence j, 0, i, i, i – 1, k with j > (i + 1) and k ≤ (i – 1) shall be changed to j, 0, i – 1, i – 1, i – 1, k, if gear (i – 1) is one or two steps below imax for second 3 of this sequence (one after gear 0). If gear (i – 1) is more than two steps below imax for second 3 of this sequence, a gear sequence j, 0, i, i, i – 1, k with j > (i + 1) and k ≤ (i – 1) shall be changed to j, 0, 0, k, k, k. A gear sequence j, 0, i, i, i-2, k with j > (i + 1) and k ≤ (i – 2) shall be changed to j, 0, i – 2, i – 2, i – 2, k, if gear (i – 2) is one or two steps below imax for second 3 of this sequence (one after gear 0). If gear (i – 2) is more than two steps below imax for second 3 of this sequence, a gear sequence j, 0, i, i, i – 2, k with j > (i + 1) and k ≤ (i – 2) shall be changed to j, 0, 0, k, k, k. In all cases specified above in this sub-paragraph, the clutch disengagement (gear 0) for 1 second is used in order to avoid too high engine speeds for this second. If this is not an issue and, if requested by the manufacturer, it is allowed to use the lower gear of the following second directly instead of gear 0 for downshifts of up to 3 steps. The use of this option shall be recorded. If the deceleration phase is the last part of a short trip shortly before a stop phase and the last gear > 0 before the stop phase is used only for a period of up to 2 seconds, gear 0 shall be used instead and the gear lever shall be placed in neutral and the clutch shall be engaged. Examples: A gear sequence of 4, 0, 2, 2, 0 for the last 5 seconds before a stop phase shall be replaced by 4, 0, 0, 0, 0. A gear sequence of 4, 3, 3, 0 for the last 4 seconds before a stop phase shall be replaced by 4, 0, 0, 0. A downshift to first gear is not permitted during those deceleration phases. ## 5 Paragraphs 4.(a) to 4.(f) shall be applied sequentially, scanning the complete cycle trace in each case. Since modifications to paragraphs 4.(a) to 4.(f) may create new gear use sequences, these new gear sequences shall be checked three times and modified if necessary. In order to enable the assessment of the correctness of the calculation, the average gear for v ≥ 1 km/h, rounded to four places of decimal, shall be calculated and included in all relevant test reports. ### Division: Reserved ### Division: Road load and dynamometer setting ## 1 Scope This Sub-Annex describes the determination of the road load of a test vehicle and the transfer of that road load to a chassis dynamometer. ### Division 2: Terms and definitions ### Division 2.1: Reserved ## 2.2 Reference speed points shall start at 20 km/h in incremental steps of 10 km/h and with the highest reference speed according to the following provisions: (a)The highest reference speed point shall be 130 km/h or the reference speed point immediately above the maximum speed of the applicable test cycle if this value is less than 130 km/h. In the case that the applicable test cycle contains less than the 4 cycle phases (Low, Medium, High and Extra High) and at the request of the manufacturer and with approval of the approval authority, the highest reference speed may be increased to the reference speed point immediately above the maximum speed of the next higher phase, but no higher than 130 km/h; in this case road load determination and chassis dynamometer setting shall be done with the same reference speed points; (b)If a reference speed point applicable for the cycle plus 14 km/h is more than or equal to the maximum vehicle speed vmax, this reference speed point shall be excluded from the coastdown test and from chassis dynamometer setting. The next lower reference speed point shall become the highest reference speed point for the vehicle. ## 2.3 Unless otherwise specified, a cycle energy demand shall be calculated according to paragraph 5. of Sub-Annex 7 over the target speed trace of the applicable drive cycle. ## 2.4 f0, f1, f2 are the road load coefficients of the road load equation F = f0 + f1 × v + f2 × v2 determined in accordance with this Sub-Annex. f0is the constant road load coefficient and shall be rounded to one place of decimal, N; f1is the first order road load coefficient and shall be rounded to three places of decimal, N/(km/h); f2is the second order road load coefficient and shall be rounded to five places of decimal, N/(km/h)2. Unless otherwise stated, the road load coefficients shall be calculated with a least square regression analysis over the range of the reference speed points. ### Division 2.5: Rotational mass ## 2.5.1 Determination of mr mr is the equivalent effective mass of all the wheels and vehicle components rotating with the wheels on the road while the gearbox is placed in neutral, in kilograms (kg). mr shall be measured or calculated using an appropriate technique agreed upon by the approval authority. Alternatively, mr may be estimated to be 3 per cent of the sum of the mass in running order and 25 kg. ## 2.5.2 Application of rotational mass to the road load Coastdown times shall be transferred to forces and vice versa by taking into account the applicable test mass plus mr. This shall apply to measurements on the road as well as on a chassis dynamometer. ## 2.5.3 Application of rotational mass for the inertia setting If the vehicle is tested on a dynamometer in 4WD operation, the equivalent inertia mass of the chassis dynamometer shall be set to the applicable test mass. Otherwise, the equivalent inertia mass of the chassis dynamometer shall be set to the test mass plus either the equivalent effective mass of the wheels not influencing the measurement results or 50 per cent of mr. ## 2.6 Additional masses for setting the test mass shall be applied such that the weight distribution of that vehicle is approximately the same as that of the vehicle with its mass in running order. In the case of category N vehicles or passenger vehicles derived from category N vehicles, the additional masses shall be located in a representative manner and shall be justified to the approval authority upon their request. The weight distribution of the vehicle shall be included in all relevant test reports and shall be used for any subsequent road load determination testing. ## 3 General requirements The manufacturer shall be responsible for the accuracy of the road load coefficients and shall ensure this for each production vehicle within the road load family. Tolerances within the road load determination, simulation and calculation methods shall not be used to underestimate the road load of production vehicles. At the request of the approval authority, the accuracy of the road load coefficients of an individual vehicle shall be demonstrated. ## 3.1 Overall measurement accuracy, precision, resolution and frequency The required overall measurement accuracy shall be as follows: (a)Vehicle speed accuracy: ± 0,2 km/h with a measurement frequency of at least 10 Hz; (b)Time: min. accuracy: ± 10 ms; min. precision and resolution:10 ms; (c)Wheel torque accuracy: ± 6 Nm or ± 0,5 per cent of the maximum measured total torque, whichever is greater, for the whole vehicle, with a measurement frequency of at least 10 Hz; (d)Wind speed accuracy: ± 0,3 m/s, with a measurement frequency of at least 1 Hz; (e)Wind direction accuracy: ± 3°, with a measurement frequency of at least 1 Hz; (f)Atmospheric temperature accuracy: ± 1 °C, with a measurement frequency of at least 0,1 Hz; (g)Atmospheric pressure accuracy: ± 0,3 kPa, with a measurement frequency of at least 0,1 Hz; (h)Vehicle mass measured on the same weighing scale before and after the test: ± 10 kg (± 20 kg for vehicles > 4 000 kg); (i)Tyre pressure accuracy: ± 5 kPa; (j)Wheel rotational speed accuracy: ± 0,05 s– 1 or 1 per cent, whichever is greater. ### Division 3.2: Wind tunnel criteria ## 3.2.1 Wind velocity The wind velocity during a measurement shall remain within ± 2 km/h at the centre of the test section. The possible wind velocity shall be at least 140 km/h. ## 3.2.2 Air temperature The air temperature during a measurement shall remain within ± 3 °C at the centre of the test section. The air temperature distribution at the nozzle outlet shall remain within ± 3 °C. ## 3.2.3 Turbulence For an equally-spaced 3 by 3 grid over the entire nozzle outlet, the turbulence intensity, Tu, shall not exceed 1 per cent. See Figure A4/1. Figure A4/1 Turbulence intensity Tu=u′U∞where: Tuis the turbulence intensity; u′is the turbulent velocity fluctuation, m/s; U∞is the free flow velocity, m/s. ## 3.2.4 Solid blockage ratio The vehicle blockage ratio εsb expressed as the quotient of the vehicle frontal area and the area of the nozzle outlet as calculated using the following equation, shall not exceed 0,35. εsb=AfAnozzlewhere: εsbis the vehicle blockage ratio; Afis the frontal area of the vehicle, m2; Anozzleis the nozzle outlet area, m2. ## 3.2.5 Rotating wheels To properly determine the aerodynamic influence of the wheels, the wheels of the test vehicle shall rotate at such a speed that the resulting vehicle velocity is within ± 3 km/h of the wind velocity. ## 3.2.6 Moving belt To simulate the fluid flow at the underbody of the test vehicle, the wind tunnel shall have a moving belt extending from the front to the rear of the vehicle. The speed of the moving belt shall be within ± 3 km/h of the wind velocity. ## 3.2.7 Fluid flow angle At nine equally distributed points over the nozzle area, the root mean square deviation of both the pitch angle α and the yaw angle β (Y-, Z-plane) at the nozzle outlet shall not exceed 1°. ## 3.2.8 Air pressure At nine equally distributed points over the nozzle outlet area, the standard deviation of the total pressure at the nozzle outlet shall be equal to or less than 0.02. σ ΔPtq≤0,02where: σis the standard deviation of the pressure ratio ΔPtq; ΔPtis the variation of total pressure between the measurement points, N/m2; qis the dynamic pressure, N/ m2. The absolute difference of the pressure coefficient cp over a distance 3 metres ahead and 3 metres behind the centre of the balance in the empty test section and at a height of the centre of the nozzle outlet shall not deviate more than ± 0,02. cpx=+ 3m− cpx=− 3m≤0,02where: cpis the pressure coefficient. ## 3.2.9 Boundary layer thickness At x = 0 (balance center point), the wind velocity shall have at least 99 per cent of the inflow velocity 30 mm above the wind tunnel floor. δ99x= 0m≤30mmwhere: δ99is the distance perpendicular to the road, where 99 per cent of free stream velocity is reached (boundary layer thickness). ## 3.2.10 Restraint blockage ratio The restraint system mounting shall not be in front of the vehicle. The relative blockage ratio of the vehicle frontal area due to the restraint system, εrestr, shall not exceed 0,10. εrestr=ArestrAfwhere: εrestris the relative blockage ratio of the restraint system; Arestris the frontal area of the restraint system projected on the nozzle face, m2; Afis the frontal area of the vehicle, m2. ## 3.2.11 Measurement accuracy of the balance in the x-direction The inaccuracy of the resulting force in the x-direction shall not exceed ± 5 N. The resolution of the measured force shall be within ± 3 N. ## 3.2.12 Measurement precision The precision of the measured force shall be within ± 3 N. ### Division 4: Road load measurement on road ### Division 4.1: Requirements for road test ### Division 4.1.1: Atmospheric conditions for road test ## 4.1.1.1 Permissible wind conditions The maximum permissible wind conditions for road load determination are described in paragraphs 4.1.1.1.1. and 4.1.1.1.2. In order to determine the applicability of the type of anemometry to be used, the arithmetic average of the wind speed shall be determined by continuous wind speed measurement, using a recognized meteorological instrument, at a location and height above the road level alongside the test road where the most representative wind conditions will be experienced. If tests in opposite directions cannot be performed at the same part of the test track (e.g. on an oval test track with an obligatory driving direction), wind speed and direction at each part of the test track shall be measured. In this case the higher measured arithmetic average wind speed determines the type of anemometry to be used and the lower arithmetic average wind speed the criterion for the allowance of waiving of a wind correction. ## 4.1.1.1.1 Permissible wind conditions when using stationary anemometry Stationary anemometry shall be used only when wind speeds over a period of 5 seconds average less than 5 m/s and peak wind speeds are less than 8 m/s for less than 2 seconds. In addition, the average vector component of the wind speed across the test road shall be less than 2 m/s during each valid run pair. Run pairs that do not meet the above criteria shall be excluded from the analysis. Any wind correction shall be calculated as given in paragraph 4.5.3. Wind correction may be waived when the lowest arithmetic average wind speed is 2 m/s or less. ## 4.1.1.1.2 Permissible wind conditions when using on-board anemometry For testing with an on-board anemometer, a device as described in paragraph 4.3.2. shall be used. The arithmetic average of the wind speed during each valid run pair over the test road shall be less than 7 m/s with peak wind speeds of less than 10 m/s for more than 2 seconds. In addition, the average vector component of the wind speed across the road shall be less than 4 m/s during each valid run pair. Run pairs that do not meet the above criteria shall be excluded from the analysis. ## 4.1.1.2 Atmospheric temperature The atmospheric temperature should be within the range of 5 °C up to and including 35 °C. If the difference between the highest and the lowest measured temperature during the coastdown test is more than 5 °C, the temperature correction shall be applied separately for each run with the arithmetic average of the ambient temperature of that run. In that case the values of the road load coefficients f0, f1 and f2 shall be determined and corrected for each individual run. The final set of f0, f1 and f2 values shall be the arithmetic average of the individually corrected coefficients f0, f1 and f2 respectively. At its option, a manufacturer may choose to perform coastdowns between 1 °C and 5 °C. ## 4.1.2 Test road The road surface shall be flat, even, clean, dry and free of obstacles or wind barriers that might impede the measurement of the road load, and its texture and composition shall be representative of current urban and highway road surfaces. The longitudinal slope of the test road shall not exceed ± 1 per cent. The local slope between any points 3 metres apart shall not deviate more than ± 0,5 per cent from this longitudinal slope. If tests in opposite directions cannot be performed at the same part of the test track (e.g. on an oval test track with an obligatory driving direction), the sum of the longitudinal slopes of the parallel test track segments shall be between 0 and an upward slope of 0,1 per cent. The maximum camber of the test road shall be 1,5 per cent. ### Division 4.2: Preparation ## 4.2.1 Test vehicle Each test vehicle shall conform in all its components with the production series, or, if the vehicle is different from the production vehicle, a full description shall be included in all relevant test reports. ### Division 4.2.1.1: Requirements for test vehicle selection ## 4.2.1.1.1 Without using the interpolation method A test vehicle (vehicle H) with the combination of road load relevant characteristics (i.e. mass, aerodynamic drag and tyre rolling resistance) producing the highest cycle energy demand shall be selected from the family (see paragraphs 5.6. and 5.7. of this Annex). If the aerodynamic influence of the different wheels within one interpolation family is not known, the selection shall be based on the highest expected aerodynamic drag. As a guideline, the highest aerodynamic drag may be expected for wheels with (a) the largest width, (b) the largest diameter, and (c) the most open structure design (in that order of importance). The wheel selection shall be performed additional to the requirement of the highest cycle energy demand. ## 4.2.1.1.2 Using an interpolation method At the request of the manufacturer, an interpolation method may be applied. In this case, two test vehicles shall be selected from the family complying with the respective family requirement. Test vehicle H shall be the vehicle producing the higher, and preferably highest, cycle energy demand of that selection, test vehicle L the one producing the lower, and preferably lowest, cycle energy demand of that selection. All items of optional equipment and/or body shapes that are chosen not to be considered when applying the interpolation method shall be identical for both test vehicles H and L such that these items of optional equipment produce the highest combination of the cycle energy demand due to their road load relevant characteristics (i.e. mass, aerodynamic drag and tyre rolling resistance). In the case where individual vehicles may be supplied with a complete set of standard wheels and tyres and a complete set of snow tyres (marked with 3 Peaked Mountain and Snowflake – 3PMS) with or without wheels, the additional wheels/tyres shall not be considered as optional equipment. As a guidance, the following minimum deltas between vehicles H and L should be fulfilled for that road load relevant characteristic: (i)mass at least 30 kg; (ii)rolling resistance at least 1,0 kg/t; (iii)aerodynamic drag CD × A at least 0,05 m2. To achieve a sufficient delta between vehicle H and L on a particular road load relevant characteristic, the manufacturer may artificially worsen vehicle H, e.g. by applying a higher test mass. ### Division 4.2.1.2: Requirements for families ## 4.2.1.2.1 Requirements for applying the interpolation family without using the interpolation method For the criteria defining an interpolation family, see paragraph 5.6. of this Annex. ## 4.2.1.2.2 Requirements for applying the interpolation family using the interpolation method are: (a)Fulfilling the interpolation family criteria listed in paragraph 5.6. of this Annex; (b)Fulfilling the requirements in paragraphs 2.3.1. and 2.3.2. of Sub-Annex 6; (c)Performing the calculations in paragraph 3.2.3.2. of Sub-Annex 7. ### Division 4.2.1.2.3: Requirements for applying the road load family ## 4.2.1.2.3.1 At the request of the manufacturer and upon fulfilling the criteria of paragraph 5.7. of this Annex, the road load values for vehicles H and L of an interpolation family shall be calculated. ## 4.2.1.2.3.2 Test vehicles H and L as defined in paragraph 4.2.1.1.2. shall be referred to as HR and LR for the purpose of the road load family. ## 4.2.1.2.3.3 In addition to the requirements of an interpolation family in paragraphs 2.3.1. and 2.3.2. of Sub-Annex 6, the difference in cycle energy demand between HR and LR of the road load family shall be at least 4 per cent and shall not exceed 35 per cent based on HR over a complete WLTC Class 3 cycle. If more than one transmission is included in the road load family, a transmission with the highest power losses shall be used for road load determination. ## 4.2.1.2.3.4 If the road load delta of the vehicle option causing the friction difference is determined in accordance with paragraph 6.8., a new road load family shall be calculated which includes the road load delta in both vehicle L and vehicle H of that new road load family. f0,N = f0,R + f0,Delta f1,N = f1,R + f1,Delta f2,N = f2,R + f2,Delta where: Nrefers to the road load coefficients of the new road load family; Rrefers to the road load coefficients of the reference road load family; Deltarefers to the delta road load coefficients determined in paragraph 6.8.1. ## 4.2.1.3 Allowable combinations of test vehicle selection and family requirements Table A4/1 shows the permissible combinations of test vehicle selection and family requirements as described in paragraphs 4.2.1.1. and 4.2.1.2. Table A4/1 Permissible combinations of test vehicle selection and family requirements Requirements to be fulfilled: (1)w/o interpolation method (2)Interpolation method w/o road load family (3)Applying the road load family (4)Interpolation method using one or more road load families Road load test vehicle Paragraph 4.2.1.1.1. Paragraph 4.2.1.1.2. Paragraph 4.2.1.1.2. n.a. Family Paragraph 4.2.1.2.1. Paragraph 4.2.1.2.2. Paragraph 4.2.1.2.3. Paragraph 4.2.1.2.2. Additional none none none Application of column (3) ‘Applying the road load family’ and application of paragraph 4.2.1.3.1. ## 4.2.1.3.1 Deriving road loads of an interpolation family from a road load family Road loads HR and/or LR shall be determined in accordance with this Sub-Annex. The road load of vehicle H (and L) of an interpolation family within the road load family shall be calculated in accordance with paragraphs 3.2.3.2.2. to 3.2.3.2.2.4. of Sub-Annex 7 by: (a)Using HR and LR of the road load family instead of H and L as inputs for the equations; (b)Using the road load parameters (i.e. test mass, Δ(CD × Af) compared to vehicle LR, and tyre rolling resistance) of vehicle H (or L) of the interpolation family as inputs for the individual vehicle; (c)Repeating this calculation for each H and L vehicle of every interpolation family within the road load family. The road load interpolation shall only be applied on those road load-relevant characteristics that were identified to be different between test vehicle LR and HR. For other road load-relevant characteristic(s), the value of vehicle HR shall apply. H and L of the interpolation family may be derived from different road load families. If that difference between these road load families comes from applying the delta method, refer to paragraph 4.2.1.2.3.4. ## 4.2.1.3.2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ## 4.2.1.3.3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ## 4.2.1.3.4 Notwithstanding the requirements referring to the range of an interpolation family in paragraphs 1.2.3.1. and 1.2.3.2. of Sub-Annex 6, the difference in cycle energy demand between HR and LR of the road load family shall be at least 4 per cent and shall not exceed 35 per cent based on HR over a complete WLTC Class 3 cycle. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ## 4.2.1.3.5 Road loads HR and/or LR shall be determined according to this Sub-Annex. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ## 4.2.1.4 Application of the road load matrix family A vehicle that fulfils the criteria of paragraph 5.8. of this Annex that is: (a)representative of the intended series of complete vehicles to be covered by the road load matrix family in terms of estimated worst CD value and body shape, and (b)representative of the intended series of vehicles to be covered by the road load matrix family in terms of estimated average of the mass of optional equipment, shall be used to determine the road load. In the case that no representative body shape for a complete vehicle can be determined, the test vehicle shall be equipped with a square box with rounded corners with radii of maximum of 25 mm and a width equal to the maximum width of the vehicles covered by the road load matrix family, and a total height of the test vehicle of 3,0 m ± 0,1 m, including the box. The manufacturer and the approval authority shall agree which vehicle test model is representative. The vehicle parameters test mass, tyre rolling resistance and frontal area of both a vehicle HM and LM shall be determined in such a way that vehicle HM produces the highest cycle energy demand and vehicle LM the lowest cycle energy from the road load matrix family. The manufacturer and the approval authority shall agree on the vehicle parameters for vehicle HM and LM. The road load of all individual vehicles of the road load matrix family, including HM and LM, shall be calculated according to paragraph 5.1. of this Sub-Annex. ## 4.2.1.5 Movable aerodynamic body parts Movable aerodynamic body parts on the test vehicles shall operate during road load determination as intended under WLTP Type 1 test conditions (test temperature, vehicle speed and acceleration range, engine load, etc.). Every vehicle system that dynamically modifies the vehicle’s aerodynamic drag (e.g. vehicle height control) shall be considered to be a movable aerodynamic body part. Appropriate requirements shall be added if future vehicles are equipped with movable aerodynamic items of optional equipment whose influence on aerodynamic drag justifies the need for further requirements. ## 4.2.1.6 Weighing Before and after the road load determination procedure, the selected vehicle shall be weighed, including the test driver and equipment, to determine the arithmetic average mass, mav. The mass of the vehicle shall be greater than or equal to the test mass of vehicle H or of vehicle L at the start of the road load determination procedure. ## 4.2.1.7 Test vehicle configuration The test vehicle configuration shall be included in all relevant test reports and shall be used for any subsequent coastdown testing. ### Division 4.2.1.8: Test vehicle condition ## 4.2.1.8.1 Run-in The test vehicle shall be suitably run-in for the purpose of the subsequent test for at least 10 000 but no more than 80 000 km. At the request of the manufacturer, a vehicle with a minimum of 3 000 km may be used. ## 4.2.1.8.1.1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ## 4.2.1.8.2 Manufacturer's specifications The vehicle shall conform to the manufacturer’s intended production vehicle specifications regarding tyre pressures described in paragraph 4.2.2.3. of this Sub-Annex, wheel alignment described in paragraph 4.2.1.8.3. of this Sub-Annex, ground clearance, vehicle height, drivetrain and wheel bearing lubricants, and brake adjustment to avoid unrepresentative parasitic drag. ## 4.2.1.8.3 Wheel alignment Toe and camber shall be set to the maximum deviation from the longitudinal axis of the vehicle in the range defined by the manufacturer. If a manufacturer prescribes values for toe and camber for the vehicle, these values shall be used. At the request of the manufacturer, values with higher deviations from the longitudinal axis of the vehicle than the prescribed values may be used. The prescribed values shall be the reference for all maintenance during the lifetime of the vehicle. Other adjustable wheel alignment parameters (such as caster) shall be set to the values recommended by the manufacturer. In the absence of recommended values, they shall be set to the arithmetic average of the range defined by the manufacturer. Such adjustable parameters and set values shall be included in all relevant test sheets. ## 4.2.1.8.4 Closed panels During the road load determination, the engine compartment cover, luggage compartment cover, manually-operated movable panels and all windows shall be closed. ## 4.2.1.8.5 Vehicle coastdown mode If the determination of dynamometer settings cannot meet the criteria described in paragraphs 8.1.3. or 8.2.3. due to non-reproducible forces, the vehicle shall be equipped with a vehicle coastdown mode. The vehicle coastdown mode shall be approved by the approval authority and its use shall be included in all relevant test reports. If a vehicle is equipped with a vehicle coastdown mode, it shall be engaged both during road load determination and on the chassis dynamometer. ## 4.2.1.8.5.1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ### Division 4.2.2: Tyres ## 4.2.2.1 Tyre rolling resistance Tyre rolling resistances shall be measured in accordance with Annex 6 to UN/ECE Regulation No 117 – 02 series of amendments. The rolling resistance coefficients shall be aligned and categorised in accordance with the rolling resistance classes in Regulation (EC) No 1222/2009 (see Table A4/2). Table A4/2 Energy efficiency classes in accordance with rolling resistance coefficients (RRC) for C1, C2 and C3 tyres and the RRC values to be used for those energy efficiency classes in the interpolation, kg/tonne Energy Efficiency Class Value of RRC to be used for interpolation for C1 tyres Value of RRC to be used for interpolation for C2 tyres Value of RRC to be used for interpolation for C3 tyres A RRC = 5,9 RRC = 4,9 RRC = 3,5 B RRC = 7,1 RRC = 6,1 RRC = 4,5 C RRC = 8,4 RRC = 7,4 RRC = 5,5 D Empty Empty RRC = 6,5 E RRC = 9,8 RRC = 8,6 RRC = 7,5 F RRC = 11,3 RRC = 9,9 RRC = 8,5 G RRC = 12,9 RRC = 11,2 Empty If the interpolation method is applied to rolling resistance, for the purpose of the calculation in paragraph 3.2.3.2. of Sub-Annex 7, the actual rolling resistance values for the tyres fitted to the test vehicles L and H shall be used as input for the calculation procedure. For an individual vehicle within an interpolation family, the RRC value for the energy efficiency class of the tyres fitted shall be used. In the case where individual vehicles may be supplied with a complete set of standard wheels and tyres and a complete set of snow tyres (marked with 3 Peaked Mountain and Snowflake – 3PMS) with or without wheels, the additional wheels/tyres shall not be considered as optional equipment. ## 4.2.2.2 Tyre condition Tyres used for the test shall: (a)Not be older than 2 years after the production date; (b)Not be specially conditioned or treated (e.g. heated or artificially aged), with the exception of grinding in the original shape of the tread; (c)Be run-in on a road for at least 200 km before road load determination; (d)Have a constant tread depth before the test between 100 and 80 per cent of the original tread depth at any point over the full tread width of the tyre. After measurement of tread depth, the driving distance shall be limited to 500 km. If 500 km are exceeded, the tread depth shall be measured again. ## 4.2.2.2.1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ## 4.2.2.3 Tyre pressure The front and rear tyres shall be inflated to the lower limit of the tyre pressure range for the respective axle for the selected tyre at the coastdown test mass, as specified by the vehicle manufacturer. ## 4.2.2.3.1 Tyre pressure adjustment If the difference between ambient and soak temperature is more than 5 °C, the tyre pressure shall be adjusted as follows: (a)The tyres shall be soaked for more than 1 hour at 10 per cent above the target pressure; (b)Prior to testing, the tyre pressure shall be reduced to the inflation pressure as specified in paragraph 4.2.2.3. of this Sub-Annex, adjusted for difference between the soaking environment temperature and the ambient test temperature at a rate of 0,8 kPa per 1 °C using the following equation: Δpt=0,8×Tsoak− Tambwhere: ΔPtis the tyre pressure adjustment added to the tyre pressure defined in paragraph 4.2.2.3. of this Sub-Annex, kPa; 0,8is the pressure adjustment factor, kPa/°C; Tsoakis the tyre soaking temperature, °C; Tambis the test ambient temperature, °C. (c)Between the pressure adjustment and the vehicle warm-up, the tyres shall be shielded from external heat sources including sun radiation. ## 4.2.3 Instrumentation Any instruments shall be installed in such a manner as to minimise their effects on the aerodynamic characteristics of the vehicle. If the effect of the installed instrument on (CD × Af) is expected to be greater than 0,015 m2, the vehicle with and without the instrument shall be measured in a wind tunnel fulfilling the criterion in paragraph 3.2. of this Sub-Annex. The corresponding difference shall be subtracted from f2. At the request of the manufacturer, and with approval of the approval authority, the determined value may be used for similar vehicles where the influence of the equipment is expected to be the same. ### Division 4.2.4: Vehicle warm-up ## 4.2.4.1 On the road Warming up shall be performed by driving the vehicle only. ## 4.2.4.1.1 Before warm-up, the vehicle shall be decelerated with the clutch disengaged or an automatic transmission placed in neutral by moderate braking from 80 to 20 km/h within 5 to 10 seconds. After this braking, there shall be no further actuation or manual adjustment of the braking system. At the request of the manufacturer and upon approval of the approval authority, the brakes may also be activated after the warm-up with the same deceleration as described in this paragraph and only if necessary. ## 4.2.4.1.2 Warming up and stabilization All vehicles shall be driven at 90 per cent of the maximum speed of the applicable WLTC. The vehicle shall be warmed up for at least 20 minutes until stable conditions are reached. Table A4/3 Reserved Vehicle class Applicable WLTC 90 per cent of maximum speed Next higher phase Class1 Low1 + Medium1 58 km/h NA Class2 Low2 + Medium2 + High2 + Extra High2 111 km/h NA Low2 + Medium2 + High2 77 km/h Extra High (111 km/h) Class3 Low3 + Medium3 + High3 + Extra High3 118 km/h NA Low3 + Medium3 + High3 88 km/h Extra High (118 km/h) ## 4.2.4.1.3 Criterion for stable condition Refer to paragraph 4.3.1.4.2. of this Sub-Annex. ## 4.3 Measurement and calculation of road load by the coastdown method The road load shall be determined by using either the stationary anemometry (paragraph 4.3.1. of this Sub-Annex) or the on-board anemometry (paragraph 4.3.2. of this Sub-Annex) method. ### Division 4.3.1: Coastdown method with stationary anemometry ## 4.3.1.1 Selection of reference speeds for road load curve determination Reference speeds for road load determination shall be selected in accordance with paragraph 2.2. During the test, elapsed time and vehicle speed shall be measured at a minimum frequency of 10 Hz. ### Division 4.3.1.3: Vehicle coastdown procedure ## 4.3.1.3.1 Following the vehicle warm-up procedure described in paragraph 4.2.4. of this Sub-Annex and immediately prior to each test measurement, the vehicle shall be accelerated to 10 to 15 km/h above the highest reference speed and shall be driven at that speed for a maximum of 1 minute. After that, the coastdown shall be started immediately. ## 4.3.1.3.2 During coastdown, the transmission shall be in neutral. Any movement of the steering wheel shall be avoided as much as possible, and the vehicle brakes shall not be operated. ## 4.3.1.3.3 The test shall be repeated until the coastdown data satisfy the statistical precision requirements as specified in paragraph 4.3.1.4.2. ## 4.3.1.3.4 Although it is recommended that each coastdown run be performed without interruption, split runs may be performed if data cannot be collected in a single run for all the reference speed points. For split runs, the following additional requirements shall apply: (a)Care shall be taken to keep the vehicle condition as constant as possible at each split point; (b)At least one speed point shall overlap with the higher speed range coastdown; (c)At each of all overlapped speed point, the average force of the lower speed range coastdown shall not deviate from the average force of the higher speed range coastdown by ± 10 N or ± 5 percent, whichever is greater; (d)If the track length does not allow fulfilling requirement (b) in this paragraph, one additional speed point shall be added to serve as overlapping speed point. ### Division 4.3.1.4: Coastdown time measurement ## 4.3.1.4.1 The coastdown time corresponding to reference speed vj as the elapsed time from vehicle speed (vj + 5 km/h) to (vj – 5 km/h) shall be measured. ## 4.3.1.4.2 These measurements shall be carried out in opposite directions until a minimum of three pairs of measurements have been obtained that satisfy the statistical precision pj defined in the following equation: pj=h×σjn×Δtpj≤0,030 where: pjis the statistical precision of the measurements made at reference speed vj; nis the number of pairs of measurements; Δtpjis the harmonic average of the coastdown time at reference speed vj in seconds, given by the following equation: Δtpj=n∑ni=11Δtji where: Δtjiis the harmonic average coastdown time of the ith pair of measurements at velocity vj, seconds, s, given by the following equation: Δtji=21Δtjai+1Δtjbi where: Δtjai and Δtjbiare the coastdown times of the ith measurement at reference speed vj, in seconds, s, in the respective directions a and b; σjis the standard deviation, expressed in seconds, s, defined by: σj=1n−1∑ni=1Δtji−Δtpj2 his a coefficient given in Table A4/4. TableA4/4 Coefficient h as a function of n n h n h 3 4,3 17 2,1 4 3,2 18 2,1 5 2,8 19 2,1 6 2,6 20 2,1 7 2,5 21 2,1 8 2,4 22 2,1 9 2,3 23 2,1 10 2,3 24 2,1 11 2,2 25 2,1 12 2,2 26 2,1 13 2,2 27 2,1 14 2,2 28 2,1 15 2,2 29 2,0 16 2,1 30 2,0 ## 4.3.1.4.3 If during a measurement in one direction any external factor or driver action occurs that obviously influences the road load test, that measurement and the corresponding measurement in the opposite direction shall be rejected. All the rejected data and the reason for rejection shall be recorded, and the number of rejected pairs of measurement shall not exceed 1/3 of the total number of measurement pairs. The maximum number of pairs that still fulfil the statistical precision as defined in paragraph 4.3.1.4.2. shall be evaluated. In the case of exclusion, pairs shall be excluded from the evaluations starting with the pair having the maximum deviation from the average. ## 4.3.1.4.4 The following equation shall be used to compute the arithmetic average of the road load where the harmonic average of the alternate coastdown times shall be used. Fj=13,6×mav+mr×2×ΔvΔtj where: Δtjis the harmonic average of alternate coastdown time measurements at velocity vj, seconds, s, given by: Δtj=21Δtja+1Δtjb where: Δtja and Δtjbare the harmonic average coastdown times in directions a and b, respectively, corresponding to reference speed vj, in seconds, s, given by the following two equations: Δqja=n∑ni=11tjai and: Δnjb=n∑ni=11tjbi. where: mavis the arithmetic average of the test vehicle masses at the beginning and end of road load determination, kg; mris the equivalent effective mass of rotating components in accordance with paragraph 2.5.1.; The coefficients, f0, f1 and f2, in the road load equation shall be calculated with a least squares regression analysis. In the case that the tested vehicle is the representative vehicle of a road load matrix family, the coefficient f1 shall be set to zero and the coefficients f0 and f2 shall be recalculated with a least squares regression analysis. ## 4.3.2 Coastdown method with on-board anemometry The vehicle shall be warmed up and stabilised according to paragraph 4.2.4. of this Sub-Annex. ## 4.3.2.1 Additional instrumentation for on-board anemometry The on-board anemometer and instrumentation shall be calibrated by means of operation on the test vehicle where such calibration occurs during the warm-up for the test. ## 4.3.2.1.1 Relative wind speed shall be measured at a minimum frequency of 1 Hz and to an accuracy of 0.3 m/s. Vehicle blockage shall be accounted for in the calibration of the anemometer. ## 4.3.2.1.2 Wind direction shall be relative to the direction of the vehicle. The relative wind direction (yaw) shall be measured with a resolution of 1 degree and an accuracy of 3 degrees; the dead band of the instrument shall not exceed 10 degrees and shall be directed towards the rear of the vehicle. ## 4.3.2.1.3 Before the coastdown, the anemometer shall be calibrated for wind speed and yaw offset as specified in ISO 10521-1:2006(E) Annex A. ## 4.3.2.1.4 Anemometer blockage shall be corrected for in the calibration procedure as described in ISO 10521-1:2006(E) Annex A in order to minimise its effect. ## 4.3.2.2 Selection of vehicle speed range for road load curve determination The test vehicle speed range shall be selected according to paragraph 2.2. of this Sub-Annex. ## 4.3.2.3 Data collection During the procedure, elapsed time, vehicle speed, and air velocity (wind speed, direction) relative to the vehicle, shall be measured at a minimum frequency of 5 Hz. Ambient temperature shall be synchronised and sampled at a minimum frequency of 0,1 Hz. ## 4.3.2.4 Vehicle coastdown procedure The measurements shall be carried out in opposite directions until a minimum of ten consecutive runs (five in each direction) have been obtained. Should an individual run fail to satisfy the required on-board anemometry test conditions, that run and the corresponding run in the opposite direction shall be rejected. All valid pairs shall be included in the final analysis with a minimum of 5 pairs of coastdown runs. See paragraph 4.3.2.6.10. of this Sub-Annex for statistical validation criteria. The anemometer shall be installed in a position such that the effect on the operating characteristics of the vehicle is minimised. The anemometer shall be installed according to one of the options below: (a)Using a boom approximately 2 metres in front of the vehicle’s forward aerodynamic stagnation point; (b)On the roof of the vehicle at its centreline. If possible, the anemometer shall be mounted within 30 cm from the top of the windshield. (c)On the engine compartment cover of the vehicle at its centreline, mounted at the midpoint position between the vehicle front and the base of the windshield. In all cases, the anemometer shall be mounted parallel to the road surface. In the event that positions (b) or (c) are used, the coastdown results shall be analytically adjusted for the additional aerodynamic drag induced by the anemometer. The adjustment shall be made by testing the coastdown vehicle in a wind tunnel both with and without the anemometer installed in the same position as used on the track., The calculated difference shall be the incremental aerodynamic drag coefficient CD combined with the frontal area, which shall be used to correct the coastdown results. ## 4.3.2.4.1 Following the vehicle warm-up procedure described in paragraph 4.2.4. of this Sub-Annex and immediately prior to each test measurement, the vehicle shall be accelerated to 10 to 15 km/h above the highest reference speed and shall be driven at that speed for a maximum of 1 minute. After that, the coastdown shall be started immediately. ## 4.3.2.4.2 During a coastdown, the transmission shall be in neutral. Any steering wheel movement shall be avoided as much as possible, and the vehicle’s brakes shall not be operated. ## 4.3.2.4.3 Although it is recommended that each coastdown run be performed without interruption, split runs may be performed if data cannot be collected in a single run for all the reference speed points. For split runs, the following additional requirements shall apply: (a)Care shall be taken to keep the vehicle condition as constant as possible at each split point; (b)At least one speed point shall be overlapped with the higher speed range coastdown; (c)At each of all overlapped speed point(s), the average force of the lower speed range coastdown shall not deviate from the average force of the higher speed range coastdown by ± 10 N or ± 5 percent, whichever is greater; (d)If the track length does not allow fulfilling the requirement in point (b), one additional speed point shall be added to serve as overlapping speed point. ## 4.3.2.5 Determination of the equation of motion Symbols used in the on-board anemometer equations of motion are listed in Table A4/5. Table A4/5 Symbols used in the on-board anemometer equations of motion Symbol Units Description Af m2 frontal area of the vehicle a0 … an degrees-1 Aerodynamic drag coefficients as a function of yaw angle Am N mechanical drag coefficient Bm N/(km/h) mechanical drag coefficient Cm N/(km/h)2 mechanical drag coefficient CD(Y) aerodynamic drag coefficient at yaw angle Y D N drag Daero N aerodynamic drag Df N front axle drag (including driveline) Dgrav N gravitational drag Dmech N mechanical drag Dr N rear axle drag (including driveline) Dtyre N tyre rolling resistance (dh/ds) — sine of the slope of the track in the direction of travel (+ indicates ascending) (dv/dt) m/s2 acceleration g m/s2 gravitational constant mav kg arithmetic average mass of the test vehicle before and after road load determination me kg effective vehicle inertia including rotating components ρ kg/m3 air density t s time T K Temperature v km/h vehicle speed vr km/h relative wind speed Y degrees yaw angle of apparent wind relative to direction of vehicle travel ## 4.3.2.5.1 General form The general form of the equation of motion is as follows: −medvdt=Dmech+Daero+Dgrav where: Dmech = Dtyre + Df + Dr; Daero=12 ρCDYAfv2r; Dgrav=m×g×dhds In the case that the slope of the test track is equal to or less than 0,1 per cent over its length, Dgrav may be set to zero. ## 4.3.2.5.2 Mechanical drag modelling Mechanical drag consisting of separate components representing tyre Dtyre and front and rear axle frictional losses, Df and Dr, including transmission losses) shall be modelled as a three-term polynomial as a function of vehicle speed v as in the equation below: Dmech=Am+ Bmv+ Cmv2where: Am, Bm, and Cm are determined in the data analysis using the least squares method. These constants reflect the combined driveline and tyre drag. In the case that the tested vehicle is the representative vehicle of a road load matrix family, the coefficient Bm shall be set to zero and the coefficients Am and Cm shall be recalculated with a least squares regression analysis. ## 4.3.2.5.3 Aerodynamic drag modelling The aerodynamic drag coefficient CD(Y) shall be modelled as a four-term polynomial as a function of yaw angle Y as in the equation below: CDY=a0+ a1Y+ a2Y2+ a3Y3+ a4Y4a0 to a4 are constant coefficients whose values are determined in the data analysis. The aerodynamic drag shall be determined by combining the drag coefficient with the vehicle’s frontal area Af and the relative wind velocity vr: Daero=12× ρ× Af× v2r× CDYDaero=12× ρ× Af× v2ra0+ a1Y+ a2Y2+ a3Y3+ a4Y4 ## 4.3.2.5.4 Final equation of motion Through substitution, the final form of the equation of motion becomes: −medvdt=Am+Bmv+Cmv2+12×ρ×Af×v2ra0+a1Y+a2Y2+a3Y3+a4Y4+m×g×dhds ## 4.3.2.6 Data reduction A three-term equation shall be generated to describe the road load force as a function of velocity, F = A + Bv + Cv2, corrected to standard ambient temperature and pressure conditions, and in still air. The method for this analysis process is described in paragraphs 4.3.2.6.1. to 4.3.2.6.10. inclusive in this Sub-Annex. ## 4.3.2.6.1 Determining calibration coefficients If not previously determined, calibration factors to correct for vehicle blockage shall be determined for relative wind speed and yaw angle. Vehicle speed v, relative wind velocity vr and yaw Y measurements during the warm-up phase of the test procedure shall be recorded. Paired runs in alternate directions on the test track at a constant velocity of 80 km/h shall be performed, and the arithmetic average values of v, vr and Y for each run shall be determined. Calibration factors that minimise the total errors in head and cross winds over all the run pairs, i.e. the sum of (headi – headi+1)2, etc., shall be selected where headi and headi+1 refer to wind speed and wind direction from the paired test runs in opposing directions during the vehicle warm-up/stabilization prior to testing. ## 4.3.2.6.2 Deriving second by second observations From the data collected during the coastdown runs, values for v, dhdsdvdt, vr2, and Y shall be determined by applying calibration factors obtained in paragraphs 4.3.2.1.3. and 4.3.2.1.4. of this Sub-Annex. Data filtering shall be used to adjust samples to a frequency of 1 Hz. ## 4.3.2.6.3 Preliminary analysis Using a linear least squares regression technique, all data points shall be analysed at once to determine Am, Bm, Cm, a0, a1, a2, a3 and a4 given me, dhds, dvdt, v, vr, and ρ. ## 4.3.2.6.4 Data outliers A predicted force medvdt shall be calculated and compared to the observed data points. Data points with excessive deviations, e.g., over three standard deviations, shall be flagged. ## 4.3.2.6.5 Data filtering (optional) Appropriate data filtering techniques may be applied and the remaining data points shall be smoothed out. ## 4.3.2.6.6 Data elimination Data points gathered where yaw angles are greater than ± 20 degrees from the direction of vehicle travel shall be flagged. Data points gathered where relative wind is less than + 5 km/h (to avoid conditions where tailwind speed is higher than vehicle speed) shall also be flagged. Data analysis shall be restricted to vehicle speeds within the speed range selected according to paragraph 4.3.2.2. of this Sub-Annex. ## 4.3.2.6.7 Final data analysis All data that has not been flagged shall be analysed using a linear least squares regression technique. Am, Bm, Cm, a0, a1, a2, a3 and a4 shall be determined given me, dhds, dvdt, v, vr, and ρ. ## 4.3.2.6.8 Constrained analysis (optional) To better separate the vehicle aerodynamic and mechanical drag, a constrained analysis may be applied such that the vehicle’s frontal area, Af, and the drag coefficient, CD, may be fixed if they have been previously determined. ## 4.3.2.6.9 Correction to reference conditions Equations of motion shall be corrected to reference conditions as specified in paragraph 4.5. of this Sub-Annex. ## 4.3.2.6.10 Statistical criteria for on-board anemometry The exclusion of each single pair of coastdown runs shall change the calculated road load for each coastdown reference speed vj less than the convergence requirement, for all i and j: ΔFivj∕Fvj≤0,03n− 1where: ΔFi (vj)is the difference between the calculated road load with all coastdown runs and the calculated road load with the ith pair of coastdown runs excluded, N; F(vj)is the calculated road load with all coastdown runs included, N; vjis the reference speed, km/h; nis the number of pairs of coastdown runs, all valid pairs are included. In the case that the convergence requirement is not met, pairs shall be removed from the analysis, starting with the pair giving the highest change in calculated road load, until the convergence requirement is met, as long as a minimum of 5 valid pairs are used for the final road load determination. ## 4.4 Measurement and calculation of running resistance using the torque meter method As an alternative to the coastdown methods, the torque meter method may also be used in which the running resistance is determined by measuring wheel torque on the driven wheels at the reference speed points for time periods of at least 5 seconds. ## 4.4.1 Installation of torque meter Wheel torque meters shall be installed between the wheel hub and the wheel of each driven wheel, measuring the required torque to keep the vehicle at a constant speed. The torque meter shall be calibrated on a regular basis, at least once a year, traceable to national or international standards, in order to meet the required accuracy and precision. ### Division 4.4.2: Procedure and data sampling ## 4.4.2.1 Selection of reference speeds for running resistance curve determination Reference speed points for running resistance determination shall be selected according to paragraph 2.2. of this Sub-Annex. The reference speeds shall be measured in descending order. At the request of the manufacturer, there may be stabilization periods between measurements but the stabilization speed shall not exceed the speed of the next reference speed. ## 4.4.2.2 Data collection Data sets consisting of actual speed vji actual torque Cji and time over a period of at least 5 seconds shall be measured for every vj at a sampling frequency of at least 10 Hz. The data sets collected over one time period for a reference speed vj shall be referred to as one measurement. ## 4.4.2.3 Vehicle torque meter measurement procedure Prior to the torque meter method test measurement, a vehicle warm-up shall be performed according to paragraph 4.2.4. of this Sub-Annex. During test measurement, steering wheel movement shall be avoided as much as possible, and the vehicle brakes shall not be operated. The test shall be repeated until the running resistance data satisfy the measurement precision requirements as specified in paragraph 4.4.3.2. of this Sub-Annex. Although it is recommended that each test run be performed without interruption, split runs may be performed if data cannot be collected in a single run for all the reference speed points. For split runs, care shall be taken so that vehicle conditions remain as stable as possible at each split point ## 4.4.2.4 Velocity deviation During a measurement at a single reference speed point, the velocity deviation from the arithmetic average velocity, vji–vjm, calculated according to paragraph 4.4.3. of this Sub-Annex, shall be within the values in Table A4/6. Additionally, the arithmetic average velocity vjm at every reference speed point shall not deviate from the reference speed vj by more than ± 1 km/h or 2 per cent of the reference speed vj, whichever is greater. Table A4/6 Velocity deviation Time period, s Velocity deviation, km/h 5 - 10 ± 0,2 10 - 15 ± 0,4 15 - 20 ± 0,6 20 - 25 ± 0,8 25 - 30 ± 1,0 ≥ 30 ± 1,2 ## 4.4.2.5 Atmospheric temperature Tests shall be performed under the same temperature conditions as defined in paragraph 4.1.1.2. of this Sub-Annex. ### Division 4.4.3: Calculation of arithmetic average velocity and arithmetic average torque ## 4.4.3.1 Calculation process Arithmetic average velocity vjm, in km/h, and arithmetic average torque Cjm, in Nm, of each measurement shall be calculated from the data sets collected in paragraph 4.4.2.2. of this Sub-Annex using the following equations: vjm=1k∑i= 1kvjiand Cjm=1k∑i= 1kCji− Cjswhere: vjiis the actual vehicle speed of the ith data set at reference speed point j, km/h; kis the number of data sets in a single measurement; Cjiis the actual torque of the ith data set, Nm; Cjsis the compensation term for speed drift, Nm, given by the following equation: Cjs=mst+ mr× αjrj.Cjs1k∑ki= 1Cji shall be no greater than 0,05 and may be disregarded if αj is not greater than ± 0,005 m/s2; mstis the test vehicle mass at the start of the measurements and shall be measured immediately before the warm-up procedure and no earlier, kg; mris the equivalent effective mass of rotating components according to paragraph 2.5.1. of this Sub-Annex, kg; rjis the dynamic radius of the tyre determined at a reference point of 80 km/h or at the highest reference speed point of the vehicle if this speed is lower than 80 km/h, calculated according to the following equation: rj=13,6×vjm2× πn where: nis the rotational frequency of the driven tyre, s-1; αjis the arithmetic average acceleration, m/s2, which calculated using the following equation: αj=13,6×k∑ki= 1tivji−∑ki= 1ti∑ki= 1vjik×∑ki= 1t2i−∑ki= 1ti2where: tiis the time at which the ith data set was sampled, s. ## 4.4.3.2 Measurement precision The measurements shall be carried out in opposite directions until a minimum of three pairs of measurements at each reference speed vi have been obtained, for which Cj– satisfies the precision ρj according to the following equation: ρj=h× sn×Cj–≤0.03where: nis the number pairs of measurements for Cjm; Cj–is the running resistance at the speed vj, Nm, given by the equation: C–j=1n∑ni= 1Cjmi where: Cjmiis the arithmetic average torque of the ith pair of measurements at speed vj, Nm, and given by: Cjmi=12×Cjmai+ Cjmbi where: Cjmai and Cjmbi are the arithmetic average torques of the ith measurement at speed vj determined in paragraph 4.4.3.1. of this Sub-Annex for each direction, a and b respectively, Nm; sis the standard deviation, Nm, calculated using the following equation: s=1k− 1∑ki= 1Cjmi−Cj–2; his a coefficient as a function of n as given in Table A4/4 in paragraph 4.3.1.4.2. of this Sub-Annex. ## 4.4.4 Running resistance curve determination The arithmetic average speed and arithmetic average torque at each reference speed point shall be calculated using the following equations: Vjm=½×vjma+ vjmbCjm=½×Cjma+ CjmbThe following least squares regression curve of arithmetic average running resistance shall be fitted to all the data pairs (vjm, Cjm) at all reference speeds described in paragraph 4.4.2.1. of this Sub-Annex to determine the coefficients c0, c1 and c2. The coefficients, c0, c1 and c2, and as well as the coastdown times measured on the chassis dynamometer (see paragraph 8.2.4. of this Sub-Annex) shall be included in all relevant test sheets. In the case that the tested vehicle is the representative vehicle of a road load matrix family, the coefficient c1 shall be set to zero and the coefficients c0 and c2 shall be recalculated with a least squares regression analysis. ### Division 4.5: Correction to reference conditions and measurement equipment ## 4.5.1 Air resistance correction factor The correction factor for air resistance K2 shall be determined using the following equation: K2=T293 K×100 kPaPwhere: Tis the arithmetic average atmospheric temperature of all individual runs, Kelvin (K); Pis the arithmetic average atmospheric pressure, kPa. ## 4.5.2 Rolling resistance correction factor The correction factor for rolling resistance, in Kelvin-1 (K-1), may be determined based on empirical data and approved by the approval authority for the particular vehicle and tyre test, or may be assumed to be as follows: K0=8,6× 10− 3K− 1 ### Division 4.5.3: Wind correction ## 4.5.3.1 Wind correction with stationary anemometry w1is the wind correction resistance for the coastdown method, N; f2is the coefficient of the aerodynamic term determined in paragraph 4.3.1.4.4. of this Sub-Annex; vwis the lower arithmetic average wind speed of opposite directions alongside the test road during the test, m/s; w2is the wind correction resistance for the torque meter method, Nm; c2is the coefficient of the aerodynamic term for the torque meter method determined in paragraph 4.4.4. of this Sub-Annex. ## 4.5.3.1.1 A wind correction for the absolute wind speed alongside the test road shall be made by subtracting the difference that cannot be cancelled out by alternate runs from the coefficient f0 determined in accordance with paragraph 4.3.1.4.4., or from c0 determined in accordance with paragraph 4.4.4. ## 4.5.3.1.2 The wind correction resistance w1 for the coastdown method or w2 for the torque meter method shall be calculated by the equations: w1=3,62× f2× v2w or: w2=3,62× c2× v2w where: ## 4.5.3.2 Wind correction with on-board anemometry In the case that the coastdown method is based on on-board anemometry, w1 and w2 in the equations in paragraph 4.5.3.1.2. shall be set to zero, as the wind correction is already applied according to paragraph 4.3.2. of this Sub-Annex. ## 4.5.4 Test mass correction factor The correction factor K1 for the test mass of the test vehicle shall be determined using the following equation: K1=f0×1−TMmavwhere: f0is a constant term, N; TMis the test mass of the test vehicle, kg; mavis the arithmetic average of the test vehicle masses at the beginning and end of road load determination, kg. ### Division 4.5.5: Road load curve correction ## 4.5.5.1 The curve determined in paragraph 4.3.1.4.4. of this Sub-Annex shall be corrected to reference conditions as follows: F*=f0− w1− K1+ f1v×1+ K0T− 20+ K2f2v2where: F*is the corrected road load, N; f0is the constant term, N; f1is the coefficient of the first order term, N/(km/h); f2is the coefficient of the second order term, N/(km/h)2; K0is the correction factor for rolling resistance as defined in paragraph 4.5.2. of this Sub-Annex; K1is the test mass correction as defined in paragraph 4.5.4.of this Sub-Annex; K2is the correction factor for air resistance as defined in paragraph 4.5.1. of this Sub-Annex; Tis the arithmetic average ambient atmospheric temperature, °C; vis vehicle velocity, km/h; w1is the wind resistance correction as defined in paragraph 4.5.3. of this Sub-Annex, N. The result of the calculation ((f0 – w1 – K1) × (1 + K0 x (T-20))) shall be used as the target road load coefficient At in the calculation of the chassis dynamometer load setting described in paragraph 8.1. of this Sub-Annex. The result of the calculation (f1 x (1 + K0 x (T-20))) shall be used as the target road load coefficient Bt in the calculation of the chassis dynamometer load setting described in paragraph 8.1. of this Sub-Annex. The result of the calculation (K2 x f2) shall be used as the target road load coefficient Ct in the calculation of the chassis dynamometer load setting described in paragraph 8.1. of this Sub-Annex. ## 4.5.5.2 The curve determined in paragraph 4.4.4. of this Sub-Annex shall be corrected to reference conditions and measurement equipment installed according to the following procedure. ## 4.5.5.2.1 Correction to reference conditions C*=c0− w2− K1+ c1v×1+ K0T− 20+ K2c2v2where: C*is the corrected running resistance, Nm; c0is the constant term as determined in paragraph 4.4.4. of this Sub-Annex, Nm; c1is the coefficient of the first order term as determined in paragraph 4.4.4., Nm/(km/h); c2is the coefficient of the second order term as determined in paragraph 4.4.4., Nm/(km/h)2; K0is the correction factor for rolling resistance as defined in paragraph 4.5.2.of this Sub-Annex; K1is the test mass correction as defined in paragraph 4.5.4. of this Sub-Annex; K2is the correction factor for air resistance as defined in paragraph 4.5.1.of this Sub-Annex; vis the vehicle velocity, km/h; Tis the arithmetic average atmospheric temperature, °C; w2is the wind correction resistance as defined in paragraph 4.5.3. of this Sub-Annex. ## 4.5.5.2.2 Correction for installed torque meters If the running resistance is determined according to the torque meter method, the running resistance shall be corrected for effects of the torque measurement equipment installed outside the vehicle on its aerodynamic characteristics. The running resistance coefficient c2 shall be corrected according to the following equation: c2corr=K2× c2×1+ΔCD× Af∕CD'× Af'where, Δ(CD × Af) = (CD × Af) - (CD’ × Af’) CD’ × Af’is the product of the aerodynamic drag coefficient multiplied by the frontal area of the vehicle with the torque meter measurement equipment installed measured in a wind tunnel fulfilling the criteria of paragraph 3.2. of this Sub-Annex, m2; CD × Afis the product of the aerodynamic drag coefficient multiplied by the frontal area of the vehicle with the torque meter measurement equipment not installed measured in a wind tunnel fulfilling the criteria of paragraph 3.2. of this Sub-Annex, m2. ## 4.5.5.2.3 Target running resistance coefficients The result of the calculation ((c0 – w2 – K1) × (1 + K0 x (T-20))) shall be used as the target running resistance coefficient at in the calculation of the chassis dynamometer load setting described in paragraph 8.2. of this Sub-Annex. The result of the calculation (c1 × (1 + K0 × (T-20))) shall be used as the target running resistance coefficient bt in the calculation of the chassis dynamometer load setting described in paragraph 8.2. of this Sub-Annex. The result of the calculation (c2corr × r) shall be used as the target running resistance coefficient ct in the calculation of the chassis dynamometer load setting described in paragraph 8.2. of this Sub-Annex. ### Division 5: Method for the calculation of road load or running resistance based on vehicle parameters ## 5.1 Calculation of road load and running resistance for vehicles based on a representative vehicle of a road load matrix family If the road load of the representative vehicle is determined according to a method described in paragraph 4.3. of this Sub-Annex, the road load of an individual vehicle shall be calculated according to paragraph 5.1.1. of this Sub-Annex. If the running resistance of the representative vehicle is determined according to the method described in paragraph 4.4. of this Sub-Annex, the running resistance of an individual vehicle shall be calculated according to paragraph 5.1.2. of this Sub-Annex. ## 5.1.1 For the calculation of the road load of vehicles of a road load matrix family, the vehicle parameters described in paragraph 4.2.1.4. of this Sub-Annex and the road load coefficients of the representative test vehicle determined in paragraphs 4.3. of this Sub-Annex shall be used. ## 5.1.1.1 The road load force for an individual vehicle shall be calculated using the following equation: Fc=f0+f1× v+f2× v2 where: Fcis the calculated road load force as a function of vehicle velocity, N; f0is the constant road load coefficient, N, defined by the equation: f0=Max 0,05×f0r+0,95×f0r×TM∕TMr+RR−RRr1000×9,81×TM; 0,2×f0r+0,8×f0r×TM∕TMr+RR−RRr1000×9,81×TM f0ris the constant road load coefficient of the representative vehicle of the road load matrix family, N; f1is the first order road load coefficient, N/(km/h), and shall be set to zero; f2is the second order road load coefficient, N/(km/h)2, defined by the equation: f2=Max0,05× f2r+ 0,95× f2r× Af∕Afr;0,2× f2r+ 0,8× f2r× Af∕Afr f2ris the second order road load coefficient of the representative vehicle of the road load matrix family, N/(km/h)2; vis the vehicle speed, km/h; TMis the actual test mass of the individual vehicle of the road load matrix family, kg; TMris the test mass of the representative vehicle of the road load matrix family, kg; Afis the frontal area of the individual vehicle of the road load matrix family, m2, Afris the frontal area of the representative vehicle of the road load matrix family, m2; RRis the tyre rolling resistance of the individual vehicle of the road load matrix family, kg/tonne; RRris the tyre rolling resistance of the representative vehicle of the road load matrix family, kg/tonne. For the tyres fitted to an individual vehicle, the value of the rolling resistance RR shall be set to the class value of the applicable tyre energy efficiency class in accordance with Table A4/2. If the tyres on the front and rear axles belong to different energy efficiency classes, the weighted mean shall be used, calculated using the equation in paragraph 3.2.3.2.2.2. of Sub-Annex 7. If the same tyres were fitted to test vehicles L and H, the value of RRind when using the interpolation method shall be set to RRH. ## 5.1.2 For the calculation of the running resistance of vehicles of a road load matrix family, the vehicle parameters described in paragraph 4.2.1.4. of this Sub-Annex and the running resistance coefficients of the representative test vehicle determined in paragraphs 4.4. of this Sub-Annex shall be used. ## 5.1.2.1 The running resistance for an individual vehicle shall be calculated using the following equation: Cc=c0+ c1× v+ c2× v2 where: Ccis the calculated running resistance as a function of vehicle velocity, Nm; c0is the constant running resistance coefficient, Nm, defined by the equation: c0=r′∕1,02×Max 0,05×1,02×c0r∕r′+0,95×1,02×c0r∕r′×TM∕TMr+RR−RRr1000×9,81×TM; 0,2×1,02×c0r∕r′+0,8×1,02×c0r∕r′×TM∕TMr+RR−RRr1000×9,81×TM c0ris the constant running resistance coefficient of the representative vehicle of the road load matrix family, Nm; c1is the first order road load coefficient, Nm/(km/h), and shall be set to zero; c2is the second order running resistance coefficient, Nm/(km/h)2, defined by the equation: c2 = r′/1,02 × Max((0,05 × 1,02 × c2r/r′ + 0,95 × 1,02 × c2r/r′ × Af/Afr); (0,2 × 1,02 × c2r/r′ + 0,8 × 1,02 × c2r/r′ × Af/Afr)) c2ris the second order running resistance coefficient of the representative vehicle of the road load matrix family, N/(km/h)2; vis the vehicle speed, km/h; TMis the actual test mass of the individual vehicle of the road load matrix family, kg; TMris the test mass of the representative vehicle of the road load matrix family, kg; Afis the frontal area of the individual vehicle of the road load matrix family, m2; Afris the frontal area of the representative vehicle of the road load matrix family, m2; RRis the tyre rolling resistance of the individual vehicle of the road load matrix family, kg/tonne; RRris the tyre rolling resistance of the representative vehicle of the road load matrix family, kg/tonne; r′is the dynamic radius of the tyre on the chassis dynamometer obtained at 80 km/h, m; 1,02is an approximate coefficient compensating for drivetrain losses. ### Division 5.2: Calculation of the default road load based on vehicle parameters ## 5.2.1 As an alternative for determining road load with the coastdown or torque meter method, a calculation method for default road load may be used. For the calculation of a default road load based on vehicle parameters, several parameters such as test mass, width and height of the vehicle shall be used. The default road load Fc shall be calculated for the reference speed points. ## 5.2.2 The default road load force shall be calculated using the following equation: Fc=f0+ f1× v+ f2× v2 where: Fcis the calculated default road load force as a function of vehicle velocity, N; f0is the constant road load coefficient, N, defined by the following equation: f0=0,140× TM; f1is the first order road load coefficient, N/(km/h), and shall be set to zero; f2is the second order road load coefficient, N/(km/h)2, determined using the following equation: f2=2,8× 10− 6× TM+0,0170× width× height; vis vehicle velocity, km/h; TMtest mass, kg; widthvehicle width as defined in 6.2. of Standard ISO 612:1978, m; heightvehicle height as defined in 6.3. of Standard ISO 612:1978, m. ## 6 Wind tunnel method The wind tunnel method is a road load measurement method using a combination of a wind tunnel and a chassis dynamometer or of a wind tunnel and a flat belt dynamometer. The test benches may be separate facilities or integrated with one another. ### Division 6.1: Measurement method ## 6.1.1 The road load shall be determined by: (a)adding the road load forces measured in a wind tunnel and those measured using a flat belt dynamometer; or (b)adding the road load forces measured in a wind tunnel and those measured on a chassis dynamometer. ## 6.1.2 Aerodynamic drag shall be measured in the wind tunnel. ## 6.1.3 Rolling resistance and drivetrain losses shall be measured using a flat belt or a chassis dynamometer, measuring the front and rear axles simultaneously. ## 6.2 Approval of the facilities by the approval authority The results of the wind tunnel method shall be compared to those obtained using the coastdown method to demonstrate qualification of the facilities and included in all relevant test reports. ## 6.2.1 Three vehicles shall be selected by the approval authority. The vehicles shall cover the range of vehicles (e.g. size, weight) planned to be measured with the facilities concerned. ## 6.2.2 Two separate coastdown tests shall be performed with each of the three vehicles according to paragraph 4.3. of this Sub-Annex, and the resulting road load coefficients, f0, f1 and f2, shall be determined according to that paragraph and corrected according to paragraph 4.5.5. of this Sub-Annex. The coastdown test result of a test vehicle shall be the arithmetic average of the road load coefficients of its two separate coastdown tests. If more than two coastdown tests are necessary to fulfil the approval of facilities' criteria, all valid tests shall be averaged. ## 6.2.3 Measurement with the wind tunnel method according to paragraphs 6.3. to 6.7. inclusive of this Sub-Annex shall be performed on the same three vehicles as selected in paragraph 6.2.1. of this Sub-Annex and in the same conditions, and the resulting road load coefficients, f0, f1 and f2, shall be determined. If the manufacturer chooses to use one or more of the available alternative procedures within the wind tunnel method (i.e. paragraph 6.5.2.1. on preconditioning, paragraphs 6.5.2.2. and 6.5.2.3. on the procedure, and paragraph 6.5.2.3.3. on dynamometer setting), these procedures shall also be used also for the approval of the facilities. ## 6.2.4 Approval criteria The facility or combination of facilities used shall be approved if both of the following two criteria are fulfilled: (a)The difference in cycle energy, expressed as εk, between the wind tunnel method and the coastdown method shall be within ± 0,05 for each of the three vehicles k according to the following equation: εk=Ek,WTMEk,coastdown− 1where: εkis the difference in cycle energy over a complete Class 3 WLTC for vehicle k between the wind tunnel method and the coastdown method, per cent; Ek, WTMis the cycle energy over a complete Class 3 WLTC for vehicle k, calculated with the road load derived from the wind tunnel method (WTM) calculated according to paragraph 5 of Sub-Annex 7, J; Ek, coastdownis the cycle energy over a complete Class 3 WLTC for vehicle k, calculated with the road load derived from the coastdown method calculated according to paragraph 5. of Sub-Annex 7, J.; and (b)The arithmetic average x– of the three differences shall be within 0,02. x–=ε1+ ε2+ ε33The approval shall be recorded by the approval authority including measurement data and the facilities concerned. The facility may be used for road load determination for a maximum of two years after the approval has been granted. Each combination of roller chassis dynamometer or moving belt and wind tunnel shall be approved separately. ## 6.3 Vehicle preparation and temperature Conditioning and preparation of the vehicle shall be performed according to paragraphs 4.2.1. and 4.2.2. of this Sub-Annex and applies to both the flat belt or roller chassis dynamometers and the wind tunnel measurements. In the case that the alternative warm-up procedure described in paragraph 6.5.2.1. is applied, the target test mass adjustment, the weighing of the vehicle and the measurement shall all be performed without the driver in the vehicle. The flat belt or the chassis dynamometer test cells shall have a temperature set point of 20 °C with a tolerance of ± 3 °C. At the request of the manufacturer, the set point may also be 23 °C with a tolerance of ± 3 °C. ### Division 6.4: Wind tunnel procedure ## 6.4.1 Wind tunnel criteria The wind tunnel design, test methods and the corrections shall provide a value of (CD × Af) representative of the on-road (CD × Af) value and with a precision of ± 0,015 m2. For all (CD × Af) measurements, the wind tunnel criteria listed in paragraph 3.2. of this Sub-Annex shall be met with the following modifications: (a)The solid blockage ratio described in paragraph 3.2.4. of this Sub-Annex shall be less than 25 per cent; (b)The belt surface contacting any tyre shall exceed the length of that tyre's contact area by at least 20 per cent and shall be at least as wide as that contact patch; (c)The standard deviation of total air pressure at the nozzle outlet described in paragraph 3.2.8. of this Sub-Annex shall be less than 1 per cent; (d)The restraint system blockage ratio described in paragraph 3.2.10. of this Sub-Annex shall be less than 3 per cent. ## 6.4.2 Wind tunnel measurement The vehicle shall be in the condition described in paragraph 6.3. of this Sub-Annex. The vehicle shall be placed parallel to the longitudinal centre line of the tunnel with a maximum tolerance of ± 10 mm. The vehicle shall be placed with a yaw angle of 0° within a tolerance of ± 0,1°. Aerodynamic drag shall be measured for at least for 60 seconds and at a minimum frequency of 5 Hz. Alternatively, the drag may be measured at a minimum frequency of 1 Hz and with at least 300 subsequent samples. The result shall be the arithmetic average of the drag. In the case that the vehicle has movable aerodynamic body parts, paragraph 4.2.1.5. of this Sub-Annex shall apply. Where movable parts are velocity-dependent, every applicable position shall be measured in the wind tunnel and evidence shall be provided to the approval authority indicating the relationship between reference speed, movable part position, and the corresponding (CD × Af). ### Division 6.5: Flat belt applied for the wind tunnel method ### Division 6.5.1: Flat belt criteria ## 6.5.1.1 Description of the flat belt test bench The wheels shall rotate on flat belts that do not change the rolling characteristics of the wheels compared to those on the road. The measured forces in the x-direction shall include the frictional forces in the drivetrain. ## 6.5.1.2 Vehicle restraint system The dynamometer shall be equipped with a centring device aligning the vehicle within a tolerance of ± 0.5 degrees of rotation around the z-axis. The restraint system shall maintain the centred drive wheel position throughout the coastdown runs of the road load determination within the following limits: 6.5.1.2.1.Lateral position (y-axis) The vehicle shall remain aligned in the y-direction and lateral movement shall be minimised. 6.5.1.2.2.Front and rear position (x-axis) Without prejudice to the requirement of paragraph 6.5.1.2.1. of this Sub-Annex, both wheel axes shall be within ± 10 mm of the belt’s lateral centre lines. 6.5.1.2.3.Vertical force The restraint system shall be designed so as to impose no vertical force on the drive wheels. ## 6.5.1.3 Accuracy of measured forces Only the reaction force for turning the wheels shall be measured. No external forces shall be included in the result (e.g. force of the cooling fan air, vehicle restraints, aerodynamic reaction forces of the flat belt, dynamometer losses, etc.). The force in the x-direction shall be measured with an accuracy of ± 5 N. ## 6.5.1.4 Flat belt speed control The belt speed shall be controlled with an accuracy of ± 0,1 km/h. ## 6.5.1.5 Flat belt surface The flat belt surface shall be clean, dry and free from foreign material that might cause tyre slippage. ## 6.5.1.6 Cooling A current of air of variable speed shall be blown towards the vehicle. The set point of the linear velocity of the air at the blower outlet shall be equal to the corresponding dynamometer speed above measurement speeds of 5 km/h. The linear velocity of the air at the blower outlet shall be within ± 5 km/h or ± 10 per cent of the corresponding measurement speed, whichever is greater. ## 6.5.2 Flat belt measurement The measurement procedure may be performed according to either paragraph 6.5.2.2. or paragraph 6.5.2.3. of this Sub-Annex. ## 6.5.2.1 Preconditioning The vehicle shall be conditioned on the dynamometer as described in paragraphs 4.2.4.1.1. to 4.2.4.1.3. inclusive of this Sub-Annex. The dynamometer load setting Fd, for the preconditioning shall be: Fd=ad+ bd× v+ cd× v2where: ad0 bd0; cdCD× Af×ρ02×13,62 The equivalent inertia of the dynamometer shall be the test mass. The aerodynamic drag used for the load setting shall be taken from paragraph 6.7.2. of this Sub-Annex and may be set directly as input. Otherwise, ad, bd, and cd from this paragraph shall be used. At the request of the manufacturer, as an alternative to paragraph 4.2.4.1.2. of this Sub-Annex, the warm-up may be conducted by driving the vehicle with the flat belt. In this case, the warm-up speed shall be 110 per cent of the maximum speed of the applicable WLTC and the duration shall exceed 1 200 seconds until the change of measured force over a period of 200 seconds is less than 5 N. ### Division 6.5.2.2: Measurement procedure with stabilised speeds ## 6.5.2.2.1 The test shall be conducted from the highest to the lowest reference speed point. ## 6.5.2.2.2 Immediately after the measurement at the previous speed point, the deceleration from the current to the next applicable reference speed point shall be performed in a smooth transition of approximately 1 m/s2. ## 6.5.2.2.3 The reference speed shall be stabilised for at least 4 seconds and for a maximum of 10 seconds. The measurement equipment shall ensure that the signal of the measured force is stabilised after that period. ## 6.5.2.2.4 The force at each reference speed shall be measured for at least 6 seconds while the vehicle speed is kept constant. The resulting force for that reference speed point FjDyno shall be the arithmetic average of the force during the measurement. The steps in paragraphs 6.5.2.2.2. to 6.5.2.2.4. of this Sub-Annex inclusive shall be repeated for each reference speed. ### Division 6.5.2.3: Measurement procedure by deceleration ## 6.5.2.3.1 Preconditioning and dynamometer setting shall be performed according to paragraph 6.5.2.1. of this Sub-Annex. Prior to each coastdown, the vehicle shall be driven at the highest reference speed or, in the case that the alternative warm-up procedure is used at 110 per cent of the highest reference speed, for at least 1 minute. The vehicle shall be subsequently accelerated to at least 10 km/h above the highest reference speed and the coastdown shall be started immediately. ## 6.5.2.3.2 The measurement shall be performed according to paragraphs 4.3.1.3.1. to 4.3.1.4.4. inclusive of this Sub-Annex. If coasting down in opposite directions is not possible then the equation used to calculate Δtji in paragraph 4.3.1.4.2. of this Sub-Annex shall not apply. The measurement shall be stopped after two decelerations if the force of both coastdowns at each reference speed point is within ± 10 N, otherwise at least three coastdowns shall be performed using the criteria set out in paragraph 4.3.1.4.2. of this Sub-Annex. ## 6.5.2.3.3 The force fjDyno at each reference speed vj shall be calculated by removing the simulated aerodynamic force: fjDyno=fjDecel− cd× v2j where: fjDecelis the force determined according to the equation calculating Fj in paragraph 4.3.1.4.4. of this Sub-Annex at reference speed point j, N; cdis the dynamometer set coefficient as defined in paragraph 6.5.2.1. of this Sub-Annex, N/(km/h)2. Alternatively, at the request of the manufacturer, cd may be set to zero during the coastdown and for calculating fjDyno. ## 6.5.2.4 Measurement conditions The vehicle shall be in the condition described in paragraph 4.3.1.3.2. of this Sub-Annex. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ## 6.5.3 Measurement result of the flat belt method The result of the flat belt dynamometer fjDyno shall be referred to as fj for the further calculations in paragraph 6.7. of this Sub-Annex. ### Division 6.6: Chassis dynamometer applied for the wind tunnel method ## 6.6.1 Criteria In addition to the descriptions in paragraphs 1. and 2. of Sub-Annex 5, the criteria described in paragraphs 6.6.1.1. to 6.6.1.6. inclusive of this Sub-Annex shall apply. ## 6.6.1.1 Description of a chassis dynamometer The front and rear axles shall be equipped with a single roller with a diameter of not less than 1,2 metres. ## 6.6.1.2 Vehicle restraint system The dynamometer shall be equipped with a centring device aligning the vehicle. The restraint system shall maintain the centred drive wheel position within the following recommended limits throughout the coastdown runs of the road load determination: 6.6.1.2.1.Vehicle position The vehicle to be tested shall be installed on the chassis dynamometer roller as defined in paragraph 7.3.3. of this Sub-Annex. 6.6.1.2.2.Vertical force The restraint system shall fulfil the requirements of paragraph 6.5.1.2.3. of this Sub-Annex. ## 6.6.1.3 Accuracy of measured forces The accuracy of measured forces shall be as described in paragraph 6.5.1.3. of this Sub-Annex apart from the force in the x-direction that shall be measured with an accuracy as described in paragraph 2.4.1. of Sub-Annex 5. ## 6.6.1.4 Dynamometer speed control The roller speeds shall be controlled with an accuracy of ± 0,2 km/h. ## 6.6.1.5 Roller surface The roller surface shall be clean, dry and free from foreign material that might cause tyre slippage. ## 6.6.1.6 Cooling The cooling fan shall be as described in paragraph 6.5.1.6. of this Sub-Annex. ## 6.6.2 Dynamometer measurement The measurement shall be performed as described in paragraph 6.5.2. of this Sub-Annex. ## 6.6.3 Correcting measured chassis dynamometer forces to those on a flat surface The measured forces on the chassis dynamometer shall be corrected to a reference equivalent to the road (flat surface) and the result shall be referred to as fj. fj=fjDyno×c1×1RWheelRDyno×c2+1+fjDyno×1−c1 where: c1is the tyre rolling resistance fraction of fjDyno; c2is a chassis dynamometer-specific radius correction factor; fjDynois the force calculated in paragraph 6.5.2.3.3. for each reference speed j, N; RWheelis one-half of the nominal design tyre diameter, m; RDynois the radius of the chassis dynamometer roller, m. The manufacturer and the approval authority shall agree on the factors c1 and c2 to be used, based on correlation test evidence provided by the manufacturer for the range of tyre characteristics intended to be tested on the chassis dynamometer. As an alternative the following conservative equation may be used: fj=fjDyno×1RWheelRDyno×0,2+1 C2 shall be 0,2 except that 2,0 shall be used if the road load delta method (see paragraph 6.8.) is used and the road load delta calculated in accordance with paragraph 6.8.1. is negative. ### Division 6.7: Calculations ## 6.7.1 Correction of the flat belt and chassis dynamometer results The measured forces determined in paragraphs 6.5. and 6.6. of this Sub-Annex shall be corrected to reference conditions using the following equation: FDj=fj− K1×1+ K0T− 293where: FDjis the corrected resistance measured at the flat belt or chassis dynamometer at reference speed j, N; fjis the measured force at reference speed j, N; K0is the correction factor for rolling resistance as defined in paragraph 4.5.2. of this Sub-Annex, K-1; K1is the test mass correction as defined in paragraph 4.5.4. of this Sub-Annex, N; Tis the arithmetic average temperature in the test cell during the measurement, K. ## 6.7.2 Calculation of the aerodynamic force The aerodynamic drag shall be calculated using the equation below. If the vehicle is equipped with velocity-dependent movable aerodynamic body parts, the corresponding (CD × Af) values shall be applied for the concerned reference speed points. FAj=CD× Afj×ρ02×v2j3,62where: FAjis the aerodynamic drag measured in the wind tunnel at reference speed j, N; (CD × Af)jis the product of the drag coefficient and frontal area at a certain reference speed point j, where applicable, m2; ρ0is the dry air density defined in paragraph 3.2.10. of this Annex, kg/m3; vjis the reference speed j, km/h. ## 6.7.3 Calculation of road load values The total road load as a sum of the results of paragraphs 6.7.1 and 6.7.2. of this Sub-Annex shall be calculated using the following equation: F*j=FDj+ FAjfor all applicable reference speed points j, N; For all calculated F*j, the coefficients f0, f1 and f2 in the road load equation shall be calculated with a least squares regression analysis and shall be used as the target coefficients in paragraph 8.1.1. of this Sub-Annex. In the case that the vehicle(s) tested according to the wind tunnel method is (are) representative of a road load matrix family vehicle, the coefficient f1 shall be set to zero and the coefficients f0 and f2 shall be recalculated with a least squares regression analysis. ## 6.8 Road load delta method For the purpose of including options when using the interpolation method which are not incorporated in the road load interpolation (i.e. aerodynamics, rolling resistance and mass), a delta in vehicle friction may be measured by the road load delta method (e.g. friction difference between brake systems). The following steps shall be performed: (a)The friction of reference vehicle R shall be measured; (b)The friction of the vehicle with the option (vehicle N) causing the difference in friction shall be measured; (c)The difference shall be calculated in accordance with paragraph 6.8.1. These measurements shall be performed on a flat belt in accordance with paragraph 6.5. or on a chassis dynamometer in accordance with paragraph 6.6., and the correction of the results (excluding aerodynamic force) calculated in accordance with paragraph 6.7.1. The application of this method is permitted only if the following criterion is fulfilled: 1n∑nj=1FDj,R−FDj,N≤25 N where: FDj,Ris the corrected resistance of vehicle R measured on the flat belt or chassis dynamometer at reference speed j calculated in accordance with paragraph 6.7.1., N; FDj,Nis the corrected resistance of vehicle N measured on the flat belt or chassis dynamometer at reference speed j calculated in accordance with paragraph 6.7.1., N; nis the total number of speed points. This alternative road load determination method may only be applied if vehicles R and N have identical aerodynamic resistance and if the measured delta appropriately covers the entire influence on the vehicle's energy consumption. This method shall not be applied if the overall accuracy of the absolute road load of vehicle N is compromised in any way. ## 6.8.1 Determination of delta flat belt or chassis dynamometer coefficients The delta road load shall be calculated using the following equation: FDj,Delta = FDj,N – FDj,R where: FDj,Deltais the delta road load at reference speed j, N; FDj,Nis the corrected resistance measured on the flat belt or chassis dynamometer at reference speed j calculated in accordance with paragraph 6.7.1. for vehicle N, N; FDj,Ris the corrected resistance of the reference vehicle measured on the flat belt or chassis dynamometer at reference speed j calculated in accordance with paragraph 6.7.1. for reference vehicle R, N. For all calculated FDj,Delta, the coefficients f0,Delta, f1,Delta and f2,Delta in the road load equation shall be calculated with a least squares regression analysis. ## 6.8.2 Determination of total road load If the interpolation method (see paragraph 3.2.3.2. of Sub-Annex 7) is not used, the road load delta method for vehicle N shall be calculated in accordance with the following equations: f0,N = f0,R + f0,Delta f1,N = f1,R + f1,Delta f2,N = f2,R + f2,Delta where: Nrefers to the road load coefficients of vehicle N; Rrefers to the road load coefficients of reference vehicle R; Deltarefers to the delta road load coefficients determined in paragraph 6.8.1. ### Division 7: Transferring road load to a chassis dynamometer ### Division 7.1: Preparation for chassis dynamometer test ## 7.1.0 Selection of dynamometer operation The test shall be done on either a dynamometer in 2WD operation or 4WD operation, in accordance with paragraph 2.4.2.4. of Sub-Annex 6. ### Division 7.1.1: Laboratory conditions ## 7.1.1.1 Roller(s) The chassis dynamometer roller(s) shall be clean, dry and free from foreign material that might cause tyre slippage. The dynamometer shall be run in the same coupled or uncoupled state as the subsequent Type 1 test. Chassis dynamometer speed shall be measured from the roller coupled to the power absorption unit. ## 7.1.1.1.1 Tyre slippage Additional weight may be placed on or in the vehicle to eliminate tyre slippage. The manufacturer shall perform the load setting on the chassis dynamometer with the additional weight. The additional weight shall be present for both load setting and the emissions and fuel consumption tests. The use of any additional weight shall be included in all relevant test sheets. ## 7.1.1.2 Room temperature The laboratory atmospheric temperature shall be at a set point of 23 °C and shall not deviate by more than ± 5 °C during the test unless otherwise required by any subsequent test. ### Division 7.2: Preparation of chassis dynamometer ## 7.2.1 Inertia mass setting The equivalent inertia mass of the chassis dynamometer shall be set according to paragraph 2.5.3. of this Sub-Annex. If the chassis dynamometer is not capable to meet the inertia setting exactly, the next higher inertia setting shall be applied with a maximum increase of 10 kg. ## 7.2.2 Chassis dynamometer warm-up The chassis dynamometer shall be warmed up in accordance with the dynamometer manufacturer’s recommendations, or as appropriate, so that the frictional losses of the dynamometer may be stabilized. ### Division 7.3: Vehicle preparation ## 7.3.1 Tyre pressure adjustment The tyre pressure at the soak temperature of a Type 1 test shall be set to no more than 50 per cent above the lower limit of the tyre pressure range for the selected tyre, as specified by the vehicle manufacturer (see paragraph 4.2.2.3. of this Sub-Annex), and shall be included in all relevant test reports. ## 7.3.2 If the determination of dynamometer settings cannot meet the criteria described in paragraph 8.1.3. due to non-reproducible forces, the vehicle shall be equipped with a vehicle coastdown mode. The vehicle coastdown mode shall be approved by the approval authority and the use of a vehicle coastdown mode shall be included in all relevant test reports. If a vehicle is equipped with a vehicle coastdown mode, it shall be engaged both during road load determination and on the chassis dynamometer. ## 7.3.2.1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ## 7.3.3 Vehicle placement on the dynamometer The tested vehicle shall be placed on the chassis dynamometer in a straight ahead position and restrained in a safe manner. In the case that a single roller chassis dynamometer is used, the centre of the tyre's contact patch on the roller shall be within ± 25 mm or ± 2 per cent of the roller diameter, whichever is smaller, from the top of the roller. If the torque meter method is used, the tyre pressure shall be adjusted such that the dynamic radius is within 0,5 per cent of the dynamic radius rj calculated using the equations in paragraph 4.4.3.1. at the 80 km/h reference speed point. The dynamic radius on the chassis dynamometer shall be calculated in accordance with the procedure described in paragraph 4.4.3.1. If this adjustment is outside the range defined in paragraph 7.3.1., the torque meter method shall not apply. ## 7.3.3.1 [Reserved] ### Division 7.3.4: Vehicle warm-up ## 7.3.4.1 The vehicle shall be warmed up with the applicable WLTC. ## 7.3.4.2 If the vehicle is already warmed up, the WLTC phase applied in paragraph 7.3.4.1. of this Sub-Annex, with the highest speed, shall be driven. ### Division 7.3.4.3: Alternative warm-up procedure ## 7.3.4.3.1 At the request of the vehicle manufacturer and with approval of the approval authority, an alternative warm-up procedure may be used. The approved alternative warm-up procedure may be used for vehicles within the same road load family and shall satisfy the requirements outlined in paragraphs 7.3.4.3.2. to 7.3.4.3.5. of this Sub-Annex inclusive. ## 7.3.4.3.2 At least one vehicle representing the road load family shall be selected. ## 7.3.4.3.3 The cycle energy demand calculated according to paragraph 5. of Sub-Annex 7 with corrected road load coefficients f0a, f1a and f2a, for the alternative warm-up procedure shall be equal to or higher than the cycle energy demand calculated with the target road load coefficients f0, f1, and f2, for each applicable phase. The corrected road load coefficients f0a, f1a and f2a, shall be calculated according to the following equations: f0a=f0+ Ad_alt− Ad_WLTCf1a=f1+ Bd_alt− Bd_WLTCf2a=f2+ Cd_alt− Cd_WLTC where: Ad_alt, Bd_alt and Cd_altare the chassis dynamometer setting coefficients after the alternative warm-up procedure; Ad_WLTC, Bd_WLTC and Cd_WLTCare the chassis dynamometer setting coefficients after a WLTC warm-up procedure described in paragraph 7.3.4.1. of this Sub-Annex and a valid chassis dynamometer setting according to paragraph 8. of this Sub-Annex. ## 7.3.4.3.4 The corrected road load coefficients f0a, f1a and f2a, shall be used only for the purpose of paragraph 7.3.4.3.3. of this Sub-Annex. For other purposes, the target road load coefficients f0, f1 and f2, shall be used as the target road load coefficients. ## 7.3.4.3.5 Details of the procedure and of its equivalency shall be provided to the approval authority. ### Division 8: Chassis dynamometer load setting ## 8.1 Chassis dynamometer load setting using the coastdown method This method is applicable when the road load coefficients f0, f1 and f2 have been determined. In the case of a road load matrix family, this method shall be applied when the road load of the representative vehicle is determined using the coastdown method described in paragraph 4.3. of this Sub-Annex. The target road load values are the values calculated using the method described in paragraph 5.1. of this Sub-Annex. ## 8.1.1 Initial load setting For a chassis dynamometer with coefficient control, the chassis dynamometer power absorption unit shall be adjusted with the arbitrary initial coefficients, Ad, Bd and Cd, of the following equation: Fd=Ad+ Bdv+ Cdv2where: Fdis the chassis dynamometer setting load, N; vis the speed of the chassis dynamometer roller, km/h. The following are recommended coefficients to be used for the initial load setting: (a)Ad = 0,5 × At, Bd = 0,2 × Bt, Cd = Ct for single-axis chassis dynamometers, or Ad = 0,5 × At, Bd = 0,2 × Bt, Cd = Ct for dual-axis chassis dynamometers, where, and are the target road load coefficients; (b)empirical values, such as those used for the setting for a similar type of vehicle. For a chassis dynamometer of polygonal control, adequate load values at each reference speed shall be set to the chassis dynamometer power absorption unit. ## 8.1.2 Coastdown The coastdown test on the chassis dynamometer shall be performed with the procedure given in paragraph 8.1.3.4.1. or in paragraph 8.1.3.4.2. of this Sub-Annex and shall start no later than 120 seconds after completion of the warm-up procedure. Consecutive coastdown runs shall be started immediately. At the request of the manufacturer and with approval of the approval authority, the time between the warm-up procedure and coastdowns using the iterative method may be extended to ensure a proper vehicle setting for the coastdown. The manufacturer shall provide the approval authority with evidence for requiring additional time and evidence that the chassis dynamometer load setting parameters (e.g. coolant and/or oil temperature, force on a dynamometer) are not affected. ### Division 8.1.3: Verification ## 8.1.3.1 The target road load value shall be calculated using the target road load coefficient, At, Bt and Ct, for each reference speed, vj: Ftj=At+ Btvj+ Ctv2jwhere: At, Bt and Ctare the target road load parameters; Ftjis the target road load at reference speed vj, N; vjis the jth reference speed, km/h. ## 8.1.3.2 The measured road load shall be calculated using the following equation: Fmj=13,6×TM+ mr×2× ΔvΔtjwhere: Fmjis the measured road load for each reference speed vj, N; TMis the test mass of the vehicle, kg; mris the equivalent effective mass of rotating components according to paragraph 2.5.1. of this Sub-Annex, kg; Δtjis the coastdown time corresponding to speed vj, s. ## 8.1.3.3 The simulated road load on the chassis dynamometer shall be calculated in accordance with the method as specified in paragraph 4.3.1.4., with the exception of measuring in opposite directions: Fs=As+ Bs× v+ Cs× v2 The simulated road load for each reference speed vj shall be determined using the following equation, using the calculated As, Bs and Cs: Fsj=As+ Bs× vj+ Cs× v2j ## 8.1.3.4 For dynamometer load setting, two different methods may be used. If the vehicle is accelerated by the dynamometer, the methods described in paragraph 8.1.3.4.1. of this Sub-Annex shall be used. If the vehicle is accelerated under its own power, the methods in paragraphs 8.1.3.4.1. or 8.1.3.4.2. of this Sub-Annex shall be used. The minimum acceleration multiplied by speed shall be 6 m2/sec3. Vehicles which are unable to achieve 6 m2/s3 shall be driven with the acceleration control fully applied. ## 8.1.3.4.1 Fixed run method At, Bt and Ctare the target road load parameters; Asn, Bsn and Csnare the simulated road load coefficients of the nth run; Adn, Bdn and Cdnare the dynamometer setting coefficients of the nth run; nis the index number of coastdowns including the first stabilisation run. ## 8.1.3.4.1.1 The dynamometer software shall perform four coastdowns in total: From the first coastdown, the dynamometer setting coefficients for the second run according to paragraph 8.1.4. of this Sub-Annex shall be calculated. Following the first coastdown, the software shall perform three additional coastdowns with either the fixed dynamometer setting coefficients determined after the first coastdown or the adjusted dynamometer setting coefficients according to paragraph 8.1.4. of this Sub-Annex. ## 8.1.3.4.1.2 The final dynamometer setting coefficients A, B and C shall be calculated using the following equations: A=At−∑4n= 2Asn− Adn3 B=Bt−∑4n= 2Bsn− Bdn3 C=Ct−∑4n= 2Csn− Cdn3 where: ## 8.1.3.4.2 Iterative method The calculated forces in the specified speed ranges shall either be within ± 10 N after a least squares regression of the forces for two consecutive coastdowns when compared with the target values, or additional coastdowns shall be performed after adjusting the chassis dynamometer load setting in accordance with paragraph 8.1.4. until the tolerance is satisfied. ## 8.1.4 Adjustment The chassis dynamometer setting load shall be adjusted according to the following equations: F*dj=Fdj− Fj=Fdj− Fsj+ Ftj=Ad+ Bdvj+ Cdv2j−As+ Bsvj+ Csv2j+At+ Btvj+ Ctv2j=Ad+ At− As+Bd+ Bt− Bsvj+Cd+ Ct− Csv2jTherefore: A*d=Ad+ At− AsB*d=Bd+ Bt− BsC*d=Cd+ Ct− Cswhere: Fdjis the initial chassis dynamometer setting load, N; F*djis the adjusted chassis dynamometer setting load, N; Fjis the adjustment road load equal to (Fsj - Ftj), N; Fsjis the simulated road load at reference speed vj, N; Ftjis the target road load at reference speed vj, N; A*d, B*d and C*dare the new chassis dynamometer setting coefficients. ## 8.1.5 At, Bt and Ct shall be used as the final values of f0, f1 and f2, and shall be used for the following purposes: (a)Determination of downscaling, paragraph 8. of Sub-Annex 1; (b)Determination of gearshift points, Sub-Annex 2; (c)Interpolation of CO2 and fuel consumption, paragraph 3.2.3. of Sub-Annex 7; (d)Calculation of results of electric and hybrid-electric vehicles, paragraph 4. of Sub-Annex 8. ## 8.2 Chassis dynamometer load setting using the torque meter method This method is applicable when the running resistance is determined using the torque meter method described in paragraph 4.4. of this Sub-Annex. In the case of a road load matrix family, this method shall be applied when the running resistance of the representative vehicle is determined using the torque meter method as specified in paragraph 4.4. of this Sub-Annex. The target running resistance values are the values calculated using the method specified in paragraph 5.1 of this Sub-Annex. ## 8.2.1 Initial load setting For a chassis dynamometer of coefficient control, the chassis dynamometer power absorption unit shall be adjusted with the arbitrary initial coefficients, Ad, Bd and Cd, of the following equation: Fd=Ad+ Bdv+ Cdv2where: Fdis the chassis dynamometer setting load, N; vis the speed of the chassis dynamometer roller, km/h. The following coefficients are recommended for the initial load setting: (a)Ad=0,5×atr′, Bd=0,2×btr′, Cd=ctr′for single-axis chassis dynamometers, or Ad=0,1×atr′, Bd=0,2×btr′, Cd=ctr′for dual-axis chassis dynamometers, where: at, bt and ct are are the target running resistance coefficients; and r′ is the dynamic radius of the tyre on the chassis dynamometer obtained at 80 km/h, m.; or (b)Empirical values, such as those used for the setting for a similar type of vehicle. For a chassis dynamometer of polygonal control, adequate load values at each reference speed shall be set for the chassis dynamometer power absorption unit. ## 8.2.2 Wheel torque measurement The torque measurement test on the chassis dynamometer shall be performed with the procedure defined in paragraph 4.4.2. of this Sub-Annex. The torque meter(s) shall be identical to the one(s) used in the preceding road test. ### Division 8.2.3: Verification ## 8.2.3.1 The target running resistance (torque) curve shall be determined using the equation in paragraph 4.5.5.2.1. of this Sub-Annex and may be written as follows: C*t=at+ bt× vj+ ct× v2j ## 8.2.3.2 The simulated running resistance (torque) curve on the chassis dynamometer shall be calculated according to the method described and the measurement precision specified in paragraph 4.4.3.2. of this Sub-Annex, and the running resistance (torque) curve determination as described in paragraph 4.4.4. of this Sub-Annex with applicable corrections according to paragraph 4.5. of this Sub-Annex, all with the exception of measuring in opposite directions, resulting in a simulated running resistance curve: C*s=C0s+ C1s× vj+ C2s× v2jThe simulated running resistance (torque) shall be within a tolerance of ± 10 N×r’ from the target running resistance at every speed reference point where r’ is the dynamic radius of the tyre in metres on the chassis dynamometer obtained at 80 km/h. If the tolerance at any reference speed does not satisfy the criterion of the method described in this paragraph, the procedure specified in paragraph 8.2.3.3. of this Sub-Annex shall be used to adjust the chassis dynamometer load setting. ## 8.2.3.3 Adjustment The chassis dynamometer load setting shall be adjusted using the following equation: F*dj=Fdj−Fejr′=Fdj−Fsjr′+Ftjr′=Ad+Bdvj+Cdv2j−as+bsvj+csv2jr′+at+btvj+ctv2jr′=Ad+at−asr′+Bd+bt−bsr′ vj+Cd+ct−csr′ v2j therefore: A*d=Ad+at−asr′ B*d=Bd+bt−bsr′ C*d=Cd+ct−csr′ where: F*djis the new chassis dynamometer setting load, N; Fejis the adjustment road load equal to (Fsj – Ftj), Nm; Fsjis the simulated road load at reference speed vj, Nm; Ftjis the target road load at reference speed vj, Nm; A*d, B*d and C*dare the new chassis dynamometer setting coefficients; r′is the dynamic radius of the tyre on the chassis dynamometer obtained at 80 km/h, m. Paragraphs 8.2.2. and 8.2.3. shall be repeated until the tolerance in paragraph 8.2.3.2. is met. ## 8.2.3.4 The mass of the driven axle(s), tyre specifications and chassis dynamometer load setting shall be included in all relevant test reports when the requirement of paragraph 8.2.3.2. of this Sub-Annex is fulfilled. ### Division 8.2.4: Transformation of running resistance coefficients to road load coefficients f0, f1, f2 ## 8.2.4.1 If the vehicle does not coast down in a repeatable manner and a vehicle coastdown mode in accordance with paragraph 4.2.1.8.5. is not feasible, the coefficients f0, f1 and f2 in the road load equation shall be calculated using the equations in paragraph 8.2.4.1.1. In any other case, the procedure described in paragraphs 8.2.4.2. to 8.2.4.4. shall be performed. ## 8.2.4.1.1 f0=c0r× 1,02 f1=c1r× 1,02f2=c2r× 1,02 where: c0, c1, c2are the running resistance coefficients determined in paragraph 4.4.4. of this Sub-Annex, Nm, Nm/(km/h), Nm/(km/h)2; ris the dynamic tyre radius of the vehicle with which the running resistance was determined, m. 1,02is an approximate coefficient compensating for drivetrain losses. ## 8.2.4.1.2 The determined f0, f1, f2 values shall not be used for a chassis dynamometer setting or any emission or range testing. They shall be used only in the following cases: (a)determination of downscaling, paragraph 8. of Sub-Annex 1; (b)determination of gearshift points, Sub-Annex 2; (c)interpolation of CO2 and fuel consumption, paragraph 3.2.3 of Sub-Annex 7; (d)calculation of results of electric and hybrid-electric vehicles, paragraph 4. of Sub-Annex 8. ## 8.2.4.2 Once the chassis dynamometer has been set within the specified tolerances, a vehicle coastdown procedure shall be performed on the chassis dynamometer as outlined in paragraph 4.3.1.3. of this Sub-Annex. The coastdown times shall be included in all relevant test sheets. ## 8.2.4.3 The road load Fj at reference speed vj, N, shall be determined using the following equation: Fj=13,6×TM+ mr×ΔvΔtj where: Fjis the road load at reference speed vj, N; TMis the test mass of the vehicle, kg; mris the equivalent effective mass of rotating components according to paragraph 2.5.1. of this Sub-Annex, kg; Δv= 10 km/h Δtjis the coastdown time corresponding to speed vj, s. ## 8.2.4.4 The coefficients f0, f1 and f2 in the road load equation shall be calculated with a least squares regression analysis over the reference speed range. ### Division: Test equipment and calibrations ### Division 1: Test bench specifications and settings ### Division 1.1: Cooling fan specifications ## 1.1.1 A variable speed current of air shall be blown towards the vehicle. The set point of the linear velocity of the air at the blower outlet shall be equal to the corresponding roller speed above roller speeds of 5 km/h. The linear velocity of the air at the blower outlet shall be within ± 5 km/h or ± 10 per cent of the corresponding roller speed, whichever is greater. ## 1.1.2 The above-mentioned air velocity shall be determined as an averaged value of a number of measuring points that: (a)For fans with rectangular outlets, are located at the centre of each rectangle dividing the whole of the fan outlet into 9 areas (dividing both horizontal and vertical sides of the fan outlet into 3 equal parts). The centre area shall not be measured (as shown in Figure A5/1); Figure A5/1 Fan with rectangular outlet (b)For fans with circular outlets, the outlet shall be divided into 8 equal sectors by vertical, horizontal and 45° lines. The measurement points shall lie on the radial centre line of each sector (22,5°) at two–thirds of the outlet radius (as shown in Figure A5/2). Figure A5/2 Fan with circular outlet These measurements shall be made with no vehicle or other obstruction in front of the fan. The device used to measure the linear velocity of the air shall be located between 0 and 20 cm from the air outlet. ## 1.1.3 The outlet of the fan shall have the following characteristics: (a)An area of at least 0,3 m2; and (b)A width/diameter of at least 0,8 metre. ## 1.1.4 The position of the fan shall be as follows: (a)Height of the lower edge above ground: approximately 20 cm; (b)Distance from the front of the vehicle: approximately 30 cm; (c)Approximately on the longitudinal centreline of the vehicle. ## 1.1.5 At the request of the manufacturer and if considered appropriate by the approval authority, the height, lateral position and distance from the vehicle of the cooling fan may be modified. If the specified fan configuration is impractical for special vehicle designs, such as vehicles with rear-mounted engines or side air intakes, or it does not provide adequate cooling to properly represent in-use operation, at the request of the manufacturer and if considered appropriate by the approval authority, the height, capacity, longitudinal and lateral position of the cooling fan may be modified and additional fans which may have different specifications (including constant speed fans) may be used. ## 1.1.6 In the cases described in paragraph 1.1.5., the position and capacity of the cooling fan(s) and details of the justification supplied to the approval authority shall be included in all relevant test reports. For any subsequent testing, similar positions and specifications shall be used in consideration of the justification to avoid non-representative cooling characteristics. ### Division 2: Chassis dynamometer ### Division 2.1: General requirements ## 2.1.1 The dynamometer shall be capable of simulating road load with three road load coefficients that can be adjusted to shape the load curve. ## 2.1.2 The chassis dynamometer may have a single or twin-roller configuration. In the case that twin-roller chassis dynamometers are used, the rollers shall be permanently coupled or the front roller shall drive, directly or indirectly, any inertial masses and the power absorption device. ## 2.2 Specific requirements The following specific requirements relate to the dynamometer manufacturer's specifications. ## 2.2.1 The roller run-out shall be less than 0,25 mm at all measured locations. ## 2.2.2 The roller diameter shall be within ± 1,0 mm of the specified nominal value at all measurement locations. ## 2.2.3 The dynamometer shall have a time measurement system for use in determining acceleration rates and for measuring vehicle/dynamometer coastdown times. This time measurement system shall have an accuracy of at least ± 0,001 per cent. This shall be verified upon initial installation. ## 2.2.4 The dynamometer shall have a speed measurement system with an accuracy of at least ± 0,080 km/h. This shall be verified upon initial installation. ## 2.2.5 The dynamometer shall have a response time (90 per cent response to a tractive effort step change) of less than 100 ms with instantaneous accelerations that are at least 3 m/s2. This shall be verified upon initial installation and after major maintenance. ## 2.2.6 The base inertia of the dynamometer shall be stated by the dynamometer manufacturer and shall be confirmed to within ± 0,5 per cent for each measured base inertia and ± 0,2 per cent relative to any arithmetic average value by dynamic derivation from trials at constant acceleration, deceleration and force. ## 2.2.7 Roller speed shall be measured at a frequency of not less than 10 Hz. ### Division 2.3: Additional specific requirements for a chassis dynamometer in 4WD operation ## 2.3.1 The 4WD control system of the dynamometer shall be designed such that the following requirements are fulfilled when tested with a vehicle driven over the WLTC. ## 2.3.1.1 Road load simulation shall be applied such that the dynamometer in 4WD operation reproduces the same proportioning of forces as would be encountered when driving the vehicle on a smooth, dry, level road surface. ## 2.3.1.2 Upon initial installation and after major maintenance, the requirements of paragraph 2.3.1.2.1. of this Sub-Annex and either paragraph 2.3.1.2.2. or 2.3.1.2.3. of this Sub-Annex shall be satisfied. The speed difference between the front and rear rollers is assessed by applying a 1 second moving average filter to roller speed data acquired at a minimum frequency of 20 Hz. ## 2.3.1.2.1 The difference in distance covered by the front and rear rollers shall be less than 0,2 per cent of the distance driven over the WLTC. The absolute number shall be integrated for the calculation of the total difference in distance over the WLTC. ## 2.3.1.2.2 The difference in distance covered by the front and rear rollers shall be less than 0,1 m in any 200 ms time period. ## 2.3.1.2.3 The speed difference of all roller speeds shall be within +/– 0,16 km/h. ### Division 2.4: Chassis dynamometer calibration ## 2.4.1 Force measurement system The accuracy of the force transducer shall be at least ± 10 N for all measured increments. This shall be verified upon initial installation, after major maintenance and within 370 days before testing. ## 2.4.2 Dynamometer parasitic loss calibration The dynamometer's parasitic losses shall be measured and updated if any measured value differs from the current loss curve by more than 9,0 N. This shall be verified upon initial installation, after major maintenance and within 35 days before testing. ## 2.4.3 Verification of road load simulation without a vehicle The dynamometer performance shall be verified by performing an unloaded coastdown test upon initial installation, after major maintenance, and within 7 days before testing. The arithmetic average coastdown force error shall be less than 10 N or 2 per cent, whichever is greater, at each reference speed point. ### Division 3: Exhaust gas dilution system ### Division 3.1: System specification ### Division 3.1.1: Overview ## 3.1.1.1 A full flow exhaust dilution system shall be used. The total vehicle exhaust shall be continuously diluted with ambient air under controlled conditions using a constant volume sampler. A critical flow venturi (CFV) or multiple critical flow venturis arranged in parallel, a positive displacement pump (PDP), a subsonic venturi (SSV), or an ultrasonic flow meter (UFM) may be used. The total volume of the mixture of exhaust and dilution air shall be measured and a continuously proportional sample of the volume shall be collected for analysis. The quantities of exhaust gas compounds shall be determined from the sample concentrations, corrected for their respective content of the dilution air and the totalised flow over the test period. ## 3.1.1.2 The exhaust dilution system shall consist of a connecting tube, a mixing device and dilution tunnel, dilution air conditioning, a suction device and a flow measurement device. Sampling probes shall be fitted in the dilution tunnel as specified in paragraphs 4.1., 4.2. and 4.3. of this Sub-Annex. ## 3.1.1.3 The mixing device referred to in paragraph 3.1.1.2. of this Sub-Annex shall be a vessel such as that illustrated in Figure A5/3 in which vehicle exhaust gases and the dilution air are combined so as to produce a homogeneous mixture at the sampling position. ### Division 3.2: General requirements ## 3.2.1 The vehicle exhaust gases shall be diluted with a sufficient amount of ambient air to prevent any water condensation in the sampling and measuring system at all conditions that may occur during a test. ## 3.2.2 The mixture of air and exhaust gases shall be homogeneous at the point where the sampling probes are located (paragraph 3.3.3. of this Sub-Annex). The sampling probes shall extract representative samples of the diluted exhaust gas. ## 3.2.3 The system shall enable the total volume of the diluted exhaust gases to be measured. ## 3.2.4 The sampling system shall be gas-tight. The design of the variable dilution sampling system and the materials used in its construction shall be such that the concentration of any compound in the diluted exhaust gases is not affected. If any component in the system (heat exchanger, cyclone separator, suction device, etc.) changes the concentration of any of the exhaust gas compounds and the systematic error cannot be corrected, sampling for that compound shall be carried out upstream from that component. ## 3.2.5 All parts of the dilution system in contact with raw or diluted exhaust gas shall be designed to minimise deposition or alteration of the particulate or particles. All parts shall be made of electrically conductive materials that do not react with exhaust gas components, and shall be electrically grounded to prevent electrostatic effects. ## 3.2.6 If the vehicle being tested is equipped with an exhaust pipe comprising several branches, the connecting tubes shall be connected as near as possible to the vehicle without adversely affecting their operation. ### Division 3.3: Specific requirements ### Division 3.3.1: Connection to vehicle exhaust ## 3.3.1.1 The start of the connecting tube is the exit of the tailpipe. The end of the connecting tube is the sample point, or first point of dilution. For multiple tailpipe configurations where all the tailpipes are combined, the start of the connecting tube shall be taken at the last joint of where all the tailpipes are combined. In this case, the tube between the exit of the tailpipe and the start of the connecting tube may or may not be insulated or heated. ## 3.3.1.2 The connecting tube between the vehicle and dilution system shall be designed so as to minimize heat loss. ## 3.3.1.3 The connecting tube shall satisfy the following requirements: (a)Be less than 3.6 metres long, or less than 6.1 metres long if heat-insulated. Its internal diameter shall not exceed 105 mm; the insulating materials shall have a thickness of at least 25 mm and thermal conductivity shall not exceed 0,1 W/m–1K–1 at 400 °C. Optionally, the tube may be heated to a temperature above the dew point. This may be assumed to be achieved if the tube is heated to 70 °C; (b)Not cause the static pressure at the exhaust outlets on the vehicle being tested to differ by more than ± 0,75 kPa at 50 km/h, or more than ± 1,25 kPa for the duration of the test from the static pressures recorded when nothing is connected to the vehicle exhaust pipes. The pressure shall be measured in the exhaust outlet or in an extension having the same diameter and as near as possible to the end of the tailpipe. Sampling systems capable of maintaining the static pressure to within ± 0,25 kPa may be used if a written request from a manufacturer to the approval authority substantiates the need for the closer tolerance; (c)No component of the connecting tube shall be of a material that might affect the gaseous or solid composition of the exhaust gas. To avoid generation of any particles from elastomer connectors, elastomers employed shall be as thermally stable as possible and have minimum exposure to the exhaust gas. It is recommended not to use elastomer connectors to bridge the connection between the vehicle exhaust and the connecting tube. ### Division 3.3.2: Dilution air conditioning ## 3.3.2.1 The dilution air used for the primary dilution of the exhaust in the CVS tunnel shall pass through a medium capable of reducing particles of the most penetrating particle size in the filter material by ≤ 99,95 per cent, or through a filter of at least class H13 of EN 1822:2009. This represents the specification of High Efficiency Particulate Air (HEPA) filters. The dilution air may optionally be charcoal-scrubbed before being passed to the HEPA filter. It is recommended that an additional coarse particle filter be situated before the HEPA filter and after the charcoal scrubber, if used. ## 3.3.2.2 At the vehicle manufacturer's request, the dilution air may be sampled according to good engineering practice to determine the tunnel contribution to background particulate and particle levels, which can be subsequently subtracted from the values measured in the diluted exhaust. See paragraph 2.1.3. of Sub-Annex 6. ### Division 3.3.3: Dilution tunnel ## 3.3.3.1 Provision shall be made for the vehicle exhaust gases and the dilution air to be mixed. A mixing device may be used. ## 3.3.3.2 The homogeneity of the mixture in any cross-section at the location of the sampling probe shall not vary by more than ± 2 per cent from the arithmetic average of the values obtained for at least five points located at equal intervals on the diameter of the gas stream. ## 3.3.3.3 For PM and PN emissions sampling, a dilution tunnel shall be used that: (a)Consists of a straight tube of electrically-conductive material that is grounded; (b)Causes turbulent flow (Reynolds number ≥ 4 000) and be of sufficient length to cause complete mixing of the exhaust and dilution air; (c)Is at least 200 mm in diameter; (d)May be insulated and/or heated. ### Division 3.3.4: Suction device ## 3.3.4.1 This device may have a range of fixed speeds to ensure sufficient flow to prevent any water condensation. This result is obtained if the flow is either: (a)Twice as high as the maximum flow of exhaust gas produced by accelerations of the driving cycle; or (b)Sufficient to ensure that the CO2 concentration in the dilute exhaust sample bag is less than 3 per cent by volume for petrol and diesel, less than 2.2 per cent by volume for LPG and less than 1.5 per cent by volume for NG/biomethane. ## 3.3.4.2 Compliance with the requirements in paragraph 3.3.4.1. of this Sub-Annex may not be necessary if the CVS system is designed to inhibit condensation by such techniques, or combination of techniques, as: (a)Reducing water content in the dilution air (dilution air dehumidification); (b)Heating of the CVS dilution air and of all components up to the diluted exhaust flow measurement device and, optionally, the bag sampling system including the sample bags and also the system for the measurement of the bag concentrations. In such cases, the selection of the CVS flow rate for the test shall be justified by showing that condensation of water cannot occur at any point within the CVS, bag sampling or analytical system. ### Division 3.3.5: Volume measurement in the primary dilution system ## 3.3.5.1 The method of measuring total dilute exhaust volume incorporated in the constant volume sampler shall be such that measurement is accurate to ± 2 per cent under all operating conditions. If the device cannot compensate for variations in the temperature of the mixture of exhaust gases and dilution air at the measuring point, a heat exchanger shall be used to maintain the temperature to within ± 6 °C of the specified operating temperature for a PDP CVS, ± 11 °C for a CFV CVS, ± 6 °C for a UFM CVS, and ± 11 °C for an SSV CVS. ## 3.3.5.2 If necessary, some form of protection for the volume measuring device may be used e.g. a cyclone separator, bulk stream filter, etc. ## 3.3.5.3 A temperature sensor shall be installed immediately before the volume measuring device. This temperature sensor shall have an accuracy of ± 1 °C and a response time of 0,1 seconds at 62 per cent of a given temperature variation (value measured in silicone oil). ## 3.3.5.4 Measurement of the pressure difference from atmospheric pressure shall be taken upstream from and, if necessary, downstream from the volume measuring device. ## 3.3.5.5 The pressure measurements shall have a precision and an accuracy of ± 0,4 kPa during the test. See Table A5/5. ## 3.3.6 Recommended system description Figure A5/3 is a schematic drawing of exhaust dilution systems that meet the requirements of this Sub-Annex. The following components are recommended: (a)A dilution air filter, which may be pre-heated if necessary. This filter shall consist of the following filters in sequence: an optional activated charcoal filter (inlet side), and a HEPA filter (outlet side). It is recommended that an additional coarse particle filter be situated before the HEPA filter and after the charcoal filter, if used. The purpose of the charcoal filter is to reduce and stabilize the hydrocarbon concentrations of ambient emissions in the dilution air; (b)A connecting tube by which vehicle exhaust is admitted into a dilution tunnel; (c)An optional heat exchanger as described in paragraph 3.3.5.1. of this Sub-Annex; (d)A mixing device in which exhaust gas and dilution air are mixed homogeneously, and which may be located close to the vehicle so that the length of the connecting tube is minimized; (e)A dilution tunnel from which particulate and particles are sampled; (f)Some form of protection for the measurement system may be used e.g. a cyclone separator, bulk stream filter, etc.; (g)A suction device of sufficient capacity to handle the total volume of diluted exhaust gas. Exact conformity with these figures is not essential. Additional components such as instruments, valves, solenoids and switches may be used to provide additional information and co-ordinate the functions of the component system. Figure A5/3 Exhaust dilution system ## 3.3.6.1 Positive displacement pump (PDP) A positive displacement pump (PDP) full flow exhaust dilution system satisfies the requirements of this Sub-Annex by metering the flow of gas through the pump at constant temperature and pressure. The total volume is measured by counting the revolutions made by the calibrated positive displacement pump. The proportional sample is achieved by sampling with pump, flow meter and flow control valve at a constant flow rate. ## 3.3.6.1.1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ### Division 3.3.6.2: Critical flow venturi (CFV) ## 3.3.6.2.1 The use of a CFV for the full flow exhaust dilution system is based on the principles of flow mechanics for critical flow. The variable mixture flow rate of dilution and exhaust gas is maintained at sonic velocity that is directly proportional to the square root of the gas temperature. Flow is continually monitored, computed and integrated throughout the test. ## 3.3.6.2.2 The use of an additional critical flow sampling venturi ensures the proportionality of the gas samples taken from the dilution tunnel. As both pressure and temperature are equal at the two venturi inlets, the volume of the gas flow diverted for sampling is proportional to the total volume of diluted exhaust gas mixture produced, and thus the requirements of this Sub-Annex are fulfilled. ## 3.3.6.2.3 A measuring CFV tube shall measure the flow volume of the diluted exhaust gas. ## 3.3.6.3 Subsonic flow venturi (SSV) Figure A5/4 Schematic of a subsonic venturi tube (SSV) ## 3.3.6.3.1 The use of an SSV (Figure A5/4) for a full flow exhaust dilution system is based on the principles of flow mechanics. The variable mixture flow rate of dilution and exhaust gas is maintained at a subsonic velocity that is calculated from the physical dimensions of the subsonic venturi and measurement of the absolute temperature (T) and pressure (P) at the venturi inlet and the pressure in the throat of the venturi. Flow is continually monitored, computed and integrated throughout the test. ## 3.3.6.3.2 An SSV shall measure the flow volume of the diluted exhaust gas. ## 3.3.6.4 Ultrasonic flow meter (UFM) Figure A5/5 Schematic of an ultrasonic flow meter (UFM) ## 3.3.6.4.1 A UFM measures the velocity of the diluted exhaust gas in the CVS piping using the principle of ultrasonic flow detection by means of a pair, or multiple pairs, of ultrasonic transmitters/receivers mounted within the pipe as in Figure A5/5. The velocity of the flowing gas is determined by the difference in the time required for the ultrasonic signal to travel from transmitter to receiver in the upstream direction and the downstream direction. The gas velocity is converted to standard volumetric flow using a calibration factor for the tube diameter with real time corrections for the diluted exhaust temperature and absolute pressure. ## 3.3.6.4.2 Components of the system include: (a)A suction device fitted with speed control, flow valve or other method for setting the CVS flow rate and also for maintaining constant volumetric flow at standard conditions; (b)A UFM; (c)Temperature and pressure measurement devices, T and P, required for flow correction; (d)An optional heat exchanger for controlling the temperature of the diluted exhaust to the UFM. If installed, the heat exchanger shall be capable of controlling the temperature of the diluted exhaust to that specified in paragraph 3.3.5.1. of this Sub-Annex. Throughout the test, the temperature of the air/exhaust gas mixture measured at a point immediately upstream of the suction device shall be within ± 6 °C of the arithmetic average operating temperature during the test. ## 3.3.6.4.3 The following conditions shall apply to the design and use of the UFM type CVS: (a)The velocity of the diluted exhaust gas shall provide a Reynolds number higher than 4 000 in order to maintain a consistent turbulent flow before the ultrasonic flow meter; (b)An ultrasonic flow meter shall be installed in a pipe of constant diameter with a length of 10 times the internal diameter upstream and 5 times the diameter downstream; (c)A temperature sensor (T) for the diluted exhaust shall be installed immediately before the ultrasonic flow meter. This sensor shall have an accuracy of ± 1 °C and a response time of 0,1 seconds at 62 per cent of a given temperature variation (value measured in silicone oil); (d)The absolute pressure (P) of the diluted exhaust shall be measured immediately before the ultrasonic flow meter to within ± 0,3 kPa; (e)If a heat exchanger is not installed upstream of the ultrasonic flow meter, the flow rate of the diluted exhaust, corrected to standard conditions, shall be maintained at a constant level during the test. This may be achieved by control of the suction device, flow valve or other method. ### Division 3.4: CVS calibration procedure ### Division 3.4.1: General requirements ## 3.4.1.1 The CVS system shall be calibrated by using an accurate flow meter and a restricting device and at the intervals listed in Table A5/4. The flow through the system shall be measured at various pressure readings and the control parameters of the system measured and related to the flows. The flow metering device (e.g. calibrated venturi, laminar flow element (LFE), calibrated turbine meter) shall be dynamic and suitable for the high flow rate encountered in constant volume sampler testing. The device shall be of certified accuracy. ## 3.4.1.2 The following paragraphs describe methods for calibrating PDP, CFV, SSV and UFM units using a laminar flow meter, which gives the required accuracy, along with a statistical check on the calibration validity. ## 3.4.2 Calibration of a positive displacement pump (PDP) Figure A5/6 PDP calibration configuration where: V0is the pump flow rate at Tp and Pp, m3/rev; Qsis the air flow at 101,325 kPa and 273,15 K (0 °C), m3/min; Tpis the pump inlet temperature, Kelvin (K); Ppis the absolute pump inlet pressure, kPa; nis the pump speed, min–1. where: x0is the correlation function; ΔPpis the pressure differential from pump inlet to pump outlet, kPa; Peabsolute outlet pressure (PPO + Pb), kPa. A linear least squares fit shall be performed to generate the calibration equations having the following form: V0=D0− M× x0 n=A− B× ΔPp where B and M are the slopes, and A and D0 are the intercepts of the lines. ## 3.4.2.1 The following calibration procedure outlines the equipment, the test configuration and the various parameters that are measured to establish the flow rate of the CVS pump. All the parameters related to the pump are simultaneously measured with the parameters related to the flow meter that is connected in series with the pump. The calculated flow rate (given in m3/min at pump inlet for the measured absolute pressure and temperature) shall be subsequently plotted versus a correlation function that includes the relevant pump parameters. The linear equation that relates the pump flow and the correlation function shall be subsequently determined. In the case that a CVS has a multiple speed drive, a calibration for each range used shall be performed. ## 3.4.2.2 This calibration procedure is based on the measurement of the absolute values of the pump and flow meter parameters relating the flow rate at each point. The following conditions shall be maintained to ensure the accuracy and integrity of the calibration curve: 3.4.2.2.1.The pump pressures shall be measured at tappings on the pump rather than at the external piping on the pump inlet and outlet. Pressure taps that are mounted at the top centre and bottom centre of the pump drive head plate are exposed to the actual pump cavity pressures, and therefore reflect the absolute pressure differentials. 3.4.2.2.2.Temperature stability shall be maintained during the calibration. The laminar flow meter is sensitive to inlet temperature oscillations that cause data points to be scattered. Gradual changes of ± 1 °C in temperature are acceptable as long as they occur over a period of several minutes. 3.4.2.2.3.All connections between the flow meter and the CVS pump shall be free of leakage. ## 3.4.2.3 During an exhaust emissions test, the measured pump parameters shall be used to calculate the flow rate from the calibration equation. ## 3.4.2.4 Figure A5/6 of this Sub-Annex shows an example of a calibration set-up. Variations are permissible, provided that the approval authority approves them as being of comparable accuracy. If the set-up shown in Figure A5/6 is used, the following data shall be found within the limits of accuracy given: Barometric pressure (corrected), Pb ± 0,03 kPa Ambient temperature, T ± 0,2 °C Air temperature at LFE, ETI ± 0,15 °C Pressure depression upstream of LFE, EPI ± 0,01 kPa Pressure drop across the LFE matrix, EDP ± 0,0015 kPa Air temperature at CVS pump inlet, PTI ± 0,2 °C Air temperature at CVS pump outlet, PTO ± 0,2 °C Pressure depression at CVS pump inlet, PPI ± 0,22 kPa Pressure head at CVS pump outlet, PPO ± 0,22 kPa Pump revolutions during test period, n ± 1 min–1 Elapsed time for period (minimum 250 s), t ± 0,1 s ## 3.4.2.5 After the system has been connected as shown in Figure A5/6., the variable restrictor shall be set in the wide-open position and the CVS pump shall run for 20 minutes before starting the calibration. ## 3.4.2.5.1 The restrictor valve shall be reset to a more restricted condition in increments of pump inlet depression (about 1 kPa) that will yield a minimum of six data points for the total calibration. The system shall be allowed to stabilize for 3 minutes before the data acquisition is repeated. ## 3.4.2.5.2 The air flow rate Qs at each test point shall be calculated in standard m3/min from the flow meter data using the manufacturer's prescribed method. ## 3.4.2.5.3 The air flow rate shall be subsequently converted to pump flow V0 in m3/rev at absolute pump inlet temperature and pressure. V0=Qsn×Tp273,15 K×101,325 kPaPp ## 3.4.2.5.4 To compensate for the interaction of pump speed pressure variations at the pump and the pump slip rate, the correlation function x0 between the pump speed n, the pressure differential from pump inlet to pump outlet and the absolute pump outlet pressure shall be calculated using the following equation: x0=1nΔPpPe ## 3.4.2.6 A CVS system having multiple speeds shall be calibrated at each speed used. The calibration curves generated for the ranges shall be approximately parallel and the intercept values, D0 shall increase as the pump flow range decreases. ## 3.4.2.7 The calculated values from the equation shall be within 0.5 per cent of the measured value of V0. Values of M will vary from one pump to another. A calibration shall be performed at initial installation and after major maintenance. ## 3.4.3 Calibration of a critical flow venturi (CFV) Figure A5/7 CFV calibration configuration ## 3.4.3.1 Calibration of a CFV is based upon the flow equation for a critical venturi: Qs=KvPT where: Qsis the flow, m3/min; Kvis the calibration coefficient; Pis the absolute pressure, kPa; Tis the absolute temperature, Kelvin (K). Gas flow is a function of inlet pressure and temperature. The calibration procedure described in paragraph 3.4.3.2. to 3.4.3.3.3.4. inclusive of this Sub-Annex establishes the value of the calibration coefficient at measured values of pressure, temperature and air flow. ## 3.4.3.2 Measurements for flow calibration of a critical flow venturi are required and the following data shall be within the limits of accuracy given: Barometric pressure (corrected), Pb ± 0,03 kPa, LFE air temperature, flow meter, ETI ± 0,15 °C, Pressure depression upstream of LFE, EPI ± 0,01 kPa, Pressure drop across LFE matrix, EDP ± 0,0015 kPa, Air flow, Qs± 0,5 per cent, CFV inlet depression, PPI ± 0,02 kPa, Temperature at venturi inlet, Tv± 0,2 °C. ## 3.4.3.3 The equipment shall be set up as shown in Figure A5/7 and checked for leaks. Any leaks between the flow-measuring device and the critical flow venturi will seriously affect the accuracy of the calibration and shall therefore be prevented. ## 3.4.3.3.1 The variable-flow restrictor shall be set to the open position, the suction device shall be started and the system stabilized. Data from all instruments shall be collected. ## 3.4.3.3.2 The flow restrictor shall be varied and at least eight readings across the critical flow range of the venturi shall be made. ## 3.4.3.3.3 The data recorded during the calibration shall be used in the following calculation: ## 3.4.3.3.3.1 The air flow rate, Qs at each test point shall be calculated from the flow meter data using the manufacturer's prescribed method. Values of the calibration coefficient shall be calculated for each test point: Kv=QsTvPv where: Qsis the flow rate, m3/min at 273,15 K (0 °C) and 101,325, kPa; Tvis the temperature at the venturi inlet, Kelvin (K); Pvis the absolute pressure at the venturi inlet, kPa. ## 3.4.3.3.3.2 Kv shall be plotted as a function of venturi inlet pressure Pv. For sonic flow Kv will have a relatively constant value. As pressure decreases (vacuum increases), the venturi becomes unchoked and Kv decreases. These values of Kv shall not be used for further calculations. ## 3.4.3.3.3.3 For a minimum of eight points in the critical region, an arithmetic average Kv and the standard deviation shall be calculated. ## 3.4.3.3.3.4 If the standard deviation exceeds 0,3 per cent of the arithmetic average Kv, corrective action shall be taken. ### Division 3.4.4: Calibration of a subsonic venturi (SSV) ## 3.4.4.1 Calibration of the SSV is based upon the flow equation for a subsonic venturi. Gas flow is a function of inlet pressure and temperature, and the pressure drop between the SSV inlet and throat. ### Division 3.4.4.2: Data analysis ## 3.4.4.2.1 The airflow rate, Qssv, at each restriction setting (minimum 16 settings) shall be calculated in standard m3/s from the flow meter data using the manufacturer's prescribed method. The discharge coefficient, Cd, shall be calculated from the calibration data for each setting using the following equation: Cd=QSSVd2V× pp×1T×r1,426p− r1,718p×11− r4D× r1,426p where: Qssvis the airflow rate at standard conditions (101,325 kPa, 273,15 K (0 °C)), m3/s; Tis the temperature at the venturi inlet, Kelvin (K); dVis the diameter of the SSV throat, m; rpis the ratio of the SSV throat pressure to inlet absolute static pressure, 1−Δppp; rDis the ratio of the SSV throat diameter, dV, to the inlet pipe inner diameter D; Cdis the discharge coefficient of the SSV; Ppis the absolute pressure at venturi inlet, kPa. To determine the range of subsonic flow, Cd shall be plotted as a function of Reynolds number Re at the SSV throat. The Reynolds number at the SSV throat shall be calculated using the following equation: Re=A1×QSSVdV× μ where: μ=b× T1.5S+ T A1is 25.55152 in SI, 1m3minsmmm; Qssvis the airflow rate at standard conditions (101,325 kPa, 273,15 K (0 °C)), m3/s; dvis the diameter of the SSV throat, m; μis the absolute or dynamic viscosity of the gas, kg/ms; bis 1,458 × 106 (empirical constant), kg/ms K0.5; Sis 110,4 (empirical constant), Kelvin (K). ## 3.4.4.2.2 Because QSSV is an input to the Re equation, the calculations shall be started with an initial guess for QSSV or Cd of the calibration venturi, and repeated until QSSV converges. The convergence method shall be accurate to at least 0.1 per cent. ## 3.4.4.2.3 For a minimum of sixteen points in the region of subsonic flow, the calculated values of Cd from the resulting calibration curve fit equation shall be within ± 0,5 per cent of the measured Cd for each calibration point. ### Division 3.4.5: Calibration of an ultrasonic flow meter (UFM) ## 3.4.5.1 The UFM shall be calibrated against a suitable reference flow meter. ## 3.4.5.2 The UFM shall be calibrated in the CVS configuration that will be used in the test cell (diluted exhaust piping, suction device) and checked for leaks. See Figure A5/8. ## 3.4.5.3 A heater shall be installed to condition the calibration flow in the event that the UFM system does not include a heat exchanger. ## 3.4.5.4 For each CVS flow setting that will be used, the calibration shall be performed at temperatures from room temperature to the maximum that will be experienced during vehicle testing. ## 3.4.5.5 The manufacturer's recommended procedure shall be followed for calibrating the electronic portions (temperature (T) and pressure (P) sensors) of the UFM. ## 3.4.5.6 Measurements for flow calibration of the ultrasonic flow meter are required and the following data (in the case that a laminar flow element is used) shall be found within the limits of accuracy given: Barometric pressure (corrected), Pb ± 0,03 kPa, LFE air temperature, flow meter, ETI ± 0,15 °C, Pressure depression upstream of LFE, EPI ± 0,01 kPa, Pressure drop across (EDP) LFE matrix ± 0,0015 kPa, Air flow, Qs ± 0,5 per cent, UFM inlet depression, Pact ± 0,02 kPa, Temperature at UFM inlet, Tact± 0,2 °C. ## 3.4.5.7 Procedure Figure A5/8 UFM calibration configuration ## 3.4.5.7.1 The equipment shall be set up as shown in Figure A5/8 and checked for leaks. Any leaks between the flow-measuring device and the UFM will seriously affect the accuracy of the calibration. ## 3.4.5.7.2 The suction device shall be started. Its speed and/or the position of the flow valve shall be adjusted to provide the set flow for the validation and the system stabilised. Data from all instruments shall be collected. ## 3.4.5.7.3 For UFM systems without a heat exchanger, the heater shall be operated to increase the temperature of the calibration air, allowed to stabilise and data from all the instruments recorded. The temperature shall be increased in reasonable steps until the maximum expected diluted exhaust temperature expected during the emissions test is reached. ## 3.4.5.7.4 The heater shall be subsequently turned off and the suction device speed and/or flow valve shall be adjusted to the next flow setting that will be used for vehicle emissions testing after which the calibration sequence shall be repeated. ## 3.4.5.8 The data recorded during the calibration shall be used in the following calculations. The air flow rate Qs at each test point shall be calculated from the flow meter data using the manufacturer's prescribed method. Kv=QreferenceQswhere: Qsis the air flow rate at standard conditions (101,325 kPa, 273,15 K (0 °C)), m3/s; Qreferenceis the air flow rate of the calibration flow meter at standard conditions (101,325 kPa, 273,15 K (0 °C)), m3/s; Kvis the calibration coefficient. For UFM systems without a heat exchanger, Kv shall be plotted as a function of Tact. The maximum variation in Kv shall not exceed 0,3 per cent of the arithmetic average Kv value of all the measurements taken at the different temperatures. ### Division 3.5: System verification procedure ### Division 3.5.1: General requirements ## 3.5.1.1 The total accuracy of the CVS sampling system and analytical system shall be determined by introducing a known mass of an emissions gas compound into the system whilst it is being operated under normal test conditions and subsequently analysing and calculating the emission gas compounds according to the equations of Sub-Annex 7. The CFO method described in paragraph 3.5.1.1.1. of this Sub-Annex and the gravimetric method described in paragraph 3.5.1.1.2. of this Sub-Annex are both known to give sufficient accuracy. The maximum permissible deviation between the quantity of gas introduced and the quantity of gas measured is ± 2 per cent. ## 3.5.1.1.1 Critical flow orifice (CFO) method The CFO method meters a constant flow of pure gas (CO, CO2, or C3H8) using a critical flow orifice device. A known mass of pure carbon monoxide, carbon dioxide or propane gas shall be introduced into the CVS system through the calibrated critical orifice. If the inlet pressure is high enough, the flow rate q which is restricted by means of the critical flow orifice, is independent of orifice outlet pressure (critical flow). The CVS system shall be operated as in a normal exhaust emissions test and enough time shall be allowed for subsequent analysis. The gas collected in the sample bag shall be analysed by the usual equipment (paragraph 4.1. of this Sub-Annex) and the results compared to the concentration of the known gas samples If deviations exceed 2 per cent, the cause of the malfunction shall be determined and corrected. ## 3.5.1.1.1.1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ## 3.5.1.1.2 Gravimetric method The gravimetric method weighs a quantity of pure gas (CO, CO2, or C3H8). The weight of a small cylinder filled with either pure carbon monoxide, carbon dioxide or propane shall be determined with a precision of ± 0,01 g. The CVS system shall operate under normal exhaust emissions test conditions while the pure gas is injected into the system for a time sufficient for subsequent analysis. The quantity of pure gas involved shall be determined by means of differential weighing. The gas accumulated in the bag shall be analysed by means of the equipment normally used for exhaust gas analysis as described in paragraph 4.1.). The results shall be subsequently compared to the concentration figures computed previously. If deviations exceed ± 2 per cent, the cause of the malfunction shall be determined and corrected. ## 3.5.1.1.2.1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ### Division 4: Emissions measurement equipment ### Division 4.1: Gaseous emissions measurement equipment ### Division 4.1.1: System overview ## 4.1.1.1 A continuously proportional sample of the diluted exhaust gases and the dilution air shall be collected for analysis. ## 4.1.1.2 The mass of gaseous emissions shall be determined from the proportional sample concentrations and the total volume measured during the test. Sample concentrations shall be corrected to take into account the respective compound concentrations in dilution air. ### Division 4.1.2: Sampling system requirements ## 4.1.2.1 The sample of diluted exhaust gases shall be taken upstream from the suction device. With the exception of paragraph 4.1.3.1. (hydrocarbon sampling system), paragraph 4.2. (PM measurement equipment) and paragraph 4.3. (PN measurement equipment), the dilute exhaust gas sample may be taken downstream of the conditioning devices (if any). ## 4.1.2.1.1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ## 4.1.2.2 The bag sampling flow rate shall be set to provide sufficient volumes of dilution air and diluted exhaust in the CVS bags to allow concentration measurement and shall not exceed 0,3 per cent of the flow rate of the dilute exhaust gases, unless the diluted exhaust bag fill volume is added to the integrated CVS volume. ## 4.1.2.3 A sample of the dilution air shall be taken near the dilution air inlet (after the filter if one is fitted). ## 4.1.2.4 The dilution air sample shall not be contaminated by exhaust gases from the mixing area. ## 4.1.2.5 The sampling rate for the dilution air shall be comparable to that used for the dilute exhaust gases. ## 4.1.2.6 The materials used for the sampling operations shall be such as not to change the concentration of the emissions compounds. ## 4.1.2.7 Filters may be used in order to extract the solid particles from the sample. ## 4.1.2.8 Any valve used to direct the exhaust gases shall be of a quick-adjustment, quick-acting type. ## 4.1.2.9 Quick-fastening, gas-tight connections may be used between three-way valves and the sample bags, the connections sealing themselves automatically on the bag side. Other systems may be used for conveying the samples to the analyser (e.g. three-way stop valves). ### Division 4.1.2.10: Sample storage ## 4.1.2.10.1 The gas samples shall be collected in sample bags of sufficient capacity so as not to impede the sample flow. ## 4.1.2.10.2 The bag material shall be such as to affect neither the measurements themselves nor the chemical composition of the gas samples by more than ± 2 per cent after 30 minutes (e.g., laminated polyethylene/polyamide films, or fluorinated polyhydrocarbons). ### Division 4.1.3: Sampling systems ### Division 4.1.3.1: Hydrocarbon sampling system (heated flame ionisation detector, HFID) ## 4.1.3.1.1 The hydrocarbon sampling system shall consist of a heated sampling probe, line, filter and pump. The sample shall be taken upstream of the heat exchanger (if fitted). The sampling probe shall be installed at the same distance from the exhaust gas inlet as the particulate sampling probe and in such a way that neither interferes with samples taken by the other. It shall have a minimum internal diameter of 4 mm. ## 4.1.3.1.2 All heated parts shall be maintained at a temperature of 190 °C ± 10 °C by the heating system. ## 4.1.3.1.3 The arithmetic average concentration of the measured hydrocarbons shall be determined by integration of the second-by-second data divided by the phase or test duration. ## 4.1.3.1.4 The heated sampling line shall be fitted with a heated filter FH having a 99 per cent efficiency for particles ≥ 0,3 μm to extract any solid particles from the continuous flow of gas required for analysis. ## 4.1.3.1.5 The sampling system delay time (from the probe to the analyser inlet) shall be no more than 4 seconds. ## 4.1.3.1.6 The HFID shall be used with a constant mass flow (heat exchanger) system to ensure a representative sample, unless compensation for varying CVS volume flow is made. ### Division 4.1.3.2: NO or NO2 sampling system (where applicable) ## 4.1.3.2.1 A continuous sample flow of diluted exhaust gas shall be supplied to the analyser. ## 4.1.3.2.2 The arithmetic average concentration of the NO or NO2 shall be determined by integration of the second-by-second data divided by the phase or test duration. ## 4.1.3.2.3 The continuous NO or NO2 measurement shall be used with a constant flow (heat exchanger) system to ensure a representative sample, unless compensation for varying CVS volume flow is made. ### Division 4.1.4: Analysers ### Division 4.1.4.1: General requirements for gas analysis ## 4.1.4.1.1 The analysers shall have a measuring range compatible with the accuracy required to measure the concentrations of the exhaust gas sample compounds. ## 4.1.4.1.2 If not defined otherwise, measurement errors shall not exceed ± 2 per cent (intrinsic error of analyser) disregarding the reference value for the calibration gases. ## 4.1.4.1.3 The ambient air sample shall be measured on the same analyser with the same range. ## 4.1.4.1.4 No gas drying device shall be used before the analysers unless it is shown to have no effect on the content of the compound in the gas stream. ## 4.1.4.2 Carbon monoxide (CO) and carbon dioxide (CO2) analysis The analysers shall be of the non-dispersive infrared (NDIR) absorption type. ## 4.1.4.2.1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ## 4.1.4.3 Hydrocarbons (HC) analysis for all fuels other than diesel fuel The analyser shall be of the flame ionization (FID) type calibrated with propane gas expressed in equivalent carbon atoms (C 1). ## 4.1.4.3.1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ## 4.1.4.4 Hydrocarbons (HC) analysis for diesel fuel and optionally for other fuels The analyser shall be of the heated flame ionization type with detector, valves, pipework, etc., heated to 190 °C ± 10 °C. It shall be calibrated with propane gas expressed equivalent to carbon atoms (C 1). ## 4.1.4.4.1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ## 4.1.4.5 Methane (CH4) analysis The analyser shall be either a gas chromatograph combined with a flame ionization detector (FID), or a flame ionization detector (FID) combined with a non-methane cutter (NMC-FID), calibrated with methane or propane gas expressed equivalent to carbon atoms (C 1 ). ## 4.1.4.5.1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ## 4.1.4.6 Nitrogen oxides (NOx) analysis The analysers shall be of chemiluminescent (CLA) or non-dispersive ultra-violet resonance absorption (NDUV) types. ## 4.1.4.6.1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ### Division 4.1.5: Recommended system descriptions ## 4.1.5.1 Figure A5/9 is a schematic drawing of the gaseous emissions sampling system. Figure A5/9 Full flow exhaust dilution system schematic ## 4.1.5.2 Examples of system components are as listed below. ## 4.1.5.2.1 Two sampling probes for continuous sampling of the dilution air and of the diluted exhaust gas/air mixture. ## 4.1.5.2.2 A filter to extract solid particles from the flows of gas collected for analysis. ## 4.1.5.2.3 Pumps and flow controller to ensure constant uniform flow of diluted exhaust gas and dilution air samples taken during the course of the test from sampling probes and flow of the gas samples shall be such that, at the end of each test, the quantity of the samples is sufficient for analysis. ## 4.1.5.2.4 Quick-acting valves to divert a constant flow of gas samples into the sample bags or to the outside vent. ## 4.1.5.2.5 Gas-tight, quick-lock coupling elements between the quick-acting valves and the sample bags. The coupling shall close automatically on the sampling bag side. As an alternative, other methods of transporting the samples to the analyser may be used (three-way stopcocks, for instance). ## 4.1.5.2.6 Bags for collecting samples of the diluted exhaust gas and of the dilution air during the test. ## 4.1.5.2.7 A sampling critical flow venturi to take proportional samples of the diluted exhaust gas (CFV-CVS only). ## 4.1.5.3 Additional components required for hydrocarbon sampling using a heated flame ionization detector (HFID) as shown in Figure A5/10. Figure A5/10 Components required for hydrocarbon sampling using an HFID ## 4.1.5.3.1 Heated sample probe in the dilution tunnel located in the same vertical plane as the particulate and particle sample probes. ## 4.1.5.3.2 Heated filter located after the sampling point and before the HFID. ## 4.1.5.3.3 Heated selection valves between the zero/calibration gas supplies and the HFID. ## 4.1.5.3.4 Means of integrating and recording instantaneous hydrocarbon concentrations. ## 4.1.5.3.5 Heated sampling lines and heated components from the heated probe to the HFID. ### Division 4.2: PM measurement equipment ### Division 4.2.1: Specification ## 4.2.1.1 System overview Figure A5/11 Alternative particulate sampling probe configuration ## 4.2.1.1.1 The particulate sampling unit shall consist of a sampling probe (PSP), located in the dilution tunnel, a particle transfer tube (PTT), a filter holder(s) (FH), pump(s), flow rate regulators and measuring units. See Figures A5/11, A5/12 and A5/13. ## 4.2.1.1.2 A particle size pre-classifier (PCF), (e.g. cyclone or impactor) may be used. In such case, it is recommended that it be employed upstream of the filter holder. ## 4.2.1.2 General requirements Figure A5/12 Particulate sampling system Figure A5/13 Double dilution particulate sampling system ## 4.2.1.2.1 The sampling probe for the test gas flow for particulate shall be arranged within the dilution tunnel so that a representative sample gas flow can be taken from the homogeneous air/exhaust mixture and shall be upstream of a heat exchanger (if any). ## 4.2.1.2.2 The particulate sample flow rate shall be proportional to the total mass flow of diluted exhaust gas in the dilution tunnel to within a tolerance of ± 5 per cent of the particulate sample flow rate. The verification of the proportionality of the particulate sampling shall be made during the commissioning of the system and as required by the approval authority. ## 4.2.1.2.3 The sampled dilute exhaust gas shall be maintained at a temperature above 20 °C and below 52 °C within 20 cm upstream or downstream of the particulate sampling filter face. Heating or insulation of components of the particulate sampling system to achieve this is permitted. In the event that the 52 °C limit is exceeded during a test where periodic regeneration event does not occur, the CVS flow rate shall be increased or double dilution shall be applied (assuming that the CVS flow rate is already sufficient so as not to cause condensation within the CVS, sample bags or analytical system). ## 4.2.1.2.4 The particulate sample shall be collected on a single filter mounted within a holder in the sampled dilute exhaust gas flow. ## 4.2.1.2.5 All parts of the dilution system and the sampling system from the exhaust pipe up to the filter holder that are in contact with raw and diluted exhaust gas shall be designed to minimise deposition or alteration of the particulate. All parts shall be made of electrically conductive materials that do not react with exhaust gas components, and shall be electrically grounded to prevent electrostatic effects. ## 4.2.1.2.6 If it is not possible to compensate for variations in the flow rate, provision shall be made for a heat exchanger and a temperature control device as specified in paragraphs 3.3.5.1. or 3.3.6.4.2. of this Sub-Annex, so as to ensure that the flow rate in the system is constant and the sampling rate accordingly proportional. ## 4.2.1.2.7 Temperatures required for the measurement of PM shall be measured with an accuracy of ± 1 °C and a response time (t90 – t10) of 15 seconds or less. ## 4.2.1.2.8 The sample flow from the dilution tunnel shall be measured with an accuracy of ± 2.5 per cent of reading or ± 1.5 per cent full scale, whichever is the least. The accuracy specified above of the sample flow from the CVS tunnel is also applicable where double dilution is used. Consequently, the measurement and control of the secondary dilution air flow and diluted exhaust flow rates through the filter shall be of a higher accuracy. ## 4.2.1.2.9 All data channels required for the measurement of PM shall be logged at a frequency of 1 Hz or faster. Typically these would include: (a)Diluted exhaust temperature at the particulate sampling filter; (b)Sampling flow rate; (c)Secondary dilution air flow rate (if secondary dilution is used); (d)Secondary dilution air temperature (if secondary dilution is used). ## 4.2.1.2.10 For double dilution systems, the accuracy of the diluted exhaust transferred from the dilution tunnel Vep defined in paragraph 3.3.2. of Sub-Annex 7 in the equation is not measured directly but determined by differential flow measurement. The accuracy of the flow meters used for the measurement and control of the double diluted exhaust passing through the particulate sampling filters and for the measurement/control of secondary dilution air shall be sufficient so that the differential volume Vep shall meet the accuracy and proportional sampling requirements specified for single dilution. The requirement that no condensation of the exhaust gas occur in the CVS dilution tunnel, diluted exhaust flow rate measurement system, CVS bag collection or analysis systems shall also apply in the case that double dilution systems are used. ## 4.2.1.2.11 Each flow meter used in a particulate sampling and double dilution system shall be subjected to a linearity verification as required by the instrument manufacturer. ### Division 4.2.1.3: Specific requirements ### Division 4.2.1.3.1: Sample probe ## 4.2.1.3.1.1 The sample probe shall deliver the particle size classification performance specified in paragraph 4.2.1.3.1.4. of this Sub-Annex. It is recommended that this performance be achieved by the use of a sharp-edged, open-ended probe facing directly into the direction of flow plus a pre-classifier (cyclone impactor, etc.). An appropriate sample probe, such as that indicated in Figure A5/11, may alternatively be used provided it achieves the pre-classification performance specified in paragraph 4.2.1.3.1.4. of this Sub-Annex. ## 4.2.1.3.1.2 The sample probe shall be installed at least 10 tunnel diameters downstream of the exhaust gas inlet to the tunnel and have an internal diameter of at least 8 mm. If more than one simultaneous sample is drawn from a single sample probe, the flow drawn from that probe shall be split into identical sub-flows to avoid sampling artefacts. If multiple probes are used, each probe shall be sharp-edged, open-ended and facing directly into the direction of flow. Probes shall be equally spaced around the central longitudinal axis of the dilution tunnel, with a spacing between probes of at least 5 cm. ## 4.2.1.3.1.3 The distance from the sampling tip to the filter mount shall be at least five probe diameters, but shall not exceed 2 000 mm. ## 4.2.1.3.1.4 The pre-classifier (e.g. cyclone, impactor, etc.) shall be located upstream of the filter holder assembly. The pre-classifier 50 per cent cut point particle diameter shall be between 2,5 μm and 10 μm at the volumetric flow rate selected for sampling PM. The pre-classifier shall allow at least 99 per cent of the mass concentration of 1 μm particles entering the pre-classifier to pass through the exit of the pre-classifier at the volumetric flow rate selected for sampling PM. ## 4.2.1.3.2 Particle transfer tube (PTT) Any bends in the PTT shall be smooth and have the largest possible radii. ## 4.2.1.3.2.1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ### Division 4.2.1.3.3: Secondary dilution ## 4.2.1.3.3.1 As an option, the sample extracted from the CVS for the purpose of PM measurement may be diluted at a second stage, subject to the following requirements: 4.2.1.3.3.1.1.Secondary dilution air shall be filtered through a medium capable of reducing particles in the most penetrating particle size of the filter material by ≥ 99,95 per cent, or through a HEPA filter of at least class H13 of EN 1822:2009. The dilution air may optionally be charcoal-scrubbed before being passed to the HEPA filter. It is recommended that an additional coarse particle filter be situated before the HEPA filter and after the charcoal scrubber, if used. 4.2.1.3.3.1.2.The secondary dilution air should be injected into the PTT as close to the outlet of the diluted exhaust from the dilution tunnel as possible. 4.2.1.3.3.1.3.The residence time from the point of secondary diluted air injection to the filter face shall be at least 0.25 seconds, but no longer than 5 seconds. 4.2.1.3.3.1.4.If the double diluted sample is returned to the CVS, the location of the sample return shall be selected so that it does not interfere with the extraction of other samples from the CVS. ### Division 4.2.1.3.4: Sample pump and flow meter ## 4.2.1.3.4.1 The sample gas flow measurement unit shall consist of pumps, gas flow regulators and flow measuring units. ## 4.2.1.3.4.2 The temperature of the gas flow in the flow meter may not fluctuate by more than ± 3 °C except: (a)When the sampling flow meter has real time monitoring and flow control operating at a frequency of 1 Hz or faster; (b)During regeneration tests on vehicles equipped with periodically regenerating after-treatment devices. Should the volume of flow change unacceptably as a result of excessive filter loading, the test shall be invalidated. When it is repeated, the flow rate shall be decreased. ### Division 4.2.1.3.5: Filter and filter holder ## 4.2.1.3.5.1 A valve shall be located downstream of the filter in the direction of flow. The valve shall open and close within 1 second of the start and end of test. ## 4.2.1.3.5.2 For a given test, the gas filter face velocity shall be set to an initial value within the range 20 cm/s to 105 cm/s and shall be set at the start of the test so that 105 cm/s will not be exceeded when the dilution system is being operated with sampling flow proportional to CVS flow rate. ## 4.2.1.3.5.3 Fluorocarbon coated glass fibre filters or fluorocarbon membrane filters shall be used. All filter types shall have a 0,3 μm DOP (di-octylphthalate) or PAO (poly-alpha-olefin) CS 68649-12-7 or CS 68037-01-4 collection efficiency of at least 99 per cent at a gas filter face velocity of 5,33 cm/s measured according to one of the following standards: (a)U.S.A. Department of Defense Test Method Standard, MIL-STD-282 method 102.8: DOP-Smoke Penetration of Aerosol-Filter Element; (b)U.S.A. Department of Defense Test Method Standard, MIL-STD-282 method 502.1.1: DOP-Smoke Penetration of Gas-Mask Canisters; (c)Institute of Environmental Sciences and Technology, IEST-RP-CC021: Testing HEPA and ULPA Filter Media. ## 4.2.1.3.5.4 The filter holder assembly shall be of a design that provides an even flow distribution across the filter stain area. The filter shall be round and have a stain area of at least 1 075 mm2. ### Division 4.2.2: Weighing chamber (or room) and analytical balance specifications ## 4.2.2.1 Weighing chamber (or room) conditions (a)The temperature of the weighing chamber (or room) in which the particulate sampling filters are conditioned and weighed shall be maintained to within 22 °C ± 2 °C (22 °C ± 1 °C if possible) during all filter conditioning and weighing. (b)Humidity shall be maintained at a dew point of less than 10.5 °C and a relative humidity of 45 per cent ± 8 per cent. (c)Limited deviations from weighing chamber (or room) temperature and humidity specifications shall be permitted provided their total duration does not exceed 30 minutes in any one filter conditioning period. (d)The levels of ambient contaminants in the weighing chamber (or room) environment that would settle on the particulate sampling filters during their stabilisation shall be minimised. (e)During the weighing operation no deviations from the specified conditions are permitted. ## 4.2.2.2 Linear response of an analytical balance The analytical balance used to determine the filter weight shall meet the linearity verification criteria of Table A5/1 applying a linear regression. This implies a precision of at least ± 2 μg and a resolution of at least 1 μg (1 digit = 1 μg). At least 4 equally-spaced reference weights shall be tested. The zero value shall be within ± 1 μg. Table A5/1 Analytical balance verification criteria Measurement system Intercept a0 Slope a1 Standard error of estimate (SEE) Coefficient of determination r2 Particulate balance ≤ 1 μg 0,99 – 1,01 ≤ 1 per cent max ≥ 0,998 ## 4.2.2.3 Elimination of static electricity effects The effects of static electricity shall be nullified. This may be achieved by grounding the balance through placement upon an antistatic mat and neutralization of the particulate sampling filters prior to weighing using a polonium neutraliser or a device of similar effect. Alternatively, nullification of static effects may be achieved through equalization of the static charge. ## 4.2.2.4 Buoyancy correction The sample and reference filter weights shall be corrected for their buoyancy in air. The buoyancy correction is a function of sampling filter density, air density and the density of the balance calibration weight, and does not account for the buoyancy of the particulate matter itself. If the density of the filter material is not known, the following densities shall be used: (a)PTFE coated glass fibre filter: 2 300 kg/m3; (b)PTFE membrane filter: 2 144 kg/m3; (c)PTFE membrane filter with polymethylpentene support ring: 920 kg/m3. For stainless steel calibration weights, a density of 8 000 kg/m3 shall be used. If the material of the calibration weight is different, its density shall be known and be used. International Recommendation OIML R 111-1 Edition 2004(E) (or equivalent) from International Organization of Legal Metrology on calibration weights should be followed. The following equation shall be used: mf=muncorr×1−ρaρw1−ρaρf where: Pefis the corrected particulate sample mass, mg; Peuncorris the uncorrected particulate sample mass, mg; ρais the density of the air, kg/m3; ρwis the density of balance calibration weight, kg/m3; ρfis the density of the particulate sampling filter, kg/m3. The density of the air ρa shall be calculated using the following equation: ρa=pb× MmixR× Ta pbis the total atmospheric pressure, kPa; Tais the air temperature in the balance environment, Kelvin (K); Mmixis the molar mass of air in a balanced environment, 28,836 g mol–1; Ris the molar gas constant, 8,3144 J mol–1 K–1. ### Division 4.3: PN measurement equipment ### Division 4.3.1: Specification ### Division 4.3.1.1: System overview ## 4.3.1.1.1 The particle sampling system shall consist of a probe or sampling point extracting a sample from a homogenously mixed flow in a dilution system, a volatile particle remover (VPR) upstream of a particle number counter (PNC) and suitable transfer tubing. See Figure A5/14. ## 4.3.1.1.2 It is recommended that a particle size pre-classifier (PCF) (e.g. cyclone, impactor, etc.) be located prior to the inlet of the VPR. The PCF 50 per cent cut point particle diameter shall be between 2.5 μm and 10 μm at the volumetric flow rate selected for particle sampling. The PCF shall allow at least 99 per cent of the mass concentration of 1 μm particles entering the PCF to pass through the exit of the PCF at the volumetric flow rate selected for particle sampling. A sample probe acting as an appropriate size-classification device, such as that shown in Figure A5/11, is an acceptable alternative to the use of a PCF. ### Division 4.3.1.2: General requirements ## 4.3.1.2.1 The particle sampling point shall be located within a dilution system. In the case that a double dilution system is used, the particle sampling point shall be located within the primary dilution system. ## 4.3.1.2.1.1 The sampling probe tip or PSP, and the PTT, together comprise the particle transfer system (PTS). The PTS conducts the sample from the dilution tunnel to the entrance of the VPR. The PTS shall meet the following conditions: (a)The sampling probe shall be installed at least 10 tunnel diameters downstream of the exhaust gas inlet, facing upstream into the tunnel gas flow with its axis at the tip parallel to that of the dilution tunnel; (b)The sampling probe shall be upstream of any conditioning device (e.g. heat exchanger); (c)The sampling probe shall be positioned within the dilution tunnel so that the sample is taken from a homogeneous diluent/exhaust mixture. ## 4.3.1.2.1.2 Sample gas drawn through the PTS shall meet the following conditions: (a)In the case that a full flow exhaust dilution system, is used it shall have a flow Reynolds number, Re, lower than 1 700; (b)In the case that a double dilution system is used, it shall have a flow Reynolds number Re lower than 1 700 in the PTT i.e. downstream of the sampling probe or point; (c)Shall have a residence time ≤ 3 seconds. ## 4.3.1.2.1.3 Any other sampling configuration for the PTS for which equivalent particle penetration at 30 nm can be demonstrated shall be considered acceptable. ## 4.3.1.2.1.4 The outlet tube (OT), conducting the diluted sample from the VPR to the inlet of the PNC, shall have the following properties: (a)An internal diameter ≥ 4 mm; (b)A sample gas flow residence time of ≤ 0,8 seconds. ## 4.3.1.2.1.5 Any other sampling configuration for the OT for which equivalent particle penetration at 30 nm can be demonstrated shall be considered acceptable. ## 4.3.1.2.2 The VPR shall include devices for sample dilution and for volatile particle removal. ## 4.3.1.2.3 All parts of the dilution system and the sampling system from the exhaust pipe up to the PNC, which are in contact with raw and diluted exhaust gas, shall be designed to minimize deposition of the particles. All parts shall be made of electrically conductive materials that do not react with exhaust gas components, and shall be electrically grounded to prevent electrostatic effects. ## 4.3.1.2.4 The particle sampling system shall incorporate good aerosol sampling practice that includes the avoidance of sharp bends and abrupt changes in cross-section, the use of smooth internal surfaces and the minimization of the length of the sampling line. Gradual changes in the cross-section are permitted. ### Division 4.3.1.3: Specific requirements ## 4.3.1.3.1 The particle sample shall not pass through a pump before passing through the PNC. ## 4.3.1.3.2 A sample pre-classifier is recommended. ## 4.3.1.3.3 The sample preconditioning unit shall: (a)Be capable of diluting the sample in one or more stages to achieve a particle number concentration below the upper threshold of the single particle count mode of the PNC and a gas temperature below 35 °C at the inlet to the PNC; (b)Include an initial heated dilution stage that outputs a sample at a temperature of ≥ 150 °C and ≤ 350 °C ± 10 °C, and dilutes by a factor of at least 10; (c)Control heated stages to constant nominal operating temperatures, within the range ≥ 150 °C and ≤ 400 °C ± 10 °C; (d)Provide an indication of whether or not heated stages are at their correct operating temperatures; (e)Be designed to achieve a solid particle penetration efficiency of at least 70 per cent for particles of 100 nm electrical mobility diameter; (f)Achieve a particle concentration reduction factor fr(di) for particles of 30 nm and 50 nm electrical mobility diameters that is no more than 30 per cent and 20 per cent respectively higher, and no more than 5 per cent lower than that for particles of 100 nm electrical mobility diameter for the VPR as a whole; The particle concentration reduction factor at each particle size fr(di) shall be calculated using the following equation: frdi=NindiNoutdiwhere: Nin(di)is the upstream particle number concentration for particles of diameter di; Nout(di)is the downstream particle number concentration for particles of diameter di; diis the particle electrical mobility diameter (30, 50 or 100 nm). Nin(di) and Nout(di) shall be corrected to the same conditions. The arithmetic average particle concentration reduction factor at a given dilution setting fr– shall be calculated using the following equation: fr–=fr30nm+ fr50nm+ fr100nm3It is recommended that the VPR is calibrated and validated as a complete unit; (g)Be designed according to good engineering practice to ensure particle concentration reduction factors are stable across a test; (h)Also achieve > 99,0 per cent vaporization of 30 nm tetracontane (CH3(CH2)38CH3) particles, with an inlet concentration of ≥ 10 000 per cm3, by means of heating and reduction of partial pressures of the tetracontane. ## 4.3.1.3.4 The PNC shall: (a)Operate under full flow operating conditions; (b)Have a counting accuracy of ± 10 per cent across the range 1 per cm3 to the upper threshold of the single particle count mode of the PNC against a suitable traceable standard. At concentrations below 100 per cm3, measurements averaged over extended sampling periods may be required to demonstrate the accuracy of the PNC with a high degree of statistical confidence; (c)Have a resolution of at least 0.1 particles per cm3 at concentrations below 100 per cm3; (d)Have a linear response to particle number concentrations over the full measurement range in single particle count mode; (e)Have a data reporting frequency equal to or greater than a frequency of 0,5 Hz; (f)Have a t90 response time over the measured concentration range of less than 5 seconds; (g)Incorporate a coincidence correction function up to a maximum 10 per cent correction, and may make use of an internal calibration factor as determined in paragraph 5.7.1.3.of this Sub-Annex but shall not make use of any other algorithm to correct for or define the counting efficiency; (h)Have counting efficiencies at the different particle sizes as specified in Table A5/2. Table A5/2 PNC counting efficiency Particle size electrical mobility diameter (nm) PNC counting efficiency (per cent) 23 ± 1 50 ± 12 41 ± 1 > 90 ## 4.3.1.3.5 If the PNC makes use of a working liquid, it shall be replaced at the frequency specified by the instrument manufacturer. ## 4.3.1.3.6 Where not held at a known constant level at the point at which PNC flow rate is controlled, the pressure and/or temperature at the PNC inlet shall be measured for the purposes of correcting particle number concentration measurements to standard conditions. ## 4.3.1.3.7 The sum of the residence time of the PTS, VPR and OT plus the t90 response time of the PNC shall be no greater than 20 seconds. ## 4.3.1.4 Recommended system description The following paragraph contains the recommended practice for measurement of PN. However, systems meeting the performance specifications in paragraphs 4.3.1.2. and 4.3.1.3. of this Sub-Annex are acceptable. Figure A5/14 A recommended particle sampling system ### Division 4.3.1.4.1: Sampling system description ## 4.3.1.4.1.1 The particle sampling system shall consist of a sampling probe tip or particle sampling point in the dilution system, a PTT, a PCF, and a VPR, upstream of the PNC unit. ## 4.3.1.4.1.2 The VPR shall include devices for sample dilution (particle number diluters: PND1 and PND2) and particle evaporation (evaporation tube, ET). ## 4.3.1.4.1.3 The sampling probe or sampling point for the test gas flow shall be arranged within the dilution tunnel so that a representative sample gas flow is taken from a homogeneous diluent/exhaust mixture. ### Division 5: Calibration intervals and procedures ## 5.1 Calibration intervals Table A5/3 Instrument calibration intervals Instrument checks Interval Criterion Gas analyser linearization (calibration) Every 6 months ± 2 per cent of reading Mid span Every 6 months ± 2 per cent CO NDIR:CO2/H2O interference Monthly – 1 to 3 ppm NOx converter check Monthly > 95 per cent CH4 cutter check Yearly 98 per cent of ethane FID CH4 response Yearly See paragraph 5.4.3. of this Sub-Annex FID air/fuel flow At major maintenance According to instrument manufacturer. Laser infrared spectrometers (modulated high resolution narrow band infrared analysers): interference check Yearly or at major maintenance According to instrument manufacturer. QCL Yearly or at major maintenance According to instrument manufacturer. GC methods See paragraph 7.2. of this Sub-Annex See paragraph 7.2. of this Sub-Annex LC methods Yearly or at major maintenance According to instrument manufacturer. Photoacoustics Yearly or at major maintenance According to instrument manufacturer. Microgram balance linearity Yearly or at major maintenance See paragraph 4.2.2.2. of this Sub-Annex PNC (particle number counter) See paragraph 5.7.1.1. of this Sub-Annex See paragraph 5.7.1.3. of this Sub-Annex VPR (volatile particle remover) See paragraph 5.7.2.1. of this Sub-Annex See paragraph 5.7.2. of this Sub-Annex Table A5/4 Constant volume sampler (CVS) calibration intervals CVS Interval Criterion CVS flow After overhaul ± 2 per cent Dilution flow Yearly ± 2 per cent Temperature sensor Yearly ± 1 °C Pressure sensor Yearly ± 0,4 kPa Injection check Weekly ± 2 per cent Table A5/5 Environmental data calibration intervals Climate Interval Criterion Temperature Yearly ± 1 °C Moisture dew Yearly ± 5 per cent RH Ambient pressure Yearly ± 0,4 kPa Cooling fan After overhaul According to paragraph 1.1.1. of this Sub-Annex ### Division 5.2: Analyser calibration procedures ## 5.2.1 Each analyser shall be calibrated as specified by the instrument manufacturer or at least as often as specified in Table A5/3. ## 5.2.2 Each normally used operating range shall be linearized by the following procedure: 5.2.2.1.The analyser linearization curve shall be established by at least five calibration points spaced as uniformly as possible. The nominal concentration of the calibration gas of the highest concentration shall be not less than 80 per cent of the full scale. 5.2.2.2.The calibration gas concentration required may be obtained by means of a gas divider, diluting with purified N2 or with purified synthetic air. 5.2.2.3.The linearization curve shall be calculated by the least squares method. If the resulting polynomial degree is greater than 3, the number of calibration points shall be at least equal to this polynomial degree plus 2. 5.2.2.4.The linearization curve shall not differ by more than ± 2 per cent from the nominal value of each calibration gas. 5.2.2.5.From the trace of the linearization curve and the linearization points it is possible to verify that the calibration has been carried out correctly. The different characteristic parameters of the analyser shall be indicated, particularly: (a)Analyser and gas component; (b)Range; (c)Date of linearisation. 5.2.2.6.If the approval authority is satisfied that alternative technologies (e.g. computer, electronically controlled range switch, etc.) give equivalent accuracy, these alternatives may be used. ### Division 5.3: Analyser zero and calibration verification procedure ### Division 5.3.1: Each normally used operating range shall be checked prior to each analysis in accordance with paragraphs 5.3.1.1. and 5.3.1.2. of this Sub-Annex ## 5.3.1.1 The calibration shall be checked by use of a zero gas and by use of a calibration gas in accordance with paragraph 2.14.2.3. of Sub-Annex 6. ## 5.3.1.2 After testing, zero gas and the same calibration gas shall be used for re-checking in accordance with paragraph 2.14.2.4. of Sub-Annex 6. ### Division 5.4: FID hydrocarbon response check procedure ## 5.4.1 Detector response optimization The FID shall be adjusted as specified by the instrument manufacturer. Propane in air shall be used on the most common operating range. ### Division 5.4.2: Calibration of the HC analyser ## 5.4.2.1 The analyser shall be calibrated using propane in air and purified synthetic air. ## 5.4.2.2 A calibration curve as described in paragraph 5.2.2. of this Sub-Annex shall be established. ### Division 5.4.3: Response factors of different hydrocarbons and recommended limits ## 5.4.3.1 The response factor Rf for a particular hydrocarbon compound is the ratio of the FID C1 reading to the gas cylinder concentration, expressed as ppm C1. The concentration of the test gas shall be at a level to give a response of approximately 80 per cent of full-scale deflection for the operating range. The concentration shall be known to an accuracy of ± 2 per cent in reference to a gravimetric standard expressed in volume. In addition, the gas cylinder shall be preconditioned for 24 hours at a temperature between 20 and 30 °C. ## 5.4.3.2 Response factors shall be determined when introducing an analyser into service and at major service intervals thereafter. The test gases to be used and the recommended response factors are: Propylene and purified air: 0,90 99,5 per cent vol. O2; 6.1.2.4.Hydrogen (and mixture containing helium or nitrogen): Purity: ≤ 1 ppm C1, ≤ 400 ppm CO2; hydrogen content between 39 and 41 per cent volume; 6.1.2.5.Carbon monoxide: Minimum purity 99,5 per cent; 6.1.2.6.Propane: Minimum purity 99,5 per cent. ## 6.2 Calibration gases The true concentration of a calibration gas shall be within ± 1 per cent of the stated value or as given below, and shall be traceable to national or international standards. Mixtures of gases having the following compositions shall be available with bulk gas specifications in accordance with paragraphs 6.1.2.1. or 6.1.2.2.: (a)C3H8 in synthetic air (see paragraph 6.1.2.2.); (b)CO in nitrogen; (c)CO2 in nitrogen; (d)CH4 in synthetic air; (e)NO in nitrogen (the amount of NO2 contained in this calibration gas shall not exceed 5 per cent of the NO content). ## 6.2.1 The true concentration of a calibration gas shall be within ± 1 per cent of the stated value or as given below. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ### Division: Type 1 test procedures and test conditions ### Division 1: Description of tests ## 1.1 The Type 1 test is used to verify the emissions of gaseous compounds, particulate matter, particle number, CO2 mass emission, fuel consumption, electric energy consumption and electric ranges over the applicable WLTP test cycle. ## 1.1.1 The tests shall be carried out in accordance with the method described in paragraph 2. of this Sub-Annex or paragraph 3. of Sub-Annex 8 for pure electric, hybrid electric and compressed hydrogen fuel cell hybrid vehicles. Exhaust gases, particulate matter and particle number shall be sampled and analysed by the prescribed methods. ## 1.2 The number of tests shall be determined in accordance with the flowchart in Figure A6/1. The limit value is the maximum allowed value for the respective criteria emission as specified in Table 2 of Annex I of Regulation (EC) No 715/2007. ## 1.2.1 The flowchart in Figure A6/1 shall be applicable only to the whole applicable WLTP test cycle and not to single phases. ## 1.2.2 The test results shall be the values after the target speed, REESS energy change-based, Ki, ATCT and Deterioration Factor corrections are applied. ## 1.2.3 Determination of total cycle values Table A6/1 Applicable rules for a manufacturer's declared values (total cycle values) The declared value shall be the value to which the necessary corrections are applied (i.e. Ki, ATCT and DF corrections Rounding xxx,xx Rounding xxx,x Vehicle type MCO2(g/km) FC(kg/100 km) Electric energy consumption(Wh/km) All electric range/Pure Electric Range(km) Vehicles tested in accordance with Sub-Annex 6 (pure ICE) MCO2 Paragraph 3. of Sub-Annex 7. — — — NOVC-FCHV — FCCS Paragraph 4.2.1.2.1. of Sub-Annex 8. — — NOVC-HEV MCO2,CS Paragraph 4.1.1. of Sub-Annex 8. — — — OVC-HEV CD MCO2,CD Paragraph 4.1.2. of. — ECAC,CD Paragraph 4.3.1. of Sub-Annex 8. AER Paragraph 4.4.1.1. of Sub-Annex 8. CS MCO2,CS Sub-Annex 8 Paragraph 4.1.1. of Sub-Annex 8. — — — PEV — — ECWLTC Paragraph 4.3.4.2. of Sub-Annex 8. PERWLTC Paragraph 4.4.2. of Sub-Annex 8. Table A6/2 Criteria for number of tests For pure ICE vehicles, NOVC-HEVs and OVC-HEVs charge-sustaining Type 1 test. Each test result shall fulfil the regulation limit. Test Judgement parameter Criteria emission MCO2 Row 1 First test First test results ≤ Regulation limit × 0,9 ≤ Declared value × dCO21 Row 2 Second test Arithmetic average of the first and second test results ≤ Regulation limit × 1,0 ≤ Declared value × dCO22 Row 3 Third test Arithmetic average of three test results ≤ Regulation limit × 1,0 ≤ Declared value × dCO23 For OVC-HEVs charge-depleting Type 1 test. ‘0,9’ shall be replaced by ‘1,0’ for charge-depleting Type 1 test for OVC-HEVs, only if the charge-depleting test contains two or more applicable WLTC cycles. Each test result shall fulfil the regulation limit. Test Judgement parameter Criteria emissions MCO2,CD AER Row 1 First test First test results ≤ Regulation limit × 0,9 ≤ Declared value × dCO21 ≥ Declared value × 1,0 Row 2 Second test Arithmetic average of the first and second test results ≤ Regulation limit × 1,0 ≤ Declared value × dCO22 ≥ Declared value × 1,0 Row 3 Third test Arithmetic average of three test results ≤ Regulation limit × 1,0 ≤ Declared value × dCO23 ≥ Declared value × 1,0 For PEVs Test Judgement parameter Electric energy consumption PER Row 1 First test First test results ≤ Declared value × 1,0 ≥ Declared value × 1,0 Row 2 Second test Arithmetic average of the first and second test results ≤ Declared value × 1,0 ≥ Declared value × 1,0 Row 3 Third test Arithmetic average of three test results ≤ Declared value × 1,0 ≥ Declared value × 1,0 For NOVC-FCHVs Test Judgement parameter FCCS Row 1 First test First test results ≤ Declared value × 1,0 Row 2 Second test Arithmetic average of the first and second test results ≤ Declared value × 1,0 Row 3 Third test Arithmetic average of three test results ≤ Declared value × 1,0 ## 1.2.3.1 If during any of the tests a criteria emissions limit is exceeded, the vehicle shall be rejected. ## 1.2.3.2 Depending on the vehicle type, the manufacturer shall declare as applicable the total cycle value of the CO2 mass emission, the electric energy consumption, fuel consumption for NOVC-FCHV as well as PER and AER in accordance with Table A6/1. ## 1.2.3.3 The declared value of the electric energy consumption for OVC-HEVs under charge-depleting operating condition shall not be determined in accordance with Figure A6/1. It shall be taken as the type approval value if the declared CO2 value is accepted as the approval value. If that is not the case, the measured value of electric energy consumption shall be taken as the type approval value. ## 1.2.3.4 If after the first test all criteria in row 1 of the applicable Table A6/2 are fulfilled, all values declared by the manufacturer shall be accepted as the type approval value. If any one of the criteria in row 1 of the applicable Table A6/2 is not fulfilled, a second test shall be performed with the same vehicle. ## 1.2.3.5 After the second test, the arithmetic average results of the two tests shall be calculated. If all criteria in row 2 of the applicable Table A6/2 are fulfilled by these arithmetic average results, all values declared by the manufacturer shall be accepted as the type approval value. If any one of the criteria in row 2 of the applicable Table A6/2 is not fulfilled, a third test shall be performed with the same vehicle. ## 1.2.3.6 After the third test, the arithmetic average results of the three tests shall be calculated. For all parameters which fulfil the corresponding criterion in row 3 of the applicable Table A6/2, the declared value shall be taken as the type approval value. For any parameter which does not fulfil the corresponding criterion in row 3 of the applicable Table A6/2, the arithmetic average result shall be taken as the type approval value. ## 1.2.3.7 In the case that any one of the criterion of the applicable Table A6/2 is not fulfilled after the first or second test, at the request of the manufacturer and with the approval of the approval authority, the values may be re-declared as higher values for emissions or consumption, or as lower values for electric ranges, in order to reduce the required number of tests for type approval. ### Division 1.2.3.8: Determination of the acceptance value dCO21, dCO22 and dCO23 ## 1.2.3.8.1 Additional to the requirement of paragraph 1.2.3.8.2., the following values for dCO21, dCO22 and dCO23 shall be used in relation to the criteria for the number of tests in Table A6/2: dCO21 = 0,990 dCO22 = 0,995 dCO23 = 1,000 ## 1.2.3.8.2 If the charge depleting Type 1 test for OVC-HEVs consists of two or more applicable WLTP test cycles and the dCO2x value is below 1,0, the dCO2x value shall be replaced by 1,0. ## 1.2.3.9 In the case that a test result or an average of test results was taken and confirmed as the type approval value, this result shall be referred to as the ‘declared value’ for further calculations. ## Figure A6/1 Flowchart for the number of Type 1 tests ### Division 1.2.4: Determination of phase-specific values ### Division 1.2.4.1: Phase-specific value for CO2 ## 1.2.4.1.1 After the total cycle declared value of the CO2 mass emission is accepted, the arithmetic average of the phase-specific values of the test results in g/km shall be multiplied by the adjustment factor CO2_AF to compensate for the difference between the declared value and the test results. This corrected value shall be the type approval value for CO2. CO2_AF=Declared valuePhase combined value where: Phase combined value=CO2aveL×DL+CO2aveM×DM+CO2aveH×DH+CO2aveexH×DexHDL+DM+DH+DexH where: CO2aveLis the arithmetic average CO2 mass emission result for the L phase test result(s), g/km; CO2aveMis the arithmetic average CO2 mass emission result for the M phase test result(s), g/km; CO2aveHis the arithmetic average CO2 mass emission result for the H phase test result(s), g/km; CO2aveexHis the arithmetic average CO2 mass emission result for the exH phase test result(s), g/km; DLis theoretical distance of phase L, km; DMis theoretical distance of phase M, km; DHis theoretical distance of phase H, km; DexHis theoretical distance of phase exH, km. ## 1.2.4.1.2 If the total cycle declared value of the CO2 mass emission is not accepted, the type approval phase-specific CO2 mass emission value shall be calculated by taking the arithmetic average of the all test results for the respective phase. ## 1.2.4.2 Phase-specific values for fuel consumption The fuel consumption value shall be calculated by the phase-specific CO2 mass emission using the equations in paragraph 1.2.4.1. of this Sub-Annex and the arithmetic average of the emissions. ## 1.2.4.3 Phase-specific value for electric energy consumption, PER and AER The phase-specific electric energy consumption and the phase-specific electric ranges are calculated by taking the arithmetic average of the phase specific values of the test result(s), without an adjustment factor. ### Division 2: Type 1 test conditions ### Division 2.1: Overview ## 2.1.1 The Type 1 test shall consist of prescribed sequences of dynamometer preparation, fuelling, soaking, and operating conditions. ## 2.1.2 The Type 1 test shall consist of vehicle operation on a chassis dynamometer on the applicable WLTC for the interpolation family. A proportional part of the diluted exhaust emissions shall be collected continuously for subsequent analysis using a constant volume sampler. ## 2.1.3 Background concentrations shall be measured for all compounds for which dilute mass emissions measurements are conducted. For exhaust emissions testing, this requires sampling and analysis of the dilution air. ### Division 2.1.3.1: Background particulate measurement ## 2.1.3.1.1 Where the manufacturer requests subtraction of either dilution air or dilution tunnel background particulate mass from emissions measurements, these background levels shall be determined in accordance with the procedures listed in paragraphs 2.1.3.1.1.1. to 2.1.3.1.1.3. of this Sub-Annex. ## 2.1.3.1.1.1 The maximum permissible background correction shall be a mass on the filter equivalent to 1 mg/km at the flow rate of the test. ## 2.1.3.1.1.2 If the background exceeds this level, the default figure of 1 mg/km shall be subtracted. ## 2.1.3.1.1.3 Where subtraction of the background contribution gives a negative result, the background level shall be considered to be zero. ## 2.1.3.1.2 Dilution air background particulate mass level shall be determined by passing filtered dilution air through the particulate background filter. This shall be drawn from a point immediately downstream of the dilution air filters. Background levels in μg/m3 shall be determined as a rolling arithmetic average of at least 14 measurements with at least one measurement per week. ## 2.1.3.1.3 Dilution tunnel background particulate mass level shall be determined by passing filtered dilution air through the particulate background filter. This shall be drawn from the same point as the particulate matter sample. Where secondary dilution is used for the test, the secondary dilution system shall be active for the purposes of background measurement. One measurement may be performed on the day of test, either prior to or after the test. ### Division 2.1.3.2: Background particle number determination ## 2.1.3.2.1 Where the manufacturer requests a background correction, these background levels shall be determined as follows: 2.1.3.2.1.1.The background value may be either calculated or measured. The maximum permissible background correction shall be related to the maximum allowable leak rate of the particle number measurement system (0,5 particles per cm3) scaled from the particle concentration reduction factor, PCRF, and the CVS flow rate used in the actual test; 2.1.3.2.1.2.Either the approval authority or the manufacturer may request that actual background measurements are used instead of calculated ones. 2.1.3.2.1.3.Where subtraction of the background contribution gives a negative result, the PN result shall be considered to be zero. ## 2.1.3.2.2 The dilution air background particle number level shall be determined by sampling filtered dilution air. This shall be drawn from a point immediately downstream of the dilution air filters into the PN measurement system. Background levels in particles per cm3 shall be determined as a rolling arithmetic average of least 14 measurements with at least one measurement per week. ## 2.1.3.2.3 The dilution tunnel background particle number level shall be determined by sampling filtered dilution air. This shall be drawn from the same point as the PN sample. Where secondary dilution is used for the test the secondary dilution system shall be active for the purposes of background measurement. One measurement may be performed on the day of test, either prior to or after the test using the actual PCRF and the CVS flow rate utilised during the test. ### Division 2.2: General test cell equipment ### Division 2.2.1: Parameters to be measured ## 2.2.1.1 The following temperatures shall be measured with an accuracy of ± 1,5 °C: (a)Test cell ambient air; (b)Dilution and sampling system temperatures as required for emissions measurement systems defined in Sub-Annex 5. ## 2.2.1.2 Atmospheric pressure shall be measurable with a precision of ± 0,1 kPa. ## 2.2.1.3 Specific humidity H shall be measurable with a precision of ± 1 g H2O/kg dry air. ### Division 2.2.2: Test cell and soak area ### Division 2.2.2.1: Test cell ## 2.2.2.1.1 The test cell shall have a temperature set point of 23 °C. The tolerance of the actual value shall be within ± 5 °C. The air temperature and humidity shall be measured at the test cell's cooling fan outlet at a minimum frequency of 0,1 Hz. For the temperature at the start of the test, see paragraph 2.8.1. of this Sub-Annex. ## 2.2.2.1.2 The specific humidity H of either the air in the test cell or the intake air of the engine shall be such that: 5,5 ≤ H ≤ 12,2 (g H2O/kg dry air) ## 2.2.2.1.3 Humidity shall be measured continuously at a minimum frequency of 0,1 Hz. ## 2.2.2.2 Soak area The soak area shall have a temperature set point of 23 °C and the tolerance of the actual value shall be within ± 3 °C on a 5-minute running arithmetic average and shall not show a systematic deviation from the set point. The temperature shall be measured continuously at a minimum frequency of 0,033 Hz (every 30 s). ### Division 2.3: Test vehicle ## 2.3.1 General The test vehicle shall conform in all its components with the production series, or, if the vehicle is different from the production series, a full description shall be included in all relevant test reports. In selecting the test vehicle, the manufacturer and the approval authority shall agree which vehicle model is representative for the interpolation family. For the measurement of emissions, the road load as determined with test vehicle H shall be applied. In the case of a road load matrix family, for the measurement of emissions, the road load as calculated for vehicle HM in accordance with paragraph 5.1. of Sub-Annex 4 shall be applied. If at the request of the manufacturer the interpolation method is used (see paragraph 3.2.3.2. of Sub-Annex 7), an additional measurement of emissions shall be performed with the road load as determined with test vehicle L. Tests on vehicles H and L should be performed with the same test vehicle and shall be tested with the shortest n/v ratio (with a tolerance of ± 1,5 per cent) within the interpolation family. In the case of a road load matrix family, an additional measurement of emissions shall be performed with the road load as calculated for vehicle LM in accordance with paragraph 5.1. of Sub-Annex 4. Road load coefficients and the test mass of test vehicle L and H may be taken from different road load families, as long as the difference between these road load families results from applying paragraph 6.8. of Sub-Annex 4, and the requirements in paragraph 2.3.2. of this Sub-Annex are maintained. ### Division 2.3.2: CO2 interpolation range ## 2.3.2.1 The interpolation method shall only be used if: (a)The difference in CO2 over the applicable cycle resulting from step 9 of Table A7/1 of Sub-Annex 7 between test vehicles L and H is between a minimum of 5 g/km and a maximum defined in paragraph 2.3.2.2.; (b)for all applicable phase values the CO2 values resulting of step 9 of Table A7/1 of Sub-Annex 7 of vehicle H are higher than those of vehicle L. If these requirements are not met, tests can be declared void and repeated in agreement with the approval authority. ## 2.3.2.2 The maximum delta CO2 allowed over the applicable cycle resulting from step 9 of Table A7/1 of Sub-Annex 7 between test vehicles L and H is 20 per cent plus 5 g/km of the CO2 emissions from vehicle H, but at least 15 g/km and not exceeding 30 g/km. This restriction does not apply for the application of a road load matrix family. ## 2.3.2.3 At the request of the manufacturer and with approval of the approval authority, the interpolation line may be extrapolated to a maximum of 3 g/km above the CO2 emission of vehicle H and/or below the CO2 emission of vehicle L. This extension is valid only within the absolute boundaries of the interpolation range specified in paragraph 2.3.2.2. For the application of a road load matrix family, extrapolation is not permitted. When two or more interpolation families are identical regarding the requirements of paragraph 5.6. of this Annex, but are distinct because their overall range for CO2 would be higher than the maximum delta specified in paragraph 2.3.2.2., then all individual vehicles of identical specification (e.g. make, model, optional equipment) shall belong to only one of the interpolation families. ## 2.3.3 Run-in The vehicle shall be presented in good technical condition. It shall have been run-in and driven between 3 000 and 15 000 km before the test. The engine, transmission and vehicle shall be run-in in accordance with the manufacturer's recommendations. ### Division 2.4: Settings ## 2.4.1 Dynamometer settings and verification shall be performed in accordance with Sub-Annex 4. ### Division 2.4.2: Dynamometer operation ## 2.4.2.1 Auxiliary devices shall be switched off or deactivated during dynamometer operation unless their operation is required by legislation. ## 2.4.2.2 The vehicle's dynamometer operation mode, if any, shall be activated by using the manufacturer's instruction (e.g. using vehicle steering wheel buttons in a special sequence, using the manufacturer's workshop tester, removing a fuse). The manufacturer shall provide the approval authority a list of the deactivated devices and justification for the deactivation. The dynamometer operation mode shall be approved by the approval authority and the use of a dynamometer operation mode shall be included in all relevant test reports. ## 2.4.2.3 The vehicle's dynamometer operation mode shall not activate, modulate, delay or deactivate the operation of any part that affects the emissions and fuel consumption under the test conditions. Any device that affects the operation on a chassis dynamometer shall be set to ensure a proper operation. ### Division 2.4.2.4: Allocation of dynamometer type to test vehicle ## 2.4.2.4.1 If the test vehicle has two powered axles, and under WLTP conditions it is partially or permanently operated with two axles being powered or recuperating energy over the applicable cycle the vehicle shall be tested on a dynamometer in 4WD operation which fulfils the specifications in paragraphs 2.2. and 2.3. of Sub-Annex 5. ## 2.4.2.4.2 If the test vehicle is tested with only one powered axle, the test vehicle shall be tested on a dynamometer in 2WD operation which fulfils the specifications in paragraph 2.2. of Sub-Annex 5. At the request of the manufacturer and with the approval of the approval authority a vehicle with one powered axle may be tested on a 4WD dynamometer in 4WD operation mode. ## 2.4.2.4.3 If the test vehicle is operated with two axles being powered in dedicated driver-selectable modes which are not intended for normal daily operation but only for special limited purposes, such as ‘mountain mode’ or ‘maintenance mode’, or when the mode with two powered axles is only activated in an off-road situation, the vehicle shall be tested on a dynamometer in 2WD operation which fulfils the specifications in paragraph 2.2. of Sub-Annex 5. ## 2.4.2.4.4 If the test vehicle is tested on a 4WD dynamometer in 2WD operation the wheels on the non-powered axle may rotate during the test, provided that the vehicle dynamometer operation mode and vehicle coastdown mode support this way of operation. ## Figure A6/1a Possible test configurations on 2WD and 4WD dynamometers ### Division 2.4.2.5: Demonstration of equivalency between a dynamometer in 2WD operation and a dynamometer in 4WD operation ## 2.4.2.5.1 At the request of the manufacturer and with the approval of the approval authority, the vehicle which has to be tested on a dynamometer in 4WD operation may alternatively be tested on a dynamometer in 2WD operation if the following conditions are met: a..the test vehicle is converted to have only one powered axle; b..the manufacturer demonstrates to the approval authority that the CO2, fuel consumption and/or electrical energy consumption of the converted vehicle is the same or higher as for the non-converted vehicle being tested on a dynamometer in 4WD operation; c..a safe operation is ensured for the test (e.g. by removing a fuse or dismounting a drive shaft) and an instruction is provided together with the dynamometer operation mode; d..the conversion is only applied to the vehicle tested at the chassis dynamometer, the road load determination procedure shall be applied to the unconverted test vehicle. ## 2.4.2.5.2 This demonstration of equivalency shall apply to all vehicles in the same road load family. At the request of the manufacturer, and with approval of the approval authority, this demonstration of equivalency may be extended to other road load families upon evidence that a vehicle from the worst-case road load family was selected as the test vehicle. ## 2.4.2.6 Information on whether the vehicle was tested on a 2WD dynamometer or a 4WD dynamometer and whether it was tested on a dynamometer in 2WD operation or 4WD operation shall be included in all relevant test reports. In the case that the vehicle was tested on a 4WD dynamometer, with that dynamometer in 2WD operation, this information shall also indicate whether or not the wheels on the non-powered wheels were rotating. ## 2.4.3 The vehicle's exhaust system shall not exhibit any leak likely to reduce the quantity of gas collected. ## 2.4.4 The settings of the powertrain and vehicle controls shall be those prescribed by the manufacturer for series production. ## 2.4.5 Tyres shall be of a type specified as original equipment by the vehicle manufacturer. Tyre pressure may be increased by up to 50 per cent above the pressure specified in paragraph 4.2.2.3. of Sub-Annex 4. The same tyre pressure shall be used for the setting of the dynamometer and for all subsequent testing. The tyre pressure used shall be included in all relevant test reports. ## 2.4.6 Reference fuel The appropriate reference fuel as specified in Annex IX shall be used for testing. ### Division 2.4.7: Test vehicle preparation ## 2.4.7.1 The vehicle shall be approximately horizontal during the test so as to avoid any abnormal distribution of the fuel. ## 2.4.7.2 If necessary, the manufacturer shall provide additional fittings and adapters, as required to accommodate a fuel drain at the lowest point possible in the tank(s) as installed on the vehicle, and to provide for exhaust sample collection. ## 2.4.7.3 For PM sampling during a test when the regenerating device is in a stabilized loading condition (i.e. the vehicle is not undergoing a regeneration), it is recommended that the vehicle has completed > 1/3 of the mileage between scheduled regenerations or that the periodically regenerating device has undergone equivalent loading off the vehicle. ## 2.5 Preliminary testing cycles Preliminary testing cycles may be carried out if requested by the manufacturer to follow the speed trace within the prescribed limits. ### Division 2.6: Test vehicle preconditioning ### Division 2.6.1: Vehicle preparation ## 2.6.1.1 Fuel tank filling The fuel tank (or fuel tanks) shall be filled with the specified test fuel. If the existing fuel in the fuel tank (or fuel tanks) does not meet the specifications contained in paragraph 2.4.6. of this Sub-Annex, the existing fuel shall be drained prior to the fuel fill. The evaporative emission control system shall neither be abnormally purged nor abnormally loaded. ## 2.6.1.2 REESSs charging Before the preconditioning test cycle, the REESSs shall be fully charged. At the request of the manufacturer, charging may be omitted before preconditioning. The REESSs shall not be charged again before official testing. ## 2.6.1.3 Tyre pressures The tyre pressure of the driving wheels shall be set in accordance with paragraph 2.4.5. of this Sub-Annex. ## 2.6.1.4 Gaseous fuel vehicles Between the tests on the first gaseous reference fuel and the second gaseous reference fuel, for vehicles with positive ignition engines fuelled with LPG or NG/biomethane or so equipped that they can be fuelled with either petrol or LPG or NG/biomethane, the vehicle shall be preconditioned again before the test on the second reference fuel. Between the tests on the first gaseous reference fuel and the second gaseous reference fuel, for vehicles with positive ignition engines fuelled with LPG or NG/biomethane or so equipped that they can be fuelled with either petrol or LPG or NG/biomethane, the vehicle shall be preconditioned again before the test on the second reference fuel. ### Division 2.6.2: Test cell ## 2.6.2.1 Temperature During preconditioning, the test cell temperature shall be the same as defined for the Type 1 test (paragraph 2.2.2.1.1. of this Sub-Annex). ## 2.6.2.2 Background measurement In a test facility in which there may be possible contamination of a low particulate emitting vehicle test with residue from a previous test on a high particulate emitting vehicle, it is recommended, for the purpose of sampling equipment preconditioning, that a 120 km/h steady state drive cycle of 20 minutes duration be driven by a low particulate emitting vehicle. Longer and/or higher speed running is permissible for sampling equipment preconditioning if required. Dilution tunnel background measurements, if applicable, shall be taken after the tunnel preconditioning, and prior to any subsequent vehicle testing. ### Division 2.6.3: Procedure ## 2.6.3.1 The test vehicle shall be placed, either by being driven or pushed, on a dynamometer and operated through the applicable WLTCs. The vehicle need not be cold, and may be used to set the dynamometer load. ## 2.6.3.2 The dynamometer load shall be set in accordance with paragraphs 7. and 8. of Sub-Annex 4. In the case that a dynamometer in 2WD operation is used for testing, the road load setting shall be carried out on a dynamometer in 2WD operation, and in the case that a dynamometer in 4WD operation is used for testing the road load setting shall be carried out on a dynamometer in 4WD operation. ### Division 2.6.4: Operating the vehicle ## 2.6.4.1 The powertrain start procedure shall be initiated by means of the devices provided for this purpose in accordance with the manufacturer's instructions. A non-vehicle initiated switching of mode of operation during the test shall not be permitted unless otherwise specified. ## 2.6.4.1.1 If the initiation of the powertrain start procedure is not successful, e.g. the engine does not start as anticipated or the vehicle displays a start error, the test is void, preconditioning tests shall be repeated and a new test shall be driven. ## 2.6.4.1.2 In the cases where LPG or NG/biomethane is used as a fuel, it is permissible that the engine is started on petrol and switched automatically to LPG or NG/biomethane after a predetermined period of time that cannot be changed by the driver. This period of time shall not exceed 60 seconds. It is also permissible to use petrol only or simultaneously with gas when operating in gas mode provided that the energy consumption of gas is higher than 80 per cent of the total amount of energy consumed during the Type 1 test. This percentage shall be calculated in accordance with the method set out in Appendix 3 to this Sub-Annex. ## 2.6.4.2 The cycle starts on initiation of the powertrain start procedure. ## 2.6.4.3 For preconditioning, the applicable WLTC shall be driven. At the request of the manufacturer or the approval authority, additional WLTCs may be performed in order to bring the vehicle and its control systems to a stabilized condition. The extent of such additional preconditioning shall be included in all relevant test reports. ## 2.6.4.4 Accelerations The vehicle shall be operated with the appropriate accelerator control movement necessary to accurately follow the speed trace. The vehicle shall be operated smoothly, following representative shift speeds and procedures. For manual transmissions, the accelerator controller shall be released during each shift and the shift shall be accomplished in minimum time. If the vehicle cannot follow the speed trace, it shall be operated at maximum available power until the vehicle speed reaches the respective target speed again. ## 2.6.4.5 Deceleration During decelerations of the cycle, the driver shall deactivate the accelerator control but shall not manually disengage the clutch until the point specified in paragraphs 4.(d), 4.(e) or 4.(f) of Sub-Annex 2. If the vehicle decelerates faster than prescribed by the speed trace, the accelerator control shall be operated such that the vehicle accurately follows the speed trace. If the vehicle decelerates too slowly to follow the intended deceleration, the brakes shall be applied such that it is possible to accurately follow the speed trace. ## 2.6.4.6 Brake application During stationary/idling vehicle phases, the brakes shall be applied with appropriate force to prevent the drive wheels from turning. ### Division 2.6.5: Use of the transmission ### Division 2.6.5.1: Manual shift transmissions ## 2.6.5.1.1 The gear shift prescriptions specified in Sub-Annex 2 shall be followed. Vehicles tested in accordance with Sub-Annex 8 shall be driven in accordance with paragraph 1.5. of that Sub-Annex. ## 2.6.5.1.2 The gear change shall be started and completed within ± 1,0 second of the prescribed gear shift point. ## 2.6.5.1.3 The clutch shall be depressed within ± 1,0 second of the prescribed clutch operating point. ### Division 2.6.5.2: Automatic shift transmissions ## 2.6.5.2.1 After initial engagement, the selector shall not be operated at any time during the test. Initial engagement shall be done 1 second before beginning the first acceleration. ## 2.6.5.2.2 Vehicles with an automatic transmission with a manual mode shall not be tested in manual mode. ### Division 2.6.6: Driver-selectable modes ## 2.6.6.1 Vehicles equipped with a predominant mode shall be tested in that mode. At the request of the manufacturer, the vehicle may alternatively be tested with the driver-selectable mode in the worst-case position for CO2 emissions. ## 2.6.6.2 The manufacturer shall provide evidence to the approval authority of the existence of a driver-selectable mode that fulfils the requirements of paragraph 3.5.9. of this Annex. With the agreement of the approval authority, the predominant mode may be used as the only driver-selectable mode for the relevant system or device for the determination of criteria emissions, CO2 emissions, and fuel consumption. ## 2.6.6.3 If the vehicle has no predominant mode or the requested predominant mode is not agreed by the approval authority as being a predominant mode, the vehicle shall be tested in the best case driver-selectable mode and worst case driver-selectable mode for criteria emissions, CO2 emissions, and fuel consumption. Best and worst case modes shall be identified by the evidence provided on the CO2 emissions and fuel consumption in all modes. CO2 emissions and fuel consumption shall be the arithmetic average of the test results in both modes. Test results for both modes shall be recorded. At the request of the manufacturer, the vehicle may alternatively be tested with the driver-selectable mode in the worst case position for CO2 emissions. ## 2.6.6.4 On the basis of technical evidence provided by the manufacturer and with the agreement of the approval authority, the dedicated driver-selectable modes for very special limited purposes shall not be considered (e.g. maintenance mode, crawler mode). All remaining driver-selectable modes used for forward driving shall be considered and the criteria emissions limits shall be fulfilled in all these modes. ## 2.6.6.5 Paragraphs 2.6.6.1. to 2.6.6.4. of this Sub-Annex shall apply to all vehicle systems with driver-selectable modes, including those not solely specific to the transmission. ## 2.6.7 Voiding of the Type 1 test and completion of the cycle If the engine stops unexpectedly, the preconditioning or Type 1 test shall be declared void. After completion of the cycle, the engine shall be switched off. The vehicle shall not be restarted until the beginning of the test for which the vehicle has been preconditioned. ### Division 2.6.8: Data required, quality control ## 2.6.8.1 Speed measurement During the preconditioning, speed shall be measured against actual time or collected by the data acquisition system at a frequency of not less than 1 Hz so that the actual driven speed can be assessed. ## 2.6.8.2 Distance travelled The distance actually driven by the vehicle shall be included in all relevant test sheets for each WLTC phase. ## 2.6.8.3 Speed trace tolerances Vehicles that cannot attain the acceleration and maximum speed values required in the applicable WLTC shall be operated with the accelerator control fully activated until they once again reach the required speed trace. Speed trace violations under these circumstances shall not void a test. Deviations from the driving cycle shall be included in all relevant test reports. ## 2.6.8.3.1 The following tolerances shall be permitted between the actual vehicle speed and the prescribed speed of the applicable test cycles. The tolerances shall not be shown to the driver: (a)Upper limit: 2,0 km/h higher than the highest point of the trace within ± 1,0 second of the given point in time; (b)Lower limit: 2,0 km/h lower than the lowest point of the trace within ± 1,0 second of the given time. See Figure A6/2. Speed tolerances greater than those prescribed shall be accepted provided the tolerances are never exceeded for more than 1 second on any one occasion. There shall be no more than ten such deviations per test cycle. ## 2.6.8.3.2 IWR and RMSSE drive trace indices shall be calculated in accordance with the requirements of paragraph 7. of Sub-Annex 7. If either IWR or RMSSE is outside the respective validity range, the driving test has to be considered invalid. ## Figure A6/2 Speed trace tolerances ### Division 2.7: Soaking ## 2.7.1 After preconditioning and before testing, the test vehicle shall be kept in an area with ambient conditions as specified in paragraph 2.2.2.2. of this Sub-Annex. ## 2.7.2 The vehicle shall be soaked for a minimum of 6 hours and a maximum of 36 hours with the engine compartment cover opened or closed. If not excluded by specific provisions for a particular vehicle, cooling may be accomplished by forced cooling down to the set point temperature. If cooling is accelerated by fans, the fans shall be placed so that the maximum cooling of the drive train, engine and exhaust after-treatment system is achieved in a homogeneous manner. ### Division 2.8: Emission and fuel consumption test (Type 1 test) ## 2.8.1 The test cell temperature at the start of the test shall be 23 °C ± 3 °C. The engine oil temperature and coolant temperature, if any, shall be within ± 2 °C of the set point of 23 °C. ## 2.8.2 The test vehicle shall be pushed onto a dynamometer. ## 2.8.2.1 The drive wheels of the vehicle shall be placed on the dynamometer without starting the engine. ## 2.8.2.2 The drive-wheel tyre pressures shall be set in accordance with the provisions of paragraph 2.4.5. of this Sub-Annex. ## 2.8.2.3 The engine compartment cover shall be closed. ## 2.8.2.4 An exhaust connecting tube shall be attached to the vehicle tailpipe(s) immediately before starting the engine. ## 2.8.3 Starting of the powertrain and driving ## 2.8.3.1 The powertrain start procedure shall be initiated by means of the devices provided for this purpose in accordance with the manufacturer's instructions. ## 2.8.3.2 The vehicle shall be driven as described in paragraphs 2.6.4. to 2.6.7. of this Sub-Annex over the applicable WLTC, as described in Sub-Annex 1. ## 2.8.4 RCB data shall be measured for each phase of the WLTC as defined in Appendix 2 to this Sub-Annex. ## 2.8.5 Actual vehicle speed shall be sampled with a measurement frequency of 10 Hz and the drive trace indices described in paragraph 7. of Sub-Annex 7 shall be calculated and documented. ## 2.8.6 Actual vehicle speed sampled with a measurement frequency of 10 Hz together with actual time shall be applied for corrections of CO2 results against the target speed and distance as defined in Sub-Annex 6b. ## 2.9 Gaseous sampling Gaseous samples shall be collected in bags and the compounds analysed at the end of the test or a test phase, or the compounds may be analysed continuously and integrated over the cycle. ## 2.9.1 The following steps shall be taken prior to each test: 2.9.1.1.The purged, evacuated sample bags shall be connected to the dilute exhaust and dilution air sample collection systems. 2.9.1.2.Measuring instruments shall be started in accordance with the instrument manufacturer's instructions. 2.9.1.3.The CVS heat exchanger (if installed) shall be pre-heated or pre-cooled to within its operating test temperature tolerance as specified in paragraph 3.3.5.1. of Sub-Annex 5. 2.9.1.4.Components such as sample lines, filters, chillers and pumps shall be heated or cooled as required until stabilised operating temperatures are reached. 2.9.1.5.CVS flow rates shall be set in accordance with paragraph 3.3.4. of Sub-Annex 5, and sample flow rates shall be set to the appropriate levels. 2.9.1.6.Any electronic integrating device shall be zeroed and may be re-zeroed before the start of any cycle phase. 2.9.1.7.For all continuous gas analysers, the appropriate ranges shall be selected. These may be switched during a test only if switching is performed by changing the calibration over which the digital resolution of the instrument is applied. The gains of an analyser's analogue operational amplifiers may not be switched during a test. 2.9.1.8.All continuous gas analysers shall be zeroed and calibrated using gases fulfilling the requirements of paragraph 6. of Sub-Annex 5. ### Division 2.10: Sampling for PM determination ## 2.10.1 The steps described in paragraphs 2.10.1.1. to 2.10.1.2.2. of this Sub-Annex shall be taken prior to each test. ## 2.10.1.1 Filter selection A single particulate sample filter without back-up shall be employed for the complete applicable WLTC. In order to accommodate regional cycle variations, a single filter may be employed for the first three phases and a separate filter for the fourth phase. ### Division 2.10.1.2: Filter preparation ## 2.10.1.2.1 At least 1 hour before the test, the filter shall be placed in a petri dish protecting against dust contamination and allowing air exchange, and placed in a weighing chamber (or room) for stabilization. At the end of the stabilization period, the filter shall be weighed and its weight shall be included in all relevant test sheets. The filter shall subsequently be stored in a closed petri dish or sealed filter holder until needed for testing. The filter shall be used within 8 hours of its removal from the weighing chamber (or room). The filter shall be returned to the stabilization room within 1 hour after the test and shall be conditioned for at least 1 hour before weighing. ## 2.10.1.2.2 The particulate sample filter shall be carefully installed into the filter holder. The filter shall be handled only with forceps or tongs. Rough or abrasive filter handling will result in erroneous weight determination. The filter holder assembly shall be placed in a sample line through which there is no flow. ## 2.10.1.2.3 It is recommended that the microbalance be checked at the start of each weighing session, within 24 hours of the sample weighing, by weighing one reference item of approximately 100 mg. This item shall be weighed three times and the arithmetic average result included in all relevant test sheets. If the arithmetic average result of the weighings is ± 5 μg of the result from the previous weighing session, the weighing session and balance are considered valid. ### Division 2.11: PN sampling ## 2.11.1 The steps described in paragraphs 2.11.1.1. to 2.11.1.2. of this Sub-Annex shall be taken prior to each test: ## 2.11.1.1 The particle specific dilution system and measurement equipment shall be started and made ready for sampling; ## 2.11.1.2 The correct function of the PNC and VPR elements of the particle sampling system shall be confirmed in accordance with the procedures listed in paragraphs 2.11.1.2.1. to 2.11.1.2.4. of this Sub-Annex. ## 2.11.1.2.1 A leak check, using a filter of appropriate performance attached to the inlet of the entire PN measurement system, VPR and PNC, shall report a measured concentration of less than 0,5 particles per cm3. ## 2.11.1.2.2 Each day, a zero check on the PNC, using a filter of appropriate performance at the PNC inlet, shall report a concentration of ≤ 0,2 particles per cm3. Upon removal of the filter, the PNC shall show an increase in measured concentration to at least 100 particles per cm3 when sampling ambient air and a return to ≤ 0,2 particles per cm3 on replacement of the filter. ## 2.11.1.2.3 It shall be confirmed that the measurement system indicates that the evaporation tube, where featured in the system, has reached its correct operating temperature. ## 2.11.1.2.4 It shall be confirmed that the measurement system indicates that the diluter PND1 has reached its correct operating temperature. ### Division 2.12: Sampling during the test ## 2.12.1 The dilution system, sample pumps and data collection system shall be started. ## 2.12.2 The PM and PN sampling systems shall be started. ## 2.12.3 Particle number shall be measured continuously. The arithmetic average concentration shall be determined by integrating the analyser signals over each phase. ## 2.12.4 Sampling shall begin before or at the initiation of the powertrain start procedure and end on conclusion of the cycle. ### Division 2.12.5: Sample switching ## 2.12.5.1 Gaseous emissions Sampling from the diluted exhaust and dilution air shall be switched from one pair of sample bags to subsequent bag pairs, if necessary, at the end of each phase of the applicable WLTC to be driven. ## 2.12.5.2 Particulate The requirements of paragraph 2.10.1.1. of this Sub-Annex shall apply. ## 2.12.6 Dynamometer distance shall be included in all relevant test sheets for each phase. ### Division 2.13: Ending the test ## 2.13.1 The engine shall be turned off immediately after the end of the last part of the test. ## 2.13.2 The constant volume sampler, CVS, or other suction device shall be turned off, or the exhaust tube from the tailpipe or tailpipes of the vehicle shall be disconnected. ## 2.13.3 The vehicle may be removed from the dynamometer. ### Division 2.14: Post-test procedures ## 2.14.1 Gas analyser check Zero and calibration gas reading of the analysers used for continuous diluted measurement shall be checked. The test shall be considered acceptable if the difference between the pre-test and post-test results is less than 2 per cent of the calibration gas value. ### Division 2.14.2: Bag analysis ## 2.14.2.1 Exhaust gases and dilution air contained in the bags shall be analysed as soon as possible. Exhaust gases shall, in any event, be analysed not later than 30 minutes after the end of the cycle phase. The gas reactivity time for compounds in the bag shall be taken into consideration. ## 2.14.2.2 As soon as practical prior to analysis, the analyser range to be used for each compound shall be set to zero with the appropriate zero gas. ## 2.14.2.3 The calibration curves of the analysers shall be set by means of calibration gases of nominal concentrations of 70 to 100 per cent of the range. ## 2.14.2.4 The zero settings of the analysers shall be subsequently rechecked: if any reading differs by more than 2 per cent of the range from that set in paragraph 2.14.2.2. of this Sub-Annex, the procedure shall be repeated for that analyser. ## 2.14.2.5 The samples shall be subsequently analysed. ## 2.14.2.6 After the analysis, zero and calibration points shall be rechecked using the same gases. The test shall be considered acceptable if the difference is less than 2 per cent of the calibration gas value. ## 2.14.2.7 The flow rates and pressures of the various gases through analysers shall be the same as those used during calibration of the analysers. ## 2.14.2.8 The content of each of the compounds measured shall be included in all relevant test sheets after stabilization of the measuring device. ## 2.14.2.9 The mass and number of all emissions, where applicable, shall be calculated in accordance with Sub-Annex 7. ## 2.14.2.10 Calibrations and checks shall be performed either: (a)Before and after each bag pair analysis; or (b)Before and after the complete test. In case (b), calibrations and checks shall be performed on all analysers for all ranges used during the test. In both cases, (a) and (b), the same analyser range shall be used for the corresponding ambient air and exhaust bags. ### Division 2.14.3: Particulate sample filter weighing ## 2.14.3.1 The particulate sample filter shall be returned to the weighing chamber (or room) no later than 1 hour after completion of the test. It shall be conditioned in a petri dish, which is protected against dust contamination and allows air exchange, for at least 1 hour, and weighed. The gross weight of the filter shall be included in all relevant test sheets. ## 2.14.3.2 At least two unused reference filters shall be weighed within 8 hours of, but preferably at the same time as, the sample filter weighings. Reference filters shall be of the same size and material as the sample filter. ## 2.14.3.3 If the specific weight of any reference filter changes by more than ± 5 μg between sample filter weighings, the sample filter and reference filters shall be reconditioned in the weighing chamber (or room) and reweighed. ## 2.14.3.4 The comparison of reference filter weighings shall be made between the specific weights and the rolling arithmetic average of that reference filter's specific weights. The rolling arithmetic average shall be calculated from the specific weights collected in the period after the reference filters were placed in the weighing chamber (or room). The averaging period shall be at least one day but not more than 15 days. ## 2.14.3.5 Multiple reconditionings and reweighings of the sample and reference filters are permitted until a period of 80 hours has elapsed following the measurement of gases from the emissions test. If, prior to or at the 80-hour point, more than half the number of reference filters meet the ± 5 μg criterion, the sample filter weighing may be considered valid. If, at the 80-hour point, two reference filters are employed and one filter fails the ± 5 μg criterion, the sample filter weighing may be considered valid under the condition that the sum of the absolute differences between specific and rolling means from the two reference filters shall be less than or equal to 10 μg. ## 2.14.3.6 In the case that less than half of the reference filters meet the ± 5 μg criterion, the sample filter shall be discarded, and the emissions test repeated. All reference filters shall be discarded and replaced within 48 hours. In all other cases, reference filters shall be replaced at least every 30 days and in such a manner that no sample filter is weighed without comparison to a reference filter that has been present in the weighing chamber (or room) for at least one day. ## 2.14.3.7 If the weighing chamber (or room) stability criteria outlined in paragraph 4.2.2.1. of Sub-Annex 5 are not met, but the reference filter weighings meet the above criteria, the vehicle manufacturer has the option of accepting the sample filter weights or voiding the tests, repairing the weighing chamber (or room) control system and re-running the test. ### Division: Emissions test procedure for all vehicles equipped with periodically regenerating systems ### Division 1: General ## 1.1 This Appendix defines the specific provisions regarding testing a vehicle equipped with periodically regenerating systems as defined in paragraph 3.8.1. of this Annex. ## 1.2 During cycles where regeneration occurs, emission standards need not apply. If a periodic regeneration occurs at least once per Type 1 test and has already occurred at least once during vehicle preparation or the distance between two successive periodic regenerations is more than 4 000 km of driving repeated Type 1 tests, it does not require a special test procedure. In this case, this Appendix does not apply and a Ki factor of 1,0 shall be used. ## 1.3 The provisions of this Appendix shall apply for the purposes of PM measurements only and not PN measurements. ## 1.4 At the request of the manufacturer, and with approval of the approval authority, the test procedure specific to periodically regenerating systems need not apply to a regenerative device if the manufacturer provides data demonstrating that, during cycles where regeneration occurs, emissions remain below the emissions limits for the relevant vehicle category. In this case, a fixed Ki value of 1,05 shall be used for CO2 and fuel consumption. ## 1.5 At the request of the manufacturer and with the agreement of the approval authority the Extra High phase may be excluded for determining the regenerative factor Ki for Class 2 and Class 3 vehicles. ## 2 Test procedure The test vehicle shall be capable of inhibiting or permitting the regeneration process provided that this operation has no effect on original engine calibrations. Prevention of regeneration is only permitted during loading of the regeneration system and during the preconditioning cycles. It is not permitted during the measurement of emissions during the regeneration phase. The emission test shall be carried out with the unchanged, original equipment manufacturer's (OEM) control unit. At the request of the manufacturer and with agreement of the approval authority, an ‘engineering control unit’ which has no effect on original engine calibrations may be used during Ki determination. ### Division 2.1: Exhaust emissions measurement between two WLTCs with regeneration events ## 2.1.1 The arithmetic average emissions between regeneration events and during loading of the regenerative device shall be determined from the arithmetic mean of several approximately equidistant (if more than two) Type 1 tests. As an alternative, the manufacturer may provide data to show that the emissions remain constant (± 15 per cent) on WLTCs between regeneration events. In this case, the emissions measured during the Type 1 test may be used. In any other case, emissions measurements for at least two Type 1 cycles shall be completed: one immediately after regeneration (before new loading) and one as close as possible prior to a regeneration phase. All emissions measurements shall be carried out in accordance with this Sub-Annex and all calculations shall be carried out in accordance with paragraph 3. of this Appendix. ## 2.1.2 The loading process and Ki determination shall be made during the Type 1 driving cycle on a chassis dynamometer or on an engine test bench using an equivalent test cycle. These cycles may be run continuously (i.e. without the need to switch the engine off between cycles). After any number of completed cycles, the vehicle may be removed from the chassis dynamometer and the test continued at a later time. Upon request of the manufacturer and with approval of the approval authority, a manufacturer may develop an alternative procedure and demonstrate its equivalency, including filter temperature, loading quantity and distance driven. This may be done on an engine bench or on a chassis dynamometer. ## 2.1.3 The number of cycles D between two WLTCs where regeneration events occur, the number of cycles over which emission measurements are made n and mass emissions measurement M′sij for each compound i over each cycle j shall be included in all relevant test sheets. ### Division 2.2: Measurement of emissions during regeneration events ## 2.2.1 Preparation of the vehicle, if required, for the emissions test during a regeneration phase, may be completed using the preconditioning cycles in paragraph 2.6. of this Sub-Annex or equivalent engine test bench cycles, depending on the loading procedure chosen in paragraph 2.1.2. of this Appendix. ## 2.2.2 The test and vehicle conditions for the Type 1 test described in this Annex apply before the first valid emission test is carried out. ## 2.2.3 Regeneration shall not occur during the preparation of the vehicle. This may be ensured by one of the following methods: 2.2.3.1.A ‘dummy’ regenerating system or partial system may be fitted for the preconditioning cycles. 2.2.3.2.Any other method agreed between the manufacturer and the approval authority. ## 2.2.4 A cold start exhaust emissions test including a regeneration process shall be performed in accordance with the applicable WLTC. ## 2.2.5 If the regeneration process requires more than one WLTC, each WLTC shall be completed. Use of a single particulate sample filter for multiple cycles required to complete regeneration is permissible. If more than one WLTC is required, subsequent WLTC(s) shall be driven immediately, without switching the engine off, until complete regeneration has been achieved. In the case that the number of gaseous emission bags required for the multiple cycles would exceed the number of bags available, the time necessary to set up a new test shall be as short as possible. The engine shall not be switched off during this period. ## 2.2.6 The emission values during regeneration Mri for each compound i shall be calculated in accordance with paragraph 3. of this Appendix. The number of applicable test cycles d measured for complete regeneration shall be included in all relevant test sheets. ### Division 3: Calculations ## 3.1 Calculation of the exhaust and CO2 emissions, and fuel consumption of a single regenerative system Msi=∑nj=1M′sijn for n ≥ 1 Mri=∑dj=1M′rijd for d ≥ 1 Mpi=Msi×D+Mri×dD+d where for each compound i considered: M′sijare the mass emissions of compound i over test cycle j without regeneration, g/km; M′rijare the mass emissions of compound i over test cycle j during regeneration, g/km (if d > 1, the first WLTC test shall be run cold and subsequent cycles hot); Msiare the mean mass emissions of compound i without regeneration, g/km; Mriare the mean mass emissions of compound i during regeneration, g/km; Mpiare the mean mass emissions of compound i, g/km; nis the number of test cycles, between cycles where regenerative events occur, during which emissions measurements on Type 1 WLTCs are made, ≥ 1; dis the number of complete applicable test cycles required for regeneration; Dis the number of complete applicable test cycles between two cycles where regeneration events occur. The calculation of Mpi is shown graphically in Figure A6.App1/1. ## Figure A6.App1/1 Parameters measured during emissions test during and between cycles where regeneration occurs (schematic example, the emissions during D may increase or decrease) ## 3.1.1 Calculation of the regeneration factor Ki for each compound i considered. The manufacturer may elect to determine for each compound independently either additive offsets or multiplicative factors. Ki factorKi=MpiMsi Ki offsetKi = Mpi – Msi Msi, Mpi and Ki results, and the manufacturer's choice of type of factor shall be recorded. The Ki result shall be included in all relevant test reports. Msi, Mpi and Ki results shall be included in all relevant test sheets. Ki may be determined following the completion of a single regeneration sequence comprising measurements before, during and after regeneration events as shown in Figure A6.App1/1. ## 3.2 Calculation of exhaust and CO2 emissions, and fuel consumption of multiple periodically regenerating systems The following shall be calculated for one Type 1 operation cycle for criteria emissions and for CO2 emissions. The CO2 emissions used for that calculation shall be from the result of step 3 described in Table A7/1 of Sub-Annex 7. Msik=∑nkj=1M′sik,jnk for nj≥ 1 Mrik=∑dkj=1M′rik,jdk for d ≥ 1 Msi=∑xk=1Msik×Dk∑xk=1Dk Mri=∑xk=1Mrik×dk∑xk=1dk Mpi=Msi×∑xk=1Dk+Mri×∑xk=1dk∑xk=1Dk+dk Mpi=∑xk=1Msik×Dk+Mrik×dk∑xk=1Dk+dk Ki factorKi=MpiMsi Ki offsetKi = Mpi – Msi where: Msiare the mean mass emissions of all events k of compound i without regeneration, g/km; Mriare the mean mass emissions of all events k of compound i during regeneration, g/km; Mpiare the mean mass emission of all events k of compound i, g/km; Msikare the mean mass emissions of event k of compound i without regeneration, g/km; Mrikare the mean mass emissions of event k of compound i during regeneration, g/km; M′sik,jare the mass emissions of event k of compound i in g/km without regeneration measured at point j where 1 ≤ j ≤ nk, g/km; M′rik,jare the mass emissions of event k of compound i during regeneration (when j > 1, the first Type 1 test is run cold, and subsequent cycles are hot) measured at test cycle j where 1 ≤ j ≤ dk, g/km; nkare the number of complete test cycles of event k, between two cycles where regenerative phases occur, during which emissions measurements (Type 1 WLTCs or equivalent engine test bench cycles) are made, ≥ 2; dkis the number of complete applicable test cycles of event k required for complete regeneration; Dkis the number of complete applicable test cycles of event k between two cycles where regenerative phases occur; xis the number of complete regeneration events. The calculation of Mpi is shown graphically in Figure A6.App1/2. The calculation of Ki for multiple periodically regenerating systems is only possible after a certain number of regeneration events for each system. After performing the complete procedure (A to B, see Figure A6.App1/2), the original starting condition A should be reached again. ## Figure A6.App1/2 Parameters measured during emissions test during and between cycles where regeneration occurs (schematic example) ## 3.3 Ki factors (multiplicative or additive) shall be rounded to four decimal places based on the physical unit of the emission standard value. ### Division: Test procedure for rechargeable electric energy storage system monitoring ## 1 General In the case that NOVC-HEVs and OVC-HEVs are tested, Appendices 2 and 3 to Sub-Annex 8 shall apply. This Appendix defines the specific provisions regarding the correction of test results for CO2 mass emission as a function of the energy balance ΔEREESS for all REESSs. The corrected values for CO2 mass emission shall correspond to a zero energy balance (ΔEREESS = 0), and shall be calculated using a correction coefficient determined as defined below. ### Division 2: Measurement equipment and instrumentation ## 2.1 Current measurement REESS depletion shall be defined as negative current. ## 2.1.1 The REESS current(s) shall be measured during the tests using a clamp-on or closed type current transducer. The current measurement system shall fulfil the requirements specified in Table A8/1. The current transducer(s) shall be capable of handling the peak currents at engine starts and temperature conditions at the point of measurement. In order to have an accurate measurement, zero adjustment and degaussing shall be performed before the test in accordance with the instrument manufacturer's instructions. ## 2.1.2 Current transducers shall be fitted to any of the REESS on one of the cables connected directly to the REESS and shall include the total REESS current. In case of shielded wires, appropriate methods shall be applied in accordance with the approval authority. In order to easily measure REESS current using external measuring equipment, manufacturers should preferably integrate appropriate, safe and accessible connection points in the vehicle. If this is not feasible, the manufacturer shall support the approval authority by providing the means to connect a current transducer to the REESS cables in the manner described above. ## 2.1.3 The measured current shall be integrated over time at a minimum frequency of 20 Hz, yielding the measured value of Q, expressed in ampere-hours Ah. The measured current shall be integrated over time, yielding the measured value of Q, expressed in ampere-hours Ah. The integration may be done in the current measurement system. ### Division 2.2: Vehicle on-board data ## 2.2.1 Alternatively, the REESS current shall be determined using vehicle-based data. In order to use this measurement method, the following information shall be accessible from the test vehicle: (a)Integrated charging balance value since last ignition run in Ah; (b)Integrated on-board data charging balance value calculated at a minimum sample frequency of 5 Hz; (c)The charging balance value via an OBD connector as described in SAE J1962. ## 2.2.2 The accuracy of the vehicle on-board REESS charging and discharging data shall be demonstrated by the manufacturer to the approval authority. The manufacturer may create a REESS monitoring vehicle family to prove that the vehicle on-board REESS charging and discharging data are correct. The accuracy of the data shall be demonstrated on a representative vehicle. The following family criteria shall be valid: (a)Identical combustion processes (i.e. positive ignition, compression ignition, two-stroke, four-stroke); (b)Identical charge and/or recuperation strategy (software REESS data module); (c)On-board data availability; (d)Identical charging balance measured by REESS data module; (e)Identical on-board charging balance simulation. ## 2.2.3 All REESS having no influence on CO2 mass emissions shall be excluded from monitoring. ### Division 3: REESS energy change-based correction procedure ## 3.1 Measurement of the REESS current shall start at the same time as the test starts and shall end immediately after the vehicle has driven the complete driving cycle. ## 3.2 The electricity balance Q measured in the electric power supply system, shall be used as a measure of the difference in the REESS energy content at the end of the cycle compared to the beginning of the cycle. The electricity balance shall be determined for the total driven WLTC. ## 3.3 Separate values of Qphase shall be logged over the driven cycle phases. ### Division 3.4: Correction of CO2 mass emission over the whole cycle as a function of the correction criterion c ## 3.4.1 Calculation of the correction criterion c The correction criterion c is the ratio between the absolute value of the electric energy change ΔEREESS,j and the fuel energy and shall be calculated using the following equations: c=ΔEREESS,jEfuel where: cis the correction criterion; ΔEREESS,jis the electric energy change of all REESSs over period j determined in accordance with paragraph 4.1. of this Appendix, Wh; jis, in this paragraph, the whole applicable WLTP test cycle; EFuelis the fuel energy calculated with the following equation: Efuel = 10 × HV × FCnb × d where: Efuelis the energy content of the consumed fuel over the applicable WLTP test cycle, Wh; HVis the heating value in accordance with Table A6.App2/1, kWh/l; FCnbis the non-balanced fuel consumption of the Type 1 test, not corrected for the energy balance, determined in accordance with paragraph 6. of Sub-Annex 7, and using the results for criteria emissions and CO2 calculated in Step 2 in Table A7/1, l/100 km; dis the distance driven over the corresponding applicable WLTP test cycle, km; 10conversion factor to Wh. ## 3.4.2 The correction shall be applied if ΔEREESS is negative (corresponding to REESS discharging) and the correction criterion ‘c’ calculated in accordance with paragraph 3.4.1. of this Appendix is greater than the applicable threshold in accordance with Table A6.App2/2. ## 3.4.3 The correction shall be omitted and uncorrected values shall be used if the correction criterion ‘c’ calculated in accordance with paragraph 3.4.1. of this Appendix is less than the applicable threshold in accordance with Table A6.App2/2. ## 3.4.4 The correction may be omitted and uncorrected values may be used if: (a)ΔEREESS is positive (corresponding to REESS charging) and the correction criterion ‘c’ calculated in accordance with paragraph 3.4.1. of this Appendix is greater than the applicable threshold in accordance with Table A6.App2/2; (b)the manufacturer can prove to the approval authority by measurement that there is no relation between ΔEREESS and CO2 mass emission and ΔEREESS and fuel consumption respectively. Table A6.App2/1 Energy content of fuel Fuel Petrol Diesel Content Ethanol/Biodiesel, per cent E10 E85 B7 Heat value (kWh/l) 8,64 6,41 9,79 Table A6.App2/2 RCB correction criteria thresholds Cycle low + medium) low + medium + high low + medium + high + extra high Thresholds for correction criterion c 0,015 0,01 0,005 ### Division 4: Applying the correction function ## 4.1 To apply the correction function, the electric energy change ΔTREESS,j of a period j of all REESSs shall be calculated from the measured current and the nominal voltage: ΔEREESS,j=∑i=1n ΔEREESS,j,i where: ΔEREESS,j,iis the electric energy change of REESS i during the considered period j, Wh; and: ΔEREESS,j,i=13600×UREESS×∫t0tend Itj,idt where: UREESSis the nominal REESS voltage determined in accordance with IEC 60050-482, V; I(t)j,iis the electric current of REESS i during the considered period j, determined in accordance with paragraph 2. of this Appendix, A; t0is the time at the beginning of the considered period j, s; tendis the time at the end of the considered period j, s. iis the index number of the considered REESS; nis the total amount of REESS; jis the index number for the considered period, where a period shall be any applicable cycle phase, combination of cycle phases and the applicable total cycle; 13600is the conversion factor from Ws to Wh. ## 4.2 For correction of CO2 mass emission, g/km, combustion process-specific Willans factors from Table A6.App2/3 shall be used. ## 4.3 The correction shall be performed and applied for the total cycle and for each of its cycle phases separately, and shall be included in all relevant test reports. ## 4.4 For this specific calculation, a fixed electric power supply system alternator efficiency shall be used: ηalternator = 0,67 for electric power supply system REESS alternators ## 4.5 The resulting CO2 mass emission difference for the considered period j due to load behaviour of the alternator for charging a REESS shall be calculated using the following equation: ΔMCO2,j=0,0036×ΔEREESS,j×1ηalternator×Willansfactor×1dj where: ΔMCO2,jis the resulting CO2 mass emission difference of period j, g/km; ΔEREESS,jis the REESS energy change of the considered period j calculated in accordance with paragraph 4.1. of this Appendix, Wh; djis the driven distance of the considered period j, km; jis the index number for the considered period, where a period shall be any applicable cycle phase, combination of cycle phases and the applicable total cycle; 0,0036is the conversion factor from Wh to MJ; ηalternatoris the efficiency of the alternator in accordance with paragraph 4.4. of this Appendix; Willansfactoris the combustion process-specific Willans factor as defined in Table A6.App2/3, gCO2/MJ; ## 4.5.1 The CO2 values of each phase and the total cycle shall be corrected as follows: MCO2,p,3 = MCO2,p,1 – ΔMCO2,j MCO2,c,3 = MCO2,c,2 – ΔMCO2,j where: ΔMCO2,jis the result from paragraph 4.5. of this Appendix for a period j, g/km. ## 4.6 For the correction of CO2 emission, g/km, the Willans factors in Table A6.App2/3 shall be used. Table A6.App2/3 Willans factors Naturally aspirated Pressure-charged Positive ignition Petrol (E10) l/MJ 0,0756 0,0803 gCO2/MJ 174 184 CNG (G20) m3/MJ 0,0719 0,0764 gCO2/MJ 129 137 LPG l/MJ 0,0950 0,101 gCO2/MJ 155 164 E85 l/MJ 0,102 0,108 gCO2/MJ 169 179 Compression ignition Diesel (B7) l/MJ 0,0611 0,0611 gCO2/MJ 161 161 ### Division: Calculation of gas energy ratio for gaseous fuels (LPG and NG/biomethane) ## 1 Measurement of the mass of gaseous fuel consumed during the Type 1 test cycle Measurement of the mass of gas consumed during the cycle shall be done by a fuel weighing system capable of measuring the weight of the storage container during the test in accordance with the following: (a)An accuracy of ± 2 per cent of the difference between the readings at the beginning and at the end of the test or better. (b)Precautions shall be taken to avoid measurement errors. Such precautions shall at least include the careful installation of the device in accordance with the instrument manufacturer's recommendations and to good engineering practice. (c)Other measurement methods are permitted if an equivalent accuracy can be demonstrated. ## 2 Calculation of the gas energy ratio The fuel consumption value shall be calculated from the emissions of hydrocarbons, carbon monoxide, and carbon dioxide determined from the measurement results assuming that only the gaseous fuel is burned during the test. The gas ratio of the energy consumed in the cycle shall be determined using the following equation: Ggas=Mgas×cf×104FCnorm×dist×ρ where: Ggasis the gas energy ratio, per cent; Mgasis the mass of the gaseous fuel consumed during the cycle, kg; FCnormis the fuel consumption (l/100 km for LPG, m3/100 km for NG/biomethane) calculated in accordance with paragraphs 6.6. and 6.7. of Sub-Annex 7; distis the distance recorded during the cycle, km; ρis the gas density: ρ = 0,654 kg/m3 for NG/Biomethane; ρ = 0,538 kg/litre for LPG; cfis the correction factor, assuming the following values: cf = 1 in the case of LPG or G20 reference fuel; cf = 0,78 in the case of G25 reference fuel. ### Division: Ambient Temperature Correction Test for the determination of CO2 emissions under representative regional temperature conditions ## 1 Introduction This Sub-Annex describes the supplemental Ambient Temperature Correction Test (ATCT) procedure to determine the CO2 emissions under representative regional temperature conditions. ## 1.1 The CO2 emissions of ICE vehicles, NOVC-HEVs and the charge sustaining value of OVC-HEVs shall be corrected in accordance with the requirements of this Sub-Annex. No correction is required for the CO2 value of the charge depleting test. No correction is required for an Electric Range. ### Division 2: Ambient Temperature Correction Test (ATCT) Family ## 2.1 Only vehicles which are identical with respect to all the following characteristics are permitted to be part of the same ATCT Family: (a)Powertrain architecture (i.e. internal combustion, hybrid, fuel cell, or electric); (b)Combustion process (i.e. two stroke or four stroke); (c)Number and arrangement of cylinders; (d)Method of engine combustion (i.e. indirect or direct injection); (e)Type of cooling system (i.e. air, water, or oil); (f)Method of aspiration (i.e. naturally aspirated, or charged); (g)Fuel for which the engine is designed (i.e. petrol, diesel, NG, LPG, etc.); (h)Catalytic converter (i.e. three-way catalyst, lean NOx trap, SCR, lean NOx catalyst or other(s)); (i)Whether or not a particulate trap is installed; and (j)Exhaust gas recirculation (with or without, cooled or non-cooled). In addition the vehicles shall be similar with respect to the following characteristics: (k)The vehicles shall have a variation in engine cylinder capacity of no more than 30 % of the vehicle with the lowest capacity; and (l)Engine compartment insulation shall be of a similar type regarding material, amount and location of the insulation. Manufacturers shall provide evidence (e.g. by CAD drawings) to the approval authority that for all vehicles in the family, the volume and weight of the insulation material which will be installed is greater than 90 % of that of the ATCT measured reference vehicle. Difference in insulation material and location may also be accepted to be part of a single ATCT family under the condition that the test vehicle can be demonstrated as being the worst case with regards to engine compartment insulation. ## 2.1.1 If active heat storage devices are installed, only vehicles that meet the following requirements shall be considered to be part of the same ATCT Family: (i)the heat capacity, defined by the enthalpy stored in the system, is within a range of 0 to 10 % above the enthalpy of the test vehicle; and (ii)the OEM can provide evidence to the technical service that the time for heat release at engine start within a family is within a range of 0 to 10 % below the time for the heat release of the test vehicle. ## 2.1.2 Only vehicles that meet the criteria set out in paragraph 3.9.4. of this Sub-Annex 6a shall be considered to be part of the same ATCT Family. ## 3 ATCT Procedure The Type 1 test specified in Sub-Annex 6 shall be carried out with the exception of the requirements specified in paragraphs 3.1. to 3.9. of this Sub-Annex 6a. That requires also a new calculation and application of gearshift points in accordance with Sub-Annex 2 taking into account the different road load as specified in paragraph 3.4. of this Sub-Annex 6a. ### Division 3.1: Ambient conditions for ATCT ## 3.1.1 The temperature (Treg) at which the vehicle should be soaked and tested for the ATCT shall be 14 °C. ## 3.1.2 The minimum soaking time (tsoak_ATCT) for the ATCT shall be 9 hours. ### Division 3.2: Test cell and soak area ### Division 3.2.1: Test cell ## 3.2.1.1 The test cell shall have a temperature set point equal to Treg. The actual temperature value shall be within ± 3 °C at the start of the test and within ± 5 °C during the test. ## 3.2.1.2 The specific humidity (H) of either the air in the test cell or the intake air of the engine shall be such that: 3,0 ≤ H ≤ 8,1 (g H2O/kg dry air) ## 3.2.1.3 The air temperature and humidity shall be measured at the cooling fan outlet at a rate of 0,1 Hz. ### Division 3.2.2: Soak area ## 3.2.2.1 The soak area shall have a temperature set point equal to Treg and the actual temperature value shall be within ± 3 °C on a 5 minute running arithmetic average and shall not show a systematic deviation from the set point. The temperature shall be measured continuously at a minimum frequency of 0,033 Hz. ## 3.2.2.2 The location of the temperature sensor for the soak area shall be representative to measure the ambient temperature around the vehicle and shall be checked by the technical service. The sensor shall be at least 10 cm away from the wall of the soak area and shall be shielded from direct air flow. The air-flow conditions within the soak room in the vicinity of the vehicle shall represent a natural convection flow representative for the dimension of the room (no forced convection). ### Division 3.3: Test vehicle ## 3.3.1 The vehicle to be tested shall be representative of the family for which the ATCT data are determined (as described in paragraph 2.1. of this Sub-Annex 6a). ## 3.3.2 From the ATCT Family, the Interpolation Family with the lowest engine capacity shall be selected (see paragraph 2 of this Sub-Annex 6a), and the test vehicle shall be in the ‘vehicle H’ configuration of this family. ## 3.3.3 Where applicable, the vehicle with the lowest enthalpy of the active heat storage device and the slowest heat release for the active heat storage device from the ATCT Family shall be selected. ## 3.3.4 The test vehicle shall meet the requirements detailed in paragraph 2.3. of Sub-Annex 6 and paragraph 2.1 of this Sub-Annex 6a. ### Division 3.4: Settings ## 3.4.1 Road load and dynamometer settings shall be as specified in Sub-Annex 4, including the requirement for the room temperature to be at 23 °C. To take account of the difference in air density at 14 °C when compared to the air density at 20 °C, the chassis dynamometer shall be set as specified in paragraphs 7. and 8. of Sub-Annex 4 with the exception that f2_TReg from the following equation shall be used as the target coefficient Ct. f2_TReg = f2 × (Tref + 273)/(Treg + 273) where: f2is the second order road load coefficient, at reference conditions, N/(km/h)2; Trefis the road load reference temperature as specified in paragraph 3.2.10. of this Annex, C; Tregis the regional temperature, as defined in paragraph 3.1.1., C. In the case that a valid chassis dynamometer setting of the 23 °C test is available, the second order chassis dynamometer coefficient of Cd shall be adapted in accordance with the following equation: Cd_Treg = Cd + (f2_TReg – f2) ## 3.4.2 The ATCT test and its road load setting shall be performed on a 2WD dynamometer in the case that the corresponding Type 1 test was done on a 2WD dynamometer; and it shall be performed on a 4WD dynamometer in the case that the corresponding Type 1 test was done on a 4WD dynamometer. ## 3.5 Preconditioning At the request of the manufacturer preconditioning may be undertaken at Treg. The engine temperature shall be within ± 2 °C of the set point of 23 °C or Treg, whichever temperature is chosen for the preconditioning. ## 3.5.1 Pure ICE vehicles shall be preconditioned as described in paragraph 2.6. of Sub-Annex 6. ## 3.5.2 NOVC-HEVs shall be preconditioned as described in paragraph 3.3.1.1. of Sub-Annex 8. ## 3.5.3 OVC-HEVs shall be preconditioned as described in paragraph 2.1.1. or 2.1.2. of Appendix 4 to Sub-Annex 8. ### Division 3.6: Soak procedure ## 3.6.1 After preconditioning and before testing, vehicles shall be kept in a soak area with the ambient conditions described in paragraph 3.2.2. of this Sub-Annex 6a. ## 3.6.2 From the end of the preconditioning until the soaking at Treg, the vehicle shall not be exposed to a different temperature than Treg for longer than 10 minutes. ## 3.6.3 The vehicle shall then be kept in the soak area such that the time from the end of the preconditioning test to the beginning of the ATCT test is equal to tsoak_ATCT with a tolerance of an additional 15 minutes. At the request of the manufacturer, and upon approval of the approval authority, tsoak_ATCT can be extended by up to 120 minutes. In this case, the extended time shall be used for the cool down specified in paragraph 3.9. of this Sub-Annex 6a. ## 3.6.4 The soak shall be performed without using a cooling fan and with all body parts positioned as intended under normal parking operation. The time between the end of the preconditioning and the start of the ATCT test shall be recorded. ## 3.6.5 The transfer from the soak area to the test cell shall be undertaken as quickly as possible. The vehicle shall not be exposed to a temperature different from Treg for longer than 10 minutes. ### Division 3.7: ATCT Test ## 3.7.1 The test cycle shall be the applicable WLTC specified in Sub-Annex 1 for that class of vehicle. ## 3.7.2 The procedures for undertaking the emissions test as specified in Sub-Annex 6 for pure ICE vehicles and in Sub-Annex 8 for NOVC-HEVs and for the charge-sustaining Type 1 test of OVC-HEVs shall be followed, with the exception that the ambient conditions for the test cell shall be those as described in paragraph 3.2.1. of this Sub-Annex 6a. ## 3.7.3 In particular, the tailpipe emissions defined by Table A7/1 Step no.1 for pure ICE vehicles and Table A8/5 Step no.2 for HEVs at an ATCT test shall not exceed the Euro 6 emission limits applicable to the vehicle tested defined in Table 2 of Annex I to Regulation (EC) No 715/2007. ### Division 3.8: Calculation and Documentation ## 3.8.1 The family correction factor, FCF, shall be calculated as follows: FCF = MCO2,Treg/MCO2,23° where MCO2,23°is the CO2 mass emission of the average of all applicable Type 1 tests at 23 °C of vehicle H, after Step 3 of Table A7/1 of Sub-Annex 7 for pure ICE vehicles and after Step 3 of Table A8/5 for OVC-HEVs and NOVC-HEVs, but without any further corrections, g/km; MCO2,Tregis the CO2 mass emission over the complete WLTC cycle of the test at regional temperature after Step 3 of Table A7/1 of Sub-Annex 7 for pure ICE vehicles and after Step 3 of Table A8/5 for OVC-HEVs and NOVC-HEVs but without any further corrections, g/km. For OVC-HEVs and NOVC-HEVs, the KCO2 factor as defined in Sub-Annex 8 Appendix 2 shall be used. Both MCO2,23° and MCO2,Treg shall be measured on the same test vehicle. The FCF shall be included in all relevant test reports. The FCF shall be rounded to 4 points of decimal. ## 3.8.2 The CO2 values for each pure ICE vehicle within the ATCT Family (as defined in paragraph 2.3. of this Sub-Annex 6a) shall be calculated using the following equations: MCO2,c,5 = MCO2,c,4 × FCF MCO2,p,5 = MCO2,p,4 × FCF where MCO2,c,4 and MCO2,p,4 are the CO2 mass emissions over the complete WLTC, c, and the cycle phases, p, resulting from the previous calculation step, g/km; MCO2,c,5 and MCO2,p,5 are the CO2 mass emissions over the complete WLTC, c, and the cycle phases, p, including the ATCT correction, and shall be used for any further corrections or any further calculations, g/km; ## 3.8.3 The CO2 values for each OVC-HEV and NOVC-HEV within the ATCT Family (as defined in paragraph 2.3. of this Sub-Annex 6a) shall be calculated using the following equations: MCO2,CS,c,5 = MCO2,CS,c,4 × FCF MCO2,CS,p,5 = MCO2,CS,p,4 × FCF where MCO2,CS,c,4 and MCO2,CS,p,4 are the CO2 mass emissions over the complete WLTC, c, and the cycle phases, p, resulting from the previous calculation step, g/km; MCO2,CS,c,5 and MCO2,CS,p,5 are the CO2 mass emissions over the complete WLTC, c, and the cycle phases, p, including the ATCT correction, and shall be used for any further corrections or any further calculations, g/km. ## 3.8.4 If a FCF is less than one, it is deemed to be equal to one, in the case of the worstcase approach, in accordance with paragraph 4.1 of this Sub-Annex. ### Division 3.9: Provision for cool down ## 3.9.1 For the test vehicle serving as a reference vehicle for the ATCT Family and all vehicles H of the interpolation families within the ATCT Family, the end temperature of the engine coolant shall be measured after soaking at 23 °C for the duration of tsoak_ATCT, with a tolerance of an additional 15 minutes, having beforehand driven the respective Type 1 test at 23 °C. The duration is measured from the end of that respective Type 1 test. ## 3.9.1.1 In the case that tsoak_ATCT was extended in the respective ATCT test, the same soaking time shall be used, with a tolerance of an additional 15 minutes. ## 3.9.2 The cool down procedure shall be undertaken as soon as possible after the end of the Type 1 test, with a maximum delay of 20 minutes. The measured soaking time is the time between the measurement of the end temperature and the end of the Type 1 test at 23 °C, and shall be included in all relevant test sheets. ## 3.9.3 The average temperature of the soak area of the last 3 hours shall be subtracted from the measured temperature of the engine coolant at the end of the soaking time specified in paragraph 3.9.1. This is referred to as ΔT_ATCT, rounded to the nearest whole number. ## 3.9.4 If ΔT_ATCT is higher or equal than – 2 °C from the test vehicle ΔT_ATCT, this Interpolation Family shall be considered to be a member of the same ATCT Family. ## 3.9.5 For all vehicles within an ATCT Family the coolant shall be measured at the same location in the cooling system. That location shall be as close as possible to the engine so that the coolant temperature is as representative as possible to the engine temperature. ## 3.9.6 The measurement of the temperature of the soak areas shall be as specified in paragraph 3.2.2.2. of this Sub-Annex 6a. ### Division 4: Alternatives in the measurement process ## 4.1 Worst case approach vehicle cool down On request by the manufacturer and with approval by the approval authority, the Type 1 Test procedure for cool down may be applied instead of provisions of paragraph 3.6 of this Sub-Annex 6a. For that purpose: (a)The provisions of paragraph 2.7.2. of Sub-Annex 6 shall apply with the additional requirement of a minimum soak time of 9 hours. (b)The engine temperature shall be within ± 2 °C of the set point Treg before the start of the ATCT test. That temperature shall be included in all relevant test sheets. In this case, the provision for cool down described in paragraph 3.9. of this Sub-Annex 6a and the criteria on engine compartment insulation can be skipped for all vehicles in the family. This alternative is not allowed if the vehicle is equipped with an active heat storage device. The application of that approach shall be included in all relevant test reports. ## 4.2 ATCT family composed of a single Interpolation family In the case, that the ATCT family consists of only one interpolation family, the provision for cool down described in paragraph 3.9. of this Sub-Annex 6a can be skipped. This shall be included in all relevant test reports. ## 4.3 Alternative engine temperature measurement In the case that measuring the coolant temperature is not feasible, on request of the manufacturer and with approval of the approval authority, instead of using the coolant temperature for the provision for cool down described in paragraph 3.9. of this Sub-Annex 6a, the engine oil temperature may be used. In that case, for all vehicles within the family the engine oil temperature shall be used. The application of that procedure shall be included in all relevant test reports. ### Division: Correction of CO2 results against the target speed and distance ## 1 General This Sub-Annex 6b defines the specific provisions regarding the correction of CO2 test results for tolerances against the target speed and distance. This Sub-Annex 6b applies to pure ICE vehicles only. ### Division 2: Vehicle speed measurement ## 2.1 The actual/measured vehicle speed (vmi; km/h) coming from the roller speed of the chassis dynamometer shall be sampled with a measurement frequency of 10 Hz together with the actual time that corresponds to the actual speed. ## 2.2 The target speed (vi; km/h) between time points in Tables A1/1 to A1/12 in Sub-Annex 1 shall be determined by a linear interpolation method at a frequency of 10 Hz. ### Division 3: Correction procedure ## 3.1 Calculation of the actual/measured and target power at the wheels The power and the forces at the wheels from the target and actual/measured speed shall be calculated by applying the following equations: Fi=f0+f1×Vi+Vi−12+f2×Vi+Vi−124+TM+mr×ai Pi=Fi×Vi+Vi−13,6×2×0,001 Fmi=f0+f1×Vmi+Vmi−12+f2×Vmi+Vmi−124+TM+mr×ami Pmi=Fmi×Vmi+Vmi−13,6×2×0,001 ai=Vi−Vi−13,6×ti−ti−1 ami=Vmi−Vmi−13,6×ti−ti−1 where: Fiis the target driving force during the period from (i – 1) to (i), N; Fmiis the actual/measured driving force during the period from (i – 1) to (i), N; Piis the target power during the period from (i – 1) to (i), kW; Pmiis the actual/measured power during the period from (i – 1) to (i), kW; f0, f1, f2are the road load coefficients from Sub-Annex 4, N, N/(km/h), N/(km/h)2; Viis the target speed at time (i); km/h; Vmiis the actual/measured speed at time (i); km/h; TMis the test mass of the vehicle, kg; mris the equivalent effective mass of rotating components in accordance with paragraph 2.5.1. of Sub-Annex 4, kg; aiis the target acceleration during the period from (i-1) to (i), m/s2; amiis the actual/measured acceleration during the period from (i – 1) to (i), m/s2; tiis the time, s. ## 3.2 In the next step an initial POVERRUN,1 is calculated using the following equation: POVERRUN,1 = – 0,02 × PRATED where: POVERRUN,1is the initial overrun power, kW; PRATEDis the rated vehicle power, kW. ## 3.3 All calculated Pi and Pmi values that are below POVERRUN,1 shall be set to POVERRUN,1 in order to exclude negative values not relevant for the CO2 emissions. ## 3.4 The Pm,j values shall be calculated for each individual phase of the WLTC using the following equation: Pm,j=∑tendt0Pmi∕n where: Pm,jis the average actual/measured power of the considered phase j, kW; Pmiis the actual/measured power during the period from (i – 1) to (i), kW; t0is the time at the beginning of the considered phase j, s; tendis the time at the end of the considered phase j, s; nis the number of time steps in the considered phase; jis the index number for the considered phase. ## 3.5 The average RCB corrected CO2 mass emissions (g/km) for each phase of the applicable WLTC shall be expressed in units g/s using the following equation: MCO2,j=MCO2,RCB,j×dm,jtj where: MCO2,jis the average CO2 mass emission of phase j, g/s; MCO2,RCB,jis the CO2 mass emission from step 1 of Table A7/1 of Sub-Annex 7 for the considered WLTC phase j corrected in accordance with Appendix 2 to Sub-Annex 6, and with the requirement of applying the RCB correction without considering the correction criterion c; dm,jis the actually driven distance of the considered phase j, km; tjis the duration of considered phase j, s. ## 3.6 In the next step these CO2 mass emissions (g/s) for each phase of the WLTC shall be correlated to the average Pm,j1 values calculated in accordance with paragraph 3.4. of this Sub-Annex 6b. The best fit of the data shall be calculated using the least square regression method. An example for this regression line (Veline line) is shown in Figure A6b /1. ## Figure A6b/1 Example of the Veline regression line ## 3.7 The vehicle specific Veline equation-1 calculated from paragraph 3.6. of this Sub-Annex 6b defines the correlation between CO2 emissions in g/s for the considered phase j and the average measured power at the wheel for the same phase j and is expressed with the following equation: MCO2,j = (kv,1 × Pm,j1) + Dv,1 where: MCO2,jis the average CO2 mass emission of phase j, g/s; Pm,j1is the average actual/measured power of the considered phase j calculated using POVERRUN,1, kW; kv,1is the slope of the Veline equation-1, g CO2/kWs; Dv,1is the constant of the Veline equation-1, g CO2/s. ## 3.8 In the next step, a second POVERRUN,2 is calculated following the equation: POVERRUN,2 = – Dv,1/ kv,1 where: POVERRUN,2is the second overrun power, kW; kv,1is the slope of the Veline equation-1, g CO2/kWs; Dv,1is the constant of the Veline equation-1, g CO2/s. ## 3.9 All calculated Pi and Pmi values from paragraph 3.1. of this Sub-Annex 6b that are below POVERRUN,2 shall be set to POVERRUN,2 in order to exclude negative values not relevant for the CO2 emissions. ## 3.10 The Pm,j2 values shall be computed again for each individual phase of the WLTC using the equations from paragraph 3.4. of this Sub-Annex 6b. ## 3.11 New vehicle specific Veline equation-2 shall be computed using the least square regression method described in paragraph 3.6. of this Sub-Annex 6b. The Veline equation-2 is expressed with the following equation: MCO2,j = (kv,2 × Pm,j2) + Dv,2 where: MCO2,jis the average CO2 mass emission of phase j, g/s; Pm,j2is the average actual/measured power of the considered phase j calculated using POVERRUN,2, kW; kv,2is the slope of the Veline equation-2, g CO2/kWs; Dv,2is the constant of the Veline equation-2, g CO2/s. ## 3.12 In the next step, the Pi,j values coming from the target speed profile shall be calculated for each individual phase of the WLTC using the following equation: Pi,j2=∑tendt0Pi,2∕n where: Pi,j2is the average target power of the considered phase j calculated using POVERRUN,2, kW; Pi,2is the target power during the period from (i – 1) to (i) calculated using POVERRUN,2, kW; t0is the time at the beginning of the considered phase j, s; tendis the time at the end of the considered phase j, s; nis the number of time steps in the considered phase; jis the index number for the considered WLTC phase. ## 3.13 Delta in CO2 mass emissions of period j expressed in g/s is then calculated following the equation: ΔCO2,j = kv,2 × (Pi,j2 – Pm,j2) where: ΔCO2,jis the delta in CO2 mass emissions of period j expressed, g/s; kv,2is the slope of the Veline equation-2, g CO2/kWs; Pi,j2is the average target power of the considered period j calculated using POVERRUN,2, kW; Pm,j2is the average actual/measured power of the considered period j calculated using POVERRUN,2, kW; jis the considered period j and it can be the cycle phase or the total cycle. ## 3.14 The final distance and speed corrected CO2 mass emissions of period j is calculated following the equation: MCO2,j,2b=ΔCO2,j+MCO2,j,1×dm,jtj×tj∕di,j where: MCO2,j,2,bis distance and speed corrected CO2 mass emissions of period j, g/km; MCO2,j,1is CO2 mass emissions of period j of step 1, see Table A7/1 in Sub-Annex 7, g/km; ΔCO2,jis the delta in CO2 mass emissions of period j expressed, g/s; tjis the duration of considered period j, s; dm,jis the actually driven distance of the considered phase j, km; di,jis the target distance of the considered period j, km; jis the considered period j, which can either be the cycle phase or the total cycle. ### Division: Calculations ### Division 1: General requirements ## 1.1 Calculations related specifically to hybrid, pure electric and compressed hydrogen fuel cell vehicles are described in Sub-Annex 8. A stepwise procedure for calculating test results is described in paragraph 4. of Sub-Annex 8. ## 1.2 The calculations described in this Sub-Annex shall be used for vehicles using combustion engines. ### Division 1.3: Rounding of test results ## 1.3.1 Intermediate steps in the calculations shall not be rounded. ## 1.3.2 The final criteria emission results shall be rounded in one step to the number of places to the right of the decimal point indicated by the applicable emission standard plus one additional significant figure. ## 1.3.3 The NOx correction factor, KH, shall be rounded to two decimal places. ## 1.3.4 The dilution factor, DF, shall be rounded to two decimal places. ## 1.3.5 For information not related to standards, good engineering judgement shall be used. ## 1.3.6 Rounding of CO2 and fuel consumption results is described in paragraph 1.4. of this Sub-Annex. ## 1.4 Stepwise procedure for calculating the final test results for vehicles using combustion engines The results shall be calculated in the order described in Table A7/1. All applicable results in the column ‘Output’ shall be recorded. The column ‘Process’ describes the paragraphs to be used for calculation or contains additional calculations. For the purpose of this table, the following nomenclature within the equations and results is used: ccomplete applicable cycle; pevery applicable cycle phase; ievery applicable criteria emission component, without CO2; CO2CO2 emission. Table A7/1 Procedure for calculating final test results Source Input Process Output Step No. Sub-Annex 6 Raw test results Mass emissions Paragraphs 3. to 3.2.2. of this Sub-Annex. Mi,p,1, g/km; MCO2,p,1, g/km. 1 Output step 1 Mi,p,1, g/km; MCO2,p,1, g/km. Calculation of combined cycle values: Mi,c,2=∑pMi,p,1×dp∑pdpMCO2,c,2=∑pMCO2,p,1×dp∑pdpwhere: Mi/CO2,c,2 are the emission results over the total cycle; dp are the driven distances of the cycle phases, p. Mi,c,2, g/km; MCO2,c,2, g/km. 2 Output step 1 and 2 MCO2,p,1, g/km; MCO2,c,2, g/km. Correction of CO2 results against the target speed and distance. Sub-Annex 6b. Note: As the distance is also corrected, from this calculation step onwards any reference to a driven distance shall be interpreted as a reference to the target distance. MCO2,p,2b, g/km; MCO2,c,2b, g/km. 2b Output step 2b MCO2,p,2b, g/km; MCO2,c,2b, g/km. RCB correction Appendix 2 to Sub-Annex 6. MCO2,p,3, g/km; MCO2,c,3, g/km. 3 Output step 2 and 3 Mi,c,2, g/km; MCO2,c,3, g/km. Emissions test procedure for all vehicles equipped with periodically regenerating systems, Ki. Sub-Annex 6, Appendix 1. Mi,c,4 = Ki × Mi,c,2 or Mi,c,4 = Ki + Mi,c,2 and MCO2,c,4 = KCO2 × MCO2,c,3 or MCO2,c,4 = KCO2 + MCO2,c,3 Additive offset or multiplicative factor to be used in accordance with Ki determination. If Ki is not applicable: Mi,c,4 = Mi,c,2 MCO2,c,4 = MCO2,c,3 Mi,c,4, g/km; MCO2,c,4, g/km. 4a Output step 3 and 4a MCO2,p,3, g/km; MCO2,c,3, g/km; MCO2,c,4, g/km. If Ki is applicable, align CO2 phase values to the combined cycle value: MCO2,p,4 = MCO2,p,3 × AFKi for every cycle phase p; where: AFKi=MCO2,c,4MCO2,c,3If Ki is not applicable: MCO2,p,4 = MCO2,p,3 MCO2,p,4, g/km. 4b Output step 4 Mi,c,4, g/km; MCO2,c,4, g/km; MCO2,p,4, g/km. ATCT correction in accordance with paragraph 3.8.2. of Sub-Annex 6a. Deterioration factors calculated in accordance with Annex VII and applied to the criteria emissions values. Mi,c,5, g/km; MCO2,c,5, g/km; MCO2,p,5, g/km. 5 Result of a single test. Output step 5 For every test: Mi,c,5, g/km; MCO2,c,5, g/km; MCO2,p,5, g/km. Averaging of tests and declared value. Paragraphs 1.2. to 1.2.3. of Sub-Annex 6. Mi,c,6, g/km; MCO2,c,6, g/km; MCO2,p,6, g/km. MCO2,c,declared, g/km. 6 Output step 6 MCO2,c,6, g/km; MCO2,p,6, g/km. MCO2,c,declared, g/km. Alignment of phase values. Paragraph 1.2.4. of Sub-Annex 6. and: MCO2,c,7 = MCO2,c,declared MCO2,c,7, g/km; MCO2,p,7, g/km. 7 Output steps 6 and 7 Mi,c,6, g/km; MCO2,c,7, g/km; MCO2,p,7, g/km. Calculation of fuel consumption. Paragraph 6 of this Sub-Annex. The calculation of fuel consumption shall be performed for the applicable cycle and its phases separately. For that purpose: (a)the applicable phase or cycle CO2 values shall be used; (b)the criteria emission over the complete cycle shall be used. and: Mi,c,8 = Mi,c,6 MCO2,c,8 = MCO2,c,7 MCO2,p,8 = MCO2,p,7 FCc,8, l/100 km; FCp,8, l/100 km; Mi,c,8, g/km; MCO2,c,8, g/km; MCO2,p,8, g/km. 8 Result of a Type 1 test for a test vehicle. Step 8 For each of the test vehicles H and L: Mi,c,8, g/km; MCO2,c,8, g/km; MCO2,p,8, g/km; FCc,8, l/100 km; FCp,8, l/100 km. If a test vehicle L was tested in addition to a test vehicle H, the resulting criteria emission value shall be the highest of the two values and referred to as Mi,c. In the case of the combined THC + NOx emissions, the highest value of the sum referring to either the VH or VL is to be used. Otherwise, if no vehicle L was tested, Mi,c = Mi,c,8 For CO2 and FC, the values derived in step 8 shall be used, and CO2 values shall be rounded to two decimal places, and FC values shall be rounded to three decimal places. Mi,c, g/km; MCO2,c,H, g/km; MCO2,p,H, g/km; FCc,H, l/100 km; FCp,H, l/100 km; and if a vehicle L was tested: MCO2,c,L, g/km; MCO2,p,L, g/km; FCc,L, l/100 km; FCp,L, l/100 km. 9 Interpolation family result. Final criteria emission result. Step 9 MCO2,c,H, g/km; MCO2,p,H, g/km; FCc,H, l/100 km; FCp,H, l/100 km; and if a vehicle L was tested: MCO2,c,L, g/km; MCO2,p,L, g/km; FCc,L, l/100 km; FCp,L, l/100 km. Fuel consumption and CO2 calculations for individual vehicles in an interpolation family. Paragraph 3.2.3. of this Sub-Annex. CO2 emissions shall be expressed in grams per kilometre (g/km) rounded to the nearest whole number; FC values shall be rounded to one decimal place, expressed in (l/100 km). MCO2,c,ind g/km; MCO2,p,ind, g/km; FCc,ind l/100 km; FCp,ind, l/100 km. 10 Result of an individual vehicle. Final CO2 and FC result. ### Division 2: Determination of diluted exhaust gas volume ## 2.1 Volume calculation for a variable dilution device capable of operating at a constant or variable flow rate The volumetric flow shall be measured continuously. The total volume shall be measured for the duration of the test. ## 2.1.1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ### Division 2.2: Volume calculation for a variable dilution device using a positive displacement pump ## 2.2.1 The volume shall be calculated using the following equation: V=V0× Nwhere: Vis the volume of the diluted gas, in litres per test (prior to correction); V0is the volume of gas delivered by the positive displacement pump in testing conditions, litres per pump revolution; Nis the number of revolutions per test. ## 2.2.1.1 Correcting the volume to standard conditions The diluted exhaust gas volume, V, shall be corrected to standard conditions according to the following equation: Vmix=V× K1×PB− P1Tpwhere: K1=273,15K101,325kPa=2,6961PBis the test room barometric pressure, kPa; P1is the vacuum at the inlet of the positive displacement pump relative to the ambient barometric pressure, kPa; Tpis the arithmetic average temperature of the diluted exhaust gas entering the positive displacement pump during the test, Kelvin (K). ### Division 3: Mass emissions ## 3.1 General requirements Carbon monoxide (CO)ρ=1,25g/l Carbon dioxide (CO2)ρ=1,964g/l Hydrocarbons: for petrol (E10) (C1H1,93 O0,033)ρ=0,646g/l for diesel (B7) (C1H1,86O0,007)ρ=0,625g/l for LPG (C1H2,525)ρ=0,649g/l for NG/biomethane (CH4)ρ=0,716g/l for ethanol (E85) (C1H2,74O0,385)ρ=0,934g/l Nitrogen oxides (NOx)ρ=2,05g/l The density for NMHC mass calculations shall be equal to that of total hydrocarbons at 273,15 K (0 °C) and 101,325 kPa, and is fuel-dependent. The density for propane mass calculations (see paragraph 3.5. in Sub-Annex 5) is 1,967 g/l at standard conditions. If a fuel type is not listed in this paragraph, the density of that fuel shall be calculated using the equation given in paragraph 3.1.3. of this Sub-Annex. ρTHC=MWC+HC× MWH+OC× MWOVM where: ρTHCis the density of total hydrocarbons and non-methane hydrocarbons, g/l; MWCis the molar mass of carbon (12,011 g/mol); MWHis the molar mass of hydrogen (1,008 g/mol); MWOis the molar mass of oxygen (15,999 g/mol); VMis the molar volume of an ideal gas at 273,15 K (0°C) and 101,325 kPa (22,413 l/mol); H/Cis the hydrogen to carbon ratio for a specific fuel CXHYOZ; O/Cis the oxygen to carbon ratio for a specific fuel CXHYOZ. ## 3.1.1 Assuming no compressibility effects, all gases involved in the engine's intake, combustion and exhaust processes may be considered to be ideal according to Avogadro’s hypothesis. ## 3.1.2 The mass, M of gaseous compounds emitted by the vehicle during the test shall be determined by the product of the volumetric concentration of the gas in question and the volume of the diluted exhaust gas with due regard for the following densities under the reference conditions of 273,15 K (0 °C) and 101,325 kPa: ## 3.1.3 The general equation for the calculation of total hydrocarbon density for each reference fuel with an mean composition of CXHYOZ is as follows: ### Division 3.2: Mass emissions calculation ## 3.2.1 Mass emissions of gaseous compounds per cycle phase shall be calculated using the following equations: Mi,phase=Vmix,phase× ρi× KHphase× Ci,phase× 10− 6dphasewhere: Miis the mass emission of compound i per test or phase, g/km; Vmixis the volume of the diluted exhaust gas per test or phase expressed in litres per test/phase and corrected to standard conditions (273,15 K (0 °C) and 101,325 kPa); ρiis the density of compound i in grams per litre at standard temperature and pressure (273,15 K (0 °C) and 101,325 kPa); KHis a humidity correction factor applicable only to the mass emissions of oxides of nitrogen, NO2 and NOx, per test or phase; Ciis the concentration of compound i per test or phase in the diluted exhaust gas expressed in ppm and corrected by the amount of compound i contained in the dilution air; dis the distance driven over the applicable WLTC, km; nis the number of phases of the applicable WLTC. ## 3.2.1.1 The concentration of a gaseous compound in the diluted exhaust gas shall be corrected by the amount of the gaseous compound in the dilution air using the following equation: Ci=Ce− Cd×1−1DFwhere: Ciis the concentration of gaseous compound i in the diluted exhaust gas corrected by the amount of gaseous compound i contained in the dilution air, ppm; Ceis the measured concentration of gaseous compound i in the diluted exhaust gas, ppm; Cdis the concentration of gaseous compound i in the dilution air, ppm; DFis the dilution factor. ## 3.2.1.1.1 The dilution factor DF shall be calculated using the equation for the concerned fuel: DF=13.4CCO2+CHC+ CCO× 10− 4for petrol (E10) DF=13.5CCO2+CHC+ CCO× 10− 4for diesel (B7) DF=11.9CCO2+CHC+ CCO× 10− 4for LPG DF=9.5CCO2+CHC+ CCO× 10− 4for NG/biomethane DF=12.5CCO2+CHC+ CCO× 10− 4for ethanol (E85) DF=35.03CH2O− CH2O− DA+ CH2× 10− 4for hydrogen With respect to the equation for hydrogen: CH2Ois the concentration of H2O in the diluted exhaust gas contained in the sample bag, per cent volume; CH2O-DAis the concentration of H2O in the dilution air, per cent volume; CH2is the concentration of H2 in the diluted exhaust gas contained in the sample bag, ppm. If a fuel type is not listed in this paragraph, the DF for that fuel shall be calculated using the equations in paragraph 3.2.1.1.2. of this Sub-Annex. If the manufacturer uses a DF that covers several phases, it shall calculate a DF using the mean concentration of gaseous compounds for the phases concerned. The mean concentration of a gaseous compound shall be calculated using the following equation: C–i=∑nphase= 1Ci,phase× Vmix,phase∑nphase= 1 Vmix,phasewhere: Ciis mean concentration of a gaseous compound; Ci,phaseis the concentration of each phase; Vmix,phaseis the Vmix of the corresponding phase; ## 3.2.1.1.2 The general equation for calculating the dilution factor DF for each reference fuel with an arithmetic average composition of CxHyOz is as follows: DF=XCCO2+CHC+ CCO× 10− 4where: X=100×xx+y2+ 3,76x+y4−z2CCO2is the concentration of CO2 in the diluted exhaust gas contained in the sample bag, per cent volume; CHCis the concentration of HC in the diluted exhaust gas contained in the sample bag, ppm carbon equivalent; CCOis the concentration of CO in the diluted exhaust gas contained in the sample bag, ppm. ### Division 3.2.1.1.3: Methane measurement ## 3.2.1.1.3.1 For methane measurement using a GC-FID, NMHC shall be calculated using the following equation: CNMHC=CTHC−RfCH4× CCH4where: CNMHCis the corrected concentration of NMHC in the diluted exhaust gas, ppm carbon equivalent; CTHCis the concentration of THC in the diluted exhaust gas, ppm carbon equivalent and corrected by the amount of THC contained in the dilution air; CCH4is the concentration of CCH4 in the diluted exhaust gas, ppm carbon equivalent and corrected by the amount of CH4 contained in the dilution air; RfCH4is the FID response factor to methane determined and specified in paragraph 5.4.3.2. of Sub-Annex 5. ## 3.2.1.1.3.2 For methane measurement using an NMC-FID, the calculation of NMHC depends on the calibration gas/method used for the zero/calibration adjustment. The FID used for the THC measurement (without NMC) shall be calibrated with propane/air in the normal manner. For the calibration of the FID in series with an NMC, the following methods are permitted: (a)The calibration gas consisting of propane/air bypasses the NMC; (b)The calibration gas consisting of methane/air passes through the NMC. It is highly recommended to calibrate the methane FID with methane/air through the NMC. In case (a), the concentration of CH4 and NMHC shall be calculated using the following equations: CCH4=CHCw∕NMC−CHCw∕oNMC×1−EERfCH4×EE−EM CNMHC=CHCw∕oNMC×1−EM−CHCw∕NMCEE−EM If RfCH4 < 1,05, it may be omitted from the equation above for CCH4. In case (b), the concentration of CH4 and NMHC shall be calculated using the following equations: CCH4=CHCw∕NMC×RfCH4×1−EM−CHCw∕oNMC×1−EERfCH4×EE−EM CNMHC=CHCw∕oNMC×1−EM−CHCw∕NMC×RfCH4×1−EMEE−EM where: CHC(w/NMC)is the HC concentration with sample gas flowing through the NMC, ppm C; CHC(w/oNMC)is the HC concentration with sample gas bypassing the NMC, ppm C; RfCH4is the methane response factor as determined per paragraph 5.4.3.2. of Sub-Annex 5; EMis the methane efficiency as determined per paragraph 3.2.1.1.3.3.1. of this Sub-Annex; EEis the ethane efficiency as determined per paragraph 3.2.1.1.3.3.2. of this Sub-Annex. If RfCH4 < 1,05, it may be omitted in the equations for case (b) above for CCH4 and CNMHC. ## 3.2.1.1.3.3 Conversion efficiencies of the non-methane cutter, NMC The NMC is used for the removal of the non-methane hydrocarbons from the sample gas by oxidizing all hydrocarbons except methane. Ideally, the conversion for methane is 0 per cent, and for the other hydrocarbons represented by ethane is 100 per cent. For the accurate measurement of NMHC, the two efficiencies shall be determined and used for the calculation of the NMHC emission. ## 3.2.1.1.3.3.1 Methane conversion efficiency, EM The methane/air calibration gas shall be flowed to the FID through the NMC and bypassing the NMC and the two concentrations recorded. The efficiency shall be determined using the following equation: EM=1−CHC(w/NMC)CHC(w/oNMC)where: CHC(w/NMC)is the HC concentration with CH4 flowing through the NMC, ppm C; CHC(w/oNMC)is the HC concentration with CH4 bypassing the NMC, ppm C. ## 3.2.1.1.3.3.2 Ethane conversion efficiency, EE The ethane/air calibration gas shall be flowed to the FID through the NMC and bypassing the NMC and the two concentrations recorded. The efficiency shall be determined using the following equation: EE=1−CHC(w/NMC)CHC(w/oNMC)where: CHC(w/NMC)is the HC concentration with C2H6 flowing through the NMC, ppm C; CHC(w/oNMC)is the HC concentration with C2H6 bypassing the NMC, ppm C. If the ethane conversion efficiency of the NMC is 0,98 or above, EE shall be set to 1 for any subsequent calculation. ## 3.2.1.1.3.4 If the methane FID is calibrated through the cutter, EM shall be 0. The equation to calculate CCH4 in paragraph 3.2.1.1.3.2. (case (b)) in this Sub-Annex becomes: CCH4=CHC(w/NMC)The equation to calculate CNMHC in paragraph 3.2.1.1.3.2. (case (b)) in this Sub-Annex becomes: CNMHC=CHC(w/oNMC)− CHC(w/NMC)× rhThe density used for NMHC mass calculations shall be equal to that of total hydrocarbons at 273,15 K (0 °C) and 101,325 kPa and is fuel-dependent. ## 3.2.1.1.4 Flow-weighted arithmetic average concentration calculation The following calculation method shall only be applied for CVS systems that are not equipped with a heat exchanger or for CVS systems with a heat exchanger that do not comply with paragraph 3.3.5.1. of Sub-Annex 5. When the CVS flow rate, qvcvs, over the test varies by more than ± 3 per cent of the arithmetic average flow rate, a flow-weighted arithmetic average shall be used for all continuous diluted measurements including PN: Ce=∑ni= 1 qvcvs(i)× Δt× C(i)Vwhere: Ceis the flow-weighted arithmetic average concentration; qvcvs(i)is the CVS flow rate at time t= i× Δt, m3/min; C(i)is the concentration at time t= i× Δt, ppm; Δtsampling interval, s; Vtotal CVS volume, m3. ## 3.2.1.2 Calculation of the NOx humidity correction factor In order to correct the influence of humidity on the results of oxides of nitrogen, the following calculations apply: KH=11− 0,0329×H− 10,71where: H=6,211× Ra× PdPB− Pd× Ra× 10− 2and: His the specific humidity, grams of water vapour per kilogram dry air; Rais the relative humidity of the ambient air, per cent; Pdis the saturation vapour pressure at ambient temperature, kPa; PBis the atmospheric pressure in the room, kPa. The KH factor shall be calculated for each phase of the test cycle. The ambient temperature and relative humidity shall be defined as the arithmetic average of the continuously measured values during each phase. ### Division 3.2.2: Determination of the HC mass emissions from compression-ignition engines ## 3.2.2.1 To calculate HC mass emission for compression-ignition engines, the arithmetic average HC concentration shall be calculated using the following equation: Ce=∫t1t2CHCdtt2− t1 where: ∫t1t2CHCdtis the integral of the recording of the heated FID over the test (t1 to t2); Ceis the concentration of HC measured in the diluted exhaust in ppm of Ci and is substituted for CHC in all relevant equations. ## 3.2.2.1.1 Dilution air concentration of HC shall be determined from the dilution air bags. Correction shall be carried out according to paragraph 3.2.1.1. of this Sub-Annex. ### Division 3.2.3: Fuel consumption and CO2 calculations for individual vehicles in an interpolation family ## 3.2.3.1 Fuel consumption and CO2 emissions without using the interpolation method (i.e. using vehicle H only) The CO2 value, as calculated in paragraphs 3.2.1. to 3.2.1.1.2. of this Sub-Annex, and fuel consumption, as calculated in accordance with paragraph 6. of this Sub-Annex, shall be attributed to all individual vehicles in the interpolation family and the interpolation method shall not be applicable. ## 3.2.3.2 Fuel consumption and CO2 emissions using the interpolation method The CO2 emissions and the fuel consumption for each individual vehicle in the interpolation family may be calculated according to the interpolation method outlined in paragraphs 3.2.3.2.1. to 3.2.3.2.5. inclusive of this Sub-Annex. ## 3.2.3.2.1 Fuel consumption and CO2 emissions of test vehicles L and H The mass of CO2 emissions, MCO2− L, and MCO2− H and its phases p, MCO2− L,p and MCO2− H,p, of test vehicles L and H, used for the following calculations, shall be taken from step 9 of Table A7/1. Fuel consumption values are also taken from step 9 of Table A7/1 and are referred to as FCL,p and FCH,p. ## 3.2.3.2.2 Road load calculation for an individual vehicle In the case that the interpolation family is derived from one or more road load families, the calculation of the individual road load shall only be performed within the road load family applicable to that individual vehicle. ## 3.2.3.2.2.1 Mass of an individual vehicle The test masses of vehicles H and L shall be used as input for the interpolation method. TMind, in kg, shall be the individual test mass of the vehicle according to paragraph 3.2.25. of this Annex. If the same test mass is used for test vehicles L and H, the value of TMind shall be set to the mass of test vehicle H for the interpolation method. ### Division 3.2.3.2.2.2: Rolling resistance of an individual vehicle ## 3.2.3.2.2.2.1 The actual RRC values for the selected tyres on test vehicle L, RRL, and test vehicle H, RRH, shall be used as input for the interpolation method. See paragraph 4.2.2.1. of Sub-Annex 4. If the tyres on the front and rear axles of vehicle L or H have different RRC values, the weighted mean of the rolling resistances shall be calculated using the equation in paragraph 3.2.3.2.2.2.3. of this Sub-Annex. ## 3.2.3.2.2.2.2 For the tyres fitted to an individual vehicle, the value of the rolling resistance coefficient RRind shall be set to the RRC value of the applicable tyre energy efficiency class in accordance with Table A4/2 of Sub-Annex 4. In the case where individual vehicles may be supplied with a complete set of standard wheels and tyres and a complete set of snow tyres (marked with 3 Peaked Mountain and Snowflake – 3PMS) with or without wheels, the additional wheels/tyres shall not be considered as optional equipment. If the tyres on the front and rear axles belong to different energy efficiency classes, the weighted mean shall be used and calculated using the equation in paragraph 3.2.3.2.2.2.3. of this Sub-Annex. If the same tyres, or tyres with the same rolling resistance coefficient were fitted to test vehicles L and H, the value of RRind for the interpolation method shall be set to RRH. ## 3.2.3.2.2.2.3 Calculating the weighted mean of the rolling resistances RRx = (RRx,FA × mpx,FA) + (RRx,RA × (1 – mpx,FA)) where: xrepresents vehicle L, H or an individual vehicle. RRL,FA and RRH,FAare the actual RRCs of the front axle tyres on vehicles L and H respectively, kg/tonne; RRind,FAis the RRC value of the applicable tyre energy efficiency class in accordance with Table A4/2 of Sub-Annex 4 of the front axle tyres on the individual vehicle, kg/tonne; RRL,RA, and RRH,RAare the actual RRCs of the rear axle tyres on vehicles L and H respectively, kg/tonne; RRind,RAis the RRC value of the applicable tyre energy efficiency class in accordance with Table A4/2 of Sub-Annex 4 of the rear axle tyres on the individual vehicle, kg/tonne; mpx,FAis the proportion of the vehicle mass in running order on the front axle; RRx shall not be rounded or categorised to tyre energy efficiency classes. ## 3.2.3.2.2.3 Aerodynamic drag of an individual vehicle ## 3.2.3.2.2.3.1 Determination of aerodynamic influence of optional equipment The aerodynamic drag shall be measured for each of the aerodynamic drag-influencing items of optional equipment and body shapes in a wind tunnel fulfilling the requirements of paragraph 3.2. of Sub-Annex 4 verified by the approval authority. ## 3.2.3.2.2.3.2 Alternative method for determination of aerodynamic influence of optional equipment At the request of the manufacturer and with approval of the approval authority, an alternative method (e.g. simulation, wind tunnel not fulfilling the criteria in Sub-Annex 4) may be used to determine Δ(CD × Af) if the following criteria are fulfilled: (a)The alternative method shall fulfil an accuracy for Δ(CD × Af) of ± 0,015 m2 and, additionally, in the case that simulation is used, the Computational Fluid Dynamics method should be validated in detail such that the actual air flow patterns around the body, including magnitudes of flow velocities, forces, or pressures, are shown to match the validation test results; (b)The alternative method shall be used only for those aerodynamic-influencing parts (e.g. wheels, body shapes, cooling system) for which equivalency was demonstrated; (c)Evidence of equivalency shall be shown in advance to the approval authority for each road load family in the case that a mathematical method is used, or every four years in the case that a measurement method is used, and in any case shall be based on wind tunnel measurements fulfilling the criteria of this Annex; (d)If the Δ(CD × Af) of a particular item of optional equipment is more than double the value of the optional equipment for which the evidence was given, aerodynamic drag shall not be determined by the alternative method; and (e)In the case that a simulation model is changed, a revalidation shall be necessary. ## 3.2.3.2.2.3.3 Application of aerodynamic influence on the individual vehicle Δ(CD × Af)ind is the difference in the product of the aerodynamic drag coefficient multiplied by frontal area between an individual vehicle and test vehicle L due to options and body shapes on the vehicle that differ from those of test vehicle L, m2; These differences in aerodynamic drag, Δ(CD × Af), shall be determined with an accuracy of ± 0,015 m2. Δ(CD × Af)ind may be calculated using the following equation maintaining the accuracy of ± 0,015 m2 also for the sum of items of optional equipment and body shapes: ΔCD×Afind=∑i=1n ΔCD×Afi where: CDis the aerodynamic drag coefficient; Afis the frontal area of the vehicle, m2; nis the number of items of optional equipment on the vehicle that are different between an individual vehicle and test vehicle L; Δ(CD × Af)iis the difference in the product of the aerodynamic drag coefficient multiplied by frontal area due to an individual feature, i, on the vehicle and is positive for an item of optional equipment that adds aerodynamic drag with respect to test vehicle L and vice versa, m2. The sum of all Δ(CD × Af)i differences between test vehicles L and H shall correspond to Δ(CD × Af)LH. ## 3.2.3.2.2.3.4 Definition of complete aerodynamic delta between test vehicles H and L The total difference of the aerodynamic drag coefficient multiplied by frontal area between test vehicles L and H shall be referred to as Δ(CD × Af)LH and shall be included in all the relevant test reports, m2. ## 3.2.3.2.2.3.5 Documentation of aerodynamic influences The increase or decrease of the product of the aerodynamic drag coefficient multiplied by frontal area expressed as Δ(CD × Af) for all items of optional equipment and body shapes in the interpolation family that: (a)have an influence on the aerodynamic drag of the vehicle; and (b)are to be included in the interpolation, shall be included in all relevant test reports, m2. ## 3.2.3.2.2.3.6 Additional provisions for aerodynamic influences The aerodynamic drag of vehicle H shall be applied to the whole interpolation family and Δ(CD × Af)LH shall be set to zero, if: (a)the wind tunnel facility is not able to accurately determine Δ(CD × Af); or (b)there are no drag-influencing items of optional equipment between the test vehicles H and L that are to be included in the interpolation method. ## 3.2.3.2.2.4 Calculation of road load coefficients for individual vehicles The road load coefficients f0, f1 and f2 (as defined in Sub-Annex 4) for test vehicles H and L are referred to as f0,H, f1,H and f2,H, and f0,L, f1,L and f2,L respectively. An adjusted road load curve for the test vehicle L is defined as follows: FLv=f*0,L+ f1,H× v+ f*2,L× v2 Applying the least squares regression method in the range of the reference speed points, adjusted road load coefficients f*0,L and f*2,L shall be determined for FLv with the linear coefficient f*1,L set to f1,H. The road load coefficients f0,ind, f1,ind and f2,ind for an individual vehicle in the interpolation family shall be calculated using the following equations: f0,ind=f0,H− Δf0×TMH× RRH− TMind× RRindTMH× RRH− TML× RRLor, if TMH× RRH− TML× RRL=0, the equation for f0,ind below shall apply: f0,ind=f0,H− Δf0f1,ind=f1,Hf2,ind=f2,H− Δf2ΔCd× AfLH−ΔCd× AfindΔCd× AfLHor, if ΔCd× AfLH=0, the equation for F2,ind below shall apply: f2,ind=f2,H− Δf2where: Δf0=f0,H− f*0,LΔf2=f2,H− f*2,LIn the case of a road load matrix family, the road load coefficients f0, f1 and f2 for an individual vehicle shall be calculated according to the equations in paragraph 5.1.1. of Sub-Annex 4. ## 3.2.3.2.3 Calculation of cycle energy demand The cycle energy demand of the applicable WLTC, Ek, and the energy demand for all applicable cycle phases Ek,p, shall be calculated according to the procedure in paragraph 5. of this Sub-Annex, for the following sets, k, of road load coefficients and masses: k=1f0=f*0,L, f1= f1,H, f2= f*2,L, m= TML(test vehicle L) k=2f0=f0,H, f1= f1,H, f2= f2,H, m= TMH(test vehicle H) k=3f0=f0,ind, f1= f1,H, f2= f2,ind, m= TMind(an individual vehicle in the interpolation family) These three sets of road loads may be derived from different road load families. ## 3.2.3.2.4 Calculation of the CO2 value for an individual vehicle within an interpolation family using the interpolation method For each cycle phase p of the applicable cycle the mass of CO2 emissions g/km, for an individual vehicle shall be calculated using the following equation: MCO2− ind,p=MCO2− L,p+E3,p− E1,pE2,p− E1,p×MCO2− H,p− MCO2− L,pThe mass of CO2 emissions, g/km, over the complete cycle for an individual vehicle shall be calculated using the following equation: MCO2− ind=MCO2− L+E3− E1E2− E1×MCO2− H− MCO2− LThe terms E1,p, E2,p and E3,p and E1, E2 and E3 respectively shall be calculated as specified in paragraph 3.2.3.2.3. of this Sub-Annex. ## 3.2.3.2.5 Calculation of the fuel consumption FC value for an individual vehicle within an interpolation family using the interpolation method For each cycle phase p of the applicable cycle, the fuel consumption, l/100 km, for an individual vehicle shall be calculated using the following equation: FCind,p=FCL,p+E3,p− E1,pE2,p− E1,p×FCH,p− FCL,p The fuel consumption, 1/100 km, of the complete cycle for an individual vehicle shall be calculated using the following equation: FCind=FCL+E3− E1E2− E1×FCH− FCLThe terms E1,p, E2,p and E3,p, and E1, E2 and E3 respectively shall be calculated as specified in paragraph 3.2.3.2.3. of this Sub-Annex. ## 3.2.3.2.6 The individual CO2 value determined in accordance with paragraph 3.2.3.2.4. of this Sub-Annex may be increased by the OEM. In such cases: (a)The CO2 phase values shall be increased by the ratio of the increased CO2 value divided by the calculated CO2 value; (b)The fuel consumption values shall be increased by the ratio of the increased CO2 value divided by the calculated CO2 value. This shall not compensate for technical elements that would effectively require a vehicle to be excluded from the interpolation family. ## 3.2.4 Fuel consumption and CO2 calculations for individual vehicles in a road load matrix family The CO2 emissions and the fuel consumption for each individual vehicle in the road load matrix family shall be calculated according to the interpolation method outlined in paragraphs 3.2.3.2.3. to 3.2.3.2.5. inclusive of this Sub-Annex. Where applicable, references to vehicle L and/or H shall be replaced by references to vehicle LM and/or HM respectively. ## 3.2.4.1 Determination of fuel consumption and CO2 emissions of vehicles LM and HM The mass of CO2 emissions MCO2 of vehicles LM and HM shall be determined according to the calculations in paragraph 3.2.1. of this Sub-Annex for the individual cycle phases p of the applicable WLTC and are referred to as MCO2–LM,p and MCO2–HM,p respectively. Fuel consumption for individual cycle phases of the applicable WLTC shall be determined according to paragraph 6. of this Sub-Annex and are referred to as FCLM,p and FCHM,p respectively. ## 3.2.4.1.1 Road load calculation for an individual vehicle The road load force shall be calculated according to the procedure described in paragraph 5.1. of Sub-Annex 4. ## 3.2.4.1.1.1 Mass of an individual vehicle The test masses of vehicles HM and LM selected according to paragraph 4.2.1.4. of Sub-Annex 4 shall be used as input. TMind, in kg, shall be the test mass of the individual vehicle according to the definition of test mass in paragraph 3.2.25. of this Annex. If the same test mass is used for vehicles LM and HM, the value of TMind shall be set to the mass of vehicle HM for the road load matrix family method. ### Division 3.2.4.1.1.2: Rolling resistance of an individual vehicle ## 3.2.4.1.1.2.1 The rolling resistance coefficient (RRC) values for vehicle LM, RRLM, and vehicle HM, RRHM, selected under paragraph 4.2.1.4. of Sub-Annex 4 shall be used as input. If the tyres on the front and rear axles of vehicle LM or HM have different RRC values, the weighted mean of the rolling resistances shall be calculated using the equation in paragraph 3.2.4.1.1.2.3. of this Sub-Annex. ## 3.2.4.1.1.2.2 For the tyres fitted to an individual vehicle, the value of the rolling resistance coefficient RRind shall be set to the RRC value of the applicable tyre energy efficiency class in accordance with Table A4/2 of Sub-Annex 4. In the case where individual vehicles may be supplied with a complete set of standard wheels and tyres and a complete set of snow tyres (marked with 3 Peaked Mountain and Snowflake – 3PMS) with or without wheels, the additional wheels/tyres shall not be considered as optional equipment. If the tyres on the front and rear axles belong to different energy efficiency classes, the weighted mean shall be used, calculated with the equation in paragraph 3.2.4.1.1.2.3. of this Sub-Annex. If the same rolling resistance is used for vehicles LM and HM, the value of RRind shall be set to RRHM for the road load matrix family method. ## 3.2.4.1.1.2.3 Calculating the weighed mean of the rolling resistances RRx = (RRx,FA × mpx,FA) + (RRx,RA × (1 – mpx,FA)) where: xrepresents vehicle L, H or an individual vehicle; RRLM,FA and RRHM,FAare the actual RRCs of the front axle tyres on vehicles L and H respectively, kg/tonne; RRind,FAis the RRC value of the applicable tyre energy efficiency class in accordance with Table A4/2 of Sub-Annex 4 of the front axle tyres on the individual vehicle, kg/tonne; RRLM,RA, and RRHM,RAare the actual rolling resistance coefficients of the rear axle tyres on vehicles L and H respectively, kg/tonne; RRind,RAis the RRC value of the applicable tyre energy efficiency class in accordance with Table A4/2 of Sub-Annex 4 of the rear axle tyres on the individual vehicle, kg/tonne; mpx,FAis the proportion of the vehicle mass in running order on the front axle. RRx shall not be rounded or categorised to tyre energy efficiency classes. ## 3.2.4.1.1.3 Frontal area of an individual vehicle The frontal area for vehicle LM, AfLM, and vehicle HM, AfHM, selected under paragraph 4.2.1.4. of Sub-Annex 4 shall be used as input. Af,ind, m2, shall be the frontal area of the individual vehicle. If the same frontal area is used for vehicles LM and HM, the value of Af,ind shall be set to the frontal area of vehicle HM for the road load matrix family method. ### Division 3.3: PM ## 3.3.1 Calculation PM shall be calculated using the following two equations: PM=Vmix+ Vep× PeVep× dwhere exhaust gases are vented outside tunnel; and: PM=Vmix× PeVep× dwhere exhaust gases are returned to the tunnel; where: Vmixis the volume of diluted exhaust gases (see paragraph 2. of this Sub-Annex), under standard conditions; Vepis the volume of diluted exhaust gas flowing through the particulate sampling filter under standard conditions; Peis the mass of particulate matter collected by one or more sample filters, mg; dis the distance driven corresponding to the test cycle, km. ## 3.3.1.1 Where correction for the background particulate mass from the dilution system has been used, this shall be determined in accordance with paragraph 2.1.3.1. of Sub-Annex 6. In this case, particulate mass (mg/km) shall be calculated using the following equations: PM=PeVep−PaVap×1−1DF×Vmix+ Vepd in the case that the exhaust gases are vented outside the tunnel; and: PM=PeVep−PaVap×1−1DF×Vmixd in the case that the exhaust gases are returned to the tunnel; where: Vapis the volume of tunnel air flowing through the background particulate filter under standard conditions; Pais the particulate mass from the dilution air, or the dilution tunnel background air, as determined by the one of the methods described in paragraph 2.1.3.1. of Sub-Annex 6; DFis the dilution factor determined in paragraph 3.2.1.1.1. of this Sub-Annex. Where application of a background correction results in a negative result, it shall be considered to be zero mg/km. ## 3.3.2 Calculation of PM using the double dilution method Vep=Vset− Vssdwhere: Vepis the volume of diluted exhaust gas flowing through the particulate sample filter under standard conditions; Vsetis the volume of the double diluted exhaust gas passing through the particulate sampling filters under standard conditions; Vssdis the volume of the secondary dilution air under standard conditions. Where the secondary diluted sample gas for PM measurement is not returned to the tunnel, the CVS volume shall be calculated as in single dilution, i.e.: Vmix=Vmix indicated+ Vepwhere: Vmix indicatedis the measured volume of diluted exhaust gas in the dilution system following extraction of the particulate sample under standard conditions. ## 4 Determination of PN PN shall be calculated using the following equation: PN=V×k×Cs–×fr–−Cb×frb–×103d where: PNis the particle number emission, particles per kilometre; Vis the volume of the diluted exhaust gas in litres per test (after primary dilution only in the case of double dilution) and corrected to standard conditions (273,15 K (0 °C) and 101,325 kPa); kis a calibration factor to correct the PNC measurements to the level of the reference instrument where this is not applied internally within the PNC. Where the calibration factor is applied internally within the PNC, the calibration factor shall be 1; Cs–is the corrected particle number concentration from the diluted exhaust gas expressed as the arithmetic average number of particles per cubic centimetre from the emissions test including the full duration of the drive cycle. If the volumetric mean concentration results C– from the PNC are not measured at standard conditions (273,15 K (0 °C) and 101,325 kPa), the concentrations shall be corrected to those conditions Cs–; Cbis either the dilution air or the dilution tunnel background particle number concentration, as permitted by the approval authority, in particles per cubic centimetre, corrected for coincidence and to standard conditions (273,15 K (0 °C) and 101,325 kPa); fr–is the mean particle concentration reduction factor of the VPR at the dilution setting used for the test; frb–is the mean particle concentration reduction factor of the VPR at the dilution setting used for the background measurement; dis the distance driven corresponding to the applicable test cycle, km. C–shall be calculated using the following equation: C–=∑ni=1Cin where: Ciis a discrete measurement of particle number concentration in the diluted gas exhaust from the PNC; particles per cm3 and corrected for coincidence; nis the total number of discrete particle number concentration measurements made during the applicable test cycle and shall be calculated using the following equation: n = t × f where: tis the time duration of the applicable test cycle, s; fis the data logging frequency of the particle counter, Hz. ## 4.1 PN shall be calculated using the following equation: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ## 5 Calculation of cycle energy demand Unless otherwise specified, the calculation shall be based on the target speed trace given in discrete time sample points. For the calculation, each time sample point shall be interpreted as a time period. Unless otherwise specified, the duration Δt of these periods shall be 1 second. The total energy demand E for the whole cycle or a specific cycle phase shall be calculated by summing Ei over the corresponding cycle time between tstart and tend according to the following equation: E=∑tstarttend Eiwhere: Ei=Fi× di if Fi> 0 Ei=0 if Fi≤ 0 and: tstartis the time at which the applicable test cycle or phase starts, s; tendis the time at which the applicable test cycle or phase ends, s; Eiis the energy demand during time period (i-1) to (i), Ws; Fiis the driving force during time period (i-1) to (i), N; diis the distance travelled during time period (i-1) to (i), m. Fi=f0+ f1×vi+ vi− 12+ f2×vi+ vi− 124+1.03× TM× aiwhere: Fiis the driving force during time period (i-1) to (i), N; viis the target velocity at time ti, km/h; TMis the test mass, kg; aiis the acceleration during time period (i-1) to (i), m/s2; f0, f1, f2 are the road load coefficients for the test vehicle under consideration (TML, TMH or TMind) in N, N/km/h and in N/(km/h)2 respectively. di=vi+ vi− 12× 3,6×ti− ti− 1where: diis the distance travelled in time period (i-1) to (i), m; viis the target velocity at time ti, km/h; tiis time, s. ai=vi− vi− 13,6×ti− ti− 1where: aiis the acceleration during time period (i-1) to (i), m/s2; viis the target velocity at time ti, km/h; tiis time, s. ### Division 6: Calculation of fuel consumption ## 6.1 The fuel characteristics required for the calculation of fuel consumption values shall be taken from Annex IX. ## 6.2 The fuel consumption values shall be calculated from the emissions of hydrocarbons, carbon monoxide, and carbon dioxide using the results of step 6 for criteria emissions and step 7 for CO2 of Table A7/1. ## 6.2.1 The general equation in paragraph 6.12. of this Sub-Annex using H/C and O/C ratios shall be used for the calculation of fuel consumption. ## 6.2.2 For all equations in paragraph 6. of this Sub-Annex: FCis the fuel consumption of a specific fuel, 1/100 km (or m3 per 100 km in the case of natural gas or kg/100 km in the case of hydrogen); H/Cis the hydrogen to carbon ratio of a specific fuel CXHYOZ; O/Cis the oxygen to carbon ratio of a specific fuel CXHYOZ; MWCis the molar mass of carbon (12,011 g/mol); MWHis the molar mass of hydrogen (1,008 g/mol); MWOis the molar mass of oxygen (15,999 g/mol); ρfuelis the test fuel density, kg/l. For gaseous fuels, fuel density at 15 °C; HCare the emissions of hydrocarbon, g/km; COare the emissions of carbon monoxide, g/km; CO2are the emissions of carbon dioxide, g/km; H2Oare the emissions of water, g/km; H2are the emissions of hydrogen, g/km; p1is the gas pressure in the fuel tank before the applicable test cycle, Pa; p2is the gas pressure in the fuel tank after the applicable test cycle, Pa; T1is the gas temperature in the fuel tank before the applicable test cycle, K; T2is the gas temperature in the fuel tank after the applicable test cycle, K; Z1is the compressibility factor of the gaseous fuel at p1 and T1; Z2is the compressibility factor of the gaseous fuel at p2 and T2; Vis the interior volume of the gaseous fuel tank, m3; dis the theoretical length of the applicable phase or cycle, km. ## 6.3 Reserved ## 6.4 Reserved ## 6.5 For a vehicle with a positive ignition engine fuelled with petrol (E10) FC=0,1206ρfuel×0,829× HC+0,429× CO+0,273× CO2 ## 6.6 For a vehicle with a positive ignition engine fuelled with LPG FCnorm=0,12120,538×0,825× HC+0,429× CO+0,273× CO2 ## 6.6.1 If the composition of the fuel used for the test differs from the composition that is assumed for the calculation of the normalised consumption, on the manufacturer's request a correction factor cf may be applied, using the following equation: FCnorm=0,12120,538× cf×0,825× HC+0,429× CO+0,273× CO2The correction factor, cf, which may be applied, is determined using the following equation: cf=0,825+ 0,0693× nactualwhere: nactual is the actual H/C ratio of the fuel used. ## 6.7 For a vehicle with a positive ignition engine fuelled with NG/biomethane FCnorm=0,13360,654×0,749× HC+0,429× CO+0,273× CO2 ### Division 6.8: Reserved ### Division 6.9: Reserved ## 6.10 For a vehicle with a compression engine fuelled with diesel (B7) FC=0,1165ρfuel×0,858× HC+0,429× CO+0,273× CO2 ## 6.11 For a vehicle with a positive ignition engine fuelled with ethanol (E85) FC=0,1743ρfuel×0,574× HC+0,429× CO+0,273× CO2 ## 6.12 Fuel consumption for any test fuel may be calculated using the following equation: FC=MWC+HC× MWH+OC× MWOMWC× ρfuel× 10×MWCMWC+HC× MWH+OC× MWO× HC+MWCMWCO× CO+MWCMWCO2× CO2 ## 6.13 Fuel consumption for a vehicle with a positive ignition engine fuelled by hydrogen: FC=0,024×Vd×1Z1×p1T1−1Z2×p2T2For vehicles fuelled either with gaseous or liquid hydrogen, and with approval of the approval authority, the manufacturer may choose to calculate fuel consumption using either the equation for FC below or a method using a standard protocol such as SAE J2572. FC=0,1×0,1119× H2O+ H2The compressibility factor, Z, shall be obtained from the following table: Table A7/2 Compressibility factor Z T (K) 5 100 200 300 400 500 600 700 800 900 p (bar) 33 0,859 1,051 1,885 2,648 3,365 4,051 4,712 5,352 5,973 6,576 53 0,965 0,922 1,416 1,891 2,338 2,765 3,174 3,57 3,954 4,329 73 0,989 0,991 1,278 1,604 1,923 2,229 2,525 2,810 3,088 3,358 93 0,997 1,042 1,233 1,470 1,711 1,947 2,177 2,400 2,617 2,829 113 1,000 1,066 1,213 1,395 1,586 1,776 1,963 2,146 2,324 2,498 133 1,002 1,076 1,199 1,347 1,504 1,662 1,819 1,973 2,124 2,271 153 1,003 1,079 1,187 1,312 1,445 1,580 1,715 1,848 1,979 2,107 173 1,003 1,079 1,176 1,285 1,401 1,518 1,636 1,753 1,868 1,981 193 1,003 1,077 1,165 1,263 1,365 1,469 1,574 1,678 1,781 1,882 213 1,003 1,071 1,147 1,228 1,311 1,396 1,482 1,567 1,652 1,735 233 1,004 1,071 1,148 1,228 1,312 1,397 1,482 1,568 1,652 1,736 248 1,003 1,069 1,141 1,217 1,296 1,375 1,455 1,535 1,614 1,693 263 1,003 1,066 1,136 1,207 1,281 1,356 1,431 1,506 1,581 1,655 278 1,003 1,064 1,130 1,198 1,268 1,339 1,409 1,480 1,551 1,621 293 1,003 1,062 1,125 1,190 1,256 1,323 1,390 1,457 1,524 1,590 308 1,003 1,060 1,120 1,182 1,245 1,308 1,372 1,436 1,499 1,562 323 1,003 1,057 1,116 1,175 1,235 1,295 1,356 1,417 1,477 1,537 338 1,003 1,055 1,111 1,168 1,225 1,283 1,341 1,399 1,457 1,514 353 1,003 1,054 1,107 1,162 1,217 1,272 1,327 1,383 1,438 1,493 In the case that the required input values for p and T are not indicated in the table, the compressibility factor shall be obtained by linear interpolation between the compressibility factors indicated in the table, choosing the ones that are the closest to the sought value. ### Division 7: Drive trace indices ## 7.1 General requirement The prescribed speed between time points in Tables A1/1 to A1/12 shall be determined by linear interpolation at a frequency of 10 Hz. In the case that the accelerator control is fully activated, the prescribed speed shall be used instead of the actual vehicle speed for drive trace index calculations during such periods of operation. For PEVs, the calculation of the drive trace indices shall include all the WLTC cycles and phases completed before the occurrence of the break-off criterion, as specified in paragraph 3.2.4.5. of Sub-Annex 8. ## 7.2 Calculation of drive trace indices The following indices shall be calculated in accordance with SAE J2951(Revised Jan-2014): (a)IWR: Inertial Work Rating, per cent; (b)RMSSE: Root Mean Squared Speed Error, km/h. ## 7.3 Criteria for drive trace indices In the case of a type approval test, the indices shall fulfil the following criteria: (a)IWR shall be in the range of – 2,0 to + 4,0 per cent; (b)RMSSE shall be less than 1,3 km/h. ## 8 Calculating n/v ratios n/v ratios shall be calculated using the following equation: nvi=ri×raxle×60000∕Udyn×3,6 where: nis engine speed, min– 1; vis the vehicle speed, km/h; riis the transmission ratio in gear i; raxleis the axle transmission ratio. Udynis the dynamic rolling circumference of the tyres of the drive axle and is calculated using the following equation: Udyn=3,05×2 H∕W100×W+R×25,4 where: H/Wis the tyre's aspect ratio, e.g. ‘45’ for a 225/45 R17 tyre; Wis the tyre width, mm; e.g. ‘225’ for a 225/45 R17 tyre; Ris the wheel diameter, inch; e.g. ‘17’ for a 225/45 R17 tyre. Udyn shall be rounded to whole millimetres. If Udyn is different for the front and the rear axles, the value of n/v for the mainly powered axle shall be applied. Upon request, the approval authority shall be provided with the necessary information for that selection. ### Division: Pure electric, hybrid electric and compressed hydrogen fuel cell hybrid vehicles ## 1 General requirements In the case of testing NOVC-HEVs, OVC-HEVs and NOVC-FCHVs, Appendix 2 and Appendix 3 to this Sub-Annex shall replace Appendix 2 to Sub-Annex6. Unless stated otherwise, all requirements in this Sub-Annex shall apply to vehicles with and without driver-selectable modes. Unless explicitly stated otherwise in this Sub-Annex, all of the requirements and procedures specified in Sub-Annex 6 shall continue to apply for NOVC-HEVs, OVC-HEVs, NOVC-FCHVs and PEVs. ## 1.1 Units, accuracy and resolution of electric parameters Units, accuracy and resolution of measurements shall be as shown in Table A8/1. Table A8/1 Parameters, units, accuracy and resolution of measurements Equipment: static meter for active energy. AC watt-hour meter, Class 1 in accordance with IEC 62053-21 or equivalent. Whichever is greater. Current integration frequency 20 Hz or more. Parameter Units Accuracy Resolution Electrical energy Wh ± 1 per cent 0,001 kWh Electrical current A ± 0,3 per cent FSD or ± 1 per cent of reading 0,1 A Electric voltage V ± 0,3 per cent FSD or ± 1 per cent of reading 0,1 V ## 1.2 Emission and fuel consumption testing Parameters, units and accuracy of measurements shall be the same as those required for pure ICE vehicles. ## 1.3 Units and precision of final test results Units and their precision for the communication of the final results shall follow the indications given in Table A8/2. For the purpose of calculation in paragraph 4. of this Sub-Annex, the unrounded values shall apply. Table A8/2 Units and precision of final test results No vehicle individual parameter. (p) means the considered period which can be a phase, a combination of phases or the whole cycle. Parameter Units Precision of final test result PER(p), PERcity, AER(p), AERcity, EAER(p), EAERcity, RCDA, RCDC km Rounded to nearest whole number FCCS(,p), FCCD, FCweighted for HEVs l/100 km Rounded to the first place of decimal FCCS(,p) for FCHVs kg/100 km Rounded to the second place of decimal MCO2,CS(,p), MCO2,CD, MCO2,weighted g/km Rounded to the nearest whole number EC(p), ECcity, ECAC,CD, ECAC,weighted Wh/km Rounded to the nearest whole number EAC kWh Rounded to the first place of decimal ## 1.4 Vehicle classification All OVC-HEVs, NOVC-HEVs, PEVs and NOVC-FCHVs shall be classified as Class 3 vehicles. The applicable test cycle for the Type 1 test procedure shall be determined according to paragraph 1.4.2. of this Sub-Annex based on the corresponding reference test cycle as described in paragraph 1.4.1. of this Sub-Annex. ### Division 1.4.1: Reference test cycle ## 1.4.1.1 The Class 3 reference test cycles are specified in paragraph 3.3. of Sub-Annex 1. ## 1.4.1.2 For PEVs, the downscaling procedure, in accordance with paragraphs 8.2.3. and 8.3. of Sub-Annex 1, may be applied on the test cycles in accordance with paragraph 3.3. of Sub-Annex 1 by replacing the rated power with maximum net power in accordance with UN/ECE Regulation No. 85. In such a case, the downscaled cycle is the reference test cycle. ### Division 1.4.2: Applicable test cycle ## 1.4.2.1 Applicable WLTP test cycle The reference test cycle according to paragraph 1.4.1. of this Sub-Annex shall be the applicable WLTP test cycle (WLTC) for the Type 1 test procedure. In the case that paragraph 9. of Sub-Annex 1 is applied based on the reference test cycle as described in paragraph 1.4.1. of this Sub-Annex, this modified test cycle shall be the applicable WLTP test cycle (WLTC) for the Type 1 test procedure. ## 1.4.2.2 Applicable WLTP city test cycle The Class 3 WLTP city test cycle (WLTCcity) is specified in paragraph 3.5. of Sub-Annex 1. ## 1.5 OVC-HEVs, NOVC-HEVs and PEVs with manual transmissions The vehicles shall be driven in accordance with the technical gear shift indicator, if available, or in accordance with instructions incorporated in the manufacturer's handbook. ## 2 Run-in of test vehicle The vehicle tested in accordance with this Annex shall be presented in good technical condition and shall be run-in in accordance with the manufacturer's recommendations. In the case that the REESSs are operated above the normal operating temperature range, the operator shall follow the procedure recommended by the vehicle manufacturer in order to keep the temperature of the REESS in its normal operating range. The manufacturer shall provide evidence that the thermal management system of the REESS is neither disabled nor reduced. ## 2.1 OVC-HEVs and NOVC-HEVs shall have been run-in in accordance with the requirements of paragraph 2.3.3. of Sub-Annex 6. ## 2.2 NOVC-FCHVs shall have been run-in at least 300 km with their fuel cell and REESS installed. ## 2.3 PEVs shall have been run-in at least 300 km or one full charge distance, whichever is longer. ## 2.4 All REESS having no influence on CO2 mass emissions or H2 consumption shall be excluded from monitoring. ### Division 3: Test procedure ### Division 3.1: General requirements ## 3.1.1 For all OVC-HEVs, NOVC-HEVs, PEVs and NOVC-FCHVs, the following shall apply where applicable: 3.1.1.1.Vehicles shall be tested according to the applicable test cycles described in paragraph 1.4.2. of this Sub-Annex. 3.1.1.2.If the vehicle cannot follow the applicable test cycle within the speed trace tolerances in accordance with paragraph 2.6.8.3. of Sub-Annex 6, the accelerator control shall, unless stated otherwise, be fully activated until the required speed trace is reached again. 3.1.1.3.The powertrain start procedure shall be initiated by means of the devices provided for this purpose according to the manufacturer's instructions. 3.1.1.4.For OVC-HEVs, NOVC-HEVs and PEVs, exhaust emissions sampling and measurement of electric energy consumption shall begin for each applicable test cycle before or at the initiation of the vehicle start procedure and end at the conclusion of each applicable test cycle. 3.1.1.5.For OVC-HEVs and NOVC-HEVs, gaseous emission compounds, shall be analysed for each individual test phase It is permitted to omit the phase analysis for phases where no combustion engine operates. 3.1.1.6.Particle number shall be analysed for each individual phase and particulate matter emission shall be analysed for each applicable test cycle. ## 3.1.2 Forced cooling as described in paragraph 2.7.2. of Sub-Annex 6 shall apply only for the charge-sustaining Type 1 test for OVC-HEVs in accordance with paragraph 3.2. of this Sub-Annex and for testing NOVC-HEVs in accordance with paragraph 3.3. of this Sub-Annex. ### Division 3.2: OVC-HEVs ## 3.2.1 Vehicles shall be tested under charge-depleting operating condition (CD condition), and charge-sustaining operating condition (CS condition). ## 3.2.2 Vehicles may be tested according to four possible test sequences: 3.2.2.1.Option 1: charge-depleting Type 1 test with no subsequent charge-sustaining Type 1 test. 3.2.2.2.Option 2: charge-sustaining Type 1 test with no subsequent charge-depleting Type 1 test. 3.2.2.3.Option 3: charge-depleting Type 1 test with a subsequent charge-sustaining Type 1 test. 3.2.2.4.Option 4: charge-sustaining Type 1 test with a subsequent charge-depleting Type 1 test. Figure A8/1 Possible test sequences in the case of OVC-HEV testing ## 3.2.3 The driver-selectable mode shall be set as described in the following test sequences (Option 1 to Option 4). ## 3.2.4 Charge-depleting Type 1 test with no subsequent charge-sustaining Type 1 test (Option 1) The test sequence according to Option 1, described in paragraphs 3.2.4.1. to 3.2.4.7. inclusive of this Sub-Annex, as well as the corresponding REESS state of charge profile, are shown in Figure A8.App1/1 in Appendix 1 to this Sub-Annex. ## 3.2.4.1 Preconditioning The vehicle shall be prepared according to the procedures in paragraph 2.2. of Appendix 4 to this Sub-Annex. ### Division 3.2.4.2: Test conditions ## 3.2.4.2.1 The test shall be carried out with a fully charged REESS according to the charging requirements as described in paragraph 2.2.3. of Appendix 4 to this Sub-Annex and with the vehicle operated in charge-depleting operating condition as defined in paragraph 3.3.5. of this Annex. ## 3.2.4.2.2 Selection of a driver-selectable mode For vehicles equipped with a driver-selectable mode, the mode for the charge-depleting Type 1 test shall be selected according to paragraph 2. of Appendix 6 to this Sub-Annex. ### Division 3.2.4.3: Charge-depleting Type 1 test procedure ## 3.2.4.3.1 The charge-depleting Type 1 test procedure shall consist of a number of consecutive cycles, each followed by a soak period of no more than 30 minutes until charge-sustaining operating condition is achieved. ## 3.2.4.3.2 During soaking between individual applicable test cycles, the powertrain shall be deactivated and the REESS shall not be recharged from an external electric energy source. The instrumentation for measuring the electric current of all REESSs and for determining the electric voltage of all REESSs according to Appendix 3 of this Sub-Annex shall not be turned off between test cycle phases. In the case of ampere-hour meter measurement, the integration shall remain active throughout the entire test until the test is concluded. Restarting after soak, the vehicle shall be operated in the driver-selectable mode according to paragraph 3.2.4.2.2. of this Sub-Annex. ## 3.2.4.3.3 In deviation from paragraph 5.3.1. of Sub-Annex 5 and without prejudice to paragraph 5.3.1.2. of Sub-Annex 5, analysers may be calibrated and zero- checked before and after the charge-depleting Type 1 test. ## 3.2.4.4 End of the charge-depleting Type 1 test The end of the charge-depleting Type 1 test is considered to have been reached when the break-off criterion according to paragraph 3.2.4.5. of this Sub-Annex is reached for the first time. The number of applicable WLTP test cycles up to and including the one where the break-off criterion was reached for the first time is set to n+1. The applicable WLTP test cycle n is defined as the transition cycle. The applicable WLTP test cycle n+1 is defined to be the confirmation cycle. For vehicles without a charge-sustaining capability over the complete applicable WLTP test cycle, the end of the charge-depleting Type 1 test is reached by an indication on a standard on-board instrument panel to stop the vehicle, or when the vehicle deviates from the prescribed speed trace tolerance for 4 consecutive seconds or more. The accelerator control shall be deactivated and the vehicle shall be braked to standstill within 60 seconds. ### Division 3.2.4.5: Break-off criterion ## 3.2.4.5.1 Whether the break-off criterion has been reached for each driven applicable WLTP test cycle shall be evaluated. ## 3.2.4.5.2 The break-off criterion for the charge-depleting Type 1 test is reached when the relative electric energy change REECi as calculated using the following equation, is less than 0.04. REECi=ΔΕREESS,iEcycle×13600 where: REECiis the relative electric energy change of the applicable test cycle considered i of the charge-depleting Type 1 test; ΔEREESS,iis the change of electric energy of all REESSs for the considered charge-depleting Type 1 test cycle i calculated according to paragraph 4.3. of this Sub-Annex, Wh; Ecycleis the cycle energy demand of the considered applicable WLTP test cycle calculated according to paragraph 5. of Sub-Annex 7, Ws; iis the index number for the considered applicable WLTP test cycle; 13600is a conversion factor to Wh for the cycle energy demand. ### Division 3.2.4.6: REESS charging and measuring the recharged electric energy ## 3.2.4.6.1 The vehicle shall be connected to the mains within 120 minutes after the applicable WLTP test cycle n+1 in which the break-off criterion for the charge-depleting Type 1 test is reached for the first time. The REESS is fully charged when the end-of-charge criterion, as defined in paragraph 2.2.3.2. of Appendix 4 to this Sub-Annex, is reached. ## 3.2.4.6.2 The electric energy measurement equipment, placed between the vehicle charger and the mains, shall measure the recharged electric energy EAC delivered from the mains, as well as its duration. Electric energy measurement may be stopped when the end-of-charge criterion, as defined in paragraph 2.2.3.2. of Appendix 4 to this Sub-Annex, is reached. ## 3.2.4.7 Each individual applicable WLTP test cycle within the charge-depleting Type 1 test shall fulfil the applicable criteria emission limits according to paragraph 1.2. of Sub-Annex 6. ## 3.2.5 Charge-sustaining Type 1 test with no subsequent charge-depleting Type 1 test (Option 2) The test sequence according to Option 2, as described in paragraphs 3.2.5.1. to 3.2.5.3.3. inclusive of this Sub-Annex, as well as the corresponding REESS state of charge profile, are shown in Figure A8.App1/2 in Appendix 1 to this Sub-Annex. ## 3.2.5.1 Preconditioning and soaking The vehicle shall be prepared according to the procedures in paragraph 2.1. of Appendix 4 to this Sub-Annex. ### Division 3.2.5.2: Test conditions ## 3.2.5.2.1 Tests shall be carried out with the vehicle operated in charge-sustaining operating condition as defined in paragraph 3.3.6.of this Annex. ## 3.2.5.2.2 Selection of a driver-selectable mode For vehicles equipped with a driver-selectable mode, the mode for the charge-sustaining Type 1 test shall be selected according to paragraph 3. of Appendix 6 to this Sub-Annex. ### Division 3.2.5.3: Type 1 test procedure ## 3.2.5.3.1 Vehicles shall be tested according to the Type 1 test procedures described in Sub-Annex 6. ## 3.2.5.3.2 If required, CO2 mass emission shall be corrected according to Appendix 2 to this Sub-Annex. ## 3.2.5.3.3 The test pursuant to paragraph 3.2.5.3.1. of this Sub-Annex shall fulfil the applicable criteria emission limits in accordance with paragraph 1.2. of Sub-Annex 6. ## 3.2.6 Charge-depleting Type 1 test with a subsequent charge-sustaining Type 1 test (Option 3) The test sequence according to Option 3, as described in paragraphs 3.2.6.1. to 3.2.6.3. inclusive of this Sub-Annex, as well as the corresponding REESS state of charge profile, are shown in Figure A8.App1/3 in Appendix 1 to this Sub-Annex. ## 3.2.6.1 For the charge-depleting Type 1 test, the procedure described in paragraphs 3.2.4.1. to 3.2.4.5. inclusive as well as paragraph 3.2.4.7. of this Sub-Annex shall be followed. ## 3.2.6.2 Subsequently, the procedure for the charge-sustaining Type 1 test described in paragraphs 3.2.5.1. to 3.2.5.3. inclusive of this Sub-Annex shall be followed. Paragraphs 2.1.1. to 2.1.2. inclusive of Appendix 4to this Sub-Annex shall not apply. ### Division 3.2.6.3: REESS charging and measuring the recharged electric energy ## 3.2.6.3.1 The vehicle shall be connected to the mains within 120 minutes after the conclusion of the charge-sustaining Type 1 test. The REESS is fully charged when the end-of-charge criterion as defined in paragraph 2.2.3.2. of Appendix 4 to this Sub-Annex is reached. ## 3.2.6.3.2 The energy measurement equipment, placed between the vehicle charger and the mains, shall measure the recharged electric energy EAC delivered from the mains, as well as its duration. Electric energy measurement may be stopped when the end-of-charge criterion as defined in paragraph 2.2.3.2. of Appendix 4 to this Sub-Annex is reached. ## 3.2.7 Charge-sustaining Type 1 test with a subsequent charge-depleting Type 1 test (Option 4) The test sequence according to Option 4, described in paragraphs 3.2.7.1. to 3.2.7.2. inclusive of this Sub-Annex, as well as the corresponding REESS state of charge profile, are shown in Figure A8.App1/4 of Appendix 1 to this Sub-Annex. ## 3.2.7.1 For the charge-sustaining Type 1 test, the procedure described in paragraphs 3.2.5.1. to 3.2.5.3. inclusive of this Sub-Annex, as well as paragraph 3.2.6.3.1. of this Sub-Annex shall be followed. ## 3.2.7.2 Subsequently, the procedure for the charge-depleting Type 1 test described in paragraphs 3.2.4.2. to 3.2.4.7. inclusive of this Sub-Annex shall be followed. ## 3.3 NOVC-HEVs The test sequence described in paragraphs 3.3.1. to 3.3.3. inclusive of this Sub-Annex, as well as the corresponding REESS state of charge profile, are shown in Figure A8.App1/5 of Appendix 1 to this Sub-Annex. ### Division 3.3.1: Preconditioning and soaking ## 3.3.1.1 Vehicles shall be preconditioned in accordance with paragraph 2.6. of Sub-Annex 6. In addition to the requirements of paragraph 2.6. of Sub-Annex 6, the level of the state of charge of the traction REESS for the charge-sustaining test may be set in accordance with the manufacturer's recommendation before preconditioning in order to achieve a test under charge-sustaining operating condition. ## 3.3.1.2 Vehicles shall be soaked in accordance with paragraph 2.7. of Sub-Annex 6. ### Division 3.3.2: Test conditions ## 3.3.2.1 Vehicles shall be tested under charge-sustaining operating condition as defined in paragraph 3.3.6. of this Annex. ## 3.3.2.2 Selection of a driver-selectable mode For vehicles equipped with a driver-selectable mode, the mode for the charge-sustaining Type 1 test shall be selected according to paragraph 3. of Appendix 6 to this Sub-Annex. ### Division 3.3.3: Type 1 test procedure ## 3.3.3.1 Vehicles shall be tested according to the Type 1 test procedure described in Sub-Annex 6. ## 3.3.3.2 If required, the CO2 mass emission shall be corrected according to Appendix 2 to this Sub-Annex. ## 3.3.3.3 The charge-sustaining Type 1 test shall fulfil the applicable criteria emission limits in accordance with paragraph 1.2. of Sub-Annex 6. ### Division 3.4: PEVs ## 3.4.1 General requirements The test procedure to determine the pure electric range and electric energy consumption shall be selected in accordance with the estimated pure electric range (PER) of the test vehicle from Table A8/3. In the case that the interpolation method is applied, the applicable test procedure shall be selected in accordance with the PER of vehicle H within the specific interpolation family. Table A8/3 Procedures to determine pure electric range and electric energy consumption Applicable test cycle The estimated PER is… Applicable test procedure Test cycle pursuant to paragraph 1.4.2.1. of this Sub-Annex. …less than the length of 3 applicable WLTP test cycles. Consecutive cycle Type 1 test procedure (in accordance with paragraph 3.4.4.1. of this Sub-Annex). … equal to or greater than the length of 3 applicable WLTP test cycles. Shortened Type 1 test procedure (in accordance with paragraph 3.4.4.2. of this Sub-Annex). City cycle pursuant to paragraph 1.4.2.2. of this Sub-Annex. …not available over the applicable WLTP test cycle. Consecutive cycle Type 1 test procedure (in accordance with paragraph 3.4.4.1. of this Sub-Annex). The manufacturer shall give evidence to the approval authority concerning the estimated pure electric range (PER) prior to the test. In the case that the interpolation method is applied, the applicable test procedure shall be determined based on the estimated PER of vehicle H of the interpolation family. The PER determined by the applied test procedure shall confirm that the correct test procedure was applied. The test sequence for the consecutive cycle Type 1 test procedure, as described in paragraphs 3.4.2., 3.4.3. and 3.4.4.1. of this Sub-Annex, as well as the corresponding REESS state of charge profile, are shown in Figure A8.App1/6 of Appendix 1 to this Sub-Annex. The test sequence for the shortened Type 1 test procedure, as described in paragraphs 3.4.2., 3.4.3. and 3.4.4.2. of this Sub-Annex as well as the corresponding REESS state of charge profile, are shown in Figure A8.App1/7 in Appendix 1 to this Sub-Annex. ## 3.4.2 Preconditioning The vehicle shall be prepared according to the procedures in paragraph 3. of Appendix 4 to this Sub-Annex. ## 3.4.3 Selection of a driver-selectable mode For vehicles equipped with a driver-selectable mode, the mode for the test shall be selected according to paragraph 4. of Appendix 6 to this Sub-Annex. ### Division 3.4.4: PEV Type 1 test procedures ### Division 3.4.4.1: Consecutive cycle Type 1 test procedure ## 3.4.4.1.1 Speed trace and breaks The test shall be performed by driving consecutive applicable test cycles until the break-off criterion according to paragraph 3.4.4.1.3. of this Sub-Annex is reached. Breaks for the driver and/or operator are permitted only between test cycles and with a maximum total break time of 10 minutes. During the break, the powertrain shall be switched off. ## 3.4.4.1.2 REESS current and voltage measurement From the beginning of the test until the break-off criterion is reached, the electric current of all REESSs shall be measured according to Appendix 3 to this Sub-Annex and the electric voltage shall be determined according to Appendix 3 to this Sub-Annex. ## 3.4.4.1.3 Break-off criterion The break-off criterion is reached when the vehicle exceeds the prescribed speed trace tolerance as specified in paragraph 2.6.8.3. of Sub-Annex 6 for 4 consecutive seconds or more. The accelerator control shall be deactivated. The vehicle shall be braked to standstill within 60 seconds. ### Division 3.4.4.2: Shortened Type 1 test procedure ## 3.4.4.2.1 Speed trace The shortened Type 1 test procedure consists of two dynamic segments (DS1 and DS2) combined with two constant speed segments (CSSM and CSSE) as shown in Figure A8/2. Figure A8/2 Shortened Type 1 test procedure speed trace The dynamic segments DS1 and DS2 are used to calculate the energy consumption of the phase considered, the applicable WLTP city cycle and the applicable WLTP test cycle. The constant speed segments CSSM and CSSE are intended to reduce test duration by depleting the REESS more rapidly than the consecutive cycle Type 1 test procedure. ## 3.4.4.2.1.1 Dynamic segments Each dynamic segment DS1 and DS2 consists of an applicable WLTP test cycle in accordance with paragraph 1.4.2.1. of this Sub-Annex followed by an applicable WLTP city test cycle in accordance with paragraph 1.4.2.2. of this Sub-Annex. ## 3.4.4.2.1.2 Constant speed segment The constant speeds during segments CSSM and CSSE shall be identical. If the interpolation method is applied, the same constant speed shall be applied within the interpolation family. ## (a) Speed specification The minimum speed of the constant speed segments shall be 100 km/h. At the request of manufacturer and with approval of the approval authority, a higher constant speed in the constant speed segments may be selected. The acceleration to the constant speed level shall be smooth and accomplished within 1 minute after completion of the dynamic segments and, in the case of a break according to Table A8/4, after initiating the powertrain start procedure. If the maximum speed of the vehicle is lower than the required minimum speed for the constant speed segments according to the speed specification of this paragraph, the required speed in the constant speed segments shall be equal to the maximum speed of the vehicle. ## (b) Distance determination of CSSE and CSSM The length of the constant speed segment CSSE shall be determined based on the percentage of the usable REESS energy UBESTP according to paragraph 4.4.2.1. of this Sub-Annex. The remaining energy in the traction REESS after dynamic speed segment DS2 shall be equal to or less than 10 per cent of UBESTP. The manufacturer shall provide evidence to the approval authority after the test that this requirement is fulfilled. The length of the constant speed segment CSSM may be calculated using the following equation: dCSSM=PERest− dDS1− dDS2− dCSSE where: PERestis the estimated pure electric range of the considered PEV, km; dDS1is the length of dynamic speed segment 1, km; dDS2is the length of dynamic speed segment 2, km; dCSSEis the length of constant speed segment CSSE, km. ## 3.4.4.2.1.3 Breaks Breaks for the driver and/or operator are permitted only in the constant speed segments as prescribed in Table A8/4. Table A8/4 Breaks for the driver and/or test operator Note: During a break, the powertrain shall be switched off. Distance driven in constant speed segment CSSM (km) Maximum total break (min) Up to 100 10 Up to 150 20 Up to 200 30 Up to 300 60 More than 300 Shall be based on the manufacturer’s recommendation ## 3.4.4.2.2 REESS current and voltage measurement From the beginning of the test until the break-off criterion is reached, the electric current of all REESSs and the electric voltage of all REESSs shall be determined according to Appendix 3 to this Sub-Annex. ## 3.4.4.2.3 Break-off criterion The break-off criterion is reached when the vehicle exceeds the prescribed speed trace tolerance as specified in paragraph 2.6.8.3. of Sub-Annex 6 for 4 consecutive seconds or more in the second constant speed segment CSSE. The accelerator control shall be deactivated. The vehicle shall be braked to a standstill within 60 seconds. ### Division 3.4.4.3: REESS charging and measuring the recharged electric energy ## 3.4.4.3.1 After coming to a standstill according to paragraph 3.4.4.1.3. of this Sub-Annex for the consecutive cycle Type 1 test procedure and in paragraph 3.4.4.2.3. of this Sub-Annex for the shortened Type 1 test procedure, the vehicle shall be connected to the mains within 120 minutes. The REESS is fully charged when the end-of-charge criterion, as defined in paragraph 2.2.3.2. of Appendix 4 to this Sub-Annex, is reached. ## 3.4.4.3.2 The energy measurement equipment, placed between the vehicle charger and the mains, shall measure the recharged electric energy EAC delivered from the mains as well as its duration. Electric energy measurement may be stopped when the end-of-charge criterion, as defined in paragraph 2.2.3.2. of Appendix 4 to this Sub-Annex, is reached. ## 3.5 NOVC-FCHVs The test sequence, described in paragraphs 3.5.1. to 3.5.3. inclusive of this Sub-Annex, as well as the corresponding REESS state of charge profile, is shown in Figure A8.App1/5 in Appendix 1 to this Sub-Annex. ## 3.5.1 Preconditioning and soaking Vehicles shall be conditioned and soaked according to paragraph 3.3.1. of this Sub-Annex. ### Division 3.5.2: Test conditions ## 3.5.2.1 Vehicles shall be tested under charge-sustaining operating conditions as defined in paragraph 3.3.6. of this Annex. ## 3.5.2.2 Selection of a driver-selectable mode For vehicles equipped with a driver-selectable mode, the mode for the charge-sustaining Type 1 test shall be selected according to paragraph 3. of Appendix 6 to this Sub-Annex. ### Division 3.5.3: Type 1 test procedure ## 3.5.3.1 Vehicles shall be tested according to the Type 1 test procedure described in Sub-Annex 6 and fuel consumption calculated according to Appendix 7 to this Sub-Annex. ## 3.5.3.2 If required, fuel consumption shall be corrected according to Appendix 2 to this Sub-Annex. ### Division 4: Calculations for hybrid electric, pure electric and compressed hydrogen fuel cell vehicles ### Division 4.1: Calculations of gaseous emission compounds, particulate matter emission and particle number emission ## 4.1.1 Charge-sustaining mass emission of gaseous emission compounds, particulate matter emission and particle number emission for OVC-HEVs and NOVC-HEVs The charge-sustaining particulate matter emission PMCS shall be calculated according to paragraph 3.3. of Sub-Annex 7. The charge-sustaining particle number emission PNCS shall be calculated according to paragraph 4. of Sub-Annex 7. ## 4.1.1.1 Stepwise procedure for calculating the final test results of the charge-sustaining Type 1 test for NOVC-HEVs and OVC-HEVs The results shall be calculated in the order described in Table A8/5. All applicable results in the column ‘Output’ shall be recorded. The column ‘Process’ describes the paragraphs to be used for calculation or contains additional calculations. For the purpose of this table, the following nomenclature within the equations and results is used: ccomplete applicable test cycle; pevery applicable cycle phase; iapplicable criteria emission component (except CO2); CScharge-sustaining CO2CO2 mass emission. Table A8/5 Calculation of final charge-sustaining gaseous emission values Source Input Process Output Step No. Sub-Annex 6 Raw test results Charge-sustaining mass emissions Paragraphs 3. to 3.2.2. of Sub-Annex 7. Mi,CS,p,1, g/km; MCO2,CS,p,1, g/km. 1 Output from step No. 1 of this table. Mi,CS,p,1, g/km; MCO2,CS,p,1, g/km. Calculation of combined charge-sustaining cycle values: Mi,CS,c,2=∑pMi,CS,p,1×dp∑pdpMCO2,CS,c,2=∑pMCO2,CS,p,1×dp∑pdpwhere: Mi,CS,c,2 is the charge-sustaining mass emission result over the total cycle; MCO2,CS,c,2 is the charge-sustaining CO2 mass emission result over the total cycle; dp are the driven distances of the cycle phases p. Mi,CS,c,2, g/km; MCO2,CS,c,2, g/km. 2 Output from steps Nos. 1 and 2 of this table. MCO2,CS,p,1, g/km; MCO2,CS,c,2, g/km. REESS electric energy change correction Paragraphs 4.1.1.2. to 4.1.1.5. of this Sub-Annex. MCO2,CS,p,3, g/km; MCO2,CS,c,3, g/km. 3 Output from steps Nos. 2 and 3 of this table. Mi,CS,c,2, g/km; MCO2,CS,c,3, g/km. Charge-sustaining mass emission correction for all vehicles equipped with periodically regenerating systems Ki in accordance with Sub-Annex 6, Appendix 1. Mi,CS,c,4 = Ki × Mi,CS,c,2 or Mi,CS,c,4 = Ki + Mi,CS,c,2 and MCO2,CS,c,4=KCO2,Ki×MCO2,CS,c,3or MCO2,CS,c,4=KCO2,Ki+MCO2,CS,c,3Additive offset or multiplicative factor to be used in accordance with Ki determination. If Ki is not applicable: Mi,CS,c,4 = Mi,CS,c,2 MCO2,CS,c,4 = MCO2,CS,c,3 Mi,CS,c,4, g/km; MCO2,CS,c,4, g/km. 4a Output from steps Nos. 3 and 4a of this table. MCO2,CS,p,3, g/km; MCO2,CS,c,3, g/km; MCO2,CS,c,4, g/km. If Ki is applicable, align CO2 phase values to combined cycle value: MCO2,CS,p,4 = MCO2,CS,p,3 × AFKi for every cycle phase p; where: AFKi=MCO2,CS,c,4MCO2,CS,c,3If Ki is not applicable: MCO2,CS,p,4 = MCO2,CS,p,3 MCO2,CS,p,4, g/km. 4b Output from step No. 4 of this table. Mi,CS,c,4, g/km; MCO2,CS,p,4, g/km; MCO2,CS,c,4, g/km; ATCT correction in accordance with paragraph 3.8.2. of Sub-Annex 6a. Deterioration factors calculated and applied in accordance with Annex VII. Mi,CS,c,5, g/km; MCO2,CS,c,5, g/km; MCO2,CS,p,5, g/km. 5 Result of a single test. Output from step No. 5 of this table. For every test: Mi,CS,c,5, g/km; MCO2,CS,c,5, g/km; MCO2,CS,p,5, g/km. Averaging of tests and declared value in accordance with paragraphs 1.2. to 1.2.3. of Sub-Annex 6. Mi,CS,c,6, g/km; MCO2,CS,c,6, g/km; MCO2,CS,p,6, g/km; MCO2,CS,c,declared, g/km. 6 Mi,CS results of a Type 1 test for a test vehicle. Output from step No. 6 of this table. MCO2,CS,c,6, g/km; MCO2,CS,p,6, g/km; MCO2,CS,c,declared, g/km. Alignment of phase values. Paragraph 1.2.4. of Sub-Annex 6, and: MCO2,CS,c,7 = MCO2,CS,c,declared MCO2,CS,c,7, g/km; MCO2,CS,p,7, g/km. 7 MCO2,CS results of a Type 1 test for a test vehicle. Output from steps Nos. 6 and 7 of this table. For each of the test vehicles H and L: Mi,CS,c,6, g/km; MCO2,CS,c,7, g/km; MCO2,CS,p,7, g/km. If in addition to a test vehicle H a test vehicle L and, if applicable vehicle M was also tested, the resulting criteria emission value shall be the highest of the two or, if applicable, three values and referred to as Mi,CS,c. In the case of the combined THC + NOx emissions, the highest value of the sum referring to either the vehicle H or vehicle L or, if applicable, vehicle M is to be declared. Otherwise, if no vehicle L or if applicable vehicle M was tested, Mi,CS,c = Mi,CS,c,6 For CO2 the values derived in step 7 of this Table shall be used. CO2 values shall be rounded to two decimal places. Mi,CS,c, g/km; MCO2,CS,c,H, g/km; MCO2,CS,p,H, g/km; If a vehicle L was tested: MCO2,CS,c,L, g/km; MCO2,CS,p,L, g/km; and, if applicable, a vehicle M was tested: MCO2,CS,c,M, g/km; MCO2,CS,p,M, g/km; 8 Interpolation family result. Final criteria emission result. Output from step No. 8 of this table. MCO2,CS,c,H, g/km; MCO2,CS,p,H, g/km; If a vehicle L was tested: MCO2,CS,c,L, g/km; MCO2,CS,p,L, g/km and, if applicable, a vehicle M was tested: MCO2,CS,c,M, g/km; MCO2,CS,p,M, g/km; CO2 mass emission calculation in accordance with paragraph 4.5.4.1. of this Sub-Annex for individual vehicles in an interpolation family. CO2 values shall be rounded in accordance with Table A8/2. MCO2,CS,c,ind, g/km; MCO2,CS,p,ind, g/km. 9 Result of an individual vehicle. Final CO2 result. ## 4.1.1.2 In the case that the correction according to paragraph 1.1.4. of Appendix 2 to this Sub-Annex was not applied, the following charge-sustaining CO2 mass emission shall be used: MCO2,CS=MCO2,CS,nb where: MCO2,CSis the charge-sustaining CO2 mass emission of the charge-sustaining Type 1 test according to Table A8/5, step no. 3, g/km; MCO2,CS,nbis the non-balanced charge-sustaining CO2 mass emission of the charge-sustaining Type 1 test, not corrected for the energy balance, determined according to Table A8/5, step no. 2, g/km. ## 4.1.1.3 If the correction of the charge-sustaining CO2 mass emission is required according to paragraph 1.1.3. of Appendix 2 to this Sub-Annex or in the case that the correction according to paragraph 1.1.4. of Appendix 2 to this Sub-Annex was applied, the CO2 mass emission correction coefficient shall be determined according to paragraph 2. of Appendix 2 to this Sub-Annex. The corrected charge-sustaining CO2 mass emission shall be determined using the following equation: MCO2,CS=MCO2,CS,nb− KCO2× ECDC,CS where: MCO2,CSis the charge-sustaining CO2 mass emission of the charge-sustaining Type 1 test according to Table A8/5, step No. 3, g/km; MCO2,CS,nbis the non-balanced CO2 mass emission of the charge-sustaining Type 1 test, not corrected for the energy balance, determined according to Table A8/5, step no. 2, g/km; ECDC,CSis the electric energy consumption of the charge-sustaining Type 1 test according to paragraph 4.3. of this Sub-Annex, Wh/km; KCO2is the CO2 mass emission correction coefficient according to paragraph 2.3.2. of Appendix 2 to this Sub-Annex, (g/km)/(Wh/km). ## 4.1.1.4 In the case that phase-specific CO2 mass emission correction coefficients have not been determined, the phase-specific CO2 mass emission shall be calculated using the following equation: MCO2,CS,p=MCO2,CS,nb,p− KCO2× ECDC,CS,p where: MCO2,CS,pis the charge-sustaining CO2 mass emission of phase p of the charge-sustaining Type 1 test in accordance with Table A8/5, step No. 3, g/km; MCO2,CS,nb,pis the non-balanced CO2 mass emission of phase p of the charge-sustaining Type 1 test, not corrected for the energy balance, determined in accordance with Table A8/5, step No. 1, g/km; ECDC,CS,pis the electric energy consumption of phase p of the charge-sustaining Type 1 test according to paragraph 4.3. of this Sub-Annex, Wh/km; KCO2is the CO2 mass emission correction coefficient according to paragraph 2.3.2. of Appendix 2 to this Sub-Annex, (g/km)/(Wh/km). ## 4.1.1.5 In the case that phase-specific CO2 mass emission correction coefficients have been determined, the phase-specific CO2 mass emission shall be calculated using the following equation: MCO2,CS,p=MCO2,CS,nb,p− KCO2,p× ECDC,CS,p where: MCO2,CS,pis the charge-sustaining CO2 mass emission of phase p of the charge-sustaining Type 1 test according to Table A8/5, step no. 3, g/km; MCO2,CS,nb,pis the non-balanced CO2 mass emission of phase p of the charge-sustaining Type 1 test, not corrected for the energy balance, determined in accordance with Table A8/5, step No. 1, g/km; ECDC,CS,pis the electric energy consumption of phase p of the charge-sustaining Type 1 test, determined according to paragraph 4.3. of this Sub-Annex, Wh/km; KCO2,pis the CO2 mass emission correction coefficient according to paragraph 2.3.2.2. of Appendix 2 to this Sub-Annex, (g/km)/(Wh/km); pis the index of the individual phase within the applicable WLTP test cycle. ## 4.1.2 Utility factor-weighted charge-depleting CO2 mass emission for OVC-HEVs The utility factor-weighted charge-depleting CO2 mass emission MCO2,CD shall be calculated using the following equation: MCO2,CD=∑kj= 1UFj× MCO2,CD,j∑kj= 1UFjwhere: MCO2,CDis the utility factor-weighted charge-depleting CO2 mass emission, g/km; MCO2,CD,jis the CO2 mass emission determined according to paragraph 3.2.1. of Sub-Annex 7 of phase j of the charge-depleting Type 1 test, g/km; UFjis the utility factor of phase j according to Appendix 5 of this Sub-Annex; jis the index number of the phase considered; kis the number of phases driven up to the end of the transition cycle according to paragraph 3.2.4.4. of this Sub-Annex. In the case that the interpolation method is applied, k shall be the number of phases driven up to the end of the transition cycle of vehicle L nveh_L. If the transition cycle number driven by vehicle H, nvehH, and, if applicable, by an individual vehicle within the vehicle interpolation family, nvehind, is lower than the transition cycle number driven by vehicle L, nveh_L, the confirmation cycle of vehicle H and, if applicable, an individual vehicle shall be included in the calculation. The CO2 mass emission of each phase of the confirmation cycle shall then be corrected to an electric energy consumption of zero ECDC,CD,j = 0 by using the CO2 correction coefficient in accordance with Appendix 2 of this Sub-Annex. ## 4.1.3 Utility factor-weighted mass emissions of gaseous compounds, particulate matter emission and particle number emission for OVC-HEVs. ## 4.1.3.1 The utility factor-weighted mass emission of gaseous compounds shall be calculated using the following equation: Mi,weighted=∑j= 1kUFj× Mi,CD,j+1−∑j= 1kUFj× Mi,CS where: Mi,weightedis the utility factor-weighted mass emission compound i, g/km; iis the index of the considered gaseous emission compound; UFjis the utility factor of phase j according to Appendix 5 of this Sub-Annex; Mi,CD,jis the mass emission of the gaseous emission compound i determined according to paragraph 3.2.1. of Sub-Annex 7 of phase j of the charge-depleting Type 1 test, g/km; Mi,CSis the charge-sustaining mass emission of gaseous emission compound i for the charge-sustaining Type 1 test according to Table A8/5, step no. 7, g/km; jis the index number of the phase considered; kis the number of phases driven until the end of the transition cycle according to paragraph 3.2.4.4. of this Sub-Annex. In the case that the interpolation method is applied for i = CO2, k shall be the number of phases driven up to the end of the transition cycle of vehicle L nveh_L. If the transition cycle number driven by vehicle H, nvehH, and, if applicable, by an individual vehicle within the vehicle interpolation family nvehind is lower than the transition cycle number driven by vehicle L, nveh_L, the confirmation cycle of vehicle H and, if applicable, an individual vehicle shall be included in the calculation. The CO2 mass emission of each phase of the confirmation cycle shall then be corrected to an electric energy consumption of zero ECDC,CD,j = 0 by using the CO2 correction coefficient in accordance with Appendix 2 of this Sub-Annex. ## 4.1.3.2 The utility factor-weighted particle number emission shall be calculated using the following equation: PNweighted=∑j= 1kUFj× PNCD,j+1−∑j= 1kUFj× PNCS where: PNweightedis the utility factor-weighted particle number emission, particles per kilometre; UFjis the utility factor of phase j according to Appendix 5 of this Sub-Annex; PNCD,jis the particle number emission during phase j determined according to paragraph 4. of Sub-Annex 7 for the charge-depleting Type 1 test, particles per kilometre; PNCSis the particle number emission determined according to paragraph 4.1.1. of this Sub-Annex for the charge-sustaining Type 1 test, particles per kilometre; jis the index number of the phase considered; kis the number of phases driven until the end of transition cycle n according to paragraph 3.2.4.4. of this Sub-Annex. ## 4.1.3.3 The utility factor-weighted particulate matter emission shall be calculated using the following equation: PMweighted=∑c= 1ncUFc× PMCD,c+1−∑c= 1ncUFc× PMCS where: PMweightedis the utility factor-weighted particulate matter emission, mg/km; UFcis the utility factor of cycle c according to Appendix 5 of this Sub-Annex; PMCD,cis the charge-depleting particulate matter emission during cycle c determined according to paragraph 3.3. of Sub-Annex 7 for the charge-depleting Type 1 test, mg/km; PMCSis the particulate matter emission of the charge-sustaining Type 1 test according to paragraph 4.1.1. of this Sub-Annex, mg/km; cis the index number of the cycle considered; ncis the number of applicable WLTP test cycles driven until the end of the transition cycle n according to paragraph 3.2.4.4. of this Sub-Annex. ### Division 4.2: Calculation of fuel consumption ### Division 4.2.1: Charge-sustaining fuel consumption for OVC-HEVs, NOVC-HEVs and NOVC-FCHVs ## 4.2.1.1 The charge-sustaining fuel consumption for OVC-HEVs and NOVC-HEVs shall be calculated stepwise according to Table A8/6. Table A8/6 Calculation of final charge-sustaining fuel consumption for OVC-HEVs, NOVC-HEVs Source Input Process Output Step no. Output from step no. 6 and 7 of Table A8/5 of this Sub-Annex. Mi,CS,c,6, g/km; MCO2,CS,c,7, g/km; MCO2,CS,p,7, g/km; Calculation of fuel consumption according to paragraph 6. of Sub-Annex 7. The calculation of fuel consumption shall be performed separately for the applicable cycle and its phases. For that purpose: (a)the applicable phase or cycle CO2 values shall be used; (b)the criteria emission over the complete cycle shall be used. FCCS,c,1, l/100 km; FCCS,p,1, l/100 km; 1 ‘FCCS results of a Type 1 test for a test vehicle’ Step no. 1 of this Table. For each of the test vehicles H and L: FCCS,c,1, l/100 km; FCCS,p,1, l/100 km; For FC the values derived in step no. 1 of this Table shall be used. FC values shall be rounded to three decimal places. FCCS,c,H, l/100 km; FCCS,p,H, l/100 km; and if a vehicle L was tested: FCCS,c,L, l/100 km; FCCS,p,L, l/100 km; 2 ‘interpolation family result’ final criteria emission result Step no. 2 of this Table. FCCS,c,H, l/100 km; FCCS,p,H, l/100 km; and if a vehicle L was tested: FCCS,c,L, l/100 km; FCCS,p,L, l/100 km; Fuel consumption calculation according to paragraph 4.5.5.1. of this Sub-Annex for individual vehicles in an interpolation family. FC values shall be rounded according to Table A8/2. FCCS,c,ind, l/100 km; FCCS,p,ind, l/100 km; 3 ‘result of an individual vehicle’ final FC result ### Division 4.2.1.2: Charge-sustaining fuel consumption for NOVC-FCHVs ## 4.2.1.2.1 Stepwise procedure for calculating the final test fuel consumption results of the charge-sustaining Type 1 test for NOVC-FCHVs The results shall be calculated in the order described in the Tables A8/7. All applicable results in the column ‘Output’ shall be recorded. The column ‘Process’ describes the paragraphs to be used for calculation or contains additional calculations. For the purpose of this table, the following nomenclature within the equations and results is used: ccomplete applicable test cycle; pevery applicable cycle phase; CScharge-sustaining Table A8/7 Calculation of final charge-sustaining fuel consumption for NOVC-FCHVs Source Input Process Output Step no. Appendix 7 of this Sub-Annex. Non-balanced charge-sustaining fuel consumption FCCS,nb,kg/100 km Charge-sustaining fuel consumption according to paragraph 2.2.6. of Appendix 7. to this Sub-Annex FCCS,c,1, kg/100 km; 1 Output from step no. 1 of this Table. FCCS,c,1, kg/100 km; REESS electric energy change correction Sub-Annex 8, paragraphs 4.2.1.2.2. to 4.2.1.2.3. inclusive of this Sub-Annex FCCS,c,2, kg/100 km; 2 Output from step No. 2 of this table. FCCS,c,2, kg/100 km. FCCS,c,3 = FCCS,c,2 FCCS,c,3, kg/100 km. 3 Result of a single test. Output from step No. 3 of this table. For every test: FCCS,c,3, kg/100 km. Averaging of tests and declared value according to paragraphs 1.2. to 1.2.3. inclusive of Sub-Annex 6. FCCS,c,4, kg/100 km. 4 Output from step no. 4 of this Table. FCCS,c,4, kg/100 km; FCCS,c,declared, kg/100 km Alignment of phase values. Sub-Annex 6, paragraph 1.1.2.4. And: FCCS,c5=FCCS,c,declared FCCS,c,5, kg/100 km; 5 ‘FCCSresults of a Type 1 test for a test vehicle’ ## 4.2.1.2.2 In the case that the correction according to paragraph 1.1.4. of Appendix 2 to this Sub-Annex was not applied, the following charge-sustaining fuel consumption shall be used: FCCS=FCCS,nbwhere: FCCSis the charge-sustaining fuel consumption of the charge-sustaining Type 1 test according to Table A8/7, step no. 2, kg/100 km; FCCS,nbis the non-balanced charge-sustaining fuel consumption of the charge-sustaining Type 1 test, not corrected for the energy balance, according to Table A8/7, step no. 1, kg/100 km. ## 4.2.1.2.3 If the correction of the fuel consumption is required according to paragraph 1.1.3. of Appendix 2 to this Sub-Annex or in the case that the correction according to paragraph 1.1.4. of Appendix 2 to this Sub-Annex was applied, the fuel consumption correction coefficient shall be determined according to paragraph 2. of Appendix 2 to this Sub-Annex. The corrected charge-sustaining fuel consumption shall be determined using the following equation: FCCS=FCCS,nb− Kfuel,FCHV× ECDC,CSwhere: FCCSis the charge-sustaining fuel consumption of the charge-sustaining Type 1 test according to Table A8/7, step no. 2, kg/100 km; FCCS,nbis the non-balanced fuel consumption of the charge-sustaining Type 1 test, not corrected for the energy balance, according to Table A8/7, step no. 1, kg/100 km; ECDC,CSis the electric energy consumption of the charge-sustaining Type 1 test according to paragraph 4.3. of this Sub-Annex, Wh/km; Kfuel,FCHVis the fuel consumption correction coefficient according to paragraph 2.3.1. of Appendix 2 to this Sub-Annex, (kg/100 km)/(Wh/km). ## 4.2.2 Utility factor-weighted charge-depleting fuel consumption for OVC-HEVs The utility factor-weighted charge-depleting fuel consumption FCCD shall be calculated using the following equation: FCCD=∑kj= 1UFj× FCCD,j∑kj= 1UFjwhere: FCCDis the utility factor weighted charge-depleting fuel consumption, l/100 km; FCCD,jis the fuel consumption for phase j of the charge-depleting Type 1 test, determined according to paragraph 6. of Sub-Annex 7, l/100 km; UFjis the utility factor of phase j according to Appendix 5 of this Sub-Annex; jis the index number of the phase considered; kis the number of phases driven up to the end of the transition cycle according to paragraph 3.2.4.4 of this Sub-Annex. In the case that the interpolation method is applied, k shall be the number of phases driven up to the end of the transition cycle of vehicle L nveh_L. If the transition cycle number driven by vehicle H, nvehH, and, if applicable, by an individual vehicle within the vehicle interpolation family, nvehind, is lower than the transition cycle number driven by vehicle L nveh_L the confirmation cycle of vehicle H and, if applicable, an individual vehicle shall be included in the calculation. The fuel consumption of each phase of the confirmation cycle shall be calculated in accordance with paragraph 6. of Sub-Annex 7 with the criteria emission over the complete confirmation cycle and the applicable CO2 phase value which shall be corrected to an electric energy consumption of zero, ECDC,CD,j = 0, by using the CO2 mass correction coefficient (KCO2) in accordance with Appendix 2 to this Sub-Annex. ## 4.2.3 Utility factor-weighted fuel consumption for OVC-HEVs The utility factor-weighted fuel consumption from the charge-depleting and charge-sustaining Type 1 test shall be calculated using the following equation: FCweighted=∑j= 1kUFj× FCCD,j+1−∑j= 1kUFj× FCCSwhere: FCweightedis the utility factor-weighted fuel consumption, l/100 km; UFjis the utility factor of phase j according to Appendix 5 of this Sub-Annex; FCCD,jis the fuel consumption of phase j of the charge-depleting Type 1 test, determined according to paragraph 6. of Sub-Annex 7, l/100 km; FCCSis the fuel consumption determined according to Table A8/6, step no. 1, l/100 km; jis the index number of the phase considered; kis the number of phases driven up to the end of the transition cycle according to paragraph 3.2.4.4. of this Sub-Annex. In the case that the interpolation method is applied, k shall be the number of phases driven up to the end of the transition cycle of vehicle L nveh_L. If the transition cycle number driven by vehicle H, nvehH, and, if applicable, by an individual vehicle within the vehicle interpolation family nvehind is lower than the transition cycle number driven by vehicle L, nveh_L, the confirmation cycle of vehicle H and, if applicable, an individual vehicle shall be included in the calculation. The fuel consumption of each phase of the confirmation cycle shall be calculated in accordance with paragraph 6. of Sub-Annex 7 with the criteria emission over the complete confirmation cycle and the applicable CO2 phase value which shall be corrected to an electric energy consumption of zero ECDC,CD,j = 0 by using the CO2 mass correction coefficient (KCO2) in accordance with Appendix 2 to this Sub-Annex. ## 4.3 Calculation of electric energy consumption For the determination of the electric energy consumption based on the current and voltage determined according to Appendix 3 of this Sub-Annex, the following equations shall be used: ECDC,j=ΔEREESS,jdjwhere: ECDC,jis the electric energy consumption over the considered period j based on the REESS depletion, Wh/km; ΔEREESS,jis the electric energy change of all REESSs during the considered period j, Wh; djis the distance driven in the considered period j, km; and ΔEREESS,j=∑j= 1nΔEREESS,j,iwhere: ΔEREESS,j,iis the electric energy change of REESS i during the considered period j, Wh; and ΔEREESS,j,i=13600×∫t0tendUtREESS,j,i× Itj,i dtwhere: U(t)REESS,j,iis the voltage of REESS i during the considered period j determined according to Appendix 3 to this Sub-Annex, V; t0is the time at the beginning of the considered period j, s; tendis the time at the end of the considered period j, s; I(t)j,iis the electric current of REESS i during the considered period j determined according to Appendix 3 to this Sub-Annex, A; iis the index number of the considered REESS; nis the total number of REESS; jis the index for the considered period, where a period can be any combination of phases or cycles; 13600is the conversion factor from Ws to Wh. ## 4.3.1 Utility factor-weighted charge-depleting electric energy consumption based on the recharged electric energy from the mains for OVC-HEVs The utility factor-weighted charge-depleting electric energy consumption based on the recharged electric energy from the mains shall be calculated using the following equation: ECAC,CD=∑kj=1UFj×ECAC,CD,j∑kj=1UFj where: ECAC,CDis the utility factor-weighted charge-depleting electric energy consumption based on the recharged electric energy from the mains, Wh/km; UFjis the utility factor of phase j in accordance with Appendix 5 to this Sub-Annex; ECAC,CD,jis the electric energy consumption based on the recharged electric energy from the mains of phase j, Wh/km; and ECAC,CD,j=ECDC,CD,j×EAC∑kj=1ΔEREESS,j where: ECDC,CD,jis the electric energy consumption based on the REESS depletion of phase j of the charge-depleting Test 1 in accordance with paragraph 4.3. of this Sub-Annex, Wh/km; EACis the recharged electric energy from the mains determined in accordance with paragraph 3.2.4.6. of this Sub-Annex, Wh; ΔEREESS,jis the electric energy change of all REESSs of phase j in accordance with paragraph 4.3. of this Sub-Annex, Wh; jis the index number for the considered phase; kis the number of phases driven up to the end of the transition cycle in accordance with paragraph 3.2.4.4. of this Sub-Annex. In the case that the interpolation method is applied, k is the number of phases driven up to the end of the transition cycle of L, nveh_L. ## 4.3.2 Utility factor-weighted electric energy consumption based on the recharged electric energy from the mains for OVC-HEVs The utility factor-weighted electric energy consumption based on the recharged electric energy from the mains shall be calculated using the following equation: ECAC,weighted=∑j= 1kUFj× ECAC,CD,jwhere: ECAC,weightedis the utility factor-weighted electric energy consumption based on the recharged electric energy from the mains, Wh/km; UFjis the utility factor of phase j according to Appendix 5 of this Sub-Annex; ECAC,CD,jis the electric energy consumption based on the recharged electric energy from the mains of phase j according to paragraph 4.3.1. of this Sub-Annex, Wh/km; jis the index number of the phase considered; kis the number of phases driven up to the end of the transition cycle in accordance with paragraph 3.2.4.4. of this Sub-Annex. in the case that the interpolation method is applied, k is the number of phases driven up to the end of the transition cycle of vehicle L, nveh_L. ### Division 4.3.3: Electric energy consumption for OVC-HEVs ## 4.3.3.1 Determination of cycle-specific electric energy consumption The electric energy consumption based on the recharged electric energy from the mains and the equivalent all-electric range shall be calculated using the following equation: EC=EACEAERwhere: ECis the electric energy consumption of the applicable WLTP test cycle based on the recharged electric energy from the mains and the equivalent all-electric range, Wh/km; EACis the recharged electric energy from the mains according to paragraph 3.2.4.6. of this Sub-Annex, Wh; EAERis the equivalent all-electric range according to paragraph 4.4.4.1. of this Sub-Annex, km. ## 4.3.3.2 Determination of phase-specific electric energy consumption The phase-specific electric energy consumption based on the recharged electric energy from the mains and the phase-specific equivalent all-electric range shall be calculated using the following equation: ECp=EACEAERpwhere: ECPis the phase-specific electric energy consumption based on the recharged electric energy from the mains and the equivalent all-electric range, Wh/km; EACis the recharged electric energy from the mains according to paragraph 3.2.4.6. of this Sub-Annex, Wh; EAERPis the phase-specific equivalent all-electric range according to paragraph 4.4.4.2. of this Sub-Annex, km. ### Division 4.3.4: Electric energy consumption of PEVs ## 4.3.4.1 The electric energy consumption determined in this paragraph shall be calculated only if the vehicle was able to follow the applicable test cycle within the speed trace tolerances in accordance with paragraph 2.6.8.3. of Sub-Annex 6 during the entire considered period. ## 4.3.4.2 Electric energy consumption determination of the applicable WLTP test cycle The electric energy consumption of the applicable WLTP test cycle based on the recharged electric energy from the mains and the pure electric range shall be calculated using the following equation: ECWLTC=EACPERWLTCwhere: ECWLTCis the electric energy consumption of the applicable WLTP test cycle based on the recharged electric energy from the mains and the pure electric range for the applicable WLTP test cycle, Wh/km; EACis the recharged electric energy from the mains according to paragraph 3.4.4.3. of this Sub-Annex, Wh; PERWLTCis the pure electric range for the applicable WLTP test cycle as calculated according to paragraph 4.4.2.1.1. or paragraph 4.4.2.2.1. of this Sub-Annex, depending on the PEV test procedure that must be used, km. ## 4.3.4.3 Electric energy consumption determination of the applicable WLTP city test cycle The electric energy consumption of the applicable WLTP city test cycle based on the recharged electric energy from the mains and the pure electric range for the applicable WLTP city test cycle shall be calculated using the following equation: ECcity=EACPERcitywhere: ECcityis the electric energy consumption of the applicable WLTP city test cycle based on the recharged electric energy from the mains and the pure electric range for the applicable WLTP city test cycle, Wh/km; EACis the recharged electric energy from the mains according to paragraph 3.4.4.3. of this Sub-Annex, Wh; PERcityis the pure electric range for the applicable WLTP city test cycle as calculated according to paragraph 4.4.2.1.2. or paragraph 4.4.2.2.2. of this Sub-Annex, depending on the PEV test procedure that must be used, km. ## 4.3.4.4 Electric energy consumption determination of the phase-specific values The electric energy consumption of each individual phase based on the recharged electric energy from the mains and the phase-specific pure electric range shall be calculated using the following equation: ECp=EACPERpwhere: ECpis the electric energy consumption of each individual phase p based on the recharged electric energy from the mains and the phase-specific pure electric range, Wh/km EACis the recharged electric energy from the mains according to paragraph 3.4.4.3. of this Sub-Annex, Wh; PERpis the phase-specific pure electric range as calculated according to paragraph 4.4.2.1.3. or paragraph 4.4.2.2.3. of this Sub-Annex, depending on the PEV test procedure used, km. ### Division 4.4: Calculation of electric ranges ### Division 4.4.1: All-electric ranges AER and AERcity for OVC-HEVs ## 4.4.1.1 All-electric range AER The all-electric range AER for OVC-HEVs shall be determined from the charge-depleting Type 1 test described in paragraph 3.2.4.3. of this Sub-Annex as part of the Option 1 test sequence and is referenced in paragraph 3.2.6.1. of this Sub-Annex as part of the Option 3 test sequence by driving the applicable WLTP test cycle according to paragraph 1.4.2.1. of this Sub-Annex. The AER is defined as the distance driven from the beginning of the charge-depleting Type 1 test to the point in time where the combustion engine starts consuming fuel. ### Division 4.4.1.2: All-electric range city AERcity ## 4.4.1.2.1 The all-electric range city AERcity for OVC-HEVs shall be determined from the charge-depleting Type 1 test described in paragraph 3.2.4.3. of this Sub-Annex as part of the Option 1 test sequence and is referenced in paragraph 3.2.6.1. of this Sub-Annex as part of the Option 3 test sequence by driving the applicable WLTP city test cycle according to paragraph 1.4.2.2. of this Sub-Annex. The AERcity is defined as the distance driven from the beginning of the charge-depleting Type 1 test to the point in time where the combustion engine starts consuming fuel. ## 4.4.1.2.2 As an alternative to paragraph 4.4.1.2.1. of this Sub-Annex, the all-electric range city AERcity may be determined from the charge-depleting Type 1 test described in paragraph 3.2.4.3. of this Sub-Annex by driving the applicable WLTP test cycles according to paragraph 1.4.2.1. of this Sub-Annex. In that case, the charge-depleting Type 1 test by driving the applicable WLTP city test cycle shall be omitted and the all-electric range city AERcity shall be calculated using the following equation: AERcity=UBEcityECDC,city where: UBEcityis the usable REESS energy determined from the beginning of the charge-depleting Type 1 test described in paragraph 3.2.4.3. of this Sub-Annex by driving applicable WLTP test cycles until the point in time where the combustion engine starts consuming fuel, Wh; ECDC,cityis the weighted electric energy consumption of the pure electrically driven applicable WLTP city test cycles of the charge-depleting Type 1 test described in paragraph 3.2.4.3. of this Sub-Annex by driving applicable WLTP test cycle(s), Wh/km; and UBEcity=∑k+1j=1ΔEREESS,j where: ΔEREESS,jis the electric energy change of all REESSs during phase j, Wh; jis the index number of the considered phase; k + 1is the number of the phases driven from the beginning of the test until the point in time when the combustion engine starts consuming fuel; and ECDC,city=∑j= 1ncity,peECDC,city,j× Kcity,j where: ECDC,city,jis the electric energy consumption for the jth pure electrically driven WLTP city test cycle of the charge-depleting Type 1 test according to paragraph 3.2.4.3. of this Sub-Annex by driving applicable WLTP test cycles, Wh/km; Kcity,jis the weighting factor for the jth pure electrically driven applicable WLTP city test cycle of the charge-depleting Type 1 test according to paragraph 3.2.4.3. of this Sub-Annex by driving applicable WLTP test cycles; jis the index number of the pure electrically driven applicable WLTP city test cycle considered; ncity,peis the number of pure electrically driven applicable WLTP city test cycles; and Kcity,1=ΔEREESS,city,1UBEcity where: ΔEREESS,city,1 is the electric energy change of all REESSs during the first applicable WLTP city test cycle of the charge-depleting Type 1 test, Wh; and Kcity,j=1− Kcity,1ncity,pe− 1 for j= 2 to ncity,pe× ## 4.4.2 Pure electric range for PEVs The ranges determined in this paragraph shall only be calculated if the vehicle was able to follow the applicable WLTP test cycle within the speed trace tolerances in accordance with paragraph 2.6.8.3. of Sub-Annex 6 during the entire considered period. ### Division 4.4.2.1: Determination of the pure electric ranges when the shortened Type 1 test procedure is applied ## 4.4.2.1.1 The pure -electric range for the applicable WLTP test cycle PERWLTC for PEVs shall be calculated from the shortened Type 1 test as described in paragraph 3.4.4.2. of this Sub-Annex using the following equations: PERWLTC=UBESTPECDC,WLTC where: UBESTPis the usable REESS energy determined from the beginning of the shortened Type 1 test procedure until the break-off criterion as defined in paragraph 3.4.4.2.3. of this Sub-Annex is reached, Wh; ECDC,WLTCis the weighted electric energy consumption for the applicable WLTP test cycle of DS1 and DS2 of the shortened Type 1 test procedure Type 1 test, Wh/km; and UBESTP=ΔEREESS,DS1+ ΔEREESS,DS2+ ΔEREESS,CSSM+ ΔEREESS,CCSE where: ΔEREESS,DS1is the electric energy change of all REESSs during DS1 of the shortened Type 1 test procedure, Wh; ΔEREESS,DS2is the electric energy change of all REESSs during DS2 of the shortened Type 1 test procedure, Wh; ΔEREESS,CSSMis the electric energy change of all REESSs during CSSM of the shortened Type 1 test procedure, Wh; ΔEREESS,CSSEis the electric energy change of all REESSs during CSSE of the shortened Type 1 test procedure, Wh; and ECDC,WLTC=∑j= 12ECDC,WLTC,j× KWLTC,j where: ECDC,WLTC,jis the electric energy consumption for the applicable WLTP test cycle of DSj of the shortened Type 1 test procedure according to paragraph 4.3. of this Sub-Annex, Wh/km; kWLTC,jis the weighting factor for the applicable WLTP test cycle of DSj of the shortened Type 1 test procedure; and KWLTC,1=ΔEREESS,WLTC,1UBESTP and KWLTC,2= 1− KWLTC,1 where: KWLTC,jis the weighting factor for the applicable WLTP test cycle of DSj of the shortened Type 1 test procedure; ΔEREESS,WLTC,1is the electric energy change of all REESSs during the applicable WLTP test cycle from DS1 of the shortened Type 1 test procedure, Wh; ## 4.4.2.1.2 The pure electric range for the applicable WLTP city test cycle PERcity for PEVs shall be calculated from the shortened Type 1 test procedure as described in paragraph 3.4.4.2. of this Sub-Annex using the following equations: PERcity=UBESTPECDC,city where: UBESTPis the usable REESS energy according to paragraph 4.4.2.1.1. of this Sub-Annex, Wh; ECDC,cityis the weighted electric energy consumption for the applicable WLTP city test cycle of DS1 and DS2 of the shortened Type 1 test procedure, Wh/km; and ECDC,city=∑j= 14 ECDC,city,j× Kcity,j where: ECDC,city,jis the electric energy consumption for the applicable WLTP city test cycle where the first applicable WLTP city test cycle of DS1 is indicated as j = 1, the second applicable WLTP city test cycle of DS1 is indicated as j = 2, the first applicable WLTP city test cycle of DS2 is indicated as j = 3 and the second applicable WLTP city test cycle of DS2 is indicated as j = 4 of the shortened Type 1 test procedure according to paragraph 4.3. of this Sub-Annex, Wh/km; Kcity,jis the weighting factor for the applicable WLTP city test cycle where the first applicable WLTP city test cycle of DS1 is indicated as j = 1, the second applicable WLTP city test cycle of DS1 is indicated as j = 2, the first applicable WLTP city test cycle of DS2 is indicated as j = 3 and the second applicable WLTP city test cycle of DS2 is indicated as j = 4, and Kcity,1=ΔEREESS,city,1UBESTPand Kcity,j=1− Kcity,13 for j= 2 ... 4 where: ΔEREESS,city,1is the energy change of all REESSs during the first applicable WLTP city test cycle of DS1 of the shortened Type 1 test procedure, Wh; ## 4.4.2.1.3 The phase-specific pure electric-range PERp for PEVs shall be calculated from the Type 1 test as described in paragraph 3.4.4.2. of this Sub-Annex by using the following equations: PERp=UBESTPECDC,p where: UBESTPis the usable REESS energy in accordance with paragraph 4.4.2.1.1. of this Sub-Annex, Wh; ECDC,pis the weighted electric energy consumption for each individual phase of DS1 and DS2 of the shortened Type 1 test procedure, Wh/km; In the case that phase p = low and phase p = medium, the following equations shall be used: ECDC,p=∑j= 14 ECDC,p,j× Kp,j where: ECDC,p,jis the electric energy consumption for phase p where the first phase p of DS1 is indicated as j = 1, the second phase p of DS1 is indicated as j = 2, the first phase p of DS2 is indicated as j = 3 and the second phase p of DS2 is indicated as j = 4 of the shortened Type 1 test procedure according to paragraph 4.3. of this Sub-Annex, Wh/km; Kp,jis the weighting factor for phase p where the first phase p of DS1 is indicated as j = 1, the second phase p of DS1 is indicated as j = 2, the first phase p of DS2 is indicated as j = 3, and the second phase p of DS2 is indicated as j = 4 of the shortened Type 1 test procedure; and Kp,1=ΔEREESS,p,1UBESTPand Kp,j=1− Kp,13 for j= 2 ... 4 where: ΔEREESS,p,1is the energy change of all REESSs during the first phase p of DS1 of the shortened Type 1 test procedure, Wh. In the case that phase p = high and phase p = extraHigh, the following equations shall be used: ECDC,p=∑j= 12 ECDC,p,j× Kp,j where: ECDC,p,jis the electric energy consumption for phase p of DSj of the shortened Type 1 test procedure according to paragraph 4.3. of this Sub-Annex, Wh/km; kp,jis the weighting factor for phase p of DSj of the shortened Type 1 test procedure and Kp,1=ΔEREESS,p,1UBESTP and Kp,2= 1− Kp,1 where: ΔEREESS,p,1is the electric energy change of all REESSs during the first phase p of DS1 of the shortened Type 1 test procedure, Wh. ### Division 4.4.2.2: Determination of the pure electric ranges when the consecutive cycle Type 1 test procedure is applied ## 4.4.2.2.1 The pure electric range for the applicable WLTP test cycle PERWLTP for PEVs shall be calculated from the Type 1 test as described in paragraph 3.4.4.1. of this Sub-Annex using the following equations: PERWLTC=UBECCPECDC,WLTC where: UBECCPis the usable REESS energy determined from the beginning of the consecutive cycle Type 1 test procedure until the break-off criterion according to paragraph 3.4.4.1.3. of this Sub-Annex is reached, Wh; ECDC,WLTCis the electric energy consumption for the applicable WLTP test cycle determined from completely driven applicable WLTP test cycles of the consecutive cycle Type 1 test procedure, Wh/km; and UBECCP=∑kj= 1 ΔEREESS,j where: ΔEREESS,jis the electric energy change of all REESSs during phase j of the consecutive cycle Type 1 test procedure, Wh; jis the index number of the phase considered; kis the number of phases driven from the beginning up to and including the phase where the break-off criterion is reached; and ECDC,WLTC=∑nWLTCj= 1 ECDC,WLTC,j× KWLTC,j where: ECDC,WLTC,jis the electric energy consumption for the applicable WLTP test cycle j of the consecutive cycle Type 1 test procedure according to paragraph 4.3. of this Sub-Annex, Wh/km; KWLTC,jis the weighting factor for the applicable WLTP test cycle j of the consecutive cycle Type 1 test procedure; jis the index number of the applicable WLTP test cycle; nWLTCis the whole number of complete applicable WLTP test cycles driven; and KWLTC,1=ΔEREESS,WLTC,1UBECCP and KWLTC,j=1− KWLTC,1nWLTC− 1 for j=2 … nWLTC where: ΔEREESS,WLTC,1is the electric energy change of all REESSs during the first applicable WLTP test cycle of the consecutive Type 1 test cycle procedure, Wh. ## 4.4.2.2.2 The pure electric range for the WLTP city test cycle PERcity for PEVs shall be calculated from the Type 1 test as described in paragraph 3.4.4.1. of this Sub-Annex using the following equations: PERcity=UBECCPECDC,city where: UBECCPis the usable REESS energy according to paragraph 4.4.2.2.1. of this Sub-Annex, Wh; ECDC,cityis the electric energy consumption for the applicable WLTP city test cycle determined from completely driven applicable WLTP city test cycles of the consecutive cycle Type 1 test procedure, Wh/km; and ECDC,city=∑n cityj= 1ECDC,city,j×Kcity,j where: ECDC,city,jis the electric energy consumption for the applicable WLTP city test cycle j of the consecutive cycle Type 1 test procedure according to paragraph 4.3. of this Sub-Annex, Wh/km; Kcity,jis the weighting factor for the applicable WLTP city test cycle j of the consecutive cycle Type 1 test procedure; jis the index number of the applicable WLTP city test cycle; ncityis the whole number of complete applicable WLTP city test cycles driven; and Kcity,1=ΔEREESS,city,1UBECCP and Kcity,j=1− Kcity,1ncity− 1 for j=2 … ncity where: ΔEREESS,city,1is the electric energy change of all REESSs during the first applicable WLTP city test cycle of the consecutive cycle Type 1 test procedure, Wh. ## 4.4.2.2.3 The phase-specific pure electric-range PERp for PEVs shall be calculated from the Type 1 test as described in paragraph 3.4.4.1. of this Sub-Annex using the following equations: PERp=UBECCPECDC,p where: UBECCPis the usable REESS energy according to paragraph 4.4.2.2.1. of this Sub-Annex, Wh; ECDC,pis the electric energy consumption for the considered phase p determined from completely driven phases p of the consecutive cycle Type 1 test procedure, Wh/km; and ECDC,p=∑j= 1n pECDC,p,j× Kp,j where: ECDC,p,jis the jth electric energy consumption for the considered phase p of the consecutive cycle Type 1 test procedure according to paragraph 4.3. of this Sub-Annex, Wh/km; kp,jis the jth weighting factor for the considered phase p of the consecutive cycle Type 1 test procedure; jis the index number of the considered phase p; npis the whole number of complete WLTC phases p driven; and Kp,1=ΔEREESS,p,1UBECCP and Kp,j=1− Kp,1np− 1 for j=2 … np where: ΔEREESS,p,1is the electric energy change of all REESSs during the first driven phase p during the consecutive cycle Type 1 test procedure, Wh. ## 4.4.3 Charge-depleting cycle range for OVC-HEVs The charge-depleting cycle range RCDC shall be determined from the charge-depleting Type 1 test described in paragraph 3.2.4.3. of this Sub-Annex as part of the Option 1 test sequence and is referenced in paragraph 3.2.6.1. of this Sub-Annex as part of the Option 3 test sequence. The RCDC is the distance driven from the beginning of the charge-depleting Type 1 test to the end of the transition cycle according to paragraph 3.2.4.4 of this Sub-Annex. ### Division 4.4.4: Equivalent all-electric range for OVC-HEVs ## 4.4.4.1 Determination of cycle-specific equivalent all-electric range The cycle-specific equivalent all-electric range shall be calculated using the following equation: EAER=MCO2,CS− MCO2,CD,avgMCO2,CS×RCDC where: EAERis the cycle-specific equivalent all-electric range, km; MCO2,CSis the charge-sustaining CO2 mass emission according to Table A8/5, step no. 7, g/km; MCO2,CD,avgis the arithmetic average charge-depleting CO2 mass emission according to the equation below, g/km; RCDCis the charge-depleting cycle range according to paragraph 4.4.2. of this Sub-Annex, km; and MCO2,CD,avg=∑kj= 1MCO2,CD,j× dj∑kj= 1 dj where: MCO2,CD,avgis the arithmetic average charge-depleting CO2 mass emission, g/km; MCO2,CD,jis the CO2 mass emission determined according to paragraph 3.2.1. of Sub-Annex 7 of phase j of the charge-depleting Type 1 test, g/km; djis the distance driven in phase j of the charge-depleting Type 1 test, km; jis the index number of the considered phase; kis the number of phases driven up to the end of the transition cycle n according to paragraph 3.2.4.4 of this Sub-Annex. ## 4.4.4.2 Determination of the phase-specific and city equivalent all-electric range The phase-specific and city equivalent all-electric range shall be calculated using the following equation: EAERp=MCO2,CS,p−MCO2,CD,avg,pMCO2,CS,p×∑kj=1ΔEREESS,jECDC,CD,p where: EAERpis the equivalent all-electric range for the considered period p, km; MCO2,CS,pis the phase-specific CO2 mass emission from the charge-sustaining Type 1 test for the considered period p according to Table A8/5, step no. 7, g/km; ΔEREESS,jare the electric energy changes of all REESSs during the considered phase j, Wh; ECDC,CD,pis the electric energy consumption over the considered period p based on the REESS depletion, Wh/km; jis the index number of the considered phase; kis the number of phases driven up to the end of the transition cycle n according to paragraph 3.2.4.4 of this Sub-Annex; and MCO2,CD,avg,p=∑ncc=1MCO2,CD,p,c×dp,c∑ncc=1dp,c where: MCO2,CD,avg,pis the arithmetic average charge-depleting CO2 mass emission for the considered period p, g/km; MCO2,CD,p,cis the CO2 mass emission determined according to paragraph 3.2.1. of Sub-Annex 7 of period p in cycle c of the charge-depleting Type 1 test, g/km; dp,cis the distance driven in the considered period p of cycle c of the charge-depleting Type 1 test, km; cis the index number of the considered applicable WLTP test cycle; pis the index of the individual period within the applicable WLTP test cycle; ncis the number of applicable WLTP test cycles driven up to the end of the transition cycle n according to paragraph 3.2.4.4. of this Sub-Annex; and ECDC,CD,p=∑ncc=1ECDC,CD,p,c×dp,c∑ncc=1dp,c where: ECDC,CD,pis the electric energy consumption of the considered period p based on the REESS depletion of the charge-depleting Type 1 test, Wh/km; ECDC,CD,p,cis the electric energy consumption of the considered period p of cycle c based on the REESS depletion of the charge-depleting Type 1 test according to paragraph 4.3. of this Sub-Annex, Wh/km; dp,cis the distance driven in the considered period p of cycle c of the charge-depleting Type 1 test, km; cis the index number of the considered applicable WLTP test cycle; pis the index of the individual period within the applicable WLTP test cycle; ncis the number of applicable WLTP test cycles driven up to the end of the transition cycle n according to paragraph 3.2.4.4. of this Sub-Annex. The considered phase values shall be the low-phase, medium-phase, high-phase, extra high-phase, and the city driving cycle. ## 4.4.5 Actual charge-depleting range for OVC-HEVs The actual charge-depleting range shall be calculated using the following equation: RCDA=∑c= 1n− 1 dc+MCO2,CS− MCO2,n,cycleMCO2,CS− MCO2,CD,avg,n− 1× dn where: RCDAis the actual charge-depleting range, km; MCO2,CSis the charge-sustaining CO2 mass emission according to Table A8/5, step no. 7, g/km; MCO2,n,cycleis the CO2 mass emission of the applicable WLTP test cycle n of the charge-depleting Type 1 test, g/km; MCO2,CD,avg,n–1is the arithmetic average CO2 mass emission of the charge-depleting Type 1 test from the beginning up to and including the applicable WLTP test cycle (n-1), g/km; dcis the distance driven in the applicable WLTP test cycle c of the charge-depleting Type 1 test, km; dnis the distance driven in the applicable WLTP test cycle n of the charge-depleting Type 1 test, km; cis the index number of the considered applicable WLTP test cycle; nis the number of applicable WLTP test cycles driven including the transition cycle according to paragraph 3.2.4.4. of this Sub-Annex; and MCO2,CD,avg,n− 1=∑n− 1c= 1MCO2,CD,c× dc∑n− 1c= 1 dc where: MCO2,CD,avg,n–1is the arithmetic average CO2 mass emission of the charge-depleting Type 1 test from the beginning up to and including the applicable WLTP test cycle (n-1), g/km; MCO2,CD,cis the CO2 mass emission determined according to paragraph 3.2.1. of Sub-Annex 7 of the applicable WLTP test cycle c of the charge-depleting Type 1 test, g/km; dcis the distance driven in the applicable WLTP test cycle c of the charge-depleting Type 1 test, km; cis the index number of the considered applicable WLTP test cycle; nis the number of applicable WLTP test cycles driven including the transition cycle according to paragraph 3.2.4.4 of this Sub-Annex; ### Division 4.5: Interpolation of individual vehicle values ## 4.5.1 Interpolation range for NOVC-HEVs and OVC-HEVs The interpolation method shall only be used if the difference in charge-sustaining CO2 mass emission, MCO2,CS, according to Table A8/5, step no. 8 between test vehicles L and H is between a minimum of 5 g/km and a maximum of 20 per cent plus 5 g/km of the charge-sustaining CO2 mass emission, MCO2,CS, according to Table A8/5, step no. 8 for vehicle H, but at least 15 g/km and not exceeding 20 g/km. At the request of the manufacturer and with approval of the approval authority, the application of the interpolation method on individual vehicle values within a family may be extended if the maximum extrapolation is not more than 3 g/km above the charge-sustaining CO2 mass emission of vehicle H and/or is not more than 3 g/km below the charge-sustaining CO2 mass emission of vehicle L. This extension is valid only within the absolute boundaries of the interpolation range specified in this paragraph. The maximum absolute boundary of 20 g/km charge-sustaining CO2 mass emission difference between vehicle L and vehicle H or 20 per cent of the charge-sustaining CO2 mass emission for vehicle H, whichever is smaller, may be extended by 10 g/km if a vehicle M is tested. Vehicle M is a vehicle within the interpolation family with a cycle energy demand within ± 10 per cent of the arithmetic average of vehicles L and H. The linearity of charge-sustaining CO2 mass emission for vehicle M shall be verified against the linear interpolated charge-sustaining CO2 mass emission between vehicle L and H. The linearity criterion for vehicle M shall be considered fulfilled if the difference between the charge-sustaining CO2 mass emission of vehicle M derived from the measurement and the interpolated charge-sustaining CO2 mass emission between vehicle L and H is below 1 g/km. If this difference is greater, the linearity criterion shall be considered to be fulfilled if this difference is 3 g/km or 3 per cent of the interpolated charge-sustaining CO2 mass emission for vehicle M, whichever is smaller. If the linearity criterion is fulfilled, the interpolation method shall be applicable for all individual vehicles between vehicles L and H within the interpolation family. If the linearity criterion is not fulfilled, the interpolation family shall be split into two sub-families for vehicles with a cycle energy demand between vehicles L and M, and vehicles with a cycle energy demand between vehicles M and H. For vehicles with a cycle energy demand between that of vehicles L and M, each parameter of vehicle H necessary for the application of the interpolation method on individual OVC-HEV and NOVC-HEV values, shall be substituted by the corresponding parameter of vehicle M. For vehicles with a cycle energy demand between that of vehicles M and H, each parameter of vehicle L that is necessary for the application of the interpolation method on individual OVC-HEV and NOVC-HEV values shall be substituted by the corresponding parameter of vehicle M. ## 4.5.2 Calculation of energy demand per period The energy demand Ek,p and distance driven dc,p per period p applicable for individual vehicles in the interpolation family shall be calculated according to the procedure in paragraph 5. of Sub-Annex 7, for the sets k of road load coefficients and masses according to paragraph 3.2.3.2.3. of Sub-Annex 7. ## 4.5.3 Calculation of the interpolation coefficient for individual vehicles Kind,p The interpolation coefficient Kind,p per period shall be calculated for each considered period p using the following equation: Kind,p=E3,p− E1,pE2,p− E1,p where: Kind,pis the interpolation coefficient for the considered individual vehicle for period p; E1,pis the energy demand for the considered period for vehicle L in accordance with paragraph 5. of Sub-Annex 7, Ws; E2,pis the energy demand for the considered period for vehicle H in accordance with paragraph 5. of Sub-Annex 7, Ws; 3,pis the energy demand for the considered period for the individual vehicle in accordance with paragraph 5. of Sub-Annex 7, Ws; pis the index of the individual period within the applicable test cycle. In the case that the considered period p is the applicable WLTP test cycle, Kind,p is named Kind. ### Division 4.5.4: Interpolation of the CO2 mass emission for individual vehicles ## 4.5.4.1 Individual charge-sustaining CO2 mass emission for OVC-HEVs and NOVC-HEVs The charge-sustaining CO2 mass emission for an individual vehicle shall be calculated using the following equation: MCO2–ind,CS,p=MCO2–L,CS,p+ Kind,d×MCO2–H,CS,p− MCO2–L,CS,p where: MCO2–ind,CS,pis the charge-sustaining CO2 mass emission for an individual vehicle of the considered period p according to Table A8/5, step no. 9, g/km; MCO2–L,CS,pis the charge-sustaining CO2 mass emission for vehicle L of the considered period p according to Table A8/5, step no. 8, g/km; MCO2–H,CS,pis the charge-sustaining CO2 mass emission for vehicle H of the considered period p according to Table A8/5, step no. 8, g/km; Kind,dis the interpolation coefficient for the considered individual vehicle for period p; pis the index of the individual period within the applicable WLTP test cycle. The considered periods shall be the low phase, medium phase, high phase, extra high phase, and the applicable WLTP test cycle. ## 4.5.4.2 Individual utility factor-weighted charge-depleting CO2 mass emission for OVC-HEVs The utility factor-weighted charge-depleting CO2 mass emission for an individual vehicle shall be calculated using the following equation: MCO2–ind,CD=MCO2–L,CD+ Kind×MCO2–H,CD− MCO2–L,CD where: MCO2–ind,CDis the utility factor-weighted charge-depleting CO2 mass emission for an individual vehicle, g/km; MCO2–L,CDis the utility factor-weighted charge-depleting CO2 mass emission for vehicle L, g/km; MCO2–H,CDis the utility factor-weighted charge-depleting CO2 mass emission for vehicle H, g/km; Kindis the interpolation coefficient for the considered individual vehicle for the applicable WLTP test cycle. ## 4.5.4.3 Individual utility factor-weighted CO2 mass emission for OVC-HEVs The utility factor-weighted CO2 mass emission for an individual vehicle shall be calculated using the following equation: MCO2–ind,weighted=MCO2–L,weighted+ Kind×MCO2–H,weighted− MCO2–L,weightedwhere: MCO2–ind,weightedis the utility factor-weighted CO2 mass emission for an individual vehicle, g/km; MCO2–L,weightedis the utility factor-weighted CO2 mass emission for vehicle L, g/km; MCO2–H,weightedis the utility factor-weighted CO2 mass emission for vehicle H, g/km; Kindis the interpolation coefficient for the considered individual vehicle for the applicable WLTP test cycle. ### Division 4.5.5: Interpolation of the fuel consumption for individual vehicles ## 4.5.5.1 Individual charge-sustaining fuel consumption for OVC-HEVs and NOVC-HEVs The charge-sustaining fuel consumption for an individual vehicle shall be calculated using the following equation: FCind,CS,p=FCL,CS,p+ Kind,p×FCH,CS,p− FCL,CS,pwhere: FCind,CS,pis the charge-sustaining fuel consumption for an individual vehicle of the considered period p according to Table A8/6, step no. 3, l/100 km; FCL,CS,pis the charge-sustaining fuel consumption for vehicle L of the considered period p according to Table A8/6, step no. 2, l/100 km; FCH,CS,pis the charge-sustaining fuel consumption for vehicle H of the considered period p according to Table A8/6, step no. 2, l/100 km; Kind,pis the interpolation coefficient for the considered individual vehicle for period p; pis the index of the individual period within the applicable WLTP test cycle. The considered periods shall be the low phase, medium phase, high phase, extra high phase, and the applicable WLTP test cycle. ## 4.5.5.2 Individual utility factor-weighted charge depleting fuel consumption for OVC-HEVs The utility factor-weighted charge-depleting fuel consumption for an individual vehicle shall be calculated using the following equation: FCind,CD=FCL,CD+ Kind×FCH,CD− FCL,CDwhere: FCind,CDis the utility factor-weighted charge-depleting fuel consumption for an individual vehicle, l/100 km; FCL,CDis the utility factor-weighted charge-depleting fuel consumption for vehicle L, l/100 km; FCH,CDis the utility factor-weighted charge-depleting fuel consumption for vehicle H, l/100 km; Kindis the interpolation coefficient for the considered individual vehicle for the applicable WLTP test cycle. ## 4.5.5.3 Individual utility factor-weighted fuel consumption for OVC-HEVs The utility factor-weighted fuel consumption for an individual vehicle shall be calculated using the following equation: FCind,weighted=FCL,weighted+ Kind×FCH,weighted− FCL,weightedwhere: FCind,weightedis the utility factor-weighted fuel consumption for an individual vehicle, l/100 km; FCL,weightedis the utility factor-weighted fuel consumption for vehicle L, l/100 km; FCH,weightedis the utility factor-weighted fuel consumption for vehicle H, l/100 km; Kindis the interpolation coefficient for the considered individual vehicle for the applicable WLTP test cycle. ### Division 4.5.6: Interpolation of electric energy consumption for individual vehicles ## 4.5.6.1 Individual utility factor-weighted charge-depleting electric energy consumption based on the recharged electric energy from the mains for OVC-HEVs The utility factor-weighted charge-depleting electric energy consumption based on the recharged electric energy from for an individual vehicle shall be calculated using the following equation: ECAC–ind,CD=ECAC–L,CD+ Kind×ECAC–H,CD− ECAC–L,CDwhere: ECAC–ind,CDis the utility factor-weighted charge-depleting electric energy consumption based on the recharged electric energy from the mains for an individual vehicle, Wh/km; ECAC–L,CDis the utility factor-weighted charge-depleting electric energy consumption based on the recharged electric energy from the mains for vehicle L, Wh/km; ECAC–H,CDis the utility factor-weighted charge-depleting electric energy consumption based on the recharged electric energy from the mains for vehicle H, Wh/km; Kindis the interpolation coefficient for the considered individual vehicle for the applicable WLTP test cycle ## 4.5.6.2 Individual utility factor-weighted electric energy consumption based on the recharged electric energy from the mains for OVC-HEVs The utility factor-weighted electric energy consumption based on the recharged electric energy from the mains for an individual vehicle shall be calculated using the following equation: ECAC–ind,weighted=ECAC–L,weighted+ Kind×ECAC–H,weighted− ECAC–L,weighted where: ECAC–ind,weightedis the utility factor weighted electric energy consumption based on the recharged electric energy from the mains for an individual vehicle, Wh/km; ECAC–L,weightedis the utility factor weighted electric energy consumption based on the recharged electric energy from the mains for vehicle L, Wh/km; ECAC–H,weightedis the utility factor weighted electric energy consumption based on the recharged electric energy from the mains for vehicle H, Wh/km; Kindis the interpolation coefficient for the considered individual vehicle for the applicable WLTP test cycle. ## 4.5.6.3 Individual electric energy consumption for OVC-HEVs and PEVs The electric energy consumption for an individual vehicle according to paragraph 4.3.3. of this Sub-Annex in the case of OVC-HEVs and according to paragraph 4.3.4. of this Sub-Annex in the case of PEVs shall be calculated using the following equation: ECind,p=ECL,p+ Kind,p×ECH,p− ECL,pwhere: ECind,pis the electric energy consumption for an individual vehicle for the considered period p, Wh/km; ECL,pis the electric energy consumption for vehicle L for the considered period p, Wh/km; ECH,pis the electric energy consumption for vehicle H for the considered period p, Wh/km; Kind,pis the interpolation coefficient for the considered individual vehicle for period p; pis the index of the individual period within the applicable test cycle. The considered periods shall be the low phase, medium phase, high phase, extra high phase, the applicable WLTP city test cycle and the applicable WLTP test cycle. ### Division 4.5.7: Interpolation of electric ranges for individual vehicles ## 4.5.7.1 Individual all-electric range for OVC-HEVs If the following criterion AERLRCDA,L−AERHRCDA,H≤0, 1where: AERLis the all-electric range of vehicle L for the applicable WLTP test cycle, km; AERHis the all-electric range of vehicle H for the applicable WLTP test cycle, km; RCDA,Lis the actual charge-depleting range of vehicle L, km; RCDA,His the actual charge-depleting range of vehicle H, km; is fulfilled, the all-electric range for an individual vehicle shall be calculated using the following equation: AERind,p=AERL,p+ Kind,p×AERH,p− AERL,pwhere: AERind,pis the all-electric range for an individual vehicle for the considered period p, km; AERL,pis the all-electric range for vehicle L for the considered period p, km; AERH,pis the all-electric range for vehicle H for the considered period p, km Kind,pis the interpolation coefficient for the considered individual vehicle for period p; pis the index of the individual period within the applicable test cycle. The considered periods shall be the applicable WLTP city test cycle and the applicable WLTP test cycle. If the criterion defined in this paragraph is not fulfilled, the AER determined for vehicle H is applicable to all vehicles within the interpolation family. ## 4.5.7.2 Individual pure electric range for PEVs The pure electric range for an individual vehicle shall be calculated using the following equation: PERind,p=PERL,p+ Kind,p×PERH,p− PERL,pwhere: PERind,pis the pure electric range for an individual vehicle for the considered period p, km; PERL,pis the pure electric range for vehicle L for the considered period p, km; PERH,pis the pure electric range for vehicle H for the considered period p, km; Kind,pis the interpolation coefficient for the considered individual vehicle for period p; pis the index of the individual period within the applicable test cycle. The considered periods shall be the low phase, medium phase, high phase, extra high phase, the applicable WLTP city test cycle and the applicable WLTP test cycle. ## 4.5.7.3 Individual equivalent all-electric range for OVC-HEVs The equivalent all-electric range for an individual vehicle shall be calculated using the following equation: EAERind,p=EAERL,p+ Kind,p×EAERH,p− EAERL,pwhere: EAERind,pis the equivalent all-electric range for an individual vehicle for the considered period p, km; EAERL,pis the equivalent all-electric range for vehicle L for the considered period p, km; EAERH,pis the equivalent all-electric range for vehicle H for the considered period p, km; Kind,pis the interpolation coefficient for the considered individual vehicle for period p; pis the index of the individual period within the applicable test cycle. The considered periods shall be the low-phase, mid-phase, high-phase, extra high-phase, applicable WLTP city test cycle and the applicable WLTP test cycle. ## 4.6 Stepwise procedure for calculating the final test results of OVC-HEVs In addition to the stepwise procedure for calculating the final charge-sustaining test results for gaseous emission compounds in accordance with paragraph 4.1.1.1. of this Sub-Annex and for fuel consumption in accordance with paragraph 4.2.1.1. of this Sub-Annex, paragraphs 4.6.1. and 4.6.2. of this Sub-Annex describe the stepwise calculation of the final charge-depleting as well as the final charge-sustaining and charge-depleting weighted test results. ## 4.6.1 Stepwise procedure for calculating the final test results of the charge-depleting Type 1 test for OVC-HEVs The results shall be calculated in the order described in Table A8/8. All applicable results in the column ‘Output’ shall be recorded. The column ‘Process’ describes the paragraphs to be used for calculation or contains additional calculations. For the purpose of Table A8/8, the following nomenclature within the equations and results is used: ccomplete applicable test cycle; pevery applicable cycle phase; iapplicable criteria emission component; CScharge-sustaining; CO2CO2 mass emission. Table A8/8 Calculation of final charge-depleting values Source Input Process Output Step no. Sub-Annex 8 Charge-depleting test results Results measured in accordance with Appendix 3 to this Sub-Annex, pre-calculated in accordance with paragraph 4.3. of this Sub-Annex. ΔEREESS,j, Wh; dj, km; 1 Usable battery energy in accordance with paragraph 4.4.1.2.2. of this Sub-Annex. UBEcity, Wh; Recharged electric energy in accordance with paragraph 3.2.4.6. of this Sub-Annex. EAC, Wh; Cycle energy in accordance with paragraph 5. of Sub-Annex 7. Ecycle, Ws; CO2 mass emission in accordance with paragraph 3.2.1. of Sub-Annex 7. MCO2,CD,j, g/km; Mass of gaseous emission compound i in accordance with paragraph 3.2.1. of Sub-Annex 7. Mi,CD,j, g/km; Particle number emissions in accordance with paragraph 4. of Sub-Annex 7. PNCD,j, particles per kilometer; Particulate matter emissions in accordance with paragraph 3.3. of Sub-Annex 7. PMCD,c, mg/km; All-electric range determined in accordance with paragraph 4.4.1.1. of this Sub-Annex. AER, km; In the case that the applicable WLTC city test cycle was driven: all-electric range city in accordance with paragraph 4.4.1.2.1. of this Sub-Annex. AERcity, km. CO2 mass emission KCO2 correction coefficient might be necessary in accordance with Appendix 2 to this Sub-Annex. Output is available for each test. In the case that the interpolation method is applied, the output (except of KCO2) is available for vehicle H, L and, if applicable, M. KCO2, (g/km)/(Wh/km). Output step 1 ΔEREESS,j, Wh; Ecycle, Ws. Calculation of relative electric energy change for each cycle in accordance with paragraph 3.2.4.5.2. of this Sub-Annex. Output is available for each test and each applicable WLTP test cycle. In the case that the interpolation method is applied, the output is available for vehicle H, L and, if applicable, M. REECi. 2 Output step 2 REECi. Determination of the transition and confirmation cycle in accordance with paragraph 3.2.4.4. of this Sub-Annex. In the case that more than one charge-depleting test is available for one vehicle, for the purpose of averaging, each test shall have the same transition cycle number nveh. nveh; 3 Determination of the charge-depleting cycle range in accordance with paragraph 4.4.3. of this Sub-Annex. Output is available for each test. In the case that the interpolation method is applied, the output is available for vehicle H, L and, if applicable, M. RCDC; km. Output step 3 nveh; In the case that the interpolation method is used, the transition cycle shall be determined for vehicle H, L and, if applicable, M. Check whether the interpolation criterion in accordance with paragraph 5.6.2. (d) of this Annex is fulfilled. nveh,L; nveh,H; if applicable nveh,M. 4 Output step 1 Mi,CD,j, g/km; PMCD,c, mg/km; PNCD,j, particles per kilometer. Calculation of combined values for emissions for nveh cycles; in the case of interpolation for nveh,L cycles for each vehicle. Output is available for each test. In the case that the interpolation method is applied, the output is available for vehicle H, L and, if applicable, M. Mi,CD,c, g/km; PMCD,c, mg/km; PNCD,c, particles per kilometer. 5 Output step 5 Mi,CD,c, g/km; PMCD,c, mg/km; PNCD,c, particles per kilometer. Emission averaging of tests for each applicable WLTP test cycle within the charge-depleting Type 1 test and check with the limits in accordance with Table A6/2 of Sub-Annex 6. Mi,CD,c,ave, g/km; PMCD,c,ave, mg/km; PNCD,c,ave, particles per kilometer. 6 Output step 1 ΔEREESS,j, Wh; dj, km; UBEcity, Wh. In the case that AERcity is derived from the Type 1 test by driving the applicable WLTP test cycles, the value shall be calculated in accordance with paragraph 4.4.1.2.2. of this Sub-Annex. In the case of more than one test, ncity,pe shall be equal for each test. Output available for each test. Averaging of AERcity. In the case that the interpolation method is applied, the output is available for vehicle H, L and, if applicable, M. AERcity, km; AERcity,ave, km. 7 Output step 1 dj, km; Phase-specific and cycle-specific UF calculation. Output is available for each test. In the case that the interpolation method is applied, the output is available for vehicle H, L and, if applicable, M. UFphase,j; UFcycle,c. 8 Output step 3 nveh; Output step 4 nveh,L; Output step 1 ΔEREESS,j, Wh; dj, km; EAC, Wh; Calculation of the electric energy consumption based on the recharged energy according. to paragraphs 4.3.1. and 4.3.2. of this Sub-Annex. In the case of interpolation, nveh,L cycles shall be used. Therefore, due to the required correction of the CO2 mass emission, the electric energy consumption of the confirmation cycle and its phases shall be set to zero. Output is available for each test. In the case that the interpolation method is applied, the output is available for vehicle H, L and, if applicable, M. ECAC,weighted, Wh/km; ECAC,CD, Wh/km; 9 Output step 3 nveh; Output step 4 nveh,L; Output step 8 UFphase,j; Output step 1 MCO2,CD,j, g/km; KCO2, (g/km)/(Wh/km); ΔEREESS,j, Wh; dj, km; Calculation of the charge-depleting CO2 mass emission in accordance with paragraph 4.1.2. of this Sub-Annex. In the case that the interpolation method is applied, nveh,L cycles shall be used. With reference to paragraph 4.1.2. of this Sub-Annex, the confirmation cycle shall be corrected in accordance with Appendix 2 to this Sub-Annex. Output is available for each test. In the case that the interpolation method is applied, the output is available for vehicle H, L and, if applicable, M. MCO2,CD, g/km; 10 Output step 3 nveh; Output step 4 nveh,L; Output step 8 UFphase,j. Output step 1 MCO2,CD,j, g/km; Mi,CD,j, g/km; KCO2, (g/km)/(Wh/km). Calculation of the charge-depleting fuel consumption in accordance with paragraph 4.2.2. of this Sub-Annex. In the case that the interpolation method is applied, nveh,L cycles shall be used. With reference to paragraph 4.1.2. of this Sub-Annex, MCO2,CD,j of the confirmation cycle shall be corrected in accordance with Appendix 2 to this Sub-Annex. The phase-specific fuel consumption FCCD,j shall be calculated using the corrected CO2 mass emission in accordance with paragraph 6. of Sub-Annex 7. Output is available for each test. In the case that the interpolation method is applied, the output is available for vehicle H, L and, if applicable, M. FCCD,j, l/100 km; FCCD, l/100 km. 11 Output step 3 nveh; Output step 4 nveh,L; Output step 8 UFphase,j; Output step 1 ΔEREESS,j, Wh; dj, km; Calculation of the electric energy consumption from the first applicable WLTP test cycle. Output is available for each test. In the case that the interpolation method is applied, the output is available for vehicle H, L and, if applicable, M. ECDC,CD,first, Wh/km 12 Output step 9 ECAC,weighted, Wh/km; ECAC,CD, Wh/km; Averaging of tests for each vehicle. In the case that the interpolation method is applied, the output is available for each vehicle H, L and, if applicable, M. ECAC,weighted,ave, Wh/km; ECAC,CD,ave, Wh/km; MCO2,CD,ave, g/km; FCCD,ave, l/100 km; ECDC,CD,first,ave, Wh/km 13 Output step 10 MCO2,CD, g/km; Output step 11 FCCD, l/100 km; Output step 12 ECDC,CD,first, Wh/km. Output step 13 ECAC,CD,ave, Wh/km; MCO2,CD,ave, g/km. Declaration of charge-depleting electric energy consumption and CO2 mass emission for each vehicle. In the case that the interpolation method is applied, the output is available for each vehicle H, L and, if applicable, M. ECAC,CD,dec, Wh/km; MCO2,CD,dec, g/km. 14 Output step 12 ECDC,CD,first, Wh/km; Adjustment of electric energy consumption for the purpose of COP. In the case that the interpolation method is applied, the output is available for each vehicle H, L and, if applicable, M. ECDC,CD,COP, Wh/km; 15 Output step 13 ECAC,CD,ave, Wh/km; Output step 14 ECAC,CD,dec, Wh/km; Output step 15 ECDC,CD,COP, Wh/km; Intermediate rounding. In the case that the interpolation method is applied, the output is available for each vehicle H, L and, if applicable, M. ECDC,CD,COP,final, Wh/km; ECAC,CD,final, Wh/km; MCO2,CD,final, g/km; ECAC,weighted,final, Wh/km; FCCD,final, l/100 km; 16 Output step 14 ECAC,CD,dec, Wh/km; MCO2,CD,dec, g/km; Output step 13 ECAC,weighted,ave, Wh/km; FCCD,ave, l/100 km; Output step 16 ECDC,CD,COP,final, Wh/km; ECAC,CD,final, Wh/km; MCO2,CD,final, g/km; ECAC,weighted,final, Wh/km; FCCD,final, l/100 km; Interpolation of individual values based on input from vehicle L, M and H, and final rounding. Output available for individual vehicles. ECDC,CD,COP,ind, Wh/km; ECAC,CD,ind, Wh/km; MCO2,CD,ind, g/km; ECAC,weighted,ind, Wh/km; FCCD,ind, l/100 km; 17 ## 4.6.2 Stepwise procedure for calculating the final charge-sustaining and charge-depleting weighted test results of the Type 1 test The results shall be calculated in the order described in Table A8/9. All applicable results in the column ‘Output’ shall be recorded. The column ‘Process’ describes the paragraphs to be used for calculation or contains additional calculations. For the purpose of this table, the following nomenclature within the equations and results is used: cconsidered period is the complete applicable test cycle; pconsidered period is the applicable cycle phase; iapplicable criteria emission component (except for CO2); jindex for the considered period; CScharge-sustaining; CDcharge-depleting; CO2CO2 mass emission; REESSRechargeable Electric Energy Storage System. Table A8/9 Calculation of final charge-depleting and charge-sustaining weighted values Source Input Process Output Step no. Output step 1, Table A8/8 Mi,CD,j, g/km; PNCD,j, particles per kilometer; PMCD,c, mg/km; MCO2,CD,j, g/km; ΔEREESS,j, Wh; dj, km; AER, km; EAC, Wh; Input from CD and CS postprocessing. Mi,CD,j, g/km; PNCD,j, particles per kilometer; PMCD,c, mg/km; MCO2,CD,j, g/km; ΔEREESS,j, Wh; dj, km; AER, km; EAC, Wh; AERcity,ave, km; nveh; RCDC, km; nveh,L; nveh,H; UFphase,j; UFcycle,c; Mi,CS,c,6, g/km; MCO2,CS, g/km; 1 Output step 7, Table A8/8 AERcity,ave, km; Output step 3, Table A8/8 nveh; RCDC, km; Output step 4, Table A8/8 nveh,L; nveh,H; Output step 8, Table A8/8 UFphase,j; UFcycle,c; Output step 6, Table A8/5 Mi,CS,c,6, g/km; Output step 7, Table A8/5 MCO2,CS, g/km; Output in the case of CD is available for each CD test. Output in the case of CS is available once due to CS test averaged values. In the case that the interpolation method is applied, the output (except of KCO2) is available for vehicle H, L and, if applicable, M. KCO2, (g/km)/(Wh/km). CO2 mass emission correction coefficient KCO2 might be necessary in accordance with Appendix 2 to this Sub-Annex. KCO2, (g/km)/(Wh/km). Output step 1, Mi,CD,j, g/km; PNCD,j, particles per kilometer; PMCD,c, mg/km; nveh; nveh,L; UFphase,j; UFcycle,c; Mi,CS,c,6, g/km; Calculation of weighted emission (except MCO2,weighted) compounds in accordance with paragraphs 4.1.3.1. to 4.1.3.3. of this Sub-Annex. Remark: Mi,CS,c,6 includes PNCS,c and PMCS,c. Output is available for each CD test. In the case that the interpolation method is applied, the output is available for each vehicle L, H and, if applicable, M. Mi,weighted, g/km; PNweighted, particles per kilometer; PMweighted, mg/km; 2 Output step 1, MCO2,CD,j, g/km; ΔEREESS,j, Wh; dj, km; nveh; RCDC, km MCO2,CS, g/km; Calculation of equivalent all-electric range in accordance with paragraphs 4.4.4.1. and 4.4.4.2. of this Sub-Annex, and actual charge-depleting range in accordance with paragraph 4.4.5. of this Sub-Annex. Output is available for each CD test. In the case that the interpolation method is applied, the output is available for each vehicle L, H and, if applicable, M. EAER, km; EAERp, km; RCDA, km. 3 Output step 1 AER, km; Output is available for each CD test. In the case that the interpolation method is applied, check the availability of AER interpolation between vehicle H, L and, if applicable, M in accordance with paragraph 4.5.7.1. of this Sub-Annex. If the interpolation method is used, each test shall fulfil the requirement. AER-interpolation availability. 4 Output step 3 RCDA, km. Output step 1 AER, km. Averaging AER and AER declaration. The declared AER shall be rounded as defined in Table A6/1. In the case that the interpolation method is applied and the AER-interpolation availability criterion is fulfilled, the output is available for each vehicle L, H and if applicable, M. If the criterion is not fulfilled, AER of vehicle H shall be applied for the whole interpolation family. AERave, km; AERdec, km. 5 Output step 1 Mi,CD,j, g/km; MCO2,CD,j, g/km; nveh; nveh,L; UFphase,j; Mi,CS,c,6, g/km; MCO2,CS, g/km. Calculation of weighted CO2 mass emission and fuel consumption in accordance with paragraphs 4.1.3.1. and 4.2.3. of this Sub-Annex. Output is available for each CD test. In the case that the interpolation method is applied, nveh,L cycles shall be used. With reference to paragraph 4.1.2. of this Sub-Annex, MCO2,CD,j of the confirmation cycle shall be corrected in accordance with Appendix 2 to this Sub-Annex. In the case that the interpolation method is applied, the output is available for each vehicle L, H and, if applicable, M. MCO2,weighted, g/km; FCweighted, l/100 km; 6 Output step 1 EAC, Wh; Calculation of the electric energy consumption based in EAER in accordance with paragraphs 4.3.3.1. and 4.3.3.2. of this Sub-Annex. Output is available for each CD test. In the case that the interpolation method is applied, the output is available for each vehicle L, H and, if applicable, M. EC, Wh/km; ECp, Wh/km; 7 Output step 3 EAER, km; EAERp, km; Output step 1 AERcity, ave, km; Averaging and intermediate rounding. In the case that the interpolation method is applied, the output is available for each vehicle L, H and, if applicable, M. AERcity,final, km; MCO2,weighted,final, g/km; FCweighted,final, l/100 km; ECfinal, Wh/km; ECp,final, Wh/km; EAERfinal, km; EAERp,final, km. 8 Output step 6 MCO2,weighted, g/km; FCweighted, l/100 km; Output step 7 EC, Wh/km; ECp, Wh/km; Output step 3 EAER, km; EAERp, km. Output step 5 AERave, km; Interpolation of individual values based on input from vehicle low, medium and high in accordance with paragraph 4.5. of this Sub-Annex, and final rounding. AERind shall be rounded as defined in Table A8/2. Output available for individual vehicles. AERind, km; AERcity,ind, km; MCO2,weighted,ind, g/km; FCweighted,ind, l/100 km; ECind, Wh/km; ECp,ind, Wh/km; EAERind, km; EAERp,ind, km. 9 Output step 8 AERcity,final, km; MCO2,weighted,final, g/km; FCweighted,final, l/100 km; ECfinal, Wh/km; ECp,final, Wh/km; EAERfinal, km; EAERp,final, km; Output step 4 AER-interpolation availability. ## 4.7 Stepwise procedure for calculating the final test results of PEVs The results shall be calculated in the order described in Table A8/10 in case of the consecutive cycle procedure and in the order described in Table A8/11 in case of the shortened test procedure. All applicable results in the column ‘Output’ shall be recorded. The column ‘Process’ describes the paragraphs to be used for calculation or contains additional calculations. ## 4.7.1 Stepwise procedure for calculating the final test results of PEVs in case of the consecutive cycles procedure For the purpose of this table, the following nomenclature within the questions and results is used: jindex for the considered period. Table A8/10 Calculation of final PEV values determined by application of the consecutive cycle Type 1 procedure Source Input Process Output Step no. Sub-Annex 8 Test results Results measured in accordance with Appendix 3 to this Sub-Annex and pre-calculated in accordance with paragraph 4.3. of this Sub-Annex. ΔEREESS,j, Wh; dj, km; 1 Usable battery energy in accordance with paragraph 4.4.2.2.1. of this Sub-Annex. UBECCP, Wh; Recharged electric energy in accordance with paragraph 3.4.4.3. of this Sub-Annex. Output available for each test. In the case that the interpolation method is applied, the output is available for vehicle H and vehicle L. EAC, Wh. Output step 1 ΔEREESS,j, Wh; UBECCP, Wh. Determination of the number of completely driven applicable WLTC phases and cycles in accordance with paragraph 4.4.2.2. of this Sub-Annex. Output available for each test. In the case that the interpolation method is applied, the output is available for vehicle H and vehicle L. nWLTC; ncity; nlow; nmed; nhigh; nexHigh. 2 Output step 1 ΔEREESS,j, Wh; UBECCP, Wh. Calculation of weighting factors in accordance with paragraph 4.4.2.2. of this Sub-Annex. Output available for each test. In the case that the interpolation method is applied, the output is available for vehicle H and vehicle L. KWLTC,1 KWLTC,2 KWLTC,3 KWLTC,4 Kcity,1 Kcity,2 Kcity,3 Kcity,4 Klow,1 Klow,2 Klow,3 Klow,4 Kmed,1 Kmed,2 Kmed,3 Kmed,4 Khigh,1 Khigh,2 Khigh,3 Khigh,4 KexHigh,1 KexHigh,2 KexHigh,3 3 Output step 2 nWLTC; ncity; nlow; nmed; nhigh; nexHigh. Output step 1 ΔEREESS,j, Wh; dj, km; UBECCP, Wh. Calculation of electric energy consumption at the REESSs in accordance with paragraph 4.4.2.2. of this Sub-Annex. ECDC,COP,1 Output available for each test. In the case that the interpolation method is applied, the output is available for vehicle H and vehicle L. ECDC,WLTC, Wh/km; ECDC,city, Wh/km; ECDC,low, Wh/km; ECDC,med, Wh/km; ECDC,high, Wh/km; ECDC,exHigh, Wh/km; ECDC,COP,1, Wh/km. 4 Output step 2 nWLTC; ncity; nlow; nmed; nhigh; nexHigh. Output step 3 All weighting factors Output step 1 UBECCP, Wh; Calculation of pure electric range in accordance with paragraph 4.4.2.2. of this Sub-Annex. Output available for each test. In the case that the interpolation method is applied, the output is available for vehicle H and vehicle L. PERWLTC, km; PERcity, km; PERlow, km; PERmed, km; PERhigh, km; PERexHigh, km. 5 Output step 4 ECDC,WLTC, Wh/km; ECDC,city, Wh/km; ECDC,low, Wh/km; ECDC,med, Wh/km; ECDC,high, Wh/km; ECDC,exHigh, Wh/km. Output step 1 EAC, Wh; Calculation of electric energy consumption at the mains in accordance with paragraph 4.3.4. of this Sub-Annex. Output available for each test. In the case that the interpolation method is applied, the output is available for vehicle H and vehicle L. ECWLTC, Wh/km; ECcity, Wh/km; EClow, Wh/km; ECmed, Wh/km; EChigh, Wh/km; ECexHigh, Wh/km. 6 Output step 5 PERWLTC, km; PERcity, km; PERlow, km; PERmed, km; PERhigh, km; PERexHigh, km. Output step 5 PERWLTC, km; PERcity, km; PERlow, km; PERmed, km; PERhigh, km; PERexHigh, km; Averaging of tests for all input values. ECDC,COP,ave Declaration of PERWLTC,dec and ECWLTC,dec based on PERWLTC,ave and ECWLTC,ave. PERWLTC,dec and ECWLTC,dec shall be rounded as defined in Table A6/1. In the case that the interpolation method is applied, the output is available for vehicle H and vehicle L. PERWLTC,dec, km; PERWLTC,ave, km; PERcity,ave, km; PERlow,ave, km; PERmed,ave, km; PERhigh,ave, km; PERexHigh,ave, km; 7 Output step 6 ECWLTC, Wh/km; ECcity, Wh/km; EClow, Wh/km; ECmed, Wh/km; EChigh, Wh/km; ECexHigh, Wh/km. ECWLTC,dec, Wh/km; ECWLTC,ave, Wh/km; ECcity,ave, Wh/km; EClow,ave, Wh/km; ECmed,ave, Wh/km; EChigh,ave, Wh/km; ECexHigh,ave, Wh/km; ECDC,COP,ave, Wh/km. Output step 4 ECDC,COP,1, Wh/km. Output step 7 ECWLTC,dec, Wh/km; ECWLTC,ave, Wh/km; ECDC,COP,ave, Wh/km. Determination of the adjustment factor and application to ECDC,COP,ave. For example: AF=ECWLTC,decECWLTC,aveECDC,COP = ECDC,COP,ave × AF In the case that the interpolation method is applied, the output is available for vehicle H and vehicle L. ECDC,COP, Wh/km. 8 Output step 7 PERcity,ave, km; PERlow,ave, km; PERmed,ave, km; PERhigh,ave, km; PERexHigh,ave, km; Intermediate rounding. ECDC,COP,final In the case that the interpolation method is applied, the output is available for vehicle H and vehicle L. PERcity,final, km; PERlow,final, km; PERmed,final, km; PERhigh,final, km; PERexHigh,final, km; 9 ECcity,ave, Wh/km; EClow,ave, Wh/km; ECmed,ave, Wh/km; EChigh,ave, Wh/km; ECexHigh,ave, Wh/km; ECcity,final, Wh/km; EClow,final, Wh/km; ECmed,final, Wh/km; EChigh,final, Wh/km; ECexHigh,final, Wh/km; Output step 8 ECDC,COP, Wh/km. ECDC,COP,final, Wh/km. Output step 7 PERWLTC,dec, km; Interpolation in accordance with paragraph 4.5. of this Sub-Annex, and final rounding as defined in Table A8/2. ECDC,COP,ind In the case that the interpolation method is applied, the output available for each individual vehicle. PERWLTC,ind, km; PERcity,ind, km; PERlow,ind, km; PERmed,ind, km; PERhigh,ind, km; PERexHigh,ind, km; 10 Output step 9 ECWLTC,dec, Wh/km; PERcity,final, km; PERlow,final, km; PERmed,final, km; PERhigh,final, km; PERexHigh,final, km; ECcity,final, Wh/km; EClow,final, Wh/km; ECmed,final, Wh/km; EChigh,final, Wh/km; ECexHigh,final, Wh/km; ECWLTC,ind, Wh/km; ECcity,ind, Wh/km; EClow,ind, Wh/km; ECmed,ind, Wh/km; EChigh,ind, Wh/km; ECexHigh,ind, Wh/km; ECDC,COP,final, Wh/km. ECDC,COP,ind, Wh/km. ## 4.7.2 Stepwise procedure for calculating the final test results of PEVs in case of the shortened test procedure For the purpose of this table, the following nomenclature within the questions and results is used: jindex for the considered period. Table A8/11 Calculation of final PEV values determined by application the shortened Type 1 test procedure Source Input Process Output Step no. Sub-Annex 8 Test results Results measured in accordance with Appendix 3 to this Sub-Annex, and pre-calculated in accordance with paragraph 4.3. of this Sub-Annex. ΔEREESS,j, Wh; dj, km; 1 Usable battery energy in accordance with paragraph 4.4.2.1.1. of this Sub-Annex. UBESTP, Wh; Recharged electric energy in accordance with paragraph 3.4.4.3. of this Sub-Annex. Output is available for each test. In the case that the interpolation method is applied, the output is available for vehicle L and vehicle H. EAC, Wh. Output step 1 ΔEREESS,j, Wh; UBESTP, Wh. Calculation of weighting factors in accordance with paragraph 4.4.2.1. of this Sub-Annex. Output is available for each test. In the case that the interpolation method is applied, the output is available for vehicle L and vehicle H. KWLTC,1 KWLTC,2 Kcity,1 Kcity,2 Kcity,3 Kcity,4 Klow,1 Klow,2 Klow,3 Klow,4 Kmed,1 Kmed,2 Kmed,3 Kmed,4 Khigh,1 Khigh,2 KexHigh,1 KexHigh,2 2 Output step 1 ΔEREESS,j, Wh; dj, km; UBESTP, Wh. Calculation of electric energy consumption at the REESSs in accordance with paragraph 4.4.2.1. of this Sub-Annex. ECDC,COP,1 Output is available for each test. In the case that the interpolation method is applied, the output is available for vehicle L and vehicle H. ECDC,WLTC, Wh/km; ECDC,city, Wh/km; ECDC,low, Wh/km; ECDC, med, Wh/km; ECDC,high, Wh/km; ECDC,exHigh, Wh/km; ECDC,COP,1, Wh/km. 3 Output step 2 All weighting factors Output step 1 UBESTP, Wh; Calculation of pure electric range in accordance with paragraph 4.4.2.1. of this Sub-Annex. Output is available for each test. In the case that the interpolation method is applied, the output is available for vehicle L and vehicle H. PERWLTC, km; PERcity, km; PERlow, km; PERmed, km; PERhigh, km; PERexHigh, km. 4 Output step 3 ECDC,WLTC, Wh/km; ECDC,city, Wh/km; ECDC,low, Wh/km; ECDC, med, Wh/km; ECDC,high, Wh/km; ECDC,exHigh, Wh/km. Output step 1 EAC, Wh; Calculation of electric energy consumption at the mains in accordance with paragraph 4.3.4. of this Sub-Annex. Output is available for each test. In the case that the interpolation method is applied, the output is available for vehicle L and vehicle H. ECWLTC, Wh/km; ECcity, Wh/km; EClow, Wh/km; ECmed, Wh/km; EChigh, Wh/km; ECexHigh, Wh/km. 5 Output step 4 PERWLTC, km; PERcity, km; PERlow, km; PERmed, km; PERhigh, km; PERexHigh, km. Output step 4 PERWLTC, km; PERcity, km; PERlow, km; PERmed, km; PERhigh, km; PERexHigh, km; Averaging of tests for all input values. ECDC,COP,ave Declaration of PERWLTC,dec and ECWLTC,dec based on PERWLTC,ave and ECWLTC,ave. PERWLTC,dec and ECWLTC,dec shall be rounded as defined in Table A6/1. In the case that the interpolation method is applied, the output is available for vehicle L and vehicle H. PERWLTC,dec, km; PERWLTC,ave, km; PERcity,ave, km; PERlow,ave, km; PERmed,ave, km; PERhigh,ave, km; PERexHigh,ave, km; ECWLTC,dec, Wh/km; ECWLTC,ave, Wh/km; ECcity,ave, Wh/km; EClow,ave, Wh/km; ECmed,ave, Wh/km; EChigh,ave, Wh/km; ECexHigh,ave, Wh/km; ECDC,COP,ave, Wh/km. 6 Output step 5 ECWLTC, Wh/km; ECcity, Wh/km; EClow, Wh/km; ECmed, Wh/km; EChigh, Wh/km; ECexHigh, Wh/km. Output step 3 ECDC,COP,1, Wh/km. Output step 6 ECWLTC,dec, Wh/km; ECWLTC,ave, Wh/km; ECDC,COP,ave, Wh/km. Determination of the adjustment factor and application to ECDC,COP,ave. For example: AF=ECWLTC,decECWLTC,aveECDC,COP = ECDC,COP,ave × AF In the case that the interpolation method is applied, the output is available for vehicle L and vehicle H. ECDC,COP, Wh/km. 7 Output step 6 PERcity,ave, km; PERlow,ave, km; PERmed,ave, km; PERhigh,ave, km; PERexHigh,ave, km; Intermediate rounding. ECDC,COP,final In the case that the interpolation method is applied, the output is available for vehicle L and vehicle H. PERcity,final, km; PERlow,final, km; PERmed,final, km; PERhigh,final, km; PERexHigh,final, km; 8 ECcity,ave, Wh/km; EClow,ave, Wh/km; ECmed,ave, Wh/km; EChigh,ave, Wh/km; ECexHigh,ave, Wh/km; ECcity,final, Wh/km; EClow,final, Wh/km; ECmed,final, Wh/km; EChigh,final, Wh/km; ECexHigh,final, Wh/km; Output step 7 ECDC,COP, Wh/km. ECDC,COP,final, Wh/km. Output step 6 PERWLTC,dec, km; ECWLTC,dec, Wh/km; PERcity,final, km; PERlow,final, km; PERmed,final, km; PERhigh,final, km; PERexHigh,final, km; Interpolation in accordance with paragraph 4.5. of this Sub-Annex and final rounding as defined in Table A8/2. ECDC,COP,ind Output available for each individual vehicle. PERWLTC,ind, km; PERcity,ind, km; PERlow,ind, km; PERmed,ind, km; PERhigh,ind, km; PERexHigh,ind, km; 9 Output step 8 ECcity,final, Wh/km; EClow,final, Wh/km; ECmed,final, Wh/km; EChigh,final, Wh/km; ECexHigh,final, Wh/km; ECWLTC,ind, Wh/km; ECcity,ind, Wh/km; EClow,ind, Wh/km; ECmed,ind, Wh/km; EChigh,ind, Wh/km; ECexHigh,ind, Wh/km; ECDC,COP,final, Wh/km. ECDC,COP,ind, Wh/km. ## Annex Sub-Annex 8: Appendix 1 ### Division: REESS state of charge profile ### Division 1: Test sequences and REESS profiles: OVC-HEVs, charge-depleting and charge-sustaining test ## 1.1 Test sequence OVC-HEVs according to option 1: Charge-depleting type 1 test with no subsequent charge-sustaining Type 1 test (A8.App1/1) Figure A8.App1/1 OVC-HEVs, charge-depleting Type 1 test ## 1.2 Test sequence OVC-HEVs according to option 2: Charge-sustaining Type 1 test with no subsequent charge-depleting Type 1 test (A8.App1/2) Figure A8.App1/2 OVC-HEVs, charge-sustaining Type 1 test ## 1.3 Test sequence OVC-HEVs according to option 3: Charge-depleting Type 1 test with subsequent charge-sustaining Type 1 test (A8.App1/3) Figure A8.App1/3 OVC-HEVs, charge-depleting type 1 test with subsequent charge-sustaining Type 1 test ## 1.4 Test sequence OVC-HEVs in accordance with option 4 Charge-sustaining Type 1 test with subsequent charge-depleting Type 1 test (Figure A8.App1/4) Figure A8.App1/4 OVC-HEVs, charge-sustaining Type 1 test with subsequent charge-depleting Type 1 test ## 2 Test sequence NOVC-HEVs and NOVC-FCHVs Charge-sustaining Type 1 test Figure A8.App1/5 NOVC-HEVs and NOVC-FCHVs, charge-sustaining Type 1 test ### Division 3: Test sequences PEV ## 3.1 Consecutive cycles procedure Figure A8.App1/6 Consecutive cycles test sequence PEV ## 3.2 Shortened Test Procedure Figure A8.App1/7 Shortened test procedure test sequence for PEVs ## Annex Sub-Annex 8: Appendix 2 ## REESS energy change-based correction procedure This Appendix describes the procedure to correct the charge-sustaining Type 1 test CO2 mass emission for NOVC-HEVs and OVC-HEVs, and the fuel consumption for NOVC-FCHVs as a function of the electric energy change of all REESSs. ### Division 1: General requirements ### Division 1.1: Applicability of this Appendix ## 1.1.1 The phase-specific fuel consumption for NOVC-FCHVs, and the CO2 mass emission for NOVC-HEVs and OVC-HEVs shall be corrected. ## 1.1.2 In the case that a correction of fuel consumption for NOVC-FCHVs or a correction of CO2 mass emission for NOVC-HEVs and OVC-HEVs measured over the whole cycle according to paragraph 1.1.3. or paragraph 1.1.4. of this Appendix is applied, paragraph 4.3. of this Sub-Annex shall be used to calculate the charge-sustaining REESS energy change ΔEREESS,CS of the charge-sustaining Type 1 test. The considered period j used in paragraph 4.3. of this Sub-Annex is defined by the charge-sustaining Type 1 test. ## 1.1.3 The correction shall be applied if ΔEREESS,CS is negative which corresponds to REESS discharging and the correction criterion c calculated in paragraph 1.2. of this Appendix is greater than the applicable threshold in accordance with Table A8.App2/1. ## 1.1.4 The correction may be omitted and uncorrected values may be used if: (a)ΔEREESS,CS is positive which corresponds to REESS charging and the correction criterion c calculated in paragraph 1.2. of this Appendix is greater than the applicable threshold in accordance with Table A8.App2/1; (b)The correction criterion c calculated in paragraph 1.2. of this Appendix is smaller than the applicable threshold in accordance with Table A8.App2/1; (c)The manufacturer can prove to the approval authority by measurement that there is no relation between ΔbREESS,CS and charge-sustaining CO2 mass emission and ΔmREESS,CS and fuel consumption respectively. ## 1.2 The correction criterion c is the ratio between the absolute value of the REESS electric energy change ΔEREESS,CS and the fuel energy and shall be calculated as follows: c=ΔEREESS,CSEfuel,CSwhere: ΔEREESS,CSis the charge-sustaining REESS energy change according to paragraph 1.1.2. of this Appendix, Wh; Efuel,CSis the charge-sustaining energy content of the consumed fuel in accordance with paragraph 1.2.1. of this Appendix in the case of NOVC-HEVs and OVC-HEVs, and in accordance with paragraph 1.2.2. of this Appendix in the case of NOVC-FCHVs, Wh. ## 1.2.1 Charge-sustaining fuel energy for NOVC-HEVs and OVC-HEVs The charge-sustaining energy content of the consumed fuel for NOVC-HEVs and OVC-HEVs shall be calculated using the following equation: Efuel,CS=10× HV× FCCS,nb× dCSwhere: Efuel,CSis the charge-sustaining energy content of the consumed fuel of the applicable WLTP test cycle of the charge-sustaining Type 1 test, Wh; HVis the heating value according to Table A6.App2/1, kWh/l; FCCS,nbis the non-balanced charge-sustaining fuel consumption of the charge-sustaining Type 1 test, not corrected for the energy balance, determined according to paragraph 6. of Sub-Annex 7, using the gaseous emission compound values according to Table A8/5, step no. 2, l/100 km; dCSis the distance driven over the corresponding applicable WLTP test cycle, km; 10conversion factor to Wh. ## 1.2.2 Charge-sustaining fuel energy for NOVC-FCHVs The charge-sustaining energy content of the consumed fuel for NOVC-FCHVs shall be calculated using the following equation: Efuel,CS=10,36× 121× FCCS,nb× dCSEfuel,CSis the charge-sustaining energy content of the consumed fuel of the applicable WLTP test cycle of the charge-sustaining Type 1 test, Wh; 121is the lower heating value of hydrogen, MJ/kg; FCCS,nbis the non-balanced charge-sustaining fuel consumption of the charge-sustaining Type 1 test, not corrected for the energy balance, determined according to Table A8/7, step no.1, kg/100 km; dCSis the distance driven over the corresponding applicable WLTP test cycle, km; 10,36conversion factor to Wh. Table A8.App2/1 RCB correction criteria thresholds Applicable Type 1 test cycle Low + Medium Low + Medium + High Low + Medium + High + Extra High Thresholds for correction criterion c 0,015 0,01 0,005 ### Division 2: Calculation of correction coefficients ## 2.1 The CO2 mass emission correction coefficient KCO2, the fuel consumption correction coefficients Kfuel,FCHV, as well as, if required by the manufacturer, the phase-specific correction coefficients KCO2,p and Kfuel,FCHV,p shall be developed based on the applicable charge-sustaining Type 1 test cycles. In the case that vehicle H was tested for the development of the correction coefficient for CO2 mass emission for NOVC-HEVs and OVC-HEVs, the coefficient may be applied within the interpolation family. ## 2.2 The correction coefficients shall be determined from a set of charge-sustaining Type 1 tests according to paragraph 3. of this Appendix. The number of tests performed by the manufacturer shall be equal to or greater than five. The manufacturer may request to set the state of charge of the REESS prior to the test according to the manufacturer’s recommendation and as described in paragraph 3. of this Appendix. This practice shall only be used for the purpose of achieving a charge-sustaining Type 1 test with opposite sign of the ΔEREESS,CS and with approval of the approval authority. The set of measurements shall fulfil the following criteria: (a)The set shall contain at least one test with ΔEREESS,CS,n ≤ 0 and at least one test with ΔEREESS,CS,n > 0. ΔEREESS,CS,n is the sum of electric energy changes of all REESSs of test n calculated in accordance with paragraph 4.3. of this Sub-Annex. (b)The difference in MCO2,CS between the test with the highest negative electric energy change and the test with the highest positive electric energy change shall be greater than or equal to 5 g/km. This criterion shall not be applied for the determination of Kfuel,FCHV. In the case of the determination of KCO2, the required number of tests may be reduced to three tests if all of the following criteria are fulfilled in addition to (a) and (b): (c)the difference in MCO2,CS between any two adjacent measurements, related to the electric energy change during the test, shall be less than or equal to 10 g/km. (d)in addition to (b), the test with the highest negative electric energy change and the test with the highest positive electric energy change shall not be within the region that is defined by: −0,01≤ΔEREESSEfuel≤+ 0,01, where: Efuelis the energy content of the consumed fuel calculated according to paragraph 1.2. of this Appendix, Wh. (e)The difference in MCO2,CS between the test with the highest negative electric energy change and the mid-point, and the difference in MCO2,CS between the mid-point and the test with the highest positive electric energy change shall be similar. The mid-point should preferably be within the range defined by (d). If this requirement is not feasible, the approval authority shall decide if a retest is necessary. The correction coefficients determined by the manufacturer shall be reviewed and approved by the approval authority prior to its application. If the set of at least five tests does not fulfil criterion (a) or criterion (b) or both, the manufacturer shall provide evidence to the approval authority as to why the vehicle is not capable of meeting either or both criteria. If the approval authority is not satisfied with the evidence, it may require additional tests to be performed. If the criteria after additional tests are still not fulfilled, the approval authority shall determine a conservative correction coefficient, based on the measurements. ### Division 2.3: Calculation of correction coefficients Kfuel,FCHV and KCO2 ## 2.3.1 Determination of the fuel consumption correction coefficient Kfuel,FCHV For NOVC-FCHVs, the fuel consumption correction coefficient Kfuel,FCHV, determined by driving a set of charge-sustaining Type 1 tests, is defined using the following equation: Kfuel,FCHV=∑nCSn= 1ECDC,CS,n− ECDC,CS,avg×FCCS,nb,n− FCCS,nb,avg∑nCSn= 1ECDC,CS,n− ECDC,CS,avg2where: Kfuel,FCHVis the fuel consumption correction coefficient, (kg/100 km)/(Wh/km); ECDC,CS,nis the charge-sustaining electric energy consumption of test n based on the REESS depletion according to the equation below, Wh/km ECDC,CS,avgis the mean charge-sustaining electric energy consumption of ncs tests based on the REESS depletion according to the equation below, Wh/km; FCCS,nb,nis the charge-sustaining fuel consumption of test n, not corrected for the energy balance, according to Table A8/7, step no. 1, kg/100 km; FCCS,nb,avgis the arithmetic average of the charge-sustaining fuel consumption of ncs tests based on the fuel consumption, not corrected for the energy balance, according to the equation below, kg/100 km; nis the index number of the considered test; ncsis the total number of tests; and: ECDC,CS,avg=1ncs×∑ncsn= 1 ECDC,CS,nand: FCCS,nb,avg=1ncs×∑ncsn= 1 FCCS,nb,nand: ECDC,CS,n=ΔEREESS,CS,ndCS,nwhere: ΔEREESS,CS,nis the charge-sustaining REESS electric energy change of test n according to paragraph 1.1.2. of this Appendix, Wh; dCS,nis the distance driven over the corresponding charge-sustaining Type 1 test n, km. The fuel consumption correction coefficient shall be rounded to four significant figures. The statistical significance of the fuel consumption correction coefficient shall be evaluated by the approval authority. ## 2.3.1.1 It is permitted to apply the fuel consumption correction coefficient that was developed from tests over the whole applicable WLTP test cycle for the correction of each individual phase. ## 2.3.1.2 Without prejudice to the requirements of paragraph 2.2. of this Appendix, at the manufacturer’s request and upon approval of the approval authority, separate fuel consumption correction coefficients Kfuel,FCHV,p for each individual phase may be developed. In this case, the same criteria as described in paragraph 2.2. of this Appendix shall be fulfilled in each individual phase and the procedure described in paragraph 2.3.1. of this Appendix shall be applied for each individual phase to determine each phase specific correction coefficient. ## 2.3.2 Determination of CO2 mass emission correction coefficient KCO2 For OVC-HEVs and NOVC-HEVs, the CO2 mass emission correction coefficient KCO2, determined by driving a set of charge-sustaining Type 1 tests, is defined by the following equation: KCO2=∑nCSn= 1ECDC,CS,n− ECDC,CS,avg×MCO2,CS,nb,n− MCO2,CS,nb,avg∑nCSn= 1ECDC,CS,n− ECDC,CS,avg2where: KCO2is the CO2 mass emission correction coefficient, (g/km)/(Wh/km); ECDC,CS,nis the charge-sustaining electric energy consumption of test n based on the REESS depletion according to paragraph 2.3.1. of this Appendix, Wh/km; ECDC,CS,avgis the arithmetic average of the charge-sustaining electric energy consumption of ncs tests based on the REESS depletion according to paragraph 2.3.1. of this Appendix, Wh/km; MCO2,CS,nb,nis the charge-sustaining CO2 mass emission of test n, not corrected for the energy balance, calculated according Table A8/5, step no. 2, g/km; MCO2,CS,nb,avgis the arithmetic average of the charge-sustaining CO2 mass emission of ncs tests based on the CO2 mass emission, not corrected for the energy balance, according to the equation below, g/km; nis the index number of the considered test; ncsis the total number of tests; and: MCO2,CS,nb,avg=1nCS×∑ncsn= 1 MCO2,CS,nb,nThe CO2 mass emission correction coefficient shall be rounded to four significant figures. The statistical significance of the CO2 mass emission correction coefficient shall be evaluated by the approval authority. ## 2.3.2.1 It is permitted to apply the CO2 mass emission correction coefficient developed from tests over the whole applicable WLTP test cycle for the correction of each individual phase. ## 2.3.2.2 Without prejudice to the requirements of paragraph 2.2. of this Appendix, at the request of the manufacturer upon approval of the approval authority, separate CO2 mass emission correction coefficients KCO2,p for each individual phase may be developed. In this case, the same criteria as described in paragraph 2.2. of this Appendix shall be fulfilled in each individual phase and the procedure described in paragraph 2.3.2. of this Appendix shall be applied for each individual phase to determine phase-specific correction coefficients. ### Division 3: Test procedure for the determination of the correction coefficients ## 3.1 OVC-HEVs For OVC-HEVs, one of the following test sequences according to Figure A8.App2/1 shall be used to measure all values that are necessary for the determination of the correction coefficients according to paragraph 2. of this Appendix. Figure A8.App2/1 OVC-HEV test sequences ### Division 3.1.1: Option 1 test sequence ## 3.1.1.1 Preconditioning and soaking Preconditioning and soaking shall be conducted according to paragraph 2.1. of Appendix 4. to this Sub-Annex. ## 3.1.1.2 REESS adjustment Prior to the test procedure in accordance with paragraph 3.1.1.3. of this Appendix, the manufacturer may adjust the REESS. The manufacturer shall provide evidence that the requirements for the beginning of the test in accordance with paragraph 3.1.1.3. of this Appendix are fulfilled. ### Division 3.1.1.3: Test procedure ## 3.1.1.3.1 The driver-selectable mode for the applicable WLTP test cycle shall be selected according to paragraph 3. of Appendix 6 to this Sub-Annex. ## 3.1.1.3.2 For testing, the applicable WLTP test cycle according to paragraph 1.4.2. of this Sub-Annex shall be driven. ## 3.1.1.3.3 Unless stated otherwise in this Appendix, the vehicle shall be tested according to the Type 1 test procedure described in Sub-Annex 6. ## 3.1.1.3.4 To obtain a set of applicable WLTP test cycles required for the determination of the correction coefficients, the test may be followed by a number of consecutive sequences required according to paragraph 2.2 of this Appendix consisting of paragraph 3.1.1.1. to paragraph 3.1.1.3. inclusive of this Appendix. ### Division 3.1.2: Option 2 test sequence ## 3.1.2.1 Preconditioning The test vehicle shall be preconditioned according to paragraph 2.1.1. or paragraph 2.1.2. of Appendix 4 to this Sub-Annex. ## 3.1.2.2 REESS adjustment After preconditioning, soaking according to paragraph 2.1.3. of Appendix 4 to this Sub-Annex shall be omitted and a break, during which the REESS is permitted to be adjusted, shall be set to a maximum duration of 60 minutes. A similar break shall be applied in advance of each test. Immediately after the end of this break, the requirements of paragraph 3.1.2.3. of this Appendix shall be applied. Upon request of the manufacturer, an additional warm-up procedure may be conducted in advance of the REESS adjustment to ensure similar starting conditions for the correction coefficient determination. If the manufacturer requests this additional warm-up procedure, the identical warm-up procedure shall be applied repeatedly within the test sequence. ### Division 3.1.2.3: Test procedure ## 3.1.2.3.1 The driver-selectable mode for the applicable WLTP test cycle shall be selected according to paragraph 3. of Appendix 6 to this Sub-Annex. ## 3.1.2.3.2 For testing, the applicable WLTP test cycle according to paragraph 1.4.2. of this Sub-Annex shall be driven. ## 3.1.2.3.3 Unless stated otherwise in this Appendix, the vehicle shall be tested according to the Type 1 test procedure described in Sub-Annex 6. ## 3.1.2.3.4 To obtain a set of applicable WLTP test cycles that are required for the determination of the correction coefficients, the test may be followed by a number of consecutive sequences required according to paragraph 2.2. of this Appendix consisting of paragraphs 3.1.2.2. and 3.1.2.3. of this Appendix. ## 3.2 NOVC-HEVs and NOVC-FCHVs For NOVC-HEVs and NOVC-FCHVs, one of the following test sequences according to Figure A8.App2/2 shall be used to measure all values that are necessary for the determination of the correction coefficients according to paragraph 2. of this Appendix. Figure A8.App2/2 NOVC-HEV and NOVC-FCHV test sequences ### Division 3.2.1: Option 1 test sequence ## 3.2.1.1 Preconditioning and soaking The test vehicle shall be preconditioned and soaked according to paragraph 3.3.1. of this Sub-Annex. ## 3.2.1.2 REESS adjustment Prior to the test procedure, according to paragraph 3.2.1.3., the manufacturer may adjust the REESS. The manufacturer shall provide evidence that the requirements for the beginning of the test according to paragraph 3.2.1.3. are fulfilled. ### Division 3.2.1.3: Test procedure ## 3.2.1.3.1 The driver-selectable mode shall be selected according to paragraph 3. of Appendix 6 to this Sub-Annex. ## 3.2.1.3.2 For testing, the applicable WLTP test cycle according to paragraph 1.4.2. of this Sub-Annex shall be driven. ## 3.2.1.3.3 Unless stated otherwise in this Appendix, the vehicle shall be tested according to the charge-sustaining Type 1 test procedure described in Sub-Annex 6. ## 3.2.1.3.4 To obtain a set of applicable WLTP test cycles that are required for the determination of the correction coefficients, the test can be followed by a number of consecutive sequences required according to paragraph 2.2. of this Appendix consisting of paragraph 3.2.1.1. to paragraph 3.2.1.3. inclusive of this Appendix. ### Division 3.2.2: Option 2 test sequence ## 3.2.2.1 Preconditioning The test vehicle shall be preconditioned according to paragraph 3.3.1.1. of this Sub-Annex. ## 3.2.2.2 REESS adjustment After preconditioning, the soaking according to paragraph 3.3.1.2. of this Sub-Annex shall be omitted and a break, during which the REESS is permitted to be adjusted, shall be set to a maximum duration of 60 minutes. A similar break shall be applied in advance of each test. Immediately after the end of this break, the requirements of paragraph 3.2.2.3. of this Appendix shall be applied. Upon request of the manufacturer, an additional warm-up procedure may be conducted in advance of the REESS adjustment to ensure similar starting conditions for the correction coefficient determination. If the manufacturer requests this additional warm-up procedure, the identical warm-up procedure shall be applied repeatedly within the test sequence. ### Division 3.2.2.3: Test procedure ## 3.2.2.3.1 The driver-selectable mode for the applicable WLTP test cycle shall be selected according to paragraph 3. of Appendix 6 to this Sub-Annex. ## 3.2.2.3.2 For testing, the applicable WLTP test cycle according to paragraph 1.4.2. of this Sub-Annex shall be driven. ## 3.2.2.3.3 Unless stated otherwise in this Appendix, the vehicle shall be tested according to the Type 1 test procedure described in Sub-Annex 6. ## 3.2.2.3.4 To get a set of applicable WLTP test cycles that are required for the determination of the correction coefficients, the test can be followed by a number of consecutive sequences required according to paragraph 2.2. of this Appendix consisting of paragraphs 3.2.2.2. and 3.2.2.3. of this Appendix. ## Annex Sub-Annex 8: Appendix 3 ### Division: Determination of REESS current and REESS voltage for NOVC-HEVs, OVC-HEVs, PEVs and NOVC-FCHVs ### Division 1: Introduction ## 1.1 This Appendix defines the method and required instrumentation to determine the REESS current and the REESS voltage of NOVC-HEVs, OVC-HEVs, PEVs and NOVC-FCHVs. ## 1.2 Measurement of REESS current and REESS voltage shall start at the same time as the test starts and shall end immediately after the vehicle has finished the test. ## 1.3 The REESS current and the REESS voltage of each phase shall be determined. ## 1.4 A list of the instrumentation used by the manufacturer to measure REESS voltage and current (including instrument manufacturer, model number, serial number, last calibration dates (where applicable)) during: (a)the Type 1 test according to paragraph 3 of this Sub-Annex, (b)the procedure to determine the correction coefficients according to Appendix 2 of this Sub-Annex (where applicable), (c)the ATCT as specified in Sub-Annex 6a shall be provided to the approval authority. ## 2 REESS current REESS depletion is considered as a negative current. ### Division 2.1: External REESS current measurement ## 2.1.1 The REESS current(s) shall be measured during the tests using a clamp-on or closed type current transducer. The current measurement system shall fulfil the requirements specified in Table A8/1 of this Sub-Annex. The current transducer(s) shall be capable of handling the peak currents at engine starts and temperature conditions at the point of measurement. In order to have an accurate measurement, zero adjustment and degaussing shall be performed before the test in accordance with the instrument manufacturer's instructions. ## 2.1.2 Current transducers shall be fitted to any of the REESS on one of the cables connected directly to the REESS and shall include the total REESS current. In case of shielded wires, appropriate methods shall be applied in accordance with the approval authority. In order to easily measure the REESS current using external measuring equipment, the manufacturer should provide appropriate, safe and accessible connection points in the vehicle. If that is not feasible, the manufacturer is obliged to support the approval authority in connecting a current transducer to one of the cables directly connected to the REESS in the manner described above in this paragraph. ## 2.1.3 The current transducer output shall be sampled with a minimum frequency of 20 Hz. The measured current shall be integrated over time, yielding the measured value of Q, expressed in ampere-hours Ah. The integration may be done in the current measurement system. ## 2.2 Vehicle on-board REESS current data As an alternative to paragraph 2.1. of this Appendix, the manufacturer may use the on-board current measurement data. The accuracy of these data shall be demonstrated to the approval authority. ### Division 3: REESS voltage ## 3.1 External REESS voltage measurement During the tests described in paragraph 3. of this Sub-Annex, the REESS voltage shall be measured with the equipment and accuracy requirements specified in paragraph 1.1. of this Sub-Annex. To measure the REESS voltage using external measuring equipment, the manufacturers shall support the approval authority by providing REESS voltage measurement points. ## 3.2 Nominal REESS voltage For NOVC-HEVs, NOVC-FCHVs and OVC-HEVs, instead of using the measured REESS voltage in accordance with paragraph 3.1. of this Appendix, the nominal voltage of the REESS determined in accordance with IEC 60050-482 may be used. ## 3.3 Vehicle on-board REESS voltage data As an alternative to paragraph 3.1. and 3.2. of this Appendix, the manufacturer may use the on-board voltage measurement data. The accuracy of these data shall be demonstrated to the approval authority. ## Annex Sub-Annex 8: Appendix 4 ### Division: Preconditioning, soaking and REESS charging conditions of PEVs and OVC-HEVs ## 1 This Appendix describes the test procedure for REESS and combustion engine preconditioning in preparation for: (a)Electric range, charge-depleting and charge-sustaining measurements when testing OVC-HEVs; and (b)Electric range measurements as well as electric energy consumption measurements when testing PEVs. ### Division 2: OVC-HEV preconditioning and soaking ### Division 2.1: Preconditioning and soaking when the test procedure starts with a charge-sustaining test ## 2.1.1 For preconditioning the combustion engine, the vehicle shall be driven over at least one applicable WLTP test cycle. During each driven preconditioning cycle, the charging balance of the REESS shall be determined. The preconditioning shall be stopped at the end of the applicable WLTP test cycle during which the break-off criterion is fulfilled according to paragraph 3.2.4.5. of this Sub-Annex. ## 2.1.2 As an alternative to paragraph 2.1.1. of this Appendix, at the request of the manufacturer and upon approval of the approval authority, the state of charge of the REESS for the charge-sustaining Type 1 test may be set according to the manufacturer’s recommendation in order to achieve a test under charge-sustaining operating condition. In such a case, a preconditioning procedure, such as that applicable to pure ICE vehicles as described in paragraph 2.6. of Sub-Annex 6, shall be applied. ## 2.1.3 Soaking of the vehicle shall be performed in accordance with paragraph 2.7. of Sub-Annex 6. ### Division 2.2: Preconditioning and soaking when the test procedure starts with a charge-depleting test ## 2.2.1 OVC-HEVs shall be driven over at least one applicable WLTP test cycle. During each driven preconditioning cycle, the charging balance of the REESS shall be determined. The preconditioning shall be stopped at the end of the applicable WLTP test cycle during which the break-off criterion is fulfilled according to paragraph 3.2.4.5. of this Sub-Annex. ## 2.2.2 Soaking of the vehicle shall be performed in accordance with paragraph 2.7. of Sub-Annex 6. Forced cooling down shall not be applied to vehicles preconditioned for the Type 1 test. During soak, the REESS shall be charged using the normal charging procedure as defined in paragraph 2.2.3. of this Appendix. ### Division 2.2.3: Application of a normal charge ## 2.2.3.1 The REESS shall be charged at an ambient temperature as specified in paragraph 2.2.2.2. of Sub-Annex 6 either with: (a)The on-board charger if fitted; or (b)An external charger recommended by the manufacturer using the charging pattern prescribed for normal charging. The procedures in this paragraph exclude all types of special charges that could be automatically or manually initiated, e.g. equalization charges or servicing charges. The manufacturer shall declare that, during the test, a special charge procedure has not occurred. ## 2.2.3.2 End-of-charge criterion The end-of-charge criterion is reached when the on-board or external instruments indicate that the REESS is fully charged. ### Division 3: PEV preconditioning ## 3.1 Initial charging of the REESS Initial charging of the REESS consists of discharging the REESS and applying a normal charge. ## 3.1.1 Discharging the REESS The discharge procedure shall be performed according to the manufacturer’s recommendation. The manufacturer shall guarantee that the REESS is as fully depleted as is possible by the discharge procedure. ## 3.1.2 Application of a normal charge The REESS shall be charged according to paragraph 2.2.3.1. of this Appendix. ### Division: Utility factors (UF) for OVC-HEVs ## 1 Reserved. ## 2 The methodology recommended for the determination of a UF curve based on driving statistics is described in SAE J2841 (Sept. 2010, Issued 2009-03, Revised 2010-09). ## 3 For the calculation of a fractional utility factor UFj for the weighting of period j, the following equation shall be applied by using the coefficients from Table A8.App5/1. UFjdj=1−exp −∑ki=1Ci×djdni−∑j−1l=1UFl where: UFjutility factor for period j; djmeasured distance driven at the end of period j, km; Ciith coefficient (see Table A8.App5/1); dnnormalized distance (see Table A8.App5/1), km; knumber of terms and coefficients in the exponent; jnumber of period considered; inumber of considered term/coefficient; ∑j−1l=1UFlsum of calculated utility factors up to period (j – 1). Table A8.App5/1 Parameters for the determination of fractional UFs Parameter Value dn 800 km C1 26,25 C2 – 38,94 C3 – 631,05 C4 5 964,83 C5 – 25 095 C6 60 380,2 C7 – 87 517 C8 75 513,8 C9 – 35 749 C10 7 154,94 ## Annex Sub-Annex 8: Appendix 6 ### Division: Selection of driver-selectable modes ### Division 1: General requirement ## 1.1 The manufacturer shall select the driver-selectable mode for the Type 1 test procedure in accordance with paragraphs 2. to 4. of this Appendix which enables the vehicle to follow the considered test cycle within the speed trace tolerances in accordance with paragraph 2.6.8.3. of Sub-Annex 6. This shall apply to all vehicle systems with driver-selectable modes including those not solely specific to the transmission. ## 1.2 The manufacturer shall provide evidence to the approval authority concerning: (a)The availability of a predominant mode under the considered conditions; (b)The maximum speed of the considered vehicle; and if required: (c)The best and worst case mode identified by the evidence on the fuel consumption and, if applicable, on the CO2 mass emission in all modes. See paragraph 2.6.6.3. of Sub-Annex 6; (d)The highest electric energy consuming mode; (e)The cycle energy demand (in accordance with Sub-Annex 7, paragraph 5. where the target speed is replaced by the actual speed). ## 1.3 Dedicated driver-selectable modes, such as ‘mountain mode’ or ‘maintenance mode’ which are not intended for normal daily operation but only for special limited purposes, shall not be considered. ## 2 OVC-HEV equipped with a driver-selectable mode under charge-depleting operating condition For vehicles equipped with a driver-selectable mode, the mode for the charge-depleting Type 1 test shall be selected according to the following conditions. The flow chart in Figure A8.App6/1 illustrates the mode selection in accordance with this paragraph. ## 2.1 If there is a predominant mode that enables the vehicle to follow the reference test cycle under charge-depleting operating condition, this mode shall be selected. ## 2.2 If there is no predominant mode or if there is a predominant mode but this mode does not enable the vehicle to follow the reference test cycle under charge-depleting operating condition, the mode for the test shall be selected according to the following conditions: (a)If there is only one mode which allows the vehicle to follow the reference test cycle under charge-depleting operating conditions, this mode shall be selected; (b)If several modes are capable of following the reference test cycle under charge-depleting operating conditions, the most electric energy consuming mode of those shall be selected. ## 2.3 If there is no mode according to paragraph 2.1. and paragraph 2.2. of this Appendix that enables the vehicle to follow the reference test cycle, the reference test cycle shall be modified according to paragraph 9 of Sub-Annex 1: (a)If there is a predominant mode which allows the vehicle to follow the modified reference test cycle under charge-depleting operating conditions, this mode shall be selected. (b)If there is no predominant mode but other modes which allow the vehicle to follow the modified reference test cycle under charge-depleting operating condition, the mode with the highest electric energy consumption shall be selected. (c)If there is no mode which allows the vehicle to follow the modified reference test cycle under charge-depleting operating condition, the mode or modes with the highest cycle energy demand shall be identified and the mode with the highest electric energy consumption shall be selected. ## Figure A8.App6/1 Selection of driver-selectable mode for OVC-HEVs under charge-depleting operating condition ## 3 OVC-HEVs, NOVC-HEVs and NOVC-FCHVs equipped with a driver- selectable mode under charge-sustaining operating condition For vehicles equipped with a driver-selectable mode, the mode for the charge-sustaining Type 1 test shall be selected according to the following conditions. The flow chart in Figure A8.App6/2 illustrates the mode selection in accordance with this paragraph. ## 3.1 If there is a predominant mode that enables the vehicle to follow the reference test cycle under charge-sustaining operating condition, this mode shall be selected. ## 3.2 If there is no predominant mode or if there is a predominant mode but this mode does not enable the vehicle to follow the reference test cycle under charge-sustaining operating condition, the mode for the test shall be selected according to the following conditions: (a)If there is only one mode which allows the vehicle to follow the reference test cycle under charge-sustaining operating conditions, this mode shall be selected; (b)If several modes are capable of following the reference test cycle under charge-sustaining operating conditions, it shall be at the option of the manufacturer either to select the worst case mode or to select both best case mode and worst case mode and average the test results arithmetically. ## 3.3 If there is no mode according to paragraph 3.1. and paragraph 3.2. of this Appendix that enables the vehicle to follow the reference test cycle, the reference test cycle shall be modified according to paragraph 9. of Sub-Annex 1: (a)If there is a predominant mode which allows the vehicle to follow the modified reference test cycle under charge-sustaining operating condition, this mode shall be selected. (b)If there is no predominant mode but other modes which allow the vehicle to follow the modified reference test cycle under charge-sustaining operating condition, the worst case mode of these modes shall be selected. (c)If there is no mode which allows the vehicle to follow the modified reference test cycle under charge-sustaining operating condition, the mode or modes with the highest cycle energy demand shall be identified and the worst case mode shall be selected. ## Figure A8.App6/2 Selection of a driver-selectable mode for OVC-HEVs, NOVC-HEVs and NOVC- FCHVs under charge-sustaining operating condition ## 4 PEVs equipped with a driver-selectable mode For vehicles equipped with a driver-selectable mode, the mode for the test shall be selected according to the following conditions. The flow chart in Figure A8.App6/3 illustrates the mode selection in accordance with this paragraph. ## 4.1 If there is a predominant mode that enables the vehicle to follow the reference test cycle, this mode shall be selected. ## 4.2 If there is no predominant mode or if there is a predominant mode but this mode does not enable the vehicle to follow the reference test cycle, the mode for the test shall be selected according to the following conditions. (a)If there is only one mode which allows the vehicle to follow the reference test cycle, this mode shall be selected. (b)If several modes are capable of following the reference test cycle, the most electric energy consuming mode of those shall be selected. ## 4.3 If there is no mode according to paragraph 4.1. and paragraph 4.2. of this Appendix that enables the vehicle to follow the reference test cycle, the reference test cycle shall be modified according to paragraph 9. of Sub-Annex 1. The resulting test cycle shall be named as the applicable WLTP test cycle: (a)If there is a predominant mode which allows the vehicle to follow the modified reference test cycle, this mode shall be selected; (b)If there is no predominant mode but other modes which allow the vehicle to follow the modified reference test cycle, the mode with the highest electric energy consumption shall be selected; (c)If there is no mode which allows the vehicle to follow the modified reference test cycle, the mode or modes with the highest cycle energy demand shall be identified and the mode with the highest electric energy consumption shall be selected. ## Figure A8.App6/3 Selection of the driver-selectable mode for PEVs ### Division: Fuel consumption measurement of compressed hydrogen fuel cell hybrid vehicles ## 1 General requirements Fuel consumption shall be measured using the gravimetric method in accordance with paragraph 2. of this Appendix. At the request of the manufacturer and with approval of the approval authority, fuel consumption may be measured using either the pressure method or the flow method. In this case, the manufacturer shall provide technical evidence that the method yields equivalent results. The pressure and flow methods are described in ISO 23828:2013. ## 2 Gravimetric method Fuel consumption shall be calculated by measuring the mass of the fuel tank before and after the test. ### Division 2.1: Equipment and setting ## 2.1.1 An example of the instrumentation is shown in Figure A8.App7/1. One or more off-vehicle tanks shall be used to measure the fuel consumption. The off-vehicle tank(s) shall be connected to the vehicle fuel line between the original fuel tank and the fuel cell system. ## 2.1.2 For preconditioning, the originally installed tank or an external source of hydrogen may be used. ## 2.1.3 The refuelling pressure shall be adjusted to the manufacturer's recommended value. ## 2.1.4 Difference of the gas supply pressures in lines shall be minimized when the lines are switched. In the case that influence of pressure difference is expected, the manufacturer and the approval authority shall agree whether correction is necessary or not. ### Division 2.1.5: Balance ## 2.1.5.1 The balance used for fuel consumption measurement shall meet the specification of Table A8.App7/1. Table A8.App7/1 Analytical balance verification criteria Fuel consumption (REESS charge balance = 0) during the test, in mass, standard deviation. Measurement system Resolution Precision Balance 0,1 g maximum ± 0,02 maximum ## 2.1.5.2 The balance shall be calibrated in accordance with the specifications provided by the balance manufacturer or at least as often as specified in Table A8.App7/2. Table A8.App7/2 Instrument calibration intervals Instrument checks Interval Precision Yearly and at major maintenance ## 2.1.5.3 Appropriate means for reducing the effects of vibration and convection, such as a damping table or a wind barrier, shall be provided. ## Figure A8.App7/1 Example of instrumentation where: 1is the external fuel supply for preconditioning 2is the pressure regulator 3is the original tank 4is the fuel cell system 5is the balance 6is/are off-vehicle tank(s) for fuel consumption measurement ### Division 2.2: Test procedure ## 2.2.1 The mass of the off-vehicle tank shall be measured before the test. ## 2.2.2 The off-vehicle tank shall be connected to the vehicle fuel line as shown in Figure A8.App7/1. ## 2.2.3 The test shall be conducted by fuelling from the off-vehicle tank. ## 2.2.4 The off-vehicle tank shall be removed from the line. ## 2.2.5 The mass of the tank after the test shall be measured. ## 2.2.6 The non-balanced charge-sustaining fuel consumption FCCS,nb from the measured mass before and after the test shall be calculated using the following equation: FCCS,nb=g1−g2d×100 where: FCCS,nbis the non-balanced charge-sustaining fuel consumption measured during the test, kg/100 km; g1is the mass of the tank at the start of the test, kg; g2is the mass of the tank at the end of the test, kg; dis the distance driven during the test, km. ### Division: Determination of method equivalency ## 1 General Requirement Upon request of the manufacturer, other measurement methods may be approved by the approval authority if they yield equivalent results in accordance with paragraph 1.1. of this Sub-Annex. The equivalence of the candidate method shall be demonstrated to the approval authority. ## 1.1 Decision on Equivalency A candidate method shall be considered equivalent if the accuracy and the precision is equal to or better than the reference method. ## 1.2 Determination of Equivalency The determination of method equivalency shall be based on a correlation study between the candidate and the reference methods. The methods to be used for correlation testing shall be subject to approval by the approval authority. The basic principle for the determination of accuracy and precision of candidate and reference methods shall follow the guidelines in ISO 5725 Part 6 Annex 8 ‘Comparison of alternative Measurement Methods’. ## 1.3 Implementation requirements Reserved ### Division: Devices for monitoring on board the vehicle the consumption of fuel and/or electric energy ## 1 Introduction This Annex sets out the definitions and requirements applicable to the devices for monitoring on board the vehicle the consumption of fuel and/or electric energy. ## 2 Definitions 2.1‘On-board Fuel and/or Energy Consumption Monitoring Device’ (‘OBFCM device’) means any element of design, either software and/or hardware, which senses and uses vehicle, engine, fuel and/or electric energy parameters to determine and make available at least the information laid down in point 3, and store the lifetime values on board the vehicle. 2.2‘Lifetime’ value of a certain quantity determined and stored at a time t shall be the values of this quantity accumulated since the completion of production of the vehicle until time t. 2.3.‘Engine fuel rate’ means the amount of fuel injected into the engine per unit of time. It does not include fuel injected directly into the pollution control device. 2.4‘Vehicle fuel rate’ means the amount of fuel injected into the engine and directly into the pollution control device per unit of time. It does not include the fuel used by a fuel operated heater. 2.5‘Total Fuel Consumed (lifetime)’ means the accumulation of the calculated amount of fuel injected into the engine and the calculated amount of fuel injected directly into the pollution control device. It does not include the fuel used by a fuel operated heater. 2.6‘Total Distance Travelled (lifetime)’ means the accumulation of the distance travelled using the same data source that the vehicle odometer uses. 2.7‘Grid energy’ means, for OVC-HEVs, the electric energy flowing into the battery when the vehicle is connected to an external power supply and the engine is turned off. It shall not include electrical losses between the external power source and the battery. 2.8‘Charge sustaining operation’ means, for OVC-HEVs, the state of vehicle operation when the REESS state of charge (SOC) may fluctuate but the intent of the vehicle control system is to maintain, on average, the current state of charge. 2.9‘Charge depleting operation’ means, for OVC-HEVs, the state of vehicle operation when the current REESS SOC is higher than the charge sustaining target SOC value and, while it may fluctuate, the intent of the vehicle control system is to deplete the SOC from a higher level down to the charge sustaining target SOC value. 2.10‘Driver-selectable charge increasing operation’ means, for OVC-HEVs, the operating condition in which the driver has selected a mode of operation, with the intention to increase the REESS SOC. ## 3 Information to be determined, stored and made available The OBFCM device shall determine at least the following parameters and store the lifetime values on board the vehicle. The parameters shall be calculated and scaled according the standards referred to in points 6.5.3.2 (a) of Paragraph 6.5.3. of Appendix 1 to Annex 11 to UN/ECE Regulation No 83, understood as set out in Point 2.8. of Appendix 1 to Annex XI to this Regulation. ## 3.1 For all vehicles referred to in Article 4a, with the exception of OVC-HEVs: (a)Total fuel consumed (lifetime) (litres); (b)total distance travelled (lifetime) (kilometres); (c)engine fuel rate (grams/second); (d)engine fuel rate (litres/hour); (e)vehicle fuel rate (grams/second); (f)vehicle speed (kilometres/hour). ## 3.2 For OVC-HEVs: (a)Total fuel consumed (lifetime) (litres); (b)total fuel consumed in charge depleting operation (lifetime) (litres); (c)total fuel consumed in driver-selectable charge increasing operation (lifetime) (litres); (d)total distance travelled (lifetime) (kilometres); (e)total distance travelled in charge depleting operation with engine off (lifetime) (kilometres); (f)total distance travelled in charge depleting operation with engine running (lifetime) (kilometres); (g)total distance travelled in driver-selectable charge increasing operation (lifetime) (kilometres); (h)engine fuel rate (grams/second); (i)engine fuel rate (litres/hour); (j)vehicle fuel rate (grams/second); (k)vehicle speed (kilometres/hour); (l)total grid energy into the battery (lifetime) (kWh). ### Division 4: Accuracy ## 4.1 With regard to the information specified in point 3, the manufacturer shall ensure that the OBFCM device provides the most accurate values that can be achieved by the measurement and calculation system of the engine control unit. ## 4.2 Notwithstanding point 4.1, the manufacturer shall ensure that the accuracy is higher than – 0,05 and lower than 0,05 calculated with three decimals using the following formula: Accuracy=Fuel_ConsumedWLTP−Fuel_ConsumedOBFCMFuel_ConsumedWLTP Where: Fuel_ConsumedWLTP (litres)is the fuel consumption determined at the first test carried out in accordance with point 1.2 of Sub-Annex 6 of Annex XXI, calculated in accordance with paragraph 6 of Sub-Annex 7 of that Annex, using emission results over the total cycle before applying corrections (output of step 2 in table A7/1 of Sub-Annex 7), multiplied by the actual distance driven and divided by 100. Fuel_ConsumedOBFCM (litres)is the fuel consumption determined for the same test using the differentials of the parameter ‘Total fuel consumed (lifetime)’ as provided by the OBFCM device. For OVC-HEVs the charge-sustaining Type 1 test shall be used. ## 4.2.1 If the accuracy requirements set out in point 4.2 are not met, the accuracy shall be recalculated for subsequent Type 1 tests performed in accordance with point 1.2 of Sub-Annex 6, in accordance with the formulae in point 4.2, using the fuel consumed determined and accumulated over all performed tests. The accuracy requirement shall be deemed to be fulfilled once the accuracy is higher than – 0,05 and lower than 0,05. ## 4.2.2 If the accuracy requirements set out in point 4.2.1 are not met following the subsequent tests pursuant to this point, additional tests may be performed for the purpose of determining the accuracy, however, the total number of tests shall not exceed three tests for a vehicle tested without using the interpolation method (vehicle H), and six tests for a vehicle tested using the interpolation method (three tests for vehicle H and three tests for vehicle L). The accuracy shall be recalculated for the additional subsequent Type 1 tests in accordance with the formulae in point 4.2, using the fuel consumed determined and accumulated over all performed tests. The requirement shall be deemed to be fulfilled once the accuracy is higher than – 0,05 and lower than 0,05. Where the tests have been performed only for the purpose of determining the accuracy of the OBFCM device, the results of the additional tests shall not be taken into account for any other purposes. ### Division 5: Access to the information provided by the OBFCM device ## 5.1 The OBFCM device shall provide for standardised and unrestricted access of the information specified in point 3, and shall conform to the standards referred to in points 6.5.3.1 (a) and 6.5.3.2 (a) of Paragraph 6.5.3. of Appendix 1 to Annex 11 to UN/ECE Regulation No 83, understood as set out in Point 2.8. of Appendix 1 to Annex XI to this Regulation. ## 5.2 By way of exemption from the reset conditions specified in the standards referred to in point 5.1 and notwithstanding points 5.3. and 5.4., once the vehicle has entered into service the values of the lifetime counters shall be preserved. ## 5.3 The values of the lifetime counters may be reset only for those vehicles for which the memory type of the engine control unit is unable to preserve data when not powered by electricity. For those vehicles the values may be reset simultaneously only in the case the battery is disconnected from the vehicle. The obligation to preserve the values of the lifetime counters shall in this case apply for new type approvals at the latest from 1 January 2022 and for new vehicles from 1 January 2023. ## 5.4 In the case of malfunctioning affecting the values of the lifetime counters, or replacement of the engine control unit, the counters may be reset simultaneously to ensure that the values remain fully synchronised. --- Source: https://www.legislation.gov.uk/eur/2017/1151 (the official version) Page: https://openlegislation.uk/eu-regulation-2017-1151 Contains public sector information licensed under the Open Government Licence v3.0. Source: legislation.gov.uk, The National Archives.