Annex III

Annex IIIA to Regulation (EU) 2017/1151 is amended as follows:

1. (1)

   point 1.2.16 is replaced by the following:

   1. 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.’;

2. (2)

   in point 2.1., the equation is replaced by the following:

   ‘NTE_pollutant = CF_pollutant × EURO-6’

3. (3)

   in point 2.1.1, in the table, in the second column, the words ‘1 + margin with margin= 0,5’ are replaced by ‘1 + margin NOx with margin NOx = 0,43’’;

4. (4)

   in point 2.1.2 the following sentence is added:

   ‘For type approvals under this exception there shall be no declared maximum RDE value.’

5. (5)

   point 2.1.3. is replaced by the following:

   ‘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.’;

6. (6)

   point 3.1.0. is replaced by the following:

   ‘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 ).’;

7. (7)

   points 3.1.0.1, 3.1.0.2 and 3.1.0.3 are deleted;

8. (8)

   point 3.1.2 is replaced by the following:

   ‘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.’;

9. (9)

   point 3.1.3 is replaced by the following:

   ‘3.1.3

   Reporting and dissemination of RDE type approval test information’;

10. (10)

    point 3.1.3.2.1. is replaced by the following:

    ‘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 IX to Directive 2007/46/EC.

    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 IX to Directive 2007/46/EC.’;

11. (11)

    point 4.2. is replaced by the following:

    ‘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.’

12. (12)

    point 4.5. is replaced by the following:

    ‘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.’;

13. (13)

    points 4.6. and 4.7. are added:

    ‘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.’;

14. (14)

    points 5.4.1. and 5.4.2. are replaced by the following:

    ‘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.’;

15. (15)

    point 5.5.1. is replaced by the following:

    ‘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.’;

16. (16)

    points 5.5.2.2, 5.5.2.3. and 5.5.2.4. are replaced by the following:

    ‘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, CO₂, O₂ 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.’;

17. (17)

    points 5.5.2.5 and 5.5.2.6 are deleted.

18. (18)

    a new point 5.5.3 is inserted:

    ‘5.5.3.

    OVC-HEVs vehicles may be tested in any selectable mode, including battery charge mode.’;

19. (19)

    the following points 5.5.4., 5.5.5 and 5.5.6. are inserted:

    ‘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, CO₂, O₂ 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.’;

20. (20)

    point 6.2. is replaced by the following:

    ‘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.’;

21. (21)

    point 7.6. is replaced by the following:

    ‘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.’;

22. (22)

    point 8.2. is replaced by the following:

    ‘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.’;

23. (23)

    point 9.2. is replaced by the following:

    ‘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.

    Figure 1

    Verification of trip validity

    

    If at least one of the requirements is not fulfilled, the trip shall be declared invalid’;

24. (24)

    point 9.4 is replaced by the following:

    ‘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.’;

25. (25)

    point 9.6. is replaced by the following:

    ‘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.’;

26. (26)

    Appendix 1 is amended as follows:

    1. (a)

       the first paragraph of point 3.2 is replaced by the following:

       ‘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.’

    2. (b)

       point 3.4.2. is replaced by the following:

       ‘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. (c)

       point 3.4.3. is replaced by the following:

       ‘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.’;

    4. (d)

       the third sub-paragraph of point 3.5 is replaced by:

       ‘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.’

    5. (e)

       point 4.6. is replaced by the following:

       ‘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.’;

    6. (f)

       point 5.1. is replaced by the following:

       ‘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

       ’

    7. (g)

       point 5.3 is replaced with the following:

       ‘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

       ’

    8. (h)

       point 6.3. is replaced by the following:

       ‘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.’.

27. (27)

    Appendix 2 is amended as follows:

    1. (a)

       in point 3.4.2., point (f) is replaced by the following:

       ‘(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.’;

    2. (b)

       in point 4.1.2., points (b) and (e) are replaced by the following:

       1. (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.

       2. (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.’;

    3. (c)

       point 4.2.4 is replaced by the following:

       ‘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. (d)

       point 5.1 is replaced by the following:

       ‘5.1.

       Calibration and span gases for RDE tests’

    5. (e)

       the following points 5.1.1., 5.1.2. and 5.1.3. are inserted:

       ‘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.’;

    6. (f)

       point 7.2.3 is replaced by the following:

       ‘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. (g)

       point 7.2.5 is replaced by the following:

       ‘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.’;

28. (28)

    Appendix 3 is amended as follows:

    1. (a)

       points 3.2.2. and 3.2.3 are replaced by the following:

       ‘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.’;

    2. (b)

       Points 4.1 and 4.2 are replaced by the following:

       ‘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.’;

29. (29)

    Appendix 4 is amended as follows:

    1. (a)

       point 1. is replaced by the following:

       ‘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. (b)

       the second paragraph of point 3.2 is replaced by the following:

       ‘The exhaust mass flow rate measured with an exhaust flow meter shall be time corrected by reverse shifting according to the transformation time of the exhaust mass flow meter. The transformation time of the mass flow meter shall be determined according to point 4.4. of Appendix 2:’

    3. (c)

       point 4 is replaced by the following:

       ‘4.

       Cold Start

       Cold start for the purposes of RDE is the period from the test start until the point when the vehicle has run for 5 minutes. If the coolant temperature is determined, the cold start period ends once the coolant is at least 70 °C for the first time but no later than 5 minutes after test start.’;

    4. (d)

       the following points 8.3 and 8.4 are inserted:

       ‘8.3

       Correction of negative emission results

       Negative intermediate results shall not be corrected. Negative final results shall be set to zero.

       8.4

       Correction for extended conditions

       The second-by second emissions calculated in accordance with this Appendix may be divided by a value of 1,6 solely for the cases laid down in points 9.5 and 9.6.

       The corrective factor of 1,6 shall be applied only once. The corrective factor of 1,6 applies to pollutant emissions but not to CO₂.’;

30. (30)

    Appendix 5 is replaced by the following:

    ‘Appendix 5

    Verification of overall trip dynamics using the moving averaging window method

    1.

    Introduction

    The Moving Averaging Window method is used to verify the overall trip dynamics. The test is divided in sub-sections (windows) and the subsequent analysis aims at determining whether the trip is valid for RDE purposes. The ‘normality’ of the windows is conducted by comparing their CO₂ distance-specific emissions with a reference curve obtained from the vehicle CO₂ emissions measured in accordance with the WLTP procedure.

    2.

    Symbols, parameters and units

    Index (i) refers to the time step

    Index (j) refers to the window

    Index (k) refers to the category (t = total, u = urban, r = rural, m- = motorway) or to the CO₂ characteristic curve (cc)

    Δ

    difference

    ≥

    larger or equal

    #

    number

    %

    per cent

    ≤

    smaller or equal

    a ₁, b ₁

    coefficients of the CO₂ characteristic curve

    a ₂, b ₂

    coefficients of the CO₂ characteristic curve

    $M_{{\mathrm{CO}}_2}$

    CO₂ mass, [g]

    $M_{{\mathrm{CO}}_2\mathrm{,j}}$

    CO₂ mass in window j, [g]

    t_i

    total time in step i, [s]

    t_t

    duration of a test, [s]

    v_i

    actual vehicle speed in time step i, [km/h]

    ${\bar{v}}_j$

    average vehicle speed in window j, [km/h]

    tol _{1 H}

    upper tolerance for the vehicle CO₂ characteristic curve, [%]

    tol _{1 L}

    lower tolerance for the vehicle CO₂ characteristic curve, [%]

    3.

    Moving Averaging Windows

    3.1.

    Definition of averaging windows

    The instantaneous emissions calculated in accordance with Appendix 4 shall be integrated using a moving averaging window method, based on the reference CO₂ mass.

    The principle of the calculation is as follows: The RDE distance-specific CO₂ mass emissions are not calculated for the complete data set, but for sub-sets of the complete data set, the length of these sub-sets being determined so as to match always the same fraction of the CO₂ mass emitted by the vehicle over the WLTP cycle. The moving window calculations are conducted with a time increment Δt corresponding to the data sampling frequency. These sub-sets used to calculate the vehicle on-road CO₂ emissions and its average speed are referred to as “averaging windows” in the following sections.

    The calculation described in the present point shall be run from the first data point (forward).

    The following data shall not be considered for the calculation of the CO₂ mass, the distance and the vehicle average speed in the averaging windows:

    • The periodic verification of the instruments and/or after the zero drift verifications;

    • Vehicle ground speed is smaller than 1 km/h.

    The calculation shall start from when vehicle ground speed is higher than or equal to 1 km/h and include driving events during which no CO₂ is emitted and where the vehicle ground speed is higher than or equal to 1 km/h.

    The mass emissions $M_{{\mathrm{CO}}_2\mathrm{,j}}$ shall be determined by integrating the instantaneous emissions in g/s as specified in Appendix 4 to this Annex.

    Figure 1

    Vehicle speed versus time - Vehicle averaged emissions versus time, starting from the first averaging window

    

    Figure 2

    Definition of CO₂ mass based averaging windows

    

    The duration (t _{2 ,j} – t _{1 ,j} ) of the j^th averaging window is determined by:

    $$M_{{\mathrm{CO}}_2}\left(t_{\mathrm{2,}j}\right)-M_{{\mathrm{CO}}_2}\left(t_{\mathrm{1,}j}\right)\ge M_{{\mathrm{CO}}_2,\mathrm{ref}}$$

    Where:

    $M_{{\mathrm{CO}}_2}\left(t_{\mathrm{i,j}}\right)$ is the CO₂ mass measured between the test start and time t_i,j , [g];

    $M_{{\mathrm{CO}}_2,\mathrm{ref}}$ is the half of the CO₂ mass emitted by the vehicle over the WLTP test conducted in accordance with Sub-Annex 6 to Annex XXI of this Regulation.

    During type approval the CO₂ reference value shall be taken from the WLTP performed during type approval testing of the individual vehicle.

    For ISC testing purposes, the reference CO₂ mass shall be 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 value for OVC-HEV vehicles is to be obtained from the WLTP test conducted using the Charge Sustaining mode.

    t _{2 ,j} shall be selected such as:

    $$M_{{\mathrm{CO}}_2}\left(t_{\mathrm{2,}j}-\mathrm{\Delta t}\right)-M_{{\mathrm{CO}}_2}\left(t_{\mathrm{1,}j}\right)<M_{{\mathrm{CO}}_2,\mathrm{ref}}\le M_{{\mathrm{CO}}_2}\left(t_{\mathrm{2,}j}\right)-M_{{\mathrm{CO}}_2}\left(t_{\mathrm{1,}j}\right)$$

    Where Δt is the data sampling period.

    The CO₂ masses $M_{{\mathrm{CO}}_2,j}$ in the windows are calculated by integrating the instantaneous emissions calculated as specified in Appendix 4 to this Annex.

    3.2.

    Calculation of window parameters

    The following shall be calculated for each window determined in accordance with point 3.1.

    • The distance-specific CO₂ emissions $M_{{\mathrm{CO}}_2,\mathrm{d,j}}$ ;

    • The average vehicle speed ${\bar{v}}_j$ .

    4.

    Evaluation of windows

    4.1.

    Introduction

    The reference dynamic conditions of the test vehicle are defined from the vehicle CO₂ emissions versus average speed measured at type approval on the Type 1 test and referred to as “vehicle CO₂ characteristic curve”. To obtain the distance specific CO₂ emissions, the vehicle shall be tested on the WLTP cycle in accordance with Annex XXI to this Regulation.

    4.2.

    CO₂ Characteristic curve reference points

    The distance-specific CO₂ emissions to be considered in this paragraph for the definition of the reference curve shall be 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 value for OVC-HEV vehicles is to be that obtained from the WLTP test conducted using the Charge Sustaining mode.

    During type approval, the values shall be taken from the WLTP performed during type approval testing of the individual vehicle.

    The reference points P ₁, P ₂ and P ₃ required to define the vehicle CO₂ characteristic curve shall be established as follows:

    4.2.1.

    Point P ₁

    $\overline{v_{P1}}$ = 18,882 km/h (Average Speed of the Low Speed phase of the WLTP cycle)

    $M_{{\mathrm{CO}}_2{\mathrm{,d,P}}_1}$ = Vehicle CO₂ emissions over the Low Speed phase of the WLTP cycle [g/km]

    4.2.2.

    Point P ₂

    $\overline{v_{P2}}$ = 56,664 km/h (Average Speed of the High Speed phase of the WLTP cycle)

    $M_{{\mathrm{CO}}_2{\mathrm{,d,P}}_2}$ = Vehicle CO₂ emissions over the High Speed phase of the WLTP cycle [g/km]

    4.2.3.

    Point P ₃

    $\overline{v_{P3}}$ = 91,997 km/h (Average Speed of the Extra High Speed phase of the WLTP cycle)

    $M_{{\mathrm{CO}}_2{\mathrm{,d,P}}_3}$ = Vehicle CO₂ emissions over the Extra High Speed phase of the WLTP cycle [g/km]

    4.3.

    CO₂ Characteristic curve definition

    Using the reference points defined in point 4.2, the characteristic curve CO₂ emissions are calculated as a function of the average speed using two linear sections (P ₁, P ₂) and (P ₂, P ₃). The section (P ₂, P ₃) is limited to 145 km/h on the vehicle speed axis. The characteristic curve is defined by equations as follows:

    For the section (P ₁, P ₂):

    $$M_{{\mathrm{CO}}_2\mathrm{,d,CC}}\left(\bar{v}\right)=a_1\bar{v}+b_1$$

    with: $a_1=\left(M_{{\mathrm{CO}}_2{\mathrm{,d,P}}_2}-M_{{\mathrm{CO}}_2{\mathrm{,d,P}}_1}\right)∕\left(\overline{v_{P2}}-\overline{v_{P1}}\right)$

    and: $b_1=M_{{\mathrm{CO}}_2{\mathrm{,d,P}}_1}-a_1\overline{v_{P1}}$

    For the section (P ₂, P ₃):

    $$M_{{\mathrm{CO}}_2\mathrm{,d,CC}}\left(\bar{v}\right)=a_2\bar{v}+b_2$$

    with: $a_2=\left(M_{{\mathrm{CO}}_2{\mathrm{,d,P}}_3}-M_{{\mathrm{CO}}_2{\mathrm{,d,P}}_2}\right)∕\left(\overline{v_{P3}}-\overline{v_{P2}}\right)$

    and: $b_2=M_{{\mathrm{CO}}_2{\mathrm{,d,P}}_2}-a_2\overline{v_{P2}}$

    Figure 3

    Vehicle CO₂ characteristic curve and tolerances for ICE and NOVC-HEV vehicles

    

    Figure 4

    Vehicle CO₂ characteristic curve and tolerances for OVC-HEV vehicles

    

    4.4.

    Urban, rural and motorway windows

    4.4.1.

    Urban windows

    Urban windows are characterized by average vehicle speeds ${\bar{v}}_j$ lower than 45 km/h.

    4.4.2.

    Rural windows

    Rural windows are characterized by average vehicle speeds ${\bar{v}}_j$ greater than or equal to 45 km/h and lower than 80 km/h.

    For N2 category vehicles that are equipped in accordance with Directive 92/6/EEC with a device limiting vehicle speed to 90 km/h, rural windows are characterized by average vehicle speeds ${\bar{v}}_j$ lower than 70 km/h.

    4.4.3.

    Motorway windows

    Motorway windows are characterized by average vehicle speeds ${\bar{v}}_j$ greater than or equal to 80 km/h and lower than 145 km/h

    For N2 category vehicles that are equipped in accordance with Directive 92/6/EEC with a device limiting vehicle speed to 90 km/h, motorway windows are characterized by average vehicle speeds ${\bar{v}}_j$ greater than or equal to 70 km/h and lower than 90 km/h.

    Figure 5

    Vehicle CO₂ characteristic curve: urban, rural and motorway driving definitions (Illustrated for ICE and NOVC-HEV vehicles) except N2 category vehicles that are equipped in accordance with Directive 92/6/EEC with a device limiting vehicle speed to 90 km/h)

    

    Figure 6

    Vehicle CO₂ characteristic curve: urban, rural and motorway driving definitions (Illustrated for OVC-HEV vehicles) except N2 category vehicles that are equipped in accordance with Directive 92/6/EEC with a device limiting vehicle speed to 90 km/h)

    

    4.5.

    Verification of trip validity

    4.5.1.

    Tolerances around the vehicle CO₂ characteristic curve

    The upper tolerance of the vehicle CO₂ characteristic curve is tol _1H = 45 % for urban driving and tol _1H = 40 % for rural and motorway driving.

    The lower tolerance of the vehicle CO₂ characteristic curve is tol _1L = 25 % for ICE and NOVC-HEV vehicles and tol _1L = 100 % for OVC-HEV vehicles.

    4.5.2.

    Verification of test validity

    The test is valid when it comprises at least 50 % of the urban, rural and motorway windows that are within the tolerances defined for the CO₂ characteristic curve.

    For NOVC-HEVs and OVC-HEVs, if the minimum requirement of 50 % between tol_1H and tol_1L is not met, the upper positive tolerance tol_1H may be increased by steps of 1 % until the 50 % target is reached. When using this mechanism, the value of tol_1H shall never exceed 50 %.’

31. (31)

    Appendix 6 is replaced by the following:

    ‘Appendix 6

    CALCULATION OF THE FINAL RDE EMISSIONS RESULTS

    1.

    Symbols, Parameters and Units

    Index (k) refers to the category (t = total, u = urban, 1-2 = first two phases of the WLTP cycle)

    IC_k

    is the distance share of usage of the internal combustion engine for an OVC-HEV over the RDE trip

    d_ICE,k

    is the distance driven [km], with the internal combustion engine on for an OVC-HEV over the RDE trip

    d_EV,k

    is the distance driven [km], with the internal combustion engine off for an OVC-HEV over the RDE trip

    M_RDE,k

    is the final RDE distance-specific mass of gaseous pollutants [mg/km] or particle number [#/km]

    m_RDE,k

    is the distance-specific mass of gaseous pollutant [mg/km] or particle number [#/km] emissions, emitted over the complete RDE trip and prior to any correction in accordance with this Appendix

    $M_{{\mathrm{CO}}_2\mathrm{RDE,k}}$

    is the distance-specific mass of CO₂ [g/km], emitted over the RDE trip

    $M_{{\mathrm{CO}}_2\mathrm{WLTC,k}}$

    is the distance-specific mass of CO₂ [g/km], emitted over the WLTC cycle

    $M_{{\mathrm{CO}}_2\mathrm{WLTC\_CS,k}}$

    is the distance-specific mass of CO₂ [g/km], emitted over the WLTC cycle for an OVC-HEV vehicle tested on its charge sustaining mode

    r_k

    ratio between the CO₂ emissions measured during the RDE test and the WLTP test

    RF_k

    is the result evaluation factor calculated for the RDE trip

    RF_{L 1}

    is the first parameter of the function used to calculate the result evaluation factor

    RF_{L 2}

    is the second parameter of the function used to calculate the result evaluation factor

    2.

    Calculation of the Final RDE emissions results

    2.1.

    Introduction

    The trip validity shall be verified in accordance with point 9.2. of Annex IIIA. For the valid trips, the final RDE results are calculated as follows for vehicles with ICE, NOVC-HEV and OVC-HEV.

    For the complete RDE trip and for the urban part of the RDE trip (k = t = total, k = u = urban):

    M_RDE,k = m_RDE,k · RF_k

    The values of the parameter RF_{L 1} and RF_{L 2} of the function used to calculate the result evaluation factor are as follows:

    • Upon the request of the manufacturer and only for type approvals granted before 1 January 2020,

      RF_{L 1} = 1,20 and RF_{L 2} = 1,25;

      in all other cases:

      RF_{L 1} = 1,30 and RF_{L 2} = 1,50;

      The RDE result evaluation factors RF_k (k = t = total, k = u = urban) shall be obtained using the functions laid down in point 2.2. for vehicles with ICE and NOVC-HEV, and in point 2.3. for OVC-HEV. These evaluation factors shall be subject to review by the Commission and shall be revised as a result of technical progress. A graphical illustration of the method is provided in Figure App 6.1 below, while the mathetical formulas are found in Table App 6.1:

      Figure App 6.1

      Function to calculate the result evaluation factor

      

      Table App 6.1
      Result evaluation factors calculation
      When:	Then the Result evaluation factor RFk is:	Where:
      rk ≤ RFL 1	RFk = 1
      RFL 1 < rk ≤ RFL 2	RFk = a 1 rk + b 1	$$a_1=\frac{{\mathrm{RF}}_{L2}-1}{\left[{\mathrm{RF}}_{L2}\left({\mathrm{RF}}_{L1}-{\mathrm{RF}}_{L2}\right)\right]}$$ b 1 = 1 – a 1 RFL 1
      rk > RFL 2	${\mathrm{RF}}_k=\frac{1}{r_k}$

    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 CO₂ emissions measured during the RDE test and the distance-specific CO₂ 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:

    1. a))

       for ICE vehicles the first two WLTP phases, i.e. the Low and the Medium speed phases,

    2. b))

       for NOVC-HEVs the whole WLTP driving cycle.

       $$r_k=\frac{M_{{\mathrm{CO}}_2\mathrm{,RDE,k}}}{M_{{\mathrm{CO}}_2\mathrm{,WLTP,k}}}$$

    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 CO₂ emissions measured during the RDE test and the distance-specific CO₂ 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 Commission and shall be revised as a result of technical progress.

    For either the urban or the total driving:

    $$r_k=\frac{M_{{\mathrm{CO}}_2\mathrm{,RDE,k}}}{M_{{\mathrm{CO}}_2\mathrm{,WLTP,k}-\mathrm{CS,t}}}\times \frac{\mathrm{0,85}}{{\mathrm{IC}}_k}$$

    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:

    $${\mathrm{IC}}_k=\frac{d_{\mathrm{ICE,k}}}{d_{\mathrm{ICE,k}}+d_{\mathrm{EV,k}}}$$

    With determination of combustion engine operation in accordance with Appendix 4 Paragraph 5.’

32. (32)

    Appendix 7 is amended as follows:

    1. (a)

       point 1 is replaced by the following:

       ‘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 IX to Directive 2007/46/EC 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. (b)

       point 4.2.6 is deleted.

    3. (c)

       in point 4.2.8., in the table, explanatory note (2) is replaced by the following:

       ‘(²)

       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.’;

    4. (d)

       point 5.3. is replaced by the following:

       ‘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 EC certificate of conformity shall be provided as well.’;

33. (33)

    Appendix 7a is amended as follows:

    1. (a)

       the title is replaced by the following:

       ‘ Appendix 7a

       Verification of trip dynamics ’

    2. (b)

       point 1 is replaced by the following:

       ‘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.’;

    3. (c)

       point 3.1.1. is replaced by:

       ‘3.1.1.

       Data pre-processing

       Dynamic parameters like acceleration, (v · a_pos ) or RPA shall be determined with a speed signal of an accuracy of 0,1 % for all speed values above 3 km/h and a sampling frequency of 1 Hz. This accuracy requirement is generally fulfilled by distance calibrated signals obtained from a wheel (rotational) speed sensor. Otherwise, acceleration shall be determined with an accuracy of 0,01 m/s² and a sampling frequency of 1 Hz. In this case the separate speed signal, in (v · a_pos ), shall have an accuracy of at least 0,1 km/h.

       The correct speed trace builds the basis for further calculations and binning as described in paragraph 3.1.2 and 3.1.3.’;

    4. (d)

       point 3.1.3 is replaced by the following:

       ‘3.1.3

       Binning of the results

       After the calculation of a_i and (v · a)_i, the values v_i, d_i, a_i and (v · a)_i shall be ranked in ascending order of the vehicle speed.

       All datasets with v_i ≤ 60 km/h belong to the “urban” speed bin, all datasets with 60 km/h < v_i ≤ 90 km/h belong to the “rural” speed bin and all datasets with v_i > 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 v_i ≤ 60 km/h belong to the “urban” speed bin, all datasets with 60 km/h < v_i ≤ 80 km/h belong to the “rural” speed bin and all datasets with v_i > 80 km/h belong to the “motorway” speed bin.

       The number of datasets with acceleration values a_i > 0,1 m/s² shall be greater or equal to 100 in each speed bin.

       For each speed bin the average vehicle speed ${\bar{v}}_k$ shall be calculated as follows:

       ${\bar{v}}_k=\left({\sum }_i{v}_{\mathrm{i,k}}\right)∕N_k$ , i = 1 to N_k, k= u, r, m

       Where:

       N_k is the total number of samples of the urban, rural, and motorway shares.’;

    5. (e)

       in point 4.1.1., the following text is added:

       ‘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 ${\bar{v}}_k\le \mathrm{74,6\; km}∕h$

       and

       $${\left(v\times a_{\mathrm{pos}}\right)}_k\_\left[95\right]>\left(\mathrm{0,136}\times {\bar{v}}_k+\mathrm{14,44}\right)$$

       is fulfilled, the trip is invalid.

       If ${\bar{v}}_k>\mathrm{74,6\; km}∕h$

       and

       $${\left(v\times a_{\mathrm{pos}}\right)}_k\_\left[95\right]>\left(-\mathrm{0,097}\times {\bar{v}}_k+\mathrm{31,635}\right)$$

       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).’

    6. (f)

       point 4.1.2. is replaced by the following:

       ‘4.1.2

       Verification of RPA per speed bin

       If ${\bar{v}}_k\le \mathrm{94,05\; km}∕h$ and ${\mathrm{RPA}}_k<\left(-\mathrm{0,0016}\times {\bar{v}}_k+\mathrm{0,1755}\right)$ is fulfilled, the trip is invalid.

       If ${\bar{v}}_k>\mathrm{94,05\; km}∕h$ and RPA_k < 0,025 is fulfilled, the trip is invalid.’.

34. (34)

    Appendix 7b is amended as follows:

    1. (a)

       point 4.4.3 is replaced by the following:

       ‘4.4.3.

       Calculation of the final result

       The positive cumulative elevation gain of a total trip shall be calculated by integrating all positive interpolated and smoothed road grades, i.e. road _grade,2(d). The result should be normalized by the total test distance dtot and expressed in metres of cumulative elevation gain per one hundred kilometres of distance.

       The positive cumulative elevation gain of the urban part of a trip shall then be calculated based on the vehicle speed over each discrete way point:

       v_w = 1 / (t_w,i – t_{w,i – 1}) · 60² / 1 000

       Where:

       v_w - waypoint vehicle speed [km/h]

       All datasets with v_w =< 60 km/h belong to the urban part of the trip.

       Integrate all of the positive interpolated and smoothed road grades that correspond to urban datasets.

       Integrate the number of 1m waypoints which correspond to urban datasets and divide by 1 000 to calculate urban test distance d _urban [km].

       The positive cumulative elevation gain of the urban part of trip shall then be calculated by dividing the urban elevation gain by the urban test distance, and expressed in metres of cumulative elevation gain per one hundred kilometres of distance.’

35. (35)

    Appendix 7c is deleted.

36. (36)

    Appendix 8 is amended as follows:

    1. (a)

       points 1 and 2 are replaced by the following:

       ‘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:

       1. (i)

          the Data Exchange file as described in point 4.1;

       2. (ii)

          the Reporting file #1 as described in point 4.2.1;

       3. (iii)

          the Reporting file #2 as described in point 4.2.2;

       4. (iv)

          the Vehicle and engine description as described in point 4.3;

       5. (v)

          the visual supporting material of the PEMS installation as described in point 4.4.

       2.

       SYMBOLS, PARAMETERS AND UNITS

       a₁

    2. coefficient of the CO₂ characteristic curve

    b₁

    3. coefficient of the CO₂ characteristic curve

    a₂

    4. coefficient of the CO₂ characteristic curve

    b₂

    5. coefficient of the CO₂ characteristic curve

    tol_1–

    6. primary lower tolerance

    tol₁₊

    7. primary upper tolerance

    (v · a_pos)95_k

    8. 95th 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]

    RPA_k

    9. relative positive acceleration for urban, rural and motorway driving [m/s² or kWs/(kg*km)]

    IC_k

    10. is the distance share of usage of the internal combustion engine for an OVC-HEV over the RDE trip

    d_ICE,k

    11. is the distance driven [km], with the internal combustion engine on for an OVC-HEV over the RDE trip

    d_EV,k

    12. is the distance driven [km], with the internal combustion engine off for an OVC-HEV over the RDE trip

    $M_{{\mathrm{CO}}_2\mathrm{,RDE,k}}$

    13. is the distance-specific mass of CO₂ [g/km], emitted over the RDE trip

    $M_{{\mathrm{CO}}_2\mathrm{,WLTP,k}}$

    14. is the distance-specific mass of CO₂ [g/km], emitted over the WLTP

    $M_{{\mathrm{CO}}_2\mathrm{,WLTP\_CS,k}}$

    15. is the distance-specific mass of CO₂ [g/km], emitted over the WLTP for an OVC-HEV vehicle tested on its charge sustaining mode

    r_k

    16. ratio between the CO₂ emissions measured during the RDE test and the WLTP test

    RF_k

    17. is the result evaluation factor calculated for the RDE trip

    RF_L1

    18. is the first parameter of the function used to calculate the result evaluation factor

    RF_L2

    19. is the second parameter of the function used to calculate the result evaluation factor’;