{
  "url": "https://openlegislation.uk/eu-regulation-2018-1832/annex-III",
  "json_url": "https://openlegislation.uk/eu-regulation-2018-1832/annex-III.json",
  "legislation": "eur/2018/1832",
  "legislation_title": "Commission Regulation (EU) 2018/1832 of 5 November 2018 amending Directive 2007/46/EC of the European Parliament and of the Council, Commission Regulation (EC) No 692/2008 and Commission Regulation (EU) 2017/1151 for the purpose of improving the emission type approval tests and procedures for light passenger and commercial vehicles, including those for in-service conformity and real-driving emissions and introducing devices for monitoring the consumption of fuel and electric energy (Text with EEA relevance)",
  "legislation_url": "https://openlegislation.uk/eu-regulation-2018-1832",
  "path": "annex/III",
  "kind": "annex",
  "number": "III",
  "heading": null,
  "text": "Annex IIIA to Regulation (EU) 2017/1151 is amended as follows:\n(1) point 1.2.16 is replaced by the following:\n1.2.16. ‘‘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.’;\n(2) in point 2.1., the equation is replaced by the following:\n‘NTEpollutant = CFpollutant × EURO-6’\n(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’’;\n(4) in point 2.1.2 the following sentence is added:\n‘For type approvals under this exception there shall be no declared maximum RDE value.’\n(5) point 2.1.3. is replaced by the following:\n‘2.1.3\nThe 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.’;\n(6) point 3.1.0. is replaced by the following:\n‘3.1.0.\nThe 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 (MRDE,k ≤ NTEpollutant ).’;\n(7) points 3.1.0.1, 3.1.0.2 and 3.1.0.3 are deleted;\n(8) point 3.1.2 is replaced by the following:\n‘3.1.2\nDuring 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.’;\n(9) point 3.1.3 is replaced by the following:\n‘3.1.3\nReporting and dissemination of RDE type approval test information’;\n(10) point 3.1.3.2.1. is replaced by the following:\n‘3.1.3.2.1.\nThe website shall allow a wildcard search of the underlying database based on one or more of the following:\nMake, 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.\nThe information described below shall be made available for each vehicle in a search:\nThe 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;\nthe 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.’;\n(11) point 4.2. is replaced by the following:\n‘4.2.\nFor 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.’\n(12) point 4.5. is replaced by the following:\n‘4.5.\nIn 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.’;\n(13) points 4.6. and 4.7. are added:\n‘4.6.\nFor 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).\n4.7.\nCompliance 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.’;\n(14) points 5.4.1. and 5.4.2. are replaced by the following:\n‘5.4.1.\nThe excess or insufficiency of driving dynamics during the trip shall be checked using the methods described in Appendix 7a.\n5.4.2.\nIf 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.’;\n(15) point 5.5.1. is replaced by the following:\n‘5.5.1.\nThe 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.’;\n(16) points 5.5.2.2, 5.5.2.3. and 5.5.2.4. are replaced by the following:\n‘5.5.2.2.\nAll results shall be corrected with the Ki factors or with the Ki 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 Ki factor or the Ki offset shall be applied to the final results after evaluation in accordance with Appendix 6.\n5.5.2.3.\nIf 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.\nIf 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.\n5.5.2.4\nEven 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.’;\n(17) points 5.5.2.5 and 5.5.2.6 are deleted.\n(18) a new point 5.5.3 is inserted:\n‘5.5.3.\nOVC-HEVs vehicles may be tested in any selectable mode, including battery charge mode.’;\n(19) the following points 5.5.4., 5.5.5 and 5.5.6. are inserted:\n‘5.5.4.\nModifications that affect the vehicle aerodynamics are not permitted with the exception of the PEMS installation.\n5.5.5.\nThe 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.\n5.5.6.\nThe 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.’;\n(20) point 6.2. is replaced by the following:\n‘6.2.\nThe 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.’;\n(21) point 7.6. is replaced by the following:\n‘7.6.\nAt 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.’;\n(22) point 8.2. is replaced by the following:\n‘8.2.\nIn 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.’;\n(23) point 9.2. is replaced by the following:\n‘9.2.\nThe trip validity shall be verified in a three-step procedure as follows:\nSTEP 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;\nSTEP B: The trip complies with the requirements set out in Appendices 7a and 7b.\nSTEP C: The trip complies with the requirements set out in Appendix 5.\nThe steps of the procedure are detailed in Figure 1.\nFigure 1\nVerification of trip validity\nIf at least one of the requirements is not fulfilled, the trip shall be declared invalid’;\n(24) point 9.4 is replaced by the following:\n‘9.4.\nAfter 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.’;\n(25) point 9.6. is replaced by the following:\n‘9.6.\nGaseous 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.’;\n(26) Appendix 1 is amended as follows:\n(a) the first paragraph of point 3.2 is replaced by the following:\n‘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.’\n(b) point 3.4.2. is replaced by the following:\n‘3.4.2.\nPermissible backpressure\nThe 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.’;\n(c) point 3.4.3. is replaced by the following:\n‘3.4.3.\nExhaust mass flow meter\nWhenever 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.’;\n(d) the third sub-paragraph of point 3.5 is replaced by:\n‘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.’\n(e) point 4.6. is replaced by the following:\n‘4.6.\nChecking the analyser for measuring particle emissions\nThe 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.’;\n(f) point 5.1. is replaced by the following:\n‘5.1.\nTest start\nTest start (see Figure App.1.1) shall be defined by either:\nthe first ignition of the internal combustion engine;\nor 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.\nSampling, 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.\nTo 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.\nFigure App.1.1\nTest Start Sequence\n’\n(g) point 5.3 is replaced with the following:\n‘5.3.\nTest end\nThe end of the test (see Figure App.1.2) is reached when the vehicle has completed the trip and either when:\nthe internal combustion engine is switched off;\nor:\nfor 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.\nExcessive 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.\nFigure App.1.2\nTest End Sequence\n’\n(h) point 6.3. is replaced by the following:\n‘6.3.\nChecking the on-road emission measurements\nThe 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.’.\n(27) Appendix 2 is amended as follows:\n(a) in point 3.4.2., point (f) is replaced by the following:\n‘(f)\nThe 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.’;\n(b) in point 4.1.2., points (b) and (e) are replaced by the following:\n(b) ‘a demonstration of equivalency with the respective standard analyser specified in point 4.1.1 over the expected range of pollutant concentrations and ambient conditions of the type-approval test defined in Annex 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.\n(e) a demonstration that the influence of vibrations, accelerations and ambient temperature on the analyser reading does not exceed the noise requirements for analysers set out in point 4.2.4.’;\n(c) point 4.2.4 is replaced by the following:\n‘4.2.4.\nNoise\nThe 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.’;\n(d) point 5.1 is replaced by the following:\n‘5.1.\nCalibration and span gases for RDE tests’\n(e) the following points 5.1.1., 5.1.2. and 5.1.3. are inserted:\n‘5.1.1.\nGeneral\nThe 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.\n5.1.2.\nNO2 calibration gas\nIn 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.\n5.1.3.\nMulticomponent mixtures\nOnly 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.’;\n(f) point 7.2.3 is replaced by the following:\n‘7.2.3.\nAccuracy\nThe 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.’;\n(g) point 7.2.5 is replaced by the following:\n‘7.2.5.\nNoise\nThe 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.’;\n(28) Appendix 3 is amended as follows:\n(a) points 3.2.2. and 3.2.3 are replaced by the following:\n‘3.2.2.\nTest conditions\nThe 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.\n3.2.3.\nData analysis\nThe 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.’;\n(b) Points 4.1 and 4.2 are replaced by the following:\n‘4.1.\nFrequency of validation\nIn addition to fulfilling the linearity requirements of point 3 of Appendix 2 under steady-state conditions, the linearity of non-traceable exhaust mass flow meters or the exhaust mass flow rate calculated from non-traceable sensors or ECU signals shall be validated under transient conditions for each test vehicle against a calibrated exhaust mass flow meter or the CVS.\n4.2.\nValidation procedure\nThe 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.’;\n(29) Appendix 4 is amended as follows:\n(a) point 1. is replaced by the following:\n‘1.\nINTRODUCTION\nThis Appendix describes the procedure to determine the instantaneous mass and particle number emissions [g/s; #/s] that shall be used for the subsequent evaluation of an RDE trip and the calculation of the final emission result as described in Appendix 6.’;\n(b) the second paragraph of point 3.2 is replaced by the following:\n‘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:’\n(c) point 4 is replaced by the following:\n‘4.\nCold Start\nCold 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.’;\n(d) the following points 8.3 and 8.4 are inserted:\n‘8.3\nCorrection of negative emission results\nNegative intermediate results shall not be corrected. Negative final results shall be set to zero.\n8.4\nCorrection for extended conditions\nThe 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.\nThe corrective factor of 1,6 shall be applied only once. The corrective factor of 1,6 applies to pollutant emissions but not to CO2.’;\n(30) Appendix 5 is replaced by the following:\n‘Appendix 5\nVerification of overall trip dynamics using the moving averaging window method\n1.\nIntroduction\nThe 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.\n2.\nSymbols, parameters and units\nIndex (i) refers to the time step\nIndex (j) refers to the window\nIndex (k) refers to the category (t = total, u = urban, r = rural, m- = motorway) or to the CO2 characteristic curve (cc)\nΔ difference\n≥ larger or equal\n# number\n% per cent\n≤ smaller or equal\na 1, b 1 coefficients of the CO2 characteristic curve\na 2, b 2 coefficients of the CO2 characteristic curve\nM CO 2 CO2 mass, [g]\nM CO 2 ,j CO2 mass in window j, [g]\nti total time in step i, [s]\ntt duration of a test, [s]\nvi actual vehicle speed in time step i, [km/h]\nv – j average vehicle speed in window j, [km/h]\ntol 1 H upper tolerance for the vehicle CO2 characteristic curve, [%]\ntol 1 L lower tolerance for the vehicle CO2 characteristic curve, [%]\n3.\nMoving Averaging Windows\n3.1.\nDefinition of averaging windows\nThe instantaneous emissions calculated in accordance with Appendix 4 shall be integrated using a moving averaging window method, based on the reference CO2 mass.\nThe 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.\nThe calculation described in the present point shall be run from the first data point (forward).\nThe following data shall not be considered for the calculation of the CO2 mass, the distance and the vehicle average speed in the averaging windows:\nThe periodic verification of the instruments and/or after the zero drift verifications;\nVehicle ground speed is smaller than 1 km/h.\nThe 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.\nThe mass emissions M CO 2 ,j shall be determined by integrating the instantaneous emissions in g/s as specified in Appendix 4 to this Annex.\nFigure 1\nVehicle speed versus time - Vehicle averaged emissions versus time, starting from the first averaging window\nFigure 2\nDefinition of CO2 mass based averaging windows\nThe duration (t 2 ,j – t 1 ,j ) of the jth averaging window is determined by:\nM CO 2 t 2, j − M CO 2 t 1, j ≥ M CO 2 , ref Where:\nM CO 2 t i,j is the CO2 mass measured between the test start and time ti,j , [g];\nM CO 2 , ref is the half of the CO2 mass emitted by the vehicle over the WLTP test conducted in accordance with Sub-Annex 6 to Annex XXI of this Regulation.\nDuring type approval the CO2 reference value shall be taken from the WLTP performed during type approval testing of the individual vehicle.\nFor 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.\nt 2 ,j shall be selected such as:\nM CO 2 t 2, j − Δt − M CO 2 t 1, j < M CO 2 , ref ≤ M CO 2 t 2, j − M CO 2 t 1, j Where Δt is the data sampling period.\nThe CO2 masses M CO 2 , j in the windows are calculated by integrating the instantaneous emissions calculated as specified in Appendix 4 to this Annex.\n3.2.\nCalculation of window parameters\nThe following shall be calculated for each window determined in accordance with point 3.1.\nThe distance-specific CO2 emissions M CO 2 , d,j ;\nThe average vehicle speed v – j .\n4.\nEvaluation of windows\n4.1.\nIntroduction\nThe 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.\n4.2.\nCO2 Characteristic curve reference points\nThe 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.\nDuring type approval, the values shall be taken from the WLTP performed during type approval testing of the individual vehicle.\nThe reference points P 1, P 2 and P 3 required to define the vehicle CO2 characteristic curve shall be established as follows:\n4.2.1.\nPoint P 1\nv P 1 – = 18,882 km/h (Average Speed of the Low Speed phase of the WLTP cycle)\nM CO 2 ,d,P 1 = Vehicle CO2 emissions over the Low Speed phase of the WLTP cycle [g/km]\n4.2.2.\nPoint P 2\nv P 2 – = 56,664 km/h (Average Speed of the High Speed phase of the WLTP cycle)\nM CO 2 ,d,P 2 = Vehicle CO2 emissions over the High Speed phase of the WLTP cycle [g/km]\n4.2.3.\nPoint P 3\nv P 3 – = 91,997 km/h (Average Speed of the Extra High Speed phase of the WLTP cycle)\nM CO 2 ,d,P 3 = Vehicle CO2 emissions over the Extra High Speed phase of the WLTP cycle [g/km]\n4.3.\nCO2 Characteristic curve definition\nUsing the reference points defined in point 4.2, the characteristic curve CO2 emissions are calculated as a function of the average speed using two linear sections (P 1, P 2) and (P 2, P 3). The section (P 2, P 3) is limited to 145 km/h on the vehicle speed axis. The characteristic curve is defined by equations as follows:\nFor the section (P 1, P 2):\nM CO 2 ,d,CC v – = a 1 v – + b 1 with: a 1 = M CO 2 ,d,P 2 − M CO 2 ,d,P 1 ∕ v P 2 – − v P 1 –\nand: b 1 = M CO 2 ,d,P 1 − a 1 v P 1 –\nFor the section (P 2, P 3):\nM CO 2 ,d,CC v – = a 2 v – + b 2 with: a 2 = M CO 2 ,d,P 3 − M CO 2 ,d,P 2 ∕ v P 3 – − v P 2 –\nand: b 2 = M CO 2 ,d,P 2 − a 2 v P 2 –\nFigure 3\nVehicle CO2 characteristic curve and tolerances for ICE and NOVC-HEV vehicles\nFigure 4\nVehicle CO2 characteristic curve and tolerances for OVC-HEV vehicles\n4.4.\nUrban, rural and motorway windows\n4.4.1.\nUrban windows\nUrban windows are characterized by average vehicle speeds v – j lower than 45 km/h.\n4.4.2.\nRural windows\nRural windows are characterized by average vehicle speeds v – j greater than or equal to 45 km/h and lower than 80 km/h.\nFor 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 v – j lower than 70 km/h.\n4.4.3.\nMotorway windows\nMotorway windows are characterized by average vehicle speeds v – j greater than or equal to 80 km/h and lower than 145 km/h\nFor 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 v – j greater than or equal to 70 km/h and lower than 90 km/h.\nFigure 5\nVehicle 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)\nFigure 6\nVehicle 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)\n4.5.\nVerification of trip validity\n4.5.1.\nTolerances around the vehicle CO2 characteristic curve\nThe upper tolerance of the vehicle CO2 characteristic curve is tol 1H = 45 % for urban driving and tol 1H = 40 % for rural and motorway driving.\nThe 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.\n4.5.2.\nVerification of test validity\nThe 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.\nFor NOVC-HEVs and OVC-HEVs, if the minimum requirement of 50 % between tol1H and tol1L is not met, the upper positive tolerance tol1H may be increased by steps of 1 % until the 50 % target is reached. When using this mechanism, the value of tol1H shall never exceed 50 %.’\n(31) Appendix 6 is replaced by the following:\n‘Appendix 6\nCALCULATION OF THE FINAL RDE EMISSIONS RESULTS\n1.\nSymbols, Parameters and Units\nIndex (k) refers to the category (t = total, u = urban, 1-2 = first two phases of the WLTP cycle)\nICk is the distance share of usage of the internal combustion engine for an OVC-HEV over the RDE trip\ndICE,k is the distance driven [km], with the internal combustion engine on for an OVC-HEV over the RDE trip\ndEV,k is the distance driven [km], with the internal combustion engine off for an OVC-HEV over the RDE trip\nMRDE,k is the final RDE distance-specific mass of gaseous pollutants [mg/km] or particle number [#/km]\nmRDE,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\nM CO 2 RDE,k is the distance-specific mass of CO2 [g/km], emitted over the RDE trip\nM CO 2 WLTC,k is the distance-specific mass of CO2 [g/km], emitted over the WLTC cycle\nM CO 2 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\nrk ratio between the CO2 emissions measured during the RDE test and the WLTP test\nRFk is the result evaluation factor calculated for the RDE trip\nRFL 1 is the first parameter of the function used to calculate the result evaluation factor\nRFL 2 is the second parameter of the function used to calculate the result evaluation factor\n2.\nCalculation of the Final RDE emissions results\n2.1.\nIntroduction\nThe 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.\nFor the complete RDE trip and for the urban part of the RDE trip (k = t = total, k = u = urban):\nMRDE,k = mRDE,k · RFk\nThe values of the parameter RFL 1 and RFL 2 of the function used to calculate the result evaluation factor are as follows:\nUpon the request of the manufacturer and only for type approvals granted before 1 January 2020,\nRFL 1 = 1,20 and RFL 2 = 1,25;\nin all other cases:\nRFL 1 = 1,30 and RFL 2 = 1,50;\nThe RDE result evaluation factors RFk (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:\nFigure App 6.1\nFunction to calculate the result evaluation factor\nTable App 6.1\nResult evaluation factors calculation\nWhen:\nThen the Result evaluation factor RFk is:\nWhere:\nrk ≤ RFL 1\nRFk = 1\nRFL 1 < rk ≤ RFL 2\nRFk = a 1 rk + b 1\na 1 = RF L 2 − 1 RF L 2 RF L 1 − RF L 2 b 1 = 1 – a 1 RFL 1\nrk > RFL 2\nRF k = 1 r k\n2.2.\nRDE result evaluation factor for vehicles with ICE and NOVC-HEV\nThe value of the RDE result evaluation factor depends on the ratio rk 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:\na)) for ICE vehicles the first two WLTP phases, i.e. the Low and the Medium speed phases,\nb)) for NOVC-HEVs the whole WLTP driving cycle.\nr k = M CO 2 ,RDE,k M CO 2 ,WLTP,k\n2.3.\nRDE result evaluation factor for OVC-HEV\nThe value of the RDE result evaluation factor depends on the ratio rk 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 rk 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.\nFor either the urban or the total driving:\nr k = M CO 2 ,RDE,k M CO 2 ,WLTP,k − CS,t × 0,85 IC k where ICk 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:\nIC k = d ICE,k d ICE,k + d EV,k With determination of combustion engine operation in accordance with Appendix 4 Paragraph 5.’\n(32) Appendix 7 is amended as follows:\n(a) point 1 is replaced by the following:\n‘1.\nINTRODUCTION\nDue 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.’;\n(b) point 4.2.6 is deleted.\n(c) in point 4.2.8., in the table, explanatory note (2) is replaced by the following:\n‘(2)\nWhen 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.’;\n(d) point 5.3. is replaced by the following:\n‘5.3.\nThe 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.’;\n(33) Appendix 7a is amended as follows:\n(a) the title is replaced by the following:\n‘ Appendix 7a\nVerification of trip dynamics ’\n(b) point 1 is replaced by the following:\n‘1.\nIntroduction\nThis Appendix describes the calculation procedures to verify the trip dynamics by determining the excess or absence of dynamics during urban, rural and motorway driving.’;\n(c) point 3.1.1. is replaced by:\n‘3.1.1.\nData pre-processing\nDynamic parameters like acceleration, (v · apos ) 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 · apos ), shall have an accuracy of at least 0,1 km/h.\nThe correct speed trace builds the basis for further calculations and binning as described in paragraph 3.1.2 and 3.1.3.’;\n(d) point 3.1.3 is replaced by the following:\n‘3.1.3\nBinning of the results\nAfter the calculation of ai and (v · a)i, the values vi, di, ai and (v · a)i shall be ranked in ascending order of the vehicle speed.\nAll datasets with vi ≤ 60 km/h belong to the “urban” speed bin, all datasets with 60 km/h < vi ≤ 90 km/h belong to the “rural” speed bin and all datasets with vi > 90 km/h belong to the “motorway” speed bin.\nFor 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.\nThe number of datasets with acceleration values ai > 0,1 m/s2 shall be greater or equal to 100 in each speed bin.\nFor each speed bin the average vehicle speed v – k shall be calculated as follows:\nv – k = ∑ i v i,k ∕ N k , i = 1 to Nk, k= u, r, m\nWhere:\nNk is the total number of samples of the urban, rural, and motorway shares.’;\n(e) in point 4.1.1., the following text is added:\n‘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:\nIf v – k ≤ 74,6 km ∕ h\nand\nv × a pos k _ 95 > 0,136 × v – k + 14,44 is fulfilled, the trip is invalid.\nIf v – k > 74,6 km ∕ h\nand\nv × a pos k _ 95 > − 0,097 × v – k + 31,635 is fulfilled, the trip is invalid.\nTo calculate the power-to-mass ratio, the following values shall be used:\nthe mass which corresponds to the actual test mass of the vehicle including the drivers and the PEMS equipment (kg);\nthe maximum rated engine power as declared by the manufacturer (W).’\n(f) point 4.1.2. is replaced by the following:\n‘4.1.2\nVerification of RPA per speed bin\nIf v – k ≤ 94,05 km ∕ h and RPA k < − 0,0016 × v – k + 0,1755 is fulfilled, the trip is invalid.\nIf v – k > 94,05 km ∕ h and RPAk < 0,025 is fulfilled, the trip is invalid.’.\n(34) Appendix 7b is amended as follows:\n(a) point 4.4.3 is replaced by the following:\n‘4.4.3.\nCalculation of the final result\nThe 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.\nThe 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:\nvw = 1 / (tw,i – tw,i – 1) · 602 / 1 000\nWhere:\nvw - waypoint vehicle speed [km/h]\nAll datasets with vw =< 60 km/h belong to the urban part of the trip.\nIntegrate all of the positive interpolated and smoothed road grades that correspond to urban datasets.\nIntegrate the number of 1m waypoints which correspond to urban datasets and divide by 1 000 to calculate urban test distance d urban [km].\nThe 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.’\n(35) Appendix 7c is deleted.\n(36) Appendix 8 is amended as follows:\n(a) points 1 and 2 are replaced by the following:\n‘1.\nINTRODUCTION\nThis Appendix describes the requirements for the data exchange between the measurement systems and the data evaluation software and for the reporting and exchange of intermediate and final RDE results after the completion of the data evaluation.\nThe exchange and reporting of mandatory and optional parameters shall follow the requirements of point 3.2 of Appendix 1. The technical report is composed of 5 items:\n(i) the Data Exchange file as described in point 4.1;\n(ii) the Reporting file #1 as described in point 4.2.1;\n(iii) the Reporting file #2 as described in point 4.2.2;\n(iv) the Vehicle and engine description as described in point 4.3;\n(v) the visual supporting material of the PEMS installation as described in point 4.4.\n2.\nSYMBOLS, PARAMETERS AND UNITS\na1 coefficient of the CO2 characteristic curve\nb1 coefficient of the CO2 characteristic curve\na2 coefficient of the CO2 characteristic curve\nb2 coefficient of the CO2 characteristic curve\ntol1– primary lower tolerance\ntol1+ primary upper tolerance\n(v · apos)95k 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]\nRPAk relative positive acceleration for urban, rural and motorway driving [m/s2 or kWs/(kg*km)]\nICk is the distance share of usage of the internal combustion engine for an OVC-HEV over the RDE trip\ndICE,k is the distance driven [km], with the internal combustion engine on for an OVC-HEV over the RDE trip\ndEV,k is the distance driven [km], with the internal combustion engine off for an OVC-HEV over the RDE trip\nM CO 2 ,RDE,k is the distance-specific mass of CO2 [g/km], emitted over the RDE trip\nM CO 2 ,WLTP,k is the distance-specific mass of CO2 [g/km], emitted over the WLTP\nM CO 2 ,WLTP_CS,k is the distance-specific mass of CO2 [g/km], emitted over the WLTP for an OVC-HEV vehicle tested on its charge sustaining mode\nrk ratio between the CO2 emissions measured during the RDE test and the WLTP test\nRFk is the result evaluation factor calculated for the RDE trip\nRFL1 is the first parameter of the function used to calculate the result evaluation factor\nRFL2 is the second parameter of the function used to calculate the result evaluation factor’;\n(b) point 3.1. is replaced by the following:\n‘3.1.\nGeneral\nEmission values as well as any other relevant parameters shall be reported and exchanged as csv-formatted data file. Parameter values shall be separated by a comma, ASCII-Code #h2C. 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.’\n(c) point 3.3. is replaced by the following:\n‘3.3.\nIntermediate and final results\nSummary 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.\nThe 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.’;\n(d) points 4.1. to 4.2.2. are replaced by the following:\n‘4.1.\nData exchange:\nLeft 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.\nTable 1\nHeader of the data exchange file\nMass of the vehicle as tested on the road, including the mass of the driver and all PEMS components including any artificial payload.\nMandatory if the exhaust mass flow rate is determined by an EFM.\nIf required, additional information may be added here.\nAdditional parameters may be added to characterise and label the test.\n(2) Placeholders for additional information about analyser manufacturer and serial number in case multiple analysers are used.\nTEST ID\n[code]\nTEST_01_Veh01\nTest date\n[dd.mm.yyyy]\n13.10.2016\nOrganisation supervising the test\n[name of the organization]\nDummy\nTest location\n[City (Country)]\nIspra (Italy)\nOrganisation commissioning the test\n[name of the organization]\nDummy\nVehicle driver\n[TS/Lab/OEM]\nVELA lab\nVehicle type\n[vehicle commercial name]\nCommercial name\nVehicle manufacturer\n[name]\nDummy\nVehicle model year\n[year]\n2017\nVehicle ID\n[VIN code as defined in ISO 3779:2009]\nZA1JRC2U912345678\nOdometer value at test start\n[km]\n5 252\nOdometer value at test end\n[km]\n5 341\nVehicle category\n[category as defined in Annex II to Directive 70/156/EEC]\nM1\nType approval emissions limit\n[Euro X]\nEuro 6c\nIgnition type\n[PI/CI]\nPI\nEngine rated power\n[kW]\n85\nPeak torque\n[Nm]\n190\nEngine displacement\n[ccm]\n1 197\nTransmission\n[manual/automatic/CVT]\nCVT\nNumber of forward gears\n[#]\n6\nFuel type. If flexifuel indicate fuel used in the test\n[gasoline/diesel/LPG/NG/biomethane/ ethanol/biodiesel]\nDiesel\nLubricant\n[product label]\n5W30\nFront and rear tyre size\n[width.height.rim diameter/ width.height.rim diameter]\n195.55.20/195.55.20\nFront and rear axle tyre pressure\n[bar/bar]\n2,5/2,6\nRoad load parameters\n[F0/F1/F2]\n60,1/0,704/0,03122\nType-approval test cycle\n[NEDC/WLTC]\nWLTC\nType-approval CO2 emissions\n[g/km]\n139,1\nCO2 emissions in WLTC mode Low\n[g/km]\n155,1\nCO2 emissions in WLTC mode Mid\n[g/km]\n124,5\nCO2 emissions in WLTC mode High\n[g/km]\n133,8\nCO2 emissions in WLTC mode Extra High\n[g/km]\n146,2\nVehicle test mass\n[kg]\n1 743,1\nPEMS manufacturer\n[name]\nMANUF 01\nPEMS type\n[PEMS commercial name]\nPEMS X56\nPEMS serial number\n[number]\nC9658\nPEMS power supply\n[battery type Li-ion/Ni-Fe/Mg-ion]\nLi-ion\nGas analyser manufacturer\n[name]\nMANUF 22\nGas analyser type\n[type]\nIR\nGas analyser serial number\n[number]\n556\nPropulsion type\n[ICE/NOVC-HEV/ OVC-HEV]\nICE\nElectric motor power\n[kW. 0 if vehicle with ICE only]\n0\nEngine condition at test start\n[cold/warm]\nCold\nWheel drive mode\n[2WD/4WD]\n2WD\nArtificial payload\n[% deviation from the payload]\n28\nFuel used\n[reference/market/EN228]\nmarket\nTyre tread depth\n[mm]\n5\nVehicle age\n[months]\n26\nFuel supply system\n[Direct injection/Indirect injection/Direct and indirect injection]\nDirect injection\nType of bodywork\n[saloon/hatchback/station wagon/coupé/convertible/lorry/van]\nsaloon\nCO2 emission on charge sustaining (OVC-HEVs)\n[g/km]\n—\nEFM manufacturer\n[name]\nEFMman 2\nEFM sensor type\n[functional principle]\nPitot\nEFM serial number\n[number]\n556\nSource of exhaust mass flow rate\n[EFM/ECU/sensor]\nEFM\nAir pressure sensor\n[type/ manufacturer]\nPiezoresistor/AAA\nTest date\n[dd.mm.yyyy]\n13.10.2016\nStart time of pre-test procedure\n[h:min]\n15:25\nStart time of trip\n[h:min]\n15:42\nStart time of post-test procedure\n[h:min]\n17:28\nEnd time of pre-test procedure\n[h:min]\n15:32\nEnd time of trip\n[h:min]\n17:25\nEnd time of post-test procedure\n[h:min]\n17:38\nSoaking maximum temperature\n[K]\n291,2\nSoaking minimum temperature\n[K]\n290,7\nSoaking done totally or partially in ambient temperature extended conditions\n[yes/no]\nNo\nDrive mode for ICE if any\n[normal/sport/eco]\nEco\nDrive mode for PHEV\n[charge sustaining/charge depleting/battery charge/mild operation]\nAny active safety system disabled during the test?\n[No/ESP/ABS/AEB]\nNo\nStart-stop system active\n[yes/no/no SS]\nno SS\nAir conditioning\n[off/on]\noff\nTime correction: Shift THC\n[s]\nTime correction: Shift CH4\n[s]\nTime correction: Shift NMHC\n[s]\nTime correction: Shift O2\n[s]\n– 2\nTime correction: Shift PN\n[s]\n3,1\nTime correction: Shift CO\n[s]\n2,1\nTime correction: Shift CO2\n[s]\n2,1\nTime correction: Shift NO\n[s]\n– 1,1\nTime correction: Shift NO2\n[s]\n– 1,1\nTime correction: Shift exhaust mass flow rate\n[s]\n3,2\nSpan reference value THC\n[ppm]\nSpan reference value CH4\n[ppm]\nSpan reference value NMHC\n[ppm]\nSpan reference value O2\n[%]\nSpan reference value PN\n[#]\nSpan reference value CO\n[ppm]\n18 000\nSpan reference value CO2\n[%]\n15\nSpan reference value NO\n[ppm]\n4 000\nSpan Reference Value NO2\n[ppm]\n550\nPre-test zero response THC\n[ppm]\nPre-test zero response CH4\n[ppm]\nPre-test zero response NMHC\n[ppm]\nPre-test zero response O2\n[%]\nPre-test zero response PN\n[#]\nPre-test zero response CO\n[ppm]\n0\nPre-test zero response CO2\n[%]\n0\nPre-test zero response NO\n[ppm]\n0,03\nPre-test zero response NO2\n[ppm]\n– 0,06\nPre-test span response THC\n[ppm]\nPre-test span response CH4\n[ppm]\nPre-test span response NMHC\n[ppm]\nPre-test span response O2\n[%]\nPre-test span response PN\n[#]\nPre-test span response CO\n[ppm]\n18 008\nPre-test span response CO2\n[%]\n14,8\nPre-test span response NO\n[ppm]\n4 000\nPre-test span response NO2\n[ppm]\n549\nPost-test zero response THC\n[ppm]\nPost-test zero response CH4\n[ppm]\nPost-test zero response NMHC\n[ppm]\nPost-test zero response O2\n[%]\nPost-test zero response PN\n[#]\nPost-test zero response CO\n[ppm]\n0\nPost-test zero response CO2\n[%]\n0\nPost-test zero response NO\n[ppm]\n0,11\nPost-test zero response NO2\n[ppm]\n0,12\nPost-test span response THC\n[ppm]\nPost-test span response CH4\n[ppm]\nPost-test span response NMHC\n[ppm]\nPost-test span response O2\n[%]\nPost-test span response PN\n[#]\nPost-test span response CO\n[ppm]\n18 010\nPost-test span response CO2\n[%]\n14,55\nPost-test span response NO\n[ppm]\n4 505\nPost-test span response NO2\n[ppm]\n544\nPEMS validation - results THC\n[mg/km]\nPEMS validation - results CH4\n[mg/km]\nPEMS validation - results NMHC\n[mg/km]\nPEMS validation - results PN\n[#/km]\nPEMS validation - results CO\n[mg/km]\n56,0\nPEMS validation - results CO2\n[g/km]\n2,2\nPEMS validation - results NOX\n[mg/km]\n11,5\nPEMS validation - results THC\n[% of the laboratory reference]\nPEMS validation - results CH4\n[% of the laboratory reference]\nPEMS validation - results NMHC\n[% of the laboratory reference]\nPEMS validation - results PN\n[% of the PMP system]\nPEMS validation - results CO\n[% of the laboratory reference]\n2,0\nPEMS validation - results CO2\n[% of the laboratory reference]\n3,5\nPEMS validation - results NOX\n[% of the laboratory reference]\n4,2\nPEMS validation - results NO\n[mg/km]\nPEMS validation - results NO2\n[mg/km]\nPEMS validation - results NO\n[% of the laboratory reference]\nPEMS validation - results NO2\n[% of the laboratory reference]\nNOx margin\n[value]\n0,43\nPN margin\n[value]\n0,5\nCO margin\n[value]\nKi used\n[none/additive/multiplicative]\nnone\nKi factor/ Ki offset\n[value]\nThe 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).\nTable 2\nBody of the data exchange file; the rows and columns of this table shall be transposed in the body of the data exchange file\nTo be determined by at least one method\nAdditional parameters may be added to characterise vehicle and test conditions.\nTime\ntrip\n[s]\nVehicle speed\nSensor\n[km/h]\nVehicle speed\nGPS\n[km/h]\nVehicle speed\nECU\n[km/h]\nLatitude\nGPS\n[deg:min:s]\nLongitude\nGPS\n[deg:min:s]\nAltitude\nGPS\n[m]\nAltitude\nSensor\n[m]\nAmbient pressure\nSensor\n[kPa]\nAmbient temperature\nSensor\n[K]\nAmbient humidity\nSensor\n[g/kg]\nTHC concentration\nAnalyser\n[ppm]\nCH4 concentration\nAnalyser\n[ppm]\nNMHC concentration\nAnalyser\n[ppm]\nCO concentration\nAnalyser\n[ppm]\nCO2 concentration\nAnalyser\n[ppm]\nNOX concentration\nAnalyser\n[ppm]\nNO concentration\nAnalyser\n[ppm]\nNO2 concentration\nAnalyser\n[ppm]\nO2 concentration\nAnalyser\n[ppm]\nPN concentration\nAnalyser\n[#/m3]\nExhaust mass flow rate\nEFM\n[kg/s]\nExhaust temperature in the EFM\nEFM\n[K]\nExhaust mass flow rate\nSensor\n[kg/s]\nExhaust mass flow rate\nECU\n[kg/s]\nTHC mass\nAnalyser\n[g/s]\nCH4 mass\nAnalyser\n[g/s]\nNMHC mass\nAnalyser\n[g/s]\nCO mass\nAnalyser\n[g/s]\nCO2 mass\nAnalyser\n[g/s]\nNOX mass\nAnalyser\n[g/s]\nNO mass\nAnalyser\n[g/s]\nNO2 mass\nAnalyser\n[g/s]\nO2 mass\nAnalyser\n[g/s]\nPN\nAnalyser\n[#/s]\nGas measurement active\nPEMS\n[active (1); inactive (0); error (> 1)]\nEngine speed\nECU\n[rpm]\nEngine torque\nECU\n[Nm]\nTorque at driven axle\nSensor\n[Nm]\nWheel rotational speed\nSensor\n[rad/s]\nFuel rate\nECU\n[g/s]\nEngine fuel flow\nECU\n[g/s]\nEngine intake air flow\nECU\n[g/s]\nEngine Coolant temperature\nECU\n[K]\nEngine Oil temperature\nECU\n[K]\nRegeneration status\nECU\n—\nPedal position\nECU\n[%]\nVehicle status\nECU\n[error (1); normal (0)]\nPercent torque\nECU\n[%]\nPer cent friction torque\nECU\n[%]\nState of charge\nECU\n[%]\nRelative ambient humidity\nSensor\n[%]\nLeft 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.\n4.2.\nIntermediate and final results\n4.2.1.\nIntermediate results\nTable 3\nReporting file #1 - Summary parameters of intermediate results\nParameters may be added to characterize additional elements of the trip.\nTotal trip distance\n[km]\n90,9\nTotal trip duration\n[h:min:s]\n01:37:03\nTotal stop time\n[min:s]\n09:02\nTrip average speed\n[km/h]\n56,2\nTrip maximum speed\n[km/h]\n142,8\nAverage THC emissions\n[ppm]\nAverage CH4 emissions\n[ppm]\nAverage NMHC emissions\n[ppm]\nAverage CO emissions\n[ppm]\n15,6\nAverage CO2 emissions\n[ppm]\n119 969,1\nAverage NOX emissions\n[ppm]\n6,3\nAverage PN emissions\n[#/m3]\nAverage exhaust mass flow rate\n[kg/s]\n0,010\nAverage exhaust temperature\n[K]\n368,6\nMaximum exhaust temperature\n[K]\n486,7\nCumulated THC mass\n[g]\nCumulated CH4 mass\n[g]\nCumulated NMHC mass\n[g]\nCumulated CO mass\n[g]\n0,69\nCumulated CO2 mass\n[g]\n12 029,53\nCumulated NOX mass\n[g]\n0,71\nCumulated PN\n[#]\nTotal trip THC emissions\n[mg/km]\nTotal trip CH4 emissions\n[mg/km]\nTotal trip NMHC emissions\n[mg/km]\nTotal trip CO emissions\n[mg/km]\n7,68\nTotal trip CO2 emissions\n[g/km]\n132,39\nTotal trip NOX emissions\n[mg/km]\n7,98\nTotal trip PN emissions\n[#/km]\nDistance urban part\n[km]\n34,7\nDuration urban part\n[h:min:s]\n01:01:42\nStop time urban part\n[min:s]\n09:02\nAverage speed urban part\n[km/h]\n33,8\nMaximum speed urban part\n[km/h]\n59,9\nAverage urban THC concentration\n[ppm]\nAverage urban CH4 concentration\n[ppm]\nAverage urban NMHC concentration\n[ppm]\nAverage urban CO concentration\n[ppm]\n23,8\nAverage urban CO2 concentration\n[ppm]\n115 968,4\nAverage urban NOX concentration\n[ppm]\n7,5\nAverage urban PN concentration\n[#/m3]\nAverage urban exhaust mass flow rate\n[kg/s]\n0,007\nAverage urban exhaust temperature\n[K]\n348,6\nMaximum urban exhaust temperature\n[K]\n435,4\nCumulated urban THC mass\n[g]\nCumulated urban CH4 mass\n[g]\nCumulated urban NMHC mass\n[g]\nCumulated urban CO mass\n[g]\n0,64\nCumulated urban CO2 mass\n[g]\n5 241,29\nCumulated urban NOX mass\n[g]\n0,45\nCumulated urban PN\n[#]\nUrban THC emissions\n[mg/km]\nUrban CH4 emissions\n[mg/km]\nUrban NMHC emissions\n[mg/km]\nUrban CO emissions\n[mg/km]\n18,54\nUrban CO2 emissions\n[g/km]\n150,64\nUrban NOX emissions\n[mg/km]\n13,18\nUrban PN emissions\n[#/km]\nDistance rural part\n[km]\n30,0\nDuration rural part\n[h:min:s]\n00:22:28\nStop time rural part\n[min:s]\n00:00\nAverage speed rural part\n[km/h]\n80,2\nMaximum speed rural part\n[km/h]\n89,8\nAverage rural THC concentration\n[ppm]\nAverage rural CH4 concentration\n[ppm]\nAverage rural NMHC concentration\n[ppm]\nAverage rural CO concentration\n[ppm]\n0,8\nAverage rural CO2 concentration\n[ppm]\n126 868,9\nAverage rural NOX concentration\n[ppm]\n4,8\nAverage rural PN concentration\n[#/m3]\nAverage rural exhaust mass flow rate\n[kg/s]\n0,013\nAverage rural exhaust temperature\n[K]\n383,8\nMaximum rural exhaust temperature\n[K]\n450,2\nCumulated rural THC mass\n[g]\nCumulated rural CH4 mass\n[g]\nCumulated rural NMHC mass\n[g]\nCumulated rural CO mass\n[g]\n0,01\nCumulated rural CO2 mass\n[g]\n3 500,77\nCumulated rural NOX mass\n[g]\n0,17\nCumulated rural PN\n[#]\nRural THC emissions\n[mg/km]\nRural CH4 emissions\n[mg/km]\nRural NMHC emissions\n[mg/km]\nRural CO emissions\n[mg/km]\n0,25\nRural CO2 emissions\n[g/km]\n116,44\nRural NOX emissions\n[mg/km]\n5,78\nRural PN emissions\n[#/km]\nDistance motorway part\n[km]\n26,1\nDuration motorway part\n[h:min:s]\n00:12:53\nStop time motorway part\n[min:s]\n00:00\nAverage speed motorway part\n[km/h]\n121,3\nMaximum speed motorway part\n[km/h]\n142,8\nAverage motorway THC concentration\n[ppm]\nAverage motorway CH4 concentration\n[ppm]\nAverage motorway NMHC concentration\n[ppm]\nAverage motorway CO concentration\n[ppm]\n2,45\nAverage motorway CO2 concentration\n[ppm]\n127 096,5\nAverage motorway NOX concentration\n[ppm]\n2,48\nAverage motorway PN concentration\n[#/m3]\nAverage motorway exhaust mass flow rate\n[kg/s]\n0,022\nAverage motorway exhaust temperature\n[K]\n437,9\nMaximum motorway exhaust temperature\n[K]\n486,7\nCumulated motorway THC mass\n[g]\nCumulated motorway CH4 mass\n[g]\nCumulated motorway NMHC mass\n[g]\nCumulated motorway CO mass\n[g]\n0,04\nCumulated motorway CO2 mass\n[g]\n3 287,47\nCumulated motorway NOX mass\n[g]\n0,09\nCumulated motorway PN\n[#]\nMotorway THC emissions\n[mg/km]\nMotorway CH4 emissions\n[mg/km]\nMotorway NMHC emissions\n[mg/km]\nMotorway CO emissions\n[mg/km]\n1,76\nMotorway CO2 emissions\n[g/km]\n126,20\nMotorway NOX emissions\n[mg/km]\n3,29\nMotorway PN emissions\n[#/km]\nAltitude at start point of the trip\n[m above sea level]\n123,0\nAltitude at end point of the trip\n[m above sea level]\n154,1\nCumulative elevation gain during the trip\n[m/100 km]\n834,1\nCumulative urban elevation gain\n[m/100 km]\n760,9\nUrban datasets with acceleration values > 0,1 m/s2\n[number]\n845\n(v · apos)95 urban\n[m2/s3]\n9,03\nRPAurban\n[m/s2]\n0,18\nRural datasets with acceleration values > 0,1 m/s2\n[number]\n543\n(v · apos)95 rural\n[m2/s3]\n9,60\nRPArural\n[m/s2]\n0,07\nMotorway datasets with acceleration values > 0,1 m/s2\n[number]\n268\n(v · apos)95 motorway\n[m2/s3]\n5,32\nRPAmotorway\n[m/s2]\n0,03\nCold start distance\n[km]\n2,3\nCold start duration\n[h:min:s]\n00:05:00\nCold start stop time\n[min:s]\n60\nCold start average speed\n[km/h]\n28,5\nCold start maximum speed\n[km/h]\n55,0\nUrban distance driven with ICE on\n[km]\n34,8\nSpeed signal used\n[GPS/ECU/sensor]\nGPS\nT4253H-Filter used\n[yes/no]\nno\nDuration of longest stop period\n[s]\n54\nurban stops > 10 seconds\n[number]\n12\nIdling time after 1st ignition\n[s]\n7\nMotorway speed share > 145 km/h\n[%]\n0,1\nMaximum altitude during the trip\n[m]\n215\nMaximum ambient temperature\n[K]\n293,2\nMinimum ambient temperature\n[K]\n285,7\nTrip done totally or partially in altitude extended conditions\n[yes/no]\nno\nTrip done totally or partially in ambient temperature extended conditions\n[yes/no]\nno\nAverage NO emissions\n[ppm]\n3,2\nAverage NO2 emissions\n[ppm]\n2,1\nCumulated NO mass\n[g]\n0,23\nCumulated NO2 mass\n[g]\n0,09\nTotal trip NO emissions\n[mg/km]\n5,90\nTotal trip NO2 emissions\n[mg/km]\n2,01\nAverage urban NO concentration\n[ppm]\n7,6\nAverage urban NO2 concentration\n[ppm]\n1,2\nCumulated urban NO mass\n[g]\n0,33\nCumulated urban NO2 mass\n[g]\n0,12\nUrban NO emissions\n[mg/km]\n11,12\nUrban NO2 emissions\n[mg/km]\n2,12\nAverage rural NO concentration\n[ppm]\n3,8\nAverage rural NO2 concentration\n[ppm]\n1,8\nCumulated rural NO mass\n[g]\n0,33\nCumulated rural NO2 mass\n[g]\n0,12\nRural NO emissions\n[mg/km]\n11,12\nRural NO2 emissions\n[mg/km]\n2,12\nAverage motorway NO concentration\n[ppm]\n2,2\nAverage motorway NO2 concentration\n[ppm]\n0,4\nCumulated motorway NO mass\n[g]\n0,33\nCumulated motorway NO2 mass\n[g]\n0,12\nMotorway NO emissions\n[mg/km]\n11,12\nMotorway NO2 emissions\n[mg/km]\n2,21\nTEST ID\n[code]\nTEST_01_Veh01\nTest date\n[dd.mm.yyyy]\n13.10.2016\nOrganisation supervising the test\n[name of the organization]\nDummy\n4.2.2.\nResults of the data evaluation\nIn 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.\nTable 4\nHeader of reporting file #2 - Calculation settings of the data evaluation method in accordance with Appendix 5 and Appendix 6\nParameters may be added until line 95 to characterize additional calculation settings.\nReference CO2 mass\n[g]\n1 529,48\nCoefficient a1 of the CO2 characteristic curve\n—\n– 1,99\nCoefficient b1 of the CO2 characteristic curve\n—\n238,07\nCoefficient a2 of the CO2 characteristic curve\n—\n0,49\nCoefficient b2 of the CO2 characteristic curve\n—\n97,02\n[reserved]\n—\n[reserved]\n—\n[reserved]\n—\n[reserved]\n—\n[reserved]\n—\nCalculation software and version\n—\nEMROAD V.5.90 B5\nPrimary upper tolerance tol1+\n[%][% URB/ % RUR/ % MOT]\n45/40/40\nPrimary lower tolerance tol1–\n[%]\n25\nIC(t)\n[ICE ratio on total trip]\n1\ndICE(t)\n[km on ICE on total trip]\n88\ndEV(t)\n[km on electric on total trip]\n0\nmCO2_WLTP_CS(t)\n[kg of CO2 emitted over the WLTP for an OVC-HEV tested on its charge sustaining mode]\nMCO2_WLTP(t)\n[distance-specific CO2 emitted over the WLTP g/km]\n154\nMCO2_WLTP_CS(t)\n[distance-specific CO2 for an OVC-HEV emitted over the WLTP tested on its charge sustaining mode g/km]\nMCO2_RDE(t)\n[distance-specific mass of CO2 [g/km], emitted over the total RDE trip]\n122,4\nMCO2_RDE(u)\n[distance-specific mass of CO2 [g/km], emitted over the urban RDE trip]\n135,8\nr(t)\n[ratio between the CO2 emissions measured during the RDE test and the WLTP test]\n1,15\nrOVC-HEV(t)\n[ratio between the CO2 emissions measured during the total RDE test and the total WLTP for an OVC-HEV]\nRF(t)\n[result evaluation factor calculated for the total RDE trip]\n1\nRFL1\n[first parameter of the function used to calculate the result evaluation factor]\n1,2\nRFL2\n[second parameter of the function used to calculate the result evaluation factor]\n1,25\nIC(u)\n[ICE ratio on urban trip]\n1\ndICE(u)\n[km on ICE on urban trip]\n25\ndEV(u)\n[km on electric on urban trip]\n0\nr(u)\n[ratio between the CO2 emissions measured during the urban part of the RDE test and the WLTP test phases 1 + 2]\n1,26\nrOVC-HEV(u)\n[ratio between the CO2 emissions measured during the urban part of the RDE test and the total WLTP for an OVC-HEV]\nRF(u)\n[result evaluation factor calculated for the urban RDE trip]\n0,793651\nTEST ID\n[code]\nTEST_01_Veh01\nTest date\n[dd.mm.yyyy]\n13.10.2016\nOrganisation supervising the test\n[name of the organization]\nDummy\nTable 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.\nTable 5a\nHeader of reporting file #2 – Results of the data evaluation method in accordance with Appendix 5\nAdditional parameters may be added until line 195.\nNumber of windows\n—\n4 265\nNumber of urban windows\n—\n1 551\nNumber of rural windows\n—\n1 803\nNumber of motorway windows\n—\n910\n[reserved]\n—\n—\n[reserved]\n—\n—\n[reserved]\n—\n—\n[reserved]\n—\n—\n[reserved]\n—\n—\n[reserved]\n—\n—\nNumber of windows within tol1\n—\n4 219\nNumber of urban windows within tol1\n—\n1 535\nNumber of rural windows within tol1\n—\n1 774\nNumber of motorway windows within tol1\n—\n910\n[reserved]\n—\n—\n[reserved]\n—\n—\n[reserved]\n—\n—\n[reserved]\n—\n—\nShare of urban windows within tol1\n[%]\n99,0\nShare of rural windows within tol1\n[%]\n98,4\nShare of motorway windows within tol1\n[%]\n100,0\nShare of urban windows within tol1 greater than 50 %\n[1 = Yes; 0 = No]\n1\nShare of rural windows within tol1 greater than 50 %\n[1 = Yes; 0 = No]\n1\nShare of motorway windows within tol1 greater than 50 %\n[1 = Yes; 0 = No]\n1\n[reserved]\n—\n—\n[reserved]\n—\n—\n[reserved]\n—\n—\n[reserved]\n—\n—\n[reserved]\n—\n—\n[reserved]\n—\n—\n[reserved]\n—\n—\n[reserved]\n—\n—\n[reserved]\n—\n—\n[reserved]\n—\n—\n[reserved]\n—\n—\n[reserved]\n—\n—\n[reserved]\n—\n—\n[reserved]\n—\n—\n[reserved]\n—\n—\n[reserved]\n—\n—\n[reserved]\n—\n—\n[reserved]\n—\n—\n[reserved]\n—\n—\n[reserved]\n—\n—\n[reserved]\n—\n—\n[reserved]\n—\n—\n[reserved]\n—\n—\n[reserved]\n—\n—\n[reserved]\n—\n—\n[reserved]\n—\n—\n[reserved]\n—\n—\n[reserved]\n—\n—\nTable 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.\nTable 5b\nHeader of reporting file #2 – Final emission results in accordance with Appendix 6\nAdditional parameters may be added.\nTotal trip - THC emissions\n[mg/km]\nTotal trip - CH4 emissions\n[mg/km]\nTotal trip - NMHC emissions\n[mg/km]\nTotal trip - CO emissions\n[mg/km]\nTotal trip - NOX emissions\n[mg/km]\n6,73\nTotal trip - PN emissions\n[#/km]\n1,15 × 1011\nTotal trip - CO2 emissions\n[g/km]\nTotal trip - NO emissions\n[mg/km]\n4,73\nTotal trip - NO2 emissions\n[mg/km]\n2\nUrban trip - THC emissions\n[mg/km]\nUrban trip - CH4 emissions\n[mg/km]\nUrban trip - NMHC emissions\n[mg/km]\nUrban trip - CO emissions\n[mg/km]\nUrban trip - NOX emissions\n[mg/km]\n8,13\nUrban trip - PN emissions\n[#/km]\n0,85 × 1011\nUrban trip - CO2 emissions\n[g/km]\nUrban trip - NO emissions\n[mg/km]\n6,41\nUrban trip - NO2 emissions\n[mg/km]\n2,5\nThe 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).\nTable 6\nBody 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\nAdditional parameters may be added to characterise window characteristics.’\nWindow Start Time\n[s]\nWindow End Time\n[s]\nWindow Duration\n[s]\nWindow Distance\nSource (1 = GPS; 2 = ECU; 3 = Sensor)\n[km]\n[reserved]\n—\n—\n[reserved]\n—\n—\n[reserved]\n—\n—\n[reserved]\n—\n—\nWindow CO2 emissions\n[g]\n[reserved]\n—\n—\n[reserved]\n—\n—\n[reserved]\n—\n—\n[reserved]\n—\n—\n[reserved]\n—\n—\n[reserved]\n—\n—\n[reserved]\n—\n—\n[reserved]\n—\n—\n[reserved]\n—\n—\nWindow CO2 emissions\n[g/km]\n[reserved]\n—\n—\n[reserved]\n—\n—\n[reserved]\n—\n—\n[reserved]\n—\n—\n[reserved]\n—\n—\nWindow distance to CO2 characteristic curve h_j\n[%]\n[reserved]\n[-]\nWindow Average Vehicle Speed\nSource (1 = GPS; 2 = ECU; 3 = Sensor)\n[km/h]\n(e) the following Point 4.4 is added:\n‘4.4\nVisual supporting material of the PEMS installation\nIt 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.’;\n(37) Appendix 9 is replaced by the following:\n‘Appendix 9\nManufacturer's certificate of compliance\nManufacturer's certificate of compliance with the Real Driving Emissions requirements\n(Manufacturer): …\n(Address of the Manufacturer): …\nCertifies that\nThe vehicle types listed in the attachment to this Certificate comply with the requirements laid down in point 2.1 of Annex IIIA to Regulation (EU) 2017/1151 relating to real driving emissions for all possible RDE tests, which are in accordance to the requirements of this Annex.\nDone at [… (Place)]\nOn [… (Date)]\n…\n(Stamp and signature of the manufacturer's representative)\nAnnex:\nList of vehicle types to which this certificate applies\nList 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.’",
  "extent": "E+W+S+N.I.",
  "status": null,
  "version": "current",
  "annotations": [
    {
      "type": "footnote",
      "label": "f1",
      "text": "Mass of the vehicle as tested on the road, including the mass of the driver and all PEMS components including any artificial payload."
    },
    {
      "type": "footnote",
      "label": "f2",
      "text": "Mandatory if the exhaust mass flow rate is determined by an EFM."
    },
    {
      "type": "footnote",
      "label": "f3",
      "text": "If required, additional information may be added here."
    },
    {
      "type": "footnote",
      "label": "f4",
      "text": "Additional parameters may be added to characterise and label the test."
    },
    {
      "type": "footnote",
      "label": "f5",
      "text": "To be determined by at least one method"
    },
    {
      "type": "footnote",
      "label": "f6",
      "text": "Additional parameters may be added to characterise vehicle and test conditions."
    },
    {
      "type": "footnote",
      "label": "f7",
      "text": "Parameters may be added to characterize additional elements of the trip."
    },
    {
      "type": "footnote",
      "label": "f8",
      "text": "Parameters may be added until line 95 to characterize additional calculation settings."
    },
    {
      "type": "footnote",
      "label": "f9",
      "text": "Additional parameters may be added until line 195."
    },
    {
      "type": "footnote",
      "label": "f10",
      "text": "Additional parameters may be added."
    },
    {
      "type": "footnote",
      "label": "f11",
      "text": "Additional parameters may be added to characterise window characteristics.’"
    }
  ],
  "outstanding_effects": [],
  "provenance": {
    "source": "legislation.gov.uk",
    "source_url": "https://www.legislation.gov.uk/eur/2018/1832/annex/III",
    "retrieved_at": "2026-11-01T14:43:48.540927+00:00"
  },
  "licence": "Open Government Licence v3.0",
  "licence_url": "https://www.nationalarchives.gov.uk/doc/open-government-licence/version/3/",
  "attribution": "Contains public sector information licensed under the Open Government Licence v3.0. Source: legislation.gov.uk, The National Archives."
}