ANNEX I

List of UNECE regulations which apply on a compulsory basis

UNECE regulation No	Subject	Series of amendments	OJ Reference	Applicability
41	Noise emissions of motorcycles	04	OJ L 317, 14.11.2012, p. 1	L3e, L4e

Explanatory note:

The fact that a system or component is included in this list does not make its installation mandatory. For certain components, however, mandatory installation requirements are laid down in other annexes to this Regulation.

ANNEX II

Test type I requirements: tailpipe emissions after cold start

Appendix Number	Appendix title	Page
1	Symbols used in Annex II	74
2	Reference fuels	78
3	Chassis dynamometer system	85
4	Exhaust dilution system	91
5	Classification of equivalent inertia mass and running resistance	103
6	Driving cycles for type I tests	106
7	Road tests of L-category vehicles equipped with one wheel on the driven axle or with twinned wheels for the determination of test bench settings	153
8	Road tests of L-category vehicles equipped with two or more wheels on the powered axle for the determination of test bench settings	160
9	Explanatory note on the gearshift procedure for a type I test	168
10	Type-approval tests of a replacement pollution-control device type for L-category vehicles as a separate technical unit	174
11	Type I test procedure for hybrid L-category vehicles	178
12	Type I test procedure for L-category vehicles fuelled with LPG, NG/biomethane, flex fuel H2NG or hydrogen	189
13	Type I test procedure for L-category vehicles equipped with a periodically regenerating system	193

1.   Introduction

1.1.

This Annex sets out the procedure for type I testing, as referred to in Part A of Annex V to Regulation (EU) No 168/2013.

1.2.

This Annex provides a harmonised method for the determination of the levels of gaseous pollutant emissions and particulate matter, the emissions of carbon dioxide and is referred to in Annex VII to determine the fuel consumption, energy consumption and electric range of the L-category vehicle within the scope of Regulation (EU) No 168/2013 that are representative for real world vehicle operation.

1.1.1.

The ‘WMTC stage 1’ was introduced in EU type-approval legislation in 2006, which allowed manufacturers from then on to demonstrate the emission performance of the L3e motorcycle type by using the world harmonised motorcycle test cycle (WMTC) set out in UN GTR No 2 as alternative type I test to the use of the conventional European Driving Cycle (EDC) set out in Chapter 5 of Directive 97/24/EC.

1.1.2.

The ‘WMTC stage 2’ is equal to ‘WMTC stage 1’ with additional enhancements in the area of gear shift prescriptions and shall be used as compulsory type I test to approve Euro 4 compliant (sub-)categories L3e, L4e, L5e-A and L7e-A vehicles.

1.1.3.

The ‘revised WMTC’ or ‘WMTC stage 3’ is equal to ‘WMTC stage 2’ for L3e motorcycles, but contains also custom-tailored driving cycles for all other (sub-) category vehicles, used as type I test to approve Euro 5 compliant L-category vehicles.

1.2.

The results may form the basis for limiting gaseous pollutants, carbon dioxide and for the fuel consumption, energy consumption and electric range indicated by the manufacturer within the environmental performance type-approval procedures.

2.   General requirements

2.1.

The components liable to affect the emission of gaseous pollutants, carbon dioxide emissions and fuel consumption shall be so designed, constructed and assembled as to enable the vehicle in normal use, despite the vibration to which it may be subjected, to comply with the provisions of this Annex. Note 1: The symbols used in Annex II are summarised in Appendix 1.

2.2.

Any hidden strategy that ‘optimises’ the powertrain of the vehicle running the relevant emission laboratory test cycle in an advantageous way, reducing tailpipe emissions and running significantly differently under real-world conditions, is considered a defeat strategy and is prohibited, unless the manufacturer has documented and declared it to the satisfaction of the approval authority.

3.   Performance requirements

The applicable performance requirements for EU type-approval are referred to in Parts A, B and C of Annex VI to Regulation (EU) No 168/2013.

4.   Test conditions

4.1.   Test room and soak area

4.1.1.   Test room

The test room with the chassis dynamometer and the gas sample collection device shall have a temperature of 298,2 ± 5 K (25 ± 5 °C). The room temperature shall be measured in the vicinity of the vehicle cooling blower (fan) before and after the type I test.

4.1.2.   Soak area

The soak area shall have a temperature of 298,2 ± 5 K (25 ± 5 °C) and be such that the test vehicle to be preconditioned can be parked in accordance with point 5.2.4. of this Annex.

4.2.   Test vehicle

4.2.1.   General

All components of the test vehicle shall conform to those of the production series or, if the vehicle is different from the production series, a full description shall be given in the test report. In selecting the test vehicle, the manufacturer and the technical service shall agree to the satisfaction of the approval authority which tested parent vehicle is representative of the related vehicle propulsion family as laid down in Annex XI.

4.2.2.   Run-in

The vehicle shall be presented in good mechanical condition, properly maintained and used. It shall have been run in and driven at least 1 000 km before the test. The engine, drive train and vehicle shall be properly run in, in accordance with the manufacturer’s requirements.

4.2.3.   Adjustments

The test vehicle shall be adjusted in accordance with the manufacturer’s requirements, e.g. as regards the viscosity of the oils, or, if it differs from the production series, a full description shall be given in the test report. In case of a four by four drive, the axle to which the lowest torque is delivered may be deactivated in order to allow testing on a standard chassis dynamometer.

4.2.4.   Test mass and load distribution

The test mass, including the masses of the rider and the instruments, shall be measured before the beginning of the tests. The load shall be distributed across the wheels in conformity with the manufacturer’s instructions.

4.2.5.   Tyres

The tyres shall be of a type specified as original equipment by the vehicle manufacturer. The tyre pressures shall be adjusted to the specifications of the manufacturer or to those where the speed of the vehicle during the road test and the vehicle speed obtained on the chassis dynamometer are equalised. The tyre pressure shall be indicated in the test report.

4.3.   L-category vehicle sub-classification

Figure 1-1 provides a graphical overview of the L-category vehicle sub-classification in terms of engine capacity and maximum vehicle speed if subject to environmental test types I, VII and VIII, indicated by the (sub-)class numbers in the graph areas. The numerical values of the engine capacity and maximum vehicle speed shall not be rounded up or down.

Figure 1-1

L-category vehicle sub-classification for environmental testing, test types I, VII and VIII

4.3.1.   Class 1

L-category vehicles that fulfil the following specifications belong to class 1:

Table 1-1

sub-classification criteria for class 1 L-category vehicles

engine capacity < 150 cm3 and vmax< 100 km/h

class 1

4.3.2.   Class 2

L-category vehicles that fulfil the following specifications belong to class 2 and shall be sub-classified in:

Table 1-2

sub-classification criteria for class 2 L-category vehicles

Engine capacity < 150 cm3 and 100 km/h ≤ vmax< 115 km/h or engine capacity ≥150 cm3 and vmax< 115 km/h	sub-class 2-1
115 km/h ≤ vmax< 130 km/h	sub-class 2-2

4.3.3.   Class 3

L-category vehicles that fulfil the following specifications belong to class 3 and shall be sub-classified in:

Table 1-3

sub-classification criteria for class 3 L-category vehicles

130 ≤ vmax< 140 km/h	subclass 3-1
vmax ≥ 140 km/h or engine capacity > 1 500  cm3	subclass 3-2

4.3.4.   WMTC, test cycle parts

The WMTC test cycle (vehicle speed patterns) for type I, VII and VIII environmental tests consist of up to three parts as set out in Appendix 6. Depending on the L-vehicle category subject to the WMTC laid down in point 4.5.4.1. and its classification in terms of engine displacement and maximum design vehicle speed in accordance with point 4.3, the following WMTC test cycle parts must be run:

Table 1-4

WMTC test cycle parts for class 1.2 and 3 L-category vehicles

L-category vehicle (sub-)class	Applicable parts of the WMTC as specified in Appendix 6
Class 1:	part 1, reduced vehicle speed in cold condition, followed by part 1, reduced vehicle speed in warm condition.
Class 2 subdivided in:
Sub-class 2-1:	part 1, reduced vehicle speed in cold condition, followed by part 2, reduced vehicle speed in warm condition.
Sub-class 2-2:	part 1, in cold condition, followed by part 2, in warm condition.
Class 3 subdivided in:
Sub-class 3-1:	part 1, in cold condition, followed by part 2, in warm condition, followed by part 3, reduced vehicle speed in warm condition.
Sub-class 3-2:	part 1, in cold condition, followed by part 2, in warm condition, followed by part 3, in warm condition.

4.4.   Specification of the reference fuel

The appropriate reference fuels as specified in Appendix 2 shall be used for testing. For the purpose of the calculation referred to in point 1.4 of Appendix 1 of Annex VII, for liquid fuels, the density measured at 288,2 K (15 °C) shall be used.

4.5.   Type I test

4.5.1.   Driver

The test driver shall have a mass of 75 kg ± 5 kg.

4.5.2.   Test bench specifications and settings

4.5.2.1.   The dynamometer shall have a single roller for two-wheel L-category vehicles with a diameter of at least 400 mm. A chassis dynamometer equipped with dual rollers is permitted when testing tricycles with two front wheels or quadricycles.

4.5.2.2.   The dynamometer shall be equipped with a roller revolution counter for measuring actual distance travelled.

4.5.2.3.   Dynamometer flywheels or other means shall be used to simulate the inertia specified in point 5.2.2.

4.5.2.4.   The dynamometer rollers shall be clean, dry and free from anything which might cause the tyre to slip.

4.5.2.5.   Cooling fan specifications as follows:

4.5.2.5.1.

Throughout the test, a variable-speed cooling blower (fan) shall be positioned in front of the vehicle so as to direct the cooling air onto it in a manner that simulates actual operating conditions. The blower speed shall be such that, within the operating range of 10 to 50 km/h, the linear velocity of the air at the blower outlet is within ±5 km/h of the corresponding roller speed. At the range of over 50 km/h, the linear velocity of the air shall be within ± 10 percent. At roller speeds of less than 10 km/h, air velocity may be zero.

4.5.2.5.2.

The air velocity referred to in point 4.5.2.5.1. shall be determined as an averaged value of nine measuring points which are located at the centre of each rectangle dividing the whole of the blower outlet into nine areas (dividing both horizontal and vertical sides of the blower outlet into three equal parts). The value at each of the nine points shall be within 10 percent of the average of the nine values.

4.5.2.5.3.

The blower outlet shall have a cross-section area of at least 0.4 m2 and the bottom of the blower outlet shall be between 5 and 20 cm above floor level. The blower outlet shall be perpendicular to the longitudinal axis of the vehicle, between 30 and 45 cm in front of its front wheel. The device used to measure the linear velocity of the air shall be located at between 0 and 20 cm from the air outlet.

4.5.2.6.   The detailed requirements regarding test bench specifications are listed in Appendix 3.

4.5.3.   Exhaust gas measurement system

4.5.3.1.   The gas-collection device shall be a closed-type device that can collect all exhaust gases at the vehicle exhaust outlets on condition that it satisfies the backpressure condition of ± 125 mm H2O. An open system may be used if it is confirmed that all the exhaust gases are collected. The gas collection shall be such that there is no condensation which could appreciably modify the nature of exhaust gases at the test temperature. An example of a gas-collection device is illustrated in Figure 1-2:

Figure 1-2

Equipment for sampling the gases and measuring their volume

4.5.3.2.   A connecting tube shall be placed between the device and the exhaust gas sampling system. This tube and the device shall be made of stainless steel, or of some other material which does not affect the composition of the gases collected and which withstands the temperature of these gases.

4.5.3.3.   A heat exchanger capable of limiting the temperature variation of the diluted gases in the pump intake to ± 5 K shall be in operation throughout the test. This exchanger shall be equipped with a preheating system capable of bringing the exchanger to its operating temperature (with the tolerance of ± 5 K) before the test begins.

4.5.3.4.   A positive displacement pump shall be used to draw in the diluted exhaust mixture. This pump shall be equipped with a motor with several strictly controlled uniform speeds. The pump capacity shall be large enough to ensure the intake of the exhaust gases. A device using a critical-flow venturi (CFV) may also be used.

4.5.3.5.   A device (T) shall be used for the continuous recording of the temperature of the diluted exhaust mixture entering the pump.

4.5.3.6.   Two gauges shall be used, the first to ensure the pressure depression of the dilute exhaust mixture entering the pump relative to atmospheric pressure, and the second to measure the dynamic pressure variation of the positive displacement pump.

4.5.3.7.   A probe shall be located near to, but outside, the gas-collecting device, to collect samples of the dilution air stream through a pump, a filter and a flow meter at constant flow rates throughout the test.

4.5.3.8.   A sample probe pointed upstream into the dilute exhaust mixture flow, upstream of the positive displacement pump, shall be used to collect samples of the dilute exhaust mixture through a pump, a filter and a flow meter at constant flow rates throughout the test. The minimum sample flow rate in the sampling devices shown in Figure 1-2 and in point 4.5.3.7. shall be at least 150 litre/hour.

4.5.3.9.   Three-way valves shall be used on the sampling system described in points 4.5.3.7. and 4.5.3.8. to direct the samples either to their respective bags or to the outside throughout the test.

4.5.3.10.   Gas-tight collection bags

4.5.3.10.1.   For dilution air and dilute exhaust mixture the collection bags shall be of sufficient capacity not to impede normal sample flow and shall not change the nature of the pollutants concerned.

4.5.3.10.2.   The bags shall have an automatic self-locking device and shall be easily and tightly fastened either to the sampling system or the analysing system at the end of the test.

4.5.3.11.   A revolution counter shall be used to count the revolutions of the positive displacement pump throughout the test.

Note 2: Attention shall be paid to the connecting method and the material or configuration of the connecting parts, because each section (e.g. the adapter and the coupler) of the sampling system can become very hot. If the measurement cannot be performed normally due to heat damage to the sampling system, an auxiliary cooling device may be used as long as the exhaust gases are not affected.

Note 3: With open type devices, there is a risk of incomplete gas collection and gas leakage into the test cell. There shall be no leakage throughout the sampling period.

Note 4: If a constant volume sampler (CVS) flow rate is used throughout the test cycle that includes low and high speeds all in one (i.e. part 1, 2 and 3 cycles), special attention shall be paid to the higher risk of water condensation in the high speed range.

4.5.3.12.   Particulate mass emissions measurement equipment

4.5.3.12.1   Specification

4.5.3.12.1.1.   System overview

4.5.3.12.1.1.1.   The particulate sampling unit shall consist of a sampling probe located in the dilution tunnel, a particle transfer tube, a filter holder, a partial-flow pump, and flow rate regulators and measuring units.

4.5.3.12.1.1.2.   It is recommended that a particle size pre-classifier (e.g. cyclone or impactor) be employed upstream of the filter holder. However, a sampling probe, used as an appropriate size-classification device such as that shown in Figure 1-6, is acceptable.

4.5.3.12.1.2.   General requirements

4.5.3.12.1.2.1.   The sampling probe for the test gas flow for particulates shall be so arranged within the dilution tract that a representative sample gas flow can be taken from the homogeneous air/exhaust mixture.

4.5.3.12.1.2.2.   The particulate sample flow rate shall be proportional to the total flow of diluted exhaust gas in the dilution tunnel to within a tolerance of ±5 percent of the particulate sample flow rate.

4.5.3.12.1.2.3.   The sampled dilute exhaust gas shall be maintained at a temperature below 325,2 K (52 °C) within 20 cm upstream or downstream of the particulate filter face, except in the case of a regeneration test, where the temperature shall be below 465,2 K (192 °C).

4.5.3.12.1.2.4.   The particulate sample shall be collected on a single filter mounted in a holder in the sampled diluted exhaust gas flow

4.5.3.12.1.2.5.   All parts of the dilution system and the sampling system from the exhaust pipe up to the filter holder which are in contact with raw and diluted exhaust gas shall be designed to minimise deposition or alteration of the particulates. All parts shall be made of electrically conductive materials that do not react with exhaust gas components, and shall be electrically grounded to prevent electrostatic effects.

4.5.3.12.1.2.6.   If it is not possible to compensate for variations in the flow rate, provision shall be made for a heat exchanger and a temperature control device as specified in Appendix 4 so as to ensure that the flow rate in the system is constant and the sampling rate accordingly proportional.

4.5.3.12.1.3.   Specific requirements

4.5.3.12.1.3.1.   Particulate matter (PM) sampling probe

4.5.3.12.1.3.1.1.   The sample probe shall deliver the particle-size classification performance described in point 4.5.3.12.1.3.1.4. It is recommended that this performance be achieved by the use of a sharp-edged, open-ended probe facing directly in the direction of flow, plus a pre-classifier (cyclone impactor, etc.). An appropriate sampling probe, such as that indicated in Figure 1-1, may alternatively be used provided it achieves the pre-classification performance described in point 4.5.3.12.1.3.1.4.

4.5.3.12.1.3.1.2.   The sample probe shall be installed near the tunnel centreline between ten and 20 tunnel diameters downstream of the exhaust gas inlet to the tunnel and have an internal diameter of at least 12 mm.

If more than one simultaneous sample is drawn from a single sample probe, the flow drawn from that probe shall be split into identical sub-flows to avoid sampling artefacts.

If multiple probes are used, each probe shall be sharp-edged, open-ended and facing directly into the direction of flow. Probes shall be equally spaced at least 5 cm apart around the central longitudinal axis of the dilution tunnel.

4.5.3.12.1.3.1.3.   The distance from the sampling tip to the filter mount shall be at least five probe diameters, but shall not exceed 1 020 mm.

4.5.3.12.1.3.1.4.   The pre-classifier (e.g. cyclone, impactor, etc.) shall be located upstream of the filter holder assembly. The pre-classifier 50 percent cut point particle diameter shall be between 2.5 μm and 10 μm at the volumetric flow rate selected for sampling particulate mass emissions. The pre-classifier shall allow at least 99 percent of the mass concentration of 1 μm particles entering the pre-classifier to pass through the exit of the pre-classifier at the volumetric flow rate selected for sampling particulate mass emissions. However, a sampling probe, used as an appropriate size-classification device, such as that shown in Figure 1-6, is acceptable as an alternative to a separate pre-classifier.

4.5.3.12.1.3.2.   Sample pump and flow meter

4.5.3.12.1.3.2.1.   The sample gas flow measurement unit shall consist of pumps, gas flow regulators and flow measuring units.

4.5.3.12.1.3.2.2.   The temperature of the gas flow in the flow meter may not fluctuate by more than ±3 K, except during regeneration tests on vehicles equipped with periodically regenerating after-treatment devices. In addition, the sample mass flow rate shall remain proportional to the total flow of diluted exhaust gas to within a tolerance of ± 5 percent of the particulate sample mass flow rate. Should the volume of flow change unacceptably as a result of excessive filter loading, the test shall be stopped. When the test is repeated, the rate of flow shall be decreased.

4.5.3.12.1.3.3.   Filter and filter holder

4.5.3.12.1.3.3.1.   A valve shall be located downstream of the filter in the direction of flow. The valve shall be responsive enough to open and close within one second of the start and end of the test.

4.5.3.12.1.3.3.2.   It is recommended that the mass collected on the 47 mm diameter filter (Pe) is ≥ 20 μg and that the filter loading is maximised in line with the requirements of points 4.5.3.12.1.2.3. and 4.5.3.12.1.3.3.

4.5.3.12.1.3.3.3.   For a given test, the gas filter face velocity shall be set to a single value within the range 20 cm/s to 80 cm/s, unless the dilution system is being operated with sampling flow proportional to CVS flow rate.

4.5.3.12.1.3.3.4.   Fluorocarbon coated glass fibre filters or fluorocarbon membrane filters are required. All filter types shall have a 0,3 μm DOP (di-octylphthalate) or PAO (poly-alpha-olefin) CS 68649-12-7 or CS 68037-01-4 collection efficiency of at least 99 percent at a gas filter face velocity of 5,33 cm/s.

4.5.3.12.1.3.3.5.   The filter holder assembly shall be of a design that provides an even flow distribution across the filter stain area. The filter stain area shall be at least 1 075 mm2.

4.5.3.12.1.3.4.   Filter weighing chamber and balance

4.5.3.12.1.3.4.1.   The microgram balance used to determine the weight of a filter shall have a precision (standard deviation) of 2 μg and resolution of 1 μg or better.

It is recommended that the microbalance be checked at the start of each weighing session by weighing one reference weight of 50 mg. This weight shall be weighed three times and the average result recorded. The weighing session and balance are considered valid if the average result of the weighing is within ± 5 μg of the result from the previous weighing session.

The weighing chamber (or room) shall meet the following conditions during all filter conditioning and weighing operations:

—	Temperature maintained at 295,2 ± 3 K (22 ± 3 °C);

—	Relative humidity maintained at 45 ± 8 percent;

—	Dew point maintained at 282,7 ± 3 K (9,5 ± 3 °C).

It is recommended that temperature and humidity conditions be recorded along with sample and reference filter weights.

4.5.3.12.1.3.4.2.   Buoyancy correction

All filter weights shall be corrected for filter buoyancy in air.

The buoyancy correction depends on the density of the sample filter medium, the density of air, and the density of the calibration weight used to calibrate the balance. The density of the air is dependent on the pressure, temperature and humidity.

It is recommended that the temperature and dew point of the weighing environment be controlled to 295,2 K ± 1 K (22 °C ± 1 °C) and 282,7 ± 1 K (9,5 ± 1 °C) respectively. However, the minimum requirements stated in point 4.5.3.12.1.3.4.1. will also result in an acceptable correction for buoyancy effects. The correction for buoyancy shall be applied as follows:

Equation 2-1:

where:

mcorr	=	PM mass corrected for buoyancy
muncorr	=	PM mass uncorrected for buoyancy
ρair	=	density of air in balance environment
ρweight	=	density of calibration weight used to span balance
ρmedia	=	density of PM sample medium (filter) with filter medium Teflon coated glass fibre (e.g. TX40): ρmedia = 2,300 kg/m3

ρair can be calculated as follows:

Equation 2-2:

where:

Pabs	=	absolute pressure in balance environment
Mmix	=	molar mass of air in balance environment (28,836 gmol-1)
R	=	molar gas constant (8,314 Jmol-1K-1)
Tamb	=	absolute ambient temperature of balance environment

The chamber (or room) environment shall be free of any ambient contaminants (such as dust) that would settle on the particulate filters during their stabilisation.

Limited deviations from weighing room temperature and humidity specifications shall be allowed provided their total duration does not exceed 30 minutes in any one filter conditioning period. The weighing room shall meet the required specifications prior to personal entrance into the weighing room. No deviations from the specified conditions are permitted during the weighing operation.

4.5.3.12.1.3.4.3.   The effects of static electricity shall be nullified. This may be achieved by grounding the balance through placement on an antistatic mat and neutralisation of the particulate filters prior to weighing using a Polonium neutraliser or a device of similar effect. Alternatively, nullification of static effects may be achieved through equalisation of the static charge.

4.5.3.12.1.3.4.4.   A test filter shall be removed from the chamber no earlier than an hour before the test begins.

4.5.3.12.1.4.   Recommended system description

Figure 1-3 is a schematic drawing of the recommended particulate sampling system. Since various configurations can produce equivalent results, exact conformity with this figure is not required. Additional components such as instruments, valves, solenoids, pumps and switches may be used to provide additional information and coordinate the functions of component systems. Further components that are not needed to maintain accuracy with other system configurations may be excluded if their exclusion is based on good engineering judgment.

Figure 1-3

Particulate sampling system

A sample of the diluted exhaust gas is taken from the full flow dilution tunnel (DT) through the particulate sampling probe (PSP) and the particulate transfer tube (PTT) by means of the pump (P). The sample is passed through the particle size pre-classifier (PCF) and the filter holders (FH) that contain the particulate sampling filters. The flow rate for sampling is set by the flow controller (FC).

4.5.4.   Driving schedules

4.5.4.1.   Test cycles

Test cycles (vehicle speed patterns) for the type I test consist of up to three parts, as laid down in Appendix 6. Depending on the vehicle (sub-)category, the following test cycle parts must be run:

Table 1-5

Applicable test type I cycle for Euro 4 compliant vehicles

Vehicle category	Vehicle category name	Test cycle Euro 4
L1e-A	Powered cycle	ECE R47
L1e-B	Two-wheel moped
L2e	Three-wheel moped
L6e-A	Light on-road quad
L6e-B	Light quadri-mobile
L3e	Two-wheel motorcycle with and without side-car	WMTC, stage 2
L4e
L5e-A	Tricycle
L7e-A	Heavy on-road quad
L5e-B	Commercial tricycle	ECE R40
L7e-B	Heavy all terrain quad
L7e-C	Heavy quadri-mobile

Table 1-6

Applicable test type I cycle for Euro 5 compliant vehicles

Vehicle category	Vehicle category name	Test cycle Euro 5
L1e-A	Powered cycle	Revised WMTC
L1e-B	Two-wheel moped
L2e	Three-wheel moped
L6e-A	Light on-road quad
L6e-B	Light quadri-mobile
L3e	Two-wheel motorcycle with and without side-car
L4e
L5e-A	Tricycle
L7e-A	Heavy on-road quad
L5e-B	Commercial tricycle
L7e-B	Heavy all terrain quad
L7e-C	Heavy quadri-mobile

4.5.4.2.   Vehicle speed tolerances

4.5.4.2.1.   The vehicle speed tolerance at any given time on the test cycles prescribed in point 4.5.4.1. is defined by upper and lower limits. The upper limit is 3,2 km/h higher than the highest point on the trace within one second of the given time. The lower limit is 3,2 km/h lower than the lowest point on the trace within one second of the given time. Vehicle speed variations greater than the tolerances (such as may occur during gear changes) are acceptable provided they occur for less than two seconds on any occasion. Vehicle speeds lower than those prescribed are acceptable provided the vehicle is operated at maximum available power during such occurrences. Figure 1-4 shows the range of acceptable vehicle speed tolerances for typical points.

Figure 1-4

Drivers trace, allowable range

4.5.4.2.2.   If the acceleration capability of the vehicle is not sufficient to carry out the acceleration phases or if the maximum design speed of the vehicle is lower than the prescribed cruising speed within the prescribed limits of tolerances, the vehicle shall be driven with the throttle fully open until the set speed is reached or at the maximum design speed achievable with fully opened throttle during the time that the set speed exceeds the maximum design speed. In both cases, point 4.5.4.2.1. is not applicable. The test cycle shall be carried on normally when the set speed is again lower than the maximum design speed of the vehicle.

4.5.4.2.3.   If the period of deceleration is shorter than that prescribed for the corresponding phase, the set speed shall be restored by a constant vehicle speed or idling period merging into succeeding constant speed or idling operation. In such cases, point 4.5.4.2.1. is not applicable.

4.5.4.2.4.   Apart from these exceptions, the deviations of the roller speed from the set speed of the cycles shall meet the requirements described in point 4.5.4.2.1. If not, the test results shall not be used for further analysis and the run must be repeated.

4.5.5.   Gearshift prescriptions for the WMTC prescribed in Appendix 6

4.5.5.1.   Test vehicles with automatic transmission

4.5.5.1.1.   Vehicles equipped with transfer cases, multiple sprockets, etc., shall be tested in the configuration recommended by the manufacturer for street or highway use.

4.5.5.1.2.   All tests shall be conducted with automatic transmissions in ‘Drive’ (highest gear). Automatic clutch-torque converter transmissions may be shifted as manual transmissions at the request of the manufacturer.

4.5.5.1.3.   Idle modes shall be run with automatic transmissions in ‘Drive’ and the wheels braked.

4.5.5.1.4.   Automatic transmissions shall shift automatically through the normal sequence of gears. The torque converter clutch, if applicable, shall operate as under real-world conditions.

4.5.5.1.5.   The deceleration modes shall be run in gear using brakes or throttle as necessary to maintain the desired speed.

4.5.5.2.   Test vehicles with manual transmission

4.5.5.2.1   Mandatory requirements

4.5.5.2.1.1.   Step 1 — Calculation of shift speeds

Upshift speeds (v1→2 and vi→i+1) in km/h during acceleration phases shall be calculated using the following formulae:

Equation 2-3:

Equation 2-4:

, i = 2 to ng -1

where:

‘i’ is the gear number (≥ 2)

‘ng’ is the total number of forward gears

‘Pn ’ is the rated power in kW

‘mk ’ is the reference mass in kg

‘nidle ’ is the idling speed in min-1

‘s’ is the rated engine speed in min-1

‘ndvi ’ is the ratio between engine speed in min-1 and vehicle speed in km/h in gear ‘i’

4.5.5.2.1.2.   Downshift speeds (vi→i-1) in km/h during cruise or deceleration phases in gears 4 (4th gear) to ng shall be calculated using the following formula:

Equation 2-5:

, i = 4 to ng

where:

i is the gear number (≥ 4)

ng is the total number of forward gears

Pn is the rated power in kW

mk is the reference mass in kg

nidle is the idling speed in min-1

s is the rated engine speed in min-1

ndvi-2 is the ratio between engine speed in min-1 and vehicle speed in km/h in gear i-2

The downshift speed from gear 3 to gear 2 (v3→2) shall be calculated using the following equation:

Equation 2-6:

where:

Pn is the rated power in kW

mk is the reference mass in kg

nidle is the idling speed in min-1

s is the rated engine speed in min-1

ndv1 is the ratio between engine speed in min–1 and vehicle speed in km/h in gear 1

The downshift speed from gear 2 to gear 1 (v2→1) shall be calculated using the following equation:

Equation 2-7:

where:

ndv2 is the ratio between engine speed in min–1 and vehicle speed in km/h in gear 2

Since the cruise phases are defined by the phase indicator, slight speed increases could occur and it may be appropriate to apply an upshift. The upshift speeds (v1→2, v2→3 and vi→i+1) in km/h during cruise phases shall be calculated using the following equations:

Equation 2-7:

Equation 2-8:

Equation 2-9:

, i = 3 to ng

4.5.5.2.1.3.   Step 2 — Gear choice for each cycle sample

In order to avoid different interpretations of acceleration, deceleration, cruise and stop phases, corresponding indicators are added to the vehicle speed pattern as integral parts of the cycles (see tables in Appendix 6).

The appropriate gear for each sample shall then be calculated according to the vehicle speed ranges resulting from the shift speed equations of point 4.5.5.2.1.1. and the phase indicators for the cycle parts appropriate for the test vehicle, as follows:

Gear choice for stop phases: For the last five seconds of a stop phase, the gear lever shall be set to gear 1 and the clutch shall be disengaged. For the previous part of a stop phase, the gear lever shall be set to neutral or the clutch shall be disengaged.

Gear choice for acceleration phases:   gear 1, if v ≤ v1→2   gear 2, if v1→2 < v ≤ v2→3   gear 3, if v2→3 < v ≤ v3→4   gear 4, if v3→4 < v ≤ v4→5   gear 5, if v4→5 < v ≤ v5→6   gear 6, if v > v5→6

Gear choice for deceleration or cruise phases:   gear 1, if v < v2→1   gear 2, if v < v3→2   gear 3, if v3→2 ≤ v < v4→3   gear 4, if v4→3 ≤ v < v5→4   gear 5, if v5→4 ≤ v < v6→5   gear 6, if v ≥ v4→5

The clutch shall be disengaged, if:

(a)	the vehicle speed drops below 10 km/h, or

(b)	the engine speed drops below ;

(c)	there is a risk of engine stalling during cold-start phase.

4.5.5.2.3.   Step 3 — Corrections according to additional requirements

4.5.5.2.3.1.   The gear choice shall be modified according to the following requirements:

(a)	no gearshift at a transition from an acceleration phase to a deceleration phase. The gear that was used for the last second of the acceleration phase shall be kept for the following deceleration phase unless the speed drops below a downshift speed;

(b)	no upshifts or downshifts by more than one gear, except from gear 2 to neutral during decelerations down to stop;

(c)

upshifts or downshifts for up to four seconds are replaced by the gear before, if the gears before and after are identical, e.g. 2 3 3 3 2 shall be replaced by 2 2 2 2 2, and 4 3 3 3 3 4 shall be replaced by 4 4 4 4 4 4. In the cases of consecutive circumstances, the gear used longer takes over, e.g. 2 2 2 3 3 3 2 2 2 2 3 3 3 will be replaced by 2 2 2 2 2 2 2 2 2 2 3 3 3. If used for the same time, a series of succeeding gears shall take precedence over a series of preceding gears, e.g. 2 2 2 3 3 3 2 2 2 3 3 3 will be replaced by 2 2 2 2 2 2 2 2 2 3 3 3;

(d)	no downshift during an acceleration phase.

4.5.5.2.2.   Optional provisions

The gear choice may be modified according to the following provisions:

The use of gears lower than those determined by the requirements described in point 4.5.5.2.1. is permitted in any cycle phase. Manufacturers’ recommendations for gear use shall be followed if they do not result in gears higher than determined by the requirements of point 4.5.5.2.1.

4.5.5.2.3.   Optional provisions

Note 5: The calculation programme to be found on the UN website at the following URL may be used as an aid for the gear selection:

http://live.unece.org/trans/main/wp29/wp29wgs/wp29grpe/wmtc.html

Explanations of the approach and the gearshift strategy and a calculation example are given in Appendix 9.

4.5.6.   Dynamometer settings

A full description of the chassis dynamometer and instruments shall be provided in accordance with Appendix 6. Measurements shall be taken to the accuracies specified in point 4.5.7. The running resistance force for the chassis dynamometer settings can be derived either from on-road coast-down measurements or from a running resistance table, with reference to Appendix 5 or 7 for a vehicle equipped with one wheel on the powered axle and to Appendix 8 for a vehicle with two or more wheels on the powered axles.

4.5.6.1.   Chassis dynamometer setting derived from on-road coast-down measurements

To use this alternative, on-road coast-down measurements shall be carried out as specified in Appendix 7 for a vehicle equipped with one wheel on the powered axle and Appendix 8 for a vehicle equipped with two or more wheels on the powered axles.

4.5.6.1.1.   Requirements for the equipment

The instrumentation for the speed and time measurement shall have the accuracies specified in point 4.5.7.

4.5.6.1.2.   Inertia mass setting

4.5.6.1.2.1.   The equivalent inertia mass mi for the chassis dynamometer shall be the flywheel equivalent inertia mass, mfi, closest to the sum of the mass in running order of the vehicle and the mass of the driver (75 kg). Alternatively, the equivalent inertia mass mi can be derived from Appendix 5.

4.5.6.1.2.2.   If the reference mass mref cannot be equalised to the flywheel equivalent inertia mass mi, to make the target running resistance force F* equal to the running resistance force FE (which is to be set to the chassis dynamometer), the corrected coast-down time ΔTE may be adjusted in accordance with the total mass ratio of the target coast-down time ΔTroad in the following sequence:

Equation 2-10:

Equation 2-11:

Equation 2-12:

Equation 2-13:

with

where:

mr1 may be measured or calculated, in kilograms, as appropriate. As an alternative, mr1 may be estimated as f percent of m.

4.5.6.2.   Running resistance force derived from a running resistance table

4.5.6.2.1.   The chassis dynamometer may be set by the use of the running resistance table instead of the running resistance force obtained by the coast-down method. In this table method, the chassis dynamometer shall be set by the mass in running order regardless of particular L-category vehicle characteristics.

Note 6: Care shall be taken when applying this method to L-category vehicles with extraordinary characteristics.

4.5.6.2.2.   The flywheel equivalent inertia mass mfi shall be the equivalent inertia mass mi specified in Appendix 5, 7 or 8 where applicable. The chassis dynamometer shall be set by the rolling resistance of the non-driven wheels (a) and the aero drag coefficient (b) specified in Appendix 5 or determined in accordance with the procedures set out in Appendix 7 or 8 respectively.

4.5.6.2.3   The running resistance force on the chassis dynamometer FE shall be determined using the following equation:

Equation 2-14:

4.5.6.2.4.   The target running resistance force F* shall be equal to the running resistance force obtained from the running resistance table FT, because the correction for the standard ambient conditions is not necessary.

4.5.7.   Measurement accuracies

Measurements shall be taken using equipment that fulfils the accuracy requirements in Table 1-7:

Table 1-7

Required accuracy of measurements

Measurement items	At measured value	Resolution
(a) Running resistance force, F	+ 2 percent	—
(b) Vehicle speed (v1, v2)	± 1 percent	0,2  km/h
(c) Coast-down speed interval ( )	± 1 percent	0,1  km/h
(d) Coast-down time (Δt)	± 0,5 percent	0,01  s
(e) Total vehicle mass (mk + mrid)	± 0,5 percent	1,0  kg
(f) Wind speed	± 10 percent	0,1  m/s
(g) Wind direction	—	5 deg.
(h) Temperatures	± 1 K	1 K
(i) Barometric pressure	—	0,2 kPa
(j) Distance	± 0,1 percent	1  m
(k) Time	± 0,1 s	0,1  s

5.   Test procedures

5.1.   Description of the type I test

The test vehicle shall be subjected, according to its category, to test type I requirements as specified in this point 5.

5.1.1.   Type I test (verifying the average emission of gaseous pollutants, CO2 emissions and fuel consumption in a characteristic driving cycle)

5.1.1.1.   The test shall be carried out by the method described in point 5.2. The gases shall be collected and analysed by the prescribed methods.

5.1.1.2.   Number of tests

5.1.1.2.1.   The number of tests shall be determined as shown in figure 1-5. Ri1 to Ri3 describe the final measurement results for the first (No 1) test to the third (No 3) test and the gaseous pollutant, carbon dioxide emission, fuel / energy consumption or electric range as laid down in Annex VII. ‘Lx ’ represents the limit values L1 to L5 as defined in Parts A, B and C of Annex VI to Regulation (EU) No 168/2013.

5.1.1.2.2.   In each test, the masses of the carbon monoxide, hydrocarbons, nitrogen oxides, carbon dioxide and the fuel consumed during the test shall be determined. The mass of particulate matter shall be determined only for those (sub-)categories referred to in Parts A and B of Annex VI to Regulation (EU) No 168/2013 (see explanatory notes 8 and 9 at the end of Annex VIII to that Regulation).

Figure 1-5

Flowchart for the number of type I tests

First Test

Ri1 ≤ 0,7*L

yes

accepted

no

yes

Ri1 > 1,1*L

no

Second Test

Ri1 ≤ 0,85*L and Ri2 < L and Ri1 + Ri2 < 1,7*L

yes

accepted

no

yes

Ri2 > 1,1*L or Ri1 ≥ L and Ri2 ≥ L

no

Third Test

Ri1 < L and Ri2 < L and Ri3 < L

yes

accepted

no

yes

Ri1 > 1,1*L

no

yes

Ri3 ≥ L and Ri2 ≥ L or Ri1 ≥ L

no

(Ri1 + Ri2 + Ri3)/3 < L

yes

accepted

no

rejected

5.2.   Type I tests

5.2.1.   Overview

5.2.1.1.   The type I test consists of prescribed sequences of dynamometer preparation, fuelling, parking, and operating conditions.

5.2.1.2.   The test is designed to determine hydrocarbon, carbon monoxide, oxides of nitrogen, carbon dioxide, particulate matter mass emissions if applicable and fuel / energy consumption as well as electric range while simulating real-world operation. The test consists of engine start-ups and L-category vehicle operation on a chassis dynamometer, through a specified driving cycle. A proportional part of the diluted exhaust emissions is collected continuously for subsequent analysis, using a constant volume (variable dilution) sampler (CVS).

5.2.1.3.   Except in cases of component malfunction or failure, all emission-control systems installed on or incorporated in a tested L-category vehicle shall be functioning during all procedures.

5.2.1.4.   Background concentrations are measured for all emission constituents for which emissions measurements are taken. For exhaust testing, this requires sampling and analysis of the dilution air.

5.2.1.5.   Background particulate mass measurement

The particulate background level of the dilution air may be determined by passing filtered dilution air through the particulate filter. This shall be drawn from the same point as the particulate matter sample, if a particulate mass measurement is applicable according to Annex VI(A) to Regulation (EU) No 168/2013. One measurement may be performed prior to or after the test. Particulate mass measurements may be corrected by subtracting the background contribution from the dilution system. The permissible background contribution shall be ≤ 1 mg/km (or equivalent mass on the filter). If the background contribution exceeds this level, the default figure of 1 mg/km (or equivalent mass on the filter) shall be used. Where subtraction of the background contribution gives a negative result, the particulate mass result shall be considered to be zero.

5.2.2.   Dynamometer settings and verification

5.2.2.1.   Test vehicle preparation

5.2.2.1.1.   The manufacturer shall provide additional fittings and adapters, as required to accommodate a fuel drain at the lowest point possible in the tanks as installed on the vehicle, and to provide for exhaust sample collection.

5.2.2.1.2.   The tyre pressures shall be adjusted to the manufacturer’s specifications to the satisfaction of the technical service or so that the speed of the vehicle during the road test and the vehicle speed obtained on the chassis dynamometer are equal.

5.2.2.1.3.   The test vehicle shall be warmed up on the chassis dynamometer to the same condition as it was during the road test.

5.2.2.2.   Dynamometer preparation, if settings are derived from on-road coast-down measurements

Before the test, the chassis dynamometer shall be appropriately warmed up to the stabilised frictional force Ff. The load on the chassis dynamometer FE is, in view of its construction, composed of the total friction loss Ff, which is the sum of the chassis dynamometer rotating frictional resistance, the tyre rolling resistance, the frictional resistance of the rotating parts in the powertrain of the vehicle and the braking force of the power absorbing unit (pau) Fpau, as in the following equation:

Equation 2-15:

The target running resistance force F* derived from Appendix 5 or 7 for a vehicle equipped with one wheel on the powered axle and Appendix 8 for a vehicle with two or more wheels on the powered axles, shall be reproduced on the chassis dynamometer in accordance with the vehicle speed, i.e.:

Equation 2-16:

The total friction loss Ff on the chassis dynamometer shall be measured by the method in point 5.2.2.2.1. or 5.2.2.2.2.

5.2.2.2.1.   Motoring by chassis dynamometer

This method applies only to chassis dynamometers capable of driving an L-category vehicle. The test vehicle shall be driven steadily by the chassis dynamometer at the reference speed v0 with the drive train engaged and the clutch disengaged. The total friction loss Ff (v0) at the reference speed v0 is given by the chassis dynamometer force.

5.2.2.2.2.   Coast-down without absorption

The method for measuring the coast-down time is the coast-down method for the measurement of the total friction loss Ff. The vehicle coast-down shall be performed on the chassis dynamometer by the procedure described in Appendix 5 or 7 for a vehicle equipped with one wheel on the powered axle and Appendix 8 for a vehicle equipped with two or more wheels on the powered axles, with zero chassis dynamometer absorption. The coast-down time Δti corresponding to the reference speed v0 shall be measured. The measurement shall be carried out at least three times, and the mean coast-down time

shall be calculated using the following equation:

Equation 2-17:

5.2.2.2.3.   Total friction loss

The total friction loss Ff(v0) at the reference speed v0 is calculated using the following equation:

Equation 2-18:

5.2.2.2.4.   Calculation of power-absorption unit force

The force Fpau(v0) to be absorbed by the chassis dynamometer at the reference speed v0 is calculated by subtracting Ff(v0) from the target running resistance force F*(v0) as shown in the following equation:

Equation 2-19:

5.2.2.2.5.   Chassis dynamometer setting

Depending on its type, the chassis dynamometer shall be set by one of the methods described in points 5.2.2.2.5.1. to 5.2.2.2.5.4. The chosen setting shall be applied to the pollutant and CO2 emission measurements as well as for the energy efficiency measurements (fuel /energy consumption and electric range) laid down in Annex VII.

5.2.2.2.5.1.   Chassis dynamometer with polygonal function

In the case of a chassis dynamometer with polygonal function, in which the absorption characteristics are determined by load values at several speed points, at least three specified speeds, including the reference speed, shall be chosen as the setting points. At each setting point, the chassis dynamometer shall be set to the value Fpau (vj) obtained in point 5.2.2.2.4.

5.2.2.2.5.2.   Chassis dynamometer with coefficient control

In the case of a chassis dynamometer with coefficient control, in which the absorption characteristics are determined by given coefficients of a polynomial function, the value of Fpau (vj) at each specified speed shall be calculated by the procedure in point 5.2.2.2.

Assuming the load characteristics to be:

Equation 2-20:

where:

the coefficients a, b and c shall be determined by the polynomial regression method.

The chassis dynamometer shall be set to the coefficients a, b and c obtained by the polynomial regression method.

5.2.2.2.5.3.   Chassis dynamometer with F* polygonal digital setter

In the case of a chassis dynamometer with a polygonal digital setter, where a central processor unit is incorporated in the system, F*is input directly, and Δti, Ff and Fpau are automatically measured and calculated to set the chassis dynamometer to the target running resistance force:

Equation 2-21:

In this case, several points in succession are directly input digitally from the data set of F* j and vj, the coast-down is performed and the coast-down time Δtj is measured. After the coast-down test has been repeated several times, Fpau is automatically calculated and set at L-category vehicle speed intervals of 0,1 km/h, in the following sequence:

Equation 2-22:

Equation 2-23:

Equation 2-24:

5.2.2.2.5.4.   Chassis dynamometer with f* 0, f* 2 coefficient digital setter

In the case of a chassis dynamometer with a coefficient digital setter, where a central processor unit is incorporated in the system, the target running resistance force

is automatically set on the chassis dynamometer.

In this case, the coefficients f* 0 and f* 2 are directly input digitally; the coast-down is performed and the coast-down time Δti is measured. Fpau is automatically calculated and set at vehicle speed intervals of 0,06 km/h, in the following sequence:

Equation 2-25:

Equation 2-26:

Equation 2-27:

5.2.2.2.6.   Dynamometer settings verification

5.2.2.2.6.1.   Verification test

Immediately after the initial setting, the coast-down time ΔtE on the chassis dynamometer corresponding to the reference speed (v0) shall be measured by the procedure set out in Appendix 5 or 7 for a vehicle equipped with one wheel on the powered axle and in Appendix 8 for a vehicle with two or more wheels on the powered axles. The measurement shall be carried out at least three times, and the mean coast-down time ΔtE shall be calculated from the results. The set running resistance force at the reference speed, FE (v0) on the chassis dynamometer is calculated by the following equation:

Equation 2-28:

5.2.2.2.6.2.   Calculation of setting error

The setting error ε is calculated by the following equation:

Equation 2-29:

The chassis dynamometer shall be readjusted if the setting error does not satisfy the following criteria:

ε ≤ 2 percent for v0≥ 50 km/h

ε ≤ 3 percent for 30 km/h ≤ v0< 50 km/h

ε ≤ 10 percent for v0< 30 km/h

The procedure in points 5.2.2.2.6.1. to 5.2.2.2.6.2. shall be repeated until the setting error satisfies the criteria. The chassis dynamometer setting and the observed errors shall be recorded. Specimen record forms are provided in the template of the test report laid down in accordance with Article 32(1) of Regulation (EU) No 168/2013.

5.2.2.3.   Dynamometer preparation, if settings are derived from a running resistance table

5.2.2.3.1.   The specified vehicle speed for the chassis dynamometer

The running resistance on the chassis dynamometer shall be verified at the specified vehicle speed v. At least four specified speeds shall be verified. The range of specified vehicle speed points (the interval between the maximum and minimum points) shall extend either side of the reference speed or the reference speed range, if there is more than one reference speed, by at least Δv, as defined in Appendix 5 or 7 for a vehicle equipped with one wheel on the powered axle and in Appendix 8 for a vehicle with two or more wheels on the powered axles. The specified speed points, including the reference speed points, shall be at regular intervals of no more than 20 km/h apart.

5.2.2.3.2.   Verification of chassis dynamometer

5.2.2.3.2.1.   Immediately after the initial setting, the coast-down time on the chassis dynamometer corresponding to the specified speed shall be measured. The vehicle shall not be set up on the chassis dynamometer during the coast-down time measurement. The coast-down time measurement shall start when the chassis dynamometer speed exceeds the maximum speed of the test cycle.

5.2.2.3.2.2.   The measurement shall be carried out at least three times, and the mean coast-down time ΔtE shall be calculated from the results.

5.2.2.3.2.3.   The set running resistance force FE(vj) at the specified speed on the chassis dynamometer is calculated using the following equation:

Equation 2-30:

5.2.2.3.2.4.   The setting error ε at the specified speed is calculated using the following equation:

Equation 2-31:

5.2.2.3.2.5.   The chassis dynamometer shall be readjusted if the setting error does not satisfy the following criteria:

ε ≤ 2 percent for v ≥ 50 km/h

ε ≤ 3 percent for 30 km/h ≤ v < 50 km/h

ε ≤ 10 percent for v < 30 km/h

5.2.2.3.2.6.   The procedure described in points 5.2.2.3.2.1. to 5.2.2.3.2.5. shall be repeated until the setting error satisfies the criteria. The chassis dynamometer setting and the observed errors shall be recorded.

5.2.2.4.   The chassis dynamometer system shall comply with the calibration and verification methods laid down in Appendix 3.

5.2.3.   Calibration of analysers

5.2.3.1.   The quantity of gas at the indicated pressure compatible with the correct functioning of the equipment shall be injected into the analyser with the aid of the flow metre and the pressure-reducing valve mounted on each gas cylinder. The apparatus shall be adjusted to indicate as a stabilised value the value inserted on the standard gas cylinder. Starting from the setting obtained with the gas cylinder of greatest capacity, a curve shall be drawn of the deviations of the apparatus according to the content of the various standard cylinders used. The flame ionisation analyser shall be recalibrated periodically, at intervals of not more than one month, using air/propane or air/hexane mixtures with nominal hydrocarbon concentrations equal to 50 percent and 90 percent of full scale.

5.2.3.2.   Non-dispersive infrared absorption analysers shall be checked at the same intervals using nitrogen/ CO and nitrogen/ CO2 mixtures in nominal concentrations equal to 10, 40, 60, 85 and 90 percent of full scale.

5.2.3.3.   To calibrate the NOX chemiluminescence analyser, nitrogen/nitrogen oxide (NO) mixtures with nominal concentrations equal to 50 percent and 90 percent of full scale shall be used. The calibration of all three types of analysers shall be checked before each series of tests, using mixtures of the gases, which are measured in a concentration equal to 80 percent of full scale. A dilution device can be applied for diluting a 100 percent calibration gas to required concentration.

5.2.3.4.   Heated flame ionisation detector (FID) (analyser) hydrocarbon response check procedure

5.2.3.4.1.   Detector response optimisation

The FID shall be adjusted according to the manufacturer’s specifications. To optimise the response, propane in air shall be used on the most common operating range.

5.2.3.4.2.   Calibration of the hydrocarbon analyser

The analyser shall be calibrated using propane in air and purified synthetic air (see point 5.2.3.6.).

A calibration curve shall be established as described in point 5.2.3.1 to 5.2.3.3.

5.2.3.4.3.   Response factors of different hydrocarbons and recommended limits

The response factor (Rf) for a particular hydrocarbon species is the ratio of the FID C1 reading to the gas cylinder concentration, expressed as ppm C1.

The concentration of the test gas shall be at a level to give a response of approximately 80 percent of full-scale deflection for the operating range. The concentration shall be known to an accuracy of 2 percent in reference to a gravimetric standard expressed in volume. In addition, the gas cylinder shall be pre-conditioned for 24 hours at a temperature of between 293,2 K and 303,2 K (20 °C and 30 °C).

Response factors shall be determined when introducing an analyser into service and thereafter at major service intervals. The test gases to be used and the recommended response factors are:

Methane and purified air: 1,00 < Rf < 1,15 or 1,00 < Rf < 1,05 for NG/biomethane-fuelled vehicles

Propylene and purified air: 0,90 < Rf < 1,00

Toluene and purified air: 0,90 < Rf < 1,00

These are relative to a response factor (Rf) of 1,00 for propane and purified air.

5.2.3.5.   Calibration and verification procedures of the particulate mass emissions measurement equipment

5.2.3.5.1.   Flow meter calibration

The technical service shall check that a calibration certificate has been issued for the flow meter demonstrating compliance with a traceable standard within a 12-month period prior to the test, or since any repair or change which could influence calibration.

5.2.3.5.2.   Microbalance calibration

The technical service shall check that a calibration certificate has been issued for the microbalance demonstrating compliance with a traceable standard within a 12-month period prior to the test.

5.2.3.5.3.   Reference filter weighing

To determine the specific reference filter weights, at least two unused reference filters shall be weighed within eight hours of, but preferably at the same time as, the sample filter weighing. Reference filters shall be of the same size and material as the sample filter.

If the specific weight of any reference filter changes by more than ± 5 μg between sample filter weighings, the sample filter and reference filters shall be reconditioned in the weighing room and then reweighed.

This shall be based on a comparison of the specific weight of the reference filter and the rolling average of that filter’s specific weights.

The rolling average shall be calculated from the specific weights collected in the period since the reference filters were placed in the weighing room. The averaging period shall be between one day and 30 days.

Multiple reconditioning and reweighings of the sample and reference filters are permitted up to 80 hours after the measurement of gases from the emissions test.

If, within this period, more than half the reference filters meet the ± 5 μg criterion, the sample filter weighing can be considered valid.

If, at the end of this period, two reference filters are used and one filter fails to meet the ± 5 μg criterion, the sample filter weighing may be considered valid provided that the sum of the absolute differences between specific and rolling averages from the two reference filters is no more than 10 μg.

If fewer than half of the reference filters meet the ± 5 μg criterion, the sample filter shall be discarded and the emissions test repeated. All reference filters shall be discarded and replaced within 48 hours.

In all other cases, reference filters shall be replaced at least every 30 days and in such a manner that no sample filter is weighed without comparison with a reference filter that has been in the weighing room for at least one day.

If the weighing room stability criteria outlined in point 4.5.3.12.1.3.4. are not met but the reference filter weighings meet the criteria listed in point 5.2.3.5.3, the vehicle manufacturer has the option of accepting the sample filter weights or voiding the tests, fixing the weighing room control system and re-running the test.

Figure 1-6

Particulate sampling probe configuration

5.2.3.6.   Reference gases

5.2.3.6.1.   Pure gases

The following pure gases shall be available, if necessary, for calibration and operation:

Purified nitrogen: (purity: ≤ 1 ppm C1, ≤ 1 ppm CO, ≤ 400 ppm CO2, ≤ 0,1 ppm NO);

Purified synthetic air: (purity: ≤ 1 ppm C1, ≤ 1 ppm CO, ≤ 400 ppm CO2, ≤ 0,1 ppm NO); oxygen content between 18 and 21 percent by volume;

Purified oxygen: (purity > 99,5 percent vol. O2);

Purified hydrogen (and mixture containing helium): (purity ≤ 1 ppm C1, ≤400 ppm CO2);

Carbon monoxide: (minimum purity 99,5 percent);

Propane: (minimum purity 99,5 percent).

5.2.3.6.2.   Calibration and span gases

Mixtures of gases with the following chemical compositions shall be available:

(a)	C3H8 and purified synthetic air (see point 5.2.3.5.1.);

(b)	CO and purified nitrogen;

(c)	CO2 and purified nitrogen;

(d)	NO and purified nitrogen (the amount of NO2 contained in this calibration gas shall not exceed 5 percent of the NO content).

The true concentration of a calibration gas shall be within ± 2 percent of the stated figure.

5.2.3.6.   Calibration and verification of the dilution system

The dilution system shall be calibrated and verified and shall comply with the requirements of Appendix 4.

5.2.4.   Test vehicle preconditioning

5.2.4.1.   The test vehicle shall be moved to the test area and the following operations performed:

—	The fuel tanks shall be drained through the drains of the fuel tanks provided and charged with the test fuel requirement as specified in Appendix 2 to half the capacity of the tanks.

—	The test vehicle shall be placed, either by being driven or pushed, on a dynamometer and operated through the applicable test cycle as specified for the vehicle (sub-)category in Appendix 6. The vehicle need not be cold, and may be used to set dynamometer power.

5.2.4.2.   Practice runs over the prescribed driving schedule may be performed at test points, provided an emission sample is not taken, for the purpose of finding the minimum throttle action to maintain the proper speed-time relationship, or to permit sampling system adjustments.

5.2.4.3.   Within five minutes of completion of preconditioning, the test vehicle shall be removed from the dynamometer and may be driven or pushed to the soak area to be parked. The vehicle shall be stored for between six and 36 hours prior to the cold start type I test or until the engine oil temperature TO or the coolant temperature TC or the sparkplug seat/gasket temperature TP (only for air-cooled engine) equals the air temperature of the soak area within 2 K.

5.2.4.4.   For the purpose of measuring particulates, between six and 36 hours before testing, the applicable test cycle from Part A of Annex VI to Regulation (EU) No 168/2013 shall be conducted on the basis of Annex IV to that Regulation. The technical details of the applicable test cycle are laid down in Appendix 6 and the applicable test cycle shall also be used for vehicle pre-conditioning. Three consecutive cycles shall be driven. The dynamometer setting shall be indicated as in point 4.5.6.

5.2.4.5.   At the request of the manufacturer, vehicles fitted with indirect injection positive-ignition engines may be preconditioned with one Part One, one Part Two and two Part Three driving cycles, if applicable, from the WMTC.

In a test facility where a test on a low particulate emitting vehicle could be contaminated by residue from a previous test on a high particulate emitting vehicle, it is recommended that, in order to pre-condition the sampling equipment, the low particulate emitting vehicle undergo a 20 minute 120 km/h steady state drive cycle or at 70% of the maximum design speed for vehicles not capable of attaining 120 km/h followed by three consecutive Part Two or Part Three WMTC cycles, if feasible.

After this preconditioning, and before testing, vehicles shall be kept in a room in which the temperature remains relatively constant between 293,2 K and 303,2 K (20 °C and 30 °C). This conditioning shall be carried out for at least six hours and continue until the engine oil temperature and coolant, if any, are within ±2 K of the temperature of the room.

If the manufacturer so requests, the test shall be carried out not later than 30 hours after the vehicle has been run at its normal temperature.

5.2.4.6.   Vehicles equipped with a positive-ignition engine, fuelled with LPG, NG/biomethane, H2NG, hydrogen or so equipped that they can be fuelled with either petrol, LPG, NG/biomethane, H2NG or hydrogen between the tests on the first gaseous reference fuel and the second gaseous reference fuel, shall be preconditioned before the test on the second reference fuel. This preconditioning on the second reference fuel shall involve a preconditioning cycle consisting of one Part One, Part Two and two Part Three WMTC cycles, as described in Appendix 6. At the manufacturer’s request and with the agreement of the technical service, this preconditioning may be extended. The dynamometer setting shall be as indicated in point 4.5.6 of this Annex.

5.2.5.   Emissions tests

5.2.5.1.   Engine starting and restarting

5.2.5.1.1.   The engine shall be started according to the manufacturer’s recommended starting procedures. The test cycle run shall begin when the engine starts.

5.2.5.1.2.   Test vehicles equipped with automatic chokes shall be operated according to the instructions in the manufacturer’s operating instructions or owner’s manual covering choke-setting and ‘kick-down’ from cold fast idle. In the case of the WMTC set out in Appendix 6, the transmission shall be put in gear 15 seconds after the engine is started. If necessary, braking may be employed to keep the drive wheels from turning. In the case of the ECE R40 or 47 cycles, the transmission shall be put in gear five seconds before the first acceleration.

5.2.5.1.3.   Test vehicles equipped with manual chokes shall be operated according to the manufacturer’s operating instructions or owner’s manual. Where times are provided in the instructions, the point for operation may be specified, within 15 seconds of the recommended time.

5.2.5.1.4.   The operator may use the choke, throttle, etc. where necessary to keep the engine running.

5.2.5.1.5.   If the manufacturer’s operating instructions or owner’s manual do not specify a warm engine starting procedure, the engine (automatic and manual choke engines) shall be started by opening the throttle about half way and cranking the engine until it starts.

5.2.5.1.6.   If, during the cold start, the test vehicle does not start after ten seconds of cranking or ten cycles of the manual starting mechanism, cranking shall cease and the reason for failure to start determined. The revolution counter on the constant volume sampler shall be turned off and the sample solenoid valves placed in the ‘standby’ position during this diagnostic period. In addition, either the CVS blower shall be turned off or the exhaust tube disconnected from the tailpipe during the diagnostic period.

5.2.5.1.7.   If failure to start is an operational error, the test vehicle shall be rescheduled for testing from a cold start. If failure to start is caused by vehicle malfunction, corrective action (following the unscheduled maintenance provisions) lasting less than 30 minutes may be taken and the test continued. The sampling system shall be reactivated at the same time cranking is started. The driving schedule timing sequence shall begin when the engine starts. If failure to start is caused by vehicle malfunction and the vehicle cannot be started, the test shall be voided, the vehicle removed from the dynamometer, corrective action taken (following the unscheduled maintenance provisions) and the vehicle rescheduled for test. The reason for the malfunction (if determined) and the corrective action taken shall be reported.

5.2.5.1.8.   If the test vehicle does not start during the hot start after ten seconds of cranking or ten cycles of the manual starting mechanism, cranking shall cease, the test shall be voided, the vehicle removed from the dynamometer, corrective action taken and the vehicle rescheduled for test. The reason for the malfunction (if determined) and the corrective action taken shall be reported.

5.2.5.1.9.   If the engine ‘false starts’, the operator shall repeat the recommended starting procedure (such as resetting the choke, etc.)

5.2.5.2.   Stalling

5.2.5.2.1.   If the engine stalls during an idle period, it shall be restarted immediately and the test continued. If it cannot be started soon enough to allow the vehicle to follow the next acceleration as prescribed, the driving schedule indicator shall be stopped. When the vehicle restarts, the driving schedule indicator shall be reactivated.

5.2.5.2.2.   If the engine stalls during some operating mode other than idle, the driving schedule indicator shall be stopped, the test vehicle restarted and accelerated to the speed required at that point in the driving schedule, and the test continued. During acceleration to this point, gearshifts shall be performed in accordance with point 4.5.5.

5.2.5.2.3.   If the test vehicle will not restart within one minute, the test shall be voided, the vehicle removed from the dynamometer, corrective action taken and the vehicle rescheduled for test. The reason for the malfunction (if determined) and the corrective action taken shall be reported.

5.2.6.   Drive instructions

5.2.6.1.   The test vehicle shall be driven with minimum throttle movement to maintain the desired speed. No simultaneous use of brake and throttle shall be permitted.

5.2.6.2.   If the test vehicle cannot accelerate at the specified rate, it shall be operated with the throttle fully opened until the roller speed reaches the value prescribed for that time in the driving schedule.

5.2.7.   Dynamometer test runs

5.2.7.1.   The complete dynamometer test consists of consecutive parts as described in point 4.5.4.

5.2.7.2.   The following steps shall be taken for each test:

(a)	place drive wheel of vehicle on dynamometer without starting engine;

(b)	activate vehicle cooling fan;

(c)	for all test vehicles, with the sample selector valves in the ‘standby’ position, connect evacuated sample collection bags to the dilute exhaust and dilution air sample collection systems;

(d)	start the CVS (if not already on), the sample pumps and the temperature recorder. (The heat exchanger of the constant volume sampler, if used, and sample lines shall be preheated to their respective operating temperatures before the test begins);

(e)

adjust the sample flow rates to the desired flow rate and set the gas flow measuring devices to zero; — For gaseous bag (except hydrocarbon) samples, the minimum flow rate is 0.08 litre/second; — For hydrocarbon samples, the minimum flame ionisation detection (FID) (or heated flame ionisation detection (HFID) in the case of methanol-fuelled vehicles) flow rate is 0.031 litre/second;

(f)	attach the flexible exhaust tube to the vehicle tailpipes;

(g)	start the gas flow measuring device, position the sample selector valves to direct the sample flow into the ‘transient’ exhaust sample bag, the ‘transient’ dilution air sample bag, turn the key on and start cranking the engine;

(h)	put the transmission in gear;

(i)	begin the initial vehicle acceleration of the driving schedule;

(j)	operate the vehicle according to the driving cycles specified in point 4.5.4.;

(k)	at the end of part 1 or part 1 in cold condition, simultaneously switch the sample flows from the first bags and samples to the second bags and samples, switch off gas flow measuring device No 1 and start gas flow measuring device No 2;

(l)	in case of vehicles capable of running Part 3 of the WMTC, at the end of Part 2 simultaneously switch the sample flows from the second bags and samples to the third bags and samples, switch off gas flow measuring device No 2 and, start gas flow measuring device No 3;

(m)

before starting a new part, record the measured roll or shaft revolutions and reset the counter or switch to a second counter. As soon as possible, transfer the exhaust and dilution air samples to the analytical system and process the samples according to point 6., obtaining a stabilised reading of the exhaust bag sample on all analysers within 20 minutes of the end of the sample collection phase of the test;

(n)	turn the engine off two seconds after the end of the last part of the test;

(o)	immediately after the end of the sample period, turn off the cooling fan;

(p)	turn off the constant volume sampler (CVS) or critical-flow venturi (CFV) or disconnect the exhaust tube from the tailpipes of the vehicle;

(q)	disconnect the exhaust tube from the vehicle tailpipes and remove the vehicle from the dynamometer;

(r)	for comparison and analysis reasons, second-by-second emissions (diluted gas) data shall be monitored as well as the bag results.

6.   Analysis of results

6.1.   Type I tests

6.1.1.   Exhaust emission and fuel consumption analysis

6.1.1.1.   Analysis of the samples contained in the bags

The analysis shall begin as soon as possible, and in any event not later than 20 minutes after the end of the tests, in order to determine:

—	the concentrations of hydrocarbons, carbon monoxide, nitrogen oxides and carbon dioxide in the sample of dilution air contained in bag(s) B;

—	the concentrations of hydrocarbons, carbon monoxide, nitrogen oxides and carbon dioxide in the sample of diluted exhaust gases contained in bag(s) A.

6.1.1.2.   Calibration of analysers and concentration results

The analysis of the results has to be carried out in the following steps:

(a)	prior to each sample analysis, the analyser range to be used for each pollutant shall be set to zero with the appropriate zero gas;

(b)	the analysers are set to the calibration curves by means of span gases of nominal concentrations of 70 to 100 percent of the range;

(c)	the analysers’ zeros are rechecked. If the reading differs by more than 2 percent of range from that set in (b), the procedure is repeated;

(d)	the samples are analysed;

(e)	after the analysis, zero and span points are rechecked using the same gases. If the readings are within 2 percent of those in point (c), the analysis is considered acceptable;

(f)	at all points in this section the flow-rates and pressures of the various gases shall be the same as those used during calibration of the analysers;

(g)	the figure adopted for the concentration of each pollutant measured in the gases is that read off after stabilisation on the measuring device.

6.1.1.3.   Measuring the distance covered

The distance (S) actually covered for a test part shall be calculated by multiplying the number of revolutions read from the cumulative counter (see point 5.2.7.) by the circumference of the roller. This distance shall be expressed in km.

6.1.1.4.   Determination of the quantity of gas emitted

The reported test results shall be computed for each test and each cycle part by use of the following formulae. The results of all emission tests shall be rounded, using the ‘rounding-off method’ in ASTM E 29-67, to the number of decimal places indicated by expressing the applicable standard to three significant figures.

6.1.1.4.1.   Total volume of diluted gas

The total volume of diluted gas, expressed in m3/cycle part, adjusted to the reference conditions of 273,2 K (0 °C ) and 101,3 kPa, is calculated by

Equation 2-32:

where:

V0 is the volume of gas displaced by pump P during one revolution, expressed in m3/revolution. This volume is a function of the differences between the intake and output sections of the pump;

N is the number of revolutions made by pump P during each part of the test;

Pa is the ambient pressure in kPa;

Pi is the average under-pressure during the test part in the intake section of pump P, expressed in kPa;

TP is the temperature (expressed in K) of the diluted gases during the test part, measured in the intake section of pump P.

6.1.1.4.2.   Hydrocarbons (HC)

The mass of unburned hydrocarbons emitted by the exhaust of the vehicle during the test shall be calculated using the following formula:

Equation 2-33:

where:

HCm is the mass of hydrocarbons emitted during the test part, in mg/km;

S is the distance defined in point 6.1.1.3.;

V is the total volume, defined in point 6.1.1.4.1.;

dHC is the density of the hydrocarbons at reference temperature and pressure (273,2 K and 101,3 kPa); dHC = 631·103 mg/m3 for petrol (E5) (C1H1,89O0,016); = 932·103 mg/m3 for ethanol (E85) (C1H2,74O0,385); = 622·103 mg/m3 for diesel (B5)(C1Hl,86O0,005); = 649·103 mg/m3 for LPG (C1H2,525); = 714·103 mg/m3 for NG/biogas (C1H4); = mg/m3 for H2NG (with in (volume %)).

HCc is the concentration of diluted gases, expressed in parts per million (ppm) of carbon equivalent (e.g. the concentration in propane multiplied by three), corrected to take account of the dilution air by the following equation:

Equation 2-34:

where:

HCe is the concentration of hydrocarbons expressed in parts per million (ppm) of carbon equivalent, in the sample of diluted gases collected in bag(s) A;

HCd is the concentration of hydrocarbons expressed in parts per million (ppm) of carbon equivalent, in the sample of dilution air collected in bag(s) B;

DF is the coefficient defined in point 6.1.1.4.7.

The non-methane hydrocarbon (NMHC) concentration is calculated as follows:

Equation 2-35:

where:

CNMHC	=	corrected concentration of NMHC in the diluted exhaust gas, expressed in ppm carbon equivalent;
CTHC	=	concentration of total hydrocarbons (THC) in the diluted exhaust gas, expressed in ppm carbon equivalent and corrected by the amount of THC contained in the dilution air;
CCH4	=	concentration of methane (CH4) in the diluted exhaust gas, expressed in ppm carbon equivalent and corrected by the amount of CH4 contained in the dilution air;

Rf CH4 is the FID response factor to methane as defined in point 5.2.3.4.1.

6.1.1.4.3.   Carbon monoxide (CO)

The mass of carbon monoxide emitted by the exhaust of the vehicle during the test shall be calculated using the following formula:

Equation 2-36:

where:

COm is the mass of carbon monoxide emitted during the test part, in mg/km;

S is the distance defined in point 6.1.1.3.;

V is the total volume defined in point 6.1.1.4.1.;

dCO is the density of the carbon monoxide, mg/m3 at reference temperature and pressure (273,2 K and 101,3 kPa);

COc is the concentration of diluted gases, expressed in parts per million (ppm) of carbon monoxide, corrected to take account of the dilution air by the following equation:

Equation 2-37:

where:

COe is the concentration of carbon monoxide expressed in parts per million (ppm), in the sample of diluted gases collected in bag(s) A;

COd is the concentration of carbon monoxide expressed in parts per million (ppm), in the sample of dilution air collected in bag(s) B;

DF is the coefficient defined in point 6.1.1.4.7.

6.1.1.4.4.   Nitrogen oxides (NOx)

The mass of nitrogen oxides emitted by the exhaust of the vehicle during the test shall be calculated using the following formula:

Equation 2-38:

where:

NOxm is the mass of nitrogen oxides emitted during the test part, in mg/km;

S is the distance defined in point 6.1.1.3.;

V is the total volume defined in point 6.1.1.4.1.;

dNO2 is the density of the nitrogen oxides in the exhaust gases, assuming that they will be in the form of nitric oxide, mg/m3 at reference temperature and pressure (273,2 K and 101,3 kPa);

NOxc is the concentration of diluted gases, expressed in parts per million (ppm), corrected to take account of the dilution air by the following equation: Equation 2-39: where:   NOxe is the concentration of nitrogen oxides expressed in parts per million (ppm) of nitrogen oxides, in the sample of diluted gases collected in bag(s) A;   NOxd is the concentration of nitrogen oxides expressed in parts per million (ppm) of nitrogen oxides, in the sample of dilution air collected in bag(s) B;   DF is the coefficient defined in point 6.1.1.4.7.;

Kh is the humidity correction factor, calculated using the following formula: Equation 2-40: where: H is the absolute humidity in g of water per kg of dry air: Equation 2-41: where:   U is the humidity as a percentage;   Pd is the saturated pressure of water at the test temperature, in kPa;   Pa is the atmospheric pressure in kPa.

6.1.1.4.5.   Particulate matter mass

Particulate emission Mp (mg/km) is calculated by means of the following equation:

Equation 2-42:

where exhaust gases are vented outside the tunnel;

Equation 2-43:

where exhaust gases are returned to the tunnel;

where:

Vmix	=	volume V of diluted exhaust gases under standard conditions;
Vep	=	volume of exhaust gas flowing through particulate filter under standard conditions;
Pe	=	particulate mass collected by filter(s);
S	=	is the distance defined in point 6.1.1.3.;
Mp	=	particulate emission in mg/km.

Where correction for the particulate background level from the dilution system has been used, this shall be determined in accordance with point 5.2.1.5. In this case, the particulate mass (mg/km) shall be calculated as follows:

Equation 2-44:

where exhaust gases are vented outside the tunnel;

Equation 2-45:

where exhaust gases are returned to the tunnel;

where:

Vap	=	volume of tunnel air flowing through the background particulate filter under standard conditions;
Pa	=	particulate mass collected by background filter;
DF	=	dilution factor as determined in point 6.1.1.4.7.

Where application of a background correction results in a negative particulate mass (in mg/km), the result shall be considered to be zero mg/km particulate mass.

6.1.1.4.6.   Carbon dioxide (CO2)

The mass of carbon dioxide emitted by the exhaust of the vehicle during the test shall be calculated using the following formula:

Equation 2-46:

where:

CO2m is the mass of carbon dioxide emitted during the test part, in g/km;

S is the distance defined in point 6.1.1.3.;

V is the total volume defined in point 6.1.1.4.1.;

dCO2 is the density of the carbon monoxide, g/m3 at reference temperature and pressure (273,2 K and 101,3 kPa);

CO2c is the concentration of diluted gases, expressed as a percentage of carbon dioxide equivalent, corrected to take account of the dilution air by the following equation:

Equation 2-47:

where:

CO2e is the concentration of carbon dioxide expressed as a percentage of the sample of diluted gases collected in bag(s) A;

CO2d is the concentration of carbon dioxide expressed as a percentage of the sample of dilution air collected in bag(s) B;

DF is the coefficient defined in point 6.1.1.4.7.

6.1.1.4.7.   Dilution factor (DF)

The dilution factor is calculated as follows:

For each reference fuel, except hydrogen: Equation 2-48:

For a fuel of composition CxHyOz, the general formula is: Equation 2-49:

For H2NG, the formula is: Equation 2-50:

For hydrogen, the dilution factor is calculated as follows: Equation 2-51:

For the reference fuels contained in Appendix x, the values of ‘X’ are as follows: Table 1-8 Factor ‘X’ in formulae to calculate DF Fuel X Petrol (E5) 13,4 Diesel (B5) 13,5 LPG 11,9 NG/biomethane 9,5 Ethanol (E85) 12,5 Hydrogen 35,03 In these equations: CCO2 = concentration of CO2 in the diluted exhaust gas contained in the sampling bag, expressed in percent by volume, CHC = concentration of HC in the diluted exhaust gas contained in the sampling bag, expressed in ppm carbon equivalent, CCO = concentration of CO in the diluted exhaust gas contained in the sampling bag, expressed in ppm, CH2O = concentration of H2O in the diluted exhaust gas contained in the sampling bag, expressed in percent by volume, CH2O-DA = concentration of H2O in the air used for dilution, expressed in percent by volume, CH2 = concentration of hydrogen in the diluted exhaust gas contained in the sampling bag, expressed in ppm, A = quantity of NG/biomethane in the H2NG mixture, expressed in percent by volume.

6.1.1.5.   Weighting of type I test results

6.1.1.5.1.   With repeated measurements (see point 5.1.1.2.), the pollutant (mg/km), and CO2 emission results obtained by the calculation method described in point 6.1.1. and fuel / energy consumption and electric range determined according to Annex VII are averaged for each cycle part.

6.1.1.5.1.1   Weighting of results from UNECE regulation No 40 and regulation No 47 test cycles

The (average) result of the cold phase of UNECE regulation No 40 and of regulation No 47 test cycle is called R1; the (average) result of the warm phase of UNECE regulation No 40 and of regulation No 47 test cycle is called R2. Using these pollutant (mg/km) and CO2 (g/km) emission results, the final result R, depending on the vehicle class as defined in point 6.3., shall be calculated using the following equations:

Equation 2-52:

where:

w1	=	weighting factor cold phase
w2	=	weighting factor warm phase

6.1.1.5.1.2   Weighting of WMTC results

The (average) result of Part 1 or Part 1 reduced vehicle speed is called R1, the (average) result of Part 2 or Part 2 reduced vehicle speed is called R2 and the (average) result of Part 3 or part 3 reduced vehicle speed is called R3. Using these emission (mg/km) and fuel consumption (litres/100 km) results, the final result R, depending on the vehicle category as defined in point 6.1.1.6.2., shall be calculated using the following equations:

Equation 2-53:

where:

w1	=	weighting factor cold phase
w2	=	weighting factor warm phase

Equation 2-54:

where:

wn

=

weighting factor phase n (n=1, 2 or 3)

6.1.1.6.2.   For each pollutant emission constituent, the carbon dioxide emission weightings shown in Tables 1-9 (Euro 4) and 1-10 (Euro 5) shall be used.

Table 1-9

Type I test cycles (also applicable for test types VII and VIII) for Euro 4 compliant L-category vehicles, applicable weighting equations and weighting factors

Vehicle category	Vehicle category name	Test cycle	Equation number	Weighting factors
L1e-A	Powered cycle	ECE R47	2-52	w1 = 0,30 w2 = 0,70
L1e-B	Two-wheel moped
L2e	Three-wheel moped
L6e-A	Light on-road quad
L6e-B	Light quadri-mobile
L3e L4e	Two-wheel motorcycle with and without side-car vmax < 130 km/h	WMTC, stage 2	2-53	w1 = 0,30 w2 = 0,70
L5e-A	Tricycle vmax < 130 km/h
L7e-A	Heavy on-road quad vmax < 130 km/h
L3e L4e	Two-wheel motorcycle with and without side-car vmax ≥ 130 km/h	WMTC, stage 2	2-54	w1 = 0,25 w2 = 0,50 w3 = 0,25
L5e-A	Tricycle vmax ≥ 130 km/h
L7e-A	Heavy on-road quad vmax ≥ 130 km/h
L5e-B	Commercial tricycle	ECE R40	2-52	w1 = 0,30 w2 = 0,70
L7e-B	All-terrain vehicles
L7e-C	Heavy quadri-mobile

Table 1-10

Type I test cycles (also applicable for test types VII and VIII) for Euro 5 compliant L-category vehicles, applicable weighting equations and weighting factors

Vehicle category	Vehicle category name	Test cycle	Equation #	Weighting factors
L1e-A	Powered cycle	WMTC stage 3	2-53	w1 = 0,50 w2 = 0,50
L1e-B	Two-wheel moped
L2e	Three-wheel moped
L6e-A	Light on-road quad
L6e-B	Light quadri-mobile
L3e L4e	Two-wheel motorcycle with and without side-car vmax < 130 km/h		2-53	w1 = 0,50 w2 = 0,50
L5e-A	Tricycle vmax < 130 km/h
L7e-A	Heavy on-road quad vmax < 130 km/h
L3e L4e	Two-wheel motorcycle with and without side-car vmax ≥ 130 km/h		2-54	w1 = 0,25 w2 = 0,50 w3 = 0,25
L5e-A	Tricycle vmax ≥ 130 km/h
L7e-A	Heavy on-road quad vmax ≥ 130 km/h
L5e-B	Commercial tricycle		2-53	w1 = 0,30 w2 = 0,70
L7e-B	All-terrain vehicles
L7e-C	Heavy quadri-mobile

7.   Records required

The following information shall be recorded with respect to each test:

(a)	test number;

(b)	vehicle, system or component identification;

(c)	date and time of day for each part of the test schedule;

(d)	instrument operator;

(e)	driver or operator;

(f)

test vehicle: make, vehicle identification number, model year, drivetrain / transmission type, odometer reading at initiation of preconditioning, engine displacement, engine family, emission-control system, recommended engine speed at idle, nominal fuel tank capacity, inertial loading, reference mass recorded at 0 kilometre, and drive-wheel tyre pressure;

(g)	dynamometer serial number: as an alternative to recording the dynamometer serial number, a reference to a vehicle test cell number may be used, with the advance approval of the Administration, provided the test cell records show the relevant instrument information;

(h)

all relevant instrument information, such as tuning, gain, serial number, detector number, range. As an alternative, a reference to a vehicle test cell number may be used, with the advance approval of the Administration, provided test cell calibration records show the relevant instrument information;

(i)	recorder charts: identify zero point, span check, exhaust gas, and dilution air sample traces;

(j)	test cell barometric pressure, ambient temperature and humidity; Note 7: A central laboratory barometer may be used; provided that individual test cell barometric pressures are shown to be within ± 0,1 percent of the barometric pressure at the central barometer location.

(k)	pressure of the mixture of exhaust and dilution air entering the CVS metering device, the pressure increase across the device, and the temperature at the inlet. The temperature shall be recorded continuously or digitally to determine temperature variations;

(l)	the number of revolutions of the positive displacement pump accumulated during each test phase while exhaust samples are being collected. The number of standard cubic meters metered by a critical-flow venturi (CFV) during each test phase would be the equivalent record for a CFV-CVS;

(m)	the humidity of the dilution air. Note 8: If conditioning columns are not used, this measurement can be deleted. If the conditioning columns are used and the dilution air is taken from the test cell, the ambient humidity can be used for this measurement;

(n)	the driving distance for each part of the test, calculated from the measured roll or shaft revolutions;

(o)	the actual roller speed pattern for the test;

(p)	the gear use schedule for the test;

(q)	the emissions results of the type I test for each part of the test and the total weighted test results;

(r)	the second-by-second emission values of the type I tests, if deemed necessary;

(s)	the emissions results of the type II test (see Annex III).