COMMISSION REGULATION (EU) …/…

of XXX

implementing Regulation (EU) No 595/2009 of the European Parliament and of the Council as regards the determination of the CO2 emissions and fuel consumption of heavy-duty vehicles and amending Directive 2007/46/EC of the European Parliament and of the Council and Commission Regulation (EU) No 582/2011

(Text with EEA relevance)

THE EUROPEAN COMMISSION,

Having regard to the Treaty on the Functioning of the European Union,

Having regard to Regulation (EC) No 595/2009 of the European Parliament and of the Council of 18 June 2009 on type-approval of motor vehicles and engines with respect to emissions from heavy duty vehicles (Euro VI) and on access to vehicle repair and maintenance information 1 and amending Regulation (EC) No 715/2007 and Directive 2007/46/EC and repealing Directives 80/1269/EEC, 2005/55/EC and 2005/78/EC 2 , and in particular Article 4(3) and Article 5(4)(e) thereof, 

Having regard to Directive 2007/46/EC of the European Parliament and of the Council of 5 September 2007 establishing a framework for the approval of motor vehicles and their trailers, and of systems, components and separate technical units intended for such vehicles (Framework Directive), and in particular Article 39(7) thereof,

Whereas:

(1)Regulation (EC) No 595/2009 is one of the separate regulatory acts under the type-approval procedure laid down by Directive 2007/46/EC.

(2)Regulation (EC) No 595/2009 requires that the Commission adopts measures to certify CO2 emissions and fuel consumption of heavy duty vehicles. Therefore, the present Regulation aims at setting certification requirements for obtaining accurate information about new heavy-duty vehicles placed on EU market.

(3)Article 11 of the Directive 2007/46/EC allows for the performance of virtual testing instead of physical tests. In addition, it sets out the necessary requirements for the purpose of the whole vehicle type-approval, as well as, the content of the certificate of the conformity.

(4)Commission Regulation (EU) No 582/2011 sets out requirements for the approval of vehicles with an approved engine system with regard to emissions and access to vehicle repair and maintenance information, as well as, for the approval of vehicles with regard to emissions and access to vehicle repair and maintenance information. A licence to perform simulations to establish CO2 emissions and fuel consumption of a vehicle will be required to obtain metioned above approvals.

(5)Emissions from lorries, buses and coaches currently represent around 25% of road transport CO2 emissions and are set to increase by 2030. In order to reach the target of 60% reduction of CO2 emissions from transport by 2050, effective measures to curb emissions from heavy-duty sector need to be introduced.

(6)Until now, there has been no regulatory procedure to measure CO2 emissions and fuel consumption from heavy-duty vehicles, rendering it impossible to introduce additional measures be it on the European or national level that would encourage the introduction of more energy efficient vehicles. In addition, the transparency of the market has been hindered thus reducing the possibility for consumers to choose vehicles best suited for their needs.

(7)The heavy-duty sector is very diversified, with a significant number of different vehicle types and models as well as with a high degree of customisation. After perfoming an in-depth analysis of available options, the Comission concluded that the most cost efficient sollution to assess CO2 emissions and fuel consumption of heavy-duty vehicles would be by means of a simulation tool. This would permit obtaining unique data for each produced vehicle at the lowest cost.

(8)Since there was no software available on the market to meet the legislator requirements for the purpose of the assessment of CO2 emissions and fuel consumption of heavy-duty vehicles, the Commission developed dedicated software which could be used for the regulatory purpose.

(9)That software consists of a simulation tool, which is a publically available, open source, downloadable and executable software, which can be used to calculate CO2 emissions and fuel consumption of heavy duty vehicles. The tool uses input data of the components, separate technical units and systems which have a significant impact on the CO2 emissions and fuel consumption of vehicles – engine, gearbox and additional driveline components, axles, tyres, aerodynamics and auxiliaries.

(10)In order to enable a realistic assessment, the software has been equipped with a number of functionalities: test cycles specific for different vehicles classes, options to simulate vehicles with different payloads and fuels.

(11)In order to allow deriving CO2 emissions and fuel consumption emission related properties for the components, separate technical units and systems having an impact on the performance of heavy-duty vehicles, provisions for the certification of such properties should be set out.

(12)In parallel to the certification provisions, 'standard values' for several components, separate technical units and systems which can be used instead of deriving the CO2 and fuel consumption related properties by means of testing should also be set out. This is a viable alternative for companies manufacturing parts in small numbers in order to optimise costs related to testing. Standard values are set out in a conservative way so as to encourage component manufacturers to apply for certification.

(13)The CO2 emissions and fuel consumption related properties of the components, separate technical units and systems should be used as input data for the simulation tool in order to simulate vehicle performance. The simulations should be performed by vehicle manufacturers at the moment of production of a vehicle.

(14)Provisions should also be put in place for the licence of the vehicle manufacturers' processes for calculation of the CO2 emissions and fuel consumption of vehicles. The process of handling and application of data by the vehicle manufacturers should be certified and closely monitored by the approval authorities in order to ensure that the simulations are conducted in a correct manner. In addition, a number of simulations should be repeated by the approval authorities in order to verify the correct use of the data and simulation tool.

(15)In order to ensure that the results declared by the suppliers of parts and vehicle manufacturers are correct, provisions for conformity of simulation tool operation as well as of CO2 emissions and fuel consumption related properties of all the components, separate technical units and systems should be set out.

(16)Recognizing the importance of the proper functioning of the simulation tool for a correct assessment of vehicles emissions, the Commission should maintain and update the software when necessary.

(17)In order to ensure sufficient lead time for the national authorities and the industry, the certification obligations should be implemented gradually starting with the vehicles which are the biggest contributors to CO2 emissions of the heavy-duty sector.

(18)Directive 2007/46/EC and Commission Regulation (EU) 582/2011 should therefore be amended accordingly.

(19)The measures provided for in this Regulation are in accordance with the opinion of the Technical Committee Motor Vehicles,

HAS ADOPTED THIS REGULATION:

CHAPTER 1

GENERAL PROVISIONS

Article 1

Subject matter

This Regulation complements the legal framework for the type-approval of motor vehicles and engines with regard to emissions and vehicle repair and maintenance information established by Regulation (EU) No 582/2011 by laying down the rules for issuing licences to operate a simulation tool with a view to determining CO2 emissions and fuel consumption of new vehicles and for operating that simulation tool and declaring the emissions and consumption values thus determined.

Article 2

Scope

1.This Regulation shall apply to vehicles of categories M1, M2, N1 and N2 as defined in Annex II to Directive 2007/46/EC with a reference mass exceeding and to all vehicles of categories M3 and N3, as defined in that Annex.

It shall also apply to variants and versions in accordance with the fourth paragraphs of Article 2 of Regulation (EC) No 595/2009.

2.In case of multi-stage type-approvals of vehicles referred to in paragraph 1, this Regulation shall apply only to base vehicles equipped at least with a chassis, engine, transmission, axles and tyres.

3.This Regulation shall not apply to vehicles to which Regulation (EC) No 715/2007 of the European Parliament and of the Council 3 applies pursuant to Article 2(2) of that Regulation.

4.This Regulation shall not apply to off-road vehicles, special purpose vehicles and off road special purpose vehicles as defined, respectively, in points 2.1., 2.2. and 2.3. of Part A of Annex II to Directive 2007/46/EC.

Article 3

Definitions

For the purposes of this Regulation, the following definitions shall apply:

(1)"pre-processing tools" means software, provided by the Commission, which compiles testing results of an engine and air-drag, verifies it consistency and, by additional calculations and formatting, transforms the data into a format appropriate for the simulation tool; 

(2)"CO2 emissions and fuel consumption related properties" means specific properties derived for a component, separate technical unit and system which determine the impact of the part on the CO2 emissions and fuel consumption of a vehicle;

(3)"input file" means a file containing information on the CO2 emissions and fuel consumption related properties of a component family, separate technical unit family or system family which is used by the simulation tool for the purpose of determining CO2 emissions and fuel consumption of a vehicle;

(4) “transmission” means a device consisting of at least of two shiftable gears, changing torque and speed with defined ratios;

(5)"torque converter” means a hydrodynamic start-up component as separate component of the driveline with serial power flow or transmission with included start-up component with serial or parallel power flow that adapts speed between engine and wheel and provides torque multiplication;

(6) “other torque transferring component" or "OTTC” means a rotating component attached to the driveline which produces torque losses dependent on its own rotational speed;

(7)"additional driveline component" or "ADC” means a rotating component of the driveline which transfers or distributes power to other driveline components and produces torque losses dependant on its own rotational speed;

(8)“axle” means a central shaft for a rotating wheel or gear as drive axle of a vehicle;

(9)“air drag” means characteristic of a vehicle configuration regarding aerodynamic force acting on the vehicle opposite to the direction of air flow and determined as a product of the drag coefficient and the cross sectional area for zero crosswind conditions;

(10)"auxiliaries" means vehicle components including an engine fan, steering system, electric system, pneumatic system and air conditioning (AC) system whose CO2 emissions and fuel consumption properties have been defined in Annex VII;

(11)"component family", "separate technical unit family" or "system family" means a manufacturer’s grouping of components, separate technical units or systems, respectively, which through their design have similar CO2 emissions and fuel consumption related properties;

(12)"parent component", "parent separate technical unit" or "parent system" means a component, separate technical unit or system, respectively, selected from a component, separate technical unit or system family, respectively, in such a way that its CO2 emissions and fuel consumption related properties will be representative for that component family, separate technical unit family or system family.

Article 4

Vehicle groups

For the purpose of this Regulation, motor vehicles shall be classified in vehicle groups in accordance with Table 1 in Annex I.

Article 5

Electronic tools

1. For the purpose of this Regulation, the Commission shall provide free of charge the following electronic tools in the form of downloadable and executable software:

(a)a simulation tool;

(b)pre-processing tools;

(c)hashing tool. 

The Commission shall maintain the electronic tools and provide modifications and updates to those tools.

2. The Commission shall make the electronic tools referred to in paragraph 1 available through a publicly available dedicated electronic distribution platform.

3. The simulation tool shall be used for the purposes of determining CO2 emissions and fuel consumption of new vehicles. It shall be designed to operate on the basis of input information relating to the characteristics of the vehicles concerned relevant for the purposes of determining their CO2 emissions and fuel consumption, as specified in Annex IX, as well as information on the CO2 emissions and fuel consumption related properties of the components, separate technical units and systems of the vehicles concerned and referred to in Article 12(1).

4. The pre-processing tools shall be used for the purpose of verification of the testing results and performing additional calculations relating to simulation tool input information and converting the input information in a format used by the simulation tool.

A dedicated pre-processing tool shall be used by the manufacturer after performing the tests referred to in point 4 of Annex III for engines and in point 3 of Annex VI for air-drag.

5. The hashing tools shall be used for establishing an unequivocal association between certified CO2 emission and fuel consumption related properties of a component, separate technical unit or system and its certification document, as well as for establishing an unequivocal association between a vehicle and its manufacturer's records file as referred to in Appendix 1 to Annex I.

CHAPTER 2

LICENCE TO OPERATE THE SIMULATION TOOL FOR THE PURPOSES OF TYPE-APPROVAL WITH REGARD TO EMISSIONS AND VEHICLE REPAIR AND MAINTENANCE INFORMATION

Article 6

Application for a licence to operate the simulation tool with a view to determining CO2 emissions and fuel consumption of new vehicles

1. The vehicle manufacturer shall submit to the approval authority an application for a licence to operate the simulation tool referred to in Article 5(3) with a view to determining CO2 emissions and fuel consumption of new vehicles belonging to one or more vehicle groups (‘licence’).

2. The application for a licence shall take the form of an information document drawn up in accordance with the model set out in Appendix 1 to Annex II.

3. The application for a licence shall be accompanied by a documentation package containing an adequate description of the processes set up by the manufacturer for the purposes of determining CO2 emissions and fuel consumption with respect to all the vehicle groups concerned, as set out in point 1 of Annex II.

It shall also be accompanied by the technical report drafted by the technical service after performing an assessment in accordance with point 2 of Annex II.

4. The vehicle manufacturer shall submit the application for a licence drawn up in accordance with paragraphs 2 and 3 to the approval authority at the latest together with the application for an EC type-approval of a vehicle with an approved engine system with regard to emissions and access to vehicle repair and maintenance information pursuant to Article 7 of Commission Regulation (EU) No 582/2011, or with the application for an EC type-approval of a vehicle with regard to emissions and access to vehicle repair and maintenance information pursuant to Article 9 of that Regulation.

Article 7

Administrative provisions for the granting of the licence

1. The approval authority shall grant the licence if the manufacturer proves that the requirements laid down in Annex II are met with respect to the vehicle groups concerned.

Where the requirements laid down in Annex II are met only with respect to some of the vehicle groups specified in the application for a licence, the licence shall be granted only with respect to those vehicle groups.

2. The licence shall be issued in accordance with the model set out in Appendix 2 to Annex II.

Article 8

Subsequent changes to the licence

1. A licence shall be extended to vehicle groups other than those with respect to which concerned by the application for a licence has been granted, as referred to in Article 6(1) if the vehicle manufacturer proves that the processes set up by him for the purposes of determining CO2 emissions and fuel consumption of vehicle groups covered by the licence fully meet the requirements of Annex II also in respect of the other vehicle groups.

2. The vehicle manufacturer shall apply for an extension of the licence in accordance with Article 6 (1), (2) and (3).

3. The vehicle manufacturer shall notify the approval authority without delay of any changes to the processes set up by him for the purposes of determining CO2 emissions and fuel consumption with respect to the vehicle groups covered by the licence that occur after the granting of the licence and may have a non-negligible effect on the accuracy, reliability and stability of those processes.

Any envisaged changes shall be notified to the approval authority without delay.

4. Upon receipt of the notification referred to in paragraph 3, the approval authority shall inform the vehicle manufacturer whether processes affected by the changes continue to be covered by the licence granted, whether the licence must be extended in accordance with paragraphs 1 and 2 or whether a new licence should be applied for in accordance with Article 6.

5. Where the changes are not covered by the licence, the manufacturer shall, within one month of receipt of the information referred to in paragraph 4, apply for an extension of the licence or for a new licence. If the manufacturer does not apply for an extension of the licence or a new licence within that deadline, or if the application is rejected, the licence shall be withdrawn.

CHAPTER 3

OPERATION OF THE SIMULATION TOOL WITH A VIEW TO DETERMINING THE CO2 EMISSIONS AND FUEL CONSUMPTION FOR THE PURPOSES OF REGISTRATION, SALE AND ENTRY INTO SERVICE OF NEW VEHICLES

Article 9

Obligation to determine and declare CO2 emissions and fuel consumption of new vehicles

1. A vehicle manufacturer shall determine the CO2 emissions and fuel consumption of each new vehicle using the latest available version of the simulation tool referred to in Articles 5(3).

2. The vehicle manufacturer shall record the results of the simulation performed in accordance with paragraph 1 in the manufacturer's records file drawn up in accordance with the model set out in Appendix 1 to Annex I.

With the exception of the cases referred to in the second subparagraph of Article 20(3), and in the second subparagraph of Article 22(7), second subparagraph, any subsequent changes to the manufacturer's records file shall be prohibited.

3. The manufacturer shall create a cryptographic hash of the manufacturer's records file using the hashing tool referred to in Article 5(5).

4. Each vehicle to be registered, sold or to enter into service shall be accompanied by the customer information file drawn up by the manufacturer in accordance with the model set out in Appendix 2 to Annex I.

Each customer information file shall include an imprint of the cryptographic hash of the manufacturer's records file referred to in paragraph 3.

5. Each vehicle to be registered, sold or to enter into service shall be accompanied by a certificate of conformity including an imprint of the cryptographic hash of the manufacturer's records file referred to in paragraph 3.

The first subparagraph shall not apply in the case of vehicles approved in accordance with Article 24 of Directive 2007/46/EC.

Article 10

Malfunctioning of the simulation tool

1. In case of modifications or updates to the simulation tool, the vehicle manufacturer shall start using the modified or updated simulation tool no later than 3 months after the modifications and updates were made available on the dedicated electronic distribution platform.

2. If the CO2 emissions and fuel consumption of new vehicles cannot be determined in accordance with Article 9(1) due to a malfunction of the simulation tool, the vehicle manufacturer shall notify the Commission thereof without delay by means of the dedicated electronic distribution platform

3. If the CO2 emissions and fuel consumption of new vehicles cannot be determined in accordance with Article 9(1) due to a malfunction of the simulation tool, the vehicle manufacturer shall perform the simulation as soon as the modifications or updates of the tool have been released. Until the modifications or updates of the tool have been released the manufacturer shall be exempted from the obligations of Article 9 for the vehicles for which the determination of fuel consumption and CO2 emissions remains impossible.

Article 11

Accessibility of the simulation tool input and output information

1. The manufacturer's records file together with certificates on CO2 emissions and fuel consumption related properties of the components, systems and separate technical units shall be stored by the vehicle manufacturer for at least 20 years after the production of the vehicle and shall be available to the approval authority and the Commission at their request.

2. Upon request by a competent authority of a Member State or by the Commission, the vehicle manufacturer shall provide, within 15 working days, the manufacturer's records file.

3. Upon request by a competent authority of a Member State or by the Commission, the approval authority which granted the licence in accordance with Article 7, or certified the simulation tool input information relating to a component, separate technical unit or system in accordance to Article 17 shall provide, within 10 working days, the information document referred to in Article 6(2) and in Article 16(2),

CHAPTER 4

CO2 EMISSIONS AND FUEL CONSUMPTION RELATED PROPERTIES OF COMPONENTS, SEPARATE TECHNICAL UNITS AND SYSTEMS

Article 12

Components, separate technical units and systems relevant for the purposes of determining CO2 emissions and fuel consumption

1. The simulation tool input information referred to in the second subparagraph of Article 5(2) shall include information relating to the CO2 emissions and fuel consumption related properties of the following components, separate technical units and systems:

(a) engines;

(b) transmissions;

(c) torque converters;

(d) other torque transferring components;

(e) additional driveline components;

(f) axles;

(g) body or trailer air drag;

(h) auxiliaries;

(i) tyres.

2. The CO2 emissions and fuel consumption related properties of the components, separate technical units and systems referred to in points (b) to (h) of paragraph 1 shall be based either on the certified values determined, for each component family, separate technical unit family or system family, in accordance with Article 14 or, in the absence of the certified values, on the standard values determined in accordance with Article 13.

3. The CO2 emissions and fuel consumption related properties of engines shall be based on the values certified for each engine family in accordance with Annex III. The CO2 emissions and fuel consumption emission related properties of tyres shall be based on the values certified in accordance with Annex VIII.

4.    In the case of a base vehicle referred to in Article 2(2), the CO2 emissions and fuel consumption related properties of components, separate technical units and systems referred to in points (g) and (h) of paragraph 1 with which the base vehicle is not equipped shall be based on the standard values.

Article 13

Standard values

1. The standard values for transmissions shall be determined in accordance with Appendix 10 of Annex IV.

2. The standard values for torque converters shall be determined in accordance with Appendix 11 of Annex IV.

3. The standard values for other torque-transferring components shall be determined in accordance with Appendix 12 of Annex IV.

4. The standard values for additional driveline components shall be determined in accordance with Appendix 13 of Annex IV.

5. The standard values for axles shall be determined in accordance with Appendix 3 of Annex V.

6. The standard values for a body or trailer air drag shall be determined in accordance with Appendix 8 of Annex V.

7. The standard values for auxiliaries shall be determined in accordance with Annex VII.

Article 14

Certified values

1. The values determined in accordance with paragraphs 2 to 9 may be used by the vehicle manufacturer as the basis for the simulation tool input information if they are certified in accordance with Article 17.

2. The certified values for engines shall be determined in accordance with point 4 of Annex IV.

3. The certified values for transmissions shall be determined in accordance with point 3 of Annex IV.

4. The certified values for torque converters shall be determined in accordance with point 4 of Annex IV.

5. The certified values for other torque-transferring component shall be determined in accordance with point 5 of Annex IV.

6. The certified values for additional driveline components shall be determined in accordance with point 6 of Annex IV.

7. The certified values for axles shall be determined in accordance with point 4 of Annex V.

8. The certified values for a body or trailer air drag shall be determined in accordance with point 3 of Annex VI.

9. The certified values for tyres shall be determined in accordance with point 4 of Annex VI

Article 15

Family concept regarding components, separate technical units and systems using certified values

1. Subject to paragraphs 2 to 5, the certified values determined for a parent component, parent separate technical unit or parent system shall be valid, without further testing, for all family members in accordance with the family definition as set out in:

–Appendix 3 to Annex III as regards the family concept of engines;

–Appendix 6 to Annex IV as regards the family concept of transmissions, torque converters, other torque transferring component and additional driveline components;

–Appendix 4 to Annex V as regards the family concept of axles;

–Appendix 5 to Annex VI as regards the family concept of body.

For tyres, a family shall consist of one tyre type only.

2. The CO2 emissions and fuel consumption related properties of the parent component, parent separate technical unit or parent system shall not be better than the properties of any member of the same family.

3. The manufacturer shall provide the approval authority with evidence that the parent component, separate technical units or system fully represents the component family, separate technical unit family or system family.

If, in the framework of testing for the purposes of the second subparagraph of Article 16(3) the technical service determines that the selected parent component, parent separate technical unit or parent system does not fully represent the component family, separate technical unit family or system family, an alternative reference component, separate technical units or system may be selected by the technical service, tested and shall become a parent component, parent separate technical unit or parent system.

4. Upon request of the manufacturer, and subject to the agreement by the approval authority, the CO2 emissions and fuel consumption related properties of a specific component, specific separate technical unit or specific system other than a parent component, parent separate technical unit or parent system, respectively, may be indicated in the certificate on CO2 emissions and fuel consumption related properties of the component family, separate technical unit family or system family.

The CO2 emissions and fuel consumption related properties of that specific component, separate technical unit or system shall be determined in accordance with Article 14.

5. Where the CO2 emissions and fuel consumption related properties of the specific component, specific separate technical unit or specific system, as determined in accordance with paragraph 4, are worse than those of the parent component, parent separate technical unit or parent system, respectively, the manufacturer shall exclude it from the existing family and assign it to a different family, or create a new family and define it as a new parent component, parent separate technical unit or parent system for that family.

Article 16

Application for a certification of the CO2 emissions and fuel consumption related properties of components, separate technical units or systems

1. The application for certification of the CO2 emissions and fuel consumption related properties of the component family, separate technical unit family or system family shall be submitted to the approval authority.

2. The application for certification shall take the form of an information document drawn up in accordance with the model set out in:

–Appendix 2 to Annex III as regards engines;

–Appendix 2 to Annex IV as regards transmissions;

–Appendix 3 to Annex IV as regards torque converters;

–Appendix 4 to Annex IV as regards other torque transferring component;

–Appendix 5 to Annex IV as regards additional driveline components;

–Appendix 2 to Annex V as regards axles;

–Appendix 3 to Annex VI as regards air drag;

–Appendix 2 to Annex VIII as regards tyres.

3. The application for certification shall be accompanied by an explanation of the elements of design of the component family, separate technical unit family or the system family concerned which have a non-negligible effect on the CO2 emissions and fuel consumption related properties of the components, separate technical units or systems concerned.

The application shall also be accompanied by the relevant test reports issued by a designated technical service and by a statement of compliance issued by an approval authority pursuant to point 1 of Annex X of Directive 2007/46/EC.

Article 17

Administrative provisions for the certification of CO2 emissions and fuel consumption related properties of components, separate technical units and systems

1. If all the applicable requirements are met, the approval authority shall certify the values relating to the CO2 emissions and fuel consumption related properties of the component family, separate technical unit family or system family concerned.

2. In the case referred to in paragraph 1, the approval authority shall issue a certificate on CO2 emissions and fuel consumption related properties using the model set out in:

–Appendix 1 to Annex III as regards engines;

–Appendix 1 to Annex IV as regards transmissions, torque converters, other torque transferring component and additional driveline components;

–Appendix 1 to Annex V as regards axles;

–Appendix 1 to Annex VI as regards air drag;

–Appendix 1 to Annex VIII as regards tyres.

3. The approval authority shall grant a certification number in accordance with the numbering system set out in:

–Appendix 6 to Annex III as regards engines;

–Appendix 8 to Annex IV as regards transmissions, torque converters, other torque transferring component and additional driveline components;

–Appendix 5 to Annex V as regards axles;

–Appendix 8 to Annex VI as regards air drag;

–Appendix 1 to Annex VIII as regards tyres.

The approval authority shall not assign the same number to another component family, separate technical unit family or system family.

4. The approval authority shall create a cryptographic hash of the input file, by means of the hashing tool referred to in Article 5. The approval authority shall imprint that hash on the certificate on CO2 emissions and fuel consumption related properties.

Article 18

Subsequent changes relevant for the certification of CO2 emissions and fuel consumption related properties of components, separate technical units and systems

1. The person who has lodged the application for certification shall notify the approval authority of any changes to the design or the manufacturing process of components, separate technical units or systems concerned which occur after the certification of the values relating to the CO2 emissions and fuel consumption related properties of the relevant component family, separate technical unit family or system family pursuant to Article 17 and which may have a non-negligible effect on the CO2 emissions and fuel consumption related properties of those components, separate technical units and systems.

2. Upon receipt of the notification referred to in paragraph 1, the approval authority shall inform the manufacturer whether or not the components, separate technical units or systems affected by the changes continue to be covered by the certificate issued, or whether additional testing in accordance with Article 13 is necessary in order to verify the impact of the changes on the CO2 emissions and fuel consumption related properties of the components, separate technical units or systems concerned.

3. Where the components, separate technical units or systems affected by the changes are not covered by the certificate, the manufacturer shall, within one month of receipt of that information from the approval authority, apply for a new certification. If the manufacturer does not apply for a new licence within that deadline, or if the application is rejected, the certificate shall be withdrawn..

CHAPTER 5

CONFORMITY OF SIMULATION TOOL OPERATION AND INPUT INFORMATION

Article 19

Responsibilities of the approval authority and the manufacturer with regard to the conformity of simulation tool operation

1. The person who has lodged the application for certification shall take the necessary measures to ensure that the application of the processes set up for the purposes of determining CO2 emissions and fuel consumption for all the vehicle groups covered by the licence granted pursuant to Article 7 or the extension to the licence pursuant to Article 8(1) continues to be adequate for that purpose. 

2. The approval authority shall perform, on an annual basis, an assessment as referred to in point 2 of Annex II in order to verify if the application of the processes set up by the manufacturer for the purposes of determining CO2 emissions and fuel consumption for all the vehicle groups covered by the licence granted pursuant to Article 7 or the extension to the licence pursuant to Article 8(1) continues to be adequate. 

3. The approval authority shall ensure that at least 1% of the simulations performed by the manufacturer is verified in the framework of the assessment referred to in paragraph 2. The verification shall include at least repetition of the simulations performed by the manufacturer.

4. Any approval authority may at any time perform verifications of the components, separate technical units and systems at any of the vehicle manufacturer's facilities. The vehicle manufacturer shall provide the approval authority within 15 working days with all the relevant documents, samples and other materials necessary to perform an assessment of the component, separate technical unit or system.

Article 20

Remedial measures for the conformity of simulation tool operation

1. Where the approval authority finds, pursuant to Article 19(2), that the processes set up by the manufacturer for the purposes of determining the CO2 emissions and fuel consumption of the vehicle groups concerned are applied in a way which is not in accordance with the licence or with this Regulation and which may lead to an incorrect determination of the CO2 emissions and fuel consumption of the vehicles concerned, the approval authority shall request the manufacturer to submit a plan of remedial measures no later than 30 calendar days after receipt of the request from the approval authority.

Where the manufacturer demonstrates that further time is required to investigate the reason for the discrepancy in order to submit a plan of remedial measures, an extension of up to 30 days may be granted by the approval authority.

2. The remedial measures shall apply to all vehicle groups which have been covered by the licence. In addition, they shall be extended to vehicle groups which are not covered by the licence but have been covered by a different licence and are likely to be affected.

3. The approval authority shall within 30 calendar days of the receipt of the plan of remedial measures approve or reject the plan of remedial measures. The approval authority shall notify the manufacturer and all the other Member States of its decision to approve or reject the plan of remedial measures.

The approval authority may require the manufacturer to issue a new manufacturer's records file, a new customer information file and a new certificate of conformity reflecting the changes to the processes referred to in paragraph 1.

4. The manufacturer shall be responsible for the execution of the approved plan of remedial measures.

5. If the plan of the remedial measures has been rejected by the approval authority, or if the approval authority establishes that the remedial measures are not being correctly applied, it shall take the necessary measures, including the withdrawal of the licence, to ensure conformity of simulation tool operation.

Article 21

Responsibilities of the manufacturer and approval authority with regards to conformity of CO2 emissions and fuel consumption related properties of all the components, separate technical units and systems

1. The manufacturer shall take the necessary measures in accordance to Annex X to Directive 2007/46/EC to ensure that the CO2 emissions and fuel consumption related properties of all the produced components, separate technical units and systems listed in Article 13 do not deviate from the values certified pursuant to Article 17. 

Those measures shall also include the following procedures for the conformity of certification of the CO2 emissions and fuel consumption related properties of the following component, separate technical unit or system shall apply:

–Appendix 4 to Annex III as regards engines;

–point 7 of Annex IV as regards transmissions;

–point 6 of Annex V as regards axles;

–Appendix 7 to Annex VI as regards body or trailer air drag;

–point 5 of Annex VIII as regards tyres.

Where a deviation from the values certified pursuant to Article 17 is identified as a result of the conformity of certification procedures, the manufacturer shall immediately inform the approval authority.

2. The manufacturer shall provide on an annual basis conformity of CO2 emissions and fuel consumption related properties testing reports containing the results of the procedures referred to in paragraph 1 to the approval authority which certified the values relating to the CO2 emissions and fuel consumption related properties of the component family, separate technical unit family or system family concerned. The manufacturer shall make the test reports shall be made available to the Commission upon request.

3. The manufacturer shall ensure that at least one in every 25 procedures as referred to in the second subparagraph of paragraph 1, or at least one procedure per year, relating to a component family, separate technical unit family or system family is supervised by a technical service designated by the approval authority. The designated technical service shall not be the same as the one which participated in the certification of CO2 emissions and fuel consumption related properties of the component family, separate technical unit family or system family concerned pursuant to Article 16.

4. The approval authority which has certified the values relating to the CO2 emissions and fuel consumption related properties may perform verifications of the components, separate technical units and systems concerned at any of the manufacturer's facilities in order to verify whether the CO2 emissions and fuel consumption related properties of all the components, separate technical units and systems listed in Article 13 deviate from the values certified pursuant to Article 17.

The manufacturer shall provide the approval authority, within 15 working days of the request by the approval authority, with all the relevant documents and samples necessary to perform an assessment.

Article 22

Remedial measures for the conformity of CO2 emissions and fuel consumption related properties of all the components, separate technical units and systems

1. Where the approval authority finds, pursuant to Article 21, that the measures taken by the manufacturer to ensure that the CO2 emissions and fuel consumption related properties of all the components, separate technical units and systems listed in Article 13 do not deviate from the values certified pursuant to Article 17 are not adequate, the approval authority shall request the manufacturer to submit a plan of remedial measures no later than 30 calendar days after receipt of the request from the approval authority.

Where the manufacturer demonstrates that further time is required to investigate the reason for the discrepancy in order to submit a plan of remedial measures, an extension of up to 30 days may be granted by the approval authority.

3. The remedial measures shall be extended also to component families, separate technical unit families or system families which are also likely to be affected.

4. The approval authority shall within 30 calendar days of the receipt of the plan of remedial measures approve or reject the plan of remedial measures. The approval authority shall notify the manufacturer and all the other Member States of its decision to approve or reject the plan of remedial measures.

5. The manufacturer shall be responsible for the execution of the approved plan of remedial measures.

6. The manufacturer shall keep a record of every component, separate technical unit or system recalled and repaired or modified and of the workshop which performed the repair. The approval authority shall have access to those records on request during the execution of the plan of the remedial measures and for a period of 5 years after the completion of its execution.

7. If the plan of remedial measures has been rejected by the approval authority, or if the approval authority establishes that the remedial measures are not being correctly applied, it shall take the necessary measures, including the withdrawal of the certificate, to ensure conformity of CO2 emissions and fuel consumption related properties of all the components, separate technical units and systems.

If the plan of remedial measures has been rejected, the approval authority may require all the vehicle manufacturers who installed the components, separate technical units and systems affected to issue a new manufacturer's records file, a new customers information file and a new certificate of conformity reflecting the changes to the CO2 emissions and fuel consumption related properties of those components, separate technical units and systems.

CHAPTER 6

FINAL PROVISIONS

Article 23

Transitional provisions

1. For new vehicles of vehicle groups 4, 5, 9 and 10, as defined in Table 1 of Annex I, the obligations referred to in Article 8 shall apply from 1 January 2019.

2. For new vehicles of vehicle groups 1, 2, and 3, as defined in Table 1 of Annex I, the obligations referred to in Article 8 shall apply from 1 September 2019.

3. For new vehicles of vehicle groups 11, 12 and 16, as defined in Table 1 of Annex I, the obligations referred to in Article 8 shall apply from 1 January 2020.

Article 24

Amendment to Directive 2007/46/EC

Annexes I, III, IV, IX and XV to Directive 2007/46/EC are amended in accordance with Annex X to this Regulation.

Article 25

Amendment to Regulation (EU) No 582/2011

Regulation (EU) No 582/2011 is amended as follows:

(1)In Article 3(1), the following subparagraph is added:

„In order to receive an EC type-approval of a vehicle with an approved engine system with regard to emissions and vehicle repair and maintenance information, or an EC type-approval of a vehicle with regard to emissions and vehicle repair and maintenance information, the manufacturer shall also demonstrate that the requirements laid down in Article 6 and Annex II to Commission Regulation (EU) 2017/… [HDV CO2]** for the respective vehicle group in accordance with Article 23 of that Regulation are met.

___________________

**Commission Regulation (EU) 2017/… of … implementing Regulation (EU) No 595/2009 of the European Parliament and of the Council as regards the certification of the CO2 emissions and fuel consumption of heavy-duty vehicles and amending Directive 2007/46/EC of the European Parliament and of the Council and Commission Regulation (EU) No 582/2011 (OJ L …, …, p. …).“;

(2)Article 8 is amended as follows:

(a)in paragraph 1, the first subparagraph is replaced by the following:

„If all the relevant requirements pursuant to this Regulation and Regulation (EU) 2017/… [HDV CO2] are met, the approval authority shall grant an EC type-approval of a vehicle with an approved engine system with regard to emissions and access to vehicle repair and maintenance information and issue a type-approval number in accordance with the numbering system set out in Annex VII to Directive 2007/46/EC.“;

(b)in paragraph 1a, point (d) is replaced by the following:

„(d) all other exceptions set out in points 3.1 and 5.1 of Annex VII to this Regulation, points 2.1 and 6.1 of Annex X to this Regulation, points 2, 4.1, 5.1, 7.1, 8.1 and 10 of Annex XIII to this Regulation, and point 1 of Appendix 6 to Annex XIII to this Regulation apply;“;(c)    in paragraph 1a, the following point is added:

„(e)    the requirements laid down in Article 6 and Annex II to Regulation (EU) 2017/… [HDV CO2] for the respective vehicle group in accordance with Article 23 of that Regulation are met.“;

(3)Article 10 is amended as follows:

(a)in paragraph 1, the first subparagraph is replaced by the following:

„If all the relevant requirements pursuant to this Regulation and Regulation (EU) 2017/… [HDV CO2] are met, the approval authority shall grant an EC type-approval of a vehicle with regard to emissions and access to vehicle repair and maintenance information and issue a type-approval number in accordance with the numbering system set out in Annex VII to Directive 2007/46/EC.“;

(b)in paragraph 1a, point (d) is replaced by the following:

„(d) all other exceptions set out in points 3.1 and 5.1 of Annex VII to this Regulation, points 2.1 and 6.1 of Annex X to this Regulation, points 2, 4.1, 5.1, 7.1, 8.1 and 10 of Annex XIII to this Regulation, and point 1 of Appendix 6 to Annex XIII to this Regulation apply;“;

(c)in paragraph 1a, the following point is added:

„(e)    the requirements laid down in Article 6 and Annex II to Regulation (EU) 2017/… [HDV CO2] for the respective vehicle group in accordance with Article 23 of that Regulation are met.“.

Article 26

Entry into force

This Regulation shall enter into force on the twentieth day following that of its publication in the Official Journal of the European Union.

This Regulation shall be binding in its entirety and directly applicable in the Member States in accordance with the Treaties.

Done at Brussels,

(1) REGULATION (EC) No 595/2009 OF THE EUROPEAN PARLIAMENT AND OF THE COUNCILof 18 June 2009 on type-approval of motor vehicles and engines with respect to emissions from heavy duty vehicles (Euro VI) and on access to vehicle repair and maintenance information and amending Regulation (EC) No 715/2007 and Directive 2007/46/EC and repealing Directives 80/1269/EEC, 2005/55/EC and 2005/78/EC (OJ L 188, 18.7.2009, p. 1)

(2) DIRECTIVE 2007/46/EC OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL of 5 September 2007 establishing a framework for the approval of motor vehicles and their trailers, and of systems, components and separate technical units intended for such vehicles (OJ L 263, 9.10.2007, p. 1)

(3) Regulation (EC) No 715/2007 of the European Parliament and of the Council of 20 June 2007 on type approval of motor vehicles with respect to emissions from light passenger and commercial vehicles (Euro 5 and Euro 6) and on access to vehicle repair and maintenance information (OJ L 171, 29.6.2007, p. 1).

ANNEXES

to the

Commission Regulation (EU) .../...

implementing Regulation (EU) No 595/2009 of the European Parliament and of the Council as regards the determination of the CO2 emissions and fuel consumption of heavy-duty vehicles and amending Directive 2007/46/EC of the European Parliament and of the Council and Commission Regulation (EU) No 582/2011

ANNEXE I

CLASSIFICATION OF VEHICLES IN VEHICLE GROUPS

1.Classification of the vehicles for the purpose of this Regulation

1.1 Classification of vehicles of category N

Table 1

Vehicle groups for vehicles of category N

Appendix 1

Vehicle CO2 emissions and fuel consumption – manufacturer's records file

1.Vehicle, component, separate technical unit and systems data

1.1.Vehicle data

1.1.1.Vehicle identification number (VIN)………..

1.1.2.Vehicle category (N2, N3, M2, M3)……….

1.1.3.Axle configuration………..

1.1.4.Max. gross vehicle weight (t)………….

1.1.5.Vehicle group in accordance with Table 1  …………

1.1.6.Name and address of manufacturer…………….

1.1.7.Make (trade name of manufacturer)…………

1.1.8.Corrected actual curb mass (kg)………..

1.2.Main engine specifications

1.2.1.Engine certification number………….

1.2.2.Engine rated power (kW)…………….

1.2.2.1     Engine torque limit at gear 1 (% of max engine torque)……………

1.2.2.2     Engine torque limit at gear 2 (% of max engine torque)……………

1.2.2.3     Engine torque limit at gear 3 (% of max engine torque)……………

1.2.2…. Engine torque limit at gear … (% of max engine torque)……………

1.2.3.Engine idling speed (1/min)………..

1.2.4.Engine rated speed (1/min)………….

1.2.5.Engine capacity (ltr)…………….

1.2.6.Engine reference fuel type (diesel/LPG/CNG...)………….

1.2.7.Hash of the fuel map file/document…………….

1.3.Main transmission specifications

1.3.1.Certification option used for generation of a loss map (standard values/method 1/method 2)…………..:

1.3.2.Transmission certification number…………….

1.3.3.Transmission type (MT, AMT, AT, ...)…………………

1.3.4.Nr. of gears……………..

1.3.5.Transmission ratio final gear……………….

1.3.6.Retarder (yes/no)…………….

1.3.7.Power take off (yes/no)………………

1.3.8.Hash of the efficiency map file/document……………….

1.4.Retarder specifications

1.4.1.Certification option used for generation of a loss map (standard values/measurement)………………

1.4.2.Retarder certification number……………….

1.4.3.Hash of the efficiency map file/document…………….

1.5.Torque converter specification

1.5.1.Certification option used for generation of a loss map (standard values/measurement)………………

1.5.2.Torque converter certification number……………..

1.5.3.Torque converter type (serial/parallel)………………

1.5.4.Hash of the efficiency map file/document………………..

1.6.Angle drive specifications 

1.6.1.Certification option used for generation of a loss map (standard values/measurement)……………..

1.6.2.Angle drive ratio……………..

1.6.3.Hash of the efficiency map file/document…………….

1.7.Main axle specifications

1.7.1.Certification option used for generation of a loss map (standard values/measurement)……………

1.7.2.Axle certification number……………..

1.7.3.Axle type (e.g. standard single driven axle)……………….

1.7.4.Axle ratio……………

1.7.5.Hash of the efficiency map file/document………………

1.8.Aerodynamics

1.8.1.Certification option used for generation of CdxA (standard values /measurement)…

1.8.2.CdxA Certification number (if applicable)………….

1.8.3.CdxA value………………

1.9.Main tyre specifications

1.9.1.Tyre dimension axle 1…………..

1.9.2.Tyre certification number…………….

1.9.3.Specific RRC of all tyres on axle 1 (left/right)……..

1.9.4.Tyre dimension axle 2……………

1.9.5.Twin axle (yes/no) axle 2……………..

1.9.6.Tyre certification number…………….

1.9.7.Specific RRC of all tyres on axle 2 (left/right)……..

1.9.8.Tyre dimension axle 3………………

1.9.9.Twin axle (yes/no) axle 3………………

1.9.10.Tyre certification number…………………

1.9.11.Specific RRC of all tyres on axle 3 (left/right)……..

1.9.12.Tyre dimension axle ..……………….

1.9.13.Twin axle (yes/no) axle ..…………………

1.9.14.Tyre certification number…………………….

1.9.15.Specific RRC of all tyres on axle … (left/right)……..

1.10.Main auxiliary specifications

1.10.1.Engine cooling fan technology……………

1.10.2.Steering pump technology…………….

1.10.3.Electric system technology……………

1.10.4.Pneumatic system technology……………….

2.Mission profile and loading dependent values

2.1.Simulation parameters (for each profile/load/fuel combination)

2.1.1.Mission profile (long haul/regional/urban/construction)………………….

2.1.2.Load (as defined in Vehicle Energy calculation Tool) (kg)…………

2.1.3.Fuel (diesel/petrol/LPG/CNG/…)……………….

2.1.4.Total vehicle mass in simulation (kg)………………..

2.2.Vehicle driving performance and information for simulation quality check

2.2.1.Average speed (km/h)…………….

2.2.2.Minimum instantaneous speed (km/h)………………

2.2.3.Maximum instantaneous speed (km/h)……………….

2.2.4.Maximum deceleration (m/s²)……………..

2.2.5.Maximum acceleration (m/s²)………………

2.2.6.Full-load percentage on driving time………………….

2.2.7.Total number of gear shifts…………………

2.2.8.Total driven distance (km)…………….

2.3.Fuel and CO2 results

2.3.1.Fuel consumption (g/km)…………….

2.3.2.Fuel consumption (g/t-km)……………………

2.3.3.Fuel consumption (g/p-km)………………..

2.3.4.Fuel consumption (g/m³-km)…………………..

2.3.5.Fuel consumption (l/100km)………………….

2.3.6.Fuel consumption (l/t-km)…………………

2.3.7.Fuel consumption (l/p-km)…………………..

2.3.8.Fuel consumption (l/m³-km)……………..

2.3.9.Fuel consumption (MJ/km)…………………..

2.3.10.Fuel consumption (MJ/t-km)…………..

2.3.11.Fuel consumption (MJ/p-km)………………….

2.3.12.Fuel consumption (MJ/m³-km)………………..

2.3.13.CO2 (g/km)…………….

2.3.14.CO2 (g/t-km)……………….

2.3.15.CO2 (g/p-km)……………

2.3.16.CO2 (g/m³-km)……………..

3.Software and user information

3.1.Software and user information

3.1.1.Simulation tool version (X.X.X)…………….

3.1.2.Date and time of the simulation 

3.1.3.Simulation tool user/license reference……………….

3.1.4.Cryptographic hash…………….

Appendix 2

Vehicle CO2 emissions and fuel consumption - customer information file

1.Vehicle, component, separate technical unit and systems data

1.1.Vehicle data

1.1.1.Vehicle identification number (VIN)……………..

1.1.2.Vehicle category (N2, N3, M2, M3)……………….

1.1.3.Axle configuration………………..

1.1.4.Max. gross vehicle weight (t)………………….

1.1.5.Vehicle's group………………..

1.1.6.Name and address of manufacturer……………..

1.1.7.Make (trade name of manufacturer)………………….

1.1.8.Corrected actual curb mass (kg)……………………

1.2.Component, separate technical unit and systems data

1.2.1.Engine rated power (kW)………………..

1.2.2.Engine capacity (ltr)………………..

1.2.3.Engine reference fuel type (diesel/LPG/CNG...)………………….

1.2.4.Transmission values (measured/standard)……………….

1.2.5.Transmission type (MT, AMT, AT, ...)…………………

1.2.6.Nr. of gears………………….

1.2.7.Retarder (yes/no)……………….

1.2.8 Average rolling resistance coefficient (RRC) of all tyres:

2. CO2 emissions and fuel consumption of the vehicle (for each payload/fuel combination)

Payload 1 [kg]:

Fuel 1:

Vehicle average speed [km/h]:

Payload 2 [kg]:

Fuel 2:

Vehicle average speed [km/h]:

Payload … [kg]:

Fuel …:

…

Cryptographic hash of the output file:

ANNEX II

REQUIREMENTS AND PROCEDURES RELATED TO THE OPERATION OF THE SIMULATION TOOL

1.The processes to be set up by the vehicle manufacturer with a view to the operation of the simulation tool

1.1. The manufacturer shall set up at least the following processes:

1.1.1A data management system covering sourcing, storing, handling and retrieving of the input data for the simulation tool as well as for certificates of the CO2 emissions and fuel consumption related properties of a component, separate technical unit and system. The system shall at least:

(a)ensure application of correct input data to specific vehicle configurations including the use of standard values;

(b) verify by means of comparing cryptographic hashes that the input file of components, separate technical units and systems which is used for the simulation corresponds to the digital file of the components, separate technical units and systems for which the certification has been granted;

(c) create a protected database for storing the input files and certificates of the CO2 emissions and fuel consumption related properties of components, separate technical units or systems;

(d) create an unequivocal link between the input file of components, separate technical units and systems and the input file of the corresponding certificates of the CO2 emissions and fuel consumption related properties of component family, separate technical unit family and system family;

(e) ensure correct management of the updates of components, separate technical units and systems;

(f) enable tracing of the components, separate technical units and systems on produced vehicles.

1.1.2A data management system covering retrieving of the input data and calculations by means of the simulation tool and storing of the output data. The system shall at least:

(a) ensure a correct application of cryptographic hashes;

(b) create a protected database for storing the output data;

1.1.3Process for consulting the dedicated electronic distribution platform referred to in Article 10, as well as downloading and installing the latest versions of the simulation tool.

1.1.4 Appropriate training of staff working with the simulation tool.

2. Assessment by the approval authority

2.1. The approval authority shall verify whether the processes set out in point 1 related to the operation of the simulation tool have been set up.

The approval authority shall also verify the following:

(a) the functioning of the processes set out in points 1.1.1. to 1.1.3 and the application of the requirement set out in 1.1.4. The verification shall include determination of the CO2 emissions and fuel consumption of one vehicle from each of the vehicle groups for which the license has been applied for;

(b) that the processes used during the demonstration are applied in the same manner in all the production facilities manufacturing the vehicle group concerned;

(c) the completeness of the description of the data and process flows of operations related to the determination of the CO2 emissions and fuel consumption of the vehicles.

Appendix 1

MODEL OF AN INFORMATION DOCUMENT FOR THE PURPOSES OF OPERATING THE SIMULATION TOOL WITH A VIEW TO DETERMINING the CO2 emissions and fuel consumption of NEW vehicles

SECTION I

1    Name and address of manufacturer:

2    Assembly plants for which the license will apply:

3    Vehicle groups covered:

4…….Name and address of the manufacturer's representative (if any)

SECTION II

1.    Type Approval Authority or Technical Service which performed an assessment:

2.    Assessment report No.:    

3.    Remarks (if any):    

4.    Date of the assessment verification        

5.    Additional information    

5.1.    Data and process flow handling description (e.g. flow chart)

5.2    Description of quality management process

5.3    Additional quality management certificates (if any)

5.4    Description of simulation tool data sourcing, handling and storage

5.5    Additional documents (if any)

6.    Date: …………………………………………………………………………..

7.    Signature: ……………………………………………………………………...

Appendix 2

MODEL OF A LICENSE TO OPERATE THE SIMULATION TOOL WITH A VIEW TO determinING CO2 emissions and fuel consumption of NEW vehicles

Maximum format: A4 (210 x 297 mm)

LICENSE TO OPERATE THE SIMULATION TOOL WITH A VIEW TO determinING CO2 emissions and fuel consumption of NEW vehicles

Stamp administration

Communication concerning:

–granting (1)

–extension(1)

–refusal(1)

–withdrawal(1)

of the licence to operate simulation tool with regard to Regulation (EC) No 595/2009 as implemented by Regulation No XXX/2017. 

License number:

Reason for extension:.......................................................................................................

SECTION I

0.1    Name and address of manufacturer:

0.2    Assembly plants for which the license will apply:

0.3    Vehicle groups covered:

SECTION II

1.    Additional information

1.1    Report of the assessment performed by a technical service

1.2.    Data and process flow handling description (e.g. flow chart)

1.3.    Description of quality management process

1.4.    Additional quality management certificates (if any)

1.5.    Description of simulation tool data sourcing, handling and storage

1.6    Additional documents (if any)

2.    Technical service responsible for carrying out the assessment

3.    Date of the assessment report

4.    Number of assessment report report

5.    Remarks (if any): see Addendum

6.    Place

7.    Date

8.    Signature

(1) Delete where not applicable (there are cases where nothing needs to be deleted when more than one entry is applicable)

ANNEX III

VERIFYING ENGINE DATA

1.Introduction

The engine test procedure described in this Annex shall produce the input data for the simulation tool.

2.Definitions

For the purposes of this Annex the definitions according to UN/ECE R.49.06 and, in addition to these, the following definitions shall apply:

(1)“Engine CO2-family” means a manufacturer’s grouping of engines which through their design, as defined in paragraph 1 of Appendix 3 to this Annex, have similar fuel consumption characteristics;

(2)“CO2-parent engine” means an engine selected from an engine CO2-family as specified in Appendix 3 to this Annex so that its fuel consumption characteristics will be representative for that engine CO2-family;

(3)“NCV” means net calorific value of a fuel as specified in paragraph 3.2 of this Annex;

(4)“Specific emissions” means the total mass emissions divided by the total engine work over a defined period expressed in g/kWh;

(5)“Specific fuel consumption” means the total fuel consumption divided by the total engine work over a defined period expressed in g/kWh;

(6)“FCMC” means fuel consumption mapping cycle;

The definitions in paragraphs 3.1.5 and 3.1.6. of Annex 4 to regulation UN/ECE R.49.06 shall not apply.

3.General requirements

The calibration laboratory facilities shall comply with the requirements of either ISO/TS 16949, ISO 9000 series or ISO/IEC 17025. All laboratory reference measurement equipment, used for calibration and/or verification, shall be traceable to national (international) standards.

Engines shall be grouped into engine CO2-families defined in accordance with Appendix 3 to this Annex. Paragraph 4.1 of this Annex explains which testruns shall be performed for the purpose of certification of one specific engine CO2-family.

3.1 Test conditions

All testruns performed for the purpose of certification of one specific engine CO2family defined in accordance with Appendix 3 to this Annex shall be conducted on the same physical engine and without any changes to the setup of the engine dynamometer and the engine system, apart from the exceptions defined in paragraph 4.2 of this Annex and Appendix 3 to this Annex.

3.1.1Laboratory test conditions

The tests shall be conducted under ambient conditions meeting the following conditions over the whole testrun:

(1)The parameter fa describing the laboratory test conditions, determined in accordance with paragraph 6.1 of Annex 4 to regulation UN/ECE R.49.06, shall be within the following limits: 0.96 ≤ fa ≤ 1.04.

(2)The absolute temperature (Ta) of the engine intake air expressed in Kelvin, determined in accordance with paragraph 6.1 of Annex 4 to regulation UN/ECE R.49.06 shall be within the following limits: 283 K ≤ Ta ≤ 303 K.

(3)The atmospheric pressure expressed in kPa, determined in accordance with paragraph 6.1 of Annex 4 to regulation UN/ECE R.49.06 shall be within the following limits: 90 kPa ≤ ps ≤ 102 kPa.

If tests are performed in test cells that are able to simulate barometric conditions other than those existing in the atmosphere at the specific test site, the applicable fa value shall be determined with the simulated values of atmospheric pressure by the conditioning system. The simulated atmospheric pressure achieved shall be within the limits specified in point (3).

In cases where the ambient pressure in the atmosphere at the specific test site exceeds the upper limit of 102 kPa, tests in accordance with this Annex may still be performed. In this case tests shall be performed with the specific ambient air pressure in the atmosphere and no simulated increased atmospheric pressure by means of a pressure conditioning system shall be applied at the engine air intake.

In cases where the test cell has the ability to control temperature, pressure and/or humidity of engine intake air independent of the atmospheric conditions the same settings for those parameters shall be used for all testruns performed for the purpose of certification of one specific engine CO2-family defined in accordance with Appendix 3 to this Annex.

3.1.2Engine installation

The test engine shall be installed in accordance with paragraphs 6.3 to 6.6 of Annex 4 to regulation UN/ECE R.49.06.

If auxiliaries/equipment necessary for operating the engine system are not installed as required in accordance with paragraph 6.3 of Annex 4 to regulation UN/ECE R.49.06, all measured engine torque values shall be corrected for the power required for driving these components for the purpose of this Annex in accordance with paragraph 6.3 of Annex 4 to regulation UN/ECE R.49.06.

The power consumption of the following engine components resulting in the engine torque required for driving these engine components shall be determined in accordance with Appendix 5 to this Annex:

(1)fan

(2)electrically powered auxiliaries/equipment necessary for operating the engine system

3.1.3Crankcase emissions

In the case of a closed crankcase, the manufacturer shall ensure that the engine’s ventilation system does not permit the emission of any crankcase gases into the atmosphere. If the crankcase is of an open type, the emissions shall be measured and added to the tailpipe emissions, following the provisions set out in paragraph 6.10. of Annex 4 to regulation UN/ECE R.49.06.

3.1.4Engines with charge air-cooling

During all testruns the charge air cooling system used on the test bed shall be operated under conditions which are representative for in-vehicle application at reference ambient conditions. The reference ambient conditions are defined as 293 K for air temperature and 101.3 kPa for pressure.

The laboratory charge air cooling for tests according to this regulation should comply with the provisions specified in paragraph 6.2 of Annex 4 to regulation UN/ECE R.49.06.

3.1.5Engine cooling system

(1)During all testruns the engine cooling system used on the test bed shall be operated under conditions which are representative for in-vehicle application at reference ambient conditions. The reference ambient conditions are defined as 293 K for air temperature and 101.3 kPa for pressure.

(2)The engine cooling system should be equipped with thermostats according to the manufacturer specification for vehicle installation. If either a non-operational thermostat is installed or no thermostat is used, subpoint (3) shall apply. The setting of the cooling system shall be performed in accordance with subpoint (4).

(3)If no thermostat is used or a non-operational thermostat is installed, the test bed system shall reflect the behavior of the thermostat under all test conditions. The setting of the cooling system shall be performed in accordance with subpoint (4).

(4)The engine coolant flow rate or alternatively the pressure differential across the engine side of the heat exchanger and the engine coolant temperature shall be set to a value representative for in-vehicle application at reference ambient conditions when the engine is operated at rated speed and full load with the engine thermostat in fully open position. This setting defines the coolant reference temperature. For all testruns performed for the purpose of certification of one specific engine within one engine CO2-family, the cooling system setting shall not be changed, neither on the engine side nor on the test bed side of the cooling system. The temperature of the test bed side cooling medium should be kept resonably constant by good engineering judgement. The cooling medium on the test bed side of the heat exchanger shall not exeed the nominal termostat opening temperatur downstream of the heat exchanger.

(5)For all testruns performed for the purpose of certification of one specific engine within one engine CO2-family the engine coolant temperature shall be maintained between the nominal value of the thermostat opening temperature declared by the manufacturer and the coolant reference temperature in accordance with subpoint (iv) as soon as the engine coolant has reached the declared thermostat opening temperature after engine cold start.

(6)For the WHTC coldstart test performed in accordance with paragraph 4.3.3 of this Annex, the specific initial conditions are specified in paragraphs 7.6.1. and 7.6.2 of Annex 4 to regulation UN/ECE R.49.06. If simulation of the thermostat behaviour in accordance with subpoint (3) is applied, there shall be no coolant flow across the heat exchanger as long as the engine coolant has not reached the declared nominal thermostat opening temperature after cold start.

3.2Fuels

The respective reference fuel for the engine under test shall be selected from the fuel types listed in Table 1 . The fuel properties of the reference fuels listed in Table 1 shall be those specified in Annex IX to Commission Regulation (EU) No 582/2011.

The fuel used for all testruns performed for the purpose of certification of one specific engine CO2-family shall be from the same batch of fuel. The technical service shall ensure that the fuel sample used for determination of the NCV is taken from the batch of fuel used for all testruns.

For the used batch of fuel, the NCV shall be determined by two separate measurements in accordance with the respective standards for each fuel type defined in Table 1 . Each of the two separate measurements shall be performed by a lab independent from the engine manufacturer applying for certification. The lab performing the measurements shall comply with the requirements of ISO/IEC 17025.

If the two separate values for the NCV are deviating by more than 440 Joule per gram fuel, the values determined shall be void and the measurement campaign shall be repeated.

The mean value of the two separate values that are not deviating by more than 440 Joule per gram fuel shall be rounded to 4 places to the right of the decimal point in accordance with ASTM E 29-06.

Table 1: Reference fuels for testing

3.3Lubricants

The lubricating oil for all testruns performed in accordance with this Annex shall be a commercially available oil with unrestricted manufacturer approval under normal in-service conditions as defined in paragraph 4.2 of Annex 8 to regulation UN/ECE R.49.06. Lubricants for which the usage is restricted to certain special operation conditions of the engine system or unusual short oil change interval shall not be used for the purpose of testruns in accordance with this Annex.

All testruns performed for the purpose of certification of one specific engine CO2family shall be performed with the same type of lubricating oil.

3.4Fuel flow measurement system

All fuel flows consumed by the whole engine system shall be captured by the fuel flow measurement system. Additional fuel flows not directly supplied to the combustion process in the engine cylinders shall be included in the fuel flow signal for all testruns performed. Additional fuel injectors (e.g. cold start devices) not necessary for the operation of the engine system shall be disconnected from the fuel supply line during all testruns performed.

3.5Measurement equipment specifications

The measurement equipment shall meet the requirements of paragraph 9 of Annex 4 to regulation UN/ECE R.49.06.

Notwithstanding the requirements defined in paragraph 9 of Annex 4 to regulation UN/ECE R.49.06, the measurement systems listed in Table 2 shall meet the limits defined in Table 2 .

Table 2: Requirements of measurement systems

(1)“Accuracy” means the deviation of the analyzer reading from a reference value which is traceable to a national or international standard.

(2)“Rise time” means the difference in time between the 10 percent and 90 percent response of the final analyzer reading (t90 – t10).

(3)The “max calibration” values shall be 1.1 times the maximum predicted value expected during all testruns for the respective measurement system.

“xmin”, used for calculation of the intercept value in Table 2, shall be 0.9 times the minimum predicted value expected during all testruns for the respective measurement system.

The signal delivery rate of the measurement systems listed in Table 2, except for the fuel mass flow measurement system, shall be at least 5 Hz (≥ 10 Hz recommended). The signal delivery rate of the fuel mass flow measurement system shall be at least 2 Hz.

All measurement data shall be recorded with a sample rate of at least 5 Hz (≥ 10 Hz recommended).

3.5.1Measurement equipment verification

A verification of the demanded requirements defined in Table 2 shall be performed for each measurement system. At least 10 reference values between xmin and the “max calibration” value defined in accordance with paragraph 3.5 of this Annex shall be introduced to the measurement system and the response of the measurement system shall be recorded as measured value.

For the linearity verification the measured values shall be compared to the reference values by using a least squares linear regression in accordance with paragraph A.3.2 of Appendix 3 to Annex 4 to regulation UN/ECE R.49.06.

4.Testing procedure

All measurement data shall be determined in accordance with Annex 4 to regulation UN/ECE R.49.06, unless stated otherwise in this Annex.

4.1Overview of testruns to be performed

Table 3 gives an overview of all testruns to be performed for the purpose of certification of one specific engine CO2-family defined in accordance with Appendix 3 to this Annex.

The fuel consumption mapping cycle in accordance with paragraph 4.3.5 of this Annex and the recording of the engine motoring curve in accordance with paragraph 4.3.2 shall be omitted for all other engines except the CO2-parent engine of the engine CO2-family defined in accordance with Appendix 3 to this Annex.

Table 3: Overview of testruns to be performed

4.2Allowed changes to the engine system

Changing of the target value for the engine idle speed controller to a lower value in the electronic control unit of the engine shall be allowed for all testruns in which idle operation occurs, in order to prevent interference between the engine idle speed controller and the test bed speed controller.

4.3Testruns

4.3.1Engine full-load curve

The engine full-load curve shall be recorded in accordance with paragraphs 7.4.1. to 7.4.5. of Annex 4 to regulation UN/ECE R.49.06.

4.3.2Engine motoring curve

The recording of the engine motoring curve in accordance with this paragraph shall be omitted for all other engines except the CO2-parent engine of the engine CO2-family defined in accordance with Appendix 3 to this Annex. In accordance with paragraph 6.1.3 of this Annex the engine motoring curve recorded for the CO2-parent engine of the engine CO2-family defined in accordance with Appendix 3 to this Annex shall also be applicable to all engines within the same engine CO2-family.

The engine motoring curve shall be recorded in accordance with option (b) in paragraph 7.4.7. of Annex 4 to regulation UN/ECE R.49.06. This test shall determine the negative torque required to motor the engine between maximum and minimum mapping speed with minimum operator demand.

The test shall be continued directly after the full-load curve mapping according to paragraph 4.3.1 of this Annex. At the request of the manufacturer, the motoring curve may be recorded separately. In this case the engine oil temperature at the end of the full-load curve testrun performed in accordance with paragraph 4.3.1 of this Annex shall be recorded and the manufacturer shall prove to the satisfaction of the a technical service, that the engine oil temperature at the starting point of the motoring curve meets the aforementioned temperature within ±2K.

At the start of the testrun for the engine motoring curve the engine shall be operated with minimum operator demand at maximum mapping speed defined in paragraph 7.4.3. of Annex 4 to regulation UN/ECE R.49.06. As soon as the motoring torque value has stabilized within ±5% of its mean value for at least 10 seconds, the data recording shall start and the engine speed shall be decreased at an average rate of 8 ±1 min-1/s from maximum to minimum mapping speed, which are defined in paragraph 7.4.3. of Annex 4 to regulation UN/ECE R.49.06.

4.3.3WHTC test

The WHTC test shall be performed in accordance with Annex 4 to regulation UN/ECE R.49.06. The weighted emission test results shall meet the applicable limits defined in Regulation (EC) No 595/2009.

The engine full-load curve recorded in accordance with paragraph 4.3.1 of this Annex shall be used for the denormalization of the reference cycle and all calculations of reference values performed in accordance with paragraphs 7.4.6, 7.4.7 and 7.4.8 of Annex 4 to regulation UN/ECE R.49.06.

4.3.3.1Measurement signals and data recording

In addition to the provisions defined in Annex 4 to regulation UN/ECE R.49.06 the actual fuel mass flow consumed by the engine in accordance with paragraph 3.4 of this Annex shall be recorded.

4.3.4WHSC test

The WHSC test shall be performed in accordance with Annex 4 to regulation UN/ECE R.49.06. The emission test results shall meet the applicable limits defined in Regulation (EC) No 595/2009.

The engine full-load curve recorded in accordance with paragraph 4.3.1 of this Annex shall be used for the denormalization of the reference cycle and all calculations of reference values performed in accordance with paragraphs 7.4.6, 7.4.7 and 7.4.8 of Annex 4 to regulation UN/ECE R.49.06.

4.3.4.1Measurement signals and data recording

In addition to the provisions defined in Annex 4 to regulation UN/ECE R.49.06 the actual fuel mass flow consumed by the engine in accordance with paragraph 3.4 of this Annex shall be recorded.

4.3.5Fuel consumption mapping cycle (FCMC)

The fuel consumption mapping cycle (FCMC) in accordance with this paragraph shall be omitted for all other engines except the CO2-parent engine of the engine CO2-family defined in accordance with Appendix 3 to this Annex. In accordance with paragraph 6.1.4 of this Annex the fuel map data recorded for the CO2-parent engine of the engine CO2-family defined in accordance with Appendix 3 to this Annex shall also be applicable to all engines within the same engine CO2-family.

The engine fuel map shall be measured in a series of steady state engine operation points, as defined according to paragraph 4.3.5.2 of this Annex. The metrics of this map are the fuel consumption in g/h depending on engine speed in rpm and engine torque in Nm.

4.3.5.1Handling of interruptions during the FCMC

If an after-treatment regeneration event occurs during the FCMC for engines equipped with exhaust after-treatment systems that are regenerated on a periodic basis defined in accordance with paragraph 6.6 of Annex 4 to regulation UN/ECE R.49.06, all measurements at that engine speed mode shall be void. The regeneration event shall be completed and afterwards the procedure shall be continued as described in paragraph 4.3.5.1.1 of this Annex.

If an unexpected interruption, malfunction or error occurs during the FCMC, all measurements at that engine speed mode shall be void and one of the following options how to continue shall be chosen by the manufacturer:

(1)the procedure shall be continued as described in paragraph 4.3.5.1.1 of this Annex

(2)the whole FCMC shall be repeated in accordance with paragraphs 4.3.5.4 and 4.3.5.5 of this Annex

4.3.5.1.1Provisions for continuing the FCMC

The engine shall be started and warmed up in accordance with paragraph 7.4.1. of Annex 4 to regulation UN/ECE R.49.06. After warm-up, the engine shall be preconditioned by operating the engine for 20 minutes at mode 9, as defined in Table 1 of paragraph 7.2.2. of Annex 4 to regulation UN/ECE R.49.06.

The engine full-load curve recorded in accordance with paragraph 4.3.1 of this Annex shall be used for the denormalization of the reference values of mode 9 performed in accordance with paragraphs 7.4.6, 7.4.7 and 7.4.8 of Annex 4 to regulation UN/ECE R.49.06.

Directly after completion of preconditioning, the target values for engine speed and torque shall be changed linearly within 20 to 46 seconds to the highest target torque setpoint at the next higher target engine speed setpoint than the particular target engine speed setpoint where the interruption of the FCMC occurred. If the target setpoint is reached within less than 46 seconds, the remaining time up to 46 seconds shall be used for stabilization.

For stabilization the engine operation shall continue from that point in accordance with the test sequence specified in paragraph 4.3.5.5 of this Annex without recording of measurement values.

When the highest target torque setpoint at the particular target engine speed setpoint where the interruption occurred is reached, the recording of measurement values shall be continued from that point on in accordance with the test sequence specified in paragraph 4.3.5.5 of this Annex.

4.3.5.2Grid of target setpoints

The grid of target setpoints is fixed in a normalized way and consists of 10 target engine speed setpoints and 11 target torque setpoints. Conversion of the normalized setpoint definition to the actual target values of engine speed and torque setpoints for the individual engine under test shall be based on the engine full-load curve of the CO2parent engine of the engine CO2-family defined in accordance with Appendix 3 to this Annex and recorded in accordance with paragraph 4.3.1 of this Annex.

4.3.5.2.1Definition of target engine speed setpoints

The 10 target engine speed setpoints are defined by 4 base target engine speed setpoints and 6 additional target engine speed setpoints.

The engine speeds nidle, nlo, npref, n95h and nhi shall be determined from the engine full-load curve of the CO2-parent engine of the engine CO2-family defined in accordance with Appendix 3 to this Annex and recorded in accordance with paragraph 4.3.1 of this Annex by applying the definitions of characteristic engine speeds in accordance with paragraph 7.4.6. of Annex 4 to regulation UN/ECE R.49.06.

The engine speed n57 shall be determined by the following equation:

n57 = 0.565 x (0.45 x nlo + 0.45 x npref + 0.1 x nhi − nidle) x 2.0327 + nidle

The 4 base target engine speed setpoints are defined as follows:

(1)Base engine speed 1: nidle

(2)Base engine speed 2: nA = n57 – 0.05 x (n95h – nidle)

(3)Base engine speed 3: nB = n57 + 0.08 x (n95h – nidle)

(4)Base engine speed 4: n95h

The potential distances between the speed setpoints shall be determined by the following equations:

(1)dnidleA_44 = (nA – nidle) / 4

(2)dnB95h_44 = (n95h – nB) / 4

(3)dnidleA_35 = (nA – nidle) / 3

(4)dnB95h_35 = (n95h – nB) / 5

(5)dnidleA_53 = (nA – nidle) / 5

(6)dnB95h_53 = (n95h – nB) / 3

The absolute values of potential deviations between the two sections shall be determined by the following equations:

(1)dn44 = ABS(dnidleA_44 – dnB95h_44)

(2)dn35 = ABS(dnidleA_35 – dnB95h_35)

(3)dn53 = ABS(dnidleA_53 – dnB95h_53)

The 6 additional target engine speed setpoints shall be determined based on the smallest of the three values dn44, dn35 and dn53 in accordance with the following provisions:

(1)If dn44 is the smallest of the three values, the 6 additional target engine speeds shall be determined by dividing each of the two ranges, one from nidle to nA and the other from nB to n95h, into 4 equidistant sections.

(2)If dn35 is the smallest of the three values, the 6 additional target engine speeds shall be determined by dividing the range from nidle to nA into 3 equidistant sections and the range from nB to n95h, into 5 equidistant sections.

(3)If dn53 is the smallest of the three values, the 6 additional target engine speeds shall be determined by dividing the range from nidle to nA into 5 equidistant sections and the range from nB to n95h, into 3 equidistant sections.

Figure 1 illustrates the definition of the target engine speed setpoints.

Figure 1: Definition of speed setpoints

4.3.5.2.2Definition of target torque setpoints

The 11 target torque setpoints are defined by 2 base target torque setpoints and 9 additional target torque setpoints. The 2 base target torque setpoints are defined by zero Nm torque and the overall maximum torque, Tmax_overall, in Nm of the engine full-load curve of the CO2-parent engine. The 9 additional target torque setpoints are determined by dividing the range from zero torque to overall maximum torque, Tmax_overall, into 10 equidistant sections.

All target torque setpoints at a particular target engine speed setpoint that exceed the limit value defined by the full-load torque value at this particular target engine speed setpoint minus 5 percent of Tmax_overall, shall be replaced with the full-load torque value at this particular target engine speed setpoint. Figure 2 illustrates the definition of the target torque setpoints.

Figure 2: Definition of torque setpoints

4.3.5.3Measurement signals and data recording

The following measurement data shall be recorded:

(1)    engine speed

(2)    engine torque corrected in accordance with paragraph 3.1.2 of this Annex

(3)fuel mass flow consumed by the whole engine system in accordance with paragraph 3.4 of this Annex

(4)    Gaseous pollutants according to the definitions in regulation UN/ECE R.49.06. Particulate pollutants are not required to be monitored during the FCMC testrun.

The measurement of gaseous pollutants shall be carried out in accordance with paragraphs 7.5.1, 7.5.2, 7.5.3, 7.5.5, 7.7.4, 7.8.1, 7.8.2, 7.8.4 and 7.8.5 of Annex 4 to regulation UN/ECE R.49.06.

For the purpose of paragraph 7.8.4 of Annex 4 to regulation UN/ECE R.49.06, the term “test cycle” in the paragraph referred to shall be the complete sequence from preconditioning in accordance with paragraph 4.3.5.4 of this Annex to ending of the test sequence in accordance with paragraph 4.3.5.5 of this Annex.

4.3.5.4Preconditioning of the engine system

The dilution system, if applicable, and the engine shall be started and warmed up in accordance with paragraph 7.4.1. of Annex 4 to regulation UN/ECE R.49.06.

After warm-up is completed, the engine and sampling system shall be preconditioned by operating the engine for 20 minutes at mode 9, as defined in Table 1 of paragraph 7.2.2. of Annex 4 to regulation UN/ECE R.49.06, while simultaneously operating the dilution system.

The engine full-load curve of the CO2-parent engine of the engine CO2-family defined in accordance with Appendix 3 to this Annex and recorded in accordance with paragraph 4.3.1 of this Annex shall be used for the denormalization of the reference values of mode 9 performed in accordance with paragraphs 7.4.6, 7.4.7 and 7.4.8 of Annex 4 to regulation UN/ECE R.49.06.

Directly after completion of preconditioning, the target values for engine speed and torque shall be changed linearly within 20 to 46 seconds to match the first target setpoint of the test sequence according to paragraph 4.3.5.5 of this Annex. If the first target setpoint is reached within less than 46 seconds, the remaining time up to 46 seconds shall be used for stabilization.

4.3.5.5Test sequence

The test sequence consists of steady state target setpoints with defined engine speed and torque at each target setpoint in accordance with paragraph 4.3.5.2 of this Annex and defined ramps to move from one target setpoint to the next.

The first target setpoint is defined at the highest target engine speed setpoint and highest target torque setpoint.

The following steps shall be performed to cover all target setpoints:

(1)    The engine shall be operated for 95±3 seconds at each target setpoint. The first 55±1 seconds at each target setpoint are considered as a stabilization period, during which the engine speed shall be held within ±20 rpm of the target engine speed setpoint and the torque shall be held at the target torque setpoint within a tolerance of ±30 Nm or ±2 percent of the overall maximum torque, Tmax_overall, whichever is greater. During the following period of 30±1 seconds the engine speed shall be held within ±10 rpm of the target engine speed setpoint and the torque shall be held at the target torque setpoint within a tolerance of ±10 Nm or ±1 percent of the overall maximum torque, Tmax_overall, whichever is greater, while the measurement signals in accordance with paragraph 4.3.5.3 of this Annex shall be recorded. The recorded values shall be stored as averaged value over 30±1 seconds. The remaining period of 10±1 seconds may be used for data post-processing and storage if necessary. During this period the engine speed shall be held within ±20 rpm of the target engine speed setpoint and the torque shall be held at the target torque setpoint within a tolerance of ±30 Nm or ±2 percent of the overall maximum torque, Tmax_overall, whichever is greater.

(2)After the measurement at one target setpoint is completed, the target value for engine speed shall be kept constant within ±20 rpm of the target engine speed setpoint and the target value for torque shall be decreased linearly within 20±1 seconds to match the next lower target torque setpoint. Then the measurement shall be performed according to subpoint (1).

(3)After the zero torque setpoint has been measured in subpoint (1), the target engine speed shall be decreased linearly to the next lower target engine speed setpoint while at the same time the target torque shall be increased linearly to the highest target torque setpoint at the next lower target engine speed setpoint within 20 to 46 seconds. If the next target setpoint is reached within less than 46 seconds, the remaining time up to 46 seconds shall be used for stabilization. Then the measurement shall be performed by starting the the stabilization procedure according to subpoint (1) and afterwards the target torque setpoints at constant target engine speed shall be adjusted according to subpoint (2).

Figure 3 illustrates the three different steps to be performed at each measurement setpoint for the test.

Figure 3: Steps to be performed at each measurement setpoint

Figure 4 illustrates the sequence of steady state measurement setpoints to be followed for the test.

Figure 4: Sequence of steady state measurement setpoints

4.3.5.6Data evaluation for emission monitoring

All gaseous pollutants, defined in accordance with regulation UN/ECE R.49.06, shall be monitored during the FCMC.

4.3.5.6.1Definition of control area

The control area for emission monitoring during the FCMC shall be determined in accordance with paragraphs 4.3.5.6.1.1 and 4.3.5.6.1.2 of this Annex.

4.3.5.6.1.1Engine speed range for the control area

(1)The engine speed range for the control area shall be defined based on the engine full-load curve of the CO2-parent engine of the engine CO2-family defined in accordance with Appendix 3 to this Annex and recorded in accordance with paragraph 4.3.1 of this Annex.

(2)The control area shall include all engine speeds greater than or equal to the 30th percentile cumulative speed distribution, including idle speed, over the hotstart WHTC test cycle performed in accordance with paragraph 4.3.3 of this Annex (n30) for the engine full-load curve referred to in point (i).

(3)The control area shall include all engine speeds lower than or equal to 1.1 times n95h determined from the engine full-load curve referred to in point (i) by applying the definitions of characteristic engine speeds in accordance with paragraph 7.4.6. of Annex 4 to regulation UN/ECE R.49.06.

4.3.5.6.1.2Engine torque and power range for the control area

(1)The lower boundary of the engine torque range for the control area shall be defined based on the engine full-load curve of the engine with the lowest rating of the engine CO2-family defined in accordance with Appendix 3 to this Annex and recorded in accordance with paragraph 4.3.1 of this Annex.

(2)The control area shall include all engine load points with a torque value greater than or equal to 30 percent of the maximum torque value determined from the engine full-load curve referred to in point (1).

(3)Notwithstanding the provisions of point (2), speed and torque points below 30 percent of the maximum power value, determined from the engine full-load curve referred to in point (1), shall be excluded from the control area.

(4)Notwithstanding the provisions of subpoints (2) and (3), the upper boundary of the control area shall be based on the engine full-load curve of the CO2-parent engine of the engine CO2-family defined in accordance with Appendix 3 to this Annex and recorded in accordance with paragraph 4.3.1 of this Annex. The torque value for each engine speed determined from the engine full-load curve of the CO2parent engine shall be increased by 5 percent of the overall maximum torque, Tmax_overall, defined in accordance with paragraph 4.3.5.2.2 of this Annex. The modified increased engine full-load curve of the CO2-parent engine shall be used as upper boundary of the control area.

Figure 5 illustrates the definition of the engine torque and power range for the control area.

Figure 5: Definition of the engine torque and power range for the control area

Figure still to be updated (also to editable format)

4.3.5.6.2Definition of the grid cells

The control area defined in accordance with paragraph 4.3.5.6.1 of this Annex shall be divided into a number of grid cells for emission monitoring during the FCMC.

The grid shall comprise of 9 cells for engines with a rated speed less than 3,000 min-1 and 12 cells for engines with a rated speed greater than or equal to 3,000 min-1. The grids shall be defined in accordance with the following provisions:

(1)The outer boundaries of the grids are aligned to the control area defined according to paragraph 4.3.5.6.1 of this Annex.

(2)2 vertical lines spaced at equal distance between engine speeds n30 and 1.1 times n95h for 9 cell grids, or 3 vertical lines spaced at equal distance between engine speeds n30 and 1.1 times n95h for 12 cell grids.

(3)2 lines spaced at equal distance of engine torque (i.e. 1/3) at each vertical line within the control area defined according to paragraph 4.3.5.6.1 of this Annex.

All engine speed values in min-1 and all torque values in Newtonmeters defining the boundaries of the grid cells shall be rounded to 2 places to the right of the decimal point in accordance with ASTM E 29-06.

Figure 6 illustrates the definition of the grid cells for the control area.

Figure 6: Definition of the grid cells for the control area

Figure still to be updated (also to editable format)

4.3.5.6.3Calculation of specific mass emissions

The specific mass emissions of the gaseous pollutants shall be determined as average value for each grid cell defined in accordance with paragraph 4.3.5.6.2 of this Annex. The average value for each grid cell shall be determined as arithmetical mean value of the specific mass emissions over all engine speed and torque points measured during the FCMC located within the same grid cell.

The specific mass emissions of the single engine speed and torque measured during the FCMC shall be determined as averaged value over the 30±1 seconds measurement period defined in accordance with subpoint (i) of paragraph 4.3.5.5 of this Annex.

If an engine speed and torque point is located directly on a line that separates different grid cells from each other, this engine speed and load point shall be taken into account for the average values of all adjacent grid cells.

The calculation of the total mass emissions of each gaseous pollutant for each engine speed and torque point measured during the FCMC, mFCMC,i in grams, over the 30±1 seconds measurement period in accordance with point (i) of paragraph 4.3.5.5 of this Annex shall be carried out in accordance with paragraph 8 of Annex 4 to regulation UN/ECE R.49.06.

The actual engine work for each engine speed and torque point measured during the FCMC, WFCMC,i in kWh, over the 30±1 seconds measurement period in accordance with point (i) of paragraph 4.3.5.5 of this Annex shall be determined from the engine speed and torque values recorded in accordance with paragraph 4.3.5.3 of this Annex.

The specific mass emissions of gaseous pollutants in g/kWh for each engine speed and torque point measured during the FCMC shall be determined by the following equation:

eFCMC,i = mFCMC,i / WFCMC,i

4.3.5.7Validity of data

The data obtained from the FCMC tests is valid if the specific mass emissions of the regulated gaseous pollutants determined for each grid cell in accordance with paragraph 4.3.5.6.3 of this Annex meet the applicable limits for gaseous pollutants defined in paragraph 5.2.2 of Annex 10 to regulation UN/ECE R.49.06. In case the number of engine speed and torque points within the same grid cell is less than 3, this paragraph shall not apply for that specific grid cell.

5.Post-processing of measurement data

All calculations defined in this paragraph shall be performed specifically for each engine within one engine CO2-family.

5.1Calculation of engine work

Total engine work over a cycle or a defined period shall be determined form the recorded values of engine power in accordance with paragraph 3.1.2 of this Annex and paragraphs 6.3.5. and 7.4.8. of Annex 4 to regulation UN/ECE R.49.06.

The engine work over a complete testcycle or over each WHTC-sub-cycle shall be determined by integrating of recorded values of engine power in accordance with the following formula:

where:

Wact, i=total engine work over the time period from t0 to t1

t0=time at the start of the time period

t1=time at the end of the time period

n=number of recorded values over the time period from t0 to t1

Pk [0 … n]=recorded engine power values over the time period from t0 to t1 in chronological order, where k runs from 0 at t0 to n at t1

h=interval width between two adjacent recorded values defined by

5.2Calculation of integrated fuel consumption

Any recorded negative values for the fuel consumption shall be used directly and shall not be set equal to zero for the calculations of the integrated value.

The total fuel mass consumed by the engine over a complete testcycle or over each WHTC-sub-cycle shall be determined by integrating of recorded values of fuel massflow in accordance with the following formula:

where:

Σ FCmeas, i=total fuel mass consumed by the engine over the time period from t0 to t1

t0=time at the start of the time period

t1=time at the end of the time period

n=number of recorded values over the time period from t0 to t1

mffuel,k [0 … n]=recorded fuel massflow values over the time period from t0 to t1 in chronological order, where k runs from 0 at t0 to n at t1

h=interval width between two adjacent recorded values defined by

5.3Calculation of specific fuel consumption figures

The correction and balancing factors, which have to be provided as input values for the simulation tool, are calculated by the engine pre-processing tool based on the measured specific fuel consumption figures of the engine determined in accordance with paragraphs 5.3.1 and 5.3.2 of this Annex.

5.3.1Specific fuel consumption figures for WHTC correction factor

The specific fuel consumption figures needed for the WHTC correction factor shall be calculated from the actual measured values for the hotstart WHTC recorded in accordance with paragraph 4.3.3 of this Annex as follows:

SFCmeas, Urban = (Σ FCmeas, WHTC-Urban) / Wact, WHTC-Urban)

SFCmeas, Rural = (Σ FCmeas, WHTC- Rural) / (Wact, WHTC- Rural)

SFCmeas, MW = (Σ FCmeas, WHTC-MW) / (Wact, WHTC-MW)

where:

SFCmeas, i=Specific fuel consumption

over the WHTC-sub-cycle i [g/kWh]

Σ FCmeas, i=Total fuel mass consumed by the engine over the

WHTC-sub-cycle i [g] determined in accordance with

paragraph 5.2 of this Annex

Wact, i=Total engine work over the WHTC sub-cycle i [kWh]

determined in accordance with paragraph 5.1 of this Annex

The 3 different sub-cycles of the WHTC – urban, rural and motorway – shall be defined as follows:

(1)urban: from cycle start to <= 900 seconds from cycle start

(2)rural: from > 900 seconds to <= 1380 seconds from cycle start

(3)motorway (MW): from > 1380 seconds from cycle start to cycle end

5.3.2Specific fuel consumption figures for cold-hot emission balancing factor

The specific fuel consumption figures needed for the cold-hot emission balancing factor shall be calculated from the actual measured values for both, the hotstart and coldstart WHTC test recorded in accordance with paragraph 4.3.3 of this Annex. The calculations shall be performed for both, the hotstart and coldstart WHTC separately as follows:

SFCmeas, hot = (Σ FCmeas, hot) / (Wact, hot)

SFCmeas, cold = (Σ FCmeas, cold) / (Wact, cold)

where:

SFCmeas, j=Specific fuel consumption [g/kWh]

Σ FCmeas, j=Total fuel consumption over the WHTC [g]

determined in accordance with paragraph 5.2 of this

Annex

Wact, j=Total engine work over the WHTC [kWh]

determined in accordance with paragraph 5.1 of this

Annex

5.3.3Specific fuel consumption figures over WHSC

The specific fuel consumption over the WHSC shall be calculated from the actual measured values for the WHSC recorded in accordance with paragraph 4.3.4 of this Annex as follows:

SFCWHSC = (Σ FCWHSC) / (WWHSC)

where:

SFCWHSC=Specific fuel consumption over WHSC [g/kWh]

Σ FCWHSC=Total fuel consumption over the WHSC [g]

determined in accordance with paragraph 5.2 of this

Annex

WWHSC=Total engine work over the WHSC [kWh]

determined in accordance with paragraph 5.1 of this

Annex

5.3.3.1Corrected specific fuel consumption figures over WHSC

The calculated specific fuel consumption over the WHSC, SFCWHSC, determined in accordance with paragraph 5.3.3 shall be adjusted to a corrected value, SFCWHSC,corr, in order to account for the difference between the NCV of the fuel used during testing and the standard NCV for the respective engine fuel technology in accordance with the following equation:

where:

SFCWHSC,corr=Corrected specific fuel consumption over WHSC

[g/kWh]

SFCWHSC=Specific fuel consumption over WHSC [g/kWh]

NCVmeas=NCV of the fuel used during testing determined in

accordance with paragraph 3.2 of this Annex

[MJ/kg]

NCVstd = Standard NCV in accordance with

Table 4 of this Annex [MJ/kg]

Table 4: Standard net calorific values of fuel types

5.3.3.2Special provisions for reference fuels

In case reference fuel of the type Diesel (B7) in accordance with paragraph 3.2 of this Annex was used during testing, the standardization correction in accordance with paragraph 5.3.3.1 of this Annex shall not be performed and the corrected value, SFCWHSC,corr, shall be set to the uncorrected value SFCWHSC.

5.4Correction factor for engines equipped with exhaust after-treatment systems that are regenerated on a periodic basis

For engines equipped with exhaust after-treatment systems that are regenerated on a periodic basis defined in accordance with paragraph 6.6 of Annex 4 to regulation UN/ECE R.49.06, fuel consumption shall be adjusted to account for regeneration events by a correction factor.

This correction factor, CFRegPer, shall be determined in accordance with paragraph 6.6.2 of Annex 4 to regulation UN/ECE R.49.06.

For engines equipped with exhaust after-treatment systems with continuous regeneration, defined in accordance with paragraph 6.6 of Annex 4 to regulation UN/ECE R.49.06, no correction factor shall be determined and the value of the factor CFRegPer shall be set to 1.

The engine full-load curve recorded in accordance with paragraph 4.3.1 of this Annex shall be used for the denormalization of the WHTC reference cycle and all calculations of reference values performed in accordance with paragraphs 7.4.6, 7.4.7 and 7.4.8 of Annex 4 to regulation UN/ECE R.49.06.

In addition to the provisions defined in Annex 4 to regulation UN/ECE R.49.06 the actual fuel mass flow consumed by the engine in accordance with paragraph 3.4 of this Annex shall be recorded for each WHTC hot start test performed in accordance with paragraph 6.6.2 of Annex 4 to regulation UN/ECE R.49.06.

The specific fuel consumption for each WHTC hot start test performed shall be calculated by the following equation:

SFCmeas, m = (Σ FCmeas, m) / (Wact, m)

where:

SFCmeas, m=Specific fuel consumption [g/kWh]

Σ FCmeas,m=Total fuel consumption over the WHTC [g]

determined in accordance with paragraph 5.2 of this

Annex

Wact, m=Total engine work over the WHTC [kWh]

determined in accordance with paragraph 5.1 of this

Annex

The specific fuel consumption values for the individual WHTC tests shall be weighted by the following equation:

where:

n=the number of WHTC hot start tests without regeneration

nr=the number of WHTC hot start tests with regeneration

(minimum number is one test)

SFCavg=the average specific fuel consumption from all WHTC hot

start tests without regeneration [g/kWh]

SFCavg,r=the average specific fuel consumption from all WHTC hot

start tests with regeneration [g/kWh]

The correction factor, CFRegPer, shall be calculated by the following equation:

6.Application of engine pre-processing tool

The engine pre-processing tool shall be executed for each engine within one engine CO2-family using the input data defined in paragraph 6.1 of this Annex.

The output data of the engine pre-processing tool shall be the final result of the engine test procedure and shall be documented in the engine information document in accordance with Appendix 2 to this Annex.

6.1Input data for the engine pre-processing tool

The following input data shall be generated by the test procedures specified in this Annex and shall be the input to the engine pre-processing tool which can be downloaded from the dedicated electronic distribution platform.

6.1.1Full-load curve of the CO2-parent engine

The input data shall be the engine full-load curve of the CO2-parent engine of the engine CO2-family defined in accordance with Appendix 3 to this Annex and recorded in accordance with paragraph 4.3.1 of this Annex.

The input data shall be provided in the file format of “comma separated values” with the separator character being the Unicode Character 'FULL STOP' (U+002E) (“.”). The first line of the file shall be used as a header and not contain any recorded data. The recorded data shall start from the second line of the file.

The first column of the file shall be the engine speed in rpm rounded to 2 places to the right of the decimal point in accordance with ASTM E 29-06. The second column shall be the torque in Nm rounded to 2 places to the right of the decimal point in accordance with ASTM E 29-06.

6.1.2    Full-load curve

The input data shall be the engine full-load curve of the engine recorded in accordance with paragraph 4.3.1 of this Annex.

The input data shall be provided in the file format of “comma separated values” with the separator character being the Unicode Character 'FULL STOP' (U+002E) (“.”). The first line of the file shall be used as a header and not contain any recorded data. The recorded data shall start from the second line of the file.

The first column of the file shall be the engine speed in rpm rounded to 2 places to the right of the decimal point in accordance with ASTM E 29-06. The second column shall be the torque in Nm rounded to 2 places to the right of the decimal point in accordance with ASTM E 29-06.

6.1.3Motoring curve of the CO2-parent engine

The input data shall be the engine motoring curve of the CO2-parent engine of the engine CO2-family defined in accordance with Appendix 3 to this Annex and recorded in accordance with paragraph 4.3.2 of this Annex.

The input data shall be provided in the file format of “comma separated values” with the separator character being the Unicode Character 'FULL STOP' (U+002E) (“.”). The first line of the file shall be used as a header and not contain any recorded data. The recorded data shall start from the second line of the file.

The first column of the file shall be the engine speed in rpm rounded to 2 places to the right of the decimal point in accordance with ASTM E 29-06. The second column shall be the torque in Nm rpm rounded to 2 places to the right of the decimal point in accordance with ASTM E 29-06.

6.1.4Fuel consumption map of the CO2-parent engine

The input data shall be the values of engine speed, engine torque and fuel massflow determined for the CO2-parent engine of the engine CO2-family defined in accordance with Appendix 3 to this Annex and recorded in accordance with paragraph 4.3.5 of this Annex.

The input data shall only consist of the average measurement values of engine speed, engine torque and fuel massflow over the 30±1 seconds measurement period determined in accordance with point (i) of paragraph 4.3.5.5 of this Annex.

The input data shall be provided in the file format of “comma separated values” with the separator character being the Unicode Character 'FULL STOP' (U+002E) (“.”). The first line of the file shall be used as a header and not contain any recorded data. The recorded data shall start from the second line of the file.

The first column of the file shall be the engine speed in rpm rounded to 2 places to the right of the decimal point in accordance with ASTM E 29-06. The second column shall be the torque in Nm rounded to 2 places to the right of the decimal point in accordance with ASTM E 29-06. The third column shall be the fuel massflow in g/h rounded to 2 places to the right of the decimal point in accordance with ASTM E 29-06.

6.1.5Specific fuel consumption figures for WHTC correction factor

The input data shall be the three values for specific fuel consumption over the different sub-cycles of the WHTC – urban, rural and motorway – in g/kWh determined in accordance with paragraph 5.3.1 of this Annex.

The values shall be rounded to 4 places to the right of the decimal point in accordance with ASTM E 29-06.

6.1.6Specific fuel consumption figures for cold-hot emission balancing factor

The input data shall be the two values for specific fuel consumption over the hotstart and coldstart WHTC in g/kWh determined in accordance with paragraph 5.3.2 of this Annex.

The values shall be rounded to 4 places to the right of the decimal point in accordance with ASTM E 29-06.

6.1.7Correction factor for engines equipped with exhaust after-treatment systems that are regenerated on a periodic basis

The input data shall be the correction factor CFRegPer determined in accordance with paragraph 5.4 of this Annex.

For engines equipped with exhaust after-treatment systems with continuous regeneration, defined in accordance with paragraph 6.6 of Annex 4 to regulation UN/ECE R.49.06, this factor shall be set to 1 in accordance with paragraph5.4 of this Annex.

The value shall be rounded to 4 places to the right of the decimal point in accordance with ASTM E 29-06.

6.1.8NCV of test fuel

The input data shall be the NCV of the test fuel in MJ/kg determined in accordance with paragraph 3.2 of this Annex.

The value shall be rounded to 4 places to the right of the decimal point in accordance with ASTM E 29-06.

6.1.9Type of test fuel

The input data shall be the type of the test fuel selected in accordance with paragraph 3.2 of this Annex.

6.1.10Engine idle speed of the CO2-parent engine

The input data shall be the engine idle speed, nidle, in rpm of the CO2-parent engine of the engine CO2-family defined in accordance with Appendix 3 to this Annex as declared by the manufacturer at the application for certification in the information document in accordance with Appendix 2 to this Annex.

The value shall be rounded to the nearest whole number in accordance with ASTM E 29-06.

6.1.11Engine idle speed

The input data shall be the engine idle speed, nidle, in rpm of the engine as declared by the manufacturer at the application for certification in the information document in accordance with Appendix 2 to this Annex.

The value shall be rounded to the nearest whole number in accordance with ASTM E 29-06.

6.1.12Specific fuel consumption over WHSC

The input data shall be the corrected specific fuel consumption over the WHSC, SFCWHSC,corr, in g/kWh determined in accordance with paragraph 5.3.3 of this Annex.

The value shall be rounded to 4 places to the right of the decimal point in accordance with ASTM E 29-06.

6.1.13Engine displacement

The input data shall be the displacement in ccm of the engine as declared by the manufacturer at the application for certification in the information document in accordance with Appendix 2 to this Annex.

The value shall be rounded to the nearest whole number in accordance with ASTM E 29-06.

Appendix 1

MODEL OF A CERTIFICATE OF A COMPONENT, SEPARATE TECHNICAL UNIT, SYSTEM

Maximum format: A4 (210 x 297 mm)

CERTIFICATE

Communication concerning:

–granting (1)

–extension(1)

–refusal(1)

–withdrawal(1)

of a certificate with regard to Regulation (EC) No 595/2009 as implemented by Regulation No … [this Regulation].

Regulation (EC) No XXXXX and Regulation No … [this Regulation] as last amended by ……………..

certification number:

Hash:

Reason for extension:

SECTION I (to be drafted for each component)

0.1.Make (trade name of manufacturer):

0.2.Type:

0.3.Means of identification of type

0.3.1.Location of the marking:

0.4.Name and address of manufacturer:

0.5.In the case of components and separate technical units, location and method of affixing of the certification mark:

0.6.Name(s) and address(es) of assembly plant(s):

0.7.Name and address of the manufacturer's representative (if any)

SECTION II (to be drafted for each component)

1.Additional information (where applicable): see Addendum

2.Technical service responsible for carrying out the tests:

3.Date of test report:

4.Number of test report:

5.Remarks (if any): see Addendum

6.Place:

7.Date:

8.Signature:

Attachments:

Information package. Test report.

Appendix 2

Notes regarding filling in the tables

Letters A, B, C, D, E corresponding to engine CO2-family members shall be replaced by the actual engine CO2-family members’ names.

In case when for a certain engine characteristic same value/description applies for all engine CO2-family members the cells corresponding to A-E shall be merged.

In case the engine CO2-family consists of more than 5 members, new columns may be added.

The “Appendix to information document” shall be copied and filled in for each engine within an CO2-family separately.

Explanatory footnotes can be found at the very end of this Appendix.

Part 1

Essential characteristics of the (parent) engine and the engine types within an engine family