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Document 02017R1151-20200125
Commission Regulation (EU) 2017/1151 of 1 June 2017 supplementing Regulation (EC) No 715/2007 of the European Parliament and of the Council on type-approval of motor vehicles with respect to emissions from light passenger and commercial vehicles (Euro 5 and Euro 6) and on access to vehicle repair and maintenance information, amending Directive 2007/46/EC of the European Parliament and of the Council, Commission Regulation (EC) No 692/2008 and Commission Regulation (EU) No 1230/2012 and repealing Commission Regulation (EC) No 692/2008 (Text with EEA relevance)
Consolidated text: Commission Regulation (EU) 2017/1151 of 1 June 2017 supplementing Regulation (EC) No 715/2007 of the European Parliament and of the Council on type-approval of motor vehicles with respect to emissions from light passenger and commercial vehicles (Euro 5 and Euro 6) and on access to vehicle repair and maintenance information, amending Directive 2007/46/EC of the European Parliament and of the Council, Commission Regulation (EC) No 692/2008 and Commission Regulation (EU) No 1230/2012 and repealing Commission Regulation (EC) No 692/2008 (Text with EEA relevance)
Commission Regulation (EU) 2017/1151 of 1 June 2017 supplementing Regulation (EC) No 715/2007 of the European Parliament and of the Council on type-approval of motor vehicles with respect to emissions from light passenger and commercial vehicles (Euro 5 and Euro 6) and on access to vehicle repair and maintenance information, amending Directive 2007/46/EC of the European Parliament and of the Council, Commission Regulation (EC) No 692/2008 and Commission Regulation (EU) No 1230/2012 and repealing Commission Regulation (EC) No 692/2008 (Text with EEA relevance)
02017R1151 — EN — 25.01.2020 — 003.001
This text is meant purely as a documentation tool and has no legal effect. The Union's institutions do not assume any liability for its contents. The authentic versions of the relevant acts, including their preambles, are those published in the Official Journal of the European Union and available in EUR-Lex. Those official texts are directly accessible through the links embedded in this document
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COMMISSION REGULATION (EU) 2017/1151 of 1 June 2017 supplementing Regulation (EC) No 715/2007 of the European Parliament and of the Council on type-approval of motor vehicles with respect to emissions from light passenger and commercial vehicles (Euro 5 and Euro 6) and on access to vehicle repair and maintenance information, amending Directive 2007/46/EC of the European Parliament and of the Council, Commission Regulation (EC) No 692/2008 and Commission Regulation (EU) No 1230/2012 and repealing Commission Regulation (EC) No 692/2008 (OJ L 175 7.7.2017, p. 1) |
Amended by:
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Official Journal |
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No |
page |
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L 175 |
708 |
7.7.2017 |
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L 192 |
1 |
24.7.2017 |
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L 301 |
1 |
27.11.2018 |
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L 17 |
1 |
22.1.2020 |
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Corrected by:
COMMISSION REGULATION (EU) 2017/1151
of 1 June 2017
supplementing Regulation (EC) No 715/2007 of the European Parliament and of the Council on type-approval of motor vehicles with respect to emissions from light passenger and commercial vehicles (Euro 5 and Euro 6) and on access to vehicle repair and maintenance information, amending Directive 2007/46/EC of the European Parliament and of the Council, Commission Regulation (EC) No 692/2008 and Commission Regulation (EU) No 1230/2012 and repealing Commission Regulation (EC) No 692/2008
(Text with EEA relevance)
Article 1
Subject matter
This Regulation lays down measures for the implementation of Regulation (EC) No 715/2007.
Article 2
Definitions
For the purposes of this Regulation, the following definitions shall apply:
‘vehicle type with regard to emissions and vehicle repair and maintenance information’ means a group of vehicles which:
do not differ with respect to the criteria constituting an "interpolation family" as defined in point 5.6 of Annex XXI;
fall in a single "CO2 interpolation range" within the meaning of point 2.3.2 of Sub-Annex 6 to Annex XXI;
do not differ with respect to any characteristics that have a non-negligible influence on tailpipe emissions, such as, but not limited to, the following:
‘EC type-approval of a vehicle with regard to emissions and vehicle repair and maintenance information’ means an EC type-approval of the vehicles contained in a ‘vehicle type with regard to emissions and vehicle repair and maintenance information’ with regard to their tailpipe emissions, crankcase emissions, evaporative emissions, fuel consumption and access to vehicle OBD and vehicle repair and maintenance information;
‘odometer’ means an instrument indicating to the driver the total distance driven by the vehicle since its production;
‘starting aid’ means glow plugs, modifications to the injection timing and other devices which assist the engine to start without enrichment of the air/fuel mixture of the engine;
‘engine capacity’ means either of the following:
for reciprocating piston engines, the nominal engine swept volume;
for rotary piston (Wankel) engines, double the nominal engine swept volume;
‘periodically regenerating system’ means an exhaust emissions control device (e.g. catalytic converter, particulate trap) that requires a periodic regeneration process;
‘original replacement pollution control device’ means a pollution control device or an assembly of pollution control devices whose types are indicated in Appendix 4 to Annex I to this Regulation but are offered on the market as separate technical units by the holder of the vehicle type-approval;
‘type of pollution control device’ means catalytic converters and particulate filters which do not differ in any of the following essential aspects:
number of substrates, structure and material;
type of activity of each substrate;
volume, ratio of frontal area and substrate length;
catalyst material content;
catalyst material ratio;
cell density;
dimensions and shape;
thermal protection;
‘mono fuel vehicle’ means a vehicle that is designed to run primarily on one type of fuel;
‘mono fuel gas vehicle’ means a mono fuel vehicle that primarily runs on LPG, NG/biomethane, or hydrogen but may also have a petrol system for emergency purposes or starting only, where the petrol tank does not contain more than 15 litres of petrol;
‘bi-fuel vehicle’ means a vehicle with two separate fuel storage systems that is designed to run primarily on only one fuel at a time;
‘bi-fuel gas vehicle’ means a bi-fuel vehicle where the two fuels are petrol (petrol mode) and either LPG, NG/biomethane, or hydrogen;
‘flex fuel vehicle’ means a vehicle with one fuel storage system that can run on different mixtures of two or more fuels;
‘flex fuel ethanol vehicle’ means a flex fuel vehicle that can run on petrol or a mixture of petrol and ethanol up to an 85 per cent ethanol blend (E85);
‘flex fuel biodiesel vehicle’ means a flex fuel vehicle that can run on mineral diesel or a mixture of mineral diesel and biodiesel;
‘hybrid electric vehicle’ (HEV) means a hybrid vehicle where one of the propulsion energy converters is an electric machine;
‘properly maintained and used’ means, for the purpose of a test vehicle, that such a vehicle satisfies the criteria for acceptance of a selected vehicle laid down in section 2 of Appendix 3 to UN/ECE Regulation No 83 ( 1 );
‘emission control system’ means, in the context of the OBD system, the electronic engine management controller and any emission-related component in the exhaust or evaporative system which supplies an input to or receives an output from this controller;
‘malfunction indicator’ (MI) means a visible or audible indicator that clearly informs the driver of the vehicle in the event of a malfunction of any emission-related component connected to the OBD system, or of the OBD system itself;
‘malfunction’ means the failure of an emission-related component or system that would result in emissions exceeding the limits in section 2.3 of Annex XI or if the OBD system is unable to fulfil the basic monitoring requirements set out in Annex XI;
‘secondary air’ means the air introduced into the exhaust system by means of a pump or aspirator valve or other means that is intended to aid in the oxidation of HC and CO contained in the exhaust gas stream;
‘driving cycle’, means, in respect of vehicle OBD systems, the engine start-up, driving mode where a malfunction would be detected if present, and engine shut-off;
‘access to information’ means the availability of all vehicle OBD and vehicle repair and maintenance information, required for the inspection, diagnosis, servicing or repair of the vehicle.
‘deficiency’ means, in the context of the OBD system, that up to two separate components or systems which are monitored contain temporary or permanent operating characteristics that impair the otherwise efficient OBD monitoring of those components or systems or do not meet all of the other detailed requirements for OBD;
‘deteriorated replacement pollution control device’ means a pollution control device as defined in Article 3(11) of Regulation (EC) No 715/2007 that has been aged or artificially deteriorated to such an extent that it fulfils the requirements laid out in section 1 to Appendix 1 to Annex XI of UN/ECE Regulation No 83;
‘vehicle OBD information’ means information relating to an on-board diagnostic system for any electronic system on the vehicle
‘reagent’ means any product other than fuel that is stored on-board the vehicle and is provided to the exhaust after-treatment system upon request of the emission control system;
‘mass in running order’ means the mass of the vehicle, with its fuel tank(s) filled to at least 90 per cent of its or their capacity/capacities, including the mass of the driver, fuel and liquids, fitted with the standard equipment in accordance with the manufacturer's specifications and, when they are fitted, the mass of the bodywork, the cabin, the coupling and the spare wheel(s) as well as the tools;
‘engine misfire’ means lack of combustion in the cylinder of a positive ignition engine due to absence of spark, poor fuel metering, poor compression or any other cause;
‘cold start system or device’ means a system which temporarily enriches the air/fuel mixture of the engine thus assisting the engine to start;
‘power take-off operation or unit’ means an engine-driven output provision for the purposes of powering auxiliary, vehicle mounted, equipment;
‘small volume manufacturer’ means a manufacturer whose worldwide annual production is less than 10 000 units for the year prior to the one for which the type approval is granted and:
is not part of a group of connected manufacturers; or
is part of a group of connected manufacturers whose worldwide annual production is less than 10 000 units for the year prior to the one for which the type approval is granted; or
is part of a group of connected manufacturers but operates its own production facilities and own design centre;
‘own production facility’ means a manufacturing or assembly plant used by the manufacturer for the purpose of manufacturing or assembling new vehicles for that manufacturer, including, where relevant, vehicles which are intended for export;
‘own design centre’ means a facility in which the whole vehicle is designed and developed, and which is under the control and use of the manufacturer;
‘ultra-small-volume manufacturers’ means a small volume manufacturer as defined in point (32) which has registrations of less than 1 000 in the Community for the year prior to the one the type approval is granted;
▼M2 —————
‘pure ICE vehicle’ means a vehicle where all of the propulsion energy converters are internal combustion engines;
‘Pure electric vehicle’ (PEV) means a vehicle equipped with a powertrain containing exclusively electric machines as propulsion energy converters and exclusively rechargeable electric energy storage systems as propulsion energy storage systems;
‘Fuel cell’ means an energy converter transforming chemical energy (input) into electrical energy (output) or vice versa;
‘Fuel cell vehicle’ (FCV) means a vehicle equipped with a powertrain containing exclusively fuel cell(s) and electric machine(s) as propulsion energy converter(s);
‘net power’ means the power obtained on a test bench at the end of the crankshaft or its equivalent at the corresponding engine or motor speed with the auxiliaries, tested in accordance with Annex XX (Measurements of net power and the maximum 30 minutes power of electric drive train), and determined under reference atmospheric conditions;
‘rated engine power’ (Prated) means the maximum net power of the engine or motor in kW measured in accordance with the requirements of Annex XX;
‘maximum 30 minutes power’ means the maximum net power of an electric drive train at DC voltage as set out in paragraph 5.3.2. of UN/ECE Regulation No 85 ( 2 );
‘cold start’ means, in the context of the in use performance ratio of OBD monitors, an engine coolant temperature or equivalent temperature at engine start less than or equal to 35 °C and less than or equal to 7 °C higher than ambient temperature, if available;
‘Real driving emissions (RDE)’ means the emissions of a vehicle under its normal conditions of use;
‘Portable emissions measurement system’ (PEMS) means a portable emissions measurement system meeting the requirements specified in Appendix 1 to Annex IIIA;
‘Base Emission Strategy’, (‘BES’) means an emission strategy that is active throughout the speed and load operating range of the vehicle unless an Auxiliary Emission Strategy is activated;
‘Auxiliary Emission Strategy’, (‘AES’) means an emission strategy that becomes active and replaces or modifies a BES for a specific purpose and in response to a specific set of ambient or operating conditions and only remains operational as long as those conditions exist;
‘Fuel tank system’ means the devices which allow storing the fuel, comprising the fuel tank, the fuel filler, the filler cap and the fuel pump when it is fitted in or on the fuel tank;
‘permeability factor’ (PF) means the factor determined on the basis of hydrocarbon losses over a period of time and used to determine the final evaporative emissions;
‘monolayer non-metal tank’ means a fuel tank constructed with a single layer of non-metal material including fluorinated/sulfonated materials;
‘multilayer tank’ means a fuel tank constructed with at least two different layered materials, one of which is a hydrocarbon barrier material;
‘inertia category’ means a category of test masses of the vehicle corresponding to an equivalent inertia as laid down in Table A4a/3 of Annex 4a to UN/ECE Regulation No 83 when the test mass is set equal to the reference mass.
Article 3
Requirements for type-approval
1. In order to receive an EC type-approval with regard to emissions and vehicle repair and maintenance information, the manufacturer shall demonstrate that the vehicles comply with the requirements of this Regulation when tested in accordance with the test procedures specified in Annexes IIIA to VIII, XI, XIV, XVI, XX, XXI and XXII. The manufacturer shall also ensure that the reference fuels comply with the specifications set out in Annex IX.
2. Vehicles shall be subject to the tests specified in Figure I.2.4 of Annex I.
3. As an alternative to the requirements contained in Annexes II, V to VIII, XI, XVI and XXI, small volume manufacturers may request the granting of EC type-approval to a vehicle type which was approved by an authority of a third country on the basis of the legislative acts listed in section 2.1 of Annex I.
The emissions tests for roadworthiness purposes set out in Annex IV, tests for fuel consumption and CO2 emissions set out in Annex XXI and the requirements for access to vehicle OBD and vehicle repair and maintenance information set out in Annex XIV shall be required to obtain EC type-approval with regard to emissions and vehicle repair and maintenance information under this paragraph.
The approval authority shall inform the Commission of the circumstances of each type approval granted under this paragraph.
4. Specific requirements for inlets to fuel tanks and electronic system security are laid down in Section 2.2 and 2.3 of Annex I.
5. The manufacturer shall take technical measures so as to ensure that the tailpipe and evaporative emissions are effectively limited, in accordance with this Regulation, throughout the normal life of the vehicle and under normal conditions of use.
These measures shall include ensuring that the security of hoses, joints and connections, used within the emission control systems, are constructed so as to conform with the original design intent.
6. The manufacturer shall ensure that the emissions test results comply with the applicable limit value under the specified test conditions of this Regulation.
7. For the Type 1 test set out in Annex XXI, vehicles that are fuelled with LPG or NG/biomethane shall be tested in the Type 1 test for variation in the composition of LPG or NG/biomethane, as set out in Annex 12 to UN/ECE Regulation No 83 for pollutant emissions, with the fuel used for the measurement of the net power in accordance with Annex XX to this Regulation.
Vehicles that can be fuelled both with petrol or LPG or NG/biomethane shall be tested on both the fuels, tests on LPG or NG/biomethane being performed for variation in the composition of LPG or NG/biomethane, as set out in Annex 12 to UN/ECE Regulation No 83, and with the fuel used for the measurement of the net power in accordance with Annex XX to this Regulation.
8. For the Type 2 test set out in Appendix 1 to Annex IV, at normal engine idling speed, the maximum permissible carbon monoxide content in the exhaust gases shall be that stated by the vehicle manufacturer. However, the maximum carbon monoxide content shall not exceed 0,3 % vol.
At high engine idling speed, the carbon monoxide content by volume of the exhaust gases shall not exceed 0,2 %, with the engine speed being at least 2 000 min –1 and Lambda being 1 ± 0,03 or in accordance with the specifications of the manufacturer.
9. The manufacturer shall ensure that for the Type 3 test set out in Annex V, the engine's ventilation system does not permit the emission of any crankcase gases into the atmosphere.
10. The Type 6 test measuring emissions at low temperatures set out in Annex VIII shall not apply to diesel vehicles.
However, when applying for type-approval, manufacturers shall present to the approval authority with information showing that the NOx after-treatment device reaches a sufficiently high temperature for efficient operation within 400 seconds after a cold start at – 7 °C as described in the Type 6 test.
In addition, the manufacturer shall provide the approval authority with information on the operating strategy of the exhaust gas recirculation system (EGR), including its functioning at low temperatures.
This information shall also include a description of any effects on emissions.
The approval authority shall not grant type-approval if the information provided is insufficient to demonstrate that the after-treatment device actually reaches a sufficiently high temperature for efficient operation within the designated period of time.
At the request of the Commission, the approval authority shall provide information on the performance of NOx after-treatment devices and EGR system at low temperatures.
11. The manufacturer shall ensure that, throughout the normal life of a vehicle which is type approved in accordance with Regulation (EC) No 715/2007, its emissions as determined in accordance with the requirements set out in Annex IIIA and emitted at an RDE test performed in accordance with that Annex, shall not exceed the values set out therein.
Type approval in accordance with Regulation (EC) No 715/2007 may only be issued if the vehicle is part of a validated PEMS test family according to Appendix 7 of Annex IIIA.
The requirements of Annex IIIA shall not apply to emission type-approvals according to Regulation (EC) No 715/2007 granted to ultra-small-volume manufacturers.
Article 4
Requirements for type-approval regarding the OBD system
1. The manufacturer shall ensure that all vehicles are equipped with an OBD system.
2. The OBD system shall be designed, constructed and installed on a vehicle so as to enable it to identify types of deterioration or malfunction over the entire life of the vehicle.
3. The OBD system shall comply with the requirements of this Regulation during normal conditions of use.
4. When tested with a defective component in accordance with Appendix 1 of Annex XI, the OBD system malfunction indicator shall be activated.
The OBD system malfunction indicator may also activate during this test at levels of emissions below the OBD thresholds limits specified in section 2.3 of Annex XI.
5. The manufacturer shall ensure that the OBD system complies with the requirements for in-use performance set out in section 3 of Appendix 1 to Annex XI of this Regulation under all reasonably foreseeable driving conditions.
6. In-use performance related data to be stored and reported by a vehicle's OBD system according to the provisions of Section 7.6 of Appendix 1 to Annex XI of UN/ECE Regulation No 83 shall be made readily available by the manufacturer to national authorities and independent operators without any encryption.
Article 4a
Requirements for type-approval regarding devices for monitoring the consumption of fuel and/or electric energy
The manufacturer shall ensure that the following vehicles of categories M1 and N1 are equipped with a device for determining, storing and making available data on the quantity of fuel and/or electric energy used for the operation of the vehicle:
pure ICE and Not-Off-Vehicle Charging Hybrid Electric vehicles (NOVC-HEVs) powered exclusively by mineral diesel, biodiesel, petrol, ethanol or any combination of these fuels;
Off-Vehicle Charging Hybrid Electric Vehicles (OVC-HEVs) powered by electricity and any of the fuels mentioned in point 1.
The device for monitoring the consumption of fuel and/or electric energy shall comply with the requirements laid down in Annex XXII.
Article 5
Application for EC type-approval of a vehicle with regard to emissions and access to vehicle repair and maintenance information
1. The manufacturer shall submit to the approval authority an application for EC type-approval of a vehicle with regard to emissions and access to vehicle repair and maintenance information.
2. The application referred to in paragraph 1 shall be drawn up in accordance with the model of the information document set out in Appendix 3 to Annex I.
3. In addition, the manufacturer shall submit the following information:
in the case of vehicles equipped with positive-ignition engines, a declaration by the manufacturer of the minimum percentage of misfires out of a total number of firing events that either would result in emissions exceeding the limits given in section 2.3 of Annex XI if that percentage of misfire had been present from the start of a type 1 test as chosen for the demonstration according to Annex XI to this Regulation or could lead to an exhaust catalyst, or catalysts, overheating prior to causing irreversible damage;
detailed written information fully describing the functional operation characteristics of the OBD system, including a listing of all relevant parts of the emission control system of the vehicle that are monitored by the OBD system;
a description of the malfunction indicator used by the OBD system to signal the presence of a fault to a driver of the vehicle;
a declaration by the manufacturer that the OBD system complies with the provisions of section 3 of Appendix 1 to Annex XI relating to in-use performance under all reasonably foreseeable driving conditions;
a plan describing the detailed technical criteria and justification for incrementing the numerator and denominator of each monitor that must fulfil the requirements of paragraphs 7.2 and 7.3. of Appendix 1 to Annex XI of UN/ECE Regulation No 83, as well as for disabling numerators, denominators and the general denominator under the conditions outlined in paragraph 7.7 of Appendix 1 to Annex XI of UN/ECE Regulation No 83;
a description of the provisions taken to prevent tampering with and modification of the emission control computer, odometer including the recording of mileage values for the purposes of the requirements of Annexes XI and XVI;
if applicable, the particulars of the vehicle family as referred to in Appendix 2 to Annex 11 to UN/ECE Regulation No 83;
where appropriate, copies of other type-approvals with the relevant data to enable extension of approvals and establishment of deterioration factors.
4. For the purposes of point (d) of paragraph 3, the manufacturer shall use the model of manufacturer's certificate of compliance with the OBD in-use performance requirements set out in Appendix 7 of Annex I
5. For the purposes of point (e) of paragraph 3, the approval authority that grants the approval shall make the information referred to in that point available to the approval authorities or the Commission upon request.
6. For the purposes of points (d) and (e) of paragraph 3, approval authorities shall not approve a vehicle if the information submitted by the manufacturer is inappropriate for fulfilling the requirements of section 3 of Appendix 1 to Annex XI.
Paragraphs 7.2, 7.3 and 7.7 of Appendix 1 to Annex XI of UN/ECE Regulation No 83 shall apply under all reasonably foreseeable driving conditions.
For the assessment of the implementation of the requirements set out in these paragraphs, the approval authorities shall take into account the state of technology.
7. For the purposes of point (f) of paragraph 3, the provisions taken to prevent tampering with and modification of the emission control computer shall include the facility for updating using a manufacturer-approved programme or calibration.
8. For the tests specified in Figure I.2.4 of Annex I the manufacturer shall submit to the technical service responsible for the type-approval tests a vehicle representative of the type to be approved.
9. The application for type-approval of mono fuel, bi-fuel and flex-fuel vehicles shall comply with the additional requirements laid down in Sections 1.1 and 1.2 of Annex I.
10. Changes to the make of a system, component or separate technical unit that occur after a type-approval shall not automatically invalidate a type approval, unless its original characteristics or technical parameters are changed in such a way that the functionality of the engine or pollution control system is affected.
11. In order for the approval authorities to be able to assess the proper use of AES, taking into account the prohibition of defeat devices contained in Article 5(2) of Regulation (EC) No 715/2007, the manufacturer shall also provide an extended documentation package, as described in Appendix 3a of Annex I to this Regulation.
The extended documentation package shall be identified and dated by the approval authority and kept by that authority for at least 10 years after the approval is granted.
At the request of the manufacturer, the approval authority shall conduct a preliminary assessment of the AES for new vehicle types. In that case, the relevant documentation shall be provided to the type approval authority between 2 and 12 months before the start of the type-approval process.
The approval authority shall make a preliminary assessment on the basis of the extended documentation package, as described in point (b) of Appendix 3a to Annex I, provided by the manufacturer. The approval authority shall make the assessment in accordance with the methodology described in Appendix 3b of Annex I. The approval authority may deviate from that methodology in exceptional and duly justified cases.
The preliminary assessment of the AES for new vehicle types shall remain valid for the purposes of type approval for a period of 18 months. That period may be extended by a further 12 months if the manufacturer provides to the approval authority proof that no new technologies have become accessible in the market that would change the preliminary assessment of the AES.
A list of AES which were deemed non-acceptable by Type Approval Authorities shall be compiled yearly by the Type-Approval Authorities Expert Group (TAAEG) and made available to the public by the Commission.
▼M1 —————
12. The manufacturer shall also provide the type approval authority which granted the emission type-approval under this Regulation (‘granting approval authority’) with a package on Testing Transparency containing the necessary information in order to allow the performance of testing in accordance with point 5.9 of Part B of Annex II.
Article 6
Administrative provisions for EC type-approval of a vehicle with regard to emissions and access to vehicle repair and maintenance information
1. If all the relevant requirements are met, the approval authority shall grant an EC type-approval and issue a type-approval number in accordance with the numbering system set out in Annex VII to Directive 2007/46/EC.
Without prejudice to the provisions of Annex VII to Directive 2007/46/EC, Section 3 of the type-approval number shall be drawn up in accordance with Appendix 6 to Annex I to this Regulation.
An approval authority shall not assign the same number to another vehicle type.
2. By way of derogation from paragraph 1, at the request of the manufacturer, a vehicle with an OBD system may be accepted for type-approval with regard to emissions and vehicle repair and maintenance information, even though the system contains one or more deficiencies such that the specific requirements of Annex XI are not fully met, provided that the specific administrative provisions set out in Section 3 of that Annex are complied with.
The approval authority shall notify the decision to grant such a type approval to all approval authorities in the other Member States in accordance with the requirements set out in Article 8 of Directive 2007/46/EC.
3. When granting an EC type approval under paragraph 1, the approval authority shall issue an EC type-approval certificate using the model set out in Appendix 4 to Annex I.
Article 7
Amendments to type-approvals
Articles 13, 14 and 16 of Directive 2007/46/EC shall apply to any amendments to the type-approvals granted in accordance to Regulation (EC) No 715/2007.
At the manufacturer's request the provisions specified in Section 3 of Annex I shall apply without the need for additional testing only to vehicles of the same type.
Article 8
Conformity of production
1. Measures to ensure the conformity of production shall be taken in accordance with the provisions of Article 12 of Directive 2007/46/EC.
In addition, the provisions laid down in Section 4 of Annex I to this Regulation and the relevant statistical method in Appendices 1 and 2 to that Annex shall apply.
2. Conformity of production shall be checked on the basis of the description in the type-approval certificate set out in Appendix 4 to Annex I to this Regulation.
Article 9
In service conformity
1. Measures to ensure in-service conformity of vehicles type-approved under this Regulation shall be taken in accordance with Annex X to Directive 2007/46/EC and Annex II to this Regulation.
2. The in-service conformity checks shall be appropriate for confirming that tailpipe and evaporative emissions are effectively limited during the normal life of vehicles under normal conditions of use.
3. In-service conformity shall be checked on properly maintained and used vehicles, in accordance with Appendix 1 of Annex II, between 15 000 km or 6 months whichever occurs later and 100 000 km or 5 years whichever occurs sooner. In service conformity for evaporative emissions shall be checked on properly maintained and used vehicles, in accordance with Appendix 1 of Annex II, between 30 000 km or 12 months whichever occurs later and 100 000 km or 5 years whichever occurs sooner.
The requirements for in-service conformity checks are applicable until 5 years after the last Certificate of Conformity or individual approval certificate is issued for vehicles of that in-service conformity family.
4. In-service conformity checks shall not be mandatory if the annual sales of the in-service conformity family are less than 5 000 vehicles in the Union for the previous year. For such families, the manufacturer shall provide the approval authority with a report of any emissions related warranty, repair claim and OBD fault as set out in point 4.1 of Annex II. Such in-service conformity families may still be selected to be tested in accordance with Annex II.
5. The manufacturer and the granting type approval authority shall perform in-service conformity checks in accordance with Annex II.
6. The granting approval authority shall take the decision on whether a family failed the provisions of in-service conformity, following a compliance assessment and approve the plan of remedial measures presented by the manufacturer in accordance with Annex II.
7. If a type approval authority has established that an in-service conformity family fails the in-service conformity check, it shall notify without delay the granting type approval authority, in accordance with Article 30(3) of Directive 2007/46/EC.
Following that notification and subject to the provisions of Article 30(6) of Directive 2007/46/EC, the granting approval authority shall inform the manufacturer that an in-service conformity family fails the in-service conformity checks and that the procedures described in points 6 and 7 of Annex II shall be followed.
If the granting approval authority establishes that no agreement can be reached with a type approval authority that has established that an in-service conformity family fails the in-service conformity check, the procedure pursuant to Article 30(6) of Directive 2007/46/EC shall be initiated.
8. In addition to points 1 to 7, the following shall apply to vehicles type approved according to Part B of Annex II.
Vehicles submitted to multi-stage type-approval, as defined in Article 3(7) of Directive 2007/46/EC, shall be checked for in service conformity in accordance with the rules for multistage approval set out in point 5.10.6 of Part B of Annex II to this Regulation.
Armoured vehicles, hearses and wheelchair accessible vehicles, as defined in points 5.2 and 5.5 of Part A of Annex II to Directive 2007/46/EC respectively, shall not be subject to the provisions of this Article. All other special purpose vehicles as defined in point 5 of Part A of Annex II to Directive 2007/46/EC, shall be checked for in service conformity in accordance with the rules for multistage type-approvals set out in Part B of Annex II to this Regulation.
Article 10
Pollution control devices
1. The manufacturer shall ensure that replacement pollution control devices intended to be fitted to EC type-approved vehicles covered by the scope of Regulation (EC) No 715/2007 are EC type-approved, as separate technical units within the meaning of Article 10(2) of Directive 2007/46/EC, in accordance with Article 12, Article 13 and Annex XIII to this Regulation.
Catalytic converters and particulate filters shall be considered to be pollution control devices for the purposes of this Regulation.
The relevant requirements shall be deemed to be met if all the following conditions are fulfilled:
the requirements of Article 13 are met;
the replacement pollution control devices have been approved according to UN/ECE Regulation No 103 ( 3 ).
In the case referred to in the third subparagraph Article 14 shall also apply.
2. Original equipment replacement pollution control devices, which fall within the type covered by point 2.3 of the Addendum to Appendix 4 to Annex I and are intended for fitment to a vehicle to which the relevant type-approval document refers, do not need to comply with Annex XIII provided they fulfil the requirements of points 2.1 and 2.2 of that Annex.
3. The manufacturer shall ensure that the original pollution control device carries identification markings.
4. The identification markings referred to in paragraph 3 shall comprise the following:
the vehicle or engine manufacturer's name or trade mark;
the make and identifying part number of the original pollution control device as recorded in the information referred to in point 3.2.12.2 of Appendix 3 to Annex I.
Article 11
Application for EC type-approval of a type of replacement pollution control device as a separate technical unit
1. The manufacturer shall submit to the approval authority an application for EC type-approval of a type of replacement pollution control device as a separate technical unit.
The application shall be drawn up in accordance with the model of the information document set out in Appendix 1 to Annex XIII.
2. In addition to the requirements laid down in paragraph 1, the manufacturer shall submit to the technical service responsible for the type-approval test all of the following:
a vehicle or vehicles of a type approved in accordance with this Regulation equipped with a new original equipment pollution control device;
one sample of the type of the replacement pollution control device;
an additional sample of the type of the replacement pollution control device, in the case of a replacement pollution control device intended to be fitted to a vehicle equipped with an OBD system.
3. For the purposes of point (a) of paragraph 2, the test vehicles shall be selected by the applicant with the agreement of the technical service.
The test vehicles shall comply with the requirements set out in Section 3.2 of Annex 4a to UN/ECE Regulation No 83.
The test vehicles shall respect all of the following requirements:
they shall have no emission control system defects;
any excessively worn out or malfunctioning emission-related original part shall be repaired or replaced;
they shall be tuned properly and set to manufacturer's specification prior to emission testing.
4. For the purposes of points (b) and (c) of paragraph 2, the sample shall be clearly and indelibly marked with the applicant's trade name or mark and its commercial designation.
5. For the purposes of point (c) of paragraph 2, the sample shall have been deteriorated as defined under point (25) of Article 2.
Article 12
Administrative provisions for EC type-approval of replacement pollution control device as separate technical unit
1. If all the relevant requirements are met, the type approval authority shall grant an EC type-approval for replacement pollution control devices as separate technical unit and issue a type-approval number in accordance with the numbering system set out in Annex VII to Directive 2007/46/EC.
The approval authority shall not assign the same number to another replacement pollution control device type.
The same type-approval number may cover the use of that replacement pollution control device type on a number of different vehicle types.
2. For the purposes of paragraph 1, the approval authority shall issue an EC type-approval certificate established in accordance with the model set out in Appendix 2 to Annex XIII.
3. If the applicant for type-approval is able to demonstrate to the approval authority or technical service that the replacement pollution control device is of a type indicated in section 2.3 of the Addendum to Appendix 4 to Annex I, the granting of a type-approval shall not be dependent on verification of compliance with the requirements specified in section 4 of Annex XIII.
Article 13
Access to vehicle OBD and vehicle repair and maintenance information
1. Manufacturers shall put in place the necessary arrangements and procedures, in accordance with Articles 6 and 7 of Regulation (EC) No 715/2007 and Annex XIV of this regulation, to ensure that vehicle OBD and vehicle repair and maintenance information is readily accessible.
2. Approval authorities shall only grant type-approval after receiving from the manufacturer a Certificate on Access to Vehicle OBD and Vehicle Repair and Maintenance Information.
3. The Certificate on Access to Vehicle OBD and Vehicle Repair and Maintenance Information shall serve as the proof of compliance with Article 6(7) of Regulation (EC) No 715/2007.
4. The Certificate on Access to Vehicle OBD and Vehicle Repair and Maintenance Information shall be drawn up in accordance with the model set out in Appendix 1 of Annex XIV.
5. If the vehicle OBD and vehicle repair and maintenance information is not available, or does not conform to Article 6 and 7 of Regulation (EC) No 715/2007 and Annex XIV of this Regulation, when the application for type-approval is made, the manufacturer shall provide that information within six months of the date of type approval.
6. The obligations to provide information within the period specified in paragraph 5 shall apply only if, following type-approval, the vehicle is placed on the market.
When the vehicle is placed on the market more than six months after type-approval, the information shall be provided on the date on which the vehicle is placed on the market.
7. The approval authority may presume that the manufacturer has put in place satisfactory arrangements and procedures with regard to access to vehicle OBD and vehicle repair and maintenance information, on the basis of a completed Certificate on Access to Vehicle OBD and Vehicle Repair and Maintenance Information, providing that no complaint was made, and that the manufacturer provides this information within the period set out in paragraph 5.
8. In addition to the requirements for the access to OBD information that are specified in Section 4 of Annex XI, the manufacturer shall make available to interested parties the following information:
relevant information to enable the development of replacement components which are critical to the correct functioning of the OBD system;
information to enable the development of generic diagnostic tools.
For the purposes of point (a), the development of replacement components shall not be restricted by: the unavailability of pertinent information, the technical requirements relating to malfunction indication strategies if the OBD thresholds are exceeded or if the OBD system is unable to fulfil the basic OBD monitoring requirements of this Regulation; specific modifications to the handling of OBD information to deal independently with vehicle operation on petrol or on gas; and the type-approval of gas-fuelled vehicles that contain a limited number of minor deficiencies.
For the purposes of point (b), where manufacturers use diagnostic and test tools in accordance with ISO 22900 Modular Vehicle Communication Interface (MVCI) and ISO 22901 Open Diagnostic Data Exchange (ODX) in their franchised networks, the ODX files shall be accessible to independent operators via the web site of the manufacturer.
9. The Forum on Access to Vehicle Information (the Forum).
The Forum shall consider whether access to information affects the advances made in reducing vehicle theft and shall make recommendations for improving the requirements relating to access to information. In particular, the Forum shall advise the Commission on the introduction of a process for approving and authorising independent operators by accredited organisations to access information on vehicle security.
The Commission may decide to keep the discussions and findings of the Forum confidential.
Article 14
Compliance with the obligations regarding access to vehicle OBD and vehicle repair and maintenance information
1. An approval authority may, at any time, whether on its own initiative, on the basis of a complaint, or on the basis of an assessment by a technical service, check the compliance of a manufacturer with the provisions of Regulation (EC) No 715/2007, this Regulation, and the terms of the Certificate on Access to Vehicle OBD and Vehicle Repair and Maintenance Information.
2. Where an approval authority finds that the manufacturer has failed to comply with its obligations regarding access to vehicle OBD and vehicle repair and maintenance information, the approval authority which granted the relevant type approval shall take appropriate steps to remedy the situation.
3. The steps referred to in paragraph 2 may include withdrawal or suspension of type-approval, fines, or other measures adopted in accordance with Article 13 of Regulation (EC) No 715/2007.
4. The approval authority shall proceed to an audit in order to verify compliance by the manufacturer with the obligations concerning access to vehicle OBD and vehicle repair and maintenance information, if an independent operator or a trade association representing independent operators files a complaint to the approval authority.
5. When carrying out the audit, the approval authority may ask a technical service or any other independent expert to carry out an assessment to verify whether these obligations are met.
Article 15
Transitional provisions
1. Until 31 August 2017 in the case of categories M1, M2 and category N1 class I vehicles, and until 31 August 2018 in the case of N1 vehicles of class II and III and category N2 vehicles manufacturers may request type-approval to be granted in accordance with this Regulation. Where such request is not made, Regulation (EC) No 692/2008 shall apply.
2. With effect from 1 September 2017 in the case of categories M1, M2 and category N1 class I vehicles, and from 1 September 2018 in the case of N1 vehicles of class II and III and category N2 vehicles, national authorities shall refuse, on grounds relating to emissions or fuel consumption, to grant EC type approval or national type approval, in respect to new vehicle types which do not comply with this Regulation.
With effect from 1 September 2019, national authorities shall refuse, on grounds relating to emissions or fuel consumption, to grant EC type approval or national type approval, in respect to new vehicle types which do not comply with Annex VI. At the request of the manufacturer, until 31 August 2019 the evaporative emissions test procedure set out in Annex 7 to UNECE Regulation 83 or the evaporative emissions test procedure set out in in Annex VI of Regulation (EC) No 692/2008 may still be used for the purposes of type-approval under this Regulation.
3. With effect from 1 September 2018 in the case of categories M1, M2 and category N1 class I vehicles, and from 1 September 2019 in the case of N1 vehicles of class II and III and category N2 vehicles, national authorities shall, on grounds relating to emissions or fuel consumption, in the case of new vehicles which do not comply with this Regulation, consider certificates of conformity to be no longer valid for the purposes of Article 26 of Directive 2007/46/EC and shall prohibit the registration, sale or entry into service of such vehicles.
For new vehicles registered before 1 September 2019 the evaporative emissions test procedure laid down in Annex 7 to UN/ECE Regulation 83 may, at the request of the manufacturer, be applied instead of the procedure laid down in Annex VI to this Regulation for the purposes of determining the evaporative emissions of the vehicle.
With the exception of vehicles approved for evaporative emissions under the procedure laid down in Annex VI of Regulation (EC) No 692/2008, with effect from 1 September 2019, national authorities shall prohibit the registration, sale or entry into service of new vehicles that do not comply with Annex VI of this Regulation.
4. Until three years after the dates specified in Article 10(4) of Regulation (EC) No 715/2007 in the case of new vehicle types and four years after the dates specified in Article 10(5) of that Regulation in the case of new vehicles, the following provisions shall apply:
the requirements of point 2.1 of Annex IIIA with the exception of the requirements for the number of particles (PN) shall not apply;
the requirements of Annex IIIA other than that in point 2.1, including the requirements with regard to RDE tests to be performed and data to be recorded and made available, shall apply only to new type approvals granted in accordance with Regulation (EC) No 715/2007 from 27 July 2017;
the requirements of Annex IIIA shall not apply to type approvals granted to small volume manufacturers.
▼M3 —————
Where a vehicle was type-approved in accordance with the requirements of Regulation (EC) No 715/2007 and its implementing legislation prior to 1 September 2017 in the case of category M and category N1 class I vehicles, or prior to 1 September 2018 in the case of category N1 class II and III and category N2 vehicles, it shall not be considered as belonging to a new type for the purpose of the first subparagraph. The same shall apply also where new types are created out of the original type exclusively due to the application of the new type definition in Article 2(1) of this Regulation. In these cases, the application of this subparagraph shall be mentioned in Section II. 5 Remarks of the EC-type-approval certificate, set out in Appendix 4 of Annex I to Regulation (EU) 2017/1151, including a reference to the previous type-approval.
5. Until 8 years after the dates given in Article 10(4) of Regulation (EC) No 715/2007:
type 1/I tests performed in accordance with Annex III to Regulation (EC) No 692/2008 until 3 years after the dates specified in Article 10(4) of Regulation (EC) No 715/2007 shall be recognised by the approval authority for the purposes of producing deteriorated or defective components to simulate failures for assessing the requirements of Annex XI to this Regulation;
with respect to vehicles of a WLTP interpolation family which fulfil the extension rules specified in point 3.1.4 of Annex I of Regulation (EC) No 692/2008, procedures performed in accordance with Section 3.13 of Annex III to Regulation (EC) No 692/2008 until 3 years after the dates given in Article 10(4) of Regulation (EC) No 715/2007 shall be accepted by the approval authority for the purposes of fulfilling the requirements of Appendix 1 to Sub-Annex 6 to Annex XXI of this Regulation;
durability demonstrations where the first type 1/I test was performed and completed in accordance with Annex VII to Regulation (EC) No 692/2008 until 3 years after the dates specified in Article 10(4) of Regulation (EC) No 715/2007 shall be recognised by the approval authorities as equivalent for the purposes of fulfilling the requirements of Annex VII to this Regulation.
For the purposes of this point, the possibility to use test results from procedures performed and completed in accordance with Regulation (EC) No 692/2008 shall only be applicable to those vehicles of a WLTP interpolation family which fulfil the extension rules specified in point 3.3.1 of Annex I of Regulation (EC) No 692/2008.
6. In order to ensure a fair treatment of previously existing type-approvals, the Commission shall examine the consequences of Chapter V of Directive 2007/46/EC for the purposes of this Regulation.
7. Until 5 years and 4 months following the dates specified in Article 10(4) and (5) of Regulation (EC) No 715/2007 the requirements of Point 2.1 of Annex IIIA shall not apply to emission type-approvals according to Regulation (EC) No 715/2007 granted to small volume manufacturers as defined in Article 2(32). However in the period between 3 years and 5 years and 4 months following the dates specified in Article 10(4) and between 4 years and 5 years 4 months following the dates specified in Article 10(5) of Regulation (EC) No 715/2007, small volume manufacturers shall monitor and report the RDE values of their vehicles.
8. Part B of Annex II shall apply to categories M1, M2 and category N1 class I based on types approved from 1 January 2019, and for category N1 class II and III and category N2 based on types approved from 1 September 2019. It shall also apply to all vehicles registered from 1 September 2019 for categories M1, M2 and category N1 class I, and to all vehicles registered from 1 September 2020 for category N1 class II and III and category N2. In all other cases Part A of Annex II shall apply.
9. With effect from 1 January 2020 in the case of vehicles as referred to in Article 4a of categories M1 and N1, class I, and from 1 January 2021 in the case of vehicles as referred to in Article 4a of category N1 vehicles, classes II and III, national authorities shall refuse, on grounds relating to emissions or fuel consumption, to grant EC type approval or national type approval in respect of new vehicle types which do not meet the requirements laid down in Article 4a.
With effect from 1 January 2021, in the case vehicles as referred to in Article 4a of categories M1 and N1, class I, and from 1 January 2022 in the case of vehicles as referred to in Article 4a of category N1 vehicles, classes II and III, national authorities shall prohibit the registration, sale or entry into service of new vehicles that do not comply with that Article.
10. With effect from 1 September 2019 national authorities shall prohibit the registration, sale or entry into service of new vehicles that do not comply with the requirements set out in Annex IX of the Directive 2007/46/EC as amended by Commission Regulation (EU) 2018/1832 ( 4 ).
For all vehicles registered between 1 January and 31 August 2019 under new type approvals granted in the same period and where the information listed in Annex IX of the Directive 2007/46/EC as amended by Regulation (EU) 2018/1832 is not yet included in the Certificate of Conformity, the manufacturer shall make this information available free-of-charge within 5 working days of the request by an accredited lab or technical service for the purposes of testing under Annex II.
11. The requirements of Article 4a shall not apply to type approvals granted to small volume manufacturers.
Article 16
Amendments to Directive 2007/46/EC
Directive 2007/46/EC is amended in accordance with Annex XVIII to this Regulation.
Article 17
Amendments to Regulation (EC) No 692/2008
Regulation (EC) No 692/2008 is amended as follows:
In Article 6, paragraph 1, shall be replaced by the following text:
‘1. If all the relevant requirements are met, the approval authority shall grant an EC type-approval and issue a type-approval number in accordance with the numbering system set out in Annex VII to Directive 2007/46/EC.
Without prejudice to the provisions of Annex VII to Directive 2007/46/EC, Section 3 of the type-approval number shall be drawn up in accordance with Appendix 6 to Annex I to this Regulation.
An approval authority shall not assign the same number to another vehicle type.
The requirements of Regulation (EC) No 715/2007 shall be deemed to be met if all the following conditions are fulfilled:
the requirements of Article 3(10) of this Regulation are met;
the requirements of Article 13 of this Regulation are met;
the vehicle has been approved according to UN/ECE Regulations No 83, series of amendments 07; No 85 and its supplements, No 101, Revision 3 (comprising series of amendments 01 and their supplements) and in the case of compression ignition vehicles No 24 Part III, series of amendments 03.
the requirements of Article 5(11) and (12) are met.’
the following Article 16a is added:
‘Article 16a
Transitional provisions
With effect from 1 September 2017 in the case of categories M1, M2 and category N1 class I vehicles, and from 1 September 2018 in the case of N1 vehicles of class II and III and category N2 vehicles, this Regulation shall only apply for the purposes of assessing the following requirements of vehicles type-approved in accordance with this Regulation before those dates:
conformity of production in accordance with Article 8;
in-service conformity in accordance with Article 9;
access to vehicle OBD and vehicle repair and maintenance information in accordance with Article 13;
This Regulation shall also apply for the purposes of the correlation procedure set out in Commission Implementing Regulations (EU) 2017/1152 ( *1 ) and (EU) 2017/1153 ( *2 ).
Annex I is amended in accordance with Annex XVII to this Regulation.
Article 18
Amendments to Commission Regulation (EU) No 1230/2012 ( 5 )
In Regulation (EU) No 1230/2012, Article 2(5) is replaced by the following:
“Mass of the optional equipment” means the maximum mass of the combinations of optional equipment which may be fitted to the vehicle in addition to the standard equipment in accordance with the manufacturer's specifications;’
▼M3 —————
Article 19
Repeal
Regulation (EC) No 692/2008 is repealed as from 1 January 2022.
Article 20
Entry into force and application
This Regulation shall enter into force on the twentieth day following its publication in the Official Journal of the European Union.
This Regulation shall be binding in its entirety and directly applicable in all Member States.
LIST OF ANNEXES
|
ANNEX I |
Administrative provisions for EC type-approval |
|
Appendix 1 |
Verification of conformity of production for Type 1 test — statistical method |
|
Appendix 2 |
Calculations for Conformity of Production for EVs |
|
Appendix 3 |
Model information document |
|
Appendix 3a |
Extended Documentation Package |
|
Appendix 3b |
Methodology for the assessment of AES |
|
Appendix 4 |
Model EC type-approval certificate |
|
Appendix 5 |
OBD related information |
|
Appendix 6 |
EC type-approval certificate numbering system |
|
Appendix 7 |
Manufacturer's certificate of compliance with OBD in-use performance requirements |
|
Appendix 8a |
Test Reports |
|
Appendix 8b |
Road Load Test Report |
|
Appendix 8c |
Template for Test Sheet |
|
Appendix 8d |
Evaporative emission test report |
|
ANNEX II |
In-service conformity |
|
Appendix 1 |
In-service conformity check |
|
Appendix 2 |
Statistical procedure for tailpipe emissions in-service conformity testing |
|
Appendix 3 |
Responsibilities for in-service conformity |
|
ANNEX IIIA |
Verifying Real Driving Emissions (RDE) |
|
Appendix 1 |
Test procedure for vehicle emissions testing with a Portable Emissions Measurement System (PEMS) |
|
Appendix 2 |
Specifications and calibration of PEMS components and signals |
|
Appendix 3 |
Validation of PEMS and non-traceable exhaust mass flow rate |
|
Appendix 4 |
Determination of emissions |
|
Appendix 5 |
Verification of overall trip dynamics using the moving averaging window method |
|
Appendix 6 |
Calculation of the final rde emissions results |
|
Appendix 7 |
Selection of vehicles for PEMS testing at initial type approval |
|
Appendix 7a |
Verification of trip dynamics |
|
Appendix 7b |
Procedure to determine the cumulative positive elevation gain of a PEMS trip |
|
Appendix 8 |
Data exchange and reporting requirements |
|
Appendix 9 |
Manufacturer's certificate of compliance Manufacturer's certificate of compliance with the Real Driving Emissions requirements |
|
ANNEX IV |
Emissions data required at type-approval for roadworthiness purposes |
|
Appendix 1 |
Measuring carbon monoxide emissions at engine idling speeds (Type 2 test) |
|
Appendix 2 |
Measurement of smoke opacity |
|
ANNEX V |
Verifying emissions of crankcase gases (Type 3 test) |
|
ANNEX VI |
Determination of evaporative emissions (Type 4 test) |
|
Appendix 1 |
Type 4 test procedures and test conditions |
|
ANNEX VII |
Verifying the durability of pollution control devices (Type 5 test) |
|
Appendix 1 |
Standard Bench Cycle (SBC) |
|
Appendix 2 |
Standard Diesel Bench Cycle (SDBC) |
|
Appendix 3 |
Standard Road Cycle (SRC) |
|
ANNEX VIII |
Verifying the average exhaust emissions at low ambient temperatures (Type 6 test) |
|
ANNEX IX |
Specifications of reference fuels |
|
ANNEX X |
Reserved |
|
ANNEX XI |
On-board diagnostics (OBD) for motor vehicles |
|
Appendix 1 |
Functional aspects of on-board diagnostic (OBD) systems |
|
Appendix 2 |
Essential characteristics of the vehicle family |
|
ANNEX XII |
Type-approval of vehicles fitted with eco-innovations and Determination of co2 emissions and fuel consumption from vehicles submitted to multi-stage type-approval or individual vehicle approval |
|
ANNEX XIII |
EC Type-approval of replacement pollution control devices as separate technical unit |
|
Appendix 1 |
Model information document |
|
Appendix 2 |
Model EC type-approval certificate |
|
Appendix 3 |
Model EC type-approval mark |
|
ANNEX XIV |
Access to vehicle OBD and vehicle repair and maintenance information |
|
Appendix 1 |
Certificate of compliance |
|
ANNEX XV |
Reserved |
|
ANNEX XVI |
Requirements for vehicles that use a reagent for the exhaust after-treatment system |
|
ANNEX XVII |
Amendments to Regulation (EC) No 692/2008 |
|
ANNEX XVIII |
Amendments to Directive 2007/46/EC |
|
ANNEX XIX |
Amendments to Regulation (EU) No 1230/2012 |
|
ANNEX XX |
Measurement of net engine power |
|
ANNEX XXI |
Type 1 emissions test procedures |
|
ANNEX XXII |
Devices for monitoring on board the vehicle the consumption of fuel and/or electric energy |
ANNEX I
ADMINISTRATIVE PROVISIONS FOR EC TYPE-APPROVAL
1. ADDITIONAL REQUIREMENTS FOR GRANTING OF EC TYPE-APPROVAL
1.1. Additional requirements for mono fuel gas vehicles, and bi-fuel gas vehicles.
1.1.1. The additional requirements for granting of type-approval for mono fuel gas vehicles, and bi-fuel gas vehicles shall be those set out in sections 1, 2 and 3 and Appendices 1 and 2 to Annex 12 to UN/ECE Regulation No 83, with the exceptions set out below.
1.1.2. The reference in paragraphs 3.1.2. and 3.1.4. of Annex 12 to UN/ECE Regulation No 83 to reference fuels of Annex 10a shall be understood as being reference to the appropriate reference fuel specifications in Section A of Annex IX to this Regulation.
1.1.3. For LPG or NG, the fuel to be used shall be the one selected by the manufacturer for the measurement of the net power in accordance with Annex XX to this Regulation. The selected fuel shall be specified in the information document set out in Appendix 3 of Annex I to this Regulation.
1.2. Additional requirements for flex fuel vehicles
The additional requirements for granting of type-approval for flex fuel vehicles shall be those set out in paragraph 4.9. of UN/ECE Regulation No 83.
2. ADDITIONAL TECHNICAL REQUIREMENTS AND TESTS
2.1. Small volume manufacturers
2.1.1. List of legislative acts referred to in Article 3(3):
|
Legislative Act |
Requirements |
|
The California Code of Regulations, Title 13, Sections 1961(a) and 1961(b)(1)(C)(1) applicable to 2001 and later model year vehicles, 1968.1, 1968.2, 1968.5, 1976 and 1975, published by Barclay’s Publishing |
Type-approval must be granted under the California Code of Regulations applicable to the most recent model year of light-duty vehicle. |
2.2. Inlets to fuel tanks
2.2.1. The requirements for inlets to fuel tanks shall be those specified in paragraphs 5.4.1. and 5.4.2. of Annex XXI and point 2.2.2 below.
2.2.2. Provision shall be made to prevent excess evaporative emissions and fuel spillage caused by a missing fuel filler cap. This may be achieved by using one of the following:
an automatically opening and closing, non-removable fuel filler cap,
design features which avoid excess evaporative emissions in the case of a missing fuel filler cap,
any other provision which has the same effect. Examples may include, but are not limited to, a tethered filler cap, a chained filler cap or one utilizing the same locking key for the filler cap as for the vehicle’s ignition. In this case the key shall be removable from the filler cap only in the locked condition.
2.3. Provisions for electronic system security
|
2.3.1. |
Any vehicle with an emission control computer shall include features to deter modification, except as authorised by the manufacturer. The manufacturer shall authorise modifications if those modifications are necessary for the diagnosis, servicing, inspection, retrofitting or repair of the vehicle. Any reprogrammable computer codes or operating parameters shall be resistant to tampering and afford a level of protection at least equivalent to that afforded by the provisions of the standard ISO 15031-7:2013. Any removable calibration memory chips shall be potted, encased in a sealed container or protected by electronic algorithms and shall not be changeable without the use of specialised tools and procedures. Only features directly associated with emissions calibration or prevention of vehicle theft may be so protected. |
|
2.3.2. |
Computer-coded engine operating parameters shall not be changeable without the use of specialised tools and procedures (e.g. soldered or potted computer components or sealed (or soldered) enclosures). |
|
2.3.3. |
At the request of the manufacturer, the approval authority may grant exemptions to the requirements in points 2.3.1. and 2.3.2. for those vehicles that are unlikely to require protection. The criteria that the approval authority shall evaluate in considering an exemption shall include, but are not limited to, the current availability of performance chips, the high-performance capability of the vehicle and the projected sales volume of the vehicle. |
|
2.3.4. |
Manufacturers using programmable computer code systems shall take the necessary measures to deter unauthorised reprogramming. Such measures shall include enhanced tamper protection strategies and write-protect features requiring electronic access to an off-site computer maintained by the manufacturer, to which independent operators shall also have access using the protection afforded in point 2.3.1. and point 2.2. of Annex XIV. Methods giving an adequate level of tamper protection shall be approved by the approval authority. |
|
2.3.5. |
In the case of mechanical fuel-injection pumps fitted to compression-ignition engines, manufacturers shall take adequate steps to protect the maximum fuel delivery setting from tampering while a vehicle is in service. |
|
2.3.6. |
Manufacturers shall effectively deter reprogramming of the odometer readings, in the board network, in any powertrain controller as well as in the transmitting unit for remote data exchange if applicable. Manufacturers shall include systematic tamper-protection strategies and write-protect features to protect the integrity of the odometer reading. Methods giving an adequate level of tamper protection shall be approved by the approval authority. |
2.4. Application of tests
2.4.1. Figure I.2.4 illustrates the application of the tests for type-approval of a vehicle. The specific test procedures are described in Annexes II, IIIA, IV, V, VI, VII, VIII, XI, XVI, XX, XXI and XXII.
Figure I.2.4
Application of test requirements for type-approval and extensions
|
Vehicle category |
Vehicles with positive ignition engines including hybrids (1) (2) |
Vehicles with compression ignition engines including hybrids |
Pure electric vehicles |
Hydrogen fuel cell vehicles |
|||||||
|
|
Mono fuel |
Bi-fuel (3) |
Flex-fuel (3) |
|
|
|
|||||
|
Reference fuel |
Petrol (E10) |
LPG |
NG/Biomethane |
Hydrogen (ICE) |
Petrol (E10) |
Petrol (E10) |
Petrol (E10) |
Petrol (E10) |
Diesel (B7) |
— |
Hydrogen (Fuel Cell) |
|
LPG |
NG/Biomethane |
Hydrogen (ICE) (4) |
Ethanol (E85) |
||||||||
|
Gaseous pollutants (Type 1 test) |
Yes |
Yes |
Yes |
Yes (4) |
Yes (both fuels) |
Yes (both fuels) |
Yes (both fuels) |
Yes (both fuels) |
Yes |
— |
— |
|
PM (Type 1 test) |
Yes |
— |
— |
— |
Yes (petrol only) |
Yes (petrol only) |
Yes (petrol only) |
Yes (both fuels) |
Yes |
— |
— |
|
PN |
Yes |
— |
— |
— |
Yes (petrol only) |
Yes (petrol only) |
Yes (petrol only) |
Yes (both fuels) |
Yes |
— |
— |
|
Gaseous pollutants, RDE (Type 1A test) |
Yes |
Yes |
Yes |
Yes (4) |
Yes (both fuels) |
Yes (both fuels) |
Yes (both fuels) |
Yes (both fuels) |
Yes |
— |
— |
|
PN, RDE (Type 1A test) (5) |
Yes |
— |
— |
— |
Yes (petrol only) |
Yes (petrol only) |
Yes (petrol only) |
Yes (both fuels) |
Yes |
— |
— |
|
ATCT (14 °C test) |
Yes |
Yes |
Yes |
Yes (4) |
Yes (both fuels) |
Yes (both fuels) |
Yes (both fuels) |
Yes (both fuels) |
Yes |
— |
— |
|
Idle emissions (Type 2 test) |
Yes |
Yes |
Yes |
— |
Yes (both fuels) |
Yes (both fuels) |
Yes (petrol only) |
Yes (both fuels) |
— |
— |
— |
|
Crankcase emissions (Type 3 test) |
Yes |
Yes |
Yes |
— |
Yes (petrol only) |
Yes (petrol only) |
Yes (petrol only) |
Yes (petrol only) |
— |
— |
— |
|
Evaporative emissions (Type 4 test) |
Yes |
— |
— |
— |
Yes (petrol only) |
Yes (petrol only) |
Yes (petrol only) |
Yes (petrol only) |
— |
— |
— |
|
Durability (Type 5 test) |
Yes |
Yes |
Yes |
Yes |
Yes (petrol only) |
Yes (petrol only) |
Yes (petrol only) |
Yes (petrol only) |
Yes |
— |
— |
|
Low temperature emissions (Type 6 test) |
Yes |
— |
— |
— |
Yes (petrol only) |
Yes (petrol only) |
Yes (petrol only) |
Yes (both fuels) |
— |
— |
— |
|
In-service conformity |
Yes |
Yes |
Yes |
Yes |
Yes (as at type approval) |
Yes (as at type approval) |
Yes (as at type approval) |
Yes (both fuels) |
Yes |
— |
— |
|
On-board diagnostics |
Yes |
Yes |
Yes |
Yes |
Yes |
Yes |
Yes |
Yes |
Yes |
— |
— |
|
CO2 emissions, fuel consumption, electric energy consumption and electric range |
Yes |
Yes |
Yes |
Yes |
Yes (both fuels) |
Yes (both fuels) |
Yes (both fuels) |
Yes (both fuels) |
Yes |
Yes |
Yes |
|
Smoke opacity |
— |
— |
— |
— |
— |
— |
— |
— |
Yes |
— |
— |
|
Engine power |
Yes |
Yes |
Yes |
Yes |
Yes |
Yes |
Yes |
Yes |
Yes |
Yes |
Yes |
|
(1) Specific test procedures for hydrogen and flex fuel biodiesel vehicles will be defined at a later stage. (2) Particulate mass and particle number limits and respective measurement procedures shall apply only to vehicles with direct injection engines (3) When a bi-fuel vehicle is combined with a flex fuel vehicle, both test requirements are applicable. (4) Only NOx emissions shall be determined when the vehicle is running on hydrogen. (5) The particle number RDE test only applies to vehicles for which Euro 6 PN emission limits are defined in Table 2 of Annex I to Regulation (EC) No 715/2007. |
|||||||||||
3. EXTENSIONS TO TYPE-APPROVALS
3.1. Extensions for tailpipe emissions (type 1 and type 2 tests)
|
3.1.1. |
The type-approval shall be extended to vehicles if they conform to the criteria of Article 2 (1) or if they conform to Article 2 (1) (a) and (c) and fulfil all the following criteria:
(a)
the CO2 emission of the tested vehicle resulting from step 9 of Table A7/1 of Sub-Annex 7 to Annex XXI is less than or equal to the CO2 emission obtained from the interpolation line corresponding to the cycle energy demand of the tested vehicle;
(b)
the new interpolation range does not exceed the maximum range as set out in point 2.3.2.2. of Sub-Annex 6 to Annex XXI;
(c)
the pollutant emissions respect the limits set out in Table 2 of Annex I to Regulation (EC) No 715/2007. 3.1.1.1. The type-approval shall not be extended to create an interpolation family if it has been granted only in relation to Vehicle High. |
|
3.1.2. |
Vehicles with periodically regenerating systems
For Ki tests undertaken under Appendix 1 to Sub-Annex 6 to Annex XXI (WLTP), the type-approval shall be extended to vehicles if they conform to the criteria of paragraph 5.9. of Annex XXI. For Ki tests undertaken under Annex 13 of UN/ECE Regulation No 83 (NEDC) the type-approval shall be extended to vehicles according to the requirements of Section 3.1.4. of Annex I to Regulation (EC) No 692/2008. |
3.2. Extensions for evaporative emissions (type 4 test)
|
3.2.1. |
For tests performed in accordance with Annex 6 to UN/ECE Regulation No 83 [1 day NEDC] or the Annex to Regulation (EC) No 2017/1221 [2 days NEDC] the type-approval shall be extended to vehicles equipped with a control system for evaporative emissions which meet the following conditions:
3.2.1.1.
The basic principle of fuel/air metering (e.g. single point injection) is the same.
3.2.1.2.
The shape of the fuel tank is identical and the material of the fuel tank and liquid fuel hoses are technically equivalent.
3.2.1.3.
The worst-case vehicle with regard to the cross-section and approximate hose length shall be tested. Whether non-identical vapour/liquid separators are acceptable is decided by the technical service responsible for the type-approval tests.
3.2.1.4.
The fuel tank volume is within a range of ± 10 %.
3.2.1.5.
The setting of the fuel tank relief valve is identical.
3.2.1.6.
The method of storage of the fuel vapour is identical, i.e. trap form and volume, storage medium, air cleaner (if used for evaporative emission control), etc.
3.2.1.7.
The method of purging of the stored vapour is identical (e.g. air flow, start point or purge volume over the preconditioning cycle).
3.2.1.8.
The method of sealing and venting of the fuel metering system is identical. |
|
3.2.2. |
For tests performed according Annex VI [2 days WLTP] the type-approval shall be extended to vehicles equipped with a control system for evaporative emissions which meet the requirements of point 5.5.1. of Annex VI. |
|
3.2.3. |
The type-approval shall be extended to vehicles with:
3.2.3.1.
different engine sizes;
3.2.3.2.
different engine powers;
3.2.3.3.
automatic and manual gearboxes;
3.2.3.4.
two and four wheel transmissions;
3.2.3.5.
different body styles; and
3.2.3.6.
different wheel and tyre sizes. |
3.3. Extensions for durability of pollution control devices (type 5 test)
|
3.3.1. |
The type-approval shall be extended to different vehicle types, provided that the vehicle, engine or pollution control system parameters specified below are identical or remain within the prescribed tolerances:
|
3.4. Extensions for on-board diagnostics
3.4.1. The type-approval shall be extended to different vehicles with identical engine and emission control systems as defined in Annex XI, Appendix 2. The type-approval shall be extended regardless of the following vehicle characteristics:
engine accessories;
tyres;
equivalent inertia;
cooling system;
overall gear ratio;
transmission type; and
type of bodywork.
3.5 Extensions for low temperature test (type 6 test)
3.5.1. Vehicles with different reference masses
3.5.1.1. The type-approval shall be extended only to vehicles with a reference mass requiring the use of the next two higher equivalent inertia or any lower equivalent inertia.
3.5.1.2. For category N vehicles, the approval shall be extended only to vehicles with a lower reference mass, if the emissions of the vehicle already approved are within the limits prescribed for the vehicle for which extension of the approval is requested.
3.5.2. Vehicles with different overall transmission ratios
3.5.2.1. The type-approval shall be extended to vehicles with different transmission ratios only under certain conditions.
3.5.2.2. To determine whether type-approval can be extended, for each of the transmission ratios used in the type 6 test, the proportion,
shall be determined where, at an engine speed of 1 000 min–1, V1 is the speed of the vehicle-type approved and V2 is the speed of the vehicle type for which extension of the approval is requested.
3.5.2.3. If, for each transmission ratio, E ≤ 8 %, the extension shall be granted without repeating the type 6 test.
3.5.2.4. If, for at least one transmission ratio, E > 8 %, and if, for each gear ratio, E ≤ 13 %, the type 6 test shall be repeated. The tests may be performed in a laboratory chosen by the manufacturer subject to the approval of the technical service. The report of the tests shall be sent to the technical service responsible for the type-approval tests.
3.5.3. Vehicles with different reference masses and transmission ratios
The type-approval shall be extended to vehicles with different reference masses and transmission ratios, provided that all the conditions prescribed in paragraphs 3.5.1 and 3.5.2 are fulfilled.
4. CONFORMITY OF PRODUCTION
4.1. Introduction
4.1.1. Every vehicle produced under a Type Approval according to this Regulation shall be so manufactured as to conform to the type approval requirements of this Regulation. The Manufacturer shall implement adequate arrangements and documented control plans and carry-out at specified intervals as given in this regulation the necessary emission and OBD tests to verify continued conformity with the approved type. The approval authority shall verify and agree with these arrangements and control plans of the manufacturer and perform audits and conduct emission and OBD tests at specific intervals, as given in this regulation, at the premises of the manufacturer, including production and test facilities as part of the product conformity and continued verification arrangements as described in Annex X of Directive 2007/46/EC.
4.1.2. The manufacturer shall check the conformity of production by testing the emissions of pollutants (given in Table 2 of Annex I to Regulation (EC) No 715/2007), the emission of CO2 (along with the measurement of electric energy consumption, EC and, where applicable, the monitoring of the OBFCM device accuracy), the crankcase emissions, evaporative emissions and the OBD in accordance with the test procedures described in Annexes V, VI, XI, XXI and XXII. The verification shall therefore include the tests of types 1, 3, 4 and the test for OBD, as described in section 2.4.
The Type Approval Authority shall keep record for a period of at least 5 years of all the documentation related to the conformity of production test results and shall make it available to the Commission upon request.
The specific procedures for conformity of production are set out in Sections 4.2 to 4.7 and Appendixes 1 and 2.
4.1.3. For the purposes of the manufacturer's conformity of production check, the family means the conformity of production (COP) family for tests of Type 1, including the monitoring of the OBFCM device accuracy, and Type 3, includes for the Type 4 test the extensions described in point 3.2 and the OBD family with the extensions described in point 3.4 for the OBD tests.
4.1.3.1. COP family criteria
|
4.1.3.1.1. |
For Category M vehicles and for Category N1 class I and class II vehicles, the COP family shall be identical to the interpolation family, as described in paragraph 5.6. of Annex XXI. |
|
4.1.3.1.2 |
For Category N1 Class III and Category N2 vehicles, only vehicles that are identical with respect to the following vehicle/powertrain/transmission characteristics may be part of the same COP family:
(a)
Type of internal combustion engine: fuel type (or types in the case of flex-fuel or bi-fuel vehicles), combustion process, engine displacement, full-load characteristics, engine technology, and charging system, and also other engine subsystems or characteristics that have a non-negligible influence on CO2 mass emission under WLTP conditions;
(b)
Operation strategy of all CO2 mass emission influencing components within the powertrain;
(c)
Transmission type (e.g. manual, automatic, CVT) and transmission model (e.g. torque rating, number of gears, number of clutches, etc.);
(d)
Number of powered axles. |
4.1.4. The frequency for product verification performed by the manufacturer shall be based on a risk assessment methodology consistent with the international standard ISO 31000:2018 — Risk Management — Principles and guidelines and at least for Type 1 with a minimum frequency per COP family of one verification per 5 000 vehicles produced or once per year, whichever comes first.
4.1.5. The Approval Authority which has granted type-approval may at any time verify the conformity control methods applied in each production facility.
For the purpose of this regulation the Approval Authority shall perform audits for verifying the manufacturers arrangements and documented control plans at the premises of the manufacturer on a risk assessment methodology consistent with the international standard ISO 31000:2009 — Risk Management — Principles and guidelines and, in all cases, with a minimum frequency of one audit per year.
If the approval authority is not satisfied with the auditing procedure of the manufacturer, physical test shall directly be carried out on production vehicles as described in points 4.2 to 4.7.
4.1.6. The normal frequency of physical test verifications by the Approval Authority shall be based on the results of the auditing procedure of the manufacturer on a risk assessment methodology and in all cases with a minimum frequency of one verification test per three years. ►M3 The approval authority shall conduct these physical emission tests and OBD tests on production vehicles as described in points 4.2 to 4.7. ◄
In the case of the manufacturer running the physical tests, the Approval Authority shall witness the tests at the manufacturer's facility.
4.1.7. The Approval Authority shall report the results of all audit checks and physical tests performed on verifying conformity of the manufacturers and file it for a period of minimum 10 years. These reports should be available for other type approval authorities and the European Commission on request.
4.1.8. In case of non-conformity Article 30 of Directive 2007/46/EC shall apply.
4.2. Checking the conformity of the vehicle for a type 1 test
|
4.2.1. |
The Type 1 test shall be carried out on production vehicles of a valid member of the COP family as described in point 4.1.3.1. The test results shall be the values after all corrections according to this Regulation are applied. The limit values against which to check conformity for pollutants are set out in Table 2 of Annex I to Regulation (EC) No 715/2007. As regards CO2 emissions, the limit value shall be the value determined by the manufacturer for the selected vehicle in accordance with the interpolation methodology set out in Sub-Annex 7 of Annex XXI. The interpolation calculation shall be verified by the approval authority. |
|
4.2.2. |
A sample of three vehicles shall be selected at random in the COP family. After selection by the approval authority, the manufacturer shall not undertake any adjustment to the vehicles selected. |
|
4.2.3. |
The statistical method for calculating the test criteria is described in Appendix 1. The production of a COP family shall be deemed to not conform when a fail decision is reached for one or more of the pollutants and CO2 values, in accordance with the test criteria in Appendix 1. The production of a COP family shall be deemed to conform once a pass decision is reached for all the pollutants and CO2 values in accordance with the test criteria in Appendix 1. When a pass decision has been reached for one pollutant, that decision shall not be changed by any additional tests carried out to reach a decision for the other pollutants and CO2 values. If a pass decision is not reached for all the pollutants and CO2 values, a test shall be carried out on another vehicle, up to the maximum of 16 vehicles, and the procedure described in Appendix 1 for taking a pass or fail decision shall be repeated (see Figure I.4.2). Figure I.4.2 
|
|
4.2.4. |
At the request of the manufacturer and with the acceptance of the approval authority, tests may be carried out on a vehicle of the COP family with a maximum of 15 000 km in order to establish measured evolution coefficients EvC for pollutants/CO2 for each COP family. The running-in procedure shall be conducted by the manufacturer, who shall not to make any adjustments to these vehicles.
|
|
4.2.5 |
Tests for conformity of production of vehicles fuelled by LPG or NG/biomethane may be performed with a commercial fuel of which the C3/C4 ratio lies between those of the reference fuels in the case of LPG, or of one of the high or low caloric fuels in the case of NG/biomethane. In all cases a fuel analysis shall be presented to the approval authority. |
|
4.2.6. |
Vehicles fitted with eco-innovations 4.2.6.1. In the case of a vehicle type fitted with one or more eco-innovations, within the meaning of Article 12 of Regulation (EC) No 443/2009 for M1 vehicles or Article 12 of Regulation (EU) No 510/2011 for N1 vehicles, the conformity of production shall be demonstrated with respect to the eco-innovations, by checking the presence of the correct eco-innovation(s) in question. |
4.3. PEVs
|
4.3.1 |
Measures to ensure the conformity of production with regard to electric energy consumption (EC) shall be checked on the basis of the type-approval certificate set out in Appendix 4 to this Annex. |
|
4.3.2. |
Electric energy consumption verification for conformity of production 4.3.2.1. During the conformity of production procedure, the break-off criterion for the Type 1 test procedure according to paragraph 3.4.4.1.3 of Sub-Annex 8 to Annex XXI of this Regulation (consecutive cycle procedure) and paragraph 3.4.4.2.3. of Sub-Annex 8 to Annex XXI of this Regulation (Shortened Test Procedure) shall be replaced with the following: The break-off criterion for the conformity of production procedure shall be reached with having finished the first applicable WLTP test cycle. 4.3.2.2. During this first applicable WLTP test cycle, the DC energy from the REESS(s) shall be measured according to the method described in Appendix 3 of Sub-Annex 8 to Annex XXI of this Regulation and divided by the driven distance in this applicable WLTP test cycle. 4.3.2.3. The value determined according to paragraph 4.3.2.2 shall be compared to the value determined according to paragraph 1.2 of Appendix 2. 4.3.2.4. Conformity for EC shall be checked using the statistical procedures described in Section 4.2 and Appendix 1. For the purposes of this conformity check, the terms pollutants/CO2 shall be replaced by EC. |
4.4. OVC-HEVs
|
4.4.1. |
Measures to ensure the conformity of production with regard to CO2 mass emission and electric energy consumption from OVC-HEV shall be checked on the basis of the description in the type-approval certificate set out in Appendix 4 to this Annex. |
|
4.4.2. |
CO2 mass emission verification for conformity of production 4.4.2.1. The vehicle shall be tested according to the charge-sustaining Type 1 test as described in paragraph 3.2.5. of Sub-Annex 8 to Annex XXI of this Regulation. 4.4.2.2. During this test, the charge-sustaining CO2 mass emission shall be determined according to Table A8/5 of Sub-Annex 8 to Annex XXI of this Regulation and compared to the charge-sustaining CO2 mass emission according to paragraph 2.3 of Appendix 2. 4.4.2.3. Conformity for CO2 emissions shall be checked using the statistical procedures described in Section 4.2 and Appendix 1. |
|
4.4.3. |
Electric energy consumption verification for conformity of production 4.4.3.1. During the conformity of production procedure, the end of the charge-depleting Type 1 test procedure according to paragraph 3.2.4.4. of Sub-Annex 8 to Annex XXI of this Regulation shall be replaced with the following: The end of the charge-depleting Type 1 test procedure for the conformity of production procedure shall be reached with having finished the first applicable WLTP test cycle. 4.4.3.2. During this first applicable WLTP test cycle, the DC energy from the REESS(s) shall be measured according to the method described in Appendix 3 of Sub-Annex 8 to Annex XXI of this Regulation and divided by the driven distance in this applicable WLTP test cycle. 4.4.3.3. The value determined in accordance with point 4.4.3.2. shall be compared to the value determined in accordance with point 2.4. of Appendix 2. 4.4.1.4. Conformity for EC shall be checked using the statistical procedures described in Section 4.2 and Appendix 1. For the purposes of this conformity check, the terms pollutants/CO2 shall be replaced by EC. |
4.5. Checking the conformity of the vehicle for a Type 3 test
4.5.1. If a verification of the Type 3 test is to be carried out, it shall be conducted in accordance with the following requirements:
When the approval authority determines that the quality of production seems unsatisfactory, a vehicle shall be randomly taken from the family and subjected to the tests described in Annex V.
The production shall be deemed to conform if this vehicle meets the requirements of the tests described in Annex V.
If the vehicle tested does not satisfy the requirements of Section 4.5.1.1, a further random sample of four vehicles shall be taken from the same family and subjected to the tests described in Annex V. The tests may be carried out on vehicles which have completed a maximum of 15 000 km with no modifications.
The production shall be deemed to conform if at least three vehicles meet the requirements of the tests described in Annex V.
4.6. Checking the conformity of the vehicle for a Type 4 test
4.6.1. If a verification of the Type 4 test is to be carried out, it shall be conducted in accordance with the following requirements:
When the approval authority determines that the quality of production seems unsatisfactory, a vehicle shall be randomly taken from the family and subjected to the tests described in Annex VI, or at least as in paragraph 7 of Annex 7 of UN Regulation 83.
The production shall be deemed to conform if this vehicle meets the requirements of the tests described in Annex VI, or paragraph 7 of Annex 7 of UN Regulation 83 depending on the test performed.
If the vehicle tested does not satisfy the requirements of section 4.6.1.1, a further random sample of four vehicles shall be taken from the same family and subjected to the tests described in Annex VI, or at least as in paragraph 7 of Annex 7 of UN Regulation 83. The tests may be carried out on vehicles which have completed a maximum of 15 000 km with no modifications.
The production shall be deemed to conform if at least three vehicles meet the requirements of the tests described in Annex VI, or paragraph 7 of Annex 7 of UN Regulation 83 depending on the test performed.
4.7. Checking the conformity of the vehicle for On-board Diagnostics (OBD)
4.7.1. If a verification of the performance of the OBD system is to be carried out, it shall be conducted in accordance with the following requirements:
When the approval authority determines that the quality of production seems unsatisfactory, a vehicle shall be randomly taken from the family and subjected to the tests described in Appendix 1 to Annex XI.
The production shall be deemed to conform if this vehicle meets the requirements of the tests described in Appendix 1 to Annex XI.
If the vehicle tested does not satisfy the requirements of section 4.7.1.1, a further random sample of four vehicles shall be taken from the same family and subjected to the tests described in Appendix 1 to Annex XI. The tests may be carried out on vehicles which have completed a maximum of 15 000 km with no modifications.
The production shall be deemed to conform if at least three vehicles meet the requirements of the tests described in Appendix 1 to Annex XI.
Appendix 1
Verification of conformity of production for Type 1 test—statistical method
1. This Appendix describes the procedure to be used to verify the production conformity requirements for the Type 1 test for pollutants/CO2, including conformity requirements for PEVs and OVC-HEVs, and to monitor the OBFCM device accuracy.
2. ►M3 Measurements of the pollutants specified in Table 2 of Annex I to Regulation (EC) No 715/2007, and the emission of CO2 shall be carried out on a minimum number of 3 vehicles, and consecutively increase until a pass or fail decision is reached. The OBFCM device accuracy shall be determined for each of the N tests. ◄
From the number of N tests: x1, x2, … xN, the average Xtests and the variance VAR are to be determined from all N measurements:
and
3. For each number of tests, one of the three following decisions (see (i) to ((iii) below) can be reached for pollutants based on the limit value L for each pollutant, the average of all N tests: Xtests , the variance of the test results VAR and the number of tests N:
For the measurement of pollutants the factor A is set at 1,05 in order to take into account inaccuracies in the measurements.
4. For CO2 and EC the normalised values for CO2 and EC shall be used:
In the case of CO2 and EC the factor A is set at 1.01 and the value for L is set at 1. So in the case of CO2 and EC the criteria are simplified to:
▼M3 —————
5. For vehicles referred to in Article 4a, the accuracy of the OBFCM device shall be calculated as follows:
|
xi,OBFCM |
= |
accuracy of the OBFCM device determined for each single test i in accordance with the formulae point 4.2 of Annex XXII. |
The Type Approval authority shall keep a record of the determined accuracies for each COP family tested.
Appendix 2
Calculations for Conformity of Production of EVs
1. Calculations for conformity of production values for PEVs
1.1 Interpolating of individual electric energy consumption of PEVs
where:
|
ECDC–ind,COP |
is the electric energy consumption of an individual vehicle for the conformity of production, Wh/km; |
|
ECDC–L,COP |
is the electric energy consumption of vehicle L for the conformity of production, Wh/km; |
|
ECDC–H,COP |
is the electric energy consumption of vehicle H for the conformity of production, Wh/km; |
|
Kind |
is the interpolation coefficient for the considered individual vehicle for the applicable WLTP test cycle. |
1.2 Electric Consumption for PEVs
The following value shall be declared and used for verifying the conformity of production with respect to the electric consumption:
where:
|
ECDC,COP |
is the electric energy consumption based on the REESS depletion of the first applicable WLTC test cycle provided for the verification during the conformity of production test procedure; |
|
ECDC,CD,first WLTC |
is the electric energy consumption based on the REESS depletion of the first applicable WLTC test cycle according to paragraph 4.3. of Sub-Annex 8 to Annex XXI, in Wh/km; |
|
AFEC |
is the adjustment factor which compensates the difference between the charge-depleting electric energy consumption value declared after having performed the Type 1 test procedure during homologation and the measured test result determined during the conformity of production procedure |
and
where
|
ECWLTC,declared |
is the declared electric energy consumption for PEVs according to ►M3 paragraph 1.2.3. of Sub-Annex 6 to Annex XXI ◄ |
|
ECWLTC |
is the measured electric energy consumption according to paragraph 4.3.4.2. of Sub-Annex 8 to Annex XXI. |
2. Calculations for conformity of production values for OVC-HEVs
2.1 Individual charge-sustaining CO2 mass emission of OVC-HEVs for conformity of production
where:
|
MCO2–ind,CS,COP |
is the charge-sustaining CO2 mass emission of an individual vehicle for the conformity of production, g/km; |
|
MCO2–L,CS,COP |
is the charge-sustaining CO2 mass emission of vehicle L for the conformity of production, g/km; |
|
MCO2–H,CS,COP |
is the charge-sustaining CO2 mass emission of vehicle H for the conformity of production, g/km; |
|
Kind |
is the interpolation coefficient for the considered individual vehicle for the applicable WLTP test cycle. |
2.2 Individual charge-depleting electric energy consumption of OVC-HEVs for conformity of production
where:
|
ECDC–ind,CD,COP |
is the charge-depleting electric energy consumption of an individual vehicle for the conformity of production, Wh/km; |
|
ECDC–L,CD,COP |
is the charge-depleting electric energy consumption of vehicle L for the conformity of production, Wh/km; |
|
ECDC–H,CD,COP |
is the charge-depleting electric energy consumption of vehicle H for the conformity of production, Wh/km; |
|
Kind |
is the interpolation coefficient for the considered individual vehicle for the applicable WLTP test cycle. |
2.3 Charge-sustaining CO2 mass emission value for conformity of production
The following value shall be declared and used for the verification of the conformity of production with respect to the charge-sustaining CO2 mass emission:
where:
|
MCO2,CS,COP |
is the charge-sustaining CO2 mass emission value of the charge-sustaining Type 1 test provided for the verification during the conformity of production test procedure; |
|
MCO2,CS |
is the charge-sustaining CO2 mass emission of the charge-sustaining Type 1 test according to ►M3 paragraph 4.1.1. of Sub-Annex 8 to Annex XXI ◄ , g/km; |
|
AFCO2,CS |
is the adjustment factor which compensates the difference between the value declared after having performed the Type 1 test procedure during homologation and the measured test result determined during the conformity of production procedure |
And
where
|
MCO2,CS,c,declared |
is the declared charge-sustaining CO2 mass emission of the charge-sustaining Type 1 test according to step 7 of Table A8/5 of Sub-Annex 8 to Annex XXI. |
|
MCO2,CS,c,6 |
is the measured charge-sustaining CO2 mass emission of the charge-sustaining Type 1 test according to step 6 of Table A8/5 of Sub-Annex 8 to Annex XXI. |
2.4 Charge-depleting electric energy consumption for conformity of production
The following value shall be declared and used for verifying the conformity of production with respect to the charge-depleting electric energy consumption
where:
|
ECDC,CD,COP |
is the charge-depleting electric energy consumption based on the REESS depletion of the first applicable WLTC test cycle of the charge-depleting Type 1 test provided for the verification during the conformity of production test procedure; |
|
ECDC,CD,first WLTC |
is the charge-depleting electric energy consumption based on the REESS depletion of the first applicable WLTC test cycle of the charge-depleting Type 1 test according to paragraph 4.3. of Sub-Annex 8 to Annex XXI, Wh/km; |
|
AFEC,AC,CD |
is the adjustment factor for the charge-depleting electric energy consumption which compensates the difference between the value declared after having performed the Type 1 test procedure during homologation and the measured test result determined during the conformity of production procedure |
and
where
|
ECAC,CD,declared |
is the declared charge-depleting electric energy consumption of the charge-depleting Type 1 test according to ►M3 paragraph 1.2.3. of Sub-Annex 6 to Annex XXI ◄ . |
|
ECAC,CD |
is the measured charge-depleting electric energy consumption of the charge-depleting Type 1 test according to paragraph 4.3.1. of Sub-Annex 8 to Annex XXI. |
Appendix 3
MODEL
INFORMATION DOCUMENT No …
RELATING TO EC TYPE-APPROVAL OF A VEHICLE WITH REGARD TO EMISSIONS AND ACCESS TO VEHICLE REPAIR AND MAINTENANCE INFORMATION
The following information, if applicable, must be supplied in triplicate and include a list of contents. Any drawings must be supplied in appropriate scale and in sufficient detail on size A4 or on a folder of A4 format. Photographs, if any, must show sufficient detail.
If the systems, components or separate technical units have electronic controls, information concerning their performance must be supplied.
|
0 |
GENERAL |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
0.1. |
Make (trade name of manufacturer): … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
0.2. |
Type: … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
0.2.1. |
Commercial name(s) (if available): … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
0.2.2.1. |
Allowed Parameter Values for multistage type approval to use the base vehicle emission values (insert range if applicable): Final Vehicle mass in running order (in kg): … Frontal area for final vehicle (in cm2): … Rolling resistance (kg/t): … Cross-sectional area of air entrance of the front grille (in cm2): … |
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|
0.2.3. |
Identifiers: |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
0.2.3.1. |
interpolation family's identifier: … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
0.2.3.2. |
ATCT family's identifier: … |
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|
0.2.3.3. |
PEMS family's identifier: … |
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|
0.2.3.4. |
Roadload family's identifier |
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|
0.2.3.4.1. |
Roadload family of VH: … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
0.2.3.4.2. |
Roadload family of VL: … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
0.2.3.4.3. |
Roadload families applicable in the interpolation family: … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
0.2.3.5. |
Roadload Matrix family's identifier: … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
0.2.3.6. |
Periodic regeneration family's identifier: … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
0.2.3.7. |
Evaporative test family's identifier: … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
0.2.3.8. |
OBD family's identifier: … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
0.2.3.9. |
other family's identifier: … |
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|
0.4. |
Category of vehicle (c): … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
0.8. |
Name(s) and address(es) of assembly plant(s): … |
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|
0.9. |
Name and address of the manufacturer's representative (if any): … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
1 |
GENERAL CONSTRUCTION CHARACTERISTICS |
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|
1.1. |
Photographs and/or drawings of a representative vehicle/component/separate technical unit (1): |
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|
1.3.3. |
Powered axles (number, position, interconnection): … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
2 |
MASSES AND DIMENSIONS (f) (g) (7) (in kg and mm) (Refer to drawing where applicable) |
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|
2.6. |
Mass in running order (h) (a) maximum and minimum for each variant: … ►M3 ◄ |
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|
2.6.3. |
Rotational mass: 3 % of the sum of mass in running order and 25 kg or value, per axle (kg): … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
2.8. |
Technically permissible maximum laden mass stated by the manufacturer (i) (3): … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3 |
PROPULSION ENERGY CONVERTER (k) |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.1. |
Manufacturer of the propulsion energy converter(s): … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.1.1. |
Manufacturer's code (as marked on the propulsion energy converter or other means of identification): … |
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|
3.2. |
Internal combustion engine |
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|
3.2.1.1. |
Working principle: positive ignition/compression ignition/dual fuel (1) Cycle: four stroke/two stroke/rotary (1) |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.1.2. |
Number and arrangement of cylinders: … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.1.2.1. |
Bore (1): … mm |
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|
3.2.1.2.2. |
Stroke (1): … mm |
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|
3.2.1.2.3. |
Firing order: … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.1.3. |
Engine capacity (m): … cm3 |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.1.4. |
Volumetric compression ratio (2): … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.1.5. |
Drawings of combustion chamber, piston crown and, in the case of positive ignition engines, piston rings: … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.1.6. |
Normal engine idling speed (2): … min–1 |
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|
3.2.1.6.1. |
High engine idling speed (2): … min–1 |
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|
3.2.1.8. |
Rated engine power (n): … kW at … min–1 (manufacturer's declared value) |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.1.9. |
Maximum permitted engine speed as prescribed by the manufacturer: … min–1 |
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|
3.2.1.10. |
Maximum net torque (n): … Nm at … min–1 (manufacturer's declared value) |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.2. |
Fuel |
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|
3.2.2.1. |
Diesel/Petrol/LPG/NG or Biomethane/Ethanol (E 85)/Biodiesel/Hydrogen (1), (6) |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.2.1.1. |
RON, unleaded: … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.2.4. |
Vehicle fuel type: Mono fuel, Bi fuel, Flex fuel (1) |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.2.5. |
Maximum amount of biofuel acceptable in fuel (manufacturer's declared value): … % by volume |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.4. |
Fuel feed |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.4.1. |
By carburettor(s): yes/no (1) |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.4.2. |
By fuel injection (compression ignition or dual fuel only): yes/no (1) |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.4.2.1. |
System description (common rail/unit injectors/distribution pump etc.): … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.4.2.2. |
Working principle: direct injection/pre-chamber/swirl chamber (1) |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.4.2.3. |
Injection/Delivery pump |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.4.2.3.1. |
Make(s): … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.4.2.3.2. |
Type(s): … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.4.2.3.3. |
Maximum fuel delivery (1) (2): … mm3 /stroke or cycle at an engine speed of: … min–1 or, alternatively, a characteristic diagram: … (When boost control is supplied, state the characteristic fuel delivery and boost pressure versus engine speed) |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.4.2.4. |
Engine speed limitation control |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.4.2.4.2.1. |
Speed at which cut-off starts under load: … min–1 |
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|
3.2.4.2.4.2.2. |
Maximum no-load speed: … min–1 |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.4.2.6. |
Injector(s) |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.4.2.6.1. |
Make(s): … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.4.2.6.2. |
Type(s): … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.4.2.8. |
Auxiliary starting aid |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.4.2.8.1. |
Make(s): … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.4.2.8.2. |
Type(s): … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.4.2.8.3. |
System description: … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.4.2.9. |
Electronic controlled injection: yes/no (1) |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.4.2.9.1. |
Make(s): … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.4.2.9.2. |
Type(s): |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.4.2.9.3 |
Description of the system: … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.4.2.9.3.1. |
Make and type of the control unit (ECU): … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.4.2.9.3.1.1. |
Software version of the ECU: … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.4.2.9.3.2. |
Make and type of the fuel regulator: … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.4.2.9.3.3. |
Make and type of the air-flow sensor: … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.4.2.9.3.4. |
Make and type of fuel distributor: … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.4.2.9.3.5. |
Make and type of the throttle housing: … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.4.2.9.3.6. |
Make and type or working principle of water temperature sensor: … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.4.2.9.3.7. |
Make and type or working principle of air temperature sensor: … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.4.2.9.3.8. |
Make and type or working principle of air pressure sensor: … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.4.3. |
By fuel injection (positive ignition only): yes/no (1) |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.4.3.1. |
Working principle: intake manifold (single-/multi-point/direct injection (1) /other (specify): … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.4.3.2. |
Make(s): … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.4.3.3. |
Type(s): … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.4.3.4. |
System description (In the case of systems other than continuous injection give equivalent details): … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.4.3.4.1. |
Make and type of the control unit (ECU): … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.4.3.4.1.1. |
Software version of the ECU: … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.4.3.4.3. |
Make and type or working principle of air-flow sensor: … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.4.3.4.8. |
Make and type of throttle housing: … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.4.3.4.9. |
Make and type or working principle of water temperature sensor: … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.4.3.4.10. |
Make and type or working principle of air temperature sensor: … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.4.3.4.11. |
Make and type or working principle of air pressure sensor: … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.4.3.5. |
Injectors |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.4.3.5.1. |
Make: … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.4.3.5.2. |
Type: … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.4.3.7. |
Cold start system |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.4.3.7.1. |
Operating principle(s): … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.4.3.7.2. |
Operating limits/settings (1) (2): … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.4.4. |
Feed pump |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.4.4.1. |
Pressure (2): … kPa or characteristic diagram (2): … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.4.4.2. |
Make(s): … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.4.4.3. |
Type(s): … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.5. |
Electrical system |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.5.1. |
Rated voltage: … V, positive/negative ground (1) |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.5.2. |
Generator |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.5.2.1. |
Type: … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.5.2.2. |
Nominal output: … VA |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.6. |
Ignition system (spark ignition engines only) |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.6.1. |
Make(s): … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.6.2. |
Type(s): … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.6.3. |
Working principle: … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.6.6. |
Spark plugs |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.6.6.1. |
Make: … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.6.6.2. |
Type: … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.6.6.3. |
Gap setting: … mm |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.6.7. |
Ignition coil(s) |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.6.7.1. |
Make: … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.6.7.2. |
Type: … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.7. |
Cooling system: liquid/air (1) |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.7.1. |
Nominal setting of the engine temperature control mechanism: … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.7.2. |
Liquid |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.7.2.1. |
Nature of liquid: … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.7.2.2. |
Circulating pump(s): yes/no (1) |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.7.2.3. |
Characteristics: … or |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.7.2.3.1. |
Make(s): … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.7.2.3.2. |
Type(s): … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.7.2.4. |
Drive ratio(s): … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.7.2.5. |
Description of the fan and its drive mechanism: … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.7.3. |
Air |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.7.3.1. |
Fan: yes/no (1) |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.7.3.2. |
Characteristics: … or |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.7.3.2.1. |
Make(s): … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.7.3.2.2. |
Type(s): … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.7.3.3. |
Drive ratio(s): … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.8. |
Intake system |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.8.1. |
Pressure charger: yes/no (1) |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.8.1.1. |
Make(s): … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.8.1.2. |
Type(s): … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.8.1.3. |
Description of the system (e.g. maximum charge pressure: … kPa; wastegate if applicable): … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.8.2. |
Intercooler: yes/no (1) |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.8.2.1. |
Type: air-air/air-water (1) |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.8.3. |
Intake depression at rated engine speed and at 100 % load (compression ignition engines only) |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.8.4. |
Description and drawings of inlet pipes and their accessories (plenum chamber, heating device, additional air intakes, etc.): … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.8.4.1. |
Intake manifold description (include drawings and/or photos): … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.8.4.2. |
Air filter, drawings: … or |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.8.4.2.1. |
Make(s): … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.8.4.2.2. |
Type(s): … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.8.4.3. |
Intake silencer, drawings: … or |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.8.4.3.1. |
Make(s): … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.8.4.3.2. |
Type(s): … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.9. |
Exhaust system |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.9.1. |
Description and/or drawing of the exhaust manifold: … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.9.2. |
Description and/or drawing of the exhaust system: … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.9.3. |
Maximum allowable exhaust back pressure at rated engine speed and at 100 % load (compression ignition engines only): … kPa |
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|
3.2.10. |
Minimum cross-sectional areas of inlet and outlet ports: … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.11. |
Valve timing or equivalent data |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.11.1. |
Maximum lift of valves, angles of opening and closing, or timing details of alternative distribution systems, in relation to dead centres. For variable timing system, minimum and maximum timing: … |
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|
3.2.11.2. |
Reference and/or setting ranges (1): … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.12. |
Measures taken against air pollution |
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|
3.2.12.1. |
Device for recycling crankcase gases (description and drawings): … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.12.2. |
Pollution control devices (if not covered by another heading) |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.12.2.1. |
Catalytic converter |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.12.2.1.1. |
Number of catalytic converters and elements (provide the information below for each separate unit): … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.12.2.1.2. |
Dimensions, shape and volume of the catalytic converter(s): … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.12.2.1.3. |
Type of catalytic action: … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.12.2.1.4. |
Total charge of precious metals: … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.12.2.1.5. |
Relative concentration: … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.12.2.1.6. |
Substrate (structure and material): … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.12.2.1.7. |
Cell density: … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.12.2.1.8. |
Type of casing for the catalytic converter(s): … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.12.2.1.9. |
Location of the catalytic converter(s) (place and reference distance in the exhaust line): … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.12.2.1.10. |
Heat shield: yes/no (1) |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.12.2.1.11. |
Normal operating temperature range: … °C |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.12.2.1.12. |
Make of catalytic converter: … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.12.2.1.13. |
Identifying part number: … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.12.2.2. |
Sensors |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.12.2.2.1. |
Oxygen sensor: yes/no (1) |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.12.2.2.1.1. |
Make: … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.12.2.2.1.2. |
Location: … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.12.2.2.1.3. |
Control range: … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.12.2.2.1.4. |
Type or working principle: … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.12.2.2.1.5. |
Identifying part number: … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.12.2.2.2. |
NOx sensor: yes/no (1) |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.12.2.2.2.1. |
Make: … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.12.2.2.2.2. |
Type: … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.12.2.2.2.3. |
Location |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.12.2.2.3. |
Particulate sensor: yes/no (1) |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.12.2.2.3.1. |
Make: … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.12.2.2.3.2. |
Type: … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.12.2.2.3.3. |
Location: … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.12.2.3. |
Air injection: yes/no (1) |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.12.2.3.1. |
Type (pulse air, air pump, etc.): … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.12.2.4. |
Exhaust gas recirculation (EGR): yes/no (1) |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.12.2.4.1. |
Characteristics (make, type, flow, high pressure/low pressure/combined pressure, etc.): … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.12.2.4.2. |
Water-cooled system (to be specified for each EGR system e.g. low pressure/high pressure/combined pressure: yes/no (1) |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.12.2.5. |
Evaporative emissions control system (petrol and ethanol engines only): yes/no (1) |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.12.2.5.1. |
Detailed description of the devices: … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.12.2.5.2. |
Drawing of the evaporative control system: … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.12.2.5.3. |
Drawing of the carbon canister: … |
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3.2.12.2.5.4. |
Mass of dry charcoal: … g |
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|
3.2.12.2.5.5. |
Schematic drawing of the fuel tank (petrol and ethanol engines only): … |
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|
3.2.12.2.5.5.1. |
Fuel tank system capacity, material and construction: … |
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|
3.2.12.2.5.5.2. |
Description of vapour hose material, fuel line material and connection technique of the fuel system: … |
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3.2.12.2.5.5.3. |
Sealed tank system: yes/no |
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|
3.2.12.2.5.5.4. |
Description of fuel tank relief valve setting (air ingestion and relief): … |
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3.2.12.2.5.5.5. |
Description of the purge control system: … |
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3.2.12.2.5.6. |
Description and schematic of the heat shield between tank and exhaust system: … |
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3.2.12.2.5.7. |
Permeability factor: … |
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3.2.12.2.6. |
Particulate trap (PT): yes/no (1) |
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3.2.12.2.6.1. |
Dimensions, shape and capacity of the particulate trap: … |
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3.2.12.2.6.2. |
Design of the particulate trap: … |
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3.2.12.2.6.3. |
Location (reference distance in the exhaust line): … |
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3.2.12.2.6.4. |
Make of particulate trap: … |
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3.2.12.2.6.5. |
Identifying part number: … |
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|
3.2.12.2.7 |
On-board-diagnostic (OBD) system: yes/no (1) |
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3.2.12.2.7.1. |
Written description and/or drawing of the MI: … |
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3.2.12.2.7.2. |
List and purpose of all components monitored by the OBD system: … |
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3.2.12.2.7.3. |
Written description (general working principles) for |
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|
3.2.12.2.7.3.1 |
Positive-ignition engines |
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3.2.12.2.7.3.1.1. |
Catalyst monitoring: … |
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3.2.12.2.7.3.1.2. |
Misfire detection: … |
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3.2.12.2.7.3.1.3. |
Oxygen sensor monitoring: … |
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3.2.12.2.7.3.1.4. |
Other components monitored by the OBD system: … |
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3.2.12.2.7.3.2. |
Compression-ignition engines: … |
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3.2.12.2.7.3.2.1. |
Catalyst monitoring: … |
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3.2.12.2.7.3.2.2. |
Particulate trap monitoring: … |
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3.2.12.2.7.3.2.3. |
Electronic fuelling system monitoring: … |
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3.2.12.2.7.3.2.5. |
Other components monitored by the OBD system: … |
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3.2.12.2.7.4. |
Criteria for MI activation (fixed number of driving cycles or statistical method): … |
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3.2.12.2.7.5. |
List of all OBD output codes and formats used (with explanation of each): … |
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3.2.12.2.7.6. |
The following additional information shall be provided by the vehicle manufacturer for the purposes of enabling the manufacture of OBD-compatible replacement or service parts and diagnostic tools and test equipment. |
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3.2.12.2.7.6.1. |
A description of the type and number of the preconditioning cycles used for the original type approval of the vehicle. |
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3.2.12.2.7.6.2. |
A description of the type of the OBD demonstration cycle used for the original type-approval of the vehicle for the component monitored by the OBD system. |
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3.2.12.2.7.6.3. |
A comprehensive document describing all sensed components with the strategy for fault detection and MI activation (fixed number of driving cycles or statistical method), including a list of relevant secondary sensed parameters for each component monitored by the OBD system. A list of all OBD output codes and format used (with an explanation of each) associated with individual emission related power-train components and individual non-emission related components, where monitoring of the component is used to determine MI activation, including in particular a comprehensive explanation for the data given in service $05 Test ID $21 to FF and the data given in service $06. In the case of vehicle types that use a communication link in accordance with ISO 15765-4 ‘Road vehicles, diagnostics on controller area network (CAN) — Part 4: requirements for emissions-related systems’, a comprehensive explanation for the data given in service $06 Test ID $00 to FF, for each OBD monitor ID supported, shall be provided. |
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3.2.12.2.7.6.4. |
The information required above may be defined by completing a table as described below. |
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|
3.2.12.2.7.6.4.1. |
Light-duty vehicles |
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3.2.12.2.8. |
Other system: … |
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3.2.12.2.8.2. |
Driver inducement system |
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3.2.12.2.8.2.3. |
Type of inducement system: no engine restart after countdown/no start after refuelling/fuel-lockout/performance restriction |
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|
3.2.12.2.8.2.4. |
Description of the inducement system |
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|
3.2.12.2.8.2.5. |
Equivalent to the average driving range of the vehicle with a complete tank of fuel: … km |
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|
3.2.12.2.10. |
Periodically regenerating system: (provide the information below for each separate unit) |
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|
3.2.12.2.10.1. |
Method or system of regeneration, description and/or drawing: … |
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3.2.12.2.10.2. |
The number of Type 1 operating cycles, or equivalent engine test bench cycles, between two cycles where regenerative phases occur under the conditions equivalent to Type 1 test (Distance ‘D’ in Figure A6.App1/1 in Appendix 1 to Sub-Annex 6 of Annex XXI to Regulation (EU) 2017/1151 or figure A13/1 in Annex 13 to UN/ECE Regulation 83 (as applicable)): … |
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|
3.2.12.2.10.2.1. |
Applicable Type 1 cycle (indicate the applicable procedure: Annex XXI, Sub-Annex 4 or UN/ECE Regulation 83): … |
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3.2.12.2.10.3. |
Description of method employed to determine the number of cycles between two cycles where regenerative phases occur: … |
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3.2.12.2.10.4. |
Parameters to determine the level of loading required before regeneration occurs (i.e. temperature, pressure etc.): … |
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3.2.12.2.10.5. |
Description of method used to load system in the test procedure described in paragraph 3.1., Annex 13 to UN/ECE Regulation 83: … |
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3.2.12.2.11. |
Catalytic converter systems using consumable reagents (provide the information below for each separate unit) yes/no (1) |
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3.2.12.2.11.1. |
Type and concentration of reagent needed: … |
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3.2.12.2.11.2. |
Normal operational temperature range of reagent: … |
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3.2.12.2.11.3. |
International standard: … |
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3.2.12.2.11.4. |
Frequency of reagent refill: continuous/maintenance (where appropriate): |
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|
3.2.12.2.11.5. |
Reagent indicator: (description and location) |
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3.2.12.2.11.6. |
Reagent tank |
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3.2.12.2.11.6.1. |
Capacity: … |
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3.2.12.2.11.6.2. |
Heating system: yes/no |
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3.2.12.2.11.6.2.1. |
Description or drawing |
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3.2.12.2.11.7. |
Reagent control unit: yes/no (1) |
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3.2.12.2.11.7.1. |
Make: … |
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3.2.12.2.11.7.2. |
Type: … |
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|
3.2.12.2.11.8. |
Reagent injector (make type and location): … |
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3.2.12.2.12. |
Water injection: yes/no (1) |
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3.2.13. |
Smoke opacity |
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|
3.2.13.1. |
Location of the absorption coefficient symbol (compression ignition engines only): … |
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3.2.14. |
Details of any devices designed to influence fuel economy (if not covered by other items):.… |
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3.2.15. |
LPG fuelling system: yes/no (1) |
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3.2.15.1. |
Type-approval number according to Regulation (EC) No 661/2009 (OJ L 200, 31.7.2009, p. 1): … |
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3.2.15.2. |
Electronic engine management control unit for LPG fuelling |
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|
3.2.15.2.1. |
Make(s): … |
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3.2.15.2.2. |
Type(s): … |
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|
3.2.15.2.3. |
Emission-related adjustment possibilities: … |
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3.2.15.3. |
Further documentation |
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3.2.15.3.1. |
Description of the safeguarding of the catalyst at switch-over from petrol to LPG or back: … |
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3.2.15.3.2. |
System lay-out (electrical connections, vacuum connections compensation hoses, etc.): … |
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|
3.2.15.3.3. |
Drawing of the symbol: … |
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3.2.16. |
NG fuelling system: yes/no (1) |
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3.2.16.1. |
Type-approval number according to Regulation (EC) No 661/2009: … |
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|
3.2.16.2. |
Electronic engine management control unit for NG fuelling |
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|
3.2.16.2.1. |
Make(s): … |
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|
3.2.16.2.2. |
Type(s): … |
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|
3.2.16.2.3. |
Emission-related adjustment possibilities: … |
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|
3.2.16.3. |
Further documentation |
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|
3.2.16.3.1. |
Description of the safeguarding of the catalyst at switch-over from petrol to NG or back: … |
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|
3.2.16.3.2. |
System lay-out (electrical connections, vacuum connections compensation hoses, etc.): … |
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|
3.2.16.3.3. |
Drawing of the symbol: … |
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|
3.2.18. |
Hydrogen fuelling system: yes/no (1) |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.18.1. |
EC type-approval number in accordance with Regulation (EC) No 79/2009: … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.18.2. |
Electronic engine management control unit for hydrogen fuelling |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.18.2.1. |
Make(s): … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.18.2.2. |
Type(s): … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.18.2.3. |
Emission-related adjustment possibilities: … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.18.3. |
Further documentation |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.18.3.1. |
Description of the safeguarding of the catalyst at switch-over from petrol to hydrogen or back: … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.18.3.2. |
System lay-out (electrical connections, vacuum connections compensation hoses, etc.): … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.18.3.3. |
Drawing of the symbol: … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.19.4. |
Further documentation |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
▼M3 ————— |
|||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.19.4.2. |
System lay-out (electrical connections, vacuum connections compensation hoses, etc.): … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.19.4.3. |
Drawing of the symbol: … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.20. |
Heat storage information |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.20.1. |
Active heat storage device: yes/no (1) |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.20.1.1. |
Enthalpy: … (J) |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.20.2. |
Insulation materials: yes/no (1) |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.20.2.1. |
Insulation material: … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.20.2.2. |
Insulation volume: … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.20.2.3. |
Insulation weight: … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.20.2.4. |
Insulation location: … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.20.2.5. |
Worst case approach vehicle cool down: yes/no (1) |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.20.2.5.1. |
(not worst case approach) Minimum soaking time, tsoak_ATCT (hours):… |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.20.2.5.2. |
(not worst case approach) Location of the engine temperature measurement: … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.2.20.2.6. |
Single interpolation family within the ATCT family approach: yes/no (1) |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.3. |
Electric machine |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.3.1. |
Type (winding, excitation): … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.3.1.1. |
Maximum hourly output: … kW (manufacturer's declared value) |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.3.1.1.1. |
Maximum net power (a) … kW (manufacturer's declared value) |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.3.1.1.2. |
Maximum 30 minutes power (a) … kW (manufacturer's declared value) |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.3.1.2. |
Operating voltage:… V |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.3.2. |
REESS |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.3.2.1. |
Number of cells: … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.3.2.2. |
Mass: … kg |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.3.2.3. |
Capacity: … Ah (Amp-hours) |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.3.2.4. |
Position: … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.4. |
Combinations of propulsion energy converters |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.4.1. |
Hybrid electric vehicle: yes/no (1) |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.4.2. |
Category of hybrid electric vehicle: off-vehicle charging/not off-vehicle charging: (1) |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.4.3. |
Operating mode switch: with/without (1) |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.4.3.1. |
Selectable modes |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.4.3.1.1. |
Pure electric: yes/no (1) |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.4.3.1.2. |
Pure fuel consuming: yes/no (1) |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.4.3.1.3. |
Hybrid modes: yes/no (1) (if yes, short description): … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.4.4. |
Description of the energy storage device: (REESS, capacitor, flywheel/generator) |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.4.4.1. |
Make(s): … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.4.4.2. |
Type(s): … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.4.4.3. |
Identification number: … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.4.4.4. |
Kind of electrochemical couple: … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.4.4.5. |
Energy: … (for REESS: voltage and capacity Ah in 2 h, for capacitor: J, …) |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.4.4.6. |
Charger: on board/external/without (1) |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.4.5. |
Electric machine (describe each type of electric machine separately) |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.4.5.1. |
Make: … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.4.5.2. |
Type: … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.4.5.3. |
Primary use: traction motor/generator (1) |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.4.5.3.1. |
When used as traction motor: single-/multimotors (number) (1): … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.4.5.4. |
Maximum power: … kW |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.4.5.5. |
Working principle |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.4.5.5.5.1 |
Direct current/alternating current/number of phases: … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.4.5.5.2. |
Separate excitation/series/compound (1) |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.4.5.5.3. |
Synchronous/asynchronous (1) |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.4.6. |
Control unit |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.4.6.1. |
Make(s): … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.4.6.2. |
Type(s): … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.4.6.3. |
Identification number: … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.4.7. |
Power controller |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.4.7.1. |
Make: … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.4.7.2. |
Type: … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.4.7.3. |
Identification number: … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.4.9. |
Manufacturer's recommendation for preconditioning: … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.5. |
Manufacturer’s declared values for determination of CO2 emissions/fuel consumption/electric consumption/electric range and details of eco-innovations (where applicable) (o) |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.5.7. |
Manufacturer’s declared values |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.5.7.1. |
Test vehicle parameters
|
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.5.7.1.1. |
Fuel used for the Type 1 test and selected for the measurement of the net power in accordance with Annex XX to this Regulation (for LPG or NG vehicles only): … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
▼M3 ————— |
|||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.5.7.2. |
Combined CO2 mass emissions |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.5.7.2.1. |
CO2 mass emission for pure ICE vehicles and NOVC-HEVs |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.5.7.2.1.0. |
Minimum and maximum CO2 values within the interpolation family |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.5.7.2.1.1. |
Vehicle high: … g/km |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.5.7.2.1.1.0. |
Vehicle high (NEDC): … g/km |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.5.7.2.1.2. |
Vehicle low (if applicable): … g/km |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.5.7.2.1.2.0. |
Vehicle low (if applicable) (NEDC): … g/km |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.5.7.2.1.3. |
Vehicle M (if applicable): … g/km |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.5.7.2.1.3.0. |
Vehicle M (if applicable) (NEDC): … g/km |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.5.7.2.2. |
Charge-Sustaining CO2 mass emission for OVC-HEVs |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.5.7.2.2.1. |
Charge Sustaining CO2 mass emission vehicle high: g/km |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.5.7.2.2.1.0. |
Combined CO2 mass emission vehicle high (NEDC Condition B): g/km |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.5.7.2.2.2. |
Charge Sustaining CO2 mass emission vehicle low (if applicable): g/km |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.5.7.2.2.2.0. |
Combined CO2 mass emission vehicle low (if applicable) (NEDC Condition B): g/km |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.5.7.2.2.3. |
Charge Sustaining CO2 mass emission vehicle M (if applicable): g/km |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.5.7.2.2.3.0. |
Combined CO2 mass emission vehicle M (if applicable) (NEDC Condition B): g/km |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.5.7.2.3. |
Charge Depleting CO2 mass emission and weighted CO2 mass emission for OVC-HEVs |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.5.7.2.3.1. |
Charge Depleting CO2 mass emission of Vehicle high: … g/km |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.5.7.2.3.1.0. |
Charge Depleting CO2 mass emission of Vehicle high (NEDC Condition A): … g/km |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.5.7.2.3.2. |
Charge Depleting CO2 mass emission of Vehicle low (if applicable): … g/km |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.5.7.2.3.2.0. |
Charge Depleting CO2 mass emission of Vehicle low (if applicable) (NEDC Condition A): … g/km |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.5.7.2.3.3. |
Charge Depleting CO2 mass emission of Vehicle M (if applicable): … g/km |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.5.7.2.3.3.0. |
Charge Depleting CO2 mass emission of Vehicle M (if applicable) (NEDC Condition A): … g/km |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.5.7.2.3.4. |
Minimum and maximum weighted CO2 values within the OVC interpolation family |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.5.7.3. |
Electric range for electrified vehicles |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.5.7.3.1. |
Pure Electric Range (PER) for PEVs |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.5.7.3.1.1. |
Vehicle high: … km |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.5.7.3.1.2. |
Vehicle low (if applicable): … km |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.5.7.3.2. |
All Electric Range AER for OVC-HEVs |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.5.7.3.2.1. |
Vehicle high: … km |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.5.7.3.2.2. |
Vehicle low (if applicable): … km |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.5.7.3.2.3. |
Vehicle M (if applicable): … km |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.5.7.4. |
Charge Sustaining fuel consumption (FCCS) for FCHVs |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.5.7.4.1. |
Vehicle high: … kg/100 km |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.5.7.4.2. |
Vehicle low (if applicable): … kg/100 km |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
▼M3 ————— |
|||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.5.7.5. |
Electric energy consumption for electrified vehicles |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.5.7.5.1. |
Combined electric energy consumption (ECWLTC) for Pure electric vehicles |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.5.7.5.1.1. |
Vehicle high: … Wh/km |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.5.7.5.1.2. |
Vehicle low (if applicable): … Wh/km |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.5.7.5.2. |
UF-weighted charge-depleting electric consumption ECAC,CD (combined) |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.5.7.5.2.1. |
Vehicle high: … Wh/km |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.5.7.5.2.2. |
Vehicle low (if applicable): … Wh/km |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.5.7.5.2.3. |
Vehicle M (if applicable): … Wh/km |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.5.8. |
Vehicle fitted with an eco-innovation within the meaning of Article 12 of Regulation (EC) No 443/2009 for M1 vehicles or Article 12 of Regulation (EU) No 510/2011 for N1 vehicles: yes/no (1) |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.5.8.1. |
Type/Variant/Version of the baseline vehicle as referred to in Article 5 of Regulation (EU) No 725/2011 for M1 vehicles or Article 5 of Regulation (EU) No 427/2014 for N1 vehicles (if applicable): … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.5.8.2. |
Existence of interactions between different eco-innovations: yes/no (1) |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.5.8.3. |
Emissions data related to the use of eco-innovations (repeat the table for each reference fuel tested) (w1)
|
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.6. |
Temperatures permitted by the manufacturer |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.6.1. |
Cooling system |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.6.1.1. |
Liquid cooling Maximum temperature at outlet: … K |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.6.1.2. |
Air cooling |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.6.1.2.1. |
Reference point: … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.6.1.2.2. |
Maximum temperature at reference point: … K |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.6.2. |
Maximum outlet temperature of the inlet intercooler: … K |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.6.3. |
Maximum exhaust temperature at the point in the exhaust pipe(s) adjacent to the outer flange(s) of the exhaust manifold or turbocharger: … K |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.6.4. |
Fuel temperature Minimum: … K — maximum: … K For diesel engines at injection pump inlet, for gas fuelled engines at pressure regulator final stage |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.6.5. |
Lubricant temperature Minimum: … K — maximum: … K |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.8. |
Lubrication system |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.8.1. |
Description of the system |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.8.1.1. |
Position of lubricant reservoir: … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.8.1.2. |
Feed system (by pump/injection into intake/mixing with fuel, etc.) (1) |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.8.2. |
Lubricating pump |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.8.2.1. |
Make(s): … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.8.2.2. |
Type(s): … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.8.3. |
Mixture with fuel |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.8.3.1. |
Percentage: … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.8.4. |
Oil cooler: yes/no (1) |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.8.4.1. |
Drawing(s): … or |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.8.4.1.1. |
Make(s): … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.8.4.1.2. |
Type(s): … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.8.5. |
Lubricant specification: …W… |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
4 |
TRANSMISSION (p) |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
4.3. |
Moment of inertia of engine flywheel: … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
4.3.1. |
Additional moment of inertia with no gear engaged: … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
4.4. |
Clutch(es) |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
4.4.1. |
Type: … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
4.4.2. |
Maximum torque conversion: … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
4.5. |
Gearbox |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
4.5.1. |
Type (manual/automatic/CVT (continuously variable transmission)) (1) |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
▼M3 ————— |
|||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
4.5.1.4. |
Torque rating: … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
4.5.1.5. |
Number of clutches: … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
4.6. |
Gear ratios |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
|
|||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
4.6.1. |
Gearshift |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
4.6.1.1. |
Gear 1 excluded: yes/no (1) |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
4.6.1.2. |
n_95_high for each gear: … min–1 |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
4.6.1.3. |
nmin_drive |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
4.6.1.3.1. |
1st gear: … min–1 |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
4.6.1.3.2. |
1st gear to 2nd: … min–1 |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
4.6.1.3.3. |
2nd gear to standstill: … min–1 |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
4.6.1.3.4. |
2nd gear: … min–1 |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
4.6.1.3.5. |
3rd gear and beyond: … min–1 |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
4.6.1.4. |
n_min_drive_set for acceleration/constant speed phases (n_min_drive_up): … min–1 |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
4.6.1.5. |
n_min_drive_set for deceleration phases (nmin_drive_down): |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
4.6.1.6. |
initial period of time |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
4.6.1.6.1. |
t_start_phase: … s |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
4.6.1.6.2. |
n_min_drive_start: … min–1 |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
4.6.1.6.3. |
n_min_drive_up_start: … min–1 |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
4.6.1.7. |
use of ASM: yes/no (1) |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
4.6.1.7.1. |
ASM values: … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
4.7. |
Maximum vehicle design speed (in km/h) (q): … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
4.12. |
Gearbox lubricant: …W… |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
6 |
SUSPENSION |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
6.6. |
Tyres and wheels |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
6.6.1. |
Tyre/wheel combination(s) |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
6.6.1.1. |
Axles |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
6.6.1.1.1. |
Axle 1: … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
6.6.1.1.1.1. |
Tyre size designation |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
6.6.1.1.2. |
Axle 2: … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
6.6.1.1.2.1. |
Tyre size designation |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
|
etc. |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
6.6.2. |
Upper and lower limits of rolling radii |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
6.6.2.1. |
Axle 1: … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
6.6.2.2. |
Axle 2: … |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
6.6.3. |
Tyre pressure(s) as recommended by the vehicle manufacturer: … kPa |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
9 |
BODYWORK |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
9.1. |
Type of bodywork using the codes defined in Part C of Annex II of Directive 2007/46/EC: … |
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▼M3 ————— |
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|
12.8. |
Devices or systems with driver selectable modes which influence CO2 emissions and/or criteria emissions and do not have a predominant mode: yes/no (1) |
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|
12.8.1. |
Charge sustaining test (if applicable) (state for each device or system) |
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12.8.1.1. |
Best case mode: … |
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12.8.1.2. |
Worst case mode: … |
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12.8.2. |
Charge depleting test (if applicable) (state for each device or system) |
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12.8.2.1. |
Best case mode: … |
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12.8.2.2. |
Worst case mode: … |
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|
12.8.3. |
Type 1 test (if applicable) (state for each device or system) |
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12.8.3.1. |
Best case mode: … |
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12.8.3.2. |
Worst case mode: … |
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|
16 |
ACCESS TO VEHICLE REPAIR AND MAINTENANCE INFORMATION |
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16.1. |
Address of principal website for access to vehicle repair and maintenance information: … |
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|
16.1.1. |
Date from which it is available (no later than 6 months from the date of type-approval): … |
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16.2. |
Terms and conditions of access to website: … |
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16.3. |
Format of the vehicle repair and maintenance information accessible through website: … |
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Explanatory notes
(1) Delete where not applicable (there are cases where nothing needs to be deleted when more than one entry is applicable).
(2) Specify the tolerance.
(3) Please fill in here the upper and lower values for each variant.
(6) Vehicles can be fuelled with both petrol and a gaseous fuel but, where the petrol system is fitted for emergency purposes or starting only and of which the petrol tank cannot contain more than 15 litres of petrol, will be regarded for the test as vehicles which can only run a gaseous fuel.
(7) Optional equipment that affects the dimensions of the vehicle shall be specified.
(c) Classified according to the definitions set out in Part A of Annex II.
(f) Where there is one version with a normal cab and another with a sleeper cab, both sets of masses and dimensions are to be stated.
(g) Standard ISO 612: 1978 — Road vehicles — Dimensions of motor vehicles and towed vehicles — terms and definitions.
(h) The mass of the driver is assessed at 75 kg.
The liquid containing systems (except those for used water that must remain empty) are filled to 100 % of the capacity specified by the manufacturer.
The information referred to in points 2.6(b) and 2.6.1(b) do not need to be provided for vehicle categories N 2, N 3, M 2, M 3, O 3, and O 4.
(i) For trailers or semi-trailers, and for vehicles coupled with a trailer or a semi-trailer, which exert a significant vertical load on the coupling device or the fifth wheel, this load, divided by standard acceleration of gravity, is included in the maximum technically permissible mass.
(k) In the case of a vehicle that can run either on petrol, diesel, etc., or also in combination with another fuel, items shall be repeated.
In the case of non-conventional engines and systems, particulars equivalent to those referred to here shall be supplied by the manufacturer.
(l) This figure shall be rounded off to the nearest tenth of a millimetre.
(m) This value shall be calculated (π = 3,1416) and rounded off to the nearest cm3.
(n) Determined in accordance with the requirements of Regulation (EC) No 715/2007 or Regulation (EC) No 595/2009 as applicable.
(o) Determined in accordance with the requirements of Council Directive 80/1268/EEC (OJ L 375, 31.12.1980, p. 36).
(p) The specified particulars are to be given for any proposed variants.
(q) With respect to trailers, maximum speed permitted by the manufacturer.
(w) Eco-innovations.
(w1) Expand the table if necessary, using one extra row per eco-innovation.
(w2) Number of the Commission Decision approving the eco-innovation.
(w3) Assigned in the Commission Decision approving the eco-innovation.
(w4) Under agreement of the type-approval authority, if a modelling methodology is applied instead of the type 1 test cycle, this value shall be the one provided by the modelling methodology.
(w5) Sum of the CO2 emissions savings of each individual eco-innovation.
Appendix 3a
Extended Documentation Package
The extended documentation package shall include the following information on all AES:
a declaration of the manufacturer that the vehicle does not contain any defeat device not covered by one of the exceptions in Article 5(2) of Regulation (EC) No 715/2007;
a description of the engine and the emission control strategies and devices employed, whether software or hardware, and any condition(s) under which the strategies and devices will not operate as they do during testing for TA;
a declaration of the software versions used to control these AES/BES, including the appropriate checksums of these software versions and instructions to the authority on how to read the checksums; the declaration shall be updated and sent to the Type Approval Authority that holds this extended documentation package each time there is a new software version that has an impact to the AES/BES;
detailed technical reasoning of any AES including a risk assessment estimating the risk with the AES and without it, and information on the following:
why any of the exception clauses from the defeat device prohibition in Article 5(2) of Regulation (EC) No 715/2007 apply;
hardware element(s) that need to be protected by the AES, where applicable;
proof of sudden and irreparable engine damage that cannot be prevented by regular maintenance and would occur in the absence of the AES, where applicable;
a reasoned explanation on why there is a need to use an AES upon engine start, where applicable;
a description of the fuel system control logic, timing strategies and switch points during all modes of operation;
a description of the hierarchical relations among the AES (i.e., when more than one AES can be active concurrently, an indication of which AES is primary in responding, the method by which strategies interact, including data flow diagrams and decision logic and how does the hierarchy assure emissions from all AES are controlled to the lowest practical level;
a list of parameters which are measured and/or calculated by the AES, along with the purpose of every parameter measured and/or calculated and how each of those parameters relates to engine damage; including the method of calculation and how well these calculated parameters correlate with the true state of the parameter being controlled and any resulting tolerance or factor of safety incorporated into the analysis;
a list of engine/emission control parameters which are modulated as a function of the measured or calculated parameter(s) and the range of modulation for each engine/emission control parameter; along with the relationship between engine/emission control parameters and measured or calculated parameters;
an evaluation of how the AES will control real-driving emissions to the lowest practical level, including a detailed analysis of the expected increase of total regulated pollutants and CO2 emissions by using the AES, compared to the BES.
The extended documentation package shall be limited to 100 pages and shall include all the main elements to allow the type approval authority to assess the AES. The package may be complemented with annexes and other attached documents, containing additional and complementary elements, if necessary. The manufacturer shall send a new version of the extended documentation package to the type approval authority every time changes are introduced to the AES. The new version shall be limited to the changes and their effect. The new version of the AES shall be evaluated and approved by the type approval authority.
The extended documentation package shall be structured as follows:
Extended Documentation Package for AES Application No. YYY/OEM in accordance with Regulation (EU) 2017/1151
|
Parts |
Paragraph |
Point |
Explanation |
|
Introduction documents |
|
Introduction letter to TAA |
Reference of the document with the version, the date of issuing the document, signature by the relevant person in the manufacturer organisation |
|
|
Versioning table |
Content of each version modifications: and with part is modified |
|
|
|
Description of the (emission) types concerned |
|
|
|
|
Attached documents table |
List of all attached documents |
|
|
|
Cross references |
link to paragraph (a) to (i) of Appendix 3a (where to find each requirement of the regulation) |
|
|
|
Absence of defeat device declaration |
+ signature |
|
|
Core document |
0 |
Acronyms/abbreviations |
|
|
1 |
GENERAL DESCRIPTION |
|
|
|
1.1 |
Engine general presentation |
Description of main characteristics: displacement, after treatment,… |
|
|
1.2 |
General system architecture |
System bloc diagram: list of sensors and actuators, explanation of engine general functions |
|
|
1.3 |
Reading of software and calibration version |
E.g. scan-tool explanation |
|
|
2 |
Base Emission Strategies |
|
|
|
2.x |
BES x |
Description of strategy x |
|
|
2.y |
BES y |
Description of strategy y |
|
|
3 |
Auxiliary Emission Strategies |
|
|
|
3.0 |
Presentation of the AESs |
Hierarchical relations among AES: description and justification (e.g. safety, reliability, etc.) |
|
|
3.x |
AES x |
3.x.1 AES justification 3.x.2 measured and/or modelled parameters for AES characterization 3.x.3 Action mode of AES - Parameters used 3.x.4 Effect of AES on pollutants and CO2 |
|
|
3.y |
AES y |
3.y.1 3.y.2 etc. |
|
|
100 page limit ends here |
|||
|
Annex |
|
List of types covered by this BES-AES: including TA reference, software reference, calibration number, checksums of each version and of each CU (engine and/or after-treatment if any) |
|
|
Attached documents |
|
Technical note for AES justification n° xxx |
Risk assessment or justification by testing or example of sudden damage, if any |
|
|
Technical note for AES justification n° yyy |
|
|
|
|
Test report for specific AES impact quantification |
test report of all specific tests done for AES justification, test conditions details, description of the vehicle / date of the tests emission/CO2 impact with/without AES activation |
|
Appendix 3b
Methodology for the assessment of AES
The assessment of the AES by the type-approval authority shall include at least the following verifications:
The increase of emissions induced by the AES shall be kept at the lowest possible level:
The increase of total emissions when using an AES shall be kept at the lowest possible level throughout the normal use and life of the vehicles;
Whenever a technology or design that would allow for improved emission control is available on the market at the time of the AES preliminary assessment it shall be used with no unjustified modulation
When used to justify an AES, the risk of sudden and irreparable damage to the ‘propulsion energy converter and the drivetrain’, as defined in Mutual Resolution No. 2 (M.R.2) of the 1958 and 1998 Agreements of UNECE containing Vehicle Propulsion System Definitions ( 6 ), shall be appropriately demonstrated and documented, including the following information:
Proof of catastrophic (i.e. sudden and irreparable) engine damage shall be provided by the manufacturer, along with a risk assessment which includes an evaluation of the likelihood of the risk occurring and severity of the possible consequences, including results of tests carried out to this effect;
When a technology or design is available on the market at the time of the AES application that eliminates or reduces that risk, it shall be used to the largest extent technically possible (i.e. with no unjustified modulation);
Durability and the long-term protection of the engine or components of the emission control system from wear and malfunctioning shall not be considered an acceptable reason to grant an exemption from the defeat device prohibition.
An adequate technical description shall document why it is necessary to use an AES for the safe operation of the vehicle:
Proof of an increased risk to the safe operation of the vehicle should be provided by the manufacturer along with a risk assessment which includes an evaluation of the likelihood of the risk occurring and severity of the possible consequences, including results of tests carried out to this effect;
When a different technology or design is available on the market at the time of the AES application that would allow for lowering the safety risk, it shall be used to the largest extent technically possible (i.e. with no unjustified modulation).
An adequate technical description shall document why it is necessary to use an AES during engine start:
Proof of the need to use an AES during engine start shall be provided by the manufacturer along with a risk assessment which includes an evaluation of the likelihood of the risk occurring and severity of the possible consequences, including results of tests carried out to this effect;
Where a different technology or design is available on the market at the time of the AES application that would allow for improved emission control upon engine start, it shall be used to the largest extent technically possible.
▼M3 —————
Appendix 4
MODEL OF EC TYPE-APPROVAL CERTIFICATE
(Maximum format: A4 (210 × 297 mm))
EC TYPE-APPROVAL CERTIFICATE
Stamp of administration
Communication concerning the:
EC type-approval number: …
Reason for extension: …
SECTION I
0.1. Make (trade name of manufacturer): …
0.2. Type: …
0.2.1. Commercial name(s) (if available): …
0.3. Means of identification of type if marked on the vehicle (4)
0.3.1. Location of that marking: …
0.4. Category of vehicle (5)
0.4.2. Base vehicle (5a) (1): yes/no (1)
0.5. Name and address of manufacturer: …
0.8. Name(s) and address(es) of assembly plant(s): …
0.9. Representative of the manufacturer: …
SECTION II — to be repeated for each interpolation family, as defined in paragraph 5.6. of Annex XXI
0. Interpolation family identifier as defined in paragraph 5.0 of Annex XXI
1. Additional information (where applicable): (see addendum)
2. Technical service responsible for carrying out the tests: …
3. Date of type 1 test report: …
4. Number of the type 1 test report: …
5. Remarks (if any): (see addendum)
6. Place: …
7. Date: …
8. Signature: …
|
Attachments: |
Information package (6). |
Addendum to EC type-approval certificate No …
concerning the type-approval of a vehicle with regard to emissions and access to vehicle repair and maintenance information according to Regulation (EC) No 715/2007
Cross references to information in Test Report or Information Document should be avoided when completing the TA certificate.
0. INTERPOLATION FAMILY IDENTIFIER AS DEFINED IN PARAGRAPH 5.0 OF ANNEX XXI OF REGULATION (EU) 2017/1151
|
0.1. |
Identifier: … |
|
0.2. |
Base vehicle identifier (5a) (1): … |
1. ADDITIONAL INFORMATION
1.1. Mass of the vehicle in running order:
VL (1): …
VH: …
1.2. Maximum mass:
VL (1): …
VH: …
1.3. Reference mass:
VL (1): …
VH: …
1.4. Number of seats: …
1.6. Type of bodywork:
1.6.1. for M1, M2: saloon, hatchback, station wagon, coupé, convertible, multipurpose vehicle ( 7 )
1.6.2. for N1, N2: lorry, van (7)
1.7. Drive wheels: front, rear, 4 × 4 (7)
1.8. Pure electric vehicle: yes/no (7)
1.9. Hybrid electric vehicle: yes/no (7)
1.9.1. Category of Hybrid Electric vehicle: Off Vehicle Charging/Not Off Vehicle charging / Fuel Cell (7)
1.9.2. Operating mode switch: with/without (7)
1.10. Engine identification:
1.10.1. Engine displacement:
1.10.2. Fuel supply system: direct injection/indirect injection (7)
1.10.3. Fuel recommended by the manufacturer:
1.10.4.1. Maximum power: kW at min–1
1.10.4.2. Maximum torque: Nm at min–1
1.10.5. Pressure charging device: yes/no (7)
1.10.6. Ignition system: compression ignition/positive ignition (7)
1.11. Power train (for pure electric vehicle or hybrid electric vehicle) (7)
1.11.1. Maximum net power: … kW, at: … to … min–1
1.11.2. Maximum thirty minutes power: … kW
1.11.3. Maximum net torque: … Nm, at … min–1
1.12. Traction battery (for pure electric vehicle or hybrid electric vehicle)
1.12.1. Nominal voltage: V
1.12.2. Capacity (2 h rate): Ah
1.13. Transmission: …, …
1.13.1. Type of gearbox: manual/automatic/variable transmission (7)
1.13.2. Number of gear ratios:
1.13.3. Total gear ratios (including the rolling circumferences of the tyres under load): (vehicle speed (km/h)) / (engine speed (1 000 (min–1))
|
First gear: … |
Sixth gear: … |
|
Second gear: … |
Seventh gear: … |
|
Third gear: … |
Eighth gear: … |
|
Fourth gear: … |
Overdrive: … |
|
Fifth gear: … |
|
1.13.4. Final drive ratio:
1.14. Tyres: …, …, …
Type: radial/bias/… ( 8 )
Dimensions: …
Rolling circumference under load:
Rolling circumference of tyres used for the Type 1 test
2. TEST RESULTS
2.1. Tailpipe emissions test results
Emissions classification: …
Type 1 test results, where applicable
Type approval number if not parent vehicle (1): …
Test 1
|
Type 1 Result |
CO (mg/km) |
THC (mg/km) |
NMHC (mg/km) |
NOx (mg/km) |
THC + NOx (mg/km) |
PM (mg/km) |
PN (#.1011/km) |
|
Measured (8) (9) |
|
|
|
|
|
|
|
|
Ki × (8) (10) |
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|
|
(11) |
|
|
|
Ki + (8) (10) |
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|
|
|
(11) |
|
|
|
Mean value calculated with Ki (M × Ki or M + Ki) (9) |
|
|
|
|
(12) |
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|
DF (+) (8) (10) |
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|
|
|
|
|
|
|
DF (×) (8) (10) |
|
|
|
|
|
|
|
|
Final mean value calculated with Ki and DF (13) |
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|
|
|
|
|
|
|
Limit value |
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|
|
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|
|
Test 2 (if applicable)
Repeat Test 1 table with the second test results.
Test 3 (if applicable)
Repeat Test 1 table with the third test results.
Repeat Test 1, test 2 (if applicable) and test 3 (if applicable) for Vehicle Low (if applicable), and VM (if applicable)
ATCT test
|
CO2 Emission (g/km) |
Combined |
|
ATCT (14 °C) MCO2,Treg |
|
|
Type 1 (23 °C) MCO2,23° |
|
|
Family correction factor (FCF) |
|
|
ATCT test Result |
CO (mg/km) |
THC (mg/km) |
NMHC (mg/km) |
NOx (mg/km) |
THC + NOx (mg/km) |
PM (mg/km) |
PN (#.1011/km) |
|
|
|
|
|
|
|
|
|
|
Limit values |
|
|
|
|
|
|
|
|
(1) Where applicable. (2) Round to two decimal numbers. |
|||||||
Difference between engine coolant end temperature and average soak area temperature of the last 3 hours ΔT_ATCT (°C) for the reference vehicle: …
The minimum soaking time tsoak_ATCT (s): …
Location of temperature sensor: …
ATCT family identifier: …
Type 2: (including data required for roadworthiness testing):
|
Test |
CO value (% vol) |
Lambda (1) |
Engine speed (min– 1) |
Engine oil temperature (°C) |
|
Low idle test |
|
N/A |
|
|
|
High idle test |
|
|
|
|
Type 3: …
Type 4: … g/test;
Test procedure in accordance with: Annex 6 to UN/ECE Regulation No 83 [1 day NEDC] / the Annex to Regulation (EC) 2017/1221 [2 days NEDC] / Annex VI to Regulation (EU) 2017/1151 [2 days WLTP] (1).
Type 5:
|
Type 6 |
CO (g/km) |
THC (g/km) |
|
Measured value |
|
|
|
Limit value |
|
|
2.1.1. For bi fuel vehicles, the type 1 table shall be repeated for both fuels. For flex fuel vehicles, when the type 1 test is to be performed on both fuels according to Figure I.2.4 of Annex I, and for vehicles running on LPG or NG/Biomethane, either mono fuel or bi fuel, the table shall be repeated for the different reference gases used in the test, and an additional table shall display the worst results obtained. When applicable, in accordance with section 3.1.4 of Annex 12 to UN/ECE Regulation No 83, it shall be shown if the results are measured or calculated.
2.1.2. Written description and/or drawing of the MI: …
2.1.3. List and function of all components monitored by the OBD system: …
2.1.4. Written description (general working principles) for: …
2.1.4.1. Misfire detection ( 9 ): …
2.1.4.2. Catalyst monitoring (9) : …
2.1.4.3. Oxygen sensor monitoring (9) : …
2.1.4.4. Other components monitored by the OBD system (9) : …
2.1.4.5. Catalyst monitoring ( 10 ): …
2.1.4.6. Particulate trap monitoring (10) : …
2.1.4.7. Electronic fuelling system actuator monitoring (10) : …
2.1.4.8. Other components monitored by the OBD system: …
2.1.5. Criteria for MI activation (fixed number of driving cycles or statistical method): …
2.1.6. List of all OBD output codes and formats used (with explanation of each): …
2.2. Reserved
2.3. Catalytic converters yes/no (7)
2.3.1. Original equipment catalytic converter tested to all relevant requirements of this Regulation yes/no (7)
2.4. Smoke opacity test results (7)
|
2.4.1. |
At steady engine speeds: See technical service test report number: … |
|
2.4.2. |
Free acceleration tests 2.4.2.1. Measured value of the absorption coefficient: … m–1 2.4.2.2. Corrected value of the absorption coefficient: … m–1 2.4.2.3. Location of the absorption coefficient symbol on the vehicle: … |
2.5. CO2 emissions and fuel consumption test results
2.5.1. Pure ICE vehicle and Not Externally Chargeable (NOVC) Hybrid Electric Vehicle
|
2.5.1.0. |
Minimum and maximum CO2 values within the interpolation family |
|
2.5.1.1. |
Vehicle High
|
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|
2.5.1.2. |
Vehicle Low (if applicable)
|
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|
2.5.1.3. |
Vehicle M for NOVC-HEV (if applicable) ▼M3 ————— 2.5.1.3.1. Cycle Energy Demand: … J 2.5.1.3.2. Road load coefficients
2.5.1.3.3. CO2 mass emissions (provide values for each reference fuel tested, for the phases: the measured values for the combined see paragraphs 1.2.3.8. and 1.2.3.9. of Sub-Annex 6 to Annex XXI)
2.5.1.3.4. Fuel consumption (provide values for each reference fuel tested, for the phases: the measured values for the combined see paragraphs 1.2.3.8. and 1.2.3.9. of Sub-Annex 6 to Annex XXI)
|
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|
2.5.1.4. |
For vehicles powered by an internal combustion engine which are equipped with periodically regenerating systems as defined in point 6 of Article 2 of this Regulation, the test results shall be adjusted by the Ki factor as specified in Appendix 1 to Sub-Annex 6 of Annex XXI. 2.5.1.4.1. Information about regeneration strategy for CO2 emissions and fuel consumption D — number of operating cycles between 2 cycles where regenerative phases occur: … d — number of operating cycles required for regeneration: … Applicable Type 1 cycle (Sub-Annex 4 to Annex XXI of Regulation (EU) 2017/1151, or UN/ECE Regulation 83) (14): …
Repeat 2.5.1. in case of base vehicle. |
2.5.2. Pure electric vehicles (7)
2.5.2.1. Electric energy consumption
2.5.2.1.1. Vehicle High
|
2.5.2.1.1.1. |
Cycle Energy Demand: … J |
|
2.5.2.1.1.2. |
Road load coefficients
|
|||||||||||||||||||||||||||
|
2.5.2.1.1.3. |
Total time out of tolerance for the conduct of the cycle: … sec |
2.5.2.1.2. Vehicle Low (if applicable)
|
2.5.2.1.2.1. |
Cycle Energy Demand: … J |
|
2.5.2.1.2.2. |
Road load coefficients
|
|||||||||||||||||||||||||||
|
2.5.2.1.2.3. |
Total time out of tolerance for the conduct of the cycle: … sec |
2.5.2.2. Pure Electric Range
2.5.2.2.1. Vehicle High
|
PER (km) |
Test |
City |
Combined |
|
Measured Pure Electric Range |
1 |
|
|
|
2 |
|
|
|
|
3 |
|
|
|
|
average |
|
|
|
|
Declared value |
— |
|
|
2.5.2.2.2. Vehicle Low (if applicable)
|
PER (km) |
Test |
City |
Combined |
|
Measured Pure Electric Range |
1 |
|
|
|
2 |
|
|
|
|
3 |
|
|
|
|
average |
|
|
|
|
Declared value |
— |
|
|
|
2.5.3. |
Externally chargeable (OVC) Hybrid Electric Vehicle: 2.5.3.1. CO2 mass emission charge sustaining 2.5.3.1.1. Vehicle High
2.5.3.1.2. Vehicle Low (if applicable)
2.5.3.1.3. Vehicle M (if applicable)
2.5.3.2. CO2 mass emission charge depleting Vehicle High
Vehicle Low (if applicable)
Vehicle M (if applicable)
|
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
2.5.4. |
Fuel cell vehicles (FCV)
Repeat 2.5.4. in case of base vehicle. |
|
2.5.5. |
Device for monitoring the consumption of fuel and/or electric energy: yes/not applicable … |
2.6. Test results of eco-innovations ( 12 ) ( 13 )
|
Decision approving the eco-innovation (20) |
Code of the eco-innovation (21) |
Type 1/I cycle (22) |
1. CO2 emissions of the baseline vehicle (g/km) |
2. CO2 emissions of the eco-innovation vehicle (g/km) |
3. CO2 emissions of the baseline vehicle under type 1 test-cycle (23) |
4. CO2 emissions of the eco-innovation vehicle under type 1 test-cycle |
5. Usage factor (UF) i.e. temporal share of technology usage in normal operation conditions |
CO2 emissions savings ((1 - 2) - (3 - 4)) * 5 |
|
xxx/201x |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
Total CO2 emissions saving on NEDC (g/km) (24) |
|
||||||
|
|
Total CO2 emissions saving on WLTP (g/km) (25) |
|
||||||
|
2.6.1. |
General code of the eco-innovation(s) ( 14 ): … |
3. VEHICLE REPAIR INFORMATION
3.1. Address of website for access to vehicle repair and maintenance information: …
3.1.1. Date from which it is available (up to 6 months from the date of type approval): …
3.2. Terms and conditions of access (i.e. duration of access, price of access on an hourly, daily, monthly, annual and per-transaction basis) to websites referred to in point 3.1): …
3.3. Format of vehicle repair and maintenance information accessible through website referred to in point 3.1: …
3.4. Manufacturer’s certificate on access to vehicle repair and maintenance information provided: …
4. POWER MEASUREMENT
Maximum engine net power of internal combustion engine, net power and maximum 30 minutes power of electric drive train
4.1. Internal combustion engine net power
4.1.1. Engine speed (min–1) …
4.1.2. Measured fuel flow (g/h) …
4.1.3. Measured torque (Nm) …
4.1.4. Measured power (kW) …
4.1.5. Barometric pressure (kPa) …
4.1.6. Water vapour pressure (kPa) …
4.1.7. Intake air temperature (K) …
4.1.8. Power correction factor when applied …
4.1.9. Corrected power (kW) …
4.1.10. Auxiliary power (kW) …
4.1.11. Net power (kW) …
4.1.12. Net torque (Nm) …
4.1.13. Corrected specific fuel consumption (g/kWh) …
4.2. Electric drive train(s):
4.2.1. Declared figures
|
4.2.2. |
Maximum net power: … kW, at … min–1 |
|
4.2.3. |
Maximum net torque: … Nm, at … min–1 |
|
4.2.4. |
Maximum net torque at zero engine speed: … Nm |
|
4.2.5. |
Maximum 30 minutes power: … kW |
|
4.2.6. |
Essential characteristics of the electric drive train |
|
4.2.7. |
Test DC voltage: … V |
|
4.2.8. |
Working principle: … |
|
4.2.9. |
Cooling system: |
|
4.2.10. |
Motor: liquid/air (7) |
|
4.2.11. |
Variator: liquid/air (7) |
5. REMARKS: …
Explanatory Notes
(2) OJ L 171, 29.6.2007, p. 1.
(3) OJ L 175, 7.7.2017, p. 1.
(4) If the means of identification of type contains characters not relevant to describe the vehicle, component or separate technical unit types covered by this information, such characters shall be represented in the documentation by the symbol ‘?’ (e.g. ABC??123??)
(5) As defined in Annex II, Section A
(5a) As defined in article 3, point 18 of Directive 2007/46/EC
(6) As defined in article 3, paragraph 39 of Directive 2007/46/EC
(8) Where applicable.
(9) Round to 2 decimal places
(10) Round to 4 decimal places
(11) Not applicable
(12) Mean value calculated by adding mean values (M.Ki) calculated for THC and NOx.
(13) Round to 1 decimal place more than limit value.
(14) Indicate the applicable procedure.
(20) Number of the Commission Decision approving the eco-innovation.
(21) Assigned in the Commission Decision approving the eco-innovation.
(22) Applicable Type 1 cycle: Annex XXI, Sub-Annex 4 or UN/ECE Regulation 83
(23) If modelling is applied instead of the type 1 test-cycle, this value shall be the one provided by the modelling methodology.
(24) Sum of the emissions saving of each individual eco-innovation on Type I according to UN/ECE Regulation 83.
(25) Sum of the emissions saving of each individual eco-innovation on Type 1 according to Annex XXI, Sub-Annex 4 of this regulation
Appendix to the Addendum to the Type Approval Certificate
Transitional period (correlation output)
(Transitional provision):
1. CO2 emissions determined in accordance with point 3.2. of Annex I to Implementing Regulations (EU) 2017/1152 and (EU) 2017/1153
1.1 Co2mpas version
1.2. Vehicle High
1.2.1. CO2 mass emissions (for each reference fuel tested)
|
CO2 Emission (g/km) |
Urban |
Extra Urban |
Combined |
|
MCO2,NEDC_H,co2mpas |
|
|
|
1.3. Vehicle Low (if applicable)
1.3.1. CO2 mass emissions (for each reference fuel tested)
|
CO2 Emission (g/km) |
Urban |
Extra Urban |
Combined |
|
MCO2,NEDC_L,co2mpas |
|
|
|
2. CO2 emissions test results (if applicable)
2.1. Vehicle High
2.1.1. CO2 mass emissions (for each reference fuel tested) for pure ICE and NOVC-HEV
|
CO2 Emission (g/km) |
Urban |
Extra Urban |
Combined |
|
MCO2,NEDC_H,test |
|
|
|
2.1.2. OVC test results
2.1.2.1. CO2 mass emissions for OVC-HEV
|
CO2 Emission (g/km) |
Combined |
|
MCO2,NEDC_H,test,condition A |
|
|
MCO2,NEDC_H,test,condition B |
|
|
MCO2,NEDC_H,test,weighted |
|
2.2. Vehicle Low (if applicable)
2.2.1. CO2 mass emissions (for each reference fuel tested) for pure ICE and NOVC-HEV
|
CO2 Emission (g/km) |
Urban |
Extra Urban |
Combined |
|
MCO2,NEDC_L,test |
|
|
|
2.2.2. OVC test results
2.2.2.1. CO2 mass emissions for OVC-HEV
|
CO2 Emission (g/km) |
Combined |
|
MCO2,NEDC_L,test,condition A |
|
|
MCO2,NEDC_L,test,condition B |
|
|
MCO2,NEDC_L,test,weighted |
|
3. Deviation and verification factors (determined in accordance with point 3.2.8 of Implementing Regulation (EU) 2017/1152 and (EU) 2017/1153)
|
Deviation factor (if applicable) |
|
|
Verification factor (if applicable) |
‘1’ or ‘0’ |
|
Hash identifier code of the complete correlation file (point 3.1.1.2 of Annex I to Implementing Regulations (EU) 2017/1152 and (EU) 2017/1153 |
|
4. Final NEDC CO2 and fuel consumption values
4.1. Final NEDC values (for each reference fuel tested) for pure ICE and NOVC-HEV
|
|
|
Urban |
Extra Urban |
Combined |
|
CO2 Emission (g/km) |
MCO2,NEDC_L, final |
|
|
|
|
MCO2,NEDC_H, final |
|
|
|
|
|
Fuel Consumption (l/100km) |
FCNEDC_L, final |
|
|
|
|
FCNEDC_H, final |
|
|
|
4.2. final NEDC values (for each reference fuel tested) for OVC-HEV
|
4.2.1. |
CO2 Emission (g/km): see points 2.1.2.1. and 2.2.2.1. |
|
4.2.2. |
Electric energy consumption (Wh/km): see points 2.1.2.2. and 2.2.2.2. |
|
4.2.3. |
Fuel consumption (l/100 km)
|
Appendix 5
Vehicle OBD information
|
1. |
The information required in this Appendix shall be provided by the vehicle manufacturer for the purposes of enabling the manufacture of OBD-compatible replacement or service parts and diagnostic tools and test equipment. |
|
2. |
Upon request, the following information shall be made available to any interested component, diagnostic tools or test equipment manufacturer, on a non-discriminatory basis:
2.1.
A description of the type and number of the preconditioning cycles used for the original type-approval of the vehicle;
2.2.
A description of the type of the OBD demonstration cycle used for the original type-approval of the vehicle for the component monitored by the OBD system;
2.3.
A comprehensive document describing all sensed components with the strategy for fault detection and MI activation (fixed number of driving cycles or statistical method), including a list of relevant secondary sensed parameters for each component monitored by the OBD system and a list of all OBD output codes and format used (with an explanation of each) associated with individual emission-related power-train components and individual non-emission related components, where monitoring of the component is used to determine MI activation. In particular, a comprehensive explanation for the data given in service $ 05 Test ID $ 21 to FF and the data given in service $ 06 shall be provided. In the case of vehicle types that use a communication link in accordance with ISO 15765-4 ‘Road vehicles — Diagnostics on Controller Area Network (CAN) — Part 4: Requirements for emissions-related systems’, a comprehensive explanation for the data given in service $ 06 Test ID $ 00 to FF, for each OBD monitor ID supported, shall be provided. This information may be provided in the form of a table, as follows:
|
|
3. |
INFORMATION REQUIRED FOR THE MANUFACTURE OF DIAGNOSTIC TOOLS In order to facilitate the provision of generic diagnostic tools for multi-make repairers, vehicle manufacturers shall make available the information referred to in the points 3.1 to 3.3. through their repair information web-sites. This information shall include all diagnostic tool functions and all the links to repair information and troubleshooting instructions. The access to this information may be subject to the payment of a reasonable fee. 3.1. Communication Protocol Information The following information shall be required indexed against vehicle make, model and variant, or other workable definition such as VIN or vehicle and systems identification:
(a)
Any additional protocol information system necessary to enable complete diagnostics in addition to the standards prescribed in Section 4 of Annex XI, including any additional hardware or software protocol information, parameter identification, transfer functions, ‘keep alive’ requirements, or error conditions;
(b)
Details of how to obtain and interpret all fault codes not in accordance with the standards prescribed in Section 4 of Annex XI:
(c)
A list of all available live data parameters including scaling and access information;
(d)
A list of all available functional tests including device activation or control and the means to implement them;
(e)
Details of how to obtain all component and status information, time stamps, pending DTC and freeze frames;
(f)
Resetting adaptive learning parameters, variant coding and replacement component setup, and customer preferences;
(g)
ECU identification and variant coding;
(h)
Details of how to reset service lights;
(i)
Location of diagnostic connector and connector details;
(j)
Engine code identification. 3.2. Test and diagnosis of OBD monitored components The following information shall be required:
(a)
A description of tests to confirm its functionality, at the component or in the harness
(b)
Test procedure including test parameters and component information
(c)
Connection details including minimum and maximum input and output and driving and loading values
(d)
Values expected under certain driving conditions including idling
(e)
Electrical values for the component in its static and dynamic states
(f)
Failure mode values for each of the above scenarios
(g)
Failure mode diagnostic sequences including fault trees and guided diagnostics elimination. 3.3. Data required to perform the repair The following information shall be required:
(a)
ECU and component initialisation (in the event of replacements being fitted)
(b)
Initialisation of new or replacement ECUs where relevant using pass-through (re-) programming techniques. |
Appendix 6
EC Type–Approval Certification Numbering System
|
1. |
Section 3 of the EC type-approval number issued according to Article 6(1) shall be composed by the number of the implementing regulatory act or the latest amending regulatory act applicable to the EC type-approval. This number shall be followed by one or more characters reflecting the different categories in accordance with Table 1.
Table 1
|
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|
2. |
EXAMPLES OF TYPE–APPROVAL CERTIFICATION NUMBERS 2.1 An example is provided below of an approval of a Euro 6 light passenger car to the 'Euro 6d' emission standard and 'Euro 6-2' OBD standard, identified by the characters AJ according to table 1, issued by Luxembourg, identified by the code e13. The approval was granted for the base Regulation (EC) 715/2007 and its implementing Regulation (EC) xxx/2016 without any amendments. It is the 17th approval of this kind without any extension, so the fourth and fifth components of the certification number are 0017 and 00, respectively.
2.2 This second example shows an approval of a Euro 6 N1 class II light commercial vehicle to the 'Euro 6d-TEMP' emission standard and 'Euro 6-2' OBD standard, identified by the characters AH according to table 1, issued by Romania, identified by the code e19. The approval was granted for the base Regulation (EC) 715/2007 and its implementing legislation as last amended by a Regulation xyz/2018. It is the 1st approval of this kind without extension, so the fourth and fifth components of the certification number are 0001 and 00, respectively.
|
Appendix 7
Appendix 8a
Test Reports
A Test Report is the report issued by the technical service responsible for conducting the tests according this regulation.
PART I
The following information, if applicable, is the minimum data required for the Type 1 test.
REPORT number
|
APPLICANT |
|
||
|
Manufacturer |
|
||
|
SUBJECT |
… |
||
|
Roadload family identifier(s) |
: |
|
|
|
Interpolation family identifier(s) |
: |
|
|
|
Object submitted to tests |
|||
|
|
Make |
: |
|
|
|
IP identifier |
: |
|
|
CONCLUSION |
The object submitted to tests complies with the requirements mentioned in the subject. |
||
|
PLACE, |
DD/MM/YYYY |
General notes:
If there are several options (references), the one tested should be described in the test report
If there are not, a single reference to the information document at the start of the test report may be sufficient.
Every Technical Service is free to include some additional information
Specific to positive ignition engine
Specific to compression ignition engine
1. DESCRIPTION OF TESTED VEHICLE(S): HIGH, LOW AND M (IF APPLICABLE)
1.1. General
|
Vehicle numbers |
: |
Prototype number and VIN |
|
Category |
: |
|
|
|
|
|
|
Bodywork |
: |
|
|
Drive wheels |
: |
|
1.1.1. Powertrain Architecture
|
Powertrain architecture |
: |
pure ICE, hybrid, electric or fuel cell |
1.1.2. INTERNAL COMBUSTION ENGINE (if applicable)
For more than one ICE, please repeat the point
|
Make |
: |
|
|||||
|
Type |
: |
|
|||||
|
Working principle |
: |
two/four stroke |
|||||
|
Cylinders number and arrangement |
: |
|
|||||
|
Engine capacity (cm3) |
: |
|
|||||
|
Engine idling speed (min– 1) |
: |
|
+ |
||||
|
High engine idling speed (min– 1) (a) |
: |
|
+ |
||||
|
Rated engine power |
: |
|
kW |
at |
|
rpm |
|
|
Maximum net torque |
: |
|
Nm |
at |
|
rpm |
|
|
Engine lubricant |
: |
make and type |
|||||
|
Cooling system |
: |
Type: air/water/oil |
|||||
|
Insulation |
: |
material, amount, location, volume and weight |
|||||
1.1.3. TEST FUEL for Type 1 test (if applicable)
For more than one test fuel, please repeat the point
|
Make |
: |
|
|
Type |
: |
Petrol E10 - Diesel B7 – LPG – NG - … |
|
Density at 15 °C |
: |
|
|
Sulphur content |
: |
Only for Diesel B7 and Petrol E10 |
|
|
: |
|
|
Batch number |
: |
|
|
Willans factors (for ICE) for CO2 emission (gCO2/MJ) |
: |
|
1.1.4. FUEL FEED SYSTEM (if applicable)
For more than one fuel feed system, please repeat the point
|
Direct injection |
: |
yes/no or description |
|
Vehicle fuel type |
: |
Monofuel / bifuel / flex fuel |
|
Control unit |
||
|
Part reference |
: |
same as information document |
|
Software tested |
: |
read via scantool, for example |
|
Air flowmeter |
: |
|
|
Throttle body |
: |
|
|
Pressure sensor |
: |
|
|
Injection pump |
: |
|
|
Injector(s) |
: |
|
1.1.5. INTAKE SYSTEM (if applicable)
For more than one intake system, please repeat the point
|
Pressure charger |
: |
Yes/no make & type (1) |
|
Intercooler |
: |
yes/no type (air/air – air/water) (1) |
|
Air filter (element) (1) |
: |
make & type |
|
Intake silencer (1) |
: |
make & type |
1.1.6. EXHAUST SYSTEM AND ANTI-EVAPORATIVE SYSTEM (if applicable)
For more than one, please repeat the point
|
First catalytic converter |
: |
make & reference (1) principle: three way / oxidising / NOx trap / NOx storage system / Selective Catalyst Reduction… |
|
Second catalytic converter |
: |
make & reference (1) principle: three way/oxidising / NOx trap / NOx storage system / Selective Catalyst Reduction… |
|
Particulate trap |
: |
with/without/not applicable catalysed: yes/no make & reference (1) |
|
Reference and position of oxygen sensor(s) |
: |
before catalyst/after catalyst |
|
Air injection |
: |
with/without/not applicable |
|
Water injection |
: |
with/without/not applicable |
|
EGR |
: |
with/without/not applicable cooled/non-cooled HP/LP |
|
Evaporative emission control system |
: |
with/without/not applicable |
|
Reference and position of NOx sensor(s) |
: |
Before/after |
|
General description (1) |
: |
|
1.1.7. HEAT STORAGE DEVICE (if applicable)
For more than one Heat Storage System, please repeat the point
|
Heat storage device |
: |
yes/no |
|
Heat capacity (enthalpy stored J) |
: |
|
|
Time for heat release (s) |
: |
|
1.1.8. TRANSMISSION (if applicable)
For more than one Transmission, please repeat the point
|
Gearbox |
: |
manual / automatic / continuous variation |
|
Gear shifting procedure |
||
|
Predominant mode (*1) |
: |
yes/no normal / drive / eco/… |
|
Best case mode for CO2 emissions and fuel consumption (if applicable) |
: |
|
|
Worst case mode for CO2 emissions and fuel consumption (if applicable) |
: |
|
|
Highest electric energy consumption mode (if applicable) |
: |
|
|
Control unit |
: |
|
|
Gearbox lubricant |
: |
make and type |
|
Tyres |
||
|
Make |
: |
|
|
Type |
: |
|
|
Dimensions front/rear |
: |
|
|
Dynamic circumference (m) |
: |
|
|
Tyre pressure (kPa) |
: |
|
|
(*1) for OVC-HEV, specify for charge sutaining and for charge depleting operating conditions. |
||
Transmission ratios (R.T.), primary ratios (R.P.) and (vehicle speed (km/h)) / (engine speed (1 000 (min– 1)) (V1000) for each of the gearbox ratios (R.B.).
|
R.B. |
R.P. |
R.T. |
V1000 |
|
1st |
1/1 |
|
|
|
2nd |
1/1 |
|
|
|
3rd |
1/1 |
|
|
|
4th |
1/1 |
|
|
|
5th |
1/1 |
|
|
|
… |
|
|
|
|
|
|
|
|
1.1.9. ELECTRIC MACHINE (if applicable)
For more than one Electric Machine, please repeat the point
|
Make |
: |
|
|
Type |
: |
|
|
Peak Power (kW) |
: |
|
1.1.10. TRACTION REESS (if applicable)
For more than one Traction REESS, please repeat the point
|
Make |
: |
|
|
Type |
: |
|
|
Capacity (Ah) |
: |
|
|
Nominal Voltage (V) |
: |
|
1.1.11. FUEL CELL (if applicable)
For more than one Fuel Cell, please repeat the point
|
Make |
: |
|
|
Type |
: |
|
|
Maximum Power (kW) |
: |
|
|
Nominal Voltage (V) |
: |
|
1.1.12. POWER ELECTRONICS (if applicable)
Can be more than one PE (propulsion converter, low voltage system or charger)
|
Make |
: |
|
|
Type |
: |
|
|
Power (kW) |
: |
|
1.2. Vehicle high description
1.2.1. MASS
|
Test mass of VH (kg) |
: |
|
1.2.2. ROAD LOAD PARAMETERS
|
f0 (N) |
: |
|
|
f1 (N/(km/h)) |
: |
|
|
f2 (N/(km/h)2) |
: |
|
|
Cycle energy demand (J) |
: |
|
|
Road load test report reference |
: |
|
|
Road load family's identifier |
: |
|
1.2.3. CYCLE SELECTION PARAMETERS
|
Cycle (without downscaling) |
: |
Class 1 / 2 / 3a / 3b |
|
Ratio of rated power to mass in running order (PMR)(W/kg) |
: |
(if applicable) |
|
Capped speed process used during measurement |
: |
yes/no |
|
Maximum speed of the vehicle (km/h) |
: |
|
|
Downscaling (if applicable) |
: |
yes/no |
|
Downscaling factor fdsc |
: |
|
|
Cycle distance (m) |
: |
|
|
Constant speed (in the case of the shortened test procedure) |
: |
if applicable |
1.2.4. GEAR SHIFT POINT (IF APPLICABLE)
|
Version of Gear Shift calculation |
|
(indicate the applicable amendment to Regulation (EU)_2017/1151) |
|
Gear shifting |
: |
Average gear for v ≥ 1 km/h, rounded to four places of decimal |
|
nmin drive |
||
|
1st gear |
: |
…min–1 |
|
1st gear to 2nd |
: |
…min–1 |
|
2nd gear to standstill |
: |
…min–1 |
|
2nd gear |
: |
…min–1 |
|
3rd gear and beyond |
: |
…min–1 |
|
Gear 1 excluded |
: |
yes/no |
|
n_95_high for each gear |
: |
…min–1 |
|
n_min_drive_set for acceleration/constant speed phases (n_min_drive_up) |
: |
…min–1 |
|
n_min_drive_set for deceleration phases (nmin_drive_down) |
: |
…min–1 |
|
t_start_phase |
: |
…s |
|
n_min_drive_start |
: |
…min–1 |
|
N_min_drive_up_start |
: |
…min–1 |
|
use of ASM |
: |
yes/no |
|
ASM values |
: |
|
1.3. Vehicle low description (if applicable)
1.3.1. MASS
|
Test mass of VL(kg) |
: |
|
1.3.2. ROAD LOAD PARAMETERS
|
f0 (N) |
: |
|
|
f1 (N/(km/h)) |
: |
|
|
f2 (N/(km/h)2) |
: |
|
|
Cycle energy demand (J) |
: |
|
|
Δ(CD × Af)LH (m2) |
: |
|
|
Road load test report reference |
: |
|
|
Road load family's identifier |
: |
|
1.3.3. CYCLE SELECTION PARAMETERS
|
Cycle (without downscaling) |
: |
Class 1 / 2 / 3a / 3b |
|
Ratio of rated power to mass in running order (PMR)(W/kg) |
: |
(if applicable) |
|
Capped speed process used during measurement |
: |
yes/no |
|
Maximum speed of the vehicle |
: |
|
|
Downscaling (if applicable) |
: |
yes/no |
|
Downscaling factor fdsc |
: |
|
|
Cycle distance (m) |
: |
|
|
Constant speed (in the case of the shortened test procedure) |
: |
if applicable |
1.3.4. GEAR SHIFT POINT (IF APPLICABLE)
|
Gear shifting |
: |
Average gear for v ≥ 1 km/h, rounded to four places of decimal |
1.4. Vehicle M description (if applicable)
1.4.1. MASS
|
Test mass of VL(kg) |
: |
|
1.4.2. ROAD LOAD PARAMETERS
|
f0 (N) |
: |
|
|
f1 (N/(km/h)) |
: |
|
|
f2 (N/(km/h)2) |
: |
|
|
Cycle energy demand (J) |
: |
|
|
Δ(CD × Af)LH (m2) |
: |
|
|
Road load test report reference |
: |
|
|
Road load family's identifier |
: |
|
1.4.3. CYCLE SELECTION PARAMETERS
|
Cycle (without downscaling) |
: |
Class 1 / 2 / 3a / 3b |
|
Ratio of rated power to mass in running order (PMR)(W/kg) |
: |
(if applicable) |
|
Capped speed process used during measurement |
: |
yes/no |
|
Maximum speed of the vehicle |
: |
|
|
Downscaling (if applicable) |
: |
yes/no |
|
Downscaling factor fdsc |
: |
|
|
Cycle distance (m) |
: |
|
|
Constant speed (in the case of the shortened test procedure) |
: |
if applicable |
1.4.4. GEAR SHIFT POINT (IF APPLICABLE)
|
Gear shifting |
: |
Average gear for v ≥ 1 km/h, rounded to four places of decimal |
2. TEST RESULTS
2.1. Type 1 test
|
Method of chassis dyno setting |
: |
Fixed run / iterative / alternative with its own warmup cycle |
|
Dynamometer in 2WD/4WD operation |
: |
2WD/4WD |
|
For 2WD operation, was the non-powered axle rotating |
: |
yes/no/not applicable |
|
Dynamometer operation mode |
|
yes/no |
|
Coastdown mode |
: |
yes/no |
|
Additional preconditioning |
: |
yes/no description |
|
Deterioration factors |
: |
assigned / tested |
2.1.1. Vehicle high
|
Date of tests |
: |
(day/month/year) |
||
|
Place of the test |
: |
Chassis dyno, location, country |
||
|
Height of the lower edge above ground of cooling fan (cm) |
: |
|
||
|
Lateral position of fan centre (if modified as request by the manufacturer) |
: |
in the vehicle centre-line/… |
||
|
Distance from the front of the vehicle (cm) |
: |
|
||
|
IWR: Inertial Work Rating (%) |
: |
x,x |
||
|
RMSSE: Root Mean Squared Speed Error (km/h) |
: |
x,xx |
||
|
Description of the accepted deviation of the driving cycle |
: |
PEV before break off criteria or Fully operated acceleration pedal |
||
2.1.1.1. Pollutant emissions (if applicable)
2.1.1.1.1. Pollutant emissions of vehicles with at least one combustion engine, of NOVC-HEVs and of OVC-HEVs in case of a charge-sustaining Type 1 test
For each driver selectable mode tested the points below shall be repeated (predominant mode or best case mode and worst case, mode if applicable)
Test 1
|
Pollutants |
CO |
THC (a) |
NMHC (a) |
NOx |
THC + NOx (b) |
Particulate Matter |
Particle Number |
|
(mg/km) |
(mg/km) |
(mg/km) |
(mg/km) |
(mg/km) |
(mg/km) |
(#.1011/km) |
|
|
Measured values |
|
|
|
|
|
|
|
|
Regeneration factors (Ki)(2) Additive |
|
|
|
|
|
|
|
|
Regeneration factors (Ki)(2) Multiplicative |
|
|
|
|
|
|
|
|
Deterioration factors (DF) additive |
|
|
|
|
|
|
|
|
Deterioration factors (DF) multiplicative |
|
|
|
|
|
|
|
|
Final values |
|
|
|
|
|
|
|
|
Limit values |
|
|
|
|
|
|
|
|
(2) See Ki family report(s) |
: |
|
|
Type 1/I performed for Ki determination |
: |
Annex XXI, Sub-Annex 4 or UN/ECE Regulation No 83 (1) |
|
Regeneration family's identifier |
: |
|
|
(1) Indicate as applicable |
||
Test 2 if applicable: for CO2 reason (dCO2 1) / for pollutants reason (90 % of the limits) / for both
Record test results in accordance with the table of Test 1
Test 3 if applicable: for CO2 reason (dCO2 2)
Record test results in accordance with the table of Test 1
2.1.1.1.2. Pollutant emissions of OVC-HEVs in case of a charge-depleting Type 1 test
Test 1
Pollutant emission limits have to be fulfilled and the following point has to be repeated for each driven test cycle.
|
Pollutants |
CO |
THC (a) |
NMHC (a) |
NOx |
THC + NOx (b) |
Particulate Matter |
Particle Number |
|
(mg/km) |
(mg/km) |
(mg/km) |
(mg/km) |
(mg/km) |
(mg/km) |
(#.1011/km) |
|
|
Measured single cycle values |
|
|
|
|
|
|
|
|
Limit single cycle values |
|
|
|
|
|
|
|
Test 2 (if applicable): for CO2 reason (dCO2 1) / for pollutants reason (90 % of the limits) / for both
Record test results in accordance with the table of Test 1
Test 3 (if applicable): for CO2 reason (dCO2 2)
Record test results in accordance with the table of Test 1
2.1.1.1.3. UF-WEIGHTED POLLUTANT EMISSIONS OF OVC-HEVS
|
Pollutants |
CO |
THC (a) |
NMHC (a) |
NOx |
THC + NOx (b) |
Particulate Matter |
Particle Number |
|
(mg/km) |
(mg/km) |
(mg/km) |
(mg/km) |
(mg/km) |
(mg/km) |
(#.1011/km) |
|
|
Calculated values |
|
|
|
|
|
|
|
2.1.1.2. CO2 emission (if applicable)
2.1.1.2.1. CO2 emission of vehicles with at least one combustion engine, of NOVC-HEV and of OVC-HEV in the case of a charge-sustaining Type 1 test
For each driver selectable mode tested the points below have to be repeated (predominant mode or best case mode and worst case, mode if applicable)
Test 1
|
CO2 emission |
Low |
Medium |
High |
Extra High |
Combined |
|
Measured value MCO2,p,1 |
|
|
|
|
— |
|
Speed and distance corrected value MCO2,p,1b / MCO2,c,2 |
|
|
|
|
|
|
RCB correction coefficient: (5) |
|
|
|
|
|
|
MCO2,p,3 / MCO2,c,3 |
|
|
|
|
|
|
Regeneration factors (Ki) Additive |
|
||||
|
Regeneration factors (Ki) Multiplicative |
|
||||
|
MCO2,c,4 |
— |
|
|||
|
AFKi = MCO2,c,3 / MCO2,c,4 |
— |
|
|||
|
MCO2,p,4 / MCO2,c,4 |
|
|
|
|
— |
|
ATCT correction (FCF) (4) |
|
||||
|
Temporary values MCO2,p,5 / MCO2,c,5 |
|
|
|
|
|
|
Declared value |
— |
— |
— |
— |
|
|
dCO2 1 * declared value |
— |
— |
— |
— |
|
|
(4) FCF: family correction factor for correcting for representative regional temperature conditions (ATCT) |
||
|
See FCF family report(s) |
: |
|
|
ATCT family's identifier |
: |
|
|
(5) correction as referred to in Sub-Annex 6 Appendix 2 of Annex XXI of Regulation (EU) 2017/1151 for pure ICE vehicles, and Sub-Annex 8 Appendix 2 of Annex XXI of Regulation (EU) 2017/1151 for HEVs (KCO2) |
||
Test 2 (if applicable)
Record test results in accordance with the table of Test 1
Test 3 (if applicable)
Record test results in accordance with the table of Test 1
Conclusion
|
CO2 emission (g/km) |
Low |
Medium |
High |
Extra High |
Combined |
|
Averaging MCO2,p,6 / MCO2,c,6 |
|
|
|
|
|
|
Alignment MCO2,p,7 / MCO2,c,7 |
|
|
|
|
|
|
Final values MCO2,p,H / MCO2,c,H |
|
|
|
|
|
Information for Conformity of Production for OVC-HEV
|
|
Combined |
|
CO2 emission (g/km) MCO2,CS,COP |
|
|
AFCO2,CS |
|
2.1.1.2.2. CO2 mass emission of OVC-HEVs in case of a charge-depleting Type 1 test
Test 1
|
CO2 mass emission (g/km) |
Combined |
|
Calculated value MCO2,CD |
|
|
Declared value |
|
|
dCO2 1 |
|
Test 2 (if applicable)
Record test results in accordance with the table of Test 1
Test 3 (if applicable)
Record test results in accordance with the table of Test 1
Conclusion
|
CO2 mass emission (g/km) |
Combined |
|
Averaging MCO2,CD |
|
|
Final value MCO2,CD |
|
2.1.1.2.4. UF-WEIGHTED CO2 mass emission of OVC-HEVs
|
CO2 mass emission (g/km) |
Combined |
|
Calculated value MCO2,weighted |
|
2.1.1.3 FUEL CONSUMPTION (IF APPLICABLE)
2.1.1.3.1. Fuel consumption of vehicles with only a combustion engine, of NOVC-HEVs and of OVC-HEVs in case of a charge-sustaining Type 1 test
For each driver selectable mode tested the points below has to be repeated (predominant mode or best case mode and worst case, mode if applicable)
|
Fuel consumption (l/100 km) |
Low |
Medium |
High |
Extra High |
Combined |
|
Final values FCp,H / FCc,H (1) |
|
|
|
|
|
|
(1) Calculated from aligned CO2 values |
|||||
A- On-board Fuel and/or Energy Consumption Monitoring for vehicles referred to in Article 4a
a. Data accessibility
The parameters listed in point 3 of Annex XXII are accessible: yes/not applicable
b. Accuracy (if applicable)
|
Fuel_ConsumedWLTP (litres) (1) |
Vehicle HIGH - Test 1 |
x,xxx |
|
Vehicle HIGH - Test 2 (if applicable) |
x,xxx |
|
|
Vehicle HIGH - Test 3 (if applicable) |
x,xxx |
|
|
Vehicle LOW - Test 1 (if applicable) |
x,xxx |
|
|
Vehicle LOW Test 2 (if applicable) |
x,xxx |
|
|
Vehicle LOW - Test 3 (if applicable) |
x,xxx |
|
|
Total |
x,xxx |
|
|
Fuel_ConsumedOBFCM (litres) (1) |
Vehicle HIGH - Test 1 |
x,xx |
|
Vehicle HIGH - Test 2 (if applicable) |
x,xx |
|
|
Vehicle HIGH - Test 3 (if applicable) |
x,xx |
|
|
Vehicle LOW - Test 1 (if applicable) |
x,xx |
|
|
Vehicle LOW Test 2 (if applicable) |
x,xx |
|
|
Vehicle LOW - Test 3 (if applicable) |
x,xx |
|
|
Total |
x,xx |
|
|
Accuracy (1) |
x,xxx |
|
|
(1) in accordance with Annex XXII |
||
2.1.1.3.2. Fuel consumption of OVC-HEVs in case of a charge-depleting Type 1 test
Test 1:
|
Fuel consumption (l/100 km) |
Combined |
|
Calculated value FCCD |
|
Test 2 (if applicable)
Record test results in accordance with the table of Test 1
Test 3 (if applicable)
Record test results in accordance with the table of Test 1
Conclusion
|
Fuel consumption (l/100km) |
Combined |
|
Averaging FCCD |
|
|
Final value FCCD |
|
2.1.1.3.3. UF-Weighted Fuel consumption of OVC-HEVs
|
Fuel consumption (l/100 km) |
Combined |
|
Calculated value FCweighted |
|
2.1.1.3.4. Fuel consumption of vehicles of NOVC-FCHVs in case of a charge-sustaining Type 1 test
For each driver selectable mode tested the points below has to be repeated (predominant mode or best case mode and worst case, mode if applicable)
|
Fuel consumption (kg/100 km) |
Combined |
|
Measured values |
|
|
RCB correction coefficient |
|
|
Final values FCc |
|
2.1.1.4. RANGES (IF APPLICABLE)
2.1.1.4.1. Ranges for OVC-HEVs (if applicable)
2.1.1.4.1.1. All electric range
Test 1
|
AER (km) |
City |
Combined |
|
Measured/Calculated values AER |
|
|
|
Declared value |
— |
|
Test 2 (if applicable)
Record test results in accordance with the table of Test 1
Test 3 (if applicable)
Record test results in accordance with the table of Test 1
Conclusion
|
AER (km) |
City |
Combined |
|
Averaging AER (if applicable) |
|
|
|
Final values AER |
|
|
2.1.1.4.1.2. Equivalent All electric Range
|
EAER (km) |
Low |
Medium |
High |
Extra High |
City |
Combined |
|
Final values EAER |
|
|
|
|
|
|
2.1.1.4.1.3. Actual Charge-Depleting Range
|
RCDA (km) |
Combined |
|
Final value RCDA |
|
2.1.1.4.1.4. Charge-Depleting Cycle Range
Test 1
|
RCDC (km) |
Combined |
|
Final value RCDC |
|
|
Index Number of the transition cycle |
|
|
REEC of confirmation-cycle (%) |
|
Test 2 (if applicable)
Record test results in accordance with the table of Test 1
Test 3 (if applicable)
Record test results in accordance with the table of Test 1
2.1.1.4.2. Ranges for PEVs - Pure electric range (if applicable)
Test 1
|
PER (km) |
Low |
Medium |
High |
Extra High |
City |
Combined |
|
Calculated values PER |
|
|
|
|
|
|
|
Declared value |
— |
— |
— |
— |
— |
|
Test 2 (if applicable)
Record test results in accordance with the table of Test 1
Test 3 (if applicable)
Record test results in accordance with the table of Test 1
Conclusion
|
PER (km) |
City |
Combined |
|
Averaging PER |
|
|
|
Final values PER |
|
|
2.1.1.5. ELECTRIC CONSUMPTION (IF APPLICABLE)
2.1.1.5.1. Electric consumption of OVC-HEVs (if applicable)
2.1.1.5.1.1. Electric consumption (EC)
|
EC (Wh/km) |
Low |
Medium |
High |
Extra High |
City |
Combined |
|
Final values EC |
|
|
|
|
|
|
2.1.1.5.1.2. UF-weighted charge-depleting electric consumption
Test 1
|
ECAC,CD (Wh/km) |
Combined |
|
Calculated value ECAC,CD |
|
Test 2 (if applicable)
Record test results in accordance with the table of Test 1
Test 3 (if applicable)
Record test results in accordance with the table of Test 1
Conclusion (if applicable)
|
ECAC,CD (Wh/km) |
Combined |
|
Averaging ECAC,CD |
|
|
Final value |
|
2.1.1.5.1.3. UF-weighted electric consumption
Test 1
|
ECAC,weighted (Wh) |
Combined |
|
Calculated value ECAC,weighted |
|
Test 2 (if applicable)
Record test results in accordance with the table of Test 1
Test 3 (if applicable)
Record test results in accordance with the table of Test 1
Conclusion (if applicable)
|
ECAC,weighted (Wh/km) |
Combined |
|
Averaging ECAC,weighted |
|
|
Final value |
|
2.1.1.5.1.4. Information for COP
|
|
Combined |
|
Electric consumption (Wh/km) ECDC,CD,COP |
|
|
AFEC,AC,CD |
|
2.1.1.5.2. Electric consumption of PEVs (if applicable)
Test 1
|
EC (Wh/km) |
City |
Combined |
|
Calculated values EC |
|
|
|
Declared value |
— |
|
Test 2 (if applicable)
Record test results in accordance with the table of Test 1
Test 3 (if applicable)
Record test results in accordance with the table of Test 1
|
EC (Wh/km) |
Low |
Medium |
High |
Extra High |
City |
Combined |
|
Averaging EC |
|
|
|
|
|
|
|
Final values EC |
|
|
|
|
|
|
Information for COP
|
|
Combined |
|
Electric Consumption (Wh/km) ECDC,COP |
|
|
AFEC |
|
2.1.2. VEHICLE LOW (IF APPLICABLE)
Repeat § 2.1.1.
2.1.3. VEHICLE M (IF APPLICABLE)
Repeat § 2.1.1.
2.1.4. FINAL CRITERIA EMISSIONS VALUES (IF APPLICABLE)
|
Pollutants |
CO |
THC (a) |
NMHC (a) |
NOx |
THC + NOx (b) |
PM |
PN |
|
(mg/km) |
(mg/km) |
(mg/km) |
(mg/km) |
(mg/km) |
(mg/km) |
(#.1011/km) |
|
|
Highest values (1) |
|
|
|
|
|
|
|
|
(1) for each pollutant within all test results of VH, VL (if applicable) and VM (if applicable) |
|||||||
2.2. Type 2 (a) test
Included the emissions data required for roadworthiness testing
|
Test |
CO ( % vol) |
Lambda () |
Engine speed (min–1) |
Oil temperature (°C) |
|
Idle |
|
— |
|
|
|
High idle |
|
|
|
|
|
(1) Delete where not applicable (there are cases where nothing needs to be deleted when more than one entry is applicable) |
||||
2.3. Type 3 (a) test
Emission of crankcase gases into the atmosphere: none
2.4. Type 4 (a) test
|
Family's identifier |
: |
|
|
See report(s) |
: |
|
2.5. Type 5 test
|
Family's identifier |
: |
|
|
See durability family report(s) |
: |
|
|
Type 1/I cycle for criteria emissions testing |
: |
Annex XXI, Sub-Annex 4 or UN/ECE Regulation No 83 (1) |
|
(1) Indicate as applicable |
||
2.6. RDE test
|
RDE family number |
: |
MSxxxx |
|
See family report(s) |
: |
|
2.7. Type 6 (a) test
|
Family's identifier |
|
|
|
Date of tests |
: |
(day/month/year) |
|
Place of tests |
: |
|
|
Method of setting of the chassis dyno |
: |
coast down (road load reference) |
|
Inertia mass (kg) |
: |
|
|
If deviation from the vehicle of Type 1 test |
: |
|
|
Tyres |
: |
|
|
Make |
: |
|
|
Type |
: |
|
|
Dimensions front/rear |
: |
|
|
Dynamic circumference (m) |
: |
|
|
Tyre pressure (kPa) |
: |
|
|
Pollutants |
CO (g/km) |
HC (g/km) |
|
|
Test |
1 |
|
|
|
2 |
|
|
|
|
3 |
|
|
|
|
Average |
|
|
|
|
Limit |
|
|
|
2.8. On board diagnostic system
|
Family's identifier |
: |
|
|
See family report(s) |
: |
|
2.9. Smoke opacity (b) test
2.9.1. STEADY SPEEDS TEST
|
See family report(s) |
: |
|
2.9.2. FREE ACCELERATION TEST
|
Measured absorption value (m– 1) |
: |
|
|
Corrected absorption value (m– 1) |
: |
|
2.10. Engine power
|
See report(s) or approval number |
: |
|
2.11. Temperature information related to vehicle high (VH)
|
Worst case approach vehicle cool down |
: |
yes/no (1) |
|
ATCT family composed of a single Interpolation family |
: |
yes/no (1) |
|
Engine coolant temperature at the end of soaking time (°C) |
: |
|
|
Average soak area temperature over the 3 last hours (°C) |
: |
|
|
Difference between engine coolant end temperature and average soak area temperature of the last 3 hours ΔT_ATCT (°C) |
: |
|
|
The minimum soaking time tsoak_ATCT (s) |
: |
|
|
Location of temperature sensor |
: |
|
|
Measured engine temperature |
: |
oil/coolant |
|
(1) if ‘yes’ then the six last lines are not applicable |
||
Annexes to the test report
(not applicable to ATCT test and PEV)
1. All the input data for the correlation tool, listed in point 2.4 of Annex I to Regulations (EU) 2017/1152 and (EU) 2017/1153 (Correlation Regulations);
and
Reference of input file: …
2. Complete correlation file referred to in point 3.1.1.2. of Annex I to Implementing Regulations (EU) 2017/1152 and (EU) 2017/1153:
3. Pure ICE and NOVC-HEV
|
Results NEDC Correlation |
vehicle High |
vehicle Low |
||
|
NEDC CO2 declared value |
xxx,xx |
xxx,xx |
||
|
CO2-result CO2MPAS (including Ki) |
xxx,xx |
xxx,xx |
||
|
CO2-result double-test or dice-test (including Ki) |
xxx,xx |
xxx,xx |
||
|
Hash number |
|
|||
|
Dice decision |
|
|||
|
Deviation factor (value or not applicable) |
|
|||
|
Verification factor (0/1/not applicable) |
|
|||
|
Declared value confirmed by (CO2MPAS / double-test) |
|
|
||
|
|
|
|
||
|
CO2-result CO2MPAS (excluding Ki) |
urban |
|
|
|
|
extra urban |
|
|
||
|
combined |
|
|
||
|
Physical measurement results |
||||
|
Date of test (s) |
Test 1 |
dd/mm/yyyy |
dd/mm/yyyy |
|
|
Test 2 |
|
|
||
|
Test 3 |
|
|
||
|
CO2 emissions combined |
Test 1 |
urban |
xxx,xxx |
xxx,xxx |
|
extra urban |
xxx,xxx |
xxx,xxx |
||
|
combined |
xxx,xxx |
xxx,xxx |
||
|
Test 2 |
urban |
|
|
|
|
extra urban |
|
|
||
|
combined |
|
|
||
|
Test 3 |
urban |
|
|
|
|
extra urban |
|
|
||
|
combined |
|
|
||
|
Ki CO2 |
1,xxxx |
|||
|
CO2 emissions combined including Ki |
Average |
combined |
|
|
|
Comparison with the declared value (declared-average)/declared % |
|
|
||
|
Road Load values for testing |
||||
|
f0 (N) |
x,x |
x,x |
||
|
f1 (N/(km/h)) |
x,xxx |
x,xxx |
||
|
f2 (N/(km/h)2) |
x,xxxxx |
x,xxxxx |
||
|
inertia class (kg) |
|
|
||
|
Final results |
||||
|
NEDC CO2 [g/km] |
urban |
xxx,xx |
xxx,xx |
|
|
extra urban |
xxx,xx |
xxx,xx |
||
|
combined |
xxx,xx |
xxx,xx |
||
|
NEDC FC [l/100km] |
urban |
x,xxx |
x,xxx |
|
|
extra urban |
x,xxx |
x,xxx |
||
|
combined |
x,xxx |
x,xxx |
||
4. OVC-HEV test results
4.1. Vehicle High
4.1.1. CO2 mass emissions for OVC-HEV
|
CO2 Emission (g/km) |
Combined (including Ki) |
|
Ki CO2 |
1,xxxx |
|
MCO2,NEDC_H,test,condition A |
|
|
MCO2,NEDC_H,test,condition B |
|
|
MCO2,NEDC_H,test,weighted |
|
4.1.2. Electric energy consumption for OVC-HEV
|
Electric energy consumption (Wh/km) |
Combined |
|
ECNEDC_H,test,condition A |
|
|
ECNEDC_H,test,condition B |
|
|
ECNEDC_H,test,weighted |
|
4.1.3. Fuel consumption (l/100 km)
|
Fuel consumption (l/100 km) |
Combined |
|
FCNEDC_L,test,condition A |
|
|
FCNEDC_L,test,condition B |
|
|
FCNEDC_L,test,weighted |
|
4.2. Vehicle Low (if applicable)
4.2.1. CO2 mass emissions for OVC-HEV
|
CO2 Emission (g/km) |
Combined (including Ki) |
|
Ki CO2 |
1,xxxx |
|
MCO2,NEDC_L,test,condition A |
|
|
MCO2,NEDC_L,test,condition B |
|
|
MCO2,NEDC_L,test,weighted |
|
4.2.2. Electric energy consumption for OVC-HEV
|
Electric energy consumption (Wh/km) |
Combined |
|
ECNEDC_L,test,condition A |
|
|
ECNEDC_L,test,condition B |
|
|
ECNEDC_L,test,weighted |
|
4.2.3. Fuel consumption (l/100 km)
|
Fuel consumption (l/100 km) |
Combined |
|
FCNEDC_L,test,condition A |
|
|
FCNEDC_L,test,condition B |
|
|
FCNEDC_L,test,weighted |
|
PART II
The following information, if applicable, is the minimum data required for the ATCT test.
Report number
|
APPLICANT |
|
|||
|
Manufacturer |
|
|||
|
SUBJECT |
… |
|||
|
Roadload family identifier(s) |
: |
|
||
|
Interpolation family identifier(s) |
: |
|
||
|
ATCT identifier(s) |
: |
|
||
|
Object submitted to tests |
||||
|
|
Make |
: |
|
|
|
|
IP identifier |
: |
|
|
|
CONCLUSION |
The object submitted to tests complies with the requirements mentioned in the subject. |
|||
|
PLACE, |
DD/MM/YYYY |
General notes:
If there are several options (references), the one tested should be described in the test report
If there are not, a single reference to the information document at the start of the test report may be sufficient.
Every Technical Service is free to include some additional information
Specific to positive ignition engine
Specific to compression ignition engine
1. DESCRIPTION OF TESTED VEHICLE
1.1. GENERAL
|
Vehicle numbers |
: |
Prototype number and VIN |
|
Category |
: |
|
|
Number of seats including the driver |
: |
|
|
Bodywork |
: |
|
|
Drive wheels |
: |
|
1.1.1. Powertrain Architecture
|
Powertrain architecture |
: |
pure ICE, hybrid, electric or fuel cell |
1.1.2. INTERNAL COMBUSTION ENGINE (if applicable)
For more than one ICE, please repeat the point
|
Make |
: |
|
|||||
|
Type |
: |
|
|||||
|
Working principle |
: |
two/four stroke |
|||||
|
Cylinders number and arrangement |
: |
… |
|||||
|
Engine capacity (cm3) |
: |
|
|||||
|
Engine idling speed (min–1) |
: |
|
± |
||||
|
High engine idling speed (min–1) (a) |
: |
|
± |
||||
|
Rated engine power |
: |
|
kW |
At |
|
rpm |
|
|
Maximum net torque |
: |
|
Nm |
At |
|
rpm |
|
|
Engine lubricant |
: |
make and type |
|||||
|
Cooling system |
: |
Type: air/water/oil |
|||||
|
Insulation |
: |
material, amount, location, volume and weight |
|||||
1.1.3. TEST FUEL for type 1 test (if applicable)
For more than one test fuel, please repeat the point
|
Make |
: |
|
|
Type |
: |
Petrol E10 - Diesel B7 – LPG – NG - … |
|
Density at 15 °C |
: |
|
|
Sulphur content |
: |
Only for Diesel B7 and Petrol E10 |
|
Annex IX |
: |
|
|
Batch number |
: |
|
|
Willans factors (for ICE) for CO2 emission (gCO2/MJ) |
: |
|
1.1.4. FUEL FEED SYSTEM (if applicable)
For more than one fuel feed system, please repeat the point
|
Direct injection |
: |
yes/no or description |
|
Vehicle fuel type |
: |
Monofuel / bifuel / flex fuel |
|
Control unit |
||
|
Part reference |
: |
same as information document |
|
Software tested |
: |
read via scantool, for example |
|
Air flowmeter |
: |
|
|
Throttle body |
: |
|
|
Pressure sensor |
: |
|
|
Injection pump |
: |
|
|
Injector(s) |
: |
|
1.1.5. INTAKE SYSTEM (if applicable)
For more than one intake system, please repeat the point
|
Pressure charger |
: |
Yes/no make & type (1) |
|
Intercooler |
: |
yes/no type (air/air – air/water) (1) |
|
Air filter (element) (1) |
: |
make & type |
|
Intake silencer (1) |
: |
make & type |
1.1.6. EXHAUST SYSTEM AND ANTI-EVAPORATIVE SYSTEM (if applicable)
For more than one, please repeat the point
|
First catalytic converter |
: |
make & reference (1) principle: three way / oxidising / NOx trap / Nox storage system / Selective Catalyst Reduction… |
|
Second catalytic converter |
: |
make & reference (1) principle: three way / oxidising / NOx trap / Nox storage system / Selective Catalyst Reduction… |
|
Particulate trap |
: |
with/without/not applicable catalysed: yes/no make & reference (1) |
|
Reference and position of oxygen sensor(s) |
: |
before catalyst / after catalyst |
|
Air injection |
: |
with/without/not applicable |
|
EGR |
: |
with/without/not applicable cooled/non-cooled HP/LP |
|
Evaporative emission control system |
: |
with/without/not applicable |
|
Reference and position of NOx sensor(s) |
: |
Before/ after |
|
General description (1) |
: |
|
1.1.7. HEAT STORAGE DEVICE (if applicable)
For more than one Heat Storage System, please repeat the point
|
Heat storage device |
: |
yes/no |
|
Heat capacity (enthalpy stored J) |
: |
|
|
Time for heat release (s) |
: |
|
1.1.8. TRANSMISSION (if applicable)
For more than one Transmission, please repeat the point
|
Gearbox |
: |
manual / automatic / continuous variation |
|
Gear shifting procedure |
||
|
Predominant mode |
: |
yes/no normal / drive / eco/… |
|
Best case mode for CO2 emissions and fuel consumption (if applicable) |
: |
|
|
Worst case mode for CO2 emissions and fuel consumption (if applicable) |
: |
|
|
Control unit |
: |
|
|
Gearbox lubricant |
: |
make and type |
|
Tyres |
||
|
Make |
: |
|
|
Type |
: |
|
|
Dimensions front/rear |
: |
|
|
Dynamic circumference (m) |
: |
|
|
Tyre pressure (kPa) |
: |
|
Transmission ratios (R.T.), primary ratios (R.P.) and (vehicle speed (km/h)) / (engine speed (1 000 (min– 1)) (V1000) for each of the gearbox ratios (R.B.).
|
R.B. |
R.P. |
R.T. |
V1000 |
|
1st |
1/1 |
|
|
|
2nd |
1/1 |
|
|
|
3rd |
1/1 |
|
|
|
4th |
1/1 |
|
|
|
5th |
1/1 |
|
|
|
… |
|
|
|
|
|
|
|
|
1.1.9. ELECTRIC MACHINE (if applicable)
For more than one electric machine, please repeat the point
|
Make |
: |
|
|
Type |
: |
|
|
Peak Power (kW) |
: |
|
1.1.10. TRACTION REESS (if applicable)
For more than one traction REESS, please repeat the point
|
Make |
: |
|
|
Type |
: |
|
|
Capacity (Ah) |
: |
|
|
Nominal Voltage (V) |
: |
|
1.1.11. POWER ELECTRONICS (if applicable)
Can be more than one PE (propulsion converter, low voltage system or charger)
|
Make |
: |
|
|
Type |
: |
|
|
Power (kW) |
: |
|
1.2. VEHICLE DESCRIPTION
1.2.1. MASS
|
Test mass of VH (kg) |
: |
|
1.2.2. ROAD LOAD PARAMETERS
|
f0 (N) |
: |
|
|
f1 (N/(km/h)) |
: |
|
|
f2 (N/(km/h)2) |
: |
|
|
f2_TReg (N/(km/h)2) |
: |
|
|
Cycle energy demand (J) |
: |
|
|
Road load test report reference |
: |
|
|
Road load family's identifier |
: |
|
1.2.3. CYCLE SELECTION PARAMETERS
|
Cycle (without downscaling) |
: |
Class 1 / 2 / 3a / 3b |
|
Ratio of rated power to mass in running order (PMR)(W/kg) |
: |
(if applicable) |
|
Capped speed process used during measurement |
: |
yes/no |
|
Maximum speed of the vehicle (km/h) |
: |
|
|
Downscaling (if applicable) |
: |
yes/no |
|
Downscaling factor fdsc |
: |
|
|
Cycle distance (m) |
: |
|
|
Constant speed (in the case of the shortened test procedure) |
: |
if applicable |
1.2.4. GEAR SHIFT POINT (IF APPLICABLE)
|
Version of Gear Shift calculation |
|
(indicate the applicable amendment to Regulation (EU)_2017/1151) |
|
Gear shifting |
: |
Average gear for v ≥ 1 km/h, rounded to four places of decimal |
|
nmin drive |
||
|
1st gear |
: |
…min–1 |
|
1st gear to 2nd |
: |
…min–1 |
|
2nd gear to standstill |
: |
…min–1 |
|
2nd gear |
: |
…min–1 |
|
3rd gear and beyond |
: |
…min–1 |
|
Gear 1 excluded |
: |
yes/no |
|
n_95_high for each gear |
: |
…min–1 |
|
n_min_drive_set for acceleration/constant speed phases (n_min_drive_up) |
: |
…min–1 |
|
n_min_drive_set for deceleration phases (nmin_drive_down) |
: |
…min–1 |
|
t_start_phase |
: |
…s |
|
n_min_drive_start |
: |
…min–1 |
|
n_min_drive_up_start |
: |
…min–1 |
|
use of ASM |
: |
yes/no |
|
ASM values |
: |
|
2. TEST RESULTS
|
Method of chassis dyno setting |
: |
Fixed run / iterative / alternative with its own warmup cycle |
|
Dynamometer in 2WD/4WD operation |
: |
2WD/4WD |
|
For 2WD operation, was the non-powered axle rotating |
: |
yes/no/not applicable |
|
Dynamometer operation mode |
|
yes/no |
|
Coastdown mode |
: |
yes/no |
2.1 TEST AT 14 °C
|
Date of tests |
: |
(day/month/year) |
||
|
Place of the test |
: |
|
||
|
Height of the lower edge above ground of cooling fan (cm) |
: |
|
||
|
Lateral position of fan centre (if modified as request by the manufacturer) |
: |
in the vehicle centre-line/… |
||
|
Distance from the front of the vehicle (cm) |
: |
|
||
|
IWR: Inertial Work Rating (%) |
: |
x,x |
||
|
RMSSE: Root Mean Squared Speed Error (km/h) |
: |
x,xx |
||
|
Description of the accepted deviation of the driving cycle |
: |
Fully operated acceleration pedal |
||
2.1.1. Pollutant emissions of vehicle with at least one combustion engine, of NOVC-HEVs and of OVC-HEVs in case of a charge-sustaining
|
Pollutants |
CO |
THC (a) |
NMHC (a) |
NOx |
THC + NOx (b) |
Particulate Matter |
Particle Number |
|
(mg/km) |
(mg/km) |
(mg/km) |
(mg/km) |
(mg/km) |
(mg/km) |
(#.1011/km) |
|
|
Measured values |
|
|
|
|
|
|
|
|
Limit values |
|
|
|
|
|
|
|
2.1.2. CO2 emission of vehicle with at least one combustion engine, of NOVC-HEV and of OVC-HEV in case of a charge-sustaining tests
|
CO2 emission (g/km) |
Low |
Medium |
High |
Extra High |
Combined |
|
Measured value MCO2,p,1 |
|
|
|
|
— |
|
Measured Speed and distance corrected value MCO2,p,1b / MCO2,c,2 |
|
|
|
|
|
|
RCB correction coefficient (1) |
|
|
|
|
|
|
MCO2,p,3 / MCO2,c,3 |
|
|
|
|
|
|
(1) correction as referred to in Sub-Annex 6 Appendix 2 of Annex XXI of this Regulation for ICE vehicles, KCO2 for HEVs |
|||||
2.2 TEST AT 23 °C
Provide information or refer to type 1 test report
|
Date of tests |
: |
(day/month/year) |
||
|
Place of the test |
: |
|
||
|
Height of the lower edge above ground of cooling fan (cm) |
: |
|
||
|
Lateral position of fan centre (if modified as request by the manufacturer) |
: |
in the vehicle centre-line/… |
||
|
Distance from the front of the vehicle (cm) |
: |
|
||
|
IWR: Inertial Work Rating (%) |
: |
x,x |
||
|
RMSSE: Root Mean Squared Speed Error (km/h) |
: |
x,xx |
||
|
Description of the accepted deviation of the driving cycle |
: |
Fully operated acceleration pedal |
||
2.2.1. Pollutant emissions of vehicle with at least one combustion engine, of NOVC-HEVs and of OVC-HEVs in case of a charge-sustaining
|
Pollutants |
CO |
THC (a) |
NMHC (a) |
NOx |
THC + NOx (b) |
Particulate Matter |
Particle Number |
|
(mg/km) |
(mg/km) |
(mg/km) |
(mg/km) |
(mg/km) |
(mg/km) |
(#.1011/km) |
|
|
Measured values |
|
|
|
|
|
|
|
|
Limit values |
|
|
|
|
|
|
|
2.2.2. CO2 emission of vehicle with at least one combustion engine, of NOVC-HEV and of OVC-HEV in case of a charge-sustaining tests
|
CO2 emission (g/km) |
Low |
Medium |
High |
Extra High |
Combined |
|
Measured value MCO2,p,1 |
|
|
|
|
— |
|
Measured Speed and distance corrected value MCO2,p,1b / MCO2,c,2 |
|
|
|
|
|
|
RCB correction coefficient (1) |
|
|
|
|
|
|
MCO2,p,3 / MCO2,c,3 |
|
|
|
|
|
|
(1) correction as referred to in Sub-Annex 6 Appendix 2 of Annex XXI of this Regulation for ICE vehicles, and Sub-Annex 8 Appendix 2 of Annex XXI of Regulation (EU) 2017/1151 for HEVs (KCO2) |
|||||
2.3 CONCLUSION
|
CO2 emission (g/km) |
Combined |
|
ATCT (14 °C) MCO2,Treg |
|
|
Type 1 (23 °C) MCO2,23° |
|
|
Family correction factor (FCF) |
|
2.4. TEMPERATURE INFORMATION OF THE REFERENCE VEHICLE AFTER 23 °C TEST
|
Worst case approach vehicle cool down |
: |
yes/no (1) |
|
ATCT family composed of a single Interpolation family |
: |
yes/no (1) |
|
Engine coolant temperature at the end of soaking time (°C) |
: |
|
|
Average soak area temperature over the 3 last hours (°C) |
: |
|
|
Difference between engine coolant end temperature and average soak area temperature of the last 3 hours ΔT_ATCT (°C) |
: |
|
|
The minimum soaking time tsoak_ATCT (s) |
: |
|
|
Location of temperature sensor |
: |
|
|
Measured engine temperature |
: |
oil/coolant |
|
(1) if ‘yes’ then the six last lines are not applicable |
||
Appendix 8b
Road Load Test Report
The following information, if applicable, is the minimum data required for the road load determination test.
Report number
|
APPLICANT |
|
||
|
Manufacturer |
|
||
|
SUBJECT |
Determination of a vehicle road load /… |
||
|
Roadload family identifier(s) |
: |
|
|
|
Object submitted to tests |
|||
|
|
Make |
: |
|
|
|
Type |
: |
|
|
CONCLUSION |
The object submitted to tests complies with the requirements mentioned in the subject. |
||
|
PLACE, |
DD/MM/YYYY |
1. CONCERNED VEHICLE(S)
|
Make(s) concerned |
: |
|
|
Type(s) concerned |
: |
|
|
Commercial description |
: |
|
|
Maximal speed (km/h) |
: |
|
|
Powered axle(s) |
: |
|
2. DESCRIPTION OF TESTED VEHICLES
If no interpolation: the worst-case vehicle (regarding energy demand) shall be described
2.1. Wind tunnel method
|
Combination with |
: |
Flat belt dynamometer / chassis dynamometer |
2.1.1 General
|
|
Wind tunnel |
Dynamometer |
||
|
|
HR |
LR |
HR |
LR |
|
Make |
|
|
|
|
|
Type |
|
|
|
|
|
Version |
|
|
|
|
|
Cycle energy demand over a complete WLTC Class 3 cycle (kJ) |
|
|
|
|
|
Deviation from production series |
— |
— |
|
|
|
Mileage (km) |
— |
— |
|
|
Or (in case of roadload matrix family):
|
Make |
: |
|
|
Type |
: |
|
|
Version |
: |
|
|
Cycle energy demand over a complete WLTC (kJ) |
: |
|
|
Deviation from production series |
: |
|
|
Mileage (km) |
: |
|
2.1.2 Masses
|
|
Dynamometer |
|
|
|
HR |
LR |
|
Test mass (kg) |
|
|
|
Average mass mav (kg) |
|
|
|
Value of mr (kg per axle) |
|
|
|
Category M vehicle: proportion of the vehicle mass in running order on the front axle (%) |
|
|
|
Category N vehicle: weight distribution (kg or %) |
|
|
Or (in case of roadload matrix family):
|
Test mass (kg) |
: |
|
|
Average mass mav(kg) |
: |
(average before and after the test) |
|
Technically permissible maximum laden mass |
: |
|
|
Estimated arithmetic average of the mass of optional equipment |
: |
|
|
Category M vehicle: proportion of the vehicle mass in running order on the front axle (%) |
: |
|
|
Category N vehicle: weight distribution (kg or %) |
: |
|
2.1.3 Tyres
|
|
Wind tunnel |
Dynamometer |
||
|
|
HR |
LR |
HR |
LR |
|
Size designation |
|
|
|
|
|
Make |
|
|
|
|
|
Type |
|
|
|
|
|
Rolling resistance |
||||
|
Front (kg/t) |
— |
— |
|
|
|
Rear (kg/t) |
— |
— |
|
|
|
Tyre pressure |
||||
|
Front (kPa) |
— |
— |
|
|
|
Rear (kPa) |
— |
— |
|
|
Or (in case of roadload matrix family):
|
Size designation |
||
|
Make |
: |
|
|
Type |
: |
|
|
Rolling resistance |
||
|
Front (kg/t) |
: |
|
|
Rear (kg/t) |
: |
|
|
Tyre pressure |
||
|
Front (kPa) |
: |
|
|
Rear (kPa) |
: |
|
2.1.4. Bodywork
|
|
Wind tunnel |
|
|
|
HR |
LR |
|
Type |
AA/AB/AC/AD/AE/AF BA/BB/BC/BD |
|
|
Version |
|
|
|
Aerodynamic devices |
||
|
Movable aerodynamic body parts |
y/n and list if applicable |
|
|
Installed aerodynamic options list |
|
|
|
Delta (CD × Af)LH compared to HR (m2) |
— |
|
Or (in case of roadload matrix family):
|
Body shape description |
: |
Square box (if no representative body shape for a complete vehicle can be determined) |
|
Frontal area Afr (m2) |
: |
|
2.2 ON ROAD
2.2.1. General
|
|
HR |
LR |
|
Make |
|
|
|
Type |
|
|
|
Version |
|
|
|
Cycle energy demand over a complete WLTC Class 3 cycle (kJ) |
|
|
|
Deviation from production series |
|
|
|
Mileage |
|
|
Or (in case of roadload matrix family):
|
Make |
: |
|
|
Type |
: |
|
|
Version |
: |
|
|
Cycle energy demand over a complete WLTC (kJ) |
: |
|
|
Deviation from production series |
: |
|
|
Mileage (km) |
: |
|
2.2.2 Masses
|
|
HR |
LR |
|
Test mass (kg) |
|
|
|
Average mass mav (kg) |
|
|
|
Value of mr (kg per axle) |
|
|
|
Category M vehicle: proportion of the vehicle mass in running order on the front axle (%) |
|
|
|
Category N vehicle: weight distribution (kg or %) |
|
|
Or (in case of roadload matrix family):
|
Test mass (kg) |
: |
|
|
Average mass mav (kg) |
: |
(average before and after the test) |
|
Technically permissible maximum laden mass |
: |
|
|
Estimated arithmetic average of the mass of optional equipment |
: |
|
|
Category M vehicle: proportion of the vehicle mass in running order on the front axle (%) |
|
|
|
Category N vehicle: weight distribution (kg or %) |
|
|
2.2.3 Tyres
|
|
HR |
LR |
|
Size designation |
|
|
|
Make |
|
|
|
Type |
|
|
|
Rolling resistance |
||
|
Front (kg/t) |
|
|
|
Rear (kg/t) |
|
|
|
Tyre pressure |
||
|
Front (kPa) |
|
|
|
Rear (kPa) |
|
|
Or (in case of roadload matrix family):
|
Size designation |
: |
|
|
Make |
: |
|
|
Type |
: |
|
|
Rolling resistance |
||
|
Front (kg/t) |
: |
|
|
Rear (kg/t) |
: |
|
|
Tyre pressure |
||
|
Front (kPa) |
: |
|
|
Rear (kPa) |
: |
|
2.2.4. Bodywork
|
|
HR |
LR |
|
Type |
AA/AB/AC/AD/AE/AF BA/BB/BC/BD |
|
|
Version |
|
|
|
Aerodynamic devices |
||
|
Movable aerodynamic body parts |
y/n and list if applicable |
|
|
Installed aerodynamic options list |
|
|
|
Delta (CD × Af)LH compared to HR (m2) |
— |
|
Or (in case of roadload matrix family):
|
Body shape description |
: |
Square box (if no representative body shape for a complete vehicle can be determined) |
|
Frontal area Afr (m2) |
: |
|
2.3. POWERTRAIN
2.3.1. Vehicle High
|
Engine code |
: |
|
||
|
Transmission type |
: |
manual, automatic, CVT |
||
|
Transmission model (manufacturer's codes) |
: |
(torque rating and no of clutches à to be included in info doc) |
||
|
Covered transmission models (manufacturer's codes) |
: |
|
||
|
Engine rotational speed divided by vehicle speed |
: |
Gear |
Gear ratio |
N/V ratio |
|
1st |
1/.. |
|
||
|
2nd |
1.. |
|
||
|
3rd |
1/.. |
|
||
|
4th |
1/.. |
|
||
|
5th |
1/.. |
|
||
|
6th |
1/.. |
|
||
|
.. |
|
|
||
|
.. |
|
|
||
|
Electric machine(s) coupled in position N |
: |
n.a. (no electric machine or no coastdown mode) |
||
|
Type and number of electric machines |
: |
construction type: asynchronous/ synchronous… |
||
|
Type of coolant |
: |
air, liquid,… |
||
2.3.2. Vehicle Low
Repeat §2.3.1. with VL data
2.4. TEST RESULTS
2.4.1. Vehicle High
|
Dates of tests |
: |
dd/mm/yyyy (wind tunnel) dd/mm/yyyy (dynamometer) or dd/mm/yyyy (on road) |
ON ROAD
|
Method of the test |
: |
coastdown or torque meter method |
|
Facility (name / location / track's reference) |
: |
|
|
Coastdown mode |
: |
y/n |
|
Wheel alignment |
: |
Toe and camber values |
|
Maximum reference speed (km/h) |
: |
|
|
Anemometry |
: |
stationary or on board: influence of anemometry (CD × A) and if it was corrected. |
|
Number of split(s) |
: |
|
|
Wind |
: |
average, peaks and direction in conjunction with direction of the test track |
|
Air pressure |
: |
|
|
Temperature (mean value) |
: |
|
|
Wind correction |
: |
y/n |
|
Tyre pressure adjustment |
: |
y/n |
|
Raw results |
: |
Torque method: c0 = c1 = c2 = Coastdown method: f0 f1 f2 |
|
Final results |
|
Torque method: c0 = c1 = c2 = and f0 = f1 = f2 = Coastdown method: f0 = f1 = f2 = |
Or
WIND TUNNEL METHOD
|
Facility (name/location/dynamometer's reference) |
: |
|
|
|
Qualification of the facilities |
: |
Report reference and date |
|
|
Dynamometer |
|||
|
Type of dynamometer |
: |
flat belt or chassis dynamometer |
|
|
Method |
: |
stabilised speeds or deceleration method |
|
|
Warm up |
: |
warm-up by dyno or by driving the vehicle |
|
|
Correction of the roller curve |
: |
(for chassis dynamometer, if applicable) |
|
|
Method of chassis dynamometer setting |
: |
Fixed run / iterative / alternative with its own warmup cycle |
|
|
Measured aerodynamic drag coefficient multiplied by the frontal area |
: |
Velocity (km/h) |
CD × A (m2) |
|
… |
… |
||
|
… |
… |
||
|
Result |
: |
f0 = f1 = f2 = |
|
Or
ROAD LOAD MATRIX ON ROAD
|
Method of the test |
: |
coastdown or torque meter method |
|
Facility (name/location/track's reference) |
: |
|
|
Coastdown mode |
: |
y/n |
|
Wheel alignment |
: |
Toe and camber values |
|
Maximum reference speed (km/h) |
: |
|
|
Anemometry |
: |
stationary or on board: influence of anemometry (CD × A) and if it was corrected. |
|
Number of split(s) |
: |
|
|
Wind |
: |
average, peaks and direction in conjunction with direction of the test track |
|
Air pressure |
: |
|
|
Temperature (mean value) |
: |
|
|
Wind correction |
: |
y/n |
|
Tyre pressure adjustment |
: |
y/n |
|
Raw results |
: |
Torque method: c0r = c1r = c2r = Coastdown method: f0r = f1r = f2r = |
|
Final results |
|
Torque method: c0r = c1r = c2r = and f0r (calculated for vehicle HM) = f2r (calculated for vehicle HM) = f0r (calculated for vehicle LM) = f2r (calculated for vehicle LM) = Coastdown method: f0r (calculated for vehicle HM) = f2r (calculated for vehicle HM) = f0r (calculated for vehicle LM) = f2r (calculated for vehicle LM) = |
Or
ROAD LOAD MATRIX WIND TUNNEL METHOD
|
Facility (name/location/dynamometer's reference) |
: |
|
|
|
Qualification of the facilities |
: |
Report reference and date |
|
|
Dynamometer |
|||
|
Type of dynamometer |
: |
flat belt or chassis dynamometer |
|
|
Method |
: |
stabilised speeds or deceleration method |
|
|
Warm up |
: |
warm-up by dyno or by driving the vehicle |
|
|
Correction of the roller curve |
: |
(for chassis dynamometer, if applicable) |
|
|
Method of chassis dynamometer setting |
: |
Fixed run / iterative / alternative with its own warmup cycle |
|
|
Measured aerodynamic drag coefficient multiplied by the frontal area |
: |
Velocity (km/h) |
CD × A (m2) |
|
… |
… |
||
|
… |
… |
||
|
Result |
: |
f0r = f1r = f2r = f0r (calculated for vehicle HM) = f2r (calculated for vehicle HM) = f0r (calculated for vehicle LM) = f2r (calculated for vehicle LM) = |
|
2.4.2. Vehicle Low
Repeat §2.4.1. with VL data
Appendix 8c
Template for Test Sheet
The test sheet shall include the test data that are recorded, but not included in any test report.
The test sheet(s) shall be retained by the technical service or the manufacturer for at least 10 years.
The following information, if applicable, is the minimum data required for test sheets.
|
Information from Annex XXI, Sub-Annex 4 to Regulation (EU) 2017/1151 |
|||
|
Adjustable wheel alignment parameters |
: |
|
|
|
The coefficients, c0, c1 and c2, |
: |
c0 = c1 = c2 = |
|
|
The coastdown times measured on the chassis dynamometer |
: |
Reference speed (km/h) |
Coastdown time (s) |
|
130 |
|
||
|
120 |
|
||
|
110 |
|
||
|
100 |
|
||
|
90 |
|
||
|
80 |
|
||
|
70 |
|
||
|
60 |
|
||
|
50 |
|
||
|
40 |
|
||
|
30 |
|
||
|
20 |
|
||
|
Additional weight may be placed on or in the vehicle to eliminate tyre slippage |
: |
weight (kg) on/in the vehicle |
|
|
The coastdown times after performing the vehicle coast down procedure |
: |
Reference speed (km/h) |
Coastdown time (s) |
|
130 |
|
||
|
120 |
|
||
|
110 |
|
||
|
100 |
|
||
|
90 |
|
||
|
80 |
|
||
|
70 |
|
||
|
60 |
|
||
|
50 |
|
||
|
40 |
|
||
|
30 |
|
||
|
20 |
|
||
|
Information from Annex XXI, Sub-Annex 5 to Regulation (EU) 2017/1151 |
|||
|
NOx converter efficiency Indicated concentrations (a); (b), (c), (d), and the concentration when the NOx analyser is in the NO mode so that the calibration gas does not pass through the converter |
: |
(a) = (b) = (c) = (d) = Concentration in NO mode = |
|
|
Information from Annex XXI, Sub-Annex 6 to Regulation (EU) 2017/1151 |
|||
|
The distance actually driven by the vehicle |
: |
|
|
|
For manual shift transmission vehicle, MT vehicle that cannot follow the cycle trace: The deviations from the driving cycle |
: |
|
|
|
Drive trace indices: |
|
|
|
|
The following indices shall be calculated in accordance with the standard SAE J2951(Revised Jan-2014): |
: : |
||
|
IWR: Inertial Work Rating |
: |
||
|
RMSSE: Root Mean Squared Speed Error |
: : : |
||
|
Particulate sample filter weighing |
|
|
|
|
Filter before the test |
: |
||
|
Filter after the test |
: |
||
|
Reference filter |
: |
||
|
Content of each of the compounds measured after stabilization of the measuring device |
: |
|
|
|
Regeneration factor determination |
|
|
|
|
The number of cycles D between two WLTCs where regeneration events occur |
: |
||
|
The number of cycles over which emission measurements are made n |
: |
||
|
The mass emissions measurement M′sij for each compound i over each cycle j |
: |
||
|
Regeneration factor determination The number of applicable test cycles d measured for complete regeneration |
: |
|
|
|
Regeneration factor determination |
|
|
|
|
Msi |
: |
||
|
Mpi |
: |
||
|
Ki |
: |
||
|
Information from Annex XXI, Sub-Annex 6a to Regulation (EU) 2017/1151 |
|||
|
ATCT The air temperature and humidity of the test cell measured at the vehicle cooling fan outlet at a minimum frequency of 0,1 Hz. |
: |
Temperature set point = Treg Actual temperature value ± 3 °C at the start of the test ± 5 °C during the test |
|
|
The temperature of the soak area measured continuously at a minimum frequency of 0,033 Hz. |
: |
Temperature set point = Treg Actual temperature value ± 3 °C at the start of the test ± 5 °C during the test |
|
|
The time of transfer from the preconditioning to the soak area |
: |
≤ 10 minutes |
|
|
The time between the end of the Type 1 test and the cool down procedure |
: |
≤ 10 minutes |
|
|
The measured soaking time, and shall be recorded in all relevant test sheets. |
: |
time between the measurement of the end temperature and the end of the Type 1 test at 23 °C |
|
|
Information from Annex VI to Regulation (EU) 2017/1151 |
|||
|
Diurnal testing Ambient temperature during the two diurnal cycles (recorded at least every minute) |
: |
|
|
|
Canister puff loss loading Ambient temperature during the first 11-hour profile (recorded at least every 10 minutes) |
: |
|
|
Appendix 8d
Evaporative emission test report
The following information, if applicable, is the minimum data required for the evaporative emisssion test.
REPORT number
|
APPLICANT |
|
||
|
Manufacturer |
|
||
|
SUBJECT |
… |
||
|
Evaporative family identifier |
: |
|
|
|
Object submitted to tests |
|||
|
|
Make |
: |
|
|
CONCLUSION |
The object submitted to tests complies with the requirements mentioned in the subject. |
||
|
PLACE, |
DD/MM/YYYY |
Every Technical Service is free to include additional information
1. DESCRIPTION OF TESTED VEHICLE HIGH
|
Vehicle numbers |
: |
Prototype number and VIN |
|
Category |
: |
|
1.1. Powertrain Architecture
|
Powertrain architecture |
: |
internal combustion, hybrid, electric or fuel cell |
1.2. Internal combustion engine
For more than one ICE, please repeat the point
|
Make |
: |
|
|
Type |
: |
|
|
Working principle |
: |
two/four stroke |
|
Cylinders number and arrangement |
: |
|
|
Engine capacity (cm3) |
: |
|
|
Supercharging |
: |
yes/no |
|
Direct injection |
: |
yes/no or description |
|
Vehicle fuel type |
: |
Monofuel / bifuel / flex fuel |
|
Engine lubricant |
: |
Make and type |
|
Cooling system |
: |
Type: air/water/oil |
1.4. Fuel system
|
Injection pump |
: |
|
|
Injector(s) |
: |
|
|
Fuel tank |
||
|
Layer(s) |
: |
monolayer/ multilayer |
|
Material for the fuel tank |
: |
metal / … |
|
Material for other parts of the fuel system |
: |
… |
|
Sealed |
: |
yes/no |
|
Nominal tank capacity (l) |
: |
|
|
Canister |
||
|
Make and type |
: |
|
|
Type of activated carbon |
: |
|
|
Volume of charcoal (l) |
: |
|
|
Mass of charcoal (g) |
: |
|
|
Declared BWC (g) |
: |
xx,x |
2. TEST RESULTS
2.1. Canister bench ageing
|
Date of tests |
: |
(day/month/year) |
|
Place of the test |
: |
|
|
Canister ageing test report |
: |
|
|
Loading rate |
: |
|
|
Fuel specification |
||
|
Make |
: |
|
|
Density at 15 °C (kg/m3) |
: |
|
|
Ethanol content (%) |
: |
|
|
Batch number |
: |
|
2.2. Determination of the permeability factor (PF)
|
Date of tests |
: |
(day/month/year) |
|
Place of the test |
: |
|
|
Permeability factor test report |
: |
|
|
HC measured at week 3, HC3W (mg/24 h) |
: |
xxx |
|
HC measured at week 20, HC20W (mg/24 h) |
: |
xxx |
|
Permeability Factor, PF (mg/24 h) |
: |
xxx |
In case of multilayer tanks or metal tanks
|
Alternative Permeability Factor, PF (mg/24 h) |
: |
yes/no |
2.3. Evaporative test
|
Date of tests |
: |
(day/month/year) |
|
Place of the test |
: |
|
|
Method of chassis dyno setting |
: |
Fixed run / iterative / alternative with its own warmup cycle |
|
Dynamometer operation mode |
|
yes/no |
|
Coastdown mode |
: |
yes/no |
2.3.1. Mass
|
Test mass of VH (kg) |
: |
|
2.3.2. Roadload parameters
|
f0 (N) |
: |
|
|
f1 (N/(km/h)) |
: |
|
|
f2 (N/(km/h)2) |
: |
|
2.3.3. Cycle and Gear shift point (if applicable)
|
Cycle (without downscaling) |
: |
Class 1 / 2 / 3 |
|
|
Gear shifting |
: |
Average gear for v ≥ 1 km/h, rounded to four places of decimal |
|
2.3.4. Vehicle
|
Tested vehicle |
: |
VH or description |
|
Mileage (km) |
: |
|
|
Age (weeks) |
: |
|
2.3.5. Procedure of test and results
|
Test procedure |
: |
Continuous (sealed fuel tank systems) / Continuous (non-sealed fuel tank systems) / Stand –alone (sealed fuel tank systems) |
|
Description of soak periods (time and temperature) |
: |
|
|
Puff loss loading value (g) |
: |
xx,x (if applicable) |
|
Evaporative test |
hot soak, MHS |
1st 24h diurnal, MD1 |
2nd 24h diurnal, MD2 |
|
Mean temperature (°C) |
|
— |
— |
|
Evaporative emission (g/test) |
x,xxx |
x,xxx |
x,xxx |
|
Final result, MHS + MD1 + MD2 + (2xPF) (g/test) |
x,xx |
||
|
Limit (g/test) |
2,0 |
||
ANNEX II
PART A
IN-SERVICE CONFORMITY
1. INTRODUCTION
1.1. This Part shall apply to M and N1 class I vehicles based on types approved until 31 December 2018 and registered until 31 August 2019 and to N1 classes II and III and N2 vehicles based on types approved until 31 August 2019 and registered until 31 August 2020.
2. REQUIREMENTS
The in-service conformity requirements shall be those specified in paragraph 9 and Appendices 3, 4 and 5 of UN/ECE Regulation No 83 with exceptions described in the following sections.
2.1. Paragraph 9.2.1. of UN/ECE Regulation No 83 shall be understood as being as follows:
The audit of in-service conformity by the approval authority shall be conducted on the basis of any relevant information that the manufacturer has, under the same procedures as those for the conformity of production defined in Article 12(1) and (2) of Directive 2007/46/EC and in points 1 and 2 of Annex X to that Directive. If information is provided to the approval authority from any approval authority or Member State surveillance testing, it shall complement the in-service monitoring reports supplied by the manufacturer.
2.2. Paragraph 9.3.5.2 of UN/ECE Regulation No 83 shall be amended with the addition of the following new sub-paragraph:
‘…
Vehicles of small series productions with less than 1 000 vehicles per OBD family are exempted from minimum IUPR requirements as well as the requirement to demonstrate these to the approval authority.’
2.3. References to ‘Contracting Parties’ shall be understood as references to ‘Member States’.
2.4. Paragraph 2.6. of Appendix 3 to UN/ECE Regulation No 83 shall be replaced with the following:
The vehicle shall belong to a vehicle type that is type-approved under this Regulation and covered by a certificate of conformity in accordance with Directive 2007/46/EC. It shall be registered and have been used in the Union.
2.5. The reference in paragraph 2.2. of Appendix 3 to UN/ECE Regulation No 83 to the ‘1958 Agreement’ shall be understood as reference to Directive 2007/46/EC.
2.6. Paragraph 2.6. of Appendix 3 to UN/ECE Regulation No 83 shall be replaced with the following:
The lead content and sulphur content of a fuel sample from the vehicle tank shall meet the applicable standards laid down in Directive 2009/30/EC of the European Parliament and of the Council ( 15 ) and there shall be no evidence of mis-fuelling. Checks may be done in the tailpipe.
2.7. Reference in paragraph 4.1. of Appendix 3 to UN/ECE Regulation No 83 to ‘emissions tests in accordance with Annex 4a’ shall be understood as being to ‘emissions tests conducted in accordance with Annex XXI to this Regulation’.
2.8. Reference in paragraph 4.1. of Appendix 3 to UN/ECE Regulation No 83 to ‘paragraph 6.3. of Annex 4a’ shall be understood as being to ‘paragraph 1.2.6. of Sub-Annex 6 to Annex XXI to this Regulation’.
2.9. Reference in paragraph 4.4. of Appendix 3 to UN/ECE Regulation No 83 to ‘the 1958 Agreement’ shall be understood as reference to ‘Article 13(1) or (2) of Directive 2007/46/EC’.
2.10. In paragraph 3.2.1., paragraph 4.2. and footnotes 1 and 2 of Appendix 4 to UN/ECE Regulation No 83, the reference to the limit values given in Table 1 of paragraph 5.3.1.4. shall be understood as reference to Table 2 of Annex I to Regulation (EC) No 715/2007.
PART B
NEW IN-SERVICE CONFORMITY METHODOLOGY
1. Introduction
This Part shall apply to M and N1 class I vehicles based on types approved after 1 January 2019 and to all vehicles registered after 1 September 2019 and to N1 classes II and III and N2 vehicles based on types approved after 1 September 2019 and registered after 1 September 2020.
It sets out the in-service conformity (ISC) requirements for checking compliance against the emission limits for tailpipe (including low temperature) and evaporative emissions throughout the normal life of the vehicle up to five years or 100 000 km, whichever is sooner.
2. Process description
Figure B.1
Illustration of the in-service conformity process (where GTAA refers to the granting type approval authority and OEM refers to the manufacturer)
3. ISC family definition
An ISC family shall be composed of the following vehicles:
For tailpipe emissions (Type 1 and Type 6 tests), the vehicles covered by the PEMS test family, as described in Appendix 7 of Annex IIIA,
For evaporative emissions (Type 4 test), the vehicles included in the evaporative emission family, as described in Point 5.5 of Annex VI.
4. Information gathering and initial risk assessment
The granting type approval authority shall gather all relevant information on possible emission non-compliances relevant for deciding which ISC families to check in a particular year. The granting type-approval authority shall take into account in particular information indicating vehicle types with high emissions in real driving conditions. That information shall be obtained through the use of appropriate methods, which may include remote sensing, simplified on-board emissions monitoring systems (SEMS) and testing with PEMS. The number and importance of exceedances observed during such testing may be used to prioritise ISC testing.
As part of the information provided for the ISC checks, each manufacturer shall report to the granting type approval authority on emission-related warranty claims, and any emission-related warranty repair works performed or recorded during servicing, in accordance with a format agreed between the granting type approval authority and the manufacturer at type approval. The information shall detail the frequency and nature of faults for emissions-related components and systems by ISC family. The reports shall be filed at least once a year for each vehicle ISC family for the duration of the period during which in-service conformity checks are to be performed in accordance with Article 9(3).
On the basis of the information referred to in the first and second paragraphs, the granting type approval authority shall make an initial assessment of the risk of an ISC family to not comply with the in-service conformity rules and on that basis shall take a decision on which families to test and which types of tests to perform under the ISC provisions. Additionally, the granting type approval authority may randomly choose ISC families to test.
5. ISC testing
The manufacturer shall perform ISC testing for tailpipe emissions comprising at least the Type 1 test for all ISC families. The manufacturer may also perform RDE, Type 4 and Type 6 tests for all or part of the ISC families. The manufacturer shall report to the granting type approval authority all results of the ISC testing using the Electronic Platform for in-service conformity described in point 5.9.
The granting type approval authority shall check an appropriate number of ISC families each year, as set out in point 5.4. The granting type approval authority shall include all results of the ISC testing in the Electronic Platform for in-service conformity described in point 5.9.
Accredited laboratories or technical services may perform checks on any number of ISC families each year. The accredited laboratories or technical services shall report to the granting type approval authority all results of the ISC testing using the Electronic Platform for in-service conformity described in point 5.9.
5.1. Quality assurance of testing
Inspection bodies and laboratories performing ISC checks, that are not a designated technical service, shall be accredited according to EN ISO/IEC 17020:2012 for the ISC procedure. Laboratories performing ISC tests and which are not designated technical services within the meaning of Article 41 of Directive 2007/46, may only undertake ISC testing if they are accredited according to EN ISO/IEC 17025:2017.
The granting type approval authority shall annually audit the ISC checks performed by the manufacturer. The granting type approval authority may also audit the ISC checks performed by accredited laboratories and technical services. The audit shall be based on the information provided by the manufacturers, accredited laboratory or technical service which shall include at least the detailed ISC report in accordance with Appendix 3. The granting type approval authority may require the manufacturers, accredited laboratories or technical services to provide additional information.
5.2. Disclosure of tests results by accredited laboratories and technical services
The granting type approval authority shall communicate the results of the compliance assessment and remedial measures for a particular ISC family to the accredited laboratories or technical services which provided test results for that family as soon as they become available.
The results of the tests, including the detailed data for all vehicles tested, may only be disclosed to the public after the publication by the granting type approval authority of the annual report or the results of an individual ISC procedure or after the closure of the statistical procedure (see point 5.10.) without a result. If the results of the ISC tests are published, reference shall be made to the annual report by the granting type approval authority which included them.
5.3. Types of tests
ISC testing shall only be performed on vehicles selected in accordance with Appendix 1.
ISC testing with the Type 1 test shall be performed in accordance with Annex XXI.
ISC testing with the RDE tests shall be performed in accordance with Annex IIIA, Type 4 tests shall be performed in accordance with Appendix 2 to this Annex and Type 6 tests shall be performed in accordance with Annex VIII.
5.4. Frequency and scope of ISC testing
The time period between commencing two in-service conformity checks by the manufacturer for a given ISC family shall not exceed 24 months.
The frequency of ISC testing performed by the granting type approval authority shall be based on a risk assessment methodology consistent with the international standard ISO 31000:2018 — Risk Management — Principles and guidelines which shall include the results of the initial assessment made according to point 4.
As of 1 January 2020, granting type approval authorities shall perform the Type 1 and RDE tests on a minimum of 5 % of the ISC families per manufacturer per year or at least two ISC families per manufacturer per year, where available. The requirement for testing a minimum of 5 % or at least two ISC families per manufacturer per year shall not apply to small volume manufacturers. The granting type approval authority shall ensure the widest possible coverage of ISC families and vehicle age in a particular in-service conformity family in order to ensure compliance according to Article 8, paragraph 3. The granting type approval authority shall complete the statistical procedure for each ISC family it has started within 12 months.
Type 4 or Type 6 ISC tests shall have no minimum frequency requirements.
5.5. Funding for ISC testing by the granting type approval authorities
The granting type approval authority shall ensure that sufficient resources are available to cover the costs for in-service conformity testing. Without prejudice to national law, those costs shall be recovered by fees that can be levied on the manufacturer by the granting type approval authority. Such fees shall cover ISC testing of up to 5 % of the in-service conformity families per manufacturer per year or at least two ISC families per manufacturer per year.
5.6. Testing plan
When performing RDE testing for ISC, the granting type approval authority shall draft a testing plan. That plan shall include testing to check ISC compliance under a wide range of conditions in accordance with Annex IIIA.
5.7. Selection of vehicles for ISC testing
The information gathered shall be sufficiently comprehensive to ensure that in-service performance can be assessed for vehicles that are properly maintained and used. The tables in Appendix 1 shall be used to decide whether the vehicle can be selected for the purposes of ISC testing. During the check against the tables in Appendix 1, some vehicles may be declared as faulty and not tested during ISC, when there is evidence that parts of the emission control system were damaged.
The same vehicle may be used to perform and establish reports from more than one type of tests (Type 1, RDE, Type 4, Type 6) but only the first valid test of each type shall be taken into account for the statistical procedure.
5.7.1. General requirements
The vehicle shall belong to an ISC family as described in point 3 and shall comply with the checks set out in the table in Appendix 1. It shall be registered in the Union and have been driven in the Union for at least 90 % of its driving time. The emissions testing may be done in a different geographical region from that where the vehicles have been selected.
The vehicles selected shall be accompanied by a maintenance record which shows that the vehicle has been properly maintained and has been serviced in accordance with the manufacturer's recommendations with only original parts used for the replacement of emissions related parts.
Vehicles exhibiting indications of abuse, improper use that could affect its emissions performance, tampering or conditions that may lead to unsafe operation shall be excluded from ISC.
The vehicles shall not have undergone aerodynamic modifications that cannot be removed prior to testing.
A vehicle shall be excluded from ISC testing if the information stored in the on-board computer shows that the vehicle was operated after a fault code was displayed and a repair was not carried out in accordance with manufacturer specifications.
A vehicle shall be excluded from ISC testing if the fuel from the vehicle tank does not meet the applicable standards laid down in Directive 98/70/EC of the European Parliament and of the Council ( 16 ) or if there is evidence or record of fuelling with the wrong type of fuel.
5.7.2. Vehicle Examination and Maintenance
Diagnosis of faults and any normal maintenance necessary in accordance with Appendix 1 shall be performed on vehicles accepted for testing, prior to or after proceeding with ISC testing.
The following checks shall be carried out: OBD checks (performed before or after the test), visual checks for lit malfunction indicator lamps, checks on air filter, all drive belts, all fluid levels, radiator and fuel filler cap, all vacuum and fuel system hoses and electrical wiring related to the after-treatment system for integrity; checks on ignition, fuel metering and pollution control device components for maladjustments and/or tampering.
If the vehicle is within 800 km of a scheduled maintenance service, that service shall be performed.
The window washer fluid shall be removed before the Type 4 test and replaced with hot water.
A fuel sample shall be collected and kept in accordance with the requirements of Annex IIIA for further analysis in case of fail.
All faults shall be recorded. When the fault is on the pollution control devices then the vehicle shall be reported as faulty and not be used further for testing, but the fault shall be taken into account for the purposes of the compliance assessment performed in accordance with point 6.1.
5.8. Sample size
When manufacturers apply the statistical procedure set out in point 5.10 for the Type 1 test, the number of sample lots shall be set on the basis of the annual sales volume of an in-service family in the Union, as described in the following table:
Table B.1
Number of sample lots for ISC testing with Type 1 tests
|
EU Registrations per calendar year of vehicles in the sampling period |
Number of sample lots (for Type 1 tests) |
|
up to 100 000 |
1 |
|
100 001 to 200 000 |
2 |
|
above 200 000 |
3 |
Each sample lot shall include enough vehicle types, in order to ensure that at least 20 % of the total family sales are covered. When a family requires more than one sample lot to be tested, the vehicles in the second and third sample lots shall reflect different vehicle use conditions from those selected for the first sample.
5.9. Use of the Electronic Platform for in-service conformity and access to data required for testing
The Commission shall set up an electronic platform in order to facilitate the exchange of data between on the one side, the manufacturers, accredited labs or technical services and on the other side the granting type approval authority and the taking of the decision on the sample fail or pass.
The manufacturer shall complete the package on Testing Transparency referred to in Article 5 (12) in the format specified in Tables 1 and 2 of Appendix 5 and in the Table in this point and transmit it to the type-approval authority which grants the emission type-approval. Table 2 of Appendix 5 shall be used in order to allow the selection of vehicles from the same family for testing and along with the Table 1 provide sufficient information for vehicles to be tested.
Once the electronic platform referred to in the first paragraph becomes available, the type-approval authority which grants the emission type-approval shall upload the information in Tables 1 and 2 of Appendix 5 to this platform within 5 working days of receiving it.
All information in Tables 1 and 2 of Appendix 5 shall be accessible to the public in an electronic form free of charge.
The following information shall also be part of the package on Testing Transparency and shall be provided by the manufacturer free-of-charge within 5 working days of the request by an accredited laboratory or technical service.
|
ID |
Input |
Description |
|
1. |
Special Procedure for conversion of vehicles (4WD to 2WD) for dyno testing if available |
As defined in Sub-Annex 6 of Annex XXI; point 2.4.2.4. |
|
2. |
Dyno mode instructions, if available |
How to enable the dyno mode as done also during TA tests |
|
3. |
Coastdown mode used during the TA tests |
If the vehicle has coastdown mode instructions how to enable this mode |
|
4. |
Battery discharge procedure (OVC-HEV, PEV) |
OEM procedure to deplete battery for preparing OVC-HEV for charge sustaining tests, and PEV to charge the battery |
|
5. |
Procedure to deactivate all auxiliaries |
If used during TA |
5.10. Statistical Procedure
5.10.1. General
The verification of in-service conformity shall rely on a statistical method following the general principles of sequential sampling for inspection by attributes. The minimum sample size for a pass result is three vehicles, and the maximum cumulative sample size is ten vehicles for the Type 1 and RDE tests.
For the Type 4 and Type 6 tests a simplified method may be used, where the sample shall consist of three vehicles and shall be considered a fail if all three vehicles fail to pass the test, and a pass if all three vehicles pass the test. In cases where two out of three passed or failed, the type approval authority may decide to conduct further tests or proceed with accessing the compliance in accordance with point 6.1.
Test results shall not be multiplied by deterioration factors.
For vehicles that have a Declared Maximum RDE Values reported in point 48.2 of the Certificate of Conformity, as described in Annex IX of Directive 2007/46/EC which is lower than the emission limits set out in Annex I to Regulation (EC) No 715/2007, the conformity shall be checked both against the Declared Maximum RDE Value increased by the margin set out in point 2.1.1 of Annex IIIA and the not-to-exceed limit set out in in section 2.1. of that Annex. If the sample is found not to conform with the Declared Maximum RDE Values increased by the applicable measurement uncertainty margin, but pass with the not-to-exceed limit, the granting type approval authority shall require the manufacturer to take corrective actions.
Prior to the performance of the first ISC test, the manufacturer, accredited laboratory or technical service (‘party’) shall notify the intent of performing in-service conformity testing of a given vehicle family to the granting type approval authority. Upon this notification, the granting type approval authority shall open a new statistical folder to process the results for each relevant combination of the following parameters for that particular party/or that pool of parties: vehicle family, emissions test type and pollutant. Separate statistical procedures shall be opened for each relevant combination of those parameters.
The granting type approval authority shall incorporate in each statistical folder only the results provided by the relevant party. The granting type approval authority shall keep a record of the number of tests performed, the number of failed and passed tests and other necessary data to support the statistical procedure.
Whereas more than one statistical procedure can be open at the same time for a given combination of test type and vehicle family, a party shall only be allowed to provide test results to one open statistical procedure for a given combination of test type and vehicle family. Each test shall be reported only once and all tests (valid, not valid, fail or pass, etc.) shall be reported.
Each ISC statistical procedure shall remain open until an outcome is reached when the statistical procedure arrives to a pass or fail decision for the sample in accordance point 5.10.5. However, if an outcome is not reached within 12 months of the opening of a statistical folder, the granting type approval authority shall close the statistical folder unless it decides to complete testing for that statistical folder within the following 6 months.
5.10.2. Pooling of ISC results
Test results from two or more accredited laboratories or technical services may be pooled for the purposes of a common statistical procedure. The pooling of test results shall require the written consent from all the interested parties providing test results to a pool of results, and a notification to the granting type approval authority prior to the start of testing. One of the parties pooling test results shall be designated as leader of the pool and be responsible for data reporting and communication with the granting type approval authority.
5.10.3. Pass/Fail/Invalid outcome for a single test
An ISC emissions test shall be considered as ‘passed’ for one or more pollutants when the emissions result is equal or below the emission limit set out in Annex I of Regulation (EC) No 715/2007 for that type of test.
An emissions test shall be considered as ‘failed’ for one or more pollutants when the emissions result is greater than the corresponding emission limit for that type of test. Each failed test result shall increase the ‘f’ count (see point 5.10.5) by 1 for that statistical instance.
An ISC emissions test shall be considered invalid if it does not respect the test requirements referred to in point 5.3. Invalid test results shall be excluded from the statistical procedure.
The results of all ISC tests shall be submitted to the granting type approval authority within ten working days from the execution of each test. The test results shall be accompanied by a comprehensive test report at the end of the tests. The results shall be incorporated in the sample in chronological order of execution.
The granting type approval authority shall incorporate all valid emission test results to the relevant open statistical procedure until a ‘sample fail’ or a ‘sample pass’ outcome is reached in accordance with point 5.10.5.
5.10.4. Treatment of Outliers
The presence of outlying results in the sample statistical procedure may lead to a ‘fail’ outcome in accordance with the procedures described below:
Outliers shall be categorised as intermediate or extreme.
An emissions test result shall be considered as an intermediate outlier if it is equal or greater than 1,3 times the applicable emission limit. The presence of two such outliers in a sample shall lead to a fail of the sample.
An emissions result shall be considered as an extreme outlier if it is equal or greater than 2,5 times the applicable emission limit. The presence of one such outlier in a sample shall lead to a fail of the sample. In such case, the plate number of the vehicle shall be communicated to the manufacturer and to the granting type approval authority. This possibility shall be communicated to the vehicle owners before testing.
5.10.5. Pass/Fail decision for a sample
For the purposes of deciding on a pass/fail result for the sample, ‘p’ is the count of passed results, and ‘f’ is the count of failed results. Each passed test result shall increase the ‘p’ count by 1 and each failed test result shall increase the ‘f’ count by 1 for the relevant open statistical procedure.
Upon the incorporation of valid emission test results to an open instance of the statistical procedure, the type approval authority shall perform the following actions:
The decision depends on the cumulative sample size ‘n’, the passed and failed result counts ‘p’ and ‘f’, as well as the number of intermediate and/or extreme outliers in the sample. For the decision on a pass/fail of an ISC sample the granting type approval authority shall use the decision chart in Figure B.2 for vehicles based on types approved as of1 January 2020 and the decision chart in Figure B.2.a for vehicles based on types approved until 31 December 2019. The charts indicate the decision to be taken for a given cumulative sample size ‘n’ and failed count result ‘f’.
Two decisions are possible for a statistical procedure for a given combination of vehicle family, emissions test type and pollutant:
‘Sample pass’ outcome shall be reached when the applicable decision chart from Figure B.2 or Figure B.2.a gives a ‘PASS’ outcome for the current cumulative sample size ‘n’ and the count of failed results ‘f’.
‘Sample fail’ decision shall be reached when, for a given cumulative sample size ‘n’, when at least one of the following conditions is fulfilled:
If no decision is reached, the statistical procedure shall remain open and further results shall be incorporated into it until a decision is reached or the procedure is closed in accordance with point 5.10.1.
Figure B.2
Decision chart for the statistical procedure for vehicles based on types approved as of 1 January 2020 (where ‘UND’ means undecided)
|
Failed result count f |
10 |
|
|
|
|
|
|
|
FAIL |
|
9 |
|
|
|
|
|
|
FAIL |
FAIL |
|
|
8 |
|
|
|
|
|
FAIL |
FAIL |
FAIL |
|
|
7 |
|
|
|
|
FAIL |
FAIL |
FAIL |
FAIL |
|
|
6 |
|
|
|
FAIL |
FAIL |
FAIL |
FAIL |
FAIL |
|
|
5 |
|
|
FAIL |
FAIL |
FAIL |
UND |
UND |
PASS |
|
|
4 |
|
FAIL |
FAIL |
UND |
UND |
UND |
UND |
PASS |
|
|
3 |
FAIL |
FAIL |
UND |
UND |
UND |
UND |
PASS |
PASS |
|
|
2 |
UND |
UND |
UND |
UND |
PASS |
PASS |
PASS |
PASS |
|
|
1 |
UND |
PASS |
PASS |
PASS |
PASS |
PASS |
PASS |
PASS |
|
|
0 |
PASS |
PASS |
PASS |
PASS |
PASS |
PASS |
PASS |
PASS |
|
|
|
|
3 |
4 |
5 |
6 |
7 |
8 |
9 |
10 |
|
|
Cumulative sample size n |
||||||||
Figure B.2.a
Decision chart for the statistical procedure for vehicles type approved until 31 December 2019 (where ‘UND’ means undecided)
|
Failed result count f |
10 |
|
|
|
|
|
|
|
FAIL |
|
9 |
|
|
|
|
|
|
FAIL |
FAIL |
|
|
8 |
|
|
|
|
|
FAIL |
FAIL |
FAIL |
|
|
7 |
|
|
|
|
FAIL |
FAIL |
FAIL |
FAIL |
|
|
6 |
|
|
|
FAIL |
FAIL |
FAIL |
FAIL |
FAIL |
|
|
5 |
|
|
FAIL |
UND |
UND |
UND |
UND |
PASS |
|
|
4 |
|
UND |
UND |
UND |
UND |
UND |
PASS |
PASS |
|
|
3 |
UND |
UND |
UND |
UND |
UND |
PASS |
PASS |
PASS |
|
|
2 |
UND |
UND |
UND |
PASS |
PASS |
PASS |
PASS |
PASS |
|
|
1 |
UND |
PASS |
PASS |
PASS |
PASS |
PASS |
PASS |
PASS |
|
|
0 |
PASS |
PASS |
PASS |
PASS |
PASS |
PASS |
PASS |
PASS |
|
|
|
|
3 |
4 |
5 |
6 |
7 |
8 |
9 |
10 |
|
|
Cumulative sample size n |
||||||||
5.10.6. ISC for completed vehicles and special purpose vehicles
The manufacturer of the base vehicle shall determine the allowed values for the parameters listed in Table B.3. The allowed Parameter Values for each family shall be recorded in the information document of the emissions type approval (see Appendix 3 to Annex I) and in the Transparency list 1 of Appendix 5 (rows 45 to 48). The second-stage manufacturer shall only be allowed to use the base vehicle emission values if the completed vehicle remains within the allowed Parameter Values. The parameter values for each completed vehicle shall be recorded in its Certificate of Conformity.
Table B.3
Allowed Parameter Values for multistage and special purpose vehicles to use the base vehicle emission type approval
|
Parameter Values: |
Allowed values from - to: |
|
Final Vehicle mass in running order (in kg) |
|
|
Frontal area for final vehicle (in cm2) |
|
|
Rolling resistance (kg/t) |
|
|
Projected frontal area of air entrance of the front grille (in cm2) |
|
If a completed or special purpose vehicle is tested and the result of the test is below the applicable emission limit, the vehicle shall be considered as a pass for the ISC family for the purposes of point 5.10.3.
If the result of the test on a completed or special purpose vehicle exceeds the applicable emission limits but is not higher than 1,3 times the applicable emission limits, the tester shall examine whether that vehicle complies with the values in table B.3. Any non-compliance with these values shall be reported to the granting type approval authority. If the vehicle does not comply with those values, the granting type approval authority shall investigate the reasons for the non-compliance and take the appropriate measures regarding the manufacturer of the completed or special purpose vehicle to restore conformity, including the withdrawal of the type-approval. If the vehicle complies with the values in table B.3, it shall be considered as a flagged vehicle for the in-service conformity family for the purposes of point 6.1.
If the result of the test exceeds 1,3 times the applicable emission limits, shall be considered as a fail for the in-service conformity family for the purposes of point 6.1., but not as an outlier for the relevant ISC family. If the completed or special purpose vehicle does not comply with the values in table B.3, this shall be reported to the granting type approval authority, who shall investigate the reasons for the non-compliance and take the appropriate measures regarding the manufacturer of the completed or special purpose vehicle to restore conformity, including the withdrawal of the type-approval.
6. Compliance Assessment
|
6.1. |
Within 10 days of the end of the ISC testing for the sample as referred to in point 5.10.5, the granting type approval authority shall start detailed investigations with the manufacturer in order to decide whether the ISC family (or part of it) complies with the ISC rules and whether it requires remedial measures. For multistage or special purpose vehicles the granting type approval authority shall also perform detailed investigations when there are at least three faulty vehicles with the same fault or five flagged vehicles in the same ISC family, as set out in point 5.10.6. |
|
6.2. |
The granting type approval authority shall ensure that sufficient resources are available to cover the costs for compliance assessment. Without prejudice to national law, those costs shall be recovered by fees that can be levied on the manufacturer by the granting type approval authority. Such fees shall cover all testing or auditing needed in order for an assessment on compliance to be reached. |
|
6.3. |
On the request of the manufacturer, the granting type approval authority may extend the investigations to vehicles in service of the same manufacturer belonging to other ISC families which are likely to be affected by the same defects. |
|
6.4. |
The detailed investigation shall take no more than 60 working days after the start of the investigation by the granting type approval authority. The granting type approval authority may conduct additional ISC tests designed to determine why vehicles have failed during the original ISC tests. The additional tests shall be conducted under similar conditions as the original ISC failed tests. Upon the request of the granting type approval authority, the manufacturer shall provide additional information, showing in particular the possible cause of the failures, which parts of the family might be affected, whether other families might be affected, or why the problem which caused the failure at the original ISC tests is not related to in-service conformity, if applicable. The manufacturer shall be given the opportunity to prove that the in-service conformity provisions have been complied with. |
|
6.5. |
Within the deadline set out in point 6.3, the granting type approval authority shall take a decision on the compliance and the need to apply remedial measures for the ISC family covered by the detailed investigations and shall notify it to the manufacturer. |
7. Remedial Measures
|
7.1. |
The manufacturer shall establish a plan of remedial measures and submit it to the granting type approval authority within 45 working days of the notification referred to in point 6.4. That period may be extended by up to an additional 30 working days where the manufacturer demonstrates to the granting type approval authority that further time is required to investigate the non-compliance. |
|
7.2. |
The remedial measures required by the granting type approval authority shall include reasonably designed and necessary tests on components and vehicles in order to demonstrate the effectiveness and durability of the remedial measures. |
|
7.3. |
The manufacturer shall assign a unique identifying name or number to the plan of remedial measures. The plan of remedial measures shall include at least the following:
(a)
a description of each vehicle emission type included in the plan of remedial measures;
(b)
a description of the specific modifications, alterations, repairs, corrections, adjustments or other changes to be made to bring the vehicles into conformity including a brief summary of the data and technical studies which support the decision of the manufacturer as to the particular remedial measures to be taken;
(c)
a description of the method by which the manufacturer will inform the vehicle owners of the planned remedial measures;
(d)
a description of the proper maintenance or use, if any, which the manufacturer stipulates as a condition of eligibility for repair under the plan of remedial measures, and an explanation of the need for such condition;
(e)
a description of the procedure to be followed by vehicle owners to obtain correction of the non-conformity; that description shall include a date after which the remedial measures shall be taken, the estimated time for the workshop to perform the repairs and where they can be done;
(f)
an example of the information transmitted to the vehicle owner;
(g)
a brief description of the system which the manufacturer uses to assure an adequate supply of component or systems for fulfilling the remedial action, including information on when an adequate supply of the components, software or systems needed to initiate the application of remedial measures will be available;
(h)
an example of all instructions to be sent to the repair shops which will perform the repair;
(i)
a description of the impact of the proposed remedial measures on the emissions, fuel consumption, driveability, and safety of each vehicle emission type, covered by the plan of remedial measures, including supporting data and technical studies;
(j)
where the plan of remedial measures includes a recall, a description of the method for recording the repair shall be submitted to the granting type approval authority. If a label is used, an example of it shall also be submitted. For the purposes of point (d), the manufacturer may not impose maintenance or use conditions which are not demonstrably related to the non-conformity and the remedial measures. |
|
7.4. |
The repair shall be done expediently, within a reasonable time after the vehicle is received by the manufacturer for repair. Within 15 working days of receiving the proposed plan of remedial measures, the granting type approval authority shall approve it or require a new plan in accordance with point 7.5. |
|
7.5. |
When the granting type approval authority does not approve the plan of remedial measures, the manufacturer shall develop a new plan and submit it to the granting type approval authority within 20 working days of notification of the decision of the granting type approval authority. |
|
7.6. |
If the granting type approval authority does not approve the second plan submitted by the manufacturer, it shall take all appropriate measures, in accordance with Article 30 of Directive 2007/46/EC, to restore conformity, including withdrawal of type approval where necessary. |
|
7.7. |
The granting type approval authority shall notify its decision to all Member States and the Commission within 5 working days. |
|
7.8. |
The remedial measures shall apply to all vehicles in the ISC family (or other relevant families identified by the manufacturer in accordance with point 6.2) that are likely to be affected by the same defect. The granting type approval authority shall decide if it is necessary to amend the type approval. |
|
7.9. |
The manufacturer is responsible for the execution of the approved plan of remedial measures in all Member States and for keeping a record of every vehicle removed from the market or recalled and repaired and the workshop which performed the repair. |
|
7.10. |
The manufacturer shall keep a copy of the communication with the customers of affected vehicles related to the plan of remedial measures. The manufacturer shall also maintain a record of the recall campaign, including the total number of vehicles affected per Member State and the total number of vehicles already recalled per Member State, along with an explanation of any delays in the application of the remedial measures. The manufacturer shall provide that record of the recall campaign to the granting type approval authority, the type approval authorities of each Member State and the Commission every two months. |
|
7.11. |
Member States shall take measures to ensure that the approved plan of remedial measures is applied within two years to at least 90 % of affected vehicles registered in their territory. |
|
7.12. |
The repair and modification or addition of new equipment shall be recorded in a certificate provided to the vehicle owner, which shall include the number of the remedial campaign. |
8. Annual report by the granting type approval authority
The granting type approval authority shall make available on a publicly accessible website, free of charge and without the need for the user to reveal their identity or sign up, a report with the results of all the finalised ISC investigations of the previous year, at the latest by the 31 March of each year. In case some ISC investigations of the previous year are still open by that date, they shall be reported as soon as the investigation is finalised. The report shall contain at least the items listed in Appendix 4.
Appendix 1
Criteria for vehicle selection and failed vehicles decision
Selection of Vehicles for In Service Conformity Emissions Testing
|
|
|
|
Confidential |
|
|
Date: |
|
|
x |
|
|
Name of investigator: |
|
|
x |
|
|
Location of test: |
|
|
x |
|
|
Country of registration (in EU only): |
|
x |
|
|
|
|
x = Exclusion Criteria |
X = Checked and reported |
|
|
|
Vehicle Characteristics |
|
|||
|
|
|
|||
|
Registration plate number: |
|
x |
x |
|
|
Mileage: The vehicle must have between 15 000 km (or 30 000 km for testing evaporative emissions) and 100 000 km |
x |
|
|
|
|
Date of first registration: The vehicle must be between 6 months (or 12 months for testing evaporative emissions) and 5 years old |
x |
|
|
|
|
|
|
|
|
|
|
VIN: |
|
x |
|
|
|
Emission class and character: |
|
x |
|
|
|
Country of registration: The vehicle must be registered in the EU |
x |
x |
|
|
|
Model: |
|
x |
|
|
|
Engine code: |
|
x |
|
|
|
Engine volume (l): |
|
x |
|
|
|
Engine power (kW): |
|
x |
|
|
|
Gearbox type (auto/manual): |
|
x |
|
|
|
Drive axle (FWD/AWD/RWD): |
|
x |
|
|
|
Tyre size (front and rear if different): |
|
x |
|
|
|
Is the vehicle involved in a recall or service campaign? If yes: Which one? Has the campaign repairs already been done? The repairs must have been done |
x |
x |
|
|
|
|
|
|
|
|
|
Vehicle Owner Interview (the owner will only be asked the main questions and shall have no knowledge of the implications of the replies) |
|
|
|
|
|
|
|
|
|
|
|
Name of the owner (only available to the accredited inspection body or laboratory/technical service) |
|
|
x |
|
|
Contact (address / telephone) (only available to the accredited inspection body or laboratory/technical service) |
|
|
x |
|
|
|
|
|
|
|
|
How many owners did the vehicle have? |
|
x |
|
|
|
Did the odometer not work? If yes, the vehicle cannot be selected. |
x |
|
|
|
|
Was the vehicle used for one of the following? |
|
|
|
|
|
As car used in show-rooms? |
|
x |
|
|
|
As a taxi? |
|
x |
|
|
|
As delivery vehicle? |
|
x |
|
|
|
For racing / motor sports? |
x |
|
|
|
|
As a rental car? |
|
x |
|
|
|
Has the vehicle carried heavy loads over the specifications of the manufacturer? If yes, the vehicle cannot be selected. |
x |
|
|
|
|
Have there been major engine or vehicle repairs? |
|
x |
|
|
|
Have there been unauthorised major engine or vehicle repairs? If yes, the vehicle cannot be selected. |
x |
|
|
|
|
Has there been a power increase/tuning? If yes, the vehicle cannot be selected. |
x |
|
|
|
|
Was any part of the emissions after-treatment and/or the fuel system replaced? Were original parts used? If original parts were not used, the vehicle cannot be selected. |
x |
x |
|
|
|
Was any part of the emissions after-treatment system permanently removed? If yes, the vehicle cannot be selected |
x |
|
|
|
|
Were there any unauthorised devices installed (Urea killer, emulator, etc)? If yes, the vehicle cannot be selected |
x |
|
|
|
|
Was the vehicle involved in a serious accident? Provide a list of damage and repairs done afterwards |
|
x |
|
|
|
Has the car been used with a wrong fuel type (i.e. gasoline instead of diesel) in the past? Has the car been used with non-commercially available EU-quality fuel (black market, or blended fuel?) If yes, the vehicle cannot be selected. |
x |
|
|
|
|
Did you use air-fresher, cockpit-spray, brake cleaner or other high hydrocarbon emission source around the vehicle during the last month? If yes, the vehicle cannot be selected for evaporative testing. |
x |
|
|
|
|
Was there a gasoline spill in the inside or outside of the vehicle during the last 3 months? If yes, the vehicle cannot be selected for evaporative testing. |
x |
|
|
|
|
Did anyone smoke in the car during the last 12 months? If yes, the vehicle cannot be selected for evaporative testing |
x |
|
|
|
|
Did you apply corrosion protection, stickers, under seal protection, on any other potential sources of volatile compounds to the car? If yes, the vehicle cannot be selected for evaporative testing |
x |
|
|
|
|
Was the car repainted? If yes, the vehicle cannot be selected for evaporative testing |
x |
|
|
|
|
Where do you use your vehicle more often? |
|
|
|
|
|
% motorway |
|
x |
|
|
|
% rural |
|
x |
|
|
|
% urban |
|
x |
|
|
|
Did you drive the vehicle in a non EU Member State for more than 10 % of driving time? If yes, the vehicle cannot be selected |
x |
— |
|
|
|
In which country was the vehicle refuelled during the last two times? If the vehicle was refuelled the last two times outside a state applying the EU Fuel Standards, the vehicle cannot be selected. |
x |
|
|
|
|
Has a fuel additive, not approved by the manufacturer been used? If yes then the vehicle cannot be selected. |
x |
|
|
|
|
Has the vehicle been maintained and used in accordance with the manufacturer's instructions? If not, the vehicle cannot be selected. |
x |
|
|
|
|
Full service and repair history including any re-works If the full documentation cannot be provided, the vehicle cannot be selected. |
x |
|
|
|
|
|
|
|
|
|
|
|
Vehicle Examination and Maintenance |
X = Exclusion Criteria/ F = Faulty Vehicle |
X = checked and reported |
|
|
|
|
|
|
|
|
1 |
Fuel tank level (full / empty) Is the fuel reserve light ON? If yes, refuel before test. |
|
x |
|
|
2 |
Are there any warning lights on the instrument panel activated indicating a vehicle or exhaust after-treatment system malfunctioning that cannot be resolve by normal maintenance? (Malfunction Indication Light, Engine Service Light, etc?) If yes, the vehicle cannot be selected |
x |
|
|
|
3 |
Is the SCR light on after engine-on? If yes, the AdBlue should be filled in, or the repair executed before the vehicle is used for testing. |
x |
|
|
|
4 |
Visual inspection exhaust system Check leaks between exhaust manifold and end of tailpipe. Check and document (with photos) If there is damage or leaks, the vehicle is declared faulty . |
F |
|
|
|
5 |
Exhaust gas relevant components Check and document (with photos) all emissions relevant components for damage. If there is damage, the vehicle is declared faulty . |
F |
|
|
|
6 |
Evap system Pressurize fuel-system (from canister side), testing for leaks in a constant ambient temperature environment, FID sniff test around and in the vehicle. If the FID sniff test is not passed, the vehicle is declared faulty . |
F |
|
|
|
7 |
Fuel sample Collect fuel sample from the fuel tank. |
|
x |
|
|
8 |
Air filter and oil filter Check for contamination and damage and change if damaged or heavily contaminated or less than 800 km before the next recommended change. |
|
x |
|
|
9 |
Window washer fluid (only for evaporative testing) Remove window washer fluid and fill tank with hot water. |
|
x |
|
|
10 |
Wheels (front & rear) Check whether the wheels are freely moveable or blocked by the brake. If not, the vehicle cannot be selected. |
x |
|
|
|
11 |
Tyres (only for evaporative testing) Remove spare tyre, change to stabilised tyres if the tyres were changes less than 15 000 km ago. Use summer and all season tyres only. |
|
x |
|
|
12 |
Drive belts & cooler cover In case of damage, the vehicle is declared faulty. Document with photos |
F |
|
|
|
13 |
Check fluid levels Check the max. and min. levels (engine oil, cooling liquid) / top up if below minimum |
|
x |
|
|
14 |
Filler flap (only for evaporative testing) Check overfill line within filler flap is completely free of residues or flush the hose with hot water. |
|
x |
|
|
15 |
Vacuum hoses and electrical wiring Check all for integrity. In case of damage, the vehicle is declared faulty. Document with photos |
F |
|
|
|
16 |
Injection valves / cabling Check all cables and fuel lines. In case of damage, the vehicle is declared faulty. Document with photos |
F |
|
|
|
17 |
Ignition cable (gasoline) Check spark plugs, cables, etc. In case of damage, replace them. |
|
x |
|
|
18 |
EGR & Catalyst, Particle Filter Check all cables, wires and sensors. In case of tampering, the vehicle cannot be selected. In case of damage the vehicle is declared Faulty, Document with photos |
x/F |
|
|
|
19 |
Safety condition Check tyres, vehicle's body, electrical and braking system status are in safe conditions for the test and respect road traffic rules. If not, the vehicle cannot be selected. |
x |
|
|
|
20 |
Semi-trailer Are there electric cables for semi-trailer connection, where required? |
|
x |
|
|
21 |
Aerodynamic modifications Verify no aftermarket aerodynamics modification that cannot be removed before testing was made (roof boxes, load racking, spoilers, etc.) and no standard aerodynamics components are missing (front deflectors, diffusers, splitters, etc.). If yes, the vehicle cannot be selected. Document with photos. |
x |
|
|
|
22 |
Check if less than 800 km away from next scheduled service, if yes, then perform the service. |
|
x |
|
|
23 |
All checks requiring OBD connections to be performed before and/or after the end of testing |
|
|
|
|
24 |
Powertrain Control Module calibration part number and checksum |
|
x |
|
|
25 |
OBD diagnosis (before or after the emissions test) Read Diagnostic Trouble Codes & Print error log |
|
x |
|
|
26 |
OBD Service Mode 09 Query (before or after the emissions test) Read Service Mode 09. Record the information. |
|
x |
|
|
27 |
OBD mode 7 (before or after the emissions test) Read Service Mode 07. Record the information |
|
|
|
|
|
|
|
|
|
|
|
Remarks for: Repair / replacement of components / part numbers |
|||
Appendix 2
Rules for performing Type 4 tests during in-service conformity
Type 4 tests for in-service conformity shall be performed in accordance with Annex VI (or Annex VI of Regulation (EC) No 692/2008 where applicable), with the following exceptions:
Appendix 3
Detailed ISC report
The following information shall be included in the detailed ISC report:
the name and address of the manufacturer;
the name, address, telephone and fax numbers and e-mail address of the responsible testing laboratory;
the model name(s) of the vehicles included in the test plan;
where appropriate, the list of vehicle types covered within the manufacturer's information, i.e. for tailpipe emissions, the in-service family group;
the numbers of the type approvals applicable to these vehicle types within the family, including, where applicable, the numbers of all extensions and field fixes/recalls (re-works);
details of extensions, field fixes/recalls to those type approvals for the vehicles covered within the manufacturer's information (if requested by the approval authority);
the period of time over which the information was collected;
the vehicle build period covered (e.g. vehicles manufactured during the 2017 calendar year);
the ISC checking procedure, including:
vehicle sourcing method;
vehicle selection and rejection criteria (including the answers to the table in Appendix 1, including photos);
test types and procedures used for the programme;
the acceptance/rejection criteria for the family group;
geographical area(s) within which the manufacturer has collected information;
sample size and sampling plan used;
the results of the ISC procedure, including:
identification of the vehicles included in the programme (whether tested or not). The identification shall include the Table in Appendix 1.
test data for tailpipe emissions:
test data for evaporative emissions:
Appendix 4
Format of the annual ISC Report by the granting type approval authority
TITLE
Quick overview and main conclusions
ISC activities performed by the manufacturer in the previous year:
Information gathering by manufacturer
ISC testing (including planning and selection of families tested, and final results of tests)
ISC activities performed by accredited laboratories or technical services in the previous year:
Information gathering and risk assessment
ISC testing (including planning and selection of families tested, and final results of tests)
ISC activities performed by the granting type approval authority in the previous year:
Information gathering and risk assessment
ISC testing (including planning and selection of families tested, and final results of tests)
Detailed investigations
Remedial measures
Assessment of the yearly expected emissions decrease due to any ISC remedial measures
Lessons Learned (including for performance of instruments used)
Report of other invalid tests
Appendix 5
Transparency
Table 1
Transparency list 1
|
ID |
Input |
Type of data |
Unit |
Description |
|
1 |
2017/1151 TA Number |
Text |
— |
As defined in Annex I/Appendix 4 |
|
2 |
Interpolation Family ID |
Text |
— |
As defined in Annex XXI, paragraph 5.6. in general req. |
|
3 |
PEMS Family ID |
Text |
— |
As defined in Annex IIIa, App.7, paragraph 5.2. |
|
4 |
Ki family ID |
Text |
— |
As defined in Annex XXI, paragraph 5.9. |
|
5 |
ATCT family ID |
Text |
— |
As defined in Sub-Annex 6a of Annex XXI |
|
6 |
Evap family ID |
Text |
— |
As defined in Annex VI |
|
7 |
RL family ID of vehicle H |
Text |
— |
As defined in Annex XXI, paragraph 5.7. |
|
7a |
RL family ID of vehicle L (if relevant) |
Text |
— |
As defined in Annex XXI, paragraph5.7. |
|
8 |
Test Mass of vehicle H |
Number |
kg |
WLTP Test Mass as defined in 3.2.25. definitions in Annex XXI |
|
8a |
Test Mass of vehicle L (if relevant) |
Number |
kg |
WLTP Test Mass as defined in 3.2.25. definitions in Annex XXI |
|
9 |
F0 of vehicle H |
Number |
N |
Road load coefficient as defined in Sub-Annex 4 of Annex XXI |
|
9a |
F0 of vehicle L (if relevant) |
Number |
N |
Road load coefficient as defined in Sub-Annex 4 of Annex XXI |
|
10 |
F1 of vehicle H |
Number |
N/km/h |
Road load coefficient as defined in Sub-Annex 4 of Annex XXI |
|
10a |
F1 of vehicle L (if relevant) |
Number |
N/km/h |
Road load coefficient as defined in Sub-Annex 4 of Annex XXI |
|
11 |
F2 of vehicle H |
Number |
N/(km/h)^2 |
Road load coefficient as defined in Sub-Annex 4 of Annex XXI |
|
11a |
F2 of vehicle L (if relevant) |
Number |
N/(km/h)^2 |
Road load coefficient as defined in Sub-Annex 4 of Annex XXI |
|
12a |
CO2 mass emissions for ICE and NOVC vehicles of vehicle H |
Numbers |
g/km |
WLTP CO2 emissions (Low, Medium, High, Extra-High, Combined) as calculated from: — Step 9, table A7/1 of Sub-Annex 7, Annex XXI for ICE vehicles, or — Step 8 from table A8/5 of Sub-Annex 8, Annex XXI for NOVC vehicles |
|
12aa |
CO2 mass emissions for ICE and NOVC vehicles of vehicle L (if relevant) |
Numbers |
g/km |
WLTP CO2 emissions (Low, Medium, High, Extra-High, Combined) as calculated from: — Step 9, table A7/1 of Sub-Annex 7, Annex XXI for ICE vehicles, or — Step 8 from table A8/5 of Sub-Annex 8, Annex XXI for NOVC vehicles |
|
12b |
CO2 mass emissions for OVC vehicles of vehicle H |
Numbers |
g/km |
WLTP CS CO2 emissions (Low, Medium, High, Extra-High, Combined) as calculated from Step 8 from table A8/5 of Sub-Annex 8, Annex XXI, WLTP CD CO2 emissions (combined) and WLTP CO2 emissions (weighted, combined) as calculated from Step 10 from table A8/8 of Sub-Annex 8, Annex XXI. |
|
12ba |
CO2 mass emissions for OVC vehicles of vehicle L (if relevant) |
Numbers |
g/km |
WLTP CS CO2 emissions (Low, Medium, High, Extra-High, Combined) as calculated from Step 8 from table A8/5 of Sub-Annex 8, Annex XXI, WLTP CD CO2 emissions (combined) and WLTP CO2 emissions (weighted, combined) as calculated from Step 10 from table A8/8 of Sub-Annex 8, Annex XXI. |
|
13 |
Drive wheels of vehicle in family |
Text |
front, rear, 4x4 |
Annex I, Appendix 4 addendum 1.7 |
|
14 |
Chassis Dyno configuration during TA test |
Text |
single or dual-axle |
As defined in Annex XXI, Sub-Annex 6; 2.4.2.4. and 2.4.2.5. |
|
15 |
Declared Vmax of vehicle H |
Number |
km/h |
Maximum vehicle speed as defined in 3.7.2. definitions in Annex XXI |
|
15a |
Declared Vmax of vehicle L (if relevant) |
Number |
km/h |
Maximum vehicle speed as defined in 3.7.2. definitions in Annex XXI |
|
16 |
Maximum net power at engine speed |
Number |
... kW/... min |
As defined in Sub-Annex 2 of Annex XXI |
|
17 |
Mass in Running order of vehicle H |
Number |
kg |
MRO as defined in 3.2.5. definitions in Annex XXI |
|
17a |
Mass in Running order of vehicle L (if relevant) |
Number |
kg |
MRO as defined in 3.2.5. definitions in Annex XXI |
|
18 |
Driver selectable mode(s) used during the TA tests (pure ICE) or for charge sustaining test (,NOVC-HEV, OVC-HEV, NOVC-FCHV) |
Different formats possible (text, pictures, etc) |
— |
In case there are non predominant driver selectable modes the text shall describe all the modes used during the tests |
|
19 |
Driver selectable mode(s) used during the TA tests for charge depleting test (OVC-HEV) |
Different formats possible (text, pictures, etc) |
— |
In case there are non predominant driver selectable modes the text shall describe all the modes used during the tests |
|
20 |
Idling engine speed |
Number |
rpm |
As defined in Sub-Annex 2 of Annex XXI |
|
21 |
n. of gears |
Number |
— |
As defined in Sub-Annex 2 of Annex XXI |
|
22 |
Gear ratios |
Table values |
— |
Internal gearbox ratios; final drive ratio(s); total gear ratios |
|
23 |
Tyre dimensions of the test vehicle front/rear |
Letters/Number |
— |
Used in TA |
|
24 |
Full load power curve for ICEVs |
Table values |
rpm vs. kW |
The full load power curve over the engine speed range from nidle to nrated or nmax, or ndv(ngvmax) × vmax, whichever is higher |
|
25 |
Additional safety margin |
Vector |
% |
As defined in Sub-Annex 2 of Annex XXI |
|
26 |
Specific n_min_drive |
Number Table (from standstill to 1, from 2 to 3, …) |
rpm |
As defined in Sub-Annex 2 of Annex XXI |
|
27 |
Cycle check-sum of vehicle L and H |
Number |
— |
Different for vehicle L and H. To verify the correctness of the cycle used. To be introduced only in case of cycle different from 3b |
|
28 |
Gear Shift average Gear of vehicle H |
Number |
— |
To validate different GS calculations. |
|
29 |
ATCT FCF (family correction factor) |
Number |
— |
As defined in Sub-Annex 6a, section 3.8.1. of Annex XXI. One value per each fuel in case of multiple fuel vehicles. |
|
30a |
Additive Ki factor(s) |
Table values |
— |
Table defining per each pollutant and for CO2 the value (g/km, mg/km, …). Empty if multiplicative Ki factors are provided. |
|
30b |
Multiplicative Ki factors(s) |
Table values |
— |
Table defining per each pollutant and for CO2 the value. Empty if additive Ki factors are provided |
|
31a |
Additive Deterioration Factors (DF) |
Table values |
— |
Table defining per each pollutant and the value (g/km, mg/km, …). Empty if multiplicative DF factors are provided |
|
31b |
Multiplicative Deterioration Factors (DF) |
Table values |
— |
Table defining per each pollutant the value. Empty if additive DF factors are provided |
|
32 |
Battery voltage for all REESS |
Numbers |
V |
As defined in Sub-Annex 6 Appendix 2 of Annex XXI for RCB correction in case of ICE, and in Sub-Annex 8 Appendix 2 of Annex XXI for HEVs, PEVs, and FCHVs (DIN EN 60050-482) |
|
33 |
K correction coefficient |
Number |
(g/km)/(Wh/km) |
For NOVC and OVC-HEVs correction of CS CO2 emissions as defined in Sub-Annex 8 of Annex XXI; phase-specific or combined |
|
34a |
Electric energy consumption of vehicle H |
Number |
Wh/km |
For OVC-HEVs this is ECAC,weighted (combined) and for PEVs Electric Consumption (combined) as defined in Sub-Annex 8 of Annex XXI |
|
34b |
Electric energy consumption of vehicle L (if relevant) |
Number |
Wh/km |
For OVC-HEVs this is ECAC,weighted, (combined) and for PEVs Electric Consumption (combined) as defined in Sub-Annex 8 of Annex XXI |
|
35a |
Electric range of vehicle H |
Number |
km |
For OVC-HEVs this is EAER (combined) and for PEVs Pure Electric Range (Combined) as defined in Sub-Annex 8 of Annex XXI |
|
35b |
Electric range of vehicle L (if relevant) |
Number |
km |
For OVC-HEVs this is EAER (combined) and for PEVs Pure Electric Range (Combined) as defined in Sub-Annex 8 of Annex XXI |
|
36a |
Electric range city of vehicle H |
Number |
km |
For OVC-HEVs this is EAERcity and for PEVs Pure Electric Range (City) as defined in Sub-Annex 8 of Annex XXI |
|
36b |
Electric range city of vehicle L (if relevant) |
Number |
km |
For OVC-HEVs this is EAERcity and for PEVs Pure Electric Range (City) as defined in Sub-Annex 8 of Annex XXI |
|
37a |
Driving cycle class of vehicle H |
Text |
— |
To know which cycle (class 1/2/3a/3b) has been used to calculate cycle energy demand for individual vehicle |
|
37b |
Driving cycle class of vehicle L (if relevant) |
Text |
— |
To know which cycle (class 1/2/3a/3b) has been used to calculate cycle energy demand for individual vehicle |
|
38a |
Downscaling f_dsc of vehicle H |
Number |
— |
To know if downscaling is needed and has been used to calculate cycle energy demand for individual vehicle |
|
38b |
Downscaling f_dsc of vehicle L if relevant |
Number |
— |
To know if downscaling is needed and has been used to calculate cycle energy demand for individual vehicle |
|
39a |
Capped speed of vehicle H |
yes/no |
km/h |
To know if capped speed procedure is needed and has to be used to calculate cycle energy demand for individual vehicle |
|
39b |
Capped speed of vehicle L (if relevant) |
yes/no |
km/h |
To know if capped speed procedure is needed and has to be used to calculate cycle energy demand for individual vehicle |
|
40a |
Technically permissible maximum laden mass of vehicle H |
Number |
kg |
|
|
40b |
Technically permissible maximum laden mass of vehicle L (if relevant) |
Number |
kg |
|
|
41 |
Direct injection |
yes/no |
— |
|
|
42 |
Regeneration recognition |
Text |
— |
Description by vehicle manufacturer on how to recognize that a regeneration occurred during a test |
|
43 |
Regeneration completion |
Text |
— |
Description of the procedure to complete the regeneration |
|
44 |
Weight distribution |
Vector |
— |
Percentage of vehicle weight applied to each axle |
|
For multistage or special purpose vehicles |
||||
|
45 |
Allowed final Vehicle mass in running order |
|
kg |
From-to |
|
46 |
Allowed frontal area for final vehicle |
|
cm2 |
From-to |
|
47 |
Allowed Rolling resistance |
|
kg/t |
From-to |
|
48 |
Allowed projected frontal area of air entrance of the front grille |
|
cm2 |
From-to |
Table 2
Transparency list 2
The Transparency list 2 is composed of two datasets characterized by the fields reported in Table 3 and Table 4.
Table 3
Dataset 1 of the Transparency list 2
|
Field |
Type of data |
Description |
|
ID1 |
Number |
Unique row identifier of the Dataset 1 in the Transparency list 2 |
|
TVV |
Text |
Unique identifier of the Type, Variant, Version of the vehicle (key field in the Dataset 1) |
|
IF ID |
Text |
Identifier of the Interpolation family |
|
RL ID |
Text |
Identifier of the Road Load Family |
|
Make |
Text |
Trade name of manufacturer |
|
Commercial name |
Text |
Commercial name of the TVV |
|
Category |
Text |
Category of vehicle |
|
Bodywork |
Text |
Type of bodywork |
Table 4
Dataset 2 of the Transparency List 2
|
Field |
Type of data |
Description |
|
ID2 |
Number |
Unique row identifier of the Dataset 2 in the Transparency list 2 |
|
IF ID |
Text |
Unique identifier of the Interpolation family (key field in the Dataset 2) |
|
WVTA Number |
Text |
Identifier of the Whole Vehicle Type-Approval |
|
Emissions TA Number |
Text |
Identifier of the Emissions Type-Approval |
|
PEMS ID |
Text |
Identifier of the PEMS family |
|
EF ID |
Text |
Identifier of the Evap Family |
|
ATCT ID |
Text |
Identifier of the ATCT Family |
|
Ki ID |
Text |
Identifier of the Ki family |
|
Durability ID |
Text |
Identifier of the Durability Family |
|
Fuel |
Text |
Vehicle Fuel Type |
|
Dual Fuel |
Yes/No |
If the vehicle can use more than one fuel |
|
Engine Capacity |
Number |
Engine capacity in cm3 |
|
Rated Engine Power |
Number |
Rated power of the engine (kW at min–1) |
|
Transmission type |
Text |
Type of vehicle transmission |
|
Powered axles |
Text |
Number and position of the powered axles |
|
Electric machine |
Text |
Number and type of electric machine(s) |
|
Maximum net power |
Number |
Maximum net power of the electric machine |
|
HEV Category |
Text |
Category of the hybrid electric vehicle |
ANNEX III
[Reserved]
ANNEX IIIA
VERIFYING REAL DRIVING EMISSIONS
1. INTRODUCTION, DEFINITIONS AND ABBREVIATIONS
1.1. Introduction
This Annex describes the procedure to verify the Real Driving Emissions (RDE) performance of light passenger and commercial vehicles.
1.2. Definitions
‘Accuracy’ means the deviation between a measured or calculated value and a traceable reference value.
‘Analyser’ means any measurement device that is not part of the vehicle but installed to determine the concentration or the amount of gaseous or particle pollutants.
‘Axis intercept’ of a linear regression (a 0) means:
where:
|
a 1 |
is the slope of the regression line |
|
|
is the mean value of the reference parameter |
|
|
is the mean value of the parameter to be verified |
‘Calibration’ means the process of setting the response of an analyser, flow-measuring instrument, sensor, or signal so that its output agrees with one or multiple reference signals.
‘Coefficient of determination’ (r 2) means:
where:
|
a 0 |
is the axis intercept of the linear regression line |
|
a 1 |
is the slope of the linear regression line |
|
x i |
is the measured reference value |
|
y i |
is the measured value of the parameter to be verified |
|
|
is the mean value of the parameter to be verified |
|
n |
is the number of values |
‘Cross-correlation coefficient’ (r) means:
where:
|
xi |
is the measured reference value |
|
yi |
is the measured value of the parameter to be verified |
|
|
is the mean reference value |
|
|
is the mean value of the parameter to be verified |
|
n |
is the number of values |
‘Delay time’ means the time from the gas flow switching (t 0) until the response reaches 10 per cent (t 10) of the final reading.
‘Engine control unit (ECU) signals or data’ means any vehicle information and signal recorded from the vehicle network using the protocols specified in point 3.4.5.of Appendix 1.
‘Engine control unit’ means the electronic unit that controls various actuators to ensure the optimal performance of the powertrain.
‘Emissions’ also referred to as ‘components’, ‘pollutant components’ or ‘pollutant emissions’ means the regulated gaseous or particle constituents of the exhaust.
‘Exhaust’, also referred to as exhaust gas, means the total of all gaseous and particulate components emitted at the exhaust outlet or tailpipe as the result of fuel combustion within the vehicle’s internal combustion engine.
‘Exhaust emissions’ means the tailpipe emissions of gaseous, solid and liquid compounds.
‘Full scale’ means the full range of an analyser, flow-measuring instrument or sensor as specified by the equipment manufacturer. If a sub-range of the analyser, flow-measuring instrument or sensor is used for measurements, full scale shall be understood as the maximum reading.
‘Hydrocarbon response factor’ of a particular hydrocarbon species means the ratio between the reading of a FID and the concentration of the hydrocarbon species under consideration in the reference gas cylinder, expressed as ppmC1.
‘Major maintenance’ means the adjustment, repair or replacement of an analyser, flow-measuring instrument or sensor that could affect the accuracy of measurements.
‘Noise’ means two times the root mean square of ten standard deviations, each calculated from the zero responses measured at a constant frequency which is a multiple of 1,0 Hz during a period of 30 seconds.
‘Non-methane hydrocarbons’ (NMHC) means the total hydrocarbons (THC) excluding methane (CH4).
‘Particle number emissions’ (PN) means the total number of solid particles emitted from the vehicle exhaust quantified according to the dilution, sampling and measurement methods as specified in Annex XXI.
‘Precision’ means 2.5 times the standard deviation of 10 repetitive responses to a given traceable standard value.
‘Reading’ means the numerical value displayed by an analyser, flow-measuring instrument, sensor or any other measurement devise applied in the context of vehicle emission measurements.
‘Response time’ (t 90) means the sum of the delay time and the rise time.
‘Rise time’ means the time between the 10 per cent and 90 per cent response (t 90 – t 10) of the final reading.
‘Root mean square’ (x rms) means the square root of the arithmetic mean of the squares of values and defined as:
where:
|
x |
is the measured or calculated value |
|
n |
is the number of values |
‘Sensor’ means any measurement device that is not part of the vehicle itself but installed to determine parameters other than the concentration of gaseous and particle pollutants and the exhaust mass flow.
‘Span’ means to adjust an instrument so that it gives a proper response to a calibration standard that represents between 75 per cent and 100 per cent of the maximum value in the instrument range or expected range of use.
‘Span response’ means the mean response to a span signal over a time interval of at least 30 seconds.
‘Span response drift’ means the difference between the mean response to a span signal and the actual span signal that is measured at a defined time period after an analyser, flow-measuring instrument or sensor was accurately spanned.
‘Slope’ of a linear regression (a 1) means:
where:
|
|
is the mean value of the reference parameter |
|
|
is the mean value of the parameter to be verified |
|
x i |
is the actual value of the reference parameter |
|
y i |
is the actual value of the parameter to be verified |
|
n |
is the number of values |
‘Standard error of estimate’ (SEE) means:
where:
|
ý |
is the estimated value of the parameter to be verified |
|
y i |
is the actual value of the parameter to be verified |
|
x max |
is the maximum actual value of the reference parameter |
|
n |
is the number of values |
‘Total hydrocarbons’ (THC) means the sum of all volatile compounds measurable by a flame ionization detector (FID).
‘Traceable’ means the ability to relate a measurement or reading through an unbroken chain of comparisons to a known and commonly agreed standard.
‘Transformation time’ means the time difference between a change of concentration or flow (t 0) at the reference point and a system response of 50 per cent of the final reading (t 50).
‘Type of analyser’, also referred to as ‘analyser type’ means a group of analysers produced by the same manufacturer that apply an identical principle to determine the concentration of one specific gaseous component or the number of particles.
‘Type of exhaust mass flow meter’ means a group of exhaust mass flow meters produced by the same manufacturer that share a similar tube inner diameter and function on an identical principle to determine the mass flow rate of the exhaust gas.
‘Validation’ means the process of evaluating the correct installation and functionality of a Portable Emissions Measurement System and the correctness of exhaust mass flow rate measurements as obtained from one or multiple non-traceable exhaust mass flow meters or as calculated from sensors or ECU signals.
‘Verification’ means the process of evaluating whether the measured or calculated output of an analyser, flow-measuring instrument, sensor or signal agrees with a reference signal within one or more predetermined thresholds for acceptance.
‘Zero’ means the calibration of an analyser, flow-measuring instrument or sensor so that it gives an accurate response to a zero signal.
‘Zero response’ means the mean response to a zero signal over a time interval of at least 30 seconds.
‘Zero response drift’ means the difference between the mean response to a zero signal and the actual zero signal that is measured over a defined time period after an analyser, flow-measuring instrument or sensor has been accurately zero calibrated.
‘Off-vehicle charging hybrid electric vehicle’ (OVC-HEV) means a hybrid electric vehicle that can be charged from an external source.
‘Not off-vehicle charging hybrid electric vehicle’ (NOVC-HEV) means a vehicle with at least two different energy converters and two different energy storage systems that are used for the purpose of vehicle propulsion and that cannot be charged from an external source.
1.3. Abbreviations
Abbreviations refer generically to both the singular and the plural forms of abbreviated terms.
|
CH4 |
— |
Methane |
|
CLD |
— |
ChemiLuminescence Detector |
|
CO |
— |
Carbon Monoxide |
|
CO2 |
— |
Carbon Dioxide |
|
CVS |
— |
Constant Volume Sampler |
|
DCT |
— |
Dual Clutch Transmission |
|
ECU |
— |
Engine Control Unit |
|
EFM |
— |
Exhaust mass Flow Meter |
|
FID |
— |
Flame Ionisation Detector |
|
FS |
— |
full scale |
|
GPS |
— |
Global Positioning System |
|
H2O |
— |
Water |
|
HC |
— |
HydroCarbons |
|
HCLD |
— |
Heated ChemiLuminescence Detector |
|
HEV |
— |
Hybrid Electric Vehicle |
|
ICE |
— |
Internal Combustion Engine |
|
ID |
— |
identification number or code |
|
LPG |
— |
Liquid Petroleum Gas |
|
MAW |
— |
Moving Average Window |
|
max |
— |
maximum value |
|
N2 |
— |
Nitrogen |
|
NDIR |
— |
Non-Dispersive InfraRead analyser |
|
NDUV |
— |
Non-Dispersive UltraViolet analyser |
|
NEDC |
— |
New European Driving Cycle |
|
NG |
— |
Natural Gas |
|
NMC |
— |
Non-Methane Cutter |
|
NMC-FID |
— |
Non-Methane Cutter in combination with a Flame-Ionisation Detector |
|
NMHC |
— |
Non-Methane HydroCarbons |
|
NO |
— |
Nitrogen Monoxide |
|
No. |
— |
number |
|
NO2 |
— |
Nitrogen Dioxide |
|
NOX |
— |
Nitrogen Oxides |
|
NTE |
— |
Not-to-exceed |
|
O2 |
— |
Oxygen |
|
OBD |
— |
On-Board Diagnostics |
|
PEMS |
— |
Portable Emissions Measurement System |
|
PHEV |
— |
Plug-in Hybrid Electric Vehicle |
|
PN |
— |
particle number |
|
RDE |
— |
Real Driving Emissions |
|
RPA |
— |
Relative Positive Acceleration |
|
SCR |
— |
Selective Catalytic Reduction |
|
SEE |
— |
Standard Error of Estimate |
|
THC |
— |
Total HydroCarbons |
|
UN/ECE |
— |
United Nations Economic Commission for Europe |
|
VIN |
— |
Vehicle Identification Number |
|
WLTC |
— |
Worldwide harmonized Light vehicles Test Cycle |
|
WWH-OBD |
— |
WorldWide Harmonised On-Board Diagnostics |
2. GENERAL REQUIREMENTS
2.1. Not-to-exceed emission limits
Throughout the normal life of a vehicle type approved according to Regulation (EC) No 715/2007, its emissions determined in accordance with the requirements of this Annex and emitted at any possible RDE test performed in accordance with the requirements of this Annex, shall not be higher than the following pollutant-specific not-to-exceed (NTE) values:
where EURO-6 is the applicable Euro 6 emission limit laid down in Table 2 of Annex I to Regulation (EC) No 715/2007.
2.1.1. Final Conformity Factors
The conformity factor CFpollutant for the respective pollutant is specified as follows:
|
Pollutant |
Mass of oxides of nitrogen (NOx) |
Number of particles (PN) |
Mass of carbon monoxide (CO) (1) |
Mass of total hydrocarbons (THC) |
Combined mass of total hydrocarbons and oxides of nitrogen (THC + NOx) |
|
CFpollutant |
►M3 1 + margin NOx with margin NOx = 0,43 ◄ |
►M1 1 + margin PN with margin PN = 0,5 ◄ |
— |
— |
— |
|
(1) CO emissions shall be measured and recorded at RDE tests. ►M1 ◄ |
|||||
2.1.2. Temporary Conformity Factors
By way of exception to the provisions of point 2.1.1, during a period of 5 years and 4 months following the dates specified in Article 10(4) and (5) of Regulation (EC) 715/2007 and upon request of the manufacturer, the following temporary conformity factors may apply:
|
Pollutant |
Mass of oxides of nitrogen (NOx) |
Number of particles (PN) |
Mass of carbon monoxide (CO) (1) |
Mass of total hydrocarbons (THC) |
Combined mass of total hydrocarbons and oxides of nitrogen (THC + NOx) |
|
CFpollutant |
2,1 |
►M1 1 + margin PN with margin PN = 0,5 ◄ |
— |
— |
— |
|
(1) CO emissions shall be measured and recorded at RDE tests. ►M1 ◄ |
|||||
The application of temporary conformity factors shall be recorded in the certificate of conformity of the vehicle.
For type approvals under this exception there shall be no declared maximum RDE value.
|
2.1.3. |
The manufacturer shall confirm compliance with point 2.1 by completing the certificate set out in Appendix 9. Verification of compliance shall be made in accordance with the rules of in-service conformity. |
|
2.2. |
The RDE tests required by this Annex at type approval and during the lifetime of a vehicle provide a presumption of conformity with the requirement set out in point 2.1. The presumed conformity may be reassessed by additional RDE tests. |
|
2.3. |
Member States shall ensure that vehicles can be tested with PEMS on public roads in accordance with the procedures under their own national law, while respecting local road traffic legislation and safety requirements. |
|
2.4. |
Manufacturers shall ensure that vehicles can be tested with PEMS by an independent party on public roads, e.g. by making available suitable adapters for exhaust pipes, granting access to ECU signals and making the necessary administrative arrangements. ►M1 ►C1 If the respective PEMS test is not required by this Regulation the manufacturer may charge a reasonable fee similar to the provision in Article 7(1) of Regulation (EC) No 715/2007. ◄ ◄ |
3. RDE TEST TO BE PERFORMED
|
3.1. |
The following requirements apply to PEMS tests referred to in Article 3(11), second subparagraph.
|
4. GENERAL REQUIRMENTS
4.1. The RDE performance shall be demonstrated by testing vehicles on the road operated over their normal driving patterns, conditions and payloads. The RDE test shall be representative for vehicles operated on their real driving routes, with their normal load.
4.2. For type approval, the manufacturer shall demonstrate to the approval authority that the chosen vehicle, driving patterns, conditions and payloads are representative of the PEMS test family. The payload and ambient conditions requirements, as specified in points 5.1 and 5.2, shall be used ex-ante to determine whether the conditions are acceptable for RDE testing.
4.3. The approval authority shall propose a test trip in urban, rural and motorway environments meeting the requirements of point 6. For the purpose of trip design, the urban, rural and motorway parts shall be selected based on a topographic map. The urban part of the trip should be driven on urban roads with a speed limit of 60 km/h or less. In case the urban part of the trip needs to be driven for a limited period of time on roads with speed limit higher than 60 km/h, the vehicle shall be driven with speeds up to 60 km/h.
4.4. If for a vehicle the collection of ECU data influences the vehicle's emissions or performance the entire PEMS test family to which the vehicle belongs as defined in Appendix 7 shall be considered as non-compliant. Such functionality shall be considered as a ‘defeat device’ as defined in Article 3(10) of Regulation (EC) 715/2007.
4.5. In order to also assess emissions during trips in hot start, a certain number of vehicles per PEMS test family, specified in point 4.2.8 in Appendix 7, shall be tested without conditioning the vehicle as described in point 5.3, but with a warm engine with engine coolant temperature and/or engine oil temperature above 70 °C.
4.6. For RDE tests performed during type approval the TAA may verify if the test setup and the equipment used fulfills the requirements of Appendices 1 and 2, through a direct inspection or an analysis of the supporting evidence (e.g. photographs, records).
4.7. Compliance of the software tool used to verify the trip validity and calculate emissions in accordance with the provisions laid down in Appendices 4, 5, 6, 7a, and 7b shall be validated by the tool provider or a type approval authority. Where such software tool is incorporated in the PEMS instrument, proof of the validation shall be provided along with the instrument.
5. BOUNDARY CONDITIONS
5.1. Vehicle payload and test mass
5.1.1. The vehicle's basic payload shall comprise the driver, a witness of the test (if applicable) and the test equipment, including the mounting and the power supply devices.
5.1.2. For the purpose of testing some artificial payload may be added as long as the total mass of the basic and artificial payload does not exceed 90% of the sum of the ‘mass of the passengers’ and the ‘pay-mass’ defined in points 19 and 21 of Article 2 of Commission Regulation (EU) No 1230/2012 ( *3 ).
5.2. Ambient conditions
5.2.1. The test shall be conducted under ambient conditions laid down in this section. The ambient conditions become ‘extended’ when at least one of the temperature and altitude conditions is extended. The correction factor for extended conditions for temperature and altitude shall only be applied once. If a part of the test or the entire test is performed outside of normal or extended conditions, the test shall be invalid.
5.2.2. Moderate altitude conditions: Altitude lower or equal to 700 meters above sea level.
5.2.3. Extended altitude conditions: Altitude higher than 700 meters above sea level and lower or equal to 1300 meters above sea level.
5.2.4. Moderate temperature conditions: Greater than or equal to 273,15 K (0 °C) and lower than or equal to 303,15 K (30 °C).
5.2.5. Extended temperature conditions: Greater than or equal to 266,15 K (– 7 °C) and lower than 273,15 K (0 °C) or greater than 303,15 K (30 °C) and lower than or equal to 308,15 K (35 °C).
5.2.6. By way of derogation from the provisions of points 5.2.4 and 5.2.5 the lower temperature for moderate conditions shall be greater or equal to 276,15 K (3 °C) and the lower temperature for extended conditions shall be greater or equal to 271,15 K (– 2 °C) between the start of the application of binding NTE emission limits as defined in section 2.1 and until five years and four months after the dates given in paragraphs 4 and 5 of Article 10, of Regulation (EC) No 715/2007.
5.3. Vehicle conditioning for cold engine-start testing
Before RDE testing, the vehicle shall be preconditioned in the following way:
Driven for at least 30 min, parked with doors and bonnet closed and kept in engine-off status within moderate or extended altitude and temperatures in accordance with points 5.2.2 to 5.2.6 between 6 and 56 hours. Exposure to extreme atmospheric conditions (heavy snowfall, storm, hail) and excessive amounts of dust should be avoided. Before the test start, the vehicle and equipment shall be checked for damages and the absence of warning signals, suggesting malfunctioning.
5.4. Dynamic conditions
The dynamic conditions encompass the effect of road grade, head wind and driving dynamics (accelerations, decelerations) and auxiliary systems upon energy consumption and emissions of the test vehicle. The verification of the normality of dynamic conditions shall be done after the test is completed, using the recorded PEMS data. This verification shall be conducted in 2 steps:
The excess or insufficiency of driving dynamics during the trip shall be checked using the methods described in Appendix 7a.
If the trip results are valid following the verifications in accordance with point 5.4.1, the methods for verifying the normality of the test conditions as laid down in Appendices 5, 7a and 7b shall be used.
5.5. Vehicle condition and operation
|
5.5.1. |
The air conditioning system or other auxiliary devices shall be operated in a way which corresponds to their typically intended use at real driving on the road. Any use shall be documented. The vehicle windows shall be closed when the air conditioning or heating are used. |
|
5.5.2. |
Vehicles equipped with periodically regenerating systems
5.5.2.1. ‘Periodically regenerating systems’ shall be understood in accordance with the definition in point 3.8.1 of Annex XXI. 5.5.2.2. All results shall be corrected with the Ki factors or with the Ki offsets developed by the procedures in Appendix 1 to Sub-Annex 6 of Annex XXI for type- approval of a vehicle type with a periodically regenerating system. The Ki factor or the Ki offset shall be applied to the final results after evaluation in accordance with Appendix 6. 5.5.2.3. If the emissions do not fulfil the requirements of point 3.1.0, then the occurrence of regeneration shall be verified. The verification of regeneration may be based on expert judgement through cross-correlation of several of the following signals, which may include exhaust temperature, PN, CO2, O2 measurements in combination with vehicle speed and acceleration. If the vehicle has a regeneration recognition feature declared in Transparency List 1 set out in Table 1 of Appendix 5 to Annex II, it shall be used to determine the occurrence of regeneration. The manufacturer shall also declare in Transparency List 1 of set out in Table 1 of Appendix 5 to Annex II the procedure needed in order to complete the regeneration. The manufacturer may advise how to recognise whether regeneration has taken place in case such a signal is not available. If regeneration occurred during the test, the result without the application of either the Ki -factor or the Ki offset shall be checked against the requirements of point 3.1.0. If the resulting emissions do not fulfil the requirements, then the test shall be voided and repeated once. The completion of the regeneration and stabilisation through at least 1 hour of driving shall be ensured prior to the start of the second test. The second test is considered valid even if regeneration occurs during it. 5.5.2.4. Even if the vehicle fulfils the requirements of point 3.1.0, the occurrence of regeneration may be verified as in point 5.5.2.3. If the presence of regeneration can be proved and with the agreement of the Type Approval Authority, the final results will be calculated without the application of either the Ki factor or the Ki offset. ▼M3 ————— |
|
5.5.3. |
OVC-HEVs vehicles may be tested in any selectable mode, including battery charge mode. |
|
5.5.4. |
Modifications that affect the vehicle aerodynamics are not permitted with the exception of the PEMS installation. |
|
5.5.5. |
The test vehicles shall not be driven with the intention to generate a passed or failed test due to extreme driving patterns that do not represent normal conditions of use. In case of need, verification of normal driving may be based on expert judgement made by or on behalf of the granting type approval authority through cross-correlation on several signals, which may include exhaust flow rate, exhaust temperature, CO2, O2 etc. in combination with vehicle speed, acceleration and GPS data and potentially further vehicle data parameters like engine speed, gear, accelerator pedal position etc. |
|
5.5.6. |
The vehicle shall be in good mechanical condition and shall have been run in and driven at least 3 000 km before the test. The mileage and the age of the vehicle used for RDE testing shall be recorded. |
6. TRIP REQUIREMENTS
6.1. The shares of urban, rural and motorway driving, classified by instantaneous speed as described in points 6.3 to 6.5, shall be expressed as a percentage of the total trip distance.
6.2. The trip shall always start with urban driving followed by rural and motorway driving in accordance with the shares specified in point 6.6. The urban, rural and motorway operation shall be run consecutively in accordance with point 6.12, but may also include a trip which starts and ends at the same point. Rural operation may be interrupted by short periods of urban operation when driving through urban areas. Motorway operation may be interrupted by short periods of urban or rural operation, e.g., when passing toll stations or sections of road works.
6.3. Urban operation is characterised by vehicle speeds lower than or equal to 60 km/h.
6.4. Rural operation is characterised by vehicle speeds higher than 60 km/h and lower than or equal to 90 km/h. For N2 category vehicles that are equipped in accordance with Directive 92/6/EEC with a device limiting vehicle speed to 90 km/h, rural operation is characterised by vehicle speed higher than 60 km/h and lower than or equal to 80 km/h.
6.5. Motorway operation is characterised by speeds above 90 km/h. For N2 category vehicles that are equipped in accordance with Directive 92/6/EEC with a device limiting vehicle speed to 90 km/h, motorway operation is characterised by speed higher than 80 km/h.
6.6. The trip shall consist of approximately 34 % per cent urban, 33 % per cent rural and 33 % per cent motorway driving classified by speed as described in points 6.3 to 6.5 above. ‘Approximately’ shall mean the interval of ±10 per cent points around the stated percentages. The urban driving shall however never be less than 29% of the total trip distance.
6.7. The vehicle velocity shall normally not exceed 145 km/h. This maximum speed may be exceeded by a tolerance of 15 km/h for not more than 3 % of the time duration of the motorway driving. Local speed limits remain in force during a PEMS test, notwithstanding other legal consequences. Violations of local speed limits per se do not invalidate the results of a PEMS test.
6.8. The average speed (including stops) of the urban driving part of the trip should be between 15 and 40 km/h. Stop periods, defined by vehicle speed of less than 1 km/h, shall account for 6-30 % of the time duration of urban operation. Urban operation may contain several stop periods of 10 s or longer. However, individual stop periods shall not exceed 300 consecutive seconds; else the trip shall be voided.
6.9 The speed range of the motorway driving shall properly cover a range between 90 and at least 110 km/h. The vehicle’s velocity shall be above 100 km/h for at least 5 minutes.
For M2 category vehicles that are equipped in accordance with Directive 92/6/EEC with a device limiting vehicle speed to 100 km/h, the speed range of the motorway driving shall properly cover a range between 90 and 100 km/h. The vehicle’s velocity shall be above 90 km/h for at least 5 minutes.
For N2 category vehicles that are equipped in accordance with Directive 92/6/EEC with a device limiting vehicle speed to 90 km/h, the speed range of the motorway driving of shall properly cover a range between 80 and 90 km/h. The vehicle’s velocity shall be above 80 km/h for at least 5 minutes.
6.10. The trip duration shall be between 90 and 120 minutes.
6.11. The start and the end point of a trip shall not differ in their elevation above sea level by more than 100 m. In addition, the proportional cumulative positive altitude gain over the entire trip and over the urban part of the trip as determined in accordance with point 4.3 shall be less than 1 200 m/100 km and be determined in accordance with Appendix 7b.
6.12. The minimum distance of each, the urban, rural and motorway operation shall be 16 km.
6.13. The average speed (including stops) during cold start period as defined in Appendix 4, point 4 shall be between 15 and 40 km/h. The maximum speed during the cold start period shall not exceed 60 km/h.
7. OPERATIONAL REQUIREMENTS
7.1. The trip shall be selected in such a way that the testing is uninterrupted and the data continuously recorded to reach the minimum test duration defined in point 6.10.
7.2. Electrical power shall be supplied to the PEMS by an external power supply unit and not from a source that draws its energy either directly or indirectly from the engine of the test vehicle.
7.3. The installation of the PEMS equipment shall be done in a way to influence the vehicle emissions or performance or both to the minimum extent possible. Care should be exercised to minimize the mass of the installed equipment and potential aerodynamic modifications of the test vehicle. The vehicle payload shall be in accordance with point 5.1.
7.4. RDE tests shall be conducted on working days as defined for the Union in Council Regulation (EEC, Euratom) No 1182/71 ( *4 )
7.5. RDE tests shall be conducted on paved roads and streets (e.g. off road operation is not permitted).
7.6. At the test start as defined in point 5.1. of Appendix 1, the vehicle shall move within 15 seconds. The vehicle stop during the entire cold start period, as defined in point 4 of Appendix 4, shall be kept to the minimum possible and it shall not exceed in total 90 seconds. If the engine stalls during the test, it may be restarted, but the sampling shall not be interrupted. If the engine stops during the test, the sampling shall not be interrupted.
8. LUBRICATING OIL, FUEL AND REAGENT
8.1. The fuel, lubricant and reagent (if applicable) used for RDE testing shall be within the specifications issued by the manufacturer for vehicle operation by the customer.
8.2. In the case of an RDE test with a failed result, samples of fuel, lubricant and reagent (if applicable) shall be taken and kept for at least 1 year under conditions guaranteeing the integrity of the sample. Once analysed, the samples can be discarded.
9. EMISSIONS AND TRIP EVALUATION
9.1. The test shall be conducted in accordance with Appendix 1 of this Annex.
9.2. The trip validity shall be verified in a three-step procedure as follows:
The steps of the procedure are detailed in Figure 1.
Figure 1
Verification of trip validity
If at least one of the requirements is not fulfilled, the trip shall be declared invalid.
9.3. It shall not be permitted to combine data of different trips or to modify or remove data from a trip with exception of provisions for long stops as described in 6.8.
9.4. After establishing the validity of a trip in accordance with point 9.2, emission results shall be calculated using the methods laid down in Appendix 4 and Appendix 6. The emissions calculations shall be made between test start and test end, as defined in Appendix 1, points 5.1. and 5.3. respectively.
9.5. If during a particular time interval the ambient conditions are extended in accordance with point 5.2, the pollutant emissions during this particular time interval, calculated according to Appendix 4, shall be divided by a value of 1,6 before being evaluated for compliance with the requirements of this Annex. This provision does not apply to carbon dioxide emissions.
9.6. Gaseous pollutant and particle number emissions during cold start, as defined in point 4 of Appendix 4, shall be included in the normal evaluation in accordance with Appendices 4, 5 and 6. If the vehicle was conditioned for the last three hours prior to the test at an average temperature that falls within the extended range in accordance with point 5.2, then the provisions of point 9.5 apply to the data collected during the cold start period, even if the running conditions are not within the extended temperature range.
Appendix 1
Test procedure for vehicle emissions testing with a Portable Emissions Measurement System (PEMS)
1. INTRODUCTION
This Appendix describes the test procedure to determine exhaust emissions from light passenger and commercial vehicles using a Portable Emissions Measurement System.
2. SYMBOLS, PARAMETERS AND UNITS
|
≤ |
— |
smaller or equal |
|
# |
— |
number |
|
#/m3 |
— |
number per cubic metre |
|
% |
— |
per cent |
|
°C |
— |
degree centigrade |
|
g |
— |
gramme |
|
g/s |
— |
gramme per second |
|
h |
— |
hour |
|
Hz |
— |
hertz |
|
K |
— |
kelvin |
|
kg |
— |
kilogramme |
|
kg/s |
— |
kilogramme per second |
|
km |
— |
kilometre |
|
km/h |
— |
kilometre per hour |
|
kPa |
— |
kilopascal |
|
kPa/min |
— |
kilopascal per minute |
|
l |
— |
litre |
|
l/min |
— |
litre per minute |
|
m |
— |
metre |
|
m3 |
— |
cubic-metre |
|
mg |
— |
milligram |
|
min |
— |
minute |
|
p e |
— |
evacuated pressure [kPa] |
|
qvs |
— |
volume flow rate of the system [l/min] |
|
ppm |
— |
parts per million |
|
ppmC1 |
— |
parts per million carbon equivalent |
|
rpm |
— |
revolutions per minute |
|
s |
— |
second |
|
V s |
— |
system volume [l] |
3. GENERAL REQUIREMENTS
3.1. PEMS
The test shall be carried out with a PEMS, composed of components specified in points 3.1.1 to 3.1.5. If applicable, a connection with the vehicle ECU may be established to determine relevant engine and vehicle parameters as specified in point 3.2.
3.1.1. Analysers to determine the concentration of pollutants in the exhaust gas.
3.1.2. One or multiple instruments or sensors to measure or determine the exhaust mass flow.
3.1.3. A Global Positioning System to determine the position, altitude and, speed of the vehicle.
3.1.4. If applicable, sensors and other appliances being not part of the vehicle, e.g., to measure ambient temperature, relative humidity, air pressure, and vehicle speed.
3.1.5. An energy source independent of the vehicle to power the PEMS.
3.2. Test parameters
Test parameters as specified in Table 1 of this Appendix shall be measured at a constant frequency of 1,0 Hz or higher and recorded and reported in accordance with the requirements of Appendix 8 at a frequency of 1,0 Hz. If ECU parameters are available, these may be obtained at a substantially higher frequency but the recording rate shall be 1,0 Hz. The PEMS analysers, flow-measuring instruments and sensors shall comply with the requirements laid down in Appendices 2 and 3.
Table 1
Test parameters
|
Parameter |
Recommended unit |
Source (8) |
|
ppm C1 |
Analyser |
|
|
ppm C1 |
Analyser |
|
|
ppm C1 |
Analyser (6) |
|
|
ppm |
Analyser |
|
|
CO2 concentration (1) |
ppm |
Analyser |
|
ppm |
Analyser (7) |
|
|
PN concentration (4) |
#/m3 |
Analyser |
|
Exhaust mass flow rate |
kg/s |
EFM, any methods described in point 7 of Appendix 2 |
|
Ambient humidity |
% |
Sensor |
|
Ambient temperature |
K |
Sensor |
|
Ambient pressure |
kPa |
Sensor |
|
Vehicle speed |
km/h |
Sensor, GPS, or ECU (3) |
|
Vehicle latitude |
Degree |
GPS |
|
Vehicle longitude |
Degree |
GPS |
|
M |
GPS or Sensor |
|
|
Exhaust gas temperature (5) |
K |
Sensor |
|
Engine coolant temperature (5) |
K |
Sensor or ECU |
|
Engine speed (5) |
rpm |
Sensor or ECU |
|
Engine torque (5) |
Nm |
Sensor or ECU |
|
Torque at driven axle (5) |
Nm |
Rim torque meter |
|
Pedal position (5) |
% |
Sensor or ECU |
|
Engine fuel flow (2) |
g/s |
Sensor or ECU |
|
Engine intake air flow (2) |
g/s |
Sensor or ECU |
|
Fault status (5) |
— |
ECU |
|
Intake air flow temperature |
K |
Sensor or ECU |
|
Regeneration status (5) |
— |
ECU |
|
Engine oil temperature (5) |
K |
Sensor or ECU |
|
Actual gear (5) |
# |
ECU |
|
Desired gear (e.g. gear shift indicator) (5) |
# |
ECU |
|
Other vehicle data (5) |
unspecified |
ECU |
|
(1) to be measured on a wet basis or to be corrected as described in point 8.1 of Appendix 4 (2) to be determined only if indirect methods are used to calculate exhaust mass flow rate as described in paragraphs 10.2 and 10.3 of Appendix 4 (3) method to be chosen according to point 4.7 (4) parameter only mandatory if measurement required by Annex IIIA, section 2.1 (5) to be determined only if necessary to verify the vehicle status and operating conditions (6) may be calculated from THC and CH4 concentrations according to point 9.2 of Appendix 4 (7) may be calculated from measured NO and NO2 concentrations (8) Multiple parameter sources may be used. (9) The preferable source is the ambient pressure sensor. |
||
3.3. Preparation of the vehicle
The preparation of the vehicle shall include a general verification of the correct technical functioning of the test vehicle.
3.4. Installation of PEMS
3.4.1. General:
The installation of the PEMS shall follow the instructions of the PEMS manufacturer and the local health and safety regulations. The PEMS should be installed as to minimise during the test electromagnetic interferences as well as exposure to shocks, vibration, dust and variability in temperature. The installation and operation of the PEMS shall be leak-tight and minimise heat loss. The installation and operation of PEMS shall not change the nature of the exhaust gas nor unduly increase the length of the tailpipe. To avoid the generation of particles, connectors shall be thermally stable at the exhaust gas temperatures expected during the test. It is recommended not to use elastomer connectors to connect the vehicle exhaust outlet and the connecting tube. Elastomer connectors, if used, shall have no contact with the exhaust gas to avoid artefacts at high engine load.
3.4.2. Permissible backpressure
The installation and operation of the PEMS sampling probes shall not unduly increase the pressure at the exhaust outlet in a way that may influence the representativeness of the measurements. It is thus recommended that only one sampling probe is installed in the same plane. If technically feasible, any extension to facilitate the sampling or connection with the exhaust mass flow meter shall have an equivalent, or larger, cross sectional area than the exhaust pipe.
3.4.3. Exhaust mass flow meter
Whenever used, the exhaust mass flow meter shall be attached to the vehicle's tailpipe(s) in accordance with the recommendations of the EFM manufacturer. The measurement range of the EFM shall match the range of the exhaust mass flow rate expected during the test. It is recommended to select the EFM in order to have the maximum expected flow rate during the test covering at least 75 % of the EFM full range. The installation of the EFM and any exhaust pipe adaptors or junctions shall not adversely affect the operation of the engine or exhaust after-treatment system. A minimum of four pipe diameters or 150 mm of straight tubing, whichever is larger, shall be placed at either side of the flow-sensing element. When testing a multi-cylinder engine with a branched exhaust manifold, it is recommended to position the exhaust mass flow meter downstream of where the manifolds combine and to increase the cross section of the piping such as to have an equivalent, or larger, cross sectional area from which to sample. If this is not feasible, exhaust flow measurements with several exhaust mass flow meters may be used. The wide variety of exhaust pipe configurations, dimensions and exhaust mass flow rates may require compromises, guided by good engineering judgement, when selecting and installing the EFM(s). It is permissible to install an EFM with a diameter smaller than that of the exhaust outlet or the total projected frontal area of multiple outlets, providing it improves measurement accuracy and does not adversely affect the operation or the exhaust after-treatment as specified in point 3.4.2. It is recommended to document the EFM set-up using photographs.
3.4.4. Global Positioning System (GPS)
The GPS antenna should be mounted, e.g. at the highest possible location, as to ensure good reception of the satellite signal. The mounted GPS antenna shall interfere as little as possible with the vehicle operation.
3.4.5. Connection with the Engine Control Unit (ECU)
If desired, relevant vehicle and engine parameters listed in Table 1 can be recorded by using a data logger connected with the ECU or the vehicle network through standards, such as ISO 15031-5 or SAE J1979, OBD-II, EOBD or WWH-OBD. If applicable, manufacturers shall disclose labels to allow the identification of required parameters.
3.4.6. Sensors and auxiliary equipment
Vehicle speed sensors, temperature sensors, coolant thermocouples or any other measurement device not part of the vehicle shall be installed to measure the parameter under consideration in a representative, reliable and accurate manner without unduly interfering with the vehicle operation and the functioning of other analysers, flow-measuring instruments, sensors and signals. Sensors and auxiliary equipment shall be powered independently of the vehicle. It is permitted to power any safety-related illumination of fixtures and installations of PEMS components outside of the vehicle’s cabin by the vehicle’s battery.
3.5. Emissions sampling
Emissions sampling shall be representative and conducted at locations of well-mixed exhaust where the influence of ambient air downstream of the sampling point is minimal. If applicable, emissions shall be sampled downstream of the exhaust mass flow meter, respecting a distance of at least 150 mm to the flow sensing element. The sampling probes shall be fitted at least 200 mm or three times the inner diameter of the exhaust pipe, whichever is larger, upstream of the point at which the exhaust exits the PEMS sampling installation into the environment. If the PEMS feeds back a flow to the tail pipe, this shall occur downstream of the sampling probe in a manner that does not affect during engine operation the nature of the exhaust gas at the sampling point(s). If the length of the sampling line is changed, the system transport times shall be verified and if necessary corrected.
If the engine is equipped with an exhaust after-treatment system, the exhaust sample shall be taken downstream of the exhaust after-treatment system. When testing a vehicle with a branched exhaust manifold, the inlet of the sampling probe shall be located sufficiently far downstream so as to ensure that the sample is representative of the average exhaust emissions of all cylinders. In multi-cylinder engines, having distinct groups of manifolds, such as in a ‘V’ engine configuration, the sampling probe shall be positioned downstream of where the manifolds combine. If this is technically not feasible, multi-point sampling at locations of well-mixed exhaust may be used, if approved by the Type Approval Authority. In this case, the number and location of sampling probes shall match as far as possible those of the exhaust mass flow meters. In case of unequal exhaust flows, proportional sampling or sampling with multiple analysers shall be considered.
If the engine is equipped with an exhaust after-treatment system, the exhaust sample shall be taken downstream of the exhaust after- treatment system. When testing a vehicle with a branched exhaust manifold, the inlet of the sampling probe shall be located sufficiently far downstream so as to ensure that the sample is representative of the average exhaust emissions of all cylinders. In multi-cylinder engines having distinct groups of manifolds, such as in a ‘V’ engine configuration, the sampling probe shall be positioned downstream of the point where the manifolds combine. If this is technically not feasible, multi-point sampling at locations of well-mixed exhaust may be used. In this case, the number and location of sampling probes shall match as far as possible those of the exhaust mass flow meters. In case of unequal exhaust flows, proportional sampling or sampling with multiple analysers shall be considered.
If hydrocarbons are measured, the sampling line shall be heated to 463 ± 10 K (190 ± 10 °C). For the measurement of other gaseous components with or without cooler, the sampling line shall be kept at a minimum of 333 K (60 °C) to avoid condensation and to ensure appropriate penetration efficiencies of the various gases. For low pressure sampling systems, the temperature can be lowered corresponding to the pressure decrease provided that the sampling system ensures a penetration efficiency of 95 % for all regulated gaseous pollutants. If particles are sampled and not diluted at the tailpipe, the sampling line from the raw exhaust sample point to the point of dilution or particle detector shall be heated to a minimum of 373 K (100 °C). The residence time of the sample in the particle sampling line shall be less than 3 s until reaching first dilution or the particle detector.
All parts of the sampling system from the exhaust pipe up to the particle detector, which are in contact with raw or diluted exhaust gas, shall be designed to minimize deposition of particles. All parts shall be made from antistatic material to prevent electrostatic effects.
4. PRE-TEST PROCEDURES
4.1. PEMS leak check
After the installation of the PEMS is completed, a leak check shall be performed at least once for each PEMS-vehicle installation as prescribed by the PEMS manufacturer or as follows. The probe shall be disconnected from the exhaust system and the end plugged. The analyser pump shall be switched on. After an initial stabilization period all flow meters shall read approximately zero in the absence of a leak. Else, the sampling lines shall be checked and the fault be corrected.
The leakage rate on the vacuum side shall not exceed 0.5 per cent of the in-use flow rate for the portion of the system being checked. The analyser flows and bypass flows may be used to estimate the in-use flow rate.
Alternatively, the system may be evacuated to a pressure of at least 20 kPa vacuum (80 kPa absolute). After an initial stabilization period the pressure increase Δp (kPa/min) in the system shall not exceed:
Alternatively, a concentration step change at the beginning of the sampling line shall be introduced by switching from zero to span gas while maintaining the same pressure conditions as under normal system operation. If for a correctly calibrated analyser after an adequate period of time the reading is ≤ 99 per cent compared to the introduced concentration, the leakage problem shall be corrected.
4.2. Starting and stabilizing the PEMS
The PEMS shall be switched on, warmed up and stabilized in accordance with the specifications of the PEMS manufacturer until key functional parameters, e.g., pressures, temperatures and flows have reached their operating set points before test start. To ensure correct functioning, the PEMS may be kept switched on or can be warmed up and stabilized during vehicle conditioning. The system shall be free of errors and critical warnings.
4.3. Preparing the sampling system
The sampling system, consisting of the sampling probe and sampling lines shall be prepared for testing by following the instruction of the PEMS manufacturer. It shall be ensured that the sampling system is clean and free of moisture condensation.
4.4. Preparing the Exhaust mass Flow Meter (EFM)
If used for measuring the exhaust mass flow, the EFM shall be purged and prepared for operation in accordance with the specifications of the EFM manufacturer. This procedure shall, if applicable, remove condensation and deposits from the lines and the associated measurement ports.
4.5. Checking and calibrating the analysers for measuring gaseous emissions
Zero and span calibration adjustments of the analysers shall be performed using calibration gases that meet the requirements of point 5 of Appendix 2. The calibration gases shall be chosen to match the range of pollutant concentrations expected during the RDE test. To minimize analyser drift, one should conduct the zero and span calibration of analysers at an ambient temperature that resembles, as closely as possible, the temperature experienced by the test equipment during the trip.
4.6. Checking the analyser for measuring particle emissions
The zero level of the analyser shall be recorded by sampling HEPA filtered ambient air at an appropriate sampling point, usually at the inlet of the sampling line. The signal shall be recorded at a constant frequency which is a multiple of 1,0 Hz averaged over a period of 2 minutes; the final concentration shall be within the manufacturer's specifications, but shall not exceed 5 000 particles per cubic-centimetre.
4.7. Determining vehicle speed
Vehicle speed shall be determined by at least one of the following methods:
a GPS; if vehicle speed is determined by a GPS, the total trip distance shall be checked against the measurements of another method according to point 7 of Appendix 4.
a sensor (e.g., optical or micro-wave sensor); if vehicle speed is determined by a sensor, the speed measurements shall comply with the requirements of point 8 of Appendix 2, or alternatively, the total trip distance determined by the sensor shall be compared with a reference distance obtained from a digital road network or topographic map. The total trip distance determined by the sensor shall deviate by no more than 4 % from the reference distance.
the ECU; if vehicle speed is determined by the ECU, the total trip distance shall be validated according to point 3 of Appendix 3 and the ECU speed signal adjusted, if necessary to fulfil the requirements of point 3.3 of Appendix 3. Alternatively, the total trip distance as determined by the ECU can be compared with a reference distance obtained from a digital road network or topographic map. The total trip distance determined by the ECU shall deviate by no more than 4 % from the reference.
4.8. Check of PEMS set up
The correctness of connections with all sensors and, if applicable, the ECU shall be verified. If engine parameters are retrieved, it shall be ensured that the ECU reports values correctly (e.g., zero engine speed [rpm] while the combustion engine is in key-on-engine-off status). ►M1 The PEMS shall function free of errors and critical warnings. ◄
5. EMISSIONS TEST
5.1. Test start
Test start (see Figure App.1.1) shall be defined by either:
Sampling, measurement and recording of parameters shall begin prior to the test start. Before the test start it shall be confirmed that all necessary parameters are recorded by the data logger.
To facilitate time alignment, it is recommended to record the parameters that are subject to time alignment either by a single data recording device or with a synchronised time stamp.
Figure App.1.1
Test Start Sequence
5.2. Test
Sampling, measurement and recording of parameters shall continue throughout the on-road test of the vehicle. The engine may be stopped and started, but emissions sampling and parameter recording shall continue. Any warning signals, suggesting malfunctioning of the PEMS, shall be documented and verified. If any error signal(s) appear during the test, the test shall be voided. Parameter recording shall reach a data completeness of higher than 99 %. Measurement and data recording may be interrupted for less than 1 % of the total trip duration but for no more than a consecutive period of 30 s solely in the case of unintended signal loss or for the purpose of PEMS system maintenance. Interruptions may be recorded directly by the PEMS but it is not permissible to introduce interruptions in the recorded parameter via the pre-processing, exchange or post-processing of data. If conducted, auto zeroing shall be performed against a traceable zero standard similar to the one used to zero the analyser. It is strongly recommended to initiate PEMS system maintenance during periods of zero vehicle speed.
5.3. Test end
The end of the test (see Figure App.1.2) is reached when the vehicle has completed the trip and either when:
Excessive idling of the engine after the completion of the trip shall be avoided. The data recording shall continue until the response time of the sampling systems has elapsed. For vehicles with a signal detecting regeneration (see line 42 in the Transparency List 1 in Appendix 5 of Annex II), the OBD-check shall be performed and documented directly after data recording and before any further driven distance is driven.
Figure App.1.2
Test End Sequence
6. POST-TEST PROCEDURE
6.1. Checking the analysers for measuring gaseous emissions
The zero and span of the analysers of gaseous components shall be checked by using calibration gases identical to the ones applied under point 4.5 to evaluate the analyser's zero and response drift compared to the pre-test calibration. It is permissible to zero the analyser prior to verifying the span drift, if the zero drift was determined to be within the permissible range. The post-test drift check shall be completed as soon as possible after the test and before the PEMS, or individual analysers or sensors, are turned off or have switched into a non-operating mode. The difference between the pre-test and post-test results shall comply with the requirements specified in Table 2.
Table 2
Permissible analyser drift over a PEMS test
|
Pollutant |
Absolute Zero response drift |
Absolute Span response drift (1) |
|
CO2 |
≤ 2 000 ppm per test |
≤ 2 % of reading or ≤ 2 000 ppm per test, whichever is larger |
|
CO |
≤ 75 ppm per test |
≤ 2 % of reading or ≤ 75 ppm per test, whichever is larger |
|
NOX |
≤ 5 ppm per test |
≤ 2 % of reading or ≤ 5 ppm per test, whichever is larger |
|
CH4 |
≤ 10 ppm C1 per test |
≤ 2 % of reading or ≤ 10 ppm C1 per test, whichever is larger |
|
THC |
≤ 10 ppm C1 per test |
≤ 2 % of reading or ≤ 10 ppm C1 per test, whichever is larger |
|
(1) If the zero drift is within the permissible range, it is permissible to zero the analyser prior to verifying the span drift. |
||
If the difference between the pre-test and post-test results for the zero and span drift is higher than permitted, all test results shall be voided and the test repeated.
6.2. Checking the analyser for measuring particle emissions
The zero level of the analyser shall be recorded in accordance with point 4.6.
6.3. Checking the on-road emission measurements
The span gas concentration that was used for the calibration of the analysers in accordance with paragraph 4.5 at the test start shall cover at least 90 % of the concentration values obtained from 99 % of the measurement of the valid parts of the emissions test. It is permissible that 1 % of the total number of measurements used for evaluation exceeds the used span gas by up to a factor of two. If these requirements are not met, the test shall be voided.
Appendix 2
Specifications and calibration of PEMS components and signals
1. INTRODUCTION
This appendix sets out the specifications and calibration of PEMS components and signals.
2. SYMBOLS, PARAMETERS AND UNITS
|
> |
— |
larger than |
|
≥ |
— |
larger than or equal to |
|
% |
— |
per cent |
|
≤ |
— |
smaller than or equal to |
|
A |
— |
undiluted CO2 concentration [%] |
|
a 0 |
— |
y-axis intercept of the linear regression line |
|
a 1 |
— |
slope of the linear regression line |
|
B |
— |
diluted CO2 concentration [%] |
|
C |
— |
diluted NO concentration [ppm] |
|
c |
— |
analyser response in the oxygen interference test |
|
c FS,b |
— |
full scale HC concentration in step (b) [ppmC1] |
|
c FS,d |
— |
full scale HC concentration in step (d) [ppmC1] |
|
c HC(w/NMC) |
— |
HC concentration with CH4 or C2H6 flowing through the NMC [ppmC1] |
|
c HC(w/o NMC) |
— |
HC concentration with CH4 or C2H6 bypassing the NMC [ppmC1] |
|
c m,b |
— |
measured HC concentration in step (b) [ppmC1] |
|
c m,d |
— |
measured HC concentration in step (d) [ppmC1] |
|
c ref,b |
— |
reference HC concentration in step (b) [ppmC1] |
|
c ref,d |
— |
reference HC concentration in step (d) [ppmC1] |
|
°C |
— |
degree centigrade |
|
D |
— |
undiluted NO concentration [ppm] |
|
D e |
— |
expected diluted NO concentration [ppm] |
|
E |
— |
absolute operating pressure [kPa] |
|
E CO2 |
— |
per cent CO2 quench |
|
E(dp) |
— |
PEMS-PN analyser efficiency |
|
E E |
— |
ethane efficiency |
|
E H2O |
— |
per cent water quench |
|
E M |
— |
methane efficiency |
|
EO2 |
— |
oxygen interference |
|
F |
— |
water temperature [K] |
|
G |
— |
saturation vapour pressure [kPa] |
|
g |
— |
gram |
|
gH2O/kg |
— |
gramme water per kilogram |
|
h |
— |
hour |
|
H |
— |
water vapour concentration [%] |
|
H m |
— |
maximum water vapour concentration [%] |
|
Hz |
— |
hertz |
|
K |
— |
kelvin |
|
kg |
— |
kilogramme |
|
km/h |
— |
kilometre per hour |
|
kPa |
— |
kilopascal |
|
max |
— |
maximum value |
|
NOX,dry |
— |
moisture-corrected mean concentration of the stabilized NOX recordings |
|
NOX,m |
— |
mean concentration of the stabilized NOX recordings |
|
NOX,ref |
— |
reference mean concentration of the stabilized NOX recordings |
|
ppm |
— |
parts per million |
|
ppmC1 |
— |
parts per million carbon equivalents |
|
r2 |
— |
coefficient of determination |
|
s |
— |
second |
|
t0 |
— |
time point of gas flow switching [s] |
|
t10 |
— |
time point of 10 % response of the final reading |
|
t50 |
— |
time point of 50 % response of the final reading |
|
t90 |
— |
time point of 90 % response of the final reading |
|
tbd |
— |
to be determined |
|
x |
— |
independent variable or reference value |
|
χ min |
— |
minimum value |
|
y |
— |
dependent variable or measured value |
3. LINEARITY VERIFICATION
3.1. General
►M1 The accuracy and linearity of analysers, flow-measuring instruments, sensors and signals, shall be traceable to international or national standards. ◄ Any sensors or signals that are not directly traceable, e.g., simplified flow-measuring instruments shall be calibrated alternatively against chassis dynamometer laboratory equipment that has been calibrated against international or national standards.
3.2. Linearity requirements
All analysers, flow-measuring instruments, sensors and signals shall comply with the linearity requirements given in Table 1. If air flow, fuel flow, the air-to-fuel ratio or the exhaust mass flow rate is obtained from the ECU, the calculated exhaust mass flow rate shall meet the linearity requirements specified in Table 1.
Table 1
Linearity requirements of measurement parameters and systems
|
Measurement parameter/instrument |
|
Slope a1 |
Standard error SEE |
Coefficient of determination r2 |
|
Fuel flow rate (1) |
≤ 1 % max |
0,98 – 1,02 |
≤ 2 % |
≥ 0,990 |
|
Air flow rate (1) |
≤ 1 % max |
0,98 – 1,02 |
≤ 2 % |
≥ 0,990 |
|
Exhaust mass flow rate |
≤ 2 % max |
0,97 – 1,03 |
≤ 3 % |
≥ 0,990 |
|
Gas analysers |
≤ 0,5 % max |
0,99 – 1,01 |
≤ 1 % |
≥ 0,998 |
|
Torque (2) |
≤ 1 % max |
0,98 – 1,02 |
≤ 2 % |
≥ 0,990 |
|
PN analysers (3) |
≤ 5 % max |
0,85 – 1,15 (4) |
≤ 10 % |
≥ 0,950 |
|
(1) optional to determine exhaust mass flow (2) optional parameter (3) The linearity check shall be verified with soot-like particles, as these are defined in point 6.2 (4) To be updated based on error propagation and traceability charts. |
||||
3.3. Frequency of linearity verification
The linearity requirements pursuant to point 3.2 shall be verified:
for each gas analyser at least every 12 months or whenever a system repair or component change or modification is made that could influence the calibration;
for other relevant instruments, such as PN analysers, exhaust mass flow meters and traceably calibrated sensors, whenever damage is observed, as required by internal audit procedures or by the instrument manufacturer but no longer than one year before the actual test.
The linearity requirements pursuant to point 3.2 for sensors or ECU signals that are not directly traceable shall be performed with a traceably calibrated measurement device on the chassis dynamometer once for each PEMS-vehicle setup.
3.4. Procedure of linearity verification
3.4.1. General requirements
The relevant analysers, instruments and sensors shall be brought to their normal operating condition according to the recommendations of their manufacturer. The analysers, instruments and sensors shall be operated at their specified temperatures, pressures and flows.
3.4.2. General procedure
The linearity shall be verified for each normal operating range by executing the following steps:
The analyser, flow-measuring instrument or sensor shall be set to zero by introducing a zero signal. For gas analysers, purified synthetic air or nitrogen shall be introduced to the analyser port via a gas path that is as direct and short as possible.
The analyser, flow-measuring instrument or sensor shall be spanned by introducing a span signal. For gas analysers, an appropriate span gas shall be introduced to the analyser port via a gas path that is as direct and short as possible.
The zero procedure of (a) shall be repeated.
The linearity shall be verified by introducing at least 10, approximately equally spaced and valid, reference values (including zero). The reference values with respect to the concentration of components, the exhaust mass flow rate or any other relevant parameter shall be chosen to match the range of values expected during the emissions test. For measurements of exhaust mass flow, reference points below 5 % of the maximum calibration value can be excluded from the linearity verification.
For gas analysers, known gas concentrations in accordance with point 5 shall be introduced to the analyser port. Sufficient time for signal stabilisation shall be given.
The values under evaluation and, if needed, the reference values shall be recorded at a constant frequency which is a multiple of 1,0 Hz over a period of 30 seconds.
The arithmetic mean values over the 30 seconds period shall be used to calculate the least squares linear regression parameters, with the best-fit equation having the form:
where:
|
y |
is the actual value of the measurement system |
|
a 1 |
is the slope of the regression line |
|
x |
is the reference value |
|
a 0 |
is the y intercept of the regression line |
The standard error of estimate (SEE) of y on x and the coefficient of determination (r2) shall be calculated for each measurement parameter and system.
The linear regression parameters shall meet the requirements specified in Table 1.
3.4.3. Requirements for linearity verification on a chassis dynamometer
Non-traceable flow-measuring instruments, sensors or ECU signals that cannot directly be calibrated according to traceable standards, shall be calibrated on a chassis dynamometer. The procedure shall follow as far as applicable, the requirements of Annex 4a to UN/ECE Regulation No 83. If necessary, the instrument or sensor to be calibrated shall be installed on the test vehicle and operated according to the requirements of Appendix 1. The calibration procedure shall follow whenever possible the requirements of point 3.4.2; at least 10 appropriate reference values shall be selected as to ensure that at least 90 % of the maximum value expected to occur during the RDE test is covered.
If a not directly traceable flow-measuring instrument, sensor or ECU signal for determining exhaust flow is to be calibrated, a traceably calibrated reference exhaust mass flow meter or the CVS shall be attached to the vehicle’s tailpipe. It shall be ensured that the vehicle exhaust is accurately measured by the exhaust mass flow meter according to point 3.4.3 of Appendix 1. The vehicle shall be operated by applying constant throttle at a constant gear selection and chassis dynamometer load.
4. ANALYSERS FOR MEASURING GASEOUS COMPONENTS
4.1. Permissible types of analysers
4.1.1. Standard analysers
The gaseous components shall be measured with analysers specified in points 1.3.1 to 1.3.5 of Appendix 3, Annex 4A to UN/ECE Regulation No 83, 07 series of amendments. If an NDUV analyser measures both NO and NO2, a NO2/NO converter is not required.
4.1.2. Alternative analysers
Any analyser not meeting the design specifications of point 4.1.1 is permissible provided that it fulfils the requirements of point 4.2. The manufacturer shall ensure that the alternative analyser achieves an equivalent or higher measurement performance compared to a standard analyser over the range of pollutant concentrations and co-existing gases that can be expected from vehicles operated with permissible fuels under moderate and extended conditions of valid RDE testing as specified in points 5, 6 and 7 of this Annex. Upon request, the manufacturer of the analyser shall submit in writing supplemental information, demonstrating that the measurement performance of the alternative analyser is consistently and reliably in line with the measurement performance of standard analysers. Supplemental information shall contain:
a description of the theoretical basis and the technical components of the alternative analyser;
a demonstration of equivalency with the respective standard analyser specified in point 4.1.1 over the expected range of pollutant concentrations and ambient conditions of the type-approval test defined in Annex XXI to this Regulation as well as a validation test as described in point 3 of Appendix 3 for a vehicle equipped with a spark-ignition and compression-ignition engine; the manufacturer of the analyser shall demonstrate the significance of equivalency within the permissible tolerances given in point 3.3 of Appendix 3.
a demonstration of equivalency with the respective standard analyser specified in point 4.1.1 with respect to the influence of atmospheric pressure on the measurement performance of the analyser; the demonstration test shall determine the response to span gas having a concentration within the analyser range to check the influence of atmospheric pressure under moderate and extended altitude conditions defined in point 5.2 of this Annex. Such a test can be performed in an altitude environmental test chamber.
a demonstration of equivalency with the respective standard analyser specified in point 4.1.1 over at least three on-road tests that fulfil the requirements of this Annex.
a demonstration that the influence of vibrations, accelerations and ambient temperature on the analyser reading does not exceed the noise requirements for analysers set out in point 4.2.4.
Approval authorities may request additional information to substantiate equivalency or refuse approval if measurements demonstrate that an alternative analyser is not equivalent to a standard analyser.
4.2. Analyser specifications
4.2.1. General
In addition to the linearity requirements defined for each analyser in point 3, the compliance of analyser types with the specifications laid down in points 4.2.2 to 4.2.8 shall be demonstrated by the analyser manufacturer. Analysers shall have a measuring range and response time appropriate to measure with adequate accuracy the concentrations of the exhaust gas components at the applicable emissions standard under transient and steady state conditions. The sensitivity of the analysers to shocks, vibration, aging, variability in temperature and air pressure as well as electromagnetic interferences and other impacts related to vehicle and analyser operation shall be limited as far as possible.
4.2.2. Accuracy
The accuracy, defined as the deviation of the analyser reading from the reference value, shall not exceed 2 % of reading or 0.3 % of full scale, whichever is larger.
4.2.3. Precision
The precision, defined as 2.5 times the standard deviation of 10 repetitive responses to a given calibration or span gas, shall be no greater than 1 % of the full scale concentration for a measurement range equal or above 155 ppm (or ppmC1) and 2 % of the full scale concentration for a measurement range of below 155 ppm (or ppmC1).
4.2.4. Noise
The noise shall not exceed 2 % of full scale. Each of the 10 measurement periods shall be interspersed with an interval of 30 seconds in which the analyser is exposed to an appropriate span gas. Before each sampling period and before each span period, sufficient time shall be given to purge the analyser and the sampling lines.
4.2.5. Zero response drift
The drift of the zero response, defined as the mean response to a zero gas during a time interval of at least 30 seconds, shall comply with the specifications given in Table 2.
4.2.6. Span response drift
The drift of the span response, defined as the mean response to a span gas during a time interval of at least 30 seconds, shall comply with the specifications given in Table 2.
Table 2
Permissible zero and span response drift of analysers for measuring gaseous components under laboratory conditions
|
Pollutant |
Absolute Zero response drift |
Absolute Span response drift |
|
CO2 |
≤ 1 000 ppm over 4 h |
≤ 2 % of reading or ≤ 1 000 ppm over 4 h, whichever is larger |
|
CO |
≤ 50 ppm over 4 h |
≤ 2 % of reading or ≤ 50 ppm over 4 h, whichever is larger |
|
PN |
5 000 particles per cubic centimetre over 4 h |
According to manufacturer specifications |
|
NOX |
≤ 5 ppm over 4 h |
≤ 2 % of reading or 5 ppm over 4 h, whichever is larger |
|
CH4 |
≤ 10 ppm C1 |
≤ 2 % of reading or ≤ 10 ppm C1 over 4 h, whichever is larger |
|
THC |
≤ 10 ppm C1 |
≤ 2 % of reading or ≤ 10 ppm C1 over 4 h, whichever is larger |
4.2.7. Rise time
The rise time, defined as the time between the 10 per cent and 90 per cent response of the final reading (t 90 – t 10; see point 4.4), shall not exceed 3 seconds.
4.2.8. Gas drying
Exhaust gases may be measured wet or dry. A gas-drying device, if used, shall have a minimal effect on the composition of the measured gases. Chemical dryers are not permitted.
4.3. Additional requirements
4.3.1. General
The provisions in points 4.3.2 to 4.3.5 define additional performance requirements for specific analyser types and apply only to cases, in which the analyser under consideration is used for RDE emission measurements.
4.3.2. Efficiency test for NOX converters
If a NOX converter is applied, for example to convert NO2 into NO for analysis with a chemiluminescence analyser, its efficiency shall be tested by following the requirements of point 2.4 of Appendix 3 of Annex 4a to UN/ECE Regulation No 83, 07 series of amendments. The efficiency of the NOX converter shall be verified no longer than one month before the emissions test.
4.3.3. Adjustment of the Flame Ionisation Detector (FID)
(a) Optimization of the detector response
If hydrocarbons are measured, the FID shall be adjusted at intervals specified by the analyser manufacturer by following point 2.3.1 of Appendix 3 of Annex 4a to UN/ECE Regulation No 83, 07 series of amendments. A propane-in-air or propane-in-nitrogen span gas shall be used to optimize the response in the most common operating range.
(b) Hydrocarbon response factors
If hydrocarbons are measured, the hydrocarbon response factor of the FID shall be verified by following the provisions of point 2.3.3 of Appendix 3 of Annex 4a to UN/ECE Regulation No 83, 07 series of amendments, using propane-in-air or propane-in-nitrogen as span gases and purified synthetic air or nitrogen as zero gases, respectively.
(c) Oxygen interference check
The oxygen interference check shall be performed when introducing a FID into service and after major maintenance intervals. A measuring range shall be chosen in which the oxygen interference check gases fall in the upper 50 per cent. The test shall be conducted with the oven temperature set as required. The specifications of the oxygen interference check gases are described in point 5.3.
The following procedure applies:
The analyser shall be set at zero;
The analyser shall be spanned with a 0 per cent oxygen blend for positive ignition engines and a 21 per cent oxygen blend for compression ignition engines;
The zero response shall be rechecked. If it has changed by more than 0.5 per cent of full scale, steps (i) and (ii) shall be repeated;
The 5 per cent and 10 per cent oxygen interference check gases shall be introduced;
The zero response shall be rechecked. If it has changed by more than ±1 per cent of full scale, the test shall be repeated;
The oxygen interference E O2 shall be calculated for each oxygen interference check gas in step (iv) as follows:
where the analyser response is:
where:
|
c ref,b |
is the reference HC concentration in step (ii) [ppmC1] |
|
c ref,d |
is the reference HC concentration in step (iv) [ppmC1] |
|
c FS,b |
is the full scale HC concentration in step (ii) [ppmC1] |
|
c FS,d |
is the full scale HC concentration in step (iv) [ppmC1] |
|
c m,b |
is the measured HC concentration in step (ii) [ppmC1] |
|
c m,d |
is the measured HC concentration in step (iv) [ppmC1] |
The oxygen interference E O2 shall be less than ±1.5 per cent for all required oxygen interference check gases.
If the oxygen interference E O2 is higher than ±1.5 per cent, corrective action may be taken by incrementally adjusting the air flow (above and below the manufacturer's specifications), the fuel flow and the sample flow.
The oxygen interference check shall be repeated for each new setting.
4.3.4. Conversion efficiency of the non-methane cutter (NMC)
If hydrocarbons are analysed, a NMC can be used to remove non-methane hydrocarbons from the gas sample by oxidizing all hydrocarbons except methane. Ideally, the conversion for methane is 0 per cent and for the other hydrocarbons represented by ethane is 100 per cent. For the accurate measurement of NMHC, the two efficiencies shall be determined and used for the calculation of the NMHC emissions (see point 9.2 of Appendix 4). It is not necessary to determine the methane conversion efficiency in case the NMC-FID is calibrated according to method (b) in point 9.2 of Appendix 4 by passing the methane/air calibration gas through the NMC.
(a) Methane conversion efficiency
Methane calibration gas shall be flown through the FID with and without bypassing the NMC; the two concentrations shall be recorded. The methane efficiency shall be determined as:
where:
|
c HC(w/NMC) |
is the HC concentration with CH4 flowing through the NMC [ppmC1] |
|
c HC(w/o NMC) |
is the HC concentration with CH4 bypassing the NMC [ppmC1] |
(b) Ethane conversion efficiency
Ethane calibration gas shall be flown through the FID with and without bypassing the NMC; the two concentrations shall be recorded. The ethane efficiency shall be determined as:
where:
|
c HC(w/NMC) |
is the HC concentration with C2H6 flowing through the NMC [ppmC1] |
|
c HC(w/o NMC) |
is the HC concentration with C2H6 bypassing the NMC [ppmC1] |
4.3.5. Interference effects
(a) General
Other gases than the ones being analysed can affect the analyser reading. A check for interference effects and the correct functionality of analysers shall be performed by the analyser manufacturer prior to market introduction at least once for each type of analyser or device addressed in points (b) to (f).
(b) CO analyser interference check
Water and CO2 can interfere with the measurements of the CO analyser. Therefore, a CO2 span gas having a concentration of 80 to 100 per cent of full scale of the maximum operating range of the CO analyser used during the test shall be bubbled through water at room temperature and the analyser response recorded. The analyser response shall not be more than 2 per cent of the mean CO concentration expected during normal on-road testing or ± 50 ppm, whichever is larger. The interference check for H2O and CO2 may be run as separate procedures. If the H2O and CO2 levels used for the interference check are higher than the maximum levels expected during the test, each observed interference value shall be scaled down by multiplying the observed interference with the ratio of the maximum expected concentration value during the test and the actual concentration value used during this check. Separate interference checks with concentrations of H2O that are lower than the maximum concentration expected during the test may be run and the observed H2O interference shall be scaled up by multiplying the observed interference with the ratio of the maximum H2O concentration value expected during the test and the actual concentration value used during this check. The sum of the two scaled interference values shall meet the tolerance specified in this point.
(c) NOX analyser quench check
The two gases of concern for CLD and HCLD analysers are CO2 and water vapour. The quench response to these gases is proportional to the gas concentrations. A test shall determine the quench at the highest concentrations expected during the test. If the CLD and HCLD analysers use quench compensation algorithms that utilize H2O or CO2 measurement analysers or both, quench shall be evaluated with these analysers active and with the compensation algorithms applied.
(i) CO2 quench check
A CO2 span gas having a concentration of 80 to 100 per cent of the maximum operating range shall be passed through the NDIR analyser; the CO2 value shall be recorded as A. The CO2 span gas shall then be diluted by approximately 50 per cent with NO span gas and passed through the NDIR and CLD or HCLD; the CO2 and NO values shall be recorded as B and C, respectively. The CO2 gas flow shall then be shut off and only the NO span gas shall be passed through the CLD or HCLD; the NO value shall be recorded as D. The per cent quench shall be calculated as:
where:
|
A |
is the undiluted CO2 concentration measured with the NDIR [%] |
|
B |
is the diluted CO2 concentration measured with the NDIR [%] |
|
C |
is the diluted NO concentration measured with the CLD or HCLD [ppm] |
|
D |
is the undiluted NO concentration measured with the CLD or HCLD [ppm] |
Alternative methods of diluting and quantifying of CO2 and NO span gas values such as dynamic mixing/blending are permitted upon approval of the approval authority.
(ii) Water quench check
This check applies to measurements of wet gas concentrations only. The calculation of water quench shall consider dilution of the NO span gas with water vapour and the scaling of the water vapour concentration in the gas mixture to concentration levels that are expected to occur during an emissions test. A NO span gas having a concentration of 80 per cent to 100 per cent of full scale of the normal operating range shall be passed through the CLD or HCLD; the NO value shall be recorded as D. The NO span gas shall then be bubbled through water at room temperature and passed through the CLD or HCLD; the NO value shall be recorded as C. The analyser's absolute operating pressure and the water temperature shall be determined and recorded as E and F, respectively. The mixture's saturation vapour pressure that corresponds to the water temperature of the bubbler F shall be determined and recorded as G. The water vapour concentration H [%] of the gas mixture shall be calculated as:
The expected concentration of the diluted NO-water vapour span gas shall be recorded as D e after being calculated as:
For diesel exhaust, the maximum concentration of water vapour in the exhaust gas (in per cent) expected during the test shall be recorded as H m after being estimated, under the assumption of a fuel H/C ratio of 1.8/1, from the maximum CO2 concentration in the exhaust gas A as follows:
The per cent water quench shall be calculated as:
where:
|
D e |
is the expected diluted NO concentration [ppm] |
|
C |
is the measured diluted NO concentration [ppm] |
|
H m |
is the maximum water vapour concentration [%] |
|
H |
is the actual water vapour concentration [%] |
(iii) Maximum allowable quench
The combined CO2 and water quench shall not exceed 2 per cent of full scale.
(d) Quench check for NDUV analysers
Hydrocarbons and water can positively interfere with NDUV analysers by causing a response similar to that of NOX. The manufacturer of the NDUV analyser shall use the following procedure to verify that quench effects are limited:
The analyser and chiller shall be set up by following the operating instructions of the manufacturer; adjustments should be made as to optimise the analyser and chiller performance.
A zero calibration and span calibration at concentration values expected during emissions testing shall be performed for the analyser.
A NO2 calibration gas shall be selected that matches as far as possible the maximum NO2 concentration expected during emissions testing.
The NO2 calibration gas shall overflow at the gas sampling system's probe until the NOX response of the analyser has stabilised.
The mean concentration of the stabilized NOX recordings over a period of 30 s shall be calculated and recorded as NOX,ref.
The flow of the NO2 calibration gas shall be stopped and the sampling system saturated by overflowing with a dew point generator's output, set at a dew point of 50 °C. The dew point generator's output shall be sampled through the sampling system and chiller for at least 10 minutes until the chiller is expected to be removing a constant rate of water.
Upon completion of (iv), the sampling system shall again be overflown by the NO2 calibration gas used to establish NOX,ref until the total NOX response has stabilized.
The mean concentration of the stabilized NOX recordings over a period of 30 s shall be calculated and recorded as NOX,m.
NOX,m shall be corrected to NOX,dry based upon the residual water vapour that passed through the chiller at the chiller's outlet temperature and pressure.
The calculated NOX,dry shall at least amount to 95 % of NOX,ref.
(e) Sample dryer
A sample dryer removes water, which can otherwise interfere with the NOX measurement. For dry CLD analysers, it shall be demonstrated that at the highest expected water vapour concentration H m the sample dryer maintains the CLD humidity at ≤ 5 g water/kg dry air (or about 0.8 per cent H2O), which is 100 per cent relative humidity at 3.9 °C and 101.3 kPa or about 25 per cent relative humidity at 25 °C and 101.3 kPa. Compliance may be demonstrated by measuring the temperature at the outlet of a thermal sample dryer or by measuring the humidity at a point just upstream of the CLD. The humidity of the CLD exhaust might also be measured as long as the only flow into the CLD is the flow from the sample dryer.
(f) Sample dryer NO2 penetration
Liquid water remaining in an improperly designed sample dryer can remove NO2 from the sample. If a sample dryer is used in combination with a NDUV analyser without an NO2/NO converter upstream, water could therefore remove NO2 from the sample prior to the NOX measurement. The sample dryer shall allow for measuring at least 95 per cent of the NO2 contained in a gas that is saturated with water vapour and consists of the maximum NO2 concentration expected to occur during emission testing.
4.4. Response time check of the analytical system
For the response time check, the settings of the analytical system shall be exactly the same as during the emissions test (i.e. pressure, flow rates, filter settings in the analysers and all other parameters influencing the response time). The response time shall be determined with gas switching directly at the inlet of the sample probe. The gas switching shall be done in less than 0.1 second. The gases used for the test shall cause a concentration change of at least 60 per cent full scale of the analyser.
The concentration trace of each single gas component shall be recorded. The delay time is defined as the time from the gas switching (t 0) until the response is 10 per cent of the final reading (t 10). The rise time is defined as the time between 10 per cent and 90 per cent response of the final reading (t 90 – t 10). The system response time (t 90) consists of the delay time to the measuring detector and the rise time of the detector.
For time alignment of the analyser and exhaust flow signals, the transformation time is defined as the time from the change (t 0) until the response is 50 per cent of the final reading (t 50).
The system response time shall be ≤ 12 s with a rise time of ≤ 3 seconds for all components and all ranges used. When using a NMC for the measurement of NMHC, the system response time may exceed 12 seconds.
5. GASES
5.1. Calibration and span gases for RDE tests
5.1.1. General
The shelf life of calibration and span gases shall be respected. Pure as well as mixed calibration and span gases shall fulfil the specifications of Sub-Annex 5 of Annex XXI to this Regulation.
5.1.2. NO2 calibration gas
In addition, NO2 calibration gas is permissible. The concentration of the NO2 calibration gas shall be within two per cent of the declared concentration value. The amount of NO contained in the NO2 calibration gas shall not exceed 5 per cent of the NO2 content.
5.1.3. Multicomponent mixtures
Only multicomponent mixtures which fulfil the requirements of point 5.1.1. shall be used. These mixtures may contain two or more of the components. Multicomponent mixtures containing both NO and NO2 are exempted of the NO2 impurity requirement set out in points 5.1.1 and 5.1.2.
5.2. Gas dividers
Gas dividers, i.e., precision blending devices that dilute with purified N2 or synthetic air, can be used to obtain calibration and span gases. The accuracy of the gas divider shall be such that the concentration of the blended calibration gases is accurate to within ± 2 per cent. The verification shall be performed at between 15 and 50 per cent of full scale for each calibration incorporating a gas divider. An additional verification may be performed using another calibration gas, if the first verification has failed.
Optionally, the gas divider may be checked with an instrument which by nature is linear, e.g. using NO gas in combination with a CLD. The span value of the instrument shall be adjusted with the span gas directly connected to the instrument. The gas divider shall be checked at the settings typically used and the nominal value shall be compared with the concentration measured by the instrument. The difference shall in each point be within ±1 per cent of the nominal concentration value.
5.3. Oxygen interference check gases
Oxygen interference check gases consist of a blend of propane, oxygen and nitrogen and shall contain propane at a concentration of 350 ± 75 ppmC1. The concentration shall be determined by gravimetric methods, dynamic blending or the chromatographic analysis of total hydrocarbons plus impurities. The oxygen concentrations of the oxygen interference check gases shall meet the requirements listed in Table 3; the remainder of the oxygen interference check gas shall consist of purified nitrogen.
Table 3
Oxygen interference check gases
|
|
Engine type |
|
|
Compression ignition |
Positive ignition |
|
|
O2 concentration |
21 ± 1 % |
10 ± 1 % |
|
10 ± 1 % |
5 ± 1 % |
|
|
5 ± 1 % |
0,5 ± 0,5 % |
|
6. ANALYSERS FOR MEASURING (SOLID) PARTICLE EMISSIONS
This sections will define future requirement for analysers for measuring particle number emissions, once their measurement becomes mandatory.
6.1. General
The PN analyser shall consist of a pre-conditioning unit and a particle detector that counts with 50 % efficiency from approximately 23 nm. It is permissible that the particle detector also pre-conditions the aerosol. The sensitivity of the analysers to shocks, vibration, aging, variability in temperature and air pressure as well as electromagnetic interferences and other impacts related to vehicle and analyser operation shall be limited as far as possible and shall be clearly stated by the equipment manufacturer in its support material. The PN analyser shall only be used within its manufacturer’s declared parameters of operation.
Figure 1
Example of a PN analyser setup: Dotted lines depict optional parts. EFM = Exhaust mass Flow Meter, d = inner diameter, PND = Particle Number Diluter.
The PN analyser shall be connected to the sampling point via a sampling probe which extracts a sample from the centreline of the tailpipe tube. As specified in point 3.5 of Appendix 1, if particles are not diluted at the tailpipe, the sampling line shall be heated to a minimum temperature of 373 K (100 °C) until the point of first dilution of the PN analyser or the particle detector of the analyser. The residence time in the sampling line shall be less than 3 s.
All parts in contact with the sampled exhaust gas shall be always kept at a temperature that avoids condensation of any compound in the device. This can be achieved, e.g. by heating at a higher temperature and diluting the sample or oxidizing the (semi)volatile species.
The PN analyser shall include a heated section at wall temperature ≥ 573 K. The unit shall control the heated stages to constant nominal operating temperatures, within a tolerance of ± 10 K and provide an indication of whether or not heated stages are at their correct operating temperatures. Lower temperatures are acceptable as long as the volatile particle removal efficiency fulfils the specifications of 6.4.
Pressure, temperature and other sensors shall monitor the proper operation of the instrument during operation and trigger a warning or message in case of malfunction.
The delay time of the PN analyser shall be ≤ 5 s.
The PN analyser (and/or particle detector) shall have a rise time of ≤ 3,5 s.
Particle concentration measurements shall be reported normalised to 273 K and 101,3 kPa. If necessary, the pressure and/or temperature at the inlet of the detector shall be measured and reported for the purposes of normalizing the particle concentration.
PN systems that comply with the calibration requirements of the UNECE Regulations 83 or 49 or GTR 15 automatically comply with the calibration requirements of this Annex.
6.2. Efficiency requirements
The complete PN analyser system including the sampling line shall fulfil the efficiency requirements of Table 3a.
Table 3a
PN analyser (including the sampling line) system efficiency requirements
|
dp [nm] |
Sub-23 |
23 |
30 |
50 |
70 |
100 |
200 |
|
E(dp) PN analyser |
To be determined |
0,2 – 0,6 |
0,3 – 1,2 |
0,6 – 1,3 |
0,7 – 1,3 |
0,7 – 1,3 |
0,5 – 2,0 |
Efficiency E(dp) is defined as the ratio in the readings of the PN analyser system to a reference Condensation Particle Counter (CPC)’s (d50 % = 10 nm or lower, checked for linearity and calibrated with an electrometer) or an Electrometer’s number concentration measuring in parallel monodisperse aerosol of mobility diameter dp and normalized at the same temperature and pressure conditions.
The efficiency requirements will need to be adapted, in order to make sure that the efficiency of the PN analysers remains consistent with the margin PN. The material should be thermally stable soot-like (e.g. spark discharged graphite or diffusion flame soot with thermal pre-treatment). If the efficiency curve is measured with a different aerosol (e.g. NaCl), the correlation to the soot-like curve must be provided as a chart, which compares the efficiencies obtained using both test aerosols. The differences in the counting efficiencies have to be taken into account by adjusting the measured efficiencies based on the provided chart to give soot-like aerosol efficiencies. The correction for multiply charged particles should be applied and documented but shall not exceed 10 %. These efficiencies refer to the PN analysers with the sampling line. The PN analyser can also be calibrated in parts (i.e. the pre-conditioning unit separately from the particle detector) as long as it is proven that PN analyser and the sampling line together fulfil the requirements of Table 3a. The measured signal from the detector shall be > 2 times the limit of detection (here defined as the zero level plus 3 standard deviations).
6.3. Linearity requirements
The PN analyser including the sampling line shall fulfil the linearity requirements of point 3.2 in Appendix 2 using monodisperse or polydisperse soot-like particles. The particle size (mobility diameter or count median diameter) should be larger than 45 nm. The reference instrument shall be an Electrometer or a Condensation Particle Counter (CPC) with d50 = 10 nm or lower, verified for linearity. Alternatively, a particle number system compliant with UNECE Regulation 83.
In addition the differences of the PN analyser from the reference instrument at all points checked (except the zero point) shall be within 15 % of their mean value. At least 5 points equally distributed (plus the zero) shall be checked. The maximum checked concentration shall be the maximum allowed concentration of the PN analyser.
If the PN analyser is calibrated in parts, then the linearity can be checked only for the PN detector, but the efficiencies of the rest parts and the sampling line have to be considered in the slope calculation.
6.4. Volatile removal efficiency
The system shall achieve > 99 % removal of ≥ 30 nm tetracontane (CH3(CH2)38CH3) particles with an inlet concentration of ≥ 10 000 particles per cubic-centimetre at the minimum dilution.
The system shall also achieve a > 99 % removal efficiency of polydisperse alcane (decane or higher) or emery oil with count median diameter > 50 nm and mass > 1 mg/m3.
The volatile removal efficiency with tetracontane and/or polydisperse alcane or oil have to be proven only once for the instrument family. The instrument manufacturer though has to provide the maintenance or replacement interval that ensures that the removal efficiency does not drop below the technical requirements. If such information is not provided, the volatile removal efficiency has to be checked yearly for each instrument.
7. INSTRUMENTS FOR MEASURING EXHAUST MASS FLOW
7.1. General
Instruments, sensors or signals for measuring the exhaust mass flow rate shall have a measuring range and response time appropriate for the accuracy required to measure the exhaust mass flow rate under transient and steady state conditions. The sensitivity of instruments, sensors and signals to shocks, vibration, aging, variability in temperature, ambient air pressure, electromagnetic interferences and other impacts related to vehicle and instrument operation shall be on a level as to minimize additional errors.
7.2. Instrument specifications
The exhaust mass flow rate shall be determined by a direct measurement method applied in either of the following instruments:
Pitot-based flow devices;
Pressure differential devices like flow nozzle (details see ISO 5167);
Ultrasonic flow meter;
Vortex flow meter.
Each individual exhaust mass flow meter shall fulfil the linearity requirements set out in point 3. Furthermore, the instrument manufacturer shall demonstrate the compliance of each type of exhaust mass flow meter with the specifications in points 7.2.3 to 7.2.9.
It is permissible to calculate the exhaust mass flow rate based on air flow and fuel flow measurements obtained from traceably calibrated sensors if these fulfil the linearity requirements of point 3, the accuracy requirements of point 8 and if the resulting exhaust mass flow rate is validated according to point 4 of Appendix 3.
In addition, other methods that determine the exhaust mass flow rate based on not directly traceable instruments and signals, such as simplified exhaust mass flow meters or ECU signals are permissible if the resulting exhaust mass flow rate fulfils the linearity requirements of point 3 and is validated according to point 4 of Appendix 3.
7.2.1. Calibration and verification standards
The measurement performance of exhaust mass flow meters shall be verified with air or exhaust gas against a traceable standard such as, e.g. a calibrated exhaust mass flow meter or a full flow dilution tunnel.
7.2.2. Frequency of verification
The compliance of exhaust mass flow meters with points 7.2.3 and 7.2.9 shall be verified no longer than one year before the actual test.
7.2.3. Accuracy
The accuracy of the EFM, defined as the deviation of the EFM reading from the reference flow value, shall not exceed ± 3 percent of the reading, 0,5 % of full scale or ± 1,0 per cent of the maximum flow at which the EFM has been calibrated, whichever is larger.
7.2.4. Precision
The precision, defined as 2,5 times the standard deviation of 10 repetitive responses to a given nominal flow, approximately in the middle of the calibration range, shall not exceed 1 per cent of the maximum flow at which the EFM has been calibrated.
7.2.5. Noise
The noise shall not exceed 2 per cent of the maximum calibrated flow value. Each of the 10 measurement periods shall be interspersed with an interval of 30 seconds in which the EFM is exposed to the maximum calibrated flow.
7.2.6. Zero response drift
The zero response drift is defined as the mean response to zero flow during a time interval of at least 30 seconds. The zero response drift can be verified based on the reported primary signals, e.g., pressure. The drift of the primary signals over a period of 4 hours shall be less than ±2 per cent of the maximum value of the primary signal recorded at the flow at which the EFM was calibrated.
7.2.7. Span response drift
The span response drift is defined as the mean response to a span flow during a time interval of at least 30 seconds. The span response drift can be verified based on the reported primary signals, e.g., pressure. The drift of the primary signals over a period of 4 hours shall be less than ± 2 per cent of the maximum value of the primary signal recorded at the flow at which the EFM was calibrated.
7.2.8. Rise time
The rise time of the exhaust flow instruments and methods should match as far as possible the rise time of the gas analysers as specified in point 4.2.7 but shall not exceed 1 second.
7.2.9. Response time check
The response time of exhaust mass flow meters shall be determined by applying similar parameters as those applied for the emissions test (i.e., pressure, flow rates, filter settings and all other response time influences). The response time determination shall be done with gas switching directly at the inlet of the exhaust mass flow meter. The gas flow switching shall be done as fast as possible, but highly recommended in less than 0,1 second. The gas flow rate used for the test shall cause a flow rate change of at least 60 per cent full scale of the exhaust mass flow meter. The gas flow shall be recorded. The delay time is defined as the time from the gas flow switching (t 0) until the response is 10 per cent (t 10) of the final reading. The rise time is defined as the time between 10 per cent and 90 per cent response (t 90 – t 10) of the final reading. The response time (t 90) is defined as the sum of the delay time and the rise time. The exhaust mass flow meter response time (t90 ) shall be ≤ 3 seconds with a rise time (t 90 – t 10) of ≤ 1 second in accordance with point 7.2.8.
8. SENSORS AND AUXILIARY EQUIPMENT
Any sensor and auxiliary equipment used to determine, e.g., temperature, atmospheric pressure, ambient humidity, vehicle speed, fuel flow or intake air flow shall not alter or unduly affect the performance of the vehicle’s engine and exhaust after-treatment system. The accuracy of sensors and auxiliary equipment shall fulfil the requirements of Table 4. Compliance with the requirements of Table 4 shall be demonstrated at intervals specified by the instrument manufacturer, as required by internal audit procedures or in accordance with ISO 9000.
Table 4
Accuracy requirements for measurement parameters
|
Measurement parameter |
Accuracy |
|
Fuel flow (1) |
± 1 % of reading (3) |
|
Air flow (1) |
± 2 % of reading |
|
Vehicle speed (2) |
± 1,0 km/h absolute |
|
Temperatures ≤600 K |
± 2 K absolute |
|
Temperatures >600 K |
± 0,4 % of reading in Kelvin |
|
Ambient pressure |
± 0,2 kPa absolute |
|
Relative humidity |
± 5 % absolute |
|
Absolute humidity |
± 10 % of reading or, 1 gH2O/kg dry air, whichever is larger |
|
(1) optional to determine exhaust mass flow (2) This requirement applies to the speed sensor only; if vehicle speed is used to determine parameters like acceleration, the product of speed and positive acceleration, or RPA, the speed signal shall have an accuracy of 0,1 % above 3 km/h and a sampling frequency of 1 Hz. This accuracy requirement can be met by using the signal of a wheel rotational speed sensor. (3) The accuracy shall be 0,02 per cent of reading if used to calculate the air and exhaust mass flow rate from the fuel flow according to point 10 of Appendix 4. |
|
Appendix 3
Validation of PEMS and non-traceable exhaust mass flow rate
1. INTRODUCTION
This appendix describes the requirements to validate under transient conditions the functionality of the installed PEMS as well as the correctness of the exhaust mass flow rate obtained from non-traceable exhaust mass flow meters or calculated from ECU signals.
2. SYMBOLS, PARAMETERS AND UNITS
% — per cent
#/km — number per kilometre
a0 — y intercept of the regression line
a1 — slope of the regression line
g/km — gramme per kilometre
Hz — hertz
km — kilometre
m — metre
mg/km — milligramme per kilometre
r2 — coefficient of determination
x — actual value of the reference signal
y — actual value of the signal under validation
3. VALIDATION PROCEDURE FOR PEMS
3.1. Frequency of PEMS validation
It is recommended to validate the installed PEMS once for each PEMS-vehicle combination either before the RDE test or, alternatively, after the completion of the test.
3.2. PEMS validation procedure
3.2.1. PEMS installation
The PEMS shall be installed and prepared according to the requirements of Appendix 1. The PEMS installation shall be kept unchanged in the time period between the validation and the RDE test.
3.2.2. Test conditions
The validation test shall be conducted on a chassis dynamometer, as far as possible, under type approval conditions by following the requirements of Annex XXI to this Regulation. It is recommended to feed the exhaust flow extracted by the PEMS during the validation test back to the CVS. If this is not feasible, the CVS results shall be corrected for the extracted exhaust mass. If the exhaust mass flow rate is validated with an exhaust mass flow meter, it is recommended to cross-check the mass flow rate measurements with data obtained from a sensor or the ECU.
3.2.3. Data analysis
The total distance-specific emissions [g/km] measured with laboratory equipment shall be calculated in accordance to Sub-Annex 7 of Annex XXI. The emissions as measured with the PEMS shall be calculated in accordance with point 9 of Appendix 4, summed to give the total mass of pollutant emissions [g] and then divided by the test distance [km] as obtained from the chassis dynamometer. The total distance-specific mass of pollutants [g/km], as determined by the PEMS and the reference laboratory system, shall be evaluated against the requirements specified in point 3.3. For the validation of NOX emission measurements, humidity correction shall be applied in accordance with Sub-Annex 7 of Annex XXI to this Regulation.
3.3. Permissible tolerances for PEMS validation
The PEMS validation results shall fulfil the requirements given in Table 1. If any permissible tolerance is not met, corrective action shall be taken and the PEMS validation shall be repeated.
Table 1
Permissible tolerances
|
Parameter [Unit] |
Permissible absolute tolerance |
|
Distance [km] (1) |
250 m of the laboratory reference |
|
THC (2) [mg/km] |
15 mg/km or 15 % of the laboratory reference, whichever is larger |
|
CH4 (2) [mg/km] |
15 mg/km or 15 % of the laboratory reference, whichever is larger |
|
NMHC (2) [mg/km] |
20 mg/km or 20 % of the laboratory reference, whichever is larger |
|
PN (2) [#/km] |
1•1011 p/km or 50 % of the laboratory reference (*1) whichever is larger |
|
CO (2) [mg/km] |
150 mg/km or 15 % of the laboratory reference, whichever is larger |
|
CO2 [g/km] |
10 g/km or 10 % of the laboratory reference, whichever is larger |
|
NOx (2) [mg/km] |
15 mg/km or 15 % of the laboratory reference, whichever is larger |
|
(1) only applicable if vehicle speed is determined by the ECU; to meet the permissible tolerance it is permitted to adjust the ECU vehicle speed measurements based on the outcome of the validation test (2) parameter only mandatory if measurement required by point 2.1 of this Annex. (*1) PMP system. |
|
4. VALIDATION PROCEDURE FOR THE EXHAUST MASS FLOW RATE DETERMINED BY NON-TRACEABLE INSTRUMENTS AND SENSORS
4.1. Frequency of validation
In addition to fulfilling the linearity requirements of point 3 of Appendix 2 under steady-state conditions, the linearity of non-traceable exhaust mass flow meters or the exhaust mass flow rate calculated from non-traceable sensors or ECU signals shall be validated under transient conditions for each test vehicle against a calibrated exhaust mass flow meter or the CVS.
4.2. Validation procedure
The validation shall be conducted on a chassis dynamometer under type approval conditions, as far as applicable. As reference, a traceably calibrated flow meter shall be used. The ambient temperature can be any within the range specified in point 5.2. of this Annex. The installation of the exhaust mass flow meter and the execution of the test shall fulfil the requirement of point 3.4.3 of Appendix 1 to this Annex.
4.3. Requirements
The linearity requirements given in Table 2 shall be fulfilled. If any permissible tolerance is not met, corrective action shall be taken and the validation shall be repeated.
Table 2
Linearity requirements of calculated and measured exhaust mass flow
|
Measurement parameter/system |
a0 |
Slope a1 |
Standard error SEE |
Coefficient of determination r2 |
|
Exhaust mass flow |
0,0 ± 3,0 kg/h |
1,00 ± 0,075 |
≤10 % max |
≥ 0,90 |
Appendix 4
Determination of emissions
1. INTRODUCTION
This Appendix describes the procedure to determine the instantaneous mass and particle number emissions [g/s; #/s] that shall be used for the subsequent evaluation of an RDE trip and the calculation of the final emission result as described in Appendix 6.
2. SYMBOLS, PARAMETERS AND UNITS
% — per cent
< — smaller than
#/s — number per second
α — molar hydrogen ratio (H/C)
β — molar carbon ratio (C/C)
γ — molar sulphur ratio (S/C)
δ — molar nitrogen ratio (N/C)
Δtt,i — transformation time t of the analyser [s]
Δtt,m — transformation time t of the exhaust mass flow meter [s]
ε — molar oxygen ratio (O/C)
ρ e — density of the exhaust
ρ gas — density of the exhaust component ‘gas’
λ — excess air ratio
λ i — instantaneous excess air ratio
A/F st — stoichiometric air-to-fuel ratio [kg/kg]
°C — degrees centigrade
c CH4 — concentration of methane
c CO — dry CO concentration [%]
c CO2 — dry CO2 concentration [%]
c dry — dry concentration of a pollutant in ppm or per cent volume
c gas,i — instantaneous concentration of the exhaust component ‘gas’ [ppm]
c HCw — wet HC concentration [ppm]
c HC(w/NMC) — HC concentration with CH4 or C2H6 flowing through the NMC [ppmC1]
c HC(w/oNMC) — HC concentration with CH4 or C2H6 bypassing the NMC [ppmC1]
c i,c — time-corrected concentration of component i [ppm]
c i,r — concentration of component i [ppm] in the exhaust
c NMHC — concentration of non-methane hydrocarbons
c wet — wet concentration of a pollutant in ppm or per cent volume
E E — ethane efficiency
E M — methane efficiency
g — gramme
g/s — gramme per second
H a — intake air humidity [g water per kg dry air]
i — number of the measurement
kg — kilogramme
kg/h — kilogramme per hour
kg/s — kilogramme per second
k w — dry-wet correction factor
m — metre
m gas,i — mass of the exhaust component ‘gas’ [g/s]
q maw,i — instantaneous intake air mass flow rate [kg/s]
q m,c — time-corrected exhaust mass flow rate [kg/s]
q mew,i — instantaneous exhaust mass flow rate [kg/s]
q mf,i — instantaneous fuel mass flow rate [kg/s]
q m,r — raw exhaust mass flow rate [kg/s]
r — cross-correlation coefficient
r2 — coefficient of determination
r h — hydrocarbon response factor
rpm — revolutions per minute
s — second
u gas — u value of the exhaust component ‘gas’
3. TIME CORRECTION OF PARAMETERS
For the correct calculation of distance-specific emissions, the recorded traces of component concentrations, exhaust mass flow rate, vehicle speed, and other vehicle data shall be time corrected. To facilitate the time correction, data which are subject to time alignment shall be recorded either in a single data recording device or with a synchronised timestamp following point 5.1 of Appendix 1. The time correction and alignment of parameters shall be carried out by following the sequence described in points 3.1 to 3.3.
3.1. Time correction of component concentrations
The recorded traces of all component concentrations shall be time corrected by reverse shifting according to the transformation times of the respective analysers. The transformation time of analysers shall be determined according to point 4.4 of Appendix 2:
where:
|
c i,c |
is the time-corrected concentration of component i as function of time t |
|
c i,r |
is the raw concentration of component i as function of time t |
|
Δtt,i |
is the transformation time t of the analyser measuring component i |
3.2. Time correction of exhaust mass flow rate
The exhaust mass flow rate measured with an exhaust flow meter shall be time corrected by reverse shifting according to the transformation time of the exhaust mass flow meter. The transformation time of the mass flow meter shall be determined according to point 4.4. of Appendix 2:
where:
|
q m,c |
is the time-corrected exhaust mass flow rate as function of time t |
|
q m,r |
is the raw exhaust mass flow rate as function of time t |
|
Δtt,m |
is the transformation time t of the exhaust mass flow meter |
In case the exhaust mass flow rate is determined by ECU data or a sensor, an additional transformation time shall be considered and obtained by cross-correlation between the calculated exhaust mass flow rate and the exhaust mass flow rate measured following point 4 of Appendix 3.
3.3. Time alignment of vehicle data
Other data obtained from a sensor or the ECU shall be time-aligned by cross-correlation with suitable emission data (e.g., component concentrations).
3.3.1. Vehicle speed from different sources
To time align vehicle speed with the exhaust mass flow rate, it is first necessary to establish one valid speed trace. In case vehicle speed is obtained from multiple sources (e.g., the GPS, a sensor or the ECU), the speed values shall be time aligned by cross-correlation.
3.3.2. Vehicle speed with exhaust mass flow rate
Vehicle speed shall be time aligned with the exhaust mass flow rate by cross-correlation between the exhaust mass flow rate and the product of vehicle speed and positive acceleration.
3.3.3. Further signals
The time alignment of signals whose values change slowly and within a small value range, e.g. ambient temperature, can be omitted.
4. COLD START
Cold start for the purposes of RDE is the period from the test start until the point when the vehicle has run for 5 minutes. If the coolant temperature is determined, the cold start period ends once the coolant is at least 70 °C for the first time but no later than 5 minutes after test start.
5. EMISSION MEASUREMENTS DURING STOP OF THE COMBUSTION ENGINE
Any instantaneous emissions or exhaust flow measurements obtained while the combustion engine is deactivated shall be recorded. In a separate step, the recorded values shall afterward be set to zero by the data post processing. The combustion engine shall be considered as deactivated if two of the following criteria apply: the recorded engine speed is < 50 rpm; the exhaust mass flow rate is measured at < 3 kg/h; the measured exhaust mass flow rate drops to < 15 % of the typical steady-state exhaust mass flow rate at idling.
6. CONSISTENCY CHECK OF VEHICLE ALTITUDE
In case well-reasoned doubts exist that a trip has been conducted above of the permissible altitude as specified in point 5.2 of this Annex and in case altitude has only been measured with a GPS, the GPS altitude data shall be checked for consistency and, if necessary, corrected. The consistency of data shall be checked by comparing the latitude, longitude and altitude data obtained from the GPS with the altitude indicated by a digital terrain model or a topographic map of suitable scale. Measurements that deviate by more than 40 m from the altitude depicted in the topographic map shall be manually corrected and marked.
7. CONSISTENCY CHECK OF GPS VEHICLE SPEED
The vehicle speed as determined by the GPS shall be checked for consistency by calculating and comparing the total trip distance with reference measurements obtained from either a sensor, the validated ECU or, alternatively, from a digital road network or topographic map. It is mandatory to correct GPS data for obvious errors, e.g., by applying a dead reckoning sensor, prior to the consistency check. The original and uncorrected data file shall be retained and any corrected data shall be marked. The corrected data shall not exceed an uninterrupted time period of 120 s or a total of 300 s. The total trip distance as calculated from the corrected GPS data shall deviate by no more than 4 % from the reference. If the GPS data do not meet these requirements and no other reliable speed source is available, the test results shall be voided.
8. CORRECTION OF EMISSIONS
8.1. Dry-wet correction
If the emissions are measured on a dry basis, the measured concentrations shall be converted to a wet basis as:
where:
|
c wet |
is the wet concentration of a pollutant in ppm or per cent volume |
|
c dry |
is the dry concentration of a pollutant in ppm or per cent volume |
|
k w |
is the dry-wet correction factor |
The following equation shall be used to calculate k w:
where:
where:
|
H a |
is the intake air humidity [g water per kg dry air] |
|
c CO2 |
is the dry CO2 concentration [%] |
|
c CO |
is the dry CO concentration [%] |
|
α |
is the molar hydrogen ratio |
8.2. Correction of NOx for ambient humidity and temperature
NOx emissions shall not be corrected for ambient temperature and humidity.
8.3. Correction of negative emission results
Negative intermediate results shall not be corrected. Negative final results shall be set to zero.
8.4. Correction for extended conditions
The second-by second emissions calculated in accordance with this Appendix may be divided by a value of 1,6 solely for the cases laid down in points 9.5 and 9.6.
The corrective factor of 1,6 shall be applied only once. The corrective factor of 1,6 applies to pollutant emissions but not to CO2.
9. DETERMINATION OF THE INSTANTANEOUS GASEOUS EXHAUST COMPONENTS
9.1. Introduction
The components in the raw exhaust shall be measured with the measurement and sampling analysers described in Appendix 2. The raw concentrations of relevant components shall be measured in accordance with Appendix 1. The data shall be time corrected and aligned in accordance with point 3.
9.2. Calculating NMHC and CH4 concentrations
For methane measurement using a NMC-FID, the calculation of NMHC depends on the calibration gas/method used for the zero/span calibration adjustment. When a FID is used for THC measurement without a NMC, it shall be calibrated with propane/air or propane/N2 in the normal manner. For the calibration of the FID in series with a NMC, the following methods are permitted:
the calibration gas consisting of propane/air bypasses the NMC;
the calibration gas consisting of methane/air passes through the NMC.
It is strongly recommended to calibrate the methane FID with methane/air through the NMC.
In method (a), the concentrations of CH4 and NMHC shall be calculated as follows:
In method (b), the concentration of CH4 and NMHC shall be calculated as follows:
where:
|
c HC(w/oNMC) |
is the HC concentration with CH4 or C2H6 bypassing the NMC [ppmC1] |
|
c HC(w/NMC) |
is the HC concentration with CH4 or C2H6 flowing through the NMC [ppmC1] |
|
r h |
is the hydrocarbon response factor as determined in point 4.3.3.(b) of Appendix 2 |
|
E M |
is the methane efficiency as determined in point 4.3.4.(a) of Appendix 2 |
|
E E |
is the ethane efficiency as determined in point 4.3.4(b) of Appendix 2 |
If the methane FID is calibrated through the cutter (method b), then the methane conversion efficiency as determined in point 4.3.4.(a) of Appendix 2 is zero. The density used for calculating the NMHC mass shall be equal to that of total hydrocarbons at 273,15 K and 101,325 kPa and is fuel-dependent.
10. DETERMINATION OF EXHAUST MASS FLOW RATE
10.1. Introduction
The calculation of instantaneous mass emissions according to points 11 and 12 requires determining the exhaust mass flow rate. The exhaust mass flow rate shall be determined by one of the direct measurement methods specified in point 7.2 of Appendix 2. Alternatively, it is permissible to calculate the exhaust mass flow rate as described in points 10.2 to 10.4.
10.2. Calculation method using air mass flow rate and fuel mass flow rate
The instantaneous exhaust mass flow rate can be calculated from the air mass flow rate and the fuel mass flow rate as follows:
where:
|
qm ew,i |
is the instantaneous exhaust mass flow rate [kg/s] |
|
qm aw,i |
is the instantaneous intake air mass flow rate [kg/s] |
|
qm f,i |
is the instantaneous fuel mass flow rate [kg/s] |
If the air mass flow rate and the fuel mass flow rate or the exhaust mass flow rate are determined from ECU recording, the calculated instantaneous exhaust mass flow rate shall meet the linearity requirements specified for the exhaust mass flow rate in point 3 of Appendix 2 and the validation requirements specified in point 4.3 of Appendix 3.
10.3. Calculation method using air mass flow and air-to-fuel ratio
The instantaneous exhaust mass flow rate can be calculated from the air mass flow rate and the air-to-fuel ratio as follows:
where:
where:
|
q maw,i |
is the instantaneous intake air mass flow rate [kg/s] |
|
A/F st |
is the stoichiometric air-to-fuel ratio [kg/kg] |
|
λ i |
is the instantaneous excess air ratio |
|
c CO2 |
is the dry CO2 concentration [%] |
|
c CO |
is the dry CO concentration [ppm] |
|
c HCw |
is the wet HC concentration [ppm] |
|
α |
is the molar hydrogen ratio (H/C) |
|
β |
is the molar carbon ratio (C/C) |
|
γ |
is the molar sulphur ratio (S/C) |
|
δ |
is the molar nitrogen ratio (N/C) |
|
ε |
is the molar oxygen ratio (O/C) |
Coefficients refer to a fuel Cβ Hα Oε Nδ Sγ with β = 1 for carbon based fuels. The concentration of HC emissions is typically low and may be omitted when calculating λ i.
If the air mass flow rate and air-to-fuel ratio are determined from ECU recording, the calculated instantaneous exhaust mass flow rate shall meet the linearity requirements specified for the exhaust mass flow rate in point 3 of Appendix 2 and the validation requirements specified in point 4.3 of Appendix 3.
10.4. Calculation method using fuel mass flow and air-to-fuel ratio
The instantaneous exhaust mass flow rate can be calculated from the fuel flow and the air-to-fuel ratio (calculated with A/Fst and λ i according to point 10.3) as follows:
The calculated instantaneous exhaust mass flow rate shall meet the linearity requirements specified for the exhaust gas mass flow rate in point 3 of Appendix 2 and the validation requirements specified in point 4.3 of Appendix 3.
11. CALCULATING THE INSTANTANEOUS MASS EMISSIONS OF GASEOUS COMPONENTS
The instantaneous mass emissions [g/s] shall be determined by multiplying the instantaneous concentration of the pollutant under consideration [ppm] with the instantaneous exhaust mass flow rate [kg/s], both corrected and aligned for the transformation time, and the respective u value of Table 1. If measured on a dry basis, the dry-wet correction according to point 8.1 shall be applied to the instantaneous component concentrations before executing any further calculations. If occurring, negative instantaneous emission values shall enter all subsequent data evaluations. Parameter values shall enter the calculation of instantaneous emissions [g/s] as reported by the analyser, flow-measuring instrument, sensor or the ECU. The following equation shall be applied:
where:
|
m gas,i |
is the mass of the exhaust component ‘gas’ [g/s] |
|
u gas |
is the ratio of the density of the exhaust component ‘gas’ and the overall density of the exhaust as listed in Table 1 |
|
c gas,i |
is the measured concentration of the exhaust component ‘gas’ in the exhaust [ppm] |
|
q mew,i |
is the measured exhaust mass flow rate [kg/s] |
|
gas |
is the respective component |
|
i |
number of the measurement |
Table 1
Raw exhaust gas u values depicting the ratio between the densities of exhaust component or pollutant i [kg/m3] and the density of the exhaust gas [kg/m3] (6)
|
Fuel |
ρ e [kg/m3] |
Component or pollutant i |
|||||
|
NOx |
CO |
HC |
CO2 |
O2 |
CH4 |
||
|
ρ gas [kg/m3] |
|||||||
|
2,053 |
1,250 |
1,9636 |
1,4277 |
0,716 |
|||
|
Diesel (B7) |
1,2943 |
0,001586 |
0,000966 |
0,000482 |
0,001517 |
0,001103 |
0,000553 |
|
Ethanol (ED95) |
1,2768 |
0,001609 |
0,000980 |
0,000780 |
0,001539 |
0,001119 |
0,000561 |
|
CNG (3) |
1,2661 |
0,001621 |
0,000987 |
0,000528 (4) |
0,001551 |
0,001128 |
0,000565 |
|
Propane |
1,2805 |
0,001603 |
0,000976 |
0,000512 |
0,001533 |
0,001115 |
0,000559 |
|
Butane |
1,2832 |
0,001600 |
0,000974 |
0,000505 |
0,001530 |
0,001113 |
0,000558 |
|
LPG (5) |
1,2811 |
0,001602 |
0,000976 |
0,000510 |
0,001533 |
0,001115 |
0,000559 |
|
Petrol (E10) |
1,2931 |
0,001587 |
0,000966 |
0,000499 |
0,001518 |
0,001104 |
0,000553 |
|
Ethanol (E85) |
1,2797 |
0,001604 |
0,000977 |
0,000730 |
0,001534 |
0,001116 |
0,000559 |
|
(1) depending on fuel (2) at λ = 2, dry air, 273 K, 101.3 kPa (3) u values accurate within 0,2 % for mass composition of: C=66-76 %; H=22-25 %; N=0-12 % (4) NMHC on the basis of CH2.93 (for THC the u gas coefficient of CH4 shall be used) (5) u accurate within 0,2 % for mass composition of: C3=70-90 %; C4=10-30 % (6) ugas is a unitless parameter; the u gas values include unit conversions to ensure that the instantaneous emissions are obtained in the specified physical unit, i.e., g/s |
|||||||
12. CALCULATING THE INSTANTANEOUS PARTICLE NUMBER EMISSIONS
The instantaneous particle number emissions [particles/s] shall be determined by multiplying the instantaneous concentration of the pollutant under consideration [particles/cm3] with the instantaneous exhaust mass flow rate [kg/s], both corrected and aligned for the transformation time. If applicable, negative instantaneous emission values shall enter all subsequent data evaluations. All significant digits of intermediate results shall enter the calculation of the instantaneous emissions. The following equation shall apply:
where:
|
PN,i |
is the particle number flux [particles/s] |
|
cPN,i |
is the measured particle number concentration [#/m3] normalized at 0 °C |
|
qmew,i |
is the measured exhaust mass flow rate [kg/s] |
|
ρe |
is the density of the exhaust gas [kg/m3] at 0 °C (Table 1) |
13. DATA REPORTING AND EXCHANGE
The data shall be exchanged between the measurement systems and the data evaluation software by a standardised reporting file as specified in point 2 of Appendix 8. Any pre-processing of data (e.g. time correction according to point 3 or the correction of the GPS vehicle speed signal according to point 7) shall be done with the control software of the measurement systems and shall be completed before the data reporting file is generated. If data are corrected or processed prior to entering the data reporting file, the original raw data shall be kept for quality assurance and control. Rounding of intermediate values is not permitted.
Appendix 5
Verification of overall trip dynamics using the moving averaging window method
1. Introduction
The Moving Averaging Window method is used to verify the overall trip dynamics. The test is divided in sub-sections (windows) and the subsequent analysis aims at determining whether the trip is valid for RDE purposes. The ‘normality’ of the windows is conducted by comparing their CO2 distance-specific emissions with a reference curve obtained from the vehicle CO2 emissions measured in accordance with the WLTP procedure.
2. Symbols, parameters and units
Index (i) refers to the time step
Index (j) refers to the window
Index (k) refers to the category (t = total, u = urban, r = rural, m- = motorway) or to the CO2 characteristic curve (cc)
|
Δ |
— |
difference |
|
≥ |
— |
larger or equal |
|
# |
— |
number |
|
% |
— |
per cent |
|
≤ |
— |
smaller or equal |
|
a 1, b 1 |
— |
coefficients of the CO2 characteristic curve |
|
a 2, b 2 |
— |
coefficients of the CO2 characteristic curve |
|
|
— |
CO2 mass, [g] |
|
|
— |
CO2 mass in window j, [g] |
|
ti |
— |
total time in step i, [s] |
|
tt |
— |
duration of a test, [s] |
|
vi |
— |
actual vehicle speed in time step i, [km/h] |
|
|
— |
average vehicle speed in window j, [km/h] |
|
tol 1 H |
— |
upper tolerance for the vehicle CO2 characteristic curve, [%] |
|
tol 1 L |
— |
lower tolerance for the vehicle CO2 characteristic curve, [%] |
3. Moving Averaging Windows
3.1. Definition of averaging windows
The instantaneous emissions calculated in accordance with Appendix 4 shall be integrated using a moving averaging window method, based on the reference CO2 mass.
The principle of the calculation is as follows: The RDE distance-specific CO2 mass emissions are not calculated for the complete data set, but for sub-sets of the complete data set, the length of these sub-sets being determined so as to match always the same fraction of the CO2 mass emitted by the vehicle over the WLTP cycle. The moving window calculations are conducted with a time increment Δt corresponding to the data sampling frequency. These sub-sets used to calculate the vehicle on-road CO2 emissions and its average speed are referred to as ‘averaging windows’ in the following sections.
The calculation described in the present point shall be run from the first data point (forward).
The following data shall not be considered for the calculation of the CO2 mass, the distance and the vehicle average speed in the averaging windows:
The calculation shall start from when vehicle ground speed is higher than or equal to 1 km/h and include driving events during which no CO2 is emitted and where the vehicle ground speed is higher than or equal to 1 km/h.
The mass emissions
shall be determined by integrating the instantaneous emissions in g/s as specified in Appendix 4 to this Annex.
Figure 1
Vehicle speed versus time - Vehicle averaged emissions versus time, starting from the first averaging window
Figure 2
Definition of CO2 mass based averaging windows
The duration (t 2 ,j – t 1 ,j ) of the jth averaging window is determined by:
Where:
is the CO2 mass measured between the test start and time ti,j
, [g];
is the half of the CO2 mass emitted by the vehicle over the WLTP test conducted in accordance with Sub-Annex 6 to Annex XXI of this Regulation.
During type approval the CO2 reference value shall be taken from the WLTP performed during type approval testing of the individual vehicle.
For ISC testing purposes, the reference CO2 mass shall be obtained from point 12 of the Transparency list 1 of Appendix 5 of Annex II with interpolation between vehicle H and vehicle L (if relevant) as defined in Sub-Annex 7 of Annex XXI, using Test mass and Road load coefficients (f0, f1 & f2) obtained from the Certificate of Conformity for the individual vehicle as defined in Annex IX. The value for OVC-HEV vehicles is to be obtained from the WLTP test conducted using the Charge Sustaining mode.
t 2 ,j shall be selected such as:
Where Δt is the data sampling period.
The CO2 masses
in the windows are calculated by integrating the instantaneous emissions calculated as specified in Appendix 4 to this Annex.
3.2. Calculation of window parameters
The following shall be calculated for each window determined in accordance with point 3.1.
4. Evaluation of windows
4.1. Introduction
The reference dynamic conditions of the test vehicle are defined from the vehicle CO2 emissions versus average speed measured at type approval on the Type 1 test and referred to as ‘vehicle CO2 characteristic curve’. To obtain the distance specific CO2 emissions, the vehicle shall be tested on the WLTP cycle in accordance with Annex XXI to this Regulation.
4.2. CO2 Characteristic curve reference points
The distance-specific CO2 emissions to be considered in this paragraph for the definition of the reference curve shall be obtained from point 12 of the Transparency list 1 of Appendix 5 of Annex II with interpolation between vehicle H and vehicle L (if relevant) as defined in Sub-Annex 7 of Annex XXI, using Test mass and Road load coefficients (f0, f1 & f2) obtained from the Certificate of Conformity for the individual vehicle as defined in Annex IX. The value for OVC-HEV vehicles is to be that obtained from the WLTP test conducted using the Charge Sustaining mode.
During type approval, the values shall be taken from the WLTP performed during type approval testing of the individual vehicle.
The reference points P 1, P 2 and P 3 required to define the vehicle CO2 characteristic curve shall be established as follows:
4.2.1. Point P 1
= 18,882 km/h (Average Speed of the Low Speed phase of the WLTP cycle)
= Vehicle CO2 emissions over the Low Speed phase of the WLTP cycle [g/km]
4.2.2. Point P 2
= 56,664 km/h (Average Speed of the High Speed phase of the WLTP cycle)
= Vehicle CO2 emissions over the High Speed phase of the WLTP cycle [g/km]
4.2.3. Point P 3
= 91,997 km/h (Average Speed of the Extra High Speed phase of the WLTP cycle)
= Vehicle CO2 emissions over the Extra High Speed phase of the WLTP cycle [g/km]
4.3. CO2 Characteristic curve definition
Using the reference points defined in point 4.2, the characteristic curve CO2 emissions are calculated as a function of the average speed using two linear sections (P 1, P 2) and (P 2, P 3). The section (P 2, P 3) is limited to 145 km/h on the vehicle speed axis. The characteristic curve is defined by equations as follows:
For the section (P 1, P 2):
with:
and:
For the section (P 2, P 3):
with:
and:
Figure 3
Vehicle CO2 characteristic curve and tolerances for ICE and NOVC-HEV vehicles
Figure 4
Vehicle CO2 characteristic curve and tolerances for OVC-HEV vehicles
4.4. Urban, rural and motorway windows
4.4.1. Urban windows
Urban windows are characterized by average vehicle speeds
lower than 45 km/h.
4.4.2. Rural windows
Rural windows are characterized by average vehicle speeds
greater than or equal to 45 km/h and lower than 80 km/h.For N2 category vehicles that are equipped in accordance with Directive 92/6/EEC with a device limiting vehicle speed to 90 km/h, rural windows are characterized by average vehicle speeds
lower than 70 km/h.
4.4.3. Motorway windows
Motorway windows are characterized by average vehicle speeds
greater than or equal to 80 km/h and lower than 145 km/hFor N2 category vehicles that are equipped in accordance with Directive 92/6/EEC with a device limiting vehicle speed to 90 km/h, motorway windows are characterized by average vehicle speeds
greater than or equal to 70 km/h and lower than 90 km/h.
Figure 5
Vehicle CO2 characteristic curve: urban, rural and motorway driving definitions (Illustrated for ICE and NOVC-HEV vehicles) except N2 category vehicles that are equipped in accordance with Directive 92/6/EEC with a device limiting vehicle speed to 90 km/h)
Figure 6
Vehicle CO2 characteristic curve: urban, rural and motorway driving definitions (Illustrated for OVC-HEV vehicles) except N2 category vehicles that are equipped in accordance with Directive 92/6/EEC with a device limiting vehicle speed to 90 km/h)
4.5. Verification of trip validity
4.5.1. Tolerances around the vehicle CO2 characteristic curve
The upper tolerance of the vehicle CO2 characteristic curve is tol 1H = 45 % for urban driving and tol 1H = 40 % for rural and motorway driving.
The lower tolerance of the vehicle CO2 characteristic curve is tol 1L = 25 % for ICE and NOVC-HEV vehicles and tol 1L = 100 % for OVC-HEV vehicles.
4.5.2. Verification of test validity
The test is valid when it comprises at least 50 % of the urban, rural and motorway windows that are within the tolerances defined for the CO2 characteristic curve.
For NOVC-HEVs and OVC-HEVs, if the minimum requirement of 50 % between tol1H and tol1L is not met, the upper positive tolerance tol1H may be increased by steps of 1 % until the 50 % target is reached. When using this mechanism, the value of tol1H shall never exceed 50 %.
Appendix 6
CALCULATION OF THE FINAL RDE EMISSIONS RESULTS
1. Symbols, Parameters and Units
Index (k) refers to the category (t = total, u = urban, 1-2 = first two phases of the WLTP cycle)
|
ICk |
is the distance share of usage of the internal combustion engine for an OVC-HEV over the RDE trip |
|
dICE,k |
is the distance driven [km], with the internal combustion engine on for an OVC-HEV over the RDE trip |
|
dEV,k |
is the distance driven [km], with the internal combustion engine off for an OVC-HEV over the RDE trip |
|
MRDE,k |
is the final RDE distance-specific mass of gaseous pollutants [mg/km] or particle number [#/km] |
|
mRDE,k |
is the distance-specific mass of gaseous pollutant [mg/km] or particle number [#/km] emissions, emitted over the complete RDE trip and prior to any correction in accordance with this Appendix |
|
|
is the distance-specific mass of CO2 [g/km], emitted over the RDE trip |
|
|
is the distance-specific mass of CO2 [g/km], emitted over the WLTC cycle |
|
|
is the distance-specific mass of CO2 [g/km], emitted over the WLTC cycle for an OVC-HEV vehicle tested on its charge sustaining mode |
|
rk |
ratio between the CO2 emissions measured during the RDE test and the WLTP test |
|
RFk |
is the result evaluation factor calculated for the RDE trip |
|
RFL 1 |
is the first parameter of the function used to calculate the result evaluation factor |
|
RFL 2 |
is the second parameter of the function used to calculate the result evaluation factor |
2. Calculation of the Final RDE emissions results
2.1. Introduction
The trip validity shall be verified in accordance with point 9.2. of Annex IIIA. For the valid trips, the final RDE results are calculated as follows for vehicles with ICE, NOVC-HEV and OVC-HEV.
For the complete RDE trip and for the urban part of the RDE trip (k = t = total, k = u = urban):
MRDE,k = mRDE,k · RFk
The values of the parameter RFL 1 and RFL 2 of the function used to calculate the result evaluation factor are as follows:
Figure App 6.1
Function to calculate the result evaluation factor
Table App 6.1
Result evaluation factors calculation
|
When: |
Then the Result evaluation factor RFk is: |
Where: |
|
rk ≤ RFL 1 |
RFk = 1 |
|
|
RFL 1 < rk ≤ RFL 2 |
RFk = a 1 rk + b 1 |
b 1 = 1 – a 1 RFL 1 |
|
rk > RFL 2 |
|
|
2.2. RDE result evaluation factor for vehicles with ICE and NOVC-HEV
The value of the RDE result evaluation factor depends on the ratio rk between the distance specific CO2 emissions measured during the RDE test and the distance-specific CO2 emitted by the vehicle over the WLTP test conducted in accordance with Sub-Annex 6 to Annex XXI of this Regulation, obtained from point 12 of the Transparency list 1 of Appendix 5 of Annex II with interpolation between vehicle H and vehicle L (if relevant) as defined in Sub-Annex 7 of Annex XXI, using Test mass and Road load coefficients (F0, F1 & F2) obtained from the Certificate of Conformity for the individual vehicle as defined in Annex IX. For the urban emissions, the relevant phases of the WLTP driving cycle shall be:
for ICE vehicles the first two WLTP phases, i.e. the Low and the Medium speed phases,
for NOVC-HEVs the whole WLTP driving cycle.
2.3. RDE result evaluation factor for OVC-HEV
The value of the RDE result evaluation factor depends on the ratio rk between the distance-specific CO2 emissions measured during the RDE test and the distance-specific CO2 emitted by the vehicle over the WLTP test conducted using the Charge Sustaining mode in accordance with Sub-Annex 6 to Annex XXI of this Regulation, obtained from point 12 of the Transparency list 1 of Appendix 5 of Annex II with interpolation between vehicle H and vehicle L (if relevant) as defined in Sub-Annex 7 of Annex XXI, using Test mass and Road load coefficients (F0, F1 & F2) obtained from the Certificate of Conformity for the individual vehicle as defined in Annex IX. The ratio rk is corrected by a ratio reflecting the respective usage of the internal combustion engine during the RDE trip and on the WLTP test, to be conducted using the charge sustaining mode. The formula below shall be subject to review by the Commission and shall be revised as a result of technical progress.
For either the urban or the total driving:
where ICk is the ratio of the distance driven either in urban or total trip with the combustion engine on divided by the total urban or total trip distance:
With determination of combustion engine operation in accordance with Appendix 4 Paragraph 5.
Appendix 7
Selection of vehicles for PEMS testing at initial type approval
1. INTRODUCTION
Due to their particular characteristics, PEMS tests shall not be required for each vehicle type with regard to emissions and vehicle repair and maintenance information as defined in Article 2(1), hereinafter ‘vehicle emission type’. Several vehicle emission types and several vehicles with different declared maximum RDE values in accordance with Part I of Annex IX to Directive 2007/46/EC may be put together by the vehicle manufacturer to form a PEMS test family in accordance with the requirements of point 3, which shall be validated in accordance with the requirements of point 4.
2. SYMBOLS, PARAMETERS AND UNITS
|
N |
— |
Number of vehicle emission types |
|
NT |
— |
Minimum number of vehicle emission types |
|
PMRH |
— |
highest power-to-mass-ratio of all vehicles in the PEMS test family |
|
PMRL |
— |
lowest power-to-mass-ratio of all vehicles in the PEMS test family |
|
V_eng_max |
— |
maximum engine volume of all vehicles within the PEMS test family |
3. PEMS TEST FAMILY BUILDING
A PEMS test family shall comprise finished vehicles with similar emission characteristics. Vehicle emission types may be included in a PEMS test family only as long as the completed vehicles within a PEMS test family are identical with respect to the characteristics in points 3.1 and 3.2.
3.1. Administrative criteria
3.1.1. The approval authority issuing the emission type approval in accordance with Regulation (EC) No 715/2007 (‘authority’)
3.1.2. The manufacturer having received the emission type approval in accordance with Regulation (EC) No 715/2007.
3.2. Technical criteria
|
3.2.1. |
Propulsion type (e.g. ICE, HEV, PHEV) |
|
3.2.2. |
Type(s) of fuel(s) (e.g. petrol, diesel, LPG, NG, …). Bi- or flex-fuelled vehicles may be grouped with other vehicles, with which they have one of the fuels in common. |
|
3.2.3. |
Combustion process (e.g. two stroke, four stroke) |
|
3.2.4. |
Number of cylinders |
|
3.2.5. |
Configuration of the cylinder block (e.g. in-line, V, radial, horizontally opposed) |
|
3.2.6. |
Engine volume The vehicle manufacturer shall specify a value V_eng_max (= maximum engine volume of all vehicles within the PEMS test family). The engine volumes of vehicles in the PEMS test family shall not deviate more than – 22 % from V_eng_max if V_eng_max ≥ 1 500 ccm and – 32 % from V_eng_max if V_eng_max < 1 500 ccm. |
|
3.2.7. |
Method of engine fuelling (e.g. indirect or direct or combined injection) |
|
3.2.8. |
Type of cooling system (e.g. air, water, oil) |
|
3.2.9. |
Method of aspiration such as naturally aspirated, pressure charged, type of pressure charger (e.g. externally driven, single or multiple turbo, variable geometries …) |
|
3.2.10. |
Types and sequence of exhaust after-treatment components (e.g. three-way catalyst, oxidation catalyst, lean NOx trap, SCR, lean NOx catalyst, particulate trap). |
|
3.2.11. |
Exhaust gas recirculation (with or without, internal/external, cooled/non-cooled, low/high pressure) |
3.3. Extension of a PEMS test family
An existing PEMS test family may be extended by adding new vehicle emission types to it. The extended PEMS test family and its validation must also fulfil the requirements of points 3 and 4. This may in particular require the PEMS testing of additional vehicles to validate the extended PEMS test family according to point 4.
3.4. Alternative PEMS test family
As an alternative to the provisions of points 3.1 to 3.2 the vehicle manufacturer may define a PEMS test family, which is identical to a single vehicle emission type. In this the requirement of point 4.1.2 for validating the PEMS test family shall not apply.
4. VALIDATION OF A PEMS TEST FAMILY
4.1. General requirements for validating a PEMS test family
4.1.1. The vehicle manufacturer presents a representative vehicle of the PEMS test family to the authority. The vehicle shall be subject to a PEMS test carried out by a Technical Service to demonstrate compliance of the representative vehicle with the requirements of this Annex.
4.1.2. The authority selects additional vehicles according to the requirements of point 4.2 of this Appendix for PEMS testing carried out by a Technical Service to demonstrate compliance of the selected vehicles with the requirements of this Annex. The technical criteria for selection of an additional vehicle according to point 4.2 of this Appendix. shall be recorded with the test results.
4.1.3. With agreement of the authority, a PEMS test can also be driven by a different operator witnessed by a Technical Service, provided that at least the tests of the vehicles required by points 4.2.2 and 4.2.6 of this Appendix and in total at least 50 % of the PEMS tests required by this Appendix for validating the PEMS test family are driven by a Technical Service. In such case the Technical Service remains responsible for the proper execution of all PEMS tests pursuant to the requirements of this Annex.
4.1.4. A PEMS test results of a specific vehicle may be used for validating different PEMS test families according to the requirements of this Appendix under the following conditions:
For each validation the applicable responsibilities are considered to be borne by the manufacturer of the vehicles in the respective family, regardless of whether this manufacturer was involved in the PEMS test of the specific vehicle emission type.
4.2. Selection of vehicles for PEMS testing when validating a PEMS test family
By selecting vehicles from a PEMS test family it should be ensured that the following technical characteristics relevant for pollutant emissions are covered by a PEMS test. One vehicle selected for testing can be representative for different technical characteristics. For the validation of a PEMS test family vehicles shall be selected for PEMS testing as follows:
For each combination of fuels (e.g. petrol-LPG, petrol-NG, petrol only), on which some vehicle of the PEMS test family can operate, at least one vehicle that can operate on this combination of fuels shall be selected for PEMS testing.
The manufacturer shall specify a value PMRH (= highest power-to-mass-ratio of all vehicles in the PEMS test family) and a value PMRL (= lowest power-to-mass-ratio of all vehicles in the PEMS test family). Here the ‘power-to-mass-ratio’ corresponds to the ratio of the maximum net power of the internal combustion engine as indicated in point 3.2.1.8 of Appendix 3 to Annex I of this Regulation and of the reference mass as defined in Article 3(3) of Regulation (EC) No 715/2007. At least one vehicle configuration representative for the specified PMRH and one vehicle configuration representative for the specified PMRL of a PEMS test family shall be selected for testing. If the power-to-mass ratio of a vehicle deviates by not more than 5 % from the specified value for PMRH, or PMRL, the vehicle should be considered as representative for this value.
At least one vehicle for each transmission type (e.g., manual, automatic, DCT) installed in vehicles of the PEMS test family shall be selected for testing.
At least one four-wheel drive vehicle (4x4 vehicle) shall be selected for testing if such vehicles are part of the PEMS test family.
For each engine volume occurring on a vehicle in the PEMS family at least one representative vehicle shall be tested.
▼M3 —————
At least one vehicle in the PEMS family shall be tested in hot start testing.
Notwithstanding the provisions in points 4.2.1 to 4.2.6, at least the following number of vehicle emission types of a given PEMS test family shall be selected for testing:
|
Number N of vehicle emission types in a PEMS test family |
Minimum number NT of vehicle emission types selected for PEMS cold start testing |
Minimum number NT of vehicle emission types selected for PEMS hot start testing |
|
1 |
1 |
1 (*2) |
|
From 2 to 4 |
2 |
1 |
|
from 5 to 7 |
3 |
1 |
|
from 8 to 10 |
4 |
1 |
|
from 11 to 49 |
NT = 3 + 0,1 x N (*1) |
2 |
|
more than 49 |
NT = 0,15 x N (*1) |
3 |
|
(*1) NT shall be rounded to the next higher integer number. (*2) ►M3 When there is only one vehicle emission type in a PEMS test family, the type approval authority shall decide whether the vehicle shall be tested in hot or cold start condition. ◄ |
||
5. REPORTING
5.1. The vehicle manufacturer provides a full description of the PEMS test family, which includes in particular the technical criteria described in point 3.2 and submits it to the authority.
5.2. The manufacturer attributes a unique identification number of the format MS-OEM-X-Y to the PEMS test family and communicates it to the authority. Here MS is the distinguishing number of the Member State issuing the EC type-approval ( 17 ), OEM is the 3 character manufacturer, X is a sequential number identifying the original PEMS test family and Y is a counter for its extensions (starting with 0 for a PEMS test family not extended yet).
5.3. The authority and the vehicle manufacturer shall maintain a list of vehicle emission types being part of a given PEMS test family on the basis of emission type approval numbers. For each emission type all corresponding combinations of vehicle type approval numbers, types, variants and versions as defined in section 0.2 of the vehicle's EC certificate of conformity shall be provided as well.
5.4. The authority and the vehicle manufacturer shall maintain a list of vehicle emission types selected for PEMS testing in order validate a PEMS test family in accordance with point 4, which also provides the necessary information on how the selection criteria of point 4.2 are covered. This list shall also indicate whether the provisions of point 4.1.3 were applied for a particular PEMS test.
Appendix 7a
Verification of trip dynamics
1. INTRODUCTION
This Appendix describes the calculation procedures to verify the trip dynamics by determining the excess or absence of dynamics during urban, rural and motorway driving.
2. SYMBOLS, PARAMETERS AND UNITS
RPA Relative Positive Acceleration
|
Δ |
— |
difference |
|
> |
— |
larger |
|
≥ |
— |
larger or equal |
|
% |
— |
per cent |
|
< |
— |
smaller |
|
≤ |
— |
smaller or equal |
|
a |
— |
acceleration [m/s2] |
|
ai |
— |
acceleration in time step i [m/s2] |
|
apos |
— |
positive acceleration greater than 0,1 m/s2 [m/s2] |
|
apos,i,k |
— |
positive acceleration greater than 0,1 m/s2 in time step i considering the urban, rural and motorway shares [m/s2] |
|
ares |
— |
acceleration resolution [m/s2] |
|
di |
— |
distance covered in time step i [m] |
|
di,k |
— |
distance covered in time step i considering the urban, rural and motorway shares [m] |
|
Index (i) |
— |
discrete time step |
|
Index (j) |
— |
discrete time step of positive acceleration datasets |
|
Index (k) |
— |
refers to the respective category (t=total, u=urban, r=rural, m=motorway) |
|
Mk |
— |
number of samples for urban, rural and motorway shares with positive acceleration greater than 0,1 m/s2 |
|
N k |
— |
total number of samples for the urban, rural and motorway shares and the complete trip |
|
RPAk |
— |
relative positive acceleration for urban, rural and motorway shares [m/s2 or kWs/(kg*km)] |
|
tk |
— |
duration of the urban, rural and motorway shares and the complete trip [s] |
|
T4253H |
— |
compound data smoother |
|
ν |
— |
vehicle speed [km/h] |
|
νi |
— |
actual vehicle speed in time step i [km/h] |
|
νi,k |
— |
actual vehicle speed in time step i considering the urban, rural and motorway shares [km/h] |
|
|
— |
actual vehicle speed per acceleration in time step i [m2/s3 or W/kg] |
|
|
— |
actual vehicle speed per positive acceleration greater than 0,1 m/s2 in time step j considering the urban, rural and motorway shares [m2/s3 or W/kg]. |
|
|
— |
95th percentile of the product of vehicle speed per positive acceleration greater than 0,1 m/s2 for urban, rural and motorway shares [m2/s3 or W/kg] |
|
|
— |
average vehicle speed for urban, rural and motorway shares [km/h] |
3. TRIP INDICATORS
3.1. Calculations
3.1.1. Data pre-processing
Dynamic parameters like acceleration, (v · apos ) or RPA shall be determined with a speed signal of an accuracy of 0,1 % for all speed values above 3 km/h and a sampling frequency of 1 Hz. This accuracy requirement is generally fulfilled by distance calibrated signals obtained from a wheel (rotational) speed sensor. Otherwise, acceleration shall be determined with an accuracy of 0,01 m/s2 and a sampling frequency of 1 Hz. In this case the separate speed signal, in (v · apos ), shall have an accuracy of at least 0,1 km/h.
The correct speed trace builds the basis for further calculations and binning as described in paragraph 3.1.2 and 3.1.3.
3.1.2.
Calculation of distance, acceleration and 
The following calculations shall be performed over the whole time based speed trace (1 Hz resolution) from second 1 to second tt (last second).
The distance increment per data sample shall be calculated as follows:
where:
|
di |
is the distance covered in time step i [m] |
|
ν i |
is the actual vehicle speed in time step i [km/h] |
|
N t |
is the total number of samples |
The acceleration shall be calculated as follows:
where:
|
ai |
is the acceleration in time step i [m/s2]. For i = 1: |
, for 
: 
.The product of vehicle speed per acceleration shall be calculated as follows:
where:
|
|
is the product of the actual vehicle speed per acceleration in time step i [m2/s3 or W/kg]. |
3.1.3. Binning of the results
After the calculation of ai and (v · a)i, the values vi, di, ai and (v · a)i shall be ranked in ascending order of the vehicle speed.
All datasets with vi ≤ 60 km/h belong to the ‘urban’ speed bin, all datasets with 60 km/h < vi ≤ 90 km/h belong to the ‘rural’ speed bin and all datasets with vi > 90 km/h belong to the ‘motorway’ speed bin.
For N2 category vehicles that are equipped with a device limiting vehicle speed to 90 km/h, all datasets with vi ≤ 60 km/h belong to the ‘urban’ speed bin, all datasets with 60 km/h < vi ≤ 80 km/h belong to the ‘rural’ speed bin and all datasets with vi > 80 km/h belong to the ‘motorway’ speed bin.
The number of datasets with acceleration values ai > 0,1 m/s2 shall be greater or equal to 100 in each speed bin.
For each speed bin the average vehicle speed
shall be calculated as follows:
, i = 1 to Nk, k= u, r, m
Where:
Nk is the total number of samples of the urban, rural, and motorway shares.
3.1.4.
Calculation of 
per speed bin
The 95th percentile of the
values shall be calculated as follows:
The
values in each speed bin shall be ranked in ascending order for all datasets with
and the total number of these samples Mk
shall be determined.
Percentile values are then assigned to the
values with
as follows:
The lowest
value gets the percentile 1/Mk
, the second lowest 2/Mk
, the third lowest 3/Mk
and the highest value
is the
value, with
If
cannot be met,
shall be calculated by linear interpolation between consecutive samples j and j+1 with
and
.
The relative positive acceleration per speed bin shall be calculated as follows:
where:
|
RPAk |
is the relative positive acceleration for urban, rural and motorway shares in [m/s2 or kWs/(kg*km)] |
|
Δt |
is a time difference equal to 1 second |
|
Mk |
is the sample number for urban, rural and motorway shares with positive acceleration |
|
Nk |
is the total sample number for urban, rural and motorway shares |
4. VERIFICATION OF TRIP VALIDITY
4.1.1.
Verification of 
per speed bin (with v in [km/h])
If
and
is fulfilled, the trip is invalid.
If
and
is fulfilled, the trip is invalid.
Upon the request of the manufacturer, and only for those N1 or N2 vehicles where the vehicle power-to-mass ratio is less than or equal to 44 W/kg then:
If
and
is fulfilled, the trip is invalid.
If
and
is fulfilled, the trip is invalid.
To calculate the power-to-mass ratio, the following values shall be used:
4.1.2. Verification of RPA per speed bin
If
and
is fulfilled, the trip is invalid.
If
and RPAk < 0,025 is fulfilled, the trip is invalid.
Appendix 7b
Procedure to determine the cumulative positive elevation gain of a PEMS trip
1. INTRODUCTION
This Appendix describes the procedure to determine the cumulative elevation gain of a PEMS trip.
2. SYMBOLS, PARAMETERS AND UNITS
|
d(0) |
— |
distance at the start of a trip [m] |
|
d |
— |
cumulative distance travelled at the discrete way point under consideration [m] |
|
d 0 |
— |
cumulative distance travelled until the measurement directly before the respective way point d [m] |
|
d 1 |
— |
cumulative distance travelled until the measurement directly after the respective way point d [m] |
|
d a |
— |
reference way point at d(0) [m] |
|
d e |
— |
cumulative distance travelled until the last discrete way point [m] |
|
d i |
— |
instantaneous distance [m] |
|
d tot |
— |
total test distance [m] |
|
h(0) |
— |
vehicle altitude after the screening and principle verification of data quality at the start of a trip [m above sea level] |
|
h(t) |
— |
vehicle altitude after the screening and principle verification of data quality at point t [m above sea level] |
|
h(d) |
— |
vehicle altitude at the way point d [m above sea level] |
|
h(t-1) |
— |
vehicle altitude after the screening and principle verification of data quality at point t-1 [m above sea level] |
|
hcorr(0) |
— |
corrected altitude directly before the respective way point d [m above sea level] |
|
hcorr(1) |
— |
corrected altitude directly after the respective way point d [m above sea level] |
|
hcorr(t) |
— |
corrected instantaneous vehicle altitude at data point t [m above sea level] |
|
hcorr(t-1) |
— |
corrected instantaneous vehicle altitude at data point t-1 [m above sea level] |
|
h GPS,i |
— |
instantaneous vehicle altitude measured with GPS [m above sea level] |
|
hGPS(t) |
— |
vehicle altitude measured with GPS at data point t [m above sea level] |
|
h int (d) |
— |
interpolated altitude at the discrete way point under consideration d [m above sea level] |
|
h int,sm,1 (d) |
— |
smoothed and interpolated altitude, after the first smoothing run at the discrete way point under consideration d [m above sea level] |
|
h map (t) |
— |
vehicle altitude based on topographic map at data point t [m above sea level] |
|
Hz |
— |
hertz |
|
km/h |
— |
kilometer per hour |
|
m |
— |
meter |
|
roadgrade,1(d) |
— |
smoothed road grade at the discrete way point under consideration d after the first smoothing run [m/m] |
|
roadgrade,2(d) |
— |
smoothed road grade at the discrete way point under consideration d after the second smoothing run [m/m] |
|
sin |
— |
trigonometric sine function |
|
t |
— |
time passed since test start [s] |
|
t0 |
— |
time passed at the measurement directly located before the respective way point d [s] |
|
vi |
— |
instantaneous vehicle speed [km/h] |
|
v(t) |
— |
vehicle speed at a data point t [km/h] |
3. GENERAL REQUIREMENTS
The cumulative positive elevation gain of a RDE trip shall be determined based on three parameters: the instantaneous vehicle altitude hGPS,i [m above sea level] as measured with the GPS, the instantaneous vehicle speed v i [km/h] recorded at a frequency of 1 Hz and the corresponding time t [s] that has passed since test start.
4. CALCULATION OF CUMULATIVE POSITIVE ELEVATION GAIN
4.1. General
The cumulative positive elevation gain of a RDE trip shall be calculated as a three-step procedure, consisting of (i) the screening and principle verification of data quality, (ii) the correction of instantaneous vehicle altitude data, and (iii) the calculation of the cumulative positive elevation gain.
4.2. Screening and principle verification of data quality
The instantaneous vehicle speed data shall be checked for completeness. Correcting for missing data is permitted if gaps remain within the requirements specified in Point 7 of Appendix 4; else, the test results shall be voided. The instantaneous altitude data shall be checked for completeness. Data gaps shall be completed by data interpolation. The correctness of interpolated data shall be verified by a topographic map. It is recommended to correct interpolated data if the following condition applies:
The altitude correction shall be applied so that:
where:
|
h(t) |
— |
vehicle altitude after the screening and principle verification of data quality at data point t [m above sea level] |
|
hGPS(t) |
— |
vehicle altitude measured with GPS at data point t [m above sea level] |
|
hmap(t) |
— |
vehicle altitude based on topographic map at data point t [m above sea level] |
4.3. Correction of instantaneous vehicle altitude data
The altitude h(0) at the start of a trip at d(0) shall be obtained by GPS and verified for correctness with information from a topographic map. The deviation shall not be larger than 40 m. Any instantaneous altitude data h(t) shall be corrected if the following condition applies:
The altitude correction shall be applied so that:
where:
|
h(t) |
— |
vehicle altitude after the screening and principle verification of data quality at data point t [m above sea level] |
|
h(t-1) |
— |
vehicle altitude after the screening and principle verification of data quality at data point t-1 [m above sea level] |
|
v(t) |
— |
vehicle speed of data point t [km/h] |
|
hcorr(t) |
— |
corrected instantaneous vehicle altitude at data point t [m above sea level] |
|
hcorr(t-1) |
— |
corrected instantaneous vehicle altitude at data point t-1 [m above sea level] |
Upon the completion of the correction procedure, a valid set of altitude data is established. This data set shall be used for the calculation of the cumulative positive elevation gain as described in Point 13.4.
4.4. Final calculation of the cumulative positive elevation gain
4.4.1. Establishment of a uniform spatial resolution
The total distance dtot [m] covered by a trip shall be determined as sum of the instantaneous distances d i. The instantaneous distance d i shall be determined as:
Where:
|
di |
— |
instantaneous distance [m] |
|
vi |
— |
instantaneous vehicle speed [km/h] |
The cumulative elevation gain shall be calculated from data of a constant spatial resolution of 1 m starting with the first measurement at the start of a trip d(0). The discrete data points at a resolution of 1 m are referred to as way points, characterized by a specific distance value d (e.g., 0, 1, 2, 3 m…) and their corresponding altitude h(d) [m above sea level].
The altitude of each discrete way point d shall be calculated through interpolation of the instantaneous altitude hcorr (t) as:
Where:
|
hint(d) |
— |
interpolated altitude at the discrete way point under consideration d [m above sea level] |
|
hcorr(0) |
— |
corrected altitude directly before the respective way point d [m above sea level] |
|
hcorr(1) |
— |
corrected altitude directly after the respective way point d [m above sea level] |
|
d |
— |
cumulative distance traveled until the discrete way point under consideration d [m] |
|
d0 |
— |
cumulative distance travelled until the measurement located directly before the respective way point d [m] |
|
d1 |
— |
cumulative distance travelled until the measurement located directly after the respective way point d [m] |
4.4.2. Additional data smoothing
The altitude data obtained for each discrete way point shall be smoothed by applying a two-step procedure; d a and d e denote the first and last data point respectively (Figure 1). The first smoothing run shall be applied as follows:
Where:
|
roadgrade,1(d) |
— |
smoothed road grade at the discrete way point under consideration after the first smoothing run [m/m] |
|
hint(d) |
— |
interpolated altitude at the discrete way point under consideration d [m above sea level] |
|
hint,sm,1(d) |
— |
smoothed interpolated altitude, after the first smoothing run at the discrete way point under consideration d [m above sea level] |
|
d |
— |
cumulative distance travelled at the discrete way point under consideration [m] |
|
da |
— |
reference way point at a distance of zero meters [m] |
|
de |
— |
cumulative distance travelled until the last discrete way point [m] |
The second smoothing run shall be applied as follows:
Where:
|
roadgrade,2(d) |
— |
smoothed road grade at the discrete way point under consideration after the second smoothing run [m/m] |
|
hint,sm,1(d) |
— |
smoothed interpolated altitude, after the first smoothing run at the discrete way point under consideration d [m above sea level] |
|
d |
— |
cumulative distance travelled at the discrete way point under consideration [m] |
|
da |
— |
reference way point at a distance of zero meters [m] |
|
de |
— |
cumulative distance travelled until the last discrete way point [m] |
Figure 1
Illustration of the procedure to smooth the interpolated altitude signals
4.4.3. Calculation of the final result
The positive cumulative elevation gain of a total trip shall be calculated by integrating all positive interpolated and smoothed road grades, i.e. road grade,2(d). The result should be normalized by the total test distance dtot and expressed in metres of cumulative elevation gain per one hundred kilometres of distance.
The positive cumulative elevation gain of the urban part of a trip shall then be calculated based on the vehicle speed over each discrete way point:
vw = 1 / (tw,i – tw,i – 1) · 602 / 1 000
Where:
vw - waypoint vehicle speed [km/h]
All datasets with vw =< 60 km/h belong to the urban part of the trip.
Integrate all of the positive interpolated and smoothed road grades that correspond to urban datasets.
Integrate the number of 1m waypoints which correspond to urban datasets and divide by 1 000 to calculate urban test distance d urban [km].
The positive cumulative elevation gain of the urban part of trip shall then be calculated by dividing the urban elevation gain by the urban test distance, and expressed in metres of cumulative elevation gain per one hundred kilometres of distance.
5. NUMERICAL EXAMPLE
Tables 1 and 2 show how to calculate the positive elevation gain on the basis of data recorded during an on-road test performed with PEMS. For the sake of brevity an extract of 800m and 160s is presented here.
5.1. Screening and principle verification of data quality
The screening and principle verification of data quality consists of two steps. First, the completeness of vehicle speed data is checked. No data gaps related to vehicle speed are detected in the present data sample (see Table 1). Second, the altitude data are checked for completeness; in the data sample, altitude data related to seconds 2 and 3 are missing. The gaps are filled by interpolating the GPS signal. In addition, the GPS altitude is verified by a topographic map; this verification includes the altitude h(0) at the start of the trip. Altitude data related to seconds 112 -114 are corrected on the basis of the topographic map to satisfy the following condition:
As result of the applied data verification, the data in the fifth column h(t) are obtained.
5.2. Correction of instantaneous vehicle altitude data
As a next step, the altitude data h(t) of seconds 1 to 4, 111 to 112 and 159 to 160 are corrected assuming the altitude values of seconds 0, 110 and 158 respectively since for the altitude data in these time periods the following condition applies:
As result of the applied data correction, the data in the sixth column hcorr(t) are obtained. The effect of the applied verification and correction steps on the altitude data is depicted in Figure 2.
5.3. Calculation of the cumulative positive elevation gain
5.3.1. Establishment of a uniform spatial resolution
The instantaneous distance di is calculated by dividing the instantaneous vehicle speed measured in km/h by 3.6 (Column 7 in Table 1). Recalculating the altitude data to obtain a uniform spatial resolution of 1 m yields the discrete way points d (Column 1 in Table 2) and their corresponding altitude values hint(d) (Column 7 in Table 2). The altitude of each discrete way point d is calculated through interpolation of the measured instantaneous altitude hcorr as:
5.3.2. Additional data smoothing
In Table 2, the first and last discrete way points are: d a=0m and d e=799m, respectively. The altitude data of each discrete way point is smoothed by applying a two steps procedure. The first smoothing run consists of:
chosen to demonstrate the smoothing for d ≤ 200m
chosen to demonstrate the smoothing for 200m < d < (599m)
chosen to demonstrate the smoothing for d ≥ (599m)
The smoothed and interpolated altitude is calculated as:
Second smoothing run:
chosen to demonstrate the smoothing for d ≤ 200m
chosen to demonstrate the smoothing for 200m < d < (599)
chosen to demonstrate the smoothing for d ≥ (599m)
5.3.3. Calculation of the final result
The positive cumulative elevation gain of a trip is calculated by integrating all positive interpolated and smoothed road grades, i.e. values in the column roadgrade,2(d) in Table 2. For the entire data set the total covered distance was
and all positive interpolated and smoothed road grades were of 516m. Therefore the positive cumulative elevation gain reached 516*100/139,7=370m/100km.
Table 1
Correction of instantaneous vehicle altitude data
|
Time t [s] |
v(t) [km/h] |
hGPS(t) [m] |
hmap(t) [m] |
h(t) [m] |
hcorr(t) [m] |
di [m] |
Cum. d [m] |
|
|
|
|
|
|
|
|
|
|
0 |
0,00 |
122,7 |
129,0 |
122,7 |
122,7 |
0,0 |
0,0 |
|
1 |
0,00 |
122,8 |
129,0 |
122,8 |
122,7 |
0,0 |
0,0 |
|
2 |
0,00 |
— |
129,1 |
123,6 |
122,7 |
0,0 |
0,0 |
|
3 |
0,00 |
— |
129,2 |
124,3 |
122,7 |
0,0 |
0,0 |
|
4 |
0,00 |
125,1 |
129,0 |
125,1 |
122,7 |
0,0 |
0,0 |
|
… |
… |
… |
… |
… |
… |
… |
… |
|
18 |
0,00 |
120,2 |
129,4 |
120,2 |
120,2 |
0,0 |
0,0 |
|
19 |
0,32 |
120,2 |
129,4 |
120,2 |
120,2 |
0,1 |
0,1 |
|
… |
… |
… |
… |
… |
… |
… |
… |
|
37 |
24,31 |
120,9 |
132,7 |
120,9 |
120,9 |
6,8 |
117,9 |
|
38 |
28,18 |
121,2 |
133,0 |
121,2 |
121,2 |
7,8 |
125,7 |
|
… |
… |
… |
… |
… |
… |
… |
… |
|
46 |
13,52 |
121,4 |
131,9 |
121,4 |
121,4 |
3,8 |
193,4 |
|
47 |
38,48 |
120,7 |
131,5 |
120,7 |
120,7 |
10,7 |
204,1 |
|
… |
… |
… |
… |
… |
… |
… |
… |
|
56 |
42,67 |
119,8 |
125,2 |
119,8 |
119,8 |
11,9 |
308,4 |
|
57 |
41,70 |
119,7 |
124,8 |
119,7 |
119,7 |
11,6 |
320,0 |
|
… |
… |
… |
… |
… |
… |
… |
… |
|
110 |
10,95 |
125,2 |
132,2 |
125,2 |
125,2 |
3,0 |
509,0 |
|
111 |
11,75 |
100,8 |
132,3 |
100,8 |
125,2 |
3,3 |
512,2 |
|
112 |
13,52 |
0,0 |
132,4 |
132,4 |
125,2 |
3,8 |
516,0 |
|
113 |
14,01 |
0,0 |
132,5 |
132,5 |
132,5 |
3,9 |
519,9 |
|
114 |
13,36 |
24,30 |
132,6 |
132,6 |
132,6 |
3,7 |
523,6 |
|
… |
… |
… |
… |
… |
… |
… |
|
|
149 |
39,93 |
123,6 |
129,6 |
123,6 |
123,6 |
11,1 |
719,2 |
|
150 |
39,61 |
123,4 |
129,5 |
123,4 |
123,4 |
11,0 |
730,2 |
|
… |
… |
… |
… |
… |
… |
… |
|
|
157 |
14,81 |
121,3 |
126,1 |
121,3 |
121,3 |
4,1 |
792,1 |
|
158 |
14,19 |
121,2 |
126,2 |
121,2 |
121,2 |
3,9 |
796,1 |
|
159 |
10,00 |
128,5 |
126,1 |
128,5 |
121,2 |
2,8 |
798,8 |
|
160 |
4,10 |
130,6 |
126,0 |
130,6 |
121,2 |
1,2 |
800,0 |
|
— denotes data gaps |
|||||||
Table 2
Calculation of road grade
|
d [m] |
t0 [s] |
d0 [m] |
d1 [m] |
h0 [m] |
h1 [m] |
hint(d) [m] |
roadgrade,1(d) [m/m] |
hint,sm,1(d) [m] |
roadgrade,2(d) [m/m] |
|
0 |
18 |
0,0 |
0,1 |
120,3 |
120,4 |
120,3 |
0,0035 |
120,3 |
– 0,0015 |
|
… |
… |
… |
… |
… |
… |
… |
… |
… |
… |
|
120 |
37 |
117,9 |
125,7 |
120,9 |
121,2 |
121,0 |
– 0,0019 |
120,2 |
0,0035 |
|
… |
… |
… |
… |
… |
… |
… |
… |
… |
… |
|
200 |
46 |
193,4 |
204,1 |
121,4 |
120,7 |
121,0 |
– 0,0040 |
120,0 |
0,0051 |
|
… |
… |
… |
… |
… |
… |
… |
… |
… |
… |
|
320 |
56 |
308,4 |
320,0 |
119,8 |
119,7 |
119,7 |
0,0288 |
121,4 |
0,0088 |
|
… |
… |
… |
… |
… |
… |
… |
… |
… |
… |
|
520 |
113 |
519,9 |
523,6 |
132,5 |
132,6 |
132,5 |
0,0097 |
123,7 |
0,0037 |
|
… |
… |
… |
… |
… |
… |
… |
… |
… |
… |
|
720 |
149 |
719,2 |
730,2 |
123,6 |
123,4 |
123,6 |
– 0,0405 |
122,9 |
– 0,0086 |
|
… |
… |
… |
… |
… |
… |
… |
… |
… |
… |
|
798 |
158 |
796,1 |
798,8 |
121,2 |
121,2 |
121,2 |
– 0,0219 |
121,3 |
– 0,0151 |
|
799 |
159 |
798,8 |
800,0 |
121,2 |
121,2 |
121,2 |
– 0,0220 |
121,3 |
– 0,0152 |
Figure 2
The effect of data verification and correction - The altitude profile measured by GPS hGPS(t), the altitude profile provided by the topographic map hmap(t), the altitude profile obtained after the screening and principle verification of data quality h(t) and the correction hcorr(t) of data listed in Table 1
Figure 3
Comparison between the corrected altitude profile hcorr(t) and the smoothed and interpolated altitude hint,sm,1
Table 3
Calculation of the positive elevation gain
|
d [m] |
t0 [s] |
d0 [m] |
d1 [m] |
h0 [m] |
h1 [m] |
hint(d) [m] |
roadgrade,1(d) [m/m] |
hint,sm,1(d) [m] |
roadgrade,2(d) [m/m] |
|
|
|
|
|
|
|
|
|
|
|
|
0 |
18 |
0,0 |
0,1 |
120,3 |
120,4 |
120,3 |
0,0035 |
120,3 |
– 0,0015 |
|
… |
… |
… |
… |
… |
… |
… |
… |
… |
… |
|
120 |
37 |
117,9 |
125,7 |
120,9 |
121,2 |
121,0 |
– 0,0019 |
120,2 |
0,0035 |
|
… |
… |
… |
… |
… |
… |
… |
… |
… |
… |
|
200 |
46 |
193,4 |
204,1 |
121,4 |
120,7 |
121,0 |
– 0,0040 |
120,0 |
0,0051 |
|
… |
… |
… |
… |
… |
… |
… |
… |
… |
… |
|
320 |
56 |
308,4 |
320,0 |
119,8 |
119,7 |
119,7 |
0,0288 |
121,4 |
0,0088 |
|
… |
… |
… |
… |
… |
… |
… |
… |
… |
… |
|
520 |
113 |
519,9 |
523,6 |
132,5 |
132,6 |
132,5 |
0,0097 |
123,7 |
0,0037 |
|
… |
… |
… |
… |
… |
… |
… |
… |
… |
… |
|
720 |
149 |
719,2 |
730,2 |
123,6 |
123,4 |
123,6 |
– 0,0405 |
122,9 |
– 0,0086 |
|
… |
… |
… |
… |
… |
… |
… |
… |
… |
… |
|
798 |
158 |
796,1 |
798,8 |
121,2 |
121,2 |
121,2 |
– 0,0219 |
121,3 |
– 0,0151 |
|
799 |
159 |
798,8 |
800,0 |
121,2 |
121,2 |
121,2 |
– 0,0220 |
121,3 |
– 0,0152 |
▼M3 —————
Appendix 8
Data exchange and reporting requirements
1. INTRODUCTION
This Appendix describes the requirements for the data exchange between the measurement systems and the data evaluation software and for the reporting and exchange of intermediate and final RDE results after the completion of the data evaluation.
The exchange and reporting of mandatory and optional parameters shall follow the requirements of point 3.2 of Appendix 1. The technical report is composed of 5 items:
the Data Exchange file as described in point 4.1;
the Reporting file #1 as described in point 4.2.1;
the Reporting file #2 as described in point 4.2.2;
the Vehicle and engine description as described in point 4.3;
the visual supporting material of the PEMS installation as described in point 4.4.
2. SYMBOLS, PARAMETERS AND UNITS
|
a1 |
coefficient of the CO2 characteristic curve |
|
b1 |
coefficient of the CO2 characteristic curve |
|
a2 |
coefficient of the CO2 characteristic curve |
|
b2 |
coefficient of the CO2 characteristic curve |
|
tol1– |
primary lower tolerance |
|
tol1+ |
primary upper tolerance |
|
(v · apos)95k |
95th percentile of the product of vehicle speed and positive acceleration greater than 0,1 m/s2 for urban, rural and motorway driving [m2/s3 or W/kg] |
|
RPAk |
relative positive acceleration for urban, rural and motorway driving [m/s2 or kWs/(kg*km)] |
|
ICk |
is the distance share of usage of the internal combustion engine for an OVC-HEV over the RDE trip |
|
dICE,k |
is the distance driven [km], with the internal combustion engine on for an OVC-HEV over the RDE trip |
|
dEV,k |
is the distance driven [km], with the internal combustion engine off for an OVC-HEV over the RDE trip |
|
|
is the distance-specific mass of CO2 [g/km], emitted over the RDE trip |
|
|
is the distance-specific mass of CO2 [g/km], emitted over the WLTP |
|
|
is the distance-specific mass of CO2 [g/km], emitted over the WLTP for an OVC-HEV vehicle tested on its charge sustaining mode |
|
rk |
ratio between the CO2 emissions measured during the RDE test and the WLTP test |
|
RFk |
is the result evaluation factor calculated for the RDE trip |
|
RFL1 |
is the first parameter of the function used to calculate the result evaluation factor |
|
RFL2 |
is the second parameter of the function used to calculate the result evaluation factor |
3. DATA EXCHANGE AND REPORTING FORMAT
3.1. General
Emission values as well as any other relevant parameters shall be reported and exchanged as csv-formatted data file. Parameter values shall be separated by a comma, ASCII-Code #h2C. Sub-parameter values shall be separated by a colon, ASCII-Code #h3B. The decimal marker of numerical values shall be a point, ASCII-Code #h2E. Lines shall be terminated by carriage return-linefeed, ASCII-Code #h0D #h0A. No thousands separators shall be used.
3.2. Data exchange
Data shall be exchanged between the measurement systems and the data evaluation software by means of a standardised reporting file that contains a minimum set of mandatory and optional parameters. The data exchange file shall be structured as follows: The first 195 lines shall be reserved for a header that provides specific information about, e.g., the test conditions, the identity and calibration of the PEMS equipment (Table 1). Lines 198-200 shall contain the labels and units of parameters. Lines 201 and all consecutive data lines shall comprise the body of the data exchange file and report parameter values (Table 2). The body of the data exchange file shall contain at least as many data lines as the test duration in seconds multiplied by the recording frequency in hertz.
3.3. Intermediate and final results
Summary parameters of intermediate results shall be recorded and structured as indicated in Table 3. The information in Table 3 shall be obtained prior to the application of the data evaluation and emission calculation methods laid down in Appendices 5 and 6.
The vehicle manufacturer shall record the available results of the data evaluation methods in separate files. The results of the data evaluation with the method described in Appendix 5 and emissions calculation described in Appendix 6 shall be reported in accordance with Tables 4, 5 and 6. The header of the data reporting file shall be composed of three parts. The first 95 lines shall be reserved for specific information about the settings of the data evaluation method. Lines 101-195 shall report the results of the data evaluation method. Lines 201-490 shall be reserved for reporting the final emission results. Line 501 and all consecutive data lines comprise the body of the data reporting file and shall contain the detailed results of the data evaluation.
4. TECHNICAL REPORTING TABLES
4.1. Data exchange
Left column in Table 1 is the parameter to be reported (fixed format and content). Central column in Table 1 is the description and or unit (fixed format and content). If a parameter can be described with an element of a pre-defined list from the central column, then the parameter shall be described using the predefined nomenclature (e.g. In the Data Exchange file line 19, a manual transmission vehicle should be described as manual and not MT or Man, or any other nomenclature). Right column in Table 1 is where the actual data should be inserted. In the tables, dummy data has been inserted to show the proper way to fill in the reported content. The order of the columns and lines (including blanks) must be respected.
Table 1
Header of the data exchange file
|
TEST ID |
[code] |
TEST_01_Veh01 |
|
Test date |
[dd.mm.yyyy] |
13.10.2016 |
|
Organisation supervising the test |
[name of the organization] |
Dummy |
|
Test location |
[City (Country)] |
Ispra (Italy) |
|
Organisation commissioning the test |
[name of the organization] |
Dummy |
|
Vehicle driver |
[TS/Lab/OEM] |
VELA lab |
|
Vehicle type |
[vehicle commercial name] |
Commercial name |
|
Vehicle manufacturer |
[name] |
Dummy |
|
Vehicle model year |
[year] |
2017 |
|
Vehicle ID |
[VIN code as defined in ISO 3779:2009] |
ZA1JRC2U912345678 |
|
Odometer value at test start |
[km] |
5 252 |
|
Odometer value at test end |
[km] |
5 341 |
|
Vehicle category |
[category as defined in Annex II to Directive 70/156/EEC] |
M1 |
|
Type approval emissions limit |
[Euro X] |
Euro 6c |
|
Ignition type |
[PI/CI] |
PI |
|
Engine rated power |
[kW] |
85 |
|
Peak torque |
[Nm] |
190 |
|
Engine displacement |
[ccm] |
1 197 |
|
Transmission |
[manual/automatic/CVT] |
CVT |
|
Number of forward gears |
[#] |
6 |
|
Fuel type. If flexifuel indicate fuel used in the test |
[gasoline/diesel/LPG/NG/biomethane/ ethanol/biodiesel] |
Diesel |
|
Lubricant |
[product label] |
5W30 |
|
Front and rear tyre size |
[width.height.rim diameter/ width.height.rim diameter] |
195.55.20/195.55.20 |
|
Front and rear axle tyre pressure |
[bar/bar] |
2,5/2,6 |
|
Road load parameters |
[F0/F1/F2] |
60,1/0,704/0,03122 |
|
Type-approval test cycle |
[NEDC/WLTC] |
WLTC |
|
Type-approval CO2 emissions |
[g/km] |
139,1 |
|
CO2 emissions in WLTC mode Low |
[g/km] |
155,1 |
|
CO2 emissions in WLTC mode Mid |
[g/km] |
124,5 |
|
CO2 emissions in WLTC mode High |
[g/km] |
133,8 |
|
CO2 emissions in WLTC mode Extra High |
[g/km] |
146,2 |
|
Vehicle test mass (1) |
[kg] |
1 743,1 |
|
PEMS manufacturer |
[name] |
MANUF 01 |
|
PEMS type |
[PEMS commercial name] |
PEMS X56 |
|
PEMS serial number |
[number] |
C9658 |
|
PEMS power supply |
[battery type Li-ion/Ni-Fe/Mg-ion] |
Li-ion |
|
Gas analyser manufacturer |
[name] |
MANUF 22 |
|
Gas analyser type |
[type] |
IR |
|
Gas analyser serial number |
[number] |
556 |
|
Propulsion type |
[ICE/NOVC-HEV/ OVC-HEV] |
ICE |
|
Electric motor power |
[kW. 0 if vehicle with ICE only] |
0 |
|
Engine condition at test start |
[cold/warm] |
Cold |
|
Wheel drive mode |
[2WD/4WD] |
2WD |
|
Artificial payload |
[% deviation from the payload] |
28 |
|
Fuel used |
[reference/market/EN228] |
market |
|
Tyre tread depth |
[mm] |
5 |
|
Vehicle age |
[months] |
26 |
|
Fuel supply system |
[Direct injection/Indirect injection/Direct and indirect injection] |
Direct injection |
|
Type of bodywork |
[saloon/hatchback/station wagon/coupé/convertible/lorry/van] |
saloon |
|
CO2 emission on charge sustaining (OVC-HEVs) |
[g/km] |
— |
|
EFM manufacturer (2) |
[name] |
EFMman 2 |
|
EFM sensor type (2) |
[functional principle] |
Pitot |
|
EFM serial number (2) |
[number] |
556 |
|
Source of exhaust mass flow rate |
[EFM/ECU/sensor] |
EFM |
|
Air pressure sensor |
[type/ manufacturer] |
Piezoresistor/AAA |
|
Test date |
[dd.mm.yyyy] |
13.10.2016 |
|
Start time of pre-test procedure |
[h:min] |
15:25 |
|
Start time of trip |
[h:min] |
15:42 |
|
Start time of post-test procedure |
[h:min] |
17:28 |
|
End time of pre-test procedure |
[h:min] |
15:32 |
|
End time of trip |
[h:min] |
17:25 |
|
End time of post-test procedure |
[h:min] |
17:38 |
|
Soaking maximum temperature |
[K] |
291,2 |
|
Soaking minimum temperature |
[K] |
290,7 |
|
Soaking done totally or partially in ambient temperature extended conditions |
[yes/no] |
No |
|
Drive mode for ICE if any |
[normal/sport/eco] |
Eco |
|
Drive mode for PHEV |
[charge sustaining/charge depleting/battery charge/mild operation] |
|
|
Any active safety system disabled during the test? |
[No/ESP/ABS/AEB] |
No |
|
Start-stop system active |
[yes/no/no SS] |
no SS |
|
Air conditioning |
[off/on] |
off |
|
Time correction: Shift THC |
[s] |
|
|
Time correction: Shift CH4 |
[s] |
|
|
Time correction: Shift NMHC |
[s] |
|
|
Time correction: Shift O2 |
[s] |
– 2 |
|
Time correction: Shift PN |
[s] |
3,1 |
|
Time correction: Shift CO |
[s] |
2,1 |
|
Time correction: Shift CO2 |
[s] |
2,1 |
|
Time correction: Shift NO |
[s] |
– 1,1 |
|
Time correction: Shift NO2 |
[s] |
– 1,1 |
|
Time correction: Shift exhaust mass flow rate |
[s] |
3,2 |
|
Span reference value THC |
[ppm] |
|
|
Span reference value CH4 |
[ppm] |
|
|
Span reference value NMHC |
[ppm] |
|
|
Span reference value O2 |
[%] |
|
|
Span reference value PN |
[#] |
|
|
Span reference value CO |
[ppm] |
18 000 |
|
Span reference value CO2 |
[%] |
15 |
|
Span reference value NO |
[ppm] |
4 000 |
|
Span Reference Value NO2 |
[ppm] |
550 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
Pre-test zero response THC |
[ppm] |
|
|
Pre-test zero response CH4 |
[ppm] |
|
|
Pre-test zero response NMHC |
[ppm] |
|
|
Pre-test zero response O2 |
[%] |
|
|
Pre-test zero response PN |
[#] |
|
|
Pre-test zero response CO |
[ppm] |
0 |
|
Pre-test zero response CO2 |
[%] |
0 |
|
Pre-test zero response NO |
[ppm] |
0,03 |
|
Pre-test zero response NO2 |
[ppm] |
– 0,06 |
|
Pre-test span response THC |
[ppm] |
|
|
Pre-test span response CH4 |
[ppm] |
|
|
Pre-test span response NMHC |
[ppm] |
|
|
Pre-test span response O2 |
[%] |
|
|
Pre-test span response PN |
[#] |
|
|
Pre-test span response CO |
[ppm] |
18 008 |
|
Pre-test span response CO2 |
[%] |
14,8 |
|
Pre-test span response NO |
[ppm] |
4 000 |
|
Pre-test span response NO2 |
[ppm] |
549 |
|
Post-test zero response THC |
[ppm] |
|
|
Post-test zero response CH4 |
[ppm] |
|
|
Post-test zero response NMHC |
[ppm] |
|
|
Post-test zero response O2 |
[%] |
|
|
Post-test zero response PN |
[#] |
|
|
Post-test zero response CO |
[ppm] |
0 |
|
Post-test zero response CO2 |
[%] |
0 |
|
Post-test zero response NO |
[ppm] |
0,11 |
|
Post-test zero response NO2 |
[ppm] |
0,12 |
|
Post-test span response THC |
[ppm] |
|
|
Post-test span response CH4 |
[ppm] |
|
|
Post-test span response NMHC |
[ppm] |
|
|
Post-test span response O2 |
[%] |
|
|
Post-test span response PN |
[#] |
|
|
Post-test span response CO |
[ppm] |
18 010 |
|
Post-test span response CO2 |
[%] |
14,55 |
|
Post-test span response NO |
[ppm] |
4 505 |
|
Post-test span response NO2 |
[ppm] |
544 |
|
PEMS validation - results THC |
[mg/km] |
|
|
PEMS validation - results CH4 |
[mg/km] |
|
|
PEMS validation - results NMHC |
[mg/km] |
|
|
PEMS validation - results PN |
[#/km] |
|
|
PEMS validation - results CO |
[mg/km] |
56,0 |
|
PEMS validation - results CO2 |
[g/km] |
2,2 |
|
PEMS validation - results NOX |
[mg/km] |
11,5 |
|
PEMS validation - results THC |
[% of the laboratory reference] |
|
|
PEMS validation - results CH4 |
[% of the laboratory reference] |
|
|
PEMS validation - results NMHC |
[% of the laboratory reference] |
|
|
PEMS validation - results PN |
[% of the PMP system] |
|
|
PEMS validation - results CO |
[% of the laboratory reference] |
2,0 |
|
PEMS validation - results CO2 |
[% of the laboratory reference] |
3,5 |
|
PEMS validation - results NOX |
[% of the laboratory reference] |
4,2 |
|
PEMS validation - results NO |
[mg/km] |
|
|
PEMS validation - results NO2 |
[mg/km] |
|
|
PEMS validation - results NO |
[% of the laboratory reference] |
|
|
PEMS validation - results NO2 |
[% of the laboratory reference] |
|
|
NOx margin |
[value] |
0,43 |
|
PN margin |
[value] |
0,5 |
|
CO margin |
[value] |
|
|
Ki used |
[none/additive/multiplicative] |
none |
|
Ki factor/ Ki offset |
[value] |
|
|
|
|
|
|
(1) Mass of the vehicle as tested on the road, including the mass of the driver and all PEMS components including any artificial payload. (2) Mandatory if the exhaust mass flow rate is determined by an EFM. (3) If required, additional information may be added here. (4) Additional parameters may be added to characterise and label the test. (2) Placeholders for additional information about analyser manufacturer and serial number in case multiple analysers are used. |
||
The body of the data exchange file is composed of a 3-line header corresponding to lines 198, 199, and 200 (Table 2, transposed) and the actual values recorded during the trip, to be included from line 201 onward until the end of data. Left column of Table 2 corresponds to line 198 of the data exchange file (fixed format). Central column of Table 2 corresponds to line 199 of the data exchange file (fixed format). Right column of Table 2 corresponds to line 200 of the data exchange file (fixed format).
Table 2
Body of the data exchange file; the rows and columns of this table shall be transposed in the body of the data exchange file
|
Time |
trip |
[s] |
|
Vehicle speed (1) |
Sensor |
[km/h] |
|
Vehicle speed (1) |
GPS |
[km/h] |
|
Vehicle speed (1) |
ECU |
[km/h] |
|
Latitude |
GPS |
[deg:min:s] |
|
Longitude |
GPS |
[deg:min:s] |
|
Altitude (1) |
GPS |
[m] |
|
Altitude (1) |
Sensor |
[m] |
|
Ambient pressure |
Sensor |
[kPa] |
|
Ambient temperature |
Sensor |
[K] |
|
Ambient humidity |
Sensor |
[g/kg] |
|
THC concentration |
Analyser |
[ppm] |
|
CH4 concentration |
Analyser |
[ppm] |
|
NMHC concentration |
Analyser |
[ppm] |
|
CO concentration |
Analyser |
[ppm] |
|
CO2 concentration |
Analyser |
[ppm] |
|
NOX concentration |
Analyser |
[ppm] |
|
NO concentration |
Analyser |
[ppm] |
|
NO2 concentration |
Analyser |
[ppm] |
|
O2 concentration |
Analyser |
[ppm] |
|
PN concentration |
Analyser |
[#/m3] |
|
Exhaust mass flow rate |
EFM |
[kg/s] |
|
Exhaust temperature in the EFM |
EFM |
[K] |
|
Exhaust mass flow rate |
Sensor |
[kg/s] |
|
Exhaust mass flow rate |
ECU |
[kg/s] |
|
THC mass |
Analyser |
[g/s] |
|
CH4 mass |
Analyser |
[g/s] |
|
NMHC mass |
Analyser |
[g/s] |
|
CO mass |
Analyser |
[g/s] |
|
CO2 mass |
Analyser |
[g/s] |
|
NOX mass |
Analyser |
[g/s] |
|
NO mass |
Analyser |
[g/s] |
|
NO2 mass |
Analyser |
[g/s] |
|
O2 mass |
Analyser |
[g/s] |
|
PN |
Analyser |
[#/s] |
|
Gas measurement active |
PEMS |
[active (1); inactive (0); error (> 1)] |
|
Engine speed |
ECU |
[rpm] |
|
Engine torque |
ECU |
[Nm] |
|
Torque at driven axle |
Sensor |
[Nm] |
|
Wheel rotational speed |
Sensor |
[rad/s] |
|
Fuel rate |
ECU |
[g/s] |
|
Engine fuel flow |
ECU |
[g/s] |
|
Engine intake air flow |
ECU |
[g/s] |
|
Engine Coolant temperature |
ECU |
[K] |
|
Engine Oil temperature |
ECU |
[K] |
|
Regeneration status |
ECU |
— |
|
Pedal position |
ECU |
[%] |
|
Vehicle status |
ECU |
[error (1); normal (0)] |
|
Percent torque |
ECU |
[%] |
|
Per cent friction torque |
ECU |
[%] |
|
State of charge |
ECU |
[%] |
|
Relative ambient humidity |
Sensor |
[%] |
|
|
|
|
|
(1) To be determined by at least one method (2) Additional parameters may be added to characterise vehicle and test conditions. |
||
Left column in Table 3 is the parameter to be reported (fixed format). Central column in Table 3 is the description and or unit (fixed format). If a parameter can be described with an element of a pre-defined list from the central column, then the parameter shall be described using the predefined nomenclature. Right column in Table 3 is where the actual data should be inserted. In the table, dummy data has been inserted to show the proper way to fill in the reported content. The order of the columns and lines must be respected.
4.2. Intermediate and final results
4.2.1. Intermediate results
Table 3
Reporting file #1 - Summary parameters of intermediate results
|
Total trip distance |
[km] |
90,9 |
|
Total trip duration |
[h:min:s] |
01:37:03 |
|
Total stop time |
[min:s] |
09:02 |
|
Trip average speed |
[km/h] |
56,2 |
|
Trip maximum speed |
[km/h] |
142,8 |
|
Average THC emissions |
[ppm] |
|
|
Average CH4 emissions |
[ppm] |
|
|
Average NMHC emissions |
[ppm] |
|
|
Average CO emissions |
[ppm] |
15,6 |
|
Average CO2 emissions |
[ppm] |
119 969,1 |
|
Average NOX emissions |
[ppm] |
6,3 |
|
Average PN emissions |
[#/m3] |
|
|
Average exhaust mass flow rate |
[kg/s] |
0,010 |
|
Average exhaust temperature |
[K] |
368,6 |
|
Maximum exhaust temperature |
[K] |
486,7 |
|
Cumulated THC mass |
[g] |
|
|
Cumulated CH4 mass |
[g] |
|
|
Cumulated NMHC mass |
[g] |
|
|
Cumulated CO mass |
[g] |
0,69 |
|
Cumulated CO2 mass |
[g] |
12 029,53 |
|
Cumulated NOX mass |
[g] |
0,71 |
|
Cumulated PN |
[#] |
|
|
Total trip THC emissions |
[mg/km] |
|
|
Total trip CH4 emissions |
[mg/km] |
|
|
Total trip NMHC emissions |
[mg/km] |
|
|
Total trip CO emissions |
[mg/km] |
7,68 |
|
Total trip CO2 emissions |
[g/km] |
132,39 |
|
Total trip NOX emissions |
[mg/km] |
7,98 |
|
Total trip PN emissions |
[#/km] |
|
|
Distance urban part |
[km] |
34,7 |
|
Duration urban part |
[h:min:s] |
01:01:42 |
|
Stop time urban part |
[min:s] |
09:02 |
|
Average speed urban part |
[km/h] |
33,8 |
|
Maximum speed urban part |
[km/h] |
59,9 |
|
Average urban THC concentration |
[ppm] |
|
|
Average urban CH4 concentration |
[ppm] |
|
|
Average urban NMHC concentration |
[ppm] |
|
|
Average urban CO concentration |
[ppm] |
23,8 |
|
Average urban CO2 concentration |
[ppm] |
115 968,4 |
|
Average urban NOX concentration |
[ppm] |
7,5 |
|
Average urban PN concentration |
[#/m3] |
|
|
Average urban exhaust mass flow rate |
[kg/s] |
0,007 |
|
Average urban exhaust temperature |
[K] |
348,6 |
|
Maximum urban exhaust temperature |
[K] |
435,4 |
|
Cumulated urban THC mass |
[g] |
|
|
Cumulated urban CH4 mass |
[g] |
|
|
Cumulated urban NMHC mass |
[g] |
|
|
Cumulated urban CO mass |
[g] |
0,64 |
|
Cumulated urban CO2 mass |
[g] |
5 241,29 |
|
Cumulated urban NOX mass |
[g] |
0,45 |
|
Cumulated urban PN |
[#] |
|
|
Urban THC emissions |
[mg/km] |
|
|
Urban CH4 emissions |
[mg/km] |
|
|
Urban NMHC emissions |
[mg/km] |
|
|
Urban CO emissions |
[mg/km] |
18,54 |
|
Urban CO2 emissions |
[g/km] |
150,64 |
|
Urban NOX emissions |
[mg/km] |
13,18 |
|
Urban PN emissions |
[#/km] |
|
|
Distance rural part |
[km] |
30,0 |
|
Duration rural part |
[h:min:s] |
00:22:28 |
|
Stop time rural part |
[min:s] |
00:00 |
|
Average speed rural part |
[km/h] |
80,2 |
|
Maximum speed rural part |
[km/h] |
89,8 |
|
Average rural THC concentration |
[ppm] |
|
|
Average rural CH4 concentration |
[ppm] |
|
|
Average rural NMHC concentration |
[ppm] |
|
|
Average rural CO concentration |
[ppm] |
0,8 |
|
Average rural CO2 concentration |
[ppm] |
126 868,9 |
|
Average rural NOX concentration |
[ppm] |
4,8 |
|
Average rural PN concentration |
[#/m3] |
|
|
Average rural exhaust mass flow rate |
[kg/s] |
0,013 |
|
Average rural exhaust temperature |
[K] |
383,8 |
|
Maximum rural exhaust temperature |
[K] |
450,2 |
|
Cumulated rural THC mass |
[g] |
|
|
Cumulated rural CH4 mass |
[g] |
|
|
Cumulated rural NMHC mass |
[g] |
|
|
Cumulated rural CO mass |
[g] |
0,01 |
|
Cumulated rural CO2 mass |
[g] |
3 500,77 |
|
Cumulated rural NOX mass |
[g] |
0,17 |
|
Cumulated rural PN |
[#] |
|
|
Rural THC emissions |
[mg/km] |
|
|
Rural CH4 emissions |
[mg/km] |
|
|
Rural NMHC emissions |
[mg/km] |
|
|
Rural CO emissions |
[mg/km] |
0,25 |
|
Rural CO2 emissions |
[g/km] |
116,44 |
|
Rural NOX emissions |
[mg/km] |
5,78 |
|
Rural PN emissions |
[#/km] |
|
|
Distance motorway part |
[km] |
26,1 |
|
Duration motorway part |
[h:min:s] |
00:12:53 |
|
Stop time motorway part |
[min:s] |
00:00 |
|
Average speed motorway part |
[km/h] |
121,3 |
|
Maximum speed motorway part |
[km/h] |
142,8 |
|
Average motorway THC concentration |
[ppm] |
|
|
Average motorway CH4 concentration |
[ppm] |
|
|
Average motorway NMHC concentration |
[ppm] |
|
|
Average motorway CO concentration |
[ppm] |
2,45 |
|
Average motorway CO2 concentration |
[ppm] |
127 096,5 |
|
Average motorway NOX concentration |
[ppm] |
2,48 |
|
Average motorway PN concentration |
[#/m3] |
|
|
Average motorway exhaust mass flow rate |
[kg/s] |
0,022 |
|
Average motorway exhaust temperature |
[K] |
437,9 |
|
Maximum motorway exhaust temperature |
[K] |
486,7 |
|
Cumulated motorway THC mass |
[g] |
|
|
Cumulated motorway CH4 mass |
[g] |
|
|
Cumulated motorway NMHC mass |
[g] |
|
|
Cumulated motorway CO mass |
[g] |
0,04 |
|
Cumulated motorway CO2 mass |
[g] |
3 287,47 |
|
Cumulated motorway NOX mass |
[g] |
0,09 |
|
Cumulated motorway PN |
[#] |
|
|
Motorway THC emissions |
[mg/km] |
|
|
Motorway CH4 emissions |
[mg/km] |
|
|
Motorway NMHC emissions |
[mg/km] |
|
|
Motorway CO emissions |
[mg/km] |
1,76 |
|
Motorway CO2 emissions |
[g/km] |
126,20 |
|
Motorway NOX emissions |
[mg/km] |
3,29 |
|
Motorway PN emissions |
[#/km] |
|
|
Altitude at start point of the trip |
[m above sea level] |
123,0 |
|
Altitude at end point of the trip |
[m above sea level] |
154,1 |
|
Cumulative elevation gain during the trip |
[m/100 km] |
834,1 |
|
Cumulative urban elevation gain |
[m/100 km] |
760,9 |
|
Urban datasets with acceleration values > 0,1 m/s2 |
[number] |
845 |
|
(v · apos)95 urban |
[m2/s3] |
9,03 |
|
RPAurban |
[m/s2] |
0,18 |
|
Rural datasets with acceleration values > 0,1 m/s2 |
[number] |
543 |
|
(v · apos)95 rural |
[m2/s3] |
9,60 |
|
RPArural |
[m/s2] |
0,07 |
|
Motorway datasets with acceleration values > 0,1 m/s2 |
[number] |
268 |
|
(v · apos)95 motorway |
[m2/s3] |
5,32 |
|
RPAmotorway |
[m/s2] |
0,03 |
|
Cold start distance |
[km] |
2,3 |
|
Cold start duration |
[h:min:s] |
00:05:00 |
|
Cold start stop time |
[min:s] |
60 |
|
Cold start average speed |
[km/h] |
28,5 |
|
Cold start maximum speed |
[km/h] |
55,0 |
|
Urban distance driven with ICE on |
[km] |
34,8 |
|
Speed signal used |
[GPS/ECU/sensor] |
GPS |
|
T4253H-Filter used |
[yes/no] |
no |
|
Duration of longest stop period |
[s] |
54 |
|
urban stops > 10 seconds |
[number] |
12 |
|
Idling time after 1st ignition |
[s] |
7 |
|
Motorway speed share > 145 km/h |
[%] |
0,1 |
|
Maximum altitude during the trip |
[m] |
215 |
|
Maximum ambient temperature |
[K] |
293,2 |
|
Minimum ambient temperature |
[K] |
285,7 |
|
Trip done totally or partially in altitude extended conditions |
[yes/no] |
no |
|
Trip done totally or partially in ambient temperature extended conditions |
[yes/no] |
no |
|
Average NO emissions |
[ppm] |
3,2 |
|
Average NO2 emissions |
[ppm] |
2,1 |
|
Cumulated NO mass |
[g] |
0,23 |
|
Cumulated NO2 mass |
[g] |
0,09 |
|
Total trip NO emissions |
[mg/km] |
5,90 |
|
Total trip NO2 emissions |
[mg/km] |
2,01 |
|
Average urban NO concentration |
[ppm] |
7,6 |
|
Average urban NO2 concentration |
[ppm] |
1,2 |
|
Cumulated urban NO mass |
[g] |
0,33 |
|
Cumulated urban NO2 mass |
[g] |
0,12 |
|
Urban NO emissions |
[mg/km] |
11,12 |
|
Urban NO2 emissions |
[mg/km] |
2,12 |
|
Average rural NO concentration |
[ppm] |
3,8 |
|
Average rural NO2 concentration |
[ppm] |
1,8 |
|
Cumulated rural NO mass |
[g] |
0,33 |
|
Cumulated rural NO2 mass |
[g] |
0,12 |
|
Rural NO emissions |
[mg/km] |
11,12 |
|
Rural NO2 emissions |
[mg/km] |
2,12 |
|
Average motorway NO concentration |
[ppm] |
2,2 |
|
Average motorway NO2 concentration |
[ppm] |
0,4 |
|
Cumulated motorway NO mass |
[g] |
0,33 |
|
Cumulated motorway NO2 mass |
[g] |
0,12 |
|
Motorway NO emissions |
[mg/km] |
11,12 |
|
Motorway NO2 emissions |
[mg/km] |
2,21 |
|
TEST ID |
[code] |
TEST_01_Veh01 |
|
Test date |
[dd.mm.yyyy] |
13.10.2016 |
|
Organisation supervising the test |
[name of the organization] |
Dummy |
|
|
|
|
|
(1) Parameters may be added to characterize additional elements of the trip. |
||
4.2.2. Results of the data evaluation
In Table 4, from lines 1 to 497, the left column is the parameter to be reported (fixed format), the central column is the description and or unit (fixed format), and the right column is where the actual data should be inserted. In the table, dummy data has been inserted to show the proper way to fill in the reported content. The order of the columns and lines must be respected.
Table 4
Header of reporting file #2 - Calculation settings of the data evaluation method in accordance with Appendix 5 and Appendix 6
|
Reference CO2 mass |
[g] |
1 529,48 |
|
Coefficient a1 of the CO2 characteristic curve |
— |
– 1,99 |
|
Coefficient b1 of the CO2 characteristic curve |
— |
238,07 |
|
Coefficient a2 of the CO2 characteristic curve |
— |
0,49 |
|
Coefficient b2 of the CO2 characteristic curve |
— |
97,02 |
|
[reserved] |
— |
|
|
[reserved] |
— |
|
|
[reserved] |
— |
|
|
[reserved] |
— |
|
|
[reserved] |
— |
|
|
Calculation software and version |
— |
EMROAD V.5.90 B5 |
|
Primary upper tolerance tol1+ |
[%][% URB/ % RUR/ % MOT] |
45/40/40 |
|
Primary lower tolerance tol1– |
[%] |
25 |
|
IC(t) |
[ICE ratio on total trip] |
1 |
|
dICE(t) |
[km on ICE on total trip] |
88 |
|
dEV(t) |
[km on electric on total trip] |
0 |
|
mCO2_WLTP_CS(t) |
[kg of CO2 emitted over the WLTP for an OVC-HEV tested on its charge sustaining mode] |
|
|
MCO2_WLTP(t) |
[distance-specific CO2 emitted over the WLTP g/km] |
154 |
|
MCO2_WLTP_CS(t) |
[distance-specific CO2 for an OVC-HEV emitted over the WLTP tested on its charge sustaining mode g/km] |
|
|
MCO2_RDE(t) |
[distance-specific mass of CO2 [g/km], emitted over the total RDE trip] |
122,4 |
|
MCO2_RDE(u) |
[distance-specific mass of CO2 [g/km], emitted over the urban RDE trip] |
135,8 |
|
r(t) |
[ratio between the CO2 emissions measured during the RDE test and the WLTP test] |
1,15 |
|
rOVC-HEV(t) |
[ratio between the CO2 emissions measured during the total RDE test and the total WLTP for an OVC-HEV] |
|
|
RF(t) |
[result evaluation factor calculated for the total RDE trip] |
1 |
|
RFL1 |
[first parameter of the function used to calculate the result evaluation factor] |
1,2 |
|
RFL2 |
[second parameter of the function used to calculate the result evaluation factor] |
1,25 |
|
IC(u) |
[ICE ratio on urban trip] |
1 |
|
dICE(u) |
[km on ICE on urban trip] |
25 |
|
dEV(u) |
[km on electric on urban trip] |
0 |
|
r(u) |
[ratio between the CO2 emissions measured during the urban part of the RDE test and the WLTP test phases 1 + 2] |
1,26 |
|
rOVC-HEV(u) |
[ratio between the CO2 emissions measured during the urban part of the RDE test and the total WLTP for an OVC-HEV] |
|
|
RF(u) |
[result evaluation factor calculated for the urban RDE trip] |
0,793651 |
|
TEST ID |
[code] |
TEST_01_Veh01 |
|
Test date |
[dd.mm.yyyy] |
13.10.2016 |
|
Organisation supervising the test |
[name of the organization] |
Dummy |
|
|
|
|
|
(1) Parameters may be added until line 95 to characterize additional calculation settings. |
||
Table 5a starts from lines 101 of the data reporting file #2. The left column is the parameter to be reported (fixed format), the central column is the description and or unit (fixed format), and the right column is where the actual data should be inserted. In the table, dummy data has been inserted to show the proper way to fill in the reported content. The order of the columns and lines must be respected.
Table 5a
Header of reporting file #2 – Results of the data evaluation method in accordance with Appendix 5
|
Number of windows |
— |
4 265 |
|
Number of urban windows |
— |
1 551 |
|
Number of rural windows |
— |
1 803 |
|
Number of motorway windows |
— |
910 |
|
[reserved] |
— |
— |
|
[reserved] |
— |
— |
|
[reserved] |
— |
— |
|
[reserved] |
— |
— |
|
[reserved] |
— |
— |
|
[reserved] |
— |
— |
|
Number of windows within tol1 |
— |
4 219 |
|
Number of urban windows within tol1 |
— |
1 535 |
|
Number of rural windows within tol1 |
— |
1 774 |
|
Number of motorway windows within tol1 |
— |
910 |
|
[reserved] |
— |
— |
|
[reserved] |
— |
— |
|
[reserved] |
— |
— |
|
[reserved] |
— |
— |
|
Share of urban windows within tol1 |
[%] |
99,0 |
|
Share of rural windows within tol1 |
[%] |
98,4 |
|
Share of motorway windows within tol1 |
[%] |
100,0 |
|
Share of urban windows within tol1 greater than 50 % |
[1 = Yes; 0 = No] |
1 |
|
Share of rural windows within tol1 greater than 50 % |
[1 = Yes; 0 = No] |
1 |
|
Share of motorway windows within tol1 greater than 50 % |
[1 = Yes; 0 = No] |
1 |
|
[reserved] |
— |
— |
|
[reserved] |
— |
— |
|
[reserved] |
— |
— |
|
[reserved] |
— |
— |
|
[reserved] |
— |
— |
|
[reserved] |
— |
— |
|
[reserved] |
— |
— |
|
[reserved] |
— |
— |
|
[reserved] |
— |
— |
|
[reserved] |
— |
— |
|
[reserved] |
— |
— |
|
[reserved] |
— |
— |
|
[reserved] |
— |
— |
|
[reserved] |
— |
— |
|
[reserved] |
— |
— |
|
[reserved] |
— |
— |
|
[reserved] |
— |
— |
|
[reserved] |
— |
— |
|
[reserved] |
— |
— |
|
[reserved] |
— |
— |
|
[reserved] |
— |
— |
|
[reserved] |
— |
— |
|
[reserved] |
— |
— |
|
[reserved] |
— |
— |
|
[reserved] |
— |
— |
|
[reserved] |
— |
— |
|
[reserved] |
— |
— |
|
[reserved] |
— |
— |
|
|
|
|
|
(1) Additional parameters may be added until line 195. |
||
Table 5b starts from lines 201 of the data reporting file #2. The left column is the parameter to be reported (fixed format), the central column is the description and or unit (fixed format), and the right column is where the actual data should be inserted. In the table, dummy data has been inserted to show the proper way to fill in the reported content. The order of the columns and lines must be respected.
Table 5b
Header of reporting file #2 – Final emission results in accordance with Appendix 6
|
Total trip - THC emissions |
[mg/km] |
|
|
Total trip - CH4 emissions |
[mg/km] |
|
|
Total trip - NMHC emissions |
[mg/km] |
|
|
Total trip - CO emissions |
[mg/km] |
|
|
Total trip - NOX emissions |
[mg/km] |
6,73 |
|
Total trip - PN emissions |
[#/km] |
1,15 × 1011 |
|
Total trip - CO2 emissions |
[g/km] |
|
|
Total trip - NO emissions |
[mg/km] |
4,73 |
|
Total trip - NO2 emissions |
[mg/km] |
2 |
|
Urban trip - THC emissions |
[mg/km] |
|
|
Urban trip - CH4 emissions |
[mg/km] |
|
|
Urban trip - NMHC emissions |
[mg/km] |
|
|
Urban trip - CO emissions |
[mg/km] |
|
|
Urban trip - NOX emissions |
[mg/km] |
8,13 |
|
Urban trip - PN emissions |
[#/km] |
0,85 × 1011 |
|
Urban trip - CO2 emissions |
[g/km] |
|
|
Urban trip - NO emissions |
[mg/km] |
6,41 |
|
Urban trip - NO2 emissions |
[mg/km] |
2,5 |
|
|
|
|
|
(1) Additional parameters may be added. |
||
The body of the reporting file #2 is composed by a 3-line header corresponding to lines 498, 499, and 500 (Table 6, transposed) and the actual values describing the Moving Average Windows as calculated in accordance with Appendix 5 shall be included from line 501 onward until the end of data. Left column of Table 6 corresponds to line 498 of the reporting file #2 (fixed format). Central column of Table 6 corresponds to line 499 of the reporting file #2 (fixed format). Right column of Table 6 corresponds to line 500 of the reporting file #2 (fixed format).
Table 6
Body of reporting file #2 - Detailed results of the data evaluation method in accordance with Appendix 5; the rows and columns of this table shall be transposed in the body of the data reporting file
|
Window Start Time |
|
[s] |
|
Window End Time |
|
[s] |
|
Window Duration |
|
[s] |
|
Window Distance |
Source (1 = GPS; 2 = ECU; 3 = Sensor) |
[km] |
|
[reserved] |
— |
— |
|
[reserved] |
— |
— |
|
[reserved] |
— |
— |
|
[reserved] |
— |
— |
|
Window CO2 emissions |
|
[g] |
|
[reserved] |
— |
— |
|
[reserved] |
— |
— |
|
[reserved] |
— |
— |
|
[reserved] |
— |
— |
|
[reserved] |
— |
— |
|
[reserved] |
— |
— |
|
[reserved] |
— |
— |
|
[reserved] |
— |
— |
|
[reserved] |
— |
— |
|
Window CO2 emissions |
|
[g/km] |
|
[reserved] |
— |
— |
|
[reserved] |
— |
— |
|
[reserved] |
— |
— |
|
[reserved] |
— |
— |
|
[reserved] |
— |
— |
|
Window distance to CO2 characteristic curve h_j |
|
[%] |
|
[reserved] |
|
[-] |
|
Window Average Vehicle Speed |
Source (1 = GPS; 2 = ECU; 3 = Sensor) |
[km/h] |
|
|
|
|
|
(1) Additional parameters may be added to characterise window characteristics. |
||
4.3. Vehicle and engine description
The manufacturer shall provide the vehicle and engine description in accordance with Appendix 4 of Annex I.
4.4. Visual supporting material of the PEMS installation
It is necessary to document with visual material (photographs and/or videos) the installation of the PEMS on every tested vehicle. The pictures should be in quantity and quality enough to identify the vehicle and to assess if the installation of the PEMS main unit, the EFM, the GPS antenna, and the weather station follow the instrument manufacturers recommendations and the general good practices of PEMS testing.
Appendix 9
Manufacturer's certificate of compliance
Manufacturer's certificate of compliance with the Real Driving Emissions requirements
(Manufacturer): …
(Address of the Manufacturer): …
Certifies that
The vehicle types listed in the attachment to this Certificate comply with the requirements laid down in point 2.1 of Annex IIIA to Regulation (EU) 2017/1151 relating to real driving emissions for all possible RDE tests, which are in accordance to the requirements of this Annex.
Done at [… (Place)]
On [… (Date)]
…
(Stamp and signature of the manufacturer's representative)
Annex:
ANNEX IV
EMISSIONS DATA REQUIRED AT TYPE-APPROVAL FOR ROADWORTHINESS PURPOSES
Appendix 1
MEASURING CARBON MONOXIDE EMISSION AT ENGINE IDLING SPEEDS
(TYPE 2 TEST)
1. INTRODUCTION
1.1. This appendix describes the procedure for the type 2 test, measuring carbon monoxide emissions at engine idling speeds (normal and high).
2. GENERAL REQUIREMENTS
2.1. The general requirements shall be those specified in section 5.3.2 and paragraphs 5.3.7.1 to 5.3.7.6 of UN/ECE Regulation No 83, with the exception set out in section 2.2.
2.2. The table referred to in paragraph 5.3.7.5. of UN/ECE Regulation No 83 shall be understood as the table for the Type 2 test in section 2.1 the Addendum to Appendix 4 to Annex I to this Regulation.
3. TECHNICAL REQUIREMENTS
3.1. The technical requirements shall be those set out in Annex 5 to UN/ECE Regulation No 83, with the exceptions set out in sections 3.2. and 3.3.
3.2. The reference fuel specifications referred to in paragraph 2.1 of Annex 5 to UN/ECE Regulation No 83 shall be understood as referring to the appropriate reference fuel specifications in Annex IX to this Regulation.
3.3. Reference to the Type I test in paragraph 2.2.1. of Annex 5 to UN/ECE Regulation No 83 shall be understood as referring to the Type 1 test in Annex XXI to this Regulation.
Appendix 2
MEASUREMENT OF SMOKE OPACITY
1. INTRODUCTION
1.1. This Appendix describes the requirements for measuring the opacity of exhaust emissions.
2. SYMBOL OF THE CORRECTED ABSORPTION COEFFICIENT
2.1. A symbol of the corrected absorption coefficient shall be affixed to every vehicle conforming to a vehicle type to which this test applies. The symbol shall be a rectangle surrounding a figure expressing in m–1 the corrected absorption coefficient obtained, at the time of approval, from the test under free acceleration. The test method is described in section 4.
2.2. The symbol shall be clearly legible and indelible. It shall be fixed in a conspicuous and readily accessible place, the location of which shall be specified in the Addendum to the type-approval certificate shown in Appendix 4 to Annex I.
2.3. Figure IV.2.1 gives an example of the symbol.
Figure IV.2.1
The above symbol shows that the corrected absorption coefficient is 1,30 m–1.
3. SPECIFICATIONS AND TESTS
3.1. The specifications and tests shall be those set out in Part III, section 24, of UN/ECE Regulation No 24 ( 18 ), with the exception to these procedures set out in section 3.2.
3.2. The reference to Annex 2 in paragraph 24.1 of UN/ECE Regulation No 24 shall be understood as a reference to Appendix 4 to Annex I to this Regulation.
4. TECHNICAL REQUIREMENTS
|
4.1. |
The technical requirements shall be those set out in Annexes 4, 5, 7, 8, 9 and 10 to UN/ECE Regulation No 24, with the exceptions set out in sections 4.2., 4.3 and 4.4. |
|
4.2. |
Test at steady engine speeds over the full load curve
4.2.1. The references to Annex 1 in paragraph 3.1. of Annex 4 of UN/ECE Regulation No 24 shall be understood as references to Appendix 3 to Annex I to this Regulation. 4.2.2. The reference fuel specified in paragraph 3.2 of Annex 4 of UN/ECE Regulation No 24 shall be understood as reference to the reference fuel in Annex IX to this Regulation appropriate to the emission limits against which the vehicle is being type approved. |
|
4.3. |
Test under free acceleration
4.3.1. The references to Table 2, Annex 2 in paragraph 2.2 of Annex 5 to UN/ECE Regulation No 24 shall be understood as references to the table under point 2.4.2.1 of Appendix 4 to Annex I to this Regulation. 4.3.2. The references to paragraph 7.3 of Annex 1 in paragraph 2.3 of Annex 5 to UN/ECE Regulation No 24 shall be understood as references to Appendix 3 to Annex I to this Regulation. |
|
4.4. |
‘ECE’ method of measuring the net power of C.I. engines
4.4.1. The references in paragraph 7 of Annex 10 to UN/ECE Regulation No 24 to the ‘Appendix to this Annex’ and in paragraphs 7 and 8 of Annex 10 to UN/ECE Regulation No 24 to ‘Annex 1’ shall be understood as references to Appendix 3 to Annex I to this Regulation. |
ANNEX V
VERIFYING EMISSIONS OF CRANKCASE GASES
(TYPE 3 TEST)
1. INTRODUCTION
1.1. This Annex describes the procedure for the type 3 test verifying emissions of crankcase gases as described in section 5.3.3. of UN/ECE Regulation No 83.
2. GENERAL REQUIREMENTS
2.1. The general requirements for conducting the type 3 test shall be those set out in sections 1 and 2 of Annex 6 to UN/ECE Regulation No 83, with the exceptions set out in points 2.2 and 2.3 below.
2.2. Reference to the Type I test in paragraph 2.1. of Annex 6 to UN/ECE Regulation No 83 shall be understood as referring to the Type 1 test in Annex XXI to this Regulation.
2.3. The road load coefficients to be used shall be those for vehicle low (VL). If VL does not exist, then the VH road load shall be used. VL and VH are defined in point 4.2.1.1.2 of Sub-Annex 4 to Annex XXI. Alternatively, the manufacturer may choose to use road loads that have been determined in accordance with the provisions of Appendix 7 to Annex 4a of UN/ECE Regulation No 83 for a vehicle included in the interpolation family.
3. TECHNICAL REQUIREMENTS
3.1. The technical requirements shall be those set out in section 3 to 6 of Annex 6 to UN/ECE Regulation No 83, with the exception set out in point 3.2 below.
3.2. References to the Type I test in paragraph 3.2. of Annex 6 to UN/ECE Regulation No 83 shall be understood as referring to the Type 1 test in Annex XXI to this Regulation.
ANNEX VI
DETERMINATION OF EVAPORATIVE EMISSIONS
(TYPE 4 TEST)
1. Introduction
This Annex provides the method to determine the levels of evaporative emission from light-duty vehicles in a repeatable and reproducible manner designed to be representative of real world vehicle operation.
2. Reserved
3. Definitions
For the purposes of this Annex, the following definitions shall apply:
3.1. Test equipment
|
3.1.1. |
‘Accuracy’ means the difference between a measured value and a reference value, traceable to a national standard and describes the correctness of a result. |
|
3.1.2. |
‘Calibration’ means the process of setting a measurement system's response so that its output agrees with a range of reference signals. |
3.2. Hybrid electric vehicles
|
3.2.1. |
‘Charge-depleting operating condition’ means an operating condition in which the energy stored in the Rechargeable Electric Energy Storage System (REESS) may fluctuate but decreases on average while the vehicle is driven until transition to charge-sustaining operation. |
|
3.2.2. |
‘Charge-sustaining operating condition’ means an operating condition in which the energy stored in the REESS may fluctuate but, on average, is maintained at a neutral charging balance level while the vehicle is driven. |
|
3.2.3. |
‘Not off-vehicle charging hybrid electric vehicle’ (NOVC-HEV) means a hybrid electric vehicle that cannot be charged from an external source. |
|
3.2.4. |
‘Off-vehicle charging hybrid electric vehicle’ (OVC-HEV) means a hybrid electric vehicle that can be charged from an external source. |
|
3.2.5. |
‘Hybrid electric vehicle’ (HEV) means a hybrid vehicle where one of the propulsion energy converters is an electric machine. |
|
3.2.6. |
‘Hybrid vehicle’ (HV) means a vehicle equipped with a powertrain containing at least two different categories of propulsion energy converters and at least two different categories of propulsion energy storage systems. |
3.3. Evaporative emission
|
3.3.1. |
‘Fuel tank system’ means the devices which allow storing the fuel, comprising the fuel tank, the fuel filler, the filler cap and the fuel pump when it is fitted in or on the fuel tank. |
|
3.3.2. |
‘Fuel system’ means the components which store or transport fuel on board the vehicle and comprise the fuel tank system, all fuel and vapour lines, any non-tank mounted fuel pumps and the activated carbon canister. |
|
3.3.3. |
‘Butane working capacity’ (BWC) means the mass of butane which a canister can adsorb. |
|
3.3.4. |
‘BWC300’ means the butane working capacity after 300 cycles of fuel ageing cycles experienced. |
|
3.3.5. |
‘Permeability Factor’ (PF) means the factor determined from hydrocarbon losses over a period of time and used to determine the final evaporative emissions. |
|
3.3.6. |
‘Monolayer non-metal tank’ means a fuel tank constructed with a single layer of non-metal material including fluorinated/sulfonated materials. |
|
3.3.7. |
‘Multilayer tank’ means a fuel tank constructed with at least two different layered materials, one of which is a hydrocarbon barrier material. |
|
3.3.8. |
‘Sealed fuel tank system’ means a fuel tank system where the fuel vapours do not vent during parking over the 24-hour diurnal cycle defined in Appendix 2 to Annex 7 of UN/ECE Regulation No 83 when performed with a reference fuel defined in Section A.1 of Annex IX to this Regulation. |
|
3.3.9. |
‘Evaporative emissions’ means in the context of this Regulation the hydrocarbon vapours lost from the fuel system of a motor vehicle during parking and immediately before refuelling of a sealed fuel tank. |
|
3.3.10. |
‘Mono-fuel gas vehicle’ means a mono-fuel vehicle that runs primarily on liquefied petroleum gas, natural gas/biomethane, or hydrogen but may also have a petrol system for emergency purposes or starting only, where the petrol tank does not contain more than 15 litres of petrol. |
|
3.3.11. |
‘Depressurisation puff loss’ means hydrocarbons venting from a sealed fuel tank system pressure relief exclusively through the vapour storage unit allowed by the system. |
|
3.3.12. |
‘Depressurisation puff loss overflow’ are the depressurisation puff loss hydrocarbons that pass through the vapour storage unit during depressurisation. |
|
3.3.13. |
‘Fuel tank relief pressure’ is the minimum pressure value at which the sealed fuel tank system starts venting in response only to pressure inside the tank. |
|
3.3.14. |
‘Auxiliary canister’ is the canister used to measure depressurisation puff loss overflow. |
|
3.3.15. |
‘2 gram breakthrough’ shall be considered accomplished when the cumulative quantity of hydrocarbons emitted from the activated carbon canister equals 2 grams. |
4. Abbreviations
General abbreviations
|
BWC |
Butane working capacity |
|
PF |
Permeability factor |
|
APF |
Assigned permeability factor |
|
OVC-HEV |
Off-vehicle charging hybrid electric vehicle |
|
NOVC-HEV |
Not off-vehicle charging hybrid electric vehicle |
|
WLTC |
Worldwide light-duty test cycle |
|
REESS |
Rechargeable electric energy storage system |
5. General requirements
|
5.1. |
The vehicle and its components liable to affect the evaporative emissions shall be designed, constructed and assembled so as to enable the vehicle in normal use and under normal conditions of use such as humidity, rain, snow, heat, cold, sand, dirt, vibrations, wear, etc. to comply with the provisions of this Regulation during its useful life.
|
|
5.2. |
The test vehicle shall be selected in accordance with paragraph 5.5.2. |
|
5.3. |
Vehicle testing condition
|
|
5.4. |
Provisions for electronic system security
|
|
5.5. |
Evaporative emission family
|
|
5.6. |
The approval authority shall not grant type approval if the information provided is insufficient to demonstrate that the evaporative emissions are effectively limited during the normal use of the vehicle. |
6. Performance requirements
6.1. Limit values
The limit value shall be that specified in Table 3 of Annex I to Regulation (EC) No 715/2007.
Appendix 1
Type 4 test procedures and test conditions
1. Introduction
This Annex describes the procedure for the Type 4 test which determines the evaporative emission of vehicles.
2. Technical requirements
|
2.1. |
The procedure includes the evaporative emissions test and two additional tests, one for the ageing of carbon canisters, as described in paragraph 5.1. of this Appendix, and one for the permeability of the fuel tank system, as described in paragraph 5.2. of this Appendix. The evaporative emissions test (Figure VI.4) determines hydrocarbon evaporative emissions as a consequence of diurnal temperature fluctuations and hot soaks during parking. |
|
2.2. |
In the case that the fuel system contains more than one carbon canister, all references to the term ‘canister’ in this Annex shall apply to each canister. |
3. Vehicle
The vehicle shall be in good mechanical condition and have been run-in and driven at least 3 000 km before the test. For the purpose of the determination of evaporative emissions, the mileage and the age of the vehicle used for certification shall be included in all relevant test reports. The evaporative emission control system shall be connected and functioning correctly during the run-in period. A carbon canister aged in accordance with the procedure described in paragraph 5.1. of this Appendix shall be used.
4. Test equipment
4.1. Chassis dynamometer
The chassis dynamometer shall meet the requirements of paragraph 2. of Sub-Annex 5 of Annex XXI.
4.2. Evaporative emission measurement enclosure
The evaporative emission measurement enclosure shall meet the requirements of paragraph 4.2. of Annex 7 of UN/ECE Regulation No 83.
4.3. Analytical systems
The analytical systems shall meet the requirements of paragraph 4.3. of Annex 7 of UN/ECE Regulation No 83. Continuous measuring of hydrocarbons is not mandatory unless the fixed volume type enclosure is used.
4.4. Temperature recording system
The temperature recording shall meet the requirements of paragraph 4.5. of Annex 7 of UN/ECE Regulation No 83.
4.5. Pressure recording system
The pressure recording shall meet the requirements of paragraph 4.6. of Annex 7 of UN/ECE Regulation No 83, except that the accuracy and resolution of the pressure recording system defined in paragraph 4.6.2. of Annex 7 of UN/ECE Regulation No 83 shall be:
Accuracy: ± 0,3 kPa
Resolution: 0,025 kPa
4.6. Fans
The fans shall meet the requirements of paragraph 4.7. of Annex 7 of UN/ECE Regulation No 83, except that the capacity of the blowers shall be 0,1 to 0,5 m3/sec instead of 0,1 to 0,5 m3/min.
4.7. Calibration gases
The gases shall meet the requirements of paragraph 4.8. of Annex 7 of UN/ECE Regulation No 83.
4.8. Additional Equipment
The additional equipment shall meet the requirements of paragraph 4.9. of Annex 7 of UN/ECE Regulation No 83.
4.9. Auxiliary canister
The auxiliary canister should be identical to the main canister but not necessarily aged. The connection tube to the vehicle canister shall be as short as possible. The auxiliary canister shall be fully-purged with dry air prior to loading.
4.10. Canister weighing scale
The canister weighing scale shall have an accuracy of ±0,02 g.
5. Procedure for canister bench ageing and PF determination
5.1. Canister bench ageing
Before performing the hot soak and diurnal losses sequences, the canister shall be aged in accordance with the procedure described in Figure VI.1.
Figure VI.1
Canister bench ageing procedure
5.1.1. Ageing through exposure to temperature cycling
The canister shall be cycled between temperatures from – 15 °C to 60 °C in a dedicated temperature enclosure with 30 minutes of stabilisation at – 15 °C and 60 °C. Each cycle shall last 210 minutes (see Figure VI.2).
The temperature gradient shall be as close as possible to 1 °C/min. No forced air flow should pass through the canister.
The cycle shall be repeated 50 times consecutively. In total, this procedure lasts 175 hours.
Figure VI.2
Temperature conditioning cycle
5.1.2. Ageing through exposure to vibration
Following the temperature ageing procedure, the canister shall be shaken vertically with the canister mounted as per its orientation in the vehicle with an overall Grms > 1,5 m/sec2 with a frequency of 30 ± 10 Hz. The test shall last 12 hours.
5.1.3. Ageing through exposure to fuel vapour and determining BWC300
|
5.1.3.1. |
Ageing shall consist of repeatedly loading with fuel vapour and purging with laboratory air.
|
|
5.1.3.2. |
If an aged canister is provided by a supplier, the manufacturer shall inform the approval authority in advance of the ageing process to enable the witnessing of any part of that process in the supplier's facilities. |
|
5.1.3.3. |
The manufacturer shall provide the approval authority a test report including at least the following elements:
(a)
Type of activated carbon;
(b)
Loading rate;
(c)
Fuel specifications. |
5.2. Determination of the PF of the fuel tank system (see Figure VI.3)
Figure VI.3
Determination of the PF
|
5.2.1. |
The fuel tank system representative of a family shall be selected and mounted on a rig in a similar orientation as in the vehicle. The tank shall be filled to 40 ± 2 per cent of its nominal capacity with reference fuel at a temperature of 18 °C ± 2 °C. The rig with the fuel tank system shall be placed in a room with a controlled temperature of 40 °C ± 2 °C for 3 weeks. |
|
5.2.2. |
At the end of the third week, the tank shall be drained and refilled with reference fuel at a temperature of 18 °C ± 2 °C to 40 ± 2 per cent of its nominal tank capacity. Within 6 to 36 hours, the rig with the fuel tank system shall be placed in an enclosure. The last 6 hours of this period shall be at an ambient temperature of 20 °C ± 2 °C. In the enclosure, a diurnal procedure shall be performed over the first 24-hour period of the procedure described in paragraph 6.5.9. of this Appendix. The fuel vapour in the tank shall be vented to the outside of the enclosure to eliminate the possibility of the tank venting emissions being counted as permeation. The HC emissions shall be measured and the value shall be included in all relevant test reports as HC3W. |
|
5.2.3. |
The rig with the fuel tank system shall be placed again in a room with a controlled temperature of 40 °C ± 2 °C for the remaining 17 weeks. |
|
5.2.4. |
At the end of the seventeenth week, the tank shall be drained and refilled with reference fuel at a temperature of 18 °C ± 2 °C to 40 ± 2 per cent of its nominal tank capacity. Within 6 to 36 hours, the rig with the fuel tank system shall be placed in an enclosure. The last 6 hours of this period shall be at an ambient temperature of 20 °C ± 2 °C. In the enclosure, a diurnal procedure shall be performed over a first period of 24 hours of the procedure described in accordance with paragraph 6.5.9. of this Appendix. The fuel tank system shall be vented to the outside of the enclosure to eliminate the possibility of the tank venting emissions being counted as permeation. The HC emissions shall be measured and the value shall be included in all relevant test reports in this case as HC20W. |
|
5.2.5. |
The PF is the difference between HC20W and HC3W in g/24h calculated to 3 significant digits using the following equation: PF = HC20w – HC3W |
|
5.2.6. |
If the PF is determined by a supplier, the vehicle manufacturer shall inform the approval authority in advance of the determination to allow witness check in the supplier's facility. |
|
5.2.7. |
The manufacturer shall provide the approval authority with a test report containing at least the following:
(a)
A full description of the fuel tank system tested, including information on the type of tank tested, whether the tank is metal, monolayer non-metal or multilayer, and which types of materials are used for the tank and other parts of the fuel tank system;
(b)
The weekly mean temperatures at which the ageing was performed;
(c)
The HC measured at week 3 (HC3W);
(d)
The HC measured at week 20 (HC20W);
(e)
The resulting permeability factor (PF). |
|
5.2.8. |
As an alternative to paragraphs 5.2.1. to 5.2.7. of this Appendix, a manufacturer using multilayer tanks or metal tanks may choose to use an Assigned Permeability Factor (APF) instead of performing the complete measurement procedure mentioned above: APF multilayer/metal tank = 120 mg /24 h Where the manufacturer chooses to use an APF, the manufacturer shall provide the approval authority with a declaration in which the type of tank is clearly specified as well as a declaration of the type of materials used. |
6. Test procedure for the measurement of hot soak and diurnal losses
6.1. Vehicle preparation
The vehicle shall be prepared in accordance to paragraphs 5.1.1. and 5.1.2. of Annex 7 of UN/ECE Regulation No 83. At the request of the manufacturer and with approval of the approval authority, non-fuel background emission sources (e.g. paint, adhesives, plastics, fuel/vapour lines, tyres, and other rubber or polymer components) may be reduced to typical vehicle background levels before testing (e.g. baking of tyres at temperatures of 50 °C or higher for appropriate periods, baking of the vehicle, draining washer fluid).
For a sealed fuel tank system, the vehicle canisters shall be installed so that access to canisters and connection/disconnection of canisters can be done easily.
6.2. Mode selections and gear shift prescriptions
|
6.2.1. |
For vehicles with manual shift transmissions, the gear shift prescriptions specified in Sub-Annex 2 of Annex XXI shall apply. |
|
6.2.2. |
In the case of pure ICE vehicles, the mode shall be selected in accordance with Sub-Annex 6 of Annex XXI. |
|
6.2.3. |
In the case of NOVC-HEVs and OVC-HEVs, the mode shall be selected in accordance with Appendix 6 to Sub-Annex 8 of Annex XXI. |
|
6.2.4. |
Upon request of the approval authority, the selected mode may be different from that described in paragraphs 6.2.2. and 6.2.3. of this Appendix. |
6.3. Test conditions
The tests included in this Annex shall be performed using the test conditions specific to interpolation family vehicle H with the highest cycle energy demand of all the interpolation families included in the evaporative emission family being considered.
Alternatively, at the request of the approval authority, any cycle energy representative of a vehicle in the family may be used for the test.
6.4. Flow of the test procedure
The test procedure for non-sealed and sealed tank systems shall be followed in accordance with the flow chart described in Figure VI.4.
The sealed fuel tank systems shall be tested with one of 2 options. One option is to test the vehicle with one continuous procedure. Another option, called the stand-alone procedure, is to test the vehicle with two separate procedures which will allow repeating the dynamometer test and the diurnal tests without repeating the tank depressurisation puff loss overflow test and the depressurisation puff loss measurement.
Figure VI.4
Test procedure flow charts
6.5. Continuous test procedure for non-sealed fuel tank systems
6.5.1. Fuel drain and refill
The fuel tank of the vehicle shall be emptied. This shall be done so as not to abnormally purge or abnormally load the evaporative control devices fitted to the vehicle. Removal of the fuel cap is normally sufficient to achieve this. The fuel tank shall be refilled with reference fuel at a temperature of 18 °C ± 2 °C to 40 ± 2 per cent of its nominal capacity.
6.5.2. Soak
Within 5 minutes after completing fuel drain and refill, the vehicle shall be soaked for a minimum of 6 hours and a maximum of 36 hours at 23 °C ± 3 °C.
6.5.3. Preconditioning drive
The vehicle shall be placed on a chassis dynamometer and driven over the following phases of the cycle described in Sub-Annex 1 of Annex XXI:
For Class 1 vehicles: low, medium, low, low, medium, low
For Class 2 and 3 vehicles: low, medium, high, medium.
For OVC-HEVs, the preconditioning drive shall be performed under the charge-sustaining operating condition as defined in paragraph 3.3.6. of Annex XXI. Upon the request of approval authority, any other mode may be used.
6.5.4. Fuel drain and refill
Within one hour after the preconditioning drive, the fuel tank of the vehicle shall be emptied. This shall be done so as not to abnormally purge or abnormally load the evaporative control devices fitted to the vehicle. Removal of the fuel cap is normally sufficient to achieve this. The fuel tank shall be refilled with test fuel at a temperature of 18 °C ± 2 °C to 40 ± 2 per cent of its nominal capacity.
6.5.5. Soak
Within five minutes of completing fuel drain and refill, the vehicle shall be parked for a minimum of 12 hours and a maximum of 36 hours at 23 °C ± 3 °C.
During soaking, the procedures described in paragraphs 6.5.5.1. and 6.5.5.2. may be performed either in the order of first paragraph 6.5.5.1. followed by paragraph 6.5.5.2. or in the order paragraph 6.5.5.2. followed by paragraph 6.5.5.1. The procedures described in paragraphs 6.5.5.1. and 6.5.5.2. may also be performed simultaneously.
6.5.5.1. REESS charge
For OVC-HEVs, the REESS shall be fully charged in accordance with the charging requirements described in paragraph 2.2.3. of Appendix 4 to Sub-Annex 8 of Annex XXI.
6.5.5.2. Canister loading
The canister aged in accordance with the sequence described in paragraph 5.1. of this Appendix shall be loaded to 2 gram breakthrough in accordance with the procedure described in paragraph 5.1.4. of Annex 7 of UN/ECE Regulation No 83.
6.5.6. Dynamometer test
The test vehicle shall be pushed onto a dynamometer and shall be driven over the cycles described in paragraph 6.5.3.(a) or paragraph 6.5.3.(b) of this Appendix. OVC-HEVs shall be operated in charge-depleting operating condition. The engine shall be subsequently shut off. Exhaust emissions may be sampled during this operation and the results may be used for the purpose of exhaust emission and fuel consumption type approval if this operation meets the requirement described in Sub-Annex 6 or Sub-Annex 8 of Annex XXI.
6.5.7. Hot soak evaporative emissions test
Within 7 minutes after the dynamometer test and within 2 minutes of the engine being switched off, the hot soak evaporative emissions test shall be performed in accordance with paragraph 5.5. of Annex 7 of UN/ECE Regulation No 83. The hot soak losses shall be calculated in accordance with paragraph 7.1. of this Appendix and included in all relevant test reports as MHS.
6.5.8. Soak
After the hot soak evaporative emissions test, the test vehicle shall be soaked for not less than 6 hours and not more than 36 hours between the end of the hot soak test and the start of the diurnal emission test. For at least the last 6 hours of this period the vehicle shall be soaked at 20 °C ± 2 °C.
6.5.9. Diurnal testing
|
6.5.9.1. |
The test vehicle shall be exposed to two cycles of ambient temperature pursuant to the profile specified for the diurnal emission test in Appendix 2 to Annex 7 of UN/ECE Regulation No 83 with a maximum deviation of ± 2 °C at any time. The average temperature deviation from the profile, calculated using the absolute value of each measured deviation, shall not exceed ± 1 °C. Ambient temperature shall be measured at least every minute and included in all relevant test sheets. Temperature cycling shall begin at time Tstart = 0, as specified in paragraph 6.5.9.6. of this Appendix. |
|
6.5.9.2. |
The enclosure shall be purged for several minutes immediately before the test until a stable background is obtained. The chamber mixing fan(s) shall also be switched on at this time. |
|
6.5.9.3. |
The test vehicle, with the powertrain shut off and the test vehicle windows and luggage compartment(s) opened, shall be moved into the measuring chamber. The mixing fan(s) shall be adjusted in such a way as to maintain a minimum air circulation speed of 8 km/h under the fuel tank of the test vehicle. |
|
6.5.9.4. |
The hydrocarbon analyser shall be zeroed and spanned immediately before the test. |
|
6.5.9.5. |
The enclosure doors shall be closed and sealed gas-tight. |
|
6.5.9.6. |
Within 10 minutes of closing and sealing the doors, the hydrocarbon concentration, temperature and barometric pressure shall be measured to give initial readings of hydrocarbon concentration in the enclosure CHCi, barometric pressure Pi and ambient chamber temperature Ti for the diurnal testing. Tstart = 0 starts at this time. |
|
6.5.9.7. |
The hydrocarbon analyser shall be zeroed and spanned immediately before the end of each emission sampling period. |
|
6.5.9.8. |
The end of the first and second emission sampling period shall occur at 24 hours ±6 minutes and 48 hours ± 6 minutes, respectively, after the beginning of the initial sampling, as specified in paragraph 6.5.9.6. of this Appendix. The elapsed time shall be included in all relevant test reports. At the end of each emission sampling period, the hydrocarbon concentration, temperature and barometric pressure shall be measured and used to calculate the diurnal test results using the equation in paragraph 7.1. of this Appendix. The result obtained from the first 24 hours shall be included in all relevant test reports as MD1. The result obtained from the second 24 hours shall be included in all relevant test reports as MD2. |
6.6. Continuous test procedure for sealed fuel tank systems
|
6.6.1. |
In the case that the fuel tank relief pressure is greater than or equal to 30 kPa.
|
|
6.6.2. |
In the case that the fuel tank relief pressure is lower than 30 kPa The test shall be performed as described in paragraphs 6.6.1.1. to 6.6.1.13. of this Appendix. However, in this case, the ambient temperature described in paragraph 6.5.9.1. of this Appendix shall be replaced by the profile specified in Table VI.1 of this Appendix for the diurnal emission test.
Table VI.1 Ambient temperature profile of the alternative sequence for sealed fuel tank system
|
6.7. Stand-alone test procedure for sealed fuel tank systems
6.7.1 Measurement of depressurisation puff loss loading mass
|
6.7.1.1. |
The procedures in paragraphs 6.6.1.1. to 6.6.1.7.2. of this Appendix shall be performed. The depressurisation puff loss loading mass is defined as the difference in weight of the vehicle canister before paragraph 6.6.1.6. of this Appendix is applied and after paragraph 6.6.1.7.2. of this Appendix is applied. |
|
6.7.1.2. |
The depressurisation puff loss overflow from the vehicle canister shall be measured in accordance with paragraphs 6.6.1.8.1. and 6.6.1.8.2. of this Appendix and fulfil the requirements of paragraph 6.6.1.8.3. in this Appendix. |
6.7.2. Hot soak and diurnal breathing evaporative emissions test
6.7.2.1. In the case that the fuel tank relief pressure is greater than or equal to 30 kPa
|
6.7.2.1.1. |
The test shall be performed as described in paragraphs 6.5.1. to 6.5.3. and paragraphs 6.6.1.9. to 6.6.1.9.1. of this Appendix. |
|
6.7.2.1.2. |
The canister shall be aged in accordance with the sequence described in paragraph 5.1. of this Appendix and shall be loaded and purged in accordance with paragraph 6.6.1.5. of this Appendix. |
|
6.7.2.1.3. |
The aged canister shall subsequently be loaded in accordance with the procedure described in paragraph 5.1.6. of Annex 7 of UN/ECE Regulation No 83 with the exemption of loading mass. Total loading mass shall be determined in accordance with paragraph 6.7.1.1. of this Appendix. At the request of the manufacturer, the reference fuel may alternatively be used instead of butane. The canister shall be disconnected. |
|
6.7.2.1.4. |
The procedures in paragraphs 6.6.1.10. to 6.6.1.13. of this Appendix shall be followed. |
6.7.2.2. In the case that the fuel tank relief pressure is lower than 30 kPa
The test shall be performed as described in paragraphs 6.7.2.1.1. to 6.7.2.1.4. of this Appendix. However, in this case, the ambient temperature described in 6.5.9.1. of this Appendix shall be modified pursuant to the profile specified in Table VI.1 of this Appendix for the diurnal emission test.
7. Calculation of evaporative test results
|
7.1. |
The evaporative emission tests described in this Annex allow the hydrocarbon emissions from the puff loss overflow, diurnal and hot soak tests to be calculated. Evaporative losses from each of these tests shall be calculated using the initial and final hydrocarbon concentrations, temperatures and pressures in the enclosure, together with the net enclosure volume. The following equation shall be used:
where:
|
|
7.2. |
The result of (MHS + MD1 + MD2 + (2 × PF)) shall be below the limit defined in paragraph 6.1. |
8. Test report
The test report shall contain at least the following:
Description of the soak periods, including time and mean temperatures;
Description of aged canister used and reference to exact ageing report;
Mean temperature during the hot soak test;
Measurement during hot soak test, HSL;
Measurement of first diurnal, DL1st day;
Measurement of second diurnal, DL2nd day;
Final evaporative test result, calculated in accordance with paragraph 7. of this Appendix;
Declared fuel tank relief pressure of the system (for sealed tank systems);
Puff loss loading value (in the case of using the stand-alone test described in paragraph 6.7. of this Appendix).
ANNEX VII
VERIFYING THE DURABILITY OF POLLUTION CONTROL DEVICES
(TYPE 5 TEST)
1. INTRODUCTION
1.1. This Annex describes the tests for verifying the durability of pollution control devices.
2. GENERAL REQUIREMENTS
2.1. The general requirements for conducting the type 5 test shall be those set out in Section 5.3.6. of UN/ECE Regulation No 83 with exceptions provided in sections 2.2. and 2.3 below.
2.2. The table in paragraph 5.3.6.2. and the text in paragraph 5.3.6.4. of UN/ECE Regulation No 83 shall be understood to be as follows:
|
Engine Category |
Assigned deterioration factors |
||||||
|
CO |
THC |
NMHC |
NOx |
HC + NOx |
PM |
►M3 PN ◄ |
|
|
Positive-ignition |
1,5 |
1,3 |
1,3 |
1,6 |
— |
1,0 |
1,0 |
|
Compression-ignition |
As there are no assigned deterioration factors for compression ignition vehicles, manufacturers shall use the whole vehicle or bench ageing durability test procedures to establish deterioration factors. |
||||||
2.3. The reference to the requirements of paragraphs 5.3.1 and 8.2 in paragraph 5.3.6.5 of UN/ECE Regulation No 83 shall be understood as reference to the requirements of Annex XXI and Section 4.2 of Annex I to this Regulation during the useful life of the vehicle.
2.4. Before emission limits set out in Table 2 of Annex I to Regulation (EC) No 715/2007 are used for assessing compliance with the requirements referred to in paragraph 5.3.6.5 of UN/ECE Regulation No 83 the deterioration factors shall be calculated and applied, as described in Table A7/1 of Sub-Annex 7 and Table A8/5 of Sub-Annex 8 to Annex XXI.
3. TECHNICAL REQUIREMENTS
3.1. The technical requirements and specifications shall be those set out in sections 1 to 7 and Appendices 1, 2 and 3 of Annex 9 to UN/ECE Regulation No 83, with the exceptions set out in sections 3.2. to 3.10.
3.2. Reference to Annex 2 in paragraph 1.5. of Annex 9 to UN/ECE Regulation No 83 shall be understood as referring to Appendix 4 to Annex I to this Regulation.
3.3. Reference to the emissions limits set out in Table 1 in paragraph 1.6. of Annex 9 to UN/ECE Regulation No 83 shall be understood as referring to the emissions limits set out in Table 2 of Annex I to Regulation (EC) No 715/2007.
3.4. The references to the Type I test in paragraph 2.3.1.7 of Annex 9 of UN/ECE Regulation No 83 shall be understood as reference to the Type 1 test in Annex XXI to this Regulation.
3.5. The references to the Type I test in paragraph 2.3.2.6 of Annex 9 of UN/ECE Regulation No 83 shall be understood as reference to the Type 1 test in Annex XXI to this Regulation.
3.6. The references to the Type I test in paragraph 3.1 of Annex 9 of UN/ECE Regulation No 83 shall be understood as reference to the Type 1 test in Annex XXI to this Regulation.
3.7. The reference to paragraph 5.3.1.4. in the first section of paragraph 7 of Annex 9 of UN/ECE Regulation No 83 shall be understood as reference to Table 2 of Annex I of the Regulation (EC) No 715/2007.
3.8. The reference in paragraph 6.3.1.2 of Annex 9 to UN/ECE Regulation No 83 to the methods in Appendix 7 to Annex 4a shall be understood as being a reference to Sub-Annex 4 to Annex XXI to this Regulation.
3.9. The reference in paragraph 6.3.1.4 of Annex 9 to UN/ECE Regulation No 83 to Annex 4a shall be understood as being a reference to Sub-Annex 4 to Annex XXI to this Regulation.
3.10. The road load coefficients to be used shall be those for vehicle low (VL). If VL does not exist or the total load of vehicle (VH) at 80 km/h is higher than the total load of VL at 80 km/h + 5 %, then the VH road load shall be used. VL and VH are defined in point 4.2.1.1.2 of Sub-Annex 4 to Annex XXI.
ANNEX VIII
VERIFYING THE AVERAGE EMISSIONS AT LOW AMBIENT TEMPERATURES
(TYPE 6 TEST)
1. INTRODUCTION
1.1. This Annex describes the equipment required and the procedure for the Type 6 test in order to verify the emissions at cold temperatures.
2. GENERAL REQUIREMENTS
2.1. The general requirements for the Type 6 test are those set out in section 5.3.5 of UN/ECE Regulation No 83 with the exception specified in section 2.2 below.
2.2. The limit values referred to in paragraph 5.3.5.2 of UN/ECE Regulation No 83 relate to the limit values set out in Annex 1, Table 4, to Regulation (EC) No 715/2007.
3. TECHNICAL REQUIREMENTS
3.1. The technical requirements and specifications are those set out in section 2 to 6 of Annex 8 to UN/ECE Regulation No 83 with the exception specified in section 3.2 below.
3.2. The reference to paragraph 2 of Annex 10 in paragraph 3.4.1 of Annex 8 to UN/ECE Regulation No 83 shall be understood as reference to Section B of Annex IX to this Regulation.
3.3. The road load coefficients to be used shall be those for vehicle low (VL). If VL does not exist then the VH road load shall be used. VL and VH are defined in point 4.2.1.1.2 of Sub-Annex 4 to Annex XXI. Alternatively the manufacturer may choose to use road loads that have been determined in accordance with the provisions of Appendix 7 of Annex 4a of UN/ECE Regulation No 83 for a vehicle included in the interpolation family. In both cases, the dynamometer shall be adjusted to simulate the operation of a vehicle on the road at – 7 °C. Such adjustment may be based on a determination of the road load force profile at – 7 °C. Alternatively, the driving resistance determined may be adjusted for a 10 % decrease of the coast-down time. The technical service may approve the use of other methods for determining the driving resistance.
ANNEX IX
SPECIFICATIONS OF REFERENCE FUELS
A. REFERENCE FUELS
1. Technical data on fuels for testing vehicles with positive-ignition engines
Type: Petrol (E10):
|
Parameter |
Unit |
Limits (1) |
Test method |
|
|
Minimum |
Maximum |
|||
|
Research octane number, RON (2) |
|
95,0 |
98,0 |
EN ISO 5164 |
|
Motor octane number, MON (3) |
|
85,0 |
89,0 |
EN ISO 5163 |
|
Density at 15 C |
kg/m3 |
743,0 |
756,0 |
EN ISO 12185 |
|
Vapour pressure (DVPE) |
kPa |
56,0 |
60,0 |
EN 13016-1 |
|
Water content |
% v/v |
|
0,05 |
EN 12937 |
|
Appearance at – 7 C |
|
Clear and bright |
|
|
|
Distillation: |
|
|
|
|
|
— evaporated at 70 C |
% v/v |
34,0 |
46,0 |
EN ISO 3405 |
|
— evaporated at 100 C |
% v/v |
54,0 |
62,0 |
EN ISO 3405 |
|
— evaporated at 150 C |
% v/v |
86,0 |
94,0 |
EN ISO 3405 |
|
— final boiling point |
°C |
170 |
195 |
EN ISO 3405 |
|
Residue |
% v/v |
— |
2,0 |
EN ISO 3405 |
|
Hydrocarbon analysis: |
|
|
|
|
|
— olefins |
% v/v |
6,0 |
13,0 |
EN 22854 |
|
— aromatics |
% v/v |
25,0 |
32,0 |
EN 22854 |
|
— benzene |
% v/v |
— |
1,00 |
EN 22854 EN 238 |
|
— saturates |
% v/v |
report |
EN 22854 |
|
|
Carbon/hydrogen ratio |
|
report |
|
|
|
Carbon/oxygen ratio |
|
report |
|
|
|
Induction Period (4) |
minutes |
480 |
— |
EN ISO 7536 |
|
Oxygen content (5) |
% m/m |
3,3 |
3,7 |
EN 22854 |
|
Solvent washed gum (Existent gum content) |
mg/100 ml |
— |
4 |
EN ISO 6246 |
|
Sulphur content (6) |
mg/kg |
— |
10 |
EN ISO 20846 EN ISO 20884 |
|
Copper corrosion 3 hrs, 50 C |
|
— |
class 1 |
EN ISO 2160 |
|
Lead content |
mg/l |
— |
5 |
EN 237 |
|
Phosphorus content (7) |
mg/l |
— |
1,3 |
ASTM D 3231 |
|
Ethanol (8) |
% v/v |
9,0 |
10,0 |
EN 22854 |
|
(1) The values quoted in the specifications are ‘true values’. In establishment of their limit values the terms of ISO 4259 Petroleum products - Determination and application of precision data in relation to methods of test have been applied and in fixing a minimum value, a minimum difference of 2R above zero has been taken into account; in fixing a maximum and minimum value, the minimum difference is 4R (R = reproducibility). Notwithstanding this measure, which is necessary for technical reasons, the manufacturer of fuels shall nevertheless aim at a zero value where the stipulated maximum value is 2R and at the mean value in the case of quotations of maximum and minimum limits. Should it be necessary to clarify whether a fuel meets the requirements of the specifications, the terms of ISO 4259 shall be applied. (2) A correction factor of 0,2 for MON and RON shall be subtracted for the calculation of the final result in accordance with EN 228:2008. (3) A correction factor of 0,2 for MON and RON shall be subtracted for the calculation of the final result in accordance with EN 228:2008. (4) The fuel may contain oxidation inhibitors and metal deactivators normally used to stabilise refinery gasoline streams, but detergent/dispersive additives and solvent oils shall not be added. (5) Ethanol is the only oxygenate that shall be intentionally added to the reference fuel. The Ethanol used shall conform to EN 15376. (6) The actual sulphur content of the fuel used for the Type 1 test shall be reported. (7) There shall be no intentional addition of compounds containing phosphorus, iron, manganese, or lead to this reference fuel. (8) Ethanol is the only oxygenate that shall be intentionally added to the reference fuel. The Ethanol used shall conform to EN 15376. |
||||
(2) Equivalent EN/ISO methods will be adopted when issued for properties listed above.
Type: Ethanol (E85)
|
Parameter |
Unit |
Limits (1) |
Test method (2) |
|
|
Minimum |
Maximum |
|||
|
Research octane number, RON |
|
95 |
— |
EN ISO 5164 |
|
Motor octane number, MON |
|
85 |
— |
EN ISO 5163 |
|
Density at 15 C |
kg/m3 |
Report |
ISO 3675 |
|
|
Vapour pressure |
kPa |
40 |
60 |
EN ISO 13016-1 (DVPE) |
|
mg/kg |
— |
10 |
EN ISO 20846 EN ISO 20884 |
|
|
Oxidation stability |
minutes |
360 |
|
EN ISO 7536 |
|
Existent gum content (solvent washed) |
mg/100ml |
— |
5 |
EN-ISO 6246 |
|
Appearance This shall be determined at ambient temperature or 15 C whichever is higher. |
|
Clear and bright, visibly free of suspended or precipitated contaminants |
Visual inspection |
|
|
Ethanol and higher alcohols (5) |
% (V/V) |
83 |
85 |
EN 1601 EN 13132 EN 14517 |
|
Higher alcohols (C3-C8) |
% (V/V) |
— |
2 |
|
|
Methanol |
% (V/V) |
|
0,5 |
|
|
Petrol (6) |
% (V/V) |
Balance |
EN 228 |
|
|
Phosphorus |
mg/l |
0,3 (7) |
ASTM D 3231 |
|
|
Water content |
% (V/V) |
|
0,3 |
ASTM E 1064 |
|
Inorganic chloride content |
mg/l |
|
1 |
ISO 6227 |
|
pHe |
|
6,5 |
9 |
ASTM D 6423 |
|
Copper strip corrosion (3h at 50 C) |
Rating |
Class 1 |
|
EN ISO 2160 |
|
Acidity, (as acetic acid CH3COOH) |
% (m/m) |
— |
0,005 |
ASTM D 1613 |
|
(mg/l) |
— |
40 |
||
|
Carbon/hydrogen ratio |
|
report |
|
|
|
Carbon/oxygen ration |
|
report |
|
|
|
(1) The values quoted in the specifications are ‘true values’. In establishment of their limit values the terms of ISO 4259 Petroleum products — Determination and application of precision data in relation to methods of test have been applied and in fixing a minimum value, a minimum difference of 2R above zero has been taken into account; in fixing a maximum and minimum value, the minimum difference is 4R (R = reproducibility). Notwithstanding this measure, which is necessary for technical reasons, the manufacturer of fuels shall nevertheless aim at a zero value where the stipulated maximum value is 2R and at the mean value in the case of quotations of maximum and minimum limits. Should it be necessary to clarify whether a fuel meets the requirements of the specifications, the terms of ISO 4259 shall be applied. (2) In cases of dispute, the procedures for resolving the dispute and interpretation of the results based on test method precision, described in EN ISO 4259 shall be used. (3) In cases of national dispute concerning sulphur content, either EN ISO 20846 or EN ISO 20884 shall be called up similar to the reference in the national annex of EN 228. (4) The actual sulphur content of the fuel used for the Type 1 test shall be reported. (5) Ethanol to meet specification of EN 15376 is the only oxygenate that shall be intentionally added to this reference fuel. (6) The unleaded petrol content can be determined as 100 minus the sum of the percentage content of water and alcohols (7) There shall be no intentional addition of compounds containing phosphorus, iron, manganese, or lead to this reference fuel. |
||||
Type: LPG
|
Parameter |
Unit |
Fuel A |
Fuel B |
Test method |
|
Composition: |
|
|
|
ISO 7941 |
|
C3-content |
% vol |
30 ± 2 |
85 ± 2 |
|
|
C4-content |
% vol |
Balance |
Balance |
|
|
< C3, > C4 |
% vol |
Maximum 2 |
Maximum 2 |
|
|
Olefins |
% vol |
Maximum 12 |
Maximum 15 |
|
|
Evaporation residue |
mg/kg |
Maximum 50 |
Maximum 50 |
prEN 15470 |
|
Water at 0 C |
|
Free |
Free |
prEN 15469 |
|
Total sulphur content |
mg/kg |
Maximum 10 |
Maximum 10 |
ASTM 6667 |
|
Hydrogen sulphide |
|
None |
None |
ISO 8819 |
|
Copper strip corrosion |
Rating |
Class 1 |
Class 1 |
ISO 6251 (1) |
|
Odour |
|
Characteristic |
Characteristic |
|
|
Motor octane number |
|
Minimum 89 |
Minimum 89 |
EN 589 Annex B |
|
(1) This method may not accurately determine the presence of corrosive materials if the sample contains corrosion inhibitors or other chemicals which diminish the corrosivity of the sample to the copper strip. Therefore, the addition of such compounds for the sole purpose of biasing the test method is prohibited. |
||||
Type: NG/Biomethane
|
Characteristics |
Units |
Basis |
Limits |
Test method |
|
|
minimum |
maximum |
||||
|
Reference fuel G20 |
|
|
|
|
|
|
Composition: |
|
|
|
|
|
|
Methane |
% mole |
100 |
99 |
100 |
ISO 6974 |
|
Balance (1) |
% mole |
— |
— |
1 |
ISO 6974 |
|
N2 |
% mole |
|
|
|
ISO 6974 |
|
Sulphur content |
mg/m3 (2) |
— |
— |
10 |
ISO 6326-5 |
|
Wobbe Index (net) |
MJ/m3 (3) |
48,2 |
47,2 |
49,2 |
|
|
Reference fuel G25 |
|
|
|
|
|
|
Composition: |
|
|
|
|
|
|
Methane |
% mole |
86 |
84 |
88 |
ISO 6974 |
|
Balance (4) |
% mole |
— |
— |
1 |
ISO 6974 |
|
N2 |
% mole |
14 |
12 |
16 |
ISO 6974 |
|
Sulphur content |
mg/m3 (5) |
— |
— |
10 |
ISO 6326-5 |
|
Wobbe Index (net) |
MJ/m3 (6) |
39,4 |
38,2 |
40,6 |
|
|
(1) Inerts (different from N2) + C2 + C2+. (2) Value to be determined at 293,2 K (20 C) and 101,3 kPa. (3) Value to be determined at 273,2 K (0 C) and 101,3 kPa. (4) Inerts (different from N2) + C2; + C2+. (5) Value to be determined at 293,2 K (20 C) and 101,3 kPa. (6) Value to be determined at 273,2 K (0 C) and 101,3 kPa. |
|||||
Type: Hydrogen for internal combustion engines
|
Characteristics |
Units |
Limits |
Test method |
|
|
minimum |
maximum |
|||
|
Hydrogen purity |
% mole |
98 |
100 |
ISO 14687-1 |
|
Total hydrocarbon |
μmol/mol |
0 |
100 |
ISO 14687-1 |
|
Water (1) |
μmol/mol |
0 |
ISO 14687-1 |
|
|
Oxygen |
μmol/mol |
0 |
ISO 14687-1 |
|
|
Argon |
μmol/mol |
0 |
ISO 14687-1 |
|
|
Nitrogen |
μmol/mol |
0 |
ISO 14687-1 |
|
|
CO |
μmol/mol |
0 |
1 |
ISO 14687-1 |
|
Sulphur |
μmol/mol |
0 |
2 |
ISO 14687-1 |
|
Permanent particulates (6) |
|
|
|
ISO 14687-1 |
|
(1) Not to be condensed. (2) Combined water, oxygen, nitrogen and argon: 1,900 μmol/mol. (3) Combined water, oxygen, nitrogen and argon: 1,900 μmol/mol. (4) Combined water, oxygen, nitrogen and argon: 1,900 μmol/mol. (5) Combined water, oxygen, nitrogen and argon: 1,900 μmol/mol. (6) The hydrogen shall not contain dust, sand, dirt, gums, oils, or other substances in an amount sufficient to damage the fuelling station equipment or the vehicle (engine) being fuelled. |
||||
2. Technical data on fuels for testing vehicles with compression ignition engines
Type: Diesel (B7):
|
Parameter |
Unit |
Limits (1) |
Test method |
|
|
Minimum |
Maximum |
|||
|
Cetane Index |
|
46,0 |
|
EN ISO 4264 |
|
Cetane number (2) |
|
52,0 |
56,0 |
EN ISO 5165 |
|
Density at 15 C |
kg/m3 |
833,0 |
837,0 |
EN ISO 12185 |
|
Distillation: |
|
|
|
|
|
— 50 % point |
°C |
245,0 |
— |
EN ISO 3405 |
|
— 95 % point |
°C |
345,0 |
360,0 |
EN ISO 3405 |
|
— final boiling point |
°C |
— |
370,0 |
EN ISO 3405 |
|
Flash point |
°C |
55 |
— |
EN ISO 2719 |
|
Cloud point |
°C |
— |
– 10 |
EN 23015 |
|
Viscosity at 40 C |
mm2/s |
2,30 |
3,30 |
EN ISO 3104 |
|
Polycyclic aromatic hydrocarbons |
% m/m |
2,0 |
4,0 |
EN 12916 |
|
Sulphur content |
mg/kg |
— |
10,0 |
EN ISO 20846 EN ISO 20884 |
|
Copper corrosion 3 hrs, 50 C |
|
— |
Class 1 |
EN ISO 2160 |
|
Conradson carbon residue (10 % DR) |
% m/m |
— |
0,20 |
EN ISO 10370 |
|
Ash content |
% m/m |
— |
0,010 |
EN ISO 6245 |
|
Total contamination |
mg/kg |
— |
24 |
EN 12662 |
|
Water content |
mg/kg |
— |
200 |
EN ISO 12937 |
|
Acid number |
mg KOH/g |
— |
0,10 |
EN ISO 6618 |
|
Lubricity (HFRR wear scan diameter at 60 C) |
μm |
— |
400 |
EN ISO 12156 |
|
Oxidation stability at 110 C (3) |
h |
20,0 |
|
EN 15751 |
|
FAME (4) |
% v/v |
6,0 |
7,0 |
EN 14078 |
|
(1) The values quoted in the specifications are ‘true values’. In establishment of their limit values the terms of ISO 4259 Petroleum products – Determination and application of precision data in relation to methods of test have been applied and in fixing a minimum value, a minimum difference of 2R above zero has been taken into account; in fixing a maximum and minimum value, the minimum difference is 4R (R = reproducibility). Notwithstanding this measure, which is necessary for technical reasons, the manufacturer of fuels shall nevertheless aim at a zero value where the stipulated maximum value is 2R and at the mean value in the case of quotations of maximum and minimum limits. Should it be necessary to clarify whether a fuel meets the requirements of the specifications, the terms of ISO 4259 shall be applied. (2) The range for cetane number is not in accordance with the requirements of a minimum range of 4R. However, in the case of a dispute between fuel supplier and fuel user, the terms of ISO 4259 may be used to resolve such disputes provided replicate measurements, of sufficient number to archive the necessary precision, are made in preference to single determinations. (3) Even though oxidation stability is controlled, it is likely that shelf life will be limited. Advice shall be sought from the supplier as to storage conditions and life. (4) FAME content to meet the specification of EN 14214. |
||||
3. Technical data on fuels for testing fuel cell vehicles
Type: Hydrogen for fuel cell vehicles
|
Characteristics |
Units |
Limits |
Test Method |
|
|
minimum |
maximum |
|||
|
Hydrogen fuel index () |
% mole |
99,97 |
|
|
|
Total non-hydrogen gases |
μmol/mol |
|
300 |
|
|
Maximum concentration of individual contaminants |
||||
|
Water (H2O) |
μmol/mol |
|
5 |
|
|
Total hydrocarbons () (Methane basis) |
μmol/mol |
|
2 |
|
|
Oxygen (O2) |
μmol/mol |
|
5 |
|
|
Helium (He) |
μmol/mol |
|
300 |
|
|
Total Nitrogen (N2) and Argon (Ar) () |
μmol/mol |
|
100 |
|
|
Carbon dioxide (CO2) |
μmol/mol |
|
2 |
|
|
Carbon monoxide (CO) |
μmol/mol |
|
0,2 |
|
|
Total sulfur compounds () (H2S basis) |
μmol/mol |
|
0,004 |
|
|
Formaldehyde (HCHO) |
μmol/mol |
|
0,01 |
|
|
Formic acid (HCOOH) |
μmol/mol |
|
0,2 |
|
|
Ammonia (NH3) |
μmol/mol |
|
0,1 |
|
|
Total halogenated compounds () (Halogenate ion basis) |
μmol/mol |
|
0,05 |
|
|
(1) The hydrogen fuel index is determined by subtracting the ‘total non-hydrogen gases’ in this table, expressed in mole per cent, from 100 mole per cent. (2) Total hydrocarbons include oxygenated organic species. Total hydrocarbons shall be measured on a carbon basis (μmolC/mol). Total hydrocarbons may exceed 2 μmol/mol due only to the presence of methane, in which case the summation of methane, nitrogen and argon shall not exceed 100 μmol/mol. (3) As a minimum, total sulphur compounds include H2S, COS, CS2 and mercaptans, which are typically found in natural gas. (4) Total halogenated compounds include, for example, hydrogen bromide (HBr), hydrogen chloride (HCl), chlorine (Cl2), and organic halides (R-X). (5) Test method shall be documented. For the constituents that are additive, such as total hydrocarbons and total sulfur compounds, the sum of the constituents are to be less than or equal to the acceptable limit. |
||||
B. REFERENCE FUELS FOR TESTING EMISSIONS AT LOW AMBIENT TEMPERATURES — TYPE 6 TEST
Type: Petrol (E10):
|
Parameter |
Unit |
Limits (1) |
Test method |
|
|
Minimum |
Maximum |
|||
|
Research octane number, RON (2) |
|
95,0 |
98,0 |
EN ISO 5164 |
|
Motor octane number, MON (3) |
|
85,0 |
89,0 |
EN ISO 5163 |
|
Density at 15 C |
kg/m3 |
743,0 |
756,0 |
EN ISO 12185 |
|
Vapour pressure (DVPE) |
kPa |
56,0 |
95,0 |
EN 13016-1 |
|
Water content |
|
max 0,05 % v/v Appearance at – 7 C: clear and bright |
EN 12937 |
|
|
Distillation: |
|
|
|
|
|
— evaporated at 70 C |
% v/v |
34,0 |
46,0 |
EN ISO 3405 |
|
— evaporated at 100 C |
% v/v |
54,0 |
62,0 |
EN ISO 3405 |
|
— evaporated at 150 C |
% v/v |
86,0 |
94,0 |
EN ISO 3405 |
|
— final boiling point |
°C |
170 |
195 |
EN ISO 3405 |
|
Residue |
% v/v |
— |
2,0 |
EN ISO 3405 |
|
Hydrocarbon analysis: |
|
|
|
|
|
— olefins |
% v/v |
6,0 |
13,0 |
EN 22854 |
|
— aromatics |
% v/v |
25,0 |
32,0 |
EN 22854 |
|
— benzene |
% v/v |
— |
1,00 |
EN 22854 EN 238 |
|
— saturates |
% v/v |
report |
EN 22854 |
|
|
Carbon/hydrogen ratio |
|
report |
|
|
|
Carbon/oxygen ratio |
|
report |
|
|
|
Induction Period (4) |
minutes |
480 |
— |
EN ISO 7536 |
|
Oxygen content (5) |
% m/m |
3,3 |
3,7 |
EN 22854 |
|
Solvent washed gum (Existent gum content) |
mg/100 ml |
— |
4 |
EN ISO 6246 |
|
Sulphur content (6) |
mg/kg |
— |
10 |
EN ISO 20846 EN ISO 20884 |
|
Copper corrosion 3 hrs, 50 C |
|
— |
class 1 |
EN ISO 2160 |
|
Lead content |
mg/l |
— |
5 |
EN 237 |
|
Phosphorus content (7) |
mg/l |
— |
1,3 |
ASTM D 3231 |
|
Ethanol (8) |
% v/v |
9,0 |
10,0 |
EN 22854 |
|
(1) The values quoted in the specifications are ‘true values’. In establishment of their limit values the terms of ISO 4259 Petroleum products - Determination and application of precision data in relation to methods of test have been applied and in fixing a minimum value, a minimum difference of 2R above zero has been taken into account; in fixing a maximum and minimum value, the minimum difference is 4R (R = reproducibility). Notwithstanding this measure, which is necessary for technical reasons, the manufacturer of fuels shall nevertheless aim at a zero value where the stipulated maximum value is 2R and at the mean value in the case of quotations of maximum and minimum limits. Should it be necessary to clarify whether a fuel meets the requirements of the specifications, the terms of ISO 4259 shall be applied. (2) A correction factor of 0,2 for MON and RON shall be subtracted for the calculation of the final result in accordance with EN 228:2008. (3) A correction factor of 0,2 for MON and RON shall be subtracted for the calculation of the final result in accordance with EN 228:2008. (4) The fuel may contain oxidation inhibitors and metal deactivators normally used to stabilise refinery gasoline streams, but detergent/dispersive additives and solvent oils shall not be added. (5) Ethanol is the only oxygenate that shall be intentionally added to the reference fuel. The ethanol used shall conform to EN 15376. (6) The actual sulphur content of the fuel used for the Type 6 test shall be reported. (7) There shall be no intentional addition of compounds containing phosphorus, iron, manganese, or lead to this reference fuel. (8) Ethanol is the only oxygenate that shall be intentionally added to the reference fuel. The ethanol used shall conform to EN 15376. |
||||
(2) Equivalent EN/ISO methods will be adopted when issued for properties listed above.
Type: Ethanol (E75)
|
Parameter |
Unit |
Limits (1) |
Test method (2) |
|
|
Minimum |
Maximum |
|||
|
Research octane number, RON |
|
95 |
— |
EN ISO 5164 |
|
Motor octane number, MON |
|
85 |
— |
EN ISO 5163 |
|
Density at 15 C |
kg/m3 |
report |
EN ISO 12185 |
|
|
Vapour pressure |
kPa |
50 |
60 |
EN ISO 13016-1 (DVPE) |
|
mg/kg |
— |
10 |
EN ISO 20846 EN ISO 20884 |
|
|
Oxidation stability |
minutes |
360 |
— |
EN ISO 7536 |
|
Existent gum content (solvent washed) |
mg/100ml |
— |
4 |
EN ISO 6246 |
|
Appearance shall be determined at ambient temperature or 15 C whichever is higher |
|
Clear and bright, visibly free of suspended or precipitated contaminants |
Visual inspection |
|
|
Ethanol and higher alcohols (5) |
% (V/V) |
70 |
80 |
EN 1601 EN 13132 EN 14517 |
|
Higher alcohols (C3 – C8) |
% (V/V) |
— |
2 |
|
|
Methanol |
|
— |
0,5 |
|
|
Petrol (6) |
% (V/V) |
Balance |
EN 228 |
|
|
Phosphorus |
mg/l |
0,30 (7) |
EN 15487 ASTM D 3231 |
|
|
Water content |
% (V/V) |
— |
0,3 |
ASTM E 1064 EN 15489 |
|
Inorganic chloride content |
mg/l |
— |
1 |
ISO 6227 — EN 15492 |
|
pHe |
|
6,50 |
9 |
ASTM D 6423 EN 15490 |
|
Copper strip corrosion (3h at 50 C) |
Rating |
Class 1 |
|
EN ISO 2160 |
|
Acidity (as acetic acid CH3COOH) |
% (m/m) |
|
0,005 |
ASTM D1613 EN 15491 |
|
mg/l |
|
40 |
||
|
Carbon/hydrogen ration |
|
report |
|
|
|
Carbon/oxygen ration |
|
report |
|
|
|
(1) The values referred to in the specifications are ‘true values’. When establishing the value limits, the terms of ISO 4259 Petroleum products — Determination and application of precision data in relation to methods of test were applied. When fixing a minimum value, a minimum difference of 2R above zero was taken into account. When fixing a maximum and minimum value, the minimum difference used was 4R (R = reproducibility). Notwithstanding this procedure, which is necessary for technical reasons, fuel manufacturers shall aim for a zero value where the stipulated maximum value is 2R and for the mean value for quotations of maximum and minimum limits. Where it is necessary to clarify whether fuel meets the requirements of the specifications, the ISO 4259 terms shall be applied. (2) In cases of dispute, the procedures for resolving the dispute and interpretation of the results based on test method precision, described in EN ISO 4259 shall be used. (3) In cases of national dispute concerning sulphur content, either EN ISO 20846 or EN ISO 20884 shall be called up similar to the reference in the national annex of EN 228. (4) The actual sulphur content of the fuel used for the Type 6 test shall be reported. (5) Ethanol to meet specification of EN 15376 is the only oxygenate that shall be intentionally added to this reference fuel. (6) The unleaded petrol content may be determined as 100 minus the sum of the percentage content of water and alcohols. (7) There shall be no intentional addition of compounds containing phosphorus, iron, manganese, or lead to this reference fuel. |
||||
ANNEX X
Reserved
ANNEX XI
ON-BOARD DIAGNOSTICS (OBD) FOR MOTOR VEHICLES
1. INTRODUCTION
|
1.1. |
This Annex sets out the functional aspects of on-board diagnostic (OBD) systems for the control of emissions from motor vehicles. |
2. DEFINITIONS, REQUIREMENTS AND TESTS
|
2.1. |
The definitions, requirements and tests for OBD systems set out in Sections 2 and 3 of Annex 11 to UN/ECE Regulation No 83 shall apply for the purposes of this Annex, with the exceptions set out in this Annex.
|
|
2.2. |
The ‘Type V durability distance’ and ‘Type V durability test’ mentioned in section 3.1 and 3.3.1 of Annex 11 to UN/ECE Regulation No 83 respectively shall be understood as reference to the requirements of Annex VII to this Regulation. |
|
2.3. |
The ‘OBD threshold limits’ specified in section 3.3.2 of Annex 11 to UN/ECE Regulation 83 shall be understood as reference to the requirements specified in points 2.3.1. and 2.3.2. below:
2.3.1.
The OBD thresholds limits for vehicles that are type approved in accordance with the Euro 6 emission limits set out in Table 2 of Annex I to Regulation (EC) No 715/2007 from three years after the dates given in Article 10(4) and 10(5) of that Regulation are given in the following table:
2.3.2.
Until three years after the dates specified in Article 10(4) and (5) of Regulation (EC) No 715/2007 for new type approvals and new vehicles respectively, the following OBD threshold limits shall be applied to vehicles that are type approved in accordance with the Euro 6 emission limits set out in Table 2 of Annex I to Regulation (EC) No 715/2007, upon the choice of the manufacturer:
|
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|
2.4. |
|
2.5. |
Reserved. |
|
2.6. |
The ‘Type I test cycle’ referred to in paragraph 3.3.3.2. of Annex 11 to UN/ECE Regulation No 83 shall be understood as being the same as the Type 1 cycle that was used for at least two consecutive cycles after introduction of the misfire faults in accordance with paragraph 6.3.1.2. of Appendix 1 to Annex 11 to UN/ECE Regulation No 83. |
|
2.7. |
The reference to ‘the particulate threshold limits provided for by paragraph 3.3.2.’ in paragraph 3.3.3.7. of Annex 11 to UN/ECE Regulation No 83 shall be understood as being reference to the particulate threshold limits provided in Section 2.3 of this Annex. |
|
2.8. |
Paragraph 3.3.3.4. of Annex 11 of UN/ECE Regulation No 83 shall be understood as follows: ‘3.3.3.4. If active on the selected fuel, other emission control system components or systems, or emission related power train components or systems which are connected to a computer, the failure of which may result in tailpipe emissions exceeding the OBD threshold limits given in paragraph 3.3.2. of this Annex.’ |
|
2.9. |
Paragraph 3.3.4.4. of Annex 11 of UN/ECE Regulation No 83 shall be understood as follows: ‘3.3.4.4. Other emission control system components or systems, or emission-related power-train components or systems, which are connected to a computer, the failure of which may result in exhaust emissions exceeding the OBD threshold limits given in paragraph 3.3.2. of this Annex. Examples of such systems or components are those for monitoring and control of air mass-flow, air volumetric flow (and temperature), boost pressure and inlet manifold pressure (and relevant sensors to enable these functions to be carried out).’ |
3. ADMINISTRATIVE PROVISIONS FOR DEFICIENCIES OF OBD SYSTEMS
|
3.1. |
The administrative provisions for deficiencies of OBD systems as set out in Article 6(2) shall be those specified in Section 4 of Annex 11 of UN/ECE Regulation No 83 with the following exceptions. |
|
3.2. |
Reference to ‘OBD threshold limits’ in paragraph 4.2.2. of Annex 11 to UN/ECE Regulation No 83 shall be understood as being reference to the OBD threshold limits in Section 2.3 of this Annex. |
|
3.3. |
Paragraph 4.6 of Annex 11 to UN/ECE Regulation No 83 shall be understood as being as follows: ‘The approval authority shall notify its decision in granting a deficiency request in accordance with Article 6(2).’ |
4. ACCESS TO OBD INFORMATION
|
4.1. |
Requirements for access to OBD information are specified in section 5 of Annex 11 to UN/ECE Regulation 83. The exceptions to these requirements are described in the following sections. |
|
4.2. |
References to Appendix 1 of Annex 2 to UN/ECE Regulation No 83 shall be understood as references to Appendix 5 to Annex I to this Regulation. |
|
4.3. |
References to section 3.2.12.2.7.6. of Annex 1 to UN/ECE Regulation No 83 shall be understood as references to 3.2.12.2.7.6 of Appendix 3 to Annex I to this Regulation. |
|
4.4. |
References to ‘contracting parties’ shall be understood as references to ‘member states’. |
|
4.5. |
References to ‘approval granted under Regulation 83’ shall be understood as references to type-approval granted under this Regulation and Regulation (EC) No 715/2007. |
|
4.6. |
UN/ECE type-approval shall be understood as EC type-approval. |
Appendix 1
FUNCTIONAL ASPECTS OF ON-BOARD DIAGNOSTIC (OBD) SYSTEMS
1. INTRODUCTION
|
1.1. |
This Appendix describes the procedure of the test in accordance with section 2 of this Annex. |
2. TECHNICAL REQUIREMENTS
|
2.1. |
The technical requirements and specifications shall be those set out in Appendix 1 to Annex 11 to UN/ECE Regulation No 83 with the exceptions and additional requirements as described in the following sections. |
|
2.2. |
The references in Appendix 1 to Annex 11 to UN/ECE Regulation No 83 to the OBD threshold limits set out in paragraph 3.3.2. to Annex 11 of UN/ECE Regulation No 83 shall be understood as references to the OBD threshold limits set out in section 2.3 of this Annex. |
|
2.3. |
The reference to ‘the Type I test cycle’ in section 2.1.3 of Appendix 1 to Annex 11 of UN/ECE Regulation No 83 shall be understood as a reference to the Type 1 test in accordance with Regulation (EC) No 692/2008 or Annex XXI of this Regulation, upon the choice of the manufacturer for each individual malfunction to be demonstrated. |
|
2.4. |
The reference fuels specified in paragraph 3.2. of Appendix 1 of Annex 11 of UN/ECE Regulation No 83 shall be understood as reference to the appropriate reference fuel specifications in Annex IX to this Regulation. |
|
2.5. |
Paragraph 6.4.1.1. of Appendix 1 to Annex 11 of UN/ECE Regulation No 83 shall be understood as follows: ‘6.4.1.1. After vehicle preconditioning in accordance with paragraph 6.2. of this Appendix, the test vehicle is driven over a Type I test (Parts One and Two). The MI shall be activated at the latest before the end of this test under any of the conditions given in paragraphs 6.4.1.2. to 6.4.1.5. of this Appendix. The MI may also be activated during preconditioning. The Technical Service may substitute those conditions with others in accordance with paragraph 6.4.1.6. of this Appendix. However, the total number of failures simulated shall not exceed four (4) for the purpose of type approval. In the case of testing a bi-fuel gas vehicle, both fuel types shall be used within the maximum of four (4) simulated failures at the discretion of the Type Approval Authority.’ |
|
2.6. |
The reference to ‘Annex 11’ in paragraph 6.5.1.4. of Appendix 1 of Annex 11 of UN/ECE Regulation No 83 shall be understood as reference to Annex XI to this Regulation. |
|
2.7. |
In addition to the requirements of the second paragraph of Section 1 of Appendix 1 to Annex 11 of UN/ECE Regulation No 83 the following shall apply: ‘For electrical failures (short/open circuit), the emissions may exceed the limits of paragraph 3.3.2. by more than twenty per cent.’ |
|
2.8. |
Paragraph 6.5.3. of Appendix 1 to Annex 11 of UN/ECE Regulation No 83 shall be understood as follows:
|
|
2.9. |
In addition to the requirements of paragraph 6.1. of Appendix 1 to Annex 11 of UN/ECE Regulation No 83 the following shall apply: ‘The Type I Test need not be performed for the demonstration of electrical failures (short/open circuit). The manufacturer may demonstrate these failure modes using driving conditions in which the component is used and the monitoring conditions are encountered. These conditions shall be documented in the type approval documentation.’ |
|
2.10 |
Paragraph 6.2.2. of Appendix 1 of Annex 11 of UN/ECE Regulation No 83 shall be understood as follows: ‘At the request of the manufacturer, alternative and/or additional preconditioning methods may be used.’ |
|
2.11 |
In addition to the requirements of paragraph 6.2. of Appendix 1 to Annex 11 of UN/ECE Regulation No 83 the following shall apply: ‘The use of additional preconditioning cycles or alternative preconditioning methods shall be documented in the type approval documentation.’ |
|
2.12. |
Paragraph 6.3.1.5. of Appendix 1 to Annex 11 of UN/ECE Regulation No 83 shall be understood as follows: ‘Electrical disconnection of the electronic evaporative purge control device (if equipped and if active on the selected fuel type).’ |
|
2.13. |
Reserved. |
|
2.14. |
Paragraph 6.4.2.1. of Appendix 1 to Annex 11 of UN/ECE Regulation No 83 shall be understood as follows: ‘After vehicle preconditioning in accordance with paragraph 6.2. of this Appendix, the test vehicle is driven over a Type I test (Parts One and Two). The MI shall be activated at the latest before the end of this test under any of the conditions given in paragraphs 6.4.2.2. to 6.4.2.5. The MI may also be activated during preconditioning. The Technical Service may substitute those conditions by others in accordance with paragraph 6.4.2.5. of this appendix. However, the total number of failures simulated shall not exceed four (4) for the purposes of type approval.’ |
|
2.15. |
The information listed in point 3 of Annex XXII shall be made available as signals through the serial port connector referred to in paragraph 6.5.3.2 (c) of Appendix 1 to Annex 11 to UN/ECE Regulation No 83, understood as set out in point 2.8 of Appendix 1 to this Annex. |
3. IN-USE PERFORMANCE
3.1. General Requirements
The technical requirements and specifications shall be those set out in Appendix 1 to Annex 11 to UN/ECE Regulation No 83 with the exceptions and additional requirements as described in the following sections.
|
3.1.1. |
The requirements of paragraph 7.1.5. of Appendix 1 to Annex 11 to UN/ECE Regulation No 83 shall be understood as being as follows. For new type approvals and new vehicles the monitor required by paragraph 3.3.4.7. of Annex 11 to UN/ECE Regulation No 83 shall have an IUPR greater or equal to 0,1 until three years after the dates specified in Article 10(4) and (5) of Regulation (EC) No 715/2007 respectively. |
|
3.1.2. |
The requirements of paragraph 7.1.7. of Appendix 1 to Annex 11 to UN/ECE Regulation No 83 shall be understood as being as follows. The manufacturer shall demonstrate to the approval authority and, upon request, to the Commission that these statistical conditions are satisfied for all monitors required to be reported by the OBD system in accordance with paragraph 7.6. of Appendix 1 to Annex 11 to Regulation No 83 not later than 18 months after the entry onto the market of the first vehicle type with IUPR in an OBD family and every 18 months thereafter. For this purpose, for OBD families consisting of more than 1 000 registrations in the Union, that are subject to sampling within the sampling period, the process described in Annex II shall be used without prejudice to the provisions of paragraph 7.1.9. of Appendix 1 to Annex 11 to Regulation No 83. In addition to the requirements set out in Annex II and regardless of the result of the audit described in Section 2 of Annex II, the authority granting the approval shall apply the in-service conformity check for IUPR described in Appendix 1 to Annex II in an appropriate number of randomly determined cases. ‘In an appropriate number of randomly determined cases’ means, that this measure has a dissuasive effect on non-compliance with the requirements of Section 3 of this Annex or the provision of manipulated, false or non-representative data for the audit. If no special circumstances apply and can be demonstrated by the type-approval authorities, random application of the in-service conformity check to 5 % of the type approved OBD families shall be considered as sufficient for compliance with this requirement. For this purpose, type-approval authorities may find arrangements with the manufacturer for the reduction of double testing of a given OBD family as long as these arrangements do not harm the dissuasive effect of the type-approval authority's own in-service conformity check on non-compliance with the requirements of Section 3 of this Annex. Data collected by Member States during surveillance testing programmes may be used for in-service conformity checks. Upon request, type-approval authorities shall provide data on the audits and random in-service conformity checks performed, including the methodology used for identifying those cases, which are made subject to the random in-service conformity check, to the Commission and other type-approval authorities. |
|
3.1.3. |
Non-compliance with the requirements of paragraph 7.1.6. of Appendix 1 to Annex 11 to Regulation No 83 established by tests described in point 3.1.2 of this Appendix or paragraph 7.1.9 of Appendix 1 to Annex 11 to Regulation No 83 shall be considered as an infringement subject to the penalties set out in Article 13 of Regulation (EC) No 715/2007. This reference does not limit the application of such penalties to other infringements of other provisions of Regulation (EC) No 715/2007 or this Regulation, which do not explicitly refer to Article 13 of Regulation (EC) No 715/2007. |
|
3.1.4. |
Paragraph 7.6.1. of Appendix 1 to Annex 11 of UN/ECE Regulation No 83 shall be replaced with the following: ‘7.6.1. The OBD system shall report, in accordance with the standard listed in paragraph 6.5.3.2.(a) of this Appendix, the ignition cycle counter and general denominator as well as separate numerators and denominators for the following monitors, if their presence on the vehicle is required by this Annex:
(a)
Catalysts (each bank to be reported separately);
(b)
Oxygen/exhaust gas sensors, including secondary oxygen sensors (each sensor to be reported separately);
(c)
Evaporative system;
(d)
EGR system;
(e)
VVT system;
(f)
Secondary air system;
(g)
Particulate trap/filter;
(h)
NOx after-treatment system (e.g. NOx absorber, NOx reagent/catalyst system);
(i)
Boost pressure control system.’ |
|
3.1.5. |
Paragraph 7.6.2. of Appendix 1 to Annex 11 of UN/ECE Regulation No 83 shall be understood as follows: ‘7.6.2. For specific components or systems that have multiple monitors, which are required to be reported by this point (e.g. oxygen sensor bank 1 may have multiple monitors for sensor response or other sensor characteristics), the OBD system shall separately track numerators and denominators for each of the specific monitors and report only the corresponding numerator and denominator for the specific monitor that has the lowest numerical ratio. If two or more specific monitors have identical ratios, the corresponding numerator and denominator for the specific monitor that has the highest denominator shall be reported for the specific component.’ |
|
3.1.6. |
In addition to the requirements of paragraph 7.6.2. of Appendix 1 to Annex 11 of UN/ECE Regulation No 83 the following shall apply: ‘Numerators and denominators for specific monitors of components or systems, that are monitoring continuously for short circuit or open circuit failures are exempted from reporting. ‘Continuously,’ if used in this context means monitoring is always enabled and sampling of the signal used for monitoring occurs at a rate no less than two samples per second and the presence or the absence of the failure relevant to that monitor has to be concluded within 15 seconds. If for control purposes, a computer input component is sampled less frequently, the signal of the component may instead be evaluated each time sampling occurs. It is not required to activate an output component/system for the sole purpose of monitoring that output component/system.’ |
Appendix 2
ESSENTIAL CHARACTERISTICS OF THE VEHICLE FAMILY
The essential characteristics of the vehicle family shall be those specified in Appendix 2 to Annex 11 to UN/ECE Regulation No 83.
ANNEX XII
TYPE-APPROVAL OF VEHICLES FITTED WITH ECO-INNOVATIONS AND DETERMINATION OF CO2 EMISSIONS AND FUEL CONSUMPTION FROM VEHICLES SUBMITTED TO MULTI-STAGE TYPE-APPROVAL OR INDIVIDUAL VEHICLE APPROVAL
1. TYPE-APPROVAL OF VEHICLES FITTED WITH ECO-INNOVATIONS
1.1. According to Article 11(1) of Regulation (EU) No 725/2011 for M1 vehicles and Article 11(1) of Regulation (EU) No 427/2014 for N1 vehicles, a manufacturer wishing to benefit from a reduction of its average specific CO2 emissions, as result of the savings achieved by one or more eco-innovations fitted in a vehicle, shall apply to an approval authority for an EC type-approval certificate of the vehicle fitted with the eco-innovation.
1.2. The CO2 emissions savings from the vehicle fitted with an eco-innovation shall, for the purpose of type approval, be determined using the procedure and testing methodology specified in the Commission Decision approving the eco-innovation, in accordance with Article 10 of Regulation (EU) No 725/2011 for M1 vehicles, or Article 10 of Regulation (EU) No 427/2014 for N1 vehicles.
1.3. The performance of the necessary tests for the determination of the CO2 emissions savings achieved by the eco-innovations shall be considered without prejudice to the demonstration of compliance of the eco-innovations with the technical prescriptions laid down in Directive 2007/46/EC, if applicable.
▼M3 —————
2. DETERMINATION OF CO2 EMISSIONS AND FUEL CONSUMPTION FROM VEHICLES SUBMITTED TO MULTI-STAGE TYPE-APPROVAL OR INDIVIDUAL VEHICLE APPROVAL
|
2.1. |
For the purpose of determining the CO2 emissions and fuel consumption of a vehicle submitted to multi-stage type-approval, as defined in Article 3(7) of Directive 2007/46/EC, the procedures of Annex XXI apply. However, at the choice of the manufacturer and irrespective of the technically permissible maximum laden mass, the alternative described in paragraphs 2.2. to 2.6. may be used where the base vehicle is incomplete. |
|
2.2. |
A road load matrix family, as defined in paragraph 5.8. of Annex XXI, shall be established based on the parameters of a representative multi-stage vehicle in accordance with paragraph 4.2.1.4. of Sub-Annex 4 to Annex XXI. |
|
2.3. |
The manufacturer of the base vehicle shall calculate the road load coefficients of vehicle HM and LM of a road load matrix family as set out in paragraph 5. of Sub-Annex 4 to Annex XXI and shall determine the CO2 emission and fuel consumption in a Type 1 test of both vehicles. The manufacturer of the base vehicle shall make available a calculation tool to establish, on the basis of the parameters of completed vehicles, the final fuel consumption and CO2 values as specified in Sub-Annex 7 to Annex XXI. |
|
2.4. |
The calculation of road load and running resistance for an individual multi stage vehicle shall be performed in accordance with paragraph 5.1. of Sub-Annex 4 of Annex XXI. |
|
2.5. |
The final fuel consumption and CO2 values shall be calculated by the final-stage manufacturer on the basis of the parameters of the completed vehicle as specified in paragraph 3.2.4. of Sub-Annex 7 of Annex XXI and using the tool supplied by the manufacturer of the base vehicle. |
|
2.6. |
The manufacturer of the completed vehicle shall include, in the certificate of conformity, the information of the completed vehicles and add the information of the base vehicles in accordance with Annex IX to Directive 2007/46/EC. |
|
2.7. |
In the case of multi stage vehicles submitted to individual vehicle approval, the individual approval certificate shall include the following information:
(a)
the CO2 emissions measured in accordance with the methodology set out in points 2.1 to 2.6.;
(b)
the mass of the completed vehicle in running order;
(c)
the identification code corresponding to the type, variant and version of the base vehicle;
(d)
the type-approval number of the base vehicle, including the extension number;
(e)
the name and address of the manufacturer of the base vehicle;
(f)
the mass of the base vehicle in running order. |
|
2.8. |
In the case of multi stage type approvals or individual vehicle approval where the base vehicle is a complete vehicle with a valid certificate of conformity, the final stage manufacturer shall consult the base vehicle manufacturer to set the new CO2 value in accordance with the CO2 interpolation using the appropriate data from the completed vehicle or calculate the new CO2 value on the basis of the parameters of the completed vehicle as specified in paragraph 3.2.4. of Sub-Annex 7 of Annex XXI and using the tool supplied by the manufacturer of the base vehicle as mentioned in paragraph 2.3. above. If the tool is not available or the CO2 interpolation is not possible, the CO2 value of Vehicle High from the base vehicle shall be used with the agreement of the approval authority. |
ANNEX XIII
EC TYPE-APPROVAL OF REPLACEMENT POLLUTION CONTROL DEVICES AS SEPARATE TECHNICAL UNIT
1. INTRODUCTION
1.1. This Annex contains additional requirement for the type-approval as separate technical units of pollution control devices.
2. GENERAL REQUIREMENTS
2.1. Marking
Original replacement pollution control devices shall bear at least the following identifications:
the vehicle manufacturer’s name or trade mark;
the make and identifying part number of the original replacement pollution control device as recorded in the information mentioned in point 2.3.
2.2. Documentation
Original replacement pollution control devices shall be accompanied by the following information:
the vehicle manufacturer’s name or trade mark;
the make and identifying part number of the original replacement pollution control device as recorded in the information mentioned in point 2.3;
the vehicles for which the original replacement pollution control device is of a type covered by point 2.3 of the Addendum to Appendix 4 to Annex I, including, where applicable, a marking to identify if the original replacement pollution control device is suitable for fitting to a vehicle that is equipped with an on-board diagnostic (OBD) system;
installation instructions, where necessary.
This information shall be available in the product catalogue distributed to points of sale by the vehicle manufacturer.
|
2.3. |
The vehicle manufacturer shall provide to the technical service and/or approval authority the necessary information in electronic format which makes the link between the relevant part numbers and the type-approval documentation. This information shall contain the following:
(a)
make(s) and type(s) of vehicle,
(b)
make(s) and type(s) of original replacement pollution control device,
(c)
part number(s) of original replacement pollution control device,
(d)
type-approval number of the relevant vehicle type(s). |
3. EC SEPARATE TECHNICAL UNIT TYPE-APPROVAL MARK
3.1. Every replacement pollution control device conforming to the type approved under this Regulation as a separate technical unit shall bear an EC type-approval mark.
3.2. This mark shall consist of a rectangle surrounding the lower-case letter ‘e’ followed by the distinguishing number of the Member State which has granted the EC type-approval in accordance with the numbering system set out in Annex VII to Directive 2007/46/EC.
The EC type- approval mark shall also include in the vicinity of the rectangle the ‘base approval number’ contained in section 4 of the type-approval number referred to in Annex VII to Directive 2007/46/EC, preceded by the two figures indicating the sequence number assigned to the latest major technical amendment to Regulation (EC) No 715/2007 or this Regulation on the date EC type-approval for a separate technical unit was granted. For this Regulation, the sequence number is 00.
3.3. The EC type-approval mark shall be affixed to the replacement pollution control device in such a way as to be clearly legible and indelible. It shall, wherever possible, be visible when the replacement pollution control device is installed on the vehicle.
3.4. Appendix 3 to this Annex gives example of the EC type- approval mark.
4. TECHNICAL REQUIREMENTS
|
4.1. |
The requirements for the type-approval of replacement pollution control devices shall be those of Section 5 of UN/ECE Regulation No 103 with the exceptions set out in sections 4.1.1 to 4.1.5.
|
|
4.2. |
For vehicles with positive-ignition engines, if the NMHC emissions measured during the demonstration test of a new original equipment catalytic converter, under paragraph 5.2.1 of UN/ECE Regulation No 103, are higher than the values measured during the type-approval of the vehicle, the difference shall be added to the OBD threshold limits. The OBD threshold limits are specified in point 2.3 of Annex XI of this Regulation. |
|
4.3. |
The revised OBD threshold limits will apply during the tests of OBD compatibility set out in paragraphs 5.5 to 5.5.5 of UN/ECE Regulation No 103. In particular, when the exceedance allowed in paragraph 1 of Appendix 1 to Annex 11 to UN/ECE Regulation No 83 is applied. |
|
4.4. |
Requirements for replacement periodically regenerating systems
4.4.1. Requirements regarding emissions 4.4.1.1. The vehicle(s) indicated in Article 11(3), equipped with a replacement periodically regenerating system of the type for which approval is requested, shall be subject to the tests described in paragraph 3 of Annex 13 of UN/ECE Regulation No 83, in order to compare its performance with the same vehicle equipped with the original periodically regenerating system. 4.4.1.2. Reference to the ‘Type I test’ and ‘Type I test cycle’ in paragraph 3. of Annex 13 of UN/ECE Regulation No 83 and the ‘test cycle’ in Section 5 of UN/ECE Regulation No 103 shall be understood as being the same Type I / Type 1 test and Type I / Type 1 test cycle as used for the original type approval of the vehicle. 4.4.2. Determination of the basis for comparison 4.4.2.1. The vehicle shall be fitted with a new original periodically regenerating system. The emissions performance of this system shall be determined following the test procedure set out in paragraph 3 of Annex 13 of UN/ECE Regulation No 83. 4.4.2.1.1. Reference to the ‘Type I test’ and ‘Type I test cycle’ in paragraph 3. of Annex 13 of UN/ECE Regulation No 83 and the ‘test cycle’ in Section 5 of UN/ECE Regulation No 103 shall be understood as being the same Type I / Type 1 test and Type I / Type 1 test cycle as used for the original type approval of the vehicle. 4.4.2.2. Upon request of the applicant for the approval of the replacement component, the approval authority shall make available on a non-discriminatory basis, the information referred to in points 3.2.12.2.1.11.1 and 3.2.12.2.6.4.1 of the information document contained in Appendix 3 to Annex I to this Regulation for each vehicle tested. 4.4.3. Exhaust gas test with a replacement periodically regeneration system 4.4.3.1. The original equipment periodically regenerating system of the test vehicle(s) shall be replaced by the replacement periodically regenerating system. The emissions performance of this system shall be determined following the test procedure set out in paragraph 3 Annex 13 of UN/ECE Regulation No 83. 4.4.3.1.1. Reference to the ‘Type I test’ and ‘Type I test cycle’ in paragraph 3. of Annex 13 of UN/ECE Regulation No 83 and the ‘test cycle’ in Section 5 of UN/ECE Regulation No 103 shall be understood as being the same Type I / Type 1 test and Type I / Type 1 test cycle as used for the original type approval of the vehicle. 4.4.3.2. To determine the D-factor of the replacement periodically regenerating system, any of the engine test bench methods referred to in paragraph 3 of Annex 13 of UN/ECE Regulation No 83 may be used. 4.4.4. Other requirements The requirements of paragraphs 5.2.3, 5.3, 5.4 and 5.5 of UN/ECE Regulation No 103 shall apply to replacement periodically regenerating systems. In these paragraphs the words ‘catalytic converter’ shall be understood to mean ‘periodically regenerating system’. In addition the exceptions made to these paragraphs in section 4.1 of this annex shall also apply to periodically regenerating systems. |
5. DOCUMENTATION
5.1. Each replacement pollution control device shall be clearly and indelibly marked with the manufacturer’s name or trade mark and accompanied by the following information:
the vehicles (including year of manufacture) for which the replacement pollution control device is approved, including, where applicable, a marking to identify if the replacement pollution control device is suitable for fitting to a vehicle that is equipped with an on-board diagnostic (OBD) system;
installation instructions, where necessary.
The information shall be available in the product catalogue distributed to points of sale by the manufacturer of replacement pollution control devices.
6. CONFORMITY OF PRODUCTION
|
6.1. |
Measures to ensure the conformity of production shall be taken in accordance with the provisions laid down in Article 12 of Directive 2007/46/EC. |
|
6.2. |
Special provisions
6.2.1. The checks referred to in point 2.2 of Annex X to Directive 2007/46/EC shall include compliance with the characteristics as defined under point 8 of Article 2 of this Regulation. 6.2.2. For the application of Article 12(2) of Directive 2007/46/EC, the tests described in section 4.4.1 of this Annex and section 5.2 of UN/ECE Regulation No 103 (requirements regarding emissions) may be carried out. In this case, the holder of the approval may request, as an alternative, to use as a basis for comparison not the original equipment pollution control device, but the replacement pollution control device which was used during the type-approval tests (or another sample that has been proven to conform to the approved type). Emissions values measured with the sample under verification shall then on average not exceed by more than 15 % the mean values measured with the sample used for reference. |
Appendix 1
MODEL
Information document No …
relating to the EC type-approval of replacement pollution control devices
The following information, if applicable, must be supplied in triplicate and include a list of contents. Any drawings must be supplied in appropriate scale and sufficient detail on size A4 or on a folder of A4 format. Photographs, if any, must show sufficient detail.
If the systems, components or separate technical units have electronic controls, information concerning their performance must be supplied.
0. GENERAL
0.1. Make (trade name of manufacturer): …
0.2. Type: …
0.2.1. Commercial name(s), if available: …
0.5. Name and address of manufacturer: …
Name and address of authorised representative, if any: …
0.7. In the case of components and separate technical units, location and method of affixing of the EC approval mark: …
0.8. Address(es) of assembly plant(s): …
1. DESCRIPTION OF THE DEVICE
1.1. Make and type of the replacement pollution control device: …
1.2. Drawings of the replacement pollution control device, identifying in particular all the characteristics referred to under point 8 of Article 2 of this Regulation: …
1.3. Description of the vehicle type or types for which the replacement pollution control device is intended: …
1.3.1. Number(s) and/or symbol(s) characterising the engine and vehicle type(s): …
1.3.2. Is the replacement pollution control device intended to be compatible with OBD requirements (Yes/No) ( 19 )
1.4. Description and drawings showing the position of the replacement pollution control device relative to the engine exhaust manifold(s): …
Appendix 2
MODEL EC TYPE-APPROVAL CERTIFICATE
(Maximum format: A4 (210 mm × 297 mm))
EC TYPE-APPROVAL CERTIFICATE
Stamp of administration
Communication concerning the:
of a type of component/separate technical unit ( 24 )
with regard to Regulation (EC) No 715/2007, as implemented by Regulation (EU) 2017/1151.
Regulation (EC) No 715/2007 or Regulation (EU) 2017/1151 as last amended by …
EC type-approval number: …
Reason for extension: …
SECTION I
0.1. Make (trade name of manufacturer): …
0.2. Type: …
0.3. Means of identification of type if marked on the component/separate technical unit ( 25 ): …
0.3.1. Location of that marking: …
0.5. Name and address of manufacturer: …
0.7. In the case of components and separate technical units, location and method of affixing of the EC approval mark: …
0.8. Name and address(es) of assembly plant(s): …
0.9. Name and address of manufacturer’s representative (if any): …
SECTION II
1. Additional information
1.1. Make and type of the replacement pollution control device: …
1.2. Vehicle type(s) for which the pollution control device type qualifies as replacement part: …
1.3. Type(s) of vehicles) on which the replacement pollution control device has been tested: …
1.3.1. Has the replacement pollution control device demonstrated compatibility with OBD requirements (yes/no) ( 26 ): …
2. Technical service responsible for carrying out the tests: …
3. Date of test report: …
4. Number of test report: …
5. Remarks: …
6. Place: …
7. Date: …
8. Signature: …
|
Attachments: |
Information package. |
Appendix 3
Example of the EC type-approval marks
(see point 3.2 of this Annex)
The above approval mark affixed to a component of a replacement pollution control device shows that the type concerned has been approved in France (e 2), pursuant to this Regulation. The first two digits of the approval number (00) indicate that this part was approved according to this Regulation. The following four digits (1234) are those allocated by the approval authority to the replacement pollution control device as the base approval number.
ANNEX XIV
Access to vehicle OBD and vehicle repair and maintenance information
1. INTRODUCTION
1.1. This Annex lays down technical requirements for the accessibility of vehicle OBD and vehicle repair and maintenance information.
2. REQUIREMENTS
2.1. Vehicle OBD and vehicle repair and maintenance information available through websites shall follow the technical specifications of OASIS Document SC2-D5, Format of Automotive Repair Information, version 1.0, 28 May 2003 ( 27 ) and of Sections 3.2, 3.5, (excluding 3.5.2), 3.6, 3.7 and 3.8 of OASIS Document SC1-D2, Autorepair Requirements Specification, version 6.1, dated 10.1.2003 ( 28 ), using only open text and graphic formats or formats which can be viewed and printed using only standard software plug-ins that are freely available, easy to install, and which run under computer operating systems commonly in use. Where possible, keywords in the meta data shall conform to ISO 15031-2. Such information shall be always available, except as required for web-site maintenance purposes. Those requiring the right to duplicate or re-publish the information should negotiate directly with the manufacturer concerned. Information for training material shall also be available, but may be presented through other media than web-sites.
Information on all parts of the vehicle, with which the vehicle, as identified by the vehicle identification number (VIN) and any additional criteria such as wheelbase, engine output, trim level or options, is equipped by the vehicle manufacturer and which can be replaced by spare parts offered by the vehicle manufacturer to its authorised repairers or dealers or third parties by means of reference to original equipment (OE) parts number, shall be made available in a database easily accessible to independent operators.
This database shall comprise the VIN, OE parts numbers, OE naming of the parts, validity attributes (valid-from and valid-to dates), fitting attributes and where applicable structuring characteristics.
The information on the database shall be regularly updated. The updates shall include in particular all modifications to individual vehicles after their production if this information is available to authorised dealers.
2.2. Access to vehicle security features used by authorised dealers and repair shops shall be made available to independent operators under protection of security technology according to the following requirements:
data shall be exchanged ensuring confidentiality, integrity and protection against replay;
the standard https//ssl-tls (RFC4346) shall be used;
security certificates in accordance with ISO 20828 shall be used for mutual authentication of independent operators and manufacturers;
the independent operator’s private key shall be protected by secure hardware.
The Forum on Access to Vehicle Information provided for by paragraph 9 of Article 13 will specify the parameters for fulfilling these requirements according to the state-of-the-art.
The independent operator shall be approved and authorised for this purpose on the basis of documents demonstrating that they pursue a legitimate business activity and have not been convicted of relevant criminal activity.
2.3. Reprogramming of control units shall be conducted in accordance with either ISO 22900 or SAE J2534, regardless of the date of type approval. For the validation of the compatibility of the manufacturer-specific application and the vehicle communication interfaces (VCI) complying to ISO 22900 or SAE J2534, the manufacturer shall offer either a validation of independently developed VCIs or the information, and loan of any special hardware, required for a VCI manufacturer to conduct such validation himself. The conditions of Article 7(1) of Regulation (EC) No 715/2007 apply to fees for such validation or information and hardware.
2.4. All emission-related fault codes shall be consistent with Appendix 1 to Annex XI.
2.5. For access to any vehicle OBD and vehicle repair and maintenance information other than that relating to secure areas of the vehicle, registration requirements for use of the manufacturer’s web site by an independent operator shall require only such information as is necessary to confirm how payment for the information is to be made. For information concerning access to secure areas of the vehicle, the independent operator shall present a certificate in accordance with ISO 20828 to identify himself and the organisation to which he belongs and the manufacturer shall respond with his own certificate in accordance with ISO 20828 to confirm to the independent operator that he is accessing a legitimate site of the intended manufacturer. Both parties shall keep a log of any such transactions indicating the vehicles and changes made to them under this provision.
2.6. In the event that vehicle OBD and vehicle repair and maintenance information available on a manufacturer’s website does not contain specific relevant information to permit the proper design and manufacture of alternative fuels retrofit systems, then any interested alternative fuels retrofit system manufacturer shall be able to access the information required in paragraphs 0, 2, and 3 of Appendix 3 to Annex Iby contacting the manufacturer directly with such a request. Contact details for that purpose shall be clearly indicated on the manufacturer’s website and the information shall be provided within 30 days. Such information need only be provided for alternative fuels retrofit systems that are subject to UN/ECE Regulation No 115 ( 29 ) or for alternative fuels retrofit components that form part of systems subject to UN/ECE Regulation No 115, and need only be provided in response to a request that clearly specifies the exact specification of the vehicle model for which the information is required and that specifically confirms that the information is required for the development of alternative fuels retrofit systems or components subject to UN/ECE Regulation No 115.
2.7. Manufacturers shall indicate in their repair information websites the type-approval number by model.
2.8. Manufacturers shall establish fees for hourly, daily, monthly, annual and per-transaction access to their repair and maintenance information websites, which are reasonable and proportionate.
Appendix 1
ANNEX XV
Reserved
ANNEX XVI
REQUIREMENTS FOR VEHICLES THAT USE A REAGENT FOR THE EXHAUST AFTER-TREATMENT SYSTEM
1. Introduction
This Annex sets out the requirements for vehicles that rely on the use of a reagent for the after-treatment system in order to reduce emissions. Every reference in this Annex to ‘reagent tank’ shall be understood as also applying to other containers in which a reagent is stored.
|
1.1. |
The capacity of the reagent tank shall be such that a full reagent tank does not need to be replenished over an average driving range of 5 full fuel tanks providing the reagent tank can be easily replenished (e.g. without the use of tools and without removing vehicle interior trim. The opening of an interior flap, in order to gain access for the purpose of reagent replenishment, shall not be understood as the removal of interior trim). If the reagent tank is not considered to be easy to replenish as described above, the minimum reagent tank capacity shall be at least equivalent to an average driving distance of 15 full fuel tanks. However, in the case of the option in paragraph 3.5., where the manufacturer chooses to start the warning system at a distance which may not be less than 2 400 km before the reagent tank becomes empty, the above restrictions on a minimum reagent tank capacity shall not apply. |
|
1.2. |
In the context of this Annex, the term ‘average driving distance’ shall be taken to be derived from the fuel or reagent consumption during a Type 1 test for the driving distance of a fuel tank and the driving distance of a reagent tank respectively. |
2. Reagent indication
|
2.1. |
The vehicle shall include a specific indicator on the dashboard that informs the driver when reagent levels are below the threshold values specified in paragraph 3.5. |
3. Driver warning system
|
3.1. |
The vehicle shall include a warning system consisting of visual alarms that informs the driver when an abnormality is detected in the reagent dosing, e.g. when emissions are too high, the reagent level is low, reagent dosing is interrupted, or the reagent is not of a quality specified by the manufacturer. The warning system may also include an audible component to alert the driver. |
|
3.2. |
The warning system shall escalate in intensity as the reagent approaches empty. It shall culminate in a driver notification that cannot be easily defeated or ignored. It shall not be possible to turn off the system until the reagent has been replenished. |
|
3.3. |
The visual warning shall display a message indicating a low level of reagent. The warning shall not be the same as the warning used for the purposes of OBD or other engine maintenance. The warning shall be sufficiently clear for the driver to understand that the reagent level is low (e.g. ‘urea level low’, ‘AdBlue level low’, or ‘reagent low’). |
|
3.4. |
The warning system does not initially need to be continuously activated, however the warning shall escalate so that it becomes continuous as the level of the reagent approaches the point where the driver inducement system in paragraph 8. comes into effect. An explicit warning shall be displayed (e.g. ‘fill up urea’, ‘fill up AdBlue’, or ‘fill up reagent’). The continuous warning system may be temporarily interrupted by other warning signals providing that they are important safety related messages. |
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3.5. |
The warning system shall activate at a distance equivalent to a driving range of at least 2 400 km in advance of the reagent tank becoming empty, or at the choice of the manufacturer at the latest when the level of reagent in the tank reaches one of the following levels:
(a)
a level expected to be sufficient for driving 150 % of an average driving range with a complete tank of fuel; or
(b)
10 % of the capacity of the reagent tank, whichever occurs earlier. |
4. Identification of incorrect reagent
|
4.1. |
The vehicle shall include a means of determining that a reagent corresponding to the characteristics declared by the manufacturer and recorded in Appendix 3 to Annex I is present on the vehicle. |
|
4.2. |
If the reagent in the storage tank does not correspond to the minimum requirements declared by the manufacturer the driver warning system in paragraph 3. shall be activated and shall display a message indicating an appropriate warning (e.g. ‘incorrect urea detected’, ‘incorrect AdBlue detected’, or ‘incorrect reagent detected’). If the reagent quality is not rectified within 50 km of the activation of the warning system then the driver inducement requirements of paragraph 8. shall apply. |
5. Reagent consumption monitoring
|
5.1. |
The vehicle shall include a means of determining reagent consumption and providing off-board access to consumption information. |
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5.2. |
Average reagent consumption and average demanded reagent consumption by the engine system shall be available via the serial port of the standard diagnostic connector. Data shall be available over the previous complete 2 400 km period of vehicle operation. |
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5.3. |
In order to monitor reagent consumption, at least the following parameters within the vehicle shall be monitored:
(a)
The level of reagent in the on-vehicle storage tank; and
(b)
The flow of reagent or injection of reagent as close as technically possible to the point of injection into an exhaust after-treatment system. |
|
5.4. |
A deviation of more than 50 % between the average reagent consumption and the average demanded reagent consumption by the engine system over a period of 30 minutes of vehicle operation, shall result in the activation of the driver warning system in paragraph 3., which shall display a message indicating an appropriate warning (e.g. ‘urea dosing malfunction’, ‘AdBlue dosing malfunction’, or ‘reagent dosing malfunction’). If the reagent consumption is not rectified within 50 km of the activation of the warning system then the driver inducement requirements of paragraph 8. shall apply. |
|
5.5. |
In the case of interruption in reagent dosing activity the driver warning system as referred to in paragraph 3. shall be activated, which shall display a message indicating an appropriate warning. Where the reagent dosing interruption is initiated by the engine system because the vehicle operating conditions are such that the vehicle's emission performance does not require reagent dosing, the activation of the driver warning system as referred to in paragraph 3. may be omitted, provided that the manufacturer has clearly informed the approval authority when such operating conditions apply. If the reagent dosing is not rectified within 50 km of the activation of the warning system then the driver inducement requirements of paragraph 8. shall apply. |
6. Monitoring NOx emissions
|
6.1. |
As an alternative to the monitoring requirements referred to in paragraphs 4. and 5., manufacturers may use exhaust gas sensors directly to sense excess NOx levels in the exhaust. |
|
6.2. |
The manufacturer shall demonstrate that use of the sensors referred to in paragraph 6.1. above and any other sensors on the vehicle, results in the activation of the driver warning system as referred to in paragraph 3. above, the display of a message indicating an appropriate warning (e.g. ‘emissions too high — check urea’, ‘emissions too high — check AdBlue’, ‘emissions too high — check reagent’), and the activation of the driver inducement system as referred to in paragraph 8.3., when the situations referred to in paragraphs 4.2., 5.4., or 5.5. occur. For the purposes of this paragraph these situations are presumed to occur if the applicable NOx OBD threshold limit of the tables set out in paragraph 2.3. of Annex XI is exceeded. NOx emissions during the test to demonstrate compliance with these requirements shall be no more than 20 % higher than the OBD threshold limits. |
7. Storage of failure information
|
7.1. |
Where reference is made to this paragraph, non-erasable Parameter Identifiers (PID) shall be stored identifying the reason for and the distance travelled by the vehicle during the inducement system activation. The vehicle shall retain a record of the PID for at least 800 days or 30 000 km of vehicle operation. The PID shall be made available via the serial port of a standard diagnostic connector upon request of a generic scan tool in accordance with the provisions of paragraph 2.3. of Appendix 1 to Annex XI. The information stored in the PID shall be linked to the period of cumulated vehicle operation, during which it has occurred, with an accuracy of not less than 300 days or 10 000 km. |
|
7.2. |
Malfunctions in the reagent dosing system attributed to technical failures (e.g. mechanical or electrical faults) shall also be subject to the OBD requirements in Annex XI. |
8. Driver inducement system
|
8.1. |
The vehicle shall include a driver inducement system to ensure that the vehicle operates with a functioning emissions control system at all times. The inducement system shall be designed so as to ensure that the vehicle cannot operate with an empty reagent tank. |
|
8.2. |
The inducement system shall activate at the latest when the level of reagent in the tank reaches:
(a)
In the case that the warning system was activated at least 2 400 km before the reagent tank was expected to become empty, a level expected to be sufficient for driving the average driving range of the vehicle with a complete tank of fuel.
(b)
In the case that the warning system was activated at the level described in paragraph 3.5.(a), a level expected to be sufficient for driving 75 % of the average driving range of the vehicle with a complete tank of fuel; or
(c)
In the case that the warning system was activated at the level described in paragraph 3.5.(b), 5 % of the capacity of the reagent tank.
(d)
In the case that the warning system was activated ahead of the levels described in both paragraph 3.5.(a) and 3.5.(b) but less than 2 400 km in advance of the reagent tank becoming empty, whichever level described in (b) or (c) of this paragraph occurs earlier. Where the alternative described in paragraph 6.1. is utilised, the system shall activate when the irregularities described in paragraphs 4. or 5. or the NOx levels described in paragraph 6.2. have occurred. The detection of an empty reagent tank and the irregularities mentioned in paragraphs 4., 5., or 6. shall result in the failure information storage requirements of paragraph 7. taking effect. |
|
8.3. |
The manufacturer shall select which type of inducement system to install. The options for a system are described in paragraphs 8.3.1., 8.3.2., 8.3.3. and 8.3.4.
|
|
8.4. |
Once the inducement system has prevented engine restarts, the inducement system shall only be deactivated if the irregularities specified in paragraphs 4., 5., or 6. have been rectified or if the quantity of reagent added to the vehicle meets at least one of the following criteria:
(a)
expected to be sufficient for driving 150 % of an average driving range with a complete tank of fuel; or
(b)
at least 10 % of the capacity of the reagent tank. After a repair has been carried out to correct a fault where the OBD system has been triggered under paragraph 7.2., the inducement system may be reinitialised via the OBD serial port (e.g. by a generic scan tool) to enable the vehicle to be restarted for self-diagnosis purposes. The vehicle shall operate for a maximum of 50 km to enable the success of the repair to be validated. The inducement system shall be fully reactivated if the fault persists after this validation. |
|
8.5. |
The driver warning system referred to in paragraph 3. shall display a message indicating clearly:
(a)
The number of remaining restarts and/or the remaining distance; and
(b)
The conditions under which the vehicle can be restarted. |
|
8.6. |
The driver inducement system shall be deactivated when the conditions for its activation have ceased to exist. The driver inducement system shall not be automatically deactivated without the reason for its activation having been remedied. |
|
8.7. |
Detailed written information fully describing the functional operation characteristics of the driver inducement system shall be provided to the Type Approval Authority at the time of approval. |
|
8.8. |
As part of the application for type approval under this Regulation, the manufacturer shall demonstrate the operation of the driver warning and inducement systems. |
9. Information requirements
|
9.1. |
The manufacturer shall provide all owners of new vehicles with clear written information about the emission control system. This information shall state that if the vehicle emission control system is not functioning correctly, the driver shall be informed of a problem by the driver warning system and that the driver inducement system shall consequentially result in the vehicle being unable to start. |
|
9.2. |
The instructions shall indicate requirements for the proper use and maintenance of vehicles, including the proper use of consumable reagents. |
|
9.3. |
The instructions shall specify if consumable reagents have to be replenished by the vehicle driver between normal maintenance intervals. They shall indicate how the vehicle driver should replenish the reagent tank. The information shall also indicate a likely rate of reagent consumption for that type of vehicle and how often it should be replenished. |
|
9.4. |
The instructions shall specify that use of, and replenishing of, a required reagent of the correct specifications is mandatory for the vehicle to comply with the certificate of conformity issued for that vehicle type. |
|
9.5. |
The instructions shall state that it may be a criminal offence to use a vehicle that does not consume any reagent if it is required for the reduction of emissions. |
|
9.6. |
The instructions shall explain how the warning system and driver inducement systems work. In addition, the consequences of ignoring the warning system and not replenishing the reagent shall be explained. |
10. Operating conditions of the after-treatment system
Manufacturers shall ensure that the emission control system retains its emission control function during all ambient conditions, especially at low ambient temperatures. This includes taking measures to prevent the complete freezing of the reagent during parking times of up to 7 days at 258 K (– 15 °C) with the reagent tank 50 % full. If the reagent is frozen, the manufacturer shall ensure that the reagent shall be liquefied and ready for use within 20 minutes of the vehicle being started at 258 K (– 15 °C) measured inside the reagent tank.
ANNEX XVII
AMENDMENTS TO REGULATION (EC) No 692/2008
1. Appendix 3 to Annex I of Regulation (EC) No 692/2008 is hereby amended as follows:
Points 3. to 3.1.1. shall be amended to read:
‘3. PROPULSION ENERGY CONVERTER (k)
3.1. Manufacturer of the propulsion energy converter(s): …
3.1.1. Manufacturer's code (as marked on the propulsion energy converter or other means of identification): …’
Point 3.2.1.8. shall be amended to read:
‘3.2.1.8. Rated engine power (n): … kW at … min–1 (manufacturer's declared value)’
Point 3.2.2.2. shall be renumbered 3.2.2.1.1. and shall read as follows:
‘3.2.2.1.1. RON, unleaded: …’
Point 3.2.4.2.1. shall be amended to read:
‘3.2.4.2.1. System description (common rail/unit injectors/distribution pump etc.): …’
Point 3.2.4.2.3. shall be amended to read:
‘3.2.4.2.3. Injection/Delivery pump’
Point 3.2.4.2.4. shall be amended to read:
‘3.2.4.2.4. Engine speed limitation control’
Point 3.2.4.2.9.3. shall be amended to read:
‘3.2.4.2.9.3. Description of the system’
Points 3.2.4.2.9.3.6. to 3.2.4.2.9.3.8. shall be amended to read:
‘3.2.4.2.9.3.6. Make and type or working principle of water temperature sensor: …
3.2.4.2.9.3.7. Make and type or working principle of air temperature sensor: …
3.2.4.2.9.3.8. Make and type or working principle of air pressure sensor: …’
Point 3.2.4.3.4.3. shall be amended to read:
‘3.2.4.3.4.3. Make and type or working principle of air-flow sensor: …’
Points 3.2.4.3.4.9. to 3.2.4.3.4.11. shall be amended to read:
‘3.2.4.3.4.9. Make and type or working principle of water temperature sensor: …
3.2.4.3.4.10. Make and type or working principle of air temperature sensor: …
3.2.4.3.4.11. Make and type or working principle of air pressure sensor: …’
Point 3.2.4.3.5. shall be amended to read:
‘3.2.4.3.5. Injectors’
Points 3.2.12.2. to 3.2.12.2.1. shall be amended to read:
‘3.2.12.2. Pollution control devices (if not covered by another heading)
3.2.12.2.1. Catalytic converter’
Points 3.2.12.2.1.11. to 3.2.12.2.1.11.10 shall be deleted
Points 3.2.12.2.2. to 3.2.12.2.2.5. shall be deleted and replaced with the following:
‘3.2.12.2.2. Sensors
3.2.12.2.2.1. Oxygen sensor: yes/no (1)
3.2.12.2.2.1.1. Make: …
3.2.12.2.2.1.2. Location: …
3.2.12.2.2.1.3. Control range: …
3.2.12.2.2.1.4. Type or working principle: …
3.2.12.2.2.1.5. Identifying part number: …’
Points 3.2.12.2.4.1. to 3.2.12.2.4.2. shall be amended to read:
‘3.2.12.2.4.1. Characteristics (make, type, flow, high pressure / low pressure / combined pressure, etc.): …
3.2.12.2.4.2. Water-cooled system (to be specified for each EGR system e.g. low pressure / high pressure / combined pressure: yes/no (1)’
Points 3.2.12.2.5. to 3.2.12.2.5.6. shall be amended to read:
‘3.2.12.2.5. Evaporative emissions control system (petrol and ethanol engines only): yes/no (1)
3.2.12.2.5.1. Detailed description of the devices: …
3.2.12.2.5.2. Drawing of the evaporative emissions control system: …
3.2.12.2.5.3. Drawing of the carbon canister: …
3.2.12.2.5.4. Mass of dry charcoal: … g
3.2.12.2.5.5. Schematic drawing of the fuel tank with indication of capacity and material (petrol and ethanol engines only): …
3.2.12.2.5.6. Description and schematic of the heat shield between tank and exhaust system: …’
Points 3.2.12.2.6.4. to 3.2.12.2.6.4.4. shall be deleted
Points 3.2.12.2.6.5. and 3.2.12.2.6.6. shall be renumbered to read:
‘3.2.12.2.6.4. Make of particulate trap: …
3.2.12.2.6.5. Identifying part number: …’
Points 3.2.12.2.8. shall be amended to read:
‘3.2.12.2.8. Other system: …’
New points 3.2.12.2.10. to 3.2.12.2.11.8. shall be added as follows:
‘3.2.12.2.10. Periodically regenerating system: (provide the information below for each separate unit)
3.2.12.2.10.1. Method or system of regeneration, description and/or drawing: …
3.2.12.2.10.2. The number of Type 1 operating cycles, or equivalent engine test bench cycles, between two cycles where regenerative phases occur under the conditions equivalent to Type 1 test (Distance “D” in Figure A6.App1/1 in Appendix 1 to Sub-Annex 6 of Annex XXI to Regulation (EU) 2017/1151 or figure A13/1 in Annex 13 to UN/ECE Regulation 83 (as applicable)): …
3.2.12.2.10.2.1. Applicable Type 1 cycle: (indicate the applicable procedure: Annex XXI, Sub-Annex 4 or UN/ECE Regulation 83): …
3.2.12.2.10.3. Description of method employed to determine the number of cycles between two cycles where regenerative phases occur: …
3.2.12.2.10.4. Parameters to determine the level of loading required before regeneration occurs (i.e. temperature, pressure etc.): …
3.2.12.2.10.5. Description of method used to load system in the test procedure described in paragraph 3.1., Annex 13 to UN/ECE Regulation 83: …
3.2.12.2.11. Catalytic converter systems using consumable reagents (provide the information below for each separate unit) yes/no (1)
3.2.12.2.11.1. Type and concentration of reagent needed: …
3.2.12.2.11.2. Normal operational temperature range of reagent: …
3.2.12.2.11.3. International standard: …
3.2.12.2.11.4. Frequency of reagent refill: continuous/maintenance (where appropriate):
3.2.12.2.11.5. Reagent indicator: (description and location)
3.2.12.2.11.6. Reagent tank
3.2.12.2.11.6.1. Capacity: …
3.2.12.2.11.6.2. Heating system: yes/no (1)
3.2.12.2.11.6.2.1. Description or drawing
3.2.12.2.11.7. Reagent control unit: yes/no (1)
3.2.12.2.11.7.1. Make: …
3.2.12.2.11.7.2. Type: …
3.2.12.2.11.8. Reagent injector (make, type and location): …’
Point 3.2.15.1. shall be amended to read:
‘3.2.15.1. Type-approval number according to Regulation (EC) No 661/2009 (OJ L 200, 31.7.2009, p. 1)’
Point 3.2.16.1. shall be amended to read:
‘3.2.16.1. Type-approval number according to Regulation (EC) No 661/2009 (OJ L 200, 31.7.2009, p. 1)’
Point 3.3. shall be amended to read:
‘3.3. Electric machine’
Point 3.3.2. shall be amended to read:
‘3.3.2. REESS’
Point 3.4. shall be amended to read:
‘3.4. Combinations of propulsion energy converters’
Point 3.4.4. shall be amended to read:
‘3.4.4. Description of the energy storage device: (REESS, capacitor, flywheel/generator)’
Point 3.4.4.5. shall be amended to read:
‘3.4.4.5. Energy: … (for REESS: voltage and capacity Ah in 2 h, for capacitor: J, …)’
Point 3.4.5. shall be amended to read:
‘3.4.5. Electric machine (describe each type of electric machine separately)’
Point 3.5. shall be amended to read:
‘3.5. Manufacturer’s declared values for determination of CO2 emissions/fuel consumption/electric consumption/electric range and details of eco-innovations (where applicable)(o)’
Point 4.4. shall be amended to read:
‘4.4. Clutch(es)’
Point 4.6. shall be amended to read:
‘4.6. Gear ratios
|
Gear |
Internal gearbox ratios (ratios of engine to gearbox output shaft revolutions) |
Final drive ratio(s) (ratio of gearbox output shaft to driven wheel revolutions) |
Total gear ratios |
|
Maximum for CVT |
|
|
|
|
1 |
|
|
|
|
2 |
|
|
|
|
3 |
|
|
|
|
… |
|
|
|
|
Minimum for CVT’ |
|
|
|
Point 6.6. to 6.6.3. shall be replaced as follows:
‘6.6. Tyres and wheels
6.6.1. Tyre/wheel combination(s)
6.6.1.1. Axles
6.6.1.1.1. Axle 1: …
6.6.1.1.1.1. Tyre size designation
6.6.1.1.2. Axle 2: …
6.6.1.1.2.1. Tyre size designation
etc.
6.6.2. Upper and lower limits of rolling radii
6.6.2.1. Axle 1: …
6.6.2.2. Axle 2: …
etc.
6.6.3. Tyre pressure(s) as recommended by the vehicle manufacturer: … kPa’
Point 9.1. shall be amended to read:
‘9.1. Type of bodywork using the codes defined in Part C of Annex II of Directive 2007/46/EC: …’
2. In table 1 of Appendix 6 to Annex I of Regulation (EC) No 692/2008 the rows ZD to ZL and ZX, ZY are amended as follows:
|
‘ZD |
Euro 6c |
Euro 6-2 |
M, N1 class I |
PI, CI |
|
|
31.8.2018 |
|
ZE |
Euro 6c |
Euro 6-2 |
N1 class II |
PI, CI |
|
|
31.8.2019 |
|
ZF |
Euro 6c |
Euro 6-2 |
N1 class III, N2 |
PI, CI |
|
|
31.8.2019 |
|
ZG |
Euro 6d-TEMP |
Euro 6-2 |
M, N1 class I |
PI, CI |
|
|
31.8.2018 |
|
ZH |
Euro 6d-TEMP |
Euro 6-2 |
N1 class II |
PI, CI |
|
|
31.8.2019 |
|
ZI |
Euro 6d-TEMP |
Euro 6-2 |
N1 class III, N2 |
PI, CI |
|
|
31.8.2019 |
|
ZJ |
Euro 6d |
Euro 6-2 |
M, N1 class I |
PI, CI |
|
|
31.8.2018 |
|
ZK |
Euro 6d |
Euro 6-2 |
N1 class II |
PI, CI |
|
|
31.8.2019 |
|
ZL |
Euro 6d |
Euro 6-2 |
N1 class III, N2 |
PI, CI |
|
|
31.8.2019 |
|
ZX |
n.a. |
n.a. |
All vehicles |
Battery full electric |
1.9.2009 |
1.1.2011 |
31.8.2019 |
|
ZY |
n.a. |
n.a. |
All vehicles |
Battery full electric |
1.9.2009 |
1.1.2011 |
31.8.2019 |
|
ZZ |
n.a. |
n.a. |
All vehicles using certificates according to point 2.1.1 of Annex I |
PI, CI |
1.9.2009 |
1.1.2011 |
31.8.2019’ |
ANNEX XVIII
SPECIAL PROVISIONS REGARDING ANNEXES I, II, III, VIII AND IX TO DIRECTIVE 2007/46/EC
Amendments to Annex I of Directive 2007/46/EC
(1) Annex I of Directive 2007/46/EC is hereby amended as follows:
Point 2.6.1. shall be amended to read:
‘2.6.1. Distribution of this mass among the axles and, in the case of a semi-trailer, a rigid drawbar trailer or a centre-axle trailer, the mass on the coupling:
minimum and maximum for each variant: …
mass of each version (a matrix must be provided): …’
Points 3. to 3.1.1. shall be amended to read:
‘3. PROPULSION ENERGY CONVERTER (k)
3.1. Manufacturer of the propulsion energy converter(s): …
3.1.1. Manufacturer's code (as marked on the propulsion energy converter or other means of identification): …’
Point 3.2.1.8. shall be amended to read:
‘3.2.1.8. Rated engine power (n): … kW at … min–1 (manufacturer's declared value)’
A new point 3.2.2.1.1. shall be added as follows:
‘3.2.2.1.1. RON, unleaded: …’
Point 3.2.4.2.1. shall be amended to read:
‘3.2.4.2.1. System description (common rail/unit injectors/distribution pump etc.): …’
Point 3.2.4.2.3. shall be amended to read:
‘3.2.4.2.3. Injection/Delivery pump’
Point 3.2.4.2.4. shall be amended to read:
‘3.2.4.2.4. Engine speed limitation control’
Point 3.2.4.2.9.3. shall be amended to read:
‘3.2.4.2.9.3. Description of the system’
A new point 3.2.4.2.9.3.1.1. shall be added as follows:
‘3.2.4.2.9.3.1.1. Software version of the ECU: …’
Points 3.2.4.2.9.3.6. to 3.2.4.2.9.3.8. shall be amended to read:
‘3.2.4.2.9.3.6. Make and type or working principle of water temperature sensor: …
3.2.4.2.9.3.7. Make and type or working principle of air temperature sensor: …
3.2.4.2.9.3.8. Make and type or working principle of air pressure sensor: …’
A new point 3.2.4.3.4.1.1. shall be added as follows:
‘3.2.4.3.4.1.1. Software version of the ECU: …’
Point 3.2.4.3.4.3. shall be amended to read:
‘3.2.4.3.4.3. Make and type or working principle of air-flow sensor: …’
Points 3.2.4.3.4.9. to 3.2.4.3.4.11. shall be amended to read:
‘3.2.4.3.4.9. Make and type or working principle of water temperature sensor: …
3.2.4.3.4.10. Make and type or working principle of air temperature sensor: …
3.2.4.3.4.11. Make and type or working principle of air pressure sensor: …’
Point 3.2.4.3.5. shall be amended to read:
‘3.2.4.3.5. Injectors’
New points 3.2.4.4.2. and 3.2.4.4.3. shall be added as follows:
‘3.2.4.4.2. Make(s): ….
3.2.4.4.3. Type(s): …’
Points 3.2.12.2. to 3.2.12.2.1. shall be amended to read:
‘3.2.12.2. Pollution control devices (if not covered by another heading)
3.2.12.2.1. Catalytic converter’
Points 3.2.12.2.1.11. to 3.2.12.2.1.11.10 shall be deleted and replaced with the following new point:
‘3.2.12.2.1.11. Normal operating temperature range: … °C’
Points 3.2.12.2.2. to 3.2.12.2.2.5. shall be deleted and replaced with the following:
‘3.2.12.2.2. Sensors
3.2.12.2.2.1. Oxygen sensor: yes/no (1)
3.2.12.2.2.1.1. Make: …
3.2.12.2.2.1.2. Location: …
3.2.12.2.2.1.3. Control range: ….
3.2.12.2.2.1.4. Type or working principle: …
3.2.12.2.2.1.5. Identifying part number: …
3.2.12.2.2.2. NOx sensor: yes/no (1)
3.2.12.2.2.2.1. Make: …
3.2.12.2.2.2.2. Type: …
3.2.12.2.2.2.3. Location: …
3.2.12.2.2.3. Particulate sensor: yes/no (1)
3.2.12.2.2.3.1. Make: …
3.2.12.2.2.3.2. Type: …
3.2.12.2.2.3.3. Location: …’
Points 3.2.12.2.4.1. to 3.2.12.2.4.2. shall be amended to read:
‘3.2.12.2.4.1. Characteristics (make, type, flow, high pressure / low pressure / combined pressure, etc.): …
3.2.12.2.4.2. Water-cooled system (to be specified for each EGR system e.g. low pressure / high pressure / combined pressure: yes/no (1)’
Points 3.2.12.2.5. to 3.2.12.2.5.6. shall be amended to read:
‘3.2.12.2.5. Evaporative emissions control system (petrol and ethanol engines only): yes/no (1)
3.2.12.2.5.1. Detailed description of the devices: ….
3.2.12.2.5.2. Drawing of the evaporative control system: …
3.2.12.2.5.3. Drawing of the carbon canister: …
3.2.12.2.5.4. Mass of dry charcoal: … g
3.2.12.2.5.5. Schematic drawing of the fuel tank with indication of capacity and material (petrol and ethanol engines only): …
3.2.12.2.5.6. Description and schematic of the heat shield between tank and exhaust system: …’
Points 3.2.12.2.6.4. to 3.2.12.2.6.4.4. shall be deleted
Points 3.2.12.2.6.5. and 3.2.12.2.6.6. shall be renumbered to read:
‘3.2.12.2.6.4. Make of particulate trap: …
3.2.12.2.6.5. Identifying part number: …’
Points 3.2.12.2.7. to 3.2.12.2.7.0.6. shall be amended to read:
‘3.2.12.2.7. On-board-diagnostic (OBD) system: yes/no (1): …
3.2.12.2.7.0.1. (Euro VI only) Number of OBD engine families within the engine family
3.2.12.2.7.0.2. (Euro VI only) List of the OBD engine families (when applicable)
3.2.12.2.7.0.3. (Euro VI only) Number of the OBD engine family the parent engine / the engine member belongs to: …
3.2.12.2.7.0.4. (Euro VI only) Manufacturer references of the OBD-Documentation required by Article 5(4)(c) and Article 9(4) of Regulation (EU) No 582/2011 and specified in Annex X to that Regulation for the purpose of approving the OBD system
3.2.12.2.7.0.5. (Euro VI only) When appropriate, manufacturer reference of the Documentation for installing in a vehicle an OBD equipped engine system
3.2.12.2.7.0.6. (Euro VI only) When appropriate, manufacturer reference of the documentation package related to the installation on the vehicle of the OBD system of an approved engine’
In point 3.2.12.2.7.6.4.1. the heading ‘Low-duty vehicles’ shall be replaced with ‘Light-duty vehicles’
Points 3.2.12.2.8. shall be amended to read:
‘3.2.12.2.8. Other system: …’
New points 3.2.12.2.8.2.3. to 3.2.12.2.8.2.5. are added as follows:
‘3.2.12.2.8.2.3. Type of inducement system: no engine restart after countdown/no start after refuelling/fuel-lockout/performance restriction
3.2.12.2.8.2.4. Description of the inducement system
3.2.12.2.8.2.5. Equivalent to the average driving range of the vehicle with a complete tank of fuel: … km’
A new point 3.2.12.2.8.4. shall be added as follows:
‘3.2.12.2.8.4. (Euro VI only) List of the OBD engine families (when applicable): …’
New points 3.2.12.2.10. to 3.2.12.2.11.8. shall be added as follows:
‘3.2.12.2.10. Periodically regenerating system: (provide the information below for each separate unit)
3.2.12.2.10.1. Method or system of regeneration, description and/or drawing: … .
3.2.12.2.10.2. The number of Type 1 operating cycles, or equivalent engine test bench cycles, between two cycles where regenerative phases occur under the conditions equivalent to Type 1 test (Distance “D” in Figure A6.App1/1 in Appendix 1 to Sub-Annex 6 of Annex XXI to Regulation (EU) 2017/1151 or figure A13/1 in Annex 13 to UN/ECE Regulation 83 (as applicable)): …
3.2.12.2.10.2.1. Applicable Type 1 cycle (indicate the applicable procedure: Annex XXI, Sub-Annex 4 or UN/ECE Regulation 83): …
3.2.12.2.10.3. Description of method employed to determine the number of cycles between two cycles where regenerative phases occur: …
3.2.12.2.10.4. Parameters to determine the level of loading required before regeneration occurs (i.e. temperature, pressure etc.): …
3.2.12.2.10.5. Description of method used to load system in the test procedure described in paragraph 3.1., Annex 13 to UN/ECE Regulation 83: ….
3.2.12.2.11. Catalytic converter systems using consumable reagents (provide the information below for each separate unit) yes/no (1)
3.2.12.2.11.1. Type and concentration of reagent needed: …
3.2.12.2.11.2. Normal operational temperature range of reagent: …
3.2.12.2.11.3. International standard: …
3.2.12.2.11.4. Frequency of reagent refill: continuous/maintenance (where appropriate):
3.2.12.2.11.5. Reagent indicator (description and location): …
3.2.12.2.11.6. Reagent tank
3.2.12.2.11.6.1. Capacity: …
3.2.12.2.11.6.2. Heating system: yes/no
3.2.12.2.11.6.2.1. Description or drawing: …
3.2.12.2.11.7. Reagent control unit: yes/no (1)
3.2.12.2.11.7.1. Make: …
3.2.12.2.11.7.2. Type: …
3.2.12.2.11.8. Reagent injector (make type and location): …’
Point 3.2.15.1. shall be amended to read:
‘3.2.15.1. Type-approval number according to Regulation (EC) No 661/2009 (OJ L 200, 31.7.2009, p. 1): …’
Point 3.2.16.1. shall be amended to read:
‘3.2.16.1. Type-approval number according to Regulation (EC) No 661/2009 (OJ L 200, 31.7.2009, p. 1): …’
New points 3.2.20. to 3.2.20.2.4. shall be added as follows:
‘3.2.20. Heat storage information
3.2.20.1. Active heat storage device: yes/no
3.2.20.1.1. Enthalpy: … (J)
3.2.20.2. Insulation materials
3.2.20.2.1. Insulation material: …
3.2.20.2.2. Insulation volume: …
3.2.20.2.3. Insulation weight: …
3.2.20.2.4. Insulation location: …’
Point 3.3. shall be amended to read:
‘3.3. Electric machine’
Point 3.3.2. shall be amended to read:
‘3.3.2. REESS’
Point 3.4. shall be amended to read:
‘3.4. Combinations of propulsion energy converters’
Point 3.4.4. shall be amended to read:
‘3.4.4. Description of the energy storage device: (REESS, capacitor, flywheel/generator)’
Point 3.4.4.5. shall be amended to read:
‘3.4.4.5. Energy: … (for REESS: voltage and capacity Ah in 2 h, for capacitor: J, …)’
Point 3.4.5. shall be amended to read:
‘3.4.5. Electric machine (describe each type of electric machine separately)’
Point 3.5. shall be amended to read:
‘3.5. Manufacturer's declared values for determination of CO2 emissions/fuel consumption/electric consumption/electric range and details of eco-innovations (where applicable)(°)’
New points 3.5.7. to 3.5.8.3. are added as follows:
‘3.5.7. Manufacturer's declared values
3.5.7.1. Test vehicle parameters
3.5.7.1.1 Vehicle high
3.5.7.1.1.1. Cycle Energy Demand: … J
3.5.7.1.1.2. Road load coefficients
3.5.7.1.1.2.1. f0: … N
3.5.7.1.1.2.2. f1: …N/(km/h)
3.5.7.1.1.2.3. f2: …N/(km/h)2
3.5.7.1.2. Vehicle Low (if applicable)
3.5.7.1.2.1. Cycle Energy Demand: … J
3.5.7.1.2.2. Road load coefficients
3.5.7.1.2.2.1. f0: … N
3.5.7.1.2.2.2. f1: …N/(km/h)
3.5.7.1.2.2.3. f2: …N/(km/h)2
3.5.7.1.3. Vehicle M (if applicable)
3.5.7.1.3.1. Cycle Energy Demand: … J
3.5.7.1.3.2. Road load coefficients
3.5.7.1.3.2.1. f0: … N
3.5.7.1.3.2.2. f1: … N/(km/h)
3.5.7.1.3.2.3. f2: … N/(km/h)2
3.5.7.2. Combined CO2 mass emissions
3.5.7.2.1. CO2 mass emission for ICE
3.5.7.2.1.1. Vehicle High: … g/km
3.5.7.2.1.2. Vehicle low (if applicable): … g/km
3.5.7.2.2. Charge Sustaining CO2 mass emission for OVC-HEVs and NOVC-HEVs
3.5.7.2.2.1. Vehicle high: … g/km
3.5.7.2.2.2. Vehicle low (if applicable): … g/km
3.5.7.2.2.3. Vehicle M (if applicable): … g/km
3.5.7.2.3. Charge Depleting CO2 mass emission for OVC-HEVs
3.5.7.2.3.1. Vehicle high: … g/km
3.5.7.2.3.2. Vehicle low (if applicable): … g/km
3.5.7.2.3.3. Vehicle M (if applicable): … g/km
3.5.7.3. Electric range for electrified vehicles
3.5.7.3.1. Pure Electric Range (PER) for PEVs
3.5.7.3.1.1. Vehicle high: … km
3.5.7.3.1.2. Vehicle low (if applicable): … km
3.5.7.3.2. All Electric Range AER for OVC-HEVs
3.5.7.3.2.1. Vehicle high: … km
3.5.7.3.2.2. Vehicle low (if applicable): … km
3.5.7.3.2.3. Vehicle M (if applicable): … km
3.5.7.4. Charge Sustaining fuel consumption (FCCS) for FCHVs
3.5.7.4.1. Vehicle high: … kg/100 km
3.5.7.4.2. Vehicle low (if applicable): … kg/100 km
3.5.7.4.3. Vehicle M (if applicable): … kg/100 km
3.5.7.5. Electric energy consumption for electrified vehicles
3.5.7.5.1. Combined electric energy consumption (ECWLTC) for Pure electric vehicles
3.5.7.5.1.1. Vehicle high: … Wh/km
3.5.7.5.1.2. Vehicle low (if applicable): … Wh/km
3.5.7.5.2. Utility factor weighted charge-depleting electric consumption ECAC,CD (combined)
3.5.7.5.2.1. Vehicle high: … Wh/km
3.5.7.5.2.2. Vehicle low (if applicable): … Wh/km
3.5.7.5.2.3. Vehicle M (if applicable): … Wh/km
3.5.8. Vehicle fitted with an eco-innovation within the meaning of Article 12 of Regulation (EC) No 443/2009 for M1 vehicles or Article 12 of Regulation (EU) No 510/2011 for N1 vehicles: yes/no (1)
3.5.8.1. Type/Variant/Version of the baseline vehicle as referred to in Article 5 of Regulation (EU) No 725/2011 for M1 vehicles or Article 5 of Regulation (EU) No 427/2014 for N1 vehicles (if applicable): …
3.5.8.2. Existence of interactions between different eco-innovations: yes/no (1)
3.5.8.3. Emissions data related to the use of eco-innovations (repeat the table for each reference fuel tested) (w1)
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Decision approving the eco-innovation (w2) |
Code of the eco-innovation (w3) |
1. CO2 emissions of the baseline vehicle (g/km) |
2. CO2 emissions of the eco-innovation vehicle (g/km) |
3. CO2 emissions of the baseline vehicle under type 1 test-cycle (w4) |
4. CO2 emissions of the eco-innovation vehicle under type 1 test-cycle |
5. Usage factor (UF), i.e. temporal share of technology usage in normal operation conditions |
CO2 emissions savings ((1 – 2) – (3 – 4))*5 |
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Total CO2 emissions saving (g/km)(w5)’ |
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Point 4.4. shall be amended to read:
‘4.4. Clutch(es): …’
New points 4.5.1.1. to 4.5.1.5. shall be added as follows:
‘4.5.1.1. Predominant mode: yes/no (1)
4.5.1.2. Best mode (if no predominant mode): …
4.5.1.3. Worst mode (if no predominant mode): …
4.5.1.4. Torque rating: …
4.5.1.5. Number of clutches: …’
Point 4.6. shall be amended to read:
‘4.6. Gear ratios
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Gear |
Internal gearbox ratios (ratios of engine to gearbox output shaft revolutions) |
Final drive ratio(s) (ratio of gearbox output shaft to driven wheel revolutions) |
Total gear ratios |
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Maximum for CVT |
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1 |
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2 |
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3 |
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… |
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Minimum for CVT Reverse’ |
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Point 6.6. to 6.6.5. shall be replaced as follows:
‘6.6. Tyres and wheels
6.6.1. Tyre/wheel combination(s)
6.6.1.1. Axles
6.6.1.1.1. Axle 1: …
6.6.1.1.1.1. Tyre size designation: …
6.6.1.1.1.2. Load-capacity index: …
6.6.1.1.1.3. Speed category symbol (r)
6.6.1.1.1.4. Wheel rim size(s): …
6.6.1.1.1.5. Wheel off-set(s): …
6.6.1.1.2. Axle 2: …
6.6.1.1.2.1. Tyre size designation: …
6.6.1.1.2.2. Load-capacity index: …
6.6.1.1.2.3. Speed category symbol: …
6.6.1.1.2.4. Wheel rim size(s): …
6.6.1.1.2.5. Wheel off-set(s): …
etc.
6.6.1.2. Spare wheel, if any: …
6.6.2. Upper and lower limits of rolling radii
6.6.2.1. Axle 1: … mm
6.6.2.2. Axle 2: … mm
6.6.2.3. Axle 3: …mm
6.6.2.4. Axle 4: …mm
etc.
6.6.3. Tyre pressure(s) as recommended by the vehicle manufacturer: … kPa
6.6.4. Chain/tyre/wheel combination on the front and/or rear axle that is suitable for the type of vehicle, as recommended by the manufacturer: …
6.6.5. Brief description of temporary use spare unit (if any): …’
Point 9.1. shall be amended to read:
‘9.1. Type of bodywork using the codes defined in Part C of Annex II of Directive 2007/46/EC: …’
Point 9.9.2.1. shall be amended to read:
‘9.9.2.1. Type and description of the device: …’
Amendments to Annex II of Directive 2007/46/EC
(2) Annex II is hereby amended as follows:
At the end of the two points 1.3.1 and 3.3.1 of part B of Annex II defining the criteria for ‘vehicle versions’ for M1 and N1 vehicles each, the following text should be added:
‘As an alternative to the criteria (h), (i) and (j), the vehicles grouped into a version shall have all tests performed for the calculation of their CO2 emissions, electric energy consumption and fuel consumptions according to the provisions of sub-Annex 6 to Annex XXI of Regulation (EU) 2017/1151 in common.’
The following text shall be added at the end of point 3.3.1 of part B of Annex II
‘(k) the existence of a unique set of innovative technologies, as specified in Article 12 of Regulation (EU) No 510/2011 ( *5 ).
Amendments to Annex III of Directive 2007/46/EC
(3) Annex III of Directive 2007/46/EC is hereby amended as follows:
Points 3. to 3.1.1. shall be amended to read:
‘3. PROPULSION ENERGY CONVERTER (k)
3.1. Manufacturer of the propulsion energy converter(s): …
3.1.1. Manufacturer's code (as marked on the propulsion energy converter or other means of identification): …’
Point 3.2.1.8. shall be amended to read:
‘3.2.1.8. Rated engine power (n): … kW at … min–1 (manufacturer's declared value)’
Points 3.2.12.2. to 3.2.12.2.1. shall be amended to read:
‘3.2.12.2. Pollution control devices (if not covered by another heading)
3.2.12.2.1. Catalytic converter’
Point 3.2.12.2.1.11. shall be deleted
Points 3.2.12.2.1.11.6. and 3.2.12.2.1.11.7. shall be deleted
Point 3.2.12.2.2. shall be deleted and replaced with the following new point:
‘3.2.12.2.2.1. Oxygen sensor: yes/no (1)’
Point 3.2.12.2.5. shall be amended to read:
‘3.2.12.2.5. Evaporative emissions control system (petrol and ethanol engines only): yes/no (1)’
Point 3.2.12.2.8. shall be amended to read:
‘3.2.12.2.8. Other system’
New points 3.2.12.2.10. to 3.2.12.2.10.1. shall be added as follows:
‘3.2.12.2.10. Periodically regenerating system: (provide the information below for each separate unit)
3.2.12.2.10.1. Method or system of regeneration, description and/or drawing: ….’
A new point 3.2.12.2.11.1. shall be added as follows:
‘3.2.12.2.11.1. Type and concentration of reagent needed: …’
Point 3.3. shall be amended to read:
‘3.3. Electric machine’
Point 3.3.2. shall be amended to read:
‘3.3.2. REESS’
Point 3.4. shall be amended to read:
‘3.4. Combinations of propulsion energy converters’
Points 3.5.4 to 3.5.5.6. shall be deleted.
Point 4.6. shall be amended to read:
‘4.6. Gear ratios
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Gear |
Internal gearbox ratios (ratios of engine to gearbox output shaft revolutions) |
Final drive ratio(s) (ratio of gearbox output shaft to driven wheel revolutions) |
Total gear ratios |
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Maximum for CVT |
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Minimum for CVT Reverse’ |
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Point 6.6.1.shall be amended to read:
‘6.6.1. Tyre/wheel combination(s)’
Point 9.1. shall be amended to read:
‘9.1. Type of bodywork using the codes defined in Part C of Annex II of Directive 2007/46/EC: …’
Amendments to Annex VIII of Directive 2007/46/EC
(4) Annex VIII of Directive 2007/46/EC is hereby amended as follows:
‘ANNEX VIII
TEST RESULTS
(To be completed by the type-approval authority and attached to the vehicle EC type-approval certificate)
In each case, the information must make clear to which variant and version it is applicable. One version may not have more than one result. However, a combination of several results per version indicating the worst case is permissible. In the latter case, a note shall state that for items marked (*) only worst case results are given.
1. Results of the sound level tests
Number of the base regulatory act and latest amending regulatory act applicable to the approval. In case of a regulatory act with two or more implementation stages, indicate also the implementation stage: ….
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Variant/Version: |
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Moving (dB(A)/E): |
… |
… |
… |
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Stationary (dB(A)/E): |
… |
… |
… |
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at (min–1): |
… |
… |
… |
2. Results of the exhaust emission tests
2.1. Emissions from motor vehicles tested under the test procedure for light-duty vehicles
Indicate the latest amending regulatory act applicable to the approval. In case the regulatory act has two or more implementation stages, indicate also the implementation stage: …
Fuel(s) ( 30 ) … (diesel, petrol, LPG, NG, Bi-fuel: petrol/NG, LPG, NG/biomethane, Flex-fuel: petrol/ethanol…)
2.1.1. Type 1 test ( 31 ), ( 32 ) (vehicle emissions in the test cycle after a cold start)
NEDC average values, WLTP highest values
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Variant/Version: |
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CO (mg/km) |
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THC (mg/km) |
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NMHC (mg/km) |
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… |
… |
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NOx (mg/km) |
… |
… |
… |
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THC + NOx (mg/km) |
… |
… |
… |
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Mass of particulate matter (PM) (mg/km) |
… |
… |
… |
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Number of particles (PN) (#/km) (1) |
… |
… |
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Ambient Temperature Correction Test (ATCT)
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ATCT Family |
Interpolation family |
Road Load Matrix family |
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Family correction factors
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ATCT Family |
FCF |
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… |
… |
2.1.2. Type 2 test ( 33 ), ( 34 ) (emissions data required at type-approval for roadworthiness purposes)
Type 2, low idle test:
|
Variant/Version: |
… |
… |
… |
|
CO (% vol.) |
… |
… |
… |
|
Engine speed (min–1) |
… |
… |
… |
|
Engine oil temperature (°C) |
… |
… |
… |
Type 2, high idle test:
|
Variant/Version: |
… |
… |
… |
|
CO (% vol.) |
… |
… |
… |
|
Lambda Value |
… |
… |
… |
|
Engine speed (min–1) |
… |
… |
… |
|
Engine oil temperature (°C) |
… |
… |
… |
|
2.1.3. |
Type 3 test (emissions of crankcase gases): … |
|
2.1.4. |
Type 4 test (evaporative emissions): … g/test |
|
2.1.5. |
Type 5 test (durability of anti-pollution control devices):
—
Ageing distance covered (km)(e.g. 160 000 km): …
—
Deterioration factor DF: calculated/fixed (
35
)
—
Values:
|
|
2.1.6. |
Type 6 test (average emissions at low ambient temperatures):
|
|
2.1.7. |
OBD: yes/no ( 36 ) |
2.2. Emissions from engines tested under the test procedure for heavy-duty vehicles.
Indicate the latest amending regulatory act applicable to the approval. In case the regulatory act has two or more implementation stages, indicate also the implementation stage: …
Fuel(s) ( 37 ) … (diesel, petrol, LPG, NG, ethanol …)
2.2.1. Results of the ESC test ( 38 ), ( 39 ), ( 40 )
|
Variant/Version: |
… |
… |
… |
|
CO (mg/kWh) |
… |
… |
… |
|
THC (mg/kWh) |
… |
… |
… |
|
NOx (mg/kWh) |
… |
… |
… |
|
NH3 (ppm) (1) |
… |
… |
… |
|
PM mass (mg/kWh) |
… |
… |
… |
|
PM number (#/kWh) (1) |
… |
… |
… |
2.2.2. Result of the ELR test ( 41 )
|
Variant/Version: |
… |
… |
… |
|
Smoke value: … m–1 |
… |
… |
… |
2.2.3. Result of the ETC test ( 42 ), ( 43 )
|
Variant/Version: |
… |
… |
… |
|
CO (mg/kWh) |
… |
… |
… |
|
THC (mg/kWh) |
… |
… |
… |
|
NMHC (mg/kWh) (1) |
… |
… |
… |
|
CH4 (mg/kWh) (1) |
… |
… |
… |
|
NOx (mg/kWh) |
… |
… |
… |
|
NH3 (ppm) (1) |
… |
… |
… |
|
PM mass (mg/kWh) |
… |
… |
… |
|
PM number (#/kWh) (1) |
… |
… |
… |
2.2.4. Idle test ( 44 )
|
Variant/Version: |
… |
… |
… |
|
CO (% vol.) |
… |
… |
… |
|
Lambda Value (1) |
… |
… |
… |
|
Engine speed (min–1) |
… |
… |
… |
|
Engine oil temperature (K) |
… |
… |
… |
2.3. Diesel smoke
Indicate the latest amending regulatory act applicable to the approval. In case the regulatory act has two or more implementation stages, indicate also the implementation stage: …
2.3.1. Results of the test under free acceleration
|
Variant/Version: |
… |
… |
… |
|
Corrected value of the absorption coefficient (m–1) |
… |
… |
… |
|
Normal engine idling speed |
… |
… |
… |
|
Maximum engine speed |
… |
… |
… |
|
Oil temperature (min./max.) |
… |
… |
… |
3. Results of the CO2 emission, fuel/electric energy consumption, and electric range tests
Number of the base regulatory act and the latest amending regulatory act applicable to the approval: …
3.1. Internal combustion engines, including not externally chargeable hybrid electric vehicles (NOVC) ( 45 ) ( 46 )
|
Variant/Version: |
… |
… |
… |
|
CO2 mass emission (urban conditions) (g/km) |
… |
… |
… |
|
CO2 mass emission (extra-urban conditions) (g/km) |
… |
… |
… |
|
CO2 mass emission (combined) (g/km) |
… |
… |
… |
|
Fuel consumption (urban conditions) (l/100 km) (1) |
… |
… |
… |
|
Fuel consumption (extra-urban conditions) (l/100 km) (2) |
… |
… |
… |
|
Fuel consumption (combined) (l/100 km) (3) |
… |
… |
… |
|
(1) The unit “l/100 km” is replaced by “m3/100 km” for vehicles fuelled with NG and H2NG, and by “kg/100 km” for vehicles fuelled with hydrogen. (2) The unit “l/100 km” is replaced by “m3/100 km” for vehicles fuelled with NG and H2NG, and by “kg/100 km” for vehicles fuelled with hydrogen. (3) The unit “l/100 km” is replaced by “m3/100 km” for vehicles fuelled with NG and H2NG, and by “kg/100 km” for vehicles fuelled with hydrogen. |
|||
|
Interpolation family identifier (1) |
Variant/versions |
|
… |
… |
|
… |
… |
|
… |
… |
|
(1) The format for the Interpolation Family Identifier is provided in paragraph 5.0 of Annex XXI to Commission Regulation (EU) 2017/1151 of 1 June 2017 supplementing Regulation (EC) No 715/2007 of the European Parliament and of the Council on type-approval of motor vehicles with respect to emissions from light passenger and commercial vehicles (Euro 5 and Euro 6) and on access to vehicle repair and maintenance information, amending Directive 2007/46/EC of the European Parliament and of the Council, Commission Regulation (EC) No 692/2008 and Commission Regulation (EU) No 1230/2012 and repealing Regulation (EC) No 692/2008 (OJ L 175, 7.7.2017, p. 1). |
|
|
Road Load Matrix family identifier (1) |
Variant/versions |
|
… |
… |
|
… |
… |
|
… |
… |
|
(1) The format for the Road Load Matrix Family Identifier is provided in paragraph 5.0 of Annex XXI to Regulation (EU) 2017/1151. |
|
|
Results: |
Interpolation family identifier |
Road Load Matrix family identifier |
||
|
VH |
VM (if applicable) |
VL (if applicable) |
V representative |
|
|
CO2 mass emission LOW phase (g/km) |
… |
… |
… |
|
|
CO2 mass emission MID phase (g/km) |
… |
… |
… |
|
|
CO2 mass emission HIGH phase (g/km) |
… |
… |
… |
|
|
CO2 mass emission EXTRA-HIGH phase (g/km) |
… |
… |
… |
|
|
CO2 mass emission (combined) (g/km) |
… |
… |
… |
|
|
Fuel consumption LOW phase (l/100 km m3/100 km kg/100 km) |
… |
… |
… |
|
|
Fuel consumption MID phase (l/100 km m3/100 km kg/100 km) |
… |
… |
… |
|
|
Fuel consumption HIGH phase (l/100 km m3/100 km kg/100 km) |
… |
… |
… |
|
|
Fuel consumption EXTRA-HIGH phase (l/100 km m3/100 km kg/100 km) |
… |
… |
… |
|
|
Fuel consumption (combined) (l/100 km m3/100 km kg/100 km) |
… |
… |
… |
|
|
f0 |
… |
… |
… |
|
|
f1 |
… |
… |
… |
|
|
f2 |
… |
… |
… |
|
|
RR |
… |
… |
… |
|
|
Delta Cd*A (for VL if applicable compared to VH) |
… |
… |
… |
|
|
Test Mass |
… |
… |
… |
|
Repeat for each interpolation or road load matrix family.
3.2. Externally chargeable hybrid electric vehicles (OVC) ( 47 )
|
Variant/Version: |
… |
… |
… |
|
CO2 mass emission (Condition A, combined) (g/km) |
… |
… |
… |
|
CO2 mass emission (Condition B, combined) (g/km) |
… |
… |
… |
|
CO2 mass emission (weighted, combined) (g/km) |
… |
… |
… |
|
Fuel consumption (Condition A, combined) (l/100 km) (g) |
… |
… |
… |
|
Fuel consumption (Condition B, combined) (l/100 km) (g) |
… |
… |
… |
|
Fuel consumption (weighted, combined) (l/100 km) (g) |
… |
… |
… |
|
Electric energy consumption (Condition A, combined) (Wh/km) |
… |
… |
… |
|
Electric energy consumption (Condition B, combined) (Wh/km) |
… |
… |
… |
|
Electric energy consumption (weighted and combined) (Wh/km) |
… |
… |
… |
|
Pure electric range (km) |
… |
… |
… |
|
Interpolation family number |
Variant/versions |
|
… |
… |
|
… |
… |
|
… |
… |
|
Road Load Matrix family identifier |
Variant/versions |
|
… |
… |
|
… |
… |
|
… |
… |
|
Results: |
Interpolation family identifier |
Road Load Matrix family identifier |
||
|
VH |
VM (if applicable) |
VL (if applicable) |
V representative |
|
|
CS CO2 mass emission LOW phase (g/km) |
… |
|
… |
|
|
CS CO2 mass emission MID phase (g/km) |
… |
|
… |
|
|
CS CO2 mass emission HIGH phase (g/km) |
… |
|
… |
|
|
CS CO2 mass emission EXTRA-HIGH phase (g/km) |
… |
|
… |
|
|
CS CO2 mass emission (combined) (g/km) |
… |
|
… |
|
|
CD CO2 mass emission (combined) (g/km) |
|
|
|
|
|
CO2 mass emission (weighted, combined) (g/km) |
|
|
|
|
|
CS Fuel consumption LOW phase (l/100 km) |
… |
|
… |
|
|
CS Fuel consumption MID phase (l/100 km) |
… |
|
… |
|
|
CS Fuel consumption HIGH phase (l/100 km) |
… |
|
… |
|
|
CS Fuel consumption EXTRA-HIGH phase (l/100 km) |
… |
|
… |
|
|
CS Fuel consumption (combined) (l/100 km) |
… |
|
… |
|
|
CD Fuel consumption (combined) (l/100 km) |
… |
|
… |
|
|
Fuel consumption (weighted, combined) (l/100 km) |
… |
|
… |
|
|
ECAC,weighted |
… |
|
… |
|
|
EAER (combined) |
… |
|
… |
|
|
EAERcity |
… |
|
… |
|
|
f0 |
… |
|
… |
|
|
f1 |
… |
|
… |
|
|
f2 |
… |
|
… |
|
|
RR |
… |
|
… |
|
|
Delta Cd*A (for VL or VM compared to VH) |
… |
|
… |
|
|
Test Mass |
… |
|
… |
|
|
Frontal area of the representative vehicle (m2) |
|
|
|
|
Repeat for each interpolation family.
3.3. Pure electric vehicles ( 48 )
|
Variant/Version: |
… |
… |
… |
|
Electric energy consumption (Wh/km) |
… |
… |
… |
|
Range (km) |
… |
… |
… |
|
Interpolation family number |
Variant/versions |
|
… |
… |
|
… |
… |
|
… |
… |
|
Road Load Matrix family identifier |
Variant/versions |
|
… |
… |
|
… |
… |
|
… |
… |
|
Results: |
Interpolation family identifier |
Matrix family identifier |
|
|
VH |
VL |
V representative |
|
|
Electric Consumption (Combined) (Wh/km) |
… |
… |
|
|
Pure Electric Range (Combined) (km) |
… |
… |
|
|
Pure Electric Range (City) (km) |
… |
… |
|
|
f0 |
… |
… |
|
|
f1 |
… |
… |
|
|
f2 |
… |
… |
|
|
RR |
… |
… |
|
|
Delta Cd*A (for VL compared to VH) |
… |
… |
|
|
Test Mass |
… |
… |
|
|
Frontal area of the representative vehicle (m2) |
|
|
|
3.4. Hydrogen fuel cell vehicles ( 49 )
|
Variant/Version: |
… |
… |
… |
|
Fuel consumption (kg/100 km) |
… |
… |
… |
|
|
Variant/Version: |
Variant/Version: |
|
Fuel Consumption (Combined) (kg/100 km) |
… |
… |
|
f0 |
… |
… |
|
f1 |
… |
… |
|
f2 |
… |
… |
|
RR |
… |
… |
|
Test Mass |
… |
|
3.5. Output report(s) from the correlation tool in accordance with Implementing Regulation (EU) 2017/1152
Repeat for each interpolation or road load matrix family:
Interpolation family identifier or road load matrix family [Footnote: “Type Approval Number + Interpolation Family Sequence number”]: …
VH report: …
VL report (if applicable): …
V representative: …
4. Results of the tests for vehicles fitted with eco-innovation(s) ( 50 ) ( 51 ) ( 52 )
According to Regulation 83 (if applicable)
|
|
Variant/Version … |
|||||||
|
Decision approving the eco-innovation (1) |
Code of the eco-innovation (2) |
Type 1/I cycle (NEDC/WLTP) |
1. CO2 emissions of the baseline vehicle (g/km) |
2. CO2 emissions of the eco-innovation vehicle (g/km) |
3. CO2 emissions of the baseline vehicle under Type 1 test-cycle (3) |
4. CO2 emissions of the eco-innovation vehicle under Type 1 test-cycle (= 3.5.1.3 of Annex I) |
5. Usage factor (UF) i.e. temporal share of technology usage in normal operation conditions |
CO2 emissions savings ((1 – 2) – (3 – 4)) * 5 |
|
xxx/201x |
… |
… |
… |
… |
… |
… |
… |
… |
|
… |
… |
… |
… |
… |
… |
… |
… |
… |
|
… |
… |
… |
… |
… |
… |
… |
… |
… |
|
|
Total CO2 emissions savings on NEDC(g/km) (4) |
… |
||||||
|
(h4) Number of the Commission Decision approving the eco-innovation. (h5) Assigned in the Commission Decision approving the eco-innovation. (h6) If a modelling methodology is applied instead of the type 1 test cycle, this value shall be the one provided by the modelling methodology. (h7) Sum of the CO2 emissions savings of each individual eco-innovation on Type I according UN/ECE Regulation No 83. |
||||||||
According to Annex XXI of Regulation (EU) 2017/1151 (if applicable)
|
|
Variant/Version … |
|||||||
|
Decision approving the eco-innovation (1) |
Code of the eco-innovation (2) |
Type 1/I cycle (NEDC/WLTP) |
1. CO2 emissions of the baseline vehicle (g/km) |
2. CO2 emissions of the eco-innovation vehicle (g/km) |
3. CO2 emissions of the baseline vehicle under Type 1 test-cycle (3) |
4. CO2 emissions of the eco-innovation vehicle under Type 1 test-cycle |
5. Usage factor (UF) i.e. temporal share of technology usage in normal operation conditions |
CO2 emissions savings ((1 – 2) – (3 – 4)) * 5 |
|
xxx/201x |
… |
… |
… |
… |
… |
… |
… |
… |
|
… |
… |
… |
… |
… |
… |
… |
… |
… |
|
… |
… |
… |
… |
… |
… |
… |
… |
… |
|
|
Total CO2 emissions savings on WLTP(g/km) (4) |
|
||||||
|
(h4) Number of the Commission Decision approving the eco-innovation. (h5) Assigned in the Commission Decision approving the eco-innovation. (h6) If a modelling methodology is applied instead of the type 1 test cycle, this value shall be the one provided by the modelling methodology. (h7) Sum of the CO2 emissions savings of each individual eco-innovation on Type 1 according to Annex XXI, Sub-Annex 4 of Regulation (EU) 2017/1151. |
||||||||
4.1. General code of the eco-innovation(s) ( 53 ): …
Explanatory notes
(h) Eco-innovations.
Amendments to Annex IX of Directive 2007/46/EC
(5) Annex IX of Directive 2007/46/EC is hereby replaced by the following text:
‘ANNEX IX
EC CERTIFICATE OF CONFORMITY
0. OBJECTIVES
The certificate of conformity is a statement delivered by the vehicle manufacturer to the buyer in order to assure him that the vehicle he has acquired complies with the legislation in force in the European Union at the time it was produced.
The certificate of conformity also serves the purpose to enable the competent authorities of the Member States to register vehicles without having to require the applicant to supply additional technical documentation.
For these purposes, the certificate of conformity has to include:
the Vehicle Identification Number;
the exact technical characteristics of the vehicle (i.e. it is not permitted to mention any range of value in the various entries).
1. GENERAL DESCRIPTION
1.1. The certificate of conformity shall consist of two parts.
SIDE 1, which consists of a statement of compliance by the manufacturer. The same template is common to all vehicle categories.
SIDE 2, which is a technical description of the main characteristics of the vehicle. The template of side 2 is adapted to each specific vehicle category.
1.2. The certificate of conformity shall be established in a maximum format A4 (210 × 297 mm) or a folder of maximum format A4.
1.3. Without prejudice to the provisions in Section O(b), the values and units indicated in the second part shall be those given in the type-approval documentation of the relevant regulatory acts. In case of conformity of production checks the values shall be verified according to the methods laid down in the relevant regulatory acts. The tolerances allowed in those regulatory acts shall be taken into account.
2. SPECIAL PROVISIONS
2.1. Model A of the certificate of conformity (complete vehicle) shall cover vehicles which can be used on the road without requiring any further stage for their approval.
2.2. Model B of the certificate of conformity (completed vehicles) shall cover vehicles which have undergone a further stage for their approval.
This is the normal result of the multi-stage approval process (e.g. a bus built by a second stage manufacturer on a chassis built by a vehicle manufacturer).
The additional features added during the multi-stage process shall be described briefly.
2.3. Model C of the certificate of conformity (incomplete vehicles) shall cover vehicles which need a further stage for their approval (e.g. truck chassis).
Except for tractors for semi-trailers, certificates of conformity covering chassis-cab vehicles belonging to category N shall be of Model C.
PART I
COMPLETE AND COMPLETED VEHICLES
MODEL A1 — SIDE 1
COMPLETE VEHICLES
EC CERTIFICATE OF CONFORMITY
Side 1
The undersigned [… (Full name and position)] hereby certifies that the vehicle:
0.1. Make (Trade name of manufacturer): …
0.2. Type: …
0.2.1. Commercial name: …
0.4. Vehicle category: …
0.5. Company name and address of manufacturer: …
0.6. Location and method of attachment of the statutory plates: …
Location of the vehicle identification number: …
0.9. Name and address of the manufacturer’s representative (if any): …
0.10. Vehicle identification number: …
conforms in all respects to the type described in approval (… type-approval number including extension number) issued on (… date of issue) and
can be permanently registered in Member States having right/left ( 55 ) hand traffic and using metric/imperial ( 56 ) units for the speedometer and metric/imperial (56) units for the odometer (if applicable) ( 57 ).
|
(Place) (Date): … |
(Signature): … |
MODEL A2 — SIDE 1
COMPLETE VEHICLES TYPE-APPROVED IN SMALL SERIES
|
[Year] |
[Sequential number] |
EC CERTIFICATE OF CONFORMITY
Side 1
The undersigned [… (Full name and position)] hereby certifies that the vehicle:
0.1. Make (Trade name of manufacturer): …
0.2.1. Commercial name: …
0.4. Vehicle category: …
0.5. Company name and address of manufacturer: …
0.6. Location and method of attachment of the statutory plates: …
Location of the vehicle identification number: …
0.9. Name and address of the manufacturer’s representative (if any): …
0.10. Vehicle identification number: …
conforms in all respects to the type described in approval (… type-approval number including extension number) issued on (… date of issue) and
can be permanently registered in Member States having right/left (b) hand traffic and using metric/imperial (56) units for the speedometer and metric/imperial (56) units for the odometer (if applicable) (57) .
|
(Place) (Date): … |
(Signature): … |
MODEL B — SIDE 1
COMPLETED VEHICLES
EC CERTIFICATE OF CONFORMITY
Side 1
The undersigned [… (Full name and position)] hereby certifies that the vehicle:
0.1. Make (Trade name of the manufacturer): …
0.2. Type: …
0.2.1. Commercial name: …
0.2.2. For multi-stage approved vehicles, type-approval information of the base/previous stages vehicle (list the information for each stage):
Type-approval number, extension number …
0.4. Vehicle category: …
0.5. Company name and address of manufacturer: …
0.5.1. For multi-stage approved vehicles, company name and address of the manufacturer of the base/previous stage(s) vehicle…
0.6. Location and method of attachment of the statutory plates: …
Location of the vehicle identification number: …
0.9. Name and address of the manufacturer’s representative (if any): …
0.10. Vehicle identification number: …
has been completed and altered ( 58 ) as follows: … and
conforms in all respects to the type described in approval (… type-approval number including extension number) issued on (… date of issue) and
|
(Place) (Date): … |
(Signature): … |
Attachments: Certificate of conformity delivered at each previous stage.
SIDE 2
VEHICLE CATEGORY M1
(complete and completed vehicles)
Side 2
General construction characteristics
1. Number of axles: … and wheels: …
3. Powered axles (number, position, interconnection): … …
Main dimensions
4. Wheelbase ( 59 ): … mm
4.1. Axle spacing:
… mm
… mm
… mm
5. Length: … mm
6. Width: … mm
7. Height: … mm
Masses
13. Mass in running order: … kg
13.2. Actual mass of the vehicle: … kg
16. Technically permissible maximum masses
16.1. Technically permissible maximum laden mass: … kg
16.2. Technically permissible mass on each axle:
… kg
… kg
… kg etc.
16.4. Technically permissible maximum mass of the combination: … kg
18. Technically permissible maximum towable mass in case of:
Drawbar trailer: … kg
Centre-axle trailer: … kg
Unbraked trailer: … kg
19. Technically permissible maximum static vertical mass at the coupling point: … kg
Power plant
20. Manufacturer of the engine: …
21. Engine code as marked on the engine: …
22. Working principle: …
23. Pure electric: yes/no (58)
23.1. Class of Hybrid [electric] vehicle: OVC-HEV/NOVC-HEV/OVC-FCHV/ NOVC-FCHV (58)
24. Number and arrangement of cylinders: …
25. Engine capacity: … cm3
26. Fuel: Diesel/petrol/LPG/CNG-Biomethane/LNG/Ethanol/Biodiesel/Hydrogen (58)
26.1. Mono fuel/Bi fuel/Flex fuel/Dual-fuel (58)
26.2. (Dual-fuel only) Type 1A/Type 1B/Type 2A/Type 2B/Type 3B (58)
27. Maximum power
Maximum speed
29. Maximum speed: … km/h
Axles and suspension
30. Axle(s) track:
… mm
… mm
… mm
35. Tyre/wheel combination/Rolling Resistance Class (if applicable) ( 62 ): …
Brakes
36. Trailer brake connections mechanical/electric/pneumatic/hydraulic (58)
Bodywork
38. Code for bodywork ( 63 ): …
40. Colour of vehicle ( 64 ): …
41. Number and configuration of doors: …
42. Number of seating positions (including the driver) ( 65 ): …
42.1. Seat(s) designated for use only when the vehicle is stationary: …
42.3. Number of wheelchair user accessible position: …
Environmental performances
46. Sound level
47. Exhaust emission level ( 66 ): Euro …
47.1. Parameters for emission testing
47.1.1. Test mass, kg: …
47.1.2. Frontal area, m2: …
47.1.3. Road load coefficients
47.1.3.0. f0, N:
47.1.3.1. f1, N/(km/h):
47.1.3.2. f2, N/(km/h)2
Number of the base regulatory act and latest amending regulatory act applicable: …
1.1. test procedure: Type I or ESC (58)
CO: …. HC: ….. NO x: …. HC + NO x: …. Particulates: …..
Smoke opacity (ELR): … (m–1)
1.2. test procedure: Type 1 (NEDC average values, WLTP highest values) or WHSC (EURO VI) (58)
CO: … THC: … NMHC: … NOx: … THC + NOx: … NH3: … Particulates (mass): …
Particles (number): …
2.1. test procedure: ETC (if applicable)
CO: … NOx: … NMHC: … THC: … CH4: … Particulates: …
2.2. test procedure: WHTC (EURO VI)
CO: … NOx: … NMHC: … THC: … CH4: … NH3: … Particulates (mass): …Particles (number): …
48.1. Smoke corrected absorption coefficient: … (m–1)
1. all power trains, except pure electric vehicles (if applicable)
|
NEDC values |
CO2 emissions |
Fuel consumption in case of emission testing according to Regulation (EC) No 692/2008 |
|
Urban conditions (1): |
… g/km |
… l/100 km or m3/100 km or kg/100 km (1) |
|
Extra-urban conditions (1): |
… g/km |
l/100 km or m3/100 km or kg/100 km (1) |
|
Combined (1): |
… g/km |
… l/100 km or m3/100 km or kg/100 km (1) |
|
Weighted (1), combined |
… g/km |
… l/100 km or m3/100 km or kg/100 km |
|
Deviation factor (if applicable) |
|
|
|
Verification factor (if applicable) |
“1” or “0” |
|
2. pure electric vehicles and OVC hybrid electric vehicles (if applicable)
|
Electric energy consumption (weighted, combined (1)) |
|
… Wh/km |
|
Electric range |
|
… km |
3. Vehicle fitted with eco-innovation(s): yes/no (58)
3.1. General code of the eco-innovation(s) ( 71 ): …
3.2. Total CO2 emissions savings due to the eco-innovation(s) ( 72 ) (repeat for each reference fuel tested):
NEDC savings: …g/km (if applicable)
WLTP savings: …g/km (if applicable)
4. all power trains, except pure electric vehicle, under Regulation (EU) 2017/1151 (if applicable)
|
WLTP values |
CO2 emissions |
Fuel consumption |
|
Low (1): |
… g/km |
… l/100 km or m3/100 km or kg/100 km (1) |
|
Medium (1): |
… g/km |
… l/100 km or m3/100 km or kg/100 km (1) |
|
High (1): |
… g/km |
… l/100 km or m3/100 km or kg/100 km (1) |
|
Extra High (1): |
… g/km |
… l/100 km or m3/100 km or kg/100 km (1) |
|
Combined: |
… g/km |
… l/100 km or m3/100 km or kg/100 km (1) |
|
Weighted, combined (1) |
… g/km |
… l/100 km or m3/100 km or kg/100 km (1) |
5. Pure electric vehicles and OVC hybrid electric vehicles, under Regulation (EU) 2017/1151 (if applicable)
5.1. Pure electric vehicles
|
Electric energy consumption |
|
… Wh/km |
|
Electric range |
|
… km |
|
Electric range city |
|
… km |
5.2 OVC hybrid electric vehicles
|
Electric energy consumption (ECAC,weighted) |
|
… Wh/km |
|
Electric range (EAER) |
|
… km |
|
Electric range city (EAER city) |
|
… km |
Miscellaneous
51. For special purpose vehicles: designation in accordance with Annex II Section 5: …
52. Remarks ( 73 ): …
Additional tyre/wheel combinations: technical parameters (no reference to RR)
SIDE 2
VEHICLE CATEGORY M2
(complete and completed vehicles)
Side 2
General construction characteristics
1. Number of axles: … and wheels: …
1.1. Number and position of axles with twin wheels: …
2. Steered axles (number, position): …
3. Powered axles (number, position, interconnection): … …
Main dimensions
4. Wheelbase (59) : … mm
4.1. Axle spacing:
… mm
… mm
… mm
5. Length: … mm
6. Width: … mm
7. Height: … mm
9. Distance between the front end of the vehicle and the centre of the coupling device: … mm
12. Rear overhang: … mm
Masses
13. Mass in running order: … kg
13.1. Distribution of this mass amongst the axles:
… kg
… kg
… kg etc.
13.2. Actual mass of the vehicle: … kg
16. Technically permissible maximum masses
16.1. Technically permissible maximum laden mass: … kg
16.2. Technically permissible mass on each axle:
… kg
… kg
… kg etc.
16.3. Technically permissible mass on each axle group:
… kg
… kg
… kg etc.
16.4. Technically permissible maximum mass of the combination: … kg
17. Intended registration/in service maximum permissible masses in national/international traffic (58) ( 74 )
17.1. Intended registration/in service maximum permissible laden mass: … kg
17.2. Intended registration/in service maximum permissible laden mass on each axle:
… kg
… kg
… kg etc.
17.3. Intended registration/in service maximum permissible laden mass on each axle group:
… kg
… kg
… kg etc.
17.4. Intended registration/in service maximum permissible mass of the combination: … kg
18. Technically permissible maximum towable mass in case of:
Drawbar trailer: … kg
Centre-axle trailer: … kg
Unbraked trailer: … kg
19. Technically permissible maximum static mass at the coupling point: … kg
Power plant
20. Manufacturer of the engine: …
21. Engine code as marked on the engine: …
22. Working principle: …
23. Pure electric: yes/no (58)
23.1. Class of Hybrid [electric] vehicle: OVC-HEV/NOVC-HEV/OVC-FCHV/ NOVC-FCHV (58)
24. Number and arrangement of cylinders: …
25. Engine capacity: … cm3
26. Fuel: Diesel/petrol/LPG/CNG-Biomethane/LNG/Ethanol/Biodiesel/Hydrogen (58)
26.1. Mono fuel/Bi fuel/Flex fuel/Dual-fuel (58)
26.2. (Dual-fuel only) Type 1A/Type 1B/Type 2A/Type 2B/Type 3B (58)
27. Maximum power
28. Gearbox (type): …
Maximum speed
29. Maximum speed: … km/h
Axles and suspension
30. Axle(s) track:
… mm
… mm
… mm etc.
33. Drive axle(s) fitted with air suspension or equivalent: yes/no (58)
35. Tyre/wheel combination/Rolling Resistance Class (if applicable) (62) : …
Brakes
36. Trailer brake connections mechanical/electric/pneumatic/hydraulic (58)
37. Pressure in feed line for trailer braking system: … bar
Bodywork
38. Code for bodywork (63) : …
39. Class of vehicle: class I/Class II/Class III/Class A/Class B (58)
41. Number and configuration of doors: …
42. Number of seating positions (including the driver) (65) : …
42.1. Seat(s) designated for use only when the vehicle is stationary: …
42.3. Number of wheelchair user accessible position: …
43. Number of standing places: …
Coupling device
44. Approval number or approval mark of coupling device (if fitted): …
45.1. Characteristics values (58) : D: …/ V: …/ S: …/ U: …
Environmental performances
46. Sound level
Stationary: … dB(A) at engine speed: … min–1
Drive-by: … dB(A)
47. Exhaust emission level (66) : Euro …
47.1. Parameters for emission testing
47.1.1. Test mass, kg: …
47.1.2. Frontal area, m2: …
47.1.3. Road load coefficients
47.1.3.0. f0, N:
47.1.3.1. f1, N/(km/h):
47.1.3.2. f2, N/(km/h)2
Number of the base regulatory act and latest amending regulatory act applicable: …
1.1. test procedure: Type I or ESC (58)
CO: …. HC: ….. NO x: …. HC + NO x: …. Particulates: …..
Smoke opacity (ELR): … (m–1)
1.2. test procedure: Type 1 (NEDC average values, WLTP highest values) or WHSC (EURO VI) (58)
CO: … THC: … NMHC: … NOx: … THC + NOx: … NH3: … Particulates (mass): …
Particles (number): …
2.1. test procedure: ETC (if applicable)
CO: … NOx: … NMHC: … THC: … CH4: … Particulates: …
2.2. test procedure: WHTC (EURO VI)
CO: … NOx: … NMHC: … THC: … CH4: … NH3: … Particulates (mass): … Particles (number): …
48.1. Smoke corrected absorption coefficient: … (m–1)
1. all power trains, except pure electric vehicles (if applicable)
|
NEDC values |
CO2 emissions |
Fuel consumption in case of emission testing under NEDC according to Regulation (EC) No 692/2008 |
|
Urban conditions (1): |
… g/km |
… l/100 km or m3/100 km or kg/100 km (1) |
|
Extra-urban conditions (1): |
… g/km |
l/100 km or m3/100 km or kg/100 km(1) |
|
Combined (1): |
… g/km |
… l/100 km or m3/100 km or kg/100 km (1) |
|
Weighted (1), combined |
… g/km |
… l/100 km or m3/100 km or kg/100 km |
|
Deviation factor (if applicable) |
|
|
|
Verification factor (if applicable) |
“1” or “0” |
|
2. pure electric vehicles and OVC hybrid electric vehicles (if applicable)
|
Electric energy consumption (weighted, combined (1)) |
|
… Wh/km |
|
Electric range |
|
… km |
3. Vehicle fitted with eco-innovation(s): yes/no (58)
3.1. General code of the eco-innovation(s) (71) : …
3.2. Total CO2 emissions savings due to the eco-innovation(s) (72) (repeat for each reference fuel tested):
3.2.1. NEDC savings: …g/km (if applicable)
3.2.2. WLTP savings: …g/km (if applicable)
4. all power trains, except pure electric vehicle, under Regulation (EU) 2017/1151 (if applicable)
|
WLTP values |
CO2 emissions |
Fuel consumption |
|
Low (1): |
… g/km |
… l/100 km or m3/100 km or kg/100 km (1) |
|
Medium (1): |
… g/km |
… l/100 km or m3/100 km or kg/100 km (1) |
|
High (1): |
… g/km |
… l/100 km or m3/100 km or kg/100 km (1) |
|
Extra High (1): |
… g/km |
… l/100 km or m3/100 km or kg/100 km (1) |
|
Combined: |
… g/km |
… l/100 km or m3/100 km or kg/100 km (1) |
|
Weighted, combined (1) |
… g/km |
… l/100 km or m3/100 km or kg/100 km (1) |
5. Pure electric vehicles and OVC hybrid electric vehicles, under Regulation (EU) 2017/1151 (if applicable)
5.1. Pure electric vehicles
|
Electric energy consumption |
|
… Wh/km |
|
Electric range |
|
… km |
|
Electric range city |
|
… km |
5.2 OVC hybrid electric vehicles
|
Electric energy consumption (ECAC,weighted) |
|
… Wh/km |
|
Electric range (EAER) |
|
… km |
|
Electric range city (EAER city) |
|
… km |
Miscellaneous
51. For special purpose vehicles: designation in accordance with Annex II Section 5: …
52. Remarks (73) : …
SIDE 2
VEHICLE CATEGORY M3
(complete and completed vehicles)
Side 2
General construction characteristics
1. Number of axles: … and wheels: …
1.1. Number and position of axles with twin wheels: …
2. Steered axles (number, position): …
3. Powered axles (number, position, interconnection): … …
Main dimensions
4. Wheelbase (59) : … mm
4.1. Axle spacing:
… mm
… mm
… mm
5. Length: … mm
6. Width: … mm
7. Height: … mm
9. Distance between the front end of the vehicle and the centre of the coupling device: … mm
12. Rear overhang: … mm
Masses
13. Mass in running order: … kg
13.1. Distribution of this mass amongst the axles:
… kg
… kg
… kg etc.
13.2. Actual mass of the vehicle: … kg
16. Technically permissible maximum masses
16.1. Technically permissible maximum laden mass: … kg
16.2. Technically permissible mass on each axle:
… kg
… kg
… kg etc.
16.3. Technically permissible mass on each axle group:
… kg
… kg
… kg etc.
16.4. Technically permissible maximum mass of the combination: … kg
17. Intended registration/in service maximum permissible masses in national/international traffic (58) (74)
17.1. Intended registration/in service maximum permissible laden mass:… kg
17.2. Intended registration/in service maximum permissible laden mass on each axle:
… kg
… kg
… kg
17.3. Intended registration/in service maximum permissible laden mass on each axle group:
… kg
… kg
… kg
17.4. Intended registration/in service maximum permissible mass of the combination: … kg
18. Technically permissible maximum towable mass in case of:
18.1. Drawbar trailer: … kg
18.3. Centre-axle trailer: … kg
18.4. Unbraked trailer: … kg
19. Technically permissible maximum static mass at the coupling point: … kg
Power plant
20. Manufacturer of the engine: …
21. Engine code as marked on the engine: …
22. Working principle: …
23. Pure electric: yes/no (58)
23.1. Hybrid [electric] vehicle: yes/no (58)
24. Number and arrangement of cylinders: …
25. Engine capacity: … cm3
26. Fuel: Diesel/petrol/LPG/CNG-Biomethane/LNG/Ethanol/Biodiesel/Hydrogen (58)
26.1. Mono fuel/Bi fuel/Flex fuel/Dual-fuel (58)
26.2. (Dual-fuel only) Type 1A/Type 1B/Type 2A/Type 2B/Type 3B (58)
27. Maximum power
28. Gearbox (type): …
Maximum speed
29. Maximum speed: … km/h
Axles and suspension
30.1. Track of each steered axle: … mm
30.2. Track of all other axles: … mm
32. Position of loadable axle(s): …
33. Drive axle(s) fitted with air suspension or equivalent: yes/no (58)
35. Tyre/wheel combination (62) : …
Brakes
36. Trailer brake connections mechanical/electric/pneumatic/hydraulic (58)
37. Pressure in feed line for trailer braking system: … bar
Bodywork
38. Code for bodywork (63) : …
39. Class of vehicle: class I/Class II/Class III/Class A/Class B (58)
41. Number and configuration of doors: …
42. Number of seating positions (including the driver) (65) : …
42.1. Seat(s) designated for use only when the vehicle is stationary: …
42.2. Number of passenger seating positions: … (lower deck) … (upper deck) (including the driver)
42.3. Number of wheelchair user accessible position: …
43. Number of standing places: …
Coupling device
44. Approval number or approval mark of coupling device (if fitted): …
45.1. Characteristics values (58) : D: …/ V: …/ S: …/ U: …
Environmental performances
46. Sound level
Stationary: … dB(A) at engine speed: … min–1
Drive-by: … dB(A)
47. Exhaust emission level (66) : Euro …
47.1. Parameters for emission testing
47.1.1. Test mass, kg: …
47.1.2. Frontal area, m2: …
47.1.3. Road load coefficients
47.1.3.0. f0, N:
47.1.3.1. f1, N/(km/h):
47.1.3.2. f2, N/(km/h)2
Number of the base regulatory act and latest amending regulatory act applicable: …
1.1. test procedure: ESC
CO: … HC: … NOx: … HC + NOx: … Particulates: …
Smoke opacity (ELR): … (m–1)
1.2. test procedure: WHSC (EURO VI)
CO: … THC: … NMHC: … NOx: … THC + NOx: … NH3: … Particulates (mass): … Particles (number): …
2.1. test procedure: ETC (if applicable)
CO: … NOx: … NMHC: … THC: … CH4: … Particulates: …
2.2. test procedure: WHTC (EURO VI)
CO: … NOx: … NMHC: … THC: … CH4: … NH3: … Particulates (mass): … Particles (number): …
48.1. Smoke corrected absorption coefficient: … (m–1)
Miscellaneous
51. For special purpose vehicles: designation in accordance with Annex II Section 5: …
52. Remarks (73) : …
SIDE 2
VEHICLE CATEGORY N1
(complete and completed vehicles)
Side 2
General construction characteristics
1. Number of axles: … and wheels: …
1.1. Number and position of axles with twin wheels: …
3. Powered axles (number, position, interconnection): … …
Main dimensions
4. Wheelbase (59) : … mm
4.1. Axle spacing:
… mm
… mm
… mm
5. Length: … mm
6. Width: … mm
7. Height: … mm.
8. Fifth wheel lead for semi-trailer towing vehicle (maximum and minimum): … mm
9. Distance between the front end of the vehicle and the centre of the coupling device: … mm
11. Length of the loading area: … mm
Masses
13. Mass in running order: … kg
13.1. Distribution of this mass amongst the axles:
… kg
… kg
… kg
13.2. Actual mass of the vehicle: … kg
16. Technically permissible maximum masses
16.1. Technically permissible maximum laden mass: … kg
16.2. Technically permissible mass on each axle:
… kg
… kg
… kg etc.
16.4. Technically permissible maximum mass of the combination: … kg
18. Technically permissible maximum towable mass in case of:
18.1. Drawbar trailer: … kg
18.2. Semi-trailer: … kg
18.3. Centre-axle trailer: … kg
18.4. Unbraked trailer: … kg
19. Technically permissible maximum static mass at the coupling point: … kg
Power plant
20. Manufacturer of the engine: …
21. Engine code as marked on the engine: …
22. Working principle: …
23. Pure electric: yes/no (58)
23.1. Class of Hybrid [electric] vehicle: OVC-HEV/NOVC-HEV/OVC-FCHV/ NOVC-FCHV (58)
24. Number and arrangement of cylinders: …
25. Engine capacity: … cm3
26. Fuel: Diesel/petrol/LPG/CNG-Biomethane/LNG/Ethanol/Biodiesel/Hydrogen (58)
26.1. Mono fuel/Bi fuel/Flex fuel/Dual-fuel (58)
26.2. (Dual-fuel only) Type 1A/Type 1B/Type 2A/Type 2B/Type 3B (58)
27. Maximum power
28. Gearbox (type): …
Maximum speed
29. Maximum speed: … km/h
Axles and suspension
30. Axle(s) track:
… mm
… mm
… mm
35. Tyre/wheel combination/Rolling Resistance Class (if applicable) (62) : …
Brakes
36. Trailer brake connections mechanical/electric/pneumatic/hydraulic (58)
37. Pressure in feed line for trailer braking system: … bar
Bodywork
38. Code for bodywork (63) : …
40. Colour of vehicle (64) : …
41. Number and configuration of doors: …
42. Number of seating positions (including the driver) (65) : …
Coupling device
44. Approval number or approval mark of coupling device (if fitted): …
45.1. Characteristics values (58) : D: …/ V: …/ S: …/ U: …
Environmental performances
46. Sound level
Stationary: … dB(A) at engine speed: … min–1
Drive-by: … dB(A)
47. Exhaust emission level (66) : Euro …
47.1. Parameters for emission testing
47.1.1. Test mass, kg: …
47.1.2. Frontal area, m2: …
47.1.3. Road load coefficients
47.1.3.0. f0, N:
47.1.3.1. f1, N/(km/h):
47.1.3.2. f2, N/(km/h)2
Number of the base regulatory act and latest amending regulatory act applicable: …
1.1. test procedure: Type 1 or ESC (58)
CO: … HC: … NOx: … HC + NOx: … Particulates: …
Smoke opacity (ELR): … (m–1)
1.2. test procedure: Type 1 (NEDC average values, WLTP highest values) or WHSC (EURO VI) (58)
CO: … THC: … NMHC: … NOx: … THC + NOx: … NH3: … Particulates (mass): … Particles (number): …
2.1. test procedure: ETC (if applicable)
CO: … NOx: … NMHC: … THC: … CH4: … Particulates: …
2.2. test procedure: WHTC (EURO VI)
CO: … NOx: … NMHC: … THC: … CH4: … NH3: … Particulates (mass): … Particles (number): …
48.1. Smoke corrected absorption coefficient: … (m–1)
1. all power trains, except pure electric vehicles (if applicable)
|
NEDC values |
CO2 emissions |
Fuel consumption in case of emission testing according to Regulation (EC) No 692/2008 |
|
Urban conditions (1): |
… g/km |
… l/100 km or m3/100 km or kg/100 km (1) |
|
Extra-urban conditions (1): |
… g/km |
l/100 km or m3/100 km or kg/100 km (1) |
|
Combined (1): |
… g/km |
… l l/100 km or m3/100 km or kg/100 km (1) |
|
Weighted (1), combined |
… g/km |
… l/100 km or m3/100 km or kg/100 km |
|
Deviation factor (if applicable) |
|
|
2. pure electric vehicles and OVC hybrid electric vehicles (if applicable)
|
Electric energy consumption (weighted, combined (1)) |
|
… Wh/km |
|
Electric range |
|
… km |
3. Vehicle fitted with eco-innovation(s): yes/no (58)
3.1. General code of the eco-innovation(s) (71) : …
3.2. Total CO2 emissions saving due to the eco-innovation(s) (72) (repeat for each reference fuel tested):
NEDC savings:…g/km (if applicable)
WLTP savings:…g/km (if applicable)
4. all power trains except pure electric vehicles under Regulation (EU) 2017/1151
|
WLTP values |
CO2 emissions |
Fuel consumption |
|
Low (1): |
… g/km |
… l/100 km or m3/100 km or kg/100 km (1) |
|
Medium (1): |
… g/km |
… l/100 km or m3/100 km or kg/100 km (1) |
|
High (1): |
… g/km |
… l/100 km or m3/100 km or kg/100 km (1) |
|
Extra High (1): |
… g/km |
… l/100 km or m3/100 km or kg/100 km (1) |
|
Combined: |
… g/km |
… l/100 km or m3/100 km or kg/100 km (1) |
|
Weighted, combined (1) |
… g/km |
… l/100 km or m3/100 km or kg/100 km (1) |
5. Pure electric vehicles and OVC hybrid electric vehicles, under Regulation (EU) 2017/1151 (if applicable)
5.1. Pure electric vehicles (58) or (if applicable)
|
Electric energy consumption |
|
… Wh/km |
|
Electric range |
|
… km |
|
Electric range city |
|
… km |
5.2 OVC hybrid electric vehicles (58) or (if applicable)
|
Electric energy consumption (ECAC,weighted) |
|
… Wh/km |
|
Electric range (EAER) |
|
… km |
|
Electric range city (EAER city) |
|
… km |
Miscellaneous
50. Type-approved according to the design requirements for transporting dangerous goods: yes/class(es): …/no (66) :
51. For special purpose vehicles: designation in accordance with Annex II Section 5: …
52. Remarks (73) : …
List of tyres: technical parameters (no reference to RR)
SIDE 2
VEHICLE CATEGORY N2
(complete and completed vehicles)
Side 2
General construction characteristics
1. Number of axles: … and wheels: …
1.1. Number and position of axles with twin wheels: …
2. Steered axles (number, position): …
3. Powered axles (number, position, interconnection): … …
Main dimensions
4. Wheelbase (59) : … mm
4.1. Axle spacing:
… mm
… mm
… mm
5. Length: … mm
6. Width: … mm
7. Height: … mm
8. Fifth wheel lead for semi-trailer towing vehicle (maximum and minimum): … mm
9. Distance between the front end of the vehicle and the centre of the coupling device: … mm
11. Length of the loading area: … mm
12. Rear overhang: … mm
Masses
13. Mass in running order: … kg
13.1. Distribution of this mass amongst the axles:
… kg
… kg
… kg
13.2. Actual mass of the vehicle: … kg
16. Technically permissible maximum masses
16.1. Technically permissible maximum laden mass: … kg
16.2. Technically permissible mass on each axle:
… kg
… kg
… kg etc.
16.3. Technically permissible mass on each axle group:
… kg
… kg
… kg etc.
16.4. Technically permissible maximum mass of the combination: … kg
17. Intended registration/in service maximum permissible masses in national/international traffic (58) (74)
17.1. Intended registration/in service maximum permissible laden mass: … kg
17.2. Intended registration/in service maximum permissible laden mass on each axle:
… kg
… kg
… kg
17.3. Intended registration/in service maximum permissible laden mass on each axle group:
… kg
… kg
… kg
17.4. Intended registration/in service maximum permissible mass of the combination: … kg
18. Technically permissible maximum towable mass in case of:
18.1. Drawbar trailer: … kg
18.2. Semi-trailer: … kg
18.3. Centre-axle trailer: … kg
18.4. Unbraked trailer: … kg
19. Technically permissible maximum static mass at the coupling point: … kg
Power plant
20. Manufacturer of the engine: …
21. Engine code as marked on the engine: …
22. Working principle: …
23. Pure electric: yes/no (58)
23.1. Class of Hybrid [electric] vehicle: OVC-HEV/NOVC-HEV/OVC-FCHV/ NOVC-FCHV (58)
24. Number and arrangement of cylinders: …
25. Engine capacity: … cm3
26. Fuel: Diesel/petrol/LPG/CNG-Biomethane/LNG/Ethanol/Biodiesel/Hydrogen (58)
26.1. Mono fuel/Bi fuel/Flex fuel/Dual-fuel (58)
26.2. (Dual-fuel only) Type 1A/Type 1B/Type 2A/Type 2B/Type 3B (58)
27. Maximum power
28. Gearbox (type): …
Maximum speed
29. Maximum speed: … km/h
Axles and suspension
31. Position of lift axle(s): …
32. Position of loadable axle(s): …
33. Drive axle(s) fitted with air suspension or equivalent: yes/no (58)
35. Tyre/wheel combination/Rolling Resistance Class (if applicable) (62) : …
Brakes
36. Trailer brake connections mechanical/electric/pneumatic/hydraulic (58)
37. Pressure in feed line for trailer braking system: … bar
Bodywork
38. Code for bodywork (63) : …
41. Number and configuration of doors: …
42. Number of seating positions (including the driver) (65) : …
Coupling device
44. Approval number or approval mark of coupling device (if fitted): …
45.1. Characteristics values (58) : D: …/ V: …/ S: …/ U: …
Environmental performances
46. Sound level
Stationary: … dB(A) at engine speed: … min–1
Drive-by: … dB(A)
47. Exhaust emission level (66) : Euro …
47.1. Parameters for emission testing
47.1.1. Test mass, kg: …
47.1.2. Frontal area, m2: …
47.1.3. Road load coefficients
47.1.3.0. f0, N:
47.1.3.1. f1, N/(km/h):
47.1.3.2. f2, N/(km/h)2
Number of the base regulatory act and latest amending regulatory act applicable: …
1.1. test procedure: Type 1 or ESC (58)
CO: … HC: … NOx: … HC + NOx: … Particulates: …
Smoke opacity (ELR): … (m–1)
1.2. test procedure: Type 1 (NEDC average values, WLTP highest values) or WHSC (EURO VI) (58)
CO: … THC: … NMHC: … NOx: … THC + NOx: … NH3: … Particulates (mass): … Particles (number): …
2.1. test procedure: ETC (if applicable)
CO: … NOx: … NMHC: … THC: … CH4: … Particulates: …
2.2. test procedure: WHTC (EURO VI)
CO: … NOx: … NMHC: … THC: … CH4: … NH3: … Particulates (mass): … Particles (number): …
48.1. Smoke corrected absorption coefficient: … (m–1)
1. all power trains, except pure electric vehicles (if applicable)
|
NEDC values |
CO2 emissions |
Fuel consumption in case of emission testing according to Regulation (EC) No 692/2008 |
|
Urban conditions (1): |
… g/km |
… l/100 km or m3/100 km or kg/100 km (1) |
|
Extra-urban conditions (1): |
… g/km |
l/100 km or m3/100 km or kg/100 km (1) |
|
Combined (1): |
… g/km |
… l l/100 km or m3/100 km or kg/100 km (1) |
|
Weighted (1), combined |
… g/km |
… l/100 km or m3/100 km or kg/100 km |
|
Deviation factor (if applicable) |
|
|
2. pure electric vehicles and OVC hybrid electric vehicles (if applicable)
|
Electric energy consumption (weighted, combined (1)) |
|
… Wh/km |
|
Electric range |
|
… km |
3. Vehicle fitted with eco-innovation(s): yes/no (58)
3.1. General code of the eco-innovation(s) (71) : …
3.2. Total CO2 emissions saving due to the eco-innovation(s) (72) (repeat for each reference fuel tested):
3.2.1. NEDC savings:…g/km (if applicable)
3.2.2. WLTP savings:…g/km (if applicable)
4. all power trains except pure electric vehicles under Regulation (EU) 2017/1151
|
WLTP values |
CO2 emissions |
Fuel consumption |
|
Low (1): |
… g/km |
… l/100 km or m3/100 km or kg/100 km(1) |
|
Medium (1): |
… g/km |
… l/100 km or m3/100 km or kg/100 km(1) |
|
High (1): |
… g/km |
… l/100 km or m3/100 km or kg/100 km(1) |
|
Extra High (1): |
… g/km |
… l/100 km or m3/100 km or kg/100 km(1) |
|
Combined: |
… g/km |
… l/100 km or m3/100 km or kg/100 km(1) |
|
Weighted, combined (1) |
… g/km |
… l/100 km or m3/100 km or kg/100 km(1) |
5. Pure electric vehicles and OVC hybrid electric vehicles, under Regulation (EU) 2017/1151 (if applicable)
5.1. Pure electric vehicles (58) or (if applicable)
|
Electric energy consumption |
|
… Wh/km |
|
Electric range |
|
… km |
|
Electric range city |
|
… km |
5.2 OVC hybrid electric vehicles (58) or (if applicable)
|
Electric energy consumption (ECAC,weighted) |
|
… Wh/km |
|
Electric range (EAER) |
|
… km |
|
Electric range city (EAER city) |
|
… km |
Miscellaneous
50. Type-approved according to the design requirements for transporting dangerous goods: yes/class(es): …/no (66) :
51. For special purpose vehicles: designation in accordance with Annex II Section 5: …
52. Remarks (73) : …
SIDE 2
VEHICLE CATEGORY N3
(complete and completed vehicles)
Side 2
General construction characteristics
1. Number of axles: … and wheels: …
1.1. Number and position of axles with twin wheels: …
2. Steered axles (number, position): …
3. Powered axles (number, position, interconnection): … …
Main dimensions
4. Wheelbase (59) : … mm
4.1. Axle spacing:
… mm
… mm
… mm
5. Length: … mm
6. Width: … mm
7. Height: … mm
8. Fifth wheel lead for semi-trailer towing vehicle (maximum and minimum): … mm
9. Distance between the front end of the vehicle and the centre of the coupling device: … mm
11. Length of the loading area: … mm
12. Rear overhang: … mm
Masses
13. Mass in running order: … kg
13.1. Distribution of this mass amongst the axles:
… kg
… kg
… kg
13.2. Actual mass of the vehicle: … kg
16. Technically permissible maximum masses
16.1. Technically permissible maximum laden mass: … kg
16.2. Technically permissible mass on each axle:
… kg
… kg
… kg etc.
16.3. Technically permissible mass on each axle group:
… kg
… kg
… kg etc.
16.4. Technically permissible maximum mass of the combination: … kg
17. Intended registration/in service maximum permissible masses in national/international traffic (58) (74)
17.1. Intended registration/in service maximum permissible laden mass: … kg
17.2. Intended registration/in service maximum permissible laden mass on each axle:
… kg
… kg
… kg
17.3. Intended registration/in service maximum permissible laden mass on each axle group:
… kg
… kg
… kg
17.4. Intended registration/in service maximum permissible mass of the combination: … kg
18. Technically permissible maximum towable mass in case of:
Drawbar trailer: … kg
Semi-trailer: … kg
Centre-axle trailer: … kg
Unbraked trailer: … kg
19. Technically permissible maximum static mass at the coupling point: … kg
Power plant
20. Manufacturer of the engine: …
21. Engine code as marked on the engine: …
22. Working principle: …
23. Pure electric: yes/no (58)
23.1. Hybrid [electric] vehicle: yes/no (58)
24. Number and arrangement of cylinders: …
25. Engine capacity: … cm3
26. Fuel: Diesel/petrol/LPG/CNG-Biomethane/LNG/Ethanol/Biodiesel/Hydrogen (58)
26.1. Mono fuel/Bi fuel/Flex fuel/Dual-fuel (58)
26.2. (Dual-fuel only) Type 1A/Type 1B/Type 2A/Type 2B/Type 3B (58)
27. Maximum power
28. Gearbox (type): …
Maximum speed
29. Maximum speed: … km/h
Axles and suspension
31. Position of lift axle(s): …
32. Position of loadable axle(s): …
33. Drive axle(s) fitted with air suspension or equivalent: yes/no (58)
35. Tyre/wheel combination (62) : …
Brakes
36. Trailer brake connections mechanical/electric/pneumatic/hydraulic (58)
37. Pressure in feed line for trailer braking system: … bar
Bodywork
38. Code for bodywork (63) : …
41. Number and configuration of doors: …
42. Number of seating positions (including the driver) (65) : …
Coupling device
44. Approval number or approval mark of coupling device (if fitted): …
45.1. Characteristics values (58) : D: …/ V: …/ S: …/ U: …
Environmental performances
46. Sound level
Stationary: … dB(A) at engine speed: … min–1
Drive-by: … dB(A)
47. Exhaust emission level (66) : Euro …
47.1. Parameters for emission testing
47.1.1. Test mass, kg: …
47.1.2. Frontal area, m2: …
47.1.3. Road load coefficients
47.1.3.0. f0, N:
47.1.3.1. f1, N/(km/h):
47.1.3.2. f2, N/(km/h)2
Number of the base regulatory act and latest amending regulatory act applicable: …
1.1. test procedure: ESC
CO: … HC: … NOx: … HC + NOx: … Particulates: …
Smoke opacity (ELR): … (m–1)
1.2. test procedure: WHSC (EURO VI)
CO: … THC: … NMHC: … NOx: … THC + NOx: … NH3: … Particulates (mass): … Particles (number): …
2.1. test procedure: ETC (if applicable)
CO: … NOx: … NMHC: … THC: … CH4: … Particulates: …
2.2. test procedure: WHTC (EURO VI)
CO: … NOx: … NMHC: … THC: … CH4: … NH3: … Particulates (mass): … Particles (number): …
48.1. Smoke corrected absorption coefficient: … (m–1)
Miscellaneous
50. Type-approved according to the design requirements for transporting dangerous goods: yes/class(es): …/no (66) :
51. For special purpose vehicles: designation in accordance with Annex II Section 5: …
52. Remarks (73) : …
SIDE 2
VEHICLE CATEGORIES O1 AND O2
(complete and completed vehicles)
Side 2
General construction characteristics
1. Number of axles: … and wheels: …
1.1. Number and position of axles with twin wheels: …
Main dimensions
4. Wheelbase (59) : … mm
4.1. Axle spacing:
… mm
… mm
… mm
5. Length: … mm
6. Width: … mm
7. Height: … mm
10. Distance between the centre of the coupling device and the rear end of the vehicle: … mm
11. Length of the loading area: … mm
12. Rear overhang: … mm
Masses
13. Mass in running order: … kg
13.1. Distribution of this mass amongst the axles:
… kg
… kg
… kg
13.2. Actual mass of the vehicle: … kg
16. Technically permissible maximum masses
16.1. Technically permissible maximum laden mass: … kg
16.2. Technically permissible mass on each axle:
… kg
… kg
… kg etc.
16.3. Technically permissible mass on each axle group:
… kg
… kg
… kg etc.
19. Technically permissible maximum static mass on the coupling point of a semi-trailer or centre-axle trailer: … kg
Maximum speed
29. Maximum speed: … km/h
Axles and suspension
30.1. Track of each steered axle: … mm
30.2. Track of all other axles: … mm
31. Position of lift axle(s): …
32. Position of loadable axle(s): …
34. Axle(s) fitted with air suspension or equivalent: yes/no (58)
35. Tyre/wheel combination (62) : …
Brakes
36. Trailer brake connections mechanical/electric/pneumatic/hydraulic (58)
Bodywork
38. Code for bodywork (63) : …
Coupling device
44. Approval number or approval mark of coupling device (if fitted): …
45.1. Characteristics values (58) : D: …/ V: …/ S: …/ U: …
Miscellaneous
50. Type-approved according to the design requirements for transporting dangerous goods: yes/class(es): …/no (66) :
51. For special purpose vehicles: designation in accordance with Annex II Section 5: …
52. Remarks (73) : …
SIDE 2
VEHICLE CATEGORIES O3 AND O4
(complete and completed vehicles)
Side 2
General construction characteristics
1. Number of axles: … and wheels: …
1.1. Number and position of axles with twin wheels: …
2. Steered axles (number, position): …
Main dimensions
4. Wheelbase (59) : … mm
4.1. Axle spacing:
… mm
… mm
… mm
5. Length: … mm
6. Width: … mm
7. Height: … mm
10. Distance between the centre of the coupling device and the rear end of the vehicle: … mm
11. Length of the loading area: … mm
12. Rear overhang: … mm
Masses
13. Mass in running order: … kg
13.1. Distribution of this mass amongst the axles:
… kg
… kg
… kg
13.2. Actual mass of the vehicle: … kg
16. Technically permissible maximum masses
16.1. Technically permissible maximum laden mass: … kg
16.2. Technically permissible mass on each axle:
… kg
… kg
… kg etc.
16.3. Technically permissible mass on each axle group:
… kg
… kg
… kg etc.
17. Intended registration/in service maximum permissible masses in national/international traffic (58) (74)
17.1. Intended registration/in service maximum permissible laden mass: … kg
17.2. Intended registration/in service maximum permissible laden mass on each axle:
… kg
… kg
… kg
17.3. Intended registration/in service maximum permissible laden mass on each axle group:
… kg
… kg
… kg
19. Technically permissible maximum static mass on the coupling point of a semi-trailer or centre-axle trailer: … kg
Maximum speed
29. Maximum speed: … km/h
Axles and suspension
31. Position of lift axle(s): …
32. Position of loadable axle(s): …
34. Axle(s) fitted with air suspension or equivalent: yes/no (58)
35. Tyre/wheel combination (62) : …
Brakes
36. Trailer brake connections mechanical/electric/pneumatic/hydraulic (58)
Bodywork
38. Code for bodywork (63) : …
Coupling device
44. Approval number or approval mark of coupling device (if fitted): …
45.1. Characteristics values (58) : D: …/ V: …/ S: …/ U: …å
Miscellaneous
50. Type-approved according to the design requirements for transporting dangerous goods: yes/class(es): …/no (66) :
51. For special purpose vehicles: designation in accordance with Annex II Section 5: …
52. Remarks (73) : …
PART II
INCOMPLETE VEHICLES
MODEL C1 — SIDE 1
INCOMPLETE VEHICLES
EC CERTIFICATE OF CONFORMITY
Side 1
The undersigned [… (Full name and position)] hereby certifies that the vehicle:
0.1. Make (Trade name of manufacturer): …
0.2. Type: …
Variant (54) : …
Version (54) : …
0.2.1. Commercial name: …
0.2.2. For multi-stage approved vehicles, type-approval information of the base/previous stages vehicle
(list the information for each stage):
Type: …
Variant (54) : …
Version (54) : …
Type-approval number, extension number …
0.4. Vehicle category: …
0.5. Company name and address of manufacturer: …
0.5.1. For multi-stage approved vehicles, company name and address of the manufacturer of the base/previous stage(s) vehicle …
0.6. Location and method of attachment of the statutory plates: …
Location of the vehicle identification number: …
0.9. Name and address of the manufacturer’s representative (if any): …
0.10. Vehicle identification number: …
conforms in all respects to the type described in approval (… type-approval number including extension number) issued on (… date of issue) and
cannot be permanently registered without further approvals.
|
(Place) (Date): … |
(Signature): … |
MODEL C2 — SIDE 1
INCOMPLETE VEHICLES TYPE-APPROVED IN SMALL SERIES
|
[Year] |
[Sequential number] |
EC CERTIFICATE OF CONFORMITY
Side 1
The undersigned [… (Full name and position)] hereby certifies that the vehicle:
0.1. Make (Trade name of manufacturer): …
0.2. Type: …
Variant (54) : …
Version (54) : …
0.2.1. Commercial name: …
0.4. Vehicle category: …
0.5. Company name and address of manufacturer: …
0.6. Location and method of attachment of the statutory plates: …
Location of the vehicle identification number: …
0.9. Name and address of the manufacturer’s representative (if any): …
0.10. Vehicle identification number: …
conforms in all respects to the type described in approval (… type-approval number including extension number) issued on (… date of issue) and
cannot be permanently registered without further approvals.
|
(Place) (Date): … |
(Signature): … |
SIDE 2
VEHICLE CATEGORY M1
(incomplete vehicles)
Side 2
General construction characteristics
1. Number of axles: … and wheels: …
3. Powered axles (number, position, interconnection): … …
Main dimensions
4. Wheelbase (59) : … mm
4.1. Axle spacing:
… mm
… mm
… mm
5.1. Maximum permissible length: … mm
6.1. Maximum permissible width: … mm
7.1. Maximum permissible height: … mm
12.1. Maximum permissible rear overhang: … mm
Masses
14. Mass in running order of the incomplete vehicle: … kg
14.1. Distribution of this mass amongst the axles:
… kg
… kg
… kg
15. Minimum mass of the vehicle when completed: … kg
15.1. Distribution of this mass amongst the axles:
… kg
… kg
… kg
16. Technically permissible maximum masses
16.1. Technically permissible maximum laden mass: … kg
16.2. Technically permissible mass on each axle:
… kg
… kg
… kg etc.
16.4. Technically permissible maximum mass of the combination: … kg
18. Technically permissible maximum towable mass in case of:
Drawbar trailer: … kg
Centre-axle trailer: … kg
Unbraked trailer: … kg
19. Technically permissible maximum static vertical mass at the coupling point: … kg
Power plant
20. Manufacturer of the engine: …
21. Engine code as marked on the engine: …
22. Working principle: …
23. Pure electric: yes/no (58)
23.1. Hybrid [electric] vehicle: yes/no (58)
24. Number and arrangement of cylinders: …
25. Engine capacity: … cm3
26. Fuel: Diesel/petrol/LPG/CNG-Biomethane/LNG/Ethanol/Biodiesel/Hydrogen (58)
26.1. Mono fuel/Bi fuel/Flex fuel/Dual-fuel (58)
26.2. (Dual-fuel only) Type 1A/Type 1B/Type 2A/Type 2B/Type 3B (58)
27. Maximum power
Maximum speed
29. Maximum speed: … km/h
Axles and suspension
30. Axle(s) track:
… mm
… mm
… mm
35. Tyre/wheel combination (62) : …
Brakes
36. Trailer brake connections mechanical/electric/pneumatic/hydraulic (58)
Bodywork
41. Number and configuration of doors: …
42. Number of seating positions (including the driver) (65) : …
Environmental performances
46. Sound level
Stationary: … dB(A) at engine speed: … min–1
Drive-by: … dB(A)
47. Exhaust emission level (66) : Euro …
47.1. Parameters for emission testing
47.1.1. Test mass, kg: …
47.1.2. Frontal area, m2: …
47.1.3. Road load coefficients
47.1.3.0. f0, N:
47.1.3.1. f1, N/(km/h):
47.1.3.2. f2, N/(km/h)2
Number of the base regulatory act and latest amending regulatory act applicable: …
1.1. test procedure: Type 1 or ESC (58)
CO: … HC: … NOx: … HC + NOx: … Particulates: …
Smoke opacity (ELR): … (m–1)
1.2. test procedure: Type 1 (NEDC average values, WLTP highest values)or WHSC (EURO VI) (58)
CO: … THC: … NMHC: … NOx: … THC + NOx: … NH3: … Particulates (mass): … Particles (number): …
2.1. test procedure: ETC (if applicable)
CO: … NOx: … NMHC: … THC: … CH4: … Particulates: …
2.2. test procedure: WHTC (EURO VI)
CO: … NOx: … NMHC: … THC: … CH4: … NH3: … Particulates (mass): … Particles (number): …
48.1. Smoke corrected absorption coefficient: … (m–1)
49. CO2 emissions/fuel consumption/electric energy consumption (67) :
1. All power trains except pure electric vehicles under Regulation (EU) 2017/1151
|
|
CO2 emissions |
Fuel consumption |
|
Urban conditions: |
… g/km |
… l/100 km/m3/100 km (1) |
|
Extra-urban conditions: |
… g/km |
… l/100 km/m3/100 km (1) |
|
Combined: |
… g/km |
… l/100 km/m3/100 km (1) |
|
Weighted, combined |
… g/km |
… l/100 km |
2. pure electric vehicles and OVC hybrid electric vehicles
|
Electric energy consumption (weighted, combined (1)) |
|
… Wh/km |
|
Electric range |
|
… km |
Miscellaneous
52. Remarks (73) : …
SIDE 2
VEHICLE CATEGORY M2
(incomplete vehicles)
Side 2
General construction characteristics
1. Number of axles: … and wheels: …
1.1. Number and position of axles with twin wheels: …
2. Steered axles (number, position): …
3. Powered axles (number, position, interconnection): … …
Main dimensions
4. Wheelbase (59) : … mm
4.1. Axle spacing:
… mm
… mm
… mm
5.1. Maximum permissible length: … mm
6.1. Maximum permissible width: … mm
7.1. Maximum permissible height: … mm
12.1. Maximum permissible rear overhang: … mm
Masses
14. Mass in running order of the incomplete vehicle: … kg
14.1. Distribution of this mass amongst the axles:
… kg
… kg
… kg etc.
15. Minimum mass of the vehicle when completed: … kg
15.1. Distribution of this mass amongst the axles:
… kg
… kg
… kg
16. Technically permissible maximum masses
16.1. Technically permissible maximum laden mass: … kg
16.2. Technically permissible mass on each axle:
… kg
… kg
… kg etc.
16.3. Technically permissible mass on each axle group:
… kg
… kg
… kg etc.
16.4. Technically permissible maximum mass of the combination: … kg
17. Intended registration/in service maximum permissible masses in national/international traffic (58) (74)
17.1. Intended registration/in service maximum permissible laden mass: … kg
17.2. Intended registration/in service maximum permissible laden mass on each axle:
… kg
… kg
… kg
17.3. Intended registration/in service maximum permissible laden mass on each axle group:
… kg
… kg
… kg
17.4. Intended registration/in service maximum permissible mass of the combination: … kg
18. Technically permissible maximum towable mass in case of:
18.1. Drawbar trailer: … kg
18.3. Centre-axle trailer: … kg
18.4. Unbraked trailer: … kg
19. Technically permissible maximum static mass at the coupling point: … kg
Power plant
20. Manufacturer of the engine: …
21. Engine code as marked on the engine: …
22. Working principle: …
23. Pure electric: yes/no (58)
23.1. Hybrid [electric] vehicle: yes/no (58)
24. Number and arrangement of cylinders: …
25. Engine capacity: … cm3
26. Fuel: Diesel/petrol/LPG/CNG-Biomethane/LNG/Ethanol/Biodiesel/Hydrogen (58)
26.1. Mono fuel/Bi fuel/Flex fuel/Dual-fuel (58)
26.2. (Dual-fuel only) Type 1A/Type 1B/Type 2A/Type 2B/Type 3B (58)
27. Maximum power
28. Gearbox (type): …
Maximum speed
29. Maximum speed: … km/h
Axles and suspension
30. Axle(s) track:
… mm
… mm
… mm
33. Drive axle(s) fitted with air suspension or equivalent: yes/no (58)
35. Tyre/wheel combination (62) : …
Brakes
36. Trailer brake connections mechanical/electric/pneumatic/hydraulic (58)
37. Pressure in feed line for trailer braking system: … bar
Coupling device
44. Approval number or approval mark of coupling device (if fitted): …
45. Type or classes of coupling devices which can be fitted: …
45.1. Characteristics values (58) : D: …/ V: …/ S: …/ U: …
Environmental performances
46. Sound level
Stationary: … dB(A) at engine speed: … min–1
Drive-by: … dB(A)
47. Exhaust emission level (66) : Euro …
47.1. Parameters for emission testing
47.1.1. Test mass, kg: …
47.1.2. Frontal area, m2: …
47.1.3. Road load coefficients
47.1.3.0. f0, N:
47.1.3.1. f1, N/(km/h):
47.1.3.2. f2, N/(km/h)2
Number of the base regulatory act and latest amending regulatory act applicable: …
1.1. test procedure: Type 1 or ESC (58)
CO: … HC: … NOx: … HC + NOx: … Particulates: …
Smoke opacity (ELR): … (m–1)
1.2. test procedure: Type 1 (NEDC average values, WLTP highest values)or WHSC (EURO VI) (58)
CO: … THC: … NMHC: … NOx: … THC + NOx: … NH3: … Particulates (mass): … Particles (number): …
2.1. test procedure: ETC (if applicable)
CO: … NOx: … NMHC: … THC: … CH4: … Particulates: …
2.2. test procedure: WHTC (EURO VI)
CO: … NOx: … NMHC: … THC: … CH4: … NH3: … Particulates (mass): … Particles (number): …
48.1. Smoke corrected absorption coefficient: … (m–1)
Miscellaneous
52. Remarks (73) : …
SIDE 2
VEHICLE CATEGORY M3
(incomplete vehicles)
Side 2
General construction characteristics
1. Number of axles: … and wheels: …
1.1. Number and position of axles with twin wheels: …
2. Steered axles (number, position): …
3. Powered axles (number, position, interconnection): … …
Main dimensions
4. Wheelbase (59) : … mm
4.1. Axle spacing:
… mm
… mm
… mm
5.1. Maximum permissible length: … mm
6.1. Maximum permissible width: … mm
7.1. Maximum permissible height: … mm
12.1. Maximum permissible rear overhang: … mm
Masses
14. Mass in running order of the incomplete vehicle: … kg
14.1. Distribution of this mass amongst the axles:
… kg
… kg
… kg etc.
15. Minimum mass of the vehicle when completed: … kg
15.1. Distribution of this mass amongst the axles:
… kg
… kg
… kg
16. Technically permissible maximum masses
16.1. Technically permissible maximum laden mass: … kg
16.2. Technically permissible mass on each axle:
… kg
… kg
… kg etc.
16.3. Technically permissible mass on each axle group:
… kg
… kg
… kg etc.
16.4. Technically permissible maximum mass of the combination: … kg
17. Intended registration/in service maximum permissible masses in national/international traffic (58) (74)
17.1. Intended registration/in service maximum permissible laden mass: … kg
17.2. Intended registration/in service maximum permissible laden mass on each axle:
… kg
… kg
… kg
17.3. Intended registration/in service maximum permissible laden mass on each axle group:
… kg
… kg
… kg
17.4. Intended registration/in service maximum permissible mass of the combination: … kg
18. Technically permissible maximum towable mass in case of:
Drawbar trailer: … kg
Centre-axle trailer: … kg
Unbraked trailer: … kg
19. Technically permissible maximum static mass at the coupling point: … kg
Power plant
20. Manufacturer of the engine: …
21. Engine code as marked on the engine: …
22. Working principle: …
23. Pure electric: yes/no (58)
23.1. Hybrid [electric] vehicle: yes/no (58)
24. Number and arrangement of cylinders: …
25. Engine capacity: … cm3
26. Fuel: Diesel/petrol/LPG/CNG-Biomethane/LNG/Ethanol/Biodiesel/Hydrogen (58)
26.1. Mono fuel/Bi fuel/Flex fuel/Dual-fuel (58)
26.2. (Dual-fuel only) Type 1A/Type 1B/Type 2A/Type 2B/Type 3B (58)
27. Maximum power
28. Gearbox (type): …
Maximum speed
29. Maximum speed: … km/h
Axles and suspension
30.1. Track of each steered axle: … mm
30.2. Track of all other axles: … mm
32. Position of loadable axle(s): …
33. Drive axle(s) fitted with air suspension or equivalent: yes/no (58)
35. Tyre/wheel combination (62) : …
Brakes
36. Trailer brake connections mechanical/electric/pneumatic/hydraulic (58)
37. Pressure in feed line for trailer braking system: … bar
Coupling device
44. Approval number or approval mark of coupling device (if fitted): …
45. Types or classes of coupling devices which can be fitted: …
45.1. Characteristics values (58) : D: …/ V: …/ S: …/ U: …
Environmental performances
46. Sound level
Stationary: … dB(A) at engine speed: … min–1
Drive-by: … dB(A)
47. Exhaust emission level (66) : Euro …
47.1. Parameters for emission testing
47.1.1. Test mass, kg: …
47.1.2. Frontal area, m2: …
47.1.3. Road load coefficients
47.1.3.0. f0, N:
47.1.3.1. f1, N/(km/h):
47.1.3.2. f2, N/(km/h)2
Number of the base regulatory act and latest amending regulatory act applicable: …
1.1. test procedure: ESC
CO: … HC: … NOx: … HC + NOx: … Particulates: …
Smoke opacity (ELR): … (m–1)
1.2. test procedure: WHSC (EURO VI)
CO: … THC: … NMHC: … NOx: … THC + NOx: … NH3: … Particulates (mass): … Particles (number): …
2.1. test procedure: ETC (if applicable)
CO: … NOx: … NMHC: … THC: … CH4: … Particulates: …
2.2. test procedure: WHTC (EURO VI)
CO: … NOx: … NMHC: … THC: … CH4: … NH3: … Particulates (mass): … Particles (number): …
48.1. Smoke corrected absorption coefficient: … (m–1)
Miscellaneous
52. Remarks (73) : …
SIDE 2
VEHICLE CATEGORY N1
(incomplete vehicles)
Side 2
General construction characteristics
1. Number of axles: … and wheels: …
1.1. Number and position of axles with twin wheels: …
3. Powered axles (number, position, interconnection): … …
Main dimensions
4. Wheelbase (59) : … mm
4.1. Axle spacing:
… mm
… mm
… mm
5.1. Maximum permissible length: … mm
6.1. Maximum permissible width: … mm
7.1. Maximum permissible height: … mm
8. Fifth wheel lead for semi-trailer towing vehicle (maximum and minimum): … mm
12.1. Maximum permissible rear overhang: … mm
Masses
14. Mass in running order of the incomplete vehicle: … kg
14.1. Distribution of this mass amongst the axles:
… kg
… kg
… kg etc.
15. Minimum mass of the vehicle when completed: … kg
15.1. Distribution of this mass amongst the axles:
… kg
… kg
… kg
16. Technically permissible maximum masses
16.1. Technically permissible maximum laden mass: … kg
16.2. Technically permissible mass on each axle:
… kg
… kg
… kg etc.
16.4. Technically permissible maximum mass of the combination: … kg
18. Technically permissible maximum towable mass in case of:
18.1. Drawbar trailer: … kg
18.2. Semi-trailer: … kg
18.3. Centre-axle trailer: … kg
18.4. Unbraked trailer: … kg
19. Technically permissible maximum static mass at the coupling point: … kg
Power plant
20. Manufacturer of the engine: …
21. Engine code as marked on the engine: …
22. Working principle: …
23. Pure electric: yes/no (58)
23.1. Hybrid [electric] vehicle: yes/no (58)
24. Number and arrangement of cylinders: …
25. Engine capacity: … cm3
26. Fuel: Diesel/petrol/LPG/CNG-Biomethane/LNG/Ethanol/Biodiesel/Hydrogen (58)
26.1. Mono fuel/Bi fuel/Flex fuel/Dual-fuel (58)
26.2. (Dual-fuel only) Type 1A/Type 1B/Type 2A/Type 2B/Type 3B (58)
27. Maximum power
28. Gearbox (type): …
Maximum speed
29. Maximum speed: … km/h
Axles and suspension
30. Axle(s) track:
… mm
… mm
… mm
35. Tyre/wheel combination (62) : …
Brakes
36. Trailer brake connections mechanical/electric/pneumatic/hydraulic (58)
37. Pressure in feed line for trailer braking system: … bar
Coupling device
44. Approval number or approval mark of coupling device (if fitted): …
45. Types or classes of coupling devices which can be fitted: …
45.1. Characteristics values (58) : D: …/ V: …/ S: …/ U: …
Environmental performances
46. Sound level
Stationary: … dB(A) at engine speed: … min–1
Drive-by: … dB(A)
47. Exhaust emission level (66) : Euro …
47.1. Parameters for emission testing
47.1.1. Test mass, kg: …
47.1.2. Frontal area, m2: …
47.1.3. Road load coefficients
47.1.3.0. f0, N:
47.1.3.1. f1, N/(km/h):
47.1.3.2. f2, N/(km/h)2
Number of the base regulatory act and latest amending regulatory act applicable: …
1.1. test procedure: Type 1 or ESC (58)
CO: … HC: … NOx: … HC + NOx: … Particulates: …
Smoke opacity (ELR): … (m–1)
1.2. test procedure: Type 1 (NEDC average values, WLTP highest values) or WHSC (EURO VI) (58)
CO: … THC: … NMHC: … NOx: … THC + NOx: … NH3: … Particulates (mass): … Particles (number): …
2.1. test procedure: ETC (if applicable)
CO: … NOx: … NMHC: … THC: … CH4: … Particulates:
2.2. test procedure: WHTC (EURO VI)
CO: … NOx: … NMHC: … THC: … CH4: … NH3: … Particulates (mass): … Particles (number):
48.1. Smoke corrected absorption coefficient: … (m–1)
49. CO2 emissions/fuel consumption/electric energy consumption (67) :
1. all power trains except pure electric vehicles under Regulation (EU) 2017/1151
|
|
CO2 emissions |
Fuel consumption |
|
Urban conditions: |
… g/km |
… l/100 km/m3/100 km (1) |
|
Extra-urban conditions: |
… g/km |
… l/100 km/m3/100 km (1) |
|
Combined: |
… g/km |
… l/100 km/m3/100 km (1) |
|
Weighted, combined |
… g/km |
… l/100 km |
2. pure electric vehicles and OVC hybrid electric vehicles
|
Electric energy consumption (weighted, combined (1)) |
|
… Wh/km |
|
Electric range |
|
… km |
3. Vehicle fitted with eco-innovation(s): yes/no (58)
3.1. General code of the eco-innovation(s) (71) : …
3.2. Total CO2 emissions saving due to the eco-innovation(s) (72) (repeat for each reference fuel tested): …
Miscellaneous
52. Remarks (73) : …
SIDE 2
VEHICLE CATEGORY N2
(incomplete vehicles)
Side 2
General construction characteristics
1. Number of axles: … and wheels: …
1.1. Number and position of axles with twin wheels: …
2. Steered axles (number, position): …
3. Powered axles (number, position, interconnection): … …
Main dimensions
4. Wheelbase (59) : … mm
4.1. Axle spacing:
… mm
… mm
… mm
5.1. Maximum permissible length: … mm
6.1. Maximum permissible width: … mm
8. Fifth wheel lead for semi-trailer towing vehicle (maximum and minimum): … mm
12.1. Maximum permissible rear overhang: … mm
Masses
14. Mass in running order of the incomplete vehicle: … kg
14.1. Distribution of this mass amongst the axles:
… kg
… kg
… kg etc.
15. Minimum mass of the vehicle when completed: … kg
15.1. Distribution of this mass amongst the axles:
… kg
… kg
… kg
16. Technically permissible maximum masses
16.1. Technically permissible maximum laden mass: … kg
16.2. Technically permissible mass on each axle:
… kg
… kg
… kg etc.
16.3. Technically permissible mass on each axle group:
… kg
… kg
… kg etc.
16.4. Technically permissible maximum mass of the combination: … kg
17. Intended registration/in service maximum permissible masses in national/international traffic (58) (74)
17.1. Intended registration/in service maximum permissible laden mass: … kg
17.2. Intended registration/in service maximum permissible laden mass on each axle:
… kg
… kg
… kg
17.3. Intended registration/in service maximum permissible laden mass on each axle group:
… kg
… kg
… kg
17.4. Intended registration/in service maximum permissible mass of the combination: … kg
18. Technically permissible maximum towable mass in case of:
Drawbar trailer: … kg
Semi-trailer: … kg
Centre-axle trailer: … kg
Unbraked trailer: … kg
19. Technically permissible maximum static mass at the coupling point: … kg
Power plant
20. Manufacturer of the engine: …
21. Engine code as marked on the engine: …
22. Working principle: …
23. Pure electric: yes/no (58)
23.1. Hybrid [electric] vehicle: yes/no (58)
24. Number and arrangement of cylinders: …
25. Engine capacity: … cm3
26. Fuel: Diesel/petrol/LPG/CNG-Biomethane/LNG/Ethanol/Biodiesel/Hydrogen (58)
26.1. Mono fuel/Bi fuel/Flex fuel/Dual-fuel (58)
26.2. (Dual-fuel only) Type 1A/Type 1B/Type 2A/Type 2B/Type 3B (58)
27. Maximum power
28. Gearbox (type): …
Maximum speed
29. Maximum speed: … km/h
Axles and suspension
31. Position of lift axle(s): …
32. Position of loadable axle(s): …
33. Drive axle(s) fitted with air suspension or equivalent: yes/no (58)
35. Tyre/wheel combination (62) : …
Brakes
36. Trailer brake connections mechanical/electric/pneumatic/hydraulic (58)
37. Pressure in feed line for trailer braking system: … bar
Coupling device
44. Approval number or approval mark of coupling device (if fitted): …
45. Types or classes of coupling devices which can be fitted: …
45.1. Characteristics values (58) : D: …/ V: …/ S: …/ U: …
Environmental performances
46. Sound level
Stationary: … dB(A) at engine speed: … min–1
Drive-by: … dB(A)
47. Exhaust emission level (66) : Euro …
47.1. Parameters for emission testing
47.1.1. Test mass, kg: …
47.1.2. Frontal area, m2: …
47.1.3. Road load coefficients
47.1.3.0. f0, N:
47.1.3.1. f1, N/(km/h):
47.1.3.2. f2, N/(km/h)2
Number of the base regulatory act and latest amending regulatory act applicable: …
1.1. test procedure: Type 1 or ESC (58)
CO: … HC: … NOx: … HC + NOx: … Particulates: …
Smoke opacity (ELR): … (m–1)
1.2. test procedure: Type 1 (NEDC average values, WLTP highest values) or WHSC (EURO VI) (58)
CO: … THC: … NMHC: … NOx: … THC + NOx: … NH3: … Particulates (mass): … Particles (number): …
2.1. test procedure: ETC (if applicable)
CO: … NOx: … NMHC: … THC: … CH4: … Particulates:
2.2. test procedure: WHTC (EURO VI)
CO: … NOx: … NMHC: … THC: … CH4: … NH3: … Particulates (mass): … Particles (number): …
48.1. Smoke corrected absorption coefficient: … (m–1)
Miscellaneous
52. Remarks (73) : …
SIDE 2
VEHICLE CATEGORY N3
(incomplete vehicles)
Side 2
General construction characteristics
1. Number of axles: … and wheels: …
1.1. Number and position of axles with twin wheels: …
2. Steered axles (number, position): …
3. Powered axles (number, position, interconnection): … …
Main dimensions
4. Wheelbase (59) : … mm
4.1. Axle spacing:
… mm
… mm
… mm
5.1. Maximum permissible length: … mm
6.1. Maximum permissible width: … mm
8. Fifth wheel lead for semi-trailer towing vehicle (maximum and minimum): … mm
12.1. Maximum permissible rear overhang: … mm
Masses
14. Mass in running order of the incomplete vehicle: … kg
14.1. Distribution of this mass amongst the axles:
… kg
… kg
… kg etc.
15. Minimum mass of the vehicle when completed: … kg
15.1. Distribution of this mass amongst the axles:
… kg
… kg
… kg
16. Technically permissible maximum masses
16.1. Technically permissible maximum laden mass: … kg
16.2. Technically permissible mass on each axle:
… kg
… kg
… kg etc.
16.3. Technically permissible mass on each axle group:
… kg
… kg
… kg etc.
16.4. Technically permissible maximum mass of the combination: … kg
17. Intended registration/in service maximum permissible masses in national/international traffic (58) (74)
17.1. Intended registration/in service maximum permissible laden mass: … kg
17.2. Intended registration/in service maximum permissible laden mass on each axle:
… kg
… kg
… kg
17.3. Intended registration/in service maximum permissible laden mass on each axle group:
… kg
… kg
… kg
17.4. Intended registration/in service maximum permissible mass of the combination: … kg
18. Technically permissible maximum towable mass in case of:
18.1. Drawbar trailer: … kg
18.2. Semi-trailer: … kg
18.3. Centre-axle trailer: … kg
18.4. Unbraked trailer: … kg
19. Technically permissible maximum static mass at the coupling point: … kg
Power plant
20. Manufacturer of the engine: …
21. Engine code as marked on the engine: …
22. Working principle: …
23. Pure electric: yes/no (58)
23.1. Hybrid [electric] vehicle: yes/no (58)
24. Number and arrangement of cylinders: …
25. Engine capacity: … cm3
26. Fuel: Diesel/petrol/LPG/CNG-Biomethane/LNG/Ethanol/Biodiesel/Hydrogen (58)
26.1. Mono fuel/Bi fuel/Flex fuel/Dual-fuel (58)
26.2. (Dual-fuel only) Type 1A/Type 1B/Type 2A/Type 2B/Type 3B (58)
27. Maximum power
28. Gearbox (type): …
Maximum speed
29. Maximum speed: … km/h
Axles and suspension
31. Position of lift axle(s): …
32. Position of loadable axle(s): …
33. Drive axle(s) fitted with air suspension or equivalent: yes/no (58)
35. Tyre/wheel combination (62) : …
Brakes
36. Trailer brake connections mechanical/electric/pneumatic/hydraulic (58)
37. Pressure in feed line for trailer braking system: … bar
Coupling device
44. Approval number or approval mark of coupling device (if fitted): …
45. Types or classes of coupling devices which can be fitted: …
45.1. Characteristics values (58) : D: …/ V: …/ S: …/ U: …
Environmental performances
46. Sound level
Stationary: … dB(A) at engine speed: … min–1
Drive-by: … dB(A)
47. Exhaust emission level (66) : Euro …
47.1. Parameters for emission testing
47.1.1. Test mass, kg: …
47.1.2. Frontal area, m2: …
47.1.3. Road load coefficients
47.1.3.0. f0, N:
47.1.3.1. f1, N/(km/h):
47.1.3.2. f2, N/(km/h)2
Number of the base regulatory act and latest amending regulatory act applicable: …
1.1. test procedure: ESC
CO: … HC: … NOx: … HC + NOx: … Particulates: …
Smoke opacity (ELR): … (m–1)
1.2. test procedure: WHSC (EURO VI)
CO: … THC: … NMHC: … NOx: … THC + NOx: … NH3: … Particulates (mass): … Particles (number): …
2.1. test procedure: ETC (if applicable)
CO: … NOx: … NMHC: … THC: … CH4: … Particulates:
2.2. test procedure: WHTC (EURO VI)
CO: … NOx: … NMHC: … THC: … CH4: … NH3: … Particulates (mass): … Particles (number): …
48.1. Smoke corrected absorption coefficient: … (m–1)
Miscellaneous
52. Remarks (73) : …
SIDE 2
VEHICLE CATEGORIES O1 AND O2
(incomplete vehicles)
Side 2
General construction characteristics
1. Number of axles: … and wheels: …
1.1. Number and position of axles with twin wheels: …
Main dimensions
4. Wheelbase (59) : … mm
4.1. Axle spacing:
… mm
… mm
… mm
5.1. Maximum permissible length: … mm
6.1. Maximum permissible width: … mm
7.1. Maximum permissible height: … mm
10. Distance between the centre of the coupling device and the rear end of the vehicle: … mm
12.1. Maximum permissible rear overhang: … mm
Masses
14. Mass in running order of the incomplete vehicle: … kg
14.1. Distribution of this mass amongst the axles:
… kg
… kg
… kg
15. Minimum mass of the vehicle when completed: … kg
15.1. Distribution of this mass amongst the axles:
… kg
… kg
… kg
16. Technically permissible maximum masses
16.1. Technically permissible maximum laden mass: … kg
16.2. Technically permissible mass on each axle:
… kg
… kg
… kg etc.
16.3. Technically permissible mass on each axle group:
… kg
… kg
… kg etc.
19.1. Technically permissible maximum static mass on the coupling point of a semi-trailer or centre-axle trailer: … kg
Maximum speed
29. Maximum speed: … km/h
Axles and suspension
30.1. Track of each steered axle: … mm
30.2. Track of all other axles: … mm
31. Position of lift axle(s): …
32. Position of loadable axle(s): …
34. Axle(s) fitted with air suspension or equivalent: yes/no (58)
35. Tyre/wheel combination (62) : …
Coupling device
44. Approval number or approval mark of coupling device (if fitted): …
45. Types or classes of coupling devices which can be fitted: …
45.1. Characteristics values (58) : D: …/ V: …/ S: …/ U: …
Miscellaneous
52. Remarks (73) : …
SIDE 2
VEHICLE CATEGORIES O3 AND O4
(incomplete vehicles)
Side 2
General construction characteristics
1. Number of axles: … and wheels: …
1.1. Number and position of axles with twin wheels: …
2. Steered axle (number, position): …
Main dimensions
4. Wheelbase (59) : … mm
4.1. Axle spacing:
… mm
… mm
… mm
5.1. Maximum permissible length: …mm
6.1. Maximum permissible width: …mm
7.1. Maximum permissible height: …mm
10. Distance between the centre of the coupling device and the rear end of the vehicle: …mm
12.1. Maximum permissible rear overhang: …mm
Masses
14. Mass in running order of the incomplete vehicle: … kg
14.1. Distribution of this mass amongst the axles:
… kg
… kg
… kg etc.
15. Minimum mass of the vehicle when completed: … kg
15.1. Distribution of this mass amongst the axles:
… kg
… kg
… kg
16. Technically permissible maximum masses
16.1. Technically permissible maximum laden mass: … kg
16.2. Technically permissible mass on each axle:
… kg
… kg
… kg etc.
16.3. Technically permissible mass on each axle group:
… kg
… kg
… kg etc.
17. Intended registration/in service maximum permissible masses in national/international traffic (58) (74)
17.1. Intended registration/in service maximum permissible laden mass: … kg
17.2. Intended registration/in service maximum permissible laden mass on each axle:
… kg
… kg
… kg
17.3. Intended registration/in service maximum permissible laden mass on each axle group:
… kg
… kg
… kg
19.1. Technically permissible maximum static mass on the coupling point of a semi-trailer or centre-axle trailer: … kg
Maximum speed
29. Maximum speed: … km/h
Axles and suspension
31. Position of lift axle(s): …
32. Position of loadable axle(s): …
34. Axle(s) fitted with air suspension or equivalent: yes/no (58)
35. Tyre/wheel combination (62) : …
Coupling device
44. Approval number or approval mark of coupling device (if fitted): …
45. Types or classes of coupling devices which can be fitted: …
45.1. Characteristics values (58) : D: …/ V: …/ S: …/ U: …
Miscellaneous
52. Remarks (73) : …
Explanatory notes relating to Annex IX
— —
(p) Eco-innovations.
ANNEX XIX
AMENDMENTS TO REGULATION (EU) No 1230/2012
Regulation (EU) No 1230/2012 is amended as follows:
Article 2(5) is replaced by the following:
‘“Mass of the optional equipment” means maximum mass of the combinations of optional equipment which may be fitted to the vehicle in addition to the standard equipment in accordance with the manufacturer's specifications;’
ANNEX XX
MEASUREMENT OF NET POWER AND THE MAXIMUM 30 MINUTES POWER OF ELECTRIC DRIVE TRAINS
1. INTRODUCTION
This Annex sets out requirements for measuring net engine power, net power and the maximum 30 minutes power of electric drive trains.
2. GENERAL SPECIFICATIONS
|
2.1. |
The general specifications for conducting the tests and interpreting the results are those set out in paragraph 5 of UN/ECE Regulation No 85 ( 76 ), with the exceptions specified in this Annex. |
|
2.2. |
Test fuel Paragraphs 5.2.3.1., 5.2.3.2.1., 5.2.3.3.1., and 5.2.3.4. of UN/ECE Regulation No 85 shall be understood as follows: The fuel used shall be the one available on the market. In any case of dispute, the fuel shall be the appropriate reference fuel specified in Annex IX to this Regulation. |
|
2.3. |
Power correction factors By way of derogation from paragraph 5.1 of Annex 5 to UN/ECE Regulation No 85, when a turbo-charged engine is fitted with a system which allows compensating the ambient conditions temperature and altitude, at the request of the manufacturer, the correction factors αa or αd shall be set to the value of 1. |
ANNEX XXI
TYPE 1 EMISSIONS TEST PROCEDURES
1. INTRODUCTION
This Annex describes the procedure for determining the levels of emissions of gaseous compounds, particulate matter, particle number, CO2 emissions, fuel consumption, electric energy consumption and electric range from light-duty vehicles.
2. RESERVED
3. DEFINITIONS
3.1. Test equipment
3.1.1. ‘Accuracy’ means the difference between a measured value and a reference value, traceable to a national standard and describes the correctness of a result. See Figure 1.
3.1.2. ‘Calibration’ means the process of setting a measurement system's response so that its output agrees with a range of reference signals.
3.1.3. ‘Calibration gas’ means a gas mixture used to calibrate gas analysers.
3.1.4. ‘Double dilution method’ means the process of separating a part of the diluted exhaust flow and mixing it with an appropriate amount of dilution air prior to the particulate sampling filter.
3.1.5. ‘Full flow exhaust dilution system’ means the continuous dilution of the total vehicle exhaust with ambient air in a controlled manner using a constant volume sampler (CVS).
3.1.6. ‘Linearisation’ means the application of a range of concentrations or materials to establish a mathematical relationship between concentration and system response.
3.1.7. ‘Major maintenance’ means the adjustment, repair or replacement of a component or module that could affect the accuracy of a measurement.
3.1.8. ‘Non-methane hydrocarbons’ (NMHC) are the total hydrocarbons (THC) minus the methane (CH4) contribution.
3.1.9. ‘Precision’ means the degree to which repeated measurements under unchanged conditions show the same results (Figure 1) and, in this Annex, always refers to one standard deviation.
3.1.10. ‘Reference value’ means a value traceable to a national standard. See Figure 1.
3.1.11. ‘Set point’ means the target value a control system aims to reach.
3.1.12. ‘Span’ means to adjust an instrument so that it gives a proper response to a calibration standard that represents between 75 per cent and 100 per cent of the maximum value in the instrument range or expected range of use.
3.1.13. ‘Total hydrocarbons’ (THC) means all volatile compounds measurable by a flame ionization detector (FID).
3.1.14. ‘Verification’ means to evaluate whether or not a measurement system's outputs agrees with applied reference signals within one or more predetermined thresholds for acceptance.
3.1.15. ‘Zero gas’ means a gas containing no analyte, which is used to set a zero response on an analyser.
3.1.16. ‘Response time’ means the difference in time between the change of the component to be measured at the reference point and a system response of 90 per cent of the final reading (t90) with the sampling probe being defined as the reference point, whereby the change of the measured component is at least 60 per cent full scale (FS) and takes place in less than 0,1 second. The system response time consists of the delay time to the system and of the rise time of the system.
3.1.17. ‘Delay time’ means the difference in time between the change of the component to be measured at the reference point and a system response of 10 per cent of the final reading (t10) with the sampling probe being defined as the reference point. For gaseous components, this is the transport time of the measured component from the sampling probe to the detector.
3.1.18. ‘Rise time’ means the difference in time between the 10 per cent and 90 per cent response of the final reading (t90 – t10).
Figure 1
Definition of accuracy, precision and reference value
3.2. Road load and dynamometer setting
3.2.1. ‘Aerodynamic drag’ means the force opposing a vehicle’s forward motion through air.
3.2.2. ‘Aerodynamic stagnation point’ means the point on the surface of a vehicle where wind velocity is equal to zero.
3.2.3. ‘Anemometer blockage’ means the effect on the anemometer measurement due to the presence of the vehicle where the apparent air speed is different than the vehicle speed combined with wind speed relative to the ground.
3.2.4. ‘Constrained analysis’ means the vehicle’s frontal area and aerodynamic drag coefficient have been independently determined and those values shall be used in the equation of motion.
3.2.5. ‘Mass in running order’ means the mass of the vehicle, with its fuel tank(s) filled to at least 90 per cent of its or their capacity/capacities, including the mass of the driver, fuel and liquids, fitted with the standard equipment in accordance with the manufacturer’s specifications and, when they are fitted, the mass of the bodywork, the cabin, the coupling and the spare wheel(s) as well as the tools.
3.2.6. ‘Mass of the driver’ means a mass rated at 75 kg located at the driver’s seating reference point.
3.2.7. ‘Maximum vehicle load’ means the technically permissible maximum laden mass minus the mass in running order, 25 kg and the mass of the optional equipment as defined in paragraph 3.2.8.
3.2.8. ‘Mass of the optional equipment’ means maximum mass of the combinations of optional equipment which may be fitted to the vehicle in addition to the standard equipment in accordance with the manufacturer's specifications.
3.2.9. ‘Optional equipment’ means all the features not included in the standard equipment which are fitted to a vehicle under the responsibility of the manufacturer, and that can be ordered by the customer.
3.2.10. ‘Reference atmospheric conditions (regarding road load measurements)’ means the atmospheric conditions to which these measurement results are corrected:
Atmospheric pressure: p0 = 100 kPa;
Atmospheric temperature: T0 = 20 °C;
Dry air density: ρ0 = 1,189 kg/m3;
Wind speed: 0 m/s.
3.2.11. ‘Reference speed’ means the vehicle speed at which road load is determined or chassis dynamometer load is verified.
3.2.12. ‘Road load’ means the force resisting the forward motion of a vehicle as measured with the coastdown method or methods that are equivalent regarding the inclusion of frictional losses of the drivetrain.
3.2.13. ‘Rolling resistance’ means the forces of the tyres opposing the motion of a vehicle.
3.2.14. ‘Running resistance’ means the torque resisting the forward motion of a vehicle measured by torque meters installed at the driven wheels of a vehicle.
3.2.15. ‘Simulated road load’ means the road load experienced by the vehicle on the chassis dynamometer which is intended to reproduce the road load measured on the road, and consists of the force applied by the chassis dynamometer and the forces resisting the vehicle while driving on the chassis dynamometer and is approximated by the three coefficients of a second order polynomial.
3.2.16. ‘Simulated running resistance’ means the running resistance experienced by the vehicle on the chassis dynamometer which is intended to reproduce the running resistance measured on the road, and consists of the torque applied by the chassis dynamometer and the torque resisting the vehicle while driving on the chassis dynamometer and is approximated by the three coefficients of a second order polynomial.
3.2.17. ‘Stationary anemometry’ means measurement of wind speed and direction with an anemometer at a location and height above road level alongside the test road where the most representative wind conditions will be experienced.
3.2.18. ‘Standard equipment’ means the basic configuration of a vehicle which is equipped with all the features that are required under the regulatory acts referred to in Annex IV and Annex XI of Directive 2007/46/EC including all features that are fitted without giving rise to any further specifications on configuration or equipment level.
3.2.19. ‘Target road load’ means the road load to be reproduced on the chassis dynamometer.
3.2.20. ‘Target running resistance’ means the running resistance to be reproduced on the chassis dynamometer.
3.2.21. ‘Vehicle coastdown mode’ means a system of operation enabling an accurate and repeatable determination of road load and an accurate dynamometer setting.
3.2.22. ‘Wind correction’ means correction of the effect of wind on road load based on input of the stationary or on-board anemometry.
3.2.23. ‘Technically permissible maximum laden mass’ means the maximum mass allocated to a vehicle on the basis of its construction features and its design performances.
3.2.24. ‘Actual mass of the vehicle’ means the mass in running order plus the mass of the fitted optional equipment to an individual vehicle.
3.2.25. ‘Test mass of the vehicle’ means the sum of the actual mass of the vehicle, 25 kg and the mass representative of the vehicle load.
3.2.26. ‘Mass representative of the vehicle load’ means x per cent of the maximum vehicle load where x is 15 per cent for category M vehicles and 28 per cent for category N vehicles.
3.2.27. ‘Technically permissible maximum laden mass of the combination’ (MC) means the maximum mass allocated to the combination of a motor vehicle and one or more trailers on the basis of its construction features and its design performances or the maximum mass allocated to the combination of a tractor unit and a semi-trailer.
3.2.28. ‘n/v ratio’ means the engine rotational speed divided by vehicle speed in a specific gear.
3.2.29. ‘Single roller dynamometer’ means a dynamometer where each wheel on a vehicle's axle is in contact with one roller.
3.2.30. ‘Twin-roller dynamometer’ means a dynamometer where each wheel on a vehicle's axle is in contact with two rollers.
3.2.31. ‘Powered axle’ means an axle of a vehicle which is able to deliver propulsion energy and/or recuperate energy, independent of whether that is only temporarily or permanently possible and/or selectable by the driver.
3.2.32. ‘2WD dynamometer’ means a dynamometer where only the wheels on one vehicle axle are in contact with the roller(s).
3.2.33. ‘4WD dynamometer’ means a dynamometer where all wheels on both vehicle axles are in contact with the rollers.
3.2.34. ‘Dynamometer in 2WD operation’ means a 2WD dynamometer, or a 4WD dynamometer which only simulates inertia and road load on the powered axle of the test vehicle while the wheels on the non-powered axle do not influence the measurement result, independent of whether they are rotating or not.
3.2.35. ‘Dynamometer in 4WD operation’ means a 4WD dynamometer which simulates inertia and road load on both axles of the test vehicle.
3.3. Pure electric, hybrid electric, fuel cell and bi-fuel vehicles
3.3.1. ‘All-electric range’ (AER) means the total distance travelled by an OVC-HEV from the beginning of the charge-depleting test to the point in time during the test when the combustion engine starts to consume fuel.
3.3.2. ‘Pure Electric range’ (PER) means the total distance travelled by a PEV from the beginning of the charge-depleting test until the break-off criterion is reached.
3.3.3. ‘Charge-depleting actual range’ (RCDA) means the distance travelled in a series of WLTCs in charge-depleting operating condition until the rechargeable electric energy storage system (REESS) is depleted.
3.3.4. ‘Charge-depleting cycle range’ (RCDC) means the distance from the beginning of the charge-depleting test to the end of the last cycle prior to the cycle or cycles satisfying the break-off criterion, including the transition cycle where the vehicle may have operated in both depleting and sustaining conditions.
3.3.5. ‘Charge-depleting operating condition’ means an operating condition in which the energy stored in the REESS may fluctuate but decreases on average while the vehicle is driven until transition to charge-sustaining operation.
3.3.6. ‘Charge-sustaining operating condition’ means an operating condition in which the energy stored in the REESS may fluctuate but, on average, is maintained at a neutral charging balance level while the vehicle is driven.
3.3.7. ‘Utility Factors’ are ratios based on driving statistics depending on the range achieved in charge-depleting condition and are used to weigh the charge-depleting and charge-sustaining exhaust emission compounds, CO2 emissions and fuel consumption for OVC-HEVs.
3.3.8. ‘Electric machine’ (EM) means an energy converter transforming between electrical and mechanical energy.
3.3.9. ‘Energy converter’ means a system where the form of energy output is different from the form of energy input.
3.3.9.1. ‘Propulsion energy converter’ means an energy converter of the powertrain which is not a peripheral device whose output energy is used directly or indirectly for the purpose of vehicle propulsion
3.3.9.2. ‘Category of propulsion energy converter’ means (i) an internal combustion engine, or (ii) an electric machine, or (iii) a fuel cell.
3.3.10. ‘Energy storage system’ means a system which stores energy and releases it in the same form as was input.
3.3.10.1. ‘Propulsion energy storage system’ means an energy storage system of the powertrain which is not a peripheral device and whose output energy is used directly or indirectly for the purpose of vehicle propulsion.
3.3.10.2. ‘Category of propulsion energy storage system’ means (i) a fuel storage system, or (ii) a rechargeable electric energy storage system, or (iii) a rechargeable mechanical energy storage system.
3.3.10.3. ‘Form of energy’ means (i) electrical energy, or (ii) mechanical energy, or (iii) chemical energy (including fuels).
3.3.10.4. ‘Fuel storage system’ means a propulsion energy storage system that stores chemical energy as liquid or gaseous fuel.
3.3.11. ‘Equivalent all-electric range’ (EAER) means that portion of the total charge-depleting actual range (RCDA) attributable to the use of electricity from the REESS over the charge-depleting range test.
3.3.12. ‘Hybrid electric vehicle’ (HEV) means a hybrid vehicle where one of the propulsion energy converters is an electric machine.
3.3.13. ‘Hybrid vehicle’ (HV) means a vehicle equipped with a powertrain containing at least two different categories of propulsion energy converters and at least two different categories of propulsion energy storage systems.
3.3.14. ‘Net energy change’ means the ratio of the REESS energy change divided by the cycle energy demand of the test vehicle.
3.3.15. ‘Not off-vehicle charging hybrid electric vehicle’ (NOVC-HEV) means a hybrid electric vehicle that cannot be charged from an external source
3.3.16. ‘Off-vehicle charging hybrid electric vehicle’ (OVC-HEV) means a hybrid electric vehicle that can be charged from an external source.
3.3.17. ‘Pure electric vehicle’ (PEV) means a vehicle equipped with a powertrain containing exclusively electric machines as propulsion energy converters and exclusively rechargeable electric energy storage systems as propulsion energy storage systems.
3.3.18. ‘Fuel cell’ means an energy converter transforming chemical energy (input) into electrical energy (output) or vice versa.
3.3.19. ‘Fuel cell vehicle’ (FCV) means a vehicle equipped with a powertrain containing exclusively fuel cell(s) and electric machine(s) as propulsion energy converter(s).
3.3.20. ‘Fuel cell hybrid vehicle’ (FCHV) means a fuel cell vehicle equipped with a powertrain containing at least one fuel storage system and at least one rechargeable electric energy storage system as propulsion energy storage systems.
3.3.21. ‘Bi-fuel vehicle’ means a vehicle with two separate fuel storage systems that is designed to run primarily on only one fuel at a time; however the simultaneous use of both fuels is permitted in limited amount and duration.
3.3.22. ‘Bi-fuel gas vehicle’ means a bi-fuel vehicle where the two fuels are petrol (petrol mode) and either LPG, NG/biomethane, or hydrogen.
3.4. Powertrain
3.4.1. ‘Powertrain’ means the total combination in a vehicle, of propulsion energy storage system(s), propulsion energy converter(s) and the drivetrain(s) providing the mechanical energy at the wheels for the purpose of vehicle propulsion, plus peripheral devices.
3.4.2. ‘Auxiliary devices’ means energy consuming, converting, storing or supplying non-peripheral devices or systems which are installed in the vehicle for purposes other than the propulsion of the vehicle and are therefore not considered to be part of the powertrain.
3.4.3. ‘Peripheral devices’ means energy consuming, converting, storing or supplying devices, where the energy is not primarily used for the purpose of vehicle propulsion, or other parts, systems and control units, which are essential to the operation of the powertrain.
3.4.4. ‘Drivetrain’ means the connected elements of the powertrain for transmission of the mechanical energy between the propulsion energy converter(s) and the wheels.
3.4.5. ‘Manual transmission’ means a transmission where gears can only be shifted by action of the driver.
3.5. General
3.5.1. ‘Criteria emissions’ means those emission compounds for which limits are set in this Regulation.
3.5.2. Reserved
3.5.3. Reserved
3.5.4. Reserved
3.5.5. Reserved
3.5.6. ‘Cycle energy demand’ means the calculated positive energy required by the vehicle to drive the prescribed cycle.
3.5.7. Reserved
3.5.8. ‘Driver-selectable mode’ means a distinct driver-selectable condition which could affect emissions, or fuel and/or energy consumption.
3.5.9. ‘Predominant mode’ for the purpose of this Annex means a single driver-selectable mode that is always selected when the vehicle is switched on, regardless of the driver-selectable mode in operation when the vehicle was previously shut down, and which cannot be redefined to another mode. After the vehicle is switched on, the predominant mode can only be switched to another driver-selectable mode by an intentional action of the driver.
3.5.10. ‘Reference conditions (with regards to calculating mass emissions)’ means the conditions upon which gas densities are based, namely 101,325 kPa and 273,15 K (0 °C).
3.5.11. ‘Exhaust emissions’ means the emission of gaseous, solid and liquid compounds from the tailpipe.
3.6. PM/PN
The term ‘particle’ is conventionally used for the matter being characterised (measured) in the airborne phase (suspended matter), and the term ‘particulate’ for the deposited matter.
3.6.1. ‘Particle number emissions’ (PN) means the total number of solid particles emitted from the vehicle exhaust quantified according to the dilution, sampling and measurement methods as specified in this Annex.
3.6.2. ‘Particulate matter emissions’ (PM) means the mass of any particulate material from the vehicle exhaust quantified according to the dilution, sampling and measurement methods as specified in this Annex.
3.7. WLTC
3.7.1. ‘Rated engine power’ (Prated) means maximum net power of the engine or motor in kW as per the requirements of Annex XX.
3.7.2. ‘Maximum speed’ (vmax) means the maximum speed of a vehicle as declared by the manufacturer.
3.8. Procedure
3.8.1. ‘Periodically regenerating system’ means an exhaust emissions control device (e.g. catalytic converter, particulate trap) that requires a periodic regeneration process.
3.9. Ambient Temperature Correction Test (Sub-Annex 6a)
3.9.1. ‘Active heat storage device’ means a technology that stores heat within any device of a vehicle and releases the heat to a power train component over a defined time period at engine start. It is characterised by the stored enthalpy in the system and the time for heat release to the power train components.
3.9.2. ‘Insulation materials’ means any material in the engine compartment attached to the engine and/or the chassis with a thermal insulation effect and characterised by a maximum heat conductivity of 0,1 W/(mK).
4. ABBREVIATIONS
4.1. General abbreviations
|
AC |
Alternating current |
|
CFV |
Critical flow venturi |
|
CFO |
Critical flow orifice |
|
CLD |
Chemiluminescent detector |
|
CLA |
Chemiluminescent analyser |
|
CVS |
Constant volume sampler |
|
DC |
Direct current |
|
ET |
Evaporation tube |
|
Extra High2 |
Class 2 WLTC extra high speed phase |
|
Extra High3 |
Class 3 WLTC extra high speed phase |
|
FCHV |
Fuel cell hybrid vehicle |
|
FID |
Flame ionisation detector |
|
FSD |
Full scale deflection |
|
GC |
Gas chromatograph |
|
HEPA |
High efficiency particulate air (filter) |
|
HFID |
Heated flame ionisation detector |
|
High2 |
Class 2 WLTC high speed phase |
|
High3a |
Class 3a WLTC high speed phase |
|
High3b |
Class 3b WLTC high speed phase |
|
ICE |
Internal combustion engine |
|
LoD |
Limit of detection |
|
LoQ |
Limit of quantification |
|
Low1 |
Class 1 WLTC low speed phase |
|
Low2 |
Class 2 WLTC low speed phase |
|
Low3 |
Class 3 WLTC low speed phase |
|
Medium1 |
Class 1 WLTC medium speed phase |
|
Medium2 |
Class 2 WLTC medium speed phase |
|
Medium3a |
Class 3a WLTC medium speed phase |
|
Medium3b |
Class 3b WLTC medium speed phase |
|
LC |
Liquid chromatography |
|
LPG |
Liquefied petroleum gas |
|
NDIR |
Non-dispersive infrared (analyser) |
|
NDUV |
Non-dispersive ultraviolet |
|
NG/biomethane |
Natural gas/biomethane |
|
NMC |
Non-methane cutter |
|
NOVC-FCHV |
Not off-vehicle charging fuel cell hybrid vehicle |
|
NOVC |
Not off-vehicle charging |
|
NOVC-HEV |
Not off-vehicle charging hybrid electric vehicle |
|
OVC-HEV |
Off-vehicle charging hybrid electric vehicle |
|
Pa |
Particulate mass collected on the background filter |
|
Pe |
Particulate mass collected on the sample filter |
|
PAO |
Poly-alpha-olefin |
|
PCF |
Particle pre-classifier |
|
PCRF |
Particle concentration reduction factor |
|
PDP |
Positive displacement pump |
|
PER |
Pure electric range |
|
Per cent FS |
Per cent of full scale |
|
PM |
Particulate matter emissions |
|
PN |
Particle number emissions |
|
PNC |
Particle number counter |
|
PND1 |
First particle number dilution device |
|
PND2 |
Second particle number dilution device |
|
PTS |
Particle transfer system |
|
PTT |
Particle transfer tube |
|
QCL-IR |
Infrared quantum cascade laser |
|
RCDA |
Charge-depleting actual range |
|
RCB |
REESS charge balance |
|
REESS |
Rechargeable electric energy storage system |
|
RRC |
Rolling resistance coefficient |
|
SSV |
Subsonic venturi |
|
USFM |
Ultrasonic flow meter |
|
VPR |
Volatile particle remover |
|
WLTC |
Worldwide light-duty test cycle |
4.2. Chemical symbols and abbreviations
|
C1 |
Carbon 1 equivalent hydrocarbon |
|
CH4 |
Methane |
|
C2H6 |
Ethane |
|
C2H5OH |
Ethanol |
|
C3H8 |
Propane |
|
CO |
Carbon monoxide |
|
CO2 |
Carbon dioxide |
|
DOP |
Di-octylphthalate |
|
H2O |
Water |
|
NH3 |
Ammonia |
|
NMHC |
Non-methane hydrocarbons |
|
NOx |
Oxides of nitrogen |
|
NO |
Nitric oxide |
|
NO2 |
Nitrogen dioxide |
|
N2O |
Nitrous oxide |
|
THC |
Total hydrocarbons |
5. GENERAL REQUIREMENTS
|
5.0. |
Each of the vehicle families defined in paragraphs 5.6. to 5.9. shall be attributed a unique identifier of the following format: FT-nnnnnnnnnnnnnnn-WMI-x Where: FT is an identifier of the family type:
nnnnnnnnnnnnnnn is a string with a maximum of fifteen characters, restricted to using the characters 0-9, A-Z and the underscore character ‘_’.
WMI (world manufacturer identifier) is a code that identifies the manufacturer in a unique manner defined in ISO 3780:2009.
x shall be set to ‘1’ or ‘0’ in accordance with the following provisions:
(a)
With the agreement of the approval authority and the owner of the WMI, the number shall be set to ‘1’ where a vehicle family is defined for the purpose of covering vehicles of:
(i)
a single manufacturer with one single WMI code;
(ii)
a manufacturer with several WMI codes, but only in cases when one WMI code is to be used;
(iii)
more than one manufacturer, but only in cases when one WMI code is to be used. In the cases (i), (ii) and (iii), the family identifier code shall consist of one unique string of n-characters and one unique WMI code followed by ‘1’.
(b)
With the agreement of the approval authority, the number shall be set to ‘0’ in the case that a vehicle family is defined based on the same criteria as the corresponding vehicle family defined in accordance with point (a), but the manufacturer chooses to use a different WMI. In this case the family identifier code shall consist of the same string of n-characters as the one determined for the vehicle family defined in accordance with point (a) and a unique WMI code which shall be different from any of the WMI codes used under case (a), followed by ‘0’. |
|
5.1. |
The vehicle and its components liable to affect the emissions of gaseous compounds, particulate matter and particle number shall be so designed, constructed and assembled as to enable the vehicle in normal use and under normal conditions of use such as humidity, rain, snow, heat, cold, sand, dirt, vibrations, wear, etc. to comply with the provisions of this Annex during its useful life. This shall include the security of all hoses, joints and connections used within the emission control systems. ▼M3 ————— |
|
5.2. |
The test vehicle shall be representative in terms of its emissions-related components and functionality of the intended production series to be covered by the approval. The manufacturer and the approval authority shall agree which vehicle test model is representative. |
|
5.3. |
Vehicle testing condition
5.3.1. The types and amounts of lubricants and coolant for emissions testing shall be as specified for normal vehicle operation by the manufacturer. 5.3.2. The type of fuel for emissions testing shall be as specified in Annex IX. 5.3.3. All emissions controlling systems shall be in working order. 5.3.4. The use of any defeat device is prohibited, according to the provisions of Article 5(2) of Regulation (EC) No 715/2007. 5.3.5. The engine shall be designed to avoid crankcase emissions. 5.6. The tyres used for emissions testing shall be as defined in paragraph 2.4.5. of Sub-Annex 6 to this Annex. |
|
5.4. |
Petrol tank inlet orifices
5.4.1. Subject to paragraph 5.4.2., the inlet orifice of the petrol or ethanol tank shall be so designed as to prevent the tank from being filled from a fuel pump delivery nozzle that has an external diameter of 23.6 mm or greater. 5.4.2. Paragraph 5.4.1. shall not apply to a vehicle in respect of which both of the following conditions are satisfied:
(a)
The vehicle is so designed and constructed that no device designed to control the emissions shall be adversely affected by leaded petrol; and
(b)
The vehicle is conspicuously, legibly and indelibly marked with the symbol for unleaded petrol, specified in ISO 2575:2010 ‘Road vehicles – Symbols for controls, indicators and tell-tales’, in a position immediately visible to a person filling the petrol tank. Additional markings are permitted. |
|
5.5. |
Provisions for electronic system security
The provisions for electronic system security shall be those specified in paragraph 2.3. of Annex I. ▼M3 ————— |
|
5.6. |
Interpolation family
5.6.1. Interpolation family for pure ICE vehicles
5.6.2. Interpolation family for NOVC-HEVs and OVC-HEVs In addition to the requirements of paragraph 5.6.1., only OVC-HEVs and NOVC-HEVs that are identical with respect to the following characteristics may be part of the same interpolation family:
(a)
Type and number of electric machines (construction type (asynchronous/ synchronous, etc..), type of coolant (air, liquid,) and any other characteristics having a non-negligible influence on CO2 mass emission and electric energy consumption under WLTP conditions;
(b)
Type of traction REESS (model, capacity, nominal voltage, nominal power, type of coolant (air, liquid));
(c)
Type of electric energy converter between the electric machine and traction REESS, between the traction REESS and low voltage power supply and between the recharge-plug-in and traction REESS, and any other characteristics having a non-negligible influence on CO2 mass emission and electric energy consumption under WLTP conditions;
(d)
The difference between the number of charge-depleting cycles from the beginning of the test up to and including the transition cycle shall not be more than one. 5.6.3. Interpolation family for PEVs Only PEVs that are identical with respect to the following electric powertrain/transmission characteristics may be part of the same interpolation family:
(a)
Type and number of electric machines (construction type (asynchronous/ synchronous, etc.), type of coolant (air, liquid) and any other characteristics having a non-negligible influence on electric energy consumption and range under WLTP conditions;
(b)
Type of traction REESS (model, capacity, nominal voltage, nominal power, type of coolant (air, liquid));
(c)
Transmission type (e.g. manual, automatic, CVT) and transmission model (e.g. torque rating, number of gears, numbers of clutches, etc.);
(d)
Number of powered axles;
(e)
Type of electric energy converter between the electric machine and traction REESS, between the traction REESS and low voltage power supply and between the recharge-plug-in and traction REESS, and any other characteristics having a non-negligible influence on electric energy consumption and range under WLTP conditions;
(f)
Operation strategy of all components influencing the electric energy consumption within the powertrain;
(g)
n/v ratios (engine rotational speed divided by vehicle speed). This requirement shall be considered fulfilled if, for all transmission ratios concerned, the difference with respect to the n/v ratios of the most commonly installed transmission type and model is within 8 per cent. |
|
5.7. |
Road load family
Only vehicles that are identical with respect to the following characteristics may be part of the same road load family:
(a)
Transmission type (e.g. manual, automatic, CVT) and transmission model (e.g. torque rating, number of gears, number of clutches, etc.). At the request of the manufacturer and with approval of the approval authority, a transmission with lower power losses may be included in the family;
(b)
n/v ratios (engine rotational speed divided by vehicle speed). This requirement shall be considered fulfilled if, for all transmission ratios concerned, the difference with respect to the transmission ratios of the most commonly installed transmission type is within 25 per cent;
(c)
Number of powered axles;
(d)
Number of wheels per axle. If at least one electric machine is coupled in the gearbox position neutral and the vehicle is not equipped with a vehicle coastdown mode (paragraph 4.2.1.8.5. of Sub-Annex 4) such that the electric machine has no influence on the road load, the criteria in paragraph 5.6.2. (a) and paragraph 5.6.3. (a) shall apply. If there is a difference, apart from vehicle mass, rolling resistance and aerodynamics, that has a non-negligible influence on road load, that vehicle shall not be considered to be part of the family unless approved by the approval authority. |
|
5.8. |
Road load matrix family The road load matrix family may be applied for vehicles designed for a technically permissible maximum laden mass ≥ 3 000 kg. The road load matrix family may also be applied for vehicles submitted for multi-stage type approval or multi-stage vehicles submitted for individual vehicle approval. In these cases the provisions set out in point 2. of Annex XII shall apply. Only vehicles which are identical with respect to the following characteristics may be part of the same road load matrix family:
(a)
Transmission type (e.g. manual, automatic, CVT);
(b)
Number of powered axles;
(c)
Number of wheels per axle. |
|
5.9. |
Periodically regenerating systems (Ki) family Only vehicles that are identical with respect to the following characteristics may be part of the same periodically regenerating systems family:
(a)
Type of internal combustion engine: fuel type, combustion process,
(b)
Periodically regenerating system (i.e. catalyst, particulate trap);
(i)
Construction (i.e. type of enclosure, type of precious metal, type of substrate, cell density);
(ii)
Type and working principle;
(iii)
Volume ± 10 per cent;
(iv)
Location (temperature ± 100 °C at second highest reference speed).
(c)
The test mass of each vehicle in the family shall be less than or equal to the test mass of the vehicle used for the Ki demonstration test plus 250 kg. ▼M3 ————— |
6. PERFORMANCE REQUIREMENTS
6.1. Limit values
Limit values for emissions shall be those specified in Table 2 of Annex I of Regulation (EC) No 715/2007.
6.2. Testing
Testing shall be performed according to:
The WLTCs as described in Sub-Annex 1;
The gear selection and shift point determination as described in Sub-Annex 2;
The appropriate fuel as described in Annex IX of this Regulation;
The road load and dynamometer settings as described in Sub-Annex 4;
The test equipment as described in Sub-Annex 5;
The test procedures as described in Sub-Annexes 6 and 8;
The methods of calculation as described in Sub-Annexes 7 and 8.
Sub-Annex 1
Worldwide light-duty test cycles (WLTC)
1. General requirements
The cycle to be driven depends on the ratio of the test vehicle's rated power to mass in running order minus 75 kg, W/kg, and its maximum velocity, vmax.
The cycle resulting from the requirements described in this Sub-Annex shall be referred to in other parts of the Annex as the ‘applicable cycle’.
2. Vehicle classifications
|
2.1. |
Class 1 vehicles have a power to mass in running order minus 75 kg ratio Pmr ≤ 22 W/kg. |
|
2.2. |
Class 2 vehicles have a power to mass in running order minus 75 kg ratio > 22 but ≤ 34 W/kg. |
|
2.3. |
Class 3 vehicles have a power to mass in running order minus 75 kg ratio > 34 W/kg.
|
3. Test cycles
3.1. Class 1 cycle
|
3.1.1. |
A complete Class 1 cycle shall consist of a low phase (Low1), a medium phase (Medium1) and an additional low phase (Low1). |
|
3.1.2. |
The Low1 phase is described in Figure A1/1 and Table A1/1. |
|
3.1.3. |
The Medium1 phase is described in Figure A1/2 and Table A1/2. |
3.2. Class 2 cycle
|
3.2.1. |
A complete Class 2 cycle shall consist of a low phase (Low2), a medium phase (Medium2), a high phase (High2) and an extra high phase (Extra High2). |
|
3.2.2. |
The Low2 phase is described in Figure A1/3 and Table A1/3. |
|
3.2.3. |
The Medium2 phase is described in Figure A1/4 and Table A1/4. |
|
3.2.4. |
The High2 phase is described in Figure A1/5 and Table A1/5. |
|
3.2.5. |
The Extra High2 phase is described in Figure A1/6 and Table A1/6. |
3.3. Class 3 cycle
Class 3 cycles are divided into 2 subclasses to reflect the subdivision of Class 3 vehicles.
3.3.1. Class 3a cycle
|
3.3.1.1. |
A complete cycle shall consist of a low phase (Low3), a medium phase (Medium3a), a high phase (High3a) and an extra high phase (Extra High3). |
|
3.3.1.2. |
The Low3 phase is described in Figure A1/7 and Table A1/7. |
|
3.3.1.3. |
The Medium3a phase is described in Figure A1/8 and Table A1/8. |
|
3.3.1.4. |
The High3a phase is described in Figure A1/10 and Table A1/10. |
|
3.3.1.5. |
The Extra High3 phase is described in Figure A1/12 and Table A1/12. |
3.3.2. Class 3b cycle
|
3.3.2.1. |
A complete cycle shall consist of a low phase (Low3) phase, a medium phase (Medium3b), a high phase (High3b) and an extra high phase (Extra High3). |
|
3.3.2.2. |
The Low3 phase is described in Figure A1/7 and Table A1/7. |
|
3.3.2.3. |
The Medium3b phase is described in Figure A1/9 and Table A1/9. |
|
3.3.2.4. |
The High3b phase is described in Figure A1/11 and Table A1/11. |
|
3.3.2.5. |
The Extra High3 phase is described in Figure A1/12 and Table A1/12. |
3.4. Duration of all phases
|
3.4.1. |
All low speed phases last 589 seconds. |
|
3.4.2. |
All medium speed phases last 433 seconds. |
|
3.4.3. |
All high speed phases last 455 seconds. |
|
3.4.4. |
All extra high speed phases last 323 seconds. |
3.5. WLTC city cycles
OVC-HEVs and PEVs shall be tested using the appropriate Class 3a and Class 3b WLTC and WLTC city cycles (see Sub-Annex 8).
The WLTC city cycle consists of the low and medium speed phases only.
4. ►M3 WLTC Class 1 cycle ◄
Figure A1/1
WLTC, Class 1 cycle, phase Low1
Figure A1/2
WLTC, Class 1 cycle, phase Medium1
Table A1/1
WLTC, Class 1 cycle, phase Low1
|
Time in s |
Speed in km/h |
|
0 |
0,0 |
|
1 |
0,0 |
|
2 |
0,0 |
|
3 |
0,0 |
|
4 |
0,0 |
|
5 |
0,0 |
|
6 |
0,0 |
|
7 |
0,0 |
|
8 |
0,0 |
|
9 |
0,0 |
|
10 |
0,0 |
|
11 |
0,0 |
|
12 |
0,2 |
|
13 |
3,1 |
|
14 |
5,7 |
|
15 |
8,0 |
|
16 |
10,1 |
|
17 |
12,0 |
|
18 |
13,8 |
|
19 |
15,4 |
|
20 |
16,7 |
|
21 |
17,7 |
|
22 |
18,3 |
|
23 |
18,8 |
|
24 |
18,9 |
|
25 |
18,4 |
|
26 |
16,9 |
|
27 |
14,3 |
|
28 |
10,8 |
|
29 |
7,1 |
|
30 |
4,0 |
|
31 |
0,0 |
|
32 |
0,0 |
|
33 |
0,0 |
|
34 |
0,0 |
|
35 |
1,5 |
|
36 |
3,8 |
|
37 |
5,6 |
|
38 |
7,5 |
|
39 |
9,2 |
|
40 |
10,8 |
|
41 |
12,4 |
|
42 |
13,8 |
|
43 |
15,2 |
|
44 |
16,3 |
|
45 |
17,3 |
|
46 |
18,0 |
|
47 |
18,8 |
|
48 |
19,5 |
|
49 |
20,2 |
|
50 |
20,9 |
|
51 |
21,7 |
|
52 |
22,4 |
|
53 |
23,1 |
|
54 |
23,7 |
|
55 |
24,4 |
|
56 |
25,1 |
|
57 |
25,4 |
|
58 |
25,2 |
|
59 |
23,4 |
|
60 |
21,8 |
|
61 |
19,7 |
|
62 |
17,3 |
|
63 |
14,7 |
|
64 |
12,0 |
|
65 |
9,4 |
|
66 |
5,6 |
|
67 |
3,1 |
|
68 |
0,0 |
|
69 |
0,0 |
|
70 |
0,0 |
|
71 |
0,0 |
|
72 |
0,0 |
|
73 |
0,0 |
|
74 |
0,0 |
|
75 |
0,0 |
|
76 |
0,0 |
|
77 |
0,0 |
|
78 |
0,0 |
|
79 |
0,0 |
|
80 |
0,0 |
|
81 |
0,0 |
|
82 |
0,0 |
|
83 |
0,0 |
|
84 |
0,0 |
|
85 |
0,0 |
|
86 |
0,0 |
|
87 |
0,0 |
|
88 |
0,0 |
|
89 |
0,0 |
|
90 |
0,0 |
|
91 |
0,0 |
|
92 |
0,0 |
|
93 |
0,0 |
|
94 |
0,0 |
|
95 |
0,0 |
|
96 |
0,0 |
|
97 |
0,0 |
|
98 |
0,0 |
|
99 |
0,0 |
|
100 |
0,0 |
|
101 |
0,0 |
|
102 |
0,0 |
|
103 |
0,0 |
|
104 |
0,0 |
|
105 |
0,0 |
|
106 |
0,0 |
|
107 |
0,0 |
|
108 |
0,7 |
|
109 |
1,1 |
|
110 |
1,9 |
|
111 |
2,5 |
|
112 |
3,5 |
|
113 |
4,7 |
|
114 |
6,1 |
|
115 |
7,5 |
|
116 |
9,4 |
|
117 |
11,0 |
|
118 |
12,9 |
|
119 |
14,5 |
|
120 |
16,4 |
|
121 |
18,0 |
|
122 |
20,0 |
|
123 |
21,5 |
|
124 |
23,5 |
|
125 |
25,0 |
|
126 |
26,8 |
|
127 |
28,2 |
|
128 |
30,0 |
|
129 |
31,4 |
|
130 |
32,5 |
|
131 |
33,2 |
|
132 |
33,4 |
|
133 |
33,7 |
|
134 |
33,9 |
|
135 |
34,2 |
|
136 |
34,4 |
|
137 |
34,7 |
|
138 |
34,9 |
|
139 |
35,2 |
|
140 |
35,4 |
|
141 |
35,7 |
|
142 |
35,9 |
|
143 |
36,6 |
|
144 |
37,5 |
|
145 |
38,4 |
|
146 |
39,3 |
|
147 |
40,0 |
|
148 |
40,6 |
|
149 |
41,1 |
|
150 |
41,4 |
|
151 |
41,6 |
|
152 |
41,8 |
|
153 |
41,8 |
|
154 |
41,9 |
|
155 |
41,9 |
|
156 |
42,0 |
|
157 |
42,0 |
|
158 |
42,2 |
|
159 |
42,3 |
|
160 |
42,6 |
|
161 |
43,0 |
|
162 |
43,3 |
|
163 |
43,7 |
|
164 |
44,0 |
|
165 |
44,3 |
|
166 |
44,5 |
|
167 |
44,6 |
|
168 |
44,6 |
|
169 |
44,5 |
|
170 |
44,4 |
|
171 |
44,3 |
|
172 |
44,2 |
|
173 |
44,1 |
|
174 |
44,0 |
|
175 |
43,9 |
|
176 |
43,8 |
|
177 |
43,7 |
|
178 |
43,6 |
|
179 |
43,5 |
|
180 |
43,4 |
|
181 |
43,3 |
|
182 |
43,1 |
|
183 |
42,9 |
|
184 |
42,7 |
|
185 |
42,5 |
|
186 |
42,3 |
|
187 |
42,2 |
|
188 |
42,2 |
|
189 |
42,2 |
|
190 |
42,3 |
|
191 |
42,4 |
|
192 |
42,5 |
|
193 |
42,7 |
|
194 |
42,9 |
|
195 |
43,1 |
|
196 |
43,2 |
|
197 |
43,3 |
|
198 |
43,4 |
|
199 |
43,4 |
|
200 |
43,2 |
|
201 |
42,9 |
|
202 |
42,6 |
|
203 |
42,2 |
|
204 |
41,9 |
|
205 |
41,5 |
|
206 |
41,0 |
|
207 |
40,5 |
|
208 |
39,9 |
|
209 |
39,3 |
|
210 |
38,7 |
|
211 |
38,1 |
|
212 |
37,5 |
|
213 |
36,9 |
|
214 |
36,3 |
|
215 |
35,7 |
|
216 |
35,1 |
|
217 |
34,5 |
|
218 |
33,9 |
|
219 |
33,6 |
|
220 |
33,5 |
|
221 |
33,6 |
|
222 |
33,9 |
|
223 |
34,3 |
|
224 |
34,7 |
|
225 |
35,1 |
|
226 |
35,5 |
|
227 |
35,9 |
|
228 |
36,4 |
|
229 |
36,9 |
|
230 |
37,4 |
|
231 |
37,9 |
|
232 |
38,3 |
|
233 |
38,7 |
|
234 |
39,1 |
|
235 |
39,3 |
|
236 |
39,5 |
|
237 |
39,7 |
|
238 |
39,9 |
|
239 |
40,0 |
|
240 |
40,1 |
|
241 |
40,2 |
|
242 |
40,3 |
|
243 |
40,4 |
|
244 |
40,5 |
|
245 |
40,5 |
|
246 |
40,4 |
|
247 |
40,3 |
|
248 |
40,2 |
|
249 |
40,1 |
|
250 |
39,7 |
|
251 |
38,8 |
|
252 |
37,4 |
|
253 |
35,6 |
|
254 |
33,4 |
|
255 |
31,2 |
|
256 |
29,1 |
|
257 |
27,6 |
|
258 |
26,6 |
|
259 |
26,2 |
|
260 |
26,3 |
|
261 |
26,7 |
|
262 |
27,5 |
|
263 |
28,4 |
|
264 |
29,4 |
|
265 |
30,4 |
|
266 |
31,2 |
|
267 |
31,9 |
|
268 |
32,5 |
|
269 |
33,0 |
|
270 |
33,4 |
|
271 |
33,8 |
|
272 |
34,1 |
|
273 |
34,3 |
|
274 |
34,3 |
|
275 |
33,9 |
|
276 |
33,3 |
|
277 |
32,6 |
|
278 |
31,8 |
|
279 |
30,7 |
|
280 |
29,6 |
|
281 |
28,6 |
|
282 |
27,8 |
|
283 |
27,0 |
|
284 |
26,4 |
|
285 |
25,8 |
|
286 |
25,3 |
|
287 |
24,9 |
|
288 |
24,5 |
|
289 |
24,2 |
|
290 |
24,0 |
|
291 |
23,8 |
|
292 |
23,6 |
|
293 |
23,5 |
|
294 |
23,4 |
|
295 |
23,3 |
|
296 |
23,3 |
|
297 |
23,2 |
|
298 |
23,1 |
|
299 |
23,0 |
|
300 |
22,8 |
|
301 |
22,5 |
|
302 |
22,1 |
|
303 |
21,7 |
|
304 |
21,1 |
|
305 |
20,4 |
|
306 |
19,5 |
|
307 |
18,5 |
|
308 |
17,6 |
|
309 |
16,6 |
|
310 |
15,7 |
|
311 |
14,9 |
|
312 |
14,3 |
|
313 |
14,1 |
|
314 |
14,0 |
|
315 |
13,9 |
|
316 |
13,8 |
|
317 |
13,7 |
|
318 |
13,6 |
|
319 |
13,5 |
|
320 |
13,4 |
|
321 |
13,3 |
|
322 |
13,2 |
|
323 |
13,2 |
|
324 |
13,2 |
|
325 |
13,4 |
|
326 |
13,5 |
|
327 |
13,7 |
|
328 |
13,8 |
|
329 |
14,0 |
|
330 |
14,1 |
|
331 |
14,3 |
|
332 |
14,4 |
|
333 |
14,4 |
|
334 |
14,4 |
|
335 |
14,3 |
|
336 |
14,3 |
|
337 |
14,0 |
|
338 |
13,0 |
|
339 |
11,4 |
|
340 |
10,2 |
|
341 |
8,0 |
|
342 |
7,0 |
|
343 |
6,0 |
|
344 |
5,5 |
|
345 |
5,0 |
|
346 |
4,5 |
|
347 |
4,0 |
|
348 |
3,5 |
|
349 |
3,0 |
|
350 |
2,5 |
|
351 |
2,0 |
|
352 |
1,5 |
|
353 |
1,0 |
|
354 |
0,5 |
|
355 |
0,0 |
|
356 |
0,0 |
|
357 |
0,0 |
|
358 |
0,0 |
|
359 |
0,0 |
|
360 |
0,0 |
|
361 |
2,2 |
|
362 |
4,5 |
|
363 |
6,6 |
|
364 |
8,6 |
|
365 |
10,6 |
|
366 |
12,5 |
|
367 |
14,4 |
|
368 |
16,3 |
|
369 |
17,9 |
|
370 |
19,1 |
|
371 |
19,9 |
|
372 |
20,3 |
|
373 |
20,5 |
|
374 |
20,7 |
|
375 |
21,0 |
|
376 |
21,6 |
|
377 |
22,6 |
|
378 |
23,7 |
|
379 |
24,8 |
|
380 |
25,7 |
|
381 |
26,2 |
|
382 |
26,4 |
|
383 |
26,4 |
|
384 |
26,4 |
|
385 |
26,5 |
|
386 |
26,6 |
|
387 |
26,8 |
|
388 |
26,9 |
|
389 |
27,2 |
|
390 |
27,5 |
|
391 |
28,0 |
|
392 |
28,8 |
|
393 |
29,9 |
|
394 |
31,0 |
|
395 |
31,9 |
|
396 |
32,5 |
|
397 |
32,6 |
|
398 |
32,4 |
|
399 |
32,0 |
|
400 |
31,3 |
|
401 |
30,3 |
|
402 |
28,0 |
|
403 |
27,0 |
|
404 |
24,0 |
|
405 |
22,5 |
|
406 |
19,0 |
|
407 |
17,5 |
|
408 |
14,0 |
|
409 |
12,5 |
|
410 |
9,0 |
|
411 |
7,5 |
|
412 |
4,0 |
|
413 |
2,9 |
|
414 |
0,0 |
|
415 |
0,0 |
|
416 |
0,0 |
|
417 |
0,0 |
|
418 |
0,0 |
|
419 |
0,0 |
|
420 |
0,0 |
|
421 |
0,0 |
|
422 |
0,0 |
|
423 |
0,0 |
|
424 |
0,0 |
|
425 |
0,0 |
|
426 |
0,0 |
|
427 |
0,0 |
|
428 |
0,0 |
|
429 |
0,0 |
|
430 |
0,0 |
|
431 |
0,0 |
|
432 |
0,0 |
|
433 |
0,0 |
|
434 |
0,0 |
|
435 |
0,0 |
|
436 |
0,0 |
|
437 |
0,0 |
|
438 |
0,0 |
|
439 |
0,0 |
|
440 |
0,0 |
|
441 |
0,0 |
|
442 |
0,0 |
|
443 |
0,0 |
|
444 |
0,0 |
|
445 |
0,0 |
|
446 |
0,0 |
|
447 |
0,0 |
|
448 |
0,0 |
|
449 |
0,0 |
|
450 |
0,0 |
|
451 |
0,0 |
|
452 |
0,0 |
|
453 |
0,0 |
|
454 |
0,0 |
|
455 |
0,0 |
|
456 |
0,0 |
|
457 |
0,0 |
|
458 |
0,0 |
|
459 |
0,0 |
|
460 |
0,0 |
|
461 |
0,0 |
|
462 |
0,0 |
|
463 |
0,0 |
|
464 |
0,0 |
|
465 |
0,0 |
|
466 |
0,0 |
|
467 |
0,0 |
|
468 |
0,0 |
|
469 |
0,0 |
|
470 |
0,0 |
|
471 |
0,0 |
|
472 |
0,0 |
|
473 |
0,0 |
|
474 |
0,0 |
|
475 |
0,0 |
|
476 |
0,0 |
|
477 |
0,0 |
|
478 |
0,0 |
|
479 |
0,0 |
|
480 |
0,0 |
|
481 |
1,6 |
|
482 |
3,1 |
|
483 |
4,6 |
|
484 |
6,1 |
|
485 |
7,8 |
|
486 |
9,5 |
|
487 |
11,3 |
|
488 |
13,2 |
|
489 |
15,0 |
|
490 |
16,8 |
|
491 |
18,4 |
|
492 |
20,1 |
|
493 |
21,6 |
|
494 |
23,1 |
|
495 |
24,6 |
|
496 |
26,0 |
|
497 |
27,5 |
|
498 |
29,0 |
|
499 |
30,6 |
|
500 |
32,1 |
|
501 |
33,7 |
|
502 |
35,3 |
|
503 |
36,8 |
|
504 |
38,1 |
|
505 |
39,3 |
|
506 |
40,4 |
|
507 |
41,2 |
|
508 |
41,9 |
|
509 |
42,6 |
|
510 |
43,3 |
|
511 |
44,0 |
|
512 |
44,6 |
|
513 |
45,3 |
|
514 |
45,5 |
|
515 |
45,5 |
|
516 |
45,2 |
|
517 |
44,7 |
|
518 |
44,2 |
|
519 |
43,6 |
|
520 |
43,1 |
|
521 |
42,8 |
|
522 |
42,7 |
|
523 |
42,8 |
|
524 |
43,3 |
|
525 |
43,9 |
|
526 |
44,6 |
|
527 |
45,4 |
|
528 |
46,3 |
|
529 |
47,2 |
|
530 |
47,8 |
|
531 |
48,2 |
|
532 |
48,5 |
|
533 |
48,7 |
|
534 |
48,9 |
|
535 |
49,1 |
|
536 |
49,1 |
|
537 |
49,0 |
|
538 |
48,8 |
|
539 |
48,6 |
|
540 |
48,5 |
|
541 |
48,4 |
|
542 |
48,3 |
|
543 |
48,2 |
|
544 |
48,1 |
|
545 |
47,5 |
|
546 |
46,7 |
|
547 |
45,7 |
|
548 |
44,6 |
|
549 |
42,9 |
|
550 |
40,8 |
|
551 |
38,2 |
|
552 |
35,3 |
|
553 |
31,8 |
|
554 |
28,7 |
|
555 |
25,8 |
|
556 |
22,9 |
|
557 |
20,2 |
|
558 |
17,3 |
|
559 |
15,0 |
|
560 |
12,3 |
|
561 |
10,3 |
|
562 |
7,8 |
|
563 |
6,5 |
|
564 |
4,4 |
|
565 |
3,2 |
|
566 |
1,2 |
|
567 |
0,0 |
|
568 |
0,0 |
|
569 |
0,0 |
|
570 |
0,0 |
|
571 |
0,0 |
|
572 |
0,0 |
|
573 |
0,0 |
|
574 |
0,0 |
|
575 |
0,0 |
|
576 |
0,0 |
|
577 |
0,0 |
|
578 |
0,0 |
|
579 |
0,0 |
|
580 |
0,0 |
|
581 |
0,0 |
|
582 |
0,0 |
|
583 |
0,0 |
|
584 |
0,0 |
|
585 |
0,0 |
|
586 |
0,0 |
|
587 |
0,0 |
|
588 |
0,0 |
|
589 |
0,0 |
Table A1/2
WLTC, Class 1 cycle, phase Medium1
|
Time in s |
Speed in km/h |
|
590 |
0,0 |
|
591 |
0,0 |
|
592 |
0,0 |
|
593 |
0,0 |
|
594 |
0,0 |
|
595 |
0,0 |
|
596 |
0,0 |
|
597 |
0,0 |
|
598 |
0,0 |
|
599 |
0,0 |
|
600 |
0,6 |
|
601 |
1,9 |
|
602 |
2,7 |
|
603 |
5,2 |
|
604 |
7,0 |
|
605 |
9,6 |
|
606 |
11,4 |
|
607 |
14,1 |
|
608 |
15,8 |
|
609 |
18,2 |
|
610 |
19,7 |
|
611 |
21,8 |
|
612 |
23,2 |
|
613 |
24,7 |
|
614 |
25,8 |
|
615 |
26,7 |
|
616 |
27,2 |
|
617 |
27,7 |
|
618 |
28,1 |
|
619 |
28,4 |
|
620 |
28,7 |
|
621 |
29,0 |
|
622 |
29,2 |
|
623 |
29,4 |
|
624 |
29,4 |
|
625 |
29,3 |
|
626 |
28,9 |
|
627 |
28,5 |
|
628 |
28,1 |
|
629 |
27,6 |
|
630 |
26,9 |
|
631 |
26,0 |
|
632 |
24,6 |
|
633 |
22,8 |
|
634 |
21,0 |
|
635 |
19,5 |
|
636 |
18,6 |
|
637 |
18,4 |
|
638 |
19,0 |
|
639 |
20,1 |
|
640 |
21,5 |
|
641 |
23,1 |
|
642 |
24,9 |
|
643 |
26,4 |
|
644 |
27,9 |
|
645 |
29,2 |
|
646 |
30,4 |
|
647 |
31,6 |
|
648 |
32,8 |
|
649 |
34,0 |
|
650 |
35,1 |
|
651 |
36,3 |
|
652 |
37,4 |
|
653 |
38,6 |
|
654 |
39,6 |
|
655 |
40,6 |
|
656 |
41,6 |
|
657 |
42,4 |
|
658 |
43,0 |
|
659 |
43,6 |
|
660 |
44,0 |
|
661 |
44,4 |
|
662 |
44,8 |
|
663 |
45,2 |
|
664 |
45,6 |
|
665 |
46,0 |
|
666 |
46,5 |
|
667 |
47,0 |
|
668 |
47,5 |
|
669 |
48,0 |
|
670 |
48,6 |
|
671 |
49,1 |
|
672 |
49,7 |
|
673 |
50,2 |
|
674 |
50,8 |
|
675 |
51,3 |
|
676 |
51,8 |
|
677 |
52,3 |
|
678 |
52,9 |
|
679 |
53,4 |
|
680 |
54,0 |
|
681 |
54,5 |
|
682 |
55,1 |
|
683 |
55,6 |
|
684 |
56,2 |
|
685 |
56,7 |
|
686 |
57,3 |
|
687 |
57,9 |
|
688 |
58,4 |
|
689 |
58,8 |
|
690 |
58,9 |
|
691 |
58,4 |
|
692 |
58,1 |
|
693 |
57,6 |
|
694 |
56,9 |
|
695 |
56,3 |
|
696 |
55,7 |
|
697 |
55,3 |
|
698 |
55,0 |
|
699 |
54,7 |
|
700 |
54,5 |
|
701 |
54,4 |
|
702 |
54,3 |
|
703 |
54,2 |
|
704 |
54,1 |
|
705 |
53,8 |
|
706 |
53,5 |
|
707 |
53,0 |
|
708 |
52,6 |
|
709 |
52,2 |
|
710 |
51,9 |
|
711 |
51,7 |
|
712 |
51,7 |
|
713 |
51,8 |
|
714 |
52,0 |
|
715 |
52,3 |
|
716 |
52,6 |
|
717 |
52,9 |
|
718 |
53,1 |
|
719 |
53,2 |
|
720 |
53,3 |
|
721 |
53,3 |
|
722 |
53,4 |
|
723 |
53,5 |
|
724 |
53,7 |
|
725 |
54,0 |
|
726 |
54,4 |
|
727 |
54,9 |
|
728 |
55,6 |
|
729 |
56,3 |
|
730 |
57,1 |
|
731 |
57,9 |
|
732 |
58,8 |
|
733 |
59,6 |
|
734 |
60,3 |
|
735 |
60,9 |
|
736 |
61,3 |
|
737 |
61,7 |
|
738 |
61,8 |
|
739 |
61,8 |
|
740 |
61,6 |
|
741 |
61,2 |
|
742 |
60,8 |
|
743 |
60,4 |
|
744 |
59,9 |
|
745 |
59,4 |
|
746 |
58,9 |
|
747 |
58,6 |
|
748 |
58,2 |
|
749 |
57,9 |
|
750 |
57,7 |
|
751 |
57,5 |
|
752 |
57,2 |
|
753 |
57,0 |
|
754 |
56,8 |
|
755 |
56,6 |
|
756 |
56,6 |
|
757 |
56,7 |
|
758 |
57,1 |
|
759 |
57,6 |
|
760 |
58,2 |
|
761 |
59,0 |
|
762 |
59,8 |
|
763 |
60,6 |
|
764 |
61,4 |
|
765 |
62,2 |
|
766 |
62,9 |
|
767 |
63,5 |
|
768 |
64,2 |
|
769 |
64,4 |
|
770 |
64,4 |
|
771 |
64,0 |
|
772 |
63,5 |
|
773 |
62,9 |
|
774 |
62,4 |
|
775 |
62,0 |
|
776 |
61,6 |
|
777 |
61,4 |
|
778 |
61,2 |
|
779 |
61,0 |
|
780 |
60,7 |
|
781 |
60,2 |
|
782 |
59,6 |
|
783 |
58,9 |
|
784 |
58,1 |
|
785 |
57,2 |
|
786 |
56,3 |
|
787 |
55,3 |
|
788 |
54,4 |
|
789 |
53,4 |
|
790 |
52,4 |
|
791 |
51,4 |
|
792 |
50,4 |
|
793 |
49,4 |
|
794 |
48,5 |
|
795 |
47,5 |
|
796 |
46,5 |
|
797 |
45,4 |
|
798 |
44,3 |
|
799 |
43,1 |
|
800 |
42,0 |
|
801 |
40,8 |
|
802 |
39,7 |
|
803 |
38,8 |
|
804 |
38,1 |
|
805 |
37,4 |
|
806 |
37,1 |
|
807 |
36,9 |
|
808 |
37,0 |
|
809 |
37,5 |
|
810 |
37,8 |
|
811 |
38,2 |
|
812 |
38,6 |
|
813 |
39,1 |
|
814 |
39,6 |
|
815 |
40,1 |
|
816 |
40,7 |
|
817 |
41,3 |
|
818 |
41,9 |
|
819 |
42,7 |
|
820 |
43,4 |
|
821 |
44,2 |
|
822 |
45,0 |
|
823 |
45,9 |
|
824 |
46,8 |
|
825 |
47,7 |
|
826 |
48,7 |
|
827 |
49,7 |
|
828 |
50,6 |
|
829 |
51,6 |
|
830 |
52,5 |
|
831 |
53,3 |
|
832 |
54,1 |
|
833 |
54,7 |
|
834 |
55,3 |
|
835 |
55,7 |
|
836 |
56,1 |
|
837 |
56,4 |
|
838 |
56,7 |
|
839 |
57,1 |
|
840 |
57,5 |
|
841 |
58,0 |
|
842 |
58,7 |
|
843 |
59,3 |
|
844 |
60,0 |
|
845 |
60,6 |
|
846 |
61,3 |
|
847 |
61,5 |
|
848 |
61,5 |
|
849 |
61,4 |
|
850 |
61,2 |
|
851 |
60,5 |
|
852 |
60,0 |
|
853 |
59,5 |
|
854 |
58,9 |
|
855 |
58,4 |
|
856 |
57,9 |
|
857 |
57,5 |
|
858 |
57,1 |
|
859 |
56,7 |
|
860 |
56,4 |
|
861 |
56,1 |
|
862 |
55,8 |
|
863 |
55,5 |
|
864 |
55,3 |
|
865 |
55,0 |
|
866 |
54,7 |
|
867 |
54,4 |
|
868 |
54,2 |
|
869 |
54,0 |
|
870 |
53,9 |
|
871 |
53,7 |
|
872 |
53,6 |
|
873 |
53,5 |
|
874 |
53,4 |
|
875 |
53,3 |
|
876 |
53,2 |
|
877 |
53,1 |
|
878 |
53,0 |
|
879 |
53,0 |
|
880 |
53,0 |
|
881 |
53,0 |
|
882 |
53,0 |
|
883 |
53,0 |
|
884 |
52,8 |
|
885 |
52,5 |
|
886 |
51,9 |
|
887 |
51,1 |
|
888 |
50,2 |
|
889 |
49,2 |
|
890 |
48,2 |
|
891 |
47,3 |
|
892 |
46,4 |
|
893 |
45,6 |
|
894 |
45,0 |
|
895 |
44,3 |
|
896 |
43,8 |
|
897 |
43,3 |
|
898 |
42,8 |
|
899 |
42,4 |
|
900 |
42,0 |
|
901 |
41,6 |
|
902 |
41,1 |
|
903 |
40,3 |
|
904 |
39,5 |
|
905 |
38,6 |
|
906 |
37,7 |
|
907 |
36,7 |
|
908 |
36,2 |
|
909 |
36,0 |
|
910 |
36,2 |
|
911 |
37,0 |
|
912 |
38,0 |
|
913 |
39,0 |
|
914 |
39,7 |
|
915 |
40,2 |
|
916 |
40,7 |
|
917 |
41,2 |
|
918 |
41,7 |
|
919 |
42,2 |
|
920 |
42,7 |
|
921 |
43,2 |
|
922 |
43,6 |
|
923 |
44,0 |
|
924 |
44,2 |
|
925 |
44,4 |
|
926 |
44,5 |
|
927 |
44,6 |
|
928 |
44,7 |
|
929 |
44,6 |
|
930 |
44,5 |
|
931 |
44,4 |
|
932 |
44,2 |
|
933 |
44,1 |
|
934 |
43,7 |
|
935 |
43,3 |
|
936 |
42,8 |
|
937 |
42,3 |
|
938 |
41,6 |
|
939 |
40,7 |
|
940 |
39,8 |
|
941 |
38,8 |
|
942 |
37,8 |
|
943 |
36,9 |
|
944 |
36,1 |
|
945 |
35,5 |
|
946 |
35,0 |
|
947 |
34,7 |
|
948 |
34,4 |
|
949 |
34,1 |
|
950 |
33,9 |
|
951 |
33,6 |
|
952 |
33,3 |
|
953 |
33,0 |
|
954 |
32,7 |
|
955 |
32,3 |
|
956 |
31,9 |
|
957 |
31,5 |
|
958 |
31,0 |
|
959 |
30,6 |
|
960 |
30,2 |
|
961 |
29,7 |
|
962 |
29,1 |
|
963 |
28,4 |
|
964 |
27,6 |
|
965 |
26,8 |
|
966 |
26,0 |
|
967 |
25,1 |
|
968 |
24,2 |
|
969 |
23,3 |
|
970 |
22,4 |
|
971 |
21,5 |
|
972 |
20,6 |
|
973 |
19,7 |
|
974 |
18,8 |
|
975 |
17,7 |
|
976 |
16,4 |
|
977 |
14,9 |
|
978 |
13,2 |
|
979 |
11,3 |
|
980 |
9,4 |
|
981 |
7,5 |
|
982 |
5,6 |
|
983 |
3,7 |
|
984 |
1,9 |
|
985 |
1,0 |
|
986 |
0,0 |
|
987 |
0,0 |
|
988 |
0,0 |
|
989 |
0,0 |
|
990 |
0,0 |
|
991 |
0,0 |
|
992 |
0,0 |
|
993 |
0,0 |
|
994 |
0,0 |
|
995 |
0,0 |
|
996 |
0,0 |
|
997 |
0,0 |
|
998 |
0,0 |
|
999 |
0,0 |
|
1000 |
0,0 |
|
1001 |
0,0 |
|
1002 |
0,0 |
|
1003 |
0,0 |
|
1004 |
0,0 |
|
1005 |
0,0 |
|
1006 |
0,0 |
|
1007 |
0,0 |
|
1008 |
0,0 |
|
1009 |
0,0 |
|
1010 |
0,0 |
|
1011 |
0,0 |
|
1012 |
0,0 |
|
1013 |
0,0 |
|
1014 |
0,0 |
|
1015 |
0,0 |
|
1016 |
0,0 |
|
1017 |
0,0 |
|
1018 |
0,0 |
|
1019 |
0,0 |
|
1020 |
0,0 |
|
1021 |
0,0 |
|
1022 |
0,0 |
5. ►M3 WLTC Class 2 cycle ◄
Figure A1/3
WLTC, Class 2 cycle, phase Low2
Figure A1/4
WLTC, Class 2 cycle, phase Medium2
Figure A1/5
WLTC, Class 2 cycle, phase High2
Figure A1/6
WLTC, Class 2 cycle, phase Extra High2
Table A1/3
WLTC, Class 2 cycle, phase Low2
|
Time in s |
Speed in km/h |
|
0 |
0,0 |
|
1 |
0,0 |
|
2 |
0,0 |
|
3 |
0,0 |
|
4 |
0,0 |
|
5 |
0,0 |
|
6 |
0,0 |
|
7 |
0,0 |
|
8 |
0,0 |
|
9 |
0,0 |
|
10 |
0,0 |
|
11 |
0,0 |
|
12 |
0,0 |
|
13 |
1,2 |
|
14 |
2,6 |
|
15 |
4,9 |
|
16 |
7,3 |
|
17 |
9,4 |
|
18 |
11,4 |
|
19 |
12,7 |
|
20 |
13,3 |
|
21 |
13,4 |
|
22 |
13,3 |
|
23 |
13,1 |
|
24 |
12,5 |
|
25 |
11,1 |
|
26 |
8,9 |
|
27 |
6,2 |
|
28 |
3,8 |
|
29 |
1,8 |
|
30 |
0,0 |
|
31 |
0,0 |
|
32 |
0,0 |
|
33 |
0,0 |
|
34 |
1,5 |
|
35 |
2,8 |
|
36 |
3,6 |
|
37 |
4,5 |
|
38 |
5,3 |
|
39 |
6,0 |
|
40 |
6,6 |
|
41 |
7,3 |
|
42 |
7,9 |
|
43 |
8,6 |
|
44 |
9,3 |
|
45 |
10 |
|
46 |
10,8 |
|
47 |
11,6 |
|
48 |
12,4 |
|
49 |
13,2 |
|
50 |
14,2 |
|
51 |
14,8 |
|
52 |
14,7 |
|
53 |
14,4 |
|
54 |
14,1 |
|
55 |
13,6 |
|
56 |
13,0 |
|
57 |
12,4 |
|
58 |
11,8 |
|
59 |
11,2 |
|
60 |
10,6 |
|
61 |
9,9 |
|
62 |
9,0 |
|
63 |
8,2 |
|
64 |
7,0 |
|
65 |
4,8 |
|
66 |
2,3 |
|
67 |
0,0 |
|
68 |
0,0 |
|
69 |
0,0 |
|
70 |
0,0 |
|
71 |
0,0 |
|
72 |
0,0 |
|
73 |
0,0 |
|
74 |
0,0 |
|
75 |
0,0 |
|
76 |
0,0 |
|
77 |
0,0 |
|
78 |
0,0 |
|
79 |
0,0 |
|
80 |
0,0 |
|
81 |
0,0 |
|
82 |
0,0 |
|
83 |
0,0 |
|
84 |
0,0 |
|
85 |
0,0 |
|
86 |
0,0 |
|
87 |
0,0 |
|
88 |
0,0 |
|
89 |
0,0 |
|
90 |
0,0 |
|
91 |
0,0 |
|
92 |
0,0 |
|
93 |
0,0 |
|
94 |
0,0 |
|
95 |
0,0 |
|
96 |
0,0 |
|
97 |
0,0 |
|
98 |
0,0 |
|
99 |
0,0 |
|
100 |
0,0 |
|
101 |
0,0 |
|
102 |
0,0 |
|
103 |
0,0 |
|
104 |
0,0 |
|
105 |
0,0 |
|
106 |
0,0 |
|
107 |
0,8 |
|
108 |
1,4 |
|
109 |
2,3 |
|
110 |
3,5 |
|
111 |
4,7 |
|
112 |
5,9 |
|
113 |
7,4 |
|
114 |
9,2 |
|
115 |
11,7 |
|
116 |
13,5 |
|
117 |
15,0 |
|
118 |
16,2 |
|
119 |
16,8 |
|
120 |
17,5 |
|
121 |
18,8 |
|
122 |
20,3 |
|
123 |
22,0 |
|
124 |
23,6 |
|
125 |
24,8 |
|
126 |
25,6 |
|
127 |
26,3 |
|
128 |
27,2 |
|
129 |
28,3 |
|
130 |
29,6 |
|
131 |
30,9 |
|
132 |
32,2 |
|
133 |
33,4 |
|
134 |
35,1 |
|
135 |
37,2 |
|
136 |
38,7 |
|
137 |
39,0 |
|
138 |
40,1 |
|
139 |
40,4 |
|
140 |
39,7 |
|
141 |
36,8 |
|
142 |
35,1 |
|
143 |
32,2 |
|
144 |
31,1 |
|
145 |
30,8 |
|
146 |
29,7 |
|
147 |
29,4 |
|
148 |
29,0 |
|
149 |
28,5 |
|
150 |
26,0 |
|
151 |
23,4 |
|
152 |
20,7 |
|
153 |
17,4 |
|
154 |
15,2 |
|
155 |
13,5 |
|
156 |
13,0 |
|
157 |
12,4 |
|
158 |
12,3 |
|
159 |
12,2 |
|
160 |
12,3 |
|
161 |
12,4 |
|
162 |
12,5 |
|
163 |
12,7 |
|
164 |
12,8 |
|
165 |
13,2 |
|
166 |
14,3 |
|
167 |
16,5 |
|
168 |
19,4 |
|
169 |
21,7 |
|
170 |
23,1 |
|
171 |
23,5 |
|
172 |
24,2 |
|
173 |
24,8 |
|
174 |
25,4 |
|
175 |
25,8 |
|
176 |
26,5 |
|
177 |
27,2 |
|
178 |
28,3 |
|
179 |
29,9 |
|
180 |
32,4 |
|
181 |
35,1 |
|
182 |
37,5 |
|
183 |
39,2 |
|
184 |
40,5 |
|
185 |
41,4 |
|
186 |
42,0 |
|
187 |
42,5 |
|
188 |
43,2 |
|
189 |
44,4 |
|
190 |
45,9 |
|
191 |
47,6 |
|
192 |
49,0 |
|
193 |
50,0 |
|
194 |
50,2 |
|
195 |
50,1 |
|
196 |
49,8 |
|
197 |
49,4 |
|
198 |
48,9 |
|
199 |
48,5 |
|
200 |
48,3 |
|
201 |
48,2 |
|
202 |
47,9 |
|
203 |
47,1 |
|
204 |
45,5 |
|
205 |
43,2 |
|
206 |
40,6 |
|
207 |
38,5 |
|
208 |
36,9 |
|
209 |
35,9 |
|
210 |
35,3 |
|
211 |
34,8 |
|
212 |
34,5 |
|
213 |
34,2 |
|
214 |
34,0 |
|
215 |
33,8 |
|
216 |
33,6 |
|
217 |
33,5 |
|
218 |
33,5 |
|
219 |
33,4 |
|
220 |
33,3 |
|
221 |
33,3 |
|
222 |
33,2 |
|
223 |
33,1 |
|
224 |
33,0 |
|
225 |
32,9 |
|
226 |
32,8 |
|
227 |
32,7 |
|
228 |
32,5 |
|
229 |
32,3 |
|
230 |
31,8 |
|
231 |
31,4 |
|
232 |
30,9 |
|
233 |
30,6 |
|
234 |
30,6 |
|
235 |
30,7 |
|
236 |
32,0 |
|
237 |
33,5 |
|
238 |
35,8 |
|
239 |
37,6 |
|
240 |
38,8 |
|
241 |
39,6 |
|
242 |
40,1 |
|
243 |
40,9 |
|
244 |
41,8 |
|
245 |
43,3 |
|
246 |
44,7 |
|
247 |
46,4 |
|
248 |
47,9 |
|
249 |
49,6 |
|
250 |
49,6 |
|
251 |
48,8 |
|
252 |
48,0 |
|
253 |
47,5 |
|
254 |
47,1 |
|
255 |
46,9 |
|
256 |
45,8 |
|
257 |
45,8 |
|
258 |
45,8 |
|
259 |
45,9 |
|
260 |
46,2 |
|
261 |
46,4 |
|
262 |
46,6 |
|
263 |
46,8 |
|
264 |
47,0 |
|
265 |
47,3 |
|
266 |
47,5 |
|
267 |
47,9 |
|
268 |
48,3 |
|
269 |
48,3 |
|
270 |
48,2 |
|
271 |
48,0 |
|
272 |
47,7 |
|
273 |
47,2 |
|
274 |
46,5 |
|
275 |
45,2 |
|
276 |
43,7 |
|
277 |
42,0 |
|
278 |
40,4 |
|
279 |
39,0 |
|
280 |
37,7 |
|
281 |
36,4 |
|
282 |
35,2 |
|
283 |
34,3 |
|
284 |
33,8 |
|
285 |
33,3 |
|
286 |
32,5 |
|
287 |
30,9 |
|
288 |
28,6 |
|
289 |
25,9 |
|
290 |
23,1 |
|
291 |
20,1 |
|
292 |
17,3 |
|
293 |
15,1 |
|
294 |
13,7 |
|
295 |
13,4 |
|
296 |
13,9 |
|
297 |
15,0 |
|
298 |
16,3 |
|
299 |
17,4 |
|
300 |
18,2 |
|
301 |
18,6 |
|
302 |
19,0 |
|
303 |
19,4 |
|
304 |
19,8 |
|
305 |
20,1 |
|
306 |
20,5 |
|
307 |
20,2 |
|
308 |
18,6 |
|
309 |
16,5 |
|
310 |
14,4 |
|
311 |
13,4 |
|
312 |
12,9 |
|
313 |
12,7 |
|
314 |
12,4 |
|
315 |
12,4 |
|
316 |
12,8 |
|
317 |
14,1 |
|
318 |
16,2 |
|
319 |
18,8 |
|
320 |
21,9 |
|
321 |
25,0 |
|
322 |
28,4 |
|
323 |
31,3 |
|
324 |
34,0 |
|
325 |
34,6 |
|
326 |
33,9 |
|
327 |
31,9 |
|
328 |
30,0 |
|
329 |
29,0 |
|
330 |
27,9 |
|
331 |
27,1 |
|
332 |
26,4 |
|
333 |
25,9 |
|
334 |
25,5 |
|
335 |
25,0 |
|
336 |
24,6 |
|
337 |
23,9 |
|
338 |
23,0 |
|
339 |
21,8 |
|
340 |
20,7 |
|
341 |
19,6 |
|
342 |
18,7 |
|
343 |
18,1 |
|
344 |
17,5 |
|
345 |
16,7 |
|
346 |
15,4 |
|
347 |
13,6 |
|
348 |
11,2 |
|
349 |
8,6 |
|
350 |
6,0 |
|
351 |
3,1 |
|
352 |
1,2 |
|
353 |
0,0 |
|
354 |
0,0 |
|
355 |
0,0 |
|
356 |
0,0 |
|
357 |
0,0 |
|
358 |
0,0 |
|
359 |
0,0 |
|
360 |
1,4 |
|
361 |
3,2 |
|
362 |
5,6 |
|
363 |
8,1 |
|
364 |
10,3 |
|
365 |
12,1 |
|
366 |
12,6 |
|
367 |
13,6 |
|
368 |
14,5 |
|
369 |
15,6 |
|
370 |
16,8 |
|
371 |
18,2 |
|
372 |
19,6 |
|
373 |
20,9 |
|
374 |
22,3 |
|
375 |
23,8 |
|
376 |
25,4 |
|
377 |
27,0 |
|
378 |
28,6 |
|
379 |
30,2 |
|
380 |
31,2 |
|
381 |
31,2 |
|
382 |
30,7 |
|
383 |
29,5 |
|
384 |
28,6 |
|
385 |
27,7 |
|
386 |
26,9 |
|
387 |
26,1 |
|
388 |
25,4 |
|
389 |
24,6 |
|
390 |
23,6 |
|
391 |
22,6 |
|
392 |
21,7 |
|
393 |
20,7 |
|
394 |
19,8 |
|
395 |
18,8 |
|
396 |
17,7 |
|
397 |
16,6 |
|
398 |
15,6 |
|
399 |
14,8 |
|
400 |
14,3 |
|
401 |
13,8 |
|
402 |
13,4 |
|
403 |
13,1 |
|
404 |
12,8 |
|
405 |
12,3 |
|
406 |
11,6 |
|
407 |
10,5 |
|
408 |
9,0 |
|
409 |
7,2 |
|
410 |
5,2 |
|
411 |
2,9 |
|
412 |
1,2 |
|
413 |
0,0 |
|
414 |
0,0 |
|
415 |
0,0 |
|
416 |
0,0 |
|
417 |
0,0 |
|
418 |
0,0 |
|
419 |
0,0 |
|
420 |
0,0 |
|
421 |
0,0 |
|
422 |
0,0 |
|
423 |
0,0 |
|
424 |
0,0 |
|
425 |
0,0 |
|
426 |
0,0 |
|
427 |
0,0 |
|
428 |
0,0 |
|
429 |
0,0 |
|
430 |
0,0 |
|
431 |
0,0 |
|
432 |
0,0 |
|
433 |
0,0 |
|
434 |
0,0 |
|
435 |
0,0 |
|
436 |
0,0 |
|
437 |
0,0 |
|
438 |
0,0 |
|
439 |
0,0 |
|
440 |
0,0 |
|
441 |
0,0 |
|
442 |
0,0 |
|
443 |
0,0 |
|
444 |
0,0 |
|
445 |
0,0 |
|
446 |
0,0 |
|
447 |
0,0 |
|
448 |
0,0 |
|
449 |
0,0 |
|
450 |
0,0 |
|
451 |
0,0 |
|
452 |
0,0 |
|
453 |
0,0 |
|
454 |
0,0 |
|
455 |
0,0 |
|
456 |
0,0 |
|
457 |
0,0 |
|
458 |
0,0 |
|
459 |
0,0 |
|
460 |
0,0 |
|
461 |
0,0 |
|
462 |
0,0 |
|
463 |
0,0 |
|
464 |
0,0 |
|
465 |
0,0 |
|
466 |
0,0 |
|
467 |
0,0 |
|
468 |
0,0 |
|
469 |
0,0 |
|
470 |
0,0 |
|
471 |
0,0 |
|
472 |
0,0 |
|
473 |
0,0 |
|
474 |
0,0 |
|
475 |
0,0 |
|
476 |
0,0 |
|
477 |
0,0 |
|
478 |
0,0 |
|
479 |
0,0 |
|
480 |
0,0 |
|
481 |
1,4 |
|
482 |
2,5 |
|
483 |
5,2 |
|
484 |
7,9 |
|
485 |
10,3 |
|
486 |
12,7 |
|
487 |
15,0 |
|
488 |
17,4 |
|
489 |
19,7 |
|
490 |
21,9 |
|
491 |
24,1 |
|
492 |
26,2 |
|
493 |
28,1 |
|
494 |
29,7 |
|
495 |
31,3 |
|
496 |
33,0 |
|
497 |
34,7 |
|
498 |
36,3 |
|
499 |
38,1 |
|
500 |
39,4 |
|
501 |
40,4 |
|
502 |
41,2 |
|
503 |
42,1 |
|
504 |
43,2 |
|
505 |
44,3 |
|
506 |
45,7 |
|
507 |
45,4 |
|
508 |
44,5 |
|
509 |
42,5 |
|
510 |
39,5 |
|
511 |
36,5 |
|
512 |
33,5 |
|
513 |
30,4 |
|
514 |
27,0 |
|
515 |
23,6 |
|
516 |
21,0 |
|
517 |
19,5 |
|
518 |
17,6 |
|
519 |
16,1 |
|
520 |
14,5 |
|
521 |
13,5 |
|
522 |
13,7 |
|
523 |
16,0 |
|
524 |
18,1 |
|
525 |
20,8 |
|
526 |
21,5 |
|
527 |
22,5 |
|
528 |
23,4 |
|
529 |
24,5 |
|
530 |
25,6 |
|
531 |
26,0 |
|
532 |
26,5 |
|
533 |
26,9 |
|
534 |
27,3 |
|
535 |
27,9 |
|
536 |
30,3 |
|
537 |
33,2 |
|
538 |
35,4 |
|
539 |
38,0 |
|
540 |
40,1 |
|
541 |
42,7 |
|
542 |
44,5 |
|
543 |
46,3 |
|
544 |
47,6 |
|
545 |
48,8 |
|
546 |
49,7 |
|
547 |
50,6 |
|
548 |
51,4 |
|
549 |
51,4 |
|
550 |
50,2 |
|
551 |
47,1 |
|
552 |
44,5 |
|
553 |
41,5 |
|
554 |
38,5 |
|
555 |
35,5 |
|
556 |
32,5 |
|
557 |
29,5 |
|
558 |
26,5 |
|
559 |
23,5 |
|
560 |
20,4 |
|
561 |
17,5 |
|
562 |
14,5 |
|
563 |
11,5 |
|
564 |
8,5 |
|
565 |
5,6 |
|
566 |
2,6 |
|
567 |
0,0 |
|
568 |
0,0 |
|
569 |
0,0 |
|
570 |
0,0 |
|
571 |
0,0 |
|
572 |
0,0 |
|
573 |
0,0 |
|
574 |
0,0 |
|
575 |
0,0 |
|
576 |
0,0 |
|
577 |
0,0 |
|
578 |
0,0 |
|
579 |
0,0 |
|
580 |
0,0 |
|
581 |
0,0 |
|
582 |
0,0 |
|
583 |
0,0 |
|
584 |
0,0 |
|
585 |
0,0 |
|
586 |
0,0 |
|
587 |
0,0 |
|
588 |
0,0 |
|
589 |
0,0 |
Table A1/4
WLTC, Class 2 cycle, phase Medium2
|
Time in s |
Speed in km/h |
|
590 |
0,0 |
|
591 |
0,0 |
|
592 |
0,0 |
|
593 |
0,0 |
|
594 |
0,0 |
|
595 |
0,0 |
|
596 |
0,0 |
|
597 |
0,0 |
|
598 |
0,0 |
|
599 |
0,0 |
|
600 |
0,0 |
|
601 |
1,6 |
|
602 |
3,6 |
|
603 |
6,3 |
|
604 |
9,0 |
|
605 |
11,8 |
|
606 |
14,2 |
|
607 |
16,6 |
|
608 |
18,5 |
|
609 |
20,8 |
|
610 |
23,4 |
|
611 |
26,9 |
|
612 |
30,3 |
|
613 |
32,8 |
|
614 |
34,1 |
|
615 |
34,2 |
|
616 |
33,6 |
|
617 |
32,1 |
|
618 |
30,0 |
|
619 |
27,5 |
|
620 |
25,1 |
|
621 |
22,8 |
|
622 |
20,5 |
|
623 |
17,9 |
|
624 |
15,1 |
|
625 |
13,4 |
|
626 |
12,8 |
|
627 |
13,7 |
|
628 |
16,0 |
|
629 |
18,1 |
|
630 |
20,8 |
|
631 |
23,7 |
|
632 |
26,5 |
|
633 |
29,3 |
|
634 |
32,0 |
|
635 |
34,5 |
|
636 |
36,8 |
|
637 |
38,6 |
|
638 |
39,8 |
|
639 |
40,6 |
|
640 |
41,1 |
|
641 |
41,9 |
|
642 |
42,8 |
|
643 |
44,3 |
|
644 |
45,7 |
|
645 |
47,4 |
|
646 |
48,9 |
|
647 |
50,6 |
|
648 |
52,0 |
|
649 |
53,7 |
|
650 |
55,0 |
|
651 |
56,8 |
|
652 |
58,0 |
|
653 |
59,8 |
|
654 |
61,1 |
|
655 |
62,4 |
|
656 |
63,0 |
|
657 |
63,5 |
|
658 |
63,0 |
|
659 |
62,0 |
|
660 |
60,4 |
|
661 |
58,6 |
|
662 |
56,7 |
|
663 |
55,0 |
|
664 |
53,7 |
|
665 |
52,7 |
|
666 |
51,9 |
|
667 |
51,4 |
|
668 |
51,0 |
|
669 |
50,7 |
|
670 |
50,6 |
|
671 |
50,8 |
|
672 |
51,2 |
|
673 |
51,7 |
|
674 |
52,3 |
|
675 |
53,1 |
|
676 |
53,8 |
|
677 |
54,5 |
|
678 |
55,1 |
|
679 |
55,9 |
|
680 |
56,5 |
|
681 |
57,1 |
|
682 |
57,8 |
|
683 |
58,5 |
|
684 |
59,3 |
|
685 |
60,2 |
|
686 |
61,3 |
|
687 |
62,4 |
|
688 |
63,4 |
|
689 |
64,4 |
|
690 |
65,4 |
|
691 |
66,3 |
|
692 |
67,2 |
|
693 |
68,0 |
|
694 |
68,8 |
|
695 |
69,5 |
|
696 |
70,1 |
|
697 |
70,6 |
|
698 |
71,0 |
|
699 |
71,6 |
|
700 |
72,2 |
|
701 |
72,8 |
|
702 |
73,5 |
|
703 |
74,1 |
|
704 |
74,3 |
|
705 |
74,3 |
|
706 |
73,7 |
|
707 |
71,9 |
|
708 |
70,5 |
|
709 |
68,9 |
|
710 |
67,4 |
|
711 |
66,0 |
|
712 |
64,7 |
|
713 |
63,7 |
|
714 |
62,9 |
|
715 |
62,2 |
|
716 |
61,7 |
|
717 |
61,2 |
|
718 |
60,7 |
|
719 |
60,3 |
|
720 |
59,9 |
|
721 |
59,6 |
|
722 |
59,3 |
|
723 |
59,0 |
|
724 |
58,6 |
|
725 |
58,0 |
|
726 |
57,5 |
|
727 |
56,9 |
|
728 |
56,3 |
|
729 |
55,9 |
|
730 |
55,6 |
|
731 |
55,3 |
|
732 |
55,1 |
|
733 |
54,8 |
|
734 |
54,6 |
|
735 |
54,5 |
|
736 |
54,3 |
|
737 |
53,9 |
|
738 |
53,4 |
|
739 |
52,6 |
|
740 |
51,5 |
|
741 |
50,2 |
|
742 |
48,7 |
|
743 |
47,0 |
|
744 |
45,1 |
|
745 |
43,0 |
|
746 |
40,6 |
|
747 |
38,1 |
|
748 |
35,4 |
|
749 |
32,7 |
|
750 |
30,0 |
|
751 |
27,5 |
|
752 |
25,3 |
|
753 |
23,4 |
|
754 |
22,0 |
|
755 |
20,8 |
|
756 |
19,8 |
|
757 |
18,9 |
|
758 |
18,0 |
|
759 |
17,0 |
|
760 |
16,1 |
|
761 |
15,5 |
|
762 |
14,4 |
|
763 |
14,9 |
|
764 |
15,9 |
|
765 |
17,1 |
|
766 |
18,3 |
|
767 |
19,4 |
|
768 |
20,4 |
|
769 |
21,2 |
|
770 |
21,9 |
|
771 |
22,7 |
|
772 |
23,4 |
|
773 |
24,2 |
|
774 |
24,3 |
|
775 |
24,2 |
|
776 |
24,1 |
|
777 |
23,8 |
|
778 |
23,0 |
|
779 |
22,6 |
|
780 |
21,7 |
|
781 |
21,3 |
|
782 |
20,3 |
|
783 |
19,1 |
|
784 |
18,1 |
|
785 |
16,9 |
|
786 |
16,0 |
|
787 |
14,8 |
|
788 |
14,5 |
|
789 |
13,7 |
|
790 |
13,5 |
|
791 |
12,9 |
|
792 |
12,7 |
|
793 |
12,5 |
|
794 |
12,5 |
|
795 |
12,6 |
|
796 |
13,0 |
|
797 |
13,6 |
|
798 |
14,6 |
|
799 |
15,7 |
|
800 |
17,1 |
|
801 |
18,7 |
|
802 |
20,2 |
|
803 |
21,9 |
|
804 |
23,6 |
|
805 |
25,4 |
|
806 |
27,1 |
|
807 |
28,9 |
|
808 |
30,4 |
|
809 |
32,0 |
|
810 |
33,4 |
|
811 |
35,0 |
|
812 |
36,4 |
|
813 |
38,1 |
|
814 |
39,7 |
|
815 |
41,6 |
|
816 |
43,3 |
|
817 |
45,1 |
|
818 |
46,9 |
|
819 |
48,7 |
|
820 |
50,5 |
|
821 |
52,4 |
|
822 |
54,1 |
|
823 |
55,7 |
|
824 |
56,8 |
|
825 |
57,9 |
|
826 |
59,0 |
|
827 |
59,9 |
|
828 |
60,7 |
|
829 |
61,4 |
|
830 |
62,0 |
|
831 |
62,5 |
|
832 |
62,9 |
|
833 |
63,2 |
|
834 |
63,4 |
|
835 |
63,7 |
|
836 |
64,0 |
|
837 |
64,4 |
|
838 |
64,9 |
|
839 |
65,5 |
|
840 |
66,2 |
|
841 |
67,0 |
|
842 |
67,8 |
|
843 |
68,6 |
|
844 |
69,4 |
|
845 |
70,1 |
|
846 |
70,9 |
|
847 |
71,7 |
|
848 |
72,5 |
|
849 |
73,2 |
|
850 |
73,8 |
|
851 |
74,4 |
|
852 |
74,7 |
|
853 |
74,7 |
|
854 |
74,6 |
|
855 |
74,2 |
|
856 |
73,5 |
|
857 |
72,6 |
|
858 |
71,8 |
|
859 |
71,0 |
|
860 |
70,1 |
|
861 |
69,4 |
|
862 |
68,9 |
|
863 |
68,4 |
|
864 |
67,9 |
|
865 |
67,1 |
|
866 |
65,8 |
|
867 |
63,9 |
|
868 |
61,4 |
|
869 |
58,4 |
|
870 |
55,4 |
|
871 |
52,4 |
|
872 |
50,0 |
|
873 |
48,3 |
|
874 |
47,3 |
|
875 |
46,8 |
|
876 |
46,9 |
|
877 |
47,1 |
|
878 |
47,5 |
|
879 |
47,8 |
|
880 |
48,3 |
|
881 |
48,8 |
|
882 |
49,5 |
|
883 |
50,2 |
|
884 |
50,8 |
|
885 |
51,4 |
|
886 |
51,8 |
|
887 |
51,9 |
|
888 |
51,7 |
|
889 |
51,2 |
|
890 |
50,4 |
|
891 |
49,2 |
|
892 |
47,7 |
|
893 |
46,3 |
|
894 |
45,1 |
|
895 |
44,2 |
|
896 |
43,7 |
|
897 |
43,4 |
|
898 |
43,1 |
|
899 |
42,5 |
|
900 |
41,8 |
|
901 |
41,1 |
|
902 |
40,3 |
|
903 |
39,7 |
|
904 |
39,3 |
|
905 |
39,2 |
|
906 |
39,3 |
|
907 |
39,6 |
|
908 |
40,0 |
|
909 |
40,7 |
|
910 |
41,4 |
|
911 |
42,2 |
|
912 |
43,1 |
|
913 |
44,1 |
|
914 |
44,9 |
|
915 |
45,6 |
|
916 |
46,4 |
|
917 |
47,0 |
|
918 |
47,8 |
|
919 |
48,3 |
|
920 |
48,9 |
|
921 |
49,4 |
|
922 |
49,8 |
|
923 |
49,6 |
|
924 |
49,3 |
|
925 |
49,0 |
|
926 |
48,5 |
|
927 |
48,0 |
|
928 |
47,5 |
|
929 |
47,0 |
|
930 |
46,9 |
|
931 |
46,8 |
|
932 |
46,8 |
|
933 |
46,8 |
|
934 |
46,9 |
|
935 |
46,9 |
|
936 |
46,9 |
|
937 |
46,9 |
|
938 |
46,9 |
|
939 |
46,8 |
|
940 |
46,6 |
|
941 |
46,4 |
|
942 |
46,0 |
|
943 |
45,5 |
|
944 |
45,0 |
|
945 |
44,5 |
|
946 |
44,2 |
|
947 |
43,9 |
|
948 |
43,7 |
|
949 |
43,6 |
|
950 |
43,6 |
|
951 |
43,5 |
|
952 |
43,5 |
|
953 |
43,4 |
|
954 |
43,3 |
|
955 |
43,1 |
|
956 |
42,9 |
|
957 |
42,7 |
|
958 |
42,5 |
|
959 |
42,4 |
|
960 |
42,2 |
|
961 |
42,1 |
|
962 |
42,0 |
|
963 |
41,8 |
|
964 |
41,7 |
|
965 |
41,5 |
|
966 |
41,3 |
|
967 |
41,1 |
|
968 |
40,8 |
|
969 |
40,3 |
|
970 |
39,6 |
|
971 |
38,5 |
|
972 |
37,0 |
|
973 |
35,1 |
|
974 |
33,0 |
|
975 |
30,6 |
|
976 |
27,9 |
|
977 |
25,1 |
|
978 |
22,0 |
|
979 |
18,8 |
|
980 |
15,5 |
|
981 |
12,3 |
|
982 |
8,8 |
|
983 |
6,0 |
|
984 |
3,6 |
|
985 |
1,6 |
|
986 |
0,0 |
|
987 |
0,0 |
|
988 |
0,0 |
|
989 |
0,0 |
|
990 |
0,0 |
|
991 |
0,0 |
|
992 |
0,0 |
|
993 |
0,0 |
|
994 |
0,0 |
|
995 |
0,0 |
|
996 |
0,0 |
|
997 |
0,0 |
|
998 |
0,0 |
|
999 |
0,0 |
|
1000 |
0,0 |
|
1001 |
0,0 |
|
1002 |
0,0 |
|
1003 |
0,0 |
|
1004 |
0,0 |
|
1005 |
0,0 |
|
1006 |
0,0 |
|
1007 |
0,0 |
|
1008 |
0,0 |
|
1009 |
0,0 |
|
1010 |
0,0 |
|
1011 |
0,0 |
|
1012 |
0,0 |
|
1013 |
0,0 |
|
1014 |
0,0 |
|
1015 |
0,0 |
|
1016 |
0,0 |
|
1017 |
0,0 |
|
1018 |
0,0 |
|
1019 |
0,0 |
|
1020 |
0,0 |
|
1021 |
0,0 |
|
1022 |
0,0 |
Table A1/5
WLTC, Class 2 cycle, phase High2
|
Time in s |
Speed in km/h |
|
1023 |
0,0 |
|
1024 |
0,0 |
|
1025 |
0,0 |
|
1026 |
0,0 |
|
1027 |
1,1 |
|
1028 |
3,0 |
|
1029 |
5,7 |
|
1030 |
8,4 |
|
1031 |
11,1 |
|
1032 |
14,0 |
|
1033 |
17,0 |
|
1034 |
20,1 |
|
1035 |
22,7 |
|
1036 |
23,6 |
|
1037 |
24,5 |
|
1038 |
24,8 |
|
1039 |
25,1 |
|
1040 |
25,3 |
|
1041 |
25,5 |
|
1042 |
25,7 |
|
1043 |
25,8 |
|
1044 |
25,9 |
|
1045 |
26,0 |
|
1046 |
26,1 |
|
1047 |
26,3 |
|
1048 |
26,5 |
|
1049 |
26,8 |
|
1050 |
27,1 |
|
1051 |
27,5 |
|
1052 |
28,0 |
|
1053 |
28,6 |
|
1054 |
29,3 |
|
1055 |
30,4 |
|
1056 |
31,8 |
|
1057 |
33,7 |
|
1058 |
35,8 |
|
1059 |
37,8 |
|
1060 |
39,5 |
|
1061 |
40,8 |
|
1062 |
41,8 |
|
1063 |
42,4 |
|
1064 |
43,0 |
|
1065 |
43,4 |
|
1066 |
44,0 |
|
1067 |
44,4 |
|
1068 |
45,0 |
|
1069 |
45,4 |
|
1070 |
46,0 |
|
1071 |
46,4 |
|
1072 |
47,0 |
|
1073 |
47,4 |
|
1074 |
48,0 |
|
1075 |
48,4 |
|
1076 |
49,0 |
|
1077 |
49,4 |
|
1078 |
50,0 |
|
1079 |
50,4 |
|
1080 |
50,8 |
|
1081 |
51,1 |
|
1082 |
51,3 |
|
1083 |
51,3 |
|
1084 |
51,3 |
|
1085 |
51,3 |
|
1086 |
51,3 |
|
1087 |
51,3 |
|
1088 |
51,3 |
|
1089 |
51,4 |
|
1090 |
51,6 |
|
1091 |
51,8 |
|
1092 |
52,1 |
|
1093 |
52,3 |
|
1094 |
52,6 |
|
1095 |
52,8 |
|
1096 |
52,9 |
|
1097 |
53,0 |
|
1098 |
53,0 |
|
1099 |
53,0 |
|
1100 |
53,1 |
|
1101 |
53,2 |
|
1102 |
53,3 |
|
1103 |
53,4 |
|
1104 |
53,5 |
|
1105 |
53,7 |
|
1106 |
55,0 |
|
1107 |
56,8 |
|
1108 |
58,8 |
|
1109 |
60,9 |
|
1110 |
63,0 |
|
1111 |
65,0 |
|
1112 |
66,9 |
|
1113 |
68,6 |
|
1114 |
70,1 |
|
1115 |
71,5 |
|
1116 |
72,8 |
|
1117 |
73,9 |
|
1118 |
74,9 |
|
1119 |
75,7 |
|
1120 |
76,4 |
|
1121 |
77,1 |
|
1122 |
77,6 |
|
1123 |
78,0 |
|
1124 |
78,2 |
|
1125 |
78,4 |
|
1126 |
78,5 |
|
1127 |
78,5 |
|
1128 |
78,6 |
|
1129 |
78,7 |
|
1130 |
78,9 |
|
1131 |
79,1 |
|
1132 |
79,4 |
|
1133 |
79,8 |
|
1134 |
80,1 |
|
1135 |
80,5 |
|
1136 |
80,8 |
|
1137 |
81,0 |
|
1138 |
81,2 |
|
1139 |
81,3 |
|
1140 |
81,2 |
|
1141 |
81,0 |
|
1142 |
80,6 |
|
1143 |
80,0 |
|
1144 |
79,1 |
|
1145 |
78,0 |
|
1146 |
76,8 |
|
1147 |
75,5 |
|
1148 |
74,1 |
|
1149 |
72,9 |
|
1150 |
71,9 |
|
1151 |
71,2 |
|
1152 |
70,9 |
|
1153 |
71,0 |
|
1154 |
71,5 |
|
1155 |
72,3 |
|
1156 |
73,2 |
|
1157 |
74,1 |
|
1158 |
74,9 |
|
1159 |
75,4 |
|
1160 |
75,5 |
|
1161 |
75,2 |
|
1162 |
74,5 |
|
1163 |
73,3 |
|
1164 |
71,7 |
|
1165 |
69,9 |
|
1166 |
67,9 |
|
1167 |
65,7 |
|
1168 |
63,5 |
|
1169 |
61,2 |
|
1170 |
59,0 |
|
1171 |
56,8 |
|
1172 |
54,7 |
|
1173 |
52,7 |
|
1174 |
50,9 |
|
1175 |
49,4 |
|
1176 |
48,1 |
|
1177 |
47,1 |
|
1178 |
46,5 |
|
1179 |
46,3 |
|
1180 |
46,5 |
|
1181 |
47,2 |
|
1182 |
48,3 |
|
1183 |
49,7 |
|
1184 |
51,3 |
|
1185 |
53,0 |
|
1186 |
54,9 |
|
1187 |
56,7 |
|
1188 |
58,6 |
|
1189 |
60,2 |
|
1190 |
61,6 |
|
1191 |
62,2 |
|
1192 |
62,5 |
|
1193 |
62,8 |
|
1194 |
62,9 |
|
1195 |
63,0 |
|
1196 |
63,0 |
|
1197 |
63,1 |
|
1198 |
63,2 |
|
1199 |
63,3 |
|
1200 |
63,5 |
|
1201 |
63,7 |
|
1202 |
63,9 |
|
1203 |
64,1 |
|
1204 |
64,3 |
|
1205 |
66,1 |
|
1206 |
67,9 |
|
1207 |
69,7 |
|
1208 |
71,4 |
|
1209 |
73,1 |
|
1210 |
74,7 |
|
1211 |
76,2 |
|
1212 |
77,5 |
|
1213 |
78,6 |
|
1214 |
79,7 |
|
1215 |
80,6 |
|
1216 |
81,5 |
|
1217 |
82,2 |
|
1218 |
83,0 |
|
1219 |
83,7 |
|
1220 |
84,4 |
|
1221 |
84,9 |
|
1222 |
85,1 |
|
1223 |
85,2 |
|
1224 |
84,9 |
|
1225 |
84,4 |
|
1226 |
83,6 |
|
1227 |
82,7 |
|
1228 |
81,5 |
|
1229 |
80,1 |
|
1230 |
78,7 |
|
1231 |
77,4 |
|
1232 |
76,2 |
|
1233 |
75,4 |
|
1234 |
74,8 |
|
1235 |
74,3 |
|
1236 |
73,8 |
|
1237 |
73,2 |
|
1238 |
72,4 |
|
1239 |
71,6 |
|
1240 |
70,8 |
|
1241 |
69,9 |
|
1242 |
67,9 |
|
1243 |
65,7 |
|
1244 |
63,5 |
|
1245 |
61,2 |
|
1246 |
59,0 |
|
1247 |
56,8 |
|
1248 |
54,7 |
|
1249 |
52,7 |
|
1250 |
50,9 |
|
1251 |
49,4 |
|
1252 |
48,1 |
|
1253 |
47,1 |
|
1254 |
46,5 |
|
1255 |
46,3 |
|
1256 |
45,1 |
|
1257 |
43,0 |
|
1258 |
40,6 |
|
1259 |
38,1 |
|
1260 |
35,4 |
|
1261 |
32,7 |
|
1262 |
30,0 |
|
1263 |
29,9 |
|
1264 |
30,0 |
|
1265 |
30,2 |
|
1266 |
30,4 |
|
1267 |
30,6 |
|
1268 |
31,6 |
|
1269 |
33,0 |
|
1270 |
33,9 |
|
1271 |
34,8 |
|
1272 |
35,7 |
|
1273 |
36,6 |
|
1274 |
37,5 |
|
1275 |
38,4 |
|
1276 |
39,3 |
|
1277 |
40,2 |
|
1278 |
40,8 |
|
1279 |
41,7 |
|
1280 |
42,4 |
|
1281 |
43,1 |
|
1282 |
43,6 |
|
1283 |
44,2 |
|
1284 |
44,8 |
|
1285 |
45,5 |
|
1286 |
46,3 |
|
1287 |
47,2 |
|
1288 |
48,1 |
|
1289 |
49,1 |
|
1290 |
50,0 |
|
1291 |
51,0 |
|
1292 |
51,9 |
|
1293 |
52,7 |
|
1294 |
53,7 |
|
1295 |
55,0 |
|
1296 |
56,8 |
|
1297 |
58,8 |
|
1298 |
60,9 |
|
1299 |
63,0 |
|
1300 |
65,0 |
|
1301 |
66,9 |
|
1302 |
68,6 |
|
1303 |
70,1 |
|
1304 |
71,0 |
|
1305 |
71,8 |
|
1306 |
72,8 |
|
1307 |
72,9 |
|
1308 |
73,0 |
|
1309 |
72,3 |
|
1310 |
71,9 |
|
1311 |
71,3 |
|
1312 |
70,9 |
|
1313 |
70,5 |
|
1314 |
70,0 |
|
1315 |
69,6 |
|
1316 |
69,2 |
|
1317 |
68,8 |
|
1318 |
68,4 |
|
1319 |
67,9 |
|
1320 |
67,5 |
|
1321 |
67,2 |
|
1322 |
66,8 |
|
1323 |
65,6 |
|
1324 |
63,3 |
|
1325 |
60,2 |
|
1326 |
56,2 |
|
1327 |
52,2 |
|
1328 |
48,4 |
|
1329 |
45,0 |
|
1330 |
41,6 |
|
1331 |
38,6 |
|
1332 |
36,4 |
|
1333 |
34,8 |
|
1334 |
34,2 |
|
1335 |
34,7 |
|
1336 |
36,3 |
|
1337 |
38,5 |
|
1338 |
41,0 |
|
1339 |
43,7 |
|
1340 |
46,5 |
|
1341 |
49,1 |
|
1342 |
51,6 |
|
1343 |
53,9 |
|
1344 |
56,0 |
|
1345 |
57,9 |
|
1346 |
59,7 |
|
1347 |
61,2 |
|
1348 |
62,5 |
|
1349 |
63,5 |
|
1350 |
64,3 |
|
1351 |
65,3 |
|
1352 |
66,3 |
|
1353 |
67,3 |
|
1354 |
68,3 |
|
1355 |
69,3 |
|
1356 |
70,3 |
|
1357 |
70,8 |
|
1358 |
70,8 |
|
1359 |
70,8 |
|
1360 |
70,9 |
|
1361 |
70,9 |
|
1362 |
70,9 |
|
1363 |
70,9 |
|
1364 |
71,0 |
|
1365 |
71,0 |
|
1366 |
71,1 |
|
1367 |
71,2 |
|
1368 |
71,3 |
|
1369 |
71,4 |
|
1370 |
71,5 |
|
1371 |
71,7 |
|
1372 |
71,8 |
|
1373 |
71,9 |
|
1374 |
71,9 |
|
1375 |
71,9 |
|
1376 |
71,9 |
|
1377 |
71,9 |
|
1378 |
71,9 |
|
1379 |
71,9 |
|
1380 |
72,0 |
|
1381 |
72,1 |
|
1382 |
72,4 |
|
1383 |
72,7 |
|
1384 |
73,1 |
|
1385 |
73,4 |
|
1386 |
73,8 |
|
1387 |
74,0 |
|
1388 |
74,1 |
|
1389 |
74,0 |
|
1390 |
73,0 |
|
1391 |
72,0 |
|
1392 |
71,0 |
|
1393 |
70,0 |
|
1394 |
69,0 |
|
1395 |
68,0 |
|
1396 |
67,7 |
|
1397 |
66,7 |
|
1398 |
66,6 |
|
1399 |
66,7 |
|
1400 |
66,8 |
|
1401 |
66,9 |
|
1402 |
66,9 |
|
1403 |
66,9 |
|
1404 |
66,9 |
|
1405 |
66,9 |
|
1406 |
66,9 |
|
1407 |
66,9 |
|
1408 |
67,0 |
|
1409 |
67,1 |
|
1410 |
67,3 |
|
1411 |
67,5 |
|
1412 |
67,8 |
|
1413 |
68,2 |
|
1414 |
68,6 |
|
1415 |
69,0 |
|
1416 |
69,3 |
|
1417 |
69,3 |
|
1418 |
69,2 |
|
1419 |
68,8 |
|
1420 |
68,2 |
|
1421 |
67,6 |
|
1422 |
67,4 |
|
1423 |
67,2 |
|
1424 |
66,9 |
|
1425 |
66,3 |
|
1426 |
65,4 |
|
1427 |
64,0 |
|
1428 |
62,4 |
|
1429 |
60,6 |
|
1430 |
58,6 |
|
1431 |
56,7 |
|
1432 |
54,8 |
|
1433 |
53,0 |
|
1434 |
51,3 |
|
1435 |
49,6 |
|
1436 |
47,8 |
|
1437 |
45,5 |
|
1438 |
42,8 |
|
1439 |
39,8 |
|
1440 |
36,5 |
|
1441 |
33,0 |
|
1442 |
29,5 |
|
1443 |
25,8 |
|
1444 |
22,1 |
|
1445 |
18,6 |
|
1446 |
15,3 |
|
1447 |
12,4 |
|
1448 |
9,6 |
|
1449 |
6,6 |
|
1450 |
3,8 |
|
1451 |
1,6 |
|
1452 |
0,0 |
|
1453 |
0,0 |
|
1454 |
0,0 |
|
1455 |
0,0 |
|
1456 |
0,0 |
|
1457 |
0,0 |
|
1458 |
0,0 |
|
1459 |
0,0 |
|
1460 |
0,0 |
|
1461 |
0,0 |
|
1462 |
0,0 |
|
1463 |
0,0 |
|
1464 |
0,0 |
|
1465 |
0,0 |
|
1466 |
0,0 |
|
1467 |
0,0 |
|
1468 |
0,0 |
|
1469 |
0,0 |
|
1470 |
0,0 |
|
1471 |
0,0 |
|
1472 |
0,0 |
|
1473 |
0,0 |
|
1474 |
0,0 |
|
1475 |
0,0 |
|
1476 |
0,0 |
|
1477 |
0,0 |
Table A1/6
WLTC, Class 2 cycle, phase Extra High2
|
Time in s |
Speed in km/h |
|
1478 |
0,0 |
|
1479 |
1,1 |
|
1480 |
2,3 |
|
1481 |
4,6 |
|
1482 |
6,5 |
|
1483 |
8,9 |
|
1484 |
10,9 |
|
1485 |
13,5 |
|
1486 |
15,2 |
|
1487 |
17,6 |
|
1488 |
19,3 |
|
1489 |
21,4 |
|
1490 |
23,0 |
|
1491 |
25,0 |
|
1492 |
26,5 |
|
1493 |
28,4 |
|
1494 |
29,8 |
|
1495 |
31,7 |
|
1496 |
33,7 |
|
1497 |
35,8 |
|
1498 |
38,1 |
|
1499 |
40,5 |
|
1500 |
42,2 |
|
1501 |
43,5 |
|
1502 |
44,5 |
|
1503 |
45,2 |
|
1504 |
45,8 |
|
1505 |
46,6 |
|
1506 |
47,4 |
|
1507 |
48,5 |
|
1508 |
49,7 |
|
1509 |
51,3 |
|
1510 |
52,9 |
|
1511 |
54,3 |
|
1512 |
55,6 |
|
1513 |
56,8 |
|
1514 |
57,9 |
|
1515 |
58,9 |
|
1516 |
59,7 |
|
1517 |
60,3 |
|
1518 |
60,7 |
|
1519 |
60,9 |
|
1520 |
61,0 |
|
1521 |
61,1 |
|
1522 |
61,4 |
|
1523 |
61,8 |
|
1524 |
62,5 |
|
1525 |
63,4 |
|
1526 |
64,5 |
|
1527 |
65,7 |
|
1528 |
66,9 |
|
1529 |
68,1 |
|
1530 |
69,1 |
|
1531 |
70,0 |
|
1532 |
70,9 |
|
1533 |
71,8 |
|
1534 |
72,6 |
|
1535 |
73,4 |
|
1536 |
74,0 |
|
1537 |
74,7 |
|
1538 |
75,2 |
|
1539 |
75,7 |
|
1540 |
76,4 |
|
1541 |
77,2 |
|
1542 |
78,2 |
|
1543 |
78,9 |
|
1544 |
79,9 |
|
1545 |
81,1 |
|
1546 |
82,4 |
|
1547 |
83,7 |
|
1548 |
85,4 |
|
1549 |
87,0 |
|
1550 |
88,3 |
|
1551 |
89,5 |
|
1552 |
90,5 |
|
1553 |
91,3 |
|
1554 |
92,2 |
|
1555 |
93,0 |
|
1556 |
93,8 |
|
1557 |
94,6 |
|
1558 |
95,3 |
|
1559 |
95,9 |
|
1560 |
96,6 |
|
1561 |
97,4 |
|
1562 |
98,1 |
|
1563 |
98,7 |
|
1564 |
99,5 |
|
1565 |
100,3 |
|
1566 |
101,1 |
|
1567 |
101,9 |
|
1568 |
102,8 |
|
1569 |
103,8 |
|
1570 |
105,0 |
|
1571 |
106,1 |
|
1572 |
107,4 |
|
1573 |
108,7 |
|
1574 |
109,9 |
|
1575 |
111,2 |
|
1576 |
112,3 |
|
1577 |
113,4 |
|
1578 |
114,4 |
|
1579 |
115,3 |
|
1580 |
116,1 |
|
1581 |
116,8 |
|
1582 |
117,4 |
|
1583 |
117,7 |
|
1584 |
118,2 |
|
1585 |
118,1 |
|
1586 |
117,7 |
|
1587 |
117,0 |
|
1588 |
116,1 |
|
1589 |
115,2 |
|
1590 |
114,4 |
|
1591 |
113,6 |
|
1592 |
113,0 |
|
1593 |
112,6 |
|
1594 |
112,2 |
|
1595 |
111,9 |
|
1596 |
111,6 |
|
1597 |
111,2 |
|
1598 |
110,7 |
|
1599 |
110,1 |
|
1600 |
109,3 |
|
1601 |
108,4 |
|
1602 |
107,4 |
|
1603 |
106,7 |
|
1604 |
106,3 |
|
1605 |
106,2 |
|
1606 |
106,4 |
|
1607 |
107,0 |
|
1608 |
107,5 |
|
1609 |
107,9 |
|
1610 |
108,4 |
|
1611 |
108,9 |
|
1612 |
109,5 |
|
1613 |
110,2 |
|
1614 |
110,9 |
|
1615 |
111,6 |
|
1616 |
112,2 |
|
1617 |
112,8 |
|
1618 |
113,3 |
|
1619 |
113,7 |
|
1620 |
114,1 |
|
1621 |
114,4 |
|
1622 |
114,6 |
|
1623 |
114,7 |
|
1624 |
114,7 |
|
1625 |
114,7 |
|
1626 |
114,6 |
|
1627 |
114,5 |
|
1628 |
114,5 |
|
1629 |
114,5 |
|
1630 |
114,7 |
|
1631 |
115,0 |
|
1632 |
115,6 |
|
1633 |
116,4 |
|
1634 |
117,3 |
|
1635 |
118,2 |
|
1636 |
118,8 |
|
1637 |
119,3 |
|
1638 |
119,6 |
|
1639 |
119,7 |
|
1640 |
119,5 |
|
1641 |
119,3 |
|
1642 |
119,2 |
|
1643 |
119,0 |
|
1644 |
118,8 |
|
1645 |
118,8 |
|
1646 |
118,8 |
|
1647 |
118,8 |
|
1648 |
118,8 |
|
1649 |
118,9 |
|
1650 |
119,0 |
|
1651 |
119,0 |
|
1652 |
119,1 |
|
1653 |
119,2 |
|
1654 |
119,4 |
|
1655 |
119,6 |
|
1656 |
119,9 |
|
1657 |
120,1 |
|
1658 |
120,3 |
|
1659 |
120,4 |
|
1660 |
120,5 |
|
1661 |
120,5 |
|
1662 |
120,5 |
|
1663 |
120,5 |
|
1664 |
120,4 |
|
1665 |
120,3 |
|
1666 |
120,1 |
|
1667 |
119,9 |
|
1668 |
119,6 |
|
1669 |
119,5 |
|
1670 |
119,4 |
|
1671 |
119,3 |
|
1672 |
119,3 |
|
1673 |
119,4 |
|
1674 |
119,5 |
|
1675 |
119,5 |
|
1676 |
119,6 |
|
1677 |
119,6 |
|
1678 |
119,6 |
|
1679 |
119,4 |
|
1680 |
119,3 |
|
1681 |
119,0 |
|
1682 |
118,8 |
|
1683 |
118,7 |
|
1684 |
118,8 |
|
1685 |
119,0 |
|
1686 |
119,2 |
|
1687 |
119,6 |
|
1688 |
120,0 |
|
1689 |
120,3 |
|
1690 |
120,5 |
|
1691 |
120,7 |
|
1692 |
120,9 |
|
1693 |
121,0 |
|
1694 |
121,1 |
|
1695 |
121,2 |
|
1696 |
121,3 |
|
1697 |
121,4 |
|
1698 |
121,5 |
|
1699 |
121,5 |
|
1700 |
121,5 |
|
1701 |
121,4 |
|
1702 |
121,3 |
|
1703 |
121,1 |
|
1704 |
120,9 |
|
1705 |
120,6 |
|
1706 |
120,4 |
|
1707 |
120,2 |
|
1708 |
120,1 |
|
1709 |
119,9 |
|
1710 |
119,8 |
|
1711 |
119,8 |
|
1712 |
119,9 |
|
1713 |
120,0 |
|
1714 |
120,2 |
|
1715 |
120,4 |
|
1716 |
120,8 |
|
1717 |
121,1 |
|
1718 |
121,6 |
|
1719 |
121,8 |
|
1720 |
122,1 |
|
1721 |
122,4 |
|
1722 |
122,7 |
|
1723 |
122,8 |
|
1724 |
123,1 |
|
1725 |
123,1 |
|
1726 |
122,8 |
|
1727 |
122,3 |
|
1728 |
121,3 |
|
1729 |
119,9 |
|
1730 |
118,1 |
|
1731 |
115,9 |
|
1732 |
113,5 |
|
1733 |
111,1 |
|
1734 |
108,6 |
|
1735 |
106,2 |
|
1736 |
104,0 |
|
1737 |
101,1 |
|
1738 |
98,3 |
|
1739 |
95,7 |
|
1740 |
93,5 |
|
1741 |
91,5 |
|
1742 |
90,7 |
|
1743 |
90,4 |
|
1744 |
90,2 |
|
1745 |
90,2 |
|
1746 |
90,1 |
|
1747 |
90,0 |
|
1748 |
89,8 |
|
1749 |
89,6 |
|
1750 |
89,4 |
|
1751 |
89,2 |
|
1752 |
88,9 |
|
1753 |
88,5 |
|
1754 |
88,1 |
|
1755 |
87,6 |
|
1756 |
87,1 |
|
1757 |
86,6 |
|
1758 |
86,1 |
|
1759 |
85,5 |
|
1760 |
85,0 |
|
1761 |
84,4 |
|
1762 |
83,8 |
|
1763 |
83,2 |
|
1764 |
82,6 |
|
1765 |
81,9 |
|
1766 |
81,1 |
|
1767 |
80,0 |
|
1768 |
78,7 |
|
1769 |
76,9 |
|
1770 |
74,6 |
|
1771 |
72,0 |
|
1772 |
69,0 |
|
1773 |
65,6 |
|
1774 |
62,1 |
|
1775 |
58,5 |
|
1776 |
54,7 |
|
1777 |
50,9 |
|
1778 |
47,3 |
|
1779 |
43,8 |
|
1780 |
40,4 |
|
1781 |
37,4 |
|
1782 |
34,3 |
|
1783 |
31,3 |
|
1784 |
28,3 |
|
1785 |
25,2 |
|
1786 |
22,0 |
|
1787 |
18,9 |
|
1788 |
16,1 |
|
1789 |
13,4 |
|
1790 |
11,1 |
|
1791 |
8,9 |
|
1792 |
6,9 |
|
1793 |
4,9 |
|
1794 |
2,8 |
|
1795 |
0,0 |
|
1796 |
0,0 |
|
1797 |
0,0 |
|
1798 |
0,0 |
|
1799 |
0,0 |
|
1800 |
0,0 |
6. ►M3 WLTC Class 3 cycle ◄
Figure A1/7
WLTC, Class 3 cycle, phase Low3
Figure A1/8
WLTC, Class 3a cycle, phase Medium3a
Figure A1/9
WLTC, Class 3b cycle, phase Medium3b
Figure A1/10
WLTC, Class 3a cycle, phase High3a
Figure A1/11
WLTC, Class 3b cycle, phase High3b
Figure A1/12
WLTC, Class 3 cycle, phase Extra High3
Table A1/7
WLTC, Class 3 cycle, phase Low3
|
Time in s |
Speed in km/h |
|
0 |
0,0 |
|
1 |
0,0 |
|
2 |
0,0 |
|
3 |
0,0 |
|
4 |
0,0 |
|
5 |
0,0 |
|
6 |
0,0 |
|
7 |
0,0 |
|
8 |
0,0 |
|
9 |
0,0 |
|
10 |
0,0 |
|
11 |
0,0 |
|
12 |
0,2 |
|
13 |
1,7 |
|
14 |
5,4 |
|
15 |
9,9 |
|
16 |
13,1 |
|
17 |
16,9 |
|
18 |
21,7 |
|
19 |
26,0 |
|
20 |
27,5 |
|
21 |
28,1 |
|
22 |
28,3 |
|
23 |
28,8 |
|
24 |
29,1 |
|
25 |
30,8 |
|
26 |
31,9 |
|
27 |
34,1 |
|
28 |
36,6 |
|
29 |
39,1 |
|
30 |
41,3 |
|
31 |
42,5 |
|
32 |
43,3 |
|
33 |
43,9 |
|
34 |
44,4 |
|
35 |
44,5 |
|
36 |
44,2 |
|
37 |
42,7 |
|
38 |
39,9 |
|
39 |
37,0 |
|
40 |
34,6 |
|
41 |
32,3 |
|
42 |
29,0 |
|
43 |
25,1 |
|
44 |
22,2 |
|
45 |
20,9 |
|
46 |
20,4 |
|
47 |
19,5 |
|
48 |
18,4 |
|
49 |
17,8 |
|
50 |
17,8 |
|
51 |
17,4 |
|
52 |
15,7 |
|
53 |
13,1 |
|
54 |
12,1 |
|
55 |
12,0 |
|
56 |
12,0 |
|
57 |
12,0 |
|
58 |
12,3 |
|
59 |
12,6 |
|
60 |
14,7 |
|
61 |
15,3 |
|
62 |
15,9 |
|
63 |
16,2 |
|
64 |
17,1 |
|
65 |
17,8 |
|
66 |
18,1 |
|
67 |
18,4 |
|
68 |
20,3 |
|
69 |
23,2 |
|
70 |
26,5 |
|
71 |
29,8 |
|
72 |
32,6 |
|
73 |
34,4 |
|
74 |
35,5 |
|
75 |
36,4 |
|
76 |
37,4 |
|
77 |
38,5 |
|
78 |
39,3 |
|
79 |
39,5 |
|
80 |
39,0 |
|
81 |
38,5 |
|
82 |
37,3 |
|
83 |
37,0 |
|
84 |
36,7 |
|
85 |
35,9 |
|
86 |
35,3 |
|
87 |
34,6 |
|
88 |
34,2 |
|
89 |
31,9 |
|
90 |
27,3 |
|
91 |
22,0 |
|
92 |
17,0 |
|
93 |
14,2 |
|
94 |
12,0 |
|
95 |
9,1 |
|
96 |
5,8 |
|
97 |
3,6 |
|
98 |
2,2 |
|
99 |
0,0 |
|
100 |
0,0 |
|
101 |
0,0 |
|
102 |
0,0 |
|
103 |
0,0 |
|
104 |
0,0 |
|
105 |
0,0 |
|
106 |
0,0 |
|
107 |
0,0 |
|
108 |
0,0 |
|
109 |
0,0 |
|
110 |
0,0 |
|
111 |
0,0 |
|
112 |
0,0 |
|
113 |
0,0 |
|
114 |
0,0 |
|
115 |
0,0 |
|
116 |
0,0 |
|
117 |
0,0 |
|
118 |
0,0 |
|
119 |
0,0 |
|
120 |
0,0 |
|
121 |
0,0 |
|
122 |
0,0 |
|
123 |
0,0 |
|
124 |
0,0 |
|
125 |
0,0 |
|
126 |
0,0 |
|
127 |
0,0 |
|
128 |
0,0 |
|
129 |
0,0 |
|
130 |
0,0 |
|
131 |
0,0 |
|
132 |
0,0 |
|
133 |
0,0 |
|
134 |
0,0 |
|
135 |
0,0 |
|
136 |
0,0 |
|
137 |
0,0 |
|
138 |
0,2 |
|
139 |
1,9 |
|
140 |
6,1 |
|
141 |
11,7 |
|
142 |
16,4 |
|
143 |
18,9 |
|
144 |
19,9 |
|
145 |
20,8 |
|
146 |
22,8 |
|
147 |
25,4 |
|
148 |
27,7 |
|
149 |
29,2 |
|
150 |
29,8 |
|
151 |
29,4 |
|
152 |
27,2 |
|
153 |
22,6 |
|
154 |
17,3 |
|
155 |
13,3 |
|
156 |
12,0 |
|
157 |
12,6 |
|
158 |
14,1 |
|
159 |
17,2 |
|
160 |
20,1 |
|
161 |
23,4 |
|
162 |
25,5 |
|
163 |
27,6 |
|
164 |
29,5 |
|
165 |
31,1 |
|
166 |
32,1 |
|
167 |
33,2 |
|
168 |
35,2 |
|
169 |
37,2 |
|
170 |
38,0 |
|
171 |
37,4 |
|
172 |
35,1 |
|
173 |
31,0 |
|
174 |
27,1 |
|
175 |
25,3 |
|
176 |
25,1 |
|
177 |
25,9 |
|
178 |
27,8 |
|
179 |
29,2 |
|
180 |
29,6 |
|
181 |
29,5 |
|
182 |
29,2 |
|
183 |
28,3 |
|
184 |
26,1 |
|
185 |
23,6 |
|
186 |
21,0 |
|
187 |
18,9 |
|
188 |
17,1 |
|
189 |
15,7 |
|
190 |
14,5 |
|
191 |
13,7 |
|
192 |
12,9 |
|
193 |
12,5 |
|
194 |
12,2 |
|
195 |
12,0 |
|
196 |
12,0 |
|
197 |
12,0 |
|
198 |
12,0 |
|
199 |
12,5 |
|
200 |
13,0 |
|
201 |
14,0 |
|
202 |
15,0 |
|
203 |
16,5 |
|
204 |
19,0 |
|
205 |
21,2 |
|
206 |
23,8 |
|
207 |
26,9 |
|
208 |
29,6 |
|
209 |
32,0 |
|
210 |
35,2 |
|
211 |
37,5 |
|
212 |
39,2 |
|
213 |
40,5 |
|
214 |
41,6 |
|
215 |
43,1 |
|
216 |
45,0 |
|
217 |
47,1 |
|
218 |
49,0 |
|
219 |
50,6 |
|
220 |
51,8 |
|
221 |
52,7 |
|
222 |
53,1 |
|
223 |
53,5 |
|
224 |
53,8 |
|
225 |
54,2 |
|
226 |
54,8 |
|
227 |
55,3 |
|
228 |
55,8 |
|
229 |
56,2 |
|
230 |
56,5 |
|
231 |
56,5 |
|
232 |
56,2 |
|
233 |
54,9 |
|
234 |
52,9 |
|
235 |
51,0 |
|
236 |
49,8 |
|
237 |
49,2 |
|
238 |
48,4 |
|
239 |
46,9 |
|
240 |
44,3 |
|
241 |
41,5 |
|
242 |
39,5 |
|
243 |
37,0 |
|
244 |
34,6 |
|
245 |
32,3 |
|
246 |
29,0 |
|
247 |
25,1 |
|
248 |
22,2 |
|
249 |
20,9 |
|
250 |
20,4 |
|
251 |
19,5 |
|
252 |
18,4 |
|
253 |
17,8 |
|
254 |
17,8 |
|
255 |
17,4 |
|
256 |
15,7 |
|
257 |
14,5 |
|
258 |
15,4 |
|
259 |
17,9 |
|
260 |
20,6 |
|
261 |
23,2 |
|
262 |
25,7 |
|
263 |
28,7 |
|
264 |
32,5 |
|
265 |
36,1 |
|
266 |
39,0 |
|
267 |
40,8 |
|
268 |
42,9 |
|
269 |
44,4 |
|
270 |
45,9 |
|
271 |
46,0 |
|
272 |
45,6 |
|
273 |
45,3 |
|
274 |
43,7 |
|
275 |
40,8 |
|
276 |
38,0 |
|
277 |
34,4 |
|
278 |
30,9 |
|
279 |
25,5 |
|
280 |
21,4 |
|
281 |
20,2 |
|
282 |
22,9 |
|
283 |
26,6 |
|
284 |
30,2 |
|
285 |
34,1 |
|
286 |
37,4 |
|
287 |
40,7 |
|
288 |
44,0 |
|
289 |
47,3 |
|
290 |
49,2 |
|
291 |
49,8 |
|
292 |
49,2 |
|
293 |
48,1 |
|
294 |
47,3 |
|
295 |
46,8 |
|
296 |
46,7 |
|
297 |
46,8 |
|
298 |
47,1 |
|
299 |
47,3 |
|
300 |
47,3 |
|
301 |
47,1 |
|
302 |
46,6 |
|
303 |
45,8 |
|
304 |
44,8 |
|
305 |
43,3 |
|
306 |
41,8 |
|
307 |
40,8 |
|
308 |
40,3 |
|
309 |
40,1 |
|
310 |
39,7 |
|
311 |
39,2 |
|
312 |
38,5 |
|
313 |
37,4 |
|
314 |
36,0 |
|
315 |
34,4 |
|
316 |
33,0 |
|
317 |
31,7 |
|
318 |
30,0 |
|
319 |
28,0 |
|
320 |
26,1 |
|
321 |
25,6 |
|
322 |
24,9 |
|
323 |
24,9 |
|
324 |
24,3 |
|
325 |
23,9 |
|
326 |
23,9 |
|
327 |
23,6 |
|
328 |
23,3 |
|
329 |
20,5 |
|
330 |
17,5 |
|
331 |
16,9 |
|
332 |
16,7 |
|
333 |
15,9 |
|
334 |
15,6 |
|
335 |
15,0 |
|
336 |
14,5 |
|
337 |
14,3 |
|
338 |
14,5 |
|
339 |
15,4 |
|
340 |
17,8 |
|
341 |
21,1 |
|
342 |
24,1 |
|
343 |
25,0 |
|
344 |
25,3 |
|
345 |
25,5 |
|
346 |
26,4 |
|
347 |
26,6 |
|
348 |
27,1 |
|
349 |
27,7 |
|
350 |
28,1 |
|
351 |
28,2 |
|
352 |
28,1 |
|
353 |
28,0 |
|
354 |
27,9 |
|
355 |
27,9 |
|
356 |
28,1 |
|
357 |
28,2 |
|
358 |
28,0 |
|
359 |
26,9 |
|
360 |
25,0 |
|
361 |
23,2 |
|
362 |
21,9 |
|
363 |
21,1 |
|
364 |
20,7 |
|
365 |
20,7 |
|
366 |
20,8 |
|
367 |
21,2 |
|
368 |
22,1 |
|
369 |
23,5 |
|
370 |
24,3 |
|
371 |
24,5 |
|
372 |
23,8 |
|
373 |
21,3 |
|
374 |
17,7 |
|
375 |
14,4 |
|
376 |
11,9 |
|
377 |
10,2 |
|
378 |
8,9 |
|
379 |
8,0 |
|
380 |
7,2 |
|
381 |
6,1 |
|
382 |
4,9 |
|
383 |
3,7 |
|
384 |
2,3 |
|
385 |
0,9 |
|
386 |
0,0 |
|
387 |
0,0 |
|
388 |
0,0 |
|
389 |
0,0 |
|
390 |
0,0 |
|
391 |
0,0 |
|
392 |
0,5 |
|
393 |
2,1 |
|
394 |
4,8 |
|
395 |
8,3 |
|
396 |
12,3 |
|
397 |
16,6 |
|
398 |
20,9 |
|
399 |
24,2 |
|
400 |
25,6 |
|
401 |
25,6 |
|
402 |
24,9 |
|
403 |
23,3 |
|
404 |
21,6 |
|
405 |
20,2 |
|
406 |
18,7 |
|
407 |
17,0 |
|
408 |
15,3 |
|
409 |
14,2 |
|
410 |
13,9 |
|
411 |
14,0 |
|
412 |
14,2 |
|
413 |
14,5 |
|
414 |
14,9 |
|
415 |
15,9 |
|
416 |
17,4 |
|
417 |
18,7 |
|
418 |
19,1 |
|
419 |
18,8 |
|
420 |
17,6 |
|
421 |
16,6 |
|
422 |
16,2 |
|
423 |
16,4 |
|
424 |
17,2 |
|
425 |
19,1 |
|
426 |
22,6 |
|
427 |
27,4 |
|
428 |
31,6 |
|
429 |
33,4 |
|
430 |
33,5 |
|
431 |
32,8 |
|
432 |
31,9 |
|
433 |
31,3 |
|
434 |
31,1 |
|
435 |
30,6 |
|
436 |
29,2 |
|
437 |
26,7 |
|
438 |
23,0 |
|
439 |
18,2 |
|
440 |
12,9 |
|
441 |
7,7 |
|
442 |
3,8 |
|
443 |
1,3 |
|
444 |
0,2 |
|
445 |
0,0 |
|
446 |
0,0 |
|
447 |
0,0 |
|
448 |
0,0 |
|
449 |
0,0 |
|
450 |
0,0 |
|
451 |
0,0 |
|
452 |
0,0 |
|
453 |
0,0 |
|
454 |
0,0 |
|
455 |
0,0 |
|
456 |
0,0 |
|
457 |
0,0 |
|
458 |
0,0 |
|
459 |
0,0 |
|
460 |
0,0 |
|
461 |
0,0 |
|
462 |
0,0 |
|
463 |
0,0 |
|
464 |
0,0 |
|
465 |
0,0 |
|
466 |
0,0 |
|
467 |
0,0 |
|
468 |
0,0 |
|
469 |
0,0 |
|
470 |
0,0 |
|
471 |
0,0 |
|
472 |
0,0 |
|
473 |
0,0 |
|
474 |
0,0 |
|
475 |
0,0 |
|
476 |
0,0 |
|
477 |
0,0 |
|
478 |
0,0 |
|
479 |
0,0 |
|
480 |
0,0 |
|
481 |
0,0 |
|
482 |
0,0 |
|
483 |
0,0 |
|
484 |
0,0 |
|
485 |
0,0 |
|
486 |
0,0 |
|
487 |
0,0 |
|
488 |
0,0 |
|
489 |
0,0 |
|
490 |
0,0 |
|
491 |
0,0 |
|
492 |
0,0 |
|
493 |
0,0 |
|
494 |
0,0 |
|
495 |
0,0 |
|
496 |
0,0 |
|
497 |
0,0 |
|
498 |
0,0 |
|
499 |
0,0 |
|
500 |
0,0 |
|
501 |
0,0 |
|
502 |
0,0 |
|
503 |
0,0 |
|
504 |
0,0 |
|
505 |
0,0 |
|
506 |
0,0 |
|
507 |
0,0 |
|
508 |
0,0 |
|
509 |
0,0 |
|
510 |
0,0 |
|
511 |
0,0 |
|
512 |
0,5 |
|
513 |
2,5 |
|
514 |
6,6 |
|
515 |
11,8 |
|
516 |
16,8 |
|
517 |
20,5 |
|
518 |
21,9 |
|
519 |
21,9 |
|
520 |
21,3 |
|
521 |
20,3 |
|
522 |
19,2 |
|
523 |
17,8 |
|
524 |
15,5 |
|
525 |
11,9 |
|
526 |
7,6 |
|
527 |
4,0 |
|
528 |
2,0 |
|
529 |
1,0 |
|
530 |
0,0 |
|
531 |
0,0 |
|
532 |
0,0 |
|
533 |
0,2 |
|
534 |
1,2 |
|
535 |
3,2 |
|
536 |
5,2 |
|
537 |
8,2 |
|
538 |
13 |
|
539 |
18,8 |
|
540 |
23,1 |
|
541 |
24,5 |
|
542 |
24,5 |
|
543 |
24,3 |
|
544 |
23,6 |
|
545 |
22,3 |
|
546 |
20,1 |
|
547 |
18,5 |
|
548 |
17,2 |
|
549 |
16,3 |
|
550 |
15,4 |
|
551 |
14,7 |
|
552 |
14,3 |
|
553 |
13,7 |
|
554 |
13,3 |
|
555 |
13,1 |
|
556 |
13,1 |
|
557 |
13,3 |
|
558 |
13,8 |
|
559 |
14,5 |
|
560 |
16,5 |
|
561 |
17,0 |
|
562 |
17,0 |
|
563 |
17,0 |
|
564 |
15,4 |
|
565 |
10,1 |
|
566 |
4,8 |
|
567 |
0,0 |
|
568 |
0,0 |
|
569 |
0,0 |
|
570 |
0,0 |
|
571 |
0,0 |
|
572 |
0,0 |
|
573 |
0,0 |
|
574 |
0,0 |
|
575 |
0,0 |
|
576 |
0,0 |
|
577 |
0,0 |
|
578 |
0,0 |
|
579 |
0,0 |
|
580 |
0,0 |
|
581 |
0,0 |
|
582 |
0,0 |
|
583 |
0,0 |
|
584 |
0,0 |
|
585 |
0,0 |
|
586 |
0,0 |
|
587 |
0,0 |
|
588 |
0,0 |
|
589 |
0,0 |
Table A1/8
WLTC, Class 3a cycle, phase Medium3a
|
Time in s |
Speed in km/h |
|
590 |
0,0 |
|
591 |
0,0 |
|
592 |
0,0 |
|
593 |
0,0 |
|
594 |
0,0 |
|
595 |
0,0 |
|
596 |
0,0 |
|
597 |
0,0 |
|
598 |
0,0 |
|
599 |
0,0 |
|
600 |
0,0 |
|
601 |
1,0 |
|
602 |
2,1 |
|
603 |
5,2 |
|
604 |
9,2 |
|
605 |
13,5 |
|
606 |
18,1 |
|
607 |
22,3 |
|
608 |
26,0 |
|
609 |
29,3 |
|
610 |
32,8 |
|
611 |
36,0 |
|
612 |
39,2 |
|
613 |
42,5 |
|
614 |
45,7 |
|
615 |
48,2 |
|
616 |
48,4 |
|
617 |
48,2 |
|
618 |
47,8 |
|
619 |
47,0 |
|
620 |
45,9 |
|
621 |
44,9 |
|
622 |
44,4 |
|
623 |
44,3 |
|
624 |
44,5 |
|
625 |
45,1 |
|
626 |
45,7 |
|
627 |
46,0 |
|
628 |
46,0 |
|
629 |
46,0 |
|
630 |
46,1 |
|
631 |
46,7 |
|
632 |
47,7 |
|
633 |
48,9 |
|
634 |
50,3 |
|
635 |
51,6 |
|
636 |
52,6 |
|
637 |
53,0 |
|
638 |
53,0 |
|
639 |
52,9 |
|
640 |
52,7 |
|
641 |
52,6 |
|
642 |
53,1 |
|
643 |
54,3 |
|
644 |
55,2 |
|
645 |
55,5 |
|
646 |
55,9 |
|
647 |
56,3 |
|
648 |
56,7 |
|
649 |
56,9 |
|
650 |
56,8 |
|
651 |
56,0 |
|
652 |
54,2 |
|
653 |
52,1 |
|
654 |
50,1 |
|
655 |
47,2 |
|
656 |
43,2 |
|
657 |
39,2 |
|
658 |
36,5 |
|
659 |
34,3 |
|
660 |
31,0 |
|
661 |
26,0 |
|
662 |
20,7 |
|
663 |
15,4 |
|
664 |
13,1 |
|
665 |
12,0 |
|
666 |
12,5 |
|
667 |
14,0 |
|
668 |
19,0 |
|
669 |
23,2 |
|
670 |
28,0 |
|
671 |
32,0 |
|
672 |
34,0 |
|
673 |
36,0 |
|
674 |
38,0 |
|
675 |
40,0 |
|
676 |
40,3 |
|
677 |
40,5 |
|
678 |
39,0 |
|
679 |
35,7 |
|
680 |
31,8 |
|
681 |
27,1 |
|
682 |
22,8 |
|
683 |
21,1 |
|
684 |
18,9 |
|
685 |
18,9 |
|
686 |
21,3 |
|
687 |
23,9 |
|
688 |
25,9 |
|
689 |
28,4 |
|
690 |
30,3 |
|
691 |
30,9 |
|
692 |
31,1 |
|
693 |
31,8 |
|
694 |
32,7 |
|
695 |
33,2 |
|
696 |
32,4 |
|
697 |
28,3 |
|
698 |
25,8 |
|
699 |
23,1 |
|
700 |
21,8 |
|
701 |
21,2 |
|
702 |
21,0 |
|
703 |
21,0 |
|
704 |
20,9 |
|
705 |
19,9 |
|
706 |
17,9 |
|
707 |
15,1 |
|
708 |
12,8 |
|
709 |
12,0 |
|
710 |
13,2 |
|
711 |
17,1 |
|
712 |
21,1 |
|
713 |
21,8 |
|
714 |
21,2 |
|
715 |
18,5 |
|
716 |
13,9 |
|
717 |
12,0 |
|
718 |
12,0 |
|
719 |
13,0 |
|
720 |
16,3 |
|
721 |
20,5 |
|
722 |
23,9 |
|
723 |
26,0 |
|
724 |
28,0 |
|
725 |
31,5 |
|
726 |
33,4 |
|
727 |
36,0 |
|
728 |
37,8 |
|
729 |
40,2 |
|
730 |
41,6 |
|
731 |
41,9 |
|
732 |
42,0 |
|
733 |
42,2 |
|
734 |
42,4 |
|
735 |
42,7 |
|
736 |
43,1 |
|
737 |
43,7 |
|
738 |
44,0 |
|
739 |
44,1 |
|
740 |
45,3 |
|
741 |
46,4 |
|
742 |
47,2 |
|
743 |
47,3 |
|
744 |
47,4 |
|
745 |
47,4 |
|
746 |
47,5 |
|
747 |
47,9 |
|
748 |
48,6 |
|
749 |
49,4 |
|
750 |
49,8 |
|
751 |
49,8 |
|
752 |
49,7 |
|
753 |
49,3 |
|
754 |
48,5 |
|
755 |
47,6 |
|
756 |
46,3 |
|
757 |
43,7 |
|
758 |
39,3 |
|
759 |
34,1 |
|
760 |
29,0 |
|
761 |
23,7 |
|
762 |
18,4 |
|
763 |
14,3 |
|
764 |
12,0 |
|
765 |
12,8 |
|
766 |
16,0 |
|
767 |
20,4 |
|
768 |
24,0 |
|
769 |
29,0 |
|
770 |
32,2 |
|
771 |
36,8 |
|
772 |
39,4 |
|
773 |
43,2 |
|
774 |
45,8 |
|
775 |
49,2 |
|
776 |
51,4 |
|
777 |
54,2 |
|
778 |
56,0 |
|
779 |
58,3 |
|
780 |
59,8 |
|
781 |
61,7 |
|
782 |
62,7 |
|
783 |
63,3 |
|
784 |
63,6 |
|
785 |
64,0 |
|
786 |
64,7 |
|
787 |
65,2 |
|
788 |
65,3 |
|
789 |
65,3 |
|
790 |
65,4 |
|
791 |
65,7 |
|
792 |
66,0 |
|
793 |
65,6 |
|
794 |
63,5 |
|
795 |
59,7 |
|
796 |
54,6 |
|
797 |
49,3 |
|
798 |
44,9 |
|
799 |
42,3 |
|
800 |
41,4 |
|
801 |
41,3 |
|
802 |
43,0 |
|
803 |
45,0 |
|
804 |
46,5 |
|
805 |
48,3 |
|
806 |
49,5 |
|
807 |
51,2 |
|
808 |
52,2 |
|
809 |
51,6 |
|
810 |
49,7 |
|
811 |
47,4 |
|
812 |
43,7 |
|
813 |
39,7 |
|
814 |
35,5 |
|
815 |
31,1 |
|
816 |
26,3 |
|
817 |
21,9 |
|
818 |
18,0 |
|
819 |
17,0 |
|
820 |
18,0 |
|
821 |
21,4 |
|
822 |
24,8 |
|
823 |
27,9 |
|
824 |
30,8 |
|
825 |
33,0 |
|
826 |
35,1 |
|
827 |
37,1 |
|
828 |
38,9 |
|
829 |
41,4 |
|
830 |
44,0 |
|
831 |
46,3 |
|
832 |
47,7 |
|
833 |
48,2 |
|
834 |
48,7 |
|
835 |
49,3 |
|
836 |
49,8 |
|
837 |
50,2 |
|
838 |
50,9 |
|
839 |
51,8 |
|
840 |
52,5 |
|
841 |
53,3 |
|
842 |
54,5 |
|
843 |
55,7 |
|
844 |
56,5 |
|
845 |
56,8 |
|
846 |
57,0 |
|
847 |
57,2 |
|
848 |
57,7 |
|
849 |
58,7 |
|
850 |
60,1 |
|
851 |
61,1 |
|
852 |
61,7 |
|
853 |
62,3 |
|
854 |
62,9 |
|
855 |
63,3 |
|
856 |
63,4 |
|
857 |
63,5 |
|
858 |
63,9 |
|
859 |
64,4 |
|
860 |
65,0 |
|
861 |
65,6 |
|
862 |
66,6 |
|
863 |
67,4 |
|
864 |
68,2 |
|
865 |
69,1 |
|
866 |
70,0 |
|
867 |
70,8 |
|
868 |
71,5 |
|
869 |
72,4 |
|
870 |
73,0 |
|
871 |
73,7 |
|
872 |
74,4 |
|
873 |
74,9 |
|
874 |
75,3 |
|
875 |
75,6 |
|
876 |
75,8 |
|
877 |
76,6 |
|
878 |
76,5 |
|
879 |
76,2 |
|
880 |
75,8 |
|
881 |
75,4 |
|
882 |
74,8 |
|
883 |
73,9 |
|
884 |
72,7 |
|
885 |
71,3 |
|
886 |
70,4 |
|
887 |
70,0 |
|
888 |
70,0 |
|
889 |
69,0 |
|
890 |
68,0 |
|
891 |
67,3 |
|
892 |
66,2 |
|
893 |
64,8 |
|
894 |
63,6 |
|
895 |
62,6 |
|
896 |
62,1 |
|
897 |
61,9 |
|
898 |
61,9 |
|
899 |
61,8 |
|
900 |
61,5 |
|
901 |
60,9 |
|
902 |
59,7 |
|
903 |
54,6 |
|
904 |
49,3 |
|
905 |
44,9 |
|
906 |
42,3 |
|
907 |
41,4 |
|
908 |
41,3 |
|
909 |
42,1 |
|
910 |
44,7 |
|
911 |
46,0 |
|
912 |
48,8 |
|
913 |
50,1 |
|
914 |
51,3 |
|
915 |
54,1 |
|
916 |
55,2 |
|
917 |
56,2 |
|
918 |
56,1 |
|
919 |
56,1 |
|
920 |
56,5 |
|
921 |
57,5 |
|
922 |
59,2 |
|
923 |
60,7 |
|
924 |
61,8 |
|
925 |
62,3 |
|
926 |
62,7 |
|
927 |
62,0 |
|
928 |
61,3 |
|
929 |
60,9 |
|
930 |
60,5 |
|
931 |
60,2 |
|
932 |
59,8 |
|
933 |
59,4 |
|
934 |
58,6 |
|
935 |
57,5 |
|
936 |
56,6 |
|
937 |
56,0 |
|
938 |
55,5 |
|
939 |
55,0 |
|
940 |
54,4 |
|
941 |
54,1 |
|
942 |
54,0 |
|
943 |
53,9 |
|
944 |
53,9 |
|
945 |
54,0 |
|
946 |
54,2 |
|
947 |
55,0 |
|
948 |
55,8 |
|
949 |
56,2 |
|
950 |
56,1 |
|
951 |
55,1 |
|
952 |
52,7 |
|
953 |
48,4 |
|
954 |
43,1 |
|
955 |
37,8 |
|
956 |
32,5 |
|
957 |
27,2 |
|
958 |
25,1 |
|
959 |
27,0 |
|
960 |
29,8 |
|
961 |
33,8 |
|
962 |
37,0 |
|
963 |
40,7 |
|
964 |
43,0 |
|
965 |
45,6 |
|
966 |
46,9 |
|
967 |
47,0 |
|
968 |
46,9 |
|
969 |
46,5 |
|
970 |
45,8 |
|
971 |
44,3 |
|
972 |
41,3 |
|
973 |
36,5 |
|
974 |
31,7 |
|
975 |
27,0 |
|
976 |
24,7 |
|
977 |
19,3 |
|
978 |
16,0 |
|
979 |
13,2 |
|
980 |
10,7 |
|
981 |
8,8 |
|
982 |
7,2 |
|
983 |
5,5 |
|
984 |
3,2 |
|
985 |
1,1 |
|
986 |
0,0 |
|
987 |
0,0 |
|
988 |
0,0 |
|
989 |