ISSN 1977-0677 |
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Official Journal of the European Union |
L 301 |
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English edition |
Legislation |
Volume 61 |
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(1) Text with EEA relevance. |
EN |
Acts whose titles are printed in light type are those relating to day-to-day management of agricultural matters, and are generally valid for a limited period. The titles of all other Acts are printed in bold type and preceded by an asterisk. |
II Non-legislative acts
REGULATIONS
27.11.2018 |
EN |
Official Journal of the European Union |
L 301/1 |
COMMISSION REGULATION (EU) 2018/1832
of 5 November 2018
amending Directive 2007/46/EC of the European Parliament and of the Council, Commission Regulation (EC) No 692/2008 and Commission Regulation (EU) 2017/1151 for the purpose of improving the emission type approval tests and procedures for light passenger and commercial vehicles, including those for in-service conformity and real-driving emissions and introducing devices for monitoring the consumption of fuel and electric energy
(Text with EEA relevance)
THE EUROPEAN COMMISSION,
Having regard to the Treaty on the Functioning of the European Union,
Having regard to Regulation (EC) No 715/2007 of the European Parliament and of the Council of 20 June 2007 on type approval of motor vehicles with respect to emissions from light passenger and commercial vehicles (Euro 5 and Euro 6) and on access to vehicle repair and maintenance information (1), and in particular Articles 5(3) and 14(3) thereof,
Having regard to Directive 2007/46/EC of the European Parliament and of the Council of 5 September 2007 establishing a framework for the approval of motor vehicles and their trailers, and of systems, components and separate technical units intended for such vehicles (Framework Directive) (2), and in particular Article 39(2) thereof,
Whereas:
(1) |
Regulation (EC) No 715/2007 is a separate act under the type-approval procedure laid down by Directive 2007/46/EC. It requires new light passenger and commercial vehicles to comply with certain emission limits and lays down additional requirements on access to vehicle repair and maintenance information. The specific technical provisions necessary to implement that Regulation are contained in Commission Regulation (EU) 2017/1151 (3), which replaces and repeals Commission Regulation (EC) No 692/2008 (4). |
(2) |
Some of the effects of Commission Regulation (EC) No 692/2008 remain until it is repealed as from 1 January 2022. However, it is necessary to clarify that such effects include the possibility to request extensions of existing type-approvals granted under this Regulation. |
(3) |
By Regulation (EU) 2017/1151, a new regulatory test procedure implementing the Worldwide Harmonised Light Vehicles Test Procedure (WLTP) was introduced into Union legislation. The WLTP contains stricter and more detailed conditions for the execution of the emissions tests at type approval. |
(4) |
In addition, by Commission Regulations (EU) 2016/427 (5), (EU) 2016/646 (6) and (EU) 2017/1154 (7) a new methodology for testing vehicle emissions in real-driving conditions, the RDE test procedure, was introduced. |
(5) |
In order for the WLTP test to be possible, some margin of tolerance is necessary. However, the test tolerance should not be exploited to obtain results different from those associated with the execution of the test at set-point conditions. Therefore, in order to provide a level playing field among different vehicle manufacturers and to ensure that the measured CO2 and fuel consumption values are more in line with real life, a method to normalise the impact of specific test tolerances on CO2 and fuel consumption test results should be introduced. |
(6) |
The fuel and/or electric energy consumption values resulting from the regulatory laboratory test procedures should be complemented by information on the vehicles' average real-world consumption when used on the road. Such information, once anonymised, collected and aggregated, is essential for assessing that the regulatory test procedures adequately reflect the average real world CO2 emissions as well as the fuel and/or electric energy consumed. Moreover, the availability at the vehicle of instantaneous fuel consumption information should facilitate on-road testing. |
(7) |
To ensure a timely assessment of the representativeness of the new regulatory test procedures, in particular for vehicles with large market shares, the scope of the new requirements for on-board fuel consumption monitoring should be in a first instance limited to conventional and hybrid vehicles running on liquid fuels and to plug-in hybrid vehicles, as these are to-date the only powertrains covered by corresponding technical standards. |
(8) |
The quantity of fuel and/or electric energy used is already being determined and stored on board of most new vehicles; however, the devices presently used to monitor this information are not subject to standardised requirements. In order to ensure that the data provided by these devices are accessible and may serve as a harmonised basis for a comparison between different vehicle categories and manufacturers, basic type-approval requirements with regard to the devices should be laid down. |
(9) |
Regulation (EU) 2016/646 introduced the requirement for the manufacturers to declare the use of auxiliary emission strategies. In addition, Regulation (EU) 2017/1154 increased the supervision of emission strategies by the type approval authorities. However, the application of those requirements has highlighted the need to harmonise the application of the rules on auxiliary emission strategies by the different type approval authorities. Therefore it is appropriate to lay down a common format for the extended documentation package and a common methodology for the assessment of auxiliary emission strategies. |
(10) |
The decision to allow access, if requested, to the manufacturer's extended documentation package should be left to the national authorities and therefore the confidentiality clause linked to this document should be deleted from Regulation (EU) 2017/1151. This deletion should be without prejudice to the uniform application of the legislation throughout the Union, as well as the possibility for all parties to access all relevant information for conducting RDE testing. |
(11) |
After the introduction of the RDE tests at the stage of type approval, it is now necessary to update the rules on in-service conformity checks in order to ensure that the real driving emissions are also effectively limited during the normal life of the vehicles under normal conditions of use. |
(12) |
The application of the new RDE during in-service conformity checks will require more resources for the performance of the in-service conformity testing of a vehicle and the evaluation of its results. In order to balance the need to perform effective in-service conformity tests with the increased testing burden, the maximum number of vehicles in a statistical sample and the pass and fail criteria for the sample applicable to all in-service conformity testing should be adapted. |
(13) |
In-service conformity checks currently cover only pollutant emissions measured through the Type 1 test. However, in order to ensure that the requirements of Regulation (EC) No 715/2007 are met, they should be extended to tailpipe and evaporative emissions. Therefore, Type 4 and Type 6 tests should be introduced for the purposes of in-service conformity tests. Due to the cost and complexity of such tests, they should remain optional. |
(14) |
A review of the current in-service conformity tests, performed by the manufacturers, revealed that very few fails were reported to type approval authorities although recall campaigns and other voluntary actions related to emissions were implemented by the manufacturers. Therefore, it is necessary to introduce more transparency and control in the in-service conformity checks. |
(15) |
In order to control the in-service conformity process more effectively, type approval authorities should be responsible for performing tests and checks on a percentage of the approved vehicle types each year. |
(16) |
In order to facilitate the information flows generated by in-service conformity testing, as well as to assist type-approval authorities in the decision making process, an electronic platform should be developed by the Commission. |
(17) |
In order to improve the vehicle selection process for the testing by type-approval authorities, information is needed that could identify potential problems and vehicle types with high emissions. Remote sensing, simplified on-board emissions monitoring systems (SEMS) and testing with portable emission measurement systems (PEMS) should be recognised as valid tools for providing information to the type-approval authorities that can guide the selection of vehicles to test. |
(18) |
Ensuring the quality of the in-service conformity tests is essential. It is therefore necessary to lay down the rules on the accreditation of testing laboratories. |
(19) |
In order to allow testing, all relevant information needs to be publicly accessible. In addition, some of the information needed for the performance of in-service conformity checks should be easily available and should therefore be indicated in the certificate of conformity. |
(20) |
In order to increase the transparency of the in-service conformity process, type approval authorities should be required to publish an annual report with the results of their in-service conformity checks. |
(21) |
The methodologies prescribed in order to ensure that only trips made under normal conditions be considered valid RDE tests led to too many invalid tests and should therefore be reviewed and simplified. |
(22) |
A review of the methodologies for the evaluation of the pollutant emissions of a valid trip showed that the results of the two methods currently allowed are not consistent. A new simple and transparent methodology should therefore be laid down. The evaluation factors used in the new methodology should be kept under constant assessment by the Commission in order to reflect the actual state of the technology. |
(23) |
The use of plug-in hybrids, which are used partly in electric mode and partly with the internal combustion engine, should be duly taken into account for the purposes of RDE testing and therefore the calculated RDE emissions should reflect that advantage. |
(24) |
A new evaporative emissions test procedure has been developed at the level of the United Nations Economic Commission for Europe (UN/ECE) which takes into account the technological progress in the control of evaporative emissions from petrol (gasoline) vehicles, adapts that procedure to the WLTP test procedure and introduces new provisions for sealed tanks. It is therefore appropriate to update the current Union rules on evaporative emissions tests to reflect the changes at the level of the UN/ECE. |
(25) |
Also under the auspices of the UN/ECE, the WLTP test procedure has been further improved and complemented with a series of new elements, including alternative ways to measure the road load parameters of a vehicle, more clear provisions for bi-fuel vehicles, improvements of the CO2 interpolation method, updates related to dual-axis dynamometer requirements and tyre rolling resistances. Those new developments should now be incorporated into Union legislation. |
(26) |
The practical experience with the application of the WLTP since its mandatory introduction for new vehicle types in the Union on 1 September 2017 has shown that this procedure should be further adapted to the Union type-approval system, in particular as regards the information to be included in the relevant documentation. |
(27) |
The changes in the type-approval documentation resulting from the amendments in this Regulation need to be reflected also in the certificate of conformity and the whole vehicle type-approval documentation in Directive 2007/46/EC. |
(28) |
It is therefore appropriate to amend Regulation (EU) 2017/1151, Regulation (EC) No 692/2008 and Directive 2007/46/EC accordingly. |
(29) |
The measures provided for in this Regulation are in accordance with the opinion of the Technical Committee — Motor Vehicles, |
HAS ADOPTED THIS REGULATION:
Article 1
Amendments to Regulation (EU) 2017/1151
Regulation (EU) 2017/1151 is amended as follows:
(1) |
Article 2 is amended as follows:
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(2) |
Article 3 is amended as follows:
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(3) |
the following Article 4a is inserted: ‘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:
The device for monitoring the consumption of fuel and/or electric energy shall comply with the requirements laid down in Annex XXII.’; |
(4) |
Article 5 is amended as follows:
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(5) |
Article 9 is amended as follows:
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(6) |
Article 15 is amended as follows:
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(7) |
Article 18bis is deleted; |
(8) |
Annex I is amended as set out in Annex I to this Regulation; |
(9) |
Annex II is amended as set out in Annex II to this Regulation; |
(10) |
Annex IIIA is amended as set out in Annex III to this Regulation; |
(11) |
in Annex V, point 2.3 is replaced by the following:
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(12) |
Annex VI is replaced by the text in Annex IV to this Regulation; |
(13) |
Annex VII is amended as follows:
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(14) |
in Annex VIII, point 3.3 is replaced by the following:
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(15) |
Annex IX is amended as set out in Annex V to this Regulation; |
(16) |
Annex XI is replaced by the text in Annex VI to this Regulation; |
(17) |
Annex XII is amended as set out in Annex VII to this Regulation; |
(18) |
in Annex XIV, in Appendix 1, the words ‘Annex I, Section 2.3.1 and 2.3.5 of Implementing Regulation (EU) 2017/1151’ are replaced by the words ‘Annex I, Section 2.3.1 and 2.3.4 of Regulation (EU) 2017/1151’; |
(19) |
Annex XVI is replaced by the text in Annex VIII to this Regulation; |
(20) |
Annex XXI is amended as set out in Annex IX to this Regulation; |
(21) |
Annex XXII, as set out in Annex X to this Regulation, is added. |
Article 2
Amendment to Regulation (EC) No 692/2008
Regulation (EC) No 692/2008 is amended as follows:
(1) |
in the first subparagraph of Article 16a of Regulation (EC) No 692/2008, the following point (d) is added:
|
(2) |
in Annex 1, Appendix 3 the following point 3.2.12.2.5.7 is added:
|
(3) |
in Annex XII, point 4.4 is deleted. |
Article 3
Amendments to Directive 2007/46/EC
Annexes I, III, VIII, IX and XI to Directive 2007/46/EC are amended as set out in Annex XI to this Regulation.
Article 4
Entry into force
This Regulation shall enter into force on the twentieth day following that of its publication in the Official Journal of the European Union.
It shall apply from 1 January 2019.
This Regulation shall be binding in its entirety and directly applicable in all Member States.
Done at Brussels, 5 November 2018.
For the Commission
The President
Jean-Claude JUNCKER
(1) OJ L 171, 29.6.2007, p. 1.
(2) OJ L 263, 9.10.2007, p. 1.
(3) 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).
(4) Commission Regulation (EC) No 692/2008 of 18 July 2008 implementing and amending 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 (OJ L 199, 28.7.2008, p. 1).
(5) Commission Regulation (EU) 2016/427 of 10 March 2016 amending Regulation (EC) No 692/2008 as regards emissions from light passenger and commercial vehicles (Euro 6) (OJ L 82, 31.3.2016, p. 1).
(6) Commission Regulation (EU) 2016/646 of 20 April 2016 amending Regulation (EC) No 692/2008 as regards emissions from light passenger and commercial vehicles (Euro 6) (OJ L 109, 26.4.2016, p. 1).
(7) Commission Regulation (EU) 2017/1154 of 7 June 2017 amending Regulation (EU) 2017/1151 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 and Directive 2007/46/EC of the European Parliament and of the Council as regards real-driving as regards emissions from light passenger and commercial vehicles (Euro 6) (OJ L 175, 7.7.2017, p. 708).
(*1) Commission Regulation (EU) 2018/1832 of 5 November 2018 amending Directive 2007/46/EC of the European Parliament and of the Council, Commission Regulation (EC) No 692/2008 and Commission Regulation (EU) 2017/1151 for the purpose of improving the emission type approval tests and procedures for light passenger and commercial vehicles, including those for in-service conformity and real-driving emissions and introducing devices for monitoring the consumption of fuel and electric energy (OJ L 301, 27.11.2018, p. 1).’;
ANNEX I
Annex I to Regulation (EU) 2017/1151 is amended as follows:
(1) |
the following point 1.1.3. is inserted:
|
(2) |
points 2.3.1., 2.3.2. and 2.3.3. are replaced by the following: 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.’; |
(3) |
the following points 2.3.4., 2.3.5. and 2.3.6. are inserted: 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.’; |
(4) |
point 2.4.1. is replaced by the following:
|
(5) |
point 3.1.1. is replaced by the following:
|
(6) |
the following point 3.1.1.1. is inserted:
|
(7) |
in point 3.1.2. the first paragraph below the title is replaced by the following: ‘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.’; |
(8) |
Point 3.2.inclusive of all its sub-points is replaced by the following: ‘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:
3.2.2. 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:
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(9) |
point 4.1.2. is replaced by the following:
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(10) |
point 4.1.3. is replaced by the following:
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(11) |
the following points 4.1.3.1, 4.1.3.1.1. and 4.1.3.1.2. are inserted: ‘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:
|
(12) |
point 4.1.4. is replaced by the following:
|
(13) |
in point 4.1.5., the third paragraph is replaced by the following: ‘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.’; |
(14) |
in point 4.1.6., in the first paragraph, the second sentence is replaced by the following: ‘The approval authority shall conduct these physical emission tests and OBD tests on production vehicles as described in points 4.2 to 4.7.’; |
(15) |
points 4.2.1. and 4.2.2. are replaced by the following: 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.’; |
(16) |
point 4.2.2.1. is deleted; |
(17) |
in point 4.2.3., the second and third paragraphs are replaced by the following;
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(18) |
point 4.2.4. is replaced by the following;
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(19) |
in point 4.2.4.1. (c), the introductory part is replaced by the following;
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(20) |
point 4.4.3.3. is replaced by the following:
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(21) |
Appendix 1 is amended as follows:
|
(23) |
Appendix 2 is amended as follows:
|
(24) |
Appendix 3 is amended as follows:
|
(23) |
Appendix 3a is amended as follows:
|
(24) |
The following Appendix 3b is inserted: ‘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:
|
(25) |
Appendix 4 is amended as follows:
|
(26) |
Appendix 6 is amended as follows:
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(27) |
Appendices 8a to 8c are replaced by the following: ‘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
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
1. DESCRIPTION OF TESTED VEHICLE(S): HIGH, LOW AND M (IF APPLICABLE) 1.1. General
1.1.1. Powertrain Architecture
1.1.2. INTERNAL COMBUSTION ENGINE (if applicable) For more than one ICE, please repeat the point
1.1.3. TEST FUEL for Type 1 test (if applicable) For more than one test fuel, please repeat the point
1.1.4. FUEL FEED SYSTEM (if applicable) For more than one fuel feed system, please repeat the point
1.1.5. INTAKE SYSTEM (if applicable) For more than one intake system, please repeat the point
1.1.6. EXHAUST SYSTEM AND ANTI-EVAPORATIVE SYSTEM (if applicable) For more than one, please repeat the point
1.1.7. HEAT STORAGE DEVICE (if applicable) For more than one Heat Storage System, please repeat the point
1.1.8. TRANSMISSION (if applicable) For more than one Transmission, please repeat the point
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.).
1.1.9. ELECTRIC MACHINE (if applicable) For more than one Electric Machine, please repeat the point
1.1.10. TRACTION REESS (if applicable) For more than one Traction REESS, please repeat the point
1.1.11. FUEL CELL (if applicable) For more than one Fuel Cell, please repeat the point
1.1.12. POWER ELECTRONICS (if applicable) Can be more than one PE (propulsion converter, low voltage system or charger)
1.2. Vehicle high description 1.2.1. MASS
1.2.2. ROAD LOAD PARAMETERS
1.2.3. CYCLE SELECTION PARAMETERS
1.2.4. GEAR SHIFT POINT (IF APPLICABLE)
1.3. Vehicle low description (if applicable) 1.3.1. MASS
1.3.2. ROAD LOAD PARAMETERS
1.3.3. CYCLE SELECTION PARAMETERS
1.3.4. GEAR SHIFT POINT (IF APPLICABLE)
1.4. Vehicle M description (if applicable) 1.4.1. MASS
1.4.2. ROAD LOAD PARAMETERS
1.4.3. CYCLE SELECTION PARAMETERS
1.4.4. GEAR SHIFT POINT (IF APPLICABLE)
2. TEST RESULTS 2.1. Type 1 test
2.1.1. Vehicle high
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
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.
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
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
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
Information for Conformity of Production for OVC-HEV
2.1.1.2.2. CO2 mass emission of OVC-HEVs in case of a charge-depleting Type 1 test Test 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
2.1.1.2.4. UF-WEIGHTED CO2 mass emission of OVC-HEVs
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)
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)
2.1.1.3.2. Fuel consumption of OVC-HEVs in case of a charge-depleting Type 1 test Test 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
2.1.1.3.3. UF-Weighted Fuel consumption of OVC-HEVs
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)
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
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
2.1.1.4.1.2. Equivalent All electric Range
2.1.1.4.1.3. Actual Charge-Depleting Range
2.1.1.4.1.4. Charge-Depleting Cycle Range Test 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 2.1.1.4.2. Ranges for PEVs - Pure electric range (if applicable) Test 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
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)
2.1.1.5.1.2. UF-weighted charge-depleting electric consumption Test 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 (if applicable)
2.1.1.5.1.3. UF-weighted electric consumption Test 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 (if applicable)
2.1.1.5.1.4. Information for COP
2.1.1.5.2. Electric consumption of PEVs (if applicable) Test 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
Information for COP
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)
2.2. Type 2 (a) test Included the emissions data required for roadworthiness testing
2.3. Type 3 (a) test Emission of crankcase gases into the atmosphere: none 2.4. Type 4 (a) test
2.5. Type 5 test
2.6. RDE test
2.7. Type 6 (a) test
2.8. On board diagnostic system
2.9. Smoke opacity (b) test 2.9.1. STEADY SPEEDS TEST
2.9.2. FREE ACCELERATION TEST
2.10. Engine power
2.11. Temperature information related to vehicle high (VH)
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
4. OVC-HEV test results 4.1. Vehicle High 4.1.1. CO2 mass emissions for OVC-HEV
4.1.2. Electric energy consumption for OVC-HEV
4.1.3. Fuel consumption (l/100 km)
4.2. Vehicle Low (if applicable) 4.2.1. CO2 mass emissions for OVC-HEV
4.2.2. Electric energy consumption for OVC-HEV
4.2.3. Fuel consumption (l/100 km)
PART II The following information, if applicable, is the minimum data required for the ATCT test. Report number
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
1. DESCRIPTION OF TESTED VEHICLE 1.1. GENERAL
1.1.1. Powertrain Architecture
1.1.2. INTERNAL COMBUSTION ENGINE (if applicable) For more than one ICE, please repeat the point
1.1.3. TEST FUEL for type 1 test (if applicable) For more than one test fuel, please repeat the point
1.1.4. FUEL FEED SYSTEM (if applicable) For more than one fuel feed system, please repeat the point
1.1.5. INTAKE SYSTEM (if applicable) For more than one intake system, please repeat the point
1.1.6. EXHAUST SYSTEM AND ANTI-EVAPORATIVE SYSTEM (if applicable) For more than one, please repeat the point
1.1.7. HEAT STORAGE DEVICE (if applicable) For more than one Heat Storage System, please repeat the point
1.1.8. TRANSMISSION (if applicable) For more than one Transmission, please repeat the point
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.).
1.1.9. ELECTRIC MACHINE (if applicable) For more than one electric machine, please repeat the point
1.1.10. TRACTION REESS (if applicable) For more than one traction REESS, please repeat the point
1.1.11. POWER ELECTRONICS (if applicable) Can be more than one PE (propulsion converter, low voltage system or charger)
1.2. VEHICLE DESCRIPTION 1.2.1. MASS
1.2.2. ROAD LOAD PARAMETERS
1.2.3. CYCLE SELECTION PARAMETERS
1.2.4. GEAR SHIFT POINT (IF APPLICABLE)
2. TEST RESULTS
2.1 TEST AT 14 °C
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
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
2.2 TEST AT 23 °C Provide information or refer to type 1 test report
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
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
2.3 CONCLUSION
2.4. TEMPERATURE INFORMATION OF THE REFERENCE VEHICLE AFTER 23 °C TEST
Appendix 8b Road Load Test Report The following information, if applicable, is the minimum data required for the road load determination test. Report number
1. CONCERNED VEHICLE(S)
2. DESCRIPTION OF TESTED VEHICLES If no interpolation: the worst-case vehicle (regarding energy demand) shall be described 2.1. Wind tunnel method
2.1.1 General
Or (in case of roadload matrix family):
2.1.2 Masses
Or (in case of roadload matrix family):
2.1.3 Tyres
Or (in case of roadload matrix family):
2.1.4. Bodywork
Or (in case of roadload matrix family):
2.2 ON ROAD 2.2.1. General
Or (in case of roadload matrix family):
2.2.2 Masses
Or (in case of roadload matrix family):
2.2.3 Tyres
Or (in case of roadload matrix family):
2.2.4. Bodywork
Or (in case of roadload matrix family):
2.3. POWERTRAIN 2.3.1. Vehicle High
2.3.2. Vehicle Low Repeat §2.3.1. with VL data 2.4. TEST RESULTS 2.4.1. Vehicle High
ON ROAD
Or WIND TUNNEL METHOD
Or ROAD LOAD MATRIX ON ROAD
Or ROAD LOAD MATRIX WIND TUNNEL METHOD
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.
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(28) |
the following Appendix 8d is added: ‘Appendix 8d Evaporative emission test report The following information, if applicable, is the minimum data required for the evaporative emisssion test. REPORT number
Every Technical Service is free to include additional information 1. DESCRIPTION OF TESTED VEHICLE HIGH
1.1. Powertrain Architecture
1.2. Internal combustion engine For more than one ICE, please repeat the point
1.4. Fuel system
2. TEST RESULTS 2.1. Canister bench ageing
2.2. Determination of the permeability factor (PF)
In case of multilayer tanks or metal tanks
2.3. Evaporative test
2.3.1. Mass
2.3.2. Roadload parameters
2.3.3. Cycle and Gear shift point (if applicable)
2.3.4. Vehicle
2.3.5. Procedure of test and results
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(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.’
(*1) Representative vehicle is tested for the road load matrix family.
(6) Document ECE/TRANS/WP.19/1121 found in the following webpage: https://ec.europa.eu/docsroom/documents/31821
(7) Where applicable.
(8) Round to two decimal numbers.
(*2) for OVC-HEV, specify for charge sutaining and for charge depleting operating conditions.
(2) Indicate as applicable
(6) Calculated from aligned CO2 values
(8) in accordance with Annex XXII
(3) for each pollutant within all test results of VH, VL (if applicable) and VM (if applicable)
(x) Delete where not applicable (there are cases where nothing needs to be deleted when more than one entry is applicable)
(3) Indicate as applicable
(7) if “yes” then the six last lines are not applicable
(2) correction as referred to in Sub-Annex 6 Appendix 2 of Annex XXI of this Regulation for ICE vehicles, KCO2 for HEVs
(2) 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)
(3) if “yes” then the six last lines are not applicable
ANNEX II
Annex II to Regulation (EU) 2017/1151 is amended as follows:
(1) |
The following text is inserted after the title: ‘PART A’ |
(2) |
Point 1.1. is replaced by the following:
|
(3) |
Point 2.10. is replaced with the following:
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(4) |
The following is added: ‘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) GTAA GTAA, OEM GTAA + OEM GTAA + OEM GTAA Remedial Measures (if needed, Section 7) Reporting (Section 8) ISC Steps Main Responsibility Compliance Assessment (Section 6) ISC Testing (Section 5) Information Gathering & Risk Assessment (Section 4) 3. ISC family definition An ISC family shall be composed of the following vehicles:
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 (1) 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
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.
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 of 1 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)
Figure B.2.a Decision chart for the statistical procedure for vehicles type approved until 31 December 2019 (where ‘UND’ means undecided)
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
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:
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
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:
Appendix 4 Format of the annual ISC Report by the granting type approval authority TITLE
Appendix 5 Transparency Table 1 Transparency list 1
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
Table 4 Dataset 2 of the Transparency List 2
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(1) Directive 98/70/EC of the European Parliament and of the Council of 13 October 1998 relating to the quality of petrol and diesel fuels and amending Council Directive 93/12/EEC (OJ L 350, p. 58).
ANNEX III
Annex IIIA to Regulation (EU) 2017/1151 is amended as follows:
(1) |
point 1.2.16 is replaced by the following:
|
(2) |
in point 2.1., the equation is replaced by the following: ‘NTEpollutant = CFpollutant × EURO-6’; |
(3) |
in point 2.1.1, in the table, in the second column, the words ‘1 + margin with margin= 0,5’ are replaced by ‘1 + margin NOx with margin NOx = 0,43’’; |
(4) |
in point 2.1.2 the following sentence is added: ‘For type approvals under this exception there shall be no declared maximum RDE value.’; |
(5) |
point 2.1.3. is replaced by the following:
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(6) |
point 3.1.0. is replaced by the following:
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(7) |
points 3.1.0.1, 3.1.0.2 and 3.1.0.3 are deleted; |
(8) |
point 3.1.2 is replaced by the following:
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(9) |
point 3.1.3 is replaced by the following:
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(10) |
point 3.1.3.2.1. is replaced by the following:
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(11) |
point 4.2. is replaced by the following:
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(12) |
point 4.5. is replaced by the following:
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(13) |
points 4.6. and 4.7. are added: 4.6. For RDE tests performed during type approval the TAA may verify if the test setup and the equipment used fulfills the requirements of Appendices 1 and 2, through a direct inspection or an analysis of the supporting evidence (e.g. photographs, records). 4.7. Compliance of the software tool used to verify the trip validity and calculate emissions in accordance with the provisions laid down in Appendices 4, 5, 6, 7a, and 7b shall be validated by the tool provider or a type approval authority. Where such software tool is incorporated in the PEMS instrument, proof of the validation shall be provided along with the instrument.’; |
(14) |
points 5.4.1. and 5.4.2. are replaced by the following: 5.4.1. The excess or insufficiency of driving dynamics during the trip shall be checked using the methods described in Appendix 7a. 5.4.2. If the trip results are valid following the verifications in accordance with point 5.4.1, the methods for verifying the normality of the test conditions as laid down in Appendices 5, 7a and 7b shall be used.’; |
(15) |
point 5.5.1. is replaced by the following:
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(16) |
points 5.5.2.2, 5.5.2.3. and 5.5.2.4. are replaced by the following: 5.5.2.2. All results shall be corrected with the 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.’; |
(17) |
points 5.5.2.5 and 5.5.2.6 are deleted. |
(18) |
a new point 5.5.3 is inserted:
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(19) |
the following points 5.5.4., 5.5.5 and 5.5.6. are inserted: 5.5.4. Modifications that affect the vehicle aerodynamics are not permitted with the exception of the PEMS installation. 5.5.5. The test vehicles shall not be driven with the intention to generate a passed or failed test due to extreme driving patterns that do not represent normal conditions of use. In case of need, verification of normal driving may be based on expert judgement made by or on behalf of the granting type approval authority through cross-correlation on several signals, which may include exhaust flow rate, exhaust temperature, CO2, O2 etc. in combination with vehicle speed, acceleration and GPS data and potentially further vehicle data parameters like engine speed, gear, accelerator pedal position etc. 5.5.6. The vehicle shall be in good mechanical condition and shall have been run in and driven at least 3 000 km before the test. The mileage and the age of the vehicle used for RDE testing shall be recorded.’; |
(20) |
point 6.2. is replaced by the following:
|
(21) |
point 7.6. is replaced by the following:
|
(22) |
point 8.2. is replaced by the following:
|
(23) |
point 9.2. is replaced by the following:
|
(24) |
point 9.4 is replaced by the following:
|
(25) |
point 9.6. is replaced by the following:
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(26) |
Appendix 1 is amended as follows:
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(27) |
Appendix 2 is amended as follows:
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(28) |
Appendix 3 is amended as follows:
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(29) |
Appendix 4 is amended as follows:
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(30) |
Appendix 5 is replaced by the following: ‘Appendix 5 Verification of overall trip dynamics using the moving averaging window method 1. Introduction The Moving Averaging Window method is used to verify the overall trip dynamics. The test is divided in sub-sections (windows) and the subsequent analysis aims at determining whether the trip is valid for RDE purposes. The ‘normality’ of the windows is conducted by comparing their CO2 distance-specific emissions with a reference curve obtained from the vehicle CO2 emissions measured in accordance with the WLTP procedure. 2. Symbols, parameters and units Index (i) refers to the time step Index (j) refers to the window Index (k) refers to the category (t = total, u = urban, r = rural, m- = motorway) or to the CO2 characteristic curve (cc)
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 Figure 1 Vehicle speed versus time - Vehicle averaged emissions versus time, starting from the first averaging window First Window t[s] Duration of first window v[km/h] 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:
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 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
4.2.2. Point P 2
4.2.3. Point P 3
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 Window Figure 4 Vehicle CO2 characteristic curve and tolerances for OVC-HEV vehicles Window 4.4. Urban, rural and motorway windows 4.4.1. Urban windows Urban windows are characterized by average vehicle speeds 4.4.2. Rural windows Rural windows are characterized by average vehicle speeds 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 4.4.3. Motorway windows Motorway windows are characterized by average vehicle speeds For N2 category vehicles that are equipped in accordance with Directive 92/6/EEC with a device limiting vehicle speed to 90 km/h, motorway windows are characterized by average vehicle speeds 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) MOTORWAY RURAL URBAN Window 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) MOTORWAY RURAL URBAN Window 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 %. |
(31) |
Appendix 6 is replaced by the following: ‘Appendix 6 CALCULATION OF THE FINAL RDE EMISSIONS RESULTS 1. Symbols, Parameters and Units Index (k) refers to the category (t = total, u = urban, 1-2 = first two phases of the WLTP cycle)
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:
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:
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. |
(32) |
Appendix 7 is amended as follows:
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(33) |
Appendix 7a is amended as follows:
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(34) |
Appendix 7b is amended as follows:
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(35) |
Appendix 7c is deleted. |
(36) |
Appendix 8 is amended as follows:
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(37) |
Appendix 9 is replaced by the following: ‘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:
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(1) Mass of the vehicle as tested on the road, including the mass of the driver and all PEMS components including any artificial payload.
(3) Mandatory if the exhaust mass flow rate is determined by an EFM.
(4) If required, additional information may be added here.
(5) Additional parameters may be added to characterise and label the test.
(2) To be determined by at least one method
(3) Additional parameters may be added to characterise vehicle and test conditions.
(4) Parameters may be added to characterize additional elements of the trip.
(5) Parameters may be added until line 95 to characterize additional calculation settings.
(6) Additional parameters may be added until line 195.
(7) Additional parameters may be added.
(8) Additional parameters may be added to characterise window characteristics.’
ANNEX IV
‘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.
5.1.1. This shall include the security of all hoses, joints and connections used within the evaporative emission control systems.
5.1.2. For vehicles with a sealed fuel tank system, this shall also include having a system which, just before refuelling, releases the tank pressure exclusively through a vapour storage unit which has the sole function of storing fuel vapour. This ventilation route shall also be the only one used when the tank pressure exceeds its safe working pressure.
5.2. The test vehicle shall be selected in accordance with paragraph 5.5.2.
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 testing shall be as specified in Section A.1 of Annex IX.
5.3.3. All evaporative emissions controlling systems shall be in working order.
5.3.4. The use of any defeat device is prohibited in accordance with the provisions of Article 5(2) of Regulation (EC) No 715/2007.
5.4. Provisions for electronic system security
5.4.1. The provisions for electronic system security shall be those specified in paragraph 2.3. of Annex I.
5.5. Evaporative emission family
5.5.1. Only vehicles that are identical with respect to the characteristics listed in (a), (c) and (d), technically equivalent with respect to the characteristics listed in (b) and similar or, where applicable, within the stated tolerance regarding the characteristics listed in (e) and (f) may be part of the same evaporative emission family:
(a) |
Fuel tank system material and construction; |
(b) |
Vapour hose material, fuel line material and connection technique; |
(c) |
Sealed tank or non-sealed tank system; |
(d) |
Fuel tank relief valve setting (air ingestion and relief); |
(e) |
Canister butane working capacity (BWC300) within a 10 per cent range of the highest value (for canisters with the same type of charcoal, the volume of charcoal shall be within 10 per cent of that for which the BWC300 was determined); |
(f) |
Purge control system (for example, type of valve, purge control strategy). |
5.5.2. The vehicle shall be considered to produce worst-case evaporative emissions and shall be used for testing if it has the largest ratio of fuel tank capacity to canister butane working capacity within the family. The vehicle selection shall be agreed in advance with the approval authority.
5.5.3. The use of any innovative system calibration, configuration, or hardware related to the evaporative control system shall place the vehicle model in a different family.
5.5.4. Evaporative Emissions Family Identifier
Each of the evaporative emission families defined in paragraph 5.5.1. shall be attributed a unique identifier of the following format:
EV-nnnnnnnnnnnnnnn-WMI-x
Where:
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:
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’. |
5.6. 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:
(a) |
Accuracy: ± 0,3 kPa |
(b) |
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
50 times
5.1.3. Ageing through exposure to fuel vapour and determining BWC300
5.1.2. Ageing through exposure to vibration
5.1.1. Ageing through exposure to temperature cycling
Select new canister sample
Test start
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
Temperature (°C) vs time (min)
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.
5.1.3.1.1. After temperature and vibration ageing, the canister shall be further aged with a mixture of market fuel as specified in paragraph 5.1.3.1.1.1. of this Appendix and nitrogen or air with a 50 ± 15 per cent fuel vapour volume. The fuel vapour fill rate shall be 60 ± 20 g/h.
The canister shall be loaded to 2 gram breakthrough. As an alternative, loading shall be deemed to be completed when the hydrocarbon concentration level at the vent outlet reaches 3 000 ppm.
5.1.3.1.1.1. The market fuel used for this test shall fulfil the same requirements as a reference fuel with respect to:
(a) |
Density at 15 °C; |
(b) |
Vapour pressure; |
(c) |
Distillation (70 °C, 100 °C, 150 °C); |
(d) |
Hydrocarbon analysis (olefins, aromatics, benzene only); |
(e) |
Oxygen content; |
(f) |
Ethanol content. |
5.1.3.1.2. The canister shall be purged between 5 and 60 minutes after loading with 25 ± 5 litres per minute of emission laboratory air until 300 bed volume exchanges are reached.
5.1.3.1.3. The procedures set out in paragraphs 5.1.3.1.1. and 5.1.3.1.2. of this Appendix shall be repeated 300 times after which the canister shall be considered to be stabilised.
5.1.3.1.4. The procedure to measure the butane working capacity (BWC) with respect to the evaporative emission family in paragraph 5.5. shall consist of the following.
(a) |
The stabilised canister shall be loaded to 2 gram breakthrough and subsequently purged a minimum of 5 times. Loading shall be performed with a mixture composed of 50 per cent butane and 50 per cent nitrogen by volume at a rate of 40 grams butane per hour. |
(b) |
Purging shall be performed in accordance with paragraph 5.1.3.1.2. of this Appendix. |
(c) |
The BWC shall be included in all relevant test reports after each loading. |
(d) |
BWC300 shall be calculated as the average of the last 5 BWCs. |
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
5.2.5. Permeability Factor = HC20w - HC3w
5.2.4. Measurement of HC in the same conditions as for the 1st day of diurnal emission test: HC20w
5.2.4. Drain and fill the tank to 40 per cent of its nominal capacity with reference fuel
5.2.3. Soak for the remaining 17 weeks at 40 °C ± 2 °C
5.2.2. Measurement of HC in the same conditions as for the 1st day of diurnal emission test: HC3w
5.2.1. Soak for 3 weeks at 40 °C ± 2 °C
5.2.2. Drain and fill the tank to 40 per cent of its nominal capacity with reference fuel
5.2.1. Fill the tank to 40 ± 2 per cent of its nominal capacity with reference fuel
Test start
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
6.5.5.2. Load aged canister to 2 g breakthrough
6.5.3. Preconditioning drive
Start hot soak test within 7 minutes after dynamometer test and 2 minutes after engine being switched off
6.6.1.9.1. Charge OVCHEV REESS
Start for: Sealed fuel tanks, standalone hot soak and diurnals
6.6.1.9. Soak for 6 to 36 hours @ 23 °C
6.6.1.9. Soak for 6 to 36 hours @ 23 °C
6.6.1.5. Canister purge 85 % fuel consumption equivalent
6.6.1.5. Load aged canister to 2 g breakthrough
6.6.1.4. Fuel tank pressure relief
6.6.1.3. Soak for 6 to 36 hours @ 20 °C
Start next soak within 5 minutes
6.6.1.2. Fuel drain and refill to 15 %
No
Yes
6.5.5. Soak for 12 to 36 hours @ 23 °C
Start next soak within 5 minutes
6.5.4. Fuel drain and refill to 40 %
6.7.2.1.3. Canister loading with puff loss simulated mass
6.6.1.5. Canister purge 85 % fuel consumption equivalent
6.6.1.5. Load aged canister to 2 g breakthrough
6.6.1.12. Fuel tank depressurisation with canister disconnected
6.6.1.11. Soak for 6 to 36 hours @ 20 °C
6.6.1.10. Fuel drain and refill to 40 %
6.6.1.9.1. Charge OVC-HEV
End of stand-alone puff loss test
6.6.1.8. Measurement of puff loss overflow
6.6.1.7.2. Puff loss loading
Start puff loss loading within 15 minutes
6.6.1.6. Preparation of canister depressurisation puff loss loading (11-hour temperature cycle)
Start next fuel drain and refill within 1 hour
6.5.2. Soak for 6 to 36 hours @ 23 °C
Start next soak within 5 minutes
6.5.1. Fuel drain and refill to 40 %
End
7. Calculations
6.5.9. 2nd day diurnal: MD2
6.5.9. 1st day diurnal: MD1
6.5.8. Soak for 6 to 36 hours @ 20 °C
6.5.7. Hot soak test: MHS
6.5.6. Dynamometer test
6.5.5.1. Charge OVC-HEV REESS
Start next fuel drain and refill within 1 hour
Sealed fuel tank system?
6.5.3. Preconditioning drive
6.5.2. Soak for 6 to 36 hours @ 23 °C
Start next soak within 5 minutes
6.5.1. Fuel drain and refill to 40 %
Start for: Non-sealed fuel tanks, sealed fuel tanks continuous and sealed fuel tanks stand-alone puff
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:
(a) |
For Class 1 vehicles: low, medium, low, low, medium, low |
(b) |
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.
6.6.1.1. The test shall be performed as described in paragraphs 6.5.1. to 6.5.3. of this Appendix.
6.6.1.2. 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, otherwise the canister shall be disconnected. The fuel tank shall be refilled with reference fuel at a temperature of 18 °C ± 2 °C to 15 ± 2 per cent of the tank's nominal capacity.
6.6.1.3. Soak
Within 5 minutes after completing fuel drain and refill, the vehicle shall be soaked for stabilization for 6 to 36 hours at an ambient temperature of 20 °C ± 2 °C.
6.6.1.4. Fuel tank depressurisation
The tank pressure shall be subsequently released so as not to abnormally raise the inside pressure of the fuel tank. This may be done by opening the fuel cap of the vehicle. Regardless of the method of depressurisation, the vehicle shall be returned to its original condition within 1 minute.
6.6.1.5. Canister loading and purge
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 5.1.6. of Annex 7 of UN/ECE Regulation No 83, and shall be subsequently purged with 25 ± 5 litres per minute with emission laboratory air. The volume of purge air shall not exceed the volume determined in paragraph 6.6.1.5.1. This loading and purging can be done either (a) using an on-board canister at a temperature of 20 °C or optionally 23 °C, or (b) by disconnecting the canister. In both cases, no further relief of the tank pressure is allowed.
6.6.1.5.1. Determination of maximum purge volume
The maximum purge amount Volmax shall be determined by the following equation. In the case of OVC-HEVs, the vehicle shall be operated in charge-sustaining operating condition. This determination can also be done at a separate test or during the preconditioning drive.
where:
VolPcycle |
is the cumulative purge volume rounded to the nearest 0,1 litres measured using a suitable device (e.g. flowmeter connected to the vent of the carbon canister or equivalent) over the cold start preconditioning drive described in the paragraph 6.5.3. of this Appendix, l; |
Voltank |
is the manufacturer's nominal fuel tank capacity, l; |
FCPcycle |
is the fuel consumption over the single purge cycle described in paragraph 6.5.3. of this Appendix which may be measured in either warm or cold start condition, l/100 km. For OVC-HEVs and NOVC-HEVs, fuel consumption shall be calculated in accordance with paragraph 4.2.1. of Sub-Annex 8 of Annex XXI; |
DistPcycle |
is the theoretical distance to the nearest 0,1 km of a single purge cycle described in paragraph 6.5.3. of this Appendix, km. |
6.6.1.6. Preparation of canister depressurisation puff loss loading
After completing canister loading and purging, the test vehicle shall be moved into an enclosure, either a SHED or an appropriate climatic chamber. It shall be demonstrated that the system is leak-free and the pressurisation is performed in a normal way during the test or by separate test (e.g. by means of pressure sensor on the vehicle). The test vehicle shall be subsequently exposed to the first 11 hours of the ambient temperature 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. The ambient temperature shall be measured at least every 10 minutes and included in all relevant test sheets.
6.6.1.7. Canister puff loss loading
6.6.1.7.1. Fuel tank depressurisation before refuelling
The manufacturer shall ensure that the refuelling operation cannot be initiated before the sealed fuel tank system is fully depressurised to a pressure less than 2,5 kPa above ambient pressure in normal vehicle operation and use. At the request of the approval authority, the manufacturer shall provide detailed information or demonstrate proof of operation (e.g. by means of pressure sensor on the vehicle). Any other technical solution may be allowed provided that a safe refuelling operation is ensured and that no excessive emissions are released to the atmosphere before the refuelling device is connected to the vehicle.
6.6.1.7.2. Within 15 minutes after the ambient temperature has reached 35 °C, the tank relief valve shall be opened to load the canister. This loading procedure may be executed either inside or outside an enclosure. The canister loaded in accordance with this paragraph shall be disconnected and shall be kept in the soak area. A dummy canister shall be installed to the vehicle when undertaking the procedure specified in paragraphs 6.6.1.9. to 6.6.1.12. of this Appendix.
6.6.1.8. Measurement of depressurisation puff loss overflow
6.6.1.8.1. Any depressurisation puff loss overflow from the vehicle canister shall be measured by using an auxiliary carbon canister connected directly at the outlet of the vehicle vapour storage unit. It shall be weighed before and after the procedure described in paragraph 6.6.1.7. of this Appendix.
6.6.1.8.2. Alternatively, the depressurisation puff loss overflow from the vehicle canister during its depressurisation may be measured using a SHED.
Within 15 minutes after the ambient temperature has reached 35 °C as described in paragraph 6.6.1.6. of this Appendix, the chamber shall be sealed and the measurement procedure shall be started.
The hydrocarbon analyser shall be zeroed and spanned, after which the hydrocarbon concentration, temperature and barometric pressure shall be measured to give the initial readings CHCi, Pi and Ti for the sealed tank depressurisation puff loss overflow determination.
The ambient temperature T of the enclosure shall not be less than 25 °C during the measurement procedure.
At the end of the procedure described in paragraph 6.6.1.7.2. of this Appendix, the hydrocarbon concentration in the chamber shall be measured after 60 ± 5 seconds. The temperature and the barometric pressure shall also be measured. These are the final readings CHCf, Pf and Tf for the sealed tank depressurisation puff loss overflow.
The sealed tank puff loss overflow result shall be calculated in accordance with paragraph 7.1. of this Appendix and included in all relevant test reports.
6.6.1.8.3. There shall be no change in weight of the auxiliary canister or the result of the SHED measurement, within the tolerance of ± 0,5 gram.
6.6.1.9. Soak
After completing puff loss loading, the vehicle shall be soaked at 23 ± 2 °C for 6 to 36 hours to stabilise the vehicle temperature.
6.6.1.9.1. 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 Annex 8 of Annex XXI during the soaking described in paragraph 6.6.1.9. of this Appendix.
6.6.1.10. Fuel drain and refill
The fuel tank of the vehicle shall be drained and filled up to 40 ± 2 per cent of the tank's nominal capacity with reference fuel at a temperature of 18 °C ± 2 °C.
6.6.1.11. Soak
The vehicle shall be subsequently parked for a minimum of 6 hours to a maximum of 36 hours in the soak area at 20 °C ± 2 °C to stabilise the fuel temperature.
6.6.1.12. Fuel tank depressurisation
The tank pressure shall be subsequently released so as not to abnormally raise the inside pressure of the fuel tank. This may be done by opening the fuel cap of the vehicle. Regardless of the method of depressurisation, the vehicle shall be returned to its original condition within 1 minute. After this action, the vapour storage unit shall be connected again.
6.6.1.13. The procedures in paragraphs 6.5.6. to 6.5.9.8. of this Appendix shall be followed.
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
Time (hours) |
Temperature (°C) |
0/24 |
20,0 |
1 |
20,4 |
2 |
20,8 |
3 |
21,7 |
4 |
23,9 |
5 |
26,1 |
6 |
28,5 |
7 |
31,4 |
8 |
33,8 |
9 |
35,6 |
10 |
37,1 |
11 |
38,0 |
12 |
37,7 |
13 |
36,4 |
14 |
34,2 |
15 |
31,9 |
16 |
29,9 |
17 |
28,2 |
18 |
26,2 |
19 |
24,7 |
20 |
23,5 |
21 |
22,3 |
22 |
21,0 |
23 |
20,2 |
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:
MHC |
is the mass of hydrocarbons, grams; |
||||
MHC,out |
is the mass of hydrocarbons exiting the enclosure in the case of fixed volume enclosures for diurnal emission testing, grams; |
||||
MHC,in |
is the mass of hydrocarbon entering the enclosure in the case of fixed volume enclosures for diurnal emission testing, grams; |
||||
CHC |
is the measured hydrocarbon concentration in the enclosure, ppm volume in C1 equivalent; |
||||
V |
is the net enclosure volume corrected for the volume of the vehicle with the windows and the luggage compartment open, m3. If the volume of the vehicle is not known, a volume of 1,42 m3 shall be subtracted; |
||||
T |
is the ambient chamber temperature, K; |
||||
P |
is the barometric pressure, kPa; |
||||
H/C |
is the hydrogen to carbon ratio where:
|
||||
k |
is 1,2 × 10– 4 × (12 + H/C), in (g × K/(m3 × kPa)); |
||||
i |
is the initial reading; |
||||
f |
is the final reading; |
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:
(a) |
Description of the soak periods, including time and mean temperatures; |
(b) |
Description of aged canister used and reference to exact ageing report; |
(c) |
Mean temperature during the hot soak test; |
(d) |
Measurement during hot soak test, HSL; |
(e) |
Measurement of first diurnal, DL1st day; |
(f) |
Measurement of second diurnal, DL2nd day; |
(g) |
Final evaporative test result, calculated in accordance with paragraph 7. of this Appendix; |
(h) |
Declared fuel tank relief pressure of the system (for sealed tank systems); |
(i) |
Puff loss loading value (in the case of using the stand-alone test described in paragraph 6.7. of this Appendix). |
ANNEX V
Annex IX to Regulation (EU) 2017/1151 is amended as follows:
(1) |
in Section A, point 3. is replaced by the following: ‘3. Technical data on fuels for testing fuel cell vehicles Type: Hydrogen for fuel cell vehicles
|
(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.’
ANNEX VI
‘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.
2.1.1. The introductory text to paragraph 2. of Annex 11 to UN/ECE Regulation No 83 shall be understood as follows:
“For the purposes of this Annex only:”
2.1.2. Paragraph 2.10. of Annex 11 to UN/ECE Regulation No 83 shall be understood as follows:
“A “ driving cycle ” consists of engine key on, a driving mode where a malfunction would be detected if present, and engine key-off”.
2.1.3. In addition to the requirements of paragraph 3.2.2. of Annex 11 of UN/ECE Regulation No 83, identification of deterioration or malfunctions may be also be done outside a driving cycle (e.g. after engine shutdown).
2.1.4. Paragraph 3.3.3.1. of Annex 11 of UN/ECE Regulation No 83 shall be understood as follows:
“3.3.3.1. |
The reduction in the efficiency of the catalytic converter with respect to emissions of NMHC and NOx. Manufacturers may monitor the front catalyst alone or in combination with the next catalyst(s) downstream. Each monitored catalyst or catalyst combination shall be considered malfunctioning when the emissions exceed the NMHC or NOx threshold limits provided for by paragraph 3.3.2. of this Annex.” |
2.1.5. The reference to ‘the threshold limits’ in Section 3.3.3.1 of Annex 11 to UNECE Regulation No 83 shall be understood as reference to the threshold limits in Section 2.3 of this Annex..
2.1.6. Reserved.
2.1.7. Paragraphs 3.3.4.9. and 3.3.4.10. of Annex 11 of UN/ECE Regulation No 83 shall not apply.
2.1.8. Paragraphs 3.3.5. to 3.3.5.2. of Annex 11 of UN/ECE Regulation No 83 shall be understood as follows:
3.3.5. Manufacturers may demonstrate to the Type Approval Authority that certain components or systems need not be monitored if, in the event of their total failure or removal, emissions do not exceed the OBD threshold limits given in paragraph 3.3.2. of this Annex.
3.3.5.1. The following devices should however be monitored for total failure or removal (if removal would cause the applicable emission limits in paragraph 5.3.1.4. of this Regulation to be exceeded):
(a) |
A particulate trap fitted to compression ignition engines as a separate unit or integrated into a combined emission control device; |
(b) |
A NOx after treatment system fitted to compression ignition engines as a separate unit or integrated into a combined emission control device; |
(c) |
A Diesel Oxidation Catalyst (DOC) fitted to compression ignition engines as a separate unit or integrated into a combined emission control device. |
3.3.5.2. The devices referred to in paragraph 3.3.5.1. of this Annex shall also be monitored for any failure that would result in exceeding the applicable OBD threshold limits.”
2.1.9. Paragraph 3.8.1. of Annex 11 to UN/ECE Regulation No 83 shall be understood as follows:
“The OBD system may erase a fault code and the distance travelled and freeze-frame information if the same fault is not re-registered in at least 40 engine warm-up cycles or 40 driving cycles with vehicle operation in which the criteria specified in sections 7.5.1.(a)–(c) of Annex 11, Appendix 1 are met.”
2.1.10. The reference to ‘ISO DIS 15031 5’ in paragraph 3.9.3.1. of Annex 11 to UN/ECE Regulation No 83 shall be understood as follows:
“… the standard listed in paragraph 6.5.3.2.(a) of Annex 11, Appendix 1 of this Regulation.”
2.1.11. In addition to the requirements of paragraph 3. of Annex 11 of UN/ECE Regulation No 83 the following shall apply:
“Additional provisions for vehicles employing engine shut - off strategies
Driving cycle
Autonomous engine restarts commanded by the engine control system following an engine stall may be considered a new driving cycle or a continuation of the existing driving cycle.”
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:
|
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:
6.5.3. The emission control diagnostic system shall provide for standardised and unrestricted access and conform with the following ISO standards and/or SAE specification. Later versions may be used if any of the following standards have been withdrawn and replaced by the relevant standardisation organisation.
6.5.3.1. The following standard shall be used as the on board to off-board communications link:
(a) |
ISO 15765-4:2011 “Road vehicles – Diagnostics on Controller Area Network (CAN) – Part 4: Requirements for emissions-related systems”, dated April 2016; |
6.5.3.2. Standards used for the transmission of OBD relevant information:
(a) |
ISO 15031-5 “Road vehicles - communication between vehicles and external test equipment for emissions-related diagnostics – Part 5: Emissions-related diagnostic services”, dated August 2015 or SAE J1979 dated February 2017; |
(b) |
ISO 15031-4 “Road vehicles – Communication between vehicle and external test equipment for emissions related diagnostics – Part 4: External test equipment”, dated February 2014 or SAE J1978 dated 30 April 2002; |
(c) |
ISO 15031-3 “Road vehicles – Communication between vehicle and external test equipment for emissions related diagnostics Part 3: Diagnostic connector and related electrical circuits: specification and use”, dated April 2016 or SAE J1962 dated 26 July 2012; |
(d) |
ISO 15031-6 “Road vehicles – Communication between vehicle and external test equipment for emissions related diagnostics – Part 6: Diagnostic trouble code definitions”, dated August 2015 or SAE J2012 dated 7 March 2013; |
(e) |
ISO 27145 “Road vehicles – Implementation of World-Wide Harmonized On-Board Diagnostics (WWH-OBD)” dated 2012-08-15 with the restriction, that only paragraph 6.5.3.1.(a) may be used as a data link; |
(f) |
ISO 14229:2013 “Road vehicles – Unified diagnostic services (UDS) with the restriction, that only 6.5.3.1.(a) may be used as a data link”. |
The standards (e) and (f) may be used as an option instead of (a) not earlier than 1 January 2019.
6.5.3.3. Test equipment and diagnostic tools needed to communicate with OBD systems shall meet or exceed the functional specification given in the standard listed in paragraph 6.5.3.2.(b) of this Appendix.
6.5.3.4. Basic diagnostic data, (as specified in paragraph 6.5.1.) and bi-directional control information shall be provided using the format and units described in the standard listed in paragraph 6.5.3.2.(a) of this Appendix, and must be available using a diagnostic tool meeting the requirements of the standard listed in paragraph 6.5.3.2.(b) of this Appendix.
The vehicle manufacturer shall provide to a national standardisation body the details of any emission-related diagnostic data, e.g. PID's, OBD monitor Id's, Test Id's not specified in the standard listed in paragraph 6.5.3.2.(a) of this Regulation but related to this Regulation.
6.5.3.5. When a fault is registered, the manufacturer shall identify the fault using an appropriate ISO/SAE controlled fault code specified in one of the standards listed in paragraph 6.5.3.2.(d) of this Appendix, relating to “emission related system diagnostic trouble codes”. If such identification is not possible, the manufacturer may use manufacturer controlled diagnostic trouble codes in accordance with the same standard. The fault codes shall be fully accessible by standardised diagnostic equipment complying with the provisions of paragraph 6.5.3.3. of this Appendix.
The vehicle manufacturer shall provide to a national standardisation body the details of any emission-related diagnostic data, e.g. PID's, OBD monitor Id's, Test Id's not specified in the standards listed in paragraph 6.5.3.2.(a) of this Appendix but related to this Regulation.
6.5.3.6. The connection interface between the vehicle and the diagnostic tester shall be standardised and shall meet all the requirements of the standard listed in paragraph 6.5.3.2.(c) of this Appendix. The installation position shall be subject to agreement of the administrative department such that it is readily accessible by service personnel but protected from tampering by non-qualified personnel.
6.5.3.7. The manufacturer shall also make accessible, where appropriate on payment, the technical information required for the repair or maintenance of motor vehicles unless that information is covered by an intellectual property right or constitutes essential, secret know-how which is identified in an appropriate form; in such case, the necessary technical information shall not be withheld improperly.
Entitled to such information is any person engaged in commercially servicing or repairing, road-side rescuing, inspecting or testing of vehicles or in the manufacturing or selling replacement or retro-fit components, diagnostic tools and test equipment.”
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.
(1) Positive ignition particulate mass and particle number limits apply only to vehicles with direct injection engines.
(2) Particle number limits may be introduced at a later date.
(3) Positive ignition particulate mass limits apply only to vehicles with direct injection engines.
ANNEX VII
Annex XII to Regulation (EU) 2017/1151 is amended as follows:
(1) |
the heading is replaced by the following: ‘ 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 ’; |
(2) |
point 1.4. is deleted; |
(3) |
point 2 is replaced by the following: ‘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:
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 VIII
‘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.
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.
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.
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..
8.3.1. A “no engine restart after countdown” approach allows a countdown of restarts or distance remaining once the inducement system activates. Engine starts initiated by the vehicle control system, such as start-stop systems, are not included in this countdown.
8.3.1.1. In the case that the warning system was activated at least 2 400 km before the reagent tank was expected to become empty, or the irregularities described in paragraphs 4. or 5. or the NOx levels described in paragraph 6.2. have occurred, engine restarts shall be prevented immediately after the vehicle has travelled a distance expected to be sufficient for driving the average driving range of the vehicle with a complete tank of fuel since the activation of the inducement system.
8.3.1.2. In the case that the inducement system was activated at the level described in paragraph 8.2.(b), engine restarts shall be prevented immediately after the vehicle has travelled a distance expected to be sufficient for driving 75 % of the average driving range of the vehicle with a complete tank of fuel since the activation of the inducement system.
8.3.1.3. In the case that the inducement system was activated at the level described in paragraph 8.2.(c), engine restarts shall be prevented immediately after the vehicle has travelled a distance expected to be sufficient for driving the average driving range of the vehicle with 5 % of the capacity of the reagent tank, since the activation of the inducement system.
8.3.1.4. In addition, engine restarts shall be prevented immediately after the reagent tank becomes empty, should this situation occur earlier than the situations specified in paragraphs 8.3.1.1, 8.3.1.2., or 8.3.1.3.
8.3.2. A “no start after refuelling” system results in a vehicle being unable to start after re-fuelling if the inducement system has activated.
8.3.3. A “fuel-lockout” approach prevents the vehicle from being refuelled by locking the fuel filler system after the inducement system activates. The lockout system shall be robust to prevent it being tampered with.
8.3.4. A “performance restriction” approach restricts the speed of the vehicle after the inducement system activates. The level of speed limitation shall be noticeable to the driver and significantly reduce the maximum speed of the vehicle. Such limitation shall enter into operation gradually or after an engine start. Shortly before engine restarts are prevented, the speed of the vehicle shall not exceed 50 km/h.
8.3.4.1. In the case that the warning system was activated at least 2 400 km before the reagent tank was expected to become empty, or the irregularities described in paragraphs 4. or 5. or the NOx levels described in paragraph 6.2. have occurred, engine restarts shall be prevented immediately after the vehicle has travelled a distance expected to be sufficient for driving the average driving range of the vehicle with a complete tank of fuel since the activation of the inducement system.
8.3.4.2. In the case that the inducement system was activated at the level described in paragraph 8.2.(b), engine restarts shall be prevented immediately after the vehicle has travelled a distance expected to be sufficient for driving 75 % of the average driving range of the vehicle with a complete tank of fuel since the activation of the inducement system.
8.3.4.3. In the case that the inducement system was activated at the level described in paragraph 8.2.(c), engine restarts shall be prevented immediately after the vehicle has travelled a distance expected to be sufficient for driving the average driving range of the vehicle with 5 % of the capacity of the reagent tank, since the activation of the inducement system.
8.3.4.4. In addition, engine restarts shall be prevented immediately after the reagent tank becomes empty, should this situation occur earlier than the situations specified in paragraphs 8.3.4.1, 8.3.4.2. or 8.3.4.3.
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 IX
Annex XXI to Regulation (EU) 2017/1151 is amended as follows:
(1) |
The following points 3.1.16, 3.1.17. and 3.1.18. are inserted before Figure 1:
|
(2) |
point 3.2.21. is replaced by the following:
|
(3) |
the following points 3.2.28. to 3.2.35. are inserted:
|
(4) |
point 3.3. is replaced by the following:
|
(5) |
The following points are inserted:
|
(6) |
point 3.5.9. is replaced by the following:
|
(7) |
point 3.5.11. is replaced by the following:
|
(8) |
point 3.7.1. is replaced by the following:
|
(9) |
Point 3.8.1. is replaced by the following:
|
(10) |
in point 4.1. is amended as follows:
|
(11) |
point 5.0. is replaced by the following:
|
(12) |
in point 5.1. the following paragraph is added: ‘This shall include the security of all hoses, joints and connections used within the emission control systems.’; |
(13) |
point 5.1.1. is deleted; |
(14) |
point 5.3.6. is replaced by the following:
|
(15) |
point 5.5. is replaced by the following: ‘5.5. Provisions for electronic system security The provisions for electronic system security shall be those specified in paragraph 2.3. of Annex I.’; |
(16) |
points 5.5.1., 5.5.2., 5.5.3. and 5.5.4. are deleted; |
(17) |
point 5.6.1. is replaced by the following:
|
(18) |
the following points 5.6.1.1, 5.6.1.2. and 5.6.1.3. are inserted: 5.6.1.1. Vehicles may be part of the same interpolation family in any of the following cases including combinations of these cases:
5.6.1.2. Only vehicles that are identical with respect to the following vehicle/power-train/transmission characteristics may be part of the same interpolation family:
5.6.1.3. If an alternative parameter such as a higher nmin_drive, as specified in paragraph 2.(k) of Sub-Annex 2, or ASM, as defined in paragraph 3.4. of Sub-Annex 2 is used, this parameter shall be the same within an interpolation family.’; |
(19) |
in point 5.6.2., point (c) is replaced by the following:
|
(20) |
in point 5.6.3., point (e) is replaced by the following:
|
(21) |
in point 5.6.3., point (g) is replaced by the following:
|
(22) |
in point 5.7., from point (d) until the end is replaced by the following:
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.’; |
(23) |
point 5.8. is replaced by the following: ‘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:
|
(24) |
point 5.9. is replaced by the following: ‘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:
|
(25) |
points 5.9.1. and 5.9.2. are deleted; |
(26) |
point 6.1. is replaced by the following: ‘6.1. Limit values Limit values for emissions shall be those specified in Table 2 of Annex I of Regulation (EC) No 715/2007.’; |
(27) |
Sub-Annex 1 is amended as follows:
|
(28) |
Sub-Annex 2 is replaced by the following: ‘Sub-Annex 2 Gear selection and shift point determination for vehicles equipped with manual transmissions 1. General approach 1.1. The shifting procedures described in this Sub-Annex shall apply to vehicles equipped with manual shift transmissions. 1.2. The prescribed gears and shifting points are based on the balance between the power required to overcome driving resistance and acceleration, and the power provided by the engine in all possible gears at a specific cycle phase. 1.3. The calculation to determine the gears to use shall be based on engine speeds and full load power curves versus engine speed. 1.4. For vehicles equipped with a dual-range transmission (low and high), only the range designed for normal on-road operation shall be considered for gear use determination. 1.5. The prescriptions for the clutch operation shall not be applied if the clutch is operated automatically without the need of an engagement or disengagement of the driver. 1.6. This Sub-Annex shall not apply to vehicles tested in accordance with Sub-Annex 8. 2. Required data and precalculations The following data are required and calculations shall be performed in order to determine the gears to be used when driving the cycle on a chassis dynamometer:
3. Calculations of required power, engine speeds, available power, and possible gear to be used 3.1. Calculation of required power For each second j of the cycle trace, the power required to overcome driving resistance and to accelerate shall be calculated using the following equation:
where:
3.2. Determination of engine speeds For any vj < 1 km/h, it shall be assumed that the vehicle is standing still and the engine speed shall be set to nidle. The gear lever shall be placed in neutral with the clutch engaged except 1 second before beginning an acceleration from standstill where first gear shall be selected with the clutch disengaged. For each vj ≥ 1 km/h of the cycle trace and each gear i, i = 1 to ngmax, the engine speed, ni,j, shall be calculated using the following equation: ni,j = (n/v)i × vj The calculation shall be performed with floating point numbers, the results shall not be rounded. 3.3. Selection of possible gears with respect to engine speed The following gears may be selected for driving the speed trace at vj:
If aj < 0 and ni,j ≤ nidle, ni,j shall be set to nidle and the clutch shall be disengaged. If aj ≥ 0 and ni,j < max(1,15 × nidle; min. engine speed of the Pwot(n) curve), ni,j shall be set to the maximum of 1,15 × nidle or (n/v)i × vj and the clutch shall be set to “undefined”. “undefined” covers any status of the clutch between disengaged and engaged, depending on the individual engine and transmission design. In this case the real engine speed may deviate from the calculated engine speed. 3.4. Calculation of available power The available power for each possible gear i and each vehicle speed value of the cycle trace vi shall be calculated using the following equation: Pavailable_i,j = Pwot (ni,j) × (1 – (SM + ASM)) where:
When requested, the manufacturer shall provide the ASM values (in per cent reduction of the wot power) together with data sets for Pwot(n) as shown by the example in Table A2/1. Linear interpolation shall be used between consecutive data points. ASM is limited to 50 per cent. The application of an ASM requires the approval of the approval authority. Table A2/1
3.5. Determination of possible gears to be used The possible gears to be used shall be determined by the following conditions:
The initial gear to be used for each second j of the cycle trace is the highest final possible gear, imax. When starting from standstill, only the first gear shall be used. The lowest final possible gear is imin. 4. Additional requirements for corrections and/or modifications of gear use The initial gear selection shall be checked and modified in order to avoid too frequent gearshifts and to ensure driveability and practicality. An acceleration phase is a time period of more than 2 seconds with a vehicle speed ≥ 1 km/h and with monotonic increase of vehicle speed. A deceleration phase is a time period of more than 2 seconds with a vehicle speed ≥ 1 km/h and with monotonic decrease of vehicle speed. Corrections and/or modifications shall be made in accordance with the following requirements:
5. Paragraphs 4.(a) to 4.(f) shall be applied sequentially, scanning the complete cycle trace in each case. Since modifications to paragraphs 4.(a) to 4.(f) may create new gear use sequences, these new gear sequences shall be checked three times and modified if necessary. In order to enable the assessment of the correctness of the calculation, the average gear for v ≥ 1 km/h, rounded to four places of decimal, shall be calculated and included in all relevant test reports. |
(29) |
Sub-Annex 4 is amended as follows:
|
(30) |
Sub-Annex 5 is amended as follows:
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(31) |
Sub-Annex 6 is replaced by the following: ‘Sub-Annex 6 Type 1 test procedures and test conditions 1. Description of tests 1.1. The Type 1 test is used to verify the emissions of gaseous compounds, particulate matter, particle number, CO2 mass emission, fuel consumption, electric energy consumption and electric ranges over the applicable WLTP test cycle. 1.1.1. The tests shall be carried out in accordance with the method described in paragraph 2. of this Sub-Annex or paragraph 3. of Sub-Annex 8 for pure electric, hybrid electric and compressed hydrogen fuel cell hybrid vehicles. Exhaust gases, particulate matter and particle number shall be sampled and analysed by the prescribed methods. 1.2. The number of tests shall be determined in accordance with the flowchart in Figure A6/1. The limit value is the maximum allowed value for the respective criteria emission as specified in Table 2 of Annex I of Regulation (EC) No 715/2007. 1.2.1. The flowchart in Figure A6/1 shall be applicable only to the whole applicable WLTP test cycle and not to single phases. 1.2.2. The test results shall be the values after the target speed, REESS energy change-based, Ki, ATCT and Deterioration Factor corrections are applied. 1.2.3. Determination of total cycle values 1.2.3.1. If during any of the tests a criteria emissions limit is exceeded, the vehicle shall be rejected. 1.2.3.2. Depending on the vehicle type, the manufacturer shall declare as applicable the total cycle value of the CO2 mass emission, the electric energy consumption, fuel consumption for NOVC-FCHV as well as PER and AER in accordance with Table A6/1. 1.2.3.3. The declared value of the electric energy consumption for OVC-HEVs under charge-depleting operating condition shall not be determined in accordance with Figure A6/1. It shall be taken as the type approval value if the declared CO2 value is accepted as the approval value. If that is not the case, the measured value of electric energy consumption shall be taken as the type approval value. 1.2.3.4. If after the first test all criteria in row 1 of the applicable Table A6/2 are fulfilled, all values declared by the manufacturer shall be accepted as the type approval value. If any one of the criteria in row 1 of the applicable Table A6/2 is not fulfilled, a second test shall be performed with the same vehicle. 1.2.3.5. After the second test, the arithmetic average results of the two tests shall be calculated. If all criteria in row 2 of the applicable Table A6/2 are fulfilled by these arithmetic average results, all values declared by the manufacturer shall be accepted as the type approval value. If any one of the criteria in row 2 of the applicable Table A6/2 is not fulfilled, a third test shall be performed with the same vehicle. 1.2.3.6. After the third test, the arithmetic average results of the three tests shall be calculated. For all parameters which fulfil the corresponding criterion in row 3 of the applicable Table A6/2, the declared value shall be taken as the type approval value. For any parameter which does not fulfil the corresponding criterion in row 3 of the applicable Table A6/2, the arithmetic average result shall be taken as the type approval value. 1.2.3.7. In the case that any one of the criterion of the applicable Table A6/2 is not fulfilled after the first or second test, at the request of the manufacturer and with the approval of the approval authority, the values may be re-declared as higher values for emissions or consumption, or as lower values for electric ranges, in order to reduce the required number of tests for type approval. 1.2.3.8. Determination of the acceptance value dCO21, dCO22 and dCO23 1.2.3.8.1. Additional to the requirement of paragraph 1.2.3.8.2., the following values for dCO21, dCO22 and dCO23 shall be used in relation to the criteria for the number of tests in Table A6/2:
1.2.3.8.2. If the charge depleting Type 1 test for OVC-HEVs consists of two or more applicable WLTP test cycles and the dCO2x value is below 1,0, the dCO2x value shall be replaced by 1,0. 1.2.3.9. In the case that a test result or an average of test results was taken and confirmed as the type approval value, this result shall be referred to as the “declared value” for further calculations. Table A6/1 Applicable rules for a manufacturer's declared values (total cycle values) (1)
Figure A6/1 Flowchart for the number of Type 1 tests Rejected All criteria in Table A6/2 within the “second test” row are fulfilled. All criteria in Table A6/2 within the “first test” row are fulfilled. Any of criteria emissions > Limit No No No No No Yes Yes Yes Yes Yes Declared value or mean of three accepted, depending on judgment result of each value All declared values and emissions accepted Any of criteria emissions > Limit Third test Any of criteria emissions > Limit Second test First test Table A6/2 Criteria for number of tests For pure ICE vehicles, NOVC-HEVs and OVC-HEVs charge-sustaining Type 1 test.
For OVC-HEVs charge-depleting Type 1 test.
For PEVs
For NOVC-FCHVs
1.2.4. Determination of phase-specific values 1.2.4.1. Phase-specific value for CO2 1.2.4.1.1. After the total cycle declared value of the CO2 mass emission is accepted, the arithmetic average of the phase-specific values of the test results in g/km shall be multiplied by the adjustment factor CO2_AF to compensate for the difference between the declared value and the test results. This corrected value shall be the type approval value for CO2.
where:
where:
1.2.4.1.2. If the total cycle declared value of the CO2 mass emission is not accepted, the type approval phase-specific CO2 mass emission value shall be calculated by taking the arithmetic average of the all test results for the respective phase. 1.2.4.2. Phase-specific values for fuel consumption The fuel consumption value shall be calculated by the phase-specific CO2 mass emission using the equations in paragraph 1.2.4.1. of this Sub-Annex and the arithmetic average of the emissions. 1.2.4.3. Phase-specific value for electric energy consumption, PER and AER The phase-specific electric energy consumption and the phase-specific electric ranges are calculated by taking the arithmetic average of the phase specific values of the test result(s), without an adjustment factor. 2. Type 1 test conditions 2.1. Overview 2.1.1. The Type 1 test shall consist of prescribed sequences of dynamometer preparation, fuelling, soaking, and operating conditions. 2.1.2. The Type 1 test shall consist of vehicle operation on a chassis dynamometer on the applicable WLTC for the interpolation family. A proportional part of the diluted exhaust emissions shall be collected continuously for subsequent analysis using a constant volume sampler. 2.1.3. Background concentrations shall be measured for all compounds for which dilute mass emissions measurements are conducted. For exhaust emissions testing, this requires sampling and analysis of the dilution air. 2.1.3.1. Background particulate measurement 2.1.3.1.1. Where the manufacturer requests subtraction of either dilution air or dilution tunnel background particulate mass from emissions measurements, these background levels shall be determined in accordance with the procedures listed in paragraphs 2.1.3.1.1.1. to 2.1.3.1.1.3. of this Sub-Annex. 2.1.3.1.1.1. The maximum permissible background correction shall be a mass on the filter equivalent to 1 mg/km at the flow rate of the test. 2.1.3.1.1.2. If the background exceeds this level, the default figure of 1 mg/km shall be subtracted. 2.1.3.1.1.3. Where subtraction of the background contribution gives a negative result, the background level shall be considered to be zero. 2.1.3.1.2. Dilution air background particulate mass level shall be determined by passing filtered dilution air through the particulate background filter. This shall be drawn from a point immediately downstream of the dilution air filters. Background levels in μg/m3 shall be determined as a rolling arithmetic average of at least 14 measurements with at least one measurement per week. 2.1.3.1.3. Dilution tunnel background particulate mass level shall be determined by passing filtered dilution air through the particulate background filter. This shall be drawn from the same point as the particulate matter sample. Where secondary dilution is used for the test, the secondary dilution system shall be active for the purposes of background measurement. One measurement may be performed on the day of test, either prior to or after the test. 2.1.3.2. Background particle number determination 2.1.3.2.1. Where the manufacturer requests a background correction, these background levels shall be determined as follows:
2.1.3.2.2. The dilution air background particle number level shall be determined by sampling filtered dilution air. This shall be drawn from a point immediately downstream of the dilution air filters into the PN measurement system. Background levels in particles per cm3 shall be determined as a rolling arithmetic average of least 14 measurements with at least one measurement per week. 2.1.3.2.3. The dilution tunnel background particle number level shall be determined by sampling filtered dilution air. This shall be drawn from the same point as the PN sample. Where secondary dilution is used for the test the secondary dilution system shall be active for the purposes of background measurement. One measurement may be performed on the day of test, either prior to or after the test using the actual PCRF and the CVS flow rate utilised during the test. 2.2. General test cell equipment 2.2.1. Parameters to be measured 2.2.1.1. The following temperatures shall be measured with an accuracy of ± 1,5 °C:
2.2.1.2. Atmospheric pressure shall be measurable with a precision of ± 0,1 kPa. 2.2.1.3. Specific humidity H shall be measurable with a precision of ± 1 g H2O/kg dry air. 2.2.2. Test cell and soak area 2.2.2.1. Test cell 2.2.2.1.1. The test cell shall have a temperature set point of 23 °C. The tolerance of the actual value shall be within ± 5 °C. The air temperature and humidity shall be measured at the test cell's cooling fan outlet at a minimum frequency of 0,1 Hz. For the temperature at the start of the test, see paragraph 2.8.1. of this Sub-Annex. 2.2.2.1.2. The specific humidity H of either the air in the test cell or the intake air of the engine shall be such that: 5,5 ≤ H ≤ 12,2 (g H2O/kg dry air) 2.2.2.1.3. Humidity shall be measured continuously at a minimum frequency of 0,1 Hz. 2.2.2.2. Soak area The soak area shall have a temperature set point of 23 °C and the tolerance of the actual value shall be within ± 3 °C on a 5-minute running arithmetic average and shall not show a systematic deviation from the set point. The temperature shall be measured continuously at a minimum frequency of 0,033 Hz (every 30 s). 2.3. Test vehicle 2.3.1. General The test vehicle shall conform in all its components with the production series, or, if the vehicle is different from the production series, a full description shall be included in all relevant test reports. In selecting the test vehicle, the manufacturer and the approval authority shall agree which vehicle model is representative for the interpolation family. For the measurement of emissions, the road load as determined with test vehicle H shall be applied. In the case of a road load matrix family, for the measurement of emissions, the road load as calculated for vehicle HM in accordance with paragraph 5.1. of Sub-Annex 4 shall be applied. If at the request of the manufacturer the interpolation method is used (see paragraph 3.2.3.2. of Sub-Annex 7), an additional measurement of emissions shall be performed with the road load as determined with test vehicle L. Tests on vehicles H and L should be performed with the same test vehicle and shall be tested with the shortest n/v ratio (with a tolerance of ± 1,5 per cent) within the interpolation family. In the case of a road load matrix family, an additional measurement of emissions shall be performed with the road load as calculated for vehicle LM in accordance with paragraph 5.1. of Sub-Annex 4. Road load coefficients and the test mass of test vehicle L and H may be taken from different road load families, as long as the difference between these road load families results from applying paragraph 6.8. of Sub-Annex 4, and the requirements in paragraph 2.3.2. of this Sub-Annex are maintained. 2.3.2. CO2 interpolation range 2.3.2.1. The interpolation method shall only be used if:
If these requirements are not met, tests can be declared void and repeated in agreement with the approval authority. 2.3.2.2. The maximum delta CO2 allowed over the applicable cycle resulting from step 9 of Table A7/1 of Sub-Annex 7 between test vehicles L and H is 20 per cent plus 5 g/km of the CO2 emissions from vehicle H, but at least 15 g/km and not exceeding 30 g/km. This restriction does not apply for the application of a road load matrix family. 2.3.2.3. At the request of the manufacturer and with approval of the approval authority, the interpolation line may be extrapolated to a maximum of 3 g/km above the CO2 emission of vehicle H and/or below the CO2 emission of vehicle L. This extension is valid only within the absolute boundaries of the interpolation range specified in paragraph 2.3.2.2. For the application of a road load matrix family, extrapolation is not permitted. When two or more interpolation families are identical regarding the requirements of paragraph 5.6. of this Annex, but are distinct because their overall range for CO2 would be higher than the maximum delta specified in paragraph 2.3.2.2., then all individual vehicles of identical specification (e.g. make, model, optional equipment) shall belong to only one of the interpolation families. 2.3.3. Run-in The vehicle shall be presented in good technical condition. It shall have been run-in and driven between 3 000 and 15 000 km before the test. The engine, transmission and vehicle shall be run-in in accordance with the manufacturer's recommendations. 2.4. Settings 2.4.1. Dynamometer settings and verification shall be performed in accordance with Sub-Annex 4. 2.4.2. Dynamometer operation 2.4.2.1. Auxiliary devices shall be switched off or deactivated during dynamometer operation unless their operation is required by legislation. 2.4.2.2. The vehicle's dynamometer operation mode, if any, shall be activated by using the manufacturer's instruction (e.g. using vehicle steering wheel buttons in a special sequence, using the manufacturer's workshop tester, removing a fuse). The manufacturer shall provide the approval authority a list of the deactivated devices and justification for the deactivation. The dynamometer operation mode shall be approved by the approval authority and the use of a dynamometer operation mode shall be included in all relevant test reports. 2.4.2.3. The vehicle's dynamometer operation mode shall not activate, modulate, delay or deactivate the operation of any part that affects the emissions and fuel consumption under the test conditions. Any device that affects the operation on a chassis dynamometer shall be set to ensure a proper operation. 2.4.2.4. Allocation of dynamometer type to test vehicle 2.4.2.4.1. If the test vehicle has two powered axles, and under WLTP conditions it is partially or permanently operated with two axles being powered or recuperating energy over the applicable cycle the vehicle shall be tested on a dynamometer in 4WD operation which fulfils the specifications in paragraphs 2.2. and 2.3. of Sub-Annex 5. 2.4.2.4.2. If the test vehicle is tested with only one powered axle, the test vehicle shall be tested on a dynamometer in 2WD operation which fulfils the specifications in paragraph 2.2. of Sub-Annex 5. At the request of the manufacturer and with the approval of the approval authority a vehicle with one powered axle may be tested on a 4WD dynamometer in 4WD operation mode. 2.4.2.4.3. If the test vehicle is operated with two axles being powered in dedicated driver-selectable modes which are not intended for normal daily operation but only for special limited purposes, such as ‘mountain mode’ or ‘maintenance mode’, or when the mode with two powered axles is only activated in an off-road situation, the vehicle shall be tested on a dynamometer in 2WD operation which fulfils the specifications in paragraph 2.2. of Sub-Annex 5. 2.4.2.4.4. If the test vehicle is tested on a 4WD dynamometer in 2WD operation the wheels on the non-powered axle may rotate during the test, provided that the vehicle dynamometer operation mode and vehicle coastdown mode support this way of operation. Figure A6/1a Possible test configurations on 2WD and 4WD dynamometers
2.4.2.5. Demonstration of equivalency between a dynamometer in 2WD operation and a dynamometer in 4WD operation 2.4.2.5.1. At the request of the manufacturer and with the approval of the approval authority, the vehicle which has to be tested on a dynamometer in 4WD operation may alternatively be tested on a dynamometer in 2WD operation if the following conditions are met:
2.4.2.5.2. This demonstration of equivalency shall apply to all vehicles in the same road load family. At the request of the manufacturer, and with approval of the approval authority, this demonstration of equivalency may be extended to other road load families upon evidence that a vehicle from the worst-case road load family was selected as the test vehicle. 2.4.2.6. Information on whether the vehicle was tested on a 2WD dynamometer or a 4WD dynamometer and whether it was tested on a dynamometer in 2WD operation or 4WD operation shall be included in all relevant test reports. In the case that the vehicle was tested on a 4WD dynamometer, with that dynamometer in 2WD operation, this information shall also indicate whether or not the wheels on the non-powered wheels were rotating. 2.4.3. The vehicle's exhaust system shall not exhibit any leak likely to reduce the quantity of gas collected. 2.4.4. The settings of the powertrain and vehicle controls shall be those prescribed by the manufacturer for series production. 2.4.5. Tyres shall be of a type specified as original equipment by the vehicle manufacturer. Tyre pressure may be increased by up to 50 per cent above the pressure specified in paragraph 4.2.2.3. of Sub-Annex 4. The same tyre pressure shall be used for the setting of the dynamometer and for all subsequent testing. The tyre pressure used shall be included in all relevant test reports. 2.4.6. Reference fuel The appropriate reference fuel as specified in Annex IX shall be used for testing. 2.4.7. Test vehicle preparation 2.4.7.1. The vehicle shall be approximately horizontal during the test so as to avoid any abnormal distribution of the fuel. 2.4.7.2. If necessary, the manufacturer shall provide additional fittings and adapters, as required to accommodate a fuel drain at the lowest point possible in the tank(s) as installed on the vehicle, and to provide for exhaust sample collection. 2.4.7.3. For PM sampling during a test when the regenerating device is in a stabilized loading condition (i.e. the vehicle is not undergoing a regeneration), it is recommended that the vehicle has completed > 1/3 of the mileage between scheduled regenerations or that the periodically regenerating device has undergone equivalent loading off the vehicle. 2.5. Preliminary testing cycles Preliminary testing cycles may be carried out if requested by the manufacturer to follow the speed trace within the prescribed limits. 2.6. Test vehicle preconditioning 2.6.1. Vehicle preparation 2.6.1.1. Fuel tank filling The fuel tank (or fuel tanks) shall be filled with the specified test fuel. If the existing fuel in the fuel tank (or fuel tanks) does not meet the specifications contained in paragraph 2.4.6. of this Sub-Annex, the existing fuel shall be drained prior to the fuel fill. The evaporative emission control system shall neither be abnormally purged nor abnormally loaded. 2.6.1.2. REESSs charging Before the preconditioning test cycle, the REESSs shall be fully charged. At the request of the manufacturer, charging may be omitted before preconditioning. The REESSs shall not be charged again before official testing. 2.6.1.3. Tyre pressures The tyre pressure of the driving wheels shall be set in accordance with paragraph 2.4.5. of this Sub-Annex. 2.6.1.4. Gaseous fuel vehicles Between the tests on the first gaseous reference fuel and the second gaseous reference fuel, for vehicles with positive ignition engines fuelled with LPG or NG/biomethane or so equipped that they can be fuelled with either petrol or LPG or NG/biomethane, the vehicle shall be preconditioned again before the test on the second reference fuel. Between the tests on the first gaseous reference fuel and the second gaseous reference fuel, for vehicles with positive ignition engines fuelled with LPG or NG/biomethane or so equipped that they can be fuelled with either petrol or LPG or NG/biomethane, the vehicle shall be preconditioned again before the test on the second reference fuel. 2.6.2. Test cell 2.6.2.1. Temperature During preconditioning, the test cell temperature shall be the same as defined for the Type 1 test (paragraph 2.2.2.1.1. of this Sub-Annex). 2.6.2.2. Background measurement In a test facility in which there may be possible contamination of a low particulate emitting vehicle test with residue from a previous test on a high particulate emitting vehicle, it is recommended, for the purpose of sampling equipment preconditioning, that a 120 km/h steady state drive cycle of 20 minutes duration be driven by a low particulate emitting vehicle. Longer and/or higher speed running is permissible for sampling equipment preconditioning if required. Dilution tunnel background measurements, if applicable, shall be taken after the tunnel preconditioning, and prior to any subsequent vehicle testing. 2.6.3. Procedure 2.6.3.1. The test vehicle shall be placed, either by being driven or pushed, on a dynamometer and operated through the applicable WLTCs. The vehicle need not be cold, and may be used to set the dynamometer load. 2.6.3.2. The dynamometer load shall be set in accordance with paragraphs 7. and 8. of Sub-Annex 4. In the case that a dynamometer in 2WD operation is used for testing, the road load setting shall be carried out on a dynamometer in 2WD operation, and in the case that a dynamometer in 4WD operation is used for testing the road load setting shall be carried out on a dynamometer in 4WD operation. 2.6.4. Operating the vehicle 2.6.4.1. The powertrain start procedure shall be initiated by means of the devices provided for this purpose in accordance with the manufacturer's instructions. A non-vehicle initiated switching of mode of operation during the test shall not be permitted unless otherwise specified. 2.6.4.1.1. If the initiation of the powertrain start procedure is not successful, e.g. the engine does not start as anticipated or the vehicle displays a start error, the test is void, preconditioning tests shall be repeated and a new test shall be driven. 2.6.4.1.2. In the cases where LPG or NG/biomethane is used as a fuel, it is permissible that the engine is started on petrol and switched automatically to LPG or NG/biomethane after a predetermined period of time that cannot be changed by the driver. This period of time shall not exceed 60 seconds. It is also permissible to use petrol only or simultaneously with gas when operating in gas mode provided that the energy consumption of gas is higher than 80 per cent of the total amount of energy consumed during the Type 1 test. This percentage shall be calculated in accordance with the method set out in Appendix 3 to this Sub-Annex. 2.6.4.2. The cycle starts on initiation of the powertrain start procedure. 2.6.4.3. For preconditioning, the applicable WLTC shall be driven. At the request of the manufacturer or the approval authority, additional WLTCs may be performed in order to bring the vehicle and its control systems to a stabilized condition. The extent of such additional preconditioning shall be included in all relevant test reports. 2.6.4.4. Accelerations The vehicle shall be operated with the appropriate accelerator control movement necessary to accurately follow the speed trace. The vehicle shall be operated smoothly, following representative shift speeds and procedures. For manual transmissions, the accelerator controller shall be released during each shift and the shift shall be accomplished in minimum time. If the vehicle cannot follow the speed trace, it shall be operated at maximum available power until the vehicle speed reaches the respective target speed again. 2.6.4.5. Deceleration During decelerations of the cycle, the driver shall deactivate the accelerator control but shall not manually disengage the clutch until the point specified in paragraphs 4.(d), 4.(e) or 4.(f) of Sub-Annex 2. If the vehicle decelerates faster than prescribed by the speed trace, the accelerator control shall be operated such that the vehicle accurately follows the speed trace. If the vehicle decelerates too slowly to follow the intended deceleration, the brakes shall be applied such that it is possible to accurately follow the speed trace. 2.6.4.6. Brake application During stationary/idling vehicle phases, the brakes shall be applied with appropriate force to prevent the drive wheels from turning. 2.6.5. Use of the transmission 2.6.5.1. Manual shift transmissions 2.6.5.1.1. The gear shift prescriptions specified in Sub-Annex 2 shall be followed. Vehicles tested in accordance with Sub-Annex 8 shall be driven in accordance with paragraph 1.5. of that Sub-Annex. 2.6.5.1.2. The gear change shall be started and completed within ± 1,0 second of the prescribed gear shift point. 2.6.5.1.3. The clutch shall be depressed within ± 1,0 second of the prescribed clutch operating point. 2.6.5.2. Automatic shift transmissions 2.6.5.2.1. After initial engagement, the selector shall not be operated at any time during the test. Initial engagement shall be done 1 second before beginning the first acceleration. 2.6.5.2.2. Vehicles with an automatic transmission with a manual mode shall not be tested in manual mode. 2.6.6. Driver-selectable modes 2.6.6.1. Vehicles equipped with a predominant mode shall be tested in that mode. At the request of the manufacturer, the vehicle may alternatively be tested with the driver-selectable mode in the worst-case position for CO2 emissions. 2.6.6.2. The manufacturer shall provide evidence to the approval authority of the existence of a driver-selectable mode that fulfils the requirements of paragraph 3.5.9. of this Annex. With the agreement of the approval authority, the predominant mode may be used as the only driver-selectable mode for the relevant system or device for the determination of criteria emissions, CO2 emissions, and fuel consumption. 2.6.6.3. If the vehicle has no predominant mode or the requested predominant mode is not agreed by the approval authority as being a predominant mode, the vehicle shall be tested in the best case driver-selectable mode and worst case driver-selectable mode for criteria emissions, CO2 emissions, and fuel consumption. Best and worst case modes shall be identified by the evidence provided on the CO2 emissions and fuel consumption in all modes. CO2 emissions and fuel consumption shall be the arithmetic average of the test results in both modes. Test results for both modes shall be recorded. At the request of the manufacturer, the vehicle may alternatively be tested with the driver-selectable mode in the worst case position for CO2 emissions. 2.6.6.4. On the basis of technical evidence provided by the manufacturer and with the agreement of the approval authority, the dedicated driver-selectable modes for very special limited purposes shall not be considered (e.g. maintenance mode, crawler mode). All remaining driver-selectable modes used for forward driving shall be considered and the criteria emissions limits shall be fulfilled in all these modes. 2.6.6.5. Paragraphs 2.6.6.1. to 2.6.6.4. of this Sub-Annex shall apply to all vehicle systems with driver-selectable modes, including those not solely specific to the transmission. 2.6.7. Voiding of the Type 1 test and completion of the cycle If the engine stops unexpectedly, the preconditioning or Type 1 test shall be declared void. After completion of the cycle, the engine shall be switched off. The vehicle shall not be restarted until the beginning of the test for which the vehicle has been preconditioned. 2.6.8. Data required, quality control 2.6.8.1. Speed measurement During the preconditioning, speed shall be measured against actual time or collected by the data acquisition system at a frequency of not less than 1 Hz so that the actual driven speed can be assessed. 2.6.8.2. Distance travelled The distance actually driven by the vehicle shall be included in all relevant test sheets for each WLTC phase. 2.6.8.3. Speed trace tolerances Vehicles that cannot attain the acceleration and maximum speed values required in the applicable WLTC shall be operated with the accelerator control fully activated until they once again reach the required speed trace. Speed trace violations under these circumstances shall not void a test. Deviations from the driving cycle shall be included in all relevant test reports. 2.6.8.3.1. The following tolerances shall be permitted between the actual vehicle speed and the prescribed speed of the applicable test cycles. The tolerances shall not be shown to the driver:
See Figure A6/2. Speed tolerances greater than those prescribed shall be accepted provided the tolerances are never exceeded for more than 1 second on any one occasion. There shall be no more than ten such deviations per test cycle. 2.6.8.3.2. IWR and RMSSE drive trace indices shall be calculated in accordance with the requirements of paragraph 7. of Sub-Annex 7. If either IWR or RMSSE is outside the respective validity range, the driving test has to be considered invalid. Figure A6/2 Speed trace tolerances
2.7. Soaking 2.7.1. After preconditioning and before testing, the test vehicle shall be kept in an area with ambient conditions as specified in paragraph 2.2.2.2. of this Sub-Annex. 2.7.2. The vehicle shall be soaked for a minimum of 6 hours and a maximum of 36 hours with the engine compartment cover opened or closed. If not excluded by specific provisions for a particular vehicle, cooling may be accomplished by forced cooling down to the set point temperature. If cooling is accelerated by fans, the fans shall be placed so that the maximum cooling of the drive train, engine and exhaust after-treatment system is achieved in a homogeneous manner. 2.8. Emission and fuel consumption test (Type 1 test) 2.8.1. The test cell temperature at the start of the test shall be 23 °C ± 3 °C. The engine oil temperature and coolant temperature, if any, shall be within ± 2 °C of the set point of 23 °C. 2.8.2. The test vehicle shall be pushed onto a dynamometer. 2.8.2.1. The drive wheels of the vehicle shall be placed on the dynamometer without starting the engine. 2.8.2.2. The drive-wheel tyre pressures shall be set in accordance with the provisions of paragraph 2.4.5. of this Sub-Annex. 2.8.2.3. The engine compartment cover shall be closed. 2.8.2.4. An exhaust connecting tube shall be attached to the vehicle tailpipe(s) immediately before starting the engine. 2.8.3. Starting of the powertrain and driving 2.8.3.1. The powertrain start procedure shall be initiated by means of the devices provided for this purpose in accordance with the manufacturer's instructions. 2.8.3.2. The vehicle shall be driven as described in paragraphs 2.6.4. to 2.6.7. of this Sub-Annex over the applicable WLTC, as described in Sub-Annex 1. 2.8.4. RCB data shall be measured for each phase of the WLTC as defined in Appendix 2 to this Sub-Annex. 2.8.5. Actual vehicle speed shall be sampled with a measurement frequency of 10 Hz and the drive trace indices described in paragraph 7. of Sub-Annex 7 shall be calculated and documented. 2.8.6. Actual vehicle speed sampled with a measurement frequency of 10 Hz together with actual time shall be applied for corrections of CO2 results against the target speed and distance as defined in Sub-Annex 6b. 2.9. Gaseous sampling Gaseous samples shall be collected in bags and the compounds analysed at the end of the test or a test phase, or the compounds may be analysed continuously and integrated over the cycle. 2.9.1. The following steps shall be taken prior to each test:
2.10. Sampling for PM determination 2.10.1. The steps described in paragraphs 2.10.1.1. to 2.10.1.2.2. of this Sub-Annex shall be taken prior to each test. 2.10.1.1. Filter selection A single particulate sample filter without back-up shall be employed for the complete applicable WLTC. In order to accommodate regional cycle variations, a single filter may be employed for the first three phases and a separate filter for the fourth phase. 2.10.1.2. Filter preparation 2.10.1.2.1. At least 1 hour before the test, the filter shall be placed in a petri dish protecting against dust contamination and allowing air exchange, and placed in a weighing chamber (or room) for stabilization. At the end of the stabilization period, the filter shall be weighed and its weight shall be included in all relevant test sheets. The filter shall subsequently be stored in a closed petri dish or sealed filter holder until needed for testing. The filter shall be used within 8 hours of its removal from the weighing chamber (or room). The filter shall be returned to the stabilization room within 1 hour after the test and shall be conditioned for at least 1 hour before weighing. 2.10.1.2.2. The particulate sample filter shall be carefully installed into the filter holder. The filter shall be handled only with forceps or tongs. Rough or abrasive filter handling will result in erroneous weight determination. The filter holder assembly shall be placed in a sample line through which there is no flow. 2.10.1.2.3. It is recommended that the microbalance be checked at the start of each weighing session, within 24 hours of the sample weighing, by weighing one reference item of approximately 100 mg. This item shall be weighed three times and the arithmetic average result included in all relevant test sheets. If the arithmetic average result of the weighings is ± 5 μg of the result from the previous weighing session, the weighing session and balance are considered valid. 2.11. PN sampling 2.11.1. The steps described in paragraphs 2.11.1.1. to 2.11.1.2. of this Sub-Annex shall be taken prior to each test: 2.11.1.1. The particle specific dilution system and measurement equipment shall be started and made ready for sampling; 2.11.1.2. The correct function of the PNC and VPR elements of the particle sampling system shall be confirmed in accordance with the procedures listed in paragraphs 2.11.1.2.1. to 2.11.1.2.4. of this Sub-Annex. 2.11.1.2.1. A leak check, using a filter of appropriate performance attached to the inlet of the entire PN measurement system, VPR and PNC, shall report a measured concentration of less than 0,5 particles per cm3. 2.11.1.2.2. Each day, a zero check on the PNC, using a filter of appropriate performance at the PNC inlet, shall report a concentration of ≤ 0,2 particles per cm3. Upon removal of the filter, the PNC shall show an increase in measured concentration to at least 100 particles per cm3 when sampling ambient air and a return to ≤ 0,2 particles per cm3 on replacement of the filter. 2.11.1.2.3. It shall be confirmed that the measurement system indicates that the evaporation tube, where featured in the system, has reached its correct operating temperature. 2.11.1.2.4. It shall be confirmed that the measurement system indicates that the diluter PND1 has reached its correct operating temperature. 2.12. Sampling during the test 2.12.1. The dilution system, sample pumps and data collection system shall be started. 2.12.2. The PM and PN sampling systems shall be started. 2.12.3. Particle number shall be measured continuously. The arithmetic average concentration shall be determined by integrating the analyser signals over each phase. 2.12.4. Sampling shall begin before or at the initiation of the powertrain start procedure and end on conclusion of the cycle. 2.12.5. Sample switching 2.12.5.1. Gaseous emissions Sampling from the diluted exhaust and dilution air shall be switched from one pair of sample bags to subsequent bag pairs, if necessary, at the end of each phase of the applicable WLTC to be driven. 2.12.5.2. Particulate The requirements of paragraph 2.10.1.1. of this Sub-Annex shall apply. 2.12.6. Dynamometer distance shall be included in all relevant test sheets for each phase. 2.13. Ending the test 2.13.1. The engine shall be turned off immediately after the end of the last part of the test. 2.13.2. The constant volume sampler, CVS, or other suction device shall be turned off, or the exhaust tube from the tailpipe or tailpipes of the vehicle shall be disconnected. 2.13.3. The vehicle may be removed from the dynamometer. 2.14. Post-test procedures 2.14.1. Gas analyser check Zero and calibration gas reading of the analysers used for continuous diluted measurement shall be checked. The test shall be considered acceptable if the difference between the pre-test and post-test results is less than 2 per cent of the calibration gas value. 2.14.2. Bag analysis 2.14.2.1. Exhaust gases and dilution air contained in the bags shall be analysed as soon as possible. Exhaust gases shall, in any event, be analysed not later than 30 minutes after the end of the cycle phase. The gas reactivity time for compounds in the bag shall be taken into consideration. 2.14.2.2. As soon as practical prior to analysis, the analyser range to be used for each compound shall be set to zero with the appropriate zero gas. 2.14.2.3. The calibration curves of the analysers shall be set by means of calibration gases of nominal concentrations of 70 to 100 per cent of the range. 2.14.2.4. The zero settings of the analysers shall be subsequently rechecked: if any reading differs by more than 2 per cent of the range from that set in paragraph 2.14.2.2. of this Sub-Annex, the procedure shall be repeated for that analyser. 2.14.2.5. The samples shall be subsequently analysed. 2.14.2.6. After the analysis, zero and calibration points shall be rechecked using the same gases. The test shall be considered acceptable if the difference is less than 2 per cent of the calibration gas value. 2.14.2.7. The flow rates and pressures of the various gases through analysers shall be the same as those used during calibration of the analysers. 2.14.2.8. The content of each of the compounds measured shall be included in all relevant test sheets after stabilization of the measuring device. 2.14.2.9. The mass and number of all emissions, where applicable, shall be calculated in accordance with Sub-Annex 7. 2.14.2.10. Calibrations and checks shall be performed either:
In case (b), calibrations and checks shall be performed on all analysers for all ranges used during the test. In both cases, (a) and (b), the same analyser range shall be used for the corresponding ambient air and exhaust bags. 2.14.3. Particulate sample filter weighing 2.14.3.1. The particulate sample filter shall be returned to the weighing chamber (or room) no later than 1 hour after completion of the test. It shall be conditioned in a petri dish, which is protected against dust contamination and allows air exchange, for at least 1 hour, and weighed. The gross weight of the filter shall be included in all relevant test sheets. 2.14.3.2. At least two unused reference filters shall be weighed within 8 hours of, but preferably at the same time as, the sample filter weighings. Reference filters shall be of the same size and material as the sample filter. 2.14.3.3. If the specific weight of any reference filter changes by more than ± 5 μg between sample filter weighings, the sample filter and reference filters shall be reconditioned in the weighing chamber (or room) and reweighed. 2.14.3.4. The comparison of reference filter weighings shall be made between the specific weights and the rolling arithmetic average of that reference filter's specific weights. The rolling arithmetic average shall be calculated from the specific weights collected in the period after the reference filters were placed in the weighing chamber (or room). The averaging period shall be at least one day but not more than 15 days. 2.14.3.5. Multiple reconditionings and reweighings of the sample and reference filters are permitted until a period of 80 hours has elapsed following the measurement of gases from the emissions test. If, prior to or at the 80-hour point, more than half the number of reference filters meet the ± 5 μg criterion, the sample filter weighing may be considered valid. If, at the 80-hour point, two reference filters are employed and one filter fails the ± 5 μg criterion, the sample filter weighing may be considered valid under the condition that the sum of the absolute differences between specific and rolling means from the two reference filters shall be less than or equal to 10 μg. 2.14.3.6. In the case that less than half of the reference filters meet the ± 5 μg criterion, the sample filter shall be discarded, and the emissions test repeated. All reference filters shall be discarded and replaced within 48 hours. In all other cases, reference filters shall be replaced at least every 30 days and in such a manner that no sample filter is weighed without comparison to a reference filter that has been present in the weighing chamber (or room) for at least one day. 2.14.3.7. If the weighing chamber (or room) stability criteria outlined in paragraph 4.2.2.1. of Sub-Annex 5 are not met, but the reference filter weighings meet the above criteria, the vehicle manufacturer has the option of accepting the sample filter weights or voiding the tests, repairing the weighing chamber (or room) control system and re-running the test. Sub-Annex 6 - Appendix 1 Emissions test procedure for all vehicles equipped with periodically regenerating systems 1. General 1.1. This Appendix defines the specific provisions regarding testing a vehicle equipped with periodically regenerating systems as defined in paragraph 3.8.1. of this Annex. 1.2. During cycles where regeneration occurs, emission standards need not apply. If a periodic regeneration occurs at least once per Type 1 test and has already occurred at least once during vehicle preparation or the distance between two successive periodic regenerations is more than 4 000 km of driving repeated Type 1 tests, it does not require a special test procedure. In this case, this Appendix does not apply and a Ki factor of 1,0 shall be used. 1.3. The provisions of this Appendix shall apply for the purposes of PM measurements only and not PN measurements. 1.4. At the request of the manufacturer, and with approval of the approval authority, the test procedure specific to periodically regenerating systems need not apply to a regenerative device if the manufacturer provides data demonstrating that, during cycles where regeneration occurs, emissions remain below the emissions limits for the relevant vehicle category. In this case, a fixed Ki value of 1,05 shall be used for CO2 and fuel consumption. 1.5. At the request of the manufacturer and with the agreement of the approval authority the Extra High phase may be excluded for determining the regenerative factor Ki for Class 2 and Class 3 vehicles. 2. Test procedure The test vehicle shall be capable of inhibiting or permitting the regeneration process provided that this operation has no effect on original engine calibrations. Prevention of regeneration is only permitted during loading of the regeneration system and during the preconditioning cycles. It is not permitted during the measurement of emissions during the regeneration phase. The emission test shall be carried out with the unchanged, original equipment manufacturer's (OEM) control unit. At the request of the manufacturer and with agreement of the approval authority, an “engineering control unit” which has no effect on original engine calibrations may be used during Ki determination. 2.1. Exhaust emissions measurement between two WLTCs with regeneration events 2.1.1. The arithmetic average emissions between regeneration events and during loading of the regenerative device shall be determined from the arithmetic mean of several approximately equidistant (if more than two) Type 1 tests. As an alternative, the manufacturer may provide data to show that the emissions remain constant (± 15 per cent) on WLTCs between regeneration events. In this case, the emissions measured during the Type 1 test may be used. In any other case, emissions measurements for at least two Type 1 cycles shall be completed: one immediately after regeneration (before new loading) and one as close as possible prior to a regeneration phase. All emissions measurements shall be carried out in accordance with this Sub-Annex and all calculations shall be carried out in accordance with paragraph 3. of this Appendix. 2.1.2. The loading process and Ki determination shall be made during the Type 1 driving cycle on a chassis dynamometer or on an engine test bench using an equivalent test cycle. These cycles may be run continuously (i.e. without the need to switch the engine off between cycles). After any number of completed cycles, the vehicle may be removed from the chassis dynamometer and the test continued at a later time. Upon request of the manufacturer and with approval of the approval authority, a manufacturer may develop an alternative procedure and demonstrate its equivalency, including filter temperature, loading quantity and distance driven. This may be done on an engine bench or on a chassis dynamometer. 2.1.3. The number of cycles D between two WLTCs where regeneration events occur, the number of cycles over which emission measurements are made n and mass emissions measurement M′sij for each compound i over each cycle j shall be included in all relevant test sheets. 2.2. Measurement of emissions during regeneration events 2.2.1. Preparation of the vehicle, if required, for the emissions test during a regeneration phase, may be completed using the preconditioning cycles in paragraph 2.6. of this Sub-Annex or equivalent engine test bench cycles, depending on the loading procedure chosen in paragraph 2.1.2. of this Appendix. 2.2.2. The test and vehicle conditions for the Type 1 test described in this Annex apply before the first valid emission test is carried out. 2.2.3. Regeneration shall not occur during the preparation of the vehicle. This may be ensured by one of the following methods:
2.2.4. A cold start exhaust emissions test including a regeneration process shall be performed in accordance with the applicable WLTC. 2.2.5. If the regeneration process requires more than one WLTC, each WLTC shall be completed. Use of a single particulate sample filter for multiple cycles required to complete regeneration is permissible. If more than one WLTC is required, subsequent WLTC(s) shall be driven immediately, without switching the engine off, until complete regeneration has been achieved. In the case that the number of gaseous emission bags required for the multiple cycles would exceed the number of bags available, the time necessary to set up a new test shall be as short as possible. The engine shall not be switched off during this period. 2.2.6. The emission values during regeneration Mri for each compound i shall be calculated in accordance with paragraph 3. of this Appendix. The number of applicable test cycles d measured for complete regeneration shall be included in all relevant test sheets. 3. Calculations 3.1. Calculation of the exhaust and CO2 emissions, and fuel consumption of a single regenerative system
where for each compound i considered:
The calculation of Mpi is shown graphically in Figure A6.App1/1. Figure A6.App1/1 Parameters measured during emissions test during and between cycles where regeneration occurs (schematic example, the emissions during D may increase or decrease) Number of cycles Emission [g/km] 3.1.1. Calculation of the regeneration factor Ki for each compound i considered. The manufacturer may elect to determine for each compound independently either additive offsets or multiplicative factors.
Msi, Mpi and Ki results, and the manufacturer's choice of type of factor shall be recorded. The Ki result shall be included in all relevant test reports. Msi, Mpi and Ki results shall be included in all relevant test sheets. Ki may be determined following the completion of a single regeneration sequence comprising measurements before, during and after regeneration events as shown in Figure A6.App1/1. 3.2. Calculation of exhaust and CO2 emissions, and fuel consumption of multiple periodically regenerating systems The following shall be calculated for one Type 1 operation cycle for criteria emissions and for CO2 emissions. The CO2 emissions used for that calculation shall be from the result of step 3 described in Table A7/1 of Sub-Annex 7.
where:
The calculation of Mpi is shown graphically in Figure A6.App1/2. Figure A6.App1/2 Parameters measured during emissions test during and between cycles where regeneration occurs (schematic example) The calculation of Ki for multiple periodically regenerating systems is only possible after a certain number of regeneration events for each system. After performing the complete procedure (A to B, see Figure A6.App1/2), the original starting condition A should be reached again. 3.3. Ki factors (multiplicative or additive) shall be rounded to four decimal places based on the physical unit of the emission standard value. Sub-Annex 6 - Appendix 2 Test procedure for rechargeable electric energy storage system monitoring 1. General In the case that NOVC-HEVs and OVC-HEVs are tested, Appendices 2 and 3 to Sub-Annex 8 shall apply. This Appendix defines the specific provisions regarding the correction of test results for CO2 mass emission as a function of the energy balance ΔEREESS for all REESSs. The corrected values for CO2 mass emission shall correspond to a zero energy balance (ΔEREESS = 0), and shall be calculated using a correction coefficient determined as defined below. 2. Measurement equipment and instrumentation 2.1. Current measurement REESS depletion shall be defined as negative current. 2.1.1. The REESS current(s) shall be measured during the tests using a clamp-on or closed type current transducer. The current measurement system shall fulfil the requirements specified in Table A8/1. The current transducer(s) shall be capable of handling the peak currents at engine starts and temperature conditions at the point of measurement. In order to have an accurate measurement, zero adjustment and degaussing shall be performed before the test in accordance with the instrument manufacturer's instructions. 2.1.2. Current transducers shall be fitted to any of the REESS on one of the cables connected directly to the REESS and shall include the total REESS current. In case of shielded wires, appropriate methods shall be applied in accordance with the approval authority. In order to easily measure REESS current using external measuring equipment, manufacturers should preferably integrate appropriate, safe and accessible connection points in the vehicle. If this is not feasible, the manufacturer shall support the approval authority by providing the means to connect a current transducer to the REESS cables in the manner described above. 2.1.3. The measured current shall be integrated over time at a minimum frequency of 20 Hz, yielding the measured value of Q, expressed in ampere-hours Ah. The measured current shall be integrated over time, yielding the measured value of Q, expressed in ampere-hours Ah. The integration may be done in the current measurement system. 2.2. Vehicle on-board data 2.2.1. Alternatively, the REESS current shall be determined using vehicle-based data. In order to use this measurement method, the following information shall be accessible from the test vehicle:
2.2.2. The accuracy of the vehicle on-board REESS charging and discharging data shall be demonstrated by the manufacturer to the approval authority. The manufacturer may create a REESS monitoring vehicle family to prove that the vehicle on-board REESS charging and discharging data are correct. The accuracy of the data shall be demonstrated on a representative vehicle. The following family criteria shall be valid:
2.2.3. All REESS having no influence on CO2 mass emissions shall be excluded from monitoring. 3. REESS energy change-based correction procedure 3.1. Measurement of the REESS current shall start at the same time as the test starts and shall end immediately after the vehicle has driven the complete driving cycle. 3.2. The electricity balance Q measured in the electric power supply system, shall be used as a measure of the difference in the REESS energy content at the end of the cycle compared to the beginning of the cycle. The electricity balance shall be determined for the total driven WLTC. 3.3. Separate values of Qphase shall be logged over the driven cycle phases. 3.4. Correction of CO2 mass emission over the whole cycle as a function of the correction criterion c 3.4.1. Calculation of the correction criterion c The correction criterion c is the ratio between the absolute value of the electric energy change ΔEREESS,j and the fuel energy and shall be calculated using the following equations:
where:
3.4.2. The correction shall be applied if ΔEREESS is negative (corresponding to REESS discharging) and the correction criterion ‘c’ calculated in accordance with paragraph 3.4.1. of this Appendix is greater than the applicable threshold in accordance with Table A6.App2/2. 3.4.3. The correction shall be omitted and uncorrected values shall be used if the correction criterion ‘c’ calculated in accordance with paragraph 3.4.1. of this Appendix is less than the applicable threshold in accordance with Table A6.App2/2. 3.4.4. The correction may be omitted and uncorrected values may be used if:
Table A6.App2/1 Energy content of fuel
Table A6.App2/2 RCB correction criteria thresholds
4. Applying the correction function 4.1. To apply the correction function, the electric energy change ΔTREESS,j of a period j of all REESSs shall be calculated from the measured current and the nominal voltage:
where:
and:
where:
4.2. For correction of CO2 mass emission, g/km, combustion process-specific Willans factors from Table A6.App2/3 shall be used. 4.3. The correction shall be performed and applied for the total cycle and for each of its cycle phases separately, and shall be included in all relevant test reports. 4.4. For this specific calculation, a fixed electric power supply system alternator efficiency shall be used: ηalternator = 0,67 for electric power supply system REESS alternators 4.5. The resulting CO2 mass emission difference for the considered period j due to load behaviour of the alternator for charging a REESS shall be calculated using the following equation:
where:
4.5.1. The CO2 values of each phase and the total cycle shall be corrected as follows: MCO2,p,3 = MCO2,p,1 – ΔMCO2,j MCO2,c,3 = MCO2,c,2 – ΔMCO2,j where:
4.6. For the correction of CO2 emission, g/km, the Willans factors in Table A6.App2/3 shall be used. Table A6.App2/3 Willans factors
Sub-Annex 6 - Appendix 3 Calculation of gas energy ratio for gaseous fuels (LPG and NG/biomethane) 1. Measurement of the mass of gaseous fuel consumed during the Type 1 test cycle Measurement of the mass of gas consumed during the cycle shall be done by a fuel weighing system capable of measuring the weight of the storage container during the test in accordance with the following:
2. Calculation of the gas energy ratio The fuel consumption value shall be calculated from the emissions of hydrocarbons, carbon monoxide, and carbon dioxide determined from the measurement results assuming that only the gaseous fuel is burned during the test. The gas ratio of the energy consumed in the cycle shall be determined using the following equation:
where:
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Sub-Annex 6a is replaced by the following: ‘Sub-Annex 6a Ambient Temperature Correction Test for the determination of CO2 emissions under representative regional temperature conditions 1. Introduction This Sub-Annex describes the supplemental Ambient Temperature Correction Test (ATCT) procedure to determine the CO2 emissions under representative regional temperature conditions. 1.1. The CO2 emissions of ICE vehicles, NOVC-HEVs and the charge sustaining value of OVC-HEVs shall be corrected in accordance with the requirements of this Sub-Annex. No correction is required for the CO2 value of the charge depleting test. No correction is required for an Electric Range. 2. Ambient Temperature Correction Test (ATCT) Family 2.1. Only vehicles which are identical with respect to all the following characteristics are permitted to be part of the same ATCT Family:
In addition the vehicles shall be similar with respect to the following characteristics:
Difference in insulation material and location may also be accepted to be part of a single ATCT family under the condition that the test vehicle can be demonstrated as being the worst case with regards to engine compartment insulation. 2.1.1. If active heat storage devices are installed, only vehicles that meet the following requirements shall be considered to be part of the same ATCT Family:
2.1.2. Only vehicles that meet the criteria set out in paragraph 3.9.4. of this Sub-Annex 6a shall be considered to be part of the same ATCT Family. 3. ATCT Procedure The Type 1 test specified in Sub-Annex 6 shall be carried out with the exception of the requirements specified in paragraphs 3.1. to 3.9. of this Sub-Annex 6a. That requires also a new calculation and application of gearshift points in accordance with Sub-Annex 2 taking into account the different road load as specified in paragraph 3.4. of this Sub-Annex 6a. 3.1. Ambient conditions for ATCT 3.1.1. The temperature (Treg) at which the vehicle should be soaked and tested for the ATCT shall be 14 °C. 3.1.2. The minimum soaking time (tsoak_ATCT) for the ATCT shall be 9 hours. 3.2. Test cell and soak area 3.2.1. Test cell 3.2.1.1. The test cell shall have a temperature set point equal to Treg. The actual temperature value shall be within ± 3 °C at the start of the test and within ± 5 °C during the test. 3.2.1.2. The specific humidity (H) of either the air in the test cell or the intake air of the engine shall be such that:
3.2.1.3. The air temperature and humidity shall be measured at the cooling fan outlet at a rate of 0,1 Hz. 3.2.2. Soak area 3.2.2.1. The soak area shall have a temperature set point equal to Treg and the actual temperature value shall be within ± 3 °C on a 5 minute running arithmetic average and shall not show a systematic deviation from the set point. The temperature shall be measured continuously at a minimum frequency of 0,033 Hz. 3.2.2.2. The location of the temperature sensor for the soak area shall be representative to measure the ambient temperature around the vehicle and shall be checked by the technical service. The sensor shall be at least 10 cm away from the wall of the soak area and shall be shielded from direct air flow. The air-flow conditions within the soak room in the vicinity of the vehicle shall represent a natural convection flow representative for the dimension of the room (no forced convection). 3.3. Test vehicle 3.3.1. The vehicle to be tested shall be representative of the family for which the ATCT data are determined (as described in paragraph 2.1. of this Sub-Annex 6a). 3.3.2. From the ATCT Family, the Interpolation Family with the lowest engine capacity shall be selected (see paragraph 2 of this Sub-Annex 6a), and the test vehicle shall be in the ‘vehicle H’ configuration of this family. 3.3.3. Where applicable, the vehicle with the lowest enthalpy of the active heat storage device and the slowest heat release for the active heat storage device from the ATCT Family shall be selected. 3.3.4. The test vehicle shall meet the requirements detailed in paragraph 2.3. of Sub-Annex 6 and paragraph 2.1 of this Sub-Annex 6a. 3.4. Settings 3.4.1. Road load and dynamometer settings shall be as specified in Sub-Annex 4, including the requirement for the room temperature to be at 23 °C. To take account of the difference in air density at 14 °C when compared to the air density at 20 °C, the chassis dynamometer shall be set as specified in paragraphs 7. and 8. of Sub-Annex 4 with the exception that f2_TReg from the following equation shall be used as the target coefficient Ct. f2_TReg = f2 × (Tref + 273)/(Treg + 273) where:
In the case that a valid chassis dynamometer setting of the 23 °C test is available, the second order chassis dynamometer coefficient of Cd shall be adapted in accordance with the following equation: Cd_Treg = Cd + (f2_TReg – f2) 3.4.2. The ATCT test and its road load setting shall be performed on a 2WD dynamometer in the case that the corresponding Type 1 test was done on a 2WD dynamometer; and it shall be performed on a 4WD dynamometer in the case that the corresponding Type 1 test was done on a 4WD dynamometer. 3.5. Preconditioning At the request of the manufacturer preconditioning may be undertaken at Treg. The engine temperature shall be within ± 2 °C of the set point of 23 °C or Treg, whichever temperature is chosen for the preconditioning. 3.5.1. Pure ICE vehicles shall be preconditioned as described in paragraph 2.6. of Sub-Annex 6. 3.5.2. NOVC-HEVs shall be preconditioned as described in paragraph 3.3.1.1. of Sub-Annex 8. 3.5.3. OVC-HEVs shall be preconditioned as described in paragraph 2.1.1. or 2.1.2. of Appendix 4 to Sub-Annex 8. 3.6. Soak procedure 3.6.1. After preconditioning and before testing, vehicles shall be kept in a soak area with the ambient conditions described in paragraph 3.2.2. of this Sub-Annex 6a. 3.6.2. From the end of the preconditioning until the soaking at Treg , the vehicle shall not be exposed to a different temperature than Treg for longer than 10 minutes. 3.6.3. The vehicle shall then be kept in the soak area such that the time from the end of the preconditioning test to the beginning of the ATCT test is equal to tsoak_ATCT with a tolerance of an additional 15 minutes. At the request of the manufacturer, and upon approval of the approval authority, tsoak_ATCT can be extended by up to 120 minutes. In this case, the extended time shall be used for the cool down specified in paragraph 3.9. of this Sub-Annex 6a. 3.6.4. The soak shall be performed without using a cooling fan and with all body parts positioned as intended under normal parking operation. The time between the end of the preconditioning and the start of the ATCT test shall be recorded. 3.6.5. The transfer from the soak area to the test cell shall be undertaken as quickly as possible. The vehicle shall not be exposed to a temperature different from Treg for longer than 10 minutes. 3.7. ATCT Test 3.7.1. The test cycle shall be the applicable WLTC specified in Sub-Annex 1 for that class of vehicle. 3.7.2. The procedures for undertaking the emissions test as specified in Sub-Annex 6 for pure ICE vehicles and in Sub-Annex 8 for NOVC-HEVs and for the charge-sustaining Type 1 test of OVC-HEVs shall be followed, with the exception that the ambient conditions for the test cell shall be those as described in paragraph 3.2.1. of this Sub-Annex 6a. 3.7.3. In particular, the tailpipe emissions defined by Table A7/1 Step no.1 for pure ICE vehicles and Table A8/5 Step no.2 for HEVs at an ATCT test shall not exceed the Euro 6 emission limits applicable to the vehicle tested defined in Table 2 of Annex I to Regulation (EC) No 715/2007. 3.8. Calculation and Documentation 3.8.1. The family correction factor, FCF, shall be calculated as follows: FCF = MCO2,Treg/MCO2,23° where
Both MCO2,23° and MCO2,Treg shall be measured on the same test vehicle. The FCF shall be included in all relevant test reports. The FCF shall be rounded to 4 points of decimal. 3.8.2. The CO2 values for each pure ICE vehicle within the ATCT Family (as defined in paragraph 2.3. of this Sub-Annex 6a) shall be calculated using the following equations: MCO2,c,5 = MCO2,c,4 × FCF MCO2,p,5 = MCO2,p,4 × FCF where
3.8.3. The CO2 values for each OVC-HEV and NOVC-HEV within the ATCT Family (as defined in paragraph 2.3. of this Sub-Annex 6a) shall be calculated using the following equations: MCO2,CS,c,5 = MCO2,CS,c,4 × FCF MCO2,CS,p,5 = MCO2,CS,p,4 × FCF where
3.8.4. If a FCF is less than one, it is deemed to be equal to one, in the case of the worstcase approach, in accordance with paragraph 4.1 of this Sub-Annex. 3.9. Provision for cool down 3.9.1. For the test vehicle serving as a reference vehicle for the ATCT Family and all vehicles H of the interpolation families within the ATCT Family, the end temperature of the engine coolant shall be measured after soaking at 23 °C for the duration of tsoak_ATCT, with a tolerance of an additional 15 minutes, having beforehand driven the respective Type 1 test at 23 °C. The duration is measured from the end of that respective Type 1 test. 3.9.1.1. In the case that tsoak_ATCT was extended in the respective ATCT test, the same soaking time shall be used, with a tolerance of an additional 15 minutes. 3.9.2. The cool down procedure shall be undertaken as soon as possible after the end of the Type 1 test, with a maximum delay of 20 minutes. The measured soaking time is the time between the measurement of the end temperature and the end of the Type 1 test at 23 °C, and shall be included in all relevant test sheets. 3.9.3. The average temperature of the soak area of the last 3 hours shall be subtracted from the measured temperature of the engine coolant at the end of the soaking time specified in paragraph 3.9.1. This is referred to as ΔT_ATCT, rounded to the nearest whole number. 3.9.4. If ΔT_ATCT is higher or equal than – 2 °C from the test vehicle ΔT_ATCT, this Interpolation Family shall be considered to be a member of the same ATCT Family. 3.9.5. For all vehicles within an ATCT Family the coolant shall be measured at the same location in the cooling system. That location shall be as close as possible to the engine so that the coolant temperature is as representative as possible to the engine temperature. 3.9.6. The measurement of the temperature of the soak areas shall be as specified in paragraph 3.2.2.2. of this Sub-Annex 6a. 4. Alternatives in the measurement process 4.1. Worst case approach vehicle cool down On request by the manufacturer and with approval by the approval authority, the Type 1 Test procedure for cool down may be applied instead of provisions of paragraph 3.6 of this Sub-Annex 6a. For that purpose:
This alternative is not allowed if the vehicle is equipped with an active heat storage device. The application of that approach shall be included in all relevant test reports. 4.2. ATCT family composed of a single Interpolation family In the case, that the ATCT family consists of only one interpolation family, the provision for cool down described in paragraph 3.9. of this Sub-Annex 6a can be skipped. This shall be included in all relevant test reports. 4.3. Alternative engine temperature measurement In the case that measuring the coolant temperature is not feasible, on request of the manufacturer and with approval of the approval authority, instead of using the coolant temperature for the provision for cool down described in paragraph 3.9. of this Sub-Annex 6a, the engine oil temperature may be used. In that case, for all vehicles within the family the engine oil temperature shall be used. The application of that procedure shall be included in all relevant test reports. |
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the following Sub-Annex 6b is inserted: ‘Sub-Annex 6b Correction of CO2 results against the target speed and distance 1. General This Sub-Annex 6b defines the specific provisions regarding the correction of CO2 test results for tolerances against the target speed and distance. This Sub-Annex 6b applies to pure ICE vehicles only. 2. Vehicle speed measurement 2.1. The actual/measured vehicle speed (vmi; km/h) coming from the roller speed of the chassis dynamometer shall be sampled with a measurement frequency of 10 Hz together with the actual time that corresponds to the actual speed. 2.2. The target speed (vi; km/h) between time points in Tables A1/1 to A1/12 in Sub-Annex 1 shall be determined by a linear interpolation method at a frequency of 10 Hz. 3. Correction procedure 3.1. Calculation of the actual/measured and target power at the wheels The power and the forces at the wheels from the target and actual/measured speed shall be calculated by applying the following equations:
where:
3.2. In the next step an initial POVERRUN,1 is calculated using the following equation: POVERRUN,1 = – 0,02 × PRATED where:
3.3. All calculated Pi and Pmi values that are below POVERRUN,1 shall be set to POVERRUN,1 in order to exclude negative values not relevant for the CO2 emissions. 3.4. The Pm,j values shall be calculated for each individual phase of the WLTC using the following equation:
where:
3.5. The average RCB corrected CO2 mass emissions (g/km) for each phase of the applicable WLTC shall be expressed in units g/s using the following equation:
where:
3.6. In the next step these CO2 mass emissions (g/s) for each phase of the WLTC shall be correlated to the average Pm,j 1 values calculated in accordance with paragraph 3.4. of this Sub-Annex 6b. The best fit of the data shall be calculated using the least square regression method. An example for this regression line (Veline line) is shown in Figure A6b /1. Figure A6b/1 Example of the Veline regression line Power Pm,j (kW) VELINE LINE CO2 (g/s) 3.7. The vehicle specific Veline equation-1 calculated from paragraph 3.6. of this Sub-Annex 6b defines the correlation between CO2 emissions in g/s for the considered phase j and the average measured power at the wheel for the same phase j and is expressed with the following equation: MCO 2, j = (kv,1 × Pm,j 1) + Dv,1 where:
3.8. In the next step, a second POVERRUN,2 is calculated following the equation: POVERRUN,2 = – Dv,1/ kv,1 where:
3.9. All calculated Pi and Pmi values from paragraph 3.1. of this Sub-Annex 6b that are below POVERRUN,2 shall be set to POVERRUN,2 in order to exclude negative values not relevant for the CO2 emissions. 3.10. The Pm,j 2 values shall be computed again for each individual phase of the WLTC using the equations from paragraph 3.4. of this Sub-Annex 6b. 3.11. New vehicle specific Veline equation-2 shall be computed using the least square regression method described in paragraph 3.6. of this Sub-Annex 6b. The Veline equation-2 is expressed with the following equation: MCO 2, j = (kv,2 × Pm,j 2) + Dv,2 where:
3.12. In the next step, the Pi,j values coming from the target speed profile shall be calculated for each individual phase of the WLTC using the following equation:
where:
3.13. Delta in CO2 mass emissions of period j expressed in g/s is then calculated following the equation: ΔCO2,j = kv,2 × (Pi,j 2 – Pm,j 2) where:
3.14. The final distance and speed corrected CO2 mass emissions of period j is calculated following the equation:
where:
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(34) |
Sub-Annex 7 is amended as follows:
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(35) |
Sub-Annex 8 is amended as follows:
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(1) The declared value shall be the value to which the necessary corrections are applied (i.e. Ki, ATCT and DF corrections
(2) Rounding xxx,xx
(3) Rounding xxx,x
(4) Each test result shall fulfil the regulation limit.
(5) “0,9” shall be replaced by “1,0” for charge-depleting Type 1 test for OVC-HEVs, only if the charge-depleting test contains two or more applicable WLTC cycles.
(6) Each test result shall fulfil the regulation limit.
(7) Equipment: static meter for active energy.
(8) AC watt-hour meter, Class 1 in accordance with IEC 62053-21 or equivalent.
(9) Whichever is greater.
(10) Current integration frequency 20 Hz or more.
(11) No vehicle individual parameter.
(12) (p) means the considered period which can be a phase, a combination of phases or the whole cycle.’
(13) Fuel consumption (REESS charge balance = 0) during the test, in mass, standard deviation.
ANNEX X
‘ANNEX XXII
Devices for monitoring on board the vehicle the consumption of fuel and/or electric energy
1. Introduction
This Annex sets out the definitions and requirements applicable to the devices for monitoring on board the vehicle the consumption of fuel and/or electric energy.
2. Definitions
2.1 |
‘On-board Fuel and/or Energy Consumption Monitoring Device’ (‘OBFCM device’) means any element of design, either software and/or hardware, which senses and uses vehicle, engine, fuel and/or electric energy parameters to determine and make available at least the information laid down in point 3, and store the lifetime values on board the vehicle. |
2.2 |
‘Lifetime’ value of a certain quantity determined and stored at a time t shall be the values of this quantity accumulated since the completion of production of the vehicle until time t. |
2.3. |
‘Engine fuel rate’ means the amount of fuel injected into the engine per unit of time. It does not include fuel injected directly into the pollution control device. |
2.4 |
‘Vehicle fuel rate’ means the amount of fuel injected into the engine and directly into the pollution control device per unit of time. It does not include the fuel used by a fuel operated heater. |
2.5 |
‘Total Fuel Consumed (lifetime)’ means the accumulation of the calculated amount of fuel injected into the engine and the calculated amount of fuel injected directly into the pollution control device. It does not include the fuel used by a fuel operated heater. |
2.6 |
‘Total Distance Travelled (lifetime)’ means the accumulation of the distance travelled using the same data source that the vehicle odometer uses. |
2.7 |
‘Grid energy’ means, for OVC-HEVs, the electric energy flowing into the battery when the vehicle is connected to an external power supply and the engine is turned off. It shall not include electrical losses between the external power source and the battery. |
2.8 |
‘Charge sustaining operation’ means, for OVC-HEVs, the state of vehicle operation when the REESS state of charge (SOC) may fluctuate but the intent of the vehicle control system is to maintain, on average, the current state of charge. |
2.9 |
‘Charge depleting operation’ means, for OVC-HEVs, the state of vehicle operation when the current REESS SOC is higher than the charge sustaining target SOC value and, while it may fluctuate, the intent of the vehicle control system is to deplete the SOC from a higher level down to the charge sustaining target SOC value. |
2.10 |
‘Driver-selectable charge increasing operation’ means, for OVC-HEVs, the operating condition in which the driver has selected a mode of operation, with the intention to increase the REESS SOC. |
3. Information to be determined, stored and made available
The OBFCM device shall determine at least the following parameters and store the lifetime values on board the vehicle. The parameters shall be calculated and scaled according the standards referred to in points 6.5.3.2 (a) of Paragraph 6.5.3. of Appendix 1 to Annex 11 to UN/ECE Regulation No 83, understood as set out in Point 2.8. of Appendix 1 to Annex XI to this Regulation.
3.1. For all vehicles referred to in Article 4a, with the exception of OVC-HEVs:
(a) |
Total fuel consumed (lifetime) (litres); |
(b) |
total distance travelled (lifetime) (kilometres); |
(c) |
engine fuel rate (grams/second); |
(d) |
engine fuel rate (litres/hour); |
(e) |
vehicle fuel rate (grams/second); |
(f) |
vehicle speed (kilometres/hour). |
3.2. For OVC-HEVs:
(a) |
Total fuel consumed (lifetime) (litres); |
(b) |
total fuel consumed in charge depleting operation (lifetime) (litres); |
(c) |
total fuel consumed in driver-selectable charge increasing operation (lifetime) (litres); |
(d) |
total distance travelled (lifetime) (kilometres); |
(e) |
total distance travelled in charge depleting operation with engine off (lifetime) (kilometres); |
(f) |
total distance travelled in charge depleting operation with engine running (lifetime) (kilometres); |
(g) |
total distance travelled in driver-selectable charge increasing operation (lifetime) (kilometres); |
(h) |
engine fuel rate (grams/second); |
(i) |
engine fuel rate (litres/hour); |
(j) |
vehicle fuel rate (grams/second); |
(k) |
vehicle speed (kilometres/hour); |
(l) |
total grid energy into the battery (lifetime) (kWh). |
4. Accuracy
4.1 With regard to the information specified in point 3, the manufacturer shall ensure that the OBFCM device provides the most accurate values that can be achieved by the measurement and calculation system of the engine control unit.
4.2 Notwithstanding point 4.1, the manufacturer shall ensure that the accuracy is higher than – 0,05 and lower than 0,05 calculated with three decimals using the following formula:
Where:
Fuel_ConsumedWLTP (litres) |
is the fuel consumption determined at the first test carried out in accordance with point 1.2 of Sub-Annex 6 of Annex XXI, calculated in accordance with paragraph 6 of Sub-Annex 7 of that Annex, using emission results over the total cycle before applying corrections (output of step 2 in table A7/1 of Sub-Annex 7), multiplied by the actual distance driven and divided by 100. |
Fuel_ConsumedOBFCM (litres) |
is the fuel consumption determined for the same test using the differentials of the parameter “Total fuel consumed (lifetime)” as provided by the OBFCM device. |
For OVC-HEVs the charge-sustaining Type 1 test shall be used.
4.2.1 If the accuracy requirements set out in point 4.2 are not met, the accuracy shall be recalculated for subsequent Type 1 tests performed in accordance with point 1.2 of Sub-Annex 6, in accordance with the formulae in point 4.2, using the fuel consumed determined and accumulated over all performed tests. The accuracy requirement shall be deemed to be fulfilled once the accuracy is higher than – 0,05 and lower than 0,05.
4.2.2 If the accuracy requirements set out in point 4.2.1 are not met following the subsequent tests pursuant to this point, additional tests may be performed for the purpose of determining the accuracy, however, the total number of tests shall not exceed three tests for a vehicle tested without using the interpolation method (vehicle H), and six tests for a vehicle tested using the interpolation method (three tests for vehicle H and three tests for vehicle L). The accuracy shall be recalculated for the additional subsequent Type 1 tests in accordance with the formulae in point 4.2, using the fuel consumed determined and accumulated over all performed tests. The requirement shall be deemed to be fulfilled once the accuracy is higher than – 0,05 and lower than 0,05. Where the tests have been performed only for the purpose of determining the accuracy of the OBFCM device, the results of the additional tests shall not be taken into account for any other purposes.
5. Access to the information provided by the OBFCM device
5.1 The OBFCM device shall provide for standardised and unrestricted access of the information specified in point 3, and shall conform to the standards referred to in points 6.5.3.1 (a) and 6.5.3.2 (a) of Paragraph 6.5.3. of Appendix 1 to Annex 11 to UN/ECE Regulation No 83, understood as set out in Point 2.8. of Appendix 1 to Annex XI to this Regulation.
5.2. By way of exemption from the reset conditions specified in the standards referred to in point 5.1 and notwithstanding points 5.3. and 5.4., once the vehicle has entered into service the values of the lifetime counters shall be preserved.
5.3 The values of the lifetime counters may be reset only for those vehicles for which the memory type of the engine control unit is unable to preserve data when not powered by electricity. For those vehicles the values may be reset simultaneously only in the case the battery is disconnected from the vehicle. The obligation to preserve the values of the lifetime counters shall in this case apply for new type approvals at the latest from 1 January 2022 and for new vehicles from 1 January 2023.
5.4. In the case of malfunctioning affecting the values of the lifetime counters, or replacement of the engine control unit, the counters may be reset simultaneously to ensure that the values remain fully synchronised.
ANNEX XI
Annexes I, III, VIII and IX to Directive 2007/46/EC are amended as follows:
(1) |
Annex I is amended as follows:
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(2) |
Annex III is amended as follows:
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(3) |
Annex VIII is amended as follows:
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(4) |
Annex IX is amended as follows:
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(5) |
Annex XI is amended as follows: In the Meaning of notes, note (1) is replaced by the following:
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(*1) Representative vehicle is tested for the road load matrix family.