ANNEX IXSupplementary provisions
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:
‘3.1.16.
“Response time” means the difference in time between the change of the component to be measured at the reference point and a system response of 90 per cent of the final reading (t90) with the sampling probe being defined as the reference point, whereby the change of the measured component is at least 60 per cent full scale (FS) and takes place in less than 0,1 second. The system response time consists of the delay time to the system and of the rise time of the system.
3.1.17.
“Delay time” means the difference in time between the change of the component to be measured at the reference point and a system response of 10 per cent of the final reading (t10) with the sampling probe being defined as the reference point. For gaseous components, this is the transport time of the measured component from the sampling probe to the detector.
3.1.18.
“Rise time” means the difference in time between the 10 per cent and 90 per cent response of the final reading (t90 – t10).’;
(2)
point 3.2.21. is replaced by the following:
‘3.2.21.
“Vehicle coastdown mode” means a system of operation enabling an accurate and repeatable determination of road load and an accurate dynamometer setting.’;
(3)
the following points 3.2.28. to 3.2.35. are inserted:
‘3.2.28.
“ n/v ratio ” means the engine rotational speed divided by vehicle speed in a specific gear.
3.2.29.
“ Single roller dynamometer ” means a dynamometer where each wheel on a vehicle's axle is in contact with one roller.
3.2.30.
“ Twin-roller dynamometer ” means a dynamometer where each wheel on a vehicle's axle is in contact with two rollers.
3.2.31.
“ Powered axle ” means an axle of a vehicle which is able to deliver propulsion energy and/or recuperate energy, independent of whether that is only temporarily or permanently possible and/or selectable by the driver.
3.2.32.
“ 2WD dynamometer ” means a dynamometer where only the wheels on one vehicle axle are in contact with the roller(s).
3.2.33.
“ 4WD dynamometer ” means a dynamometer where all wheels on both vehicle axles are in contact with the rollers.
3.2.34.
“ Dynamometer in 2WD operation ” means a 2WD dynamometer, or a 4WD dynamometer which only simulates inertia and road load on the powered axle of the test vehicle while the wheels on the non-powered axle do not influence the measurement result, independent of whether they are rotating or not.
3.2.35.
“ Dynamometer in 4WD operation ” means a 4WD dynamometer which simulates inertia and road load on both axles of the test vehicle.’;
(4)
point 3.3. is replaced by the following:
‘3.3.
Pure electric, hybrid electric, fuel cell and bi-fuel vehicles’;
(5)
The following points are inserted:
‘3.3.21.
“Bi-fuel vehicle” means a vehicle with two separate fuel storage systems that is designed to run primarily on only one fuel at a time; however the simultaneous use of both fuels is permitted in limited amount and duration.
3.3.22.
“Bi-fuel gas vehicle” means a bi-fuel vehicle where the two fuels are petrol (petrol mode) and either LPG, NG/biomethane, or hydrogen.’;
(6)
point 3.5.9. is replaced by the following:
‘3.5.9.
‘Predominant mode’ for the purpose of this Annex means a single driver-selectable mode that is always selected when the vehicle is switched on, regardless of the driver-selectable mode in operation when the vehicle was previously shut down, and which cannot be redefined to another mode. After the vehicle is switched on, the predominant mode can only be switched to another driver-selectable mode by an intentional action of the driver.’;
(7)
point 3.5.11. is replaced by the following:
‘3.5.11.
“Exhaust emissions” means the emission of gaseous, solid and liquid compounds from the tailpipe.’;
(8)
point 3.7.1. is replaced by the following:
‘3.7.1.
“ Rated engine power ” (P rated ) means maximum net power of the engine or motor in kW as per the requirements of Annex XX.’;
(9)
Point 3.8.1. is replaced by the following:
‘3.8.1.
“Periodically regenerating system” means an exhaust emissions control device (e.g. catalytic converter, particulate trap) that requires a periodic regeneration process.’;
(10)
in point 4.1. is amended as follows:
(a)
the lines for the abbreviations ‘Extra High 2 ’ and ‘Extra High 3 ’ are replaced by the following:
‘Extra High 2
Class 2 WLTC extra high speed phase
Extra High 3
Class 3 WLTC extra high speed phase’;
(b)
the lines for the abbreviations ‘High 2 ’, ‘High 3-1 ’ and ‘High 3-2 ’ are replaced by the following:
‘High 2
Class 2 WLTC high speed phase
High 3a
Class 3a WLTC high speed phase
High 3b
Class 3b WLTC high speed phase’;
(c)
the lines for the abbreviations ‘Low 1 ’, ‘Low 2 ’, ‘Low 3 ’, ‘Medium 1 ’, ‘Medium 2 ’, ‘Medium 3-1 ’ and ‘Medium 3-2 ’ are replaced by the following:
‘Low 1
Class 1 WLTC low speed phase
Low 2
Class 2 WLTC low speed phase
Low 3
Class 3 WLTC low speed phase
Medium 1
Class 1 WLTC medium speed phase
Medium 2
Class 2 WLTC medium speed phase
Medium 3a
Class 3a WLTC medium speed phase
Medium 3b
Class 3b WLTC medium speed phase’;
(d)
after the line for the abbreviation ‘REESS’, the following line is inserted:
‘RRC
Rolling resistance coefficient’;
(11)
point 5.0. is replaced by the following:
‘5.0.
Each of the vehicle families defined in paragraphs 5.6. to 5.9. shall be attributed a unique identifier of the following format:
FT-nnnnnnnnnnnnnnn-WMI-x
Where:
FT is an identifier of the family type:
—
IP
=
Interpolation family as defined in paragraph 5.6.
—
RL
=
Road load family as defined in paragraph 5.7.
—
RM
=
Road load matrix family as defined in paragraph 5.8.
—
PR
=
Periodically regenerating systems (K i ) family as defined in paragraph 5.9.
—
AT
=
ATCT family as defined in paragraph 2. of Sub-Annex 6a.
nnnnnnnnnnnnnnn is a string with a maximum of fifteen characters, restricted to using the characters 0-9, A-Z and the underscore character ‘_’.
WMI (world manufacturer identifier) is a code that identifies the manufacturer in a unique manner defined in ISO 3780:2009.
x shall be set to ‘1’ or ‘0’ in accordance with the following provisions:
(a)
With the agreement of the approval authority and the owner of the WMI, the number shall be set to ‘1’ where a vehicle family is defined for the purpose of covering vehicles of:
(i)
a single manufacturer with one single WMI code;
(ii)
a manufacturer with several WMI codes, but only in cases when one WMI code is to be used;
(iii)
more than one manufacturer, but only in cases when one WMI code is to be used.
In the cases (i), (ii) and (iii), the family identifier code shall consist of one unique string of n-characters and one unique WMI code followed by ‘1’.
(b)
With the agreement of the approval authority, the number shall be set to ‘0’ in the case that a vehicle family is defined based on the same criteria as the corresponding vehicle family defined in accordance with point (a), but the manufacturer chooses to use a different WMI. In this case the family identifier code shall consist of the same string of n-characters as the one determined for the vehicle family defined in accordance with point (a) and a unique WMI code which shall be different from any of the WMI codes used under case (a), followed by ‘0’.’;
(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:
‘5.6.
The tyres used for emissions testing shall be as defined in paragraph 2.4.5. of Sub-Annex 6 to this Annex.’;
(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:
‘5.6.1.
Interpolation family for pure ICE vehicles’;
(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:
(a)
they belong to different vehicle classes as described in paragraph 2. of Sub-Annex 1;
(b)
they have different levels of downscaling as described in paragraph 8. of Sub-Annex 1;
(c)
they have different capped speeds as described in paragraph 9. of Sub-Annex 1.
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:
(a)
Type of internal combustion engine: fuel type (or types in the case of flex-fuel or bi-fuel vehicles), combustion process, engine displacement, full-load characteristics, engine technology, and charging system, and also other engine subsystems or characteristics that have a non-negligible influence on CO 2 mass emission under WLTP conditions;
(b)
Operation strategy of all CO 2 mass emission influencing components within the powertrain;
(c)
Transmission type (e.g. manual, automatic, CVT) and transmission model (e.g. torque rating, number of gears, number of clutches, etc.);
(d)
n/v ratios (engine rotational speed divided by vehicle speed). This requirement shall be considered fulfilled if, for all transmission ratios concerned, the difference with respect to n/v ratios of the most commonly installed transmission type is within 8 per cent;
(e)
Number of powered axles;
(f)
ATCT family, per reference fuel in the case of flex-fuel or bi-fuel vehicles;
(g)
Number of wheels per axle.
5.6.1.3. If an alternative parameter such as a higher n min_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:
‘(c)
Type of electric energy converter between the electric machine and traction REESS, between the traction REESS and low voltage power supply and between the recharge-plug-in and traction REESS, and any other characteristics having a non-negligible influence on CO 2 mass emission and electric energy consumption under WLTP conditions;’;
(20)
in point 5.6.3., point (e) is replaced by the following:
‘(e)
Type of electric energy converter between the electric machine and traction REESS, between the traction REESS and low voltage power supply and between the recharge-plug-in and traction REESS, and any other characteristics having a non-negligible influence on electric energy consumption and range under WLTP conditions;’;
(21)
in point 5.6.3., point (g) is replaced by the following:
‘(g)
n/v ratios (engine rotational speed divided by vehicle speed). This requirement shall be considered fulfilled if, for all transmission ratios concerned, the difference with respect to the n/v ratios of the most commonly installed transmission type and model is within 8 per cent.’;
(22)
in point 5.7., from point (d) until the end is replaced by the following:
‘(d)
Number of wheels per axle.
If at least one electric machine is coupled in the gearbox position neutral and the vehicle is not equipped with a vehicle coastdown mode (paragraph 4.2.1.8.5. of Sub-Annex 4) such that the electric machine has no influence on the road load, the criteria in paragraph 5.6.2. (a) and paragraph 5.6.3. (a) shall apply.
If there is a difference, apart from vehicle mass, rolling resistance and aerodynamics, that has a non-negligible influence on road load, that vehicle shall not be considered to be part of the family unless approved by the approval authority.’;
(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:
(a)
Transmission type (e.g. manual, automatic, CVT);
(b)
Number of powered axles;
(c)
Number of wheels per axle.’;
(24)
point 5.9. is replaced by the following:
‘5.9. Periodically regenerating systems (K i ) family
Only vehicles that are identical with respect to the following characteristics may be part of the same periodically regenerating systems family:
(a)
Type of internal combustion engine: fuel type, combustion process,
(b)
Periodically regenerating system (i.e. catalyst, particulate trap);
(i)
Construction (i.e. type of enclosure, type of precious metal, type of substrate, cell density);
(ii)
Type and working principle;
(iii)
Volume ± 10 per cent;
(iv)
Location (temperature ± 100 °C at second highest reference speed).
(c)
The test mass of each vehicle in the family shall be less than or equal to the test mass of the vehicle used for the K i demonstration test plus 250 kg.’;
(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:
(a)
points from 1. to 3.5. are replaced by the following:
‘1. General requirements
The cycle to be driven depends on the ratio of the test vehicle's rated power to mass in running order minus 75 kg, W/kg, and its maximum velocity, v max .
The cycle resulting from the requirements described in this Sub-Annex shall be referred to in other parts of the Annex as the “applicable cycle”.
2. Vehicle classifications
2.1. Class 1 vehicles have a power to mass in running order minus 75 kg ratio P mr ≤ 22 W/kg.
2.2. Class 2 vehicles have a power to mass in running order minus 75 kg ratio > 22 but ≤ 34 W/kg.
2.3. Class 3 vehicles have a power to mass in running order minus 75 kg ratio > 34 W/kg.
2.3.1. Class 3 vehicles are divided into 2 subclasses in accordance with their maximum speed, v max .
2.3.1.1. Class 3a vehicles with v max < 120 km/h.
2.3.1.2. Class 3b vehicles with v max ≥ 120 km/h.
2.3.2. All vehicles tested in accordance with Sub-Annex 8 shall be considered to be Class 3 vehicles.
3. Test cycles
3.1. Class 1 cycle
3.1.1. A complete Class 1 cycle shall consist of a low phase (Low 1 ), a medium phase (Medium 1 ) and an additional low phase (Low 1 ).
3.1.2. The Low 1 phase is described in Figure A1/1 and Table A1/1.
3.1.3. The Medium 1 phase is described in Figure A1/2 and Table A1/2.
3.2. Class 2 cycle
3.2.1. A complete Class 2 cycle shall consist of a low phase (Low 2 ), a medium phase (Medium 2 ), a high phase (High 2 ) and an extra high phase (Extra High 2 ).
3.2.2. The Low 2 phase is described in Figure A1/3 and Table A1/3.
3.2.3. The Medium 2 phase is described in Figure A1/4 and Table A1/4.
3.2.4. The High 2 phase is described in Figure A1/5 and Table A1/5.
3.2.5. The Extra High 2 phase is described in Figure A1/6 and Table A1/6.
3.3. Class 3 cycle
Class 3 cycles are divided into 2 subclasses to reflect the subdivision of Class 3 vehicles.
3.3.1. Class 3a cycle
3.3.1.1. A complete cycle shall consist of a low phase (Low 3 ), a medium phase (Medium 3a ), a high phase (High 3a ) and an extra high phase (Extra High 3 ).
3.3.1.2. The Low 3 phase is described in Figure A1/7 and Table A1/7.
3.3.1.3. The Medium 3a phase is described in Figure A1/8 and Table A1/8.
3.3.1.4. The High 3a phase is described in Figure A1/10 and Table A1/10.
3.3.1.5. The Extra High 3 phase is described in Figure A1/12 and Table A1/12.
3.3.2. Class 3b cycle
3.3.2.1. A complete cycle shall consist of a low phase (Low 3 ) phase, a medium phase (Medium 3b ), a high phase (High 3b ) and an extra high phase (Extra High 3 ).
3.3.2.2. The Low 3 phase is described in Figure A1/7 and Table A1/7.
3.3.2.3. The Medium 3b phase is described in Figure A1/9 and Table A1/9.
3.3.2.4. The High 3b phase is described in Figure A1/11 and Table A1/11.
3.3.2.5. The Extra High 3 phase is described in Figure A1/12 and Table A1/12.
3.4. Duration of all phases
3.4.1. All low speed phases last 589 seconds.
3.4.2. All medium speed phases last 433 seconds.
3.4.3. All high speed phases last 455 seconds.
3.4.4. All extra high speed phases last 323 seconds.
3.5. WLTC city cycles
OVC-HEVs and PEVs shall be tested using the appropriate Class 3a and Class 3b WLTC and WLTC city cycles (see Sub-Annex 8).
The WLTC city cycle consists of the low and medium speed phases only.’;
(b)
the title of point 4. is replaced by the following:
‘WLTC Class 1 cycle’;
(c)
the title of Figure A1/1 is replaced by the following:
‘WLTC, Class 1 cycle, phase Low 1
’;
(d)
the title of Figure A1/2 is replaced by the following:
‘WLTC, Class 1 cycle, phase Medium 1
’;
(e)
the title of Table A1/1 is replaced by the following:
‘WLTC, Class 1 cycle, phase Low 1
’;
(f)
the title of Table A1/2 is replaced by the following:
‘WLTC, Class 1 cycle, phase Medium 1
’;
(g)
the title of point 5. is replaced by the following:
‘WLTC Class 2 cycle’;
(h)
the title of Figure A1/3 is replaced by the following:
‘WLTC, Class 2 cycle, phase Low 2
’;
(i)
the title of Figure A1/4 is replaced by the following:
‘WLTC, Class 2 cycle, phase Medium 2
’;
(j)
the title of Figure A1/5 is replaced by the following:
‘WLTC, Class 2 cycle, phase High 2
’;
(k)
the title of Figure A1/6 is replaced by the following:
‘WLTC, Class 2 cycle, phase Extra High 2
’;
(l)
the title of Table A1/3 is replaced by the following:
‘WLTC, Class 2 cycle, phase Low 2
’;
(m)
the title of Table A1/4 is replaced by the following:
‘WLTC, Class 2 cycle, phase Medium 2
’;
(n)
the title of Table A1/5 is replaced by the following:
‘WLTC, Class 2 cycle, phase High 2
’;
(o)
the title of Table A1/6 is replaced by the following:
‘WLTC, Class 2 cycle, phase Extra High 2
’;
(p)
the title of point 6. is replaced by the following:
‘WLTC Class 3 cycle’;
(q)
the title of Figure A1/7 is replaced by the following:
‘WLTC, Class 3 cycle, phase Low 3
’;
(r)
the title of Figure A1/8 is replaced by the following:
‘WLTC, Class 3a cycle, phase Medium 3a
’;
(s)
the title of Figure A1/9 is replaced by the following:
‘WLTC, Class 3b cycle, phase Medium 3b
’;
(t)
the title of Figure A1/10 is replaced by the following:
‘WLTC, Class 3a cycle, phase High 3a
’;
(u)
the title of Figure A1/11 is replaced by the following:
‘WLTC, Class 3b cycle, phase High 3b
’;
(v)
the title of Figure A1/12 is replaced by the following:
‘WLTC, Class 3 cycle, phase Extra High 3
’;
(w)
the title of Table A1/7 is replaced by the following:
‘WLTC, Class 3 cycle, phase Low 3
’;
(x)
the title of Table A1/8 is replaced by the following:
‘WLTC, Class 3a cycle, phase Medium 3a
’;
(y)
the title of Table A1/9 is replaced by the following:
‘WLTC, Class 3b cycle, phase Medium 3b
’;
(z)
the title of Table A1/10 is replaced by the following:
‘WLTC, Class 3a cycle, phase High 3a
’;
(aa)
the title of Table A1/11 is replaced by the following:
‘WLTC, Class 3b cycle, phase High 3b
’;
(ab)
the title of Table A1/12 is replaced by the following:
‘WLTC, Class 3 cycle, phase Extra High 3
’;
(ac)
in point 7, Table A1/13 is replaced by the following:
‘ Table A1/13
1 Hz checksums
Cycle class
Cycle phase
Checksum of 1 Hz target vehicle speeds
Class 1
Low
11 988,4
Medium
17 162,8
Low
11 988,4
Total
41 139,6
Class 2
Low
11 162,2
Medium
17 054,3
High
24 450,6
Extra High
28 869,8
Total
81 536,9
Class 3a
Low
11 140,3
Medium
16 995,7
High
25 646,0
Extra High
29 714,9
Total
83 496,9
Class 3b
Low
11 140,3
Medium
17 121,2
High
25 782,2
Extra High
29 714,9
Total
83 758,6 ’
(ad)
in point 8.1., the first paragraph below the title is deleted;
(ae)
point 8.2.2. is replaced by the following:
‘8.2.2. Downscaling procedure for Class 2 vehicles
Since the driveability problems are exclusively related to the extra high speed phases of the Class 2 and Class 3 cycles, the downscaling is related to those time periods of the extra high speed phases where driveability problems are expected to occur (see Figures A1/15 and A1/16).’;
(af)
in point 8.2.3., the first paragraph below the title is replaced by the following:
‘Figure A1/16 shows an example for a downscaled extra high speed phase of the Class 3 WLTC.’;
(ag)
in point 8.3., after the first equation the text
‘f 0 , f 1 , f 2
are the applicable road load coefficients, N, N/(km/h), and N/(km/h) 2 respectively;
TM
is the applicable test mass, kg;
v i
is the speed at time i, km/h.
The cycle time i at which maximum power or power values close to maximum power is required, is: second 764 for Class 1, second 1 574 for Class 2 and second 1 566 for Class 3 vehicles.’
is replaced by the following:
‘f 0 , f 1 , f 2
are the applicable road load coefficients, N, N/(km/h), and N/(km/h) 2 respectively;
TM
is the applicable test mass, kg;
v i
is the speed at time i, km/h;
a i
is the acceleration at time i, km/h 2 .
The cycle time i at which maximum power or power values close to maximum power is required is second 764 for the Class 1 cycle, second 1 574 for the Class 2 cycle and second 1 566 for the Class 3 cycle.’;
(ah)
point 9.1. is replaced by the following:
‘9.1. General remarks
This paragraph applies to vehicles that are technically able to follow the speed trace of the applicable cycle specified in paragraph 1. of this Sub-Annex (base cycle) at speeds lower than its maximum speed, but whose maximum speed is limited to a value lower than the maximum speed of the base cycle for other reasons. That applicable cycle shall be referred to as the “base cycle” and used to determine the capped speed cycle.
In the cases where downscaling in accordance with paragraph 8.2. is applied, the downscaled cycle shall be used as the base cycle.
The maximum speed of the base cycle shall be referred to as v max,cycle .
The maximum speed of the vehicle shall be referred to as its capped speed v cap .
If v cap is applied to a Class 3b vehicle as defined in paragraph 3.3.2., the Class 3b cycle shall be used as the base cycle. This shall apply even if v cap is lower than 120 km/h.
In the cases where v cap is applied, the base cycle shall be modified as described in paragraph 9.2. in order to achieve the same cycle distance for the capped speed cycle as for the base cycle.’;
(ai)
points 9.2.1.1. and 9.2.1.2. are replaced by the following:
9.2.1.1. If v cap < v max,medium , the distance of the medium speed phases of the base cycle d base,medium and the interim capped speed cycle d cap,medium shall be calculated using the following equation for both cycles:
, for i = 591 to 1 022
where:
v max,medium is the maximum vehicle speed of the medium speed phase as listed in Table A1/2 for the Class 1 cycle, in Table A1/4 for the Class 2 cycle, in Table A1/8 for the Class 3a cycle and in Table A1/9 for the Class 3b cycle.
9.2.1.2. If v cap < v max,high , the distances of the high speed phases of the base cycle d base,high and the interim capped speed cycle d cap,high shall be calculated using the following equation for both cycles:
, for i = 1 024 to 1 477
v max,high is the maximum vehicle speed of the high speed phase as listed in Table A1/5 for the Class 2 cycle, in Table A1/10 for the Class 3a cycle and in Table A1/11 for the Class 3b cycle.’;
(aj)
in point 9.2.2., the second paragraph below the title is replaced by the following:
‘In order to compensate for a difference in distance between the base cycle and the interim capped speed cycle, corresponding time periods with v i = v cap shall be added to the interim capped speed cycle as described in paragraphs 9.2.2.1. to 9.2.2.3.’;
(ak)
the title of point 9.2.3.1. is replaced by the following:
‘Class 1 cycle’;
(al)
the title of point 9.2.3.2. is replaced by the following:
‘Class 2 and Class 3 cycles’;
(am)
in point 9.2.3.2.2., the equation in the first line
‘v max, medium ≤ = v cap < v max, high
’
is replaced with the following:
‘v max, medium ≤ v cap < v max, high
’;
(an)
in point 9.2.3.2.3., the equation in the first line
‘v max, high < = v cap < v max, exhigh
’
is replaced with the following:
‘v max, high ≤ v cap < v max, exhigh
’;
(ao)
the following points 10. and 10.1. are added:
‘10. Allocation of cycles to vehicles
10.1. A vehicle of a certain class shall be tested on the cycle of the same class, i.e. Class 1 vehicles on the Class 1 cycle, Class 2 vehicles on the Class 2 cycle, Class 3a vehicles on the Class 3a cycle, and Class 3b vehicles on the Class 3b cycle. However, at the request of the manufacturer and with approval of the approval authority, a vehicle may be tested on a numerically higher cycle class, e.g. a Class 2 vehicle may be tested on a Class 3 cycle. In this case the differences between Classes 3a and 3b shall be respected and the cycle may be downscaled in accordance with paragraphs 8. to 8.4.’;
(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:
(a)
P rated , the maximum rated engine power as declared by the manufacturer, kW;
(b)
n rated , the rated engine speed declared by the manufacturer as the engine speed at which the engine develops its maximum power, min – 1 ;
(c)
n idle , idling speed, min – 1 .
n idle shall be measured over a period of at least 1 minute at a sampling rate of at least 1 Hz with the engine running in warm condition, the gear lever placed in neutral, and the clutch engaged. The conditions for temperature, peripheral and auxiliary devices, etc. shall be the same as described in Sub-Annex 6 for the Type 1 test.
The value to be used in this Sub-Annex shall be the arithmetic average over the measuring period, rounded or truncated to the nearest 10 min – 1 ;
(d)
ng, the number of forward gears.
The forward gears in the transmission range designed for normal on-road operation shall be numbered in descending order of the ratio between engine speed in min – 1 and vehicle speed in km/h. Gear 1 is the gear with the highest ratio, gear ng is the gear with the lowest ratio. ng determines the number of forward gears;
(e)
(n/v) i , the ratio obtained by dividing the engine speed n by the vehicle speed v for each gear i, for i to ng max , min – 1 /(km/h). (n/v) i shall be calculated using the equations in paragraph 8. of Sub-Annex 7;
(f)
f 0 , f 1 , f 2 , road load coefficients selected for testing, N, N/(km/h), and N/(km/h) 2 respectively;
(g)
n max
n max1 = n 95_high , the maximum engine speed where 95 per cent of rated power is reached, min – 1 ;
If n 95_high cannot be determined because the engine speed is limited to a lower value n lim for all gears and the corresponding full load power is higher than 95 per cent of rated power, n 95_high shall be set to n lim .
n max2 = (n/v)(ng max ) × v max,cycle
n max3 = (n/v)(ng max ) × v max,vehicle
where:
ng vmax
is defined in paragraph 2.(i);
v max,cycle
is the maximum speed of the vehicle speed trace in accordance with Sub-Annex 1, km/h;
v max,vehicle
is the maximum speed of the vehicle in accordance with paragraph 2.(i), km/h;
(n/v)(ng vmax )
is the ratio obtained by dividing engine speed n by the vehicle speed v for the gear ng vmax , min – 1 /(km/h);
n max
is the maximum of n max1 , n max2 and n max3 , min – 1 .
(h)
P wot (n), the full load power curve over the engine speed range
The power curve shall consist of a sufficient number of data sets (n, P wot ) so that the calculation of interim points between consecutive data sets can be performed by linear interpolation. Deviation of the linear interpolation from the full load power curve in accordance with Annex XX shall not exceed 2 per cent. The first data set shall be at n min_drive_set (see point (k)(3)) or lower. The last data set shall be at n max or higher engine speed. Data sets need not be spaced equally but all data sets shall be reported.
The data sets and the values P rated and n rated shall be taken from the power curve as declared by the manufacturer.
The full load power at engine speeds not covered by Annex XX shall be determined in accordance with the method described in Annex XX;
(i)
Determination of ng vmax and v max
ng vmax , the gear in which the maximum vehicle speed is reached and shall be determined as follows:
If v max (ng) ≥ v max (ng – 1) and v max (ng – 1) ≥ v max (ng – 2), then:
ng vmax = ng and v max = v max (ng).
If v max (ng) < v max (ng – 1) and v max (ng – 1) ≥ v max (ng – 2), then:
ng vmax = ng – 1 and v max = v max (ng – 1),
otherwise, ng vmax = ng -2 and v max = v max (ng – 2)
where:
v max (ng)
is the vehicle speed at which the required road load power equals the available power P wot in gear ng (see Figure A2/1a).
v max (ng – 1)
is the vehicle speed at which the required road load power equals the available power P wot in the next lower gear (gear ng – 1). See Figure A2/1b.
v max (ng – 2)
is the vehicle speed at which the required road load power equals the available power P wot in the gear ng – 2.
Vehicle speed values rounded to one place of decimal shall be used for the determination of v max and ng vmax .
The required road load power, kW, shall be calculated using the following equation:
where:
v
is the vehicle speed specified above, km/h.
The available power at vehicle speed v max in gear ng, gear ng – 1 or gear ng – 2 may be determined from the full load power curve, P wot (n), by using the following equations:
n ng = (n/v) ng × v max (ng);
n ng – 1 = (n/v) ng – 1 × v max (ng – 1);
n ng – 2 = (n/v) ng – 2 × v max (ng – 2),
and by reducing the power values of the full load power curve by 10 per cent.
The method described above shall be extended to even lower gears, i.e. ng – 3, ng – 4, etc. if necessary.
If, for the purpose of limiting maximum vehicle speed, the maximum engine speed is limited to n lim which is lower than the engine speed corresponding to the intersection of the road load power curve and the available power curve, then:
ng vmax = ng max and v max = n lim / (n/v)(ng max ).
Figure A2/1a
An example where ng max is the highest gear
Figure A2/1b
An example where ng max is the 2nd highest gear
(j)
Exclusion of a crawler gear
Gear 1 may be excluded at the request of the manufacturer if all of the following conditions are fulfilled:
(1)
The vehicle family is homologated to tow a trailer;
(2)
(n/v) 1 × (v max / n 95_high ) > 6,74;
(3)
(n/v) 2 × (v max / n 95_high ) > 3,85;
(4)
The vehicle, having a mass m t as defined in the equation below, is able to pull away from standstill within 4 seconds, on an uphill gradient of at least 12 per cent, on five separate occasions within a period of 5 minutes.
m t = m r0 + 25 kg + (MC – m r0 – 25 kg) × 0,28
(factor 0,28 in the above equation shall be used for category N vehicles with a gross vehicle mass up to 3,5 tonnes and shall be replaced by factor 0,15 in the case of category M vehicles),
where:
v max
is the maximum vehicle speed as specified in paragraph 2. (i). Only the v max value resulting from the intersection of the required road load power curve and the available power curve of the relevant gear shall be used for the conditions in (3) and (4) above. A v max value resulting from a limitation of the engine speed which prevents this intersection of curves shall not be used;
(n/v)(ng vmax )
is the ratio obtained by dividing the engine speed n by the vehicle speed v for gear ng vmax , min – 1 /(km/h);
m r0
is the mass in running order, kg;
MC
is the gross train mass (gross vehicle mass + max. trailer mass), kg.
In this case, gear 1 shall not be used when driving the cycle on a chassis dynamometer and the gears shall be renumbered starting with the second gear as gear 1.
(k)
Definition of n min_drive
n min_drive is the minimum engine speed when the vehicle is in motion, min – 1 ;
(1)
For n gear = 1, n min_drive = n idle ,
(2)
For n gear = 2,
(i)
for transitions from first to second gear:
n min_drive = 1,15 × n idle ,
(ii)
for decelerations to standstill:
n min_drive = n idle .
(iii)
for all other driving conditions:
n min_drive = 0,9 × n idle .
(3)
For n gear > 2, n min_drive shall be determined by:
n min_drive = n idle + 0,125 ×( n rated – n idle ).
This value shall be referred to as n min_drive_set .
The final results for n min_drive shall be rounded to the nearest integer. Example:
1 199,5 becomes 1 200, 1 199,4 becomes 1 199.
Values higher than n min_drive_set may be used for n gear > 2 if requested by the manufacturer. In this case, the manufacturer may specify one value for acceleration/constant speed phases (n min_drive_up ) and a different value for deceleration phases (n min_drive_down ).
Samples which have acceleration values ≥ – 0,1389 m/s 2 shall belong to the acceleration/constant speed phases.
In addition, for an initial period of time (t start_phase ), the manufacturer may specify higher values (n min_drive_start and/or n min_drive_up_start ) for the values n min_drive and/or n min_drive_up for n gear > 2 than specified above.
The initial time period shall be specified by the manufacturer but shall not exceed the low speed phase of the cycle and shall end in a stop phase so that there is no change of n min_drive within a short trip.
All individually chosen n min_drive values shall be equal to or higher than n min_drive_set but shall not exceed (2 × n min_drive_set ).
All individually chosen n min_drive values and t start_phase shall be included in all relevant test reports.
Only n min_drive_set shall be used as the lower limit for the full load power curve in accordance with paragraph 2(h).
(l)
TM, test mass of the vehicle, kg.
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:
P required,j
is the required power at second j, kW;
a j
is the vehicle acceleration at second j, m/s 2 , and is calculated as follows:
;
kr
is a factor taking the inertial resistances of the drivetrain during acceleration into account and is set to 1,03.
3.2. Determination of engine speeds
For any v j < 1 km/h, it shall be assumed that the vehicle is standing still and the engine speed shall be set to n idle . 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 v j ≥ 1 km/h of the cycle trace and each gear i, i = 1 to ng max , the engine speed, n i,j , shall be calculated using the following equation:
n i,j = (n/v) i × v j
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 v j :
(a)
All gears i < ng vmax where n min_drive ≤ n i,j ≤ n max1 ;
(b)
All gears i ≥ ng vmax where n min_drive ≤ n i,j ≤ n max2 ;
(c)
Gear 1, if n 1,j < n min_drive .
If a j < 0 and n i,j ≤ n idle , n i,j shall be set to n idle and the clutch shall be disengaged.
If a j ≥ 0 and n i,j < max(1,15 × n idle ; min. engine speed of the P wot (n) curve), n i,j shall be set to the maximum of 1,15 × n idle or (n/v) i × v j 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 v i shall be calculated using the following equation:
P available_i,j = P wot (n i,j ) × (1 – (SM + ASM))
where:
P rated
is the rated power, kW;
P wot
is the power available at n i,j at full load condition from the full load power curve;
SM
is a safety margin accounting for the difference between the stationary full load condition power curve and the power available during transition conditions. SM is set to 10 per cent;
ASM
is an additional power safety margin which may be applied at the request of the manufacturer.
When requested, the manufacturer shall provide the ASM values (in per cent reduction of the wot power) together with data sets for P wot (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
n
Pwot
SM per cent
ASM per cent
P available
min – 1
kW
kW
700
6,3
10,0
20,0
4,4
1 000
15,7
10,0
20,0
11,0
1 500
32,3
10,0
15,0
24,2
1 800
56,6
10,0
10,0
45,3
1 900
59,7
10,0
5,0
50,8
2 000
62,9
10,0
0,0
56,6
3 000
94,3
10,0
0,0
84,9
4 000
125,7
10,0
0,0
113,2
5 000
157,2
10,0
0,0
141,5
5 700
179,2
10,0
0,0
161,3
5 800
180,1
10,0
0,0
162,1
6 000
174,7
10,0
0,0
157,3
6 200
169,0
10,0
0,0
152,1
6 400
164,3
10,0
0,0
147,8
6 600
156,4
10,0
0,0
140,8
3.5. Determination of possible gears to be used
The possible gears to be used shall be determined by the following conditions:
(a)
The conditions of paragraph 3.3. are fulfilled, and
(b)
For n gear > 2, if P available_i,j ≥ P required,j .
The initial gear to be used for each second j of the cycle trace is the highest final possible gear, i max . When starting from standstill, only the first gear shall be used.
The lowest final possible gear is i min .
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:
(a)
If a one step higher gear (n + 1) is required for only 1 second and the gears before and after are the same (n) or one of them is one step lower (n – 1), gear (n + 1) shall be corrected to gear n.
Examples:
Gear sequence i – 1, i, i – 1 shall be replaced by:
i – 1, i – 1, i – 1;
Gear sequence i – 1, i, i – 2 shall be replaced by:
i – 1, i – 1, i – 2;
Gear sequence i – 2, i, i – 1 shall be replaced by:
i – 2, i – 1, i – 1.
Gears used during accelerations at vehicle speeds ≥ 1 km/h shall be used for a period of at least 2 seconds (e.g. a gear sequence 1, 2, 3, 3, 3, 3, 3 shall be replaced by 1, 1, 2, 2, 3, 3, 3). This requirement shall not be applied on downshifts during an acceleration phase. Such downshifts shall be corrected in accordance with paragraph 4(b). Gears shall not be skipped during acceleration phases.
However an upshift by two gears is permitted at the transition from an acceleration phase to a constant speed phase if the duration of the constant speed phase exceeds 5 seconds.
(b)
If a downshift is required during an acceleration phase the gear which is required during this downshift is noted (i DS ). The start point of a correction procedure is defined by either the last previous second when i DS was identified, or the start point of the acceleration phase if all time samples before have gears > i DS . The following check shall then be applied.
Working backwards from the end of the acceleration phase, the latest occurrence of a 10 second window containing i DS for either 2 or more consecutive seconds, or 2 or more individual seconds shall be identified. The last usage of i DS in this window defines the end point of the correction procedure. Between the start and end of the correction period, all requirements for gears greater than i DS shall be corrected to a requirement of i DS .
From the end of the correction period to the end of the acceleration phase, all downshifts with a duration of only one second shall be removed, if the downshift was a one step downshift. If the downshift was a two step downshift, all requirements for gears greater than or equal to i DS up to the latest occurrence of i DS shall be corrected to (i DS + 1).
This final correction shall also be applied from the start point to the end of the acceleration phase, if no 10 second window containing i DS for either 2 or more consecutive seconds or 2 or more individual seconds was identified.
Examples:
(i)
If the initially calculated gear use is:
2, 2, 3, [3, 4, 4, 4, 4, 3 , 4, 4, 4, 4], 4, 4, 3 , 4, 4, 4,
the gear use shall be corrected to:
2, 2, 3, 3, 3, 3, 3, 3, 3 , 3, 3, 3, 3, 3, 3, 3 , 4, 4, 4.
(ii)
If the initially calculated gear use is:
2, 2, 3, [3, 4, 4, 3 , 4, 4, 4, 4, 4, 4], 4, 4, 4, 4, 3 , 4,
the gear use shall be corrected to:
2, 2, 3, 3, 3, 3, 3 , 4, 4, 4, 4, 4, 4, 4, 4, 4, 4, 4 , 4.
(iii)
If the initially calculated gear use is:
2, 2, 3, [3, 4, 4, 4, 4, 4, 4, 4, 4, 4], 4, 4, 4, 3 , 3 , 4,
the gear use shall be corrected to:
2, 2, 3, 3, 3, 3, 3, 3, 3, 3, 3, 3, 3, 3, 3, 3, 3 , 3 , 4.
The first 10 second windows are indicated by square brackets in the examples above.
The underlined gears (e.g. 3 ) indicate those cases which could lead to a correction of the gear before it.
This correction shall not be performed for gear 1.
(c)
If gear i is used for a time sequence of 1 to 5 seconds and the gear prior to this sequence is one step lower and the gear after this sequence is one or two steps lower than within this sequence or the gear prior to this sequence is two steps lower and the gear after this sequence is one step lower than within the sequence, the gear for the sequence shall be corrected to the maximum of the gears before and after the sequence.
Examples:
(i)
Gear sequence i – 1, i, i – 1 shall be replaced by:
i – 1, i – 1, i – 1;
Gear sequence i – 1, i, i – 2 shall be replaced by:
i – 1, i – 1, i – 2;
Gear sequence i – 2, i, i – 1 shall be replaced by:
i – 2, i – 1, i – 1.
(ii)
Gear sequence i – 1, i, i, i – 1 shall be replaced by:
i – 1, i – 1, i – 1, i – 1;
Gear sequence i – 1, i, i, i – 2 shall be replaced by:
i – 1, i – 1, i – 1, i – 2;
Gear sequence i – 2, i, i, i – 1 shall be replaced by:
i – 2, i – 1, i – 1, i – 1.
(iii)
Gear sequence i – 1, i, i, i, i – 1 shall be replaced by:
i – 1, i – 1, i – 1, i – 1, i – 1;
Gear sequence i – 1, i, i, i, i – 2 shall be replaced by:
i – 1, i – 1, i – 1, i – 1, i – 2;
Gear sequence i – 2, i, i, i, i – 1 shall be replaced by:
i – 2, i – 1, i – 1, i – 1, i – 1.
(iv)
Gear sequence i – 1, i, i, i, i, i – 1 shall be replaced by:
i – 1, i – 1, i – 1, i – 1, i – 1, i – 1;
Gear sequence i – 1, i, i, i, i, i – 2 shall be replaced by:
i – 1, i – 1, i – 1, i – 1, i – 1, i – 2;
Gear sequence i – 2, i, i, i, i, i – 1 shall be replaced by:
i – 2, i – 1, i – 1, i – 1, i – 1, i – 1.
(v)
Gear sequence i – 1, i, i, i, i, i, i – 1 shall be replaced by:
i – 1, i – 1, i – 1, i – 1, i – 1, i – 1, i – 1.
Gear sequence i – 1, i, i, i, i, i, i – 2 shall be replaced by:
i – 1, i – 1, i – 1, i – 1, i – 1, i – 1, i – 2;
Gear sequence i – 2, i, i, i, i, i, i – 1 shall be replaced by:
i – 2, i – 1, i – 1, i – 1, i – 1, i – 1, i – 1.
In all cases (i) to (v), i – 1 ≥ i min shall be fulfilled.
(d)
No upshift to a higher gear at the transition from an acceleration or constant speed phase to a deceleration phase shall be performed if the gear in the phase following the deceleration phase is lower than the upshifted gear.
Example:
If v i ≤ v i + 1 and v i + 2 < v i + 1 and gear i = 4 and gear (i + 1 = 5) and gear (i + 2 = 5), then gear (i + 1) and gear (i + 2) shall be set to 4 if the gear for the phase following the deceleration phase is gear 4 or lower. For all following cycle trace points with gear 5 within the deceleration phase, the gear shall also be set to 4. If the gear following the deceleration phase is gear 5, an upshift shall be performed.
If there is an upshift during the transition and the initial deceleration phase by 2 gears, an upshift by 1 gear shall be performed.
No upshift to a higher gear shall be performed within a deceleration phase.
(e)
During a deceleration phase, gears with n gear > 2 shall be used as long as the engine speed does not drop below n min_drive .
Gear 2 shall be used during a deceleration phase within a short trip of the cycle (not at the end of a short trip) as long as the engine speed does not drop below (0,9 × n idle ).
If the engine speed drops below n idle , the clutch shall be disengaged.
If the deceleration phase is the last part of a short trip shortly before a stop phase, the second gear shall be used as long as the engine speed does not drop below n idle .
(f)
If during a deceleration phase the duration of a gear sequence between two gear sequences of 3 seconds or more is only 1 second, it shall be replaced by gear 0 and the clutch shall be disengaged.
If during a deceleration phase the duration of a gear sequence between two gear sequences of 3 seconds or more is 2 seconds, it shall be replaced by gear 0 for the 1st second and for the 2nd second with the gear that follows after the 2 second period. The clutch shall be disengaged for the 1st second.
Example: A gear sequence 5, 4, 4, 2 shall be replaced by 5, 0, 2, 2.
This requirement shall only be applied if the gear that follows after the 2 second period is > 0.
If several gear sequences with durations of 1 or 2 seconds follow one another, corrections shall be performed as follows:
A gear sequence i, i, i, i – 1, i – 1, i – 2 or i, i, i, i – 1, i – 2, i – 2 shall be changed to i, i, i, 0, i – 2, i – 2.
A gear sequence such as i, i, i, i – 1, i – 2, i – 3 or i, i, i, i – 2, i – 2, i – 3 or other possible combinations shall be changed to i, i, i, 0, i – 3, i – 3.
This change shall also be applied to gear sequences where the acceleration is ≥ 0 for the first 2 seconds and < 0 for the 3rd second or where the acceleration is ≥ 0 for the last 2 seconds.
For extreme transmission designs, it is possible that gear sequences with durations of 1 or 2 seconds following one another may last up to 7 seconds. In such cases, the correction above shall be complemented by the following correction requirements in a second step:
A gear sequence j, 0, i, i, i – 1, k with j > (i + 1) and k ≤ (i – 1) shall be changed to j, 0, i – 1, i – 1, i – 1, k, if gear (i – 1) is one or two steps below i max for second 3 of this sequence (one after gear 0).
If gear (i – 1) is more than two steps below i max for second 3 of this sequence, a gear sequence j, 0, i, i, i – 1, k with j > (i + 1) and k ≤ (i – 1) shall be changed to j, 0, 0, k, k, k.
A gear sequence j, 0, i, i, i-2, k with j > (i + 1) and k ≤ (i – 2) shall be changed to j, 0, i – 2, i – 2, i – 2, k, if gear (i – 2) is one or two steps below i max for second 3 of this sequence (one after gear 0).
If gear (i – 2) is more than two steps below i max for second 3 of this sequence, a gear sequence j, 0, i, i, i – 2, k with j > (i + 1) and k ≤ (i – 2) shall be changed to j, 0, 0, k, k, k.
In all cases specified above in this sub-paragraph, the clutch disengagement (gear 0) for 1 second is used in order to avoid too high engine speeds for this second. If this is not an issue and, if requested by the manufacturer, it is allowed to use the lower gear of the following second directly instead of gear 0 for downshifts of up to 3 steps. The use of this option shall be recorded.
If the deceleration phase is the last part of a short trip shortly before a stop phase and the last gear > 0 before the stop phase is used only for a period of up to 2 seconds, gear 0 shall be used instead and the gear lever shall be placed in neutral and the clutch shall be engaged.
Examples: A gear sequence of 4, 0, 2, 2, 0 for the last 5 seconds before a stop phase shall be replaced by 4, 0, 0, 0, 0. A gear sequence of 4, 3, 3, 0 for the last 4 seconds before a stop phase shall be replaced by 4, 0, 0, 0.
A downshift to first gear is not permitted during those deceleration phases.
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:
(a)
point 2.4. is replaced by the following:
‘2.4.
f 0 , f 1 , f 2 are the road load coefficients of the road load equation F = f 0 + f 1 × v + f 2 × v 2 determined in accordance with this Sub-Annex.
f 0
is the constant road load coefficient and shall be rounded to one place of decimal, N;
f 1
is the first order road load coefficient and shall be rounded to three places of decimal, N/(km/h);
f 2
is the second order road load coefficient and shall be rounded to five places of decimal, N/(km/h) 2 .
Unless otherwise stated, the road load coefficients shall be calculated with a least square regression analysis over the range of the reference speed points.’;
(b)
in point 2.5.3., the first paragraph below the title is replaced by the following:
‘If the vehicle is tested on a dynamometer in 4WD operation, the equivalent inertia mass of the chassis dynamometer shall be set to the applicable test mass.’;
(c)
the following point 2.6. is inserted:
‘2.6.
Additional masses for setting the test mass shall be applied such that the weight distribution of that vehicle is approximately the same as that of the vehicle with its mass in running order. In the case of category N vehicles or passenger vehicles derived from category N vehicles, the additional masses shall be located in a representative manner and shall be justified to the approval authority upon their request. The weight distribution of the vehicle shall be included in all relevant test reports and shall be used for any subsequent road load determination testing.’;
(d)
points 3. and 3.1. are replaced by the following:
‘3. General requirements
The manufacturer shall be responsible for the accuracy of the road load coefficients and shall ensure this for each production vehicle within the road load family. Tolerances within the road load determination, simulation and calculation methods shall not be used to underestimate the road load of production vehicles. At the request of the approval authority, the accuracy of the road load coefficients of an individual vehicle shall be demonstrated.
3.1. Overall measurement accuracy, precision, resolution and frequency
The required overall measurement accuracy shall be as follows:
(a)
Vehicle speed accuracy: ± 0,2 km/h with a measurement frequency of at least 10 Hz;
(b)
Time: min. accuracy: ± 10 ms; min. precision and resolution:10 ms;
(c)
Wheel torque accuracy: ± 6 Nm or ± 0,5 per cent of the maximum measured total torque, whichever is greater, for the whole vehicle, with a measurement frequency of at least 10 Hz;
(d)
Wind speed accuracy: ± 0,3 m/s, with a measurement frequency of at least 1 Hz;
(e)
Wind direction accuracy: ± 3°, with a measurement frequency of at least 1 Hz;
(f)
Atmospheric temperature accuracy: ± 1 °C, with a measurement frequency of at least 0,1 Hz;
(g)
Atmospheric pressure accuracy: ± 0,3 kPa, with a measurement frequency of at least 0,1 Hz;
(h)
Vehicle mass measured on the same weighing scale before and after the test: ± 10 kg (± 20 kg for vehicles > 4 000 kg);
(i)
Tyre pressure accuracy: ± 5 kPa;
(j)
Wheel rotational speed accuracy: ± 0,05 s – 1 or 1 per cent, whichever is greater.’;
(e)
points 3.2.5., 3.2.6. and 3.2.7. are replaced by the following:
‘3.2.5. Rotating wheels
To properly determine the aerodynamic influence of the wheels, the wheels of the test vehicle shall rotate at such a speed that the resulting vehicle velocity is within ± 3 km/h of the wind velocity.
3.2.6. Moving belt
To simulate the fluid flow at the underbody of the test vehicle, the wind tunnel shall have a moving belt extending from the front to the rear of the vehicle. The speed of the moving belt shall be within ± 3 km/h of the wind velocity.
3.2.7. Fluid flow angle
At nine equally distributed points over the nozzle area, the root mean square deviation of both the pitch angle α and the yaw angle β (Y-, Z-plane) at the nozzle outlet shall not exceed 1°.’;
(f)
point 3.2.12. is replaced by the following:
‘3.2.12. Measurement precision
The precision of the measured force shall be within ± 3 N.’;
(g)
points 4.1.1.1., 4.1.1.1.1. and 4.1.1.1.2. are replaced by the following:
‘4.1.1.1. Permissible wind conditions
The maximum permissible wind conditions for road load determination are described in paragraphs 4.1.1.1.1. and 4.1.1.1.2.
In order to determine the applicability of the type of anemometry to be used, the arithmetic average of the wind speed shall be determined by continuous wind speed measurement, using a recognized meteorological instrument, at a location and height above the road level alongside the test road where the most representative wind conditions will be experienced.
If tests in opposite directions cannot be performed at the same part of the test track (e.g. on an oval test track with an obligatory driving direction), wind speed and direction at each part of the test track shall be measured. In this case the higher measured arithmetic average wind speed determines the type of anemometry to be used and the lower arithmetic average wind speed the criterion for the allowance of waiving of a wind correction.
4.1.1.1.1. Permissible wind conditions when using stationary anemometry
Stationary anemometry shall be used only when wind speeds over a period of 5 seconds average less than 5 m/s and peak wind speeds are less than 8 m/s for less than 2 seconds. In addition, the average vector component of the wind speed across the test road shall be less than 2 m/s during each valid run pair. Run pairs that do not meet the above criteria shall be excluded from the analysis. Any wind correction shall be calculated as given in paragraph 4.5.3. Wind correction may be waived when the lowest arithmetic average wind speed is 2 m/s or less.
4.1.1.1.2. Permissible wind conditions when using on-board anemometry
For testing with an on-board anemometer, a device as described in paragraph 4.3.2. shall be used. The arithmetic average of the wind speed during each valid run pair over the test road shall be less than 7 m/s with peak wind speeds of less than 10 m/s for more than 2 seconds. In addition, the average vector component of the wind speed across the road shall be less than 4 m/s during each valid run pair. Run pairs that do not meet the above criteria shall be excluded from the analysis.’;
(h)
point 4.2.1.1. is replaced by the following:
‘4.2.1.1.
Requirements for test vehicle selection’;
(i)
the following points 4.2.1.1.1. and 4.2.1.1.2. are inserted:
‘4.2.1.1.1. Without using the interpolation method
A test vehicle (vehicle H) with the combination of road load relevant characteristics (i.e. mass, aerodynamic drag and tyre rolling resistance) producing the highest cycle energy demand shall be selected from the family (see paragraphs 5.6. and 5.7. of this Annex).
If the aerodynamic influence of the different wheels within one interpolation family is not known, the selection shall be based on the highest expected aerodynamic drag. As a guideline, the highest aerodynamic drag may be expected for wheels with (a) the largest width, (b) the largest diameter, and (c) the most open structure design (in that order of importance).
The wheel selection shall be performed additional to the requirement of the highest cycle energy demand.
4.2.1.1.2. Using an interpolation method
At the request of the manufacturer, an interpolation method may be applied.
In this case, two test vehicles shall be selected from the family complying with the respective family requirement.
Test vehicle H shall be the vehicle producing the higher, and preferably highest, cycle energy demand of that selection, test vehicle L the one producing the lower, and preferably lowest, cycle energy demand of that selection.
All items of optional equipment and/or body shapes that are chosen not to be considered when applying the interpolation method shall be identical for both test vehicles H and L such that these items of optional equipment produce the highest combination of the cycle energy demand due to their road load relevant characteristics (i.e. mass, aerodynamic drag and tyre rolling resistance).
In the case where individual vehicles may be supplied with a complete set of standard wheels and tyres and a complete set of snow tyres (marked with 3 Peaked Mountain and Snowflake – 3PMS) with or without wheels, the additional wheels/tyres shall not be considered as optional equipment.
As a guidance, the following minimum deltas between vehicles H and L should be fulfilled for that road load relevant characteristic:
(i)
mass at least 30 kg;
(ii)
rolling resistance at least 1,0 kg/t;
(iii)
aerodynamic drag C D × A at least 0,05 m 2 .
To achieve a sufficient delta between vehicle H and L on a particular road load relevant characteristic, the manufacturer may artificially worsen vehicle H, e.g. by applying a higher test mass.’;
(j)
point 4.2.1.2. is replaced by the following:
‘4.2.1.2.
Requirements for families;’
(k)
the following points 4.2.1.2.1. to 4.2.1.2.3.4. are inserted:
‘4.2.1.2.1. Requirements for applying the interpolation family without using the interpolation method
For the criteria defining an interpolation family, see paragraph 5.6. of this Annex.
4.2.1.2.2. Requirements for applying the interpolation family using the interpolation method are:
(a)
Fulfilling the interpolation family criteria listed in paragraph 5.6. of this Annex;
(b)
Fulfilling the requirements in paragraphs 2.3.1. and 2.3.2. of Sub-Annex 6;
(c)
Performing the calculations in paragraph 3.2.3.2. of Sub-Annex 7.
4.2.1.2.3. Requirements for applying the road load family
4.2.1.2.3.1. At the request of the manufacturer and upon fulfilling the criteria of paragraph 5.7. of this Annex, the road load values for vehicles H and L of an interpolation family shall be calculated.
4.2.1.2.3.2. Test vehicles H and L as defined in paragraph 4.2.1.1.2. shall be referred to as H R and L R for the purpose of the road load family.
4.2.1.2.3.3. In addition to the requirements of an interpolation family in paragraphs 2.3.1. and 2.3.2. of Sub-Annex 6, the difference in cycle energy demand between H R and L R of the road load family shall be at least 4 per cent and shall not exceed 35 per cent based on H R over a complete WLTC Class 3 cycle.
If more than one transmission is included in the road load family, a transmission with the highest power losses shall be used for road load determination.
4.2.1.2.3.4. If the road load delta of the vehicle option causing the friction difference is determined in accordance with paragraph 6.8., a new road load family shall be calculated which includes the road load delta in both vehicle L and vehicle H of that new road load family.
f 0,N = f 0,R + f 0,Delta
f 1,N = f 1,R + f 1,Delta
f 2,N = f 2,R + f 2,Delta
where:
N
refers to the road load coefficients of the new road load family;
R
refers to the road load coefficients of the reference road load family;
Delta
refers to the delta road load coefficients determined in paragraph 6.8.1.’;
(l)
points 4.2.1.3. and 4.2.1.3.1. are replaced by the following:
‘4.2.1.3. Allowable combinations of test vehicle selection and family requirements
Table A4/1 shows the permissible combinations of test vehicle selection and family requirements as described in paragraphs 4.2.1.1. and 4.2.1.2.
Table A4/1
Permissible combinations of test vehicle selection and family requirements
Requirements to be fulfilled:
(1)
w/o interpolation method
(2)
Interpolation method w/o road load family
(3)
Applying the road load family
(4)
Interpolation method using one or more road load families
Road load test vehicle
Paragraph 4.2.1.1.1.
Paragraph 4.2.1.1.2.
Paragraph 4.2.1.1.2.
n.a.
Family
Paragraph 4.2.1.2.1.
Paragraph 4.2.1.2.2.
Paragraph 4.2.1.2.3.
Paragraph 4.2.1.2.2.
Additional
none
none
none
Application of column (3) “Applying the road load family” and application of paragraph 4.2.1.3.1.
4.2.1.3.1. Deriving road loads of an interpolation family from a road load family
Road loads H R and/or L R shall be determined in accordance with this Sub-Annex.
The road load of vehicle H (and L) of an interpolation family within the road load family shall be calculated in accordance with paragraphs 3.2.3.2.2. to 3.2.3.2.2.4. of Sub-Annex 7 by:
(a)
Using H R and L R of the road load family instead of H and L as inputs for the equations;
(b)
Using the road load parameters (i.e. test mass, Δ(C D × A f ) compared to vehicle L R , and tyre rolling resistance) of vehicle H (or L) of the interpolation family as inputs for the individual vehicle;
(c)
Repeating this calculation for each H and L vehicle of every interpolation family within the road load family.
The road load interpolation shall only be applied on those road load-relevant characteristics that were identified to be different between test vehicle L R and H R . For other road load-relevant characteristic(s), the value of vehicle H R shall apply.
H and L of the interpolation family may be derived from different road load families. If that difference between these road load families comes from applying the delta method, refer to paragraph 4.2.1.2.3.4.’;
(m)
points 4.2.1.3.2, 4.2.1.3.3., 4.2.1.3.4. and 4.2.1.3.5. are deleted;
(n)
in point 4.2.1.8.1., the following paragraph is added:
‘At the request of the manufacturer, a vehicle with a minimum of 3 000 km may be used.’;
(o)
point 4.2.1.8.1.1. is deleted;
(p)
point 4.2.1.8.5. is replaced by the following:
‘4.2.1.8.5. Vehicle coastdown mode
If the determination of dynamometer settings cannot meet the criteria described in paragraphs 8.1.3. or 8.2.3. due to non-reproducible forces, the vehicle shall be equipped with a vehicle coastdown mode. The vehicle coastdown mode shall be approved by the approval authority and its use shall be included in all relevant test reports.
If a vehicle is equipped with a vehicle coastdown mode, it shall be engaged both during road load determination and on the chassis dynamometer.’;
(q)
point 4.2.1.8.5.1. is deleted;
(r)
point 4.2.2.1. is replaced by the following:
‘4.2.2.1. Tyre rolling resistance
Tyre rolling resistances shall be measured in accordance with Annex 6 to UN/ECE Regulation No 117 – 02 series of amendments. The rolling resistance coefficients shall be aligned and categorised in accordance with the rolling resistance classes in Regulation (EC) No 1222/2009 (see Table A4/2).
Table A4/2
Energy efficiency classes in accordance with rolling resistance coefficients (RRC) for C1, C2 and C3 tyres and the RRC values to be used for those energy efficiency classes in the interpolation, kg/tonne
Energy Efficiency Class
Value of RRC to be used for interpolation for C1 tyres
Value of RRC to be used for interpolation for C2 tyres
Value of RRC to be used for interpolation for C3 tyres
A
RRC = 5,9
RRC = 4,9
RRC = 3,5
B
RRC = 7,1
RRC = 6,1
RRC = 4,5
C
RRC = 8,4
RRC = 7,4
RRC = 5,5
D
Empty
Empty
RRC = 6,5
E
RRC = 9,8
RRC = 8,6
RRC = 7,5
F
RRC = 11,3
RRC = 9,9
RRC = 8,5
G
RRC = 12,9
RRC = 11,2
Empty
If the interpolation method is applied to rolling resistance, for the purpose of the calculation in paragraph 3.2.3.2. of Sub-Annex 7, the actual rolling resistance values for the tyres fitted to the test vehicles L and H shall be used as input for the calculation procedure. For an individual vehicle within an interpolation family, the RRC value for the energy efficiency class of the tyres fitted shall be used.
In the case where individual vehicles may be supplied with a complete set of standard wheels and tyres and a complete set of snow tyres (marked with 3 Peaked Mountain and Snowflake – 3PMS) with or without wheels, the additional wheels/tyres shall not be considered as optional equipment.’;
(s)
in point 4.2.2.2., the following paragraph is added:
‘After measurement of tread depth, the driving distance shall be limited to 500 km. If 500 km are exceeded, the tread depth shall be measured again.’;
(t)
point 4.2.2.2.1. is deleted;
(u)
point 4.2.4.1.2., is amended ad follows:
(i)
the first paragraph below the title is replaced by the following:
‘All vehicles shall be driven at 90 per cent of the maximum speed of the applicable WLTC. The vehicle shall be warmed up for at least 20 minutes until stable conditions are reached.’;
(ii)
Table A4/2 is replaced by the following;
‘
Table A4/3
Reserved’;
(v)
points 4.3.1.1. and 4.3.1.2. are replaced by the following:
‘4.3.1.1. Selection of reference speeds for road load curve determination
Reference speeds for road load determination shall be selected in accordance with paragraph 2.2.
During the test, elapsed time and vehicle speed shall be measured at a minimum frequency of 10 Hz.’;
(w)
points 4.3.1.3.3. and 4.3.1.3.4. are replaced by the following:
4.3.1.3.3. The test shall be repeated until the coastdown data satisfy the statistical precision requirements as specified in paragraph 4.3.1.4.2.
4.3.1.3.4. Although it is recommended that each coastdown run be performed without interruption, split runs may be performed if data cannot be collected in a single run for all the reference speed points. For split runs, the following additional requirements shall apply:
(a)
Care shall be taken to keep the vehicle condition as constant as possible at each split point;
(b)
At least one speed point shall overlap with the higher speed range coastdown;
(c)
At each of all overlapped speed point, the average force of the lower speed range coastdown shall not deviate from the average force of the higher speed range coastdown by ± 10 N or ± 5 percent, whichever is greater;
(d)
If the track length does not allow fulfilling requirement (b) in this paragraph, one additional speed point shall be added to serve as overlapping speed point.’;
(x)
points 4.3.1.4. to 4.3.1.4.4. are replaced by the following:
‘4.3.1.4. Coastdown time measurement
4.3.1.4.1. The coastdown time corresponding to reference speed v j as the elapsed time from vehicle speed (v j + 5 km/h) to (v j – 5 km/h) shall be measured.
4.3.1.4.2. These measurements shall be carried out in opposite directions until a minimum of three pairs of measurements have been obtained that satisfy the statistical precision p j defined in the following equation:
where:
p j
is the statistical precision of the measurements made at reference speed v j ;
n
is the number of pairs of measurements;
Δt pj
is the harmonic average of the coastdown time at reference speed v j in seconds, given by the following equation:
where:
Δt ji
is the harmonic average coastdown time of the ith pair of measurements at velocity v j , seconds, s, given by the following equation:
where:
Δt jai and Δt jbi
are the coastdown times of the ith measurement at reference speed v j , in seconds, s, in the respective directions a and b;
σ j
is the standard deviation, expressed in seconds, s, defined by:
h
is a coefficient given in Table A4/4.
TableA4/4
Coefficient h as a function of n
n
h
n
h
3
4,3
17
2,1
4
3,2
18
2,1
5
2,8
19
2,1
6
2,6
20
2,1
7
2,5
21
2,1
8
2,4
22
2,1
9
2,3
23
2,1
10
2,3
24
2,1
11
2,2
25
2,1
12
2,2
26
2,1
13
2,2
27
2,1
14
2,2
28
2,1
15
2,2
29
2,0
16
2,1
30
2,0
4.3.1.4.3. If during a measurement in one direction any external factor or driver action occurs that obviously influences the road load test, that measurement and the corresponding measurement in the opposite direction shall be rejected. All the rejected data and the reason for rejection shall be recorded, and the number of rejected pairs of measurement shall not exceed 1/3 of the total number of measurement pairs. The maximum number of pairs that still fulfil the statistical precision as defined in paragraph 4.3.1.4.2. shall be evaluated. In the case of exclusion, pairs shall be excluded from the evaluations starting with the pair having the maximum deviation from the average.
4.3.1.4.4. The following equation shall be used to compute the arithmetic average of the road load where the harmonic average of the alternate coastdown times shall be used.
where:
Δt j
is the harmonic average of alternate coastdown time measurements at velocity vj, seconds, s, given by:
where:
Δt ja and Δt jb
are the harmonic average coastdown times in directions a and b, respectively, corresponding to reference speed vj, in seconds, s, given by the following two equations:
and:
.
where:
m av
is the arithmetic average of the test vehicle masses at the beginning and end of road load determination, kg;
m r
is the equivalent effective mass of rotating components in accordance with paragraph 2.5.1.;
The coefficients, f 0 , f 1 and f 2 , in the road load equation shall be calculated with a least squares regression analysis.
In the case that the tested vehicle is the representative vehicle of a road load matrix family, the coefficient f 1 shall be set to zero and the coefficients f 0 and f 2 shall be recalculated with a least squares regression analysis.’;
(y)
point 4.3.2.3. is replaced by the following:
‘4.3.2.3. Data collection
During the procedure, elapsed time, vehicle speed, and air velocity (wind speed, direction) relative to the vehicle, shall be measured at a minimum frequency of 5 Hz. Ambient temperature shall be synchronised and sampled at a minimum frequency of 0,1 Hz.’;
(z)
point 4.3.2.4.3. is replaced by the following:
‘4.3.2.4.3.
Although it is recommended that each coastdown run be performed without interruption, split runs may be performed if data cannot be collected in a single run for all the reference speed points. For split runs, the following additional requirements shall apply:
(a)
Care shall be taken to keep the vehicle condition as constant as possible at each split point;
(b)
At least one speed point shall be overlapped with the higher speed range coastdown;
(c)
At each of all overlapped speed point(s), the average force of the lower speed range coastdown shall not deviate from the average force of the higher speed range coastdown by ± 10 N or ± 5 percent, whichever is greater;
(d)
If the track length does not allow fulfilling the requirement in point (b), one additional speed point shall be added to serve as overlapping speed point.’;
(aa)
point 4.3.2.5. is amended as follows:
(i)
the first paragraph after the title of point 4.3.2.5. is replaced as follows:
‘Symbols used in the on-board anemometer equations of motion are listed in Table A4/5.’;
(ii)
Table A4/4 is renumbered Table A4/5.
(iii)
in the table, after the row ‘m av ’, the following row is inserted:
‘m e
kg
effective vehicle inertia including rotating components’;
(ab)
point 4.3.2.5.1. is replaced by the following:
‘4.3.2.5.1. General form
The general form of the equation of motion is as follows:
where:
D mech = D tyre + D f + D r ;
;
In the case that the slope of the test track is equal to or less than 0,1 per cent over its length, D grav may be set to zero.’;
(ac)
in point 4.3.2.5.4. the equation is replaced by the following:
‘
’;
(ad)
point 4.3.2.6.3. is replaced by the following:
‘4.3.2.6.3. Preliminary analysis
Using a linear least squares regression technique, all data points shall be analysed at once to determine A m , B m , C m , a 0 , a 1 , a 2 , a 3 and a 4 given m e ,
,
, v, v r , and ρ.’;
(ae)
point 4.3.2.6.7. is replaced by the following:
‘4.3.2.6.7. Final data analysis
All data that has not been flagged shall be analysed using a linear least squares regression technique. A m , B m , C m , a 0 , a 1 , a 2 , a 3 and a 4 shall be determined given m e ,
,
, v, v r , and ρ.’;
(af)
point 4.4.1. is replaced by the following:
‘4.4.1. Installation of torque meter
Wheel torque meters shall be installed between the wheel hub and the wheel of each driven wheel, measuring the required torque to keep the vehicle at a constant speed.
The torque meter shall be calibrated on a regular basis, at least once a year, traceable to national or international standards, in order to meet the required accuracy and precision.’;
(ag)
in point 4.4.2.4. the following amendments are made:
(i)
in the first paragraph after the title, the words ‘Table A4/5’ are replaced by the words ‘Table A4/6’;
(ii)
in the title of the table, the words ‘Table A4/5’ are replaced by the words ‘Table A4/6’;
(ah)
in point 4.4.3.2., the text:
‘h
is a coefficient as a function of n as given in Table A4/3 in paragraph 4.3.1.4.2. of this Sub-Annex.’
is replaced with the following:
‘h
is a coefficient as a function of n as given in Table A4/4 in paragraph 4.3.1.4.2. of this Sub-Annex.’;
(ai)
in point 4.4.4., in the first paragraph below the title, the introductory part is replaced by the following:
‘The arithmetic average speed and arithmetic average torque at each reference speed point shall be calculated using the following equations:’;
(aj)
point 4.5.3.1.1. is replaced by the following:
‘4.5.3.1.1.
A wind correction for the absolute wind speed alongside the test road shall be made by subtracting the difference that cannot be cancelled out by alternate runs from the coefficient f 0 determined in accordance with paragraph 4.3.1.4.4., or from c 0 determined in accordance with paragraph 4.4.4.’;
(ak)
in point 4.5.4., the line for ‘m av ’ is replaced by the following:
‘m av
is the arithmetic average of the test vehicle masses at the beginning and end of road load determination, kg.’;
(al)
in point 4.5.5.1., the lines for ‘f 1 ’ and ‘f 2 ’ are replaced by the following:
‘f 1
is the coefficient of the first order term, N/(km/h);
f 2
is the coefficient of the second order term, N/(km/h) 2 ;’;
(am)
in point 4.5.5.2.1., the lines for ‘c1’ and ‘c2’ are replaced by the following:
‘c 1
is the coefficient of the first order term as determined in paragraph 4.4.4., Nm/(km/h);
c 2
is the coefficient of the second order term as determined in paragraph 4.4.4., Nm/(km/h) 2 ;’;
(an)
point 5.1.1.1. is replaced by the following:
‘5.1.1.1.
The road load force for an individual vehicle shall be calculated using the following equation:
F c = f 0 + (f 1 × v) + (f 2 × v 2 )
where:
F c
is the calculated road load force as a function of vehicle velocity, N;
f 0
is the constant road load coefficient, N, defined by the equation:
f 0r
is the constant road load coefficient of the representative vehicle of the road load matrix family, N;
f 1
is the first order road load coefficient, N/(km/h), and shall be set to zero;
f 2
is the second order road load coefficient, N/(km/h) 2 , defined by the equation:
f 2 = Max((0,05 × f 2r + 0,95 × f 2r × A f /A fr ); (0,2 × f 2r + 0,8 × f 2r × A f /A fr ))
f 2r
is the second order road load coefficient of the representative vehicle of the road load matrix family, N/(km/h) 2 ;
v
is the vehicle speed, km/h;
TM
is the actual test mass of the individual vehicle of the road load matrix family, kg;
TM r
is the test mass of the representative vehicle of the road load matrix family, kg;
A f
is the frontal area of the individual vehicle of the road load matrix family, m 2 ,
A fr
is the frontal area of the representative vehicle of the road load matrix family, m 2 ;
RR
is the tyre rolling resistance of the individual vehicle of the road load matrix family, kg/tonne;
RR r
is the tyre rolling resistance of the representative vehicle of the road load matrix family, kg/tonne.
For the tyres fitted to an individual vehicle, the value of the rolling resistance RR shall be set to the class value of the applicable tyre energy efficiency class in accordance with Table A4/2.
If the tyres on the front and rear axles belong to different energy efficiency classes, the weighted mean shall be used, calculated using the equation in paragraph 3.2.3.2.2.2. of Sub-Annex 7.
If the same tyres were fitted to test vehicles L and H, the value of RR ind when using the interpolation method shall be set to RR H .’;
(ao)
point 5.1.2.1. is replaced by the following:
‘5.1.2.1.
The running resistance for an individual vehicle shall be calculated using the following equation:
C c = c 0 + c 1 × v + c 2 × v 2
where:
C c
is the calculated running resistance as a function of vehicle velocity, Nm;
c 0
is the constant running resistance coefficient, Nm, defined by the equation:
c 0r
is the constant running resistance coefficient of the representative vehicle of the road load matrix family, Nm;
c 1
is the first order road load coefficient, Nm/(km/h), and shall be set to zero;
c 2
is the second order running resistance coefficient, Nm/(km/h) 2 , defined by the equation:
c 2 = r′/1,02 × Max((0,05 × 1,02 × c 2r /r′ + 0,95 × 1,02 × c 2r /r′ × A f /A fr ); (0,2 × 1,02 × c 2r /r′ + 0,8 × 1,02 × c 2r /r′ × A f /A fr ))
c 2r
is the second order running resistance coefficient of the representative vehicle of the road load matrix family, N/(km/h) 2 ;
v
is the vehicle speed, km/h;
TM
is the actual test mass of the individual vehicle of the road load matrix family, kg;
TMr
is the test mass of the representative vehicle of the road load matrix family, kg;
A f
is the frontal area of the individual vehicle of the road load matrix family, m 2 ;
A fr
is the frontal area of the representative vehicle of the road load matrix family, m 2 ;
RR
is the tyre rolling resistance of the individual vehicle of the road load matrix family, kg/tonne;
RR r
is the tyre rolling resistance of the representative vehicle of the road load matrix family, kg/tonne;
r′
is the dynamic radius of the tyre on the chassis dynamometer obtained at 80 km/h, m;
1,02
is an approximate coefficient compensating for drivetrain losses.’;
(ap)
in point 5.2.2., the lines for ‘f 1 ’ and ‘f 2 ’ are replaced by the following:
‘f 1
is the first order road load coefficient, N/(km/h), and shall be set to zero;
f 2
is the second order road load coefficient, N/(km/h) 2 , determined using the following equation:
f 2 = (2,8 × 10 – 6 × TM) + (0,0170 × width × height);’;
(aq)
in point 6.2.4.(b), the following paragraph is inserted after the equation:
‘The approval shall be recorded by the approval authority including measurement data and the facilities concerned.’;
(ar)
in point 6.4.1., the first paragraph is replaced by the following:
‘The wind tunnel design, test methods and the corrections shall provide a value of (C D × A f ) representative of the on-road (C D × A f ) value and with a precision of ± 0,015 m 2 .’;
(as)
in point 6.4.2., the second and third paragraphs below the title are replaced by the following:
‘The vehicle shall be placed parallel to the longitudinal centre line of the tunnel with a maximum tolerance of ± 10 mm.
The vehicle shall be placed with a yaw angle of 0° within a tolerance of ± 0,1°.’;
(at)
point 6.5.1.6. is replaced by the following:
‘6.5.1.6. Cooling
A current of air of variable speed shall be blown towards the vehicle. The set point of the linear velocity of the air at the blower outlet shall be equal to the corresponding dynamometer speed above measurement speeds of 5 km/h. The linear velocity of the air at the blower outlet shall be within ± 5 km/h or ± 10 per cent of the corresponding measurement speed, whichever is greater.’;
(au)
point 6.5.2.3.2. is replaced wih the following:
‘The measurement shall be performed according to paragraphs 4.3.1.3.1. to 4.3.1.4.4. inclusive of this Sub-Annex. If coasting down in opposite directions is not possible then the equation used to calculate Δt ji in paragraph 4.3.1.4.2. of this Sub-Annex shall not apply. The measurement shall be stopped after two decelerations if the force of both coastdowns at each reference speed point is within ± 10 N, otherwise at least three coastdowns shall be performed using the criteria set out in paragraph 4.3.1.4.2. of this Sub-Annex.’;
(av)
in point 6.5.2.4. the second paragraph below the title is deleted;
(aw)
point 6.6.1.1. is replaced by the following:
‘6.6.1.1. Description of a chassis dynamometer
The front and rear axles shall be equipped with a single roller with a diameter of not less than 1,2 metres.’;
(ax)
point 6.6.1.5. is replaced by the following:
‘6.6.1.5. Roller surface
The roller surface shall be clean, dry and free from foreign material that might cause tyre slippage.’;
(ay)
point 6.6.3. is replaced by the following:
‘6.6.3. Correcting measured chassis dynamometer forces to those on a flat surface
The measured forces on the chassis dynamometer shall be corrected to a reference equivalent to the road (flat surface) and the result shall be referred to as f j .
where:
c1
is the tyre rolling resistance fraction of f jDyno ;
c2
is a chassis dynamometer-specific radius correction factor;
f jDyno
is the force calculated in paragraph 6.5.2.3.3. for each reference speed j, N;
R Wheel
is one-half of the nominal design tyre diameter, m;
R Dyno
is the radius of the chassis dynamometer roller, m.
The manufacturer and the approval authority shall agree on the factors c1 and c2 to be used, based on correlation test evidence provided by the manufacturer for the range of tyre characteristics intended to be tested on the chassis dynamometer.
As an alternative the following conservative equation may be used:
C2 shall be 0,2 except that 2,0 shall be used if the road load delta method (see paragraph 6.8.) is used and the road load delta calculated in accordance with paragraph 6.8.1. is negative.’;
(az)
the following points 6.8., 6.8.1. and 6.8.2. are inserted:
‘6.8. Road load delta method
For the purpose of including options when using the interpolation method which are not incorporated in the road load interpolation (i.e. aerodynamics, rolling resistance and mass), a delta in vehicle friction may be measured by the road load delta method (e.g. friction difference between brake systems). The following steps shall be performed:
(a)
The friction of reference vehicle R shall be measured;
(b)
The friction of the vehicle with the option (vehicle N) causing the difference in friction shall be measured;
(c)
The difference shall be calculated in accordance with paragraph 6.8.1.
These measurements shall be performed on a flat belt in accordance with paragraph 6.5. or on a chassis dynamometer in accordance with paragraph 6.6., and the correction of the results (excluding aerodynamic force) calculated in accordance with paragraph 6.7.1.
The application of this method is permitted only if the following criterion is fulfilled:
where:
F Dj,R
is the corrected resistance of vehicle R measured on the flat belt or chassis dynamometer at reference speed j calculated in accordance with paragraph 6.7.1., N;
F Dj,N
is the corrected resistance of vehicle N measured on the flat belt or chassis dynamometer at reference speed j calculated in accordance with paragraph 6.7.1., N;
n
is the total number of speed points.
This alternative road load determination method may only be applied if vehicles R and N have identical aerodynamic resistance and if the measured delta appropriately covers the entire influence on the vehicle's energy consumption. This method shall not be applied if the overall accuracy of the absolute road load of vehicle N is compromised in any way.
6.8.1. Determination of delta flat belt or chassis dynamometer coefficients
The delta road load shall be calculated using the following equation:
F Dj,Delta = F Dj,N – F Dj,R
where:
F Dj,Delta
is the delta road load at reference speed j, N;
F Dj,N
is the corrected resistance measured on the flat belt or chassis dynamometer at reference speed j calculated in accordance with paragraph 6.7.1. for vehicle N, N;
F Dj,R
is the corrected resistance of the reference vehicle measured on the flat belt or chassis dynamometer at reference speed j calculated in accordance with paragraph 6.7.1. for reference vehicle R, N.
For all calculated F Dj,Delta , the coefficients f 0,Delta , f 1,Delta and f 2,Delta in the road load equation shall be calculated with a least squares regression analysis.
6.8.2. Determination of total road load
If the interpolation method (see paragraph 3.2.3.2. of Sub-Annex 7) is not used, the road load delta method for vehicle N shall be calculated in accordance with the following equations:
f 0,N = f 0,R + f 0,Delta
f 1,N = f 1,R + f 1,Delta
f 2,N = f 2,R + f 2,Delta
where:
N
refers to the road load coefficients of vehicle N;
R
refers to the road load coefficients of reference vehicle R;
Delta
refers to the delta road load coefficients determined in paragraph 6.8.1.’;
(ba)
the following point 7.1.0. is inserted:
‘7.1.0. Selection of dynamometer operation
The test shall be done on either a dynamometer in 2WD operation or 4WD operation, in accordance with paragraph 2.4.2.4. of Sub-Annex 6.’
(bb)
point 7.1.1.1. is replaced by the following:
‘7.1.1.1. Roller(s)
The chassis dynamometer roller(s) shall be clean, dry and free from foreign material that might cause tyre slippage. The dynamometer shall be run in the same coupled or uncoupled state as the subsequent Type 1 test. Chassis dynamometer speed shall be measured from the roller coupled to the power absorption unit.’;
(bc)
point 7.3.2. is replaced by the following:
‘7.3.2.
If the determination of dynamometer settings cannot meet the criteria described in paragraph 8.1.3. due to non-reproducible forces, the vehicle shall be equipped with a vehicle coastdown mode. The vehicle coastdown mode shall be approved by the approval authority and the use of a vehicle coastdown mode shall be included in all relevant test reports.
If a vehicle is equipped with a vehicle coastdown mode, it shall be engaged both during road load determination and on the chassis dynamometer.’;
(bd)
point 7.3.2.1. is deleted;
(be)
points 7.3.3. and 7.3.3.1. are replaced by the following:
‘7.3.3. Vehicle placement on the dynamometer
The tested vehicle shall be placed on the chassis dynamometer in a straight ahead position and restrained in a safe manner. In the case that a single roller chassis dynamometer is used, the centre of the tyre's contact patch on the roller shall be within ± 25 mm or ± 2 per cent of the roller diameter, whichever is smaller, from the top of the roller.
If the torque meter method is used, the tyre pressure shall be adjusted such that the dynamic radius is within 0,5 per cent of the dynamic radius r j calculated using the equations in paragraph 4.4.3.1. at the 80 km/h reference speed point. The dynamic radius on the chassis dynamometer shall be calculated in accordance with the procedure described in paragraph 4.4.3.1.
If this adjustment is outside the range defined in paragraph 7.3.1., the torque meter method shall not apply.
7.3.3.1. [Reserved]’;
(bf)
point 7.3.4.1. and Table A4/6 are replaced by the following:
‘7.3.4.1.
The vehicle shall be warmed up with the applicable WLTC.’;
(bg)
in point 8.1.1., point (a) is amended as follows:
(i)
the text ‘A d = 0, 5 × A t , B d = 0, 2 × B t , C d = C t ’
is replaced by the following:
‘A d = 0,5 × A t , B d = 0,2 × B t , C d = C t
’;
(ii)
the text ‘A d = 0, 1 × A t , B d = 0, 2 × B t , C d = C t ’
is replaced by the following:
‘A d = 0,5 × A t , B d = 0,2 × B t , C d = C t
’;
(bh)
in point 8.1.3.1., the line for ‘A t , B t and C t ’ is replaced by the following:
‘A t , B t and C t are the target road load parameters;’;
(bi)
in point 8.1.3.3., the first paragraph is replaced by the following:
‘The simulated road load on the chassis dynamometer shall be calculated in accordance with the method as specified in paragraph 4.3.1.4., with the exception of measuring in opposite directions:
F s = A s + B s × v + C s × v 2
’;
(bj)
in point 8.1.3.4.1.2., the line for ‘A t , B t and C t ’ is replaced by the following:
‘A t , B t and C t are the target road load parameters;’;
(bk)
point 8.1.3.4.2. is replaced by the following:
‘8.1.3.4.2. Iterative method
The calculated forces in the specified speed ranges shall either be within ± 10 N after a least squares regression of the forces for two consecutive coastdowns when compared with the target values, or additional coastdowns shall be performed after adjusting the chassis dynamometer load setting in accordance with paragraph 8.1.4. until the tolerance is satisfied.’;
(bl)
the following point 8.1.5. is inserted:
‘8.1.5.
A t , B t and C t shall be used as the final values of f 0 , f 1 and f 2 , and shall be used for the following purposes:
(a)
Determination of downscaling, paragraph 8. of Sub-Annex 1;
(b)
Determination of gearshift points, Sub-Annex 2;
(c)
Interpolation of CO 2 and fuel consumption, paragraph 3.2.3. of Sub-Annex 7;
(d)
Calculation of results of electric and hybrid-electric vehicles, paragraph 4. of Sub-Annex 8.’;
(bm)
in point 8.2.3.2., in the first paragraph, the words ‘paragraph 4.4.3.’ are replaced by the words ‘paragraph 4.4.3.2.’;
(bn)
point 8.2.3.3. is replaced by the following:
‘8.2.3.3. Adjustment
The chassis dynamometer load setting shall be adjusted using the following equation:
therefore:
where:
F* dj
is the new chassis dynamometer setting load, N;
F ej
is the adjustment road load equal to (F sj – F tj ), Nm;
F sj
is the simulated road load at reference speed v j , Nm;
F tj
is the target road load at reference speed v j , Nm;
A* d , B* d and C* d
are the new chassis dynamometer setting coefficients;
r′
is the dynamic radius of the tyre on the chassis dynamometer obtained at 80 km/h, m.
Paragraphs 8.2.2. and 8.2.3. shall be repeated until the tolerance in paragraph 8.2.3.2. is met.’;
(bo)
point 8.2.4.1. is replaced by the following:
‘8.2.4.1
If the vehicle does not coast down in a repeatable manner and a vehicle coastdown mode in accordance with paragraph 4.2.1.8.5. is not feasible, the coefficients f 0 , f 1 and f 2 in the road load equation shall be calculated using the equations in paragraph 8.2.4.1.1. In any other case, the procedure described in paragraphs 8.2.4.2. to 8.2.4.4. shall be performed.’;
(bp)
in point 8.2.4.1.2., point (d) is replaced by the following:
‘(d)
Calculation of results of electric and hybrid-electric vehicles, paragraph 4. of Sub-Annex 8.’;
(30)
Sub-Annex 5 is amended as follows:
(a)
point 1.1.1. is replaced by the following:
‘1.1.1.
A variable speed current of air shall be blown towards the vehicle. The set point of the linear velocity of the air at the blower outlet shall be equal to the corresponding roller speed above roller speeds of 5 km/h. The linear velocity of the air at the blower outlet shall be within ± 5 km/h or ± 10 per cent of the corresponding roller speed, whichever is greater.’;
(b)
in point 1.1.4. the following point (c) is inserted:
‘(c)
Approximately on the longitudinal centreline of the vehicle.’;
(c)
points 1.1.5. and 1.1.6. are replaced by the following:
1.1.5. At the request of the manufacturer and if considered appropriate by the approval authority, the height, lateral position and distance from the vehicle of the cooling fan may be modified.
If the specified fan configuration is impractical for special vehicle designs, such as vehicles with rear-mounted engines or side air intakes, or it does not provide adequate cooling to properly represent in-use operation, at the request of the manufacturer and if considered appropriate by the approval authority, the height, capacity, longitudinal and lateral position of the cooling fan may be modified and additional fans which may have different specifications (including constant speed fans) may be used.
1.1.6. In the cases described in paragraph 1.1.5., the position and capacity of the cooling fan(s) and details of the justification supplied to the approval authority shall be included in all relevant test reports. For any subsequent testing, similar positions and specifications shall be used in consideration of the justification to avoid non-representative cooling characteristics.’;
(d)
point 2.1.2. is replaced by the following:
‘2.1.2.
The chassis dynamometer may have a single or twin-roller configuration. In the case that twin-roller chassis dynamometers are used, the rollers shall be permanently coupled or the front roller shall drive, directly or indirectly, any inertial masses and the power absorption device.’
(e)
point 2.2.7. is replaced by the following:
‘2.2.7.
Roller speed shall be measured at a frequency of not less than 10 Hz.’;
(f)
points from 2.3., 2.3.1. and 2.3.1.1. are replaced by the following:
‘2.3. Additional specific requirements for a chassis dynamometer in 4WD operation
2.3.1. The 4WD control system of the dynamometer shall be designed such that the following requirements are fulfilled when tested with a vehicle driven over the WLTC.
2.3.1.1. Road load simulation shall be applied such that the dynamometer in 4WD operation reproduces the same proportioning of forces as would be encountered when driving the vehicle on a smooth, dry, level road surface.’;
(g)
point 2.4.1. is replaced by the following:
‘2.4.1. Force measurement system
The accuracy of the force transducer shall be at least ± 10 N for all measured increments. This shall be verified upon initial installation, after major maintenance and within 370 days before testing.’;
(h)
in point 3.3.2.2., the last sentence is replaced by the following:
‘See paragraph 2.1.3. of Sub-Annex 6.’;
(i)
point 3.3.5.3. is replaced by the following:
‘3.3.5.3.
A temperature sensor shall be installed immediately before the volume measuring device. This temperature sensor shall have an accuracy of ± 1 °C and a response time of 0,1 seconds at 62 per cent of a given temperature variation (value measured in silicone oil).’;
(j)
point 3.3.6.1. is replaced by the following:
‘3.3.6.1. Positive displacement pump (PDP)
A positive displacement pump (PDP) full flow exhaust dilution system satisfies the requirements of this Sub-Annex by metering the flow of gas through the pump at constant temperature and pressure. The total volume is measured by counting the revolutions made by the calibrated positive displacement pump. The proportional sample is achieved by sampling with pump, flow meter and flow control valve at a constant flow rate.’;
(k)
point 3.3.6.1.1. is deleted;
(l)
point 3.3.6.4.3.(c) is replaced by the following:
‘(c)
A temperature sensor (T) for the diluted exhaust shall be installed immediately before the ultrasonic flow meter. This sensor shall have an accuracy of ± 1 °C and a response time of 0,1 seconds at 62 per cent of a given temperature variation (value measured in silicone oil);’;
(m)
in point 3.4.1.1., the last sentence is replaced by the following:
‘The device shall be of certified accuracy.’;
(n)
point 3.4.2.4. is amended as follows:
(i)
the words ‘± 0,2 K’ (3 occurrences) are replaced by the words ‘± 0,2 °C’;
(ii)
the words ‘± 0,15 K’ (1 occurrence) are replaced by the words ‘± 0,15 °C’;
(o)
point 3.4.3.2. is amended as follows:
(i)
the first sentence is replaced by the following:
‘Measurements for flow calibration of a critical flow venturi are required and the following data shall be within the limits of accuracy given:’;
(ii)
the words ‘± 0,2 K’ (1 occurrence) are replaced by the words ‘± 0,2 °C’;
(iii)
the words ‘± 0,15 K’ (1 occurrence) are replaced by the words ‘± 0,15 °C’;
(p)
point 3.4.5.6. is amended as follows:
(i)
the first sentence is replaced by the following:
‘Measurements for flow calibration of the ultrasonic flow meter are required and the following data (in the case that a laminar flow element is used) shall be found within the limits of accuracy given:’;
(ii)
the words ‘± 0,2 K’ (1 occurrence) are replaced by the words ‘± 0,2 °C’;
(iii)
the words ‘± 0,15 K’ (1 occurrence) are replaced by the words ‘± 0,15 °C’;
(q)
in point 3.5.1.1., in the final paragraph, the text
‘2 per cent.’
is replaced with:
‘± 2 per cent.’;
(r)
in point 3.5.1.1.1., the following paragraph is added:
‘A known mass of pure carbon monoxide, carbon dioxide or propane gas shall be introduced into the CVS system through the calibrated critical orifice. If the inlet pressure is high enough, the flow rate q which is restricted by means of the critical flow orifice, is independent of orifice outlet pressure (critical flow). The CVS system shall be operated as in a normal exhaust emissions test and enough time shall be allowed for subsequent analysis. The gas collected in the sample bag shall be analysed by the usual equipment (paragraph 4.1. of this Sub-Annex) and the results compared to the concentration of the known gas samples If deviations exceed 2 per cent, the cause of the malfunction shall be determined and corrected.’;
(s)
point 3.5.1.1.1.1. is deleted;
(t)
in point 3.5.1.1.2., the following paragraph is added:
‘The weight of a small cylinder filled with either pure carbon monoxide, carbon dioxide or propane shall be determined with a precision of ± 0,01 g. The CVS system shall operate under normal exhaust emissions test conditions while the pure gas is injected into the system for a time sufficient for subsequent analysis. The quantity of pure gas involved shall be determined by means of differential weighing. The gas accumulated in the bag shall be analysed by means of the equipment normally used for exhaust gas analysis as described in paragraph 4.1.). The results shall be subsequently compared to the concentration figures computed previously. If deviations exceed ± 2 per cent, the cause of the malfunction shall be determined and corrected.’;
(u)
point 3.5.1.1.2.1. is deleted;
(v)
in point 4.1.2.1., the following paragraph is added:
‘With the exception of paragraph 4.1.3.1. (hydrocarbon sampling system), paragraph 4.2. (PM measurement equipment) and paragraph 4.3. (PN measurement equipment), the dilute exhaust gas sample may be taken downstream of the conditioning devices (if any).’;
(w)
point 4.1.2.1.1. is deleted;
(x)
in point 4.1.4.2., the following paragraph is added:
‘The analysers shall be of the non-dispersive infrared (NDIR) absorption type.’;
(y)
point 4.1.4.2.1. is deleted;
(z)
in point 4.1.4.3., the following paragraph is added:
‘The analyser shall be of the flame ionization (FID) type calibrated with propane gas expressed in equivalent carbon atoms (C 1 ).’;
(aa)
point 4.1.4.3.1. is deleted;
(ab)
in point 4.1.4.4., the following paragraph is added:
‘The analyser shall be of the heated flame ionization type with detector, valves, pipework, etc., heated to 190 °C ± 10 °C. It shall be calibrated with propane gas expressed equivalent to carbon atoms (C 1).’;
(ac)
point 4.1.4.4.1. is deleted;
(ad)
in point 4.1.4.5., the following paragraph is added:
‘The analyser shall be either a gas chromatograph combined with a flame ionization detector (FID), or a flame ionization detector (FID) combined with a non-methane cutter (NMC-FID), calibrated with methane or propane gas expressed equivalent to carbon atoms (C 1 ).’;
(ae)
point 4.1.4.5.1. is deleted;
(af)
in point 4.1.4.6., the following paragraph is added:
‘The analysers shall be of chemiluminescent (CLA) or non-dispersive ultra-violet resonance absorption (NDUV) types.’;
(ag)
point 4.1.4.6.1. is deleted;
(ah)
point 4.2.1.2.7. is replaced by the following:
‘4.2.1.2.7.
Temperatures required for the measurement of PM shall be measured with an accuracy of ± 1 °C and a response time (t 90 – t 10 ) of 15 seconds or less.’;
(ai)
in point 4.2.1.3.2., the following paragraph is added:
‘Any bends in the PTT shall be smooth and have the largest possible radii.’;
(aj)
point 4.2.1.3.2.1. is deleted;
(ak)
point 4.2.2.2. is replaced by the following:
‘4.2.2.2. Linear response of an analytical balance
The analytical balance used to determine the filter weight shall meet the linearity verification criteria of Table A5/1 applying a linear regression. This implies a precision of at least ± 2 μg and a resolution of at least 1 μg (1 digit = 1 μg). At least 4 equally-spaced reference weights shall be tested. The zero value shall be within ± 1 μg.
Table A5/1
Analytical balance verification criteria
Measurement system
Intercept a0
Slope a1
Standard error of estimate (SEE)
Coefficient of determination r 2
Particulate balance
≤ 1 μg
0,99 – 1,01
≤ 1 per cent max
≥ 0,998’;
(al)
points 5.3.1.1. and 5.3.1.2. are replaced by the following:
5.3.1.1. The calibration shall be checked by use of a zero gas and by use of a calibration gas in accordance with paragraph 2.14.2.3. of Sub-Annex 6.
5.3.1.2. After testing, zero gas and the same calibration gas shall be used for re-checking in accordance with paragraph 2.14.2.4. of Sub-Annex 6.’;
(am)
in point 5.5.1.7., the following paragraph is added:
‘The efficiency of the converter shall not be less than 95 per cent. The efficiency of the converter shall be tested in the frequency defined in Table A5/3.’;
(an)
point 5.5.1.7.1. is deleted:
(ao)
in point 5.6., the following paragraph is added:
‘The calibration of the microgram balance used for particulate sampling filter weighing shall be traceable to a national or international standard. The balance shall comply with the linearity requirements given in paragraph 4.2.2.2. The linearity verification shall be performed at least every 12 months or whenever a system repair or change is made that could influence the calibration.’;
(ap)
point 5.6.1. is deleted;
(aq)
in point 5.7.3., the following paragraph is added:
‘On a monthly basis, the flow into the PNC shall have a measured value within 5 per cent of the PNC nominal flow rate when checked with a calibrated flow meter.’;
(ar)
point 5.7.3.1. is deleted;
(as)
point 6.1.1. is replaced by the following:
‘6.1.1.
All values in ppm mean volume-ppm (vpm)’;
(at)
points 6.1.2.1. and 6.1.2.2. are replaced by the following:
‘6.1.2.1. Nitrogen:
Purity: ≤ 1 ppm C 1 , ≤ 1 ppm CO, ≤ 400 ppm CO 2 , ≤ 0,1 ppm NO, ≤ 0,1 ppm N 2 O, ≤ 0,1 ppm NH 3 .
6.1.2.2. Synthetic air:
Purity: ≤ 1 ppm C 1 , ≤ 1 ppm CO, ≤ 400 ppm CO 2 , ≤ 0,1 ppm NO, ≤ 0,1 ppm NO 2 ; oxygen content between 18 and 21 per cent volume.’;
(au)
point 6.2. is replaced by the following:
‘6.2. Calibration gases
The true concentration of a calibration gas shall be within ± 1 per cent of the stated value or as given below, and shall be traceable to national or international standards.
Mixtures of gases having the following compositions shall be available with bulk gas specifications in accordance with paragraphs 6.1.2.1. or 6.1.2.2.:
(a)
C 3 H 8 in synthetic air (see paragraph 6.1.2.2.);
(b)
CO in nitrogen;
(c)
CO 2 in nitrogen;
(d)
CH 4 in synthetic air;
(e)
NO in nitrogen (the amount of NO 2 contained in this calibration gas shall not exceed 5 per cent of the NO content).’;
(av)
point 6.2.1. is deleted;
(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, CO 2 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 CO 2 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 CO 2 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 dCO2 1 , dCO2 2 and dCO2 3
1.2.3.8.1. Additional to the requirement of paragraph 1.2.3.8.2., the following values for dCO2 1 , dCO2 2 and dCO2 3 shall be used in relation to the criteria for the number of tests in Table A6/2:
dCO2 1 = 0,990
dCO2 2 = 0,995
dCO2 3 = 1,000
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 )
Vehicle type
M CO2
( 2 )
(g/km)
FC
(kg/100 km)
Electric energy consumption ( 3 )
(Wh/km)
All electric range/Pure Electric Range ( 3 )
(km)
Vehicles tested in accordance with Sub-Annex 6 (pure ICE)
M CO2
Paragraph 3. of Sub-Annex 7.
—
—
—
NOVC-FCHV
—
FC CS
Paragraph 4.2.1.2.1. of Sub-Annex 8.
—
—
NOVC-HEV
M CO2,CS
Paragraph 4.1.1. of Sub-Annex 8.
—
—
—
OVC-HEV
CD
M CO2,CD
Paragraph 4.1.2. of.
—
EC AC,CD
Paragraph 4.3.1. of Sub-Annex 8.
AER
Paragraph 4.4.1.1. of Sub-Annex 8.
CS
M CO2,CS Sub-Annex 8
Paragraph 4.1.1. of Sub-Annex 8.
—
—
—
PEV
—
—
EC WLTC
Paragraph 4.3.4.2. of Sub-Annex 8.
PER WLTC
Paragraph 4.4.2. of Sub-Annex 8.
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.
Test
Judgement parameter
Criteria emission
M CO2
Row 1
First test
First test results
≤ Regulation limit × 0,9
≤ Declared value × dCO2 1
Row 2
Second test
Arithmetic average of the first and second test results
≤ Regulation limit × 1,0 ( 4 )
≤ Declared value × dCO2 2
Row 3
Third test
Arithmetic average of three test results
≤ Regulation limit × 1,0 ( 4 )
≤ Declared value × dCO2 3
For OVC-HEVs charge-depleting Type 1 test.
Test
Judgement parameter
Criteria emissions
M CO2,CD
AER
Row 1
First test
First test results
≤ Regulation limit × 0,9 ( 5 )
≤ Declared value × dCO2 1
≥ Declared value × 1,0
Row 2
Second test
Arithmetic average of the first and second test results
≤ Regulation limit × 1,0 ( 6 )
≤ Declared value × dCO2 2
≥ Declared value × 1,0
Row 3
Third test
Arithmetic average of three test results
≤ Regulation limit × 1,0 ( 6 )
≤ Declared value × dCO2 3
≥ Declared value × 1,0
For PEVs
Test
Judgement parameter
Electric energy consumption
PER
Row 1
First test
First test results
≤ Declared value × 1,0
≥ Declared value × 1,0
Row 2
Second test
Arithmetic average of the first and second test results
≤ Declared value × 1,0
≥ Declared value × 1,0
Row 3
Third test
Arithmetic average of three test results
≤ Declared value × 1,0
≥ Declared value × 1,0
For NOVC-FCHVs
Test
Judgement parameter
FC CS
Row 1
First test
First test results
≤ Declared value × 1,0
Row 2
Second test
Arithmetic average of the first and second test results
≤ Declared value × 1,0
Row 3
Third test
Arithmetic average of three test results
≤ Declared value × 1,0
1.2.4. Determination of phase-specific values
1.2.4.1. Phase-specific value for CO 2
1.2.4.1.1. After the total cycle declared value of the CO 2 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 CO 2 .
where:
where:
is the arithmetic average CO 2 mass emission result for the L phase test result(s), g/km;
is the arithmetic average CO 2 mass emission result for the M phase test result(s), g/km;
is the arithmetic average CO 2 mass emission result for the H phase test result(s), g/km;
is the arithmetic average CO 2 mass emission result for the exH phase test result(s), g/km;
D L
is theoretical distance of phase L, km;
D M
is theoretical distance of phase M, km;
D H
is theoretical distance of phase H, km;
D exH
is theoretical distance of phase exH, km.
1.2.4.1.2. If the total cycle declared value of the CO 2 mass emission is not accepted, the type approval phase-specific CO 2 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 CO 2 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/m 3 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:
2.1.3.2.1.1.
The background value may be either calculated or measured. The maximum permissible background correction shall be related to the maximum allowable leak rate of the particle number measurement system (0,5 particles per cm 3 ) scaled from the particle concentration reduction factor, PCRF, and the CVS flow rate used in the actual test;
2.1.3.2.1.2.
Either the approval authority or the manufacturer may request that actual background measurements are used instead of calculated ones.
2.1.3.2.1.3.
Where subtraction of the background contribution gives a negative result, the PN result shall be considered to be zero.
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 cm 3 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:
(a)
Test cell ambient air;
(b)
Dilution and sampling system temperatures as required for emissions measurement systems defined in Sub-Annex 5.
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 H 2 O/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 H 2 O/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 H M 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 L M 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. CO 2 interpolation range
2.3.2.1. The interpolation method shall only be used if:
(a)
The difference in CO 2 over the applicable cycle resulting from step 9 of Table A7/1 of Sub-Annex 7 between test vehicles L and H is between a minimum of 5 g/km and a maximum defined in paragraph 2.3.2.2.;
(b)
for all applicable phase values the CO 2 values resulting of step 9 of Table A7/1 of Sub-Annex 7 of vehicle H are higher than those of vehicle L.
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 CO 2 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 CO 2 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 CO 2 emission of vehicle H and/or below the CO 2 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 CO 2 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:
a.
the test vehicle is converted to have only one powered axle;
b.
the manufacturer demonstrates to the approval authority that the CO 2 , fuel consumption and/or electrical energy consumption of the converted vehicle is the same or higher as for the non-converted vehicle being tested on a dynamometer in 4WD operation;
c.
a safe operation is ensured for the test (e.g. by removing a fuse or dismounting a drive shaft) and an instruction is provided together with the dynamometer operation mode;
d.
the conversion is only applied to the vehicle tested at the chassis dynamometer, the road load determination procedure shall be applied to the unconverted test vehicle.
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 CO 2 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, CO 2 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, CO 2 emissions, and fuel consumption. Best and worst case modes shall be identified by the evidence provided on the CO 2 emissions and fuel consumption in all modes. CO 2 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 CO 2 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:
(a)
Upper limit: 2,0 km/h higher than the highest point of the trace within ± 1,0 second of the given point in time;
(b)
Lower limit: 2,0 km/h lower than the lowest point of the trace within ± 1,0 second of the given time.
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 CO 2 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:
2.9.1.1.
The purged, evacuated sample bags shall be connected to the dilute exhaust and dilution air sample collection systems.
2.9.1.2.
Measuring instruments shall be started in accordance with the instrument manufacturer's instructions.
2.9.1.3.
The CVS heat exchanger (if installed) shall be pre-heated or pre-cooled to within its operating test temperature tolerance as specified in paragraph 3.3.5.1. of Sub-Annex 5.
2.9.1.4.
Components such as sample lines, filters, chillers and pumps shall be heated or cooled as required until stabilised operating temperatures are reached.
2.9.1.5.
CVS flow rates shall be set in accordance with paragraph 3.3.4. of Sub-Annex 5, and sample flow rates shall be set to the appropriate levels.
2.9.1.6.
Any electronic integrating device shall be zeroed and may be re-zeroed before the start of any cycle phase.
2.9.1.7.
For all continuous gas analysers, the appropriate ranges shall be selected. These may be switched during a test only if switching is performed by changing the calibration over which the digital resolution of the instrument is applied. The gains of an analyser's analogue operational amplifiers may not be switched during a test.
2.9.1.8.
All continuous gas analysers shall be zeroed and calibrated using gases fulfilling the requirements of paragraph 6. of Sub-Annex 5.
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 cm 3 .
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 cm 3 . Upon removal of the filter, the PNC shall show an increase in measured concentration to at least 100 particles per cm 3 when sampling ambient air and a return to ≤ 0,2 particles per cm 3 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 PND 1 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:
(a)
Before and after each bag pair analysis; or
(b)
Before and after the complete test.
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 K i 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 K i value of 1,05 shall be used for CO 2 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 K i 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 K i 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 K i 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:
2.2.3.1.
A “dummy” regenerating system or partial system may be fitted for the preconditioning cycles.
2.2.3.2.
Any other method agreed between the manufacturer and the approval authority.
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 M ri 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 CO 2 emissions, and fuel consumption of a single regenerative system
for n ≥ 1
for d ≥ 1
where for each compound i considered:
M′ sij
are the mass emissions of compound i over test cycle j without regeneration, g/km;
M′ rij
are the mass emissions of compound i over test cycle j during regeneration, g/km (if d > 1, the first WLTC test shall be run cold and subsequent cycles hot);
M si
are the mean mass emissions of compound i without regeneration, g/km;
M ri
are the mean mass emissions of compound i during regeneration, g/km;
M pi
are the mean mass emissions of compound i, g/km;
n
is the number of test cycles, between cycles where regenerative events occur, during which emissions measurements on Type 1 WLTCs are made, ≥ 1;
d
is the number of complete applicable test cycles required for regeneration;
D
is the number of complete applicable test cycles between two cycles where regeneration events occur.
The calculation of M pi 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 K i for each compound i considered.
The manufacturer may elect to determine for each compound independently either additive offsets or multiplicative factors.
K i factor
:
K i offset
:
K i = M pi – M si
M si , M pi and K i results, and the manufacturer's choice of type of factor shall be recorded. The K i result shall be included in all relevant test reports. M si , M pi and K i results shall be included in all relevant test sheets.
K i 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 CO 2 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 CO 2 emissions. The CO 2 emissions used for that calculation shall be from the result of step 3 described in Table A7/1 of Sub-Annex 7.
for n j ≥ 1
for d ≥ 1
K i factor
:
K i offset
:
K i = M pi – M si
where:
M si
are the mean mass emissions of all events k of compound i without regeneration, g/km;
M ri
are the mean mass emissions of all events k of compound i during regeneration, g/km;
M pi
are the mean mass emission of all events k of compound i, g/km;
M sik
are the mean mass emissions of event k of compound i without regeneration, g/km;
M rik
are the mean mass emissions of event k of compound i during regeneration, g/km;
M′ sik,j
are the mass emissions of event k of compound i in g/km without regeneration measured at point j where 1 ≤ j ≤ n k , g/km;
M′ rik,j
are the mass emissions of event k of compound i during regeneration (when j > 1, the first Type 1 test is run cold, and subsequent cycles are hot) measured at test cycle j where 1 ≤ j ≤ d k , g/km;
n k
are the number of complete test cycles of event k, between two cycles where regenerative phases occur, during which emissions measurements (Type 1 WLTCs or equivalent engine test bench cycles) are made, ≥ 2;
d k
is the number of complete applicable test cycles of event k required for complete regeneration;
D k
is the number of complete applicable test cycles of event k between two cycles where regenerative phases occur;
x
is the number of complete regeneration events.
The calculation of M pi 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)
Text of image
Number of cycles
[g/km]
The calculation of K i 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. K i 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 CO 2 mass emission as a function of the energy balance ΔE REESS for all REESSs.
The corrected values for CO 2 mass emission shall correspond to a zero energy balance (ΔE REESS = 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:
(a)
Integrated charging balance value since last ignition run in Ah;
(b)
Integrated on-board data charging balance value calculated at a minimum sample frequency of 5 Hz;
(c)
The charging balance value via an OBD connector as described in SAE J1962.
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:
(a)
Identical combustion processes (i.e. positive ignition, compression ignition, two-stroke, four-stroke);
(b)
Identical charge and/or recuperation strategy (software REESS data module);
(c)
On-board data availability;
(d)
Identical charging balance measured by REESS data module;
(e)
Identical on-board charging balance simulation.
2.2.3. All REESS having no influence on CO 2 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 Q phase shall be logged over the driven cycle phases.
3.4. Correction of CO 2 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 ΔE REESS,j and the fuel energy and shall be calculated using the following equations:
where:
c
is the correction criterion;
ΔE REESS,j
is the electric energy change of all REESSs over period j determined in accordance with paragraph 4.1. of this Appendix, Wh;
j
is, in this paragraph, the whole applicable WLTP test cycle;
E Fuel
is the fuel energy calculated with the following equation:
E fuel = 10 × HV × FC nb × d
where:
E fuel
is the energy content of the consumed fuel over the applicable WLTP test cycle, Wh;
HV
is the heating value in accordance with Table A6.App2/1, kWh/l;
FC nb
is the non-balanced fuel consumption of the Type 1 test, not corrected for the energy balance, determined in accordance with paragraph 6. of Sub-Annex 7, and using the results for criteria emissions and CO 2 calculated in Step 2 in Table A7/1, l/100 km;
d
is the distance driven over the corresponding applicable WLTP test cycle, km;
10
conversion factor to Wh.
3.4.2. The correction shall be applied if ΔE REESS 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:
(a)
ΔE REESS is positive (corresponding to REESS charging) 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;
(b)
the manufacturer can prove to the approval authority by measurement that there is no relation between ΔE REESS and CO 2 mass emission and ΔE REESS and fuel consumption respectively.
Table A6.App2/1
Energy content of fuel
Fuel
Petrol
Diesel
Content Ethanol/Biodiesel, per cent
E10
E85
B7
Heat value
(kWh/l)
8,64
6,41
9,79
Table A6.App2/2
RCB correction criteria thresholds
Cycle
low + medium)
low + medium + high
low + medium + high + extra high
Thresholds for correction criterion c
0,015
0,01
0,005
4. Applying the correction function
4.1. To apply the correction function, the electric energy change ΔT REESS,j of a period j of all REESSs shall be calculated from the measured current and the nominal voltage:
where:
ΔE REESS,j,i
is the electric energy change of REESS i during the considered period j, Wh;
and:
where:
U REESS
is the nominal REESS voltage determined in accordance with IEC 60050-482, V;
I(t) j,i
is the electric current of REESS i during the considered period j, determined in accordance with paragraph 2. of this Appendix, A;
t 0
is the time at the beginning of the considered period j, s;
t end
is the time at the end of the considered period j, s.
i
is the index number of the considered REESS;
n
is the total amount of REESS;
j
is the index number for the considered period, where a period shall be any applicable cycle phase, combination of cycle phases and the applicable total cycle;
is the conversion factor from Ws to Wh.
4.2. For correction of CO 2 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:
η alternator = 0,67 for electric power supply system REESS alternators
4.5. The resulting CO 2 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:
ΔM CO2,j
is the resulting CO 2 mass emission difference of period j, g/km;
ΔE REESS,j
is the REESS energy change of the considered period j calculated in accordance with paragraph 4.1. of this Appendix, Wh;
d j
is the driven distance of the considered period j, km;
j
is the index number for the considered period, where a period shall be any applicable cycle phase, combination of cycle phases and the applicable total cycle;
0,0036
is the conversion factor from Wh to MJ;
η alternator
is the efficiency of the alternator in accordance with paragraph 4.4. of this Appendix;
Willans factor
is the combustion process-specific Willans factor as defined in Table A6.App2/3, gCO 2 /MJ;
4.5.1. The CO 2 values of each phase and the total cycle shall be corrected as follows:
M CO2,p,3 = M CO2,p,1 – ΔM CO2,j
M CO2,c,3 = M CO2,c,2 – ΔM CO2,j
where:
ΔM CO2,j
is the result from paragraph 4.5. of this Appendix for a period j, g/km.
4.6. For the correction of CO 2 emission, g/km, the Willans factors in Table A6.App2/3 shall be used.
Table A6.App2/3
Willans factors
Naturally aspirated
Pressure-charged
Positive ignition
Petrol (E10)
l/MJ
0,0756
0,0803
gCO 2 /MJ
174
184
CNG (G20)
m 3 /MJ
0,0719
0,0764
gCO 2 /MJ
129
137
LPG
l/MJ
0,0950
0,101
gCO 2 /MJ
155
164
E85
l/MJ
0,102
0,108
gCO 2 /MJ
169
179
Compression ignition
Diesel (B7)
l/MJ
0,0611
0,0611
gCO 2 /MJ
161
161
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:
(a)
An accuracy of ± 2 per cent of the difference between the readings at the beginning and at the end of the test or better.
(b)
Precautions shall be taken to avoid measurement errors.
Such precautions shall at least include the careful installation of the device in accordance with the instrument manufacturer's recommendations and to good engineering practice.
(c)
Other measurement methods are permitted if an equivalent accuracy can be demonstrated.
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:
G gas
is the gas energy ratio, per cent;
M gas
is the mass of the gaseous fuel consumed during the cycle, kg;
FC norm
is the fuel consumption (l/100 km for LPG, m 3 /100 km for NG/biomethane) calculated in accordance with paragraphs 6.6. and 6.7. of Sub-Annex 7;
dist
is the distance recorded during the cycle, km;
ρ
is the gas density:
ρ = 0,654 kg/m 3 for NG/Biomethane;
ρ = 0,538 kg/litre for LPG;
cf
is the correction factor, assuming the following values:
cf = 1 in the case of LPG or G20 reference fuel;
cf = 0,78 in the case of G25 reference fuel.
’.
(32)
Sub-Annex 6a is replaced by the following:
‘Sub-Annex 6a
Ambient Temperature Correction Test for the determination of CO 2 emissions under representative regional temperature conditions
1. Introduction
This Sub-Annex describes the supplemental Ambient Temperature Correction Test (ATCT) procedure to determine the CO 2 emissions under representative regional temperature conditions.
1.1. The CO 2 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 CO 2 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:
(a)
Powertrain architecture (i.e. internal combustion, hybrid, fuel cell, or electric);
(b)
Combustion process (i.e. two stroke or four stroke);
(c)
Number and arrangement of cylinders;
(d)
Method of engine combustion (i.e. indirect or direct injection);
(e)
Type of cooling system (i.e. air, water, or oil);
(f)
Method of aspiration (i.e. naturally aspirated, or charged);
(g)
Fuel for which the engine is designed (i.e. petrol, diesel, NG, LPG, etc.);
(h)
Catalytic converter (i.e. three-way catalyst, lean NO x trap, SCR, lean NO x catalyst or other(s));
(i)
Whether or not a particulate trap is installed; and
(j)
Exhaust gas recirculation (with or without, cooled or non-cooled).
In addition the vehicles shall be similar with respect to the following characteristics:
(k)
The vehicles shall have a variation in engine cylinder capacity of no more than 30 % of the vehicle with the lowest capacity; and
(l)
Engine compartment insulation shall be of a similar type regarding material, amount and location of the insulation. Manufacturers shall provide evidence (e.g. by CAD drawings) to the approval authority that for all vehicles in the family, the volume and weight of the insulation material which will be installed is greater than 90 % of that of the ATCT measured reference vehicle.
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:
(i)
the heat capacity, defined by the enthalpy stored in the system, is within a range of 0 to 10 % above the enthalpy of the test vehicle; and
(ii)
the OEM can provide evidence to the technical service that the time for heat release at engine start within a family is within a range of 0 to 10 % below the time for the heat release of the test vehicle.
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 (T reg ) at which the vehicle should be soaked and tested for the ATCT shall be 14 °C.
3.1.2. The minimum soaking time (t soak_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 T reg . 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:
3,0 ≤ H ≤ 8,1
(g H 2 O/kg dry air)
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 T reg 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 f 2_TReg from the following equation shall be used as the target coefficient C t .
f 2_TReg = f 2 × (T ref + 273)/(T reg + 273)
where:
f 2
is the second order road load coefficient, at reference conditions, N/(km/h) 2 ;
T ref
is the road load reference temperature as specified in paragraph 3.2.10. of this Annex, C;
T reg
is the regional temperature, as defined in paragraph 3.1.1., C.
In the case that a valid chassis dynamometer setting of the 23 °C test is available, the second order chassis dynamometer coefficient of C d shall be adapted in accordance with the following equation:
C d_Treg = C d + (f 2_TReg – f 2 )
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 T reg .
The engine temperature shall be within ± 2 °C of the set point of 23 °C or T reg , 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 T reg
, the vehicle shall not be exposed to a different temperature than T reg
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 t soak_ATCT with a tolerance of an additional 15 minutes. At the request of the manufacturer, and upon approval of the approval authority, t soak_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 T reg 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 = M CO2,Treg /M CO2,23°
where
M CO2,23°
is the CO 2 mass emission of the average of all applicable Type 1 tests at 23 °C of vehicle H, after Step 3 of Table A7/1 of Sub-Annex 7 for pure ICE vehicles and after Step 3 of Table A8/5 for OVC-HEVs and NOVC-HEVs, but without any further corrections, g/km;
M CO2,Treg
is the CO 2 mass emission over the complete WLTC cycle of the test at regional temperature after Step 3 of Table A7/1 of Sub-Annex 7 for pure ICE vehicles and after Step 3 of Table A8/5 for OVC-HEVs and NOVC-HEVs but without any further corrections, g/km. For OVC-HEVs and NOVC-HEVs, the K CO2 factor as defined in Sub-Annex 8 Appendix 2 shall be used.
Both M CO2,23° and M CO2,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 CO 2 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:
M CO2,c,5 = M CO2,c,4 × FCF
M CO2,p,5 = M CO2,p,4 × FCF
where
M CO2,c,4
and M CO2,p,4
are the CO 2 mass emissions over the complete WLTC, c, and the cycle phases, p, resulting from the previous calculation step, g/km;
M CO2,c,5
and M CO2,p,5
are the CO 2 mass emissions over the complete WLTC, c, and the cycle phases, p, including the ATCT correction, and shall be used for any further corrections or any further calculations, g/km;
3.8.3. The CO 2 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:
M CO2,CS,c,5 = M CO2,CS,c,4 × FCF
M CO2,CS,p,5 = M CO2,CS,p,4 × FCF
where
M CO2,CS,c,4
and M CO2,CS,p,4
are the CO 2 mass emissions over the complete WLTC, c, and the cycle phases, p, resulting from the previous calculation step, g/km;
M CO2,CS,c,5
and M CO2,CS,p,5
are the CO 2 mass emissions over the complete WLTC, c, and the cycle phases, p, including the ATCT correction, and shall be used for any further corrections or any further calculations, g/km.
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 t soak_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 t soak_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 Δ T_ATCT , rounded to the nearest whole number.
3.9.4. If Δ T_ATCT is higher or equal than – 2 °C from the test vehicle Δ T_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:
(a)
The provisions of paragraph 2.7.2. of Sub-Annex 6 shall apply with the additional requirement of a minimum soak time of 9 hours.
(b)
The engine temperature shall be within ± 2 °C of the set point T reg before the start of the ATCT test. That temperature shall be included in all relevant test sheets. In this case, the provision for cool down described in paragraph 3.9. of this Sub-Annex 6a and the criteria on engine compartment insulation can be skipped for all vehicles in the family.
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 CO 2 results against the target speed and distance
1. General
This Sub-Annex 6b defines the specific provisions regarding the correction of CO 2 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 (v mi ; 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 (v i ; 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:
F i
is the target driving force during the period from (i – 1) to (i), N;
F mi
is the actual/measured driving force during the period from (i – 1) to (i), N;
P i
is the target power during the period from (i – 1) to (i), kW;
P mi
is the actual/measured power during the period from (i – 1) to (i), kW;
f
0 , f
1 , f
2
are the road load coefficients from Sub-Annex 4, N, N/(km/h), N/(km/h) 2 ;
V i
is the target speed at time (i); km/h;
Vm i
is the actual/measured speed at time (i); km/h;
TM
is the test mass of the vehicle, kg;
m r
is the equivalent effective mass of rotating components in accordance with paragraph 2.5.1. of Sub-Annex 4, kg;
a i
is the target acceleration during the period from (i-1) to (i), m/s 2 ;
a mi
is the actual/measured acceleration during the period from (i – 1) to (i), m/s 2 ;
t i
is the time, s.
3.2. In the next step an initial P OVERRUN,1 is calculated using the following equation:
P OVERRUN,1 = – 0,02 × P RATED
where:
P OVERRUN,1
is the initial overrun power, kW;
P RATED
is the rated vehicle power, kW.
3.3. All calculated P i
and P mi
values that are below P OVERRUN,1 shall be set to P OVERRUN,1 in order to exclude negative values not relevant for the CO 2 emissions.
3.4. The P m,j
values shall be calculated for each individual phase of the WLTC using the following equation:
where:
P m,j
is the average actual/measured power of the considered phase j, kW;
P mi
is the actual/measured power during the period from (i – 1) to (i), kW;
t
0
is the time at the beginning of the considered phase j, s;
t end
is the time at the end of the considered phase j, s;
n
is the number of time steps in the considered phase;
j
is the index number for the considered phase.
3.5. The average RCB corrected CO 2 mass emissions (g/km) for each phase of the applicable WLTC shall be expressed in units g/s using the following equation:
where:
M CO
2,
j
is the average CO 2 mass emission of phase j, g/s;
M CO
2,
RCB,j
is the CO 2 mass emission from step 1 of Table A7/1 of Sub-Annex 7 for the considered WLTC phase j corrected in accordance with Appendix 2 to Sub-Annex 6, and with the requirement of applying the RCB correction without considering the correction criterion c;
d m,j
is the actually driven distance of the considered phase j, km;
t j
is the duration of considered phase j, s.
3.6. In the next step these CO 2 mass emissions (g/s) for each phase of the WLTC shall be correlated to the average P m,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 CO 2 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:
M CO
2,
j
= (k v,1 × P m,j
1 ) + D v,1
where:
M CO
2,
j
is the average CO 2 mass emission of phase j, g/s;
P m,j
1
is the average actual/measured power of the considered phase j calculated using P OVERRUN,1 , kW;
k v,1
is the slope of the Veline equation-1, g CO 2 /kWs;
D v,1
is the constant of the Veline equation-1, g CO 2 /s.
3.8. In the next step, a second P OVERRUN,2 is calculated following the equation:
P OVERRUN,2 = – D v,1 / k v,1
where:
P OVERRUN,2
is the second overrun power, kW;
k v,1
is the slope of the Veline equation-1, g CO 2 /kWs;
D v,1
is the constant of the Veline equation-1, g CO 2 /s.
3.9. All calculated P i
and P mi
values from paragraph 3.1. of this Sub-Annex 6b that are below P OVERRUN,2 shall be set to P OVERRUN,2 in order to exclude negative values not relevant for the CO 2 emissions.
3.10. The P m,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:
M CO
2,
j
= (k v,2 × P m,j
2 ) + D v,2
where:
M CO
2
,j
is the average CO 2 mass emission of phase j, g/s;
P m,j
2
is the average actual/measured power of the considered phase j calculated using P OVERRUN,2 , kW;
k v,2
is the slope of the Veline equation-2, g CO 2 /kWs;
D v,2
is the constant of the Veline equation-2, g CO 2 /s.
3.12. In the next step, the P i,j
values coming from the target speed profile shall be calculated for each individual phase of the WLTC using the following equation:
where:
P i,j
2
is the average target power of the considered phase j calculated using P OVERRUN,2 , kW;
P i,
2
is the target power during the period from (i – 1) to (i) calculated using P OVERRUN,2 , kW;
t
0
is the time at the beginning of the considered phase j, s;
t end
is the time at the end of the considered phase j, s;
n
is the number of time steps in the considered phase;
j
is the index number for the considered WLTC phase.
3.13. Delta in CO 2 mass emissions of period j expressed in g/s is then calculated following the equation:
ΔCO 2,j = k v,2 × ( P i,j
2 – P m,j
2 )
where:
ΔCO 2,j
is the delta in CO 2 mass emissions of period j expressed, g/s;
k v,2
is the slope of the Veline equation-2, g CO 2 /kWs;
P i,j
2
is the average target power of the considered period j calculated using P OVERRUN,2 , kW;
P m,j
2
is the average actual/measured power of the considered period j calculated using P OVERRUN,2 , kW;
j
is the considered period j and it can be the cycle phase or the total cycle.
3.14. The final distance and speed corrected CO 2 mass emissions of period j is calculated following the equation:
where:
M CO
2,
j
,2,
b
is distance and speed corrected CO 2 mass emissions of period j, g/km;
M CO
2,
j
,1
is CO 2 mass emissions of period j of step 1, see Table A7/1 in Sub-Annex 7, g/km;
ΔCO 2,j
is the delta in CO 2 mass emissions of period j expressed, g/s;
t j
is the duration of considered period j, s;
d m,j
is the actually driven distance of the considered phase j, km;
d i,j
is the target distance of the considered period j, km;
j
is the considered period j, which can either be the cycle phase or the total cycle.
’;
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Sub-Annex 7 is amended as follows:
(a)
in point 1.1., the second paragraph is replaced by the following:
‘A stepwise procedure for calculating test results is described in paragraph 4. of Sub-Annex 8.’;
(b)
in point 1.4., the first paragraph is replaced by the following:
‘Stepwise procedure for calculating the final test results for vehicles using combustion engines’;
(c)
in point 1.4., Table A7/1 is replaced by the following:
‘ Table A7/1
Procedure for calculating final test results
Source
Input
Process
Output
Step No.
Sub-Annex 6
Raw test results
Mass emissions
Paragraphs 3. to 3.2.2. of this Sub-Annex.
M i,p,1 , g/km;
M CO2,p,1 , g/km.
1
Output step 1
M i,p,1 , g/km;
M CO2,p,1 , g/km.
Calculation of combined cycle values:
where:
M i/CO2,c,2 are the emission results over the total cycle;
d p are the driven distances of the cycle phases, p.
M i,c,2 , g/km;
M CO2,c,2 , g/km.
2
Output step 1 and 2
M CO2,p,1 , g/km;
M CO2,c,2 , g/km.
Correction of CO 2 results against the target speed and distance.
Sub-Annex 6b.
Note: As the distance is also corrected, from this calculation step onwards any reference to a driven distance shall be interpreted as a reference to the target distance.
M CO2,p,2b , g/km;
M CO2,c,2b , g/km.
2b
Output step 2b
M CO2,p,2b , g/km;
M CO2,c,2b , g/km.
RCB correction
Appendix 2 to Sub-Annex 6.
M CO2,p,3 , g/km;
M CO2,c,3 , g/km.
3
Output step 2 and 3
M i,c,2 , g/km;
M CO2,c,3 , g/km.
Emissions test procedure for all vehicles equipped with periodically regenerating systems, K i .
Sub-Annex 6, Appendix 1.
M i,c,4 = K i × M i,c,2
or
M i,c,4 = K i + M i,c,2
and
M CO2,c,4 = K CO2 × M CO2,c,3
or
M CO2,c,4 = K CO2 + M CO2,c,3
Additive offset or multiplicative factor to be used in accordance with K i determination.
If K i is not applicable:
M i,c,4 = M i,c,2
M CO2,c,4 = M CO2,c,3
M i,c,4 , g/km;
M CO2,c,4 , g/km.
4a
Output step 3 and 4a
M CO2,p,3 , g/km;
M CO2,c,3 , g/km;
M CO2,c,4 , g/km.
If K i is applicable, align CO 2 phase values to the combined cycle value:
M CO2,p,4 = M CO2,p,3 × AF Ki
for every cycle phase p;
where:
If K i is not applicable:
M CO2,p,4 = M CO2,p,3
M CO2,p,4 , g/km.
4b
Output step 4
M i,c,4 , g/km;
M CO2,c,4 , g/km;
M CO2,p,4 , g/km.
ATCT correction in accordance with paragraph 3.8.2. of Sub-Annex 6a.
Deterioration factors calculated in accordance with Annex VII and applied to the criteria emissions values.
M i,c,5 , g/km;
M CO2,c,5 , g/km;
M CO2,p,5 , g/km.
5
Result of a single test.
Output step 5
For every test:
M i,c,5 , g/km;
M CO2,c,5 , g/km;
M CO2,p,5 , g/km.
Averaging of tests and declared value.
Paragraphs 1.2. to 1.2.3. of Sub-Annex 6.
M i,c,6 , g/km;
M CO2,c,6 , g/km;
M CO2,p,6 , g/km.
M CO2,c,declared , g/km.
6
Output step 6
M CO2,c,6 , g/km;
M CO2,p,6 , g/km.
M CO2,c,declared , g/km.
Alignment of phase values.
Paragraph 1.2.4. of Sub-Annex 6.
and:
M CO2,c,7 = M CO2,c,declared
M CO2,c,7 , g/km;
M CO2,p,7 , g/km.
7
Output steps 6 and 7
M i,c,6 , g/km;
M CO2,c,7 , g/km;
M CO2,p,7 , g/km.
Calculation of fuel consumption.
Paragraph 6 of this Sub-Annex.
The calculation of fuel consumption shall be performed for the applicable cycle and its phases separately. For that purpose:
(a)
the applicable phase or cycle CO 2 values shall be used;
(b)
the criteria emission over the complete cycle shall be used.
and:
M i,c,8 = M i,c,6
M CO2,c,8 = M CO2,c,7
M CO2,p,8 = M CO2,p,7
FC c,8 , l/100 km;
FC p,8 , l/100 km;
M i,c,8 , g/km;
M CO2,c,8 , g/km;
M CO2,p,8 , g/km.
8
Result of a Type 1 test for a test vehicle.
Step 8
For each of the test vehicles H and L:
M i,c,8 , g/km;
M CO2,c,8 , g/km;
M CO2,p,8 , g/km;
FC c,8 , l/100 km;
FC p,8 , l/100 km.
If a test vehicle L was tested in addition to a test vehicle H, the resulting criteria emission value shall be the highest of the two values and referred to as M i,c .
In the case of the combined THC + NO x emissions, the highest value of the sum referring to either the VH or VL is to be used.
Otherwise, if no vehicle L was tested, M i,c = M i,c,8
For CO 2 and FC, the values derived in step 8 shall be used, and CO 2 values shall be rounded to two decimal places, and FC values shall be rounded to three decimal places.
M i,c , g/km;
M CO2,c,H , g/km;
M CO2,p,H , g/km;
FC c,H , l/100 km;
FC p,H , l/100 km;
and if a vehicle L was tested:
M CO2,c,L , g/km;
M CO2,p,L , g/km;
FC c,L , l/100 km;
FC p,L , l/100 km.
9
Interpolation family result.
Final criteria emission result.
Step 9
M CO2,c,H , g/km;
M CO2,p,H , g/km;
FC c,H , l/100 km;
FC p,H , l/100 km;
and if a vehicle L was tested:
M CO2,c,L , g/km;
M CO2,p,L , g/km;
FC c,L , l/100 km;
FC p,L , l/100 km.
Fuel consumption and CO 2 calculations for individual vehicles in an interpolation family.
Paragraph 3.2.3. of this Sub-Annex.
CO 2 emissions shall be expressed in grams per kilometre (g/km) rounded to the nearest whole number;
FC values shall be rounded to one decimal place, expressed in (l/100 km).
M CO2,c,ind g/km;
M CO2,p,ind , g/km;
FC c,ind l/100 km;
FC p,ind , l/100 km.
10
Result of an individual vehicle.
Final CO 2 and FC result.’
(d)
in point 2.1., the following paragraph is added:
‘The volumetric flow shall be measured continuously. The total volume shall be measured for the duration of the test.’;
(e)
point 2.1.1. is deleted;
(f)
in point 3.2.1.1.3.1. the text
‘Rf CH4
is the FID response factor to methane as defined in paragraph 5.4.3.2. of Sub-Annex 5.’
is replaced with the following:
‘Rf CH4
is the FID response factor to methane determined and specified in paragraph 5.4.3.2. of Sub-Annex 5.’;
(g)
point 3.2.1.1.3.2. is replaced by the following:
‘3.2.1.1.3.2.
For methane measurement using an NMC-FID, the calculation of NMHC depends on the calibration gas/method used for the zero/calibration adjustment.
The FID used for the THC measurement (without NMC) shall be calibrated with propane/air in the normal manner.
For the calibration of the FID in series with an NMC, the following methods are permitted:
(a)
The calibration gas consisting of propane/air bypasses the NMC;
(b)
The calibration gas consisting of methane/air passes through the NMC.
It is highly recommended to calibrate the methane FID with methane/air through the NMC.
In case (a), the concentration of CH 4 and NMHC shall be calculated using the following equations:
If R fCH4 < 1,05, it may be omitted from the equation above for C CH4 .
In case (b), the concentration of CH 4 and NMHC shall be calculated using the following equations:
where:
C HC(w/NMC)
is the HC concentration with sample gas flowing through the NMC, ppm C;
C HC(w/oNMC)
is the HC concentration with sample gas bypassing the NMC, ppm C;
R fCH4
is the methane response factor as determined per paragraph 5.4.3.2. of Sub-Annex 5;
E M
is the methane efficiency as determined per paragraph 3.2.1.1.3.3.1. of this Sub-Annex;
E E
is the ethane efficiency as determined per paragraph 3.2.1.1.3.3.2. of this Sub-Annex.
If R fCH4 < 1,05, it may be omitted in the equations for case (b) above for C CH4 and C NMHC .’;
(h)
in point 3.2.1.1.3.4., the second paragraph is replaced by the following:
‘The equation to calculate C CH4 in paragraph 3.2.1.1.3.2. (case (b)) in this Sub-Annex becomes:’;
(i)
point 3.2.3.1. is replaced by the following:
‘3.2.3.1. Fuel consumption and CO 2 emissions without using the interpolation method (i.e. using vehicle H only)
The CO 2 value, as calculated in paragraphs 3.2.1. to 3.2.1.1.2. of this Sub-Annex, and fuel consumption, as calculated in accordance with paragraph 6. of this Sub-Annex, shall be attributed to all individual vehicles in the interpolation family and the interpolation method shall not be applicable.’;
(j)
point 3.2.3.2.2. is replaced by the following:
‘3.2.3.2.2. Road load calculation for an individual vehicle
In the case that the interpolation family is derived from one or more road load families, the calculation of the individual road load shall only be performed within the road load family applicable to that individual vehicle.’;
(k)
point 3.2.3.2.2.2. is replaced by the following:
‘3.2.3.2.2.2.
Rolling resistance of an individual vehicle’;
(l)
the following points 3.2.3.2.2.2.1., 3.2.3.2.2.2.2. and 3.2.3.2.2.2.3. are inserted:
3.2.3.2.2.2.1. The actual RRC values for the selected tyres on test vehicle L, RR L , and test vehicle H, RR H , shall be used as input for the interpolation method. See paragraph 4.2.2.1. of Sub-Annex 4.
If the tyres on the front and rear axles of vehicle L or H have different RRC values, the weighted mean of the rolling resistances shall be calculated using the equation in paragraph 3.2.3.2.2.2.3. of this Sub-Annex.
3.2.3.2.2.2.2. For the tyres fitted to an individual vehicle, the value of the rolling resistance coefficient RR ind shall be set to the RRC value of the applicable tyre energy efficiency class in accordance with Table A4/2 of Sub-Annex 4.
In the case where individual vehicles may be supplied with a complete set of standard wheels and tyres and a complete set of snow tyres (marked with 3 Peaked Mountain and Snowflake – 3PMS) with or without wheels, the additional wheels/tyres shall not be considered as optional equipment.
If the tyres on the front and rear axles belong to different energy efficiency classes, the weighted mean shall be used and calculated using the equation in paragraph 3.2.3.2.2.2.3. of this Sub-Annex.
If the same tyres, or tyres with the same rolling resistance coefficient were fitted to test vehicles L and H, the value of RR ind for the interpolation method shall be set to RR H .
3.2.3.2.2.2.3. Calculating the weighted mean of the rolling resistances
RR x = (RR x,FA × mp x,FA ) + (RR x,RA × (1 – mp x,FA ))
where:
x
represents vehicle L, H or an individual vehicle.
RR L,FA and RR H,FA
are the actual RRCs of the front axle tyres on vehicles L and H respectively, kg/tonne;
RR ind,FA
is the RRC value of the applicable tyre energy efficiency class in accordance with Table A4/2 of Sub-Annex 4 of the front axle tyres on the individual vehicle, kg/tonne;
RR L,RA , and RR H,RA
are the actual RRCs of the rear axle tyres on vehicles L and H respectively, kg/tonne;
RR ind,RA
is the RRC value of the applicable tyre energy efficiency class in accordance with Table A4/2 of Sub-Annex 4 of the rear axle tyres on the individual vehicle, kg/tonne;
mp x,FA
is the proportion of the vehicle mass in running order on the front axle;
RRx shall not be rounded or categorised to tyre energy efficiency classes.’;
(m)
point 3.2.3.2.2.3. is replaced by the following:
‘3.2.3.2.2.3.
Aerodynamic drag of an individual vehicle’;
(n)
the following points 3.2.3.2.2.3.1. to 3.2.3.2.2.3.6. are inserted:
‘3.2.3.2.2.3.1. Determination of aerodynamic influence of optional equipment
The aerodynamic drag shall be measured for each of the aerodynamic drag-influencing items of optional equipment and body shapes in a wind tunnel fulfilling the requirements of paragraph 3.2. of Sub-Annex 4 verified by the approval authority.
3.2.3.2.2.3.2. Alternative method for determination of aerodynamic influence of optional equipment
At the request of the manufacturer and with approval of the approval authority, an alternative method (e.g. simulation, wind tunnel not fulfilling the criteria in Sub-Annex 4) may be used to determine Δ(C D × A f ) if the following criteria are fulfilled:
(a)
The alternative method shall fulfil an accuracy for Δ(C D × A f ) of ± 0,015 m 2 and, additionally, in the case that simulation is used, the Computational Fluid Dynamics method should be validated in detail such that the actual air flow patterns around the body, including magnitudes of flow velocities, forces, or pressures, are shown to match the validation test results;
(b)
The alternative method shall be used only for those aerodynamic-influencing parts (e.g. wheels, body shapes, cooling system) for which equivalency was demonstrated;
(c)
Evidence of equivalency shall be shown in advance to the approval authority for each road load family in the case that a mathematical method is used, or every four years in the case that a measurement method is used, and in any case shall be based on wind tunnel measurements fulfilling the criteria of this Annex;
(d)
If the Δ(C D × A f ) of a particular item of optional equipment is more than double the value of the optional equipment for which the evidence was given, aerodynamic drag shall not be determined by the alternative method; and
(e)
In the case that a simulation model is changed, a revalidation shall be necessary.
3.2.3.2.2.3.3. Application of aerodynamic influence on the individual vehicle
Δ(C D × A f ) ind is the difference in the product of the aerodynamic drag coefficient multiplied by frontal area between an individual vehicle and test vehicle L due to options and body shapes on the vehicle that differ from those of test vehicle L, m 2 ;
These differences in aerodynamic drag, Δ(C D × A f ), shall be determined with an accuracy of ± 0,015 m 2 .
Δ(C D × A f ) ind may be calculated using the following equation maintaining the accuracy of ± 0,015 m 2 also for the sum of items of optional equipment and body shapes:
where:
C D
is the aerodynamic drag coefficient;
A f
is the frontal area of the vehicle, m 2 ;
n
is the number of items of optional equipment on the vehicle that are different between an individual vehicle and test vehicle L;
Δ(C D × A f ) i
is the difference in the product of the aerodynamic drag coefficient multiplied by frontal area due to an individual feature, i, on the vehicle and is positive for an item of optional equipment that adds aerodynamic drag with respect to test vehicle L and vice versa, m 2 .
The sum of all Δ(C D × A f ) i differences between test vehicles L and H shall correspond to Δ(C D × A f ) LH .
3.2.3.2.2.3.4. Definition of complete aerodynamic delta between test vehicles H and L
The total difference of the aerodynamic drag coefficient multiplied by frontal area between test vehicles L and H shall be referred to as Δ(C D × A f ) LH and shall be included in all the relevant test reports, m 2 .
3.2.3.2.2.3.5. Documentation of aerodynamic influences
The increase or decrease of the product of the aerodynamic drag coefficient multiplied by frontal area expressed as Δ(C D × A f ) for all items of optional equipment and body shapes in the interpolation family that:
(a)
have an influence on the aerodynamic drag of the vehicle; and
(b)
are to be included in the interpolation,
shall be included in all relevant test reports, m 2 .
3.2.3.2.2.3.6. Additional provisions for aerodynamic influences
The aerodynamic drag of vehicle H shall be applied to the whole interpolation family and Δ(C D × A f ) LH shall be set to zero, if:
(a)
the wind tunnel facility is not able to accurately determine Δ(C D × A f ); or
(b)
there are no drag-influencing items of optional equipment between the test vehicles H and L that are to be included in the interpolation method.’;
(o)
in point 3.2.3.2.2.4., the title, first paragraph and first equation are replaced by the following:
‘3.2.3.2.2.4. Calculation of road load coefficients for individual vehicles
The road load coefficients f 0 , f 1 and f 2 (as defined in Sub-Annex 4) for test vehicles H and L are referred to as f 0,H , f 1,H and f 2,H , and f 0,L , f 1,L and f 2,L respectively. An adjusted road load curve for the test vehicle L is defined as follows:
F L (v) = f* 0,L + f 1,H × v + f* 2,L × v 2
’;
(p)
in point 3.2.3.2.3. the following paragraph is added:
‘These three sets of road loads may be derived from different road load families.’;
(q)
in point 3.2.3.2.4., the final paragraph is replaced with the following:
‘The terms E 1,p , E 2,p and E 3,p and E 1 , E 2 and E 3 respectively shall be calculated as specified in paragraph 3.2.3.2.3. of this Sub-Annex.’;
(r)
in point 3.2.3.2.5., the final paragraph is replaced with the following:
‘The terms E 1,p , E 2,p and E 3,p , and E 1 , E 2 and E 3 respectively shall be calculated as specified in paragraph 3.2.3.2.3. of this Sub-Annex.’;
(s)
the following point 3.2.3.2.6. is inserted:
‘3.2.3.2.6.
The individual CO 2 value determined in accordance with paragraph 3.2.3.2.4. of this Sub-Annex may be increased by the OEM. In such cases:
(a)
The CO 2 phase values shall be increased by the ratio of the increased CO 2 value divided by the calculated CO 2 value;
(b)
The fuel consumption values shall be increased by the ratio of the increased CO 2 value divided by the calculated CO 2 value.
This shall not compensate for technical elements that would effectively require a vehicle to be excluded from the interpolation family.’;
(t)
point 3.2.4.1.1.2. is replaced with the following:
‘3.2.4.1.1.2.
Rolling resistance of an individual vehicle’;
(u)
the following points 3.2.4.1.1.2.1. to 3.2.4.1.1.2.3. are inserted:
3.2.4.1.1.2.1. The rolling resistance coefficient (RRC) values for vehicle L M , RR LM , and vehicle H M , RR HM , selected under paragraph 4.2.1.4. of Sub-Annex 4 shall be used as input.
If the tyres on the front and rear axles of vehicle L M or H M have different RRC values, the weighted mean of the rolling resistances shall be calculated using the equation in paragraph 3.2.4.1.1.2.3. of this Sub-Annex.
3.2.4.1.1.2.2. For the tyres fitted to an individual vehicle, the value of the rolling resistance coefficient RR ind shall be set to the RRC value of the applicable tyre energy efficiency class in accordance with Table A4/2 of Sub-Annex 4.
In the case where individual vehicles may be supplied with a complete set of standard wheels and tyres and a complete set of snow tyres (marked with 3 Peaked Mountain and Snowflake – 3PMS) with or without wheels, the additional wheels/tyres shall not be considered as optional equipment.
If the tyres on the front and rear axles belong to different energy efficiency classes, the weighted mean shall be used, calculated with the equation in paragraph 3.2.4.1.1.2.3. of this Sub-Annex.
If the same rolling resistance is used for vehicles L M and H M , the value of RR ind shall be set to RR HM for the road load matrix family method.
3.2.4.1.1.2.3. Calculating the weighed mean of the rolling resistances
RR x = (RR x,FA × mp x,FA ) + (RR x,RA × (1 – mp x,FA ))
where:
x
represents vehicle L, H or an individual vehicle;
RR LM,FA and RR HM,FA
are the actual RRCs of the front axle tyres on vehicles L and H respectively, kg/tonne;
RR ind,FA
is the RRC value of the applicable tyre energy efficiency class in accordance with Table A4/2 of Sub-Annex 4 of the front axle tyres on the individual vehicle, kg/tonne;
RR LM,RA , and RR HM,RA
are the actual rolling resistance coefficients of the rear axle tyres on vehicles L and H respectively, kg/tonne;
RR ind,RA
is the RRC value of the applicable tyre energy efficiency class in accordance with Table A4/2 of Sub-Annex 4 of the rear axle tyres on the individual vehicle, kg/tonne;
mp x,FA
is the proportion of the vehicle mass in running order on the front axle.
RR x shall not be rounded or categorised to tyre energy efficiency classes.’;
(v)
in point 3.3.1.1., the words ‘paragraph 1.2.1.3.1. of Sub-Annex 6’ (2 occurrences) are replaced by the words ‘paragraph 2.1.3.1. of Sub-Annex 6’.
(w)
point 4 is replaced by the following:
‘4. Determination of PN
PN shall be calculated using the following equation:
where:
PN
is the particle number emission, particles per kilometre;
V
is the volume of the diluted exhaust gas in litres per test (after primary dilution only in the case of double dilution) and corrected to standard conditions (273,15 K (0 °C) and 101,325 kPa);
k
is a calibration factor to correct the PNC measurements to the level of the reference instrument where this is not applied internally within the PNC. Where the calibration factor is applied internally within the PNC, the calibration factor shall be 1;
is the corrected particle number concentration from the diluted exhaust gas expressed as the arithmetic average number of particles per cubic centimetre from the emissions test including the full duration of the drive cycle. If the volumetric mean concentration results
from the PNC are not measured at standard conditions (273,15 K (0 °C) and 101,325 kPa), the concentrations shall be corrected to those conditions
;
C b
is either the dilution air or the dilution tunnel background particle number concentration, as permitted by the approval authority, in particles per cubic centimetre, corrected for coincidence and to standard conditions (273,15 K (0 °C) and 101,325 kPa);
is the mean particle concentration reduction factor of the VPR at the dilution setting used for the test;
is the mean particle concentration reduction factor of the VPR at the dilution setting used for the background measurement;
d
is the distance driven corresponding to the applicable test cycle, km.
shall be calculated using the following equation:
where:
C i
is a discrete measurement of particle number concentration in the diluted gas exhaust from the PNC; particles per cm 3 and corrected for coincidence;
n
is the total number of discrete particle number concentration measurements made during the applicable test cycle and shall be calculated using the following equation:
n = t × f
where:
t
is the time duration of the applicable test cycle, s;
f
is the data logging frequency of the particle counter, Hz.’;
(x)
point 4.1. is deleted;
(y)
in point 5. the line for ‘v i ’ (3 occurrences) is replaced by the following:
‘v i
is the target velocity at time t i , km/h;’;
(z)
point 6.2.1. is replaced by the following:
‘6.2.1.
The general equation in paragraph 6.12. of this Sub-Annex using H/C and O/C ratios shall be used for the calculation of fuel consumption.’;
(aa)
in point 6.13., the second paragraph is replaced by the following:
‘For vehicles fuelled either with gaseous or liquid hydrogen, and with approval of the approval authority, the manufacturer may choose to calculate fuel consumption using either the equation for FC below or a method using a standard protocol such as SAE J2572.’;
(ab)
points 7., 7.1. and 7.2. are replaced by the following:
‘7. Drive trace indices
7.1. General requirement
The prescribed speed between time points in Tables A1/1 to A1/12 shall be determined by linear interpolation at a frequency of 10 Hz.
In the case that the accelerator control is fully activated, the prescribed speed shall be used instead of the actual vehicle speed for drive trace index calculations during such periods of operation.
For PEVs, the calculation of the drive trace indices shall include all the WLTC cycles and phases completed before the occurrence of the break-off criterion, as specified in paragraph 3.2.4.5. of Sub-Annex 8.
7.2. Calculation of drive trace indices
The following indices shall be calculated in accordance with SAE J2951(Revised Jan-2014):
(a)
IWR: Inertial Work Rating, per cent;
(b)
RMSSE: Root Mean Squared Speed Error, km/h.
7.3. Criteria for drive trace indices
In the case of a type approval test, the indices shall fulfil the following criteria:
(a)
IWR shall be in the range of – 2,0 to + 4,0 per cent;
(b)
RMSSE shall be less than 1,3 km/h.’;
(ac)
the following point 8. is added:
‘8. Calculating n/v ratios
n/v ratios shall be calculated using the following equation:
where:
n
is engine speed, min – 1 ;
v
is the vehicle speed, km/h;
r i
is the transmission ratio in gear i;
r axle
is the axle transmission ratio.
U dyn
is the dynamic rolling circumference of the tyres of the drive axle and is calculated using the following equation:
where:
H/W
is the tyre's aspect ratio, e.g. “45” for a 225/45 R17 tyre;
W
is the tyre width, mm; e.g. “225” for a 225/45 R17 tyre;
R
is the wheel diameter, inch; e.g. “17” for a 225/45 R17 tyre.
U dyn shall be rounded to whole millimetres.
If U dyn is different for the front and the rear axles, the value of n/v for the mainly powered axle shall be applied. Upon request, the approval authority shall be provided with the necessary information for that selection.’;
(35)
Sub-Annex 8 is amended as follows:
(a)
points 1.1. and 1.2. are replaced by the following:
‘1.1. Units, accuracy and resolution of electric parameters
Units, accuracy and resolution of measurements shall be as shown in Table A8/1.
Table A8/1
Parameters, units, accuracy and resolution of measurements
Parameter
Units
Accuracy
Resolution
Electrical energy ( 7 )
Wh
± 1 per cent
0,001 kWh ( 8 )
Electrical current
A
± 0,3 per cent FSD or
± 1 per cent of reading ( 9 )
( 10 )
0,1 A
Electric voltage
V
± 0,3 per cent FSD or
± 1 per cent of reading ( 9 )
0,1 V
1.2. Emission and fuel consumption testing
Parameters, units and accuracy of measurements shall be the same as those required for pure ICE vehicles.’;
(b)
in point 1.3., Table A8/2 is replaced by the following:
‘ Table A8/2
Units and precision of final test results
Parameter
Units
Precision of final test result
PER (p)
( 12 ) , PER city , AER (p)
( 12 ) , AER city , EAER (p)
( 12 ) , EAER city , R CDA
( 11 ) , R CDC
km
Rounded to nearest whole number
FC CS(,p)
( 12 ) , FC CD , FC weighted for HEVs
l/100 km
Rounded to the first place of decimal
FC CS(,p)
( 12 ) for FCHVs
kg/100 km
Rounded to the second place of decimal
M CO2,CS(,p)
( 12 ) , M CO2,CD , M CO2 ,weighted
g/km
Rounded to the nearest whole number
EC (p)
( 12 ) , EC city , EC AC,CD , EC AC,weighted
Wh/km
Rounded to the nearest whole number
E AC
kWh
Rounded to the first place of decimal
(c)
points 1.4.1.1. and 1.4.1.2. are replaced by the following:
1.4.1.1. The Class 3 reference test cycles are specified in paragraph 3.3. of Sub-Annex 1.
1.4.1.2. For PEVs, the downscaling procedure, in accordance with paragraphs 8.2.3. and 8.3. of Sub-Annex 1, may be applied on the test cycles in accordance with paragraph 3.3. of Sub-Annex 1 by replacing the rated power with maximum net power in accordance with UN/ECE Regulation No. 85. In such a case, the downscaled cycle is the reference test cycle.’;
(d)
points 1.4.2.2. and 1.5. are replaced by the following:
‘1.4.2.2. Applicable WLTP city test cycle
The Class 3 WLTP city test cycle (WLTC city ) is specified in paragraph 3.5. of Sub-Annex 1.
1.5. OVC-HEVs, NOVC-HEVs and PEVs with manual transmissions
The vehicles shall be driven in accordance with the technical gear shift indicator, if available, or in accordance with instructions incorporated in the manufacturer's handbook.’;
(e)
points 2., 2.1. and 2.2. are replaced with the following:
‘2. Run-in of test vehicle
The vehicle tested in accordance with this Annex shall be presented in good technical condition and shall be run-in in accordance with the manufacturer's recommendations. In the case that the REESSs are operated above the normal operating temperature range, the operator shall follow the procedure recommended by the vehicle manufacturer in order to keep the temperature of the REESS in its normal operating range. The manufacturer shall provide evidence that the thermal management system of the REESS is neither disabled nor reduced.
2.1. OVC-HEVs and NOVC-HEVs shall have been run-in in accordance with the requirements of paragraph 2.3.3. of Sub-Annex 6.
2.2. NOVC-FCHVs shall have been run-in at least 300 km with their fuel cell and REESS installed.’;
(f)
the following points 2.3. and 2.4. are inserted:
2.3. PEVs shall have been run-in at least 300 km or one full charge distance, whichever is longer.
2.4. All REESS having no influence on CO 2 mass emissions or H 2 consumption shall be excluded from monitoring.’;
(g)
point 3.1.1.2. is replaced by the following:
‘3.1.1.2.
If the vehicle cannot follow the applicable test cycle within the speed trace tolerances in accordance with paragraph 2.6.8.3. of Sub-Annex 6, the accelerator control shall, unless stated otherwise, be fully activated until the required speed trace is reached again.’;
(h)
point 3.1.2. is replaced by the following:
‘3.1.2.
Forced cooling as described in paragraph 2.7.2. of Sub-Annex 6 shall apply only for the charge-sustaining Type 1 test for OVC-HEVs in accordance with paragraph 3.2. of this Sub-Annex and for testing NOVC-HEVs in accordance with paragraph 3.3. of this Sub-Annex.’;
(i)
in point 3.2.4.4., the last paragraph is replaced by the following:
‘For vehicles without a charge-sustaining capability over the complete applicable WLTP test cycle, the end of the charge-depleting Type 1 test is reached by an indication on a standard on-board instrument panel to stop the vehicle, or when the vehicle deviates from the prescribed speed trace tolerance for 4 consecutive seconds or more. The accelerator control shall be deactivated and the vehicle shall be braked to standstill within 60 seconds.’;
(j)
point 3.2.4.7. is replaced with the following:
‘3.2.4.7.
Each individual applicable WLTP test cycle within the charge-depleting Type 1 test shall fulfil the applicable criteria emission limits according to paragraph 1.2. of Sub-Annex 6.’;
(k)
point 3.2.5.3.3. is replaced by the following:
‘3.2.5.3.3.
The test pursuant to paragraph 3.2.5.3.1. of this Sub-Annex shall fulfil the applicable criteria emission limits in accordance with paragraph 1.2. of Sub-Annex 6.’;
(l)
point 3.3.1.1. is replaced by the following:
‘3.3.1.1.
Vehicles shall be preconditioned in accordance with paragraph 2.6. of Sub-Annex 6.
In addition to the requirements of paragraph 2.6. of Sub-Annex 6, the level of the state of charge of the traction REESS for the charge-sustaining test may be set in accordance with the manufacturer's recommendation before preconditioning in order to achieve a test under charge-sustaining operating condition.’;
(m)
point 3.3.1.2. is replaced by the following:
‘3.3.1.2.
Vehicles shall be soaked in accordance with paragraph 2.7. of Sub-Annex 6.’;
(n)
point 3.3.3.3. is replaced by the following:
‘3.3.3.3.
The charge-sustaining Type 1 test shall fulfil the applicable criteria emission limits in accordance with paragraph 1.2. of Sub-Annex 6.’;
(o)
point 3.4.1. is replaced by the following:
‘3.4.1. General requirements
The test procedure to determine the pure electric range and electric energy consumption shall be selected in accordance with the estimated pure electric range (PER) of the test vehicle from Table A8/3. In the case that the interpolation method is applied, the applicable test procedure shall be selected in accordance with the PER of vehicle H within the specific interpolation family.
Table A8/3
Procedures to determine pure electric range and electric energy consumption
Applicable test cycle
The estimated PER is…
Applicable test procedure
Test cycle pursuant to paragraph 1.4.2.1. of this Sub-Annex.
…less than the length of 3 applicable WLTP test cycles.
Consecutive cycle Type 1 test procedure (in accordance with paragraph 3.4.4.1. of this Sub-Annex).
… equal to or greater than the length of 3 applicable WLTP test cycles.
Shortened Type 1 test procedure (in accordance with paragraph 3.4.4.2. of this Sub-Annex).
City cycle pursuant to paragraph 1.4.2.2. of this Sub-Annex.
…not available over the applicable WLTP test cycle.
Consecutive cycle Type 1 test procedure (in accordance with paragraph 3.4.4.1. of this Sub-Annex).
The manufacturer shall give evidence to the approval authority concerning the estimated pure electric range (PER) prior to the test. In the case that the interpolation method is applied, the applicable test procedure shall be determined based on the estimated PER of vehicle H of the interpolation family. The PER determined by the applied test procedure shall confirm that the correct test procedure was applied.
The test sequence for the consecutive cycle Type 1 test procedure, as described in paragraphs 3.4.2., 3.4.3. and 3.4.4.1. of this Sub-Annex, as well as the corresponding REESS state of charge profile, are shown in Figure A8.App1/6 of Appendix 1 to this Sub-Annex.
The test sequence for the shortened Type 1 test procedure, as described in paragraphs 3.4.2., 3.4.3. and 3.4.4.2. of this Sub-Annex as well as the corresponding REESS state of charge profile, are shown in Figure A8.App1/7 in Appendix 1 to this Sub-Annex.’;
(p)
point 3.4.3. is replaced by the following:
‘3.4.3. Selection of a driver-selectable mode
For vehicles equipped with a driver-selectable mode, the mode for the test shall be selected according to paragraph 4. of Appendix 6 to this Sub-Annex.’;
(q)
in point 3.4.4.1.1., the last paragraph of point 3.4.4.1.1. is replaced by the following:
‘Breaks for the driver and/or operator are permitted only between test cycles and with a maximum total break time of 10 minutes. During the break, the powertrain shall be switched off.’;
(r)
point 3.4.4.1.3. is replaced by the following:
‘3.4.4.1.3. Break-off criterion
The break-off criterion is reached when the vehicle exceeds the prescribed speed trace tolerance as specified in paragraph 2.6.8.3. of Sub-Annex 6 for 4 consecutive seconds or more. The accelerator control shall be deactivated. The vehicle shall be braked to standstill within 60 seconds.’;
(s)
in point 3.4.4.2.1., the first paragraph after Figure A8/2 is replaced by the following:
‘The dynamic segments DS 1 and DS 2 are used to calculate the energy consumption of the phase considered, the applicable WLTP city cycle and the applicable WLTP test cycle.’;
(t)
point 3.4.4.2.1.1. is replaced by the following:
‘3.4.4.2.1.1. Dynamic segments
Each dynamic segment DS 1 and DS 2 consists of an applicable WLTP test cycle in accordance with paragraph 1.4.2.1. of this Sub-Annex followed by an applicable WLTP city test cycle in accordance with paragraph 1.4.2.2. of this Sub-Annex.’;
(u)
in point 3.4.4.2.1.2., the first paragraph is replaced as follows:
‘The constant speeds during segments CSS M and CSS E shall be identical. If the interpolation method is applied, the same constant speed shall be applied within the interpolation family.’;
(v)
in point 3.4.4.2.1.3., in Table A8/4, the description of the columns is replaced by the following:
‘Distance driven in constant speed segment CSS M (km)
Maximum total break (min)’
(w)
point 3.4.4.2.3. is replaced by the following:
‘3.4.4.2.3. Break-off criterion
The break-off criterion is reached when the vehicle exceeds the prescribed speed trace tolerance as specified in paragraph 2.6.8.3. of Sub-Annex 6 for 4 consecutive seconds or more in the second constant speed segment CSS E . The accelerator control shall be deactivated. The vehicle shall be braked to a standstill within 60 seconds.’;
(x)
point 4.1.1.1., is amended as follows:
(i)
the title is replaced by the following:
‘Stepwise procedure for calculating the final test results of the charge-sustaining Type 1 test for NOVC-HEVs and OVC-HEVs’;
(ii)
Table A8/5 is replaced by the following:
‘ Table A8/5
Calculation of final charge-sustaining gaseous emission values
Source
Input
Process
Output
Step No.
Sub-Annex 6
Raw test results
Charge-sustaining mass emissions
Paragraphs 3. to 3.2.2. of Sub-Annex 7.
M i,CS,p,1 , g/km; M CO2,CS,p,1 , g/km.
1
Output from step No. 1 of this table.
M i,CS,p,1 , g/km; M CO2,CS,p,1 , g/km.
Calculation of combined charge-sustaining cycle values:
where:
M i,CS,c,2 is the charge-sustaining mass emission result over the total cycle;
M CO2,CS,c,2 is the charge-sustaining CO 2 mass emission result over the total cycle;
d p are the driven distances of the cycle phases p.
M i,CS,c,2 , g/km; M CO2,CS,c,2 , g/km.
2
Output from steps Nos. 1 and 2 of this table.
M CO2,CS,p,1 , g/km; M CO2,CS,c,2 , g/km.
REESS electric energy change correction
Paragraphs 4.1.1.2. to 4.1.1.5. of this Sub-Annex.
M CO2,CS,p,3 , g/km; M CO2,CS,c,3 , g/km.
3
Output from steps Nos. 2 and 3 of this table.
M i,CS,c,2 , g/km; M CO2,CS,c,3 , g/km.
Charge-sustaining mass emission correction for all vehicles equipped with periodically regenerating systems K i in accordance with Sub-Annex 6, Appendix 1.
M i,CS,c,4 = K i × M i,CS,c,2
or
M i,CS,c,4 = K i + M i,CS,c,2
and
or
Additive offset or multiplicative factor to be used in accordance with K i determination.
If K i is not applicable:
M i,CS,c,4 = M i,CS,c,2
M CO2,CS,c,4 = M CO2,CS,c,3
M i,CS,c,4 , g/km; M CO2,CS,c,4 , g/km.
4a
Output from steps Nos. 3 and 4a of this table.
M CO2,CS,p,3 , g/km; M CO2,CS,c,3 , g/km; M CO2,CS,c,4 , g/km.
If K i is applicable, align CO 2 phase values to combined cycle value:
M CO2,CS,p,4 = M CO2,CS,p,3 × AF Ki
for every cycle phase p;
where:
If K i is not applicable:
M CO2,CS,p,4 = M CO2,CS,p,3
M CO2,CS,p,4 , g/km.
4b
Output from step No. 4 of this table.
M i,CS,c,4 , g/km; M CO2,CS,p,4 , g/km; M CO2,CS,c,4 , g/km;
ATCT correction in accordance with paragraph 3.8.2. of Sub-Annex 6a.
Deterioration factors calculated and applied in accordance with Annex VII.
M i,CS,c,5 , g/km; M CO2,CS,c,5 , g/km; M CO2,CS,p,5 , g/km.
5
Result of a single test.
Output from step No. 5 of this table.
For every test: M i,CS,c,5 , g/km; M CO2,CS,c,5 , g/km; M CO2,CS,p,5 , g/km.
Averaging of tests and declared value in accordance with paragraphs 1.2. to 1.2.3. of Sub-Annex 6.
M i,CS,c,6 , g/km; M CO2,CS,c,6 , g/km; M CO2,CS,p,6 , g/km; M CO2,CS,c,declared , g/km.
6
M i,CS results of a Type 1 test for a test vehicle.
Output from step No. 6 of this table.
M CO2,CS,c,6 , g/km; M CO2,CS,p,6 , g/km; M CO2,CS,c,declared , g/km.
Alignment of phase values.
Paragraph 1.2.4. of Sub-Annex 6,
and:
M CO2,CS,c,7 = M CO2,CS,c,declared
M CO2,CS,c,7 , g/km; M CO2,CS,p,7 , g/km.
7
M CO2,CS results of a Type 1 test for a test vehicle.
Output from steps Nos. 6 and 7 of this table.
For each of the test vehicles H and L:
M i,CS,c,6 , g/km; M CO2,CS,c,7 , g/km; M CO2,CS,p,7 , g/km.
If in addition to a test vehicle H a test vehicle L and, if applicable vehicle M was also tested, the resulting criteria emission value shall be the highest of the two or, if applicable, three values and referred to as M i,CS,c .
In the case of the combined THC + NO x emissions, the highest value of the sum referring to either the vehicle H or vehicle L or, if applicable, vehicle M is to be declared.
Otherwise, if no vehicle L or if applicable vehicle M was tested, M i,CS,c = M i,CS,c,6
For CO 2 the values derived in step 7 of this Table shall be used.
CO 2 values shall be rounded to two decimal places.
M i,CS,c , g/km; M CO2,CS,c,H , g/km; M CO2,CS,p,H , g/km;
If a vehicle L was tested:
M CO2,CS,c,L , g/km; M CO2,CS,p,L , g/km;
and, if applicable, a vehicle M was tested:
M CO2,CS,c,M , g/km; M CO2,CS,p,M , g/km;
8
Interpolation family result.
Final criteria emission result.
Output from step No. 8 of this table.
M CO2,CS,c,H , g/km; M CO2,CS,p,H , g/km;
If a vehicle L was tested:
M CO2,CS,c,L , g/km; M CO2,CS,p,L , g/km
and, if applicable, a vehicle M was tested:
M CO2,CS,c,M , g/km; M CO2,CS,p,M , g/km;
CO 2 mass emission calculation in accordance with paragraph 4.5.4.1. of this Sub-Annex for individual vehicles in an interpolation family.
CO 2 values shall be rounded in accordance with Table A8/2.
M CO2,CS,c,ind , g/km; M CO2,CS,p,ind , g/km.
9
Result of an individual vehicle.
Final CO 2 result.’
(y)
in point 4.1.1.3. the line for ‘M CO2,CS ’ is replaced by the following:
‘M CO2,CS
is the charge-sustaining CO 2 mass emission of the charge-sustaining Type 1 test according to Table A8/5, step No. 3, g/km;’;
(z)
in point 4.1.1.4., the lines for ‘M CO2,CS,p ’ and ‘M CO2,CS,nb,p ’ are replaced by the following:
‘M CO2,CS,p
is the charge-sustaining CO 2 mass emission of phase p of the charge-sustaining Type 1 test in accordance with Table A8/5, step No. 3, g/km;
M CO2,CS,nb,p
is the non-balanced CO 2 mass emission of phase p of the charge-sustaining Type 1 test, not corrected for the energy balance, determined in accordance with Table A8/5, step No. 1, g/km;’;
(aa)
in point 4.1.1.5., the line for ‘M CO2,CS,nb,p ’ is replaced by the following:
‘M CO2,CS,nb,p
is the non-balanced CO 2 mass emission of phase p of the charge-sustaining Type 1 test, not corrected for the energy balance, determined in accordance with Table A8/5, step No. 1, g/km;’;
(ab)
in point 4.1.2., the last 2 paragraphs are replaced by the following:
‘In the case that the interpolation method is applied, k shall be the number of phases driven up to the end of the transition cycle of vehicle L n veh_L .
If the transition cycle number driven by vehicle H,
, and, if applicable, by an individual vehicle within the vehicle interpolation family,
, is lower than the transition cycle number driven by vehicle L, n veh_L , the confirmation cycle of vehicle H and, if applicable, an individual vehicle shall be included in the calculation. The CO 2 mass emission of each phase of the confirmation cycle shall then be corrected to an electric energy consumption of zero EC DC,CD,j = 0 by using the CO 2 correction coefficient in accordance with Appendix 2 of this Sub-Annex.’;
(ac)
in point 4.1.3.1., the last 2 paragraphs are replaced by the following:
‘In the case that the interpolation method is applied for i = CO 2 , k shall be the number of phases driven up to the end of the transition cycle of vehicle L n veh_L .
If the transition cycle number driven by vehicle H,
, and, if applicable, by an individual vehicle within the vehicle interpolation family
is lower than the transition cycle number driven by vehicle L, n veh_L , the confirmation cycle of vehicle H and, if applicable, an individual vehicle shall be included in the calculation. The CO 2 mass emission of each phase of the confirmation cycle shall then be corrected to an electric energy consumption of zero EC DC,CD,j = 0 by using the CO 2 correction coefficient in accordance with Appendix 2 of this Sub-Annex.’;
(ad)
point 4.2.1.2.1. is amended as follows:
(i)
the title is replaced by the following:
‘4.2.1.2.1.
Stepwise procedure for calculating the final test fuel consumption results of the charge-sustaining Type 1 test for NOVC-FCHVs’;
(ii)
in Table A8/7 the row for Step No.3, is replaced with the following:
‘Output from step No. 2 of this table.
FC CS,c,2 , kg/100 km.
FC CS,c,3 = FC CS,c,2
FC CS,c,3 , kg/100 km.
3
Result of a single test.’
(iii)
in Table A8/7the row for Step No.4, is replaced with the following:
‘Output from step No. 3 of this table.
For every test: FC CS,c,3 , kg/100 km.
Averaging of tests and declared value according to paragraphs 1.2. to 1.2.3. inclusive of Sub-Annex 6.
FC CS,c,4 , kg/100 km.
4’
(ae)
in point 4.2.2., the last 2 paragraphs are replaced by the following:
‘In the case that the interpolation method is applied, k shall be the number of phases driven up to the end of the transition cycle of vehicle L n veh_L .
If the transition cycle number driven by vehicle H,
, and, if applicable, by an individual vehicle within the vehicle interpolation family,
, is lower than the transition cycle number driven by vehicle L n veh_L the confirmation cycle of vehicle H and, if applicable, an individual vehicle shall be included in the calculation. The fuel consumption of each phase of the confirmation cycle shall be calculated in accordance with paragraph 6. of Sub-Annex 7 with the criteria emission over the complete confirmation cycle and the applicable CO 2 phase value which shall be corrected to an electric energy consumption of zero, EC DC,CD,j = 0, by using the CO 2 mass correction coefficient (K CO2 ) in accordance with Appendix 2 to this Sub-Annex.’;
(af)
point 4.2.3. is amended as follows:
(i)
the last 2 paragraphs are replaced by the following:
‘In the case that the interpolation method is applied, k shall be the number of phases driven up to the end of the transition cycle of vehicle L n veh_L .
If the transition cycle number driven by vehicle H,
, and, if applicable, by an individual vehicle within the vehicle interpolation family
is lower than the transition cycle number driven by vehicle L, n veh_L , the confirmation cycle of vehicle H and, if applicable, an individual vehicle shall be included in the calculation.’;
(ii)
the following paragraph is added:
‘The fuel consumption of each phase of the confirmation cycle shall be calculated in accordance with paragraph 6. of Sub-Annex 7 with the criteria emission over the complete confirmation cycle and the applicable CO 2 phase value which shall be corrected to an electric energy consumption of zero EC DC,CD,j = 0 by using the CO 2 mass correction coefficient (K CO2 ) in accordance with Appendix 2 to this Sub-Annex.’;
(ag)
point 4.3.1. is replaced by the following:
‘4.3.1. Utility factor-weighted charge-depleting electric energy consumption based on the recharged electric energy from the mains for OVC-HEVs
The utility factor-weighted charge-depleting electric energy consumption based on the recharged electric energy from the mains shall be calculated using the following equation:
where:
EC AC,CD
is the utility factor-weighted charge-depleting electric energy consumption based on the recharged electric energy from the mains, Wh/km;
UF j
is the utility factor of phase j in accordance with Appendix 5 to this Sub-Annex;
EC AC,CD,j
is the electric energy consumption based on the recharged electric energy from the mains of phase j, Wh/km;
and
where:
EC DC,CD,j
is the electric energy consumption based on the REESS depletion of phase j of the charge-depleting Test 1 in accordance with paragraph 4.3. of this Sub-Annex, Wh/km;
E AC
is the recharged electric energy from the mains determined in accordance with paragraph 3.2.4.6. of this Sub-Annex, Wh;
ΔE REESS,j
is the electric energy change of all REESSs of phase j in accordance with paragraph 4.3. of this Sub-Annex, Wh;
j
is the index number for the considered phase;
k
is the number of phases driven up to the end of the transition cycle in accordance with paragraph 3.2.4.4. of this Sub-Annex.
In the case that the interpolation method is applied, k is the number of phases driven up to the end of the transition cycle of L, n veh_L .’;
(ah)
in point 4.3.2., the text
‘k
is the number of phases driven up to the end of the transition cycle of vehicle L, n veh_L , in accordance with paragraph 3.2.4.4. of this Sub-Annex.’
is replaced with the following:
‘k
is the number of phases driven up to the end of the transition cycle in accordance with paragraph 3.2.4.4. of this Sub-Annex.
In the case that the interpolation method is applied, k is the number of phases driven up to the end of the transition cycle of vehicle L, n veh_L .’;
(ai)
point 4.3.4.1. is replaced by the following:
‘4.3.4.1.
The electric energy consumption determined in this paragraph shall be calculated only if the vehicle was able to follow the applicable test cycle within the speed trace tolerances in accordance with paragraph 2.6.8.3. of Sub-Annex 6 during the entire considered period.’;
(aj)
in point 4.4.1.2.2., the second equation and related definitions are replaced by the following:
‘
where:
ΔE REESS,j
is the electric energy change of all REESSs during phase j, Wh;
j
is the index number of the considered phase;
k + 1
is the number of the phases driven from the beginning of the test until the point in time when the combustion engine starts consuming fuel;’;
(ak)
point 4.4.2. is replaced by the following:
‘4.4.2. Pure electric range for PEVs
The ranges determined in this paragraph shall only be calculated if the vehicle was able to follow the applicable WLTP test cycle within the speed trace tolerances in accordance with paragraph 2.6.8.3. of Sub-Annex 6 during the entire considered period.’;
(al)
in point 4.4.2.1.1. the text
‘EC DC,WLTC,j
is the electric energy consumption for the applicable WLTP test cycle DS j of the shortened Type 1 test procedure according to paragraph 4.3. of this Sub-Annex, Wh/km;’
is replaced with the following:
‘EC DC,WLTC,j
is the electric energy consumption for the applicable WLTP test cycle of DS j of the shortened Type 1 test procedure according to paragraph 4.3. of this Sub-Annex, Wh/km;’;
(am)
in point 4.4.2.1.3., after the equation, the text
‘UBE UBE
is the usable REESS energy in accordance with paragraph 4.4.2.1.1. of this Sub-Annex, Wh;’
is replaced with the following:
‘UBE STP
is the usable REESS energy in accordance with paragraph 4.4.2.1.1. of this Sub-Annex, Wh;’;
(an)
point 4.4.4.2. is replaced by the following:
‘4.4.4.2. Determination of the phase-specific and city equivalent all-electric range
The phase-specific and city equivalent all-electric range shall be calculated using the following equation:
where:
EAER p
is the equivalent all-electric range for the considered period p, km;
is the phase-specific CO 2 mass emission from the charge-sustaining Type 1 test for the considered period p according to Table A8/5, step no. 7, g/km;
ΔE REESS,j
are the electric energy changes of all REESSs during the considered phase j, Wh;
EC DC,CD,p
is the electric energy consumption over the considered period p based on the REESS depletion, Wh/km;
j
is the index number of the considered phase;
k
is the number of phases driven up to the end of the transition cycle n according to paragraph 3.2.4.4 of this Sub-Annex;
and
where:
is the arithmetic average charge-depleting CO 2 mass emission for the considered period p, g/km;
is the CO 2 mass emission determined according to paragraph 3.2.1. of Sub-Annex 7 of period p in cycle c of the charge-depleting Type 1 test, g/km;
d p,c
is the distance driven in the considered period p of cycle c of the charge-depleting Type 1 test, km;
c
is the index number of the considered applicable WLTP test cycle;
p
is the index of the individual period within the applicable WLTP test cycle;
n c
is the number of applicable WLTP test cycles driven up to the end of the transition cycle n according to paragraph 3.2.4.4. of this Sub-Annex;
and
where:
EC DC,CD,p
is the electric energy consumption of the considered period p based on the REESS depletion of the charge-depleting Type 1 test, Wh/km;
EC DC,CD,p,c
is the electric energy consumption of the considered period p of cycle c based on the REESS depletion of the charge-depleting Type 1 test according to paragraph 4.3. of this Sub-Annex, Wh/km;
d p,c
is the distance driven in the considered period p of cycle c of the charge-depleting Type 1 test, km;
c
is the index number of the considered applicable WLTP test cycle;
p
is the index of the individual period within the applicable WLTP test cycle;
n c
is the number of applicable WLTP test cycles driven up to the end of the transition cycle n according to paragraph 3.2.4.4. of this Sub-Annex.
The considered phase values shall be the low-phase, medium-phase, high-phase, extra high-phase, and the city driving cycle.’;
(ao)
point 4.5.1. is amended as follows:
(i)
the first two paragraphs after the title are replaced with the following:
‘The interpolation method shall only be used if the difference in charge-sustaining CO 2 mass emission, M CO2,CS , according to Table A8/5, step no. 8 between test vehicles L and H is between a minimum of 5 g/km and a maximum of 20 per cent plus 5 g/km of the charge-sustaining CO 2 mass emission, M CO2,CS , according to Table A8/5, step no. 8 for vehicle H, but at least 15 g/km and not exceeding 20 g/km.
At the request of the manufacturer and with approval of the approval authority, the application of the interpolation method on individual vehicle values within a family may be extended if the maximum extrapolation is not more than 3 g/km above the charge-sustaining CO 2 mass emission of vehicle H and/or is not more than 3 g/km below the charge-sustaining CO 2 mass emission of vehicle L. This extension is valid only within the absolute boundaries of the interpolation range specified in this paragraph.’;
(ii)
the sixth paragraph after the title is replaced with the following:
‘If the linearity criterion is fulfilled, the interpolation method shall be applicable for all individual vehicles between vehicles L and H within the interpolation family.’;
(iii)
the last two paragraphs are replaced with the following:
‘For vehicles with a cycle energy demand between that of vehicles L and M, each parameter of vehicle H necessary for the application of the interpolation method on individual OVC-HEV and NOVC-HEV values, shall be substituted by the corresponding parameter of vehicle M.
For vehicles with a cycle energy demand between that of vehicles M and H, each parameter of vehicle L that is necessary for the application of the interpolation method on individual OVC-HEV and NOVC-HEV values shall be substituted by the corresponding parameter of vehicle M.’;
(ap)
in point 4.5.3. the lines for ‘K ind,p ’, ‘E 1,p ’, ‘E 2,p ’, ‘E 3,p ’ and ‘p’ are replaced by the following:
‘K ind,p
is the interpolation coefficient for the considered individual vehicle for period p;
E 1,p
is the energy demand for the considered period for vehicle L in accordance with paragraph 5. of Sub-Annex 7, Ws;
E 2,p
is the energy demand for the considered period for vehicle H in accordance with paragraph 5. of Sub-Annex 7, Ws;
E 3,p
is the energy demand for the considered period for the individual vehicle in accordance with paragraph 5. of Sub-Annex 7, Ws;
p
is the index of the individual period within the applicable test cycle.’;
(aq)
in point 4.5.4.1., the last paragraph is replaced by the following:
‘The considered periods shall be the low phase, medium phase, high phase, extra high phase, and the applicable WLTP test cycle.’;
(ar)
in point 4.5.5.1., the last paragraph is replaced by the following:
‘The considered periods shall be the low phase, medium phase, high phase, extra high phase, and the applicable WLTP test cycle.’;
(as)
in point 4.5.6.3. the last paragraph is replaced by the following:
‘The considered periods shall be the low phase, medium phase, high phase, extra high phase, the applicable WLTP city test cycle and the applicable WLTP test cycle.’;
(at)
in point 4.5.7.2. the last paragraph is replaced by the following:
‘The considered periods shall be the low phase, medium phase, high phase, extra high phase, the applicable WLTP city test cycle and the applicable WLTP test cycle.’;
(au)
the following points 4.6. to 4.7.2. are added:
‘4.6. Stepwise procedure for calculating the final test results of OVC-HEVs
In addition to the stepwise procedure for calculating the final charge-sustaining test results for gaseous emission compounds in accordance with paragraph 4.1.1.1. of this Sub-Annex and for fuel consumption in accordance with paragraph 4.2.1.1. of this Sub-Annex, paragraphs 4.6.1. and 4.6.2. of this Sub-Annex describe the stepwise calculation of the final charge-depleting as well as the final charge-sustaining and charge-depleting weighted test results.
4.6.1. Stepwise procedure for calculating the final test results of the charge-depleting Type 1 test for OVC-HEVs
The results shall be calculated in the order described in Table A8/8. All applicable results in the column “Output” shall be recorded. The column “Process” describes the paragraphs to be used for calculation or contains additional calculations.
For the purpose of Table A8/8, the following nomenclature within the equations and results is used:
c
complete applicable test cycle;
p
every applicable cycle phase;
i
applicable criteria emission component;
CS
charge-sustaining;
CO 2
CO 2 mass emission.
Table A8/8
Calculation of final charge-depleting values
Source
Input
Process
Output
Step no.
Sub-Annex 8
Charge-depleting test results
Results measured in accordance with Appendix 3 to this Sub-Annex, pre-calculated in accordance with paragraph 4.3. of this Sub-Annex.
ΔE REESS,j , Wh; d j , km;
1
Usable battery energy in accordance with paragraph 4.4.1.2.2. of this Sub-Annex.
UBE city , Wh;
Recharged electric energy in accordance with paragraph 3.2.4.6. of this Sub-Annex.
E AC , Wh;
Cycle energy in accordance with paragraph 5. of Sub-Annex 7.
E cycle , Ws;
CO 2 mass emission in accordance with paragraph 3.2.1. of Sub-Annex 7.
M CO2,CD,j , g/km;
Mass of gaseous emission compound i in accordance with paragraph 3.2.1. of Sub-Annex 7.
M i,CD,j , g/km;
Particle number emissions in accordance with paragraph 4. of Sub-Annex 7.
PN CD,j , particles per kilometer;
Particulate matter emissions in accordance with paragraph 3.3. of Sub-Annex 7.
PM CD,c , mg/km;
All-electric range determined in accordance with paragraph 4.4.1.1. of this Sub-Annex.
AER, km;
In the case that the applicable WLTC city test cycle was driven: all-electric range city in accordance with paragraph 4.4.1.2.1. of this Sub-Annex.
AER city , km.
CO 2 mass emission K CO2 correction coefficient might be necessary in accordance with Appendix 2 to this Sub-Annex.
Output is available for each test.
In the case that the interpolation method is applied, the output (except of K CO2 ) is available for vehicle H, L and, if applicable, M.
K CO2 , (g/km)/(Wh/km).
Output step 1
ΔE REESS,j , Wh;
E cycle , Ws.
Calculation of relative electric energy change for each cycle in accordance with paragraph 3.2.4.5.2. of this Sub-Annex.
Output is available for each test and each applicable WLTP test cycle.
In the case that the interpolation method is applied, the output is available for vehicle H, L and, if applicable, M.
REEC i .
2
Output step 2
REEC i .
Determination of the transition and confirmation cycle in accordance with paragraph 3.2.4.4. of this Sub-Annex.
In the case that more than one charge-depleting test is available for one vehicle, for the purpose of averaging, each test shall have the same transition cycle number n veh .
n veh ;
3
Determination of the charge-depleting cycle range in accordance with paragraph 4.4.3. of this Sub-Annex.
Output is available for each test.
In the case that the interpolation method is applied, the output is available for vehicle H, L and, if applicable, M.
R CDC ; km.
Output step 3
n veh ;
In the case that the interpolation method is used, the transition cycle shall be determined for vehicle H, L and, if applicable, M.
Check whether the interpolation criterion in accordance with paragraph 5.6.2. (d) of this Annex is fulfilled.
n veh,L ;
n veh,H ;
if applicable
n veh,M.
4
Output step 1
M i,CD,j , g/km;
PM CD,c , mg/km;
PN CD,j , particles per kilometer.
Calculation of combined values for emissions for n veh cycles; in the case of interpolation for n veh,L cycles for each vehicle.
Output is available for each test.
In the case that the interpolation method is applied, the output is available for vehicle H, L and, if applicable, M.
M i,CD,c , g/km;
PM CD,c , mg/km;
PN CD,c , particles per kilometer.
5
Output step 5
M i,CD,c , g/km;
PM CD,c , mg/km;
PN CD,c , particles per kilometer.
Emission averaging of tests for each applicable WLTP test cycle within the charge-depleting Type 1 test and check with the limits in accordance with Table A6/2 of Sub-Annex 6.
M i,CD,c,ave , g/km;
PM CD,c,ave , mg/km;
PN CD,c,ave , particles per kilometer.
6
Output step 1
ΔE REESS,j , Wh;
d j , km;
UBE city , Wh.
In the case that AER city is derived from the Type 1 test by driving the applicable WLTP test cycles, the value shall be calculated in accordance with paragraph 4.4.1.2.2. of this Sub-Annex.
In the case of more than one test, n city,pe shall be equal for each test.
Output available for each test.
Averaging of AER city .
In the case that the interpolation method is applied, the output is available for vehicle H, L and, if applicable, M.
AER city , km;
AER city,ave , km.
7
Output step 1
d j , km;
Phase-specific and cycle-specific UF calculation.
Output is available for each test.
In the case that the interpolation method is applied, the output is available for vehicle H, L and, if applicable, M.
UF phase,j ;
UF cycle,c .
8
Output step 3
n veh ;
Output step 4
n veh,L ;
Output step 1
ΔE REESS,j , Wh;
d j , km;
E AC , Wh;
Calculation of the electric energy consumption based on the recharged energy according. to paragraphs 4.3.1. and 4.3.2. of this Sub-Annex.
In the case of interpolation, n veh,L cycles shall be used. Therefore, due to the required correction of the CO 2 mass emission, the electric energy consumption of the confirmation cycle and its phases shall be set to zero.
Output is available for each test.
In the case that the interpolation method is applied, the output is available for vehicle H, L and, if applicable, M.
EC AC,weighted , Wh/km;
EC AC,CD , Wh/km;
9
Output step 3
n veh ;
Output step 4
n veh,L ;
Output step 8
UF phase,j ;
Output step 1
M CO2,CD,j , g/km;
K CO2 , (g/km)/(Wh/km);
ΔE REESS,j , Wh;
d j , km;
Calculation of the charge-depleting CO 2 mass emission in accordance with paragraph 4.1.2. of this Sub-Annex.
In the case that the interpolation method is applied, n veh,L cycles shall be used. With reference to paragraph 4.1.2. of this Sub-Annex, the confirmation cycle shall be corrected in accordance with Appendix 2 to this Sub-Annex.
Output is available for each test.
In the case that the interpolation method is applied, the output is available for vehicle H, L and, if applicable, M.
M CO2,CD , g/km;
10
Output step 3
n veh ;
Output step 4
n veh,L ;
Output step 8
UF phase,j .
Output step 1
M CO2,CD,j , g/km;
M i,CD,j , g/km;
K CO2 , (g/km)/(Wh/km).
Calculation of the charge-depleting fuel consumption in accordance with paragraph 4.2.2. of this Sub-Annex.
In the case that the interpolation method is applied, n veh,L cycles shall be used. With reference to paragraph 4.1.2. of this Sub-Annex, M CO2,CD,j of the confirmation cycle shall be corrected in accordance with Appendix 2 to this Sub-Annex. The phase-specific fuel consumption FC CD,j shall be calculated using the corrected CO 2 mass emission in accordance with paragraph 6. of Sub-Annex 7.
Output is available for each test.
In the case that the interpolation method is applied, the output is available for vehicle H, L and, if applicable, M.
FC CD,j , l/100 km;
FC CD , l/100 km.
11
Output step 3
n veh ;
Output step 4
n veh,L ;
Output step 8
UF phase,j ;
Output step 1
ΔE REESS,j , Wh;
d j , km;
Calculation of the electric energy consumption from the first applicable WLTP test cycle.
Output is available for each test.
In the case that the interpolation method is applied, the output is available for vehicle H, L and, if applicable, M.
EC DC,CD,first , Wh/km
12
Output step 9
EC AC,weighted , Wh/km;
EC AC,CD , Wh/km;
Averaging of tests for each vehicle.
In the case that the interpolation method is applied, the output is available for each vehicle H, L and, if applicable, M.
EC AC,weighted,ave , Wh/km;
EC AC,CD,ave , Wh/km;
M CO2,CD,ave , g/km;
FC CD,ave , l/100 km;
EC DC,CD,first,ave , Wh/km
13
Output step 10
M CO2,CD , g/km;
Output step 11
FC CD , l/100 km;
Output step 12
EC DC,CD,first , Wh/km.
Output step 13
EC AC,CD,ave , Wh/km;
M CO2,CD,ave , g/km.
Declaration of charge-depleting electric energy consumption and CO 2 mass emission for each vehicle.
In the case that the interpolation method is applied, the output is available for each vehicle H, L and, if applicable, M.
EC AC,CD,dec , Wh/km;
M CO2,CD,dec , g/km.
14
Output step 12
EC DC,CD,first , Wh/km;
Adjustment of electric energy consumption for the purpose of COP.
In the case that the interpolation method is applied, the output is available for each vehicle H, L and, if applicable, M.
EC DC,CD,COP , Wh/km;
15
Output step 13
EC AC,CD,ave , Wh/km;
Output step 14
EC AC,CD,dec , Wh/km;
Output step 15
EC DC,CD,COP , Wh/km;
Intermediate rounding.
In the case that the interpolation method is applied, the output is available for each vehicle H, L and, if applicable, M.
EC DC,CD,COP,final , Wh/km;
EC AC,CD,final , Wh/km;
M CO2,CD,final , g/km;
EC AC,weighted,final , Wh/km;
FC CD,final , l/100 km;
16
Output step 14
EC AC,CD,dec , Wh/km;
M CO2,CD,dec , g/km;
Output step 13
EC AC,weighted,ave , Wh/km;
FC CD,ave , l/100 km;
Output step 16
EC DC,CD,COP,final , Wh/km;
EC AC,CD,final , Wh/km;
M CO2,CD,final , g/km;
EC AC,weighted,final , Wh/km;
FC CD,final , l/100 km;
Interpolation of individual values based on input from vehicle L, M and H, and final rounding.
Output available for individual vehicles.
EC DC,CD,COP,ind , Wh/km;
EC AC,CD,ind , Wh/km;
M CO2,CD,ind , g/km;
EC AC,weighted,ind , Wh/km;
FC CD,ind , l/100 km;
17
4.6.2. Stepwise procedure for calculating the final charge-sustaining and charge-depleting weighted test results of the Type 1 test
The results shall be calculated in the order described in Table A8/9. All applicable results in the column “Output” shall be recorded. The column “Process” describes the paragraphs to be used for calculation or contains additional calculations.
For the purpose of this table, the following nomenclature within the equations and results is used:
c
considered period is the complete applicable test cycle;
p
considered period is the applicable cycle phase;
i
applicable criteria emission component (except for CO 2 );
j
index for the considered period;
CS
charge-sustaining;
CD
charge-depleting;
CO 2
CO 2 mass emission;
REESS
Rechargeable Electric Energy Storage System.
Table A8/9
Calculation of final charge-depleting and charge-sustaining weighted values
Source
Input
Process
Output
Step no.
Output step 1, Table A8/8
M i,CD,j , g/km;
PN CD,j , particles per kilometer;
PM CD,c , mg/km;
M CO2,CD,j , g/km;
ΔE REESS,j , Wh;
d j , km;
AER, km;
E AC , Wh;
Input from CD and CS postprocessing.
M i,CD,j , g/km;
PN CD,j , particles per kilometer;
PM CD,c , mg/km;
M CO2,CD,j , g/km;
ΔE REESS,j , Wh;
d j , km;
AER, km;
E AC , Wh;
AER city,ave , km;
n veh ;
R CDC , km;
n veh,L ;
n veh,H ;
UF phase,j ;
UF cycle,c ;
M i,CS,c,6 , g/km;
M CO2,CS , g/km;
1
Output step 7, Table A8/8
AER city,ave , km;
Output step 3, Table A8/8
n veh ;
R CDC , km;
Output step 4, Table A8/8
n veh,L ;
n veh,H ;
Output step 8, Table A8/8
UF phase,j ;
UF cycle,c ;
Output step 6, Table A8/5
M i,CS,c,6 , g/km;
Output step 7, Table A8/5
M CO2,CS , g/km;
Output in the case of CD is available for each CD test. Output in the case of CS is available once due to CS test averaged values.
In the case that the interpolation method is applied, the output (except of K CO2 ) is available for vehicle H, L and, if applicable, M.
K CO2 ,
(g/km)/(Wh/km).
CO 2 mass emission correction coefficient K CO2 might be necessary in accordance with Appendix 2 to this Sub-Annex.
K CO2 ,
(g/km)/(Wh/km).
Output step 1,
M i,CD,j , g/km;
PN CD,j , particles per kilometer;
PM CD,c , mg/km;
n veh ;
n veh,L ;
UF phase,j ;
UF cycle,c ;
M i,CS,c,6 , g/km;
Calculation of weighted emission (except M CO2,weighted ) compounds in accordance with paragraphs 4.1.3.1. to 4.1.3.3. of this Sub-Annex.
Remark:
M i,CS,c,6 includes PN CS,c and PM CS,c .
Output is available for each CD test.
In the case that the interpolation method is applied, the output is available for each vehicle L, H and, if applicable, M.
M i,weighted , g/km;
PN weighted , particles per kilometer;
PM weighted , mg/km;
2
Output step 1,
M CO2,CD,j , g/km;
ΔE REESS,j , Wh;
d j , km;
n veh ;
R CDC , km
M CO2,CS , g/km;
Calculation of equivalent all-electric range in accordance with paragraphs 4.4.4.1. and 4.4.4.2. of this Sub-Annex, and actual charge-depleting range in accordance with paragraph 4.4.5. of this Sub-Annex.
Output is available for each CD test.
In the case that the interpolation method is applied, the output is available for each vehicle L, H and, if applicable, M.
EAER, km;
EAER p , km;
R CDA , km.
3
Output step 1
AER, km;
Output is available for each CD test.
In the case that the interpolation method is applied, check the availability of AER interpolation between vehicle H, L and, if applicable, M in accordance with paragraph 4.5.7.1. of this Sub-Annex.
If the interpolation method is used, each test shall fulfil the requirement.
AER-interpolation availability.
4
Output step 3
R CDA , km.
Output step 1
AER, km.
Averaging AER and AER declaration.
The declared AER shall be rounded as defined in Table A6/1.
In the case that the interpolation method is applied and the AER-interpolation availability criterion is fulfilled, the output is available for each vehicle L, H and if applicable, M.
If the criterion is not fulfilled, AER of vehicle H shall be applied for the whole interpolation family.
AER ave , km;
AER dec , km.
5
Output step 1
M i,CD,j , g/km;
M CO2,CD,j , g/km;
n veh ;
n veh,L ;
UF phase,j ;
M i,CS,c,6 , g/km;
M CO2,CS , g/km.
Calculation of weighted CO 2 mass emission and fuel consumption in accordance with paragraphs 4.1.3.1. and 4.2.3. of this Sub-Annex.
Output is available for each CD test.
In the case that the interpolation method is applied, n veh,L cycles shall be used. With reference to paragraph 4.1.2. of this Sub-Annex, M CO2,CD,j of the confirmation cycle shall be corrected in accordance with Appendix 2 to this Sub-Annex.
In the case that the interpolation method is applied, the output is available for each vehicle L, H and, if applicable, M.
M CO2,weighted , g/km;
FC weighted , l/100 km;
6
Output step 1
E AC , Wh;
Calculation of the electric energy consumption based in EAER in accordance with paragraphs 4.3.3.1. and 4.3.3.2. of this Sub-Annex.
Output is available for each CD test.
In the case that the interpolation method is applied, the output is available for each vehicle L, H and, if applicable, M.
EC, Wh/km;
EC p , Wh/km;
7
Output step 3
EAER, km;
EAER p , km;
Output step 1
AER city, ave , km;
Averaging and intermediate rounding.
In the case that the interpolation method is applied, the output is available for each vehicle L, H and, if applicable, M.
AER city,final , km;
M CO2,weighted,final , g/km;
FC weighted,final , l/100 km;
EC final , Wh/km;
EC p,final , Wh/km;
EAER final , km;
EAER p,final , km.
8
Output step 6
M CO2,weighted , g/km;
FC weighted , l/100 km;
Output step 7
EC, Wh/km;
EC p , Wh/km;
Output step 3
EAER, km;
EAER p , km.
Output step 5
AER ave , km;
Interpolation of individual values based on input from vehicle low, medium and high in accordance with paragraph 4.5. of this Sub-Annex, and final rounding.
AER ind shall be rounded as defined in Table A8/2.
Output available for individual vehicles.
AER ind , km;
AER city,ind , km;
M CO2,weighted,ind , g/km;
FC weighted,ind , l/100 km;
EC ind , Wh/km;
EC p,ind , Wh/km;
EAER ind , km;
EAER p,ind , km.
9
Output step 8
AER city,final , km;
M CO2,weighted,final , g/km;
FC weighted,final , l/100 km;
EC final , Wh/km;
EC p,final , Wh/km;
EAER final , km;
EAER p,final , km;
Output step 4
AER-interpolation availability.
4.7. Stepwise procedure for calculating the final test results of PEVs
The results shall be calculated in the order described in Table A8/10 in case of the consecutive cycle procedure and in the order described in Table A8/11 in case of the shortened test procedure. All applicable results in the column “Output” shall be recorded. The column “Process” describes the paragraphs to be used for calculation or contains additional calculations.
4.7.1. Stepwise procedure for calculating the final test results of PEVs in case of the consecutive cycles procedure
For the purpose of this table, the following nomenclature within the questions and results is used:
j
index for the considered period.
Table A8/10
Calculation of final PEV values determined by application of the consecutive cycle Type 1 procedure
Source
Input
Process
Output
Step no.
Sub-Annex 8
Test results
Results measured in accordance with Appendix 3 to this Sub-Annex and pre-calculated in accordance with paragraph 4.3. of this Sub-Annex.
ΔE REESS,j , Wh;
d j , km;
1
Usable battery energy in accordance with paragraph 4.4.2.2.1. of this Sub-Annex.
UBE CCP , Wh;
Recharged electric energy in accordance with paragraph 3.4.4.3. of this Sub-Annex.
Output available for each test.
In the case that the interpolation method is applied, the output is available for vehicle H and vehicle L.
E AC , Wh.
Output step 1
ΔE REESS,j , Wh;
UBE CCP , Wh.
Determination of the number of completely driven applicable WLTC phases and cycles in accordance with paragraph 4.4.2.2. of this Sub-Annex.
Output available for each test.
In the case that the interpolation method is applied, the output is available for vehicle H and vehicle L.
n WLTC ;
n city ;
n low ;
n med ;
n high ;
n exHigh .
2
Output step 1
ΔE REESS,j , Wh;
UBE CCP , Wh.
Calculation of weighting factors in accordance with paragraph 4.4.2.2. of this Sub-Annex.
Output available for each test.
In the case that the interpolation method is applied, the output is available for vehicle H and vehicle L.
K WLTC,1
K WLTC,2
K WLTC,3
K WLTC,4
K city,1
K city,2
K city,3
K city,4
K low,1
K low,2
K low,3
K low,4
K med,1
K med,2
K med,3
K med,4
K high,1
K high,2
K high,3
K high,4
K exHigh,1
K exHigh,2
K exHigh,3
3
Output step 2
n WLTC ;
n city ;
n low ;
n med ;
n high ;
n exHigh .
Output step 1
ΔE REESS,j , Wh;
d j , km;
UBE CCP , Wh.
Calculation of electric energy consumption at the REESSs in accordance with paragraph 4.4.2.2. of this Sub-Annex.
EC DC,COP,1
Output available for each test.
In the case that the interpolation method is applied, the output is available for vehicle H and vehicle L.
EC DC,WLTC , Wh/km;
EC DC,city , Wh/km;
EC DC,low , Wh/km;
EC DC,med , Wh/km;
EC DC,high , Wh/km;
EC DC,exHigh , Wh/km;
EC DC,COP,1 , Wh/km.
4
Output step 2
n WLTC ;
n city ;
n low ;
n med ;
n high ;
n exHigh .
Output step 3
All weighting factors
Output step 1
UBE CCP , Wh;
Calculation of pure electric range in accordance with paragraph 4.4.2.2. of this Sub-Annex.
Output available for each test.
In the case that the interpolation method is applied, the output is available for vehicle H and vehicle L.
PER WLTC , km;
PER city , km;
PER low , km;
PER med , km;
PER high , km;
PER exHigh , km.
5
Output step 4
EC DC,WLTC , Wh/km;
EC DC,city , Wh/km;
EC DC,low , Wh/km;
EC DC,med , Wh/km;
EC DC,high , Wh/km;
EC DC,exHigh , Wh/km.
Output step 1
E AC , Wh;
Calculation of electric energy consumption at the mains in accordance with paragraph 4.3.4. of this Sub-Annex.
Output available for each test.
In the case that the interpolation method is applied, the output is available for vehicle H and vehicle L.
EC WLTC , Wh/km;
EC city , Wh/km;
EC low , Wh/km;
EC med , Wh/km;
EC high , Wh/km;
EC exHigh , Wh/km.
6
Output step 5
PER WLTC , km;
PER city , km;
PER low , km;
PER med , km;
PER high , km;
PER exHigh , km.
Output step 5
PER WLTC , km;
PER city , km;
PER low , km;
PER med , km;
PER high , km;
PER exHigh , km;
Averaging of tests for all input values.
EC DC,COP,ave
Declaration of PER WLTC,dec and EC WLTC,dec based on PER WLTC,ave and EC WLTC,ave .
PER WLTC,dec and EC WLTC,dec shall be rounded as defined in Table A6/1.
In the case that the interpolation method is applied, the output is available for vehicle H and vehicle L.
PER WLTC,dec , km;
PER WLTC,ave , km;
PER city,ave , km;
PER low,ave , km;
PER med,ave , km;
PER high,ave , km;
PER exHigh,ave , km;
7
Output step 6
EC WLTC , Wh/km;
EC city , Wh/km;
EC low , Wh/km;
EC med , Wh/km;
EC high , Wh/km;
EC exHigh , Wh/km.
EC WLTC,dec , Wh/km;
EC WLTC,ave , Wh/km;
EC city,ave , Wh/km;
EC low,ave , Wh/km;
EC med,ave , Wh/km;
EC high,ave , Wh/km;
EC exHigh,ave , Wh/km;
EC DC,COP,ave , Wh/km.
Output step 4
EC DC,COP,1 , Wh/km.
Output step 7
EC WLTC,dec , Wh/km;
EC WLTC,ave , Wh/km;
EC DC,COP,ave , Wh/km.
Determination of the adjustment factor and application to EC DC,COP,ave .
For example:
EC DC,COP = EC DC,COP,ave × AF
In the case that the interpolation method is applied, the output is available for vehicle H and vehicle L.
EC DC,COP , Wh/km.
8
Output step 7
PER city,ave , km;
PER low,ave , km;
PER med,ave , km;
PER high,ave , km;
PER exHigh,ave , km;
Intermediate rounding.
EC DC,COP,final
In the case that the interpolation method is applied, the output is available for vehicle H and vehicle L.
PER city,final , km;
PER low,final , km;
PER med,final , km;
PER high,final , km;
PER exHigh,final , km;
9
EC city,ave , Wh/km;
EC low,ave , Wh/km;
EC med,ave , Wh/km;
EC high,ave , Wh/km;
EC exHigh,ave , Wh/km;
EC city,final , Wh/km;
EC low,final , Wh/km;
EC med,final , Wh/km;
EC high,final , Wh/km;
EC exHigh,final , Wh/km;
Output step 8
EC DC,COP , Wh/km.
EC DC,COP,final , Wh/km.
Output step 7
PER WLTC,dec , km;
Interpolation in accordance with paragraph 4.5. of this Sub-Annex, and final rounding as defined in Table A8/2.
EC DC,COP,ind
In the case that the interpolation method is applied, the output available for each individual vehicle.
PER WLTC,ind , km;
PER city,ind , km;
PER low,ind , km;
PER med,ind , km;
PER high,ind , km;
PER exHigh,ind , km;
10
Output step 9
EC WLTC,dec , Wh/km;
PER city,final , km;
PER low,final , km;
PER med,final , km;
PER high,final , km;
PER exHigh,final , km;
EC city,final , Wh/km;
EC low,final , Wh/km;
EC med,final , Wh/km;
EC high,final , Wh/km;
EC exHigh,final , Wh/km;
EC WLTC,ind , Wh/km;
EC city,ind , Wh/km;
EC low,ind , Wh/km;
EC med,ind , Wh/km;
EC high,ind , Wh/km;
EC exHigh,ind , Wh/km;
EC DC,COP,final , Wh/km.
EC DC,COP,ind , Wh/km.
4.7.2. Stepwise procedure for calculating the final test results of PEVs in case of the shortened test procedure
For the purpose of this table, the following nomenclature within the questions and results is used:
j
index for the considered period.
Table A8/11
Calculation of final PEV values determined by application the shortened Type 1 test procedure
Source
Input
Process
Output
Step no.
Sub-Annex 8
Test results
Results measured in accordance with Appendix 3 to this Sub-Annex, and pre-calculated in accordance with paragraph 4.3. of this Sub-Annex.
ΔE REESS,j , Wh;
d j , km;
1
Usable battery energy in accordance with paragraph 4.4.2.1.1. of this Sub-Annex.
UBE STP , Wh;
Recharged electric energy in accordance with paragraph 3.4.4.3. of this Sub-Annex.
Output is available for each test.
In the case that the interpolation method is applied, the output is available for vehicle L and vehicle H.
E AC , Wh.
Output step 1
ΔE REESS,j , Wh;
UBE STP , Wh.
Calculation of weighting factors in accordance with paragraph 4.4.2.1. of this Sub-Annex.
Output is available for each test.
In the case that the interpolation method is applied, the output is available for vehicle L and vehicle H.
K WLTC,1
K WLTC,2
K city,1
K city,2
K city,3
K city,4
K low,1
K low,2
K low,3
K low,4
K med,1
K med,2
K med,3
K med,4
K high,1
K high,2
K exHigh,1
K exHigh,2
2
Output step 1
ΔE REESS,j , Wh;
d j , km;
UBE STP , Wh.
Calculation of electric energy consumption at the REESSs in accordance with paragraph 4.4.2.1. of this Sub-Annex.
EC DC,COP,1
Output is available for each test.
In the case that the interpolation method is applied, the output is available for vehicle L and vehicle H.
EC DC,WLTC , Wh/km;
EC DC,city , Wh/km;
EC DC,low , Wh/km;
EC DC, med , Wh/km;
EC DC,high , Wh/km;
EC DC,exHigh , Wh/km;
EC DC,COP,1 , Wh/km.
3
Output step 2
All weighting factors
Output step 1
UBE STP , Wh;
Calculation of pure electric range in accordance with paragraph 4.4.2.1. of this Sub-Annex.
Output is available for each test.
In the case that the interpolation method is applied, the output is available for vehicle L and vehicle H.
PER WLTC , km;
PER city , km;
PER low , km;
PER med , km;
PER high , km;
PER exHigh , km.
4
Output step 3
EC DC,WLTC , Wh/km;
EC DC,city , Wh/km;
EC DC,low , Wh/km;
EC DC, med , Wh/km;
EC DC,high , Wh/km;
EC DC,exHigh , Wh/km.
Output step 1
E AC , Wh;
Calculation of electric energy consumption at the mains in accordance with paragraph 4.3.4. of this Sub-Annex.
Output is available for each test.
In the case that the interpolation method is applied, the output is available for vehicle L and vehicle H.
EC WLTC , Wh/km;
EC city , Wh/km;
EC low , Wh/km;
EC med , Wh/km;
EC high , Wh/km;
EC exHigh , Wh/km.
5
Output step 4
PER WLTC , km;
PER city , km;
PER low , km;
PER med , km;
PER high , km;
PER exHigh , km.
Output step 4
PER WLTC , km;
PER city , km;
PER low , km;
PER med , km;
PER high , km;
PER exHigh , km;
Averaging of tests for all input values.
EC DC,COP,ave
Declaration of PER WLTC,dec and EC WLTC,dec based on PER WLTC,ave and EC WLTC,ave .
PER WLTC,dec and EC WLTC,dec shall be rounded as defined in Table A6/1.
In the case that the interpolation method is applied, the output is available for vehicle L and vehicle H.
PER WLTC,dec , km;
PER WLTC,ave , km;
PER city,ave , km;
PER low,ave , km;
PER med,ave , km;
PER high,ave , km;
PER exHigh,ave , km;
EC WLTC,dec , Wh/km;
EC WLTC,ave , Wh/km;
EC city,ave , Wh/km;
EC low,ave , Wh/km;
EC med,ave , Wh/km;
EC high,ave , Wh/km;
EC exHigh,ave , Wh/km;
EC DC,COP,ave , Wh/km.
6
Output step 5
EC WLTC , Wh/km;
EC city , Wh/km;
EC low , Wh/km;
EC med , Wh/km;
EC high , Wh/km;
EC exHigh , Wh/km.
Output step 3
EC DC,COP,1 , Wh/km.
Output step 6
EC WLTC,dec , Wh/km;
EC WLTC,ave , Wh/km;
EC DC,COP,ave , Wh/km.
Determination of the adjustment factor and application to EC DC,COP,ave .
For example:
EC DC,COP = EC DC,COP,ave × AF
In the case that the interpolation method is applied, the output is available for vehicle L and vehicle H.
EC DC,COP , Wh/km.
7
Output step 6
PER city,ave , km;
PER low,ave , km;
PER med,ave , km;
PER high,ave , km;
PER exHigh,ave , km;
Intermediate rounding.
EC DC,COP,final
In the case that the interpolation method is applied, the output is available for vehicle L and vehicle H.
PER city,final , km;
PER low,final , km;
PER med,final , km;
PER high,final , km;
PER exHigh,final , km;
8
EC city,ave , Wh/km;
EC low,ave , Wh/km;
EC med,ave , Wh/km;
EC high,ave , Wh/km;
EC exHigh,ave , Wh/km;
EC city,final , Wh/km;
EC low,final , Wh/km;
EC med,final , Wh/km;
EC high,final , Wh/km;
EC exHigh,final , Wh/km;
Output step 7
EC DC,COP , Wh/km.
EC DC,COP,final , Wh/km.
Output step 6
PER WLTC,dec , km;
EC WLTC,dec , Wh/km;
PER city,final , km;
PER low,final , km;
PER med,final , km;
PER high,final , km;
PER exHigh,final , km;
Interpolation in accordance with paragraph 4.5. of this Sub-Annex and final rounding as defined in Table A8/2.
EC DC,COP,ind
Output available for each individual vehicle.
PER WLTC,ind , km;
PER city,ind , km;
PER low,ind , km;
PER med,ind , km;
PER high,ind , km;
PER exHigh,ind , km;
9’
Output step 8
EC city,final , Wh/km;
EC low,final , Wh/km;
EC med,final , Wh/km;
EC high,final , Wh/km;
EC exHigh,final , Wh/km;
EC WLTC,ind , Wh/km;
EC city,ind , Wh/km;
EC low,ind , Wh/km;
EC med,ind , Wh/km;
EC high,ind , Wh/km;
EC exHigh,ind , Wh/km;
EC DC,COP,final , Wh/km.
EC DC,COP,ind , Wh/km.
(av)
Appendix 1 is amended as follows:
(i)
point 1.4 and the title of Figure A8.App1/4 are replaced with the following:
‘1.4. Test sequence OVC-HEVs in accordance with option 4
Charge-sustaining Type 1 test with subsequent charge-depleting Type 1 test (Figure A8.App1/4)
Figure A8.App1/4
OVC-HEVs, charge-sustaining Type 1 test with subsequent charge-depleting Type 1 test
’;
(aw)
Appendix 2 is amended as follows:
(i)
points 1.1.3. and 1.1.4. are replaced by the following:
1.1.3. The correction shall be applied if ΔE REESS,CS is negative which corresponds to REESS discharging and the correction criterion c calculated in paragraph 1.2. of this Appendix is greater than the applicable threshold in accordance with Table A8.App2/1.
1.1.4. The correction may be omitted and uncorrected values may be used if:
(a)
ΔE REESS,CS is positive which corresponds to REESS charging and the correction criterion c calculated in paragraph 1.2. of this Appendix is greater than the applicable threshold in accordance with Table A8.App2/1;
(b)
The correction criterion c calculated in paragraph 1.2. of this Appendix is smaller than the applicable threshold in accordance with Table A8.App2/1;
(c)
The manufacturer can prove to the approval authority by measurement that there is no relation between Δb REESS,CS and charge-sustaining CO 2 mass emission and Δm REESS,CS and fuel consumption respectively.’;
(ii)
in point 1.2., the definition of E fuel,CS is replaced by the following:
‘E fuel,CS
is the charge-sustaining energy content of the consumed fuel in accordance with paragraph 1.2.1. of this Appendix in the case of NOVC-HEVs and OVC-HEVs, and in accordance with paragraph 1.2.2. of this Appendix in the case of NOVC-FCHVs, Wh.’;
(iii)
in point 1.2.2., Table A8.App2/1 is replaced by the following:
‘ Table A8.App2/1
RCB correction criteria thresholds
Applicable Type 1 test cycle
Low + Medium
Low + Medium + High
Low + Medium + High + Extra High
Thresholds for correction criterion c
0,015
0,01
0,005’
(iv)
point 2.2.(a) is replaced by the following:
‘(a)
The set shall contain at least one test with ΔE REESS,CS,n ≤ 0 and at least one test with ΔE REESS,CS,n > 0. ΔE REESS,CS,n is the sum of electric energy changes of all REESSs of test n calculated in accordance with paragraph 4.3. of this Sub-Annex.’;
(v)
in point 2.2., point 2.2 (e), and the last two paragraphs are replaced by the following:
‘(e)
The difference in M CO2,CS between the test with the highest negative electric energy change and the mid-point, and the difference in M CO2,CS between the mid-point and the test with the highest positive electric energy change shall be similar. The mid-point should preferably be within the range defined by (d). If this requirement is not feasible, the approval authority shall decide if a retest is necessary.
The correction coefficients determined by the manufacturer shall be reviewed and approved by the approval authority prior to its application.
If the set of at least five tests does not fulfil criterion (a) or criterion (b) or both, the manufacturer shall provide evidence to the approval authority as to why the vehicle is not capable of meeting either or both criteria. If the approval authority is not satisfied with the evidence, it may require additional tests to be performed. If the criteria after additional tests are still not fulfilled, the approval authority shall determine a conservative correction coefficient, based on the measurements.’;
(vi)
point 3.1.1.2. is replaced by the following:
‘3.1.1.2. REESS adjustment
Prior to the test procedure in accordance with paragraph 3.1.1.3. of this Appendix, the manufacturer may adjust the REESS. The manufacturer shall provide evidence that the requirements for the beginning of the test in accordance with paragraph 3.1.1.3. of this Appendix are fulfilled.’;
(ax)
Appendix 3 is amended as follows:
(i)
in point 2.1.1., the following second paragraph is inserted:
‘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.’;
(ii)
point 3.2. is replaced by the following:
‘3.2. Nominal REESS voltage
For NOVC-HEVs, NOVC-FCHVs and OVC-HEVs, instead of using the measured REESS voltage in accordance with paragraph 3.1. of this Appendix, the nominal voltage of the REESS determined in accordance with IEC 60050-482 may be used.’;
(ay)
Appendix 4 is amended as follows:
(i)
in point 2.1.2., the last paragraph is replaced by the following:
‘In such a case, a preconditioning procedure, such as that applicable to pure ICE vehicles as described in paragraph 2.6. of Sub-Annex 6, shall be applied.’;
(ii)
point 2.1.3. is replaced by the following:
‘2.1.3.
Soaking of the vehicle shall be performed in accordance with paragraph 2.7. of Sub-Annex 6.’;
(iii)
point 2.2.2. is replaced by the following:
‘2.2.2.
Soaking of the vehicle shall be performed in accordance with paragraph 2.7. of Sub-Annex 6. Forced cooling down shall not be applied to vehicles preconditioned for the Type 1 test. During soak, the REESS shall be charged using the normal charging procedure as defined in paragraph 2.2.3. of this Appendix.’;
(iv)
in point 2.2.3.1., in the first paragraph, the introductory part is replaced by the following:
‘The REESS shall be charged at an ambient temperature as specified in paragraph 2.2.2.2. of Sub-Annex 6 either with:’;
(az)
Appendix 5 is replaced by the following:
‘Sub-Annex 8 - Appendix 5
Utility factors (UF) for OVC-HEVs
1.
Reserved.
2.
The methodology recommended for the determination of a UF curve based on driving statistics is described in SAE J2841 (Sept. 2010, Issued 2009-03, Revised 2010-09).
3.
For the calculation of a fractional utility factor UF j for the weighting of period j, the following equation shall be applied by using the coefficients from Table A8.App5/1.
where:
UF j
utility factor for period j;
d j
measured distance driven at the end of period j, km;
C i
ith coefficient (see Table A8.App5/1);
d n
normalized distance (see Table A8.App5/1), km;
k
number of terms and coefficients in the exponent;
j
number of period considered;
i
number of considered term/coefficient;
sum of calculated utility factors up to period (j – 1).
Table A8.App5/1
Parameters for the determination of fractional UFs
Parameter
Value
d n
800 km
C1
26,25
C2
– 38,94
C3
– 631,05
C4
5 964,83
C5
– 25 095
C6
60 380,2
C7
– 87 517
C8
75 513,8
C9
– 35 749
C10
7 154,94
’
(ba)
Appendix 6 is amended as follows:
(i)
points 1.1., 1.2. and 1.3. are replaced by the following:
1.1. The manufacturer shall select the driver-selectable mode for the Type 1 test procedure in accordance with paragraphs 2. to 4. of this Appendix which enables the vehicle to follow the considered test cycle within the speed trace tolerances in accordance with paragraph 2.6.8.3. of Sub-Annex 6. This shall apply to all vehicle systems with driver-selectable modes including those not solely specific to the transmission.
1.2. The manufacturer shall provide evidence to the approval authority concerning:
(a)
The availability of a predominant mode under the considered conditions;
(b)
The maximum speed of the considered vehicle;
and if required:
(c)
The best and worst case mode identified by the evidence on the fuel consumption and, if applicable, on the CO 2 mass emission in all modes. See paragraph 2.6.6.3. of Sub-Annex 6;
(d)
The highest electric energy consuming mode;
(e)
The cycle energy demand (in accordance with Sub-Annex 7, paragraph 5. where the target speed is replaced by the actual speed).
1.3. Dedicated driver-selectable modes, such as “mountain mode” or “maintenance mode” which are not intended for normal daily operation but only for special limited purposes, shall not be considered.’;
(ii)
in point 2., the last paragraph is replaced by the following:
‘The flow chart in Figure A8.App6/1 illustrates the mode selection in accordance with this paragraph.’;
(iii)
in point 2.3., Figure A8.App6/1 is replaced by the following:
‘
Figure A8.App6/1
Selection of driver-selectable mode for OVC-HEVs under charge-depleting operating condition
’
(iv)
in point 3., the last paragraph is replaced by the following:
‘The flow chart in Figure A8.App6/2 illustrates the mode selection in accordance with this paragraph.’;
(v)
in point 3.3., Figure A8.App6/2 is replaced by the following:
‘
Figure A8.App6/2
Selection of a driver-selectable mode for OVC-HEVs, NOVC-HEVs and NOVC- FCHVs under charge-sustaining operating condition
’
(vi)
in point 4., the last paragraph is replaced by the following:
‘The flow chart in Figure A8.App6/3 illustrates the mode selection in accordance with this paragraph.’;
(vii)
in point 4.3., Figure A8.App6/3 is replaced by the following:
‘
Figure A8.App6/3
Selection of the driver-selectable mode for PEVs
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
’
(bb)
Appendix 7 is replaced by the following:
‘Sub-Annex 8 - Appendix 7
Fuel consumption measurement of compressed hydrogen fuel cell hybrid vehicles
1. General requirements
Fuel consumption shall be measured using the gravimetric method in accordance with paragraph 2. of this Appendix.
At the request of the manufacturer and with approval of the approval authority, fuel consumption may be measured using either the pressure method or the flow method. In this case, the manufacturer shall provide technical evidence that the method yields equivalent results. The pressure and flow methods are described in ISO 23828:2013.
2. Gravimetric method
Fuel consumption shall be calculated by measuring the mass of the fuel tank before and after the test.
2.1. Equipment and setting
2.1.1. An example of the instrumentation is shown in Figure A8.App7/1. One or more off-vehicle tanks shall be used to measure the fuel consumption. The off-vehicle tank(s) shall be connected to the vehicle fuel line between the original fuel tank and the fuel cell system.
2.1.2. For preconditioning, the originally installed tank or an external source of hydrogen may be used.
2.1.3. The refuelling pressure shall be adjusted to the manufacturer's recommended value.
2.1.4. Difference of the gas supply pressures in lines shall be minimized when the lines are switched.
In the case that influence of pressure difference is expected, the manufacturer and the approval authority shall agree whether correction is necessary or not.
2.1.5. Balance
2.1.5.1. The balance used for fuel consumption measurement shall meet the specification of Table A8.App7/1.
Table A8.App7/1
Analytical balance verification criteria
Measurement system
Resolution
Precision
Balance
0,1 g maximum
± 0,02 maximum ( 13 )
2.1.5.2. The balance shall be calibrated in accordance with the specifications provided by the balance manufacturer or at least as often as specified in Table A8.App7/2.
Table A8.App7/2
Instrument calibration intervals
Instrument checks
Interval
Precision
Yearly and at major maintenance
2.1.5.3. Appropriate means for reducing the effects of vibration and convection, such as a damping table or a wind barrier, shall be provided.
Figure A8.App7/1
Example of instrumentation
where:
1
is the external fuel supply for preconditioning
2
is the pressure regulator
3
is the original tank
4
is the fuel cell system
5
is the balance
6
is/are off-vehicle tank(s) for fuel consumption measurement
2.2. Test procedure
2.2.1. The mass of the off-vehicle tank shall be measured before the test.
2.2.2. The off-vehicle tank shall be connected to the vehicle fuel line as shown in Figure A8.App7/1.
2.2.3. The test shall be conducted by fuelling from the off-vehicle tank.
2.2.4. The off-vehicle tank shall be removed from the line.
2.2.5. The mass of the tank after the test shall be measured.
2.2.6. The non-balanced charge-sustaining fuel consumption FC CS,nb from the measured mass before and after the test shall be calculated using the following equation:
where:
FC CS,nb
is the non-balanced charge-sustaining fuel consumption measured during the test, kg/100 km;
g 1
is the mass of the tank at the start of the test, kg;
g 2
is the mass of the tank at the end of the test, kg;
d
is the distance driven during the test, km.
’.
( 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.
