ANNEX IIISupplementary provisions
ANNEX III Amendments to Delegated Regulation (EU) No 134/2014 The Annexes to Delegated Regulation (EU) No 134/2014 are amended as follows: (1) Annex II is amended as follows: (a) points 4.5.5.2.1.1. and 4.5.5.2.1.2. are replaced by the following: ‘4.5.5.2.1.1. Step 1 — Calculation of shift speeds Upshift speeds (v 1→2 and v i→i + 1 ) in km/h during acceleration phases shall be calculated using the following formulae: Equation 2-3: Equation 2-4: , i = 2 to ng – 1 where: ‘i’ is the gear number (≥ 2) ‘ng’ is the total number of forward gears ‘P n ’ is the rated power in kW ‘m k ’ is the reference mass in kg ‘n idle ’ is the idling speed in min – 1 ‘s’ is the rated engine speed in min – 1 ‘ndv i ’ is the ratio between engine speed in min – 1 and vehicle speed in km/h in gear ‘i’ 4.5.5.2.1.2. Downshift speeds (v i→i – 1 ) in km/h during cruise or deceleration phases in gears 4 (4th gear) to ng shall be calculated using the following formula: Equation 2-5: , i = 4 to ng where: i is the gear number (≥ 4) ng is the total number of forward gears P n is the rated power in kW m k is the reference mass in kg n idle is the idling speed in min – 1 s is the rated engine speed in min – 1 ndv i-2 is the ratio between engine speed in min – 1 and vehicle speed in km/h in gear i – 2 The downshift speed from gear 3 to gear 2 (v 3→2 ) shall be calculated using the following equation: Equation 2-6: where: P n is the rated power in kW m k is the reference mass in kg n idle is the idling speed in min – 1 s is the rated engine speed in min – 1 ndv 1 is the ratio between engine speed in min – 1 and vehicle speed in km/h in gear 1 The downshift speed from gear 2 to gear 1 (v 2→1 ) shall be calculated using the following equation: Equation 2-7: where: ndv 2 is the ratio between engine speed in min – 1 and vehicle speed in km/h in gear 2 Since the cruise phases are defined by the phase indicator, slight speed increases could occur and it may be appropriate to apply an upshift. The upshift speeds (v 1→2 , v 2→3 and v i→i + 1 ) in km/h during cruise phases shall be calculated using the following equations: Equation 2-7a: Equation 2-8: Equation 2-9: , i = 3 to ng’ (b) points 6.1.1.4.2. to 6.1.1.4.7. are replaced by the following: ‘6.1.1.4.2. Hydrocarbons (HC) The mass of unburned hydrocarbons emitted by the exhaust of the vehicle during the test shall be calculated using the following formula: Equation 2-33: where: HC m is the mass of hydrocarbons emitted during the test part, in mg/km; S is the distance defined in point 6.1.1.3.; V is the total volume, defined in point 6.1.1.4.1.; d HC is the density of the hydrocarbons at reference temperature and pressure (273,2 K and 101,3 kPa); d HC = 0,631 · 10 3 mg/m 3 for petrol (E5) (C 1 H 1,89 O 0,016 ); = 932 · 10 3 mg/m 3 for ethanol (E85) (C 1 H 2,74 O 0,385 ); = 622 · 10 3 mg/m 3 for diesel (B5) (C 1 H l,86 O 0,005 ); = 649 · 10 3 mg/m 3 for LPG (C 1 H 2,525 ); = 714 · 10 3 mg/m 3 for NG/biogas (C 1 H 4 ); = mg/m 3 for H 2 NG (with A = NG/biomethane quantity within the H 2 NG mixture in (volume %)). HC c is the concentration of diluted gases, expressed in parts per million (ppm) of carbon equivalent (e.g. the concentration in propane multiplied by three), corrected to take account of the dilution air by the following equation: Equation 2-34: where: HC e is the concentration of hydrocarbons expressed in parts per million (ppm) of carbon equivalent, in the sample of diluted gases collected in bag(s) A; HC d is the concentration of hydrocarbons expressed in parts per million (ppm) of carbon equivalent, in the sample of dilution air collected in bag(s) B; DiF is the coefficient defined in point 6.1.1.4.7. The non-methane hydrocarbon (NMHC) concentration is calculated as follows: Equation 2-35: C NMHC = C THC – (Rf CH 4 · C CH4 ) where: C NMHC = corrected concentration of NMHC in the diluted exhaust gas, expressed in ppm carbon equivalent; C THC = concentration of total hydrocarbons (THC) in the diluted exhaust gas, expressed in ppm carbon equivalent and corrected by the amount of THC contained in the dilution air; C CH4 = concentration of methane (CH 4 ) in the diluted exhaust gas, expressed in ppm carbon equivalent and corrected by the amount of CH 4 contained in the dilution air; Rf CH 4 is the FID response factor to methane as defined in point 5.2.3.4.1. 6.1.1.4.3. Carbon monoxide (CO) The mass of carbon monoxide emitted by the exhaust of the vehicle during the test shall be calculated using the following formula: Equation 2-36: where: CO m is the mass of carbon monoxide emitted during the test part, in mg/km; S is the distance defined in point 6.1.1.3.; V is the total volume defined in point 6.1.1.4.1.; d CO is the density of the carbon monoxide, d CO = 1,25 · 10 6 mg/m 3 at reference temperature and pressure (273,2 K and 101,3 kPa); CO c is the concentration of diluted gases, expressed in parts per million (ppm) of carbon monoxide, corrected to take account of the dilution air by the following equation: Equation 2-37: where: CO e is the concentration of carbon monoxide expressed in parts per million (ppm), in the sample of diluted gases collected in bag(s) A; CO d is the concentration of carbon monoxide expressed in parts per million (ppm), in the sample of dilution air collected in bag(s) B; DiF is the coefficient defined in point 6.1.1.4.7. 6.1.1.4.4. Nitrogen oxides (NO x ) The mass of nitrogen oxides emitted by the exhaust of the vehicle during the test shall be calculated using the following formula: Equation 2-38: where: NO xm is the mass of nitrogen oxides emitted during the test part, in mg/km; S is the distance defined in point 6.1.1.3.; V is the total volume defined in point 6.1.1.4.1.; is the density of the nitrogen oxides in the exhaust gases, assuming that they will be in the form of nitric oxide, = 2,05 · 10 6 mg/m 3 at reference temperature and pressure (273,2 K and 101,3 kPa); NO xc is the concentration of diluted gases, expressed in parts per million (ppm), corrected to take account of the dilution air by the following equation: Equation 2-39: where: NO xe is the concentration of nitrogen oxides expressed in parts per million (ppm) of nitrogen oxides, in the sample of diluted gases collected in bag(s) A; NO xd is the concentration of nitrogen oxides expressed in parts per million (ppm) of nitrogen oxides, in the sample of dilution air collected in bag(s) B; DiF is the coefficient defined in point 6.1.1.4.7. K h is the humidity correction factor, calculated using the following formula: Equation 2-40: where: H is the absolute humidity in g of water per kg of dry air: Equation 2-41: where: U is the humidity as a percentage; P d is the saturated pressure of water at the test temperature, in kPa; P a is the atmospheric pressure in kPa. 6.1.1.4.5. Particulate matter mass Particulate emission Mp (mg/km) is calculated by means of the following equation: Equation 2-42: where exhaust gases are vented outside the tunnel; Equation 2-43: where exhaust gases are returned to the tunnel; where: V mix = volume V of diluted exhaust gases under standard conditions; V ep = volume of exhaust gas flowing through particulate filter under standard conditions; P e = particulate mass collected by filter(s) in mg; S = is the distance defined in point 6.1.1.3.; M p = particulate emission in mg/km. Where correction for the particulate background level from the dilution system has been used, this shall be determined in accordance with point 5.2.1.5. In this case, the particulate mass (mg/km) shall be calculated as follows: Equation 2-44: where exhaust gases are vented outside the tunnel; Equation 2-45: where exhaust gases are returned to the tunnel; where: V ap = volume of tunnel air flowing through the background particulate filter under standard conditions; P a = particulate mass collected by background filter; DiF is the coefficient defined in point 6.1.1.4.7. Where application of a background correction results in a negative particulate mass (in mg/km), the result shall be considered to be zero mg/km particulate mass. 6.1.1.4.6. Carbon dioxide (CO 2 ) The mass of carbon dioxide emitted by the exhaust of the vehicle during the test shall be calculated using the following formula: Equation 2-46: where: CO 2m is the mass of carbon dioxide emitted during the test part, in g/km; S is the distance defined in point 6.1.1.3.; V is the total volume defined in point 6.1.1.4.1.; is the density of the carbon monoxide, = 1,964 · 10 3 g/m 3 at reference temperature and pressure (273,2 K and 101,3 kPa); CO 2c is the concentration of diluted gases, expressed as a percentage of carbon dioxide equivalent, corrected to take account of the dilution air by the following equation: Equation 2-47: where: CO 2e is the concentration of carbon dioxide expressed as a percentage of the sample of diluted gases collected in bag(s) A; CO 2d is the concentration of carbon dioxide expressed as a percentage of the sample of dilution air collected in bag(s) B; DiF is the coefficient defined in point 6.1.1.4.7. 6.1.1.4.7. Dilution factor (DiF) The dilution factor is calculated as follows: For each reference fuel, except hydrogen: Equation 2-48: For a fuel of composition C x H y O z , the general formula is: Equation 2-49: For H 2 NG, the formula is: Equation 2-50: For hydrogen, the dilution factor is calculated as follows: Equation 2-51: For the reference fuels contained in Appendix x, the values of ‘X’ are as follows: Table 1-8 Factor ‘X’ in formulae to calculate DiF Fuel X Petrol (E5) 13,4 Diesel (B5) 13,5 LPG 11,9 NG/biomethane 9,5 Ethanol (E85) 12,5 Hydrogen 35,03 In these equations: = concentration of CO 2 in the diluted exhaust gas contained in the sampling bag, expressed in percent by volume, C HC = concentration of HC in the diluted exhaust gas contained in the sampling bag, expressed in ppm carbon equivalent, C CO = concentration of CO in the diluted exhaust gas contained in the sampling bag, expressed in ppm, = concentration of H 2 O in the diluted exhaust gas contained in the sampling bag, expressed in percent by volume, = concentration of H 2 O in the air used for dilution, expressed in percent by volume, = concentration of hydrogen in the diluted exhaust gas contained in the sampling bag, expressed in ppm, A = quantity of NG/biomethane in the H 2 NG mixture, expressed in percent by volume.’; (c) in point 6.1.1.5.1.1., ‘Weighting of results from UNECE regulation No 40 and regulation No 47 test cycles’ is replaced by ‘Weighting of results from ECE R40 and ECE R47 test cycles’; (d) in Appendix 1, in Table Ap 1-1, the row relating to symbol ‘DF’ is replaced by the following: ‘DiF Dilution factor —’ (e) in Appendix 2, in point 1.1., the second sentence is replaced by the following: ‘The fuel specifications in this Appendix are consistent with the reference fuel specifications in Annex 10 to UNECE regulation No 83 Revision 4 ( *1 ) . ( *1 ) OJ L 42, 12.2.2014, p. 1 .’;" (f) In Appendix 11, point 3.2.1.3. is replaced by the following: ‘3.2.1.3. The operating mode switch shall be positioned in accordance with the table Ap11-2. Table Ap11-2 Look-up table to determine Condition A or B depending on different hybrid vehicle concepts and on the hybrid mode selection switch position Hybrid-modes -› — Pure electric — Hybrid — Pure fuel-consuming — Hybrid — Pure electric — Pure fuel-consuming — Hybrid — Hybrid mode n ( 1 ) — Hybrid mode m ( 1 ) Battery state of charge Switch in position Switch in position Switch in position Switch in position Condition A Fully charged Hybrid Hybrid Hybrid Most electric hybrid mode ( 2 ) Condition B Min. state of charge Hybrid Fuel-consuming Fuel-consuming Most fuel-consuming mode ( 3 ) (2) Annex V is amended as follows: (a) Appendix 2 is amended as follows: (i) in point 1.1., the following sentence is added: ‘In order to satisfy the evaporative emission test requirements set out in Regulation (EU) No 168/2013, only L-vehicle (sub-)categories L3e, L4e, L5e-A, L6e-A and L7e-A shall be tested.’; (ii) in point 4.4., ‘301,2 ± 2 K (28 ± 5 °C)’ is replaced by ‘301,2 ± 5 K (28 ± 5 °C)’; (b) Appendix 3 is amended as follows: (i) in point 4.4.1., the first sentence is replaced by the following: ‘The fuel tank heating system shall consist of at least two separate heat sources with two temperature controllers.’; (ii) in point 4.7.2., ‘Appendix 1’ is replaced by ‘Appendix 4’; (iii) point 5.2.3. is replaced by the following: ‘5.2.3. The vehicle is parked in the test area for the minimum period stated in Table Ap3-1. Table Ap3-1 SHED test — minimum and maximum soak periods Engine capacity Minimum (hours) Maximum (hours) < 170 cm 3 6 36 170 cm 3 ≤ engine capacity < 280 cm 3 8 36 ≥ 280 cm 3 12 36’ (iv) points 5.3.1.5. and 5.3.1.6. are replaced by the following: ‘5.3.1.5. The fuel and vapour may be artificially heated to the starting temperatures of 288,7 K (15,5 °C) and 294,2 K (21,0 °C) ± 1 K respectively. An initial vapour temperature up to 5 °C above 21,0 °C may be used. For this condition, the vapour shall not be heated at the beginning of the diurnal test. When the fuel temperature has been raised to 5,5 °C below the vapour temperature by following the T f function, the remainder of the vapour heating profile shall be followed. 5.3.1.6. As soon as the fuel temperature reaches 14,0 °C: (1) Install the fuel filler cap(s); (2) Turn off the purge blowers, if not already off at that time; (3) Close and seal enclosure doors. As soon as the fuel reaches a temperature of 15,5 °C ± 1 °C the test procedure shall continue as follows: (a) the hydrocarbon concentration, barometric pressure and the temperature shall be measured to give the initial readings C HC , i, p i and T i for the tank heat build test; (b) a linear heat build of 13,8 °C or 20 °C ± 0,5 °C over a period of 60 ± 2 minutes shall begin. The temperature of the fuel and fuel vapour during the heating shall conform to the function below to within ± 1,7 °C, or the closest possible function as described in 4.4: For exposed type of fuel storage tanks: Equations B.3.3-1 T f = 0,3333 · t + 15,5 °C T v = 0,3333 · t + 21,0 °C For non-exposed type of fuel storage tanks: Equations B.3.3-2 T f = 0,2222 · t + 15,5 °C T v = 0,2222 · t + 21,0 °C where: T f = required temperature of fuel (°C); T v = required temperature of vapour (°C); t = time from start of the tank heat build in minutes.’; (c) Appendix 3.2 is amended as follows: (i) point 2 is replaced by the following: ‘2. Carbon canister ageing Figure Ap3.2-1 Carbon canister gas flow diagram and ports Fuel tank port (Clean air) vent port Purge port Carbon A carbon canister representative of the propulsion family of the vehicle as set out in Annex XI shall be selected as test canister and shall be marked in agreement with the approval authority and the technical service.’; (ii) point 3.1 is replaced by the following: ‘3.1 The durability test shall actuate control valves, cables, and linkages, where applicable, and be representative for the operation conditions of these parts during the useful life of the vehicle if used under normal conditions and serviced in accordance with the manufacturer's recommendations. The accumulated distance and operation conditions of the type V durability test may be regarded as representative for the useful life of the vehicle.’; (3) Annex VI is amended as follows: (a) point 3.1.2 is replaced by the following: ‘3.1.2. Multiple type I emission tests shall be conducted during the full distance accumulation phase with a frequency and amount of type I test procedures at the choice of the manufacturer and to the satisfaction of the technical service and approval authority. The type I emission test results shall provide sufficient statistical relevance to identify the deterioration trend, which shall be representative of the vehicle type with regard to environmental performance as placed on the market (see Figure 5-1). Figure 5-1 Test type V — durability test procedure with full distance accumulation Full mileage accumulation durability cycle: 1) SRC-LeCV; or 2) AMA Maximum allowed mileage prior to start mileage accumulation: 100 km Start Type V test: conduct Type I emission tests, degreened vehicle New vehicle(s) from (proto-type) production line Multiple Type I emission tests, partially aged vehicle Finish type V test: conduct Type I emission tests, fully aged vehicle ’ (b) point 3.2.2 is replaced by the following: ‘3.2.2. Multiple type I emission tests shall be conducted during the partial distance accumulation phase, with the frequency and number of type I test procedures chosen by the manufacturer. The type I emission test results shall provide sufficient statistical relevance to identify the deterioration trend, which shall be representative of the vehicle type with regard to the environmental performance placed on the market (see Figure 5-2). Figure 5-2 Test type V — accelerated durability test procedure with partial distance accumulation Partial mileage accumulation, minimum 50 % of assigned distance: 1) SRC-LeCV or 2) AMA Maximum allowed mileage prior to start mileage accumulation: 100 km Finish type V test: conduct Type I emission tests, fully aged vehicle Multiple Type I emission tests, partially aged vehicle Start Type V test: conduct Type I emission tests, degreened vehicle New vehicle(s) from (proto-type) production line ’ (c) Appendix 1 is amended as follows: (i) point 2.6 is replaced by the following: ‘2.6. Vehicle classification for the type V test 2.6.1. For the purpose of accumulating distance in the SRC-LeCV, the L-vehicle categories shall be grouped in accordance with Table Ap1-1. Table Ap1-1 L-vehicle category groups for the SRC-LeCV Cycle WMTC Class 1) Vehicle maximum design speed (km/h) 2) Maximum net or continuous rated power (kW) 1 1 v max ≤ 50 km/h ≤ 6 kW 2 50 km/h < v max < 100 km/h < 14 kW 3 2 100 km/h ≤ v max < 130 km/h ≥ 14 kW 4 3 130 km/h ≤ v max — where: V d = engine displacement volume in cm 3 v max = maximum design vehicle speed in km/h 2.6.2. The application of the vehicle classification criteria in Table Ap1-1 shall be performed by applying the following classification criteria hierarchy: (1) Maximum design vehicle speed (km/h); (2) maximum net or continuous rated power (kW). 2.6.3. If (a) the acceleration capability of the L-category vehicle is not sufficient to carry out the acceleration phases within the prescribed distances; or (b) the prescribed maximum vehicle speed in the individual cycles cannot be achieved owing to a lack of propulsion power; or (c) the maximum design vehicle speed is restricted to a vehicle speed lower than the prescribed SRC-LeCV vehicle speed the vehicle shall be driven with the accelerator device fully open until the vehicle speed prescribed for the test cycle is reached or until the limited maximum design vehicle speed is reached. Subsequently the test cycle shall be carried out as prescribed for the vehicle category. Significant or frequent deviations from the prescribed vehicle speed tolerance band and the associated justification shall be reported to the approval authority and be included in the type V test report.’; (ii) point 2.7.3.4. is replaced by the following: ‘2.7.3.4. coast-through deceleration: full let-off of the throttle, clutch engaged and in gear, no foot/hand control actuated, no brakes applied. If the target speed is 0 km/h (idle) and if the actual vehicle speed is ≤ 5 km/h, the clutch may be disengaged, the gear shifted to neutral and the brakes used in order to prevent engine stall and to entirely stop the vehicle. An upshift is not allowed during a coast-through deceleration. The rider may downshift to increase the braking effect of the engine. During gear changes, extra care shall be afforded to ensure that the gear change is performed promptly, with minimum (i.e. < 2 seconds) coasting in neutral gear, clutch and partial clutch use. The vehicle manufacturer may request to extend this time with the agreement of the approval authority if absolutely necessary.’; (4) Annex VII is amended as follows: (a) the title is replaced by the following: ‘Test type VII requirements on energy efficiency: CO 2 emissions, fuel consumption, electric energy consumption and electric range’; (b) in Appendix 1, points 1.4.3.1. and 1.4.3.2. are replaced by the following: ‘1.4.3.1. for vehicles with a positive ignition engine fuelled with petrol (E5): Equation Ap1-1: FC = (0,118/D) · ((0,848 · HC) + (0,429 · CO) + (0,273 · CO 2 )) where HC, CO and CO 2 tailpipe emissions in g/km. 1.4.3.2. for vehicles with a positive ignition engine fuelled with LPG: Equation Ap1-2: FC norm = (0,1212/0,538) · ((0,825 · HC) + (0,429 · CO) + (0,273 · CO 2 )) where HC, CO and CO 2 tailpipe emissions in g/km. If the composition of the fuel used for the test differs from that assumed for the calculation of normalised consumption, a correction factor (cf) may be applied at the manufacturer's request, as follows: Equation Ap1-3: FC norm = (0,1212/0,538) · (cf) · ((0,825 · HC) + (0,429 · CO) + (0,273 · CO 2 )) where HC, CO and CO 2 tailpipe emissions in g/km. The correction factor is determined as follows: Equation Ap1-4: cf = 0,825 + 0,0693 · n actual ; where: n actual = the actual H/C ratio of the fuel used;’; (c) Appendix 3 is amended as follows: (i) point 3.4.1. is replaced by the following: ‘3.4.1. The CO 2 values shall be: Equation Ap3-5: M 1 = m 1 /D test1 (g/km) and Equation Ap3-6: M 2 = m 2 /D test2 (g/km) where D test1 and D test2 = the actual distances driven in the tests performed under Conditions A (point 3.2.) and B (point 3.3.) respectively, and m 1 and m 2 = test results determined in points 3.2.3.5. and 3.3.2.5. respectively.’; (ii) point 4.4.1. is replaced by the following: ‘The CO 2 values shall be: Equation Ap3-20: M 1 = m 1 /D test1 (g/km) and Equation Ap3-21: M 2 = m 2 /D test2 (g/km) where: D test1 and D test2 = the actual distances driven in the tests performed under Conditions A (point 4.2.) and B (point 4.3.) respectively, and m 1 and m 2 = test results determined in points 4.2.4.5. and 4.3.2.5. respectively.’; (d) in Appendix 3.3., point 1 is replaced by the following: ‘1. Measurement of the electric range 1.1. The following test method set out in point 4 shall be used to measure the electric range, expressed in km, of vehicles powered by an electric power train only or the electric range and OVC range of vehicles powered by a hybrid electric powertrain with off-vehicle charging (OVC HEV) as defined in Appendix 3. 1.2. Category L1e vehicles designed to pedal referred to in Annex I to Regulation (EU) No 168/2013 and in point 1.1.2. of Annex XIX to Regulation (EU) No 3/2014 shall be exempted from the electric range test.’; (5) Annex IX is amended as follows: (a) the following points 2.3. to 2.4.3. are inserted: ‘2.3. Multi-mode noise abatement system 2.3.1. L-category vehicles equipped with a manually or electronically controlled, multiple mode, adjustable exhaust silencer system shall be tested in all modes. 2.3.2 For vehicles equipped with a noise abatement system as referred to in point 2.9.1. the reported sound pressure level shall be for the mode having the highest average sound pressure level. 2.4. Requirements related to anti-tampering and manually or electronically adjustable multi-mode exhaust or silencing systems 2.4.1. All exhaust or silencing systems shall be constructed in a way that does not easily permit removal of baffles, exit-cones and other parts functioning primarily as part of the silencing/expansion chambers. Where incorporation of such a part is unavoidable, its method of attachment shall be such that removal is not facilitated (e.g. with conventional threaded fixings) and shall also be attached so that removal causes permanent/irrecoverable damage to the exhaust silencer assembly. 2.4.2. Exhaust or silencing systems with manually or electronically controlled, multiple adjustable operating modes shall meet all applicable requirements in all operating modes. The reported noise levels at type-approval shall be those resulting from the mode with the highest noise levels. 2.4.3. The manufacturer shall not intentionally alter, adjust, or introduce any device or procedure solely for the purpose of fulfilling the sound requirements to obtain type-approval, which will not be operational during typical on-road operation.’; (b) in Appendix 3, point 2.4.1.1. is replaced by the following: ‘2.4.1.1. Absorbent fibrous material shall be asbestos-free and may be used in the construction of silencers only if it is held securely in place throughout the service life of the silencer and it meets the requirements of either point 2.4.1.2, 2.4.1.3 or 2.4.1.4.’; (6) Annex X is amended as follows: (a) Appendix 2.1. is amended as follows: (i) point 2.1.2. is replaced by the following: ‘2.1.2. Table Ap2.1-1 Accessories to be fitted during the propulsion unit performance test in order to determine torque and net engine power No Accessories Fitted for the torque and net power test 1 Air intake system — Induction manifold — Air filter — Induction silencer — Crankcase emission-control system — Electrical control device, where fitted If series-mounted: yes 2 Exhaust system — Manifold — Pipe work ( 4 ) — Silencer ( 4 ) — Exhaust pipe ( 4 ) — Electrical control device, where fitted If series-mounted: yes 3 Carburettor If series-mounted: yes 4 Fuel injection system — Upstream filter — Filter — Fuel supply pump and high pressure pump if applicable — Compressed air pump in the case of DI air assist — Pipe work — Injector — Air inlet flap ( 5 ) , where fitted — Fuel pressure/flow regulator, where fitted If series-mounted: yes 5 Maximum rotational speed-or power governors If series-mounted: yes 6 Liquid-cooling equipment — Radiator — Fan ( 6 ) — Water Pump — Thermostat ( 7 ) If series-mounted: yes ( 8 ) 7 Air cooling — Cowl — Blower ( 6 ) — Cooling temperature-regulating device(s) — Auxiliary bench blower If series-mounted: yes 8 Electrical equipment If series-mounted: yes ( 9 ) 9 Pollution-control devices ( 10 ) If series-mounted: yes 9 Lubrication system — Oil feeder If series-mounted: yes (ii) point 3.4. is replaced by the following: ‘3.4. Determination of the correction factor for mechanical efficiency of the transmission α2 Where: — the measuring point is the output side of the crankshaft, this factor is equal to 1; — the measuring point is not the output side of the crankshaft, this factor is calculated using the formula: Equation Ap2.1-3: where n t is the efficiency of the transmission located between the crankshaft and the measuring point. This transmission efficiency n t is determined from the product (multiplication) of efficiency n j of each of the components of the transmission: Equation Ap2.1-4: n t = n 1 · n 2 · … · n j ’; (b) Appendix 4. is amended as follows: (i) Point 3.3. is replaced by the following: ‘3.3. Test procedure to measure the switch-off distance After stopping with pedalling, the assistance of the motor shall switch off in a driving distance ≤ 3 m. The testing vehicle speed is 90 % of the maximum assistance speed. The measurements shall be taken in accordance with EN 15194:2009. For vehicles fitted with an assistance modulator, it shall not be activated during the test.’; (ii) Points 3.3.1. to 3.3.5.10. are deleted; (iii) Points 3.4. to 3.4.3. are replaced by the following: ‘3.4. Test procedure to measure the maximum assistance factor 3.4.1. The ambient temperature shall be between 278,2 K and 318,2 K. 3.4.2. The test vehicle shall be powered by its corresponding propulsion battery. The propulsion battery with maximum capacity shall be used for this test procedure. 3.4.3. The battery shall be fully charged using the charger to be specified by the vehicle manufacturer.’; (iv) The following points 3.4.4. to 3.4.9. are inserted: ‘3.4.4. One motor of the test bench shall be attached to the crank or crank axis of the test vehicle. This test bench crank motor shall simulate the driving action of the rider and shall be capable of running variable rotation speeds and torques. It shall reach a rotation frequency of 90 rpm and a maximum continuous rated torque of 50 Nm. 3.4.5. A brake or a motor simulating the losses and inertia of the vehicle shall be attached to a drum below the rear wheel of the test vehicle. 3.4.6. For vehicles equipped with a motor driving the front wheel, an additional brake or an additional motor shall be attached to a drum below the front wheel, simulating the losses and inertia of the vehicle. 3.4.7. If the assistance level of the vehicle is variable, it has to be set to maximum assistance. 3.4.8. The following points of operation shall be tested: Table Ap4-1 operation points to test the maximum assistance factor Point of operation Simulated rider input power (+/– 10 %) in (W) Target vehicle speed ( 1 ) (+/– 10 %) in (km/h) Desired pedalling cadence ( 2 ) in (rpm) A 80 20 60 B 120 35 70 C 160 40 80 3.4.9. The maximum assistance factor shall be calculated according to the following formula: Equation Ap4-1: where: The mechanical motor power of the test vehicle shall be calculated from the sum of the mechanical brake motor power minus the mechanical input power of the test bench crank motor (in W).’; (v) Points 3.5. to 3.5.9. are deleted; (7) Annex XI is amended as follows: (a) point 3.1. is replaced by the following: ‘3.1. Test types I, II, V, VII and VIII (‘X’ in Table 11-1 means ‘applicable’) Table 11-1 Classification criteria propulsion family with regard to test types I, II, V, VII and VIII # Classification criteria description Test type I Test type II Test type V Test type VII Test type VIII ( 11 ) Stage I Stage II 1. Vehicle 1.1. category; X X X X X X 1.2. sub-category; X X X X X X 1.3. the inertia of a vehicle variant(s) or version(s) within two inertia categories above or below the nominal inertia category; X X X X X 1.4. overall gear ratios (+/– 8 %); X X X X X 2. Propulsion family characteristics 2.1. number of engines or electric motors; X X X X X X 2.2. hybrid operation mode(s) (parallel/sequential/other); X X X X X X 2.3. number of cylinders of the combustion engine; X X X X X X 2.4. engine capacity (+/– 2 %) ( 12 ) of the combustion engine; X X X X X X 2.5. number and control (variable cam phasing or lift) of combustion engine valves; X X X X X X 2.6. monofuel/bifuel/flex fuel H 2 NG/multifuel; X X X X X X 2.7. fuel system (carburettor/scavenging port/port fuel injection/direct fuel injection/common rail/pump-injector/other); X X X X X X 2.8. fuel storage ( 13 ) ; X X 2.9. type of cooling system of combustion engine; X X X X X X 2.10. combustion cycle (PI/CI/two-stroke/four-stroke/other); X X X X X X 2.11. intake air system (naturally aspirated/charged (turbocharger/super-charger)/intercooler/boost control) and air induction control (mechanical throttle/electronic throttle control/no throttle); X X X X X X 3. Pollution control system characteristics 3.1. propulsion exhaust (not) equipped with catalytic converter(s); X X X X X 3.2. catalytic converter(s) type; X X X X X 3.2.1. number and elements of catalytic converters; X X X X X 3.2.2. size of catalytic converters (volume of monolith(s) +/– 15 %); X X X X X 3.2.3. operation principle of catalytic activity (oxidising, three-way, heated, SCR, other.); X X X X X 3.2.4. precious metal load (identical or higher); X X X X X 3.2.5. precious metal ratio (+/– 15 %); X X X X X 3.2.6. substrate (structure and material); X X X X X 3.2.7. cell density; X X X X X 3.2.8. type of casing for the catalytic converter(s); X X X X X 3.3. propulsion exhaust (not) equipped with particulate filter (PF); X X X X X 3.3.1. PF types; X X X X X 3.3.2. number and elements of PF; X X X X X 3.3.3. size of PF (volume of filter element +/– 10 %); X X X X X 3.3.4. operation principle of PF (partial/wall-flow/other); X X X X X 3.3.5. active surface of PF; X X X X X 3.4. propulsion (not) equipped with periodically regenerating system; X X X X X 3.4.1. periodically regenerating system type; X X X X X 3.4.2. operation principle of periodically regenerating system; X X X X X 3.5. propulsion (not) equipped with selective catalytic converter reduction (SCR) system; X X X X X 3.5.1. SCR system type; X X X X X 3.5.2. operation principle of periodically regenerating system; X X X X X 3.6. propulsion (not) equipped with lean NO x trap/absorber; X X X X X 3.6.1. lean NO x trap/absorber type; X X X X X 3.6.2. operation principle of lean NO x trap/absorber; X X X X X 3.7. propulsion (not) equipped with a cold-start device or starting aid device(s); X X X X X 3.7.1. cold-start or starting aid device type; X X X X X 3.7.2. operation principle of cold start or starting aid device(s); X X X X X X 3.7.3. Activation time of cold-start or starting aid device(s) and/or duty cycle (only limited time activated after cold start/continuous operation); X X X X X X 3.8. propulsion (not) equipped with O 2 sensor for fuel control; X X X X X X 3.8.1. O 2 sensor types; X X X X X X 3.8.2. operation principle of O 2 sensor (binary/wide range/other); X X X X X X 3.8.3. O 2 sensor interaction with closed-loop fuelling system (stoichiometry/lean or rich operation); X X X X X X 3.9. propulsion (not) equipped with exhaust gas recirculation (EGR) system; X X X X X 3.9.1. EGR system types; X X X X X 3.9.2. operation principle of EGR system (internal/external); X X X X X 3.9.3. maximum EGR rate (+/– 5 %); X X X X X (b) in point 3.2., the heading of Table 11-2 is replaced by the following: ‘Table 11-2 Classification criteria propulsion family with regard to test types III and IV’. ( *1 ) OJ L 42, 12.2.2014, p. 1 .’;’ ( 1 ) For instance: sport, economic, urban, extra-urban position, etc. ( 2 ) Most electric hybrid mode: the hybrid mode which can be proven to have the highest electricity consumption of all selectable hybrid modes when tested in accordance with condition A of point 4 of Annex 10 to UNECE Regulation No 101, to be established based on information provided by the manufacturer and in agreement with the technical service. ( 3 ) Most fuel-consuming mode: the hybrid mode which can be proven to have the highest fuel consumption of all selectable hybrid modes when tested in accordance with condition B of point 4 of Annex 10 to UNECE regulation No 101, to be established based on information provided by the manufacturer and in agreement with the technical service.’ ( 4 ) If it is difficult to use the standard exhaust system, an exhaust system causing an equivalent pressure drop may be fitted for the test with the agreement of the manufacturer. In the test laboratory when the engine is in operation, the exhaust gas extraction system shall not cause in the extraction flue at the point where it is connected to the vehicle's exhaust system a pressure differing from atmospheric pressure by ± 740 Pa (7,40 mbar), unless, before the test, the manufacturer accepts a higher back pressure. ( 5 ) The air inlet flap shall be that which controls the pneumatic inject pump regulator. ( 6 ) Where a fan or blower may be disengaged, the net engine power shall first of all be stated with the fan (or blower) disengaged, followed by the net engine power with the fan (or blower) engaged. Where a fixed electrically or mechanically-operated fan cannot be fitted on the test bench, the power absorbed by that fan shall be determined at the same rotational speeds as those used when the engine power is measured. That power is deducted from the corrected power in order to obtain the net power. ( 7 ) The thermostat may be locked in the fully open position. ( 8 ) The radiator, fan, fan nozzle, water pump and thermostat shall, on the test bench, occupy as far as possible the same position relative to each other as if they were on the vehicle. If the radiator, fan, fan nozzle, water pump or thermostat have a position on the test bench which is different from that on the vehicle, this shall be described and noted in the test report. The liquid coolant shall be circulated solely by the water pump for the engine. It may be cooled either by the engine radiator or by an outside circuit, provided that the pressure drops within that circuit remain substantially the same as those in the engine cooling system. If fitted, the engine blind shall be open. ( 9 ) Minimum generator output: the generator supplies the current that is strictly needed to supply the accessories that are essential to the operation of the engine. The battery shall not receive any charge during the test. ( 10 ) Anti-pollution provisions may include, for example, exhaust-gas recirculation (EGR) system, catalytic converter, thermal reactor, secondary air-supply system and fuel-evaporation protecting system.’ ( 1 ) If the target vehicle speed cannot be reached, the measurement shall be performed at the maximum vehicle speed reached. ( 2 ) Select gear closest to required rpm rate for the point of operation. ( 11 ) The same family criteria also apply to functional on-board diagnostics set out in Annex XII of Regulation (EU) No 44/2014. ( 12 ) maximum 30 % acceptable for test type VIII ( 13 ) Only for vehicles equipped with storage for gaseous fuel’