ANNEX IISupplementary provisions
ANNEX II Amendments to Delegated Regulation (EU) No 134/2014 Annexes II to VI, VIII and X 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 formula: Equation 2-3: , i = 2 to ng – 1 Equation 2-4: where: ‘i’ is the gear number (≥ 2) ‘ng’ is the total number of forward gears ‘P n ’ is the rated power in kW ‘m ref ’ 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 ref 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 ref 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) in point 4.5.6.1.2.2., in the last paragraph, the words ‘As an alternative, m r1 may be estimated as f percent of m.’ are replaced by the words ‘As an alternative, m r1 may be estimated as 4 percent of m.’; (c) in point 6.1.1.6.2.2., in Table 1-10, in the rows corresponding to vehicle categories L3a, L4e, L5e-A and L7e-A with a maximum speed lower than 130 km/h, the text in the fifth column (weighing factors) is replaced by the following: ‘w 1 = 0,30 w 2 = 0,70’; (d) in Appendix 6, in Section 3 (‘World Harmonised Motorcycle Test Cycle (WMTC), stage 2’), in point 4.1.1, in Table Ap6-19, in the entry corresponding to 148 s, in the column for roller speed in km/h, the words ‘75,4’ are replaced by the words ‘85,4’. 2. Annex III is amended as follows: (a) point 4.2.2. is replaced by the following: ‘4.2.2. For each adjustment component with a continuous variation, a sufficient number of characteristic positions shall be determined. The test shall be carried out with the engine at ‘normal idling speed’ and at ‘high idle speed’. The definition of the possible position of the adjustment components to a just ‘Normal idling speed’ is defined under point 4.2.5. High idle engine speed is defined by the manufacturer but it must be higher than 2 000 min – 1 . The high idle speed is reached and kept stable by manually operating the throttle pedal or throttle handle.’; (b) point 4.2.5.1. is replaced by the following: ‘4.2.5.1. the larger of the following two values: (a) the lowest idling speed which the engine can reach; (b) the speed recommended by the manufacturer, minus 100 revolutions per minute;’. 3. Annex IV is amended as follows: (a) point 2.2.1. is replaced by the following: ‘2.2.1. for new vehicle types and new engine types with regard to environmental performance equipped with a new design of the crankcase gas ventilation system, in which case a parent vehicle, with a crankcase gas ventilation concept representative of that approved, may be selected if the manufacturer so chooses to demonstrate to the satisfaction of the technical service and approval authority that the type III test has been passed;’; (b) point 4.1. is replaced by the following: ‘4.1. Test method 1. The type III test shall be conducted in accordance with the following test procedure:’; (c) point 4.1.4.3. is replaced by the following: 4.1.4.3. The vehicle shall be deemed satisfactory if, in every condition of measurement defined in point 4.1.2., the average pressure measured in the crankcase does not exceed the average atmospheric pressure prevailing at the time of measurement.’; (d) the following point 4.1.8. is inserted: 4.1.8. If, in one or more of the conditions of measurement in point 4.1.2., the average pressure value measured in the crankcase within the time period in point 4.1.7. exceeds the atmospheric pressure, the additional test as defined in point 4.2.3. shall be performed to the satisfaction of the approval authority.’; (e) points 4.2. and 4.2.1. are replaced by the following: ‘4.2. Test method 2 4.2.1. The type III test shall be conducted in accordance with the following test procedure.’; (f) point 4.2.1.2. is replaced by the following: 4.2.1.2. A flexible bag impervious to crankcase gases and having a capacity of approximately 3 times the engine swept volume shall be connected to the dipstick hole. The bag shall be empty before each measurement.’; (g) point 4.2.1.4. is replaced by the following: 4.2.1.4. The vehicle shall be deemed satisfactory if, after every condition of measurement defined in points 4.1.2. and 4.2.1.3., no visible inflation of the bag occurs.’; (h) the following point 4.2.2.4. is inserted: 4.2.2.4. If one or more of the conditions of the test defined in point 4.2.1.2. are not met, the additional test set out in point 4.2.3. shall be performed to the satisfaction of the approval authority.’; (i) point 4.2.3. is replaced by the following: 4.2.3. Alternative additional type III test method (No 3)’. 4. Annex V is amended as follows: (a) point 2.5. is replaced by the following: 2.5. L-vehicle (sub-)categories L1e, L2e, L5e-B, L6e-B, L7e-B and L7e-C - shall be tested either in accordance with the permeation test procedure set out in Appendix 2 or the SHED test procedure set out in Appendix 3, at the choice of the manufacturer.’; (b) point 2.6. is deleted; (c) in Appendix 2, point 1.1. is replaced by the following: 1.1. As of the date of first application laid down in Annex IV to Regulation (EU) No 168/2013, fuel system permeation shall be tested in accordance with the test procedure laid down in point 2. This base requirement shall apply to all L-category vehicles equipped with a fuel tank to store liquid, high volatile fuel, as applicable for a vehicle equipped with a positive ignition combustion engine, in accordance with Part B of Annex V to Regulation (EU) No 168/2013. In order to satisfy the evaporative emission test requirements set out in Regulation (EU) No 168/2013, L-vehicle (sub-)categories L3e, L4e, L5e-A, L6e-A and L7e-A shall only be tested in accordance with the SHED test procedure laid down in Appendix 3 to this Annex.’. 5. Annex VI is amended as follows: (a) point 3.3.1 is replaced by the following 3.3.1. The emission results of the vehicle that has accumulated more than the distance prescribed in Article 23(3)(c) of Regulation (EU) No 168/2013 after it was first started at the end of the production line, the applied deterioration factors set out in Part B of Annex VII to Regulation (EU) No 168/2013, and the product of the multiplication of both and the emission limit set out in Annex VI to Regulation (EU) No 168/2013 shall be added to the test report.’; (b) point 3.4.2 is replaced by the following: ‘3.4.2. The USA EPA Approved Mileage Accumulation cycle At the choice of the manufacturer, the approved mileage accumulation (AMA) durability cycle may be conducted as alternative type V mileage accumulation cycle. The AMA durability cycle shall be conducted in accordance with the technical details laid down in Appendix 2.’; (c) the following point 3.4.3. is inserted: 3.4.3. The AMA durability cycle is phased out for vehicles of class III referred to in Table AP2-1 in Appendix 2 but may be used in a transitional period up to 31 December 2024.’; (d) the following points 3.6., 3.6.1., 3.6.2. and 3.7. are added: ‘3.6. Bench ageing durability test. 3.6.1. As an alternative to points 3.1. or 3.2., the manufacturer may request to use the bench ageing procedure laid down in Appendix 3. The bench ageing durability test, as laid down in Appendix 3, shall determine the emissions of an aged vehicle by means of ageing the vehicle catalyst with the standard bench cycle (SBC) to produce the same amount of deterioration experienced by the catalyst due to thermal deactivation over the assigned test distance test laid down in Part A of Annex VII to Regulation (EU) No 168/2013. 3.6.2. The emission results of the vehicle that has accumulated more than 100 km after it was first started at the end of the production line and the deterioration factors as determined using the procedure as set out in Appendix 3 shall not exceed the emission limits in the applicable type I emission laboratory test cycle, as set out in Part A of Annex VI to Regulation (EU) No 168/2013. The emission results of the vehicle that has accumulated more than 100 km after it was first started at the end of the production line, the deterioration factors as determined using the procedure as set out in Appendix 3 to this Annex, the total emissions (calculated with the multiplication or additive equations), and the emission limit set out in Annex VI to Regulation (EU) No 168/2013 shall be added to the test report. 3.7. At the request of the manufacturer, an additive exhaust emission deterioration factor (D.E.F.) may be calculated and used for the procedure set out in points 3.1. and 3.2. The deterioration factor shall be calculated for each pollutant as follows: D. E. F.= Mi 2 – Mi 1 Where: Mi 1 = mass emission of the pollutant i in g/km after the type 1 test of a vehicle in accordance with the procedure set out in points 3.1. and 3.2. Mi 2 = mass emission of the pollutant i in g/km after the type test 1 of an aged vehicle in accordance with the procedure set out in points 3.1. and 3.2.’; (e) in Appendix 1, point 2.6.1. is replaced by the following: 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 SRC-LeCV SRC Cycle classification WTMC classification 1 Class 1 2 Class 2-1 2 Class 2-2 3 Class 3-1 4 Class 3-2’; (f) Appendix 2 is amended as follows: (i) point 1.1. is replaced by the following 1.1. The approved mileage accumulation (AMA) durability cycle by the Environmental Protection Agency (EPA) of the United States of America (USA) is a mileage accumulation cycle used to age test vehicles and their pollution-control devices in a way that is repeatable but significantly less representative for the EU fleet and traffic situation than the SRC-LeCV. The AMA durability cycle is phased out for vehicles of class III referred to in table Ap2-1 in this Appendix, however at the request of the manufacturer the cycles may be used in a transitional period up to 31 December 2024. The L-category test vehicles may run the test cycle on the road, on a test track or on a kilometre accumulation chassis dynamometer.’; (ii) point 2.1. is replaced by the following: 2.1. For the purpose of accumulating mileage in the AMA durability cycle, the L-category vehicles shall be grouped as follows: Table Ap2-1 Grouping of L-category vehicles for the purpose of the AMA durability test L-category vehicle class Engine capacity (cm 3 ) Vmax (Km/h) I < 150 Not applicable II ≥ 150 < 130 III ≥ 150 ≥ 130’; (g) the following Appendices 3 and 4 are added: ‘Appendix 3 Bench ageing durability test 1. Bench ageing durability test 1.1 The vehicle tested according the procedure laid down in this appendix has driven more than 100 accumulated kilometres after it was first started at the end of the production line. 1.2. The fuel used during the test shall be the one of the specified fuels in Appendix 2 of Annex II. 2. Procedure for Vehicles with Positive Ignition Engines 2.1. The following bench ageing procedure shall be applicable for positive-ignition vehicles including hybrid vehicles which use a catalyst as the principle after-treatment emission control device. The bench ageing procedure requires the installation of the catalyst-plus-oxygen sensor system on a catalyst ageing bench. Ageing on the bench shall be conducted by following the standard bench cycle (SBC) for the period of time calculated from the bench ageing time (BAT) equation. The BAT equation requires, as input, catalyst time-at-temperature data measured during the Standard Road Cycle (SRC-LeCV) described in Appendix 1. As an alternative, if applicable, the catalyst time-at-temperature data measured during the AMA durability cycle, as described in Appendix 2, may be used. 2.2. Standard bench cycle (SBC). Standard catalyst bench ageing shall be conducted following the SBC. The SBC shall be run for the period of time calculated from the BAT equation. The SBC is described in Appendix 4. 2.3. Catalyst time-at-temperature data. Catalyst temperature shall be measured during at least two full cycles of the SRC-LeCV cycle as described in Appendix 1, or if applicable at least two full cycles of AMA as described in Appendix 2. Catalyst temperature shall be measured at the highest temperature location in the hottest catalyst on the test vehicle. Alternatively, the temperature may be measured at another location providing that it is adjusted to represent the temperature measured at the hottest location using good engineering judgement. Catalyst temperature shall be measured at a minimum rate of one hertz (one measurement per second). The measured catalyst temperature results shall be tabulated into a histogram with temperature groups of no larger than 25 °C. 2.4. Bench-ageing time. Bench ageing time shall be calculated using the bench ageing time (BAT) equation as follows: te for a temperature bin = the ((R/Tr) – (R/Tv)) Total te = Sum of te over all the temperature groups bench ageing time = A (Total te) Where: A = 1,1 This value adjusts the catalyst ageing time to account for deterioration from sources other than thermal ageing of the catalyst. R = Catalyst thermal reactivity = 18 500 th = The time (in hours) measured within the prescribed temperature bin of the vehicle's catalyst temperature histogram adjusted to a full useful life basis e.g., if the histogram represented 400 km, and useful life is, in accordance with Annex VII to Regulation (EU) No 168/2013, for example for Le3 20 000 km; all histogram time entries would be multiplied by 50 (20 000 /400). Total te = The equivalent time (in hours) to age the catalyst at the temperature of Tr on the catalyst ageing bench using the catalyst ageing cycle to produce the same amount of deterioration experienced by the catalyst due to thermal deactivation over the use for live distance specific for the vehicle class in Annex VII to Regulation (EU) No 168/2013, for example for Le3 20 000 km te for a temperature bin = The equivalent time (in hours) to age the catalyst at the temperature of Tr on the catalyst ageing bench using the catalyst ageing cycle to produce the same amount of deterioration experienced by the catalyst due to thermal deactivation at the temperature bin of Tv over the use for live distance specific for the vehicle class in Annex VII to Regulation (EU) No 168/2013, for example for Le3 20 000 km Tr = The effective reference temperature (in °K) of the catalyst on the catalyst bench run on the bench ageing cycle. The effective temperature is the constant temperature that would result in the same amount of ageing as the various temperatures experienced during the bench ageing cycle. Tv = The mid-point temperature (in °K) of the temperature bin of the vehicle on-road catalyst temperature histogram. 2.5. Effective reference temperature on the standard bench cycle (SBC). The effective reference temperature of the SBC shall be determined for the actual catalyst system design and actual ageing bench which will be used using the following procedures: (a) Measure time-at-temperature data in the catalyst system on the catalyst ageing bench following the SBC. Catalyst temperature shall be measured at the highest temperature location of the hottest catalyst in the system. Alternatively, the temperature may be measured at another location providing that it is adjusted to represent the temperature measured at the hottest location. Catalyst temperature shall be measured at a minimum rate of one hertz (one measurement per second) during at least 20 minutes of bench ageing. The measured catalyst temperature results shall be tabulated into a histogram with temperature groups of no larger than 10 °C. (b) The BAT equation shall be used to calculate the effective reference temperature by iterative changes to the reference temperature (Tr) until the calculated ageing time equals or exceeds the actual time represented in the catalyst temperature histogram. The resulting temperature is the effective reference temperature on the SBC for that catalyst system and ageing bench. 2.6. Catalyst ageing bench. The catalyst ageing bench shall follow the SBC and deliver the appropriate exhaust flow and emission level in line with the exhaust flow of engine for which the catalyst is designed, exhaust constituents, and exhaust temperature at the face of the catalyst. All bench ageing equipment and procedures shall record appropriate information (such as measured A/F ratios and time-at-temperature in the catalyst) to assure that sufficient ageing has actually occurred. 2.7. Required testing. For calculating deterioration factors at least two Type 1 tests before bench ageing of the emission control hardware and at least two Type 1 tests after the bench-aged emission hardware is reinstalled have to be performed on the test vehicle. Calculation of the deterioration factors has to be done in accordance with the calculation method as specified below. A multiplicative exhaust emission deterioration factor shall be calculated for each pollutant as follows: Where: Mi 1 = mass emission of the pollutant i in g/km after the type 1 test of a vehicle specified in point 1.1. of this Appendix. Mi 2 = mass emission of the pollutant i in g/km after the type test 1 of an aged vehicle according the procedure described in this Annex. These interpolated values shall be carried out to a minimum of four places to the right of the decimal point before dividing one by the other to determine the deterioration factor. The result shall be rounded to three places to the right of the decimal point. If a deterioration factor is less than one, it is deemed to be equal to one. At the request of a manufacturer, an additive exhaust emission deterioration can be used, the factor shall be calculated for each pollutant as follows: D. E. F. = Mi 2 – Mi 1 ‘Appendix 4 Standard bench cycle (SBC) 1. Introduction The standard ageing durability procedure consists of ageing a catalyst/oxygen sensor system on an ageing bench which follows the standard bench cycle (SBC) described in this Appendix. The SBC requires use of an ageing bench with an engine as the source of feed gas for the catalyst. The SBC is a 60-second cycle which is repeated as necessary on the ageing bench to conduct ageing for the required period of time. The SBC is defined based on the catalyst temperature, engine air/fuel (A/F) ratio, and the amount of secondary air injection which is added in front of the first catalyst. 2. Catalyst temperature control 2.1. Catalyst temperature shall be measured in the catalyst bed at the location where the highest temperature occurs in the hottest catalyst. Alternatively, the feed gas temperature may be measured and converted to catalyst bed temperature using a linear transform calculated from correlation data collected on the catalyst design and ageing bench to be used in the ageing process. 2.2. Control the catalyst temperature at stoichiometric operation (1 to 40 seconds on the cycle) to a minimum of 800 °C (± 10 °C) by selecting the appropriate engine speed, load, and spark timing for the engine. Control the maximum catalyst temperature that occurs during the cycle to 890 °C (± 10 °C) by selecting the appropriate A/F ratio of the engine during the ‘rich’ phase described in the table below. 2.3. If a low control temperature other than 800 °C is utilized, the high control temperature shall be 90 °C higher than the low control temperature. Standard bench cycle (SBC) Time (seconds) Engine Air/Fuel Ratio Secondary Air Injection 1-40 Stoichiometric with load, spark timing and engine speed controlled to achieve a minimum catalyst temperature of 800 °C None 41-45 ‘Rich’ (A/F ratio selected to achieve a maximum catalyst temperature over the entire cycle of 890 °C or 90 °C higher than lower control temperature) None 46-55 ‘Rich’ (A/F ratio selected to achieve a maximum catalyst temperature over the entire cycle of 890 °C or 90 °C higher than lower control temperature) 3 % (± 0,1 %) 56-60 Stoichiometric with same load, spark timing and engine speed as used in the 1-40 sec period of the cycle 3 % (± 0,1 %) Standard Bench Cycle ‘Rich’ Secondary Air Air/Fuel Ratio Time (seconds) Air Injection (%) Air/Fuel Ratio Control catalyst temperature to 800 °C Stoichiometric 3. Ageing bench equipment and procedures 3.1. Ageing bench configuration. The ageing bench shall provide the appropriate exhaust flow rate, temperature, air-fuel ratio, exhaust constituents and secondary air injection at the inlet face of the catalyst. The standard ageing bench consists of an engine, engine controller, and engine dynamometer. Other configurations may be acceptable (e.g. whole vehicle on a dynamometer, or a burner that provides the correct exhaust conditions), as long as the catalyst inlet conditions and control features specified in this Appendix are met. A single ageing bench may have the exhaust flow split into several streams providing that each exhaust stream meets the requirements of this appendix. If the bench has more than one exhaust stream, multiple catalyst systems may be aged simultaneously. 3.2. Exhaust system installation. The entire catalyst(s)-plus-oxygen sensor(s) system, together with all exhaust piping which connects these components, will be installed on the bench. For engines with multiple exhaust streams, each bank of the exhaust system will be installed separately on the bench in parallel. For exhaust systems that contain multiple in-line catalysts, the entire catalyst system including all catalysts, all oxygen sensors and the associated exhaust piping will be installed as a unit for ageing. Alternatively, each individual catalyst may be separately aged for the appropriate period of time. 3.3. Temperature measurement. Catalyst temperature shall be measured using a thermocouple placed in the catalyst bed at the location where the highest temperature occurs in the hottest catalyst. Alternatively, the feed gas temperature just before the catalyst inlet face may be measured and converted to catalyst bed temperature using a linear transform calculated from correlation data collected on the catalyst design and ageing bench to be used in the ageing process. The catalyst temperature shall be stored digitally at the speed of 1 hertz (one measurement per second). 3.4. Air/Fuel measurement. Provisions shall be made for the measurement of the air/fuel (A/F) ratio (such as a wide-range oxygen sensor) as close as possible to the catalyst inlet and outlet flanges. The information from these sensors shall be stored digitally at the speed of 1 hertz (one measurement per second). 3.5. Exhaust flow balance. Provisions shall be made to assure that the proper amount of exhaust (measured in grams/second at stoichiometry, with a tolerance of ± 5 grams/second) flows through each catalyst system that is being aged on the bench. The proper flow rate is determined based upon the exhaust flow that would occur in the original vehicle's engine at the steady state engine speed and load selected for the bench ageing in point 3.6. 3.6. Setup. The engine speed, load, and spark timing are selected to achieve a catalyst bed temperature of 800 °C (± 10 °C) at steady-state stoichiometric operation. The air injection system is set to provide the necessary air flow to produce 3,0 % oxygen (± 0,1 %) in the steady-state stoichiometric exhaust stream just in front of the first catalyst. A typical reading at the upstream A/F measurement point (required in point 5) is lambda 1,16 (which is approximately 3 % oxygen). With the air injection on, set the ‘Rich’ A/F ratio to produce a catalyst bed temperature of 890 °C (± 10 °C). A typical A/F value for this step is lambda 0,94 (approximately 2 % CO). 3.7. Ageing cycle. The standard bench ageing procedures use the standard bench cycle (SBC). The SBC is repeated until the amount of ageing calculated from the bench ageing time (BAT) equation is achieved. 3.8. Quality assurance. The temperatures and A/F ratio in points 3.3. and 3.4. shall be reviewed periodically (at least every 50 hours) during ageing. Necessary adjustments shall be made to assure that the SBC is being appropriately followed throughout the ageing process. After the ageing has been completed, the catalyst time-at-temperature collected during the ageing process shall be tabulated into a histogram with temperature groups of no larger than 10 °C. The BAT equation and the calculated effective reference temperature for the ageing cycle in accordance with point 2.4. of Appendix 3 to Annex VI will be used to determine if the appropriate amount of thermal ageing of the catalyst has in fact occurred. Bench ageing will be extended if the thermal effect of the calculated ageing time is not at least 95 % of the target thermal ageing. 3.9. Startup and shutdown. Care should be taken to assure that the maximum catalyst temperature for rapid deterioration (e.g., 1 050 °C) does not occur during startup or shutdown. Special low temperature startup and shutdown procedures may be used to alleviate this concern. 4. Experimentally determining the R-factor for bench ageing durability procedures 4.1. The R-factor is the catalyst thermal reactivity coefficient used in the bench ageing time (BAT) equation. Manufacturers may determine the value of R experimentally using the following procedures. 4.2. Using the applicable bench cycle and ageing bench hardware, age several catalysts (minimum of 3 of the same catalyst design) at different control temperatures between the normal operating temperature and the damage limit temperature. Measure emissions (or catalyst inefficiency (1-catalyst efficiency)) for each exhaust constituent. Assure that the final testing yields data between one- and two-times the emission standard. 4.3. Estimate the value of R and calculate the effective reference temperature (Tr) for the bench ageing cycle for each control temperature in accordance with point 2.4 of Appendix 3 to Annex VI. 4.4. Plot emissions (or catalyst inefficiency) versus ageing time for each catalyst. Calculate the least-squared best-fit line through the data. For the data set to be useful for this purpose the data should have an approximately common intercept [between 0 and 6 400 km. See the following graph for an example.] 4.5. Calculate the slope of the best-fit line for each ageing temperature. 4.6. Plot the natural log (ln) of the slope of each best-fit line (determined in point 4.5) along the vertical axis, versus the inverse of ageing temperature (1/(ageing temperature, deg K)) along the horizontal axis, Calculate the least squared best-fit lines through the data. The slope of the line is the R-factor. See the following graph for an example Catalyst Ageing 2 × std 1 × std Emissions Temp A Temp C Temp B Ageing Time (hours) 4K 4.7. Compare the R-factor to the initial value that was used in accordance with point 4.3. If the calculated R-factor differs from the initial value by more than 5 %, choose a new R-factor that is between the initial and calculated values, and then repeat steps of point 4,, to derive a new R-factor. Repeat this process until the calculated R-factor is within 5 % of the initially assumed R-factor. 4.8. Compare the R-factor determined separately for each exhaust constituent. Use the lowest R-factor (worst case) for the BAT equation. Determining the R-Factor 1/(ageing temperature) slope = rate of change in emissions/time 1/TC 1/TB 1/TA -Ln(slope) ’. 6. Annex VIII is amended as follows: (a) point 1.2. is replaced by the following: 1.2. The manufacturer shall make available the defective components or electrical devices to be used to simulate failures. When measured over the appropriate test type I cycle, such defective components or devices shall not cause the vehicle emissions to exceed by more than 20 percent the OBD thresholds set out in Annex VI(B) to Regulation (EU) No 168/2013. For electrical failures (short/open circuit), the emissions may exceed the limits of set out in Annex VI(B) to Regulation (EU) No 168/2013 by more than twenty per cent. When the vehicle is tested with the defective component or device fitted, the OBD system shall be approved if the MI is activated. The OBD system shall also be approved if the MI is activated below the OBD threshold limits.’; (b) point 3.1.2. is replaced by the following: 3.1.2. In case of applying the durability test procedure set out in Article 23(3)(a) or 23(3)(b) of Regulation (EU) No 168/2013, or set out in point 3.6. of Annex VI to this Regulation, the test vehicles shall be equipped with the aged emission components used for durability tests as well as for the purposes of this Annex and the OBD environmental tests shall be finally verified and reported at the conclusion of the Type V durability testing. At the request of the manufacturer, a suitable aged and representative vehicle may be used for these OBD demonstrations test’; (c) the following point 8.1.1. is inserted: 8.1.1. The Type I test need not be performed for the demonstration of electrical failures (short/open circuit). The manufacturer may demonstrate these failure modes using driving conditions in which the component is used and the monitoring conditions are encountered. Those conditions shall be documented in the type approval documentation.’; (d) the following point 8.2.3. is inserted: 8.2.3. The use of additional preconditioning cycles or alternative preconditioning methods shall be documented in the type approval documentation.’; (e) point 8.4.1.1. is replaced by the following: 8.4.1.1. After vehicle preconditioning in accordance with point 8.2., the test vehicle is driven over the appropriate type I test. The malfunction indicator shall activate before the end of this test under any of the conditions given in points 8.4.1.2. to 8.4.1.6. The MI may also be activated during preconditioning. The approval authority may substitute those conditions with others in accordance with point 8.4.1.6. However, the total number of failures simulated shall not exceed four for the purpose of type-approval. For bi-fuelled gas vehicles, both fuel types shall be used within the maximum of four simulated failures at the discretion of the approval authority.’. 7. Annex X is amended as follows: (a) in Appendix 1, point 8.1. is replaced by the following: 8.1. The maximum vehicle speed, as determined by the technical service to the satisfaction of the approval authority, may differ from the value in point 7 by ± 10 % for vehicles with a V max ≤ than 30 km/h, and by ± 5 % for vehicles with a V max > 30 km/h.’; (b) Appendix 4 is amended as follows (i) the title is replaced by the following ‘Requirements concerning the method for measuring the maximum continuous rated power, switch-off distance and maximum assistance factor of an L1e category vehicle designed to pedal referred to in Article 3(94)(b) and pedal cycles as referred to in Article 2(2)(h) of Regulation (EU) No 168/2013’; (ii) the following point 1.3. is inserted 1.3. Pedal cycles with pedal assistance as referred to in Article 2(2)(h) of Regulation (EU) No 168/2013.’; (iii) point 3.2. is replaced by the following ‘3.2. Test procedure to measure the maximum continuous rated power The maximum continuous rated power shall be measured in accordance with Appendix 3 or, alternatively, in accordance with the test procedure set out in Section 4.2.7 of EN 15194:2009.’.