LegalizeCommission Delegated Regulation (EU) No 44/2014 of 21 November 2013 supplementing Regulation (EU) No 168/2013 of the European Parliament and of the Council with regard to the vehicle construction and general requirements for the approval of two- or three-wheel vehicles and quadricycles Text with EEA relevance
| 4.1.1. | Test type I on emissions after cold start, type II on increased idle emissions and type VII on measurement of CO2 emissions, fuel consumption, electric energy consumption and electric range determination 4.1.1.1. Vehicles shall be manufactured in conformity with the approved vehicle type. 4.1.1.2. Appropriate conformity of production checks shall be carried out to verify compliance with the conditions referred to in point 4.1.1.1. 4.1.1.3. Vehicles powered by an internal combustion engine only: 4.1.1.3.1. As a general rule, measures to ensure the conformity of production with regard to tailpipe pollutant and CO2 emissions from vehicles are to be checked on the basis of the description in the type-approval certificate conforming to the model set out in Article 30(2) of Regulation (EU) No 168/2013. The control of production conformity is based on an assessment by the approval authority of the manufacturer’s auditing procedure in order to ensure conformity of the manufactured vehicle with respect to the tailpipe pollutant and CO2 emissions. If the approval authority is not satisfied with the standard of the manufacturer’s auditing procedure, it may require that verification tests be carried out on vehicles in production. 4.1.1.3.1.1. Measurements of the tailpipe pollutant and CO2 emissions of a vehicle type that has had one or several extensions shall be carried out on the vehicle(s) available at the time of the test (vehicle(s) described in the first document or in subsequent extensions). 4.1.1.3.1.1.1. Conformity of the vehicle for type I, tailpipe emissions after cold start and type VII, CO2 emission test 4.1.1.3.1.1.1.1. Three vehicles shall be randomly selected from the series and tested according to the requirements set out in Articles 23 and 24 of Regulation (EU) No 168/2013. Deterioration factors shall be applied to the average of the test type I pollutant emission test results as follows: 4.1.1.3.1.1.1.1.1. If the durability method set out in Article 23(3)(a) of Regulation (EU) No 168/2013 is applicable, the deterioration factors shall be calculated from the type I emission test results up to and including full distance referred to in Annex VII(A) to Regulation (EU) No 168/2013 and in accordance with the linear calculation method referred to in point 4.1.1.3.1.1.1.1.2. resulting in slope and offset values per emission constituent. The CoP pollutant emission results shall be calculated with the formula: Equation 4-1: Yfull = a (Xfull – XCoP) + YCoP where: a = slope value ((mg/km)/km) determined in accordance with test type V set out in Annex V(A) to Regulation (EU) No 168/2013; XFull = durability mileage (km) as set out in Annex VII to Regulation (EU) No 168/2013; XCoP = Mileage of the CoP vehicle at moment of Type I CoP test; Yfull = CoP emission result per pollutant emission constituent in mg/km. The average CoP results shall be lower than the pollutant emission limits set out in Annex VI(A) to Regulation (EU) No 168/2013; YCoP = pollutant emission (THC, CO, NOx, NMHC and PM if applicable) test result (mg/km) per emission constituent of test type I with CoP vehicle. 4.1.1.3.1.1.1.1.2. If the durability method set out in Article 23(3)(b) of Regulation (EU) No 168/2013 is applicable, the deterioration trend shall consist of the slope value a, as is reflected in point 4.1.1.3.1.1.1.1.1, per emission constituent calculated to comply with test type V in accordance with Annex V(A) to Regulation (EU) No 168/2013. Equation 4-1 shall be used to calculate the CoP emission results per pollutant emission constituent (Yfull). 4.1.1.3.1.1.1.1.3. If the durability method set out in Article 23(3)(c) of Regulation (EU) No 168/2013 is applicable, the fixed deterioration factors set out in Annex VII(B) to Regulation (EU) No 168/2013 shall be multiplied by the type test I result of the CoP vehicle (Ycop) to calculate the average CoP emission results per pollutant emission constituent (Yfull). 4.1.1.3.1.1.1.1.4. The average test type VII results (CO2 emissions, fuel/energy consumption and electric range if applicable) shall be lower than or equal to the declared values by the manufacturer at type-approval. 4.1.1.3.1.1.1.1.5. If the average emissions of the first two vehicles comply with the requirements laid down in point 4.1.1.3.1.1.1.1 then the production conformity is considered as satisfactory. 4.1.1.3.1.1.1.2. If the average emissions of the first two vehicles do not comply, the CoP procedure continues as follows: 4.1.1.3.1.1.1.2.1. If the authority is satisfied with the production standard deviation given by the manufacturer, the tests are carried out according to point 4.1.1.3.2. 4.1.1.3.1.1.1.2.2. If the authority is not satisfied with the production standard deviation given by the manufacturer, the tests are carried out according to point 4.1.1.3.3. 4.1.1.3.1.1.1.3. The production of a series is regarded as conforming or non-conforming, on the basis of tests on the three sampled vehicles, once a pass or fail decision is reached for tailpipe pollutant and CO2 emissions according to the test criteria applied in the appropriate table. If no pass or fail decision is reached for tailpipe pollutant and CO2 emissions, a test is carried out on an additional vehicle (see Figure 4-1). 4.1.1.3.1.1.1.4. In the case of periodically regenerating systems, the results shall be multiplied by the factor Ki obtained at the time when type-approval was granted. At the request of the manufacturer, testing may be carried out immediately after a regeneration has been completed. Figure 4-1 Pass/fail criteria for Type I, II and VII testing Text of image Test on three vehicles Computation of the test statistic According to the appropriate table does the test statistic agree with the criteria for failing the series ? Series Rejected According to the appropriate table does the test statistic agree with the criteria for passing the series ? Series Accepted Test of an additional vehicle 4.1.1.3.1.1.2. Notwithstanding the environmental requirements set out in Article 23 and 24 of Regulation (EU) No 168/2013, the tests will be carried out on vehicles which have travelled a maximum distance of 100 km after first start at the production line. 4.1.1.3.1.1.2.1. However, at the request of the manufacturer, the tests will be carried out on vehicles which have been run in a maximum of 1 000 km. In this case, the running-in procedure will be conducted by the manufacturer, who shall undertake not to make any adjustments to those vehicles. 4.1.1.3.1.1.2.2. If the manufacturer asks to be allowed to conduct a running-in procedure (‘x’ km, where x ≤ 1 000 km), it may be carried out as follows: The tailpipe pollutant and CO2 emissions will be measured at maximum 100 km after first start on the production line and at ‘x’ km on the first tested vehicle (which can be the type-approval vehicle); The evolution coefficient (EC) of the emissions between 100 km and ‘x’ km will be calculated as follows: Equation 4-2: The value of EC may be less than 1. The subsequent vehicles will not be subjected to the running-in procedure, but their 100 km emissions will be modified by the EC. In this case, the values to be taken will be: The value at ‘x’ km for the first vehicle; The values at maximum 100 km multiplied by the evolution coefficient (EC) for the subsequent vehicles. 4.1.1.3.1.1.2.3. As an alternative to this procedure, the vehicle manufacturer can use a fixed EC of 0,92 and multiply all values of tailpipe pollutant and CO2 emissions measured at zero km by this factor. 4.1.1.3.1.1.2.4. Tests for conformity of production may be performed with a commercial fuel of which the C3/C4 ratio lies between those of the reference fuels referred to in Annex II(A1) to Regulation (EU) No 168/2013 in the case of LPG, or of which the Wobbe index lies between those of the extreme reference fuels in the case of NG or H2NG. In that case, a fuel analysis shall be presented to the approval authority. 4.1.1.3.2. Conformity of production when manufacturer’s statistical data are available4.1.1.3.2.1. The following sections describe the procedure to be used to verify the tailpipe pollutant and CO2 emissions conformity of production requirements when the manufacturer’s production standard deviation is again satisfactory. 4.1.1.3.2.2. With a minimum sample size of three, the sampling procedure is set so that the probability of a lot passing a test with 40 % of the production defective is 0,95 (producer’s risk = 5 %), while the probability of a lot being accepted with 65 % of the production defective is 0,1 (consumer’s risk = 10 %). 4.1.1.3.2.3. The following procedure is used (see Figure 4-1): Let L be the natural logarithm of tailpipe pollutant emission limits set out in Annex VI(A) to Regulation (EU) No 168/2013 and the declared CO2 type-approval emission value: xi = the natural logarithm of the measurement for the i-th vehicle of the sample; s = an estimate of the production standard deviation (after calculating the natural logarithm of the measurements); n = the current sample number. 4.1.1.3.2.4. Compute for the sample, the test statistic quantifying the sum of the standardised deviations to the limit and defined as: Equation 4-3: 4.1.1.3.2.5. Then: 4.1.1.3.2.5.1. if the test statistic is greater than the pass decision number for the sample given in Table 4-1, a pass decision is reached; 4.1.1.3.2.5.2. if the test statistic is less than the fail decision number for the sample size given in Table 4-1, a fail decision is reached; 4.1.1.3.2.5.3. otherwise, an additional vehicle is tested according to Annex II(A) to Regulation (EU) No 168/2013 and the procedure is applied to the sample with one unit more. 4.1.1.3.2.5.4. Table 4-1 Pass/fail decision depending on sample size; conformity of production when manufacturer’s statistical data are available Sample Size (cumulative number of vehicles tested) Pass Decision No Fail Decision No (a) (b) (c) 3 3,327 -4,724 4 3,261 -4,79 5 3,195 -4,856 6 3,129 -4,922 7 3,063 -4,988 8 2,997 -5,054 9 2,931 -5,12 10 2,865 -5,185 11 2,799 -5,251 12 2,733 -5,317 13 2,667 -5,383 14 2,601 -5,449 15 2,535 -5,515 16 2,469 -5,581 17 2,403 -5,647 18 2,337 -5,713 19 2,271 -5,779 20 2,205 -5,845 21 2,139 -5,911 22 2,073 -5,977 23 2,007 -6,043 24 1,941 -6,109 25 1,875 -6,175 26 1,809 -6,241 27 1,743 -6,307 28 1,677 -6,373 29 1,611 -6,439 30 1,545 -6,505 31 1,479 -6,571 32 -2,112 -2,112 4.1.1.3.3. Conformity of production when manufacturer’s statistical data remain unsatisfactory or unavailable4.1.1.3.3.1. The following sections describe the procedure to be used to verify the tailpipe pollutant and CO2 emissions conformity of production requirements when the manufacturer’s evidence of production standard deviation is either unsatisfactory or unavailable. 4.1.1.3.3.2. With a minimum sample size of three, the sampling procedure is set so that the probability of a lot passing a test with 40 % of the production defective is 0,95 (producer’s risk = 5 %), while the probability of a lot being accepted with 65 % of the production defective is 0,1 (consumer’s risk = 10 %). 4.1.1.3.3.3. The measurement of tailpipe pollutant and CO2 emissions is considered to be log normally distributed and should first be transformed by taking the natural logarithms. Let mo and m denote the minimum and maximum sample sizes respectively (mo = 3 and m = 32) and let n denote the current sample number. 4.1.1.3.3.4. If the natural logarithms of the measurements in the series are x1, x2, …, xj and L is the natural logarithm of the pollutant emission limits set out in Annex VI(A) to Regulation (EU) No 168/2013 and the declared CO2 type-approval value, then define: Equations 4-4: 4.1.1.3.3.5. Table 4-2 below shows values of the pass (An) and fail (Bn) decision numbers against current sample number. The test statistic is the ratio and shall be used to determine whether the series has passed or failed as follows: for mo ≤ n ≤ m: 4.1.1.3.3.5.1. pass the series if ; 4.1.1.3.3.5.2. fail the series if ; 4.1.1.3.3.5.3. take another measurement if Table 4-2 Pass/fail decision depending on sample size; conformity of production when manufacturer’s statistical data are unsatisfactory or unavailable Sample Size (cumulative number of vehicles tested) Pass Decision No An Fail Decision No Bn (a) (b) (c) 3 0,80380 16,64743 4 0,76339 7,68627 5 0,72982 4,67136 6 0,69962 3,25573 7 0,67129 2,45431 8 0,64406 1,94369 9 0,61750 1,59105 10 0,59135 1,33295 11 0,56542 1,13566 12 0,53960 0,97970 13 0,51379 0,85307 14 0,48791 0,74801 15 0,46191 0,65928 16 0,43573 0,58321 17 0,40933 0,51718 18 0,38266 0,45922 19 0,35570 0,40788 20 0,32840 0,36203 21 0,30072 0,32078 22 0,27263 0,28343 23 0,24410 0,24943 24 0,21509 0,21831 25 0,18557 0,18970 26 0,15550 0,16328 27 0,12483 0,13880 28 0,09354 0,11603 29 0,06159 0,09480 30 0,02892 0,07493 31 0,00449 0,05629 32 0,03876 0,03876 4.1.1.3.3.6. RemarksThe following recursive formulae are useful for computing successive values of the test statistic: Equations 4-5: (n = 2, 3, …; ; v1 = 0) 4.1.1.3.4. The type-approval authorities issuing the approval may at any time verify the methods applied in each production unit. 4.1.1.3.5. In every inspection, the records of tests and production monitoring shall be communicated to the visiting inspector. 4.1.1.3.6. The inspector may select at random the samples to be tested in the manufacturer’s laboratory. The minimum number of samples may be determined on the basis of the results of the manufacturer’s own checks. 4.1.1.3.7. When the quality standard does not seem satisfactory or when it seems necessary to verify the validity of the tests conducted under point 9.4.2.2, the inspector shall collect samples to be sent to the technical service which carried out the approval tests. 4.1.1.3.8. The type-approval authorities may carry out all the tests prescribed in this Annex. 4.1.1.4. Vehicles powered by a hybrid electric powertrainAs a general rule, measures to ensure the conformity of production with regard to tailpipe pollutant and CO2 emissions, electric energy consumption and electric range from hybrid electric vehicles is checked on the basis of the description in the type-approval certificate conforming to the model in Article 30(2) of Regulation (EU) No 168/2013. Checks on production conformity are based on an assessment made by the approval authority of the manufacturer’s auditing procedure in order to ensure conformity of the vehicle type with respect to the emission of tailpipe pollutant and CO2 emissions, electric energy consumption and range. If the authority is not satisfied with the standard of the manufacturer’s auditing procedure, it may require that verification tests be carried out on vehicles in production. Conformity for tailpipe pollutant and CO2 emissions is checked using the statistical procedures described in points 4.1.1.3.1 to 4.1.1.3.3. Vehicles are tested according to the procedure described in Annex II(A) to Regulation (EU) No 168/2013. 4.1.1.5. Replacement pollution control devices4.1.1.5.1. In order to test conformity as required above, a sample replacement pollution control device shall be taken from the production line of the type-approved vehicle. 4.1.1.5.2. Production will be regarded as being in conformity with the provisions of this Annex if a representative parent vehicle equipped with a pollution control device randomly selected from the production line complies with the applicable requirements set out in Article 23 of Regulation (EU) No 168/2013 on environmental performance. The performance of the propulsion fitted to the representative parent vehicle shall be measured according to Annex II(A) to Regulation (EU) No 168/2013 and shall not exceed the propulsion unit performance of the original pollution control device it replaces. 4.1.1.6. Actions to be taken in case of non-conformity of productionIf, during inspections, non-conformity is observed, the approval authority shall ensure that all necessary steps are taken to re-establish conformity of production as soon as possible. 4.1.1.7. Penalties for non-conformities of production4.1.1.7.1. The approval granted in respect of a vehicle type may be withdrawn if the requirements in point 4.1.1.1 are not complied with. 4.1.1.7.2. If a Member State withdraws an approval it has previously granted, it shall forthwith notify the other Member States. | |
|---|---|---|
| 4.1.1.1. | Vehicles shall be manufactured in conformity with the approved vehicle type. | |
| 4.1.1.2. | Appropriate conformity of production checks shall be carried out to verify compliance with the conditions referred to in point 4.1.1.1. | |
| 4.1.1.3. | Vehicles powered by an internal combustion engine only: 4.1.1.3.1. As a general rule, measures to ensure the conformity of production with regard to tailpipe pollutant and CO2 emissions from vehicles are to be checked on the basis of the description in the type-approval certificate conforming to the model set out in Article 30(2) of Regulation (EU) No 168/2013. The control of production conformity is based on an assessment by the approval authority of the manufacturer’s auditing procedure in order to ensure conformity of the manufactured vehicle with respect to the tailpipe pollutant and CO2 emissions. If the approval authority is not satisfied with the standard of the manufacturer’s auditing procedure, it may require that verification tests be carried out on vehicles in production. 4.1.1.3.1.1. Measurements of the tailpipe pollutant and CO2 emissions of a vehicle type that has had one or several extensions shall be carried out on the vehicle(s) available at the time of the test (vehicle(s) described in the first document or in subsequent extensions). 4.1.1.3.1.1.1. Conformity of the vehicle for type I, tailpipe emissions after cold start and type VII, CO2 emission test 4.1.1.3.1.1.1.1. Three vehicles shall be randomly selected from the series and tested according to the requirements set out in Articles 23 and 24 of Regulation (EU) No 168/2013. Deterioration factors shall be applied to the average of the test type I pollutant emission test results as follows: 4.1.1.3.1.1.1.1.1. If the durability method set out in Article 23(3)(a) of Regulation (EU) No 168/2013 is applicable, the deterioration factors shall be calculated from the type I emission test results up to and including full distance referred to in Annex VII(A) to Regulation (EU) No 168/2013 and in accordance with the linear calculation method referred to in point 4.1.1.3.1.1.1.1.2. resulting in slope and offset values per emission constituent. The CoP pollutant emission results shall be calculated with the formula: Equation 4-1: Yfull = a (Xfull – XCoP) + YCoP where: a = slope value ((mg/km)/km) determined in accordance with test type V set out in Annex V(A) to Regulation (EU) No 168/2013; XFull = durability mileage (km) as set out in Annex VII to Regulation (EU) No 168/2013; XCoP = Mileage of the CoP vehicle at moment of Type I CoP test; Yfull = CoP emission result per pollutant emission constituent in mg/km. The average CoP results shall be lower than the pollutant emission limits set out in Annex VI(A) to Regulation (EU) No 168/2013; YCoP = pollutant emission (THC, CO, NOx, NMHC and PM if applicable) test result (mg/km) per emission constituent of test type I with CoP vehicle. 4.1.1.3.1.1.1.1.2. If the durability method set out in Article 23(3)(b) of Regulation (EU) No 168/2013 is applicable, the deterioration trend shall consist of the slope value a, as is reflected in point 4.1.1.3.1.1.1.1.1, per emission constituent calculated to comply with test type V in accordance with Annex V(A) to Regulation (EU) No 168/2013. Equation 4-1 shall be used to calculate the CoP emission results per pollutant emission constituent (Yfull). 4.1.1.3.1.1.1.1.3. If the durability method set out in Article 23(3)(c) of Regulation (EU) No 168/2013 is applicable, the fixed deterioration factors set out in Annex VII(B) to Regulation (EU) No 168/2013 shall be multiplied by the type test I result of the CoP vehicle (Ycop) to calculate the average CoP emission results per pollutant emission constituent (Yfull). 4.1.1.3.1.1.1.1.4. The average test type VII results (CO2 emissions, fuel/energy consumption and electric range if applicable) shall be lower than or equal to the declared values by the manufacturer at type-approval. 4.1.1.3.1.1.1.1.5. If the average emissions of the first two vehicles comply with the requirements laid down in point 4.1.1.3.1.1.1.1 then the production conformity is considered as satisfactory. 4.1.1.3.1.1.1.2. If the average emissions of the first two vehicles do not comply, the CoP procedure continues as follows: 4.1.1.3.1.1.1.2.1. If the authority is satisfied with the production standard deviation given by the manufacturer, the tests are carried out according to point 4.1.1.3.2. 4.1.1.3.1.1.1.2.2. If the authority is not satisfied with the production standard deviation given by the manufacturer, the tests are carried out according to point 4.1.1.3.3. 4.1.1.3.1.1.1.3. The production of a series is regarded as conforming or non-conforming, on the basis of tests on the three sampled vehicles, once a pass or fail decision is reached for tailpipe pollutant and CO2 emissions according to the test criteria applied in the appropriate table. If no pass or fail decision is reached for tailpipe pollutant and CO2 emissions, a test is carried out on an additional vehicle (see Figure 4-1). 4.1.1.3.1.1.1.4. In the case of periodically regenerating systems, the results shall be multiplied by the factor Ki obtained at the time when type-approval was granted. At the request of the manufacturer, testing may be carried out immediately after a regeneration has been completed. Figure 4-1 Pass/fail criteria for Type I, II and VII testing Text of image Test on three vehicles Computation of the test statistic According to the appropriate table does the test statistic agree with the criteria for failing the series ? Series Rejected According to the appropriate table does the test statistic agree with the criteria for passing the series ? Series Accepted Test of an additional vehicle 4.1.1.3.1.1.2. Notwithstanding the environmental requirements set out in Article 23 and 24 of Regulation (EU) No 168/2013, the tests will be carried out on vehicles which have travelled a maximum distance of 100 km after first start at the production line. 4.1.1.3.1.1.2.1. However, at the request of the manufacturer, the tests will be carried out on vehicles which have been run in a maximum of 1 000 km. In this case, the running-in procedure will be conducted by the manufacturer, who shall undertake not to make any adjustments to those vehicles. 4.1.1.3.1.1.2.2. If the manufacturer asks to be allowed to conduct a running-in procedure (‘x’ km, where x ≤ 1 000 km), it may be carried out as follows: The tailpipe pollutant and CO2 emissions will be measured at maximum 100 km after first start on the production line and at ‘x’ km on the first tested vehicle (which can be the type-approval vehicle); The evolution coefficient (EC) of the emissions between 100 km and ‘x’ km will be calculated as follows: Equation 4-2: The value of EC may be less than 1. The subsequent vehicles will not be subjected to the running-in procedure, but their 100 km emissions will be modified by the EC. In this case, the values to be taken will be: The value at ‘x’ km for the first vehicle; The values at maximum 100 km multiplied by the evolution coefficient (EC) for the subsequent vehicles. 4.1.1.3.1.1.2.3. As an alternative to this procedure, the vehicle manufacturer can use a fixed EC of 0,92 and multiply all values of tailpipe pollutant and CO2 emissions measured at zero km by this factor. 4.1.1.3.1.1.2.4. Tests for conformity of production may be performed with a commercial fuel of which the C3/C4 ratio lies between those of the reference fuels referred to in Annex II(A1) to Regulation (EU) No 168/2013 in the case of LPG, or of which the Wobbe index lies between those of the extreme reference fuels in the case of NG or H2NG. In that case, a fuel analysis shall be presented to the approval authority. 4.1.1.3.2. Conformity of production when manufacturer’s statistical data are available4.1.1.3.2.1. The following sections describe the procedure to be used to verify the tailpipe pollutant and CO2 emissions conformity of production requirements when the manufacturer’s production standard deviation is again satisfactory. 4.1.1.3.2.2. With a minimum sample size of three, the sampling procedure is set so that the probability of a lot passing a test with 40 % of the production defective is 0,95 (producer’s risk = 5 %), while the probability of a lot being accepted with 65 % of the production defective is 0,1 (consumer’s risk = 10 %). 4.1.1.3.2.3. The following procedure is used (see Figure 4-1): Let L be the natural logarithm of tailpipe pollutant emission limits set out in Annex VI(A) to Regulation (EU) No 168/2013 and the declared CO2 type-approval emission value: xi = the natural logarithm of the measurement for the i-th vehicle of the sample; s = an estimate of the production standard deviation (after calculating the natural logarithm of the measurements); n = the current sample number. 4.1.1.3.2.4. Compute for the sample, the test statistic quantifying the sum of the standardised deviations to the limit and defined as: Equation 4-3: 4.1.1.3.2.5. Then: 4.1.1.3.2.5.1. if the test statistic is greater than the pass decision number for the sample given in Table 4-1, a pass decision is reached; 4.1.1.3.2.5.2. if the test statistic is less than the fail decision number for the sample size given in Table 4-1, a fail decision is reached; 4.1.1.3.2.5.3. otherwise, an additional vehicle is tested according to Annex II(A) to Regulation (EU) No 168/2013 and the procedure is applied to the sample with one unit more. 4.1.1.3.2.5.4. Table 4-1 Pass/fail decision depending on sample size; conformity of production when manufacturer’s statistical data are available Sample Size (cumulative number of vehicles tested) Pass Decision No Fail Decision No (a) (b) (c) 3 3,327 -4,724 4 3,261 -4,79 5 3,195 -4,856 6 3,129 -4,922 7 3,063 -4,988 8 2,997 -5,054 9 2,931 -5,12 10 2,865 -5,185 11 2,799 -5,251 12 2,733 -5,317 13 2,667 -5,383 14 2,601 -5,449 15 2,535 -5,515 16 2,469 -5,581 17 2,403 -5,647 18 2,337 -5,713 19 2,271 -5,779 20 2,205 -5,845 21 2,139 -5,911 22 2,073 -5,977 23 2,007 -6,043 24 1,941 -6,109 25 1,875 -6,175 26 1,809 -6,241 27 1,743 -6,307 28 1,677 -6,373 29 1,611 -6,439 30 1,545 -6,505 31 1,479 -6,571 32 -2,112 -2,112 4.1.1.3.3. Conformity of production when manufacturer’s statistical data remain unsatisfactory or unavailable4.1.1.3.3.1. The following sections describe the procedure to be used to verify the tailpipe pollutant and CO2 emissions conformity of production requirements when the manufacturer’s evidence of production standard deviation is either unsatisfactory or unavailable. 4.1.1.3.3.2. With a minimum sample size of three, the sampling procedure is set so that the probability of a lot passing a test with 40 % of the production defective is 0,95 (producer’s risk = 5 %), while the probability of a lot being accepted with 65 % of the production defective is 0,1 (consumer’s risk = 10 %). 4.1.1.3.3.3. The measurement of tailpipe pollutant and CO2 emissions is considered to be log normally distributed and should first be transformed by taking the natural logarithms. Let mo and m denote the minimum and maximum sample sizes respectively (mo = 3 and m = 32) and let n denote the current sample number. 4.1.1.3.3.4. If the natural logarithms of the measurements in the series are x1, x2, …, xj and L is the natural logarithm of the pollutant emission limits set out in Annex VI(A) to Regulation (EU) No 168/2013 and the declared CO2 type-approval value, then define: Equations 4-4: 4.1.1.3.3.5. Table 4-2 below shows values of the pass (An) and fail (Bn) decision numbers against current sample number. The test statistic is the ratio and shall be used to determine whether the series has passed or failed as follows: for mo ≤ n ≤ m: 4.1.1.3.3.5.1. pass the series if ; 4.1.1.3.3.5.2. fail the series if ; 4.1.1.3.3.5.3. take another measurement if Table 4-2 Pass/fail decision depending on sample size; conformity of production when manufacturer’s statistical data are unsatisfactory or unavailable Sample Size (cumulative number of vehicles tested) Pass Decision No An Fail Decision No Bn (a) (b) (c) 3 0,80380 16,64743 4 0,76339 7,68627 5 0,72982 4,67136 6 0,69962 3,25573 7 0,67129 2,45431 8 0,64406 1,94369 9 0,61750 1,59105 10 0,59135 1,33295 11 0,56542 1,13566 12 0,53960 0,97970 13 0,51379 0,85307 14 0,48791 0,74801 15 0,46191 0,65928 16 0,43573 0,58321 17 0,40933 0,51718 18 0,38266 0,45922 19 0,35570 0,40788 20 0,32840 0,36203 21 0,30072 0,32078 22 0,27263 0,28343 23 0,24410 0,24943 24 0,21509 0,21831 25 0,18557 0,18970 26 0,15550 0,16328 27 0,12483 0,13880 28 0,09354 0,11603 29 0,06159 0,09480 30 0,02892 0,07493 31 0,00449 0,05629 32 0,03876 0,03876 4.1.1.3.3.6. RemarksThe following recursive formulae are useful for computing successive values of the test statistic: Equations 4-5: (n = 2, 3, …; ; v1 = 0) 4.1.1.3.4. The type-approval authorities issuing the approval may at any time verify the methods applied in each production unit. 4.1.1.3.5. In every inspection, the records of tests and production monitoring shall be communicated to the visiting inspector. 4.1.1.3.6. The inspector may select at random the samples to be tested in the manufacturer’s laboratory. The minimum number of samples may be determined on the basis of the results of the manufacturer’s own checks. 4.1.1.3.7. When the quality standard does not seem satisfactory or when it seems necessary to verify the validity of the tests conducted under point 9.4.2.2, the inspector shall collect samples to be sent to the technical service which carried out the approval tests. 4.1.1.3.8. The type-approval authorities may carry out all the tests prescribed in this Annex. | |
| 4.1.1.3.1. | As a general rule, measures to ensure the conformity of production with regard to tailpipe pollutant and CO2 emissions from vehicles are to be checked on the basis of the description in the type-approval certificate conforming to the model set out in Article 30(2) of Regulation (EU) No 168/2013. The control of production conformity is based on an assessment by the approval authority of the manufacturer’s auditing procedure in order to ensure conformity of the manufactured vehicle with respect to the tailpipe pollutant and CO2 emissions. If the approval authority is not satisfied with the standard of the manufacturer’s auditing procedure, it may require that verification tests be carried out on vehicles in production. 4.1.1.3.1.1. Measurements of the tailpipe pollutant and CO2 emissions of a vehicle type that has had one or several extensions shall be carried out on the vehicle(s) available at the time of the test (vehicle(s) described in the first document or in subsequent extensions). 4.1.1.3.1.1.1. Conformity of the vehicle for type I, tailpipe emissions after cold start and type VII, CO2 emission test 4.1.1.3.1.1.1.1. Three vehicles shall be randomly selected from the series and tested according to the requirements set out in Articles 23 and 24 of Regulation (EU) No 168/2013. Deterioration factors shall be applied to the average of the test type I pollutant emission test results as follows: 4.1.1.3.1.1.1.1.1. If the durability method set out in Article 23(3)(a) of Regulation (EU) No 168/2013 is applicable, the deterioration factors shall be calculated from the type I emission test results up to and including full distance referred to in Annex VII(A) to Regulation (EU) No 168/2013 and in accordance with the linear calculation method referred to in point 4.1.1.3.1.1.1.1.2. resulting in slope and offset values per emission constituent. The CoP pollutant emission results shall be calculated with the formula: Equation 4-1: Yfull = a (Xfull – XCoP) + YCoP where: a = slope value ((mg/km)/km) determined in accordance with test type V set out in Annex V(A) to Regulation (EU) No 168/2013; XFull = durability mileage (km) as set out in Annex VII to Regulation (EU) No 168/2013; XCoP = Mileage of the CoP vehicle at moment of Type I CoP test; Yfull = CoP emission result per pollutant emission constituent in mg/km. The average CoP results shall be lower than the pollutant emission limits set out in Annex VI(A) to Regulation (EU) No 168/2013; YCoP = pollutant emission (THC, CO, NOx, NMHC and PM if applicable) test result (mg/km) per emission constituent of test type I with CoP vehicle. 4.1.1.3.1.1.1.1.2. If the durability method set out in Article 23(3)(b) of Regulation (EU) No 168/2013 is applicable, the deterioration trend shall consist of the slope value a, as is reflected in point 4.1.1.3.1.1.1.1.1, per emission constituent calculated to comply with test type V in accordance with Annex V(A) to Regulation (EU) No 168/2013. Equation 4-1 shall be used to calculate the CoP emission results per pollutant emission constituent (Yfull). 4.1.1.3.1.1.1.1.3. If the durability method set out in Article 23(3)(c) of Regulation (EU) No 168/2013 is applicable, the fixed deterioration factors set out in Annex VII(B) to Regulation (EU) No 168/2013 shall be multiplied by the type test I result of the CoP vehicle (Ycop) to calculate the average CoP emission results per pollutant emission constituent (Yfull). 4.1.1.3.1.1.1.1.4. The average test type VII results (CO2 emissions, fuel/energy consumption and electric range if applicable) shall be lower than or equal to the declared values by the manufacturer at type-approval. 4.1.1.3.1.1.1.1.5. If the average emissions of the first two vehicles comply with the requirements laid down in point 4.1.1.3.1.1.1.1 then the production conformity is considered as satisfactory. 4.1.1.3.1.1.1.2. If the average emissions of the first two vehicles do not comply, the CoP procedure continues as follows: 4.1.1.3.1.1.1.2.1. If the authority is satisfied with the production standard deviation given by the manufacturer, the tests are carried out according to point 4.1.1.3.2. 4.1.1.3.1.1.1.2.2. If the authority is not satisfied with the production standard deviation given by the manufacturer, the tests are carried out according to point 4.1.1.3.3. 4.1.1.3.1.1.1.3. The production of a series is regarded as conforming or non-conforming, on the basis of tests on the three sampled vehicles, once a pass or fail decision is reached for tailpipe pollutant and CO2 emissions according to the test criteria applied in the appropriate table. If no pass or fail decision is reached for tailpipe pollutant and CO2 emissions, a test is carried out on an additional vehicle (see Figure 4-1). 4.1.1.3.1.1.1.4. In the case of periodically regenerating systems, the results shall be multiplied by the factor Ki obtained at the time when type-approval was granted. At the request of the manufacturer, testing may be carried out immediately after a regeneration has been completed. Figure 4-1 Pass/fail criteria for Type I, II and VII testing Text of image Test on three vehicles Computation of the test statistic According to the appropriate table does the test statistic agree with the criteria for failing the series ? Series Rejected According to the appropriate table does the test statistic agree with the criteria for passing the series ? Series Accepted Test of an additional vehicle 4.1.1.3.1.1.2. Notwithstanding the environmental requirements set out in Article 23 and 24 of Regulation (EU) No 168/2013, the tests will be carried out on vehicles which have travelled a maximum distance of 100 km after first start at the production line. 4.1.1.3.1.1.2.1. However, at the request of the manufacturer, the tests will be carried out on vehicles which have been run in a maximum of 1 000 km. In this case, the running-in procedure will be conducted by the manufacturer, who shall undertake not to make any adjustments to those vehicles. 4.1.1.3.1.1.2.2. If the manufacturer asks to be allowed to conduct a running-in procedure (‘x’ km, where x ≤ 1 000 km), it may be carried out as follows: The tailpipe pollutant and CO2 emissions will be measured at maximum 100 km after first start on the production line and at ‘x’ km on the first tested vehicle (which can be the type-approval vehicle); The evolution coefficient (EC) of the emissions between 100 km and ‘x’ km will be calculated as follows: Equation 4-2: The value of EC may be less than 1. The subsequent vehicles will not be subjected to the running-in procedure, but their 100 km emissions will be modified by the EC. In this case, the values to be taken will be: The value at ‘x’ km for the first vehicle; The values at maximum 100 km multiplied by the evolution coefficient (EC) for the subsequent vehicles. 4.1.1.3.1.1.2.3. As an alternative to this procedure, the vehicle manufacturer can use a fixed EC of 0,92 and multiply all values of tailpipe pollutant and CO2 emissions measured at zero km by this factor. 4.1.1.3.1.1.2.4. Tests for conformity of production may be performed with a commercial fuel of which the C3/C4 ratio lies between those of the reference fuels referred to in Annex II(A1) to Regulation (EU) No 168/2013 in the case of LPG, or of which the Wobbe index lies between those of the extreme reference fuels in the case of NG or H2NG. In that case, a fuel analysis shall be presented to the approval authority. | |
| 4.1.1.3.1.1. | Measurements of the tailpipe pollutant and CO2 emissions of a vehicle type that has had one or several extensions shall be carried out on the vehicle(s) available at the time of the test (vehicle(s) described in the first document or in subsequent extensions). 4.1.1.3.1.1.1. Conformity of the vehicle for type I, tailpipe emissions after cold start and type VII, CO2 emission test 4.1.1.3.1.1.1.1. Three vehicles shall be randomly selected from the series and tested according to the requirements set out in Articles 23 and 24 of Regulation (EU) No 168/2013. Deterioration factors shall be applied to the average of the test type I pollutant emission test results as follows: 4.1.1.3.1.1.1.1.1. If the durability method set out in Article 23(3)(a) of Regulation (EU) No 168/2013 is applicable, the deterioration factors shall be calculated from the type I emission test results up to and including full distance referred to in Annex VII(A) to Regulation (EU) No 168/2013 and in accordance with the linear calculation method referred to in point 4.1.1.3.1.1.1.1.2. resulting in slope and offset values per emission constituent. The CoP pollutant emission results shall be calculated with the formula: Equation 4-1: Yfull = a (Xfull – XCoP) + YCoP where: a = slope value ((mg/km)/km) determined in accordance with test type V set out in Annex V(A) to Regulation (EU) No 168/2013; XFull = durability mileage (km) as set out in Annex VII to Regulation (EU) No 168/2013; XCoP = Mileage of the CoP vehicle at moment of Type I CoP test; Yfull = CoP emission result per pollutant emission constituent in mg/km. The average CoP results shall be lower than the pollutant emission limits set out in Annex VI(A) to Regulation (EU) No 168/2013; YCoP = pollutant emission (THC, CO, NOx, NMHC and PM if applicable) test result (mg/km) per emission constituent of test type I with CoP vehicle. 4.1.1.3.1.1.1.1.2. If the durability method set out in Article 23(3)(b) of Regulation (EU) No 168/2013 is applicable, the deterioration trend shall consist of the slope value a, as is reflected in point 4.1.1.3.1.1.1.1.1, per emission constituent calculated to comply with test type V in accordance with Annex V(A) to Regulation (EU) No 168/2013. Equation 4-1 shall be used to calculate the CoP emission results per pollutant emission constituent (Yfull). 4.1.1.3.1.1.1.1.3. If the durability method set out in Article 23(3)(c) of Regulation (EU) No 168/2013 is applicable, the fixed deterioration factors set out in Annex VII(B) to Regulation (EU) No 168/2013 shall be multiplied by the type test I result of the CoP vehicle (Ycop) to calculate the average CoP emission results per pollutant emission constituent (Yfull). 4.1.1.3.1.1.1.1.4. The average test type VII results (CO2 emissions, fuel/energy consumption and electric range if applicable) shall be lower than or equal to the declared values by the manufacturer at type-approval. 4.1.1.3.1.1.1.1.5. If the average emissions of the first two vehicles comply with the requirements laid down in point 4.1.1.3.1.1.1.1 then the production conformity is considered as satisfactory. 4.1.1.3.1.1.1.2. If the average emissions of the first two vehicles do not comply, the CoP procedure continues as follows: 4.1.1.3.1.1.1.2.1. If the authority is satisfied with the production standard deviation given by the manufacturer, the tests are carried out according to point 4.1.1.3.2. 4.1.1.3.1.1.1.2.2. If the authority is not satisfied with the production standard deviation given by the manufacturer, the tests are carried out according to point 4.1.1.3.3. 4.1.1.3.1.1.1.3. The production of a series is regarded as conforming or non-conforming, on the basis of tests on the three sampled vehicles, once a pass or fail decision is reached for tailpipe pollutant and CO2 emissions according to the test criteria applied in the appropriate table. If no pass or fail decision is reached for tailpipe pollutant and CO2 emissions, a test is carried out on an additional vehicle (see Figure 4-1). 4.1.1.3.1.1.1.4. In the case of periodically regenerating systems, the results shall be multiplied by the factor Ki obtained at the time when type-approval was granted. At the request of the manufacturer, testing may be carried out immediately after a regeneration has been completed. Figure 4-1 Pass/fail criteria for Type I, II and VII testing Text of image Test on three vehicles Computation of the test statistic According to the appropriate table does the test statistic agree with the criteria for failing the series ? Series Rejected According to the appropriate table does the test statistic agree with the criteria for passing the series ? Series Accepted Test of an additional vehicle 4.1.1.3.1.1.2. Notwithstanding the environmental requirements set out in Article 23 and 24 of Regulation (EU) No 168/2013, the tests will be carried out on vehicles which have travelled a maximum distance of 100 km after first start at the production line. 4.1.1.3.1.1.2.1. However, at the request of the manufacturer, the tests will be carried out on vehicles which have been run in a maximum of 1 000 km. In this case, the running-in procedure will be conducted by the manufacturer, who shall undertake not to make any adjustments to those vehicles. 4.1.1.3.1.1.2.2. If the manufacturer asks to be allowed to conduct a running-in procedure (‘x’ km, where x ≤ 1 000 km), it may be carried out as follows: The tailpipe pollutant and CO2 emissions will be measured at maximum 100 km after first start on the production line and at ‘x’ km on the first tested vehicle (which can be the type-approval vehicle); The evolution coefficient (EC) of the emissions between 100 km and ‘x’ km will be calculated as follows: Equation 4-2: The value of EC may be less than 1. The subsequent vehicles will not be subjected to the running-in procedure, but their 100 km emissions will be modified by the EC. In this case, the values to be taken will be: The value at ‘x’ km for the first vehicle; The values at maximum 100 km multiplied by the evolution coefficient (EC) for the subsequent vehicles. 4.1.1.3.1.1.2.3. As an alternative to this procedure, the vehicle manufacturer can use a fixed EC of 0,92 and multiply all values of tailpipe pollutant and CO2 emissions measured at zero km by this factor. 4.1.1.3.1.1.2.4. Tests for conformity of production may be performed with a commercial fuel of which the C3/C4 ratio lies between those of the reference fuels referred to in Annex II(A1) to Regulation (EU) No 168/2013 in the case of LPG, or of which the Wobbe index lies between those of the extreme reference fuels in the case of NG or H2NG. In that case, a fuel analysis shall be presented to the approval authority. | |
| 4.1.1.3.1.1.1.1. | Three vehicles shall be randomly selected from the series and tested according to the requirements set out in Articles 23 and 24 of Regulation (EU) No 168/2013. Deterioration factors shall be applied to the average of the test type I pollutant emission test results as follows: 4.1.1.3.1.1.1.1.1. If the durability method set out in Article 23(3)(a) of Regulation (EU) No 168/2013 is applicable, the deterioration factors shall be calculated from the type I emission test results up to and including full distance referred to in Annex VII(A) to Regulation (EU) No 168/2013 and in accordance with the linear calculation method referred to in point 4.1.1.3.1.1.1.1.2. resulting in slope and offset values per emission constituent. The CoP pollutant emission results shall be calculated with the formula: Equation 4-1: Yfull = a (Xfull – XCoP) + YCoP where: a = slope value ((mg/km)/km) determined in accordance with test type V set out in Annex V(A) to Regulation (EU) No 168/2013; XFull = durability mileage (km) as set out in Annex VII to Regulation (EU) No 168/2013; XCoP = Mileage of the CoP vehicle at moment of Type I CoP test; Yfull = CoP emission result per pollutant emission constituent in mg/km. The average CoP results shall be lower than the pollutant emission limits set out in Annex VI(A) to Regulation (EU) No 168/2013; YCoP = pollutant emission (THC, CO, NOx, NMHC and PM if applicable) test result (mg/km) per emission constituent of test type I with CoP vehicle. 4.1.1.3.1.1.1.1.2. If the durability method set out in Article 23(3)(b) of Regulation (EU) No 168/2013 is applicable, the deterioration trend shall consist of the slope value a, as is reflected in point 4.1.1.3.1.1.1.1.1, per emission constituent calculated to comply with test type V in accordance with Annex V(A) to Regulation (EU) No 168/2013. Equation 4-1 shall be used to calculate the CoP emission results per pollutant emission constituent (Yfull). 4.1.1.3.1.1.1.1.3. If the durability method set out in Article 23(3)(c) of Regulation (EU) No 168/2013 is applicable, the fixed deterioration factors set out in Annex VII(B) to Regulation (EU) No 168/2013 shall be multiplied by the type test I result of the CoP vehicle (Ycop) to calculate the average CoP emission results per pollutant emission constituent (Yfull). 4.1.1.3.1.1.1.1.4. The average test type VII results (CO2 emissions, fuel/energy consumption and electric range if applicable) shall be lower than or equal to the declared values by the manufacturer at type-approval. 4.1.1.3.1.1.1.1.5. If the average emissions of the first two vehicles comply with the requirements laid down in point 4.1.1.3.1.1.1.1 then the production conformity is considered as satisfactory. | |
| a | = | slope value ((mg/km)/km) determined in accordance with test type V set out in Annex V(A) to Regulation (EU) No 168/2013; |
| XFull | = | durability mileage (km) as set out in Annex VII to Regulation (EU) No 168/2013; |
| XCoP | = | Mileage of the CoP vehicle at moment of Type I CoP test; |
| Yfull | = | CoP emission result per pollutant emission constituent in mg/km. The average CoP results shall be lower than the pollutant emission limits set out in Annex VI(A) to Regulation (EU) No 168/2013; |
| YCoP | = | pollutant emission (THC, CO, NOx, NMHC and PM if applicable) test result (mg/km) per emission constituent of test type I with CoP vehicle. |
| 4.1.1.3.1.1.1.2. | If the average emissions of the first two vehicles do not comply, the CoP procedure continues as follows: 4.1.1.3.1.1.1.2.1. If the authority is satisfied with the production standard deviation given by the manufacturer, the tests are carried out according to point 4.1.1.3.2. 4.1.1.3.1.1.1.2.2. If the authority is not satisfied with the production standard deviation given by the manufacturer, the tests are carried out according to point 4.1.1.3.3. | |
| 4.1.1.3.1.1.1.3. | The production of a series is regarded as conforming or non-conforming, on the basis of tests on the three sampled vehicles, once a pass or fail decision is reached for tailpipe pollutant and CO2 emissions according to the test criteria applied in the appropriate table. If no pass or fail decision is reached for tailpipe pollutant and CO2 emissions, a test is carried out on an additional vehicle (see Figure 4-1). | |
| 4.1.1.3.1.1.1.4. | In the case of periodically regenerating systems, the results shall be multiplied by the factor Ki obtained at the time when type-approval was granted. At the request of the manufacturer, testing may be carried out immediately after a regeneration has been completed. Figure 4-1 Pass/fail criteria for Type I, II and VII testing Text of image Test on three vehicles Computation of the test statistic According to the appropriate table does the test statistic agree with the criteria for failing the series ? Series Rejected According to the appropriate table does the test statistic agree with the criteria for passing the series ? Series Accepted Test of an additional vehicle | |
| 4.1.1.3.1.1.2. | Notwithstanding the environmental requirements set out in Article 23 and 24 of Regulation (EU) No 168/2013, the tests will be carried out on vehicles which have travelled a maximum distance of 100 km after first start at the production line. 4.1.1.3.1.1.2.1. However, at the request of the manufacturer, the tests will be carried out on vehicles which have been run in a maximum of 1 000 km. In this case, the running-in procedure will be conducted by the manufacturer, who shall undertake not to make any adjustments to those vehicles. 4.1.1.3.1.1.2.2. If the manufacturer asks to be allowed to conduct a running-in procedure (‘x’ km, where x ≤ 1 000 km), it may be carried out as follows: The tailpipe pollutant and CO2 emissions will be measured at maximum 100 km after first start on the production line and at ‘x’ km on the first tested vehicle (which can be the type-approval vehicle); The evolution coefficient (EC) of the emissions between 100 km and ‘x’ km will be calculated as follows: Equation 4-2: The value of EC may be less than 1. The subsequent vehicles will not be subjected to the running-in procedure, but their 100 km emissions will be modified by the EC. In this case, the values to be taken will be: The value at ‘x’ km for the first vehicle; The values at maximum 100 km multiplied by the evolution coefficient (EC) for the subsequent vehicles. 4.1.1.3.1.1.2.3. As an alternative to this procedure, the vehicle manufacturer can use a fixed EC of 0,92 and multiply all values of tailpipe pollutant and CO2 emissions measured at zero km by this factor. 4.1.1.3.1.1.2.4. Tests for conformity of production may be performed with a commercial fuel of which the C3/C4 ratio lies between those of the reference fuels referred to in Annex II(A1) to Regulation (EU) No 168/2013 in the case of LPG, or of which the Wobbe index lies between those of the extreme reference fuels in the case of NG or H2NG. In that case, a fuel analysis shall be presented to the approval authority. | |
| 4.1.1.3.1.1.2.1. | However, at the request of the manufacturer, the tests will be carried out on vehicles which have been run in a maximum of 1 000 km. In this case, the running-in procedure will be conducted by the manufacturer, who shall undertake not to make any adjustments to those vehicles. | |
| 4.1.1.3.1.1.2.2. | If the manufacturer asks to be allowed to conduct a running-in procedure (‘x’ km, where x ≤ 1 000 km), it may be carried out as follows: The tailpipe pollutant and CO2 emissions will be measured at maximum 100 km after first start on the production line and at ‘x’ km on the first tested vehicle (which can be the type-approval vehicle); The evolution coefficient (EC) of the emissions between 100 km and ‘x’ km will be calculated as follows: Equation 4-2: The value of EC may be less than 1. The subsequent vehicles will not be subjected to the running-in procedure, but their 100 km emissions will be modified by the EC. In this case, the values to be taken will be: The value at ‘x’ km for the first vehicle; The values at maximum 100 km multiplied by the evolution coefficient (EC) for the subsequent vehicles. | |
| 4.1.1.3.1.1.2.3. | As an alternative to this procedure, the vehicle manufacturer can use a fixed EC of 0,92 and multiply all values of tailpipe pollutant and CO2 emissions measured at zero km by this factor. | |
| 4.1.1.3.1.1.2.4. | Tests for conformity of production may be performed with a commercial fuel of which the C3/C4 ratio lies between those of the reference fuels referred to in Annex II(A1) to Regulation (EU) No 168/2013 in the case of LPG, or of which the Wobbe index lies between those of the extreme reference fuels in the case of NG or H2NG. In that case, a fuel analysis shall be presented to the approval authority. | |
| 4.1.1.3.2. | Conformity of production when manufacturer’s statistical data are available4.1.1.3.2.1. The following sections describe the procedure to be used to verify the tailpipe pollutant and CO2 emissions conformity of production requirements when the manufacturer’s production standard deviation is again satisfactory. 4.1.1.3.2.2. With a minimum sample size of three, the sampling procedure is set so that the probability of a lot passing a test with 40 % of the production defective is 0,95 (producer’s risk = 5 %), while the probability of a lot being accepted with 65 % of the production defective is 0,1 (consumer’s risk = 10 %). 4.1.1.3.2.3. The following procedure is used (see Figure 4-1): Let L be the natural logarithm of tailpipe pollutant emission limits set out in Annex VI(A) to Regulation (EU) No 168/2013 and the declared CO2 type-approval emission value: xi = the natural logarithm of the measurement for the i-th vehicle of the sample; s = an estimate of the production standard deviation (after calculating the natural logarithm of the measurements); n = the current sample number. 4.1.1.3.2.4. Compute for the sample, the test statistic quantifying the sum of the standardised deviations to the limit and defined as: Equation 4-3: 4.1.1.3.2.5. Then: 4.1.1.3.2.5.1. if the test statistic is greater than the pass decision number for the sample given in Table 4-1, a pass decision is reached; 4.1.1.3.2.5.2. if the test statistic is less than the fail decision number for the sample size given in Table 4-1, a fail decision is reached; 4.1.1.3.2.5.3. otherwise, an additional vehicle is tested according to Annex II(A) to Regulation (EU) No 168/2013 and the procedure is applied to the sample with one unit more. 4.1.1.3.2.5.4. Table 4-1 Pass/fail decision depending on sample size; conformity of production when manufacturer’s statistical data are available Sample Size (cumulative number of vehicles tested) Pass Decision No Fail Decision No (a) (b) (c) 3 3,327 -4,724 4 3,261 -4,79 5 3,195 -4,856 6 3,129 -4,922 7 3,063 -4,988 8 2,997 -5,054 9 2,931 -5,12 10 2,865 -5,185 11 2,799 -5,251 12 2,733 -5,317 13 2,667 -5,383 14 2,601 -5,449 15 2,535 -5,515 16 2,469 -5,581 17 2,403 -5,647 18 2,337 -5,713 19 2,271 -5,779 20 2,205 -5,845 21 2,139 -5,911 22 2,073 -5,977 23 2,007 -6,043 24 1,941 -6,109 25 1,875 -6,175 26 1,809 -6,241 27 1,743 -6,307 28 1,677 -6,373 29 1,611 -6,439 30 1,545 -6,505 31 1,479 -6,571 32 -2,112 -2,112 | |
| 4.1.1.3.2.1. | The following sections describe the procedure to be used to verify the tailpipe pollutant and CO2 emissions conformity of production requirements when the manufacturer’s production standard deviation is again satisfactory. | |
| 4.1.1.3.2.2. | With a minimum sample size of three, the sampling procedure is set so that the probability of a lot passing a test with 40 % of the production defective is 0,95 (producer’s risk = 5 %), while the probability of a lot being accepted with 65 % of the production defective is 0,1 (consumer’s risk = 10 %). | |
| 4.1.1.3.2.3. | The following procedure is used (see Figure 4-1): Let L be the natural logarithm of tailpipe pollutant emission limits set out in Annex VI(A) to Regulation (EU) No 168/2013 and the declared CO2 type-approval emission value: xi = the natural logarithm of the measurement for the i-th vehicle of the sample; s = an estimate of the production standard deviation (after calculating the natural logarithm of the measurements); n = the current sample number. | |
| xi | = | the natural logarithm of the measurement for the i-th vehicle of the sample; |
| s | = | an estimate of the production standard deviation (after calculating the natural logarithm of the measurements); |
| n | = | the current sample number. |
| 4.1.1.3.2.4. | Compute for the sample, the test statistic quantifying the sum of the standardised deviations to the limit and defined as: Equation 4-3: | |
| 4.1.1.3.2.5. | Then: 4.1.1.3.2.5.1. if the test statistic is greater than the pass decision number for the sample given in Table 4-1, a pass decision is reached; 4.1.1.3.2.5.2. if the test statistic is less than the fail decision number for the sample size given in Table 4-1, a fail decision is reached; 4.1.1.3.2.5.3. otherwise, an additional vehicle is tested according to Annex II(A) to Regulation (EU) No 168/2013 and the procedure is applied to the sample with one unit more. 4.1.1.3.2.5.4. Table 4-1 Pass/fail decision depending on sample size; conformity of production when manufacturer’s statistical data are available Sample Size (cumulative number of vehicles tested) Pass Decision No Fail Decision No (a) (b) (c) 3 3,327 -4,724 4 3,261 -4,79 5 3,195 -4,856 6 3,129 -4,922 7 3,063 -4,988 8 2,997 -5,054 9 2,931 -5,12 10 2,865 -5,185 11 2,799 -5,251 12 2,733 -5,317 13 2,667 -5,383 14 2,601 -5,449 15 2,535 -5,515 16 2,469 -5,581 17 2,403 -5,647 18 2,337 -5,713 19 2,271 -5,779 20 2,205 -5,845 21 2,139 -5,911 22 2,073 -5,977 23 2,007 -6,043 24 1,941 -6,109 25 1,875 -6,175 26 1,809 -6,241 27 1,743 -6,307 28 1,677 -6,373 29 1,611 -6,439 30 1,545 -6,505 31 1,479 -6,571 32 -2,112 -2,112 | |
| Sample Size (cumulative number of vehicles tested) | Pass Decision No | Fail Decision No |
| (a) | (b) | (c) |
| 3 | 3,327 | -4,724 |
| 4 | 3,261 | -4,79 |
| 5 | 3,195 | -4,856 |
| 6 | 3,129 | -4,922 |
| 7 | 3,063 | -4,988 |
| 8 | 2,997 | -5,054 |
| 9 | 2,931 | -5,12 |
| 10 | 2,865 | -5,185 |
| 11 | 2,799 | -5,251 |
| 12 | 2,733 | -5,317 |
| 13 | 2,667 | -5,383 |
| 14 | 2,601 | -5,449 |
| 15 | 2,535 | -5,515 |
| 16 | 2,469 | -5,581 |
| 17 | 2,403 | -5,647 |
| 18 | 2,337 | -5,713 |
| 19 | 2,271 | -5,779 |
| 20 | 2,205 | -5,845 |
| 21 | 2,139 | -5,911 |
| 22 | 2,073 | -5,977 |
| 23 | 2,007 | -6,043 |
| 24 | 1,941 | -6,109 |
| 25 | 1,875 | -6,175 |
| 26 | 1,809 | -6,241 |
| 27 | 1,743 | -6,307 |
| 28 | 1,677 | -6,373 |
| 29 | 1,611 | -6,439 |
| 30 | 1,545 | -6,505 |
| 31 | 1,479 | -6,571 |
| 32 | -2,112 | -2,112 |
| 4.1.1.3.3. | Conformity of production when manufacturer’s statistical data remain unsatisfactory or unavailable4.1.1.3.3.1. The following sections describe the procedure to be used to verify the tailpipe pollutant and CO2 emissions conformity of production requirements when the manufacturer’s evidence of production standard deviation is either unsatisfactory or unavailable. 4.1.1.3.3.2. With a minimum sample size of three, the sampling procedure is set so that the probability of a lot passing a test with 40 % of the production defective is 0,95 (producer’s risk = 5 %), while the probability of a lot being accepted with 65 % of the production defective is 0,1 (consumer’s risk = 10 %). 4.1.1.3.3.3. The measurement of tailpipe pollutant and CO2 emissions is considered to be log normally distributed and should first be transformed by taking the natural logarithms. Let mo and m denote the minimum and maximum sample sizes respectively (mo = 3 and m = 32) and let n denote the current sample number. 4.1.1.3.3.4. If the natural logarithms of the measurements in the series are x1, x2, …, xj and L is the natural logarithm of the pollutant emission limits set out in Annex VI(A) to Regulation (EU) No 168/2013 and the declared CO2 type-approval value, then define: Equations 4-4: 4.1.1.3.3.5. Table 4-2 below shows values of the pass (An) and fail (Bn) decision numbers against current sample number. The test statistic is the ratio and shall be used to determine whether the series has passed or failed as follows: for mo ≤ n ≤ m: 4.1.1.3.3.5.1. pass the series if ; 4.1.1.3.3.5.2. fail the series if ; 4.1.1.3.3.5.3. take another measurement if Table 4-2 Pass/fail decision depending on sample size; conformity of production when manufacturer’s statistical data are unsatisfactory or unavailable Sample Size (cumulative number of vehicles tested) Pass Decision No An Fail Decision No Bn (a) (b) (c) 3 0,80380 16,64743 4 0,76339 7,68627 5 0,72982 4,67136 6 0,69962 3,25573 7 0,67129 2,45431 8 0,64406 1,94369 9 0,61750 1,59105 10 0,59135 1,33295 11 0,56542 1,13566 12 0,53960 0,97970 13 0,51379 0,85307 14 0,48791 0,74801 15 0,46191 0,65928 16 0,43573 0,58321 17 0,40933 0,51718 18 0,38266 0,45922 19 0,35570 0,40788 20 0,32840 0,36203 21 0,30072 0,32078 22 0,27263 0,28343 23 0,24410 0,24943 24 0,21509 0,21831 25 0,18557 0,18970 26 0,15550 0,16328 27 0,12483 0,13880 28 0,09354 0,11603 29 0,06159 0,09480 30 0,02892 0,07493 31 0,00449 0,05629 32 0,03876 0,03876 4.1.1.3.3.6. RemarksThe following recursive formulae are useful for computing successive values of the test statistic: Equations 4-5: (n = 2, 3, …; ; v1 = 0) | |
| 4.1.1.3.3.1. | The following sections describe the procedure to be used to verify the tailpipe pollutant and CO2 emissions conformity of production requirements when the manufacturer’s evidence of production standard deviation is either unsatisfactory or unavailable. | |
| 4.1.1.3.3.2. | With a minimum sample size of three, the sampling procedure is set so that the probability of a lot passing a test with 40 % of the production defective is 0,95 (producer’s risk = 5 %), while the probability of a lot being accepted with 65 % of the production defective is 0,1 (consumer’s risk = 10 %). | |
| 4.1.1.3.3.3. | The measurement of tailpipe pollutant and CO2 emissions is considered to be log normally distributed and should first be transformed by taking the natural logarithms. Let mo and m denote the minimum and maximum sample sizes respectively (mo = 3 and m = 32) and let n denote the current sample number. | |
| 4.1.1.3.3.4. | If the natural logarithms of the measurements in the series are x1, x2, …, xj and L is the natural logarithm of the pollutant emission limits set out in Annex VI(A) to Regulation (EU) No 168/2013 and the declared CO2 type-approval value, then define: Equations 4-4: | |
| 4.1.1.3.3.5. | Table 4-2 below shows values of the pass (An) and fail (Bn) decision numbers against current sample number. The test statistic is the ratio and shall be used to determine whether the series has passed or failed as follows: for mo ≤ n ≤ m: 4.1.1.3.3.5.1. pass the series if ; 4.1.1.3.3.5.2. fail the series if ; 4.1.1.3.3.5.3. take another measurement if Table 4-2 Pass/fail decision depending on sample size; conformity of production when manufacturer’s statistical data are unsatisfactory or unavailable Sample Size (cumulative number of vehicles tested) Pass Decision No An Fail Decision No Bn (a) (b) (c) 3 0,80380 16,64743 4 0,76339 7,68627 5 0,72982 4,67136 6 0,69962 3,25573 7 0,67129 2,45431 8 0,64406 1,94369 9 0,61750 1,59105 10 0,59135 1,33295 11 0,56542 1,13566 12 0,53960 0,97970 13 0,51379 0,85307 14 0,48791 0,74801 15 0,46191 0,65928 16 0,43573 0,58321 17 0,40933 0,51718 18 0,38266 0,45922 19 0,35570 0,40788 20 0,32840 0,36203 21 0,30072 0,32078 22 0,27263 0,28343 23 0,24410 0,24943 24 0,21509 0,21831 25 0,18557 0,18970 26 0,15550 0,16328 27 0,12483 0,13880 28 0,09354 0,11603 29 0,06159 0,09480 30 0,02892 0,07493 31 0,00449 0,05629 32 0,03876 0,03876 | |
| Sample Size (cumulative number of vehicles tested) | Pass Decision No An | Fail Decision No Bn |
| (a) | (b) | (c) |
| 3 | 0,80380 | 16,64743 |
| 4 | 0,76339 | 7,68627 |
| 5 | 0,72982 | 4,67136 |
| 6 | 0,69962 | 3,25573 |
| 7 | 0,67129 | 2,45431 |
| 8 | 0,64406 | 1,94369 |
| 9 | 0,61750 | 1,59105 |
| 10 | 0,59135 | 1,33295 |
| 11 | 0,56542 | 1,13566 |
| 12 | 0,53960 | 0,97970 |
| 13 | 0,51379 | 0,85307 |
| 14 | 0,48791 | 0,74801 |
| 15 | 0,46191 | 0,65928 |
| 16 | 0,43573 | 0,58321 |
| 17 | 0,40933 | 0,51718 |
| 18 | 0,38266 | 0,45922 |
| 19 | 0,35570 | 0,40788 |
| 20 | 0,32840 | 0,36203 |
| 21 | 0,30072 | 0,32078 |
| 22 | 0,27263 | 0,28343 |
| 23 | 0,24410 | 0,24943 |
| 24 | 0,21509 | 0,21831 |
| 25 | 0,18557 | 0,18970 |
| 26 | 0,15550 | 0,16328 |
| 27 | 0,12483 | 0,13880 |
| 28 | 0,09354 | 0,11603 |
| 29 | 0,06159 | 0,09480 |
| 30 | 0,02892 | 0,07493 |
| 31 | 0,00449 | 0,05629 |
| 32 | 0,03876 | 0,03876 |
| 4.1.1.3.3.6. | RemarksThe following recursive formulae are useful for computing successive values of the test statistic: Equations 4-5: (n = 2, 3, …; ; v1 = 0) | |
| 4.1.1.3.4. | The type-approval authorities issuing the approval may at any time verify the methods applied in each production unit. | |
| 4.1.1.3.5. | In every inspection, the records of tests and production monitoring shall be communicated to the visiting inspector. | |
| 4.1.1.3.6. | The inspector may select at random the samples to be tested in the manufacturer’s laboratory. The minimum number of samples may be determined on the basis of the results of the manufacturer’s own checks. | |
| 4.1.1.3.7. | When the quality standard does not seem satisfactory or when it seems necessary to verify the validity of the tests conducted under point 9.4.2.2, the inspector shall collect samples to be sent to the technical service which carried out the approval tests. | |
| 4.1.1.3.8. | The type-approval authorities may carry out all the tests prescribed in this Annex. | |
| 4.1.1.4. | Vehicles powered by a hybrid electric powertrainAs a general rule, measures to ensure the conformity of production with regard to tailpipe pollutant and CO2 emissions, electric energy consumption and electric range from hybrid electric vehicles is checked on the basis of the description in the type-approval certificate conforming to the model in Article 30(2) of Regulation (EU) No 168/2013. Checks on production conformity are based on an assessment made by the approval authority of the manufacturer’s auditing procedure in order to ensure conformity of the vehicle type with respect to the emission of tailpipe pollutant and CO2 emissions, electric energy consumption and range. If the authority is not satisfied with the standard of the manufacturer’s auditing procedure, it may require that verification tests be carried out on vehicles in production. Conformity for tailpipe pollutant and CO2 emissions is checked using the statistical procedures described in points 4.1.1.3.1 to 4.1.1.3.3. Vehicles are tested according to the procedure described in Annex II(A) to Regulation (EU) No 168/2013. | |
| 4.1.1.5. | Replacement pollution control devices4.1.1.5.1. In order to test conformity as required above, a sample replacement pollution control device shall be taken from the production line of the type-approved vehicle. 4.1.1.5.2. Production will be regarded as being in conformity with the provisions of this Annex if a representative parent vehicle equipped with a pollution control device randomly selected from the production line complies with the applicable requirements set out in Article 23 of Regulation (EU) No 168/2013 on environmental performance. The performance of the propulsion fitted to the representative parent vehicle shall be measured according to Annex II(A) to Regulation (EU) No 168/2013 and shall not exceed the propulsion unit performance of the original pollution control device it replaces. | |
| 4.1.1.5.1. | In order to test conformity as required above, a sample replacement pollution control device shall be taken from the production line of the type-approved vehicle. | |
| 4.1.1.5.2. | Production will be regarded as being in conformity with the provisions of this Annex if a representative parent vehicle equipped with a pollution control device randomly selected from the production line complies with the applicable requirements set out in Article 23 of Regulation (EU) No 168/2013 on environmental performance. The performance of the propulsion fitted to the representative parent vehicle shall be measured according to Annex II(A) to Regulation (EU) No 168/2013 and shall not exceed the propulsion unit performance of the original pollution control device it replaces. | |
| 4.1.1.6. | Actions to be taken in case of non-conformity of productionIf, during inspections, non-conformity is observed, the approval authority shall ensure that all necessary steps are taken to re-establish conformity of production as soon as possible. | |
| 4.1.1.7. | Penalties for non-conformities of production4.1.1.7.1. The approval granted in respect of a vehicle type may be withdrawn if the requirements in point 4.1.1.1 are not complied with. 4.1.1.7.2. If a Member State withdraws an approval it has previously granted, it shall forthwith notify the other Member States. | |
| 4.1.1.7.1. | The approval granted in respect of a vehicle type may be withdrawn if the requirements in point 4.1.1.1 are not complied with. | |
| 4.1.1.7.2. | If a Member State withdraws an approval it has previously granted, it shall forthwith notify the other Member States. | |
| 4.1.4. | Conformity of production (CoP) requirements regarding maximum design vehicle speed, maximum torque, maximum continuous rated power and maximum peak power4.1.4.1. Maximum vehicle speed measurement tolerances during conformity of production (CoP) testing During a production conformity check, the maximum design vehicle speed may differ by ± 5 % from the value determined during the type-approval test. 4.1.4.2. Maximum torque, maximum continuous rated power, maximum net power and maximum peak power tolerances during CoP testing Table 4-3 Measurement tolerance on maximum torque, maximum continuous rated power, maximum net power and maximum peak power dependent on measured power Measured power Acceptable tolerance on maximum torque, maximum continuous rated power, maximum net power and maximum peak power < 1 kW ≤ 20 % 1 kW < measured power < 11 kW ≤ 10 % > 11 kW ≤ 5 % | |
| --- | --- | |
| Measured power | Acceptable tolerance on maximum torque, maximum continuous rated power, maximum net power and maximum peak power | |
| < 1 kW | ≤ 20 % | |
| 1 kW < measured power < 11 kW | ≤ 10 % | |
| > 11 kW | ≤ 5 % |
4.1.5. The mass in running order of an L-category vehicle may deviate from the nominal value by no more than 8 % as regards the permissible lower and upper deviations, which is the negative and positive deviation around the declared nominal value of up to and including the mass in running order thresholds referred to in Annex I to Regulation (EU) No 168/2013.
5. Review of the acceptable tolerances of the mass in running order
Irrespective of whether point 4 applies, Member States shall provide by 31 December 2019 to the Commission the statistics on the actual observed tolerances on the mass in running order when monitoring conformity of production. The statistics shall contain the mass in running order measured at type-approval and any positive or negative measured variation as a percentage of this type-approved mass in running order, observed during conformity of production assessment on the production line. Based on this data the Commission will assess whether or not it will be necessary to revisit the maximum allowable tolerance percentage laid down in point 4.1.5.
ANNEX V
Requirements applying to coupling devices and attachments
1. Scope
1.1.This Annex applies to coupling devices and attachments for L-category vehicles, if fitted.
1.2.This Annex states the requirements which coupling devices for L-category vehicles shall satisfy in order to:
1.2.1. Ensure compatibility when combining L-category vehicles with different types of trailers;
1.2.2. Ensure the safe coupling of the vehicle and trailer under all conditions of use;
1.2.3. Ensure safe procedures for coupling and uncoupling.
2. General requirements
2.1.The coupling devices for L-category vehicles shall be manufactured and attached in accordance with good engineering practice, and shall be safe to operate. They may be approved as separate technical units under this Regulation or approved under UNECE regulation No 55 (1).
2.2.The coupling devices shall be so designed and manufactured that in normal use, with proper maintenance and the timely replacement of wearing parts, they will continue to function satisfactorily.
2.3.Every coupling device shall be accompanied by installation and operating instructions giving sufficient information for a competent person to install it on the vehicle and operate it properly. The instructions shall be in the official language or languages of the Member State in which the coupling device will be offered for sale.
2.4.The materials that may be used are those for which the properties relevant to the application are laid down in a standard or those for which the properties are given in the application documentation.
2.5.All parts of the coupling devices the failure of which could result in separation of the two vehicles shall be made of steel. Other materials may be used provided equivalence has been demonstrated by the manufacturer to the satisfaction of the technical service.
2.6.All couplings shall be designed for positive mechanical engagement, and the closed position shall be secured at least once by positive mechanical engagement.
2.7.If equipped with a coupling device, a coupling ball as specified in accordance with Appendix 1, Figure Ap1-1 shall be used on an L-category vehicle. The coupling type shall be chosen and positioned to allow maximum compatibility with a range of trailer types. However, a device other than such a coupling ball may be used, provided the requirements of point 2.8 are met and that the compatibility and interchangeability of trailers is neither necessary nor possible (dedicated combinations).
2.8.Coupling devices shall be designed so as to meet the requirements for case of operation, position, mobility and strength in line with points 2.9, 2.10, 2.11 and points 3, 4 and 5.
2.9.The coupling devices shall be designed and attached so as to achieve maximum safety according to good engineering practice; this also applies to the operation of the coupling.
2.10.It shall be possible for one person safely to couple and uncouple the vehicles without the use of tools.
2.11.It shall be possible to operate the detachable coupling devices easily by hand and without the use of tools.
2.12.When placing products on the market, manufacturers of coupling devices or vehicles shall provide the consumer with guidelines and information in all official languages regarding the impact on driveability of driving an L-category vehicle with a trailer.
3. Requirements for position
3.1.Coupling devices attached to the vehicles shall ensure unhindered and safe operation.
3.2.Coupling balls attached to the vehicles shall correspond to the geometric conditions specified in figure Ap1-2 of Appendix 1.
3.3.The height of the coupling point of a coupling device other than a coupling ball shall correspond to the height of the coupling point of the drawbar of the trailer within a range of ± 35 mm, provided the trailer is in a horizontal position.
3.4.The shape and dimensions of the towing brackets shall correspond to the vehicle manufacturer’s requirements with respect to fixing points and any additional mounting devices required.
3.5.The requirements of the vehicle manufacturer with regard to the type of the coupling device, the permissible mass of the trailer and the permissible static vertical load imposed at the coupling point shall be observed.
3.6.The mounted coupling device shall not obscure the visibility of the rear licence plate and/or lighting components; otherwise a coupling device shall be used which can be dismantled without special tools.
3.7.Manufacturers of towing brackets shall incorporate attachment points to which either secondary couplings or devices necessary to enable the trailer to be stopped automatically in the event of separation of the main coupling, may be attached.
3.7.1. The attachment points for a secondary coupling and/or breakaway cable shall be positioned such that when in use, the secondary coupling or breakaway cable does not restrict the normal articulation of the coupling or interfere with the normal inertia braking system operation.
3.7.2. A single attachment point shall be positioned within 100 mm of a vertical plane passing through the centre of articulation of the coupling. If this is not practicable, two attachment points shall be provided, one on each side of the vertical centre line and equidistant from the centre line by a maximum of 250 mm. The attachment point(s) shall be as rearward and as high as practicable.
4. Requirements for articulation
4.1.The following articulation shall be possible with the coupling device not attached to the vehicle:
4.1.1. An angle of free vertical pitch of 20° above and below the horizontal centre line at all angles of horizontal rotation up to at least 90° each side of the longitudinal centre line of the device.
4.1.2. At all angles of horizontal rotation up to 90° each side of the longitudinal centre line of the device, there shall be an angle of free axial roll each side of the vertical centre line of 25° for three- and four-wheel vehicles or 40° for two-wheel vehicles.
4.2.At all angles of horizontal rotation the following combinations of articulation shall be possible:
4.2.1. In the case of two-wheel vehicles, except where the device is used with one-wheel trailers which tilt with the two-wheel vehicle: 4.2.1.1. Vertical pitch of ± 15° with axial roll of ± 40°; 4.2.1.2. Axial roll of ± 30° with vertical pitch of ± 20°;
4.2.2. In the case of three-wheel vehicles or quadricycles: 4.2.2.1. Vertical pitch of ± 15° with axial roll of ± 25°; 4.2.2.2. Axial roll of ± 10° with vertical pitch of ± 20°.
4.3.It shall be possible to couple and uncouple coupling balls when the longitudinal axis of the coupling ball in relation to the centre line of the coupling ball and mounting:
4.3.1. Is horizontally β = 60° right or left;
4.3.2. Is vertically α = 10° up or down;
4.3.3. Is axially rotated 10° right or left.
5. Requirements for strength
5.4. The testing requirements in point 5.3.1 shall be also applicable to coupling devices other than coupling balls.
6. Coupling heads
6.1.Coupling heads shall be designed so that they can be used safely with the coupling balls described in Figure Ap 1-1 of Appendix 1.
6.2.Coupling heads intended to be fitted to unbraked trailers, shall be fitted with a secondary coupling device or at least attachment point(s) to permit the connection of a secondary coupling device(s). The attachment point(s) shall be positioned such that when in use, the secondary coupling device(s) does not restrict the normal articulation of the coupling.
6.3.An endurance test shall be performed with an alternating test force and a static test (lifting test) on each test sample.
6.4.The dynamic test shall be performed with a suitable coupling ball of appropriate strength. On the test rig, the coupling head and ball shall be arranged as instructed by the manufacturer and in a way corresponding to their attachment in a vehicle. There shall be no possibility of extra forces in addition to the test force acting on the sample. The test force shall be applied along a line passing through the centre of the ball and inclined downwards to the rear at 15° (see figure Ap3-1 of Appendix 3). An endurance test shall be performed on a test sample with the following test force:
Equation 3-3:
6.5.The coupling ball used for the test shall have a diameter of 49 – 0+0;13 mm in order to represent a worn coupling ball. The lifting force FA shall be increased smoothly and quickly to a value of:
Equation 3-4:
and held for 10 seconds, where:
6.6.If coupling devices other than coupling balls are used, the coupling head shall be tested, as applicable, in accordance with the relevant requirements of UNECE regulation No 55.
Appendix 1
Specification for dimensions of a coupling ball if fitted on L-category vehicles
1.The coupling ball system for trailers does not exclude the use of other systems (e.g. cardan couplings); however, if a ball-coupling system is used, this system shall correspond to the specification laid down in Ap1-1.
1.1.
Figure Ap1-1
Ball coupling dimensions
1.1.1.The connecting radius between the ball and the neck is tangential both to the neck and to the lower horizontal surface of the coupling ball.
1.1.2.Refer to ISO/R 468:1982 and ISO 1302:2002; the roughness number N9 refers to a Ra value of 6,3 μm.
1.2.
Figure Ap1-2
Clearing space for coupling balls
Comments:
(1)350-420 mm measured at the maximum permissible vehicle mass = T;
(2)min. = minimum distance, max. = maximum distance.
Appendix 2
Specifications for dynamic test of coupling ball and towing bracket
Appendix 3
Specifications for dynamic test on coupling head
ANNEX VI
Requirements applying to devices to prevent unauthorised use
1. Requirements
1.1.‘Type of vehicle with regard to devices to prevent unauthorised use’ means a category of vehicles which do not differ in such essential respects as the design characteristics of the protective device preventing the unauthorised use of the vehicle;
1.2.Vehicles of categories L1e with a mass in running order > 35 kg, L2e, L3e, L4e and L5e which are fitted with handlebars shall meet all the relevant requirements of UNECE regulation No 62 (2).
1.2.1.Vehicles of categories L1e, L2e, L3e, L4e and L5e which are not fitted with handlebars shall meet all the relevant requirements of UNECE regulation No 18 (3) as prescribed for vehicle category N2.
1.3.Vehicles of category L6e which are fitted with handlebars shall meet all the relevant requirements of UNECE regulation No 62, as prescribed for vehicle category L2e.
1.3.1.Vehicles of category L6e which are not fitted with handlebars shall meet all the relevant requirements of UNECE regulation No 18, as prescribed for vehicle category N2.
1.4.Vehicles of category L7e which are fitted with handlebars shall meet all the relevant requirements of UNECE regulation No 62, as prescribed for vehicle category L5e.
1.4.1.Vehicles of category L7e which are not fitted with handlebars shall meet all the relevant requirements of UNECE regulation No 18, as prescribed for vehicle category N2.
ANNEX VII
Requirements applying to electromagnetic compatibility (EMC)
1. Requirements
1.1.‘Type of vehicle with regard to electromagnetic compatibility’ means a category of vehicles which do not differ in such essential respects as the design characteristics of the electronic components, spark-plugs and their wire harnesses, and their method of attachment and location on the vehicle;
1.2.Vehicles of categories L1e, L2e, L3e, L4e, L5e, L6e and L7e shall meet all the relevant requirements of UNECE regulation No 10 (4).
ANNEX VIII
Requirements applying to external projections
1. Requirements applying to two-wheel mopeds and two-wheel motorcycles with or without side-car
1.1.1.1.Vehicles shall incorporate no pointed, sharp or protruding parts, pointing outwards, of such a shape, dimension, angle of direction and hardness that they increase the risk or seriousness of body lesions and lacerations suffered by any person struck or grazed by the vehicle in the event of an accident. Vehicles shall be designed so that parts and edges with which vulnerable road users such as pedestrians are likely to come into contact in the event of an accident comply with the requirements in points 1 to 1.3.8.
1.1.1.2.All contactable projections or edges which are made of or covered with material such as soft rubber or soft plastic having a hardness of less than 60 Shore (A) are considered to meet the requirements in points 1.3 to 1.3.8. The hardness measurement shall be carried out with the material fitted to the vehicle as intended.
1.1.2.1.Vehicles shall be assessed in accordance with the provisions in points 1.2 to 1.2.4.1.
1.1.2.2.In the case of vehicles fitted with a form of structure or panels intended to partially or fully enclose the rider, passenger or luggage or to cover certain vehicle components, the vehicle manufacturer may as an alternative choose to apply the relevant requirements of UNECE regulation No 26 (5) as prescribed for vehicle category M1, covering either specific external projections or the full external surface of the vehicle. In such cases, particular attention shall be given to the required radii whereas the amount of projection of handles, hinges, push-buttons and aerials do not need to be checked.
The relevant external projections assessed in conformity with this clause shall be clearly identified in the information document and any remaining external surface shall comply with the requirements of points 1. to 1.3.8.
1.1.3.1.When the side-car is connected to the motorcycle, either permanently or in a detachable way, the space between the motorcycle and the side-car is exempted from assessment (see Figure 8-1).
Figure 8-1
Top-down view of category L4e motorcycle with side-car
1.1.3.2.If the side-car can be detached from the motorcycle so that the motorcycle can be used without it, the motorcycle itself shall fulfil the requirements for solo motorcycles in points 1 to 1.3.8.
1.2.1. A testing device conforming to the specifications laid down by Figure Ap1-1 in Appendix 1 shall be used to check the external projections of the vehicle.
— plate edges shall have a radius of curvature of at least 0,5 mm.
Structure, fairings, bodywork, etc.:
— corners shall have a radius of curvature of at least 3,0 mm. A ‘corner’ means the three-dimensional shape of a surface which is not a plate edge or a stem.
1.3.1.1.1. The radii on corners and plate edges shall be determined at the point(s) of contact with the testing device and there shall be a smooth transition to a smaller radius, if any, in the direction where contact between the testing device and corner or edge no longer occurs.
— stems or similar parts shall have an overall diameter of at least 10 mm;
— the edges on the end of a stem shall have a radius of curvature of at least 2,0 mm.
1.3.1.2.1. The radii on edges on the end of a stem shall be determined at the point(s) of contact with the testing device and may be progressively less around the full circumference of the stem end.
— plate edges shall have a radius of curvature of at least 2,0 mm;
Structure, fairings, bodywork, etc.:
— corners shall have a radius of curvature of at least 2,0 mm.
1.3.2.1.1. The radii on corners and plate edges shall be determined at the point(s) of contact with the testing device and shall be continued or progressively less in the directions where contact between the testing device and corner or edge no longer occurs.
— stems or similar parts shall have an overall diameter of at least 20 mm;
— however, a stem or a similar part may have an overall diameter of less than 20 mm, provided that its projection is less than half of its overall diameter;
— the edges on the end of a stem shall have a radius of curvature of at least 2,0 mm.
1.3.2.2.1. The radii on edges on the end of a stem shall be determined at the point(s) of contact with the testing device and may be progressively less around the full circumference of the stem end.
1.3.8. Outward pointed and protruding parts of the vehicle in its normal and upright position which are not contacted by the testing device, but which could increase the risk or seriousness of body lesions and lacerations as a result of any contact with a person being struck in a collision, shall be blunted.
2. Requirements applying to three-wheel vehicles and quadricycles
2.1.1. Vehicles of categories L2e, L5e, L6e and L7e shall meet the following general requirements. 2.1.1.1.Vehicles shall incorporate no pointed, sharp or protruding parts, pointing outwards, of such a shape, dimension, angle of direction and hardness that they increase the risk or seriousness of body lesions and lacerations suffered by any person struck or grazed by the vehicle in the event of an accident. Vehicles shall be designed in such a way that parts and edges with which vulnerable road users such as pedestrians are likely to come into contact in the event of an accident comply with the requirements in points 2.1.2 to 2.1.2.1.4.
2.1.2. 2.1.2.1.Vehicles shall meet all the relevant requirements of UNECE regulation No 26 as prescribed for vehicle category M1. 2.1.2.1.1.However, bearing in mind the variety of forms of construction of these categories of vehicle, and whether or not the vehicle is equipped with a device for reversing, the vehicle manufacturer may, as an alternative to the requirements in point 2.1.2.1, choose to apply the requirements of points 1.1 to 1.1.2.1 and points 1.2 to 1.3.8, as prescribed for vehicles of categories L1e and L3e, covering specific external projections (e.g. of front forks, wheels, fenders, mud guards and fairings and the rear section of vehicles not equipped with a device for reversing) of the vehicle to be type-approved, in agreement with the technical service and approval authority (e.g. for a type of vehicle which has the overall appearance of a motorcycle, but which is equipped with three wheels classifying it as an L5e category vehicle). The relevant external projections assessed in conformity with this clause shall be clearly identified in the information document and any remaining external surface shall comply with the requirements of points 2 to 2.1.2.1.4. In accordance with the first subparagraph, some portions of the kinds of vehicle concerned may be assessed with the external projections testing device (see Appendix 1) and the remaining portions shall be assessed with the sphere measuring 100 mm in diameter (see UNECE Regulation No 26). In such cases, particular attention shall be given to the required radii whereas the amount of projection of handles, hinges, push-buttons and aerials does not need to be checked. 2.1.2.1.2.Where vehicles are fitted with a form of structure or panels intended to partially or fully enclose the rider, passenger or luggage or to cover certain vehicle components and parts of the external surface cannot be assessed appropriately by application of point 2.1.2.1.1 (e.g. as regards the roof, roof pillars, doors, door handles, glazing, bonnet top, trunk lid, opening buttons, load platforms), these remaining external projections shall comply with all the relevant requirements of UNECE regulation No 26 as prescribed for vehicle category M1. 2.1.2.1.3.In case of vehicles of categories L2e-U, L5e-B, L6e-BU and L7e-CU, the edges which can be contacted in accordance with the provisions laid down above and which are located behind the rear bulkhead, or where no rear bulkhead is present a vertical transverse plane passing through a point located 50 cm behind the R-point of the most rearward seating position, shall at least be blunted when their projection is 1,5 mm or more. 2.1.2.1.4.Compliance with the requirements shall be checked without any registration plate affixed to the vehicle and any registration plate space or surface shall thus not be exempted from assessment.
Appendix 1
Testing device
1. External projections testing device
1.1. Figure Ap1-1 Diagram of the testing device
2. Procedure for use
Reading this document does not replace reading the official text published in the Official Journal of the European Union. We assume no responsibility for any inaccuracies arising from the conversion of the original to this format.
This text is published under EUR-Lex's own terms of reuse, not a Legalize or public-domain licence.
EUR-Lex
Creative Commons Attribution 4.0 International (CC BY 4.0)
© European Union, https://eur-lex.europa.eu — Source: EUR-Lex (Publications Office of the European Union). Reused under the Creative Commons Attribution 4.0 International (CC BY 4.0) licence. Only EU legislation published in the printed Official Journal of the European Union is deemed authentic; consolidated texts are reproduced here for documentation purposes and have been reformatted to Markdown.