LegalizeCommission Delegated Regulation (EU) No 134/2014 of 16 December 2013 supplementing Regulation (EU) No 168/2013 of the European Parliament and of the Council with regard to environmental and propulsion unit performance requirements and amending Annex V thereof Text with EEA relevance
COMMISSION DELEGATED REGULATION (EU) No 134/2014 of 16 December 2013 supplementing Regulation (EU) No 168/2013 of the European Parliament and of the Council with regard to environmental and propulsion unit performance requirements and amending Annex V thereof (Text with EEA relevance)
CHAPTER I
SUBJECT MATTER AND DEFINITIONS
Article 1
Subject matter
This Regulation establishes the detailed technical requirements and test procedures regarding environmental and propulsion unit performance for the approval of L-category vehicles and the systems, components and separate technical units intended for such vehicles in accordance with Regulation (EU) No 168/2013 and sets out a list of UNECE regulations and amendments thereto.
Article 2
Definitions
The definitions of Regulation (EU) No 168/2013 shall apply. In addition, the following definitions shall apply:
(1) ‘WMTC stage 1’ refers to the World harmonised Motorcycle Test Cycle laid down in UNECE Global Technical Regulation No 2 (1) used as alternative type I emission test cycle to the European Driving Cycle as of 2006 for category L3e motorcycle types;
(2) ‘WMTC stage 2’ refers to the World harmonised Motorcycle Test Cycle laid down in the amended UNECE Global Technical Regulation No 2 (2) which is used as compulsory type I emission test cycle in the approval of Euro 4 compliant (sub-)categories L3e, L4e, L5e-A and L7e-A vehicles;
(3) ‘WMTC stage 3’ refers to the revised WMTC referred to in Annex VI(A) of Regulation (EU) No 168/2013 and is equal to the World harmonised Motorcycle Test Cycle laid down in the amended UNECE Global Technical Regulation No 2 (3) and adapted for vehicles with a low maximum design vehicle speed, which is used as the compulsory type I emission test cycle in the approval of Euro 5 compliant L-category vehicles;
(4) ‘maximum design vehicle speed’ means the maximum speed of the vehicle determined in accordance with Article 15 of this Regulation;
(5) ‘exhaust emissions’ means tailpipe emissions of gaseous pollutants and particulate matter;
(6) ‘particulate filter’ means a filtering device fitted in the exhaust system of a vehicle to reduce particulate matter from the exhaust flow;
(7) ‘properly maintained and used’ means that when selecting a test vehicle it satisfies the criteria with regard to a good level of maintenance and normal use according to the recommendations of the vehicle manufacturer for acceptance of such a test vehicle;
(8) ‘fuel requirement’ by the engine means the type of fuel normally used by the engine: (a) petrol (E5); (b) liquefied petroleum gas (LPG); (c) NG/biomethane (natural gas); (d) either petrol (E5) or LPG; (e) either petrol (E5) or NG/biomethane; (f) diesel fuel (B5); (g) mixture of ethanol (E85) and petrol (E5) (flex fuel); (h) mixture of biodiesel and diesel (B5) (flex fuel); (i) hydrogen (H2) or a mixture (H2NG) of NG/biomethane and hydrogen; (j) either petrol (E5) or hydrogen (bi-fuel);
(9) ‘environmental performance type-approval’ of a vehicle means the approval of a vehicle type, variant or version with regard to the following conditions: (a) complying with Parts A and B of Annex V to Regulation (EU) No 168/2013; (b) falling into one propulsion family according to the criteria set out in Annex XI;
(10) ‘vehicle type with regard to environmental performance’ means a set of L-category vehicles which do not differ in the following: (a) the equivalent inertia determined in relation to the reference mass, in accordance with Appendices 5, 7 or 8 to Annex II; (b) the propulsion characteristics set out in Annex XI regarding propulsion family;
(11) ‘periodically regenerating system’ means a pollution control device such as a catalytic converter, particulate filter or any other pollution control device that requires a periodical regeneration process in less than 4 000 km of normal vehicle operation;
(12) ‘alternative fuel vehicle’ means a vehicle designed to run on at least one type of fuel that is either gaseous at atmospheric temperature and pressure, or substantially non-mineral oil derived;
(13) ‘flex fuel H2NG vehicle’ means a flex fuel vehicle designed to run on different mixtures of hydrogen and natural gas or biomethane;
(14) ‘parent vehicle’ means a vehicle that is representative of a propulsion family set out in Annex XI;
(15) ‘pollution-control device type’ means a category of pollution-control devices that are used to control pollutant emissions and that do not differ in their essential environmental performance and design characteristics;
(16) ‘catalytic converter’ means an emission pollution-control device which converts toxic by-products of combustion in the exhaust of an engine to less toxic substances by means of catalysed chemical reactions;
(17) ‘catalytic converter type’ means a category of catalytic converters that do not differ as regards the following: (a) number of coated substrates, structure and material; (b) type of catalytic activity (oxidising, three-way, or of another type of catalytic activity); (c) volume, ratio of frontal area and substrate length; (d) catalytic converter material content; (e) catalytic converter material ratio; (f) cell density; (g) dimensions and shape; (h) thermal protection; (i) an inseparable exhaust manifold, catalytic converter and muffler integrated in the exhaust system of a vehicle or separable exhaust system units that can be replaced;
(18) ‘reference mass’ means the mass in running order of the L-category vehicle determined in accordance with Article 5 of Regulation (EU) No 168/2013 increased with the mass of the driver (75 kg) and if applicable plus the mass of the propulsion battery;
(19) ‘drive train’ means the part of the powertrain downstream of the output of the propulsion unit(s) that consists if applicable of the torque converter clutches, the transmission and its control, either a drive shaft or belt drive or chain drive, the differentials, the final drive, and the driven wheel tyre (radius);
(20) ‘stop-start system’ means automatic stop and start of the propulsion unit to reduce the amount of idling, thereby reducing fuel consumption, pollutant and CO2 emissions of the vehicle;
(21) ‘powertrain software’ means a set of algorithms concerned with the operation of data processing in powertrain control units, propulsion control units or drive-train control units, containing an ordered sequence of instructions that change the state of the control units;
(22) ‘powertrain calibration’ means the application of a specific set of data maps and parameters used by the control unit’s software to tune the vehicle’s powertrain, propulsion or drive train unit(s)’s control;
(23) ‘powertrain control unit’ means a combined control unit of combustion engine(s), electric traction motors or drive train unit systems including the transmission or the clutch;
(24) ‘engine control unit’ means the on-board computer that partly or entirely controls the engine or engines of the vehicle;
(25) ‘drive train control unit’ means the on-board computer that partly or entirely controls the drive train of the vehicle;
(26) ‘sensor’ means a converter that measures a physical quantity or state and converts it into an electric signal that is used as input to a control unit;
(27) ‘actuator’ means a converter of an output signal from a control unit into motion, heat or other physical state in order to control the powertrain, engine(s) or drive train;
(28) ‘carburettor’ means a device that blends fuel and air into a mixture that can be combusted in a combustion engine;
(29) ‘scavenging port’ means a connector between crankcase and combustion chamber of a two-stroke engine through which the fresh charge of air, fuel and lubrication oil mixture enters the combustion chamber;
(30) ‘air intake system’ means a system composed of components allowing the fresh-air charge or air-fuel mixture to enter the engine and includes, if fitted, the air filter, intake pipes, resonator(s), the throttle body and the intake manifold of an engine;
(31) ‘turbocharger’ means an exhaust gas turbine-powered centrifugal compressor boosting the amount of air charge into the combustion engine, thereby increasing propulsion unit performance;
(32) ‘super-charger’ means an intake air compressor used for forced induction of a combustion engine, thereby increasing propulsion unit performance;
(33) ‘fuel cell’ means a converter of chemical energy from hydrogen into electric energy for propulsion of the vehicle;
(34) ‘crankcase’ means the spaces in or external to an engine which are connected to the oil sump by internal or external ducts through which gases and vapour can escape;
(35) ‘permeability test’ means testing of the losses through the walls of the non-metallic fuel storage and preconditioning the non-metallic fuel storage material prior to fuel storage testing in accordance with Number C8 of Annex II to Regulation (EU) No 168/2013;
(36) ‘permeation’ means the losses through the walls of the fuel storage and delivery systems, which is generally tested by determination of the weight losses;
(37) ‘evaporation’ means the breathing losses from the fuel storage, fuel delivery system or other sources through which hydrocarbons breathe into the atmosphere;
(38) ‘mileage accumulation’ means a representative test vehicle or a fleet of representative test vehicles driving a predefined distance as set out in points (a) or (b) of Article 23(3) to Regulation (EU) No 168/2013 in accordance with the test requirements of Annex VI to this Regulation;
(39) ‘electric powertrain’ means a system consisting of one or more electric energy storage devices such as batteries, electromechanical flywheels, super capacitors or other, one or more electric power conditioning devices and one or more electric machines that convert stored electric energy to mechanical energy delivered at the wheels for propulsion of the vehicle;
(40) ‘electric range’, means the distance that vehicles powered by an electric powertrain only or by a hybrid electric powertrain with off-vehicle charging can drive electrically on one fully charged battery or other electric energy storage device as measured in accordance with the procedure set out in Appendix 3.3. to Annex VII;
(41) ‘OVC range’ means the total distance covered during complete combined cycles run until the energy imparted by external charging of the battery (or other electric energy storage device) is depleted, as measured in accordance with the procedure described in Appendix 3.3. to Annex VII;
(42) ‘maximum thirty minutes speed’ of a vehicle means the maximum achievable vehicle speed measured during 30 minutes as a result of the 30 minute power set out in UNECE regulation No 85 (4);
(43) ‘propulsion unit performance type-approval’ of a vehicle means the approval of a vehicle type, variant or version with regard to the performance of the propulsion units as regards the following conditions: (a) the maximum design vehicle speed(s); (b) the maximum continuous rated torque or maximum net torque; (c) the maximum continuous rated power or the maximum net power; (d) the maximum total torque and power in the case of a hybrid application.
(44) ‘propulsion type’ means the propulsion units whose characteristics do not differ in any fundamental respect as regards maximum design vehicle speed, maximum net power, maximum continuous rated power and maximum torque;
(45) ‘net power’ means the power available on the test bench at the end of the crankshaft or equivalent component of the propulsion unit at the rotation speeds measured by the manufacturer at type-approval, together with the accessories listed in Tables Ap2.1-1 or Ap2.2-1 of Appendix 2 of Annex X, and taking into account the efficiency of the gearbox where the net power can only be measured with the gearbox fitted to the propulsion;
(46) ‘maximum net power’ means the maximum net power output from propulsion units that include one or more combustion engines, under full engine load operation;
(47) ‘maximum torque’ means the maximum torque value measured under full engine load operation;
(48) ‘accessories’ means all apparatus and devices listed in Table Ap2.1-1 or Ap2.2-1 of Annex X.
CHAPTER II
OBLIGATIONS OF THE MANUFACTURER REGARDING THE ENVIRONMENTAL PERFORMANCE OF VEHICLES
Article 3
Fitting and demonstration requirements related to the environmental performance of L-category vehicles
Article 4
Application of UNECE regulations
Article 5
Technical specifications, requirements and test procedures with respect to the environmental performance of L-category vehicles
Article 6
Test type I requirements: tailpipe emissions after cold start
The test procedures and requirements applying to test type I on tailpipe emissions after cold start referred to in Part A of Annex V to Regulation (EU) No 168/2013, shall be conducted and verified in accordance with Annex II to this Regulation.
Article 7
Test type II requirements: tailpipe emissions at (increased) idle and at free acceleration
The test procedures and requirements applying to test type II on tailpipe emissions at (increased) idle and at free acceleration referred to in Part A of Annex V to Regulation (EU) No 168/2013, shall be conducted and verified in accordance with Annex III to this Regulation.
Article 8
Test type III requirements: emissions of crankcase gases
The test procedures and requirements applying to test type III on emissions of crankcase gases referred to in Part A of Annex V to Regulation (EU) No 168/2013, shall be conducted and verified in accordance with Annex IV to this Regulation.
Article 9
Test type IV requirements: evaporative emissions
The test procedures and requirements applying to test type IV on evaporative emissions referred to in Part A of Annex V to Regulation (EU) No 168/2013, shall be conducted and verified in accordance with Annex V to this Regulation.
Article 10
Test type V requirements: durability of pollution-control devices
The type V durability of pollution-control devices test procedures and requirements referred to in Part A of Annex V to Regulation (EU) No 168/2013, shall be conducted and verified in accordance with Annex VI to this Regulation.
Article 11
Test type VII requirements: CO2 emissions, fuel consumption, electric energy consumption or electric range
The test procedures and requirements applying to test type VII on energy efficiency with respect to CO2 emissions, fuel consumption, electric energy consumption or electric range referred to in Part A of Annex V to Regulation (EU) No 168/2013, shall be conducted and verified in accordance with Annex VII to this Regulation.
Article 12
Test type VIII requirements: OBD environmental tests
The test procedures and requirements applying to test type VIII on the environmental part of on-board diagnostics (OBD) referred to in Part A of Annex V to Regulation (EU) No 168/2013, shall be conducted and verified in accordance with Annex VIII to this Regulation.
Article 13
Test type IX requirements: sound level
The type test procedures and requirements applying to test type IX on sound level referred to in Part A of Annex V to Regulation (EU) No 168/2013, shall be conducted and verified in accordance with Annex IX to this Regulation.
CHAPTER III
OBLIGATIONS OF MANUFACTURERS REGARDING THE PROPULSION PERFORMANCE OF VEHICLES
Article 14
General obligations
Article 15
Propulsion performance requirements
The test procedures and requirements on propulsion unit performance referred to in Number A2 of Annex II to Regulation (EU) No 168/2013, shall be conducted and verified in accordance with Annex X to this Regulation.
CHAPTER IV
OBLIGATIONS OF THE MEMBER STATES
Article 16
Type-approval of L-category vehicles, their systems, components or separate technical units
Article 17
Type-approval of replacement pollution-control devices
CHAPTER V
FINAL PROVISIONS
Article 18
Amendment of Annex V to Regulation (EU) No 168/2013
Part A of Annex V to Regulation (EU) No 168/2013 is amended in accordance with Annex XII.
Article 19
Entry into force
This Regulation shall be binding in its entirety and directly applicable in all Member States.
LIST OF ANNEXES
| Annex Number | Annex title |
|---|---|
| I | List of UNECE regulations referred to in Article 4(1) |
| II | Test type I requirements: tailpipe emissions after cold start |
| III | Test type II requirements: tailpipe emissions at (increased) idle and free acceleration |
| IV | Test type III requirements: emissions of crankcase gases |
| V | Test type IV requirements: evaporative emissions |
| VI | Test type V requirements: durability of pollution-control devices |
| VII | Test type VII requirements on energy efficiency: CO2 emissions, fuel consumption, electric energy consumption and electric range |
| VIII | Test type VIII requirements: OBD environmental tests |
| IX | Test type IX requirements: sound level |
| X | Testing procedures and technical requirements as regards propulsion unit performance |
| XI | Vehicle propulsion family with regard to environmental performance demonstration testing |
| XII | Amendment of Part A of Annex V to Regulation (EU) No 168/2013 |
ANNEX I
| UNECE regulation No | Subject | Series of amendments | OJ reference | Applicability | Obligatory for new types | Obligatory for existing types |
|---|---|---|---|---|---|---|
| 9 | Noise emissions from motorcycles with sidecars and tricycles | 07 | OJ L 290, 16.11.2018, p. 1. | L2e, L4e, L5e, L6e, L7e | 1.1.2024 | 1.1.2025 |
| 41 | Noise emissions from motorcycles | 04 | OJ L 317, 14.11.2012, p. 1. | L3e | 1.1.2016 | 1.1.2017 |
| 41 | Noise emissions from motorcycles | 05 | OJ L 43, 13.2.2023, p. 14. | L3e | 1.1.2024 | 1.1.2025 |
| 63 | Noise emissions from mopeds | 02 | OJ L 290, 16.11.2018, p. 28. | L1e | 1.1.2024 | 1.1.2025 |
| 92 | Noise emissions from non-original replacement exhaust silencing systems for motorcycles, mopeds and three-wheel vehicles | 02 | OJ L 221, 8.9.2023, p. 55. | 1.1.2024 | 1.1.2025 | |
| Explanatory note: The fact that a system or component is included in this list does not make its installation mandatory. For certain components, however, mandatory installation requirements are laid down in other annexes to this Regulation. |
ANNEX II
Test type I requirements: tailpipe emissions after cold start
| Appendix Number | Appendix title |
|---|---|
| 1 | Symbols used in Annex II |
| 2 | Reference fuels |
| 3 | Chassis dynamometer system |
| 4 | Exhaust dilution system |
| 5 | Classification of equivalent inertia mass and running resistance |
| 6 | Driving cycles for type I tests |
| 7 | Road tests of L-category vehicles equipped with one wheel on the driven axle or with twinned wheels for the determination of test bench settings |
| 8 | Road tests of L-category vehicles equipped with two or more wheels on the powered axle for the determination of test bench settings |
| 9 | Explanatory note on the gearshift procedure for a type I test |
| 10 | Type-approval tests of a replacement pollution-control device type for L-category vehicles as a separate technical unit |
| 11 | Type I test procedure for hybrid L-category vehicles |
| 12 | Type I test procedure for L-category vehicles fuelled with LPG, NG/biomethane, flex fuel H2NG or hydrogen |
| 13 | Type I test procedure for L-category vehicles equipped with a periodically regenerating system |
1. Introduction
1.1.This Annex sets out the procedure for type I testing, as referred to in Part A of Annex V to Regulation (EU) No 168/2013.
1.2.This Annex provides a harmonised method for the determination of the levels of gaseous pollutant emissions and particulate matter, the emissions of carbon dioxide and is referred to in Annex VII to determine the fuel consumption, energy consumption and electric range of the L-category vehicle within the scope of Regulation (EU) No 168/2013 that are representative for real world vehicle operation.
1.1.1.The ‘WMTC stage 1’ was introduced in EU type-approval legislation in 2006, which allowed manufacturers from then on to demonstrate the emission performance of the L3e motorcycle type by using the world harmonised motorcycle test cycle (WMTC) set out in UN GTR No 2 as alternative type I test to the use of the conventional European Driving Cycle (EDC) set out in Chapter 5 of Directive 97/24/EC.
1.1.2.The ‘WMTC stage 2’ is equal to ‘WMTC stage 1’ with additional enhancements in the area of gear shift prescriptions and shall be used as compulsory type I test to approve Euro 4 compliant (sub-)categories L3e, L4e, L5e-A and L7e-A vehicles.
1.1.3.The ‘revised WMTC’ or ‘WMTC stage 3’ is equal to ‘WMTC stage 2’ for L3e motorcycles, but contains also custom-tailored driving cycles for all other (sub-) category vehicles, used as type I test to approve Euro 5 compliant L-category vehicles.
1.2.The results may form the basis for limiting gaseous pollutants, carbon dioxide and for the fuel consumption, energy consumption and electric range indicated by the manufacturer within the environmental performance type-approval procedures.
2. General requirements
2.1.The components liable to affect the emission of gaseous pollutants, carbon dioxide emissions and fuel consumption shall be so designed, constructed and assembled as to enable the vehicle in normal use, despite the vibration to which it may be subjected, to comply with the provisions of this Annex.
Note 1: The symbols used in Annex II are summarised in Appendix 1.
2.2.Any hidden strategy that ‘optimises’ the powertrain of the vehicle running the relevant emission laboratory test cycle in an advantageous way, reducing tailpipe emissions and running significantly differently under real-world conditions, is considered a defeat strategy and is prohibited, unless the manufacturer has documented and declared it to the satisfaction of the approval authority.
3. Performance requirements
The applicable performance requirements for EU type-approval are referred to in Parts A, B and C of Annex VI to Regulation (EU) No 168/2013.
4. Test conditions
The test room with the chassis dynamometer and the gas sample collection device shall have a temperature of 298,2 ± 5 K (25 ± 5 °C). The room temperature shall be measured in the vicinity of the vehicle cooling blower (fan) before and after the type I test.
The soak area shall have a temperature of 298,2 ± 5 K (25 ± 5 °C) and be such that the test vehicle to be preconditioned can be parked in accordance with point 5.2.4. of this Annex.
All components of the test vehicle shall conform to those of the production series or, if the vehicle is different from the production series, a full description shall be given in the test report. In selecting the test vehicle, the manufacturer and the technical service shall agree to the satisfaction of the approval authority which tested parent vehicle is representative of the related vehicle propulsion family as laid down in Annex XI.
The vehicle shall be presented in good mechanical condition, properly maintained and used. It shall have been run in and driven at least 1 000 km before the test. The engine, drive train and vehicle shall be properly run in, in accordance with the manufacturer’s requirements.
The test vehicle shall be adjusted in accordance with the manufacturer’s requirements, e.g. as regards the viscosity of the oils, or, if it differs from the production series, a full description shall be given in the test report. In case of a four by four drive, the axle to which the lowest torque is delivered may be deactivated in order to allow testing on a standard chassis dynamometer.
The test mass, including the masses of the rider and the instruments, shall be measured before the beginning of the tests. The load shall be distributed across the wheels in conformity with the manufacturer’s instructions.
The tyres shall be of a type specified as original equipment by the vehicle manufacturer. The tyre pressures shall be adjusted to the specifications of the manufacturer or to those where the speed of the vehicle during the road test and the vehicle speed obtained on the chassis dynamometer are equalised. The tyre pressure shall be indicated in the test report.
Figure 1-1 provides a graphical overview of the L-category vehicle sub-classification in terms of engine capacity and maximum vehicle speed if subject to environmental test types I, VII and VIII, indicated by the (sub-)class numbers in the graph areas. The numerical values of the engine capacity and maximum vehicle speed shall not be rounded up or down.
L-category vehicles that fulfil the following specifications belong to class 1:
| engine capacity < 150 cm3 and vmax< 100 km/h | class 1 |
|---|---|
L-category vehicles that fulfil the following specifications belong to class 2 and shall be sub-classified in:
| Engine capacity < 150 cm3 and 100 km/h ≤ vmax< 115 km/h or engine capacity ≥150 cm3 and vmax< 115 km/h | sub-class 2-1 |
|---|---|
| 115 km/h ≤ vmax< 130 km/h | sub-class 2-2 |
L-category vehicles that fulfil the following specifications belong to class 3 and shall be sub-classified in:
| 130 ≤ vmax< 140 km/h | subclass 3-1 |
|---|---|
| vmax ≥ 140 km/h or engine capacity > 1 500 cm3 | subclass 3-2 |
The WMTC test cycle (vehicle speed patterns) for type I, VII and VIII environmental tests consist of up to three parts as set out in Appendix 6. Depending on the L-vehicle category subject to the WMTC laid down in point 4.5.4.1. and its classification in terms of engine displacement and maximum design vehicle speed in accordance with point 4.3, the following WMTC test cycle parts must be run:
| L-category vehicle (sub-)class | Applicable parts of the WMTC as specified in Appendix 6 |
|---|---|
| Class 1: | part 1, reduced vehicle speed in cold condition, followed by part 1, reduced vehicle speed in warm condition. |
| Class 2 subdivided in: | |
| Sub-class 2-1: | part 1, reduced vehicle speed in cold condition, followed by part 2, reduced vehicle speed in warm condition. |
| Sub-class 2-2: | part 1, in cold condition, followed by part 2, in warm condition. |
| Class 3 subdivided in: | |
| Sub-class 3-1: | part 1, in cold condition, followed by part 2, in warm condition, followed by part 3, reduced vehicle speed in warm condition. |
| Sub-class 3-2: | part 1, in cold condition, followed by part 2, in warm condition, followed by part 3, in warm condition. |
The appropriate reference fuels as specified in Appendix 2 shall be used for testing. For the purpose of the calculation referred to in point 1.4 of Appendix 1 of Annex VII, for liquid fuels, the density measured at 288,2 K (15 °C) shall be used.
The test driver shall have a mass of 75 kg ± 5 kg.
4.5.2.1. The dynamometer shall have a single roller for two-wheel L-category vehicles with a diameter of at least 400 mm. A chassis dynamometer equipped with dual rollers is permitted when testing tricycles with two front wheels or quadricycles.
4.5.2.2. The dynamometer shall be equipped with a roller revolution counter for measuring actual distance travelled.
4.5.2.3. Dynamometer flywheels or other means shall be used to simulate the inertia specified in point 5.2.2.
4.5.2.4. The dynamometer rollers shall be clean, dry and free from anything which might cause the tyre to slip.
4.5.2.5. Cooling fan specifications as follows:
4.5.2.6. The detailed requirements regarding test bench specifications are listed in Appendix 3.
4.5.3.1. The gas-collection device shall be a closed-type device that can collect all exhaust gases at the vehicle exhaust outlets on condition that it satisfies the backpressure condition of ± 125 mm H2O. An open system may be used if it is confirmed that all the exhaust gases are collected. The gas collection shall be such that there is no condensation which could appreciably modify the nature of exhaust gases at the test temperature. An example of a gas-collection device is illustrated in Figure 1-2: Figure 1-2 Equipment for sampling the gases and measuring their volume
4.5.3.2. A connecting tube shall be placed between the device and the exhaust gas sampling system. This tube and the device shall be made of stainless steel, or of some other material which does not affect the composition of the gases collected and which withstands the temperature of these gases.
4.5.3.3. A heat exchanger capable of limiting the temperature variation of the diluted gases in the pump intake to ± 5 K shall be in operation throughout the test. This exchanger shall be equipped with a preheating system capable of bringing the exchanger to its operating temperature (with the tolerance of ± 5 K) before the test begins.
4.5.3.4. A positive displacement pump shall be used to draw in the diluted exhaust mixture. This pump shall be equipped with a motor with several strictly controlled uniform speeds. The pump capacity shall be large enough to ensure the intake of the exhaust gases. A device using a critical-flow venturi (CFV) may also be used.
4.5.3.5. A device (T) shall be used for the continuous recording of the temperature of the diluted exhaust mixture entering the pump.
4.5.3.6. Two gauges shall be used, the first to ensure the pressure depression of the dilute exhaust mixture entering the pump relative to atmospheric pressure, and the second to measure the dynamic pressure variation of the positive displacement pump.
4.5.3.7. A probe shall be located near to, but outside, the gas-collecting device, to collect samples of the dilution air stream through a pump, a filter and a flow meter at constant flow rates throughout the test.
4.5.3.8. A sample probe pointed upstream into the dilute exhaust mixture flow, upstream of the positive displacement pump, shall be used to collect samples of the dilute exhaust mixture through a pump, a filter and a flow meter at constant flow rates throughout the test. The minimum sample flow rate in the sampling devices shown in Figure 1-2 and in point 4.5.3.7. shall be at least 150 litre/hour.
4.5.3.9. Three-way valves shall be used on the sampling system described in points 4.5.3.7. and 4.5.3.8. to direct the samples either to their respective bags or to the outside throughout the test.
4.5.3.11. A revolution counter shall be used to count the revolutions of the positive displacement pump throughout the test. Note 2: Attention shall be paid to the connecting method and the material or configuration of the connecting parts, because each section (e.g. the adapter and the coupler) of the sampling system can become very hot. If the measurement cannot be performed normally due to heat damage to the sampling system, an auxiliary cooling device may be used as long as the exhaust gases are not affected. Note 3: With open type devices, there is a risk of incomplete gas collection and gas leakage into the test cell. There shall be no leakage throughout the sampling period. Note 4: If a constant volume sampler (CVS) flow rate is used throughout the test cycle that includes low and high speeds all in one (i.e. part 1, 2 and 3 cycles), special attention shall be paid to the higher risk of water condensation in the high speed range.
Test cycles (vehicle speed patterns) for the type I test consist of up to three parts, as laid down in Appendix 6. Depending on the vehicle (sub-)category, the following test cycle parts must be run:
| Vehicle category | Vehicle category name | Test cycle Euro 4 |
|---|---|---|
| L1e-A | Powered cycle | ECE R47 |
| L1e-B | Two-wheel moped | |
| L2e | Three-wheel moped | |
| L6e-A | Light on-road quad | |
| L6e-B | Light quadri-mobile | |
| L3e | Two-wheel motorcycle with and without side-car | WMTC, stage 2 |
| L4e | ||
| L5e-A | Tricycle | |
| L7e-A | Heavy on-road quad | |
| L5e-B | Commercial tricycle | ECE R40 |
| L7e-B | Heavy all terrain quad | |
| L7e-C | Heavy quadri-mobile | |
| Vehicle category | Vehicle category name | Test cycle Euro 5 |
| --- | --- | --- |
| L1e-A | Powered cycle | Revised WMTC |
| L1e-B | Two-wheel moped | |
| L2e | Three-wheel moped | |
| L6e-A | Light on-road quad | |
| L6e-B | Light quadri-mobile | |
| L3e | Two-wheel motorcycle with and without side-car | |
| L4e | ||
| L5e-A | Tricycle | |
| L7e-A | Heavy on-road quad | |
| L5e-B | Commercial tricycle | |
| L7e-B | Heavy all terrain quad | |
| L7e-C | Heavy quadri-mobile |
4.5.4.2.1. The vehicle speed tolerance at any given time on the test cycles prescribed in point 4.5.4.1. is defined by upper and lower limits. The upper limit is 3,2 km/h higher than the highest point on the trace within one second of the given time. The lower limit is 3,2 km/h lower than the lowest point on the trace within one second of the given time. Vehicle speed variations greater than the tolerances (such as may occur during gear changes) are acceptable provided they occur for less than two seconds on any occasion. Vehicle speeds lower than those prescribed are acceptable provided the vehicle is operated at maximum available power during such occurrences. Figure 1-4 shows the range of acceptable vehicle speed tolerances for typical points. Figure 1-4 Drivers trace, allowable range
4.5.4.2.2. If the acceleration capability of the vehicle is not sufficient to carry out the acceleration phases or if the maximum design speed of the vehicle is lower than the prescribed cruising speed within the prescribed limits of tolerances, the vehicle shall be driven with the throttle fully open until the set speed is reached or at the maximum design speed achievable with fully opened throttle during the time that the set speed exceeds the maximum design speed. In both cases, point 4.5.4.2.1. is not applicable. The test cycle shall be carried on normally when the set speed is again lower than the maximum design speed of the vehicle.
4.5.4.2.3. If the period of deceleration is shorter than that prescribed for the corresponding phase, the set speed shall be restored by a constant vehicle speed or idling period merging into succeeding constant speed or idling operation. In such cases, point 4.5.4.2.1. is not applicable.
4.5.4.2.4. Apart from these exceptions, the deviations of the roller speed from the set speed of the cycles shall meet the requirements described in point 4.5.4.2.1. If not, the test results shall not be used for further analysis and the run must be repeated.
4.5.5.1.1. Vehicles equipped with transfer cases, multiple sprockets, etc., shall be tested in the configuration recommended by the manufacturer for street or highway use.
4.5.5.1.2. All tests shall be conducted with automatic transmissions in ‘Drive’ (highest gear). Automatic clutch-torque converter transmissions may be shifted as manual transmissions at the request of the manufacturer.
4.5.5.1.3. Idle modes shall be run with automatic transmissions in ‘Drive’ and the wheels braked.
4.5.5.1.4. Automatic transmissions shall shift automatically through the normal sequence of gears. The torque converter clutch, if applicable, shall operate as under real-world conditions.
4.5.5.1.5. The deceleration modes shall be run in gear using brakes or throttle as necessary to maintain the desired speed.
Upshift speeds (v1→2 and vi→i + 1) in km/h during acceleration phases shall be calculated using the following formula:
where:
4.5.5.2.1.2. Downshift speeds (vi→i – 1) in km/h during cruise or deceleration phases in gears 4 (4th gear) to ng shall be calculated using the following formula: Equation 2-5: where: The downshift speed from gear 3 to gear 2 (v3→2) shall be calculated using the following equation: Equation 2-6: where: The downshift speed from gear 2 to gear 1 (v2→1) shall be calculated using the following equation: Equation 2-7: where: Since the cruise phases are defined by the phase indicator, slight speed increases could occur and it may be appropriate to apply an upshift. The upshift speeds (v1→2, v2→3 and vi→i + 1) in km/h during cruise phases shall be calculated using the following equations: Equation 2-7a: Equation 2-8: Equation 2-9:
4.5.5.2.1.3. In order to avoid different interpretations of acceleration, deceleration, cruise and stop phases, corresponding indicators are added to the vehicle speed pattern as integral parts of the cycles (see tables in Appendix 6). The appropriate gear for each sample shall then be calculated according to the vehicle speed ranges resulting from the shift speed equations of point 4.5.5.2.1.1. and the phase indicators for the cycle parts appropriate for the test vehicle, as follows: The clutch shall be disengaged, if:
4.5.5.2.3.1. The gear choice shall be modified according to the following requirements:
The gear choice may be modified according to the following provisions:
The use of gears lower than those determined by the requirements described in point 4.5.5.2.1. is permitted in any cycle phase. Manufacturers’ recommendations for gear use shall be followed if they do not result in gears higher than determined by the requirements of point 4.5.5.2.1.
Note 5: The calculation programme to be found on the UN website at the following URL may be used as an aid for the gear selection:
http://live.unece.org/trans/main/wp29/wp29wgs/wp29grpe/wmtc.html
Explanations of the approach and the gearshift strategy and a calculation example are given in Appendix 9.
A full description of the chassis dynamometer and instruments shall be provided in accordance with Appendix 6. Measurements shall be taken to the accuracies specified in point 4.5.7. The running resistance force for the chassis dynamometer settings can be derived either from on-road coast-down measurements or from a running resistance table, with reference to Appendix 5 or 7 for a vehicle equipped with one wheel on the powered axle and to Appendix 8 for a vehicle with two or more wheels on the powered axles.
To use this alternative, on-road coast-down measurements shall be carried out as specified in Appendix 7 for a vehicle equipped with one wheel on the powered axle and Appendix 8 for a vehicle equipped with two or more wheels on the powered axles.
The instrumentation for the speed and time measurement shall have the accuracies specified in point 4.5.7.
4.5.6.1.2.1. The equivalent inertia mass mi for the chassis dynamometer shall be the flywheel equivalent inertia mass, mfi, closest to the sum of the mass in running order of the vehicle and the mass of the driver (75 kg). Alternatively, the equivalent inertia mass mi can be derived from Appendix 5.
4.5.6.1.2.2. If the reference mass mref cannot be equalised to the flywheel equivalent inertia mass mi, to make the target running resistance force F equal to the running resistance force FE (which is to be set to the chassis dynamometer), the corrected coast-down time ΔTE may be adjusted in accordance with the total mass ratio of the target coast-down time ΔTroad in the following sequence: Equation 2-10: Equation 2-11: Equation 2-12: Equation 2-13:* where: mr1 may be measured or calculated, in kilograms, as appropriate. As an alternative, mr1 may be estimated as 4 percent of m.
4.5.6.2.1. The chassis dynamometer may be set by the use of the running resistance table instead of the running resistance force obtained by the coast-down method. In this table method, the chassis dynamometer shall be set by the mass in running order regardless of particular L-category vehicle characteristics. Note 6: Care shall be taken when applying this method to L-category vehicles with extraordinary characteristics.
4.5.6.2.2. The flywheel equivalent inertia mass mfi shall be the equivalent inertia mass mi specified in Appendix 5, 7 or 8 where applicable. The chassis dynamometer shall be set by the rolling resistance of the non-driven wheels (a) and the aero drag coefficient (b) specified in Appendix 5 or determined in accordance with the procedures set out in Appendix 7 or 8 respectively.
4.5.6.2.3 The running resistance force on the chassis dynamometer FE shall be determined using the following equation: Equation 2-14:
4.5.6.2.4. The target running resistance force F* shall be equal to the running resistance force obtained from the running resistance table FT, because the correction for the standard ambient conditions is not necessary.
Measurements shall be taken using equipment that fulfils the accuracy requirements in Table 1-7:
| Measurement items | At measured value | Resolution |
|---|---|---|
| (a) Running resistance force, F | + 2 percent | — |
| (b) Vehicle speed (v1, v2) | ± 1 percent | 0,2 km/h |
| (c) Coast-down speed interval () | ± 1 percent | 0,1 km/h |
| (d) Coast-down time (Δt) | ± 0,5 percent | 0,01 s |
| (e) Total vehicle mass (mk + mrid) | ± 0,5 percent | 1,0 kg |
| (f) Wind speed | ± 10 percent | 0,1 m/s |
| (g) Wind direction | — | 5 deg. |
| (h) Temperatures | ± 1 K | 1 K |
| (i) Barometric pressure | — | 0,2 kPa |
| (j) Distance | ± 0,1 percent | 1 m |
| (k) Time | ± 0,1 s | 0,1 s |
5. Test procedures
The test vehicle shall be subjected, according to its category, to test type I requirements as specified in this point 5.
5.1.1.1. The test shall be carried out by the method described in point 5.2. The gases shall be collected and analysed by the prescribed methods.
5.2.1.1. The type I test consists of prescribed sequences of dynamometer preparation, fuelling, parking, and operating conditions.
5.2.1.2. The test is designed to determine hydrocarbon, carbon monoxide, oxides of nitrogen, carbon dioxide, particulate matter mass emissions if applicable and fuel / energy consumption as well as electric range while simulating real-world operation. The test consists of engine start-ups and L-category vehicle operation on a chassis dynamometer, through a specified driving cycle. A proportional part of the diluted exhaust emissions is collected continuously for subsequent analysis, using a constant volume (variable dilution) sampler (CVS).
5.2.1.3. Except in cases of component malfunction or failure, all emission-control systems installed on or incorporated in a tested L-category vehicle shall be functioning during all procedures.
5.2.1.4. Background concentrations are measured for all emission constituents for which emissions measurements are taken. For exhaust testing, this requires sampling and analysis of the dilution air.
5.2.1.5. The particulate background level of the dilution air may be determined by passing filtered dilution air through the particulate filter. This shall be drawn from the same point as the particulate matter sample, if a particulate mass measurement is applicable according to Annex VI(A) to Regulation (EU) No 168/2013. One measurement may be performed prior to or after the test. Particulate mass measurements may be corrected by subtracting the background contribution from the dilution system. The permissible background contribution shall be ≤ 1 mg/km (or equivalent mass on the filter). If the background contribution exceeds this level, the default figure of 1 mg/km (or equivalent mass on the filter) shall be used. Where subtraction of the background contribution gives a negative result, the particulate mass result shall be considered to be zero.
5.2.2.1.1. The manufacturer shall provide additional fittings and adapters, as required to accommodate a fuel drain at the lowest point possible in the tanks as installed on the vehicle, and to provide for exhaust sample collection.
5.2.2.1.2. The tyre pressures shall be adjusted to the manufacturer’s specifications to the satisfaction of the technical service or so that the speed of the vehicle during the road test and the vehicle speed obtained on the chassis dynamometer are equal.
5.2.2.1.3. The test vehicle shall be warmed up on the chassis dynamometer to the same condition as it was during the road test.
Before the test, the chassis dynamometer shall be appropriately warmed up to the stabilised frictional force Ff. The load on the chassis dynamometer FE is, in view of its construction, composed of the total friction loss Ff, which is the sum of the chassis dynamometer rotating frictional resistance, the tyre rolling resistance, the frictional resistance of the rotating parts in the powertrain of the vehicle and the braking force of the power absorbing unit (pau) Fpau, as in the following equation:
Equation 2-15:
The target running resistance force F* derived from Appendix 5 or 7 for a vehicle equipped with one wheel on the powered axle and Appendix 8 for a vehicle with two or more wheels on the powered axles, shall be reproduced on the chassis dynamometer in accordance with the vehicle speed, i.e.:
Equation 2-16:
The total friction loss Ff on the chassis dynamometer shall be measured by the method in point 5.2.2.2.1. or 5.2.2.2.2.
This method applies only to chassis dynamometers capable of driving an L-category vehicle. The test vehicle shall be driven steadily by the chassis dynamometer at the reference speed v0 with the drive train engaged and the clutch disengaged. The total friction loss Ff (v0) at the reference speed v0 is given by the chassis dynamometer force.
The method for measuring the coast-down time is the coast-down method for the measurement of the total friction loss Ff. The vehicle coast-down shall be performed on the chassis dynamometer by the procedure described in Appendix 5 or 7 for a vehicle equipped with one wheel on the powered axle and Appendix 8 for a vehicle equipped with two or more wheels on the powered axles, with zero chassis dynamometer absorption. The coast-down time Δti corresponding to the reference speed v0 shall be measured. The measurement shall be carried out at least three times, and the mean coast-down time
shall be calculated using the following equation:
Equation 2-17:
The total friction loss Ff(v0 ) at the reference speed v0 is calculated using the following equation:
Equation 2-18:
The force Fpau(v0) to be absorbed by the chassis dynamometer at the reference speed v0 is calculated by subtracting Ff(v0) from the target running resistance force F*(v0) as shown in the following equation:
Equation 2-19:
Depending on its type, the chassis dynamometer shall be set by one of the methods described in points 5.2.2.2.5.1. to 5.2.2.2.5.4. The chosen setting shall be applied to the pollutant and CO2 emission measurements as well as for the energy efficiency measurements (fuel /energy consumption and electric range) laid down in Annex VII.
In the case of a chassis dynamometer with polygonal function, in which the absorption characteristics are determined by load values at several speed points, at least three specified speeds, including the reference speed, shall be chosen as the setting points. At each setting point, the chassis dynamometer shall be set to the value Fpau (vj) obtained in point 5.2.2.2.4.
In the case of a chassis dynamometer with coefficient control, in which the absorption characteristics are determined by given coefficients of a polynomial function, the value of Fpau (vj) at each specified speed shall be calculated by the procedure in point 5.2.2.2.
Assuming the load characteristics to be:
Equation 2-20:
where:
the coefficients a, b and c shall be determined by the polynomial regression method.
The chassis dynamometer shall be set to the coefficients a, b and c obtained by the polynomial regression method.
In the case of a chassis dynamometer with a polygonal digital setter, where a central processor unit is incorporated in the system, F*is input directly, and Δti, Ff and Fpau are automatically measured and calculated to set the chassis dynamometer to the target running resistance force:
Equation 2-21:
In this case, several points in succession are directly input digitally from the data set of F* j and vj, the coast-down is performed and the coast-down time Δtj is measured. After the coast-down test has been repeated several times, Fpau is automatically calculated and set at L-category vehicle speed intervals of 0,1 km/h, in the following sequence:
Equation 2-22:
Equation 2-23:
Equation 2-24:
In this case, the coefficients f 0 and f 2 are directly input digitally; the coast-down is performed and the coast-down time Δti is measured. Fpau is automatically calculated and set at vehicle speed intervals of 0,06 km/h, in the following sequence:
Equation 2-25:
Equation 2-26:
Equation 2-27:
Immediately after the initial setting, the coast-down time ΔtE on the chassis dynamometer corresponding to the reference speed (v0) shall be measured by the procedure set out in Appendix 5 or 7 for a vehicle equipped with one wheel on the powered axle and in Appendix 8 for a vehicle with two or more wheels on the powered axles. The measurement shall be carried out at least three times, and the mean coast-down time ΔtE shall be calculated from the results. The set running resistance force at the reference speed, FE (v0) on the chassis dynamometer is calculated by the following equation:
Equation 2-28:
The setting error ε is calculated by the following equation:
Equation 2-29:
The chassis dynamometer shall be readjusted if the setting error does not satisfy the following criteria:
The procedure in points 5.2.2.2.6.1. to 5.2.2.2.6.2. shall be repeated until the setting error satisfies the criteria. The chassis dynamometer setting and the observed errors shall be recorded. Specimen record forms are provided in the template of the test report laid down in accordance with Article 32(1) of Regulation (EU) No 168/2013.
The running resistance on the chassis dynamometer shall be verified at the specified vehicle speed v. At least four specified speeds shall be verified. The range of specified vehicle speed points (the interval between the maximum and minimum points) shall extend either side of the reference speed or the reference speed range, if there is more than one reference speed, by at least Δv, as defined in Appendix 5 or 7 for a vehicle equipped with one wheel on the powered axle and in Appendix 8 for a vehicle with two or more wheels on the powered axles. The specified speed points, including the reference speed points, shall be at regular intervals of no more than 20 km/h apart.
5.2.2.3.2.1. Immediately after the initial setting, the coast-down time on the chassis dynamometer corresponding to the specified speed shall be measured. The vehicle shall not be set up on the chassis dynamometer during the coast-down time measurement. The coast-down time measurement shall start when the chassis dynamometer speed exceeds the maximum speed of the test cycle.
5.2.2.3.2.2. The measurement shall be carried out at least three times, and the mean coast-down time ΔtE shall be calculated from the results.
5.2.2.3.2.3. The set running resistance force FE(vj) at the specified speed on the chassis dynamometer is calculated using the following equation: Equation 2-30:
5.2.2.3.2.4. The setting error ε at the specified speed is calculated using the following equation: Equation 2-31:
5.2.2.3.2.5. The chassis dynamometer shall be readjusted if the setting error does not satisfy the following criteria:
5.2.2.3.2.6. The procedure described in points 5.2.2.3.2.1. to 5.2.2.3.2.5. shall be repeated until the setting error satisfies the criteria. The chassis dynamometer setting and the observed errors shall be recorded.
5.2.2.4. The chassis dynamometer system shall comply with the calibration and verification methods laid down in Appendix 3.
5.2.3.1. The quantity of gas at the indicated pressure compatible with the correct functioning of the equipment shall be injected into the analyser with the aid of the flow metre and the pressure-reducing valve mounted on each gas cylinder. The apparatus shall be adjusted to indicate as a stabilised value the value inserted on the standard gas cylinder. Starting from the setting obtained with the gas cylinder of greatest capacity, a curve shall be drawn of the deviations of the apparatus according to the content of the various standard cylinders used. The flame ionisation analyser shall be recalibrated periodically, at intervals of not more than one month, using air/propane or air/hexane mixtures with nominal hydrocarbon concentrations equal to 50 percent and 90 percent of full scale.
5.2.3.2. Non-dispersive infrared absorption analysers shall be checked at the same intervals using nitrogen/ CO and nitrogen/ CO2 mixtures in nominal concentrations equal to 10, 40, 60, 85 and 90 percent of full scale.
5.2.3.3. To calibrate the NOX chemiluminescence analyser, nitrogen/nitrogen oxide (NO) mixtures with nominal concentrations equal to 50 percent and 90 percent of full scale shall be used. The calibration of all three types of analysers shall be checked before each series of tests, using mixtures of the gases, which are measured in a concentration equal to 80 percent of full scale. A dilution device can be applied for diluting a 100 percent calibration gas to required concentration.
5.2.3.4. 5.2.3.4.1. Detector response optimisation The FID shall be adjusted according to the manufacturer’s specifications. To optimise the response, propane in air shall be used on the most common operating range. 5.2.3.4.2. Calibration of the hydrocarbon analyser The analyser shall be calibrated using propane in air and purified synthetic air (see point 5.2.3.6.). A calibration curve shall be established as described in point 5.2.3.1 to 5.2.3.3. 5.2.3.4.3. Response factors of different hydrocarbons and recommended limits The response factor (Rf) for a particular hydrocarbon species is the ratio of the FID C1 reading to the gas cylinder concentration, expressed as ppm C1. The concentration of the test gas shall be at a level to give a response of approximately 80 percent of full-scale deflection for the operating range. The concentration shall be known to an accuracy of 2 percent in reference to a gravimetric standard expressed in volume. In addition, the gas cylinder shall be pre-conditioned for 24 hours at a temperature of between 293,2 K and 303,2 K (20 °C and 30 °C). Response factors shall be determined when introducing an analyser into service and thereafter at major service intervals. The test gases to be used and the recommended response factors are: These are relative to a response factor (Rf) of 1,00 for propane and purified air.
5.2.3.6. 5.2.3.6.1. Pure gases The following pure gases shall be available, if necessary, for calibration and operation: Purified nitrogen: (purity: ≤ 1 ppm C1, ≤ 1 ppm CO, ≤ 400 ppm CO2, ≤ 0,1 ppm NO); Purified synthetic air: (purity: ≤ 1 ppm C1, ≤ 1 ppm CO, ≤ 400 ppm CO2, ≤ 0,1 ppm NO); oxygen content between 18 and 21 percent by volume; Purified oxygen: (purity > 99,5 percent vol. O2); Purified hydrogen (and mixture containing helium or nitrogen): (purity ≤ 1 ppm C1, ≤ 400 ppm CO2, hydrogen content between 39 and 41 per cent volume); Carbon monoxide: (minimum purity 99,5 percent); Propane: (minimum purity 99,5 percent). 5.2.3.6.2. Calibration and span gases Mixtures of gases with the following chemical compositions shall be available: The true concentration of a calibration gas shall be within ± 2 percent of the stated figure.
5.2.3.6. The dilution system shall be calibrated and verified and shall comply with the requirements of Appendix 4.
5.2.4.1. The test vehicle shall be moved to the test area and the following operations performed:
5.2.4.2. Practice runs over the prescribed driving schedule may be performed at test points, provided an emission sample is not taken, for the purpose of finding the minimum throttle action to maintain the proper speed-time relationship, or to permit sampling system adjustments.
5.2.4.3. Within five minutes of completion of preconditioning, the test vehicle shall be removed from the dynamometer and may be driven or pushed to the soak area to be parked. The vehicle shall be stored for between six and 36 hours prior to the cold start type I test or until the engine oil temperature TO or the coolant temperature TC or the sparkplug seat/gasket temperature TP (only for air-cooled engine) equals the air temperature of the soak area within 2 K.
5.2.4.4. For the purpose of measuring particulates, between six and 36 hours before testing, the applicable test cycle from Part A of Annex VI to Regulation (EU) No 168/2013 shall be conducted on the basis of Annex IV to that Regulation. The technical details of the applicable test cycle are laid down in Appendix 6 and the applicable test cycle shall also be used for vehicle pre-conditioning. Three consecutive cycles shall be driven. The dynamometer setting shall be indicated as in point 4.5.6.
5.2.4.5. At the request of the manufacturer, vehicles fitted with indirect injection positive-ignition engines may be preconditioned with one Part One, one Part Two and two Part Three driving cycles, if applicable, from the WMTC. In a test facility where a test on a low particulate emitting vehicle could be contaminated by residue from a previous test on a high particulate emitting vehicle, it is recommended that, in order to pre-condition the sampling equipment, the low particulate emitting vehicle undergo a 20 minute 120 km/h steady state drive cycle or at 70% of the maximum design speed for vehicles not capable of attaining 120 km/h followed by three consecutive Part Two or Part Three WMTC cycles, if feasible. After this preconditioning, and before testing, vehicles shall be kept in a room in which the temperature remains relatively constant between 293,2 K and 303,2 K (20 °C and 30 °C). This conditioning shall be carried out for at least six hours and continue until the engine oil temperature and coolant, if any, are within ±2 K of the temperature of the room. If the manufacturer so requests, the test shall be carried out not later than 30 hours after the vehicle has been run at its normal temperature.
5.2.4.6. Vehicles equipped with a positive-ignition engine, fuelled with LPG, NG/biomethane, H2NG, hydrogen or so equipped that they can be fuelled with either petrol, LPG, NG/biomethane, H2NG or hydrogen between the tests on the first gaseous reference fuel and the second gaseous reference fuel, shall be preconditioned before the test on the second reference fuel. This preconditioning on the second reference fuel shall involve a preconditioning cycle consisting of one Part One, Part Two and two Part Three WMTC cycles, as described in Appendix 6. At the manufacturer’s request and with the agreement of the technical service, this preconditioning may be extended. The dynamometer setting shall be as indicated in point 4.5.6 of this Annex.
5.2.5.1.1. The engine shall be started according to the manufacturer’s recommended starting procedures. The test cycle run shall begin when the engine starts.
5.2.5.1.2. Test vehicles equipped with automatic chokes shall be operated according to the instructions in the manufacturer’s operating instructions or owner’s manual covering choke-setting and ‘kick-down’ from cold fast idle. In the case of the WMTC set out in Appendix 6, the transmission shall be put in gear 15 seconds after the engine is started. If necessary, braking may be employed to keep the drive wheels from turning. In the case of the ECE R40 or 47 cycles, the transmission shall be put in gear five seconds before the first acceleration.
5.2.5.1.3. Test vehicles equipped with manual chokes shall be operated according to the manufacturer’s operating instructions or owner’s manual. Where times are provided in the instructions, the point for operation may be specified, within 15 seconds of the recommended time.
5.2.5.1.4. The operator may use the choke, throttle, etc. where necessary to keep the engine running.
5.2.5.1.5. If the manufacturer’s operating instructions or owner’s manual do not specify a warm engine starting procedure, the engine (automatic and manual choke engines) shall be started by opening the throttle about half way and cranking the engine until it starts.
5.2.5.1.6. If, during the cold start, the test vehicle does not start after ten seconds of cranking or ten cycles of the manual starting mechanism, cranking shall cease and the reason for failure to start determined. The revolution counter on the constant volume sampler shall be turned off and the sample solenoid valves placed in the ‘standby’ position during this diagnostic period. In addition, either the CVS blower shall be turned off or the exhaust tube disconnected from the tailpipe during the diagnostic period.
5.2.5.1.7. If failure to start is an operational error, the test vehicle shall be rescheduled for testing from a cold start. If failure to start is caused by vehicle malfunction, corrective action (following the unscheduled maintenance provisions) lasting less than 30 minutes may be taken and the test continued. The sampling system shall be reactivated at the same time cranking is started. The driving schedule timing sequence shall begin when the engine starts. If failure to start is caused by vehicle malfunction and the vehicle cannot be started, the test shall be voided, the vehicle removed from the dynamometer, corrective action taken (following the unscheduled maintenance provisions) and the vehicle rescheduled for test. The reason for the malfunction (if determined) and the corrective action taken shall be reported.
5.2.5.1.8. If the test vehicle does not start during the hot start after ten seconds of cranking or ten cycles of the manual starting mechanism, cranking shall cease, the test shall be voided, the vehicle removed from the dynamometer, corrective action taken and the vehicle rescheduled for test. The reason for the malfunction (if determined) and the corrective action taken shall be reported.
5.2.5.1.9. If the engine ‘false starts’, the operator shall repeat the recommended starting procedure (such as resetting the choke, etc.)
5.2.5.2.1. If the engine stalls during an idle period, it shall be restarted immediately and the test continued. If it cannot be started soon enough to allow the vehicle to follow the next acceleration as prescribed, the driving schedule indicator shall be stopped. When the vehicle restarts, the driving schedule indicator shall be reactivated.
5.2.5.2.2. If the engine stalls during some operating mode other than idle, the driving schedule indicator shall be stopped, the test vehicle restarted and accelerated to the speed required at that point in the driving schedule, and the test continued. During acceleration to this point, gearshifts shall be performed in accordance with point 4.5.5.
5.2.5.2.3. If the test vehicle will not restart within one minute, the test shall be voided, the vehicle removed from the dynamometer, corrective action taken and the vehicle rescheduled for test. The reason for the malfunction (if determined) and the corrective action taken shall be reported.
5.2.6.1. The test vehicle shall be driven with minimum throttle movement to maintain the desired speed. No simultaneous use of brake and throttle shall be permitted.
5.2.6.2. If the test vehicle cannot accelerate at the specified rate, it shall be operated with the throttle fully opened until the roller speed reaches the value prescribed for that time in the driving schedule.
5.2.7.1. The complete dynamometer test consists of consecutive parts as described in point 4.5.4.
5.2.7.2. The following steps shall be taken for each test:
6. Analysis of results
The analysis shall begin as soon as possible, and in any event not later than 20 minutes after the end of the tests, in order to determine:
— the concentrations of hydrocarbons, carbon monoxide, nitrogen oxides and carbon dioxide in the sample of dilution air contained in bag(s) B;
— the concentrations of hydrocarbons, carbon monoxide, nitrogen oxides and carbon dioxide in the sample of diluted exhaust gases contained in bag(s) A.
The analysis of the results has to be carried out in the following steps:
(a) prior to each sample analysis, the analyser range to be used for each pollutant shall be set to zero with the appropriate zero gas;
(b) the analysers are set to the calibration curves by means of span gases of nominal concentrations of 70 to 100 percent of the range;
(c) the analysers’ zeros are rechecked. If the reading differs by more than 2 percent of range from that set in (b), the procedure is repeated;
(d) the samples are analysed;
(e) after the analysis, zero and span points are rechecked using the same gases. If the readings are within 2 percent of those in point (c), the analysis is considered acceptable;
(f) at all points in this section the flow-rates and pressures of the various gases shall be the same as those used during calibration of the analysers;
(g) the figure adopted for the concentration of each pollutant measured in the gases is that read off after stabilisation on the measuring device.
The distance (S) actually covered for a test part shall be calculated by multiplying the number of revolutions read from the cumulative counter (see point 5.2.7.) by the circumference of the roller. This distance shall be expressed in km.
The reported test results shall be computed for each test and each cycle part by use of the following formulae. The results of all emission tests shall be rounded, using the ‘rounding-off method’ in ASTM E 29-67, to the number of decimal places indicated by expressing the applicable standard to three significant figures.
The total volume of diluted gas, expressed in m3/cycle part, adjusted to the reference conditions of 273,2 K (0 °C ) and 101,3 kPa, is calculated by
Equation 2-32:
where:
The mass of unburned hydrocarbons emitted by the exhaust of the vehicle during the test shall be calculated using the following formula:
Equation 2-33:
where:
The non-methane hydrocarbon (NMHC) concentration is calculated as follows:
Equation 2-35:
CNMHC = CTHC – (Rf CH4 · CCH4)
where:
The mass of carbon monoxide emitted by the exhaust of the vehicle during the test shall be calculated using the following formula:
Equation 2-36:
where:
The mass of nitrogen oxides emitted by the exhaust of the vehicle during the test shall be calculated using the following formula:
Equation 2-38:
where:
Particulate emission Mp (mg/km) is calculated by means of the following equation:
Where correction for the particulate background level from the dilution system has been used, this shall be determined in accordance with point 5.2.1.5. In this case, the particulate mass (mg/km) shall be calculated as follows:
Where application of a background correction results in a negative particulate mass (in mg/km), the result shall be considered to be zero mg/km particulate mass.
The mass of carbon dioxide emitted by the exhaust of the vehicle during the test shall be calculated using the following formula:
Equation 2-46:
where:
The dilution factor is calculated as follows:
| Fuel | X |
|---|---|
| Petrol (E5) | 13,4 |
| Diesel (B5) | 13,5 |
| LPG | 11,9 |
| NG/biomethane | 9,5 |
| Ethanol (E85) | 12,5 |
| Hydrogen | 35,03 |
In these equations:
| 6.1.1.6.2. | For each pollutant emission constituent, the carbon dioxide emission weightings shown in Tables 1-9 (Euro 4) and 1-10 (Euro 5) shall be used. 6.1.1.6.2.1. Table 1-9 Type I test cycles (also applicable for test types VII and VIII) for Euro 4 compliant L-category vehicles, applicable weighting equations and weighting factors Vehicle category Vehicle category name Test cycle Equation number Weighting factors L1e-A Powered cycle ECE R47 2-52 w1 = 0,30 w2 = 0,70 L1e-B Two-wheel moped L2e Three-wheel moped L6e-A Light on-road quad L6e-B Light quadri-mobile L3e L4e Two-wheel motorcycle with and without side-car vmax < 130 km/h WMTC, stage 2 2-53 w1 = 0,30 w2 = 0,70 L5e-A Tricycle vmax < 130 km/h L7e-A Heavy on-road quad vmax < 130 km/h L3e L4e Two-wheel motorcycle with and without side-car vmax ≥ 130 km/h WMTC, stage 2 2-54 w1 = 0,25 w2 = 0,50 w3 = 0,25 L5e-A Tricycle vmax ≥ 130 km/h L7e-A Heavy on-road quad vmax ≥ 130 km/h L5e-B Commercial tricycle ECE R40 2-52 w1 = 0,30 w2 = 0,70 L7e-B All-terrain vehicles L7e-C Heavy quadri-mobile 6.1.1.6.2.2. Table 1-10 Type I test cycles (also applicable for test types VII and VIII) for Euro 5 compliant L-category vehicles, applicable weighting equations and weighting factors Vehicle category Vehicle category name Test cycle Equation # Weighting factors L1e-A Powered cycle WMTC stage 3 2-53 w1 = 0,50 w2 = 0,50 L1e-B Two-wheel moped L2e Three-wheel moped L6e-A Light on-road quad L6e-B Light quadri-mobile L3e L4e Two-wheel motorcycle with and without side-car vmax < 130 km/h 2-53 w1 = 0,30 w2 = 0,70 L5e-A Tricycle vmax < 130 km/h L7e-A Heavy on-road quad vmax < 130 km/h L3e L4e Two-wheel motorcycle with and without side-car vmax ≥ 130 km/h 2-54 w1 = 0,25 w2 = 0,50 w3 = 0,25 L5e-A Tricycle vmax ≥ 130 km/h L7e-A Heavy on-road quad vmax ≥ 130 km/h L5e-B Commercial tricycle 2-53 w1 = 0,30 w2 = 0,70 L7e-B All-terrain vehicles L7e-C Heavy quadri-mobile | |||
|---|---|---|---|---|
| 6.1.1.6.2.1. | Table 1-9 Type I test cycles (also applicable for test types VII and VIII) for Euro 4 compliant L-category vehicles, applicable weighting equations and weighting factors Vehicle category Vehicle category name Test cycle Equation number Weighting factors L1e-A Powered cycle ECE R47 2-52 w1 = 0,30 w2 = 0,70 L1e-B Two-wheel moped L2e Three-wheel moped L6e-A Light on-road quad L6e-B Light quadri-mobile L3e L4e Two-wheel motorcycle with and without side-car vmax < 130 km/h WMTC, stage 2 2-53 w1 = 0,30 w2 = 0,70 L5e-A Tricycle vmax < 130 km/h L7e-A Heavy on-road quad vmax < 130 km/h L3e L4e Two-wheel motorcycle with and without side-car vmax ≥ 130 km/h WMTC, stage 2 2-54 w1 = 0,25 w2 = 0,50 w3 = 0,25 L5e-A Tricycle vmax ≥ 130 km/h L7e-A Heavy on-road quad vmax ≥ 130 km/h L5e-B Commercial tricycle ECE R40 2-52 w1 = 0,30 w2 = 0,70 L7e-B All-terrain vehicles L7e-C Heavy quadri-mobile | |||
| Vehicle category | Vehicle category name | Test cycle | Equation number | Weighting factors |
| L1e-A | Powered cycle | ECE R47 | 2-52 | w1 = 0,30 w2 = 0,70 |
| L1e-B | Two-wheel moped | |||
| L2e | Three-wheel moped | |||
| L6e-A | Light on-road quad | |||
| L6e-B | Light quadri-mobile | |||
| L3e L4e | Two-wheel motorcycle with and without side-car vmax < 130 km/h | WMTC, stage 2 | 2-53 | w1 = 0,30 w2 = 0,70 |
| L5e-A | Tricycle vmax < 130 km/h | |||
| L7e-A | Heavy on-road quad vmax < 130 km/h | |||
| L3e L4e | Two-wheel motorcycle with and without side-car vmax ≥ 130 km/h | WMTC, stage 2 | 2-54 | w1 = 0,25 w2 = 0,50 w3 = 0,25 |
| L5e-A | Tricycle vmax ≥ 130 km/h | |||
| L7e-A | Heavy on-road quad vmax ≥ 130 km/h | |||
| L5e-B | Commercial tricycle | ECE R40 | 2-52 | w1 = 0,30 w2 = 0,70 |
| L7e-B | All-terrain vehicles | |||
| L7e-C | Heavy quadri-mobile | |||
| 6.1.1.6.2.2. | Table 1-10 Type I test cycles (also applicable for test types VII and VIII) for Euro 5 compliant L-category vehicles, applicable weighting equations and weighting factors Vehicle category Vehicle category name Test cycle Equation # Weighting factors L1e-A Powered cycle WMTC stage 3 2-53 w1 = 0,50 w2 = 0,50 L1e-B Two-wheel moped L2e Three-wheel moped L6e-A Light on-road quad L6e-B Light quadri-mobile L3e L4e Two-wheel motorcycle with and without side-car vmax < 130 km/h 2-53 w1 = 0,30 w2 = 0,70 L5e-A Tricycle vmax < 130 km/h L7e-A Heavy on-road quad vmax < 130 km/h L3e L4e Two-wheel motorcycle with and without side-car vmax ≥ 130 km/h 2-54 w1 = 0,25 w2 = 0,50 w3 = 0,25 L5e-A Tricycle vmax ≥ 130 km/h L7e-A Heavy on-road quad vmax ≥ 130 km/h L5e-B Commercial tricycle 2-53 w1 = 0,30 w2 = 0,70 L7e-B All-terrain vehicles L7e-C Heavy quadri-mobile | |||
| Vehicle category | Vehicle category name | Test cycle | Equation # | Weighting factors |
| L1e-A | Powered cycle | WMTC stage 3 | 2-53 | w1 = 0,50 w2 = 0,50 |
| L1e-B | Two-wheel moped | |||
| L2e | Three-wheel moped | |||
| L6e-A | Light on-road quad | |||
| L6e-B | Light quadri-mobile | |||
| L3e L4e | Two-wheel motorcycle with and without side-car vmax < 130 km/h | 2-53 | w1 = 0,30 w2 = 0,70 | |
| L5e-A | Tricycle vmax < 130 km/h | |||
| L7e-A | Heavy on-road quad vmax < 130 km/h | |||
| L3e L4e | Two-wheel motorcycle with and without side-car vmax ≥ 130 km/h | 2-54 | w1 = 0,25 w2 = 0,50 w3 = 0,25 | |
| L5e-A | Tricycle vmax ≥ 130 km/h | |||
| L7e-A | Heavy on-road quad vmax ≥ 130 km/h | |||
| L5e-B | Commercial tricycle | 2-53 | w1 = 0,30 w2 = 0,70 | |
| L7e-B | All-terrain vehicles | |||
| L7e-C | Heavy quadri-mobile |
7. Records required
The following information shall be recorded with respect to each test:
(a) test number;
(b) vehicle, system or component identification;
(c) date and time of day for each part of the test schedule;
(d) instrument operator;
(e) driver or operator;
(f) test vehicle: make, vehicle identification number, model year, drivetrain / transmission type, odometer reading at initiation of preconditioning, engine displacement, engine family, emission-control system, recommended engine speed at idle, nominal fuel tank capacity, inertial loading, reference mass recorded at 0 kilometre, and drive-wheel tyre pressure;
(g) dynamometer serial number: as an alternative to recording the dynamometer serial number, a reference to a vehicle test cell number may be used, with the advance approval of the Administration, provided the test cell records show the relevant instrument information;
(h) all relevant instrument information, such as tuning, gain, serial number, detector number, range. As an alternative, a reference to a vehicle test cell number may be used, with the advance approval of the Administration, provided test cell calibration records show the relevant instrument information;
(i) recorder charts: identify zero point, span check, exhaust gas, and dilution air sample traces;
(j) test cell barometric pressure, ambient temperature and humidity; Note 7: A central laboratory barometer may be used; provided that individual test cell barometric pressures are shown to be within ± 0,1 percent of the barometric pressure at the central barometer location.
(k) pressure of the mixture of exhaust and dilution air entering the CVS metering device, the pressure increase across the device, and the temperature at the inlet. The temperature shall be recorded continuously or digitally to determine temperature variations;
(l) the number of revolutions of the positive displacement pump accumulated during each test phase while exhaust samples are being collected. The number of standard cubic meters metered by a critical-flow venturi (CFV) during each test phase would be the equivalent record for a CFV-CVS;
(m) the humidity of the dilution air. Note 8: If conditioning columns are not used, this measurement can be deleted. If the conditioning columns are used and the dilution air is taken from the test cell, the ambient humidity can be used for this measurement;
(n) the driving distance for each part of the test, calculated from the measured roll or shaft revolutions;
(o) the actual roller speed pattern for the test;
(p) the gear use schedule for the test;
(q) the emissions results of the type I test for each part of the test and the total weighted test results;
(r) the second-by-second emission values of the type I tests, if deemed necessary;
(s) the emissions results of the type II test (see Annex III).
Appendix 1
Table Ap 1-1
Symbols used in Annex II
| Symbol | Definition | Unit |
|---|---|---|
| a | Coefficient of polygonal function | — |
| aT | Rolling resistance force of front wheel | N |
| b | Coefficient of polygonal function | — |
| bT | Coefficient of aerodynamic function | |
| c | Coefficient of polygonal function | — |
| CCO | Concentration of carbon monoxide | percent vol. |
| CCOcorr | Corrected concentration of carbon monoxide | percent vol. |
| CO2c | Carbon dioxide concentration of diluted gas, corrected to take account of diluent air | percent |
| CO2d | Carbon dioxide concentration in the sample of diluent air collected in bag B | percent |
| CO2e | Carbon dioxide concentration in the sample of diluent air collected in bag A | percent |
| CO2m | Mass of carbon dioxide emitted during the test part | g/km |
| COc | Carbon monoxide concentration of diluted gas, corrected to take account of diluent air | ppm |
| COd | Carbon monoxide concentration in the sample of diluent air, collected in bag B | ppm |
| COe | Carbon monoxide concentration in the sample of diluent air, collected in bag A | ppm |
| COm | Mass of carbon monoxide emitted during the test part | mg/km |
| d0 | Standard ambient relative air density | — |
| dCO | Density of carbon monoxide | mg/m3 |
| dCO2 | Density of carbon dioxide | mg/m3 |
| DiF | Dilution factor | — |
| dHC | Density of hydrocarbon | mg/m3 |
| S / d | Distance driven in a cycle part | km |
| dNOX | Density of nitrogen oxide | mg/m3 |
| dT | Relative air density under test condition | — |
| Δt | Coast-down time | s |
| Δtai | Coast-down time measured in the first road test | s |
| Δtbi | Coast-down time measured in the second road test | s |
| ΔTE | Coast-down time corrected for the inertia mass | s |
| ΔtE | Mean coast-down time on the chassis dynamometer at the reference speed | s |
| ΔTi | Average coast-down time at specified speed | s |
| Δti | Coast-down time at corresponding speed | s |
| ΔTj | Average coast-down time at specified speed | s |
| ΔTroad | Target coast-down time | s |
| Mean coast-down time on the chassis dynamometer without absorption | s | |
| Δv | Coast-down speed interval () | km/h |
| ε | Chassis dynamometer setting error | percent |
| F | Running resistance force | N |
| F* | Target running resistance force | N |
| F*(v0) | Target running resistance force at reference speed on chassis dynamometer | N |
| F*(vi) | Target running resistance force at specified speed on chassis dynamometer | N |
| f*0 | Corrected rolling resistance in the standard ambient condition | N |
| f*2 | Corrected coefficient of aerodynamic drag in the standard ambient condition | |
| F*j | Target running resistance force at specified speed | N |
| f0 | Rolling resistance | N |
| f2 | Coefficient of aerodynamic drag | |
| FE | Set running resistance force on the chassis dynamometer | N |
| FE(v0) | Set running resistance force at the reference speed on the chassis dynamometer | N |
| FE(v2) | Set running resistance force at the specified speed on the chassis dynamometer | N |
| Ff | Total friction loss | N |
| Ff(v0) | Total friction loss at the reference speed | N |
| Fj | Running resistance force | N |
| Fj(v0) | Running resistance force at the reference speed | N |
| Fpau | Braking force of the power absorbing unit | N |
| Fpau(v0) | Braking force of the power absorbing unit at the reference speed | N |
| Fpau(vj) | Braking force of the power absorbing unit at the specified speed | N |
| FT | Running resistance force obtained from the running resistance table | N |
| H | Absolute humidity | mg/km |
| HCc | Concentration of diluted gases expressed in the carbon equivalent, corrected to take account of diluent air | ppm |
| HCd | Concentration of hydrocarbons expressed in the carbon equivalent, in the sample of diluent air collected in bag B | ppm |
| HCe | Concentration of hydrocarbons expressed in the carbon equivalent, in the sample of diluent air collected in bag A | ppm |
| HCm | Mass of hydrocarbon emitted during the test part | mg/km |
| K0 | Temperature correction factor for rolling resistance | — |
| Kh | Humidity correction factor | — |
| L | Limit values of gaseous emission | mg/km |
| m | Test L-category vehicle mass | kg |
| ma | Actual mass of the test L-category vehicle | kg |
| mfi | Flywheel equivalent inertia mass | kg |
| mi | Equivalent inertia mass | kg |
| mk | Kerb mass (L-category vehicle) | kg |
| mr | Equivalent inertia mass of all the wheels | kg |
| mri | Equivalent inertia mass of all the rear wheel and L-category vehicle parts rotating with wheel | kg |
| mref | Mass in running order of the L-category vehicle plus mass of driver (75 kg) | kg |
| mrf | Rotating mass of the front wheel | kg |
| mrid | Rider mass | kg |
| n | Engine speed | min–1 |
| n | Number of data regarding the emission or the test | — |
| N | Number of revolution made by pump P | — |
| ng | Number of forward gears | — |
| nidle | Idling speed | min–1 |
| n_max_acc (1) | Upshift speed from gear 1 to gear 2 during acceleration phases | min–1 |
| n_max_acc (i) | Up shift speed from gear i to gear i+1 during acceleration phases, i > 1 | min–1 |
| n_min_acc (i) | Minimum engine speed for cruising or deceleration in gear 1 | min–1 |
| NOxc | Nitrogen oxide concentration of diluted gases, corrected to take account of diluent air | ppm |
| NOxd | Nitrogen oxide concentration in the sample of diluent air collected in bag B | ppm |
| NOxe | Nitrogen oxide concentration in the sample of diluent air collected in bag A | ppm |
| NOxm | Mass of nitrogen oxides emitted during the test part | mg/km |
| P0 | Standard ambient pressure | kPa |
| Pa | Ambient/atmospheric pressure | kPa |
| Pd | Saturated pressure of water at the test temperature | kPa |
| Pi | Average under-pressure during the test part in the section of pump P | kPa |
| Pn | Rated engine power | kW |
| PT | Mean ambient pressure during the test | kPa |
| ρ0 | Standard relative ambient air volumetric mass | kg/m3 |
| r(i) | Gear ratio in gear i | — |
| R | Final test result of pollutant emissions, carbon dioxide emission or fuel consumption | mg/km, g/km, 1/100 km |
| R1 | Test results of pollutant emissions, carbon dioxide emission or fuel consumption for cycle part 1 with cold start | mg/km, g/km, 1/100 km |
| R2 | Test results of pollutant emissions, carbon dioxide emission or fuel consumption for cycle part 2 with warm condition | mg/km, g/km, 1/100 km |
| R3 | Test results of pollutant emissions, carbon dioxide emission or fuel consumption for cycle part 1 with warm condition | mg/km, g/km, 1/100 km |
| Ri1 | First type I test results of pollutant emissions | mg/km |
| Ri2 | Second type I test results of pollutant emissions | mg/km |
| Ri3 | Third type I test results of pollutant emissions | mg/km |
| s | Rated engine speed | min–1 |
| TC | Temperature of the coolant | K |
| TO | Temperature of the engine oil | K |
| TP | Temperature of the spark-plug seat/gasket | K |
| T0 | Standard ambient temperature | K |
| Tp | Temperature of the diluted gases during the test part, measured in the intake section of pump P | K |
| TT | Mean ambient temperature during the test | K |
| U | humidity | percent |
| v | Specified speed | |
| V | Total volume of diluted gas | m3 |
| vmax | Maximum design speed of test vehicle (L-category vehicle) | km/h |
| v0 | Reference vehicle speed | km/h |
| V0 | Volume of gas displaced by pump P during one revolution | m3/rev. |
| v1 | Vehicle speed at which the measurement of the coast-down time begins | km/h |
| v2 | Vehicle speed at which the measurement of the coast-down time ends | km/h |
| vi | Specified vehicle speed selected for the coast-down time measurement | km/h |
| w1 | Weighting factor of cycle part 1 with cold start | — |
| w1hot | Weighting factor of cycle part 1 with warm condition | — |
| w2 | Weighting factor of cycle part 2 with warm condition | — |
| w3 | Weighting factor of cycle part 3 with warm condition | — |
Appendix 2
Reference fuels
1. Specifications of reference fuels for testing vehicles in environmental tests, in particular for tailpipe and evaporative emissions testing
1.1.The following tables list the technical data on liquid reference fuels to be used for environmental performance testing. The fuel specifications in this Appendix are consistent with the reference fuel specifications in Annex 10 to UNECE regulation No 83 Revision 4 (5).
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.