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

2.3.10. The temperature of the coolant at the outlet from the engine shall be kept within ± 5 K of the upper thermostatically controlled temperature specified by the manufacturer. If no temperature is specified by the manufacturer, the temperature shall be 353,2 ± 5 K. For air-cooled engines, the temperature at a point indicated by the manufacturer shall be kept between + 0 / – 20 K of the maximum temperature specified by the manufacturer under the reference conditions.

2.3.11. The fuel temperature shall be measured at the inlet of the injection system and maintained within the limits set by the manufacturer.

2.3.12. The temperature of the lubricating oil measured in the oil sump or at the outlet from the oil cooler, if fitted, shall be maintained within the limits established by the engine manufacturer.

2.3.13. The outlet temperature of the exhaust gases shall be measured at right angles to the exhaust flange(s), manifold(s) or orifices.

2.3.14. An auxiliary regulating system may be used if necessary to maintain the temperature within the limits specified in points 2.3.10., 2.3.11 and 2.3.12.

2.3.15. Where an automatically triggered device is used to measure engine speed and consumption, the measurement shall last at least ten seconds; if the measuring device is manually controlled, it shall measure for at least 20 seconds.

2.3.16. The test fuel to be used shall be the reference fuel referred to in Appendix 2 of Annex II.

2.3.17. If it is not possible to use the standard exhaust silencer for the test, a device shall be used that is compatible with the engine’s normal operating conditions, and specified by the manufacturer. During the laboratory tests in particular, when the engine is running, the exhaust gas extractor shall not, at the point where the exhaust system is connected to the test bench, give rise in the exhaust-gas extraction duct to a pressure differing from the atmospheric pressure by more than ± 740 Pa (7,4 mbar) unless the manufacturer has deliberately specified the back pressure existing before the test; in this case, the lower of the two pressures shall be used.

Measurements shall be taken at a sufficient number of engine speeds to define correctly the complete power curve between the lowest and the highest engine speeds recommended by the manufacturer. This range of speeds shall include the speeds of revolution at which the engine produces its maximum torque and at which it produces its maximum power. For each speed, the average of at least two stabilised measurements is to be determined.

In the case of compression-ignition engines, the exhaust gases shall be examined during the test for compliance with the requirements for test type II.

The data to be recorded are those set out in the template of the test report referred to in Article 32(1) of Regulation (EU) No 168/2013.

3.2.1. Temperature: 298,2 K (25 °C)

3.2.2. Dry reference pressure (pso): 99 kPa (990 mbar) Note: the dry reference pressure is based on a total pressure of 100 kPa and a water vapour pressure of 1 kPa.

Equation Ap2.3-2:

The power correction factor (αd) for compression-ignition engines at constant fuel rate is obtained by applying the formula:

where:

This factor indicates the effects of environmental conditions (pressure, temperature and humidity) on the air drawn in by the engine. The atmospheric factor formula differs according to type of engine.

Equation Ap2.3-3:

where:

Equation Ap2.3-4:

fm is a function of qc (fuel flow corrected) as follows:

Equation Ap2.3-5:

where:

Equation Ap2.3-6:

where:

3.3.2.1. This formula is valid for a value interval of qc included between 40 mg/(litre · cycle) and 65 mg/(litre · cycle). For qc values lower than 40 mg/(litre · cycle), a constant value of fm equal to 0.3 (fm = 0.3) will be taken. For qc values higher than 65 mg/(litre · cycle), a constant value of fm equal to 1.2 = (fm = 1.2) will be taken (see the figure).

3.3.2.2. Figure Ap2.3-1

Characteristic parameter fm for each type of engine and adjustment as function of corrected fuel flow

For a test to be valid, the correction factor αd shall be such that:

0,9 αd ≤ 1.1

If these limits are exceeded, the corrected value obtained shall be given and the test conditions (temperature and pressure) stated precisely in the test report.

The tolerances set out in point 4 of Appendix 2.2 shall apply.

Appendix 2.4

Determination of the maximum torque and maximum power of L-category vehicles equipped with a hybrid propulsion

The maximum total torque and maximum total power of the hybrid propulsion assembly of combustion engine and electric motor shall be measured according to the requirements of Appendix 2.2.

The maximum total torque and maximum total power of the hybrid propulsion assembly of combustion engine and electric motor shall be measured according to the requirements of Appendix 2.3.

Paragraph 1.1. or 1.2. shall apply and, in addition, the maximum torque and maximum continuous rated power of the electric motor shall be measured according to the requirements of Appendix 3.

1.4. If the hybrid technology used on the vehicle allows multi-mode hybrid running conditions, the same procedure shall be repeated for each mode and the highest measured propulsion unit performance value shall be taken as the final test result of the propulsion unit performance test procedure.

The vehicle manufacturer shall ensure that the test set-up of the test vehicle equipped with a hybrid propulsion shall result in the maximum attainable total torque and power being measured. Any series-mounted feature resulting in a higher propulsion unit performance in terms of maximum design vehicle speed, maximum total torque or maximum total power shall be regarded as a defeat device.

Appendix 3

Requirements concerning the methods for measuring the maximum torque and maximum continuous rated power of a pure electric propulsion type

1.1.L-category vehicles equipped with a pure electric propulsion shall meet all the relevant requirements with regard to the measurements of the maximum torque and the maximum thirty minute power of electric drive trains set out in UNECE regulation No 85.

1.2.By means of derogation if the manufacturer can prove to the technical service to the satisfaction of the approval authority that the vehicle is physically not capable of achieving the thirty minutes speed the maximum fifteen minute speed may be used instead.

Appendix 4

Requirements concerning the method for measuring the maximum continuous rated power, switch-off distance and maximum assistance factor of an L1e category vehicle designed to pedal referred to in Article 3(94)(b) and pedal cycles as referred to in Article 2(2)(h) of Regulation (EU) No 168/2013

1. Scope

1.1.Sub-category L1e-A vehicle;

1.2.Sub-category L1e-B vehicle equipped with pedal assistance referred to in Article 3(94b) of Regulation (EU) No 168/2013;

1.3.Pedal cycles with pedal assistance as referred to in Article 2(2)(h) of Regulation (EU) No 168/2013.

L1e vehicles within the scope of this Appendix shall be exempted from the requirements of Appendix 1.

3. Test procedures and requirements

3.1. Test procedure to measure the maximum design vehicle speed up to which the auxiliary motor provides pedal assist.

The test procedure and measurements shall be performed in conformity with appendix 1 or alternatively with point 4.2.6.2. of EN 15194:2009.

3.2. The maximum continuous rated power shall be measured in accordance with Appendix 3 or, alternatively, in accordance with the test procedure set out in Section 4.2.7 of EN 15194:2009.

3.3. After stopping with pedalling, the assistance of the motor shall switch off in a driving distance ≤ 3 m. The testing vehicle speed is 90 % of the maximum assistance speed. The measurements shall be taken in accordance with EN 15194:2009. For vehicles fitted with an assistance modulator, it shall not be activated during the test. —————

ANNEX XI

Vehicle propulsion family with regard to environmental performance demonstration tests

1.1. In order to alleviate the test burden on manufacturers when demonstrating the environmental performance of vehicles these may be grouped as a vehicle propulsion family. One or more parent vehicles shall be selected from this group of vehicles by the manufacturer to the satisfaction of the approval authority that shall be used to demonstrate environmental performance test types I to VIII. Parent vehicles to demonstrate test type IX on sound level shall follow the requirements set out in the UNECE regulations referred to in point 2 of Annex IX.

1.2. An L-category vehicle may continue to be regarded as belonging to the same vehicle propulsion family provided that the vehicle variant, version, propulsion, pollution-control system and OBD parameters listed in Table 11-1 are identical or remain within the prescribed and declared tolerances.

1.3. For the environmental test types I to XIII a representative parent vehicle shall be selected within the boundaries set by the classification criteria laid down in point 3.

2.1. ‘variable cam phasing or lift’ means allowing the lift, the opening and closing duration or timing of the intake or exhaust valves to be modified while the engine is in operation;

2.2. ‘communication protocol’ means a system of digital message formats and rules for messages exchanged in or between computing systems or units;

2.3. ‘common rail’ means a fuel supply system to the engine in which a common high pressure is maintained;

2.4. ‘intercooler’ means a heat exchanger that removes waste heat from the compressed air by a charger before entering into the engine, thereby improving volumetric efficiency by increasing intake air charge density;

2.5. ‘electronic throttle control’ (ETC) means the control system consisting of sensing of driver input via the accelerator pedal or handle, data processing by the control unit(s), resulting actuation of the throttle and throttle position feedback to the control unit in order to control the air charge to the combustion engine;

2.6. ‘boost control’ means a device to control the boost level produced in the induction system of a turbocharged or supercharged engine;

2.7. ‘SCR system’ means a system capable of converting gaseous pollutants into harmless or inert gases by injecting a consumable reagent, which is a reactive substance to reduce tailpipe emissions and which is adsorbed onto a catalytic converter;

2.8. ‘lean NOx adsorber’ means a storage of NOx fitted into the exhaust system of a vehicle which is purged by the release of a reactant in the exhaust flow;

2.9. ‘cold-start device’ means a device that temporarily enriches the air/fuel mixture of the engine, thus assisting the engine to start;

2.10. ‘starting aid’ means a device which assists engine start up without enrichment of the air/fuel mixture such as glow plugs, injection timing and spark delivery adaptations; ‘exhaust gas recirculation (EGR) system’ means part of the exhaust gas flow led back to or remaining in the combustion chamber of an engine in order to lower the combustion temperature;

3. Classification criteria

| # | Classification criteria description | Test type I | Test type II | Test type V | Test type VII | Test type VIII (¹) | |

| --- | --- | --- | --- | --- | --- | --- | --- | | | Stage I | Stage II | | | | | | | 1. | Vehicle | | | | | | | | 1.1. | category; | X | X | X | X | X | X | | 1.2. | sub-category; | X | X | X | X | X | X | | 1.3. | the inertia of a vehicle variant(s) or version(s) within two inertia categories above or below the nominal inertia category; | X | | X | X | X | X | | 1.4. | overall gear ratios (+/– 8 %); | X | | X | X | X | X | | 2. | Propulsion family characteristics | | | | | | | | 2.1. | number of engines or electric motors; | X | X | X | X | X | X | | 2.2. | hybrid operation mode(s) (parallel/sequential/other); | X | X | X | X | X | X | | 2.3. | number of cylinders of the combustion engine; | X | X | X | X | X | X | | 2.4. | engine capacity (+/– 2 %) (²) of the combustion engine; | X | X | X | X | X | X | | 2.5. | number and control (variable cam phasing or lift) of combustion engine valves; | X | X | X | X | X | X | | 2.6. | monofuel/bifuel/flex fuel H2NG/multifuel; | X | X | X | X | X | X | | 2.7. | fuel system (carburettor/scavenging port/port fuel injection/direct fuel injection/common rail/pump-injector/other); | X | X | X | X | X | X | | 2.8. | fuel storage (³); | | | | | X | X | | 2.9. | type of cooling system of combustion engine; | X | X | X | X | X | X | | 2.10. | combustion cycle (PI/CI/two-stroke/four-stroke/other); | X | X | X | X | X | X | | 2.11. | intake air system (naturally aspirated/charged (turbocharger/super-charger)/intercooler/boost control) and air induction control (mechanical throttle/electronic throttle control/no throttle); | X | X | X | X | X | X | | 3. | Pollution control system characteristics | | | | | | | | 3.1. | propulsion exhaust (not) equipped with catalytic converter(s); | X | X | X | X | | X | | 3.2. | catalytic converter(s) type; | X | X | X | X | | X | | 3.2.1. | number and elements of catalytic converters; | X | X | X | X | | X | | 3.2.2. | size of catalytic converters (volume of monolith(s) +/– 15 %); | X | X | X | X | | X | | 3.2.3. | operation principle of catalytic activity (oxidising, three-way, heated, SCR, other.); | X | X | X | X | | X | | 3.2.4. | precious metal load (identical or higher); | X | X | X | X | | X | | 3.2.5. | precious metal ratio (+/– 15 %); | X | X | X | X | | X | | 3.2.6. | substrate (structure and material); | X | X | X | X | | X | | 3.2.7. | cell density; | X | X | X | X | | X | | 3.2.8. | type of casing for the catalytic converter(s); | X | X | X | X | | X | | 3.3. | propulsion exhaust (not) equipped with particulate filter (PF); | X | X | X | X | | X | | 3.3.1. | PF types; | X | X | X | X | | X | | 3.3.2. | number and elements of PF; | X | X | X | X | | X | | 3.3.3. | size of PF (volume of filter element +/– 10 %); | X | X | X | X | | X | | 3.3.4. | operation principle of PF (partial/wall-flow/other); | X | X | X | X | | X | | 3.3.5. | active surface of PF; | X | X | X | X | | X | | 3.4. | propulsion (not) equipped with periodically regenerating system; | X | X | X | X | | X | | 3.4.1. | periodically regenerating system type; | X | X | X | X | | X | | 3.4.2. | operation principle of periodically regenerating system; | X | X | X | X | | X | | 3.5. | propulsion (not) equipped with selective catalytic converter reduction (SCR) system; | X | X | X | X | | X | | 3.5.1. | SCR system type; | X | X | X | X | | X | | 3.5.2. | operation principle of periodically regenerating system; | X | X | X | X | | X | | 3.6. | propulsion (not) equipped with lean NOx trap/absorber; | X | X | X | X | | X | | 3.6.1. | lean NOx trap/absorber type; | X | X | X | X | | X | | 3.6.2. | operation principle of lean NOx trap/absorber; | X | X | X | X | | X | | 3.7. | propulsion (not) equipped with a cold-start device or starting aid device(s); | X | X | X | X | | X | | 3.7.1. | cold-start or starting aid device type; | X | X | X | X | | X | | 3.7.2. | operation principle of cold start or starting aid device(s); | X | X | X | X | X | X | | 3.7.3. | Activation time of cold-start or starting aid device(s) and/or duty cycle (only limited time activated after cold start/continuous operation); | X | X | X | X | X | X | | 3.8. | propulsion (not) equipped with O2 sensor for fuel control; | X | X | X | X | X | X | | 3.8.1. | O2 sensor types; | X | X | X | X | X | X | | 3.8.2. | operation principle of O2 sensor (binary/wide range/other); | X | X | X | X | X | X | | 3.8.3. | O2 sensor interaction with closed-loop fuelling system (stoichiometry/lean or rich operation); | X | X | X | X | X | X | | 3.9. | propulsion (not) equipped with exhaust gas recirculation (EGR) system; | X | X | X | X | | X | | 3.9.1. | EGR system types; | X | X | X | X | | X | | 3.9.2. | operation principle of EGR system (internal/external); | X | X | X | X | | X | | 3.9.3. | maximum EGR rate (+/– 5 %); | X | X | X | X | | X | | (¹) The same family criteria also apply to functional on-board diagnostics set out in Annex XII of Regulation (EU) No 44/2014. (²) maximum 30 % acceptable for test type VIII (³) Only for vehicles equipped with storage for gaseous fuel | | | | | | | | | # | Classification criteria description | Test type III | Test type IV | | --- | --- | --- | --- | | 1. | Vehicle | | | | 1.1. | Category; | X | X | | 1.2. | Subcategory; | | X | | 2. | System | | | | 2.1. | propulsion (not) equipped with crankcase ventilation system; | X | | | 2.1.1. | crankcase ventilation system type; | X | | | 2.1.2. | operation principle of crank case ventilation system (breather / vacuum / overpressure); | X | | | 2.2. | propulsion (not) equipped with evaporative emission control system; | | X | | 2.2.1. | evaporative emission control system type; | | X | | 2.2.2. | operation principle of evaporative emission control system (active / passive / mechanically or electronically controlled); | | X | | 2.2.3. | identical basic principle of fuel/air metering (e.g. carburettor / single point injection / multi point injection / engine speed density through MAP/ mass airflow); | | X | | 2.2.4. | identical material of the fuel tank and liquid fuel hoses is identical; | | X | | 2.2.5. | the fuel storage volume is within a range of +/– 50 %; | | X | | 2.2. | the setting of the fuel storage relief valve is identical; | | X | | 2.2.6. | identical method of storage of the fuel vapour (i.e. trap form and volume, storage medium, air cleaner (if used for evaporative emission control) etc.); | | X | | 2.2.7. | identical method of purging of the stored vapour (e.g. air flow, purge volume over the driving cycle); | | X | | 2.2.8. | identical method of sealing and venting of the fuel metering system; | | X |

5. Extension of type-approval regarding test type IV

5.1. The type-approval shall be extended to vehicles equipped with a control system for evaporative emissions which meet the evaporative emission control family classification criteria listed in point 5.3. The worst-case vehicle with regard to the cross-section and approximate hose length shall be tested as a parent vehicle.

5.2. The manufacturer may request to use one of the following approaches based on a ‘certification by design’ strategy to extend the approval for evaporative emissions: 5.2.1.   Carry-across approach 5.2.2.   Worst-case configuration approach If the vehicle manufacturer has successfully carried out permeability or permeation testing on a worst-case fuel tank configuration, these test data may be used to certify by design other fuel tanks which are otherwise similar in terms of material (including additives), fuel pump plate and filler cap/neck. The worst-case configuration shall be the fuel tank design with the thinnest walls or the smallest interior surface area.

ANNEX XII

Amendment of part A of Annex V to Regulation (EU) No 168/2013

1.Part A of Annex V to Regulation (EU) No 168/2013 is replaced by the following:

‘(A)   Environmental tests and requirements

L-category vehicles may be type-approved only if they comply with the following environmental requirements: