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

• 1. ‘DeNOx’: the desulphurisation (SO2 removal) event is initiated before an influence of sulphur on emissions is detectable (±15 percent of measured emissions) and in this example, for exothermic reasons, together with the last DPF regeneration event. Equation Ap13-15: M′sik,j=1 = constant → Msik = Msik+1 = Msi2 Mrik = Mrik+1 = Mri2 For SO2 removal event: Mri2, Msi2, d2, D2, n2 = 1

• 1. Complete system (DPF + DeNOx): Equation Ap13-16: Image omitted; see official source Equation Ap13-17: Image omitted; see official source Equation Ap13-18: Image omitted; see official source

The calculation of the factor (Ki) for multiple periodic regenerating systems is possible only after a certain number of regeneration phases for each system. After performing the complete procedure (A to B, see Figure Ap13-2), the original starting conditions A should be reached again.

3.4.1.   Extension of approval for a multiple periodic regeneration system

• 3.4.1.1.If the technical parameters or the regeneration strategy of a multiple regeneration system for all events within this combined system are changed, the complete procedure including all regenerative devices shall be performed by measurements to update the multiple Ki – factor.

• 3.4.1.2.If a single device of the multiple regeneration system is changed only in strategy parameters (i.e. such as ‘D’ or ‘d’ for DPF) and the manufacturer can provide the technical service with plausible technical data and information demonstrating that:

• (a) there is no detectable interaction with the other device(s) of the system; and

- (b) the important parameters (i.e. construction, working principle, volume, location, etc.) are identical,

- the necessary update procedure for ki may be simplified.

- In such cases, where agreed between the manufacturer and the technical service, only a single event of sampling/storage and regeneration shall be performed and the test results (‘Msi

’, ‘Mri ’), in combination with the changed parameters (‘D’ or ‘d’), may be introduced into the relevant formula(e) to update the multiple Ki - factor in mathematically by substituting the existing basic Ki - factor formula(e).

ANNEX III

Test type II requirements: tailpipe emissions at (increased) idle and free acceleration

This Annex describes the procedure for type II testing, as referred to in Part A of Annex V to Regulation (EU) No 168/2013, designed to ensure the requisite measurement of emissions during roadworthiness testing. The purpose of the requirements laid down in this Annex is to demonstrate that the approved vehicle complies with the requirements laid down in Directive 2009/40/EC ([^E0050]).

- 2.1. During the environmental performance type-approval process, it shall be demonstrated to the technical service and approval authority that the L-category vehicles falling within the scope of Regulation (EU) No 168/2013 comply with the test type II requirements.

• 2.2. Vehicles equipped with a propulsion type of which a positive ignition combustion engine forms part shall be subject only to a type II emission test as set out in points 3, 4 and 5.

• 2.3. Vehicles equipped with a propulsion type of which a compression ignition combustion engine forms part shall be subject only to a type II free acceleration emission test as set out in points 3, 6 and 7. In this case point 3.8. is not applicable.

• 3.1. A visual inspection of any emission-control equipment shall be conducted prior to start of the type II emission test in order to check that the vehicle is complete, in a satisfactory condition and that there are no leaks in the fuel, air supply or exhaust systems. The test vehicle shall be properly maintained and used.

• 3.2. The fuel used to conduct the type II test shall be the reference fuel, specifications for which are given in Appendix 2 of Annex II in accordance with the requirements set out in Part B of Annex V of Regulation (EU) No 168/2013.

• 3.3. During the test, the environmental temperature shall be between 293,2 K and 303,2 K (20 °C and 30 °C).

• 3.4. In the case of vehicles with manually-operated or semi-automatic-shift gearboxes, the test type II test shall be carried out with the gear lever in the ‘neutral’ position and the clutch engaged.

• 3.5. In the case of vehicles with automatic-shift gearboxes, the idle type II test shall be carried out with the gear selector in either the ‘neutral’ or the ‘park’ position. Where an automatic clutch is also fitted, the driven axle shall be lifted up to a point at which the wheels can rotate freely.

• 3.6. The type II emission test shall be conducted immediately after the type I emission test. In any event, the engine shall be warmed up until all coolant and lubricant temperatures and lubricant pressure have reached equilibrium at operational levels.

• 3.7. The exhaust outlets shall be provided with an air-tight extension, so that the sample probe used to collect exhaust gases may be inserted at least 60 cm into the exhaust outlet without increasing the back pressure of more than 125 mm H2O and without disturbing operation of the vehicle. This extension shall be so shaped as to avoid any appreciable dilution of exhaust gases in the air at the location of the sample probe. Where a vehicle is equipped with an exhaust system with multiple outlets, either these shall be joined to a common pipe or the carbon monoxide content shall be collected from each of them and an arithmetical average taken.

- 3.8. The emission test equipment and analysers to perform the type II testing shall be regularly calibrated and maintained. A flame ionisation detection or NDIR analyser may be used for measuring hydrocarbons.

- 3.9. The vehicles shall be tested with the fuel-consuming engine running.

• 3.9.1.The manufacturer shall provide a type II test ‘service mode’ that makes it possible to inspect the vehicle for roadworthiness tests on a running fuel-consuming engine, in order to determine its performance in relation to the data collected. Where this inspection requires a special procedure, this shall be detailed in the service manual (or equivalent media). That special procedure shall not require the use of special equipment other than that provided with the vehicle.

4.1   Components for adjusting the idling speed

• 4.1.1.Components for adjusting the idling speed for the purposes of this Annex refer to controls for changing the idling conditions of the engine which may be easily operated by a mechanic using only the tools referred to in point 4.1.2. In particular, devices for calibrating fuel and air flows are not considered as adjustment components if their setting requires the removal of the set-stops, an operation which can normally be performed only by a professional mechanic.

• 4.1.2.The tools which may be used to adjust the idling speed are screwdrivers (ordinary or cross-headed), spanners (ring, open-end or adjustable), pliers, Allen keys and a generic scan tool.

4.2   Determination of measurement points and type II idle test pass/fail criteria

• 4.2.1.First, a measurement is taken at the setting in accordance with the conditions fixed by the manufacturer.

• 4.2.2.For each adjustment component with a continuous variation, a sufficient number of characteristic positions shall be determined. The test shall be carried out with the engine at ‘normal idling speed’ and at ‘high idle speed’. The definition of the possible position of the adjustment components to a just ‘Normal idling speed’ is defined under point 4.2.5. High idle engine speed is defined by the manufacturer but it must be higher than 2 000 min^–1. The high idle speed is reached and kept stable by manually operating the throttle pedal or throttle handle.

• 4.2.3.The measurement of the carbon monoxide content of exhaust gases shall be carried out for all the possible positions of the adjustment components, but for components with a continuous variation only for the positions referred to in point 4.2.2.

• 4.2.4.The type II idle test shall be considered passed if one or both of the following conditions is met:

• 4.2.4.1. the values measured in accordance with point 4.2.3. shall be in compliance with the requirements set out in points 8.2.1.2. of Annex II to Directive 2009/40/EC;
• 4.2.4.1.1. if point 8.2.1.2. (a) is selected by the manufacturer, the specific CO level given by the manufacturer shall be entered on the certificate of conformity;
• 4.2.4.1.2. If point 8.2.1.2. (b) (ii) is selected by the manufacturer, the highest CO limits (at engine idle: 0,5 %, at high idle: 0,3 %) shall apply. Footnote (6) to point 8.2.1.2. (b) (ii) shall not be applicable for vehicles in the scope of Regulation (EU) No 168/2013. The measured CO value in the Type II test procedure shall be entered on the certificate of conformity;

• 4.2.4.2. the maximum content obtained by continuously varying each of the adjustment components in turn while all other components are kept stable shall not exceed the limit value referred to in point 4.2.4.1.

• 4.2.5.The possible positions of the adjustment components shall be limited by any of the following:

• 4.2.5.1. the larger of the following two values:
• (a) the lowest idling speed which the engine can reach;
• (b) the speed recommended by the manufacturer, minus 100 revolutions per minute;

• 4.2.5.2. the smallest of the following three values:
• (a) the highest rotation speed which the crankshaft of the engine can attain by activation of the idling speed components;
• (b) the rotation speed recommended by the manufacturer, plus 250 revolutions per minute;
• (c) the cut-in rotation speed of automatic clutches.

• 4.2.6.Settings incompatible with the correct running of the engine shall not be adopted as measurement settings. In particular, if the engine is equipped with several carburettors, all the carburettors shall have the same setting.

• 4.3. The following parameters shall be measured and recorded at normal idling speed and at high idle speed:

• (a) the carbon monoxide (CO) content by volume of the exhaust gases emitted (in vol %);

• (b) the carbon dioxide (CO2) content by volume of the exhaust gases emitted (in vol %);

• (c) hydrocarbons (HC) in ppm;

• (d) the oxygen (O2) content by volume of the exhaust gases emitted (in vol %) or lambda, as chosen by the manufacturer;

• (e) the engine speed during the test, including any tolerances;

• (f) the engine oil temperature at the time of the test. Alternatively, for liquid cooled engines, the coolant temperature shall be acceptable.

• 4.3.1.With respect to the parameters under point 4.3. (d) the following shall apply:

- 4.3.1.1. the measurement shall only be conducted at high idle engine speed;

• 4.3.1.2. vehicles in the scope of this measurement are only those equipped with a closed loop fuel system;

• 4.3.1.3. exemptions for vehicle with:
• 4.3.1.3.1. engines equipped with a mechanically-controlled (spring, vacuum) secondary air system;
• 4.3.1.3.2. two-stroke engines operated on a mix of fuel and lubrication oil.

• 5.1. The CO (CCO) and CO2 (CCO2) concentration shall be determined from the measuring instrument readings or recordings, by use of appropriate calibration curves.

• 5.2. The corrected concentration for carbon monoxide is:

Equation 2-1:

Image omitted; see official source

• 5.3. The CCO concentration (see point 5.1.) shall be measured in accordance with the formulae in point 5.2. and does not need to be corrected if the total of the concentrations measured (CCO + CCO2) is at least:

- (a) for petrol (E5): 15 percent;

• (b) for LPG: 13,5 percent;

• (c) for NG/biomethane: 11,5 percent.

6 Test type II – free acceleration test procedure

• 6.1. The combustion engine and any turbocharger or super-charger fitted shall be running at idle before the start of each free acceleration test cycle.

• 6.2. To initiate each free acceleration cycle, the throttle pedal shall be fully depressed quickly and continuously (in less than one second) but not violently, so as to obtain maximum delivery from the fuel pump.

• 6.3. During each free acceleration cycle, the engine shall reach cut-off speed or, for vehicles with automatic transmissions, the speed specified by the manufacturer or, if this data is not available, two-thirds of the cut-off speed, before the throttle is released. This could be checked, for instance, by monitoring engine speed or by allowing at least two seconds elapsing between initial throttle depression and release.

- 6.4. For vehicles equipped with CVT and automatic clutch, the driven wheels may be lifted from the ground.

For engines with safety limits in the engine control (e.g. max 1 500 rpm without running wheels or without gear), this maximum engine speed shall be reached.

• 6.5. The average concentration level of the particulate matter (in m^–1) in the exhaust flow (opacity) shall be measured during five free acceleration tests. Opacity means an optical measurement of the density of particulate matter in the exhaust flow of an engine, expressed in m^–1;

7 Test type II – free acceleration test results and requirements

• 7.1. The test value measured in accordance with point 6.5 shall be in compliance with the requirements laid down in point 8.2.2.2. (b) of Annex II to Directive 2009/40/EC.

- 7.1.1.Footnote (7) to point 8.2.2.2. (b) shall not be applicable for vehicles in the scope of Regulation (EU) No 168/2013.

- 7.1.2.The measured type II opacity test value shall be entered on the certificate of conformity. Alternatively the vehicle manufacturer may specify the appropriate opacity level and enter this limit on the certificate of conformity.

- 7.1.3.Vehicles in the scope of Regulation (EU) No 168/2013 are exempted from the requirement to enter the opacity test value on the statutory plate.

ANNEX IV

Test type III requirements: emissions of crankcase gases

This Annex describes the procedure for type III testing, as referred to in Part A of Annex V to Regulation (EU) No 168/2013.

• 2.1.The manufacturer shall provide the approval authority with technical details and drawings to prove that the engine is or engines are so constructed as to prevent any fuel, lubrication oil or crankcase gases from escaping to the atmosphere from the crankcase gas ventilation system.

• 2.2.Only in the following cases shall the technical service and approval authority require the manufacturer to carry out the type III test:

• 2.2.1. for new vehicle types and new engine types with regard to environmental performance equipped with a new design of the crankcase gas ventilation system, in which case a parent vehicle, with a crankcase gas ventilation concept representative of that approved, may be selected if the manufacturer so chooses to demonstrate to the satisfaction of the technical service and approval authority that the type III test has been passed;

• 2.2.2. if there is any doubt that any fuel, lubrication oil or crankcase gases might escape to the atmosphere from the crankcase gas ventilation system, the technical service and the approval authority may require the manufacturer to conduct the type III test in accordance with point 4.1 or 4.2 (as chosen by the manufacturer).

- 2.3.In all other cases, the type III test shall be waived.

• 2.4.L-category vehicles equipped with a two-stroke engine containing a scavenging port between the crank case and the cylinder(s) may be exempted from the type III test requirements at the request of the manufacturer.

• 2.5.The manufacturer shall attach a copy of the test report on the parent vehicle with the positive result from the type III test to the information folder provided for in Article 27 of Regulation (EU) No 168/2013.

3. Test conditions

- 3.1.The type III test shall be carried out on a test vehicle which has been subjected to the type I testing in Annex II and the type II testing in Annex III.

• 3.2.The vehicle tested shall have a leak-proof engine or leak-proof engines of a type other than those so designed that even a slight leak may cause unacceptable operating faults. The test vehicle shall be properly maintained and used.

4.1.   Test method 1

The type III test shall be conducted in accordance with the following test procedure:

• 4.1.1. Idling shall be regulated in conformity with the manufacturer’s recommendations.

• 4.1.2. Measurements shall be taken in the following sets of conditions of engine operation:

Table 3-1

Idle operation or steady state vehicle test speeds and power absorbed by the chassis dynamometer during the type III test

Condition number	Vehicle speed (km/h)
1	Idling
2	Highest of: (a) 50 ±2 (in 3rd gear or ‘drive’) or (b) if (a) not achievable, 50 % of max. design vehicle speed.
3	Highest of: (a) 50 ±2 (in 3rd gear or ‘drive’) or (b) if (a) not achievable, 50 % of max. design vehicle speed.
Condition number	Power absorbed by the brake
---	---
1	Nil
2	That corresponding to the setting for type I test at 50 km/h or if not achievable type I test at 50 % of max. design vehicle speed.
3	As for condition 2, multiplied by a factor of 1,7

• 4.1.3. For all operation conditions listed in point 4.1.2., the reliable functioning of the crankcase ventilation system shall be checked.

• 4.1.4. Method of verification of the crankcase ventilation system

• 4.1.4.1.The engine’s apertures shall be left as found.

• 4.1.4.2.The pressure in the crankcase shall be measured at an appropriate location. It may be measured at the dip-stick hole with an inclined-tube manometer.

• 4.1.4.3.The vehicle shall be deemed satisfactory if, in every condition of measurement defined in point 4.1.2., the average pressure measured in the crankcase does not exceed the average atmospheric pressure prevailing at the time of measurement.

• 4.1.5. For the test method described in points 4.1.4.1. to 4.1.4.3., the pressure in the intake manifold shall be measured to within ±1 kPa.

- 4.1.6. The vehicle speed as indicated at the dynamometer shall be measured to within ± 2 km/h.

• 4.1.7. The pressures measured in the crankcase and the ambient pressure shall be measured to within ± 0,1 kPa and shall be sampled with a frequency ≥ 1 Hz within a time period of ≥ 60 s when the conditions in point 4.1.2. are continuously operated and stabilised.

• 4.1.8. If, in one or more of the conditions of measurement in point 4.1.2., the average pressure value measured in the crankcase within the time period in point 4.1.7. exceeds the atmospheric pressure, the additional test as defined in point 4.2.3. shall be performed to the satisfaction of the approval authority.

4.2.   Test method 2

• 4.2.1. The type III test shall be conducted in accordance with the following test procedure.

• 4.2.1.1.The engine’s apertures shall be left as found.

• 4.2.1.2.A flexible bag impervious to crankcase gases and having a capacity of approximately 3 times the engine swept volume shall be connected to the dipstick hole. The bag shall be empty before each measurement.

• 4.2.1.3.The bag shall be closed before each measurement. It shall be opened to the crankcase for five minutes for each condition of measurement prescribed in point 4.1.2.

• 4.2.1.4.The vehicle shall be deemed satisfactory if, after every condition of measurement defined in points 4.1.2. and 4.2.1.3., no visible inflation of the bag occurs.

• 4.2.2. If the structural layout of the engine is such that the test cannot be performed by the methods described in point 4.2.1., the measurements shall be effected by that method modified as follows:

• 4.2.2.1. Before the test, all apertures other than that required for the recovery of the gases shall be closed;

• 4.2.2.2. The bag shall be placed on a suitable take-off which does not introduce any additional loss of pressure and is installed on the recycling circuit of the device directly at the engine-connection aperture.

• 4.2.2.3. Figure 3-1

Various test set-ups for type III test method No 1 Image omitted; see official source

• 4.2.2.4. If one or more of the conditions of the test defined in point 4.2.1.2. are not met, the additional test set out in point 4.2.3. shall be performed to the satisfaction of the approval authority.

• 4.2.3. Alternative additional type III test method (No 3)

• 4.2.3.1.The manufacturer shall prove to the approval authority that the crankcase ventilation system of the engine is leak-tight by performing a leak check with compressed air inducing an overpressure in the crankcase ventilation system.

• 4.2.3.2.The engine of the vehicle may be installed on a test rig and the intake and exhaust manifolds may be removed and replaced with plugs that hermetically seal the air intake and exhaust evacuation openings of the engine. Alternatively, the intake and exhaust systems may be plugged on a representative test vehicle on locations chosen by the manufacturer and to the satisfaction of the technical service and approval authority.

- 4.2.3.3.The crankshaft may be rotated to optimise the position of the pistons, minimising pressure loss to the combustion chamber(s).

- 4.2.3.4.The pressure in the crankcase system shall be measured at an appropriate location other than the opening to the crankcase system used to pressurise the crankcase. When present, the oil fill cap, drain plug, level check port and dipstick cap may be modified to facilitate the pressurisation and pressure measurement; however, all seals between the screw-thread, gaskets, O-rings and other (pressure) seals of the engine shall remain intact and representative of the engine type. Ambient temperature and pressure shall remain constant throughout the test.

• 4.2.3.5.The crankcase system shall be pressurised with compressed air to the maximum recorded peak pressure as monitored during the three test conditions specified in point 4.1.2. and at least to a pressure of 5 kPa over ambient pressure or to a higher pressure at the choice of the manufacturer. The minimum pressure of 5 kPa shall be allowed only if it can be demonstrated by means of traceable calibration that test equipment has accurate resolution for testing at that pressure. A higher test pressure shall be used otherwise, according to the equipment’s calibrated resolution.

- 4.2.3.5.The compressed air source inducing the overpressure shall be closed and the pressure in the crankcase shall be monitored for 300 seconds. The test pass condition shall be: crankcase pressure ≥ 0,95 times the initial overpressure for 300 seconds after closure of the compressed air source.

ANNEX V

Test type IV requirements: evaporative emissions

Appendix Number	Appendix title
1	Fuel storage permeability test procedure
2	Fuel storage and delivery system permeation test procedure
3	Sealed Housing for Evaporation Determination (SHED) test procedure
3.1.	Preconditioning requirements for a hybrid application before start of the SHED test
3.2.	Ageing test procedure for evaporative emission control devices
4	Calibration of equipment for evaporative emission testing

1. Introduction

• 1.1.This Annex describes the procedure for type IV testing, as referred to in Part A of Annex V to Regulation (EU) No 168/2013.

• 1.2.Appendix 1 describes the procedure for testing the permeability of non-metallic fuel tank material and shall also be used as preconditioning test cycle for fuel storage testing referred to in Number C8 of Annex II to Regulation (EU) No 168/2013.

• 1.3.Appendices 2 and 3 describe methods for the determination of the loss of hydrocarbons by evaporation from the fuel systems of vehicles equipped with a propulsion type that uses volatile, liquid fuel. Appendix 4 sets out the calibration procedure for evaporative emission test equipment.

• 2.1.The vehicle manufacturer shall prove to the technical service and to the satisfaction of the approval authority that the fuel tank and fuelling system are leak-tight.

- 2.2.The fuelling system tightness shall comply with the requirements referred to in Annex II (C8) to Regulation (EU) No 168/2013.

- 2.3.All L-vehicle (sub-)categories equipped with a non-metallic fuel storage shall be tested according to the permeability test procedure laid down in Appendix 1. At the request of the manufacturer, the fuel permeation test set out in Appendix 2 or the SHED test set out in Appendix 3 may replace the evaporative part of the permeability test set out in Appendix 1.

- 2.4.L-vehicle (sub-)categories L3e, L4e, L5e-A, L6e-A and L7e-A shall be tested according to the SHED test procedure laid down in Appendix 3.

• 2.5.L-vehicle (sub-)categories L1e, L2e, L5e-B, L6e-B, L7e-B and L7e-C - shall be tested either in accordance with the permeation test procedure set out in Appendix 2 or the SHED test procedure set out in Appendix 3, at the choice of the manufacturer.

Appendix 1

Fuel storage permeability test procedure

1. Scope

- 1.1. This requirement shall apply to all L-category vehicles equipped with a non-metallic fuel tank to store liquid, volatile fuel, as applicable for vehicles equipped with a positive ignition combustion engine.

• 1.2. Vehicles complying with the requirements set out in Appendix 2 or 3 or vehicles equipped with a compression ignition engine using low volatile fuel shall comply with the requirements of this Appendix only as preconditioning procedure for fuel storage testing referred to in Number C8 of Annex II to Regulation (EU) No 168/2013. The fuel tanks on those vehicles are exempted from the evaporative requirements set out in points 2.1.5, 2.1.6, 2.3. and 2.4.

2. Fuel tank permeability test

2.1.   Test method

2.1.1.   Test temperature

The fuel tank shall be tested at a temperature of 313,2 ± 2 K (40 ± 2 °C).

2.1.2.   Test fuel

The test fuel to be used shall be the reference fuel set out in Appendix 2 of Annex II. If this test procedure is used only as preconditioning for subsequent fuel storage testing referred to in Number C8 of Annex II to Regulation (EU) No 168/2013, a commercial premium-grade fuel may be used at the choice of the manufacturer and to the satisfaction of the approval authority.

• 2.1.3. The tank is filled with the test fuel up to 50 % of its total rated capacity and allowed to rest in the ambient air at a temperature of 313,2 ± 2 K until there is a constant weight loss. That period shall be at least four weeks (pre-storage period). The tank is emptied and then refilled with test fuel to 50 % of its rated capacity.

• 2.1.4. The tank is stored under the stabilising conditions at a temperature of 313,2 ± 2 K until its contents are at the test temperature. The tank is then sealed. The pressure rise in the tank during the test may be compensated.

• 2.1.5. The weight loss due to diffusion shall be measured during the eight-week test. During that period, a maximum quantity of 20 000 mg may escape from the fuel tank, on average, every 24 hours.

• 2.1.6. If the diffusion losses are greater, the fuel loss shall also be determined at a test temperature of 296,2 ± 2 K (23 ± 2 °C), all other conditions being maintained (pre-storage at 313,2 ± 2 K). The loss determined under those conditions shall not exceed 10 000 mg per 24 hours.

- 2.2. All fuel tanks that will undergo this test procedure as preconditioning for testing referred to in Number C8 of Annex II to Regulation (EU) No 168/2013 shall be duly identified.

- 2.3. The permeability evaporation test results shall not be averaged between the different tested fuel tanks, but the worst-case diffusion loss rate observed of any one of those fuel tanks shall be taken and compared against the maximum permitted loss rate set out in point 2.1.5 and, if applicable, in point 2.1.6.

- 2.4. Fuel tank permeability test conducted with internal pressure compensation

If the fuel tank permeability test is conducted with internal pressure compensation, which shall be noted in the test report, the fuel loss resulting from the pressure compensation shall be taken into account when the diffusion loss is calculated.

Appendix 2

Fuel storage and delivery system permeation test procedure

1 Scope and test limits

- 1.1. As of the date of first application laid down in Annex IV to Regulation (EU) No 168/2013, fuel system permeation shall be tested in accordance with the test procedure laid down in point 2. This base requirement shall apply to all L-category vehicles equipped with a fuel tank to store liquid, high volatile fuel, as applicable for a vehicle equipped with a positive ignition combustion engine, in accordance with Part B of Annex V to Regulation (EU) No 168/2013.

In order to satisfy the evaporative emission test requirements set out in Regulation (EU) No 168/2013, L-vehicle (sub-)categories L3e, L4e, L5e-A, L6e-A and L7e-A shall only be tested in accordance with the SHED test procedure laid down in Appendix 3 to this Annex.

- 1.2. For the purposes of the requirements of this Appendix, the minimum fuel system components falling within the scope of this Appendix consist of a fuel storage tank and fuel line sub-assembly. Other components that form part of the fuel delivery system, fuel metering and control system are not subject to the requirements of this Appendix.

2.1   Measure permeation emissions by weighing a sealed fuel tank before and after a temperature-controlled soak according to the following flow charts

Figure Ap2-1

Fuel tank permeation full and short tests

Image omitted; see official source

• 2.2. Metallic tanks are exempted from durability testing.

To precondition the fuel tank in the fuel tank permeation test, the following five steps shall be followed:

• 3.1. The tank shall be filled with reference fuel specified in Appendix 2 to Annex II, and sealed. The filled tank shall be soaked at an ambient temperature of 301,2 ± 5 K (28 ± 5 °C) for 20 weeks or at 316,2 ± 5 K (43 ± 5 °C) for ten weeks. Alternatively, a shorter period of time at a higher -temperature may be used as soak time if the manufacturer can prove to the approval authority that the hydrocarbon permeation rate has stabilised.

- 3.2. The fuel tank’s internal surface area shall be determined in square metres accurate to at least three significant figures. The manufacturer may use less accurate estimates of the surface area if it is ensured that the surface area will not be overestimated.

• 3.3. The fuel tank shall be filled with the reference fuel to its nominal capacity.

• 3.4. The tank and fuel shall equilibrate to 301,2 ± 5 K (28 ± 5 °C) or 316,2 ± 5 K (43 ± 5 °C) in the case of the alternative short test.

• 3.5. The fuel tank shall be sealed using fuel caps and other fittings (excluding petcocks) that can be used to seal openings in a production fuel tank. In cases where openings are not normally sealed on the fuel tank (such as hose-connection fittings and vents in fuel caps), these openings may be sealed using non-permeable fittings such as metal or fluoropolymer plugs.

To run the test, the following steps shall be taken for a tank preconditioned as specified in point 3.

- 4.1. Weigh the sealed fuel tank and record the weight in mg. This measurement shall be taken within eight hours of filling of the tank with test fuel.

• 4.2. The tank shall be placed in a ventilated, temperature-controlled room or enclosure.

• 4.3. The test room or enclosure shall be closed and sealed and the test time shall be recorded.

• 4.4. The test room or enclosure temperature shall be continuously maintained at  301,2 ± 5 K (28 ± 5 °C) for 14 days. This temperature shall be continuously monitored and recorded.

• 5.1. At the end of the soak period, the weight in mg of the sealed fuel tank shall be recorded. Unless the same fuel is used in the preconditioning fuel soak and the permeation test run, weight measurements shall be recorded on five separate days per week of testing. The test is void if a linear plot of tank weight vs. test days for the full soak period for permeation testing yields a linear regression correlation coefficient r² < 0,8.

• 5.2. The weight of the filled fuel tank at the end of the test shall be subtracted from the weight of the filled fuel tank at the beginning of the test.

• 5.3. The difference in mass shall be divided by the internal surface area of the fuel tank.

• 5.4. The result of the calculation under point 5.3., expressed in mg/m², shall be divided by the number of test days to calculate the mg/m²/day emission rate and rounded to the same number of decimal places as the emission standard laid down in Part C2 of Annex VI to Regulation (EU) No 168/2013.

• 5.5. In cases where permeation rates during a soak period of 14 days are such that the manufacturer considers that period not long enough to be able to measure significant weight changes, the period may be extended by a maximum of 14 additional days. In this case, the test steps in points 4.5 to 4.8 shall be repeated to determine the weight change for the full 28 days.

• 5.6. Determination of the deterioration factor when applying the full permeation test procedure

The deterioration factor (DF) shall be determined from any of the following at the choice of the manufacturer:

• 5.6.1. the ratio between the final permeation and baseline test runs;

• 5.6.2. the fixed DF for total hydrocarbons laid down in Part B of Annex VII to Regulation (EU) No 168/2013.

• 5.7. Determination of the final tank permeation test results

5.7.1.   Full test procedure

To determine the permeation test result, the deterioration factor determined in point 5.6. shall be multiplied by the measured permeation test result determined in point 5.4. The product of multiplication shall be no greater than the applicable permeation test limit set out in Part C2 of Annex VI to Regulation (EU) No 168/2013.

5.7.2.   Accelerated (short) test procedure

The measured permeation test result determined in point 5.4 shall be no greater than the applicable permeation test limit set out in Part C2 of Annex VI to Regulation (EU) No 168/2013.

• 6.1. A separate durability demonstration for each substantially different combination of treatment approaches and non-metallic tank materials shall be performed by taking the following steps:

6.1.1.   Pressure cycling

A pressure test shall be conducted by sealing the tank and cycling it between 115,1 kPa absolute pressure(+ 2,0 psig) and 97,9 kPa absolute pressure (– 0,5 psig) and back to 115,1 kPa absolute pressure(+ 2,0 psig) for 10 000 cycles at a rate of 60 seconds per cycle.

6.1.2.   UV exposure

A sunlight exposure test shall be conducted by exposing the fuel tank to an ultraviolet light of at least 24 W/m² (0,40 W-hr/m²/min) on the tank surface for at least 450 hours. Alternatively, the non-metallic fuel tank may be exposed to direct natural sunlight for an equivalent period of time, as long as it is ensured that it is exposed to at least 450 daylight hours.

6.1.3.   Slosh testing

A slosh test shall be conducted by filling the non-metallic fuel tank to 40 percent of its capacity with the reference fuel set out in Appendix 2 to Annex II or with a commercial premium-grade fuel at the choice of the manufacturer and to the satisfaction of the approval authority. The fuel tank assembly shall be rocked at a rate of 15 cycles per minute until one million total cycles are reached. An angle deviation of + 15° to – 15° from level shall be used and the slosh test shall be conducted at an ambient temperature of 301,2 ± 5 K (28 ± 5 °C).

- 6.2. Final fuel tank durability test results

Following the durability testing, the fuel tank shall be soaked according to the requirements of point 3 to ensure that the permeation rate is stable. The period of slosh testing and the period of ultraviolet testing may be considered to be part of this soak, provided that the soak begins immediately after the slosh testing. To determine the final permeation rate, the fuel tank shall be drained and refilled with fresh test fuel as set out in Appendix 2 to Annex II. The permeation test run laid down in point 4 shall be repeated immediately after this soak period. The same test fuel requirement shall be used for this permeation test run as for the permeation test run conducted prior to the durability testing. The final test results shall be calculated in accordance with point 5.

• 6.3. The manufacturer may request that any of the durability tests be excluded if it can be clearly demonstrated to the approval authorities that this does not affect the emissions from the fuel tank.

• 6.4. The length of ‘soak’ during durability testing may be included in the fuel soak period provided that fuel remains in the tank. Soak periods may be shortened to ten weeks if performed at 316,2 ± 5 K (43 ± 5 °C).

7.1.   Fuel line assembly permeation physical testing procedure

The manufacturer shall conduct a fuel line assembly test, including the fuel hose clamps and the material to which the fuel lines are connected on both sides, by performing a physical test in accordance with any of the following test procedures:

• (a) in accordance with the requirements of points 6.2 to 6.4. The piping material to which the fuel lines are connected at both sides of the fuel line shall be plugged with impermeable material. The words ‘fuel tank’ in points 6.2 to 6.4 shall be replaced with ‘fuel-line assembly’. The fuel hose clamps shall be tightened with the torque specified for series production;

• (b) the manufacturer may use a proprietary test procedure if it can be demonstrated to the approval authority that this test is just as severe as test method (a).

7.2.   Fuel line assembly permeation test limits in the case of physical testing

The test limits for fuel tubing in Part C2 of Annex VI to Regulation (EU) No 168/2013 shall be met when conducting the test procedures laid down in point 7.1.

• 7.3. Physical testing of fuel-line assembly permeation is not required if:

- (a) the fuel lines meet the R11–A or R12 permeation specifications in SAE J30, or

- (b) non-metallic fuel lines meet the Category 1 specifications for permeation in SAE J2260, and

- (c) the manufacturer can demonstrate to the approval authority that the connections between the fuel tank and other fuel system components are leak-tight thanks to robust design.

If the fuel hoses fitted on the vehicle meet all three specifications, the fuel tubing test limit requirements in Part C2 of Annex VI to Regulation (EU) No 168/2013 shall be considered as fulfilled.

Appendix 3

Sealed Housing for Evaporation Determination (SHED) test procedure

• 1.1.As of the application date laid down in Annex IV to Regulation (EU) No 168/2013, the evaporative emissions of sub-category L3e, L4e (only the base, original L3e vehicle of the motorcycle with side-car), L5e-A, L6e-A and L7e-A vehicles shall be tested in the environmental performance type-approval procedure according to the following SHED test procedure.

The evaporative emission SHED test (Figure Ap3-1) consists of a conditioning phase and a test phase, as follows:

- (a) conditioning phase:

• — driving cycle;
• — vehicle soak;

• (b) test phase:
• — diurnal (breathing loss) test;
• — driving cycle;
• — hot soak loss test.

Mass emissions of hydrocarbons from the tank breathing loss and the hot soak loss phases are added together to provide an overall result for the test.

Figure Ap3-1

Flow chart – evaporative emission SHED test

Image omitted; see official source

3.1.   Test vehicles

The SHED test shall be conducted at the choice of the manufacturer with one or more degreened test vehicles equipped with:

- 3.1.1. degreened emission control devices; a fixed deterioration factor of 0,3 g/test shall be added to the SHED test result;

• 3.1.2. aged evaporative emission control devices; the ageing test procedure set-out in sub-appendix 3.2. shall apply.

3.2.   Test vehicles

The degreened test vehicle, which shall be representative of the vehicle type with regard to environmental performance to be approved, shall be in good mechanical condition and, before the evaporative test, have been run in and driven at least 1 000 km after first start on the production line. The evaporative emission-control system shall be connected and functioning correctly over this period and the carbon canister and evaporative emission control valve subjected to normal use, undergoing neither abnormal purging nor abnormal loading.

3.3.   Test fuel

The appropriate test fuel, as defined in Appendix 2 to Annex II, shall be used.

• 4.1. The chassis dynamometer shall meet the requirements of Appendix 3 of Annex II.

• 4.2. Evaporative emission measurement enclosure (SHED)

The evaporative emission measurement enclosure shall be a gas-tight rectangular measuring chamber able to contain the vehicle under test. The vehicle shall be accessible from all sides when inside and the enclosure when sealed shall be gas-tight. The inner surface of the enclosure shall be impermeable to hydrocarbons. At least one of the surfaces shall incorporate a flexible impermeable material or other device to allow the equilibration of pressure changes resulting from small changes in temperature. Wall design shall be such as to promote good dissipation of heat.

• 4.3. Analytical systems

4.3.1.   Hydrocarbon analyser

• 4.3.1.1.The atmosphere within the chamber is monitored using a hydrocarbon detector of the flame ionisation detector (FID) type. Sample gas shall be drawn from the midpoint of one side wall or the roof of the chamber and any bypass flow shall be returned to the enclosure, preferably to a point immediately downstream of the mixing fan.

• 4.3.1.2.The hydrocarbon analyser shall have a response time to 90 % of final reading of less than 1,5 seconds. Its stability shall be better than 2 % of full scale at zero and at 80 ± 20 % of full scale over a 15-minute period for all operational ranges.

• 4.3.1.3.The repeatability of the analyser expressed as one standard deviation shall be better than 1 % of full scale deflection at zero and at 80 ± 20 % of full scale on all ranges used.

• 4.3.1.4.The operational ranges of the analyser shall be chosen to give best resolution over the measurement, calibration and leak-checking procedures.

4.3.2.   Hydrocarbon analyser data recording system

• 4.3.2.1.The hydrocarbon analyser shall be fitted with a device to record electrical signal output either by strip chart recorder or other data-processing system at a frequency of at least once per minute. The recording system shall have operating characteristics at least equivalent to the signal being recorded and shall provide a permanent record of results. The record shall show a positive indication of the beginning and end of the fuel tank heating and hot soak periods together with the time elapsed between start and completion of each test.

• 4.4. Fuel tank heating

• 4.4.1. The fuel tank heating system shall consist of at least two separate heat sources with two temperature controllers. Typically, the heat sources will be electric heating strips, but other sources may be used at the request of the manufacturer. Temperature controllers may be manual, such as variable transformers, or automated. Since vapour and fuel temperature are to be controlled separately, an automatic controller is recommended for the fuel. The heating system shall not cause hot-spots on the wetted surface of the tank which would cause local overheating of the fuel. Heating strips for the fuel should be located as low as practicable on the fuel tank and shall cover at least 10 % of the wetted surface. The centre line of the heating strips shall be below 30 % of the fuel depth as measured from the bottom of the fuel tank, and approximately parallel to the fuel level in the tank. The centre line of the vapour heating strips, if used, shall be located at the approximate height of the centre of the vapour volume. The temperature controllers shall be capable of controlling the fuel and vapour temperatures to the heating function described in 5.3.1.6.

• 4.4.2. With temperature sensors positioned as in point 4.5.2., the fuel heating device shall make it possible to evenly heat the fuel and fuel vapour in the tank in accordance with the heating function described in 5.3.1.6. The heating system shall be capable of controlling the fuel and vapour temperatures to ± 1,7 K of the required temperature during the tank heating process.

• 4.4.3. Notwithstanding the requirements of point 4.4.2., if a manufacturer is unable to meet the heating requirement specified, due to use of thick-walled plastic fuel tanks for example, then the closest possible alternative heat slope shall be used. Prior to the commencement of any test, the manufacturer shall submit engineering data to the technical service to support the use of an alternative heat slope.

• 4.5. Temperature recording

• 4.5.1. The temperature in the chamber is recorded at two points by temperature sensors which are connected so as to show a mean value. The measuring points are extended approximately 0,1 m into the enclosure from the vertical centre line of each side wall at a height of 0,9 ± 0,2 m.

• 4.5.2. The temperatures of the fuel and fuel vapour shall be recorded by means of sensors positioned in the fuel tank as described in point 5.1.1. When sensors cannot be positioned as specified in point 5.1.1, e.g. where a fuel tank with two ostensibly separate chambers is used, sensors shall be located at the approximate mid-volume of each fuel- or vapour-containing chamber. In this case, the average of these temperature readings shall constitute the fuel and vapour temperatures.

• 4.5.3. Throughout the evaporative emission measurements, temperatures shall be recorded or entered into a data processing system at a frequency of at least once per minute.

• 4.5.4. The accuracy of the temperature recording system shall be within ± 1,7 K and capable of resolving temperatures to 0,5 K.

• 4.5.5. The recording or data processing system shall be capable of resolving time to ± 15 seconds.

• 4.6. Fans

• 4.6.1. It shall be possible to reduce the hydrocarbon concentration in the chamber to the ambient hydrocarbon level by using one or more fans or blowers with the SHED door(s) open.

• 4.6.2. The chamber shall have one or more fans or blowers of likely capacity 0,1 to 0,5 m³/s with which to thoroughly mix the atmosphere in the enclosure. It shall be possible to attain an even temperature and hydrocarbon concentration in the chamber during measurements. The vehicle in the enclosure shall not be subjected to a direct stream of air from the fans or blowers.

• 4.7. Gases

• 4.7.1. The following pure gases shall be available for calibration and operation:

• (a) purified synthetic air (purity: < 1 ppm C¹ equivalent < 1 ppm CO, < 400 ppm CO2, 0,1 ppm NO); oxygen content between 18 and 21 % by volume;

• (b) hydrocarbon analyser fuel gas (40 ± 2 % hydrogen, and balance helium or nitrogen with less than 1 ppm C¹ equivalent hydrocarbon, less than 400 ppm CO2);

• (c) propane (C3H8), 99,5 % minimum purity.

• 4.7.2. Calibration and span gases shall be available containing mixtures of propane (C3H8) and purified synthetic air. The true concentrations of a calibration gas shall be within ± 2 % of the stated figures. The accuracy of the diluted gases obtained when using a gas divider shall be to within ± 2 % of the true value. The concentrations specified in  Appendix 4 may also be obtained by the use of a gas divider using synthetic air as the diluting gas.

• 4.8. Additional equipment

- 4.8.1. The relative humidity in the test area shall be measurable to within ± 5 %.

- 4.8.2. The pressure within the test area shall be measurable to within ± 0,1 kPa.

• 4.9. Alternative equipment

• 4.9.1. At the request of the manufacturer and with the agreement of the approval authority, the technical service may authorise the use of alternative equipment provided that it can be demonstrated that it gives equivalent results.

5.1.   Test preparation

• 5.1.1. The vehicle is mechanically prepared before the test as follows:

- (a) the exhaust system of the vehicle shall not exhibit any leaks;

• (b) the vehicle may be steam-cleaned before the test;

• (c) the fuel tank of the vehicle shall be equipped with temperature sensors so that the temperature of the fuel and fuel vapour in the fuel tank can be measured when it is filled to 50 % ± 2 % of its rated capacity;

• (d) additional fittings, adaptors or devices may optionally be fitted to allow a complete draining of the fuel tank. Alternatively, the fuel tank may be evacuated by means of a pump or siphon that prevents fuel spillage.

5.2.   Conditioning phase

• 5.2.1. The vehicle shall be taken into the test area where the ambient temperature is between 293,2 K and 303,2 K (20 °C and 30 °C).

• 5.2.2. The vehicle is placed on a chassis dynamometer and driven through the test cycle specified in Part A of Annex VI to Regulation (EU) No 168/2013 as appropriate for the class of vehicle being tested. Exhaust emissions may be sampled during this operation but the results shall not be used for the purpose of exhaust emission type-approval.

- 5.2.3. The vehicle is parked in the test area for the minimum period stated in Table Ap3-1.

Table Ap3-1

SHED test — minimum and maximum soak periods

Engine capacity	Minimum (hours)	Maximum (hours)
< 170 cm3	6	36
170 cm3 ≤ engine capacity < 280 cm3	8	36
≥ 280 cm3	12	36

5.3.   Test phases

5.3.1.   Tank breathing (diurnal) evaporative emission test

• 5.3.1.1.The measuring chamber shall be vented/purged for several minutes immediately before the test until a stable background is obtainable. The chamber mixing fan(s) shall be switched on at this time also.

• 5.3.1.2.The hydrocarbon analyser shall be set to zero and spanned immediately before the test.

• 5.3.1.3.The fuel tanks shall be emptied as described in point 5.1.1 and refilled with test fuel at a temperature of between 283,2 K and 287,2 K (10 °C and 14 °C) to 50 ± 2 % of its normal volumetric capacity.

• 5.3.1.4.The test vehicle shall be brought into the test enclosure with the engine switched off and parked in an upright position. The fuel tank sensors and heating device shall be connected, if necessary. Immediately begin recording the fuel temperature and the air temperature in the enclosure. If a venting/purging fan is still operating, it shall be switched off at this time.

• 5.3.1.5.The fuel and vapour may be artificially heated to the starting temperatures of 288,7 K (15,5 °C) and 294,2 K (21,0 °C) ± 1 K respectively. An initial vapour temperature up to 5 °C above 21,0 °C may be used. For this condition, the vapour shall not be heated at the beginning of the diurnal test. When the fuel temperature has been raised to 5,5 °C below the vapour temperature by following the Tf function, the remainder of the vapour heating profile shall be followed.

• 5.3.1.6.As soon as the fuel temperature reaches 14,0 °C:

• (1) Install the fuel filler cap(s);

• (2) Turn off the purge blowers, if not already off at that time;

• (3) Close and seal enclosure doors.

• As soon as the fuel reaches a temperature of 15,5 °C ± 1 °C the test procedure shall continue as follows:

• (a) the hydrocarbon concentration, barometric pressure and the temperature shall be measured to give the initial readings CHC, i, pi and Ti for the tank heat build test;

• (b) a linear heat build of 13,8 °C or 20 °C ± 0,5 °C over a period of 60 ± 2 minutes shall begin. The temperature of the fuel and fuel vapour during the heating shall conform to the function below to within ± 1,7 °C, or the closest possible function as described in 4.4: For exposed type of fuel storage tanks: Equations B.3.3-1 Tf = 0,3333 · t + 15,5 °C Tv = 0,3333 · t + 21,0 °C For non-exposed type of fuel storage tanks: Equations B.3.3-2 Tf = 0,2222 · t + 15,5 °C Tv = 0,2222 · t + 21,0 °C where: Tf = required temperature of fuel (°C); Tv = required temperature of vapour (°C); t = time from start of the tank heat build in minutes.

- 5.3.1.7.The hydrocarbon analyser is set to zero and spanned immediately before the end of the test.

• 5.3.1.8.If the heating requirements in point 5.3.1.6. have been met over the 60 ± 2 minute period of the test, the final hydrocarbon concentration in the enclosure is measured (CHC,f). The time or elapsed time of this measurement is recorded, together with the final temperature and barometric pressure Tf and pf.

- 5.3.1.9.The heat source is turned off and the enclosure door unsealed and opened. The heating device and temperature sensor are disconnected from the enclosure apparatus. The vehicle is now removed from the enclosure with the engine switched off.

• 5.3.1.10.To prevent abnormal loading of the canister, fuel tank caps may be removed from the vehicle during the period between the end of the diurnal test phase and the start of the driving cycle. The driving cycle shall begin within 60 minutes of the completion of the breathing loss test.

5.3.2.   Driving cycle

• 5.3.2.1.‘Tank breathing losses’ means hydrocarbon emissions caused by temperature changes in the fuel storage and supply. Following the tank breathing losses test, the vehicle is pushed or otherwise manoeuvred onto the chassis dynamometer with the engine switched off. It is then driven through the driving cycle specified for the class of vehicle on test. At the request of the manufacturer, exhaust emissions may be sampled during this operation, but the results shall not be used for the purpose of exhaust emission type-approval.

5.3.3.   Hot soak evaporative emissions test

The determination for evaporative emissions is concluded with the measurement of hydrocarbon emissions over a 60-minute hot soak period. The hot soak test shall begin within seven minutes of the completion of the driving cycle specified in point 5.3.2.1.

• 5.3.3.1. Before the completion of the test run, the measuring chamber shall be purged for several minutes until a stable hydrocarbon background is obtained. The enclosure mixing fan(s) shall also be turned on at this time.

• 5.3.3.2. The hydrocarbon analyser shall be set to zero and spanned immediately prior to the test.

• 5.3.3.3. The vehicle shall be pushed or otherwise moved into the measuring chamber with the engine switched off.

- 5.3.3.4. The enclosure doors are closed and sealed gas-tight within seven minutes of the end of the driving cycle.

• 5.3.3.5. A 60 ± 0,5 minute hot soak period begins when the chamber is sealed. The hydrocarbon concentration, temperature and barometric pressure are measured to give the initial readings CHC, i. Pi and Ti for the hot soak test. These figures are used in the evaporative emission calculation shown in chapter 6.

- 5.3.3.6. The hydrocarbon analyser shall be zeroed and spanned immediately before the end of the 60 ± 0,5 minute test period.

• 5.3.3.7. At the end of the 60 ± 0,5 minute test period, measure the hydrocarbon concentration in the chamber. The temperature and the barometric pressure are also measured. These are the final readings CHC, f. pf and Tf for the hot soak test used for the calculation in chapter 6. This completes the evaporative emission test procedure.

5.4.   Alternative test procedures

• 5.4.1. At the request of the manufacturer, with the agreement of the technical service and to the satisfaction of the approval authority, alternative methods may be used to demonstrate compliance with the requirements of this Appendix. In such cases, the manufacturer shall satisfy the technical service that the results from the alternative test can be correlated with those resulting from the procedure described in this Annex. This correlation shall be documented and added to the information folder provided for in Article 27 of Regulation (EU) No 168/2013.

• 6.1. The evaporative emission tests described in chapter 5 allow the hydrocarbon emissions from the tank breathing and hot soak phases to be calculated. Evaporative losses from each of these phases is calculated using the initial and final hydrocarbon concentrations, temperatures and pressures in the enclosure, together with the net enclosure volume.

The following formula shall be used:

Equation Ap3-3:

Image omitted; see official source

where:

MHC	=	mass of hydrocarbon emitted over the test phase (grams);
---	---	---
CHC	=	hydrocarbon concentration measured in the enclosure (ppm (volume) Ci equivalent);
---	---	---
V	=	net enclosure volume in cubic metres corrected for the volume of the vehicle. If the volume of the vehicle is not determined, a volume of 0,14 m3 shall be subtracted;
---	---	---
T	=	ambient chamber temperature in K;
---	---	---
p	=	barometric pressure in kPa;
---	---	---
H/C	=	hydrogen to carbon ratio;

Image omitted; see official source

where:

i is the initial reading;

f is the final reading;

H/C is taken to be 2,33 for tank breathing losses;

H/C is taken to be 2,20 for hot soak losses. ‘Hot soak losses’ means hydrocarbon emissions arising from the fuel system of a stationary vehicle after a period of driving (assuming a ratio of C1 H2,20 );

• 6.2. Overall results of test

The overall evaporative hydrocarbon mass emission for the vehicle is taken to be:

Equation Ap3-4:

Image omitted; see official source

where:

Mtotal	=	overall evaporative mass emissions of the vehicle (grams);

| | | |

| --- | --- | --- | | MTH | = | evaporative hydrocarbon mass emission for the tank heat build (grams); | | | | | | --- | --- | --- | | MHS | = | evaporative hydrocarbon mass emission for the hot soak (grams). |

7. Limit values

When tested according to this Annex, overall evaporative hydrocarbon mass emission for the vehicle (Mtotal) shall be as specified in Part C of Annex VI to Regulation (EU) No 168/2013.

8. Further provisions

At the request of the manufacturer, evaporative emission approval shall be granted without testing if a California Executive Order for the vehicle type with regard to environmental performance for which application is made can be provided to the approval authority.

Appendix 3.1

Preconditioning requirements for a hybrid application before start of the SHED test

• 1.1.The following preconditioning requirements before starting the SHED test shall apply only to L-category vehicles equipped with a hybrid propulsion.

- 2.1.Before starting the SHED test procedure, the test vehicles shall be preconditioned as follows:

- 2.1.1. OVC vehicles.

• 2.1.1.1. As regards OVC vehicles without an operating mode switch, the procedure shall start with the discharge of the electrical energy/power storage device of the vehicle while driving (on the test track, on a chassis dynamometer, etc.) in any of the following conditions:
• (a) at a steady speed of 50 km/h until the fuel-consuming engine of the HEV starts up;
• (b) if a vehicle cannot reach a steady speed of 50 km/h without the fuel-consuming engine starting up, the speed shall be reduced until it can run at a lower steady speed at which the fuel-consuming engine does not start up for a defined time or distance (to be determined by the technical service and the manufacturer);
• (c) in accordance with the manufacturer’s recommendation. The fuel-consuming engine shall be stopped within ten seconds of being automatically started.
• 2.1.1.2. As regards OVC vehicles with an operating mode switch, the procedure shall start with the discharge of the electrical energy/power storage device of the vehicle while driving with the switch in pure electric position (on the test track, on a chassis dynamometer, etc.) at a steady speed of 70 percent ± 5 percent from the maximum thirty minutes speed of the vehicle. 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. Stopping the discharge occurs in any of the following conditions:
• (a) when the vehicle is not able to run at 65 percent of the maximum thirty minutes speed;
• (b) when the standard on-board instrumentation gives the driver an indication to stop the vehicle;
• (c) after 100 km. If the vehicle is not equipped with a pure electric mode, the electrical energy/power storage device discharge shall be conducted with the vehicle driving (on the test track, on a chassis dynamometer, etc.) under any of the following conditions:
• (a) at a steady speed of 50 km/h until the fuel-consuming engine of the HEV starts up;
• (b) if a vehicle cannot reach a steady speed of 50 km/h without the fuel-consuming engine starting up, the speed shall be reduced until it can run at a lower steady speed at which the fuel-consuming engine does not start up for a defined time or distance (to be determined by the technical service and the manufacturer);
• (c) in accordance with the manufacturer’s recommendation. The engine shall be stopped within ten seconds of being automatically started. 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.

- 2.1.2. NOVC vehicles.

• 2.1.2.1. As regards NOVC vehicles without an operating mode switch, the procedure shall start with a preconditioning of at least two consecutive complete, applicable test type I driving cycles without soak.
• 2.1.2.2. As regards NOVC vehicles with an operating mode switch, the procedure shall start with a preconditioning of at least two consecutive complete, applicable driving cycles without soak, with the vehicle running in hybrid mode. If several hybrid modes are available, the test shall be carried out in the mode which is automatically set after the ignition key is turned (normal mode). On the basis of information provided by the manufacturer, the technical service shall ensure that the limit values are complied with in all hybrid modes.

• 2.1.3. The preconditioning drive shall be carried out according to the type I test cycle in Appendix 6 to Annex II:
• 2.1.3.1. for OVC vehicles this shall be carried out under the same conditions as specified by Condition B of the type I test in Appendix 11 to Annex II.
• 2.1.3.2. for NOVC vehicles this shall be carried out under the same conditions as in the type I test.

Appendix 3.2

Ageing test procedure for evaporative emission control devices

1. Test methods for ageing of evaporative emission control devices

The SHED test shall be conducted with aged evaporative emission control devices fitted. The ageing tests for those devices shall be conducted according to the procedures in this Appendix.

Figure Ap3.2-1

Carbon canister gas flow diagram and ports

Image omitted; see official source

A carbon canister representative of the propulsion family of the vehicle as set out in Annex XI shall be selected as test canister and shall be marked in agreement with the approval authority and the technical service.

2.1.   Canister ageing test procedure

In the case of a multiple canister system, each canister shall undergo the procedure separately. The number of test cycles of canister loading and discharging shall correspond to the number set-out in table Ap3.1-1, dwell time and subsequent purging of fuel vapour shall be run to age the test canister at an ambient temperature of 297 ± 2 K as follows:

2.1.1.   Canister loading part of the test cycle

• 2.1.1.1.Loading of the canister shall start within one minute of completing the purge portion of the test cycle.

- 2.1.1.2.The (clean air) vent port of the canister shall be open and the purge port shall be capped. A mix by volume of 50 % air and 50 % commercially available petrol or test petrol specified in Appendix 2 to Annex II shall enter through the tank port of the test canister at a flow rate of 40 grams/hour. The petrol vapour shall be generated at a petrol temperature of 313 ± 2 K.

• 2.1.1.3.The test canister shall be loaded each time to 2,0 ± 0,1 grams breakthrough detected by:

- 2.1.1.3.1. FID reading (using a mini-SHED or similar) or 5 000 ppm instantaneous reading on the FID occurring at the (clean air) vent port; or

• 2.1.1.3.2. Gravimetrical test method using the difference in mass of the test canister charged to 2,0 ± 0,1 grams breakthrough and the purged canister.

2.1.2.   Dwell time

A five minute dwell period between canister loading and purging as part of the test cycle shall be applied.

2.1.3   Canister purging part of the test cycle

• 2.1.3.1.The test canister shall be purged through the purge port and the tank port shall be capped.

- 2.1.3.2.Four hundred canister bed volumes shall be purged at a rate of 24 l/min into the vent port.

• 2.1.4. Table Ap3.2-1

Amount of test cycles of charging and purging the test canister

| Vehicle category | Vehicle category name | Number of test cycles referred to in |

| --- | --- | --- | | L1e-A | Powered cycle | 45 | | L3e-AxT (x=1, 2 or 3) | Two-wheel trial motorcycle | 45 | | L1e-B | Two-wheel moped | 90 | | L2e | Three-wheel moped | 90 | | L3e-AxE (x=1, 2 or 3) | Two-wheel Enduro motorcycle | 90 | | L6e-A | Light on-road quad | 90 | | L7e-B | Heavy all-terrain quad | 90 | | L3e & L4e (vmax< 130 km/h) | Two-wheel motorcycle, with and without side-car | 170 | | L5e | Tricycle | 170 | | L6e-B | Light quadri-mobile | 170 | | L7e-C | Heavy quadri-mobile | 170 | | L3e &L4e (vmax ≥ 130 km/h) | Two-wheel motorcycle, with and without side-car | 300 | | L7e-A | Heavy on-road quad | 300 |

- 3.1.The durability test shall actuate control valves, cables, and linkages, where applicable, and be representative for the operation conditions of these parts during the useful life of the vehicle if used under normal conditions and serviced in accordance with the manufacturer's recommendations. The accumulated distance and operation conditions of the type V durability test may be regarded as representative for the useful life of the vehicle.

- 3.2.Alternatively, the aged evaporative emission control parts tested according to point 3.1. may be replaced with ‘golden’ evaporation emission control valves, cables and linkages complying with the requirements of point 3.5. of Annex VI, to be installed on the type IV test vehicle at the choice of the manufacturer prior to start of the SHED test referred to in Appendix 3.

4. Reporting

The manufacturer shall report the results of the tests referred to in points 2 and 3 in a test report drafted according to the template referred to in Article 32(1) of Regulation (EU) No 168/2013.

Appendix 4

Calibration of equipment for evaporative emission testing

• 1.1. All equipment shall be calibrated before its initial use and then as often as necessary, and in any case in the month before type-approval testing. The calibration methods to be used are described in this Appendix.

2.1.   Initial determination of enclosure internal volume

• 2.1.1.Before its initial use, the internal volume of the chamber shall be determined as follows. The internal dimensions of the chamber are carefully measured, allowing for any irregularities such as bracing struts. The internal volume of the chamber is determined from these measurements.

• 2.1.2.The net internal volume is determined by subtracting 0,14 m³ from the internal volume of the chamber. Alternatively, the actual volume of the test vehicle may be subtracted.

• 2.1.3.The chamber shall be checked as in point 2.3. If the propane mass does not tally to within ± 2 % with the injected mass, corrective action is required.

2.2.   Determination of chamber background emissions