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
Appendix 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
1. Requirements for the rider
1.1.The rider shall wear a well-fitting (one-piece) suit or similar clothing and a protective helmet, eye protection, boots and gloves.
1.2.The rider, dressed and equipped as described in point 1.1., shall have a mass of 75 kg ± 5 kg and be 1,75 m ± 0,05 m tall.
1.3.The rider shall be seated on the seat provided, with his feet on the footrests and his arms extended normally. This position shall allow the rider to have proper control of the vehicle at all times during the tests.
2. Requirement for the road and ambient conditions
2.1.The test road shall be flat, level, straight and smoothly paved. The road surface shall be dry and free of obstacles or wind barriers that might impede the measurement of the running resistance. The slope of the surface shall not exceed 0,5 percent between any two points at least 2 m apart.
2.2.During data collecting periods, the wind shall be steady. The wind speed and the direction of the wind shall be measured continuously or with adequate frequency at a location where the wind force during coast-down is representative.
2.3.The ambient conditions shall be within the following limits:
— maximum wind speed: 3 m/s
— maximum wind speed for gusts: 5 m/s
— average wind speed, parallel: 3 m/s
— average wind speed, perpendicular: 2 m/s
— maximum relative humidity: 95 percent
— air temperature: 278,2 K to 308,2 K
2.4.Standard ambient conditions shall be as follows:
— pressure, P0: 100 kPa
— temperature, T0: 293,2 K
— relative air density, d0: 0,9197
— air volumetric mass, ρ0: 1,189 kg/m3
2.5.The relative air density when the vehicle is tested, calculated in accordance with the formula Ap 7-1, shall not differ by more than 7,5 percent from the air density under the standard conditions.
2.6.The relative air density, dT, shall be calculated using the following formula:
Equation Ap 7-1:
where:
3. Condition of the test vehicle
3.1. The test vehicle shall comply with the conditions described in point 1 of Appendix 8.
3.2. When installing the measuring instruments on the test vehicle, care shall be taken to minimise their effects on the distribution of the load across the wheels. When installing the speed sensor outside the vehicle, care shall be taken to minimise the additional aerodynamic loss.
3.3. The following checks shall be made in accordance with the manufacturer’s specifications for the use considered: wheels, wheel rims, tyres (make, type and pressure), front axle geometry, brake adjustment (elimination of parasitic drag), lubrication of front and rear axles, adjustment of the suspension and vehicle ground clearance, etc. Check that during freewheeling, there is no electrical braking.
4. Specified coast-down speeds
4.1.The coast-down times must be measured between v1 and v2 as specified in Table Ap 7-1, depending on the vehicle class as defined in point 4.3. of Annex II.
4.2.
Table Ap7-1 Coast-down time measurement beginning speed and ending speed Maximum design speed (km/h) Specified target vehicle speed vj in (km/h) v1 in (km/h) v2 in (km/h) ≤ 25 km/h 20 25 15 15 20 10 10 15 5 ≤ 45 km/h 40 45 35 30 35 25 20 25 15 45 < maximum design speed ≤ 130 km/h and > 130 km/h 120 130/ 110 100 110/ 90 80 90*/ 70 60 70 50 40 45 35 20 25 15
4.3.When the running resistance is verified in accordance with point 5.2.2.3.2., the test can be executed at vj ± 5 km/h, provided that the coast-down time accuracy referred to in point 4.5.7. of Annex II is ensured.
5. Measurement of coast-down time
5.1.After a warm-up period, the vehicle shall be accelerated to the coast-down starting speed, at which point the coast-down measurement procedure shall be started.
5.2.Since shifting the transmission to neutral can be dangerous and complicated by the construction of the vehicle, the coasting may be performed solely with the clutch disengaged. Vehicles that have no means of cutting the transmitted engine power off prior to coasting may be towed until they reach the coast-down starting speed. When the coast-down test is reproduced on the chassis dynamometer, the drive train and clutch shall be in the same condition as during the road test.
5.3.The vehicle steering shall be altered as little as possible and the brakes shall not be operated until the end of the coast-down measurement period.
5.4.The first coast-down time Δtai corresponding to the specified speed vj shall be measured as the time taken for the vehicle to decelerate from vj + Δv to vj – Δv.
5.5.The procedure described in points 5.1. to 5.4. shall be repeated in the opposite direction to measure the second coast-down time Δtbi.
5.6.The average Δti of the two coast-down times Δtai and vtbi shall be calculated using the following equation:
Equation Ap 7-2:
5.7.At least four tests shall be performed and the average coast-down time ΔTj calculated using the following equation:
Equation Ap 7-3:
5.8.Tests shall be performed until the statistical accuracy P is equal to or less than 3 percent (P ≤ 3 percent).
The statistical accuracy P (as a percentage) is calculated using the following equation:
| n | t | |
|---|---|---|
| 4 | 3,2 | 1,60 |
| 5 | 2,8 | 1,25 |
| 6 | 2,6 | 1,06 |
| 7 | 2,5 | 0,94 |
| 8 | 2,4 | 0,85 |
| 9 | 2,3 | 0,77 |
| 10 | 2,3 | 0,73 |
| 11 | 2,2 | 0,66 |
| 12 | 2,2 | 0,64 |
| 13 | 2,2 | 0,61 |
| 14 | 2,2 | 0,59 |
| 15 | 2,2 | 0,57 |
5.9.In repeating the test, care shall be taken to start the coast-down after observing the same warm-up procedure and at the same coast-down starting speed.
5.10.The coast-down times for multiple specified speeds may be measured in a continuous coast-down. In this case, the coast-down shall be repeated after observing the same warm-up procedure and at the same coast-down starting speed.
5.11.The coast-down time shall be recorded. A specimen record form is given in the Regulation for administrative requirements.
6. Data processing
6.1.1.The running resistance force Fj, in Newton, at the specified speed vj shall be calculated using the following equation:
Equation Ap7-6:
where:
mref = reference mass (kg);
Δv = vehicle speed deviation (km/h);
Δt = calculated coast down time difference (s);
6.1.2.The running resistance force Fj shall be corrected in accordance with point 6.2.
The running resistance force, F, shall be calculated as follows:
6.2.1.The following equation shall be fitted to the data set of Fj and vj obtained in points 4 and 6.1. respectively by linear regression to determine the coefficients f0 and f2,
Equation Ap7-7:
6.2.2.The coefficients f0 and f2 thus determined shall be corrected to the standard ambient conditions using the following equations:
The target running resistance force F*(v0) on the chassis dynamometer at the reference vehicle speed v0, in Newton, is determined using the following equation:
Equation Ap7-10:
Appendix 8
Road tests of L-category vehicles equipped with two or more wheels on the powered axles for the determination of test bench settings
1. Preparation of the vehicle
The test vehicle shall be in normal running order and adjustment after having been run in for at least 300 km. The tyres shall be run in at the same time as the vehicle or shall have a tread depth within 90 and 50 percent of the initial tread depth.
The following checks shall be made in accordance with the manufacturer’s specifications for the use considered: wheels, wheel rims, tyres (make, type and pressure), front axle geometry, brake adjustment (elimination of parasitic drag), lubrication of front and rear axles, adjustment of the suspension and vehicle ground clearance, etc. Check that during freewheeling, there is no electrical braking.
1.3.1.The test vehicle shall be loaded to its test mass including driver and measurement equipment, spread in a uniform way in the loading areas.
1.3.2.The windows of the vehicle shall be closed. Any covers for air conditioning systems, headlamps, etc. shall be closed.
1.3.3.The test vehicle shall be clean, properly maintained and used.
1.3.4.Immediately before the test, the vehicle shall be brought to the normal running temperature in an appropriate manner.
1.3.5.When installing the measuring instruments on the test vehicle, care shall be taken to minimise their effects on the distribution of the load across the wheels. When installing the speed sensor outside the test vehicle, care shall be taken to minimise the additional aerodynamic loss.
2. Specified vehicle speed v
The specified speed is required for determining the running resistance at the reference speed from the running resistance curve. To determine the running resistance as a function of vehicle speed in the vicinity of the reference speed v0, running resistances shall be measured at the specified speed v. At least four to five points indicating the specified speeds, along with the reference speeds, shall be measured. The calibration of the load indicator referred to in point 2.2. of Appendix 3 shall be performed at the applicable reference vehicle speed (vj) referred to in Table Ap8-1.
| Category vmax | Vehicle speed (km/h) | |||||
|---|---|---|---|---|---|---|
| > 130 | 120 (*2) | 100 | 80 (*1) | 60 | 40 | 20 |
| 130-100 | 90 | 80 (*1) | 60 | 40 | 20 | — |
| 100-70 | 60 | 50 (*1) | 40 | 30 | 20 | — |
| 70-45 | 50 (*2) | 40 (*1) | 30 | 20 | — | — |
| 45-25 | 40 | 30 (*1) | 20 | |||
| ≤ 25 km/h | 20 | 15 (*1) | 10 | |||
| (1) Applicable reference vehicle speed vj (2) if the vehicle speed can be attained by the vehicle. |
3. Energy variation during coast-down procedure
The margin of measurement error shall be less than 0,1 second for time and less than ± 0,5 km/h for speed. Bring the vehicle and the chassis dynamometer to the stabilised operating temperature, in order to approximate the road conditions.
3.1.2.1. Accelerate the vehicle to a speed of 5 km/h greater than the speed at which test measurement begins.
3.1.2.2. Put the gearbox to neutral or disconnect the power supply.
3.1.2.3. Measure the time t1 taken by the vehicle to decelerate from: where:
3.1.2.4. Carry out the same test in the opposite direction, measuring time t2.
3.1.2.5. Take the average ti of the two times t1 and t2.
| 3.1.2.6. | Repeat these tests until the statistical accuracy (p) of the average: Equation Ap 8-1: The statistical accuracy (p) is defined by: Equation Ap 8-2: is no more than 4 percent (p ≤ 4 percent).where: t is the coefficient in Table Ap 8-2; s is the standard deviation. Equation Ap 8-3: n is the number of tests Table Ap8-2 Factors t and t/√n depending on the number of coast-down tests performed n 4 5 6 7 8 9 10 t 3,2 2,8 2,6 2,5 2,4 2,3 2,3 t/√n 1,6 1,25 1,06 0,94 0,85 0,77 0,73 | ||||||
|---|---|---|---|---|---|---|---|
| n | 4 | 5 | 6 | 7 | 8 | 9 | 10 |
| t | 3,2 | 2,8 | 2,6 | 2,5 | 2,4 | 2,3 | 2,3 |
| t/√n | 1,6 | 1,25 | 1,06 | 0,94 | 0,85 | 0,77 | 0,73 |
3.1.2.7. The running resistance force F at the specified vehicle speeds v is calculated as follows: Equation Ap 8-4: where: mref = reference mass (kg); Δv = vehicle speed deviation (km/h); Δt = calculated coast down time difference (s);
| 3.1.2.8. | The running resistance determined on the track shall be corrected to the reference ambient conditions as follows: Equation Ap 8-5: Equation Ap 8-6: where: RR is the rolling resistance at speed v (N); RAERO is the aerodynamic drag at speed v (N); RT is (N); KR is the temperature correction factor of rolling resistance, taken to be equal to: ; t is the road test ambient temperature in K; t0 is the reference ambient temperature (293,2 K); dt is the air density at the test conditions (kg/m3); d0 is the air density at the reference conditions (293,2 K, 101,3 kPa) = 1,189 kg/m3. The ratios RR/RT and RAERO/RT shall be specified by the vehicle manufacturer on the basis of the data normally available to the company and to the satisfaction of the technical service. If these values are not available or if the technical service or approval authority do not accept these values, the following figures for the rolling/total resistance ratio given by the following formula may be used: Equation Ap 8-7: where: m HP is the test mass and for each speed the coefficients a and b are as shown in the following table: Table Ap8-3 Coefficients a and b to calculate rolling resistance ratio v (km/h) a b 20 7,24 · 10–5 0,82 40 1,59 · 10–4 0,54 60 1,96 · 10–4 0,33 80 1,85 · 10–4 0,23 100 1,63 · 10–4 0,18 120 1,57 · 10–4 0,14 | |
|---|---|---|
| v (km/h) | a | b |
| 20 | 7,24 · 10–5 | 0,82 |
| 40 | 1,59 · 10–4 | 0,54 |
| 60 | 1,96 · 10–4 | 0,33 |
| 80 | 1,85 · 10–4 | 0,23 |
| 100 | 1,63 · 10–4 | 0,18 |
| 120 | 1,57 · 10–4 | 0,14 |
The purpose of this procedure is to simulate on the dynamometer the total road load power at a given speed.
The measuring equipment shall be similar to that used on the test track and shall comply with point 4.5.7. of Annex II and point 1.3.5 of this Appendix.
3.2.2.1.Install the vehicle on the chassis dynamometer.
3.2.2.2.Adjust the tyre pressure (cold) of the driving wheels as required for the chassis dynamometer.
3.2.2.3.Adjust the equivalent inertia mass of the chassis dynamometer, in accordance with Table Ap8-4.
3.2.2.3.1. Table Ap8-4 Determination of equivalent inertia mass for an L-category vehicle equipped with two or more wheels on the powered axles Reference mass (mref) (kg) Equivalent inertia mass (mi) (kg) mref ≤ 105 100 105 < mref ≤ 115 110 115 < mref ≤ 125 120 125 < mref ≤ 135 130 135 < mref ≤ 150 140 150 < mref ≤ 165 150 165 < mref ≤ 185 170 185 < mref ≤ 205 190 205 < mref ≤ 225 210 225 < mref ≤ 245 230 245 < mref ≤ 270 260 270 < mref ≤ 300 280 300 < mref ≤ 330 310 330 < mref ≤ 360 340 360 < mref ≤ 395 380 395 < mref ≤ 435 410 435 < mref ≤ 480 450 480 < mref ≤ 540 510 540 < mref ≤ 600 570 600 < mref ≤ 650 620 650 < mref ≤ 710 680 710 < mref ≤ 770 740 770 < mref ≤ 820 800 820 < mref ≤ 880 850 880 < mref ≤ 940 910 940 < mref ≤ 990 960 990 < mref ≤ 1 050 1 020 1 050 < mref ≤ 1 110 1 080 1 110 < mref ≤ 1 160 1 130 1 160 < mref ≤ 1 220 1 190 1 220 < mref ≤ 1 280 1 250 1 280 < mref ≤ 1 330 1 300 1 330 < mref ≤ 1 390 1 360 1 390 < mref ≤ 1 450 1 420 1 450 < mref ≤ 1 500 1 470 1 500 < mref ≤ 1 560 1 530 1 560 < mref ≤ 1 620 1 590 1 620 < mref ≤ 1 670 1 640 1 670 < mref ≤ 1 730 1 700 1 730 < mref ≤ 1 790 1 760 1 790 < mref ≤ 1 870 1 810 1 870 < mref ≤ 1 980 1 930 1 980 < mref ≤ 2 100 2 040 2 100 < mref ≤ 2 210 2 150 2 210 < mref ≤ 2 320 2 270 2 320 < mref ≤ 2 440 2 380 2 440 < RM 2 490
3.2.2.4.Bring the vehicle and the chassis dynamometer to the stabilised operating temperature, in order to approximate the road conditions.
3.2.2.5.Carry out the operations specified in point 3.1.2., with the exception of those in points 3.1.2.4. and 3.1.2.5.
3.2.2.6.Adjust the brake to reproduce the corrected running resistance (see point 3.1.2.8.) and to take into account the reference mass. This may be done by calculating the mean corrected road coast-down time from v1 to v2 and reproducing the same time on the dynamometer as follows:
Equation Ap 8-8:
3.2.2.7.The power Pa to be absorbed by the bench shall be determined in order to enable the same total road load power to be reproduced for the same vehicle on different days or on different chassis dynamometers of the same type.
Appendix 9
Explanatory note on the gearshift procedure for a type I test
0. Introduction
This explanatory note explains matters specified or described in this Regulation, including its Annexes or Appendices, and matters related thereto with regard to the gearshift procedure.
1. Approach
1.1.The development of the gearshift procedure was based on an analysis of the gearshift points in the in-use data. In order to establish generalised correlations between technical specifications of the vehicles and gearshift speeds, the engine speeds were normalised to the utilisable band between rated speed and idling speed.
1.2.In a second step, the end speeds (vehicle speed as well as normalised engine speed) for upshifts and downshifts were determined and recorded in a separate table. The averages of these speeds for each gear and vehicle were calculated and correlated with the vehicles’ technical specifications.
1.3.The results of these analyses and calculations can be summarised as follows:
(a) the gearshift behaviour is engine-speed-related rather than vehicle-speed-related;
(b) the best correlation between gearshift speeds and technical data was found for normalised engine speeds and the power-to-mass ratio (maximum continuous rated power/(mass in running order + 75 kg));
(c) the residual variations cannot be explained by other technical data or by different drive train ratios. They are most probably due to differences in traffic conditions and individual driver behaviour;
(d) the best approximation between gearshift speeds and power-to-mass ratio was found for exponential functions;
(e) the gearshift mathematical function for the first gear is significantly lower than for all other gears;
(f) the gearshift speeds for all other gears can be approximated by one common mathematical function;
(g) no differences were found between five-speed and six-speed gearboxes;
(h) gearshift behaviour in Japan is significantly different from the equal-type gearshift behaviour in the European Union (EU) and in the United States of America (USA).
1.4.In order to find a balanced compromise between the three regions, a new approximation function for normalised upshift speeds versus power-to-mass ratio was calculated as a weighted average of the EU/USA curve (with 2/3 weighting) and the Japanese curve (with 1/3 weighting), resulting in the following equations for normalised engine upshift speeds:
2. Calculation example
2.1 Figure Ap 9-1 shows an example of gearshift use for a small vehicle:
2.2 Where vehicle speed increases gradually during cruise phases, upshift speeds (v1—2, v2—3and vi—i+1) in km/h may be calculated using the following equations: Figure Ap9-1 Example of a gearshift sketch — Gear use during deceleration and cruise phases Gear use during acceleration phases In order to allow the technical service more flexibility and to ensure driveability, the gearshift regression functions should be considered as lower limits. Higher engine speeds are permitted in any cycle phase.
3. Phase indicators
| 3.1 | In order to avoid different interpretations in the application of the gearshift equations and thus to improve the comparability of the test, fixed-phase indicators are assigned to the speed pattern of the cycles. The specification of the phase indicators is based on the definition from the Japan Automobile Research Institute (JARI) of the four driving modes as shown in the following table: Table Ap9-1 Definition of driving modes 4 modes Definition Idle mode vehicle speed < 5 km/h and -0,5 km/h/s (-0,139 m/s2) < acceleration < 0,5 km/h/s (0,139 m/s2) Acceleration mode acceleration > 0,5 km/h/s (0,139 m/s2) Deceleration mode acceleration < - 0,5 km/h/s (- 0,139 m/s2) Cruise mode vehicle speed ≥ 5 km/h and -0,5 km/h/s (-0,139 m/s2) < acceleration < 0,5 km/h/s (0,139 m/s2) |
|---|---|
| 4 modes | Definition |
| Idle mode | vehicle speed < 5 km/h and -0,5 km/h/s (-0,139 m/s2) < acceleration < 0,5 km/h/s (0,139 m/s2) |
| Acceleration mode | acceleration > 0,5 km/h/s (0,139 m/s2) |
| Deceleration mode | acceleration < - 0,5 km/h/s (- 0,139 m/s2) |
| Cruise mode | vehicle speed ≥ 5 km/h and -0,5 km/h/s (-0,139 m/s2) < acceleration < 0,5 km/h/s (0,139 m/s2) |
3.2 The indicators were then modified in order to avoid frequent changes during relatively homogeneous cycle parts and thus improve driveability. Figure Ap9-2 shows an example from cycle part 1. Figure Ap9-2 Example for modified phase indicators
4. Calculation example
4.1.An example of input data necessary for the calculation of shift speeds is shown in Table Ap 9-2. The upshift speeds for acceleration phases for first gear and higher gears are calculated using Equations 9-1 and 9-2. The denormalisation of engine speeds can be performed using the equation
.
4.2.The downshift speeds for deceleration phases can be calculated using Equations 9-3 and 9-4. The ndv values in Table Ap 9-2 can be used as gear ratios. These values can also be used to calculate the corresponding vehicle speeds (
. The results are shown in Tables Ap9-3 and Ap9-4.
4.3.Additional analyses and calculations were conducted to investigate whether these gearshift algorithms could be simplified and, in particular, whether engine shift speeds could be replaced by vehicle shift speeds. The analysis showed that vehicle speeds could not be brought in line with the gearshift behaviour of the in-use data.
4.3.1.
Table Ap9-2 Input data for the calculation of engine and vehicle shift speeds Item Input data Engine capacity in cm3 600 Pn in kW 72 mk in kg 199 s in min-1 11 800 nidle in min-1 1 150 ndv1 (1) 133,66 ndv2 94,91 ndv3 76,16 ndv4 65,69 ndv5 58,85 ndv6 54,04 pmr (2) in kW/t 262,8 (1) ndv means the ratio between engine speed in min-1 and vehicle speed in km/h (2) pmr means the power-to-mass ratio calculated by
Pn / (mk+75) · 1 000 ; Pn in kW, mk in kg
4.3.2.
Table Ap9-3 Shift speeds for acceleration phases for first gear and for higher gears (see Table Ap9-1) EU/USA/JAPAN DRIVING BEHAVIOUR EU/USA/Japan driving behaviour n_acc_max (1) n_acc_max (i) n_norm (1) in percent 24,9 34,9 n in min-1 3 804 4 869 (1) n_norm means the value calculated using equations Ap9-1 and Ap9-2.
4.3.3.
Table Ap9-4 Engine and vehicle shift speeds based on Table Ap9-2 Gearshift EU/USA/Japan driving behaviour v in km/h n_norm (i) in percent n in min-1 Upshift 1→2 28,5 24,9 3 804 2→3 51,3 34,9 4 869 3→4 63,9 34,9 4 869 4→5 74,1 34,9 4 869 5→6 82,7 34,9 4 869 Downshift 2→cl (1) 15,5 3,0 1 470 3→2 28,5 9,6 2 167 4→3 51,3 20,8 3 370 5→4 63,9 24,5 3 762 6→5 74,1 26,8 4 005 (1) ‘cl’ means ‘Clutch-Off’ timing.
Appendix 10
Type-approval tests of a replacement pollution-control device type for L-category vehicles as separate technical units
1. Scope of the Appendix
This Appendix applies to the type-approval of separate technical units within the meaning of Article 23(10) of Regulation (EU) No 168/2013, of pollution-control devices to be fitted as replacement parts on one or more types of L-category vehicle.
2. Definitions
2.1. ‘original equipment pollution-control devices’ mean pollution-control devices including oxygen sensors, catalytic converter types, assemblies of catalytic converters, particulate filters or carbon canisters for evaporative emission control covered by the type-approval and originally delivered for the approved vehicle;
2.2. ‘replacement pollution-control devices’ means pollution-control devices including oxygen sensors, catalytic converter types, assemblies of catalytic converters, particulate filters or carbon canisters for evaporative emission control intended to replace an original equipment pollution-control device on a vehicle type with regard to environmental and propulsion unit performance approved in accordance with this Appendix and which can be type-approved as a separate technical unit in accordance with Regulation (EU) No 168/2013;
3. Application for environmental performance type-approval
3.1.Applications for type-approval of a type of replacement pollution-control device as a separate technical unit shall be submitted by the manufacturer of the system or by his authorised representative.
3.2.A model for the information document is referred to in Article 27(4) of Regulation (EU) No 168/2013.
3.3.For each type of replacement pollution-control device for which approval is requested, the type-approval application shall be accompanied by the following documents in triplicate, and by the following particulars:
3.3.1. A description of the types of vehicles for which the device is intended, in terms of its characteristics;
3.3.2. The numbers or symbols specific to the propulsion and vehicle type;
3.3.3. Description of the replacement catalytic converter type stating the relative position of each of its components, together with the fitting instructions;
3.3.4. Drawings of each component to facilitate location and identification, and statement of materials used. These drawings shall also indicate the intended location of the mandatory type-approval mark.
3.4.The following shall be submitted to the technical service responsible for the type-approval test:
3.4.1. Vehicle(s) of a type approved in accordance with this Appendix equipped with a new original equipment pollution-control device type. This (these) vehicles shall be selected by the applicant with the agreement of the technical service to the satisfaction of the approval authority. It (they) shall comply with the requirements of Annex II, type I test.
3.4.2. The test vehicles shall be without emission-control system defects and be properly maintained and used; any excessively worn out or malfunctioning emission-related original part shall be repaired or replaced. The test vehicles shall be tuned properly and set to the manufacturer’s specification prior to emission testing.
3.4.3. One sample of the type of the replacement pollution-control device type. This sample shall be clearly and indelibly marked with the applicant’s trade name or mark and its commercial designation.
4. Requirements
The design, construction and mounting of the replacement pollution-control device type shall be such that:
4.1.1. the vehicle complies with the requirements of this Regulation under normal conditions of use, and in particular regardless of any vibrations to which it may be subjected;
4.1.2. the replacement pollution-control device displays reasonable resistance to the corrosion phenomena to which it is exposed, with due regard to the normal conditions of use of the vehicle;
4.1.3. the ground clearance available with the original equipment pollution-control device type and the angle at which the vehicle can lean over are not reduced;
4.1.4. the surface of the device does not reach unduly high temperatures;
4.1.5. the outline of the device has no projections or sharp edges;
4.1.6. shock absorbers and suspension have adequate clearance;
4.1.7. adequate safety clearance is provided for pipes;
4.1.8. the replacement pollution-control device is impact-resistant in a way that is compatible with clearly-defined maintenance and installation requirements;
4.1.9. if the original equipment pollution-control includes thermal protection, the replacement pollution-control device shall include equivalent protection;
4.1.10. if (an) oxygen probe(s) and other sensors or actuators are originally installed on the exhaust line, the replacement pollution-control device type shall be installed at exactly the same position as the original equipment pollution-control device and the position on the exhaust line of the oxygen probe(s) and other sensors or actuators shall not be modified.
4.2.1.The vehicle referred to in point 3.4.1, equipped with a replacement pollution-control device of the type for which type-approval is requested, shall undergo the tests laid down in Annexes II and VI (depending on the type-approval of the vehicle) (6).
4.2.1.1. Evaluation of pollutant emissions from vehicles equipped with replacement pollution-control devices Requirements regarding tailpipe or evaporative emissions are deemed to be complied with if the test vehicle equipped with the replacement pollutant-control device complies with the limit values in Annex VI to Regulation (EU) No 168/2013 (according to the type-approval of the vehicle) (6) .
4.2.1.2. Where the type-approval application is for different types of vehicles from the same manufacturer, the type I test may be limited to as few as two vehicles selected after agreement with the technical service to the satisfaction of the approval authority, provided that the different types of vehicle are fitted with the same type of original equipment pollution-control device.
4.2.2.Requirements regarding permissible sound level
The vehicles referred to in point 3.4.1, equipped with a replacement pollution-control device type that could allow worse noise emissions than the type for which type-approval is requested, shall satisfy the requirements of Annex IX (according to the type-approval of the vehicle) (6) . The test result for the vehicle in motion and for the stationary test shall be mentioned in the test report.
4.3.1.The replacement pollution-control device type shall be such as to ensure that the propulsion performance of the vehicle is comparable with that achieved with the original equipment pollution-control device type.
4.3.2.The propulsion performance of the vehicle equipped with the replacement pollution-control device shall be compared with that of an original equipment pollution-control device, also in new condition, fitted in turn to the vehicle referred to in point 3.4.1.
4.3.3.This test is carried out according to the applicable procedure set out in Annex X. The maximum net power and torque as well as the maximum attainable vehicle speed, if applicable, measured with the replacement pollution-control device, shall not deviate by more than + 5 % from those measured under the same conditions with the type-approved original equipment pollution-control device type.
Appendix 11
Type I test procedure for hybrid L-category vehicles
1. Introduction
1.1.This Appendix defines the specific provisions regarding type-approval of hybrid electric L-category vehicles (HEV).
1.2.In principle, for the environmental type I to IX tests, hybrid electric vehicles shall be tested in accordance with this Regulation, unless otherwise provided for in this Appendix.
1.3.For the type I and type VII tests, off-vehicle charging (OVC) vehicles (as categorised in point 2) shall be tested according to Conditions A and B. Both sets of test results and the weighted values shall be reported in the test report drafted in accordance with the template referred to in Article 32(1) of Regulation (EU) No 168/2013.
1.4.The emissions test results shall comply with the limits set-out in Regulation (EU) No 168/2013 under all test conditions specified in this Regulation.
2. Categories of hybrid vehicles
| Vehicle charging | Off-Vehicle Charging (1) (OVC) | Not-off-vehicle Charging (2) (NOVC) | ||
|---|---|---|---|---|
| Operating mode switch | Without | With | Without | With |
| (1) Also known as ‘externally chargeable’. (2) Also known as ‘not externally chargeable’. |
3. Type I test methods
For the type I test, hybrid electric L-category vehicles shall be tested according to the applicable procedure in Annex VI to Regulation (EU) No 168/2013. For each test condition, the pollutant emission test result shall comply with the limits in Parts A1 and A2 of Annex VI to Regulation (EU) No 168/2013, whichever is applicable in accordance with Annex IV to Regulation (EU) No 168/2013.
3.1.1. Two tests shall be performed under the following conditions: The profile of the state of charge (SOC) of the electrical energy/power storage device during different stages of the test is given in Appendix 3.1. to Annex VII.
| 3.2. | Externally chargeable vehicles (OVC HEVs) with an operating mode switch. 3.2.1. Two tests shall be performed under the following conditions: 3.2.1.1. Condition A: the test shall be carried out with a fully charged electrical energy/power storage device. 3.2.1.2. Condition B: the test shall be carried out with an electrical energy/power storage device in minimum state of charge (maximum discharge of capacity). 3.2.1.3. The operating mode switch shall be positioned in accordance with the table Ap11-2. Table Ap11-2 Look-up table to determine Condition A or B depending on different hybrid vehicle concepts and on the hybrid mode selection switch position Hybrid-modes -› — Pure electric — Hybrid — Pure fuel-consuming — Hybrid — Pure electric — Pure fuel-consuming — Hybrid — Hybrid mode n (1) — Hybrid mode m (1) Battery state of charge Switch in position Switch in position Switch in position Switch in position Condition A Fully charged Hybrid Hybrid Hybrid Most electric hybrid mode (2) Condition B Min. state of charge Hybrid Fuel-consuming Fuel-consuming Most fuel-consuming mode (3) (1) For instance: sport, economic, urban, extra-urban position, etc. (2) Most electric hybrid mode: the hybrid mode which can be proven to have the highest electricity consumption of all selectable hybrid modes when tested in accordance with condition A of point 4 of Annex 10 to UNECE Regulation No 101, to be established based on information provided by the manufacturer and in agreement with the technical service. (3) Most fuel-consuming mode: the hybrid mode which can be proven to have the highest fuel consumption of all selectable hybrid modes when tested in accordance with condition B of point 4 of Annex 10 to UNECE regulation No 101, to be established based on information provided by the manufacturer and in agreement with the technical service. 3.2.2. Condition A3.2.2.1. If the pure electric range of the vehicle is higher than one complete cycle, the type I test may at the manufacturer’s request be carried out in pure electric mode. In this case, the engine preconditioning prescribed in point 3.2.2.3.1. or 3.2.2.3.2. can be omitted. 3.2.2.2. 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 of the maximum design speed of the vehicle, which is to be determined according to the test procedure set out in Appendix 1 to Annex X. 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 shall be discharged by driving the vehicle (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 manufacturers’ recommendation. The fuel-consuming 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. 3.2.2.3. Conditioning of vehicle 3.2.2.4. After this preconditioning and before testing, the vehicle shall be kept in a room in which the temperature remains relatively constant between 293,2 K and 303,2 K (20 °C and 3 °C). This conditioning shall be carried out for at least six hours and continue until the temperature of the engine oil and coolant, if any, are within ± 2 K of the temperature of the room, and the electrical energy/power storage device is fully charged as a result of the charging prescribed in point 3.2.2.5. 3.2.2.5. During soak, the electrical energy/power storage device shall be charged with any of the following chargers: (a) the on-board charger if fitted; (b) an external charger recommended by the manufacturer, using the normal overnight charging procedure. This procedure excludes all types of special charges that could be automatically or manually initiated, e.g. equalisation charges or servicing charges. The manufacturer shall declare that a special charge procedure has not occurred during the test. (c) End-of-charge criterion The end-of-charge criterion corresponds to a charging time of 12 hours, except where the standard instrumentation gives the driver a clear indication that the electrical energy storage device is not yet fully charged. In this case, the maximum time is = 3 × claimed battery capacity (Wh) / mains power supply (W). 3.2.2.6. Test procedure3.2.2.6.1.The vehicle shall be started up by the means provided to the driver for normal use. The first cycle starts on the initiation of the vehicle start-up procedure. 3.2.2.6.1.1.Sampling shall begin (BS) before or at the initiation of the vehicle start-up procedure and end on conclusion of the final idling period of the applicable type I test cycle (end of sampling (ES)). 3.2.2.6.1.2.Sampling shall begin (BS) before or at the initiation of the vehicle start-up procedure and continue over a number of repeat test cycles. It shall end on conclusion of the final idling period of the applicable type I test cycle during which the battery has reached the minimum state of charge in accordance with the following procedure (end of sampling (ES): 3.2.2.6.1.2.1. The electricity balance Q (Ah) is measured over each combined cycle using the procedure in Appendix 3.2. to Annex VII and used to determine when the battery minimum state of charge has been reached; 3.2.2.6.1.2.2. The battery minimum state of charge is considered to have been reached in combined cycle N if the electricity balance measured during combined cycle N+1 is not more than a 3 percent discharge, expressed as a percentage of the nominal capacity of the battery (in Ah) in its maximum state of charge, as declared by the manufacturer. At the manufacturer’s request, additional test cycles may be run and their results included in the calculations in points 3.2.2.7. and 3.2.4.3., provided that the electricity balance for each additional test cycle shows less discharge of the battery than over the previous cycle; 3.2.2.6.1.2.3. After each cycle, a hot soak period of up to ten minutes is allowed. The powertrain shall be switched off during this period. 3.2.2.6.2.The vehicle shall be driven according to the provisions of Appendix 6. 3.2.2.6.3.The exhaust gases shall be analysed according to Annex II. 3.2.2.7. The test results shall be compared to the emission limits set out in Annex VI(A) to Regulation (EU) No 168/2013 and the average emission of each pollutant (expressed in mg/km) for Condition A shall be calculated (M1i). The test result of each combined cycle run M1ia, multiplied by the appropriate deterioration and Ki factors, shall be less than the emission limits in Part A or B of Annex VI to Regulation (EU) No 168/2013. For the purposes of the calculation in point 3.2.4., M1i shall be calculated according to Equation Ap11-1. 3.2.3. Condition B3.2.3.1. Conditioning of vehicle. The vehicle shall be conditioned by driving the applicable type I driving cycle set out in Appendix 6. 3.2.3.2. The electrical energy/power storage device of the vehicle shall be discharged in accordance with point 3.2.2.2. 3.2.3.3. After this preconditioning, and before testing, the vehicle 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 temperature of the engine oil and coolant, if any, are within ± 2 K of the temperature of the room. 3.2.3.4. Test procedure3.2.3.4.1.The vehicle shall be started up by the means provided to the driver for normal use. The first cycle starts on the initiation of the vehicle start-up procedure. 3.2.3.4.2.Sampling shall begin (BS) before or at the initiation of the vehicle start-up procedure and end on conclusion of the final idling period of the applicable type I test cycle (end of sampling (ES)). 3.2.3.4.3.The vehicle shall be driven in accordance with the provisions of Appendix 6. 3.2.3.4.4.The exhaust gases shall be analysed in accordance with the provisions in Annex II. 3.2.3.5. The test results shall be compared with the pollutant limits in Annex VI to Regulation (EU) No 168/2013 and the average emission of each pollutant for Condition B shall be calculated (M2i). The test results M2i, multiplied by the appropriate deterioration and Ki factors, shall be less than the limits in Annex VI to Regulation (EU) No 168/2013. 3.2.4. Test results3.2.4.1.Testing in accordance with point 3.2.2.6.2.1. For communication, the weighted values shall be calculated as in Equation Ap11-2 where: Mi = mass emission of the pollutant i in mg/km; M1i = average mass emission of the pollutant i in mg/km with a fully charged electrical energy/power storage device, calculated in accordance with point 3.2.2.7.; M2i = average mass emission of the pollutant i in mg/km with an electrical energy/power storage device in minimum state of charge (maximum discharge of capacity), calculated in accordance with point 3.2.3.5; De = electric range of the vehicle with the switch in pure electric position, in accordance with Appendix 3.3. to Annex VII. If there is not a pure electric position, the manufacturer shall provide the means for taking the measurement with the vehicle running in pure electric mode. Dav = average distance between two battery recharges, as follows: — 4 km for a vehicle with an engine capacity < 150 cm3; — 6 km for a vehicle with an engine capacity ≥ 150 cm3 and vmax < 130 km/h; — 10 km for a vehicle with an engine capacity ≥ 150 cm3 and vmax ≥ 130 km/h. 3.2.4.2.Testing in accordance with point 3.2.2.6.2.2. For communication, the weighted values shall be calculated as in Equation Ap11-3 where: Mi = mass emission of the pollutant i in mg/km; M1i = average mass emission of the pollutant i in mg/km with a fully charged electrical energy/power storage device, calculated in accordance with point 3.2.2.7.; M2i = average mass emission of the pollutant i in mg/km with an electrical energy/power storage device in minimum state of charge (maximum discharge of capacity), calculated in accordance with point 3.2.3.5.; Dovc = OVC range according to the procedure in Appendix 3.3. to Annex VII; Dav = average distance between two battery recharges, as follows: — 4 km for a vehicle with an engine capacity < 150 cm3; — 6 km for a vehicle with an engine capacity ≥ 150 cm3 and vmax < 130 km/h; — 10 km for a vehicle with an engine capacity ≥ 150 cm3 and vmax ≥ 130 km/h. | ||||
|---|---|---|---|---|---|
| 3.2.1. | Two tests shall be performed under the following conditions: 3.2.1.1. Condition A: the test shall be carried out with a fully charged electrical energy/power storage device. 3.2.1.2. Condition B: the test shall be carried out with an electrical energy/power storage device in minimum state of charge (maximum discharge of capacity). 3.2.1.3. The operating mode switch shall be positioned in accordance with the table Ap11-2. Table Ap11-2 Look-up table to determine Condition A or B depending on different hybrid vehicle concepts and on the hybrid mode selection switch position Hybrid-modes -› — Pure electric — Hybrid — Pure fuel-consuming — Hybrid — Pure electric — Pure fuel-consuming — Hybrid — Hybrid mode n (1) — Hybrid mode m (1) Battery state of charge Switch in position Switch in position Switch in position Switch in position Condition A Fully charged Hybrid Hybrid Hybrid Most electric hybrid mode (2) Condition B Min. state of charge Hybrid Fuel-consuming Fuel-consuming Most fuel-consuming mode (3) (1) For instance: sport, economic, urban, extra-urban position, etc. (2) Most electric hybrid mode: the hybrid mode which can be proven to have the highest electricity consumption of all selectable hybrid modes when tested in accordance with condition A of point 4 of Annex 10 to UNECE Regulation No 101, to be established based on information provided by the manufacturer and in agreement with the technical service. (3) Most fuel-consuming mode: the hybrid mode which can be proven to have the highest fuel consumption of all selectable hybrid modes when tested in accordance with condition B of point 4 of Annex 10 to UNECE regulation No 101, to be established based on information provided by the manufacturer and in agreement with the technical service. | ||||
| 3.2.1.1. | Condition A: the test shall be carried out with a fully charged electrical energy/power storage device. | ||||
| 3.2.1.2. | Condition B: the test shall be carried out with an electrical energy/power storage device in minimum state of charge (maximum discharge of capacity). | ||||
| 3.2.1.3. | The operating mode switch shall be positioned in accordance with the table Ap11-2. Table Ap11-2 Look-up table to determine Condition A or B depending on different hybrid vehicle concepts and on the hybrid mode selection switch position Hybrid-modes -› — Pure electric — Hybrid — Pure fuel-consuming — Hybrid — Pure electric — Pure fuel-consuming — Hybrid — Hybrid mode n (1) — Hybrid mode m (1) Battery state of charge Switch in position Switch in position Switch in position Switch in position Condition A Fully charged Hybrid Hybrid Hybrid Most electric hybrid mode (2) Condition B Min. state of charge Hybrid Fuel-consuming Fuel-consuming Most fuel-consuming mode (3) (1) For instance: sport, economic, urban, extra-urban position, etc. (2) Most electric hybrid mode: the hybrid mode which can be proven to have the highest electricity consumption of all selectable hybrid modes when tested in accordance with condition A of point 4 of Annex 10 to UNECE Regulation No 101, to be established based on information provided by the manufacturer and in agreement with the technical service. (3) Most fuel-consuming mode: the hybrid mode which can be proven to have the highest fuel consumption of all selectable hybrid modes when tested in accordance with condition B of point 4 of Annex 10 to UNECE regulation No 101, to be established based on information provided by the manufacturer and in agreement with the technical service. | ||||
| Hybrid-modes -› | — Pure electric — Hybrid | — Pure fuel-consuming — Hybrid | — Pure electric — Pure fuel-consuming — Hybrid | — Hybrid mode n (1) — Hybrid mode m (1) | |
| Battery state of charge | Switch in position | Switch in position | Switch in position | Switch in position | |
| Condition A Fully charged | Hybrid | Hybrid | Hybrid | Most electric hybrid mode (2) | |
| Condition B Min. state of charge | Hybrid | Fuel-consuming | Fuel-consuming | Most fuel-consuming mode (3) | |
| (1) For instance: sport, economic, urban, extra-urban position, etc. (2) Most electric hybrid mode: the hybrid mode which can be proven to have the highest electricity consumption of all selectable hybrid modes when tested in accordance with condition A of point 4 of Annex 10 to UNECE Regulation No 101, to be established based on information provided by the manufacturer and in agreement with the technical service. (3) Most fuel-consuming mode: the hybrid mode which can be proven to have the highest fuel consumption of all selectable hybrid modes when tested in accordance with condition B of point 4 of Annex 10 to UNECE regulation No 101, to be established based on information provided by the manufacturer and in agreement with the technical service. | |||||
| 3.2.2. | Condition A3.2.2.1. If the pure electric range of the vehicle is higher than one complete cycle, the type I test may at the manufacturer’s request be carried out in pure electric mode. In this case, the engine preconditioning prescribed in point 3.2.2.3.1. or 3.2.2.3.2. can be omitted. 3.2.2.2. 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 of the maximum design speed of the vehicle, which is to be determined according to the test procedure set out in Appendix 1 to Annex X. 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 shall be discharged by driving the vehicle (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 manufacturers’ recommendation. The fuel-consuming 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. 3.2.2.3. Conditioning of vehicle 3.2.2.4. After this preconditioning and before testing, the vehicle shall be kept in a room in which the temperature remains relatively constant between 293,2 K and 303,2 K (20 °C and 3 °C). This conditioning shall be carried out for at least six hours and continue until the temperature of the engine oil and coolant, if any, are within ± 2 K of the temperature of the room, and the electrical energy/power storage device is fully charged as a result of the charging prescribed in point 3.2.2.5. 3.2.2.5. During soak, the electrical energy/power storage device shall be charged with any of the following chargers: (a) the on-board charger if fitted; (b) an external charger recommended by the manufacturer, using the normal overnight charging procedure. This procedure excludes all types of special charges that could be automatically or manually initiated, e.g. equalisation charges or servicing charges. The manufacturer shall declare that a special charge procedure has not occurred during the test. (c) End-of-charge criterion The end-of-charge criterion corresponds to a charging time of 12 hours, except where the standard instrumentation gives the driver a clear indication that the electrical energy storage device is not yet fully charged. In this case, the maximum time is = 3 × claimed battery capacity (Wh) / mains power supply (W). 3.2.2.6. Test procedure3.2.2.6.1.The vehicle shall be started up by the means provided to the driver for normal use. The first cycle starts on the initiation of the vehicle start-up procedure. 3.2.2.6.1.1.Sampling shall begin (BS) before or at the initiation of the vehicle start-up procedure and end on conclusion of the final idling period of the applicable type I test cycle (end of sampling (ES)). 3.2.2.6.1.2.Sampling shall begin (BS) before or at the initiation of the vehicle start-up procedure and continue over a number of repeat test cycles. It shall end on conclusion of the final idling period of the applicable type I test cycle during which the battery has reached the minimum state of charge in accordance with the following procedure (end of sampling (ES): 3.2.2.6.1.2.1. The electricity balance Q (Ah) is measured over each combined cycle using the procedure in Appendix 3.2. to Annex VII and used to determine when the battery minimum state of charge has been reached; 3.2.2.6.1.2.2. The battery minimum state of charge is considered to have been reached in combined cycle N if the electricity balance measured during combined cycle N+1 is not more than a 3 percent discharge, expressed as a percentage of the nominal capacity of the battery (in Ah) in its maximum state of charge, as declared by the manufacturer. At the manufacturer’s request, additional test cycles may be run and their results included in the calculations in points 3.2.2.7. and 3.2.4.3., provided that the electricity balance for each additional test cycle shows less discharge of the battery than over the previous cycle; 3.2.2.6.1.2.3. After each cycle, a hot soak period of up to ten minutes is allowed. The powertrain shall be switched off during this period. 3.2.2.6.2.The vehicle shall be driven according to the provisions of Appendix 6. 3.2.2.6.3.The exhaust gases shall be analysed according to Annex II. 3.2.2.7. The test results shall be compared to the emission limits set out in Annex VI(A) to Regulation (EU) No 168/2013 and the average emission of each pollutant (expressed in mg/km) for Condition A shall be calculated (M1i). The test result of each combined cycle run M1ia, multiplied by the appropriate deterioration and Ki factors, shall be less than the emission limits in Part A or B of Annex VI to Regulation (EU) No 168/2013. For the purposes of the calculation in point 3.2.4., M1i shall be calculated according to Equation Ap11-1. | ||||
| 3.2.2.1. | If the pure electric range of the vehicle is higher than one complete cycle, the type I test may at the manufacturer’s request be carried out in pure electric mode. In this case, the engine preconditioning prescribed in point 3.2.2.3.1. or 3.2.2.3.2. can be omitted. | ||||
| 3.2.2.2. | 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 of the maximum design speed of the vehicle, which is to be determined according to the test procedure set out in Appendix 1 to Annex X. 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 shall be discharged by driving the vehicle (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 manufacturers’ recommendation. The fuel-consuming 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. | ||||
| 3.2.2.3. | Conditioning of vehicle | ||||
| 3.2.2.4. | After this preconditioning and before testing, the vehicle shall be kept in a room in which the temperature remains relatively constant between 293,2 K and 303,2 K (20 °C and 3 °C). This conditioning shall be carried out for at least six hours and continue until the temperature of the engine oil and coolant, if any, are within ± 2 K of the temperature of the room, and the electrical energy/power storage device is fully charged as a result of the charging prescribed in point 3.2.2.5. | ||||
| 3.2.2.5. | During soak, the electrical energy/power storage device shall be charged with any of the following chargers: (a) the on-board charger if fitted; (b) an external charger recommended by the manufacturer, using the normal overnight charging procedure. This procedure excludes all types of special charges that could be automatically or manually initiated, e.g. equalisation charges or servicing charges. The manufacturer shall declare that a special charge procedure has not occurred during the test. (c) End-of-charge criterion The end-of-charge criterion corresponds to a charging time of 12 hours, except where the standard instrumentation gives the driver a clear indication that the electrical energy storage device is not yet fully charged. In this case, the maximum time is = 3 × claimed battery capacity (Wh) / mains power supply (W). | ||||
| 3.2.2.6. | Test procedure3.2.2.6.1.The vehicle shall be started up by the means provided to the driver for normal use. The first cycle starts on the initiation of the vehicle start-up procedure. 3.2.2.6.1.1.Sampling shall begin (BS) before or at the initiation of the vehicle start-up procedure and end on conclusion of the final idling period of the applicable type I test cycle (end of sampling (ES)). 3.2.2.6.1.2.Sampling shall begin (BS) before or at the initiation of the vehicle start-up procedure and continue over a number of repeat test cycles. It shall end on conclusion of the final idling period of the applicable type I test cycle during which the battery has reached the minimum state of charge in accordance with the following procedure (end of sampling (ES): 3.2.2.6.1.2.1. The electricity balance Q (Ah) is measured over each combined cycle using the procedure in Appendix 3.2. to Annex VII and used to determine when the battery minimum state of charge has been reached; 3.2.2.6.1.2.2. The battery minimum state of charge is considered to have been reached in combined cycle N if the electricity balance measured during combined cycle N+1 is not more than a 3 percent discharge, expressed as a percentage of the nominal capacity of the battery (in Ah) in its maximum state of charge, as declared by the manufacturer. At the manufacturer’s request, additional test cycles may be run and their results included in the calculations in points 3.2.2.7. and 3.2.4.3., provided that the electricity balance for each additional test cycle shows less discharge of the battery than over the previous cycle; 3.2.2.6.1.2.3. After each cycle, a hot soak period of up to ten minutes is allowed. The powertrain shall be switched off during this period. 3.2.2.6.2.The vehicle shall be driven according to the provisions of Appendix 6. 3.2.2.6.3.The exhaust gases shall be analysed according to Annex II. | ||||
| 3.2.2.7. | The test results shall be compared to the emission limits set out in Annex VI(A) to Regulation (EU) No 168/2013 and the average emission of each pollutant (expressed in mg/km) for Condition A shall be calculated (M1i). The test result of each combined cycle run M1ia, multiplied by the appropriate deterioration and Ki factors, shall be less than the emission limits in Part A or B of Annex VI to Regulation (EU) No 168/2013. For the purposes of the calculation in point 3.2.4., M1i shall be calculated according to Equation Ap11-1. | ||||
| 3.2.3. | Condition B3.2.3.1. Conditioning of vehicle. The vehicle shall be conditioned by driving the applicable type I driving cycle set out in Appendix 6. 3.2.3.2. The electrical energy/power storage device of the vehicle shall be discharged in accordance with point 3.2.2.2. 3.2.3.3. After this preconditioning, and before testing, the vehicle 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 temperature of the engine oil and coolant, if any, are within ± 2 K of the temperature of the room. 3.2.3.4. Test procedure3.2.3.4.1.The vehicle shall be started up by the means provided to the driver for normal use. The first cycle starts on the initiation of the vehicle start-up procedure. 3.2.3.4.2.Sampling shall begin (BS) before or at the initiation of the vehicle start-up procedure and end on conclusion of the final idling period of the applicable type I test cycle (end of sampling (ES)). 3.2.3.4.3.The vehicle shall be driven in accordance with the provisions of Appendix 6. 3.2.3.4.4.The exhaust gases shall be analysed in accordance with the provisions in Annex II. 3.2.3.5. The test results shall be compared with the pollutant limits in Annex VI to Regulation (EU) No 168/2013 and the average emission of each pollutant for Condition B shall be calculated (M2i). The test results M2i, multiplied by the appropriate deterioration and Ki factors, shall be less than the limits in Annex VI to Regulation (EU) No 168/2013. | ||||
| 3.2.3.1. | Conditioning of vehicle. The vehicle shall be conditioned by driving the applicable type I driving cycle set out in Appendix 6. | ||||
| 3.2.3.2. | The electrical energy/power storage device of the vehicle shall be discharged in accordance with point 3.2.2.2. | ||||
| 3.2.3.3. | After this preconditioning, and before testing, the vehicle 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 temperature of the engine oil and coolant, if any, are within ± 2 K of the temperature of the room. | ||||
| 3.2.3.4. | Test procedure3.2.3.4.1.The vehicle shall be started up by the means provided to the driver for normal use. The first cycle starts on the initiation of the vehicle start-up procedure. 3.2.3.4.2.Sampling shall begin (BS) before or at the initiation of the vehicle start-up procedure and end on conclusion of the final idling period of the applicable type I test cycle (end of sampling (ES)). 3.2.3.4.3.The vehicle shall be driven in accordance with the provisions of Appendix 6. 3.2.3.4.4.The exhaust gases shall be analysed in accordance with the provisions in Annex II. | ||||
| 3.2.3.5. | The test results shall be compared with the pollutant limits in Annex VI to Regulation (EU) No 168/2013 and the average emission of each pollutant for Condition B shall be calculated (M2i). The test results M2i, multiplied by the appropriate deterioration and Ki factors, shall be less than the limits in Annex VI to Regulation (EU) No 168/2013. | ||||
| 3.2.4. | Test results3.2.4.1.Testing in accordance with point 3.2.2.6.2.1. For communication, the weighted values shall be calculated as in Equation Ap11-2 where: Mi = mass emission of the pollutant i in mg/km; M1i = average mass emission of the pollutant i in mg/km with a fully charged electrical energy/power storage device, calculated in accordance with point 3.2.2.7.; M2i = average mass emission of the pollutant i in mg/km with an electrical energy/power storage device in minimum state of charge (maximum discharge of capacity), calculated in accordance with point 3.2.3.5; De = electric range of the vehicle with the switch in pure electric position, in accordance with Appendix 3.3. to Annex VII. If there is not a pure electric position, the manufacturer shall provide the means for taking the measurement with the vehicle running in pure electric mode. Dav = average distance between two battery recharges, as follows: — 4 km for a vehicle with an engine capacity < 150 cm3; — 6 km for a vehicle with an engine capacity ≥ 150 cm3 and vmax < 130 km/h; — 10 km for a vehicle with an engine capacity ≥ 150 cm3 and vmax ≥ 130 km/h. 3.2.4.2.Testing in accordance with point 3.2.2.6.2.2. For communication, the weighted values shall be calculated as in Equation Ap11-3 where: Mi = mass emission of the pollutant i in mg/km; M1i = average mass emission of the pollutant i in mg/km with a fully charged electrical energy/power storage device, calculated in accordance with point 3.2.2.7.; M2i = average mass emission of the pollutant i in mg/km with an electrical energy/power storage device in minimum state of charge (maximum discharge of capacity), calculated in accordance with point 3.2.3.5.; Dovc = OVC range according to the procedure in Appendix 3.3. to Annex VII; Dav = average distance between two battery recharges, as follows: — 4 km for a vehicle with an engine capacity < 150 cm3; — 6 km for a vehicle with an engine capacity ≥ 150 cm3 and vmax < 130 km/h; — 10 km for a vehicle with an engine capacity ≥ 150 cm3 and vmax ≥ 130 km/h. | ||||
| Mi | = | mass emission of the pollutant i in mg/km; | |||
| M1i | = | average mass emission of the pollutant i in mg/km with a fully charged electrical energy/power storage device, calculated in accordance with point 3.2.2.7.; | |||
| M2i | = | average mass emission of the pollutant i in mg/km with an electrical energy/power storage device in minimum state of charge (maximum discharge of capacity), calculated in accordance with point 3.2.3.5; | |||
| De | = | electric range of the vehicle with the switch in pure electric position, in accordance with Appendix 3.3. to Annex VII. If there is not a pure electric position, the manufacturer shall provide the means for taking the measurement with the vehicle running in pure electric mode. | |||
| Dav | = | average distance between two battery recharges, as follows: — 4 km for a vehicle with an engine capacity < 150 cm3; — 6 km for a vehicle with an engine capacity ≥ 150 cm3 and vmax < 130 km/h; — 10 km for a vehicle with an engine capacity ≥ 150 cm3 and vmax ≥ 130 km/h. | |||
| Mi | = | mass emission of the pollutant i in mg/km; | |||
| M1i | = | average mass emission of the pollutant i in mg/km with a fully charged electrical energy/power storage device, calculated in accordance with point 3.2.2.7.; | |||
| M2i | = | average mass emission of the pollutant i in mg/km with an electrical energy/power storage device in minimum state of charge (maximum discharge of capacity), calculated in accordance with point 3.2.3.5.; | |||
| Dovc | = | OVC range according to the procedure in Appendix 3.3. to Annex VII; | |||
| Dav | = | average distance between two battery recharges, as follows: — 4 km for a vehicle with an engine capacity < 150 cm3; — 6 km for a vehicle with an engine capacity ≥ 150 cm3 and vmax < 130 km/h; — 10 km for a vehicle with an engine capacity ≥ 150 cm3 and vmax ≥ 130 km/h. |
Appendix 12
Type I test procedure for L-category vehicles fuelled with LPG, NG/biomethane, flex fuel H2NG or hydrogen
1. Introduction
1.1.This Appendix describes the special requirements as regards the testing of LPG, NG/biomethane, H2NG or hydrogen gas for the approval of alternative fuel vehicles that run on those fuels or can run on petrol, LPG, NG/biomethane, H2NG or hydrogen.
1.2.The composition of these gaseous fuels, as sold on the market, can vary greatly and fuelling systems must adapt their fuelling rates accordingly. To demonstrate this adaptability, the parent vehicle equipped with a representative LPG, NG/biomethane or H2NG fuel system shall be tested in type I tests on two extreme reference fuels.
1.3.The requirements of this Appendix as regards hydrogen shall apply only to vehicles using hydrogen as a combustion fuel and not to those equipped with a fuel cell operating on hydrogen.
2. Granting of type-approval for an L-category vehicle equipped with a gaseous fuel system
Type-approval is granted subject to the following requirements:
It shall be demonstrated that the parent vehicle equipped with a representative LPG, NG/biomethane, H2NG or hydrogen fuel system can adapt to any fuel composition that may appear on the market and comply with the following:
2.1.1. In the case of LPG there are variations in C3/C4 composition (test fuel requirement A and B) and therefore the parent vehicle shall be tested on reference fuels A and B referred to in Appendix 2;
2.1.2. In the case of NG/biomethane there are generally two types of fuel, high calorific fuel (G20) and low calorific fuel (G25), but with a significant spread within both ranges; they differ significantly in Wobbe index. These variations are reflected in the reference fuels. The parent vehicle shall be tested on both reference fuels referred to in Appendix 2;
2.1.3. In the case of a flex fuel H2NG vehicle, the composition range may vary from 0 % hydrogen (L-gas) to a maximum percentage of hydrogen within the mixture (H-gas), as specified by the manufacturer. It shall be demonstrated that the parent vehicle can adapt to any percentage within the range specified by the manufacturer and the vehicle shall be tested in the type I test on 100 % H-gas and 100 % L-gas. It shall also be demonstrated that it can adapt to any NG/biomethane composition that may appear on the market, regardless of the percentage of hydrogen in the mixture.
2.1.4. For vehicles equipped with hydrogen fuel systems, compliance shall be tested on the single hydrogen reference fuel referred to in Appendix 2.
2.1.5. If the transition from one fuel to another is in practice aided through the use of a switch, this switch shall not be used during type-approval. In such cases, at the manufacturer’s request and with the agreement of the technical service, the pre-conditioning cycle referred in point 5.2.4 of Annex II may be extended.
2.1.6. The ratio of emission results ‘r’ shall be determined for each pollutant as shown in Table Ap12-1 for LPG, NG/biomethane and H2NG vehicles. 2.1.6.1. In the case of LPG and NG/biomethane vehicles, the ratios of emission results ‘r’ shall be determined for each pollutant as follows: Table Ap12-1 Calculation ratio ‘r’ for LPG and NG/biomethane vehicles Type(s) of fuel Reference fuels Calculation of ‘r’ LPG and petrol (Approval B) Fuel A or LPG only (Approval D) Fuel B NG/biomethane fuel G20 fuel G25 2.1.6.2. In the case of flex fuel H2NG vehicles, two ratios of emission results ‘r1’ and ‘r2’ shall be determined for each pollutant as follows: Table Ap12-2 Look-up table ratio ‘r’ for NG/biomethane or H2NG gaseous fuels Type(s) of fuel Reference fuels Calculation of ‘r’ NG/biomethane fuel G20 fuel G25 H2NG Mixture of hydrogen and G20 with the maximum percentage of hydrogen specified by the manufacturer Mixture of hydrogen and G25 with the maximum percentage of hydrogen specified by the manufacturer
For the type-approval of mono-fuel gas vehicles and bi-fuel vehicles operating in gas mode, fuelled by LPG, NG/biomethane, H2NG or hydrogen, as a member of the propulsion family in Annex XI, a type I test shall be performed with one gaseous reference fuel. For LPG, NG/biomethane and H2NG vehicles, this reference fuel may be either of the reference fuels in Appendix 2. The gas-fuelled vehicle is considered to comply if the following requirements are met:
2.2.1. The test vehicle shall comply with the definition of a propulsion family member in Annex XI.
2.2.2. If the test fuel requirement is reference fuel A for LPG or G20 for NG/biomethane, the emission result shall be multiplied by the relevant factor ‘r’ if r > 1; if r < 1, no correction is needed.
2.2.3. If the test fuel requirement is reference fuel B for LPG or G25 for NG/biomethane, the emission result shall be divided by the relevant factor ‘r’ if r < 1; if r > 1, no correction is needed.
2.2.4. At the manufacturer’s request, the type I test may be performed on both reference fuels, so that no correction is needed.
2.2.5. The parent vehicle shall comply with the emission limits for the relevant category set out in Annex VI(A) to Regulation (EU) No 168/2013 and for both measured and calculated emissions.
2.2.6. If repeated tests are conducted on the same engine, an average shall first be taken of the results on reference fuel G20, or A, and those on reference fuel G25, or B; the ‘r’ factor shall then be calculated from these averages.
2.2.7. For the type-approval of a flex fuel H2NG vehicle as a member of a family, two type I tests shall be performed, the first test with 100 % of either G20 or G25, and the second test with the mixture of hydrogen and the same NG/biomethane fuel used during the first test, with the maximum hydrogen percentage specified by the manufacturer. 2.2.7.1. If the NG/biomethane fuel is the reference fuel G20, the emission result for each pollutant shall be multiplied by the relevant factors (r1 for the first test and r2 for the second test) in point 2.1.6. if the relevant factor > 1; if the correspondent relevant factor < 1, no correction is needed. 2.2.7.2. If the NG/biomethane fuel is the reference fuel G25, the emission result for each pollutant shall be divided by the corresponding relevant factor (r1 for the first test and r2 for the second test) calculated in accordance with point 2.1.6., if this is < 1; if the corresponding relevant factor > 1, no correction is needed. 2.2.7.3. At the manufacturer’s request, the type I test shall be conducted with the four possible combinations of reference fuels, in accordance with point 2.1.6., so that no correction is needed. 2.2.7.4. If repeated tests are carried out on the same engine, an average shall first be taken of the results on reference fuel G20, or H2G20, and those on reference fuel G25, or H2G25 with the maximum hydrogen percentage specified by the manufacturer; the ‘r1’ and ‘r2’ factors shall then be calculated from these averages.
2.2.8. During the type I test, the vehicle shall use only petrol for a maximum of 60 consecutive seconds directly after engine crank and start when operating in gas-fuelling mode.
Appendix 13
Type I test procedure for L-category vehicles equipped with a periodically regenerating system
1. Introduction
This Appendix contains specific provisions regarding the type-approval of vehicles equipped with a periodically regenerating system.
2. Scope of the type-approval for vehicles with a periodically regenerating system as regards type I tests
2.1. L-category vehicles falling within the scope of Regulation (EU) No 168/2013 that are equipped with periodically regenerating systems shall comply with the requirements in this Appendix.
2.2. Instead of carrying out the test procedures in the following point, a fixed Ki value of 1,05 may be used if the technical service sees no reason why this value could be exceeded and after approval of the approval authority.
2.3. During cycles where regeneration occurs, emission standards can be exceeded. If a regeneration of an anti-pollution device occurs at least once per Type I test and that has already regenerated at least once during the vehicle preparation cycle, it will be considered as a continuously regenerating system which does not require a special test procedure.
3. Test procedure
The vehicle may be equipped with a switch capable of preventing or permitting the regeneration process provided that its operation has no effect on original engine calibration. This switch shall be used for the purpose of preventing regeneration only during loading of the regeneration system and during the pre-conditioning cycles. However, it shall not be used during the measurement of emissions in the regeneration phase; rather, the emission test shall be carried out with the unchanged original equipment manufacturer’s powertrain control unit / engine control unit / drive train control unit if applicable and powertrain software.
ANNEX III
Test type II requirements: tailpipe emissions at (increased) idle and free acceleration
1. Introduction
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 (7).
2. Scope
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. General conditions of type II emission testing
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. Test type II – description of test procedure to measure tailpipe emissions at (increased) idle and free acceleration
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.
4.2.1.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: 4.3.1.With respect to the parameters under point 4.3. (d) the following shall apply:
5. CO concentration calculation in the type II idle test
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:
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:
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
1. Introduction
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. General provisions
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. Test methods
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.
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