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
| 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 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 |
|---|---|
| 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 | |
| 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. 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.
4.2.1. 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:
4.2.3. 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. General requirements
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
The fuel tank shall be tested at a temperature of 313,2 ± 2 K (40 ± 2 °C).
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. 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. Description of the fuel tank permeation test
2.2. Metallic tanks are exempted from durability testing.
3. Preconditioning fuel soak for the fuel tank permeation test
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.
4. Fuel tank permeation test procedure
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. Fuel tank permeation test result calculation
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:
5.7. 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. Fuel tank durability testing
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. 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. Fuel line assembly test requirements
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).
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: 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. Scope
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.
2. Description of SHED test
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.
3. Test vehicles and test fuel requirement
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.
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.
The appropriate test fuel, as defined in Appendix 2 to Annex II, shall be used.
4. Chassis dynamometer and evaporative emissions enclosure
4.1. The chassis dynamometer shall meet the requirements of Appendix 3 of Annex II.
4.2. 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. 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.
5. Test procedure
5.1.1. The vehicle is mechanically prepared before the test as follows:
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 | |
|---|---|---|
| Engine capacity | Minimum (hours) | Maximum (hours) |
| < 170 cm3 | 6 | 36 |
| 170 cm3 ≤ engine capacity < 280 cm3 | 8 | 36 |
| ≥ 280 cm3 | 12 | 36 |
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.
5.3.2.1.‘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.
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.
5.4.1. 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. Calculation of results
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. Scope
1.1.The following preconditioning requirements before starting the SHED test shall apply only to L-category vehicles equipped with a hybrid propulsion.
2. Test methods
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.
2. Carbon canister ageing
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.
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:
2.1.1.1.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.
A five minute dwell period between canister loading and purging as part of the test cycle shall be applied.
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 L1e-B Two-wheel moped 90 L2e Three-wheel moped L3e-AxE (x=1, 2 or 3) Two-wheel Enduro motorcycle L6e-A Light on-road quad L7e-B Heavy all-terrain quad L3e & L4e (vmax< 130 km/h) Two-wheel motorcycle, with and without side-car 170 L5e Tricycle L6e-B Light quadri-mobile L7e-C Heavy quadri-mobile L3e &L4e (vmax ≥ 130 km/h) Two-wheel motorcycle, with and without side-car 300 L7e-A Heavy on-road quad | |
|---|---|---|
| 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 | |
| L1e-B | Two-wheel moped | 90 |
| L2e | Three-wheel moped | |
| L3e-AxE (x=1, 2 or 3) | Two-wheel Enduro motorcycle | |
| L6e-A | Light on-road quad | |
| L7e-B | Heavy all-terrain quad | |
| L3e & L4e (vmax< 130 km/h) | Two-wheel motorcycle, with and without side-car | 170 |
| L5e | Tricycle | |
| L6e-B | Light quadri-mobile | |
| L7e-C | Heavy quadri-mobile | |
| L3e &L4e (vmax ≥ 130 km/h) | Two-wheel motorcycle, with and without side-car | 300 |
| L7e-A | Heavy on-road quad |
3. Ageing test procedure of evaporative emission control valves, cables and linkages
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. Calibration frequency and methods
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. Calibration of the enclosure
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.
This operation determines that the chamber contains no materials that emit significant amounts of hydrocarbons. The check shall be carried out when the enclosure is brought into service, after any operations in it which may affect background emissions and at least once per year.
2.2.1. Calibrate the analyser (if required). The hydrocarbon analyser shall be set to zero and spanned immediately before the test.
2.2.2. Purge the enclosure until a stable hydrocarbon reading is obtained. The mixing fan is turned on, if not already on.
2.2.3. Seal the chamber and measure the background hydrocarbon concentration, temperature and barometric pressure. These are the initial readings CHCi. pi and Ti used in the enclosure background calculation.
2.2.4. The enclosure is allowed to stand undisturbed with the mixing fan on for four hours.
2.2.5. The hydrocarbon analyser shall be set to zero and spanned immediately before the end of the test.
2.2.6. At the end of this time, use the same analyser to measure the hydrocarbon concentration in the chamber. The temperature and the barometric pressure are also measured. These are the final readings CHCf. Pf and Tf.
2.2.7. Calculate the change in mass of hydrocarbons in the enclosure over the time of the test in accordance with point 2.4. The background emission of the enclosure shall not exceed 0,4 g.
The calibration and hydrocarbon retention test in the chamber provides a check on the calculated volume in point 2.1. and also measures any leak rate.
2.3.1. Purge the enclosure until a stable hydrocarbon concentration is reached. Turn on the mixing fan, if it is not already on. The hydrocarbon analyser shall be calibrated (if necessary) then set to zero and spanned immediately before the test.
2.3.2. Seal the enclosure and measure the background concentration, temperature and barometric pressure. These are the initial readings CHCi., pi and Ti used in the enclosure calibration.
2.3.3. Inject approximately 4 grams of propane into the enclosure. The mass of propane shall be measured to an accuracy of ± 2 % of the measured value.
2.3.4. Allow the contents of the chamber to mix for five minutes. The hydrocarbon analyser shall be set to zero and spanned immediately before the following test. Measure the hydrocarbon concentration, temperature and barometric pressure. These are the final readings CHCf, pf and Tf for the calibration of the enclosure.
2.3.5. Using the readings taken in accordance with points 2.3.2 and 2.3.4 and the formula in point 2.4, calculate the mass of propane in the enclosure. This shall be within ± 2 % of the mass of propane measured in accordance with point 2.3.3.
2.3.6. Allow the contents of the chamber to mix for a minimum of four hours. Then measure and record the final hydrocarbon concentration, temperature and barometric pressure. The hydrocarbon analyser shall be set to zero and spanned immediately before the end of the test.
2.3.7. Using the formula in 2.4, calculate the hydrocarbon mass from the readings taken in points 2.3.6 and 2.3.2. The mass may not differ by more than 4 % from the hydrocarbon mass calculated in accordance with point 2.3.5.
The calculation of net hydrocarbon mass change within the enclosure shall be used to determine the chamber’s hydrocarbon background and leak rate. Initial and final readings of hydrocarbon concentration, temperature and barometric pressure are used in the following formula to calculate the mass change:
Equation Ap3-5:
where:
where:
3. Checking of FID hydrocarbon analyser
The FID analyser shall be adjusted as specified by the instrument manufacturer. Propane in air shall be used to optimise the response on the most common operating range.
The analyser shall be calibrated using propane in air and purified synthetic air. A calibration curve shall be established as described in points 4.1 to 4.5.
The response factor (Rf) for a particular hydrocarbon species is the ratio of the FID C1 reading to the gas cylinder concentration, expressed as ppm C1.
The concentration of the test gas shall be such as to give a response of approximately 80 % of full scale deflection, for the operating range. The concentration shall be known to an accuracy of ± 2 % in reference to a gravimetric standard expressed in volume. In addition, the gas cylinder shall be preconditioned for 24 hours at between 293,2 K and 303,2 K (20 °C and 30 °C).
Response factors shall be determined when introducing an analyser into service and thereafter at major service intervals. The reference gas to be used is propane balanced with purified air which shall be taken to give a response factor of 1,00.
The test gas to be used for oxygen interference and the recommended response factor range are given the following response factor range for Propane and Nitrogen: 0,95 ≤ Rf ≤ 1,05.
4. Calibration of the hydrocarbon analyser
Each of the normally used operating ranges are calibrated by the following procedure:
4.1. Establish the calibration curve by at least five calibration points spaced as evenly as possible over the operating range. The nominal concentration of the calibration gas with the highest concentrations shall be at least 80 % of the full scale.
4.2. Calculate the calibration curve by the method of least squares. If the resulting polynomial degree is greater than 3, then the number of calibration points shall be at least the number of the polynomial degree plus 2.
4.3. The calibration curve shall not differ by more than 2 % from the nominal value of each calibration gas.
4.4. Using the coefficients of the polynomial derived from point 4.2, a table of indicated reading against true concentration shall be drawn up in steps of no greater than 1 % of full scale. This is to be carried out for each analyser range calibrated. The table shall also contain all of the following: (a) date of calibration; (b) span and zero potentiometer readings (where applicable), nominal scale; (c) reference data of each calibration gas used; (d) the actual and indicated value of each calibration gas used together with the percentage differences.
4.5. Alternative technology (e.g. computer, electronically controlled range switch) may be used if it can be shown to the satisfaction of the approval authority that it can ensure equivalent accuracy.
ANNEX VI
| Appendix Number | Appendix title |
|---|---|
| 1 | The Standard Road Cycle for L-Category Vehicles (SRC-LeCV) |
| 2 | The USA EPA Approved Mileage Accumulation durability cycle |
| 3 | Bench ageing durability test |
| 4 | Standard bench cycle (SBC) |
0. Introduction
0.1.This Annex describes the procedures for type V testing to verify the durability of pollution-control devices of L-category vehicles in accordance with Article 23(3) of Regulation (EU) No 168/2013.
0.2.The type V test procedure includes mileage accumulation procedures to age the test vehicles in a defined and repeatable way and also includes the frequency of applied type I emission verification test procedures conducted before, during and after the mileage accumulation of the test vehicles.
1. General requirements
1.1.The test vehicles’ powertrain and pollution-control device type fitted on the test vehicles shall be documented and listed by the manufacturer. The list shall include at a minimum such items as the specifications of the propulsion type and its powertrain, where applicable, the exhaust oxygen sensor(s), catalytic converter(s) type, particulate filter(s) or other pollution-control devices, intake and exhaust systems and any peripheral device(s) that may have an impact on the environmental performance of the approved vehicle. This documentation shall be added to the test report.
1.2.The manufacturer shall provide evidence of the possible impacts on type V test results of any modification to the emission abatement system configuration, the pollution-control device type specifications or other peripheral device(s) interacting with the pollution-control devices, in production of the vehicle type after environmental performance type-approval. The manufacturer shall provide the approval authority with this documentation and evidence upon request in order to prove that the durability performance of the vehicle type with regard to environmental performance will not be negatively affected by any change in vehicle production, retrospective changes in the vehicle configuration, changes in the specifications of any pollution-control device type, or changes in peripheral devices fitted on the approved vehicle type.
1.3.Category L4e motorcycles with side-car shall be exempted from type V durability testing if the manufacturer can provide the evidence and documentation referred to in this Annex for the L3e two-wheel motorcycle on which the assembly of the L4e vehicle was based. In all other cases, the requirements of this Annex shall apply to category L4e motorcycles with side-car.
2. Specific requirements
2.1 Test vehicle requirements
2.1.1. The test vehicles used for type V durability testing and in particular the pollution-control and peripheral devices that are relevant for the emission abatement system shall be representative of the vehicle type with regard to environmental performance produced in series and placed on the market.
2.1.2. The test vehicles shall be in good mechanical order at the start of mileage accumulation and it shall not have more than 100 km accumulated after it was first started at the end of the production line. The propulsion and pollution-control devices shall not have been used since its manufacture, with the exception of quality control tests and accumulation of the first 100 km.
2.1.3. Regardless of the durability test procedure selected by the manufacturer, all pollution-control devices and systems, both including hardware, powertrain software and powertrain calibration, fitted on the test vehicles shall be installed and operating for the entire mileage accumulation period.
2.1.4. The pollution-control devices on the test vehicles shall be permanently marked under surveillance of the technical service before the start of mileage accumulation and be listed together with the vehicle identification number, powertrain software and powertrain calibration sets. The manufacturer shall make that list available at the request of the approval authority.
2.1.5. Maintenance, adjustments and the use of the controls of the test vehicles shall be as recommended by the manufacturer in the appropriate repair and maintenance information and in the user manual.
2.1.6. The durability test shall be conducted with a suitable commercially available fuel at the discretion of the manufacturer. If the test vehicles is/are equipped with a two-stroke engine, lubricating oil shall be used in the proportion and of the grade recommended by the manufacturer in the user manual.
2.1.7. The test vehicles’ cooling system shall enable the vehicle to operate at temperatures similar to those obtained during normal road use conditions (oil, coolant, exhaust system, etc.).
2.1.8. If the durability test is completed on a test track or road, the reference mass of the test vehicle shall be at least equal to that used for type I emission tests conducted on a chassis dynamometer.
2.1.9. If approved by the technical service and to the satisfaction of the approval authority, the type V test procedure may be carried out using a test vehicle of which the body style, gear box (automatic or manual) and wheel or tyre size differ from those of the vehicle type for which the environmental performance type-approval is sought.
2.2. In the type V test procedure, mileage shall be accumulated by driving the test vehicles either on a test track, on the road or on a chassis dynamometer. The test track or test road shall be selected at the discretion of the manufacturer. 2.2.1. Chassis dynamometer used for mileage accumulation 2.2.1.1.Chassis dynamometers used to accumulate test type V durability mileage shall enable the durability mileage accumulation cycle in Appendix 1 or 2, as applicable, to be carried out. 2.2.1.2.In particular, the dynamometer shall be equipped with systems simulating the same inertia and resistance to progress as those used in the type I emission laboratory test in Annex II. Emission analysis equipment is not required for mileage accumulation. The same inertia and flywheel settings and calibration procedures shall be used for the chassis dynamometer referred to in Annex II, used to accumulate mileage with the test vehicles. 2.2.1.3.The test vehicles may be moved to a different bench in order to conduct type I emission verification tests. The mileage accumulated in the type I emission verification tests may be added to the total accumulated mileage.
2.3. The type I emission verification tests before, during and after durability mileage accumulation shall be conducted according to the test procedures for emissions after cold start set out in Annex II. All type I emission verification test results shall be listed and made available to the technical service and to the approval authority upon request. The results of type I emission verification tests at the start and the finish of durability mileage accumulation shall be included in the test report. At least the first and last type I emission verification tests shall be conducted or witnessed by the technical service and reported to the approval authority. The test report shall confirm and state whether the technical service conducted or witnessed the type I emission verification testing.
2.4. 2.4.1. For OVC vehicles: The electrical energy/power storage device may be charged twice a day during mileage accumulation. For OVC vehicles with an operating mode switch, mileage accumulation shall be driven in the mode which is automatically set after the ignition key is turned (normal mode). During the mileage accumulation, a change to another hybrid mode is allowed if necessary in order to continue the mileage accumulation, after agreement of the technical service and to the satisfaction of the approval authority. This hybrid mode change shall be recorded in the test report. Pollutant emissions shall be measured under the same conditions as specified by Condition B of the type I test (points 3.1.3. and 3.2.3.). 2.4.2. For NOVC vehicles: For NOVC vehicles with an operating mode switch, mileage accumulation shall be driven in the mode which is automatically set after the ignition key is turned on (normal mode). Pollutant emissions shall be measured in the same conditions as in the type I test.
3. Test type V, durability test procedure specifications
The specifications of the three durability test procedures set out in Article 23(3) of Regulation (EU) No 168/2013 are as follows:
3.1. Actual durability testing with full mileage accumulation
The durability test procedure with full mileage accumulation to age the test vehicles shall refer to Article 23(3)(a) of Regulation (EU) No 168/2013. Full mileage accumulation shall mean full completion of the assigned test distance laid down in Part A of Annex VII to Regulation (EU) No 168/2013. by repeating the driving manoeuvres laid down in Appendix 1 or, if applicable in Appendix 2.
3.1.1. The manufacturer shall provide evidence that the emission limits in the applicable type I emission laboratory test cycle, as set out in Part A or B of Annex VI to Regulation (EU) No 168/2013, of the aged test vehicles are not exceeded when starting mileage accumulation, during the accumulation phase and after full mileage accumulation has been finalised.
3.1.2. Multiple type I emission tests shall be conducted during the full distance accumulation phase with a frequency and amount of type I test procedures at the choice of the manufacturer and to the satisfaction of the technical service and approval authority. The type I emission test results shall provide sufficient statistical relevance to identify the deterioration trend, which shall be representative of the vehicle type with regard to environmental performance as placed on the market (see Figure 5-1). Figure 5-1 Test type V — durability test procedure with full distance accumulation
3.2. Actual durability testing with partial mileage accumulation
The durability test procedure for L-category vehicles with partial mileage accumulation shall refer to Article 23(3)(b) of Regulation (EU) No 168/2013. Partial mileage accumulation shall involve completion of a minimum of 50 % of the test distance specified in Part A of Annex VII to Regulation (EU) No 168/2013 and compliance with the stop criteria in point 3.2.3.
3.2.1. The manufacturer shall provide evidence that the emission limits in the applicable type I emission laboratory test cycle, as set out in Part A of Annex VI to Regulation (EU) No 168/2013, of the tested aged vehicles are not exceeded at the start of mileage accumulation, during the accumulation phase and after the partial accumulation.
3.2.2. Multiple type I emission tests shall be conducted during the partial distance accumulation phase, with the frequency and number of type I test procedures chosen by the manufacturer. The type I emission test results shall provide sufficient statistical relevance to identify the deterioration trend, which shall be representative of the vehicle type with regard to the environmental performance placed on the market (see Figure 5-2). Figure 5-2 Test type V — accelerated durability test procedure with partial distance accumulation
3.2.3. Partial mileage accumulation may stop if the following criteria are met:
3.2.4. 3.2.4.1.The manufacturer shall use the arithmetic mean of the type I emission test results at each test interval, with a minimum of two emission tests per test interval. All arithmetic mean type I emissions test results shall be plotted per THC, CO, NOx, and if applicable NMHC and PM, emission constituent, against accumulation distance rounded to the nearest kilometre. 3.2.4.2.The best fit linear line (trend line:
) shall be fitted and drawn through all these data points based on the method of least squares. This best-fit straight trend line shall be extrapolated over the full durability mileage laid down in Part A of Annex VII to Regulation (EU) No 168/2013. At the request of the manufacturer, the trend line may start as of 20 % of the durability mileage laid down in Part A of Annex VII to Regulation (EU) No 168/2013, in order to take into account possible run-in effects of the pollution-control devices.
3.2.4.3.A minimum of four calculated arithmetic mean data points shall be used to draw each trend line, with the first at, or before, 20 % of the durability mileage laid down in Part A of Annex VII to Regulation (EU) No 168/2013 and the last one at the end of mileage accumulation; at least two other data points shall be equally spaced between the first and final type I test measurement distances. 3.2.4.4.The applicable emission limits set out in Part A of Annex VI to Regulation (EU) No 168/2013 shall be plotted in the graphs per emission constituent laid down in points 3.2.4.2. and 3.2.4.3. The plotted trend line shall not exceed these applicable emission limits at any mileage data point. The graph per THC, CO, NOx, and if applicable NMHC and PM, emission constituent plotted against accumulation distance shall be added to the test report. The list with all the type I emission test results used to establish the best-fit straight trend line shall be made available to the technical service upon request. Figure A5-3
Theoretical example of the plotted type I total hydrocarbon (THC) emission test results, the plotted type I THC Euro 4 test limit (170 mg/km) and the best-fit straight trend line of a Euro 4 motorcycle (L3e with vmax > 130 km/h ), all versus accumulated mileage 3.2.4.5.Trend line parameters a, x and b of the best-fit straight lines and the calculated pollutant value at the end mileage according to the vehicle category shall be stated in the test report. The graph for all emission constituents shall be plotted in the test report. In the test report it shall also be stated which measurements were taken or witnessed by the technical service and which by the manufacturer.
3.3. The mathematical durability procedure
L-category vehicles using the mathematical durability procedure shall refer to point 3(c) of Article 23 of Regulation (EU) No 168/2013.
3.3.1. The emission results of the vehicle that has accumulated more than the distance prescribed in Article 23(3)(c) of Regulation (EU) No 168/2013 after it was first started at the end of the production line, the applied deterioration factors set out in Part B of Annex VII to Regulation (EU) No 168/2013, and the product of the multiplication of both and the emission limit set out in Annex VI to Regulation (EU) No 168/2013 shall be added to the test report.
3.4. Durability mileage accumulation cycles
One of the following two durability mileage accumulation test cycles shall be conducted to age the test vehicles until the assigned test distance laid down in Part A of Annex VII to Regulation (EU) No 168/2013 is fully completed according to the full mileage accumulation test procedure set out in point 3.1. or partially completed according to the partial mileage accumulation test procedure in point 3.2.:
The Standard Road Cycle (SRC-LeCV) custom tailored for L-category vehicles is the principle durability type V test cycle composed of a set of four mileage accumulation durability cycles. One of these durability mileage accumulation cycles shall be used to accumulate mileage by the test vehicles according to the technical details laid down in Appendix 1.
At the choice of the manufacturer, the approved mileage accumulation (AMA) durability cycle may be conducted as alternative type V mileage accumulation cycle. The AMA durability cycle shall be conducted in accordance with the technical details laid down in Appendix 2.
3.4.3. The AMA durability cycle is phased out for vehicles of class III referred to in Table AP2-1 in Appendix 2 but may be used in a transitional period up to 31 December 2024.
3.5. Test type V durability verification testing using ‘golden’ pollution-control devices
3.5.1. The pollution-control devices may be removed from the test vehicles after:
3.5.2. At the choice of the manufacturer, ‘golden’ pollution-control devices may repeatedly be used for durability performance verification and approval demonstration testing on the same vehicle type with regard to the environmental performance by fitting them on (a) representative parent vehicles representing the propulsion family set out in Annex XI, later on in vehicle development.
3.5.3. The ‘golden’ pollution-control devices shall be permanently marked and the marking number, the associated type I test results and the specifications shall be made available to the approval authority upon request.
3.5.4. In addition, the manufacturer shall mark and store new, non-aged pollution-control devices with the same specifications as those of the ‘golden’ pollution-control devices and, in the event of a request under point 3.5.5., make these available also to the approval authority, as a reference base.
3.5.5. The approval authority and technical service shall be given access at any time during or after the environmental performance type-approval process both to the ‘golden’ pollution-control devices and ‘new, non-aged’ pollution-control devices. The approval authority or technical service may request and witness a verification test by the manufacturer or may have the ‘new, non-aged’ and ‘golden’ pollution-control devices tested by an independent test laboratory in a non-destructive way.
3.6. Bench ageing durability test.
3.6.1. As an alternative to points 3.1. or 3.2., the manufacturer may request to use the bench ageing procedure laid down in Appendix 3. The bench ageing durability test, as laid down in Appendix 3, shall determine the emissions of an aged vehicle by means of ageing the vehicle catalyst with the standard bench cycle (SBC) to produce the same amount of deterioration experienced by the catalyst due to thermal deactivation over the assigned test distance test laid down in Part A of Annex VII to Regulation (EU) No 168/2013.
3.6.2. The emission results of the vehicle that has accumulated more than 100 km after it was first started at the end of the production line and the deterioration factors as determined using the procedure as set out in Appendix 3 shall not exceed the emission limits in the applicable type I emission laboratory test cycle, as set out in Part A of Annex VI to Regulation (EU) No 168/2013. The emission results of the vehicle that has accumulated more than 100 km after it was first started at the end of the production line, the deterioration factors as determined using the procedure as set out in Appendix 3 to this Annex, the total emissions (calculated with the multiplication or additive equations), and the emission limit set out in Annex VI to Regulation (EU) No 168/2013 shall be added to the test report.
Appendix 1
The Standard Road Cycle for L-Category Vehicles (SRC-LeCV)
Introduction
1.1.The Standard Road Cycle for L-Category Vehicles (SRC-LeCV) is a representative kilometre accumulation cycle to age L-category vehicles and in particular their pollution-control devices in a defined, repeatable and representative way. The test vehicles may run the SRC-LeCV on the road, on a test track or on a kilometre accumulation chassis dynamometer.
1.2.The SRC-LeCV shall consist of five laps of a 6 km course. The length of the lap may be changed to accommodate the length of the kilometre accumulation test track or test road. The SRC-LeCV shall include four different vehicle speed profiles.
1.3.The manufacturer may request to be allowed alternatively to perform the next higher numbered test cycle, with the agreement of the approval authority, if it considers that this better represents the real-world use of the vehicle.
SRC-LeCV test requirements
2.1. If the SRC-LeCV is performed on a kilometre accumulation chassis dynamometer:
2.3. The total distance travelled shall be the applicable durability mileage set out in Part A of Annex VII to Regulation (EU) No 168/2013, plus one complete SRC-LeCV sub-cycle (30 km).
2.4. No stopping is permitted mid-cycle. Any stops for type I emission tests, maintenance, soak periods, refuelling, etc. shall be performed at the end of one complete SRC-LeCV sub-cycle, i.e. the culmination of step 47 in Table Ap1-4. If the vehicle travels to the testing area under its own power, only moderate acceleration and deceleration shall be used and the vehicle shall not be operated at full throttle.
2.5. The four cycles shall be selected on the basis of the maximum design vehicle speed of the L-category vehicle and the engine capacity or, in the case of pure electric or hybrid propulsions, the maximum design speed of the vehicle and the net power.
| 2.6. | Vehicle classification for the type V test 2.6.1.For the purpose of accumulating distance in the SRC-LeCV, the L-vehicle categories shall be grouped in accordance with Table Ap1-1. Table Ap1-1 L-vehicle category groups for SRC-LeCV SRC Cycle classification WTMC classification 1 Class 1 2 Class 2-1 2 Class 2-2 3 Class 3-1 4 Class 3-2 2.6.2.The application of the vehicle classification criteria in Table Ap1-1 shall be performed by applying the following classification criteria hierarchy: (1) Maximum design vehicle speed (km/h); (2) maximum net or continuous rated power (kW). 2.6.3.If (a) the acceleration capability of the L-category vehicle is not sufficient to carry out the acceleration phases within the prescribed distances; or (b) the prescribed maximum vehicle speed in the individual cycles cannot be achieved owing to a lack of propulsion power; or (c) the maximum design vehicle speed is restricted to a vehicle speed lower than the prescribed SRC-LeCV vehicle speed the vehicle shall be driven with the accelerator device fully open until the vehicle speed prescribed for the test cycle is reached or until the limited maximum design vehicle speed is reached. Subsequently the test cycle shall be carried out as prescribed for the vehicle category. Significant or frequent deviations from the prescribed vehicle speed tolerance band and the associated justification shall be reported to the approval authority and be included in the type V test report. |
|---|---|
| SRC Cycle classification | WTMC classification |
| 1 | Class 1 |
| 2 | Class 2-1 |
| 2 | Class 2-2 |
| 3 | Class 3-1 |
| 4 | Class 3-2 |
| 2.8. | SRC-LeCV test stepsThe SRC-LeCV test shall consist of the following steps: 2.8.1. the maximum design speed of the vehicle and either the engine capacity or net power, as applicable, shall be obtained; 2.8.2. the required SRC-LeCV shall be selected from Table Ap1-1 and the required target vehicle speeds and detailed driving instructions from Table Ap1-3. 2.8.3. the column ‘decelerate by’ shall indicate the delta vehicle speed to be subtracted either from the previously attained target vehicle speed or from the maximum design vehicle speed, whichever is lower. Example lap 1: vehicle No 1: L1e-B low-speed moped with maximum design vehicle speed of 25 km/h, subject to SRC-LeCV No 1 vehicle No 2: L1e-B high-speed moped with maximum design vehicle speed of 45 km/h, subject to SRC-LeCV No 1 Table Ap1-2 Example L1e-B low-speed moped and L1e-B high-speed moped, actual vs. target vehicle speeds Lap Sub-lap Action Time (s) To/at (Target vehicle speed in km/h) By (Delta vehicle speed in km/h) Vehicle No 1 (Actual vehicle speed in km/h) Vehicle No 2 (Actual vehicle speed in km/h) 1 1st 1/4 Stop & Idle 10 Accelerate 35 25 35 Cruise 35 25 35 2nd 1/4 Decelerate 15 10 20 Accelerate 35 25 35 Cruise 35 25 35 3rd 1/4 Decelerate 15 10 20 Accelerate 45 25 45 Cruise 45 25 45 4th 1/4 Decelerate 20 5 25 Accelerate 45 25 45 Cruise 45 25 45 2.8.4. A table of target vehicle speeds shall be prepared indicating the nominal target vehicle speeds set out in Tables Ap1-3 and Ap-4 and the attainable target vehicle speeds of the vehicle in a format preferred by the manufacturer to the satisfaction of the approval authority. 2.8.5. In accordance with point 2.2.5., quarter divisions of the lap length shall be marked or identified on the test track or road, or a system shall be used to indicate the distance being passed on the chassis dynamometer. 2.8.6. After each sub-lap is passed, the required list of actions of Tables Ap1-3 and Ap-4 shall be performed in order and in accordance with point 2.7 regarding the general driving instructions to or at the next target vehicle speed. 2.8.7. The maximum attained vehicle speed may deviate from the maximum design vehicle speed depending on the type of acceleration required and track conditions. Therefore, during the test the actual attained vehicle speeds shall be monitored to see if the target vehicle speeds are being met as required. Special attention shall be paid to peak vehicle speeds and cruise vehicle speeds close to the maximum design vehicle speed and the subsequent vehicle speed differences in the decelerations. 2.8.8. Where a significant deviation is consistently found when performing multiple sub-cycles, the target vehicle speeds shall be adjusted in the table in point 2.8.4. The adjustment needs to be made only when starting a sub-cycle and not in real time. | | | | | | |
| --- | --- | --- | --- | --- | --- | --- | --- | | Lap | Sub-lap | Action | Time (s) | To/at (Target vehicle speed in km/h) | By (Delta vehicle speed in km/h) | Vehicle No 1 (Actual vehicle speed in km/h) | Vehicle No 2 (Actual vehicle speed in km/h) | | 1 | 1st 1/4 | | | | | | | | | | Stop & Idle | 10 | | | | | | | | Accelerate | | 35 | | 25 | 35 | | | | Cruise | | 35 | | 25 | 35 | | | 2nd 1/4 | | | | | | | | | | Decelerate | | | 15 | 10 | 20 | | | | Accelerate | | 35 | | 25 | 35 | | | | Cruise | | 35 | | 25 | 35 | | | 3rd 1/4 | | | | | | | | | | Decelerate | | | 15 | 10 | 20 | | | | Accelerate | | 45 | | 25 | 45 | | | | Cruise | | 45 | | 25 | 45 | | | 4th 1/4 | | | | | | | | | | Decelerate | | | 20 | 5 | 25 | | | | Accelerate | | 45 | | 25 | 45 | | | | Cruise | | 45 | | 25 | 45 |
| 2.9. | SRC-LeCV detailed test cycle description2.9.1. Graphical overview of the SRC-LeCV Figure Ap1-2 SRC-LeCV, example distance accumulation characteristics for all four cycles 2.9.2. SRC-LeCV detailed cycle instructions Table Ap1-3 Actions and sub-actions for each cycle and sub-cycle, lap 1, 2 and 3 Cycle: 1 2 3 4 Lap Sub-lap Action Sub-action Time (s) To/at By To/at By To/at By To/at By 1 1st 1/4 (km/h) Stop & Idle 10 Accelerate Hard 35 50 55 90 Cruise 35 50 55 90 2nd 1/4 Decelerate Moderate 15 15 15 15 Accelerate Moderate 35 50 55 90 Cruise 35 50 55 90 3rd 1/4 Decelerate Moderate 15 15 15 15 Accelerate Moderate 45 60 75 100 Cruise 45 60 75 100 4th 1/4 Decelerate Moderate 20 10 15 20 Accelerate Moderate 45 60 75 100 Cruise 45 60 75 100 2 1st 1/2 Decelerate Coast-through 0 0 0 0 Stop & Idle 10 Accelerate Hard 50 100 100 130 Decelerate Coast-down 10 20 10 15 Optional acceleration Hard 40 80 90 115 Cruise 40 80 90 115 2nd 1/2 Decelerate Moderate 15 20 25 35 Accelerate Moderate 50 75 80 105 Cruise 50 75 80 105 3 1st 1/2 Decelerate Moderate 25 15 15 25 Accelerate Moderate 50 90 95 120 Cruise 50 90 95 120 2nd 1/2 Decelerate Moderate 25 10 30 40 Accelerate Moderate 45 70 90 115 Cruise 45 70 90 115 Table Ap1-4 Actions and sub-actions for each cycle and sub-cycle, lap 4 and 5 Cycle: 1 2 3 4 Lap Sub-lap Action Sub-action Time (s) To/at By To/at By To/at By To/at By 4 1st 1/2 (km/h) Decelerate Moderate 20 20 25 35 Accelerate Moderate 45 70 90 115 Decelerate Coast-down 20 15 15 15 Optional acceleration Moderate 35 55 75 100 Cruise 35 55 75 100 2nd 1/2 Decelerate Moderate 10 10 10 20 Accelerate Moderate 45 65 80 105 Cruise 45 65 80 105 5 1st 1/4 (km/h) Decelerate Coast-through 0 0 0 0 Stop & Idle 45 Accelerate Hard 30 55 70 90 Cruise 30 55 70 90 2nd 1/4 Decelerate Moderate 15 15 20 25 Accelerate Moderate 30 55 70 90 Cruise 30 55 70 90 3rd 1/4 Decelerate Moderate 20 25 20 25 Accelerate Moderate 20 45 65 80 Cruise 20 45 65 80 4th 1/4 Decelerate Moderate 10 15 15 15 Accelerate Moderate 20 45 65 80 Cruise 20 45 65 80 Decelerate Coast-through 0 0 0 0 2.9.3. Soak procedures in the SRC-LeCV The SRC-LeCV soak procedure shall consist of the following steps: 2.9.3.1. a full SRC-LeCV sub-cycle (approximately 30 km) shall be completed; 2.9.3.2. a test type I emission test may be performed if deemed necessary for statistical relevance; 2.9.3.3. any required maintenance shall be undertaken and the test vehicle may be refuelled; 2.9.3.4. the test vehicle shall be set to idle with the combustion engine running for a minimum of one hour with no user input; 2.9.3.5. the propulsion of the test vehicle shall be turned off; 2.9.3.6. the test vehicle shall be cooled down and soaked under ambient conditions for a minimum of six hours (or four hours with a fan and lubrication oil at ambient temperature); 2.9.3.7. the vehicle may be refuelled and mileage accumulation shall be resumed as required at lap 1, sub-lap 1 of the SRC-LeCV sub-cycle in Table Ap1-3. 2.9.3.8. the SRC-LeCV soak procedure shall not replace the regular soak time for type I emission tests laid down in Annex II. The SRC-LeCV soak procedure may be coordinated so as to be performed after each maintenance interval or after each emission laboratory test. 2.9.3.9 Test type V soak procedure for actual durability testing with full mileage accumulation 2.9.3.9.1. During the full mileage accumulation phase set out in point 3.1 of Annex VI, the test vehicles shall undergo a minimum number of soak procedures set out in Table Ap1-3. These procedures shall be evenly distributed over the accumulated mileage. 2.9.3.9.2. The number of soak procedures to be conducted during the full mileage accumulation phase shall be determined according to the following table: Table Ap1-3 Number of soak procedures depending on the SRC-LeCV in Table Ap1-1 SRC-LeCV, cycle No Minimum number of test type V soak procedures 1 & 2 3 3 4 4 6 2.9.3.10. Test type V soak procedure for actual durability testing with partial mileage accumulation During the partial mileage accumulation phase set out in point 3.2 of Annex VI, the test vehicles shall undergo four soak procedures as set out in point 3.1. These procedures shall be evenly distributed over the accumulated mileage. | | | | | | | | | | | |
| --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | | Cycle: | 1 | 2 | 3 | 4 | | | | | | | | | | Lap | Sub-lap | Action | Sub-action | Time (s) | To/at | By | To/at | By | To/at | By | To/at | By | | 1 | 1st 1/4 | | | | (km/h) | | | | | | | | | | | Stop & Idle | | 10 | | | | | | | | | | | | Accelerate | Hard | | 35 | | 50 | | 55 | | 90 | | | | | Cruise | | | 35 | | 50 | | 55 | | 90 | | | | 2nd 1/4 | | | | | | | | | | | | | | | Decelerate | Moderate | | | 15 | | 15 | | 15 | | 15 | | | | Accelerate | Moderate | | 35 | | 50 | | 55 | | 90 | | | | | Cruise | | | 35 | | 50 | | 55 | | 90 | | | | 3rd 1/4 | | | | | | | | | | | | | | | Decelerate | Moderate | | | 15 | | 15 | | 15 | | 15 | | | | Accelerate | Moderate | | 45 | | 60 | | 75 | | 100 | | | | | Cruise | | | 45 | | 60 | | 75 | | 100 | | | | 4th 1/4 | | | | | | | | | | | | | | | Decelerate | Moderate | | | 20 | | 10 | | 15 | | 20 | | | | Accelerate | Moderate | | 45 | | 60 | | 75 | | 100 | | | | | Cruise | | | 45 | | 60 | | 75 | | 100 | | | 2 | 1st 1/2 | | | | | | | | | | | | | | | Decelerate | Coast-through | | 0 | | 0 | | 0 | | 0 | | | | | Stop & Idle | | 10 | | | | | | | | | | | | Accelerate | Hard | | 50 | | 100 | | 100 | | 130 | | | | | Decelerate | Coast-down | | | 10 | | 20 | | 10 | | 15 | | | | Optional acceleration | Hard | | 40 | | 80 | | 90 | | 115 | | | | | Cruise | | | 40 | | 80 | | 90 | | 115 | | | | 2nd 1/2 | | | | | | | | | | | | | | | Decelerate | Moderate | | | 15 | | 20 | | 25 | | 35 | | | | Accelerate | Moderate | | 50 | | 75 | | 80 | | 105 | | | | | Cruise | | | 50 | | 75 | | 80 | | 105 | | | 3 | 1st 1/2 | | | | | | | | | | | | | | | Decelerate | Moderate | | | 25 | | 15 | | 15 | | 25 | | | | Accelerate | Moderate | | 50 | | 90 | | 95 | | 120 | | | | | Cruise | | | 50 | | 90 | | 95 | | 120 | | | | 2nd 1/2 | | | | | | | | | | | | | | | Decelerate | Moderate | | | 25 | | 10 | | 30 | | 40 | | | | Accelerate | Moderate | | 45 | | 70 | | 90 | | 115 | | | | | Cruise | | | 45 | | 70 | | 90 | | 115 | | | Cycle: | 1 | 2 | 3 | 4 | | | | | | | | | | Lap | Sub-lap | Action | Sub-action | Time (s) | To/at | By | To/at | By | To/at | By | To/at | By | | 4 | 1st 1/2 | | | | (km/h) | | | | | | | | | | | Decelerate | Moderate | | | 20 | | 20 | | 25 | | 35 | | | | Accelerate | Moderate | | 45 | | 70 | | 90 | | 115 | | | | | Decelerate | Coast-down | | | 20 | | 15 | | 15 | | 15 | | | | Optional acceleration | Moderate | | 35 | | 55 | | 75 | | 100 | | | | | Cruise | | | 35 | | 55 | | 75 | | 100 | | | | 2nd 1/2 | | | | | | | | | | | | | | | Decelerate | Moderate | | | 10 | | 10 | | 10 | | 20 | | | | Accelerate | Moderate | | 45 | | 65 | | 80 | | 105 | | | | | Cruise | | | 45 | | 65 | | 80 | | 105 | | | 5 | 1st 1/4 | | | | (km/h) | | | | | | | | | | | Decelerate | Coast-through | | 0 | | 0 | | 0 | | 0 | | | | | Stop & Idle | | 45 | | | | | | | | | | | | Accelerate | Hard | | 30 | | 55 | | 70 | | 90 | | | | | Cruise | | | 30 | | 55 | | 70 | | 90 | | | | 2nd 1/4 | | | | | | | | | | | | | | | Decelerate | Moderate | | | 15 | | 15 | | 20 | | 25 | | | | Accelerate | Moderate | | 30 | | 55 | | 70 | | 90 | | | | | Cruise | | | 30 | | 55 | | 70 | | 90 | | | | 3rd 1/4 | | | | | | | | | | | | | | | Decelerate | Moderate | | | 20 | | 25 | | 20 | | 25 | | | | Accelerate | Moderate | | 20 | | 45 | | 65 | | 80 | | | | | Cruise | | | 20 | | 45 | | 65 | | 80 | | | | 4th 1/4 | | | | | | | | | | | | | | | Decelerate | Moderate | | | 10 | | 15 | | 15 | | 15 | | | | Accelerate | Moderate | | 20 | | 45 | | 65 | | 80 | | | | | Cruise | | | 20 | | 45 | | 65 | | 80 | | | | | Decelerate | Coast-through | | 0 | | 0 | | 0 | | 0 | | | SRC-LeCV, cycle No | Minimum number of test type V soak procedures | | | | | | | | | | | | | 1 & 2 | 3 | | | | | | | | | | | | | 3 | 4 | | | | | | | | | | | | | 4 | 6 | | | | | | | | | | | |
Appendix 2
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