Commission Delegated Regulation (EU) No 134/2014 of 16 December 2013 supplementing Regulation (EU) No 168/2013 of the European Parliament and of the Council with regard to environmental and propulsion unit performance requirements and amending Annex V thereof Text with EEA relevance

The USA EPA Approved Mileage Accumulation durability cycle (AMA)

1.1.The approved mileage accumulation (AMA) durability cycle by the Environmental Protection Agency (EPA) of the United States of America (USA) is a mileage accumulation cycle used to age test vehicles and their pollution-control devices in a way that is repeatable but significantly less representative for the EU fleet and traffic situation than the SRC-LeCV. The AMA durability cycle is phased out for vehicles of class III referred to in table Ap2-1 in this Appendix, however at the request of the manufacturer the cycles may be used in a transitional period up to 31 December 2024. The L-category test vehicles may run the test cycle on the road, on a test track or on a kilometre accumulation chassis dynamometer.

1.2.The AMA test cycle shall be completed by repeating the AMA sub-cycle in point 2 until the applicable durability mileage in Part A of Annex VII to Regulation (EU) No 168/2013 has been accumulated.

1.3.The AMA test cycle shall be composed of 11 sub-sub-cycles covering six kilometres each.

2.1.For the purpose of accumulating mileage in the AMA durability cycle, the L-category vehicles shall be grouped as follows:

L-category vehicle class	Engine capacity (cm3)	Vmax (Km/h)
I	< 150	Not applicable
II	≥ 150	< 130
III	≥ 150	≥ 130

2.2.If the AMA test cycle is performed on a kilometre accumulation chassis dynamometer, the distance travelled shall be calculated from the number of rotations of the roller and the roller circumference.

2.3.One AMA test sub-cycle shall be performed as follows:

2.5.1. Figure Ap2-1

Driving schedule AMA test sub-sub-cycle

2.5.2. The AMA test cycle consisting of 11 sub-sub-cycles shall be driven at the following sub-sub-cycle vehicle speeds: Table Ap2-2 Maximum vehicle speed in one AMA sub-cycle Sub-sub-cycle No Class I vehicle (km/h) Class II vehicle (km/h) Class III vehicle Option I (km/h) Class III vehicle Option II (km/h) 1 65 65 65 65 2 45 45 65 45 3 65 65 55 65 4 65 65 45 65 5 55 55 55 55 6 45 45 55 45 7 55 55 70 55 8 70 70 55 70 9 55 55 46 55 10 70 90 90 90 11 70 90 110 110

2.5.3. Manufacturers may select one of two cycle vehicle speed options for class III L-category vehicles, completing the entire procedure on their selected option.

2.5.4. During the first nine AMA sub-sub-cycles, the test vehicle is stopped four times with the engine idling each time for 15 seconds.

2.5.5. The AMA sub-cycle shall consist of five decelerations in each sub-sub-cycle, dropping from cycle speed to 30 km/h. The test vehicle shall then gradually be accelerated again until the cycle speed shown in Table Ap2-2 is attained.

2.5.6. The 10th sub-sub-cycle shall be carried out at a steady speed according to the L-category vehicle class as referred in Table Ap2-1.

2.5.7. The 11th sub-sub-cycle shall begin with a maximum acceleration from stop point up to lap speed. At halfway, the brakes are applied normally until the test vehicle comes to a stop. This shall be followed by an idle period of 15 seconds and a second maximum acceleration. This completes one AMA sub-cycle.

2.5.8. The schedule shall then be restarted from the beginning of the AMA sub-cycle.

2.5.9. At the manufacturer’s request, and with the agreement of the approval authority, an L-category vehicle type may be placed in a higher class provided it is capable of complying with all aspects of the procedure for the higher class.

2.5.10. At the manufacturer’s request, and with the agreement of the approval authority, should the L-category vehicle be unable to attain the specified cycle speeds for that class, the L-category vehicle type shall be placed in a lower class. If the vehicle is unable to achieve the cycle speeds required for this lower class, it shall attain the highest possible speed during the test and full throttle shall be applied if necessary to attain that vehicle speed.

Appendix 3

Bench ageing durability test

1. Bench ageing durability test

1.1 The vehicle tested according the procedure laid down in this appendix has driven more than 100 accumulated kilometres after it was first started at the end of the production line.

1.2. The fuel used during the test shall be the one of the specified fuels in Appendix 2 of Annex II.

2.1. The following bench ageing procedure shall be applicable for positive-ignition vehicles including hybrid vehicles which use a catalyst as the principle after-treatment emission control device. The bench ageing procedure requires the installation of the catalyst-plus-oxygen sensor system on a catalyst ageing bench. Ageing on the bench shall be conducted by following the standard bench cycle (SBC) for the period of time calculated from the bench ageing time (BAT) equation. The BAT equation requires, as input, catalyst time-at-temperature data measured during the Standard Road Cycle (SRC-LeCV) described in Appendix 1. As an alternative, if applicable, the catalyst time-at-temperature data measured during the AMA durability cycle, as described in Appendix 2, may be used.

2.2. Standard bench cycle (SBC). Standard catalyst bench ageing shall be conducted following the SBC. The SBC shall be run for the period of time calculated from the BAT equation. The SBC is described in Appendix 4.

2.3. Catalyst time-at-temperature data. Catalyst temperature shall be measured during at least two full cycles of the SRC-LeCV cycle as described in Appendix 1, or if applicable at least two full cycles of AMA as described in Appendix 2. Catalyst temperature shall be measured at the highest temperature location in the hottest catalyst on the test vehicle. Alternatively, the temperature may be measured at another location providing that it is adjusted to represent the temperature measured at the hottest location using good engineering judgement. Catalyst temperature shall be measured at a minimum rate of one hertz (one measurement per second). The measured catalyst temperature results shall be tabulated into a histogram with temperature groups of no larger than 25 °C.

| 2.4. | Bench-ageing time. Bench ageing time shall be calculated using the bench ageing time (BAT) equation as follows: te for a temperature bin = the ((R/Tr) – (R/Tv)) Total te = Sum of te over all the temperature groups bench ageing time = A (Total te) Where: A = 1,1 This value adjusts the catalyst ageing time to account for deterioration from sources other than thermal ageing of the catalyst. R = Catalyst thermal reactivity = 18 500 th = The time (in hours) measured within the prescribed temperature bin of the vehicle's catalyst temperature histogram adjusted to a full useful life basis e.g., if the histogram represented 400 km, and useful life is, in accordance with Annex VII to Regulation (EU) No 168/2013, for example for Le3 20 000 km; all histogram time entries would be multiplied by 50 (20 000 /400). Total te = The equivalent time (in hours) to age the catalyst at the temperature of Tr on the catalyst ageing bench using the catalyst ageing cycle to produce the same amount of deterioration experienced by the catalyst due to thermal deactivation over the use for live distance specific for the vehicle class in Annex VII to Regulation (EU) No 168/2013, for example for Le3 20 000 km te for a temperature bin = The equivalent time (in hours) to age the catalyst at the temperature of Tr on the catalyst ageing bench using the catalyst ageing cycle to produce the same amount of deterioration experienced by the catalyst due to thermal deactivation at the temperature bin of Tv over the use for live distance specific for the vehicle class in Annex VII to Regulation (EU) No 168/2013, for example for Le3 20 000 km Tr = The effective reference temperature (in °K) of the catalyst on the catalyst bench run on the bench ageing cycle. The effective temperature is the constant temperature that would result in the same amount of ageing as the various temperatures experienced during the bench ageing cycle. Tv = The mid-point temperature (in °K) of the temperature bin of the vehicle on-road catalyst temperature histogram. | |

| --- | --- | --- | | A | = | 1,1 This value adjusts the catalyst ageing time to account for deterioration from sources other than thermal ageing of the catalyst. | | R | = | Catalyst thermal reactivity = 18 500 | | th | = | The time (in hours) measured within the prescribed temperature bin of the vehicle's catalyst temperature histogram adjusted to a full useful life basis e.g., if the histogram represented 400 km, and useful life is, in accordance with Annex VII to Regulation (EU) No 168/2013, for example for Le3 20 000 km; all histogram time entries would be multiplied by 50 (20 000 /400). | | Total te | = | The equivalent time (in hours) to age the catalyst at the temperature of Tr on the catalyst ageing bench using the catalyst ageing cycle to produce the same amount of deterioration experienced by the catalyst due to thermal deactivation over the use for live distance specific for the vehicle class in Annex VII to Regulation (EU) No 168/2013, for example for Le3 20 000 km | | te for a temperature bin | = | The equivalent time (in hours) to age the catalyst at the temperature of Tr on the catalyst ageing bench using the catalyst ageing cycle to produce the same amount of deterioration experienced by the catalyst due to thermal deactivation at the temperature bin of Tv over the use for live distance specific for the vehicle class in Annex VII to Regulation (EU) No 168/2013, for example for Le3 20 000 km | | Tr | = | The effective reference temperature (in °K) of the catalyst on the catalyst bench run on the bench ageing cycle. The effective temperature is the constant temperature that would result in the same amount of ageing as the various temperatures experienced during the bench ageing cycle. | | Tv | = | The mid-point temperature (in °K) of the temperature bin of the vehicle on-road catalyst temperature histogram. |

2.5. Effective reference temperature on the standard bench cycle (SBC). The effective reference temperature of the SBC shall be determined for the actual catalyst system design and actual ageing bench which will be used using the following procedures:

2.6. Catalyst ageing bench. The catalyst ageing bench shall follow the SBC and deliver the appropriate exhaust flow and emission level in line with the exhaust flow of engine for which the catalyst is designed, exhaust constituents, and exhaust temperature at the face of the catalyst.

All bench ageing equipment and procedures shall record appropriate information (such as measured A/F ratios and time-at-temperature in the catalyst) to assure that sufficient ageing has actually occurred.

Appendix 4

Standard bench cycle (SBC)

The standard ageing durability procedure consists of ageing a catalyst/oxygen sensor system on an ageing bench which follows the standard bench cycle (SBC) described in this Appendix. The SBC requires use of an ageing bench with an engine as the source of feed gas for the catalyst. The SBC is a 60-second cycle which is repeated as necessary on the ageing bench to conduct ageing for the required period of time. The SBC is defined based on the catalyst temperature, engine air/fuel (A/F) ratio, and the amount of secondary air injection which is added in front of the first catalyst.

2.1. Catalyst temperature shall be measured in the catalyst bed at the location where the highest temperature occurs in the hottest catalyst. Alternatively, the feed gas temperature may be measured and converted to catalyst bed temperature using a linear transform calculated from correlation data collected on the catalyst design and ageing bench to be used in the ageing process.

2.2. Control the catalyst temperature at stoichiometric operation (1 to 40 seconds on the cycle) to a minimum of 800 °C (± 10 °C) by selecting the appropriate engine speed, load, and spark timing for the engine. Control the maximum catalyst temperature that occurs during the cycle to 890 °C (± 10 °C) by selecting the appropriate A/F ratio of the engine during the ‘rich’ phase described in the table below.

2.3.	If a low control temperature other than 800 °C is utilized, the high control temperature shall be 90 °C higher than the low control temperature. Standard bench cycle (SBC) Time (seconds) Engine Air/Fuel Ratio Secondary Air Injection 1-40 Stoichiometric with load, spark timing and engine speed controlled to achieve a minimum catalyst temperature of 800 °C None 41-45 ‘Rich’ (A/F ratio selected to achieve a maximum catalyst temperature over the entire cycle of 890 °C or 90 °C higher than lower control temperature) None 46-55 ‘Rich’ (A/F ratio selected to achieve a maximum catalyst temperature over the entire cycle of 890 °C or 90 °C higher than lower control temperature) 3 % (± 0,1 %) 56-60 Stoichiometric with same load, spark timing and engine speed as used in the 1-40 sec period of the cycle 3 % (± 0,1 %)
Time (seconds)	Engine Air/Fuel Ratio	Secondary Air Injection
1-40	Stoichiometric with load, spark timing and engine speed controlled to achieve a minimum catalyst temperature of 800 °C	None
41-45	‘Rich’ (A/F ratio selected to achieve a maximum catalyst temperature over the entire cycle of 890 °C or 90 °C higher than lower control temperature)	None
46-55	‘Rich’ (A/F ratio selected to achieve a maximum catalyst temperature over the entire cycle of 890 °C or 90 °C higher than lower control temperature)	3 % (± 0,1 %)
56-60	Stoichiometric with same load, spark timing and engine speed as used in the 1-40 sec period of the cycle	3 % (± 0,1 %)

3.1. Ageing bench configuration. The ageing bench shall provide the appropriate exhaust flow rate, temperature, air-fuel ratio, exhaust constituents and secondary air injection at the inlet face of the catalyst. The standard ageing bench consists of an engine, engine controller, and engine dynamometer. Other configurations may be acceptable (e.g. whole vehicle on a dynamometer, or a burner that provides the correct exhaust conditions), as long as the catalyst inlet conditions and control features specified in this Appendix are met. A single ageing bench may have the exhaust flow split into several streams providing that each exhaust stream meets the requirements of this appendix. If the bench has more than one exhaust stream, multiple catalyst systems may be aged simultaneously.

3.2. Exhaust system installation. The entire catalyst(s)-plus-oxygen sensor(s) system, together with all exhaust piping which connects these components, will be installed on the bench. For engines with multiple exhaust streams, each bank of the exhaust system will be installed separately on the bench in parallel. For exhaust systems that contain multiple in-line catalysts, the entire catalyst system including all catalysts, all oxygen sensors and the associated exhaust piping will be installed as a unit for ageing. Alternatively, each individual catalyst may be separately aged for the appropriate period of time.

3.3. Temperature measurement. Catalyst temperature shall be measured using a thermocouple placed in the catalyst bed at the location where the highest temperature occurs in the hottest catalyst. Alternatively, the feed gas temperature just before the catalyst inlet face may be measured and converted to catalyst bed temperature using a linear transform calculated from correlation data collected on the catalyst design and ageing bench to be used in the ageing process. The catalyst temperature shall be stored digitally at the speed of 1 hertz (one measurement per second).

3.4. Air/Fuel measurement. Provisions shall be made for the measurement of the air/fuel (A/F) ratio (such as a wide-range oxygen sensor) as close as possible to the catalyst inlet and outlet flanges. The information from these sensors shall be stored digitally at the speed of 1 hertz (one measurement per second).

3.5. Exhaust flow balance. Provisions shall be made to assure that the proper amount of exhaust (measured in grams/second at stoichiometry, with a tolerance of ± 5 grams/second) flows through each catalyst system that is being aged on the bench. The proper flow rate is determined based upon the exhaust flow that would occur in the original vehicle's engine at the steady state engine speed and load selected for the bench ageing in point 3.6.

3.6. Setup. The engine speed, load, and spark timing are selected to achieve a catalyst bed temperature of 800 °C (± 10 °C) at steady-state stoichiometric operation. The air injection system is set to provide the necessary air flow to produce 3,0 % oxygen (± 0,1 %) in the steady-state stoichiometric exhaust stream just in front of the first catalyst. A typical reading at the upstream A/F measurement point (required in point 5) is lambda 1,16 (which is approximately 3 % oxygen). With the air injection on, set the ‘Rich’ A/F ratio to produce a catalyst bed temperature of 890 °C (± 10 °C). A typical A/F value for this step is lambda 0,94 (approximately 2 % CO).

3.7. Ageing cycle. The standard bench ageing procedures use the standard bench cycle (SBC). The SBC is repeated until the amount of ageing calculated from the bench ageing time (BAT) equation is achieved.

3.8. Quality assurance. The temperatures and A/F ratio in points 3.3. and 3.4. shall be reviewed periodically (at least every 50 hours) during ageing. Necessary adjustments shall be made to assure that the SBC is being appropriately followed throughout the ageing process. After the ageing has been completed, the catalyst time-at-temperature collected during the ageing process shall be tabulated into a histogram with temperature groups of no larger than 10 °C. The BAT equation and the calculated effective reference temperature for the ageing cycle in accordance with point 2.4. of Appendix 3 to Annex VI will be used to determine if the appropriate amount of thermal ageing of the catalyst has in fact occurred. Bench ageing will be extended if the thermal effect of the calculated ageing time is not at least 95 % of the target thermal ageing.

3.9. Startup and shutdown. Care should be taken to assure that the maximum catalyst temperature for rapid deterioration (e.g., 1 050 °C) does not occur during startup or shutdown. Special low temperature startup and shutdown procedures may be used to alleviate this concern.

4.1. The R-factor is the catalyst thermal reactivity coefficient used in the bench ageing time (BAT) equation. Manufacturers may determine the value of R experimentally using the following procedures.

4.2. Using the applicable bench cycle and ageing bench hardware, age several catalysts (minimum of 3 of the same catalyst design) at different control temperatures between the normal operating temperature and the damage limit temperature. Measure emissions (or catalyst inefficiency (1-catalyst efficiency)) for each exhaust constituent. Assure that the final testing yields data between one- and two-times the emission standard.

4.3. Estimate the value of R and calculate the effective reference temperature (Tr) for the bench ageing cycle for each control temperature in accordance with point 2.4 of Appendix 3 to Annex VI.

4.4. Plot emissions (or catalyst inefficiency) versus ageing time for each catalyst. Calculate the least-squared best-fit line through the data. For the data set to be useful for this purpose the data should have an approximately common intercept [between 0 and 6 400 km. See the following graph for an example.]

4.5. Calculate the slope of the best-fit line for each ageing temperature.

4.6. Plot the natural log (ln) of the slope of each best-fit line (determined in point 4.5) along the vertical axis, versus the inverse of ageing temperature (1/(ageing temperature, deg K)) along the horizontal axis, Calculate the least squared best-fit lines through the data. The slope of the line is the R-factor. See the following graph for an example

4.7. Compare the R-factor to the initial value that was used in accordance with point 4.3. If the calculated R-factor differs from the initial value by more than 5 %, choose a new R-factor that is between the initial and calculated values, and then repeat steps of point 4,, to derive a new R-factor. Repeat this process until the calculated R-factor is within 5 % of the initially assumed R-factor.

4.8. Compare the R-factor determined separately for each exhaust constituent. Use the lowest R-factor (worst case) for the BAT equation.

ANNEX VII

Test type VII requirements on energy efficiency: CO2 emissions, fuel consumption, electric energy consumption and electric range

Appendix Number	Appendix title
1.	Method of measuring carbon dioxide emissions and fuel consumption of vehicles powered by a combustion engine only
2.	Method of measuring the electric energy consumption of a vehicle powered by an electric powertrain only
3.	Method of measuring the carbon dioxide emissions, fuel consumption, electric energy consumption and driving range of vehicles powered by a hybrid electric powertrain
3.1.	Electrical energy/power storage device State Of Charge (SOC) profile for an Externally chargeable Hybrid Electric Vehicle (OVC HEV) in a type VII test
3.2.	Method for measuring the electricity balance of the battery of OVC and NOVC HEV
3.3.	Method of measuring the electric range of vehicles powered by an electric powertrain only or by a hybrid electric powertrain and the OVC range of vehicles powered by a hybrid electric powertrain

1.1.This Annex sets out requirements with regard to energy efficiency of L-category vehicles, in particular with respect to the measurements of CO2 emissions, fuel or energy consumption as well as the electric range of a vehicle.

1.2.The requirements laid down in this Annex apply to the following tests of L-category vehicles equipped with associated powertrain configurations:

(a) the measurement of the emission of carbon dioxide (CO2) and fuel consumption, the measurement of electric energy consumption and the electric range of L-category vehicles powered by a combustion engine only or by a hybrid electric powertrain;

(b) the measurement of electric energy consumption and electric range of L-category vehicles powered by an electric powertrain only.

The components liable to affect CO2 emissions and fuel consumption or the electric energy consumption shall be so designed, constructed and assembled as to enable the vehicle, in normal use, despite the vibrations to which it may be subjected, to comply with the provisions of this Annex. The test vehicles shall be properly maintained and used.

2.2.1.The emissions of CO2 and fuel consumption shall be measured according to the test procedure described in Appendix 1. Vehicles which do not attain the acceleration and maximum speed values required in the test cycle shall be operated with the accelerator control fully depressed until they reach the required operating curve again. Deviations from the test cycle shall be recorded in the test report. The test vehicle shall be properly maintained and used.

2.2.2.For CO2 emissions, the test results shall be expressed in grams per kilometre (g/km) rounded to the nearest whole number.

2.2.3.Fuel consumption values shall be expressed in litres per 100 km in the case of petrol, LPG, ethanol (E85) and diesel or in kg and m³ per 100 km in the case of hydrogen, NG/biomethane and H2NG. The values shall be calculated according to point 1.4.3. of Annex II by the carbon balance method, using the measured emissions of CO2 and the other carbon-related emissions (CO and HC). The results shall be rounded to one decimal.

2.2.4.The appropriate reference fuels as set out in Appendix 2 to Annex II shall be used for testing.

For LPG, NG/biomethane, H2NG, the reference fuel used shall be that chosen by the manufacturer for the measurement of the propulsion unit performance in accordance with Annex X. The fuel chosen shall be specified in the test report according to the template set out in Article 32(1) of Regulation (EU) No 168/2013.

For the purpose of the calculation referred in point 2.2.3., the fuel consumption shall be expressed in appropriate units and the following fuel characteristics shall be used:

(a) density: measured on the test fuel according to ISO 3675:1998 or an equivalent method. For petrol and diesel fuel, the density measured at 288,2 K (15 °C) and 101,3 kPa shall be used; for LPG, natural gas, H2NG and hydrogen, a reference density shall be used, as follows: 0,538 kg/litre for LPG; 0,654 kg/m³ for NG (⁸) / biogas; Equation 7-1: for H2NG (with A being the quantity of NG/biomethane in the H2NG mixture, expressed in percent by volume for H2NG); 0,084 kg/m³ for hydrogen

(b) hydrogen-carbon ratio: fixed values will be used, as follows: C1:1,89O0,016 for E5 petrol; C1:1,86O0,005 for diesel; C1:2525 for LPG (liquefied petroleum gas); C1:4 for NG (natural gas) and biomethane; C1:2,74O0,385 for ethanol (E85).

2.3.1.The technical service in charge of the tests shall conduct the measurement of the electric energy consumption according to the method and test cycle described in Appendix 6 to Annex II.

2.3.2.The technical service in charge of the tests shall measure the electric range of the vehicle according to the method described in Appendix 3.3.

2.3.2.1.The electric range measured by this method shall be the only one referred to in promotional material.

2.3.2.2.Category L1e vehicles designed to pedal referred to in Article 2(94) shall be exempted from the electric range test.

2.3.3.Electric energy consumption shall be expressed in Watt hours per kilometre (Wh/km) and the range in kilometres, both rounded to the nearest whole number.

2.4.1.The technical service in charge of the tests shall measure the CO2 emissions and the electric energy consumption according to the test procedure described in Appendix 3.

2.4.2.The test results for CO2 emissions shall be expressed in grams per kilometre (g/km) rounded to the nearest whole number.

2.4.3.The fuel consumption, expressed in litres per 100 km (in the case of petrol, LPG, ethanol (E85) and diesel) or in kg and m³ per 100 km (in the case of NG/biomethane, H2NG and hydrogen), shall be calculated according to point 1.4.3. of Annex II by the carbon balance method using the CO2 emissions measured and the other carbon-related emissions (CO and HC). The results shall be rounded to the first decimal place.

2.4.4.For the purpose of the calculation referred to in point 2.4.3., the prescriptions and reference values of point 2.2.4. shall apply.

2.4.5.If applicable, electric energy consumption shall be expressed in Watt hours per kilometre (Wh/km), rounded to the nearest whole number.

2.4.6.The technical service in charge of the tests shall measure the electric range of the vehicle according to the method described in Appendix 3.3. The result shall be expressed in kilometre, rounded to the nearest whole number.

The electric range measured by this method shall be the only one referred to in promotional material and used for the calculations in Appendix 3.

2.5.1.The CO2 value or the value of electric energy consumption adopted as the type-approval value shall be that declared by the manufacturer if this is not exceeded by more than 4 percent by the value measured by the technical service. The measured value may be lower without any limitations.

In the case of vehicles powered by a combustion engine only which are equipped with periodically regenerating systems as defined in Article 2(16), the results are multiplied by the factor Ki obtained from Appendix 13 to Annex II before being compared with the declared value.

2.5.2.If the measured value of CO2 emissions or electric energy consumption exceeds the manufacturer’s declared CO2 emissions or electric energy consumption value by more than 4 percent, another test shall be run on the same vehicle.

Where the average of the two test results does not exceed the manufacturer’s declared value by more than 4 percent, the value declared by the manufacturer shall be taken as the type-approval value.

2.5.3.If, in the event of another test being run, the average still exceeds the declared value by more than 4 percent, a final test shall be run on the same vehicle. The average of the three test results shall be taken as the type-approval value.

3.1.For all approved types, the approval authority that approved the type shall be notified of any modification of it. The approval authority may then either:

3.1.1. consider that the modifications made are unlikely to have an appreciable adverse effect on the CO2 emissions and fuel or electric energy consumption values and that the original environmental performance approval will be valid for the modified vehicle type with regard to the environmental performance, or

3.1.2. require a further test report from the technical service responsible for conducting the tests in accordance with point 4.

3.2.Confirmation or extension of approval, specifying the alterations, shall be communicated by the procedure referred to in Article 35 of Regulation (EU) No 168/2013.

3.3.The approval authority that grants the extension of the approval shall assign a serial number for such an extension according to the procedure set out in Article 35 of Regulation (EU) No 168/2013.

A type-approval may be extended to vehicles produced by the same manufacturer that are of the same type or of a type that differs with regard to the following characteristics in Appendix 1, provided the CO2 emissions measured by the technical service do not exceed the type-approved value by more than 4 percent:

4.1.1. reference mass;

4.1.2. maximum authorised mass.;

4.1.3. type of bodywork;

4.1.4. overall gear ratios;

4.1.5. engine equipment and accessories;

4.1.6. engine revolutions per kilometre in highest gear with an accuracy of +/– 5 %.

4.2. Vehicles powered by an internal combustion engine only and equipped with a periodically regenerating emission-control system. The type-approval may be extended to vehicles produced by the same manufacturer that are of the same type or of a type that differs with regard to the characteristics in Appendix 1, as referred to in points 4.1.1. to 4.1.6., without exceeding the propulsion family characteristics of Annex XI, provided the CO2 emissions measured by the technical service do not exceed the type-approved value by more than 4 percent, where the same Ki factor is applicable. The type-approval may also be extended to vehicles of the same type, but with a different Ki factor, provided the corrected CO2 value measured by the technical service does not exceed the type-approved value by more than 4 percent.

4.3. Extensions may be granted after agreement with the approval authority.

4.4. The type-approval may be extended to vehicles of the same type or of a type that differs with regard to the following characteristics in Appendix 3 provided the CO2 emissions and the electric energy consumption measured by the technical service do not exceed the type-approved value by more than 4 percent:

4.5. Where any other characteristic is changed, extensions may be granted after agreement with the approval authority.

5. Special provisions

Vehicles produced in the future with new energy-efficient technologies may be subject to complementary test programmes, to be specified at a later stage. Such testing will enable manufacturers to demonstrate the advantages of the technologies.

Appendix 1

Method of measuring carbon dioxide emissions and fuel consumption of vehicles powered by a combustion engine only

1.1. The carbon dioxide (CO2) emissions and fuel consumption of vehicles powered by a combustion engine only shall be determined according to the procedure for the type I test in Annex II in force at the time of the approval of the vehicle.

1.2. In addition to the CO2 emission and fuel consumption results for the entire type I test, CO2 emissions and fuel consumption shall also be determined separately for parts 1, 2 and 3, if applicable, by using the applicable type I test procedure in force at the time of the approval of the vehicle in accordance with point 1.1.1. of Annex IV to Regulation (EU) No 168/2013.

1.3. In addition to the conditions in Annex II in force at the time of the approval of the vehicle, the following conditions shall apply:

| 1.4. | Calculation of CO2 and fuel consumption values1.4.1.The mass emission of CO2, expressed in g/km, shall be calculated from the measurements taken in accordance with the provisions of point 6 of Annex II. 1.4.1.1.For this calculation, the density of CO2 shall be assumed to be QCO2 = 1,964 g/litre. 1.4.2.The fuel consumption values shall be calculated from the hydrocarbon, carbon monoxide and carbon dioxide emission measurements taken in accordance with the provisions of point 6 of Annex II in force at the time of the approval of the vehicle. 1.4.3.Fuel consumption (FC), expressed in litres per 100 km (in the case of petrol, LPG, ethanol (E85) and diesel) or in kg per 100 km (in the case of an alternative fuel vehicle propelled with NG/biomethane, H2NG or hydrogen) is calculated using the following formulae: 1.4.3.1. for vehicles with a positive ignition engine fuelled with petrol (E5): Equation Ap1-1: FC = (0,118/D) · ((0,848 · HC) + (0,429 · CO) + (0,273 · CO2)) where HC, CO and CO2 tailpipe emissions in g/km. 1.4.3.2. for vehicles with a positive ignition engine fuelled with LPG: Equation Ap1-2: FCnorm = (0,1212/0,538) · ((0,825 · HC) + (0,429 · CO) + (0,273 · CO2)) where HC, CO and CO2 tailpipe emissions in g/km. If the composition of the fuel used for the test differs from that assumed for the calculation of normalised consumption, a correction factor (cf) may be applied at the manufacturer's request, as follows: Equation Ap1-3: FCnorm = (0,1212/0,538) · (cf) · ((0,825 · HC) + (0,429 · CO) + (0,273 · CO2)) where HC, CO and CO2 tailpipe emissions in g/km. The correction factor is determined as follows: Equation Ap1-4: cf = 0,825 + 0,0693 · nactual; where: nactual = the actual H/C ratio of the fuel used; 1.4.3.3. for vehicles with a positive ignition engine fuelled with NG/biomethane: Equation Ap1-5: in m³; 1.4.3.4. for vehicles with a positive ignition engine fuelled by H2NG: Equation Ap1-6: in m³; 1.4.3.5. for vehicles fuelled with gaseous hydrogen: Equation Ap1-7: For vehicles fuelled with gaseous or liquid hydrogen, the manufacturer may alternatively, with the prior agreement of the approval authority, choose either the formula: Equation Ap1-8: or a method in accordance with standard protocols such as SAE J2572. 1.4.3.6. for vehicles with a compression ignition engine fuelled with diesel (B5): Equation Ap1-9: ; 1.4.3.7. for vehicles with a positive ignition engine fuelled with ethanol (E85): Equation Ap1-10: . 1.4.4. In these formulae: FC = the fuel consumption in litres per 100 km in the case of petrol, ethanol, LPG, diesel or biodiesel, in m³ per 100 km in the case of natural gas and H2NG or in kg per 100 km in the case of hydrogen. HC = the measured emission of hydrocarbons in mg/km CO = the measured emission of carbon monoxide in mg/km CO2 = the measured emission of carbon dioxide in g/km H2O = the measured emission of water (H2O) in g/km H2 = the measured emission of hydrogen (H2) in g/km A = the quantity of NG/biomethane in the H2NG mixture, expressed in percent by volume D = the density of the test fuel. In the case of gaseous fuels, D is the density at 15 °C and at 101,3 kPa ambient pressure: d = theoretical distance covered by a vehicle tested under the type I test in km p1 = pressure in gaseous fuel tank before the operating cycle in Pa p2 = pressure in gaseous fuel tank after the operating cycle in Pa T1 = temperature in gaseous fuel tank before the operating cycle in K T2 = temperature in gaseous fuel tank after the operating cycle in K Z1 = compressibility factor of the gaseous fuel at p1 and T1 Z2 = compressibility factor of the gaseous fuel at p2 and T2 V = inner volume of the gaseous fuel tank in m³ The compressibility factor shall be obtained from the following table: Table Ap1-1 Compressibility factor Zx of the gaseous fuel T(k) \ p(bar) 5 100 200 300 400 500 600 700 800 900 33 0,8589 10,508 18,854 26,477 33,652 40,509 47,119 53,519 59,730 65,759 53 0,9651 0,9221 14,158 18,906 23,384 27,646 31,739 35,697 39,541 43,287 73 0,9888 0,9911 12,779 16,038 19,225 22,292 25,247 28,104 30,877 33,577 93 0,9970 10,422 12,334 14,696 17,107 19,472 21,771 24,003 26,172 28,286 113 10,004 10,659 12,131 13,951 15,860 17,764 19,633 21,458 23,239 24,978 133 10,019 10,757 11,990 13,471 15,039 16,623 18,190 19,730 21,238 22,714 153 10,026 10,788 11,868 13,123 14,453 15,804 17,150 18,479 19,785 21,067 173 10,029 10,785 11,757 12,851 14,006 15,183 16,361 17,528 18,679 19,811 193 10,030 10,765 11,653 12,628 13,651 14,693 15,739 16,779 17,807 18,820 213 10,028 10,705 11,468 12,276 13,111 13,962 14,817 15,669 16,515 17,352 233 10,035 10,712 11,475 12,282 13,118 13,968 14,823 15,675 16,521 17,358 248 10,034 10,687 11,413 12,173 12,956 13,752 14,552 15,350 16,143 16,929 263 10,033 10,663 11,355 12,073 12,811 13,559 14,311 15,062 15,808 16,548 278 10,032 10,640 11,300 11,982 12,679 13,385 14,094 14,803 15,508 16,207 293 10,031 10,617 11,249 11,897 12,558 13,227 13,899 14,570 15,237 15,900 308 10,030 10,595 11,201 11,819 12,448 13,083 13,721 14,358 14,992 15,623 323 10,029 10,574 11,156 11,747 12,347 12,952 13,559 14,165 14,769 15,370 338 10,028 10,554 11,113 11,680 12,253 12,830 13,410 13,988 14,565 15,138 353 10,027 10,535 11,073 11,617 12,166 12,718 13,272 13,826 14,377 14,926 | | | | | | | | | |

| --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | | nactual | = | the actual H/C ratio of the fuel used; | | | | | | | | | | FC | = | the fuel consumption in litres per 100 km in the case of petrol, ethanol, LPG, diesel or biodiesel, in m³ per 100 km in the case of natural gas and H2NG or in kg per 100 km in the case of hydrogen. | | | | | | | | | | HC | = | the measured emission of hydrocarbons in mg/km | | | | | | | | | | CO | = | the measured emission of carbon monoxide in mg/km | | | | | | | | | | CO2 | = | the measured emission of carbon dioxide in g/km | | | | | | | | | | H2O | = | the measured emission of water (H2O) in g/km | | | | | | | | | | H2 | = | the measured emission of hydrogen (H2) in g/km | | | | | | | | | | A | = | the quantity of NG/biomethane in the H2NG mixture, expressed in percent by volume | | | | | | | | | | D | = | the density of the test fuel. | | | | | | | | | | d | = | theoretical distance covered by a vehicle tested under the type I test in km | | | | | | | | | | p1 | = | pressure in gaseous fuel tank before the operating cycle in Pa | | | | | | | | | | p2 | = | pressure in gaseous fuel tank after the operating cycle in Pa | | | | | | | | | | T1 | = | temperature in gaseous fuel tank before the operating cycle in K | | | | | | | | | | T2 | = | temperature in gaseous fuel tank after the operating cycle in K | | | | | | | | | | Z1 | = | compressibility factor of the gaseous fuel at p1 and T1 | | | | | | | | | | Z2 | = | compressibility factor of the gaseous fuel at p2 and T2 | | | | | | | | | | V | = | inner volume of the gaseous fuel tank in m³ | | | | | | | | | | T(k) \ p(bar) | 5 | 100 | 200 | 300 | 400 | 500 | 600 | 700 | 800 | 900 | | 33 | 0,8589 | 10,508 | 18,854 | 26,477 | 33,652 | 40,509 | 47,119 | 53,519 | 59,730 | 65,759 | | 53 | 0,9651 | 0,9221 | 14,158 | 18,906 | 23,384 | 27,646 | 31,739 | 35,697 | 39,541 | 43,287 | | 73 | 0,9888 | 0,9911 | 12,779 | 16,038 | 19,225 | 22,292 | 25,247 | 28,104 | 30,877 | 33,577 | | 93 | 0,9970 | 10,422 | 12,334 | 14,696 | 17,107 | 19,472 | 21,771 | 24,003 | 26,172 | 28,286 | | 113 | 10,004 | 10,659 | 12,131 | 13,951 | 15,860 | 17,764 | 19,633 | 21,458 | 23,239 | 24,978 | | 133 | 10,019 | 10,757 | 11,990 | 13,471 | 15,039 | 16,623 | 18,190 | 19,730 | 21,238 | 22,714 | | 153 | 10,026 | 10,788 | 11,868 | 13,123 | 14,453 | 15,804 | 17,150 | 18,479 | 19,785 | 21,067 | | 173 | 10,029 | 10,785 | 11,757 | 12,851 | 14,006 | 15,183 | 16,361 | 17,528 | 18,679 | 19,811 | | 193 | 10,030 | 10,765 | 11,653 | 12,628 | 13,651 | 14,693 | 15,739 | 16,779 | 17,807 | 18,820 | | 213 | 10,028 | 10,705 | 11,468 | 12,276 | 13,111 | 13,962 | 14,817 | 15,669 | 16,515 | 17,352 | | 233 | 10,035 | 10,712 | 11,475 | 12,282 | 13,118 | 13,968 | 14,823 | 15,675 | 16,521 | 17,358 | | 248 | 10,034 | 10,687 | 11,413 | 12,173 | 12,956 | 13,752 | 14,552 | 15,350 | 16,143 | 16,929 | | 263 | 10,033 | 10,663 | 11,355 | 12,073 | 12,811 | 13,559 | 14,311 | 15,062 | 15,808 | 16,548 | | 278 | 10,032 | 10,640 | 11,300 | 11,982 | 12,679 | 13,385 | 14,094 | 14,803 | 15,508 | 16,207 | | 293 | 10,031 | 10,617 | 11,249 | 11,897 | 12,558 | 13,227 | 13,899 | 14,570 | 15,237 | 15,900 | | 308 | 10,030 | 10,595 | 11,201 | 11,819 | 12,448 | 13,083 | 13,721 | 14,358 | 14,992 | 15,623 | | 323 | 10,029 | 10,574 | 11,156 | 11,747 | 12,347 | 12,952 | 13,559 | 14,165 | 14,769 | 15,370 | | 338 | 10,028 | 10,554 | 11,113 | 11,680 | 12,253 | 12,830 | 13,410 | 13,988 | 14,565 | 15,138 | | 353 | 10,027 | 10,535 | 11,073 | 11,617 | 12,166 | 12,718 | 13,272 | 13,826 | 14,377 | 14,926 |

Appendix 2

Method of measuring the electric energy consumption of a vehicle powered by an electric powertrain only

1. Test sequence

1.1.Electric energy consumption of pure electric vehicles shall be determined according to the procedure for the type I test in Annex II in force at the time of the approval of the vehicle. For this purpose, a pure vehicle shall be classified according to its maximum attainable design vehicle speed.

If the vehicle has several driving modes which may be selected by the driver, the operator shall select that which best matches the target curve.

The following test method shall be used for measuring of the electric energy consumption, expressed in Wh/km:

| 2.2. | Table Ap2-1 Parameters, units and accuracy of measurement Parameter Units Accuracy Resolution Time s 0,1 s 0,1 s Distance m ± 0,1 percent 1 m Temperature K ± 1 K 1 K Speed km/h ± 1 percent 0,2 km/h Mass kg ± 0,5 percent 1 kg Energy Wh ± 0,2 percent Class 0,2 s according to IEC (¹) 687 (¹) International Electrotechnical Commission. | | |

| --- | --- | --- | --- | | Parameter | Units | Accuracy | Resolution | | Time | s | 0,1 s | 0,1 s | | Distance | m | ± 0,1 percent | 1 m | | Temperature | K | ± 1 K | 1 K | | Speed | km/h | ± 1 percent | 0,2 km/h | | Mass | kg | ± 0,5 percent | 1 kg | | Energy | Wh | ± 0,2 percent | Class 0,2 s according to IEC (¹) 687 | | (¹) International Electrotechnical Commission. | | | |

2.4. All the tests are conducted at a temperature of between 293,2 K and 303,2 K (20 °C and 30 °C).

The test method includes the four following steps: If the vehicle moves between the steps, it shall be pushed to the next test area (without regenerative recharging). 2.4.1.   Initial charge of the battery Charging the battery consists of the following procedures: 2.4.1.1.   Discharge of the battery The battery is discharged while the vehicle is driven (on the test track, on a chassis dynamometer, etc.) at a steady speed of 70 percent ± 5 percent of the maximum design vehicle speed, as determined according to the test procedure in Appendix 1 to Annex X. Discharging shall stop: 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. 2.4.1.2.   Application of a normal overnight charge The battery shall be charged according to the following procedure: 2.4.1.2.1.   Normal overnight charge procedure The charge shall be carried out: This procedure excludes all types of special charges that could be automatically or manually initiated, e.g. equalisation or servicing charges. The vehicle manufacturer shall declare that no special charge procedure has occurred during the test. 2.4.1.2.2.   End-of-charge criteria The end-of-charge criteria shall correspond to a charging time of 12 hours except where the standard instrumentation indicates clearly that the battery is not yet fully charged, in which case: Equation Ap2-1: 2.4.1.2.3.   Fully charged battery Propulsion batteries shall be deemed as fully charged when they have been charged according to the overnight charge procedure until the end-of-charge criteria are fulfilled. 2.4.2.   Application of the type I test cycle and measurement of the distance The end of charging time t0 (plug off) shall be reported. The chassis dynamometer shall be set according to the method in point 4.5.6. of Annex II. Starting within four hours of t0, the applicable type I test shall be run twice on a chassis dynamometer, following which the distance covered in km (Dtest) is recorded. If the manufacturer can demonstrate to the approval authority that twice the type I test distance can physically not be attained by the vehicle, the test cycle shall be conducted once and subsequently followed by a partial second test run. The second test run may stop if the minimum state of charge of the propulsion battery is reached as referred to in Appendix 3.1. 2.4.3.   Charge of the battery The test vehicle shall be connected to the mains within 30 minutes of the second run of the applicable type I test cycle. The vehicle shall be charged according to the normal overnight charge procedure in point 2.4.1.2. The energy measurement equipment, placed between the mains socket and the vehicle charger, measures the energy charge E delivered from the mains and its duration. Charging shall stop 24 hours after the end of the previous charging time (t0). Note: In the event of a mains power cut, the 24 hour period may be extended in line with the duration of the cut. The validity of the charge shall be discussed between the technical services of the approval laboratory and the vehicle manufacturer to the satisfaction of the approval authority. 2.4.4.   Electric energy consumption calculation Energy E in Wh and charging time measurements are to be recorded in the test report. The electric energy consumption c shall be determined using the formula: Equation Ap2-2: where Dtest is the distance covered during the test (in km).

Appendix 3

Method of measuring the carbon dioxide emissions, fuel consumption, electric energy consumption and driving range of vehicles powered by a hybrid electric powertrain

1.1. This Appendix lays down specific provisions on the type-approval of hybrid electric L-category vehicles (HEV) as regards measuring carbon dioxide emissions, fuel consumption, electric energy consumption and driving range.

1.2. As a general principle for type VII tests, HEVs shall be tested according to the specified type I test cycles and requirements and in particular Appendix 6 to Annex II, except where modified by this Appendix.

1.3. OVC (externally chargeable) HEVs shall be tested under Conditions A and B. The test results under Conditions A and B and the weighted average referred to in point 3 shall be given in the test report.

1.4. 1.4.1.The driving cycle in Annex VI to Regulation (EU) No 168/2013 and Appendix 6 to Annex II to this Regulation applicable at the time of approval of the vehicle shall be used, including the gear-shifting points in point 4.5.5. of Annex II.

1.4.4.For vehicle conditioning, a combination of the driving cycles in Appendix 6 to Annex II applicable at the time of approval of the vehicle shall be used as laid down in this Appendix.

| 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. OVC (externally chargeable) HEV without an operating mode switch

3.1. Two type I tests shall be performed under the following conditions: The profile of the state of charge (SOC) of the electrical energy/power storage device at different stages of the test is set out in Appendix 3.1.

4. Externally chargeable (OVC HEV) with an operating mode switch

5.2. For preconditioning, at least two consecutive complete driving cycles shall be carried out without intermediate soak, using the applicable driving cycle and gear-shifting prescriptions set out in point 4.5.5. of Annex II.

6. Not Externally Chargeable (not OVC HEV) with an operating mode switch

6.2. For preconditioning, at least two consecutive complete driving cycles shall be carried out without intermediate soak, using the applicable type I test cycle and gear-shifting prescriptions in Annex II.

Appendix 3.1

Electrical energy/power storage device State Of Charge (SOC) profile for an Externally chargeable Hybrid Electric Vehicle (OVC HEV) in a type VII test

1.   State of charge (SOC) profile for OVC HEV type VII test

The SOC profiles for OVC-HEVs tested under Conditions A and B of the test type VII shall be:

(1)initial state of charge of the electrical energy/power storage device;

(2)discharge in accordance with point 3.2.1. or 4.2.2. of Appendix 3;

(3)vehicle conditioning in accordance with point 3.2.2.or 4.2.3. of Appendix 3;

(4)charge during soak in accordance with point 3.2.2.3. and 3.2.2.4. or 4.2.3.2. and 4.2.3.3. of Appendix 3;

(5)test in accordance with point 3.2.3. or 4.2.4. of Appendix 3;

(6)charging in accordance with point 3.2.4. or 4.2.5. of Appendix 3.

(1)initial state of charge;

(2)vehicle conditioning in accordance with point 3.3.1.1. or 4.3.1.1. (optional) of Appendix 3;

(3)discharge in accordance with point 3.3.1.1. or 4.3.1.1. of Appendix 3;

(4)soak in accordance with point 3.3.1.2. or 4.3.1.2. of Appendix 3;

(5)test in accordance with point 3.3.2. or 4.3.2. of Appendix 3;

(6)charging in accordance with point 3.3.3. or 4.3.3. of Appendix 3;

(7)discharging in accordance with point 3.3.4. or 4.3.4. of Appendix 3;

(8)charging in accordance with point 3.3.5. or 4.3.5. of Appendix 3;

Appendix 3.2

Method for measuring the electricity balance of the battery of OVC and NOVC HEV

1.1.This Appendix sets out the method and required instrumentation for measuring the electricity balance of Off-vehicle Charging Hybrid Electric Vehicles (OVC HEV) and Not-Off-vehicle Charging Hybrid Electric Vehicles (NOVC HEV). Measurement of the electricity balance is necessary:

(a) to determine when the battery’s minimum state of charge has been reached during the test procedure in points 3.3. and 4.3. of Appendix 3, and

(b) to adjust the fuel consumption and CO2-emissions measurements in line with the change in battery energy content during the test, using the method in points 5.3.1.1. and 6.3.1.1. of Appendix 3.

1.2.The method described in this Appendix shall be used by the manufacturer for taking the measurements to determine the correction factors Kfuel and KCO2, as defined in points 5.3.3.2., 5.3.5.2., 6.3.3.2., and 6.3.5.2. of Appendix 3.

The technical service shall check whether these measurements have been taken in accordance with the procedure described in this Appendix.

1.3.The method described in this Appendix shall be used by the technical service for measuring the electricity balance Q, as defined in the relevant points of Appendix 3.

2.1.During the tests described in points 3 to 6 of Appendix 3, the battery current shall be measured using a current transducer of the clamp-on or the closed type. The current transducer (i.e. the current sensor without data acquisition equipment) shall have a minimum accuracy of 0,5 percent of the measured value or 0,1 percent of the maximum value of the scale.

Original equipment manufacturer diagnostic testers are not to be used for the purpose of this test.

2.1.1. The current transducer shall be fitted on one of the wires directly connected to the battery. To make it easier to measure the battery current with external equipment, the manufacturer shall integrate appropriate, safe and accessible connection points in the vehicle. If that is not feasible, the manufacturer is obliged to support the technical service by providing the means to connect a current transducer to the wires connected to the battery as described in point 2.1.

2.1.2. The output of the current transducer shall be sampled with a minimum sample frequency of 5 Hz. The measured current shall be integrated over time, yielding the measured value of Q, expressed in Ampere hours (Ah).

2.1.3. The temperature at the location of the sensor shall be measured and sampled with the same sample frequency as the current, so that this value can be used for possible compensation of the drift of current transducers and, if applicable, the voltage transducer used to convert the output of the current transducer.

2.2.The technical service shall be provided with a list of the instrumentation (manufacturer, model number, serial number) used by the manufacturer for determining the correction factors Kfuel and KCO2 set out in Appendix 3 and the last calibration dates of the instruments, where applicable.

3. Measurement procedure

3.1.Measurement of the battery current shall start at the beginning of the test and end immediately after the vehicle has driven the complete driving cycle.

3.2.Separate values of Q shall be logged over the parts (cold/warm or phase 1 and, if applicable, phases 2 and 3) of the type I test cycle set out in Annex II.

Appendix 3.3

Method of measuring the electric range of vehicles powered by an electric powertrain only or by a hybrid electric powertrain and the OVC range of vehicles powered by a hybrid electric powertrain

1. Measurement of the electric range

1.1.The following test method set out in point 4 shall be used to measure the electric range, expressed in km, of vehicles powered by an electric power train only or the electric range and OVC range of vehicles powered by a hybrid electric powertrain with off-vehicle charging (OVC HEV) as defined in Appendix 3.

1.2.Category L1e vehicles designed to pedal referred to in Annex I to Regulation (EU) No 168/2013 and in point 1.1.2. of Annex XIX to Regulation (EU) No 3/2014 shall be exempted from the electric range test.

2. Parameters, units and accuracy of measurements

Parameters, units and accuracy of measurements shall be as follows:

Parameter	Unit	Accuracy	Resolution
Time	s	± 0,1 s	0,1 s
Distance	m	± 0,1 percent	1 m
Temperature	K	± 1 K	1 K
Speed	km/h	± 1 percent	0,2 km/h
Mass	kg	± 0,5 percent	1 kg

3.1.1.The vehicle tyres shall be inflated to the pressure specified by the vehicle manufacturer when the tyres are at the ambient temperature.

3.1.2.The viscosity of the oils for the mechanical moving parts shall conform to the vehicle manufacturer’s specifications.

3.1.3.The lighting and signalling and auxiliary devices shall be off, except those required for the testing and usual daytime operation of the vehicle.

3.1.4.All energy storage systems for other than traction purposes (electric, hydraulic, pneumatic, etc.) shall be charged to their maximum level as specified by the manufacturer.

3.1.5.If the batteries are operated above the ambient temperature, the operator shall follow the procedure recommended by the vehicle manufacturer in order to keep the battery temperature in the normal operating range. The manufacturer shall be in a position to attest that the thermal management system of the battery is neither disabled nor reduced.

3.1.6.The vehicle shall have travelled at least 300 km in the seven days before the test with the batteries installed for the test.

For testing performed outdoors, the ambient temperature shall be between 278,2 K and 305,2 K (5 °C and 32 °C).

The indoor testing shall be performed at a temperature of between 275,2 K and 303,2 K (2 °C and 30 °C).

The test method includes the following steps:

(a) initial charge of the battery;

(b) application of the cycle and measurement of the electric range.

If the vehicle shall move between the steps, it shall be pushed to the next test area (without regenerative recharging).

Charging the battery consists of the following procedure:

4.1.1. The ‘initial charge’ of the battery means the first charge of the battery, on reception of the vehicle. Where several combined tests or measurements are carried out consecutively, the first charge shall be an ‘initial charge’ and the subsequent charges may follow the ‘normal overnight charge’ procedure set out in 3.2.2.4. of Appendix 3.

4.1.3. For a pure electric vehicle, the battery shall be charged according to the normal overnight charge procedure, as defined in point 2.4.1.2. of Appendix 2, for a period not exceeding twelve hours.

For an OVC HEV, the battery shall be charged according to the normal overnight charge procedure as described in point 3.2.2.4. of Appendix 3.

ANNEX VIII

Test type VIII requirements: OBD environmental tests

1.1.This Annex describes the procedure for type VIII testing on environmental on-board diagnostics (OBD). The procedure describes methods for checking the function of the OBD system on the vehicle by simulating failure of emission-relevant components in the powertrain management system and emission-control system.

1.2.The manufacturer shall make available the defective components or electrical devices to be used to simulate failures. When measured over the appropriate test type I cycle, such defective components or devices shall not cause the vehicle emissions to exceed by more than 20 percent the OBD thresholds set out in Annex VI(B) to Regulation (EU) No 168/2013. For electrical failures (short/open circuit), the emissions may exceed the limits of set out in Annex VI(B) to Regulation (EU) No 168/2013 by more than twenty per cent.

When the vehicle is tested with the defective component or device fitted, the OBD system shall be approved if the MI is activated. The OBD system shall also be approved if the MI is activated below the OBD threshold limits.

1.3.When the vehicle is tested with the defective component or device fitted, the OBD system shall be approved if the malfunction indicator is activated. The system shall also be approved if the indicator is activated below the OBD thresholds.

The test procedures in this Annex shall be mandatory for L-category vehicles equipped with an OBD stage I system as referred to in Article 19 of and Annex IV to Regulation (EU) No 168/2013. This obligation concerns compliance with all provisions of this Annex except those relating to OBD stage II requirements referred to in point 2.2.

2.2.1.An L-category vehicle may be equipped with an OBD stage II system at the choice of the manufacturer.

2.2.2.In such cases, the test procedures of this Annex may be used by the manufacturer to demonstrate voluntary compliance with OBD II requirements. This concerns in particular the applicable points listed in Table 7-1

Topic	Points
Catalytic converter monitoring	8.3.1.1., 8.3.2.1.
EGR system monitoring	8.3.3.
Misfire detection	8.3.1.2.
NOx after-treatment system monitoring	8.4.3.
Oxygen sensor deterioration	8.3.1.3.
Particulate filter	8.3.2.2.
Particulate matter (PM) monitoring	8.4.4.

3.1.1.The environmental OBD verification and demonstration tests shall be carried out on a test vehicle, that shall be properly maintained and used, dependent on the chosen durability test method set-out in Article 23(3) of Regulation (EU) No 168/2013 using the test procedures set-out in this Annex and in Annex II:

3.1.2.In case of applying the durability test procedure set out in Article 23(3)(a) or 23(3)(b) of Regulation (EU) No 168/2013, or set out in point 3.6. of Annex VI to this Regulation, the test vehicles shall be equipped with the aged emission components used for durability tests as well as for the purposes of this Annex and the OBD environmental tests shall be finally verified and reported at the conclusion of the Type V durability testing. At the request of the manufacturer, a suitable aged and representative vehicle may be used for these OBD demonstrations test.

3.1.3.In case the OBD demonstration test requires emission measurements, the type VIII test shall be carried out on the test vehicles used for the type V durability test in Annex V. Type VIII tests shall be finally verified and reported at the conclusion of the type V durability testing.

3.1.4.In case of applying the durability test procedure set out in Article 23(3c) of Regulation (EU) No 168/2013, the applicable deterioration factors set out in part B of Annex VII to that Regulation shall be multiplied with the emission test results.

3.2. The OBD system shall indicate the failure of an emission-related component or system when that failure results in emissions exceeding the OBD threshold in Part B of Annex VI to Regulation (EU) No 168/2013 or any powertrain fault that triggers an operation mode that significantly reduces torque in comparison with normal operation.

3.3. The test type I data in the test report referred to in Article 32(1) of Regulation (EU) No 168/2013, including the used dynamometer settings and applicable emission laboratory test cycle, shall be provided for reference.

3.4. The list with PCU/ECU malfunctions shall be provided pursuant to the requirements referred to in Number C11 of Annex II of Regulation (EU) No 168/2013 as follows:

4.1.The testing of OBD systems consists of the following phases:

4.1.1. Simulation of malfunction of a component of the powertrain management or emission-control system;

4.1.2. Preconditioning of the vehicle (in addition to the preconditioning specified in point 5.2.4. of Annex II) with a simulated malfunction that will lead to the OBD thresholds in Part B of Annex VI to Regulation (EU) No 168/2013 being exceeded;

4.1.3. Driving the vehicle with a simulated malfunction over the applicable type I test cycle and measuring the emissions of the vehicle, as follows: 4.1.3.1. For OVC vehicles, the pollutant emissions shall be measured under the same conditions as specified for Condition B of the type I test (points 3.3. and 4.3.). 4.1.3.2. For NOVC vehicles, the pollutant emissions shall be measured under the same conditions as in the type I test;

4.1.4. Determining whether the OBD system reacts to the simulated malfunction and alerts the vehicle driver to it in an appropriate manner.

4.2.Alternatively, at the request of the manufacturer, malfunction of one or more components may be electronically simulated in accordance with the requirements laid down in point 8.

4.3.Manufacturers may request that monitoring take place outside the type I test cycle if it can be demonstrated to the approval authority that the monitoring conditions of the type I test cycle would be restrictive when the vehicle is used in service.

4.4.For all demonstration testing, the Malfunction Indicator (MI) shall be activated before the end of the test cycle.

The test vehicles shall meet the requirements of point 2 of Annex VI.

5.2. The manufacturer shall set the system or component for which detection is to be demonstrated at or beyond the criteria limit prior to operating the vehicle over the emissions test cycle appropriate for the classification of the L-category vehicle. To determine correct functionality of the diagnostic system, the L-category vehicle shall then be operated over the appropriate type I test cycle according to its classification set out in point 4.3. of Annex II.

5.3. The appropriate reference fuel as described in Appendix 2 to Annex II shall be used for testing. For mono-fuelled and bi-fuelled gas vehicles, the fuel type for each failure mode to be tested may be selected by the approval authority from the reference fuels described in Appendix 2 to Annex II. The selected fuel type shall not be changed during any of the test phases. Where LPG or NG/biomethane for alternative fuel vehicles are used as a fuel, the engine may be started on petrol and switched to LPG or NG/biomethane (automatically and not by the driver) after a pre-determined period of time.

6.1.The test temperature and ambient pressure shall meet the requirements of the type I test as set out in Annex II.

The chassis dynamometer shall meet the requirements of Annex II.

8.2. 8.2.1.According to the propulsion type and after introduction of one of the failure modes referred to in point 8.3., the vehicle shall be preconditioned by driving at least two consecutive appropriate type I tests. For vehicles equipped with a compression-ignition engine, additional preconditioning of two appropriate type I test cycles is permitted.

8.2.2.At the request of the manufacturer, alternative preconditioning methods may be used. 8.2.3.The use of additional preconditioning cycles or alternative preconditioning methods shall be documented in the type approval documentation.

8.3. 8.3.1.For positive-ignition propelled vehicles:

8.3.2.For vehicles equipped with a compression-ignition engine: 8.3.3.The manufacturer shall demonstrate that malfunctions of the EGR flow and cooler, where fitted, are detected by the OBD system during its approval test. 8.3.4.Any powertrain malfunction that triggers any operating mode which significantly reduces engine torque (i.e. by 10 % or more in normal operation) shall be detected and reported by the powertrain / engine control system.

8.4. 8.4.1.Vehicles fitted with positive-ignition engines: 8.4.2.Vehicles fitted with compression-ignition engines. 8.4.3.Replacement of the NOx after-treatment system, where fitted, with a deteriorated or defective system or electronic simulation of such a failure. 8.4.4.Replacement of the particulate matter monitoring system, where fitted, with a deteriorated or defective system or electronic simulation of such a failure.

ANNEX IX

Test type IX requirements: sound level

| Appendix Number | Appendix title |

| --- | --- | | 1 | Sound level test requirements for powered cycles and two-wheel mopeds (category L1e) | | 2 | Sound level test requirements for motorcycles (categories L3e and L4e) | | 3 | Sound level test requirements for three-wheel mopeds, tricycles and quadricycles (categories L2e, L5e, L6e and L7e) | | 4 | Test track specification |

This Annex describes the procedure for type IX testing, as referred to in Part A of Annex V to Regulation (EU) No 168/2013. It lays down specific provisions regarding permissible sound level test procedures for L-category vehicles.

2.1.Durability requirements of the noise abatement system shall be regarded as fulfilled if the vehicle complies with the requirements regarding conditioning of the test vehicle set-out in this Annex. In addition for vehicles equipped with silencers containing absorbent fibrous materials the relevant test procedure set-out in this Annex shall be conducted to demonstrate durability of the noise abatement system.

2.2.When the EU has acceded to:

the corresponding provisions of this Annex will become obsolete and vehicles of the applicable sub-category as listed in Table 8-1 shall comply with the requirements of the corresponding UNECE Regulation, including as regards sound limits:

Vehicle (sub-)category	Vehicle category name	Applicable test procedure
L1e-A	Powered cycle	UNECE regulation No 63
L1e-B	Two-wheel moped vmax ≤ 25 km/h
Two-wheel moped vmax ≤ 45 km/h
L2e	Three-wheel moped	UNECE regulation No 9
L3e	Two-wheel motorcycle Engine capacity ≤ 80 cm3	UNECE regulation No 41
Two-wheel motorcycle 80 cm3 < Engine capacity ≤ 175 cm3
Two-wheel motorcycle Engine capacity > 175 cm3
L4e	Two-wheel motorcycle with side-car	UNECE regulation No 9
L5e-A	Tricycle
L5e-B	Commercial tricycle
L6e-A	Light on-road quad
L6e-B	Light quadri-mobile
L7e-A	Heavy on-road quad
L7e-B	Heavy all terrain quad
L7e-C	Heavy quadri-mobile

2.3.Multi-mode noise abatement system

2.3.1.L-category vehicles equipped with a manually or electronically controlled, multiple mode, adjustable exhaust silencer system shall be tested in all modes.

2.3.2.For vehicles equipped with a noise abatement system as referred to in point 2.9.1. the reported sound pressure level shall be for the mode having the highest average sound pressure level.

2.4.Requirements related to anti-tampering and manually or electronically adjustable multi-mode exhaust or silencing systems

2.4.1.All exhaust or silencing systems shall be constructed in a way that does not easily permit removal of baffles, exit-cones and other parts functioning primarily as part of the silencing/expansion chambers. Where incorporation of such a part is unavoidable, its method of attachment shall be such that removal is not facilitated (e.g. with conventional threaded fixings) and shall also be attached so that removal causes permanent/irrecoverable damage to the exhaust silencer assembly.

2.4.2.Exhaust or silencing systems with manually or electronically controlled, multiple adjustable operating modes shall meet all applicable requirements in all operating modes. The reported noise levels at type-approval shall be those resulting from the mode with the highest noise levels.

2.4.3.The manufacturer shall not intentionally alter, adjust, or introduce any device or procedure solely for the purpose of fulfilling the sound requirements to obtain type-approval, which will not be operational during typical on-road operation.

3. Test vehicle

3.1.The test vehicles used for type VIII sound tests and in particular the noise abatement system and components shall be representative of the vehicle type with regard to the environmental performance produced in series and placed on the market. The test vehicle shall be properly maintained and used.

3.2.For vehicles propelled with compressed air, the sound shall be measured at highest nominal storage pressure of the compressed air + 0 / – 15 %.

Appendix 1

Sound level test requirements for powered cycles and two-wheel mopeds (category L1e)

For the purposes of this Appendix:

1.1. ‘type of powered cycle or two-wheel moped as regards its sound level and exhaust system’ means L1e vehicles which do not differ in such essential respects as the following: 1.1.1. type of engine (two- or four-stroke, reciprocating piston engine or rotary-piston engine, number and capacity of cylinders, number and type of carburettors or injection systems, arrangement of valves, maximum net power and corresponding speed). The cubic capacity of rotary-piston engines shall deemed to be double the volume of the chamber; 1.1.2. Drive train, in particular the number and ratios of the gears of the transmission and the final ratio; 1.1.3. number, type and arrangement of exhaust systems;

1.2. ‘exhaust system’ or ‘silencer’ means a complete set of components necessary to limit the noise caused by a moped engine and its exhaust;

1.2.1. ‘original exhaust system or silencer’ means a system of the type fitted to the vehicle at the time of the environmental performance type-approval or extension of type-approval. It may be that first fitted or a replacement; 1.2.2. ‘non-original exhaust system or silencer’ means a system of a type other than that fitted to the vehicle at the time of the environmental performance type-approval or extension of type-approval. It may be used only as a replacement exhaust system or silencer;

1.3. ‘exhaust systems of differing types’ means systems which are fundamentally different in one of the following ways: 1.3.1. systems comprising components bearing different factory markings or trademarks; 1.3.2. systems comprising any component made of materials of different characteristics or comprising components which are of a different shape or size; 1.3.3. systems in which the operating principles of at least one component are different; 1.3.4. systems comprising components in different combinations;