Commission Regulation (EU) 2017/1151 of 1 June 2017 supplementing Regulation (EC) No 715/2007 of the European Parliament and of the Council on type-approval of motor vehicles with respect to emissions from light passenger and commercial vehicles (Euro 5 and Euro 6) and on access to vehicle repair and maintenance information, amending Directive 2007/46/EC of the European Parliament and of the Council, Commission Regulation (EC) No 692/2008 and Commission Regulation (EU) No 1230/2012 and repealing Commission Regulation (EC) No 692/2008 (Text with EEA relevance)

Member States shall ensure that vehicles can be tested with PEMS on public roads in accordance with the procedures under their own national law, while respecting local road traffic legislation and safety requirements.

Manufacturers shall ensure that vehicles can be tested with PEMS. This shall include:

• (a) constructing the exhaust pipes in order to facilitate sampling of the exhaust, or making available suitable adapters for exhaust pipes for testing by the authorities;

• (b) in case the exhaust pipe construction does not facilitate sampling of the exhaust, the manufacturer shall also make available to independent parties, adapters for purchase or rent via their spare parts or service tools network (e.g. RMI portal), through authorised dealers or via a contact point on the referred publicly accessible website;

- (c) providing guidance available online, without the need of registration or login, on how to attach a PEMS to vehicles;

• (d) granting access to ECU signals relevant to this Annex, as mentioned in Table A4/1 of Appendix 4; and

- (e) making the necessary administrative arrangements.

3.3.   Selection of vehicles for PEMS testing

PEMS tests shall not be required for each ‘vehicle type with regards to Real Driving Emissions’. Several vehicle emission types may be put together by the vehicle manufacturer to form a ‘PEMS test family’ in accordance with the requirements of paragraph 3.3.1., which shall be validated in accordance with the requirements of paragraph 3.4.

Symbols, parameters and units

| | | |

| --- | --- | --- | | N | — | Number of vehicle emission types | | NT | — | Minimum number of vehicle emission types | | PMRH | — | highest power-to-mass-ratio of all vehicles in the PEMS test family | | PMRL | — | lowest power-to-mass-ratio of all vehicles in the PEMS test family | | V_eng_max | — | maximum engine volume of all vehicles within the PEMS test family |

3.3.1.   PEMS test family building

A PEMS test family shall comprise finished vehicles of a manufacturer with similar emission characteristics. Vehicle emission types may be included in a PEMS test family only as long as the vehicles within a PEMS test family are identical with respect to the characteristics in all the administrative and technical criteria listed below.

3.3.1.1.   Administrative criteria

• (a) The approval authority issuing the emission type approval in accordance with this Annex (‘authority’)

• (b) The manufacturer having received the emission type approval in accordance with this Annex (‘manufacturer’).

3.3.1.2.   Technical criteria

• (a) Propulsion type (e.g. ICE, NOVC-HEV, OVC-HEV)

• (b) Type(s) of fuel(s) (e.g. petrol, diesel, LPG, NG, …). Bi- or flex-fuelled vehicles may be grouped with other vehicles, with which they have one of the fuels in common.

• (c) Combustion process (e.g. two stroke, four stroke)

• (d) Number of cylinders

• (e) Configuration of the cylinder block (e.g. in-line, V, radial, horizontally opposed, …)

• (f) Engine volume The vehicle manufacturer shall specify a value V_eng_max (= maximum engine volume of all vehicles within the PEMS test family). The engine volumes of vehicles in the PEMS test family shall not deviate more than – 22 % from V_eng_max if V_eng_max ≥ 1500 ccm and – 32 % from V_eng_max if V_eng_max < 1500 ccm.

• (g) Method of engine fuelling (e.g. indirect or direct or combined injection)

• (h) Type of cooling system (e.g. air, water, oil)

- (i) Method of aspiration such as naturally aspirated, pressure charged, type of pressure charger (e.g. externally driven, single or multiple turbo, variable geometries …)

• (j) Types and sequence of exhaust after-treatment components (e.g. three-way catalyst, oxidation catalyst, lean NOx trap, SCR, lean NOx catalyst, particulate trap)

- (k) Exhaust gas recirculation (with or without, internal/external, cooled/non-cooled, low/high pressure)

3.3.1.3.   Extension of a PEMS test family

An existing PEMS test family may be extended by adding new vehicle emission types to it. The extended PEMS test family and its validation must also fulfil the requirements of paragraphs 3.3. and 3.4. This may require the PEMS testing of additional vehicles to validate the extended PEMS test family according to paragraph 3.4.

3.3.1.4.   Alternative PEMS test family definition

As an alternative to the provisions of paragraph 3.3.1.1 and 3.3.1.2. the vehicle manufacturer may define a PEMS test family that is identical to a single vehicle emission type or a single WLTP IP-family. In this case, only one vehicle has to be tested from the family in either a hot or a cold test, at the choice of the authority and there is no need to validate the PEMS test family as in paragraph 3.4.

3.4.   Validation of a PEMS test family

3.4.1.   General requirements for validating a PEMS test family

• 3.4.1.1.The vehicle manufacturer shall present a representative vehicle of the PEMS test family to the authority. The vehicle shall be subject to a PEMS test carried out by a Technical Service to demonstrate compliance of the representative vehicle with the requirements of this Annex.

• 3.4.1.2.The authority shall select additional vehicles according to the requirements of paragraph 3.4.3. for PEMS testing carried out by a Technical Service to demonstrate compliance of the selected vehicles with the requirements of this Annex. The technical criteria for selection of an additional vehicle according to paragraph 3.4.3. shall be recorded with the test results.

• 3.4.1.3.With agreement of the authority, a PEMS test can also be driven by a different operator witnessed by a Technical Service, provided that at least the tests of the vehicles required by paragraphs 3.4.3.2. and 3.4.3.6. and in total at least 50 per cent of the PEMS tests required for validating the PEMS test family are driven by a Technical Service. In such case the Technical Service remains responsible for the proper execution of all PEMS tests pursuant to the requirements of this Annex.

• 3.4.1.4.A PEMS test result of a specific vehicle may be used for validating different PEMS test families under the following conditions:

• — the vehicles included in all PEMS test families to be validated are approved by a single authority according to this Annex and this authority agrees to the use of the specific vehicle's PEMS test results for validating different PEMS test families;

• — each PEMS test family to be validated includes a vehicle emission type, which comprises the specific vehicle.

• 3.4.2. For each validation, the applicable responsibilities are considered to be borne by the manufacturer of the vehicles in the respective family, regardless of whether this manufacturer was involved in the PEMS test of the specific vehicle emission type.

• 3.4.3. Selection of vehicles for PEMS testing when validating a PEMS test family

When selecting vehicles from a PEMS test family, it shall be ensured that the following technical characteristics relevant for pollutant emissions are covered by a PEMS test. A particular vehicle selected for testing can be representative for different technical characteristics. For the validation of a PEMS test family, vehicles shall be selected for PEMS testing as follows:

• 3.4.3.1. For each combination of fuels (e.g. petrol-LPG, petrol-NG, petrol only), on which some vehicles of the PEMS test family can operate, at least one vehicle that can operate on such combination of fuels shall be selected for PEMS testing.

• 3.4.3.2. The manufacturer shall specify a value PMRH (= highest power-to- mass-ratio of all vehicles in the PEMS test family) and a value PMRL (= lowest power-to- mass-ratio of all vehicles in the PEMS test family). At least one vehicle configuration representative for the specified PMRH and one vehicle configuration representative for the specified PMRL of a PEMS test family shall be selected for testing. The power-to- mass ratio of a vehicle shall not deviate by more than 5 per cent from the specified value for PMRH, or PMRL for the vehicle to be considered as representative for this value.

• 3.4.3.3. At least one vehicle for each transmission type (e.g., manual, automatic, DCT) installed in vehicles of the PEMS test family shall be selected for testing.

• 3.4.3.4. At least one vehicle per each configuration of driven axles shall be selected for testing if such vehicles are part of the PEMS test family.

- 3.4.3.5. For each engine volume associated with a vehicle in the PEMS test family at least one representative vehicle shall be tested.

• 3.4.3.6. At least one vehicle in the PEMS test family shall be tested in hot start testing.

• 3.4.3.7. Notwithstanding the provisions in paragraphs 3.4.3.1. to 3.4.3.6., at least the following number of vehicle emission types of a given PEMS test family shall be selected for testing: Number of vehicle emission types in a PEMS test family (N) Minimum number of vehicle emission types selected for PEMS cold start testing (NT) Minimum number of vehicle emission types selected for PEMS hot start testing 1 1 1 [^E0061] From 2 to 4 2 1 from 5 to 7 3 1 from 8 to 10 4 1 from 11 to 49 NT = 3 + 0,1 × N [^E0062] 2 more than 49 NT = 0,15 × N [^E0062] 3 (¹) NT shall be rounded to the next higher integer number (²) When there is only one vehicle emission type in a PEMS test family, the type approval authority shall decide whether the vehicle shall be tested in hot or cold start.

3.5.   Reporting for type approval

• 3.5.1.The vehicle manufacturer shall provide a full description of the PEMS test family, which shall include the technical criteria described in paragraph 3.3.1.2. and submit it to the authority.

- 3.5.2.The manufacturer attributes a unique identification number of the format MS-OEM-X-Y to the PEMS test family and communicates it to the authority. Here MS is the distinguishing number of the Member State issuing the EC type-approval ([^E0063]), OEM is the 3 character manufacturer, X is a sequential number identifying the original PEMS test family and Y is a counter for its extensions (starting with 0 for a PEMS test family not extended yet).

• 3.5.3.The authority and the vehicle manufacturer shall maintain a list of vehicle emission types being part of a given PEMS test family on the basis of emission type approval numbers. For each emission type all corresponding combinations of vehicle type approval numbers, types, variants and versions as defined in sections 0.10 and 0.2 of the vehicle's EC certificate of conformity shall be provided as well.

• 3.5.4.The authority and the vehicle manufacturer shall maintain a list of vehicle emission types selected for PEMS testing in order validate a PEMS test family in accordance with point 3.4, which also provides the necessary information on how the selection criteria of point 3.4.3 are covered. This list shall also indicate whether the provisions of point 3.4.1.3 were applied for a particular PEMS test.

3.6.   Rounding requirements:

Rounding of data in the data exchange file, defined in Appendix 7, section 10, is not permitted. In the pre-processing file, the data may be rounded to the same order of magnitude of the accuracy of the measurement of a respective parameter.

The intermediate and final emission test results, as calculated in Appendix 11, shall be rounded in one step to the number of places to the right of the decimal point indicated by the applicable emission standard plus one additional significant figure. Preceding steps in the calculations shall not be rounded.

The instrumentation used for RDE tests shall comply with the requirements in Appendix 5. If requested by the authorities, the tester shall provide proof that the instrumentation used complies with the requirements in Appendix 5.

Only an RDE test fulfilling the requirements of this Section shall be accepted as valid. Tests performed outside the test conditions specified in this Section shall be considered as invalid, unless specified otherwise.

5.1.   Ambient conditions

The test shall be conducted under the ambient conditions laid down in this section. The ambient conditions become ‘extended’ when at least one of the temperature or altitude conditions is extended. The factor for extended conditions as defined in paragraph 7.5. shall only be applied once even if both conditions are extended in the same time period. Notwithstanding the opening paragraph of this section, if a part of the test or the entire test is performed outside of extended conditions, the test shall be invalid only when final emissions as calculated in Appendix 11, are greater than the applicable emission limits. The conditions are as follows:

For type approvals with character EA as in Table 1, Appendix 6 of Annex I:

| | |

| --- | --- | | Moderate altitude conditions: | Altitude lower or equal to 700 meters above sea level. | | Extended altitude conditions: | Altitude higher than 700 meters above sea level and lower or equal to 1300 meters above sea level. | | Moderate temperature conditions: | Greater than or equal to 273.15 K (0 °C) and lower than or equal to 303.15 K (30 °C). | | Extended temperature conditions: | Greater than or equal to 266.15 K (– 7 °C) and lower than 273.15 K (0 °C) or greater than 303.15 K (30 °C) and lower than or equal to 308.15 K (35 °C). |

For type approvals with character EB and EC as in Table 1, Appendix 6 of Annex I:

Moderate altitude conditions:	Altitude lower or equal to 700 meters above sea level.
Extended altitude conditions:	Altitude higher than 700 meters above sea level and lower or equal to 1300 meters above sea level.
Moderate temperature conditions:	Greater than or equal to 273.15 K (0 °C) and lower than or equal to 308.15 K (35 °C).
Extended temperature conditions:	Greater than or equal to 266.15 K (– 7 °C) and lower than 273.15 K (0 °C) or greater than 308.15 K (35 °C) and lower than or equal to 311.15 K (38 °C).

5.2.   Dynamic conditions of trip

The dynamic conditions encompass the effect of road grade, head wind and driving dynamics (accelerations, decelerations) and auxiliary systems upon energy consumption and emissions of the test vehicle. The validity of the trip for the dynamic conditions shall be checked after the test is completed, using the recorded data. This verification shall be conducted in 2 steps:

STEP i: The excess or insufficiency of driving dynamics during the trip shall be checked using the methods described in Appendix 9.

STEP ii: If the trip is valid following the verifications in accordance with STEP i, the methods for verifying the validity of the trip as laid down in Appendices 8 and 10 shall be applied.

5.3.   Vehicle condition and operation

5.3.1.   Vehicle condition

The vehicle, including the emission related components, shall be in good mechanical condition and shall have been run in and driven at least 3 000  km before the test. The mileage and the age of the vehicle used for RDE testing shall be recorded.

All vehicles, and in particular OVC-HEVs vehicles may be tested in any selectable mode, including battery charge mode. On the basis of technical evidence provided by the manufacturer and with the agreement of the responsible authority, the dedicated driver-selectable modes for very special limited purposes shall not be considered (e.g. maintenance mode, race driving, crawler mode). All remaining modes used for driving may be considered and the pollutant emissions limits shall be fulfilled in all these modes.

Modifications that affect the vehicle aerodynamics are not permitted, with the exception of the PEMS installation. The tyre types and pressure shall be according to the vehicle's manufacturer recommendations. The tyre pressure shall be checked prior to the pre-conditioning and adjusted to the recommended values if needed. Driving the vehicle with snow chains is not permitted.

Vehicles should not be tested with an empty starter battery. In case the vehicle has problems starting, the battery shall be replaced following the recommendations of the vehicle's manufacturer.

The vehicle's test mass comprises of the driver, a witness of the test (if applicable), the test equipment, including the mounting and the power supply devices and any artificial payload. It shall be between the actual mass of the vehicle and the maximum permissible test mass of the vehicle at the beginning of the test and shall not increase during the test.

The test vehicles shall not be driven with the intention to generate a passed or failed test due to extreme driving that do not represent normal conditions of use. If necessary, verification of normal driving may be based on expert judgement made by or on behalf of the granting type approval authority through cross-correlation on several signals, which may include exhaust flow rate, exhaust temperature, CO2, O2 etc. in combination with vehicle speed, acceleration and GNSS data and potentially further vehicle data parameters like engine speed, gear, accelerator pedal position etc.

5.3.2.   Vehicle conditioning for cold start PEMS trip

Before RDE testing, the vehicle shall be preconditioned in the following way:

The vehicle shall be driven on public roads, preferably on the same route as the planned RDE testing or for at least 10 min per type of operation (e.g. urban, rural, motorway) or 30 minutes with a minimum average velocity of 30 km/h. The validation test in the laboratory, as in Appendix 6 of this Annex, also counts as preconditioning. The vehicle shall subsequently be parked with doors and bonnet closed and kept in engine-off status within moderate or extended altitude and temperatures, in accordance with paragraph 5.1., for between 6 and 72 hours. Exposure to extreme atmospheric conditions (such as heavy snowfall, storm, hail) and excessive amounts of dust or smoke should be avoided.

Before the test start, the vehicle and equipment shall be checked for damages and the presence of warning signals that may suggest malfunctioning. In the case of a malfunction the source of the malfunctioning shall be identified and corrected or the vehicle shall be rejected.

5.3.3.   Auxiliary devices

The air conditioning system or other auxiliary devices shall be operated in a way which corresponds to their typically intended use during real driving on the road. Any use shall be documented. The vehicle windows shall be closed when the air conditioning or heating are used.

5.3.4.   Vehicles equipped with periodically regenerating systems

• 5.3.4.1.All results shall be corrected with the Ki factors or with the Ki offsets developed by the procedures in Appendix 1 to Annex B6 of the UN Regulation No 154 ([^E0064]) for type-approval of a vehicle type with a periodically regenerating system. The Ki factor or the Ki offset shall be applied to the final results after evaluation in accordance with Appendix 11.

- 5.3.4.2.If the final emissions as calculated in Appendix 11 are above the applicable emission limits, then the occurrence of regeneration shall be verified. The verification of a regeneration may be based on expert judgement through cross-correlation of several of the following signals, which may include exhaust temperature, PN, CO2, O2 measurements in combination with vehicle speed and acceleration. If the vehicle has a regeneration recognition feature, it shall be used to determine the occurrence of regeneration. The manufacturer may advise how to recognise whether regeneration has taken place in case such a signal is not available.

• 5.3.4.3.If regeneration occurred during the test, the final emission result without the application of either the Ki factor or the Ki offset shall be checked against applicable emission limits. If the final emissions are above the emission limits, then the test shall be invalid and repeated once. The completion of the regeneration and stabilisation, through approximately 1 hour of driving, shall be done prior to the start of the second test. The second test is considered valid even if regeneration occurs during it.

• Even if the final emission results fall below the applicable emission limits, the occurrence of regeneration may be verified as in paragraph 5.3.4.2. If the presence of regeneration can be proved and with the agreement of the Type Approval Authority, the final results shall be calculated without the application of either the Ki factor or the Ki offset.

5.4.   PEMS operational requirements

The trip shall be selected in such a way that the testing is uninterrupted and the data continuously recorded to reach the minimum test duration defined in paragraph 6.3.

Electrical power shall be supplied to the PEMS by an external power supply unit and not from a source that draws its energy either directly or indirectly from the engine of the test vehicle.

The installation of the PEMS equipment shall be done in a way to minimise the influence on the vehicle’s emissions or performance or both to the greatest extent possible. Care should be exercised to minimise the mass of the installed equipment and potential aerodynamic modifications of the test vehicle.

During type approval, a validation test in the laboratory shall be performed before running an RDE test according to Appendix 6. For OVC-HEV the test shall be conducted in Charge Sustaining vehicle operation.

5.5.   Lubricating oil, fuel and reagent

For the test performed during type approval, the fuel used for RDE testing shall be either the reference fuel defined in Annex B3 of the UN Regulation No 154 or within the specifications issued by the manufacturer for vehicle operation by the customer. The reagent (where applicable) and lubricant used shall be within the specifications recommended or issued by the manufacturer.

For tests performed during ISC, or Market Surveillance the fuel used for RDE testing may be any fuel legally available in the market ([^E0065]) and within the specifications issued by the manufacturer for vehicle operation by the customer.

In the case of an RDE test with a failed result, samples of fuel, lubricant and reagent (if applicable) shall be taken and kept for at least 1 year under conditions guaranteeing the integrity of the sample. Once analysed, the samples can be discarded.

6.1.   Types of speed bins

Urban speed bin is characterised by vehicle speeds lower than or equal to 60 km/h.

Rural speed bin is characterised by vehicle speeds higher than 60 km/h and lower than or equal to 90 km/h. For those vehicles that are equipped with a device permanently limiting vehicle speed to 90 km/h, rural speed bin is characterised by vehicle speed higher than 60 km/h and lower than or equal to 80 km/h.

Motorway speed bin is characterised by speeds above 90 km/h.

For those vehicles that are equipped with a device permanently limiting vehicle speed to 100 km/h, motorway speed bin is characterised by speed higher than 90 km/h.

For those vehicles that are equipped with a device permanently limiting vehicle speed to 90 km/h, motorway speed bin is characterised by speed higher than 80 km/h.

6.1.1.   Other requirements

The average speed (including stops) of the urban speed bin shall be between 15 and 40 km/h.

The speed range of the motorway driving shall properly cover a range between 90 and at least 110 km/h. The vehicle’s velocity shall be above 100 km/h for at least 5 minutes.

For those vehicles that are equipped with a device permanently limiting vehicle speed to 100 km/h, the speed range of the motorway speed bin shall properly cover a range between 90 and 100 km/h. The vehicle’s velocity shall be above 90 km/h for at least 5 minutes.

For those vehicles that are equipped with a device limiting vehicle speed to 90 km/h, the speed range of the motorway speed bin of shall properly cover a range between 80 and 90 km/h. The vehicle’s velocity shall be above 80 km/h for at least 5 minutes.

In the case that the local speed limits for the specific vehicle being tested prevent compliance with the requirements of this paragraph, the requirements of the following paragraph shall apply:

The speed range of the motorway driving shall properly cover a range between X – 10 and X km/h. The vehicle’s velocity shall be above x – 10 km/h for at least 5 minutes. Where X = the local speed limit for the tested vehicle.

6.2.   Required distance shares of trip speed bins

The following is the distribution of the speed bins in an RDE trip that are required for respecting the needs of evaluation: The trip shall consist of approximately 34 % per cent urban, 33 % per cent rural and 33 % per cent motorway speed bins. ‘Approximately’ shall mean the interval of ± 10 per cent points around the stated percentages. The urban speed bin shall however never be less than 29 % of the total trip distance.

The shares of urban, rural and motorway speed bins shall be expressed as a percentage of the total trip distance.

The minimum distance of each, urban, rural and motorway speed bins shall be 16 km.

6.3.   RDE test to be performed

The RDE performance shall be demonstrated by testing vehicles on the road, operated over their normal driving patterns, conditions and payloads. RDE tests shall be conducted on paved roads (e.g. off-road operation is not permitted). An RDE trip shall be driven in order to prove compliance with the emission requirements.

• 6.3.1.The design of the trip shall be such as to comprise driving that would in principle cover all of the required shares of speed bins in paragraph 6.2 and comply with all other requirements described in paragraph 6.1.1. and 6.3, paragraph 4.5.1. of Appendix 8 and section 4. of Appendix 9.

• 6.3.2.The planned RDE trip shall always start with urban operation followed by rural, then motorway operation, in accordance with the required shares for speed bins in paragraph 6.2. The urban, rural and motorway operation shall be run consecutively, but may also include a trip which starts and ends at the same point. Rural operation may be interrupted by short periods of urban speed bin when driving through urban areas. Motorway operation may be interrupted by short periods of urban or rural speed bins, e.g., when passing toll stations or sections of road work.

• 6.3.3.The vehicle speed shall normally not exceed 145 km/h. This maximum speed may be exceeded by a tolerance of 15 km/h for not more than 3 per cent of the time duration of the motorway operation. Local speed limits remain in force during a PEMS test, notwithstanding other legal consequences. Violations of local speed limits per se do not invalidate the results of a PEMS test.

• Stop periods, defined by vehicle speed of less than 1 km/h, shall account for 6-30 per cent of the time duration of urban operation. Urban operation may contain several stop periods of 10 s or longer. If stop periods in urban driving part are over 30 per cent or there are individual stop periods exceeding 300 consecutive seconds, the test shall be invalid only if the emission limits are not met.

• The trip duration shall be between 90 and 120 minutes.

- The start and the end points of a trip shall not differ in their elevation above sea level by more than 100 m. In addition, the proportional cumulative positive altitude gain over the entire trip and over the urban operation shall be less than 1,200 m/100 km and be determined in accordance with Appendix 10.

• 6.3.4.The average speed (including stops) during cold start period shall be between 15 and 40 km/h. The maximum speed during the cold start period shall not exceed 60 km/h.

• At the test start, the vehicle shall move within 15 seconds. The vehicle stop periods during the entire cold start period, as defined in paragraph 2.5.1., shall be kept to the minimum possible and it shall not exceed 90 s in total.

6.4.   Other trip requirements

If the engine stalls during the test, it may be restarted, but the sampling and data recording shall not be interrupted. If the engine stops during the test, the sampling and data recording shall not be interrupted.

In general, the exhaust mass flow shall be determined by measurement equipment functioning independently from the vehicle. With agreement of the authority vehicle ECU data may be used in this respect during initial type approval.

If the approval authority is not satisfied with the data quality check and validation results of a PEMS test conducted in accordance with Appendix 4, the approval authority may consider the test to be invalid. In such case, the test data and the reasons for invalidating the test shall be recorded by the approval authority.

The manufacturer shall demonstrate to the approval authority that the chosen vehicle, driving patterns, conditions and payloads are representative of the PEMS test family. The ambient conditions and payload requirements, as specified in paragraph 5.1. and paragraph 5.3.1. respectively, shall be used ex-ante to determine whether the conditions are acceptable for RDE testing.

The approval authority shall propose a test trip in urban, rural and motorway operation meeting the requirements of paragraph 6.2. If applicable, for the purpose of trip design, the urban, rural and motorway parts shall be selected based on a topographic map. If for a vehicle the collection of ECU data influences the vehicle's emissions or performance, the entire PEMS test family to which the vehicle belongs shall be considered as non-compliant.

For RDE tests performed during type approval, the type approval authority may verify if the test setup and the equipment used fulfil the requirements of Appendices 4 and 5 through a direct inspection or an analysis of the supporting evidence (e.g. photographs, records).

6.5.   Compliance of software tools

Any software tool used to verify the trip validity and calculate emissions compliance with the provisions laid down in paragraphs 5 and 6 and Appendices 7, 8, 9, 10 and 11 shall be validated by an entity defined by the Member State. Where such software tool is incorporated in the PEMS instrument, proof of the validation shall be provided along with the instrument.

7.1.   Emissions and trip evaluation

The test shall be conducted in accordance with Appendix 4.

• 7.2. The trip validity shall be assessed in a three-step procedure as follows:

STEP A: The trip complies with the general requirements, boundary conditions, trip and operational requirements, and the specifications for lubricating oil, fuel and reagents set out in Sections 5 and 6 and Appendix 10;

STEP B: The trip complies with the requirements set out in Appendix 9.

STEP C: The trip complies with the requirements set out in Appendix 8.

The steps of the procedure are detailed in Figure 6.

If at least one of the requirements is not fulfilled, the trip shall be declared invalid.

Figure 6

Assessment of trip validity – schematic (i.e. not all details are included in the steps included in the figure, see the relevant Appendices for such details)

Image omitted; see official source

• 7.3. In order to preserve data integrity, it shall not be permitted to combine data of different RDE trips in a single data set or to modify or remove data from an RDE trip, except for cases mentioned explicitly in this Annex.

• 7.4. Emission results shall be calculated using the methods laid down in Appendix 7 and Appendix 11. The emissions calculations shall be made between test start and test end.

• 7.5. The extended factor for this Annex is set at 1.6. If during a particular time interval the ambient conditions are extended, in accordance with paragraph 5.1., then the pollutant emissions calculated according to Appendix 7, during that particular time interval, shall be divided by the extended factor. This provision does not apply to carbon dioxide emissions.

• 7.6. Gaseous pollutant and particle number emissions during the cold start period, as defined in paragraph 2.6.1., shall be included in the normal evaluation in accordance with Appendices 7 and 11.

If the vehicle was conditioned for the last three hours prior to the test at an average temperature that falls within the extended range in accordance with paragraph 5.1., then the provisions of paragraph 7.5. apply to the data collected during the cold start period, even if the test ambient conditions are not within the extended temperature range.

• 7.7. Data Reporting

7.7.1.   General

All data of a single RDE test shall be recorded according to the data exchange and data reporting files provided by the Commission ([^E0066]).

7.7.2.   Reporting and dissemination of RDE type approval test information

• 7.7.2.1.A technical report prepared by the manufacturer shall be made available to the approval authority. The technical report is composed of 4 items:

• (i) the Data Exchange file

• (ii) the Reporting file

• (iii) the Vehicle and engine description as described in Appendix 4 of Annex I of Regulation 2017/1151;

• (iv) visual supporting material (photographs and/or videos) of the PEMS installation in the tested vehicle of adequate quality and quantity to identify the vehicle and to assess if the installation of the PEMS main unit, the EFM, the GNSS antenna, and the weather station follow the instrument manufacturers recommendations and the general good practices of PEMS testing.

• 7.7.2.2.The manufacturer shall ensure that the information listed in point 7.7.2.2.1. is made available on a publicly accessible website without costs and without the need for the user to reveal his identity or sign up. The manufacturer shall keep the Commission and Type Approval Authorities informed on the location of the website.

• 7.7.2.2.1.The website shall allow a wildcard search of the underlying database based on one or more of the following:

• Make, Type, Variant, Version, Commercial name, or Type Approval Number as referred to in the certificate of conformity, pursuant to Annex IX to Directive 2007/46/EC or Annex VIII to Commission Implementing Regulation (EU) 2020/683.

• The information described below shall be made available for each vehicle in a search:

• — The PEMS family ID to which that vehicle belongs, in accordance with the Transparency List 2 set out in Table 1 of Appendix 5 to Annex II;

- — The Declared Maximum RDE Values as reported in point 48.2 of the Certificate of Conformity, as described in Annex VIII to Commission Implementing Regulation (EU) 2020/683.

• 7.7.2.3.Upon request, without costs and within 10 days, the manufacturer shall make available the technical report referred to in point 7.7.2.1 to any third party and the Commission. The manufacturer shall also make available the technical report referred to in point 7.7.2.1 upon request and with a reasonable and proportionate fee to others, which does not discourage an inquirer with a justified interest from requesting the respective information or exceed the internal costs of the manufacturer for making the requested information available.

- Upon request, the type approval authority shall make available the information listed under points 7.7.2.1 and 7.7.2.2 without costs and within 10 days of receiving the request to any third party or the Commission. The type approval authority shall also make available to others upon request the information listed under points 7.7.2.1 and 7.7.2.2 with a reasonable and proportionate fee, which does not discourage an inquirer with a justified interest from requesting the respective information or exceed the internal costs of the authority for making the requested information available.

Appendix 1

Reserved

Appendix 2

Reserved

Appendix 3

Reserved

Appendix 4

Test procedure for vehicle emissions testing with a portable emissions measurement system (PEMS)

Test procedure for vehicle emissions testing with a portable emissions measurement system (PEMS)

This appendix describes the test procedure to determine pollutant emissions from passenger and light commercial vehicles using a Portable Emissions Measurement System.

2. SYMBOLS, PARAMETERS AND UNITS

p e	—	evacuated pressure [kPa]
qvs	—	volume flow rate of the system [l/min]
ppmC1	—	parts per million carbon equivalent
V s	—	system volume [l]

3.1.   PEMS

The test shall be carried out with a PEMS, composed of components specified in paragraphs 3.1.1. to 3.1.5. If applicable, a connection with the vehicle ECU may be established to determine relevant engine and vehicle parameters as specified in paragraph 3.2.

• 3.1.1.Analysers to determine the concentration of pollutants in the exhaust gas.

• 3.1.2.One or multiple instruments or sensors to measure or determine the exhaust mass flow.

- 3.1.3.A GNSS receiver to determine the position, altitude and, speed of the vehicle.

• 3.1.4.If applicable, sensors and other appliances being not part of the vehicle, e.g. to measure ambient temperature, relative humidity and air pressure.

- 3.1.5.An energy source independent of the vehicle to power the PEMS.

3.2.   Test parameters

Test parameters, as specified in Table A4/1, shall be measured at a constant frequency of 1.0 Hz or higher and recorded and reported in accordance with the requirements of paragraph 10. of Appendix 7 at a sampling frequency of 1.0 Hz. If ECU parameters are obtained, these may be obtained at a substantially higher frequency but the recording rate shall be 1.0 Hz. The PEMS analysers, flow-measuring instruments and sensors shall comply with the requirements laid down in Appendices 5 and 6.

Table A4/1

Test parameters

Parameter	Recommended unit	Source [^E0067]
THC concentration [^E0068], [^E0069] (if applicable)	ppm C1	Analyser
CH4 concentration [^E0067], [^E0068], [^E0069] (if applicable)	ppm C1	Analyser
NMHC concentration [^E0067], [^E0068], [^E0069] (if applicable)	ppm C1	Analyser [^E0070]
CO concentration [^E0067], [^E0068], [^E0069]	ppm	Analyser
CO2 concentration [^E0068]	ppm	Analyser
NOX concentration [^E0068], [^E0069]	ppm	Analyser [^E0071]
PN concentration [^E0069]	#/m3	Analyser
Exhaust mass flow rate	kg/s	EFM, any methods described in paragraph 7. of Appendix 5.
Ambient humidity	%	Sensor
Ambient temperature	K	Sensor
Ambient pressure	kPa	Sensor
Vehicle speed	km/h	Sensor, GNSS, or ECU [^E0072]
Vehicle latitude	Degree	GNSS
Vehicle longitude	Degree	GNSS
Vehicle altitude [^E0073], [^E0074]	m	GNSS or Sensor
Exhaust gas temperature [^E0073]	K	Sensor
Engine coolant temperature [^E0073]	K	Sensor or ECU
Engine speed [^E0073]	RPM	Sensor or ECU
Engine torque [^E0073]	Nm	Sensor or ECU
Torque at driven axle [^E0073] (if applicable)	Nm	Rim torque meter
Pedal position [^E0073]	%	Sensor or ECU
Engine fuel flow [^E0075] (if applicable)	g/s	Sensor or ECU
Engine intake air flow [^E0075] (if applicable)	g/s	Sensor or ECU
Fault status [^E0073]	—	ECU
Intake air flow temperature	K	Sensor or ECU
Regeneration status [^E0073] (if applicable)	—	ECU
Engine oil temperature [^E0073]	K	Sensor or ECU
Actual gear [^E0073]	#	ECU
Desired gear (e.g. gear shift indicator) [^E0073]	#	ECU
Other vehicle data [^E0073]	unspecified	ECU

Multiple parameter sources may be used.

To be measured on a wet basis or to be corrected as described in paragraph 5.1. of Appendix 7.

Parameter only mandatory if measurement required for compliance with the limits.

May be calculated from THC and CH4 concentrations according to paragraph 6.2. to Appendix 7.

May be calculated from measured NO and NO2 concentrations.

Method to be chosen according to paragraph 4.7. of this Appendix.

[^E0073]: (⁷)

To be determined only if necessary to verify the vehicle status and operating conditions.

[^E0074]: (⁸)

The preferable source is the ambient pressure sensor.

To be determined only if indirect methods are used to calculate exhaust mass flow rate as described in paragraphs 7.2. and 7.4. of Appendix 7.

3.4.   Installation of PEMS

3.4.1.   General

The installation of the PEMS shall follow the instructions of the PEMS manufacturer and the local health and safety regulations. When the PEMS is installed inside the vehicle, the vehicle should be equipped with gas monitors or warning systems for hazardous gases (e.g. CO). The PEMS should be installed as to minimise electromagnetic interferences during the test as well as exposure to shocks, vibration, dust and variability in temperature. The installation and operation of the PEMS shall be such that it avoids leakage and minimise heat loss. The installation and operation of PEMS shall not change the nature of the exhaust gas nor unduly increase the length of the tailpipe. To avoid the generation of particles, connectors shall be thermally stable at the exhaust gas temperatures expected during the test. It is recommended to avoid the use elastomer connectors to connect the vehicle exhaust outlet and the connecting tube. Elastomer connectors, if used, shall have no contact with the exhaust gas to avoid artefacts. If the test performed with the use of elastomer connectors fails, the test shall be repeated without the use of elastomer connectors.

3.4.2.   Permissible backpressure

The installation and operation of the PEMS sampling probes shall not unduly increase the pressure at the exhaust outlet in a way that may influence the representativeness of the measurements. It is thus recommended that only one sampling probe is installed in the same plane. If technically feasible, any extension to facilitate the sampling or connection with the exhaust mass flow meter shall have an equivalent, or larger, cross sectional area than the exhaust pipe.

3.4.3.   Exhaust mass flow meter

Whenever used, the exhaust mass flow meter shall be attached to the vehicle’s tailpipe(s) in accordance with the recommendations of the EFM manufacturer. The measurement range of the EFM shall match the range of the exhaust mass flow rate expected during the test. It is recommended to select the EFM so that the maximum expected flow rate during the test reaches at least 75 per cent of the EFM full range but does not exceed the EFM full range. The installation of the EFM and any exhaust pipe adaptors or junctions shall not adversely affect the operation of the engine or exhaust after-treatment system. A minimum of four pipe diameters or 150 mm of straight tubing, whichever is larger, shall be placed at either side of the flow-sensing element. When testing a multi-cylinder engine with a branched exhaust manifold, it is recommended to position the exhaust mass flow meter downstream of where the manifolds combine and to increase the cross section of the piping such as to have an equivalent, or larger, cross sectional area from which to sample. If this is not feasible, exhaust flow measurements with several exhaust mass flow meters may be used. The wide variety of exhaust pipe configurations, dimensions and exhaust mass flow rates may require compromises, guided by good engineering judgement, when selecting and installing the EFM(s). It is permissible to install an EFM with a diameter smaller than that of the exhaust outlet or the total cross-sectional area of multiple outlets, providing it improves measurement accuracy and does not adversely affect the operation or the exhaust after-treatment as specified in paragraph 3.4.2. It is recommended to document the EFM set-up using photographs.

3.4.4.   Global Positioning System (GNSS)

The GNSS antenna shall be mounted as near as possible to the highest location on the vehicle, so as to ensure good reception of the satellite signal. The mounted GNSS antenna shall interfere as little as possible with the vehicle operation.

3.4.5.   Connection with the Engine Control Unit (ECU)

If desired, relevant vehicle and engine parameters listed in Table A4/1 can be recorded by using a data logger connected with the ECU or the vehicle network through national or international standards, such as ISO 15031-5 or SAE J1979, OBD-II, EOBD or WWH-OBD. If applicable, manufacturers shall disclose labels to allow the identification of required parameters.

3.4.6.   Sensors and auxiliary devices

Vehicle speed sensors, temperature sensors, coolant thermocouples or any other measurement device not part of the vehicle shall be installed to measure the parameter under consideration in a representative, reliable and accurate manner without unduly interfering with the vehicle operation and the functioning of other analysers, flow-measuring instruments, sensors and signals. Sensors and auxiliary equipment shall be powered independently of the vehicle. It is permitted to power any safety-related illumination of fixtures and installations of PEMS components outside of the vehicle’s cabin by the vehicle’s battery.

3.5.   Emissions sampling

Emissions sampling shall be representative and conducted at locations of well-mixed exhaust, where the influence of ambient air downstream of the sampling point is minimal. If applicable, emissions shall be sampled downstream of the exhaust mass flow meter, respecting a distance of at least 150 mm to the flow sensing element. The sampling probes shall be fitted at least 200 mm or three times the inner diameter of the exhaust pipe, whichever is larger, upstream of the point at which the exhaust gas exits the PEMS sampling installation into the environment.

If the PEMS feeds part of the sample back to the exhaust flow, this shall occur downstream of the sampling probe in a manner that does not affect the nature of the exhaust gas at the sampling point(s). If the length of the sampling line is changed, the system transport times shall be verified and, if necessary, corrected. If the vehicle is equipped with more than one tailpipe then all functioning tailpipes shall be connected before sampling and measuring exhaust flow.

If the engine is equipped with an exhaust after-treatment system, the exhaust sample shall be taken downstream of the exhaust after-treatment system. When testing a vehicle with a branched exhaust manifold, the inlet of the sampling probe shall be located sufficiently far downstream so as to ensure that the sample is representative of the average pollutant emissions of all cylinders. In multi-cylinder engines, having distinct groups of manifolds, such as in a ‘V’ engine configuration, the sampling probe shall be positioned downstream of where the manifolds combine. If this is technically not feasible, multi-point sampling at locations of well-mixed exhaust may be used. In this case, the number and location of sampling probes shall match as far as possible those of the exhaust mass flow meters. In case of unequal exhaust flows, proportional sampling or sampling with multiple analysers shall be considered.

If particles are measured, they shall be sampled from the centre of the exhaust stream. If several probes are used for emissions sampling, the particle sampling probe should be placed upstream of the other sampling probes. The particle sampling probe should not interfere with the sampling of gaseous pollutants. The type and specifications of the probe and its mounting shall be documented in detail (e.g. L type or 45° cut, internal diameter, with or without hat, etc).

If hydrocarbons are measured, the sampling line shall be heated to 463 ± 10 K (190 ± 10 °C). For the measurement of other gaseous components, with or without cooler, the sampling line shall be kept at a minimum of 333 K (60 °C) to avoid condensation and to ensure appropriate penetration efficiencies of the various gases. For low pressure sampling systems, the temperature can be lowered correspondingly to the pressure decrease provided that the sampling system ensures a penetration efficiency of 95 per cent for all regulated gaseous pollutants. If particles are sampled and not diluted at the tailpipe, the sampling line from the raw exhaust sample point to the point of dilution or particle detector shall be heated to a minimum of 373 K (100 °C). The residence time of the sample in the particle sampling line shall be less than 3 s until reaching first dilution or the particle detector.

All parts of the sampling system from the tailpipe up to the particle detector, which are in contact with raw or diluted exhaust gas, shall be designed to minimize deposition of particles. All parts shall be made from antistatic material to prevent electrostatic effects.

4.1.   PEMS leak check

After the installation of the PEMS is completed, a leak check shall be performed at least once for each PEMS-vehicle installation as prescribed by the PEMS manufacturer or as follows. The probe shall be disconnected from the exhaust system and the end plugged. The analyser pump shall be switched on. After an initial stabilization period, all flow meters shall read approximately zero in the absence of a leak. If this is not the case the sampling lines shall be checked and the fault shall be corrected.

The leakage rate on the vacuum side shall not exceed 0.5 per cent of the in-use flow rate for the portion of the system being checked. The analyser flows and bypass flows may be used to estimate the in-use flow rate.

Alternatively, the system may be evacuated to a pressure of at least 20 kPa vacuum (80 kPa absolute). After an initial stabilization period the pressure increase Δp (kPa/min) in the system shall not exceed:

Image omitted; see official source

where:

• pe is the evacuated pressure [Pa],

- Vs is the system volume [l],

• qvs is the volume flow rate of the system [l/min].

Alternatively, a concentration step change at the beginning of the sampling line shall be introduced by switching from zero to span gas while maintaining the same pressure conditions as under normal system operation. If for a correctly calibrated analyser after an adequate period of time the reading is ≤ 99 per cent compared to the introduced concentration, the leakage problem shall be corrected.

4.2.   Starting and stabilizing the PEMS

The PEMS shall be switched on, warmed up and stabilized in accordance with the specifications of the PEMS manufacturer until key functional parameters (e.g., pressures, temperatures and flows) have reached their operating set points before test start. To ensure correct functioning, the PEMS may be kept switched on or can be warmed up and stabilized during vehicle conditioning. The system shall be free of errors and critical warnings.

4.3.   Preparing the sampling system

The sampling system, consisting of the sampling probe and sampling lines shall be prepared for testing by following the instruction of the PEMS manufacturer. It shall be ensured that the sampling system is clean and free of moisture condensation.

4.4.   Preparing the Exhaust mass Flow Meter (EFM)

If used for measuring the exhaust mass flow, the EFM shall be purged and prepared for operation in accordance with the specifications of the EFM manufacturer. This procedure shall, if applicable, remove condensation and deposits from the lines and the associated measurement ports.

4.5.   Checking and calibrating the analysers for measuring gaseous emissions

Zero and span calibration adjustments of the analysers shall be performed using calibration gases that meet the requirements of paragraph 5. of Appendix 5. The calibration gases shall be chosen to match the range of pollutant concentrations expected during the RDE test. To minimise analyser drift, it is recommended to conduct the zero and span calibration of analysers at an ambient temperature that resembles, as closely as possible, the temperature experienced by the test equipment during the trip.

4.6.   Checking the analyser for measuring particle emissions

The zero level of the analyser shall be recorded by sampling HEPA filtered ambient air at an appropriate sampling point, ideally at the inlet of the sampling line. The signal shall be recorded at a constant frequency which is a multiple of 1.0 Hz averaged over a period of 2 minutes. The final concentration shall be within the manufacturer’s specifications, but shall not exceed 5,000 particles per cubic-centimetre.

4.7.   Determining vehicle speed

Vehicle speed shall be determined by at least one of the following methods:

- (a) a sensor (e.g., optical or micro-wave sensor); if vehicle speed is determined by a sensor, the speed measurements shall comply with the requirements of paragraph 8. of Appendix 5, or alternatively, the total trip distance determined by the sensor shall be compared with a reference distance obtained from a digital road network or topographic map. The total trip distance determined by the sensor shall deviate by no more than 4 per cent from the reference distance.

• (b) the ECU; if vehicle speed is determined by the ECU, the total trip distance shall be validated according to paragraph 3. of Appendix 6 and the ECU speed signal adjusted, if necessary, to fulfil the requirements of paragraph 3. of Appendix 6. Alternatively, the total trip distance as determined by the ECU can be compared with a reference distance obtained from a digital road network or topographic map. The total trip distance determined by the ECU shall deviate by no more than 4 per cent from the reference distance.

- (c) a GNSS; if vehicle speed is determined by a GNSS, the total trip distance shall be checked against the measurements of another method according to paragraph 6.5. of Appendix 4.

4.8.   Check of PEMS set up

The correctness of connections with all sensors and, if applicable, the ECU shall be verified. If engine parameters are retrieved, it shall be ensured that the ECU reports values correctly (e.g., zero engine speed [rpm] while the combustion engine is in key-on-engine-off status). The PEMS shall function free of errors and critical warnings.

5.1.   Test start

Sampling, measurement and recording of parameters shall begin prior to the test start (as defined in point 2.6.5. of this Annex). Before the test start it shall be confirmed that all necessary parameters are recorded by the data logger.

To facilitate time alignment, it is recommended to record the parameters that are subject to time alignment either by a single data recording device or with a synchronised time stamp.

5.2.   Test

Sampling, measurement and recording of parameters shall continue throughout the on-road test of the vehicle. The engine may be stopped and started, but emissions sampling and parameter recording shall continue. Repeated stalling of the engine (i.e. unintentional stopping of the engine) should be avoided during an RDE trip. Any warning signals, suggesting malfunctioning of the PEMS, shall be documented and verified. If any error signal(s) appear during the test, the test shall be invalid. Parameter recording shall reach a data completeness of higher than 99 per cent. Measurement and data recording may be interrupted for less than 1 per cent of the total trip duration but for no more than a consecutive period of 30 s solely in the case of unintended signal loss or for the purpose of PEMS system maintenance. Interruptions may be recorded directly by the PEMS but it is not permissible to introduce interruptions in the recorded parameter via the pre-processing, exchange or post-processing of data. If conducted, auto zeroing shall be performed against a traceable zero standard similar to the one used to zero the analyser. It is strongly recommended to initiate PEMS system maintenance during periods of zero vehicle speed.

5.3.   Test end

Excessive idling of the engine after the completion of the trip shall be avoided. The data recording shall continue after the test end (as defined in paragraph 2.6.6. of this Annex) and until the response time of the sampling systems has elapsed. For vehicles with a signal detecting regeneration, the OBD-check shall be performed and documented directly after data recording and before any further driven distance is driven.

6. POST-TEST PROCEDURE

6.1.   Checking the analysers for measuring gaseous emissions

The zero and span of the analysers of gaseous components shall be checked by using calibration gases identical to the ones applied under paragraph 4.5. to evaluate the analyser's zero and response drift compared to the pre-test calibration. It is permissible to zero the analyser prior to verifying the span drift, if the zero drift was determined to be within the permissible range. The post-test drift check shall be completed as soon as possible after the test and before the PEMS, or individual analysers or sensors, are turned off or have switched into a non-operating mode. The difference between the pre-test and post-test results shall comply with the requirements specified in Table A4/2.

Table A4/2

Permissible analyser drift over a PEMS test

| Pollutant | Absolute Zero response drift | Absolute Span response drift [^E0076] |

| --- | --- | --- | | CO2 | ≤ 2 000  ppm, per test | ≤ 2 % of reading or ≤ 2 000  ppm per test, whichever is larger | | CO | ≤ 75 ppm per test | ≤ 2 % of reading or ≤ 75 ppm per test, whichever is larger | | NOX | ≤ 3 ppm per test | ≤ 2 % of reading or ≤ 3 ppm per test, whichever is larger | | CH4 | ≤ 10 ppm C1 per test | ≤ 2 % of reading or ≤ 10 ppm C1 per test, whichever is larger | | THC | ≤ 10 ppm C1 per test | ≤ 2 % of reading or ≤ 10 ppm C1 per test, whichever is larger |

If the zero drift is within the permissible range, it is permissible to zero the analyser prior to verifying the span drift.

If the difference between the pre-test and post-test results for the zero and span drift is higher than permitted, all test results shall be invalid and the test repeated.

6.2.   Checking the analyser for measuring particle emissions

The zero level of the analyser shall be recorded in accordance with paragraph 4.6.

6.3.   Checking the on-road emission measurements

The span gas concentration that was used for the calibration of the analysers in accordance with paragraph 4.5. at the test start shall cover at least 90 per cent of the concentration values obtained from 99 per cent of the measurements of the valid parts of the emissions test. It is permissible that 1 per cent of the total number of measurements used for evaluation exceeds the concentration of the span gas used by up to a factor of two. If these requirements are not met, the test shall be invalid.

6.4.   Consistency check of vehicle altitude

In case altitude has only been measured with a GNSS, the GNSS altitude data shall be checked for consistency and, if necessary, corrected. The consistency of data shall be checked by comparing the latitude, longitude and altitude data obtained from the GNSS with the altitude indicated by a digital terrain model or a topographic map of suitable scale. Measurements that deviate by more than 40 m from the altitude depicted in the topographic map shall be manually corrected. The original and uncorrected data shall be retained and any corrected data shall be marked.

The instantaneous altitude data shall be checked for completeness. Data gaps shall be completed by data interpolation. The correctness of interpolated data shall be verified by a topographic map. It is recommended to correct interpolated data if the following condition applies:

Image omitted; see official source

The altitude correction shall be applied so that:

Image omitted; see official source

where:

| | | |

| --- | --- | --- | | h(t) | — | vehicle altitude after the screening and principle check of data quality at data point t [m above sea level] | | hGNSS(t) | — | vehicle altitude measured with GNSS at data point t [m above sea level] | | hmap(t) | — | vehicle altitude based on topographic map at data point t [m above sea level] |

6.5.   Consistency check of GNSS vehicle speed

The vehicle speed as determined by the GNSS shall be checked for consistency by calculating and comparing the total trip distance with reference measurements obtained from either a sensor, the validated ECU or, alternatively, from a digital road network or topographic map. It is mandatory to correct GNSS data for obvious errors, e.g., by applying a dead reckoning sensor, prior to the consistency check. The original and uncorrected data shall be retained and any corrected data shall be marked. The corrected data shall not exceed an uninterrupted time period of 120 s or a total of 300 s. The total trip distance as calculated from the corrected GNSS data shall deviate by no more than 4 per cent from the reference. If the GNSS data do not meet these requirements and no other reliable speed source is available, the test shall be invalid.

6.6.   Consistency check of the ambient temperature

The ambient temperature data shall be checked for consistency and inconsistent values corrected by substituting outliers with the average of the neighbouring values. The original and uncorrected data shall be retained and any corrected data shall be marked.

Appendix 5

Specifications and calibration of PEMS components and signals

This appendix sets out the specifications and calibration of PEMS components and signals

2. SYMBOLS, PARAMETERS AND UNITS

A	—	undiluted CO2 concentration [%]
a 0	—	y-axis intercept of the linear regression line
a 1	—	slope of the linear regression line
B	—	diluted CO2 concentration [%]
C	—	diluted NO concentration [ppm]
c	—	analyser response in the oxygen interference test
Cb		Measured diluted NO concentration through bubbler
c FS,b	—	full scale HC concentration in step (b) [ppmC1]
c FS,d	—	full scale HC concentration in step (d) [ppmC1]
c HC(w/NMC)	—	HC concentration with CH4 or C2H6 flowing through the NMC [ppmC1]
c HC(w/o NMC)	—	HC concentration with CH4 or C2H6 bypassing the NMC [ppmC1]
c m,b	—	measured HC concentration in step (b) [ppmC1]
c m,d	—	measured HC concentration in step (d) [ppmC1]
c ref,b	—	reference HC concentration in step (b) [ppmC1]
c ref,d	—	reference HC concentration in step (d) [ppmC1]
D	—	undiluted NO concentration [ppm]
D e	—	expected diluted NO concentration [ppm]
E	—	absolute operating pressure [kPa]
E CO2	—	per cent CO2 quench
E(dp)	—	PEMS-PN analyser efficiency
E E	—	ethane efficiency
E H2O	—	per cent water quench
E M	—	methane efficiency
EO2	—	oxygen interference
F	—	water temperature [K]
G	—	saturation vapour pressure [kPa]
H	—	water vapour concentration [%]
H m	—	maximum water vapour concentration [%]
NOX,dry	—	moisture-corrected mean concentration of the stabilized NOX recordings
NOX,m	—	mean concentration of the stabilized NOX recordings
NOX,ref	—	reference mean concentration of the stabilized NOX recordings
r 2	—	coefficient of determination
t0	—	time point of gas flow switching [s]
t10	—	time point of 10 % response of the final reading
t50	—	time point of 50 % response of the final reading
t90	—	time point of 90 % response of the final reading
Tbd	—	to be determined
X	—	independent variable or reference value
x min	—	minimum value
Y	—	dependent variable or measured value

3. LINEARITY VERIFICATION

3.1.   General

The accuracy and linearity of analysers, flow-measuring instruments, sensors and signals shall be traceable to international or national standards. Any sensors or signals that are not directly traceable (e.g., simplified flow-measuring instruments) shall be calibrated alternatively against chassis dynamometer laboratory equipment that has been calibrated against international or national standards.

3.2.   Linearity requirements

All analysers, flow-measuring instruments, sensors and signals shall comply with the linearity requirements given in Table A5/1. If air flow, fuel flow, the air-to-fuel ratio or the exhaust mass flow rate is obtained from the ECU, the calculated exhaust mass flow rate shall meet the linearity requirements specified in Table A5/1.

Table A5/1

Linearity requirements of measurement parameters and systems

Measurement parameter/instrument	Image omitted; see official source	Slope a 1	Standard error of the estimate SEE	Coefficient of determination r 2
Fuel flow rate [^E0077]	≤ 1 % xmax	0,98 – 1,02	≤ 2 % of xmax	≥ 0,990
Air flow rate (15)	≤ 1 % xmax	0,98 – 1,02	≤ 2 % of xmax	≥ 0,990
Exhaust mass flow rate	≤ 2 % xmax	0,97 – 1,03	≤ 3 % of xmax	≥ 0,990
Gas analysers	≤ 0,5 % max	0,99 – 1,01	≤ 1 % of xmax	≥ 0,998
Torque [^E0078]	≤ 1 % xmax	0,98 – 1,02	≤ 2 % of xmax	≥ 0,990
PN analysers [^E0079]	≤ 5 % xmax	0,85 – 1,15 [^E0080]	≤ 10 % of xmax	≥ 0,950

Optional to determine exhaust mass flow.

[^E0078]: (²)

Optional parameter.

The linearity check shall be verified with soot-like particles, as these are defined in paragraph 6.2. of this appendix.

To be updated based on error propagation and traceability charts.

3.3.   Frequency of linearity verification

The linearity requirements pursuant to paragraph 3.2. shall be verified:

- (a) for each gas analyser at least every 12 months or whenever a system repair or component change or modification is made that could influence the calibration;

- (b) for other relevant instruments, such as PN analysers, exhaust mass flow meters and traceably calibrated sensors, whenever damage is observed, as required by internal audit procedures or by the instrument manufacturer but no longer than one year before the actual test.

The linearity requirements pursuant to paragraph 3.2. for sensors or ECU signals that are not directly traceable shall be performed using a measurement device with a traceable calibration on the chassis dynamometer, once for each PEMS-vehicle setup.

3.4.   Procedure of linearity verification

3.4.1.   General requirements

The relevant analysers, instruments and sensors shall be brought to their normal operating condition according to the recommendations of their manufacturer. The analysers, instruments and sensors shall be operated at their specified temperatures, pressures and flows.

3.4.2.   General procedure

The linearity shall be verified for each normal operating range by executing the following steps:

• (a) The analyser, flow-measuring instrument or sensor shall be set to zero by introducing a zero signal. For gas analysers, purified synthetic air or nitrogen shall be introduced to the analyser port via a gas path that is as direct and short as possible.

• (b) The analyser, flow-measuring instrument or sensor shall be spanned by introducing a span signal. For gas analysers, an appropriate span gas shall be introduced to the analyser port via a gas path that is as direct and short as possible.

• (c) The zero procedure of (a) shall be repeated.

• (d) The linearity shall be verified by introducing at least 10, approximately equally spaced and valid, reference values (including zero). The reference values with respect to the concentration of components, the exhaust mass flow rate or any other relevant parameter shall be chosen to match the range of values expected during the emissions test. For measurements of exhaust mass flow, reference points below 5 per cent of the maximum calibration value can be excluded from the linearity verification.

• (e) For gas analysers, known gas concentrations in accordance with paragraph 5. shall be introduced to the analyser port. Sufficient time for signal stabilisation shall be given. For particle number analysers, the particle number concentrations shall be at least two times the limit of detection (defined in point 6.2).

- (f) The values under evaluation and, if needed, the reference values shall be recorded at a constant frequency which is a multiple of 1.0 Hz over a period of 30 seconds (60 s for particle number analysers).

• (g) The arithmetic mean values over the 30 (or 60 s) seconds period shall be used to calculate the least squares linear regression parameters, with the best-fit equation having the form: Image omitted; see official source where: y is the actual value of the measurement system a 1 is the slope of the regression line x is the reference value a 0 is the y intercept of the regression line The standard error of estimate (SEE) of y on x and the coefficient of determination (r ²) shall be calculated for each measurement parameter and system.